Revised Draft
January 2011 December 2010
February 2010 DRAFT i GTA West Planning and Environmental Assessment Study Revised Draft Area Transportation System Alternatives Report
PREFACE
The Area Transportation System Alternatives Report – Revised Draft (2011) is one of several interim reports which depicts the study process culminating in the Transportation Development Strategy. The Area Transportation System Alternatives Report – Revised Draft (2011) was first issued in March 2009. The reports purpose was to summarize the process and methodology that was used to develop a broad range of the Area Transportation System Alternatives and to document the key findings of this work. In the consultation period following its release, the study team received comments relating to a range of issues. The purpose of this revised draft report (January 2011) is to ensure that all comments received have been adequately addressed; and where appropriate, the content of the report has been revised accordingly. Appendix A provides an overview of the individual Transportation Alternatives. Appendix B summarizes the factors and criteria for assessing the preliminary planning alternatives, a description and categorization of multi-modal alternatives and a high level assessment of Group alternatives. Appendix C provides a summary of the input received on the March 2009 draft report, and details each comment received, the study team’s response, and any changes incorporated into the revised draft report.
January 2011 GTA West Planning and Environmental Assessment Study Revised Draft Area Transportation System Alternatives Report
TABLE OF CONTENTS
EXECUTIVE SUMMARY ...... i 1. INTRODUCTION...... 1 1.1 STUDY BACKGROUND...... 1 1.2 STUDY PURPOSE ...... 2 1.3 PURPOSE, RELEVANCE AND POSITION OF REPORT WITHIN STUDY PROCESS...... 3 1.4 STUDY AREA AND AREAS OF INFLUENCE ...... 3 1.5 OVERVIEW OF PROBLEMS & OPPORTUNITIES IN THE TRANSPORTATION SYSTEM...... 4 1.6 PROCESS FOR GENERATING AND ASSESSING AREA TRANSPORTATION SYSTEM ALTERNATIVES...... 5 2. INDIVIDUAL TRANSPORTATION ALTERNATIVES ...... 8 2.1 OVERVIEW...... 8 2.2 TRANSPORTATION DEMAND MANAGEMENT (TDM) / TRANSPORTATION SYSTEMS MANAGEMENT (TSM) ...... 8 2.2.1 Existing TDM / TSM Initiatives ...... 8 2.2.2 Description of Alternatives Generated ...... 12 2.3 TRANSIT...... 14 2.3.1 Existing Bus / Rail Passenger Transit System...... 14 2.3.2 Metrolinx Regional Transportation Plan (RTP) ...... 16 2.3.3 GO Transit 2020 Strategic Plan ...... 20 2.3.4 Description of Alternatives Generated ...... 23 2.4 FREIGHT RAIL ...... 26 2.4.1 Existing Freight Rail System ...... 26 2.4.2 Description of Alternatives Generated ...... 27 2.5 MARINE...... 31 2.5.1 Existing Marine Transportation System ...... 31 2.5.2 Description of Alternatives Generated ...... 33 2.6 AIR ...... 36 2.6.1 Existing Air Transportation System ...... 36 2.6.2 Description of Alternatives Generated ...... 37 2.7 FREIGHT INTER-MODAL ...... 39 2.7.1 Existing Freight Inter-modal Facilities ...... 39 2.7.2 Description of Alternatives Generated ...... 40 2.8 ROADS AND HIGHWAYS ...... 43 2.8.1 Existing Road and Highway System ...... 43 2.8.2 Description of Ideas Generated...... 48 2.9 ASSESSMENT OF INDIVIDUAL TRANSPORTATION ALTERNATIVES ...... 52 3. GROUP TRANSPORTATION ALTERNATIVES...... 54 3.1 OVERVIEW...... 54 3.2 ASSESSMENT OF MULTI-MODAL ALTERNATIVES...... 55 3.3 ASSESSMENT OF GROUP ALTERNATIVES ...... 55 3.4 GROUP #1 – OPTIMIZE EXISTING NETWORKS...... 56 3.4.1 Overview of Group #1 ...... 56 3.4.2 Assessment of Group #1...... 57 3.5 GROUP #2 – NEW / EXPANDED NON-ROAD INFRASTRUCTURE ...... 58 3.5.1 Overview of Group #2 ...... 58 3.5.2 Assessment of Group #2...... 60 3.6 THE NEED FOR ROADWAY BASED SOLUTIONS ...... 61 3.7 GROUP #3 – WIDEN / IMPROVE ROADS ...... 62 3.7.1 Overview of Group #3 ...... 62 3.8 GROUP #4 – NEW TRANSPORTATION CORRIDORS...... 63 January 2011 GTA West Planning and Environmental Assessment Study Revised Draft Area Transportation System Alternatives Report
3.8.1 Overview of Group #4 ...... 63 3.9 ASSESSMENT OF GROUP #3 AND GROUP #4 ...... 64 3.10 NEXT STEPS...... 64 4. SUMMARY OF CONSULTATION ...... 66 4.1 MEETINGS HELD DURING GENERATION OF ALTERNATIVES...... 67 4.2 MEETINGS HELD DURING ASSESSMENT OF ALTERNATIVES ...... 68 4.3 PUBLIC INFORMATION CENTRE (PIC) #3...... 68 DEFINITIONS ...... 75 APPENDIX A: INDIVIDUAL TRANSPORTATION ALTERNATIVES...... A-1 APPENDIX B: ASSESSMENT OF MULTI-MODAL ALTERNATIVES...... B-1 APPENDIX C: SUMMARY OF COMMENTS AND RESPONSES...... C-1
LIST OF EXHIBITS
Exhibit E-1 Two-Stage Process for Developing and Assessing Area Transportation System Alternatives
Exhibit E-2 Group 2 – New/Improved Non-Roadway Infrastructure
Exhibit E-3 Group 3-1 – Freeway Widening
Exhibit E-4 Group 3-2 – Freeway and Arterial Road Widening
Exhibit E-5 Group 3-3 – Freeway and Arterial Road Widening
Exhibit E-6 Group 4-1 – New Transportation Corridor and Freeway Widening
Exhibit E-7 Group 4-2 – New Transportation Corridor and Freeway Widening
Exhibit E-8 Group 4-3 – New Transportation Corridor and Freeway Widening
Exhibit E-9 Group 4-4 – New Transportation Corridor and Freeway Widening
Exhibit E-10 Group 4-5 – New Transportation Corridor and Freeway Widening
Exhibit 1-1 GTA West Study Area
Exhibit 1-2 Areas of Influence
Exhibit 1-3 Process for Generating and Assessing Area Transportation System Alternatives
Exhibit 2-1 Existing TMA Locations
Exhibit 2-2 Existing Inter-Regional Transit Services
Exhibit 2-3 The Big Move, Quick Wins for Regional Rapid Transit
Exhibit 2-4 The Big Move, 25-Year Plan for Regional Rapid Transit
January 2011 GTA West Planning and Environmental Assessment Study Revised Draft Area Transportation System Alternatives Report
Exhibit 2-5 GO Transit 2020 Strategic Plan
Exhibit 2-6 Area Rail Corridor Locations
Exhibit 2-7 Major Area Marine Facilities
Exhibit 2-8 Area Air Transportation Facilities
Exhibit 2-9 Area Inter-modal Facilities
Exhibit 2-10 Existing Provincial Highway Network
LIST OF TABLES
Table E-1 Assessment of Individual Transportation Alternatives
Table 2-1 Assessment of Individual Transportation Alternatives (summary cluster)
Table 4-1 Meetings Held During Generation of Alternatives
Table 4-2 Meetings Held during Assessment of Alternatives
Table 4-3 Breakdown of Attendance and Comments
January 2011 GTA West Planning and Environmental Assessment Study Revised Draft Area Transportation System Alternatives Report
January 2011 GTA West Planning and Environmental Assessment Study Draft Area Transportation System Alternatives Report
Revised Draft
January 2011
March 2010 DRAFT i GTA West Planning and Environmental Assessment Study Revised Draft Area Transportation System Alternatives Report
EXECUTIVE SUMMARY
1. The Challenges and Opportunities of Growth
Within the Greater Toronto Area West study area, significant growth is anticipated in the Growth Plan in the north and west GTA but also in the Guelph-Kitchener / Waterloo- Cambridge triangle to 2031. While this rapid growth creates new opportunities and economic potential, it is not without challenges. It is critically important that this growth is supported and planned for through appropriate land use and transportation planning that recognizes and seeks to address fundamental questions such as: Where will people live, work and play? How will we protect our important natural, social and cultural features? How will we maintain a high level of mobility for the residents and businesses within the region as well as visitors to the region?
While this rapid growth creates extraordinary opportunities and economic potential, it is not without challenges. It is critically important that this growth is supported and planned for through wise land use and transportation planning that recognizes and seeks to address fundamental questions such as: Where will people live, work and play? How will we protect our important natural, social and cultural features? And how will we maintain a high level of mobility for the residents within the region as well as visitors to the region? At the same time, improving the movement of goods is among the highest priorities for the GTA West area. Future population and employment growth in major urban centres will result in an increase in travel demand for both people and goods movement. It is vital to grow the goods movement and logistics industry by improving the essential infrastructure needed to move goods from our ports throughout the province and to the rest of the study area. Improving the goods movement infrastructure is also pivotal to relieving congestion on freeways and increasing mobility.
From a transportation planning perspective, this growth poses a significant challenge, as many of our existing facilities are already operating at or near capacity during peak periods. By 2031, the existing transportation network within the GTA West study area will not be able to support the additional commuter, tourist and goods movement travel that corresponds to the projected growth.
To address these issues, the Ontario government has begun the process of planning for the future. The Growth Plan and The Greenbelt Plan provide an important policy context and foundation. Through these policies, municipalities and the Ontario government can plan for communities with land use that is supportive of a more balanced transportation system that in turn makes best use of the existing infrastructure, and prioritizes the use of transit and other non-roadway modes of transportation for people and goods movement.
In addition to providing a sustainable policy framework, the Ontario government has initiated a Regional Transportation Plan (RTP) for the Greater Toronto and Hamilton Area (GTHA), which is being led by Metrolinx and GO Transit. The RTP’s vision is of an integrated transportation system that enhances quality of life, environment and prosperity. The RTP contains ten strategies needed to achieve the vision, goals and objectives, each including priority actions and supporting policies. Nine of the actions and policies were identified as Big Moves, those measures that will have the largest and most transformational impacts on the GTHA’s transportation system:
January 2011 i GTA West Planning and Environmental Assessment Study Revised Draft Area Transportation System Alternatives Report
A fast, frequent and expanded regional rapid transit network.
High-order transit connectivity to the Toronto Pearson International Airport district from all directions.
An expanded Union Station – the heart of the GTHA’s transportation system.
Complete walking and cycling networks with bike-sharing programs.
An information system for travellers, where and when they need it.
A region-wide integrated transit fare system.
A system of connected mobility hubs.
A comprehensive strategy for goods movement.
An Investment Strategy to provide immediate, stable and predictable funding. Improvements are not only planned for the future in the GTHA but several are being provided currently to address today’s transportation challenges. The Ontario Ministry of Transportation (MTO) has programs underway to make more efficient use of existing infrastructure. These programs include: o Intelligent Transportation Systems (ITS). This system known as COMPASS includes elements such as changeable message signs, detectors, closed circuit television (CCTV) cameras and ramp metering signals, all of which are connected to a central Traffic Operation Centre. ITS provides a mechanism for incident detection and management, motorist advisory and congestion management. o Traveller’s Information. This website (www.mto.gov.on.ca/english/traveller/), operated by MTO, displays up-to-date information. It includes an interactive system map of MTO facilities in the GTHA, traffic and road information (road conditions, closure, restrictions, construction, GTA traffic flow and HOV lanes) and locations of traffic cameras and carpool lots. o MTO HOV Network. MTO has a High Occupancy Vehicle (HOV) network in the GTHA. To date, this includes Highway 404 (from Highway 401 to 16th Avenue) and Highway 403 (from 407 ETR to Highway 401). By 2031, the network is planned to include 450 kilometres of HOV lanes, including Highway 401 from Milton to Highway 403, Highway 403 / 410 from Hamilton to Brampton, Highway 427 from Highway 409 to 407 ETR, and Highway 400 from Major Mackenzie Drive to Highway 9. o Carpool Lots (MTO). Commuters currently have access to 50 carpool parking lots in the Greater Golden Horseshoe with more than 5,000 parking spaces. o Variable Electronic Toll (407 ETR). 407 ETR uses license plate cameras and transponders to charge tolls to users of the facility automatically. The cost of each trip depends on factors such as time of day, vehicle class, distance travelled, section(s) travelled, and correct mounting and use of a valid transponder. At a municipal level, all municipalities within the Greater Golden Horseshoe (GGH) are working on their Official Plan updates to align with The Growth Plan, which
January 2011 ii GTA West Planning and Environmental Assessment Study Revised Draft Area Transportation System Alternatives Report
promotes more compact, transit-supportive development. They are also addressing their transportation needs through local and regional improvement programs. While all of these initiatives will help to address the future travel demand that is anticipated by 2031, more is needed. This study, the GTA West Corridor Planning and Environmental Assessment (EA) Study, has been initiated to explore all modes of transportation, including transit, freight rail, marine, air, freight inter-modal, and roads and highways. The objective of this study is to develop a broad level Transportation Development Strategy (TDS) for the GTA West study area that builds upon all of the Ontario and municipal government’s current plans such as York Region’s VIVA and Brampton’s Züm transit initiatives, and identifies additional multi- modal transportation improvements to address the future needs. A key step in this process is the development of multi-modal Area Transportation System Alternatives. These are groups of modal improvements that could be applied in the area to address future transportation challenges. The purpose of this report is to summarize the process and methodology that was used to develop a broad range of the Area Transportation System Alternatives and to document the key findings of this work.
The Area Transportation System Alternatives Report will serve to document a critical stage in the study providing a foundation for the further assessment, evaluation, and selection of Preliminary Planning Alternatives that will be incorporated into the ultimate Transportation Development Strategy for Stage 1 of the GTA West Planning and EA Study.
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2. The Creative Process The development of the Area Transportation System Alternatives has involved a unique and creative process, built upon an extensive consultation program with a wide range of stakeholders and other transportation service providers. This process is documented in Section 1.6 of this report and is illustrated schematically in Exhibit E-1. As seen in the exhibit, the process has followed a two-stage approach which begins with a comprehensive assessment of the individual transportation alternatives to assess their ability to address the future inter-regional transportation problems and opportunities identified by the study team during the previous phase of work, (refer to Section 1.5 of this report, as well as the Draft Area Transportation System Problems and Opportunities Report (July 2009) which is available under separate cover). Based on this assessment, individual transportation alternatives considered capable of substantively contributing to addressing these problems and opportunities are carried forward to the second stage of the process, which involves assembling these alternatives into groups. A “building block” approach is used to assemble the groups based on the philosophy of first optimizing the existing transportation network, and then if necessary, incorporating non-roadway infrastructure improvements and expansion before considering the provision of new roads and / or highways. This approach has been developed to align with the underlying principles of The Growth Plan and The Greenbelt Plan. The study team’s objectives throughout the process have been to fully explore the potential of all transportation modes, the potential of optimization techniques aimed at managing transportation demand (Transportation Demand Management) as well as enhancing and improving the existing transportation systems using emerging technologies (Transportation Systems Management). The study team’s findings with regard to each of the individual alternatives are described briefly in the next section, and in more detail in Chapter 2 of this report. As part of this exercise, study team specialists carried out a review of transportation practices in other jurisdictions elsewhere in Canada and around the world to determine which elements of these practices can be readily applied to the unique set of circumstances inherent in the transportation, environmental, economic, social features and conditions within the GTA West study area.
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Exhibit E-1: Two-Stage Process for Developing and Assessing Area Transportation System Alternatives
STAGE 1 STAGE 2
Examination and Examination and Assessment of Assessment of Individual Groups of Modal Alternatives Improvement
Transportation Demand Air Management (TDM ) Analysis
To what extent does the Group of Modal Improvement Transportation Alternatives meet the Systems Freight Rail Management (TSM) transportation objectives of this study?
High level assessment of
Environmental, Economic and Transit Inter-modal Community factors.
Marine Roads and Highways
STAGE 2: Combination Alternatives Develop Reasonable Combination Alternatives Assess Combinations to Identify to Address Problems and Opportunities Advantages and Disadvantages
Widen/Improve Roads New Transportation Corridors ▫ Group 2 plus Decision ▫ Elements of Group 3 ▫ Widen/Improve Trade-offs plus
Roads and Highways ▪ Environment ▫ New Transportation ▪ Community Corridors Group 3 ▪ Economy Group 4
New/Expanded Non-Road Infrastructure ▫ Group 1 plus ▫ Air ▫ Transit ▫ Marine ▫ Rail
Group 2
Optimize Existing Networks ▫ Transit ▫ Marine ▫ Rail ▫ TDM ▫ Roads and Highways ▫ TSM ▫ Air ▫ Inter-modal
Group 1
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In addition, they have met and corresponded with transportation service providers such as Metrolinx, GO Transit, VIA Rail, CNR, CPR, St. Lawrence Seaway Authority, Ontario Motor Coach Association and the Greater Toronto Airports Authority (GTAA) managing the Toronto Pearson International Airport. The goal of these meetings has been to identify opportunities to increase the utilization of their respective mode of transportation for the movement of people and goods, and to gain valuable insight with regard to the specific policy issues and constraints that govern their ability to provide transportation services. The findings of our specialists are documented in Chapter 2 of this report. These findings have been used by the broader study team through numerous workshops, as well as through meetings with municipalities, government agencies, members of the public and First Nations, to create the development of an innovative and creative ‘long- list’ of multi-modal transportation alternatives. The ‘long list’ of alternatives for each mode of transportation is documented in each of the corresponding sections of Chapter 2 of this report. In developing the initial ‘long-list’, the study team set aside consideration of policy constraints and previous expectations. This fostered the development of a truly creative set of alternatives. This list was subsequently analyzed and refined by the study team’s specialists. Each alternative was examined on the basis of its ability to substantively contribute to addressing the transportation problems and opportunities that had been identified by the study team during the previous phase of work. Alternatives that were not considered capable of addressing the inter-regional transportation problems and opportunities were not carried forward for further consideration. The remaining alternatives were categorized as being worthy of pursuit as part of subsequent stages of this study, or by other studies and initiatives. The study team’s assessment of the ‘long list’ of individual transportation alternatives, as well as the generation and assessment of the group alternatives is documented in Chapter 3 of this report.
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3. Assessment of the Individual Transportation Alternatives The ‘long list’ of alternatives were assessed according to the degree to which each alternative could meaningfully contribute to addressing the inter-regional transportation problems and opportunities that were identified (as summarized in Table E-1). Table E-1: Assessment of Individual Transportation Alternatives CARRIED MODE RATIONALE FORWARD
Is recognized as an important component of Transportation Demand transportation networks but on its own it does not Management provide a significant improvement to transportation (TDM) problems in the GTA West study area.
Is recognized as an important component of Transportation Systems transportation networks but on its own it does not Management provide a significant improvement to transportation (TSM) problems in the GTA West study area.
Is recognized as an important component of a transportation network for the movement of people; Transit however, on its own it does not provide a significant resolution of the full range of transportation problems in the GTA West study area.
Improved multi-modal connections to the Toronto Pearson International Airport have some potential to Air reduce dependence on the road network in the GTA West study area. Recommended to be pursued by others or are already being pursued by others.
Improved multi-modal connections to Port of Toronto / Port of Hamilton have some potential to reduce Marine congestion on the road network in the GTA West study area. Recommended to be pursued by others or are already being pursued by others.
Will continue to be an important aspect of goods movement in the GTA West study area, however there Freight Rail are no specific freight rail transportation alternatives to be pursued as part of this study.
Improved inter-modal facilities have some potential to address transportation problems in the GTA West Inter-modal study area, especially as they relate to the movement of goods (i.e., rail to truck transfers etc.).
Are expected to provide significant improvement to transportation problems in the GTA West study area Roads and Highways through widening of existing roads and / or highways and potentially introduction of a new transportation corridor.
The findings of this assessment identified that numerous alternatives from among the several transportation modes could be used to provide improvement. One of the key findings, however, was that no single mode of transportation is capable of fully addressing all of the identified transportation problems and opportunities. As such, all of
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the individual transportation alternatives were carried forward for further consideration to the second stage of the process – the assembly of the group alternatives.
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4. Group Transportation Alternatives The primary focus of the second stage of the process was to assemble groups of alternatives based on the ‘long list’ of alternatives that was generated initially by the study team and supplemented based on consultation with municipalities, agencies, members of the public, transportation service providers and other stakeholders. Four groups were established, using the building block approach. Each of the four group alternatives are described briefly as follows:
Group #1: Optimize Existing Networks Transportation initiatives that focus on improving the performance of the existing transportation system for all modes of travel and transport through strategies designed to reduce auto and truck demand and improve system operating efficiency.
Group #2: New / Expanded Non-Road Infrastructure This alternative incorporates and builds upon the transportation system performance enhancements provided by Group #1 through provision of additional “non-road-based” capacity such as new air, marine, transit, and freight rail infrastructure to address potential shortfalls in addressing the transportation problems and opportunities inherent in Group #1.
Group #3: Widen / Improve Roads This alternative incorporates and builds upon the transportation system enhancements and non-road capacity improvements provided by Group #2 and adds new capacity by widening existing roads or highways beyond that which is currently planned or contemplated by municipalities and the Province of Ontario.
Group #4: New Transportation Corridors This alternative incorporates and builds upon the transportation system enhancements and both road and non-road capacity improvements provided by Group #1 and #2. It also incorporates some existing road widenings from Group #3, and adds new road and / or highway capacity in a new corridor to address identified transportation problems and opportunities. Based on the study team’s assessment of the ‘long list’ of alternatives, the alternatives considered worthy of pursuing as part of the current study were grouped into each of the above categories. The following sections provide an overview of each of the group alternatives. 4.1 Overview of Group #1 Group #1 builds upon comprehensive optimization strategies embodied in the Metrolinx RTP, GO 2020 Strategic Plan, MTO’s High Occupancy Vehicle Lane Network Plan and Carpool Lot Program and municipal transportation plans. These strategies are based on the following objectives:
Improving access to transit stations for pedestrians and motorists and advancing the concept of mobility hubs for key stations.
Improving integration of active transportation opportunities and transit such as secure storage facilities at transit stations, bicycle storage on transit vehicles, etc.
Expanding use of roadway shoulders during peak travel periods.
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Improving scheduling and fare integration between inter-regional and local transit providers.
Using real-time trip planning information technologies for transit users and drivers.
Increasing / improving transit service frequency. In addition to these strategies, the study team has identified a number of complementary strategies, which may be further supplemented and refined. These strategies are described in further detail below: Speed Harmonization The concept of speed harmonization is used widely in numerous European jurisdictions and essentially involves adjusting the speed limit on inter-regional road facilities based on prevailing congestion levels. Changeable message speed signs which are connected through an electronic system to vehicle sensors in the pavement are used to reduce the speed limit during times of road congestion. The reduced speed limits promote a more even traffic flow which increases throughput and improves road safety. Provincial / Employer Led TDM Programs Transportation Demand Management (TDM) programs currently operating could be improved by expanding the Metrolinx Smart Commute Program beyond the Greater Toronto and Hamilton Area (GTHA). In addition to providing broader coverage, this program could also involve introducing a regional organization which would provide strategic direction or potentially reach out to employers. The program could be managed by the provincial government. Experience in other jurisdictions has shown that regional organization of TDM initiatives leads to operational and economic efficiencies that translate into increased awareness of the programs, a greater variety of services, and higher utilization. This concept would also involve providing additional carpool parking lots at key locations. Long Combination Vehicles (LCV’s) Long Combination Vehicles (LCV’s) feature a single tractor with two 53 foot (16 metre) trailers. Increased use of these types of vehicles is anticipated to reduce the number of trucks on provincial facilities, thereby improving traffic operations. MTO recently initiated a pilot project to allow up to 100 LCV’s on the provincial highway network outside of urban areas. Ramp Metering Ramp metering involves the implementation of traffic signal control on highway entrance ramps to control the platoons of vehicles entering the highway and therefore provide a smoother downstream traffic flow. Ramp metering is already in operation on portions of the QEW in Mississauga. Expanding the ramp metering program to other highways in the GTA West study area is a consideration. HOV / Transit Bypass at Key Locations This strategy involves providing bypass lanes on metered ramps, ramps accessing transit stations, and ramps in vicinity of carpool lots for HOV and transit vehicles that would allow HOV and transit vehicles to bypass traffic queues on these ramps and access carpool lots and/or transit stations.
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Improved Incident Management This concept involves increased utilization of emerging technologies including ITS to improve detection of incidents, improve Emergency Management Services (EMS) response times, and as a result reduce the duration and extent of congestion and delays resulting from traffic incidents. Improved Inter-regional Transit Systems The goal is to improve transit service between urban centres by maximizing coverage within jurisdictions and connections to local trip generators (i.e. schools, malls and urban centres). GO Transit currently provides inter-regional service that connects the municipalities of the GTA West study area to each other and to Toronto. Future plans for transit systems, such as improved integration between GO Transit, Greyhound, Coach Canada and other inter-regional carriers, are identified in Go Transit’s 2020 Strategic Service Plan and Metrolinx’ Regional Transit Plan The Big Move. Assessment Although the Group #1 strategies will have some potential to improve transportation system operations with relatively few impacts to the natural environmental features, they will not sufficiently address all of the identified transportation problems and opportunities. Additional types of improvement are required. 4.2 Overview of Group #2 The extensive transit recommendations embodied in the Metrolinx RTP as well as GO Transit’s GO 2020 Strategic Plan demonstrate the Ontario government’s commitment to making transit a viable alternative to the automobile in the GTA and Hamilton area. The concepts proposed by this study build upon the recommendations of the Metrolinx RTP and GO 2020. Group #2 includes significant transit and air service expansion initiatives envisioned by the Metrolinx RTP, GO 2020, and Toronto Pearson International Airport. These include: Additional expanded and improved parking facilities at transit stations. New bus storage in Aberfoyle. Freight rail, air and marine initiatives to be pursued by others. Rapid Transit along: . Steeles Ave. area (Lisgar GO to Highway 427) . Highway 427 (Toronto Pearson International Airport to Queen Street in Brampton) . Hurontario St. (Port Credit to downtown Brampton) . 407 ETR (Toronto Pearson International Airport to Highway 427) . Finch Ave. West (Toronto Pearson International Airport to Finch Station) . Hurontario Street (Mayfield West to downtown Brampton) . Regional Road 7 (Peel-York boundary to Locust Hill / Markham) . 407 ETR (Halton to Durham)
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. Trafalgar Rd. / Main St. (downtown Milton to 407 ETR) . Brampton Züm (downtown Brampton to Peel-York Boundary) Regional Rail Service: . Bolton to Union Station . Expansion of the Georgetown north corridor . Toronto Pearson International Airport to Union Station . Service extension from Milton to Cambridge . Service extension from Georgetown to Kitchener The Group 2 alternatives are illustrated in Exhibits E-2 to E-10. In addition to these strategies, the study team has identified a number of complementary strategies, which may be further supplemented and refined. These strategies are described in further detail below: Expanded Inter-regional GO Bus Routes Currently GO Transit service is focused on the Toronto area and particularly on Union Station. As such, the scheduling of these services is based on arrival / departure from Union Station during peak commuter times. In turn, commuters that are destined for areas west of Toronto arrive at these destinations very early in the morning and arrive home quite late in the evening. Improvements to the current inter-regional GO Bus service would be seamlessly integrated with the Toronto-centric services to provide expanded coverage from Toronto to areas west of Georgetown such as Guelph and Kitchener-Waterloo. Existing bus services to these areas would be improved by more frequent buses and better coordination with local services. Transit Supportive Corridors This concept involves introducing reserved bus lanes, HOV lanes, bus bypass shoulders and other transit supportive measures within existing provincial facilities in the GTA West study area. These would serve to make bus transit a more reliable and viable service. While these types of improvements could result in some level of impact to properties that abut these corridors, it is envisioned that these impacts would be relatively minor in nature and could be mitigated to a significant extent. Inter-regional Transit Hubs where local transit and GO Transit Connect This concept involves the introduction of transit hubs in downtown Guelph, downtown Brampton, downtown Milton, the Vaughan Metropolitan Centre and also Toronto Pearson International Airport. Transit hubs can result in land use improvement opportunities as they tend to attract more accessible development patterns. New Bus Rapid Transit links between Urban Growth Centres This concept involves providing better transit connections between Urban Growth Centres in the GTA West study area including downtown Brampton, downtown Milton, downtown Guelph and the Vaughan Metropolitan Centre. Given that these are smaller growth centres as compared to some and the potential ridership may not be as significant, there is potential to use buses or in the longer term, small train systems or even self-propelled railcars (which could be individual or clustered). Stations would be
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multi-modal facilities to provide for a well-connected and integrated transportation system. Assessment Although the Group #2 strategies will have some potential to improve transportation system operations (e.g. linkages between Urban Growth Centres, introduction of new transit routes, etc.) with relatively few impacts to the natural environmental features, they will not sufficiently address all of the identified transportation problems and opportunities. Additional types of improvement are required. 4.3 The Need for Roadway-Based Solutions By 2031, the population in the Greater Golden Horseshoe is expected to increase by almost 4 million people. To accommodate this growth, the study team anticipates that by 2031:
The land use intensification targets prescribed in The Growth Plan will be fully achieved.
Urban Growth Centres will be built with transit supportive densities and a mix of compatible land uses.
The development of compact, vibrant and complete communities will be fostered in which people will live, work and play.
An additional 700 million transit trips within the Greater Toronto and Hamilton Area will be accommodated annually.
All current provincial transportation plans such as Metrolinx RTP and GO 2020 will be implemented.
More commuters will switch from single occupant cars to transit and carpools.
A significant share of goods transport will be diverted from long distance trucks to other modes.
The existing transportation infrastructure will be optimized through implementation of the Group #1 type initiatives.
More non-road based infrastructure such as the Group #2 initiatives will be implemented, along with additional related initiatives. Based on the above, the potential of all transportation modes are assumed to be realized and together with the Metrolinx RTP and GO Transit’s GO 2020 Strategic Plan, the province will have maximized the existing infrastructure to its fullest potential. Notwithstanding these positive improvements, by the year 2031, significant roadway congestion will still exist, particularly on Highways 401, 400, 427 and 410 in the GTA West study area. To truly achieve the vision of a functional transportation network that provides user choice and balance, additional roadway capacity will be required; either by widening existing roads and / or highways (Group #3) and / or introducing new transportation corridors (Group #4). 4.4 Overview of Group #3 The Group #3 alternatives have been developed to address the future transportation problems that have been identified within the GTA West Preliminary Study Area. As
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such, the additional roadway widening described in the following section is based on providing adequate traffic capacity, operations and road safety conditions on existing provincial and / or municipal road facilities to the year 2031. Group #3 includes all of the elements from Group #1 and Group #2 as well as the widening and improvement of combinations of the following existing highways and municipal inter-regional transportation facilities in the GTA West study area and beyond:
Highway 401;
Highway 410;
407 ETR;
Highway 400;
Highway 427;
County Road 124 / Regional Road 24 / Highway 9;
Highway 7;
Highway 6
Mayfield Road / Kirby Road; and
Trafalgar Road. Roadway widening alternatives include:
Highway widening (1 alternative); or
Highway and arterial road widening (2 alternatives). The above road facilities have been selected from all of the potential candidate roadways on the basis that they provide suitable inter-regional east-west linkage through the GTA West study area or connection between major east-west corridors. Other key roadways that currently cross the Niagara Escarpment such as Regional Road 25 between Milton and Acton are not included to reduce impacts that could otherwise be significant. It is also anticipated that in areas of built community such as Rockwood, Acton, Georgetown and Erin, short sections of new road (i.e. bypass) may be required to offset major community impacts that would occur with major road widening. The three Group 3 alternatives are illustrated in Exhibits E-2 to E-10 with more details provided in Section 3.7. 4.5 Overview of Group #4 Group #4 includes all of the elements from Group #1 and Group #2 and potentially some of the highway widening identified in Group #3, as well as the following new transportation corridor alternatives:
New corridor connecting either: Highway 400 to Highway 410; Highway 400 to Highway 401 / 407 ETR (coincident with the recently proposed Halton-Peel Freeway – a municipal initiative); Highway 400 to Highway 401 west of Milton; Highway 400 to north of Guelph; or
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Highway 400 to south of Guelph. These selected corridors represent the introduction of major capacity improvements in areas that have been identified as having significant transportation deficiencies. The focal area for improvement is along Highway 401 between Highway 400 and Highway 427. As a result, each new corridor alternative terminates at Highway 400 – it is and will continue to be the most critical section of transportation deficiency in the area north and west of Toronto. The western termini of the Group 4 alternatives have been identified to represent significantly different points of network connection that are anticipated to attract different trucking activity and commuters throughout the area. The transportation corridors that are presented could include one of or a combination of: A median separated highway with interchanges and no direct access; A transitway with stations and bus access at key points; A dedicated truckway that restricts use to trucks that have permission. These corridor concepts are illustrated in Exhibits E-2 to E-10 with more details provided in Section 3.8. 4.6 Assessment of Group #3 vs. Group #4 Widening of the existing municipal roads and / or provincial inter-regional highways within the study area could provide both benefits and challenges. These types of improvements reflect significantly different types of impacts than a new corridor would. While many of the transportation problems could be addressed by Group #3 (incorporating Groups #1 and #2), the provision of a new transportation corridor presents the opportunity to:
Improve linkages and accessibility between the urban areas in the GTA West Corridor.
Accommodate significant development in Peel and York Regions.
Provide economic opportunities for industry and improved trade.
Support improved connections for intra-provincial and international tourism, including to / from Toronto Pearson International Airport. The trade-offs between road widenings and new corridors are challenging and complex. As noted above, widening the existing roads and highways can have an impact on neighbouring communities; however, impacts are focused in existing corridors except where local bypasses may be required in which case impacts to undeveloped lands will occur. New corridors will have a larger footprint impact on the agricultural or natural environment, but some effects can be mitigated through careful environmental planning. However, some impacts to natural heritage features/functions and agricultural lands will be unavoidable. A high level assessment of all group alternatives is summarized in Appendix B on the basis of potential community, economic, environmental impacts as well as transportation considerations. 4.7 Summary of Key Trade-Offs With due consideration of the benefits that can likely be achieved with Group #1 and #2 alternatives, additional roadway capacity will be required to achieve the vision and January 2011 xv GTA West Planning and Environmental Assessment Study Revised Draft Area Transportation System Alternatives Report
transportation needs of the GTA West Corridor. The Ontario government faces the challenging task of deciding whether to widen the existing roads and / or highways and / or introduce new transportation corridors. Each option presents challenging and complex trade-offs:
Alternatives for widening existing roads and / or highways: Make good use of existing transportation infrastructure and maintain established origin and destination travel patterns. Provide the capacity to accommodate long-term inter-regional transportation needs to 2031. May require municipal roads to accommodate inter-regional travel. Provide limited flexibility to accommodate growth beyond the planned and projected future of 2031. Provide limited system redundancy in the highway network. Require significant and costly expansion to complex interchanges in the GTA West study area and beyond. Would result in significant impacts to adjacent natural, agricultural and existing community features, with significant cost implications also.
Alternatives for new transportation corridors would still require widening of some provincial highway facilities and would therefore result in some of the impacts associated with Group #3. In addition, new transportation corridors: Provide the capacity and flexibility to accommodate the long-term inter- regional transportation needs to 2031 and beyond. Provide enhanced system redundancy and choice in the transportation network. Provide superior economic growth and development opportunities through an enhanced trade corridor connecting the GTA to the Windsor area and markets in the United States in addition to Northern Ontario and Western Canada. Result in potentially extensive impacts to greenfield areas, including significant changes to the character and use of undisturbed rural areas, as well as displacement and severance of agricultural lands. Potentially impact undisturbed natural habitats, but also provides the opportunity to minimize and avoid important natural and built features through route planning. Are generally costly alternatives to construct. Selecting the right solution will require identifying the best balance between benefits and impacts. 4.8 Next Steps The next steps for this study will involve further refining each of the group alternatives and will ultimately culminate in the development of the Transportation Development Strategy, which will be presented in draft form to members of the public and other stakeholders at the fourth round of Public Information Centres (PIC #4) for Stage 1 of the EA process. January 2011 xvi GTA West Planning and Environmental Assessment Study Revised Draft Area Transportation System Alternatives Report
In further refining the Group #1 and Group #2 alternatives, the study team will consult with Metrolinx, GO Transit, Transportation Demand Management / Transportation Systems Management (TDM / TSM) specialists within the MTO and other relevant industry representatives, government agencies and provincial ministries. Through this consultation process, the study team will seek endorsement and a commitment to further identify and consider improvements that could be incorporated into the draft Transportation Development Strategy. In addition, the study team will further refine the Group #3 and Group #4 alternatives to a preliminary planning level of detail. A more comprehensive assessment and detailed evaluation of these alternatives will be completed, using the broad range of approved Environmental Assessment criteria from the GTA West Environmental Assessment Terms of Reference that was prepared and approved at the outset of this stage of the study.
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Exhibit E-2: Group 2 – New/Improved Non-Roadway Infrastructure
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Exhibit E-3: Group 3-1 – Freeway Widening Exhibit E-4: Group 3-2 – Freeway and Arterial Road Widening
Exhibit E-5: Group 3-3 – Freeway and Arterial Road Widening Exhibit E-6: Group 4-1 – New Transportation Corridor and Freeway Widening
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Exhibit E-7: Group 4-2 – New Transportation Corridor and Freeway Widening Exhibit E-8: Group 4-3 – New Transportation Corridor and Freeway Widening
Exhibit E-9: Group 4-4 – New Transportation Corridor and Freeway Widening Exhibit E-10: Group 4-5 – New Transportation Corridor and Freeway Widening
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1. Introductio n
1.1 STUDY BACKGROUND Over the last several decades South-Central Ontario has evolved from a Toronto-based employment centre to a large geographic region with many centres of economic activity, employment and population. Travel demand is now more dispersed, with travel occurring between many employment and residential areas within and outside the Greater Toronto Area (GTA). Future population and employment growth in major urban centres will result in an increase in travel demand for both people and goods movement between the centres that are spread across the Greater Golden Horseshoe (GGH). One of the Ontario government’s efforts to deliver a long-term sustainable plan for transportation and better transit in the GTA-Hamilton area is through Metrolinx, which has been established to create a seamless, integrated transportation network. In June 2006, the Minister of Public Infrastructure Renewal (now the Ministry of Energy and Infrastructure) released the Growth Plan for the Greater Golden Horseshoe (the Growth Plan). The Growth Plan outlines a set of policies for managing growth and development and guiding planning decisions in the GGH. This plan represents a planning “vision” for the Province. It is accompanied by the Places to Grow Act (2005) which requires that planning decisions made by the Province, municipalities and other authorities conform to the policies contained in the Growth Plan. The Ontario government also established the Greenbelt Plan (2005) through the Greenbelt Act 2005. Together, the Greenbelt Plan and the Growth Plan provide clarity and certainty about urban structure, where and how future growth should be accommodated, and what must be protected for current and future generations in the Greater Golden Horseshoe area. The Growth Plan’s policy directions include transportation improvements to accommodate intended growth. As such, the Ontario Ministry of Transportation (MTO) has commenced an Environmental Assessment (EA) Study to examine long-term transportation needs for moving people and goods in the GTA West Corridor. The study will identify and validate the transportation problems and opportunities within the study area and evaluate a variety of alternatives to address them. MTO will ensure co- ordination with Metrolinx, other ministries and municipalities as the EA study moves forward. The first stage of the GTA West Corridor Planning and EA Study was the preparation of an EA Terms of Reference (ToR). The GTA West Corridor EA ToR outlines the framework for completing this EA study. The EA TOR document was submitted to the Ontario Ministry of the Environment (MOE) under Section 6 (2)(a) of the Ontario Environmental Assessment Act (OEAA) on July 15, 2007, and approved on March 4, 2008. The relevance of the ToR to this document is that it sets out the level of detail to be used in determining and documenting the transportation improvements that should be considered within the study area. Prior to approval of the Ontario government’s Growth Plan a number of studies, including MTO’s Central Ontario Strategic Transportation Directions (Draft 2002) indicated that MTO should examine long-term transportation needs to address a number of areas including future growth in the GTA from Highway 400 westerly to the Guelph area. The GTA West Corridor, identified in the Growth Plan as a “Future Transportation January 2011 Page 1
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Corridor”, represents a strategic link between the Urban Growth Centres in the west of the GTA including the downtowns of Milton, Brampton, Guelph and the Vaughan Metropolitan Centre.
1.2 STUDY PURPOSE MTO is committed to taking a comprehensive and long-term approach to planning for future transportation infrastructure. The GTA West Corridor Planning and EA Study will reflect the government policy objectives as outlined in the Growth Plan. These policy objectives call for a transportation network that links Urban Growth Centres through an integrated system of transportation modes characterized by efficient public transit, a highway system for moving people and goods with improved access to inter-modal facilities, international gateways (e.g., border crossings), airports and transit hubs.
The focus of this study is to address long-term inter-regional transportation problems and opportunities and consider alternative solutions to address these issues as part of developing an integrated, multi-modal transportation system that enables the efficient movement of people and goods, and provides better economic and transportation linkages between the Urban Growth Centres and Gateway Economic Zones in the GTA West study area.
Stage 1 of the GTA West Corridor Planning & Environmental Assessment Study has been initiated as the next step in the process outlined in the ToR. This includes:
Identifying the specific transportation problems and opportunities within the study area depicted in Exhibit 1-1.
Developing, assessing and evaluating a range of Area Transportation System Alternatives to address the identified transportation problems and opportunities within the study area.
Recommending a Transportation Development Strategy based on the Area Transportation System Alternatives carried forward from the evaluation.
The Transportation Development Strategy will be documented in the GTA West Corridor Transportation Needs Assessment Report, and will make recommendations with respect to transportation improvements required throughout the study area. All of the recommendations that fall within the jurisdiction of the MTO (e.g. provincial highways and transitways) will be reviewed, and the ministry will decide whether to proceed to Stage 2 of the study. Stage 2 of the study would involve the assessment and evaluation of route planning corresponding to the Area Transportation System Alternatives. Alternative methods are different ways of carrying out the selected Area Transportation System Alternative(s). As some transportation modes may be outside of MTO’s jurisdiction, such recommendations will be forwarded to the relevant agencies / authorities for further review and action.
The multi-modal alternatives identified to address the transportation problems and opportunities will be developed using a “building-block" approach that starts with first optimizing the existing infrastructure, investing in transit as the first priority for moving people, and thorough consideration of other modes before decisions are made for new or expanded highway facilities.
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1.3 PURPOSE, RELEVANCE AND POSITION OF REPORT WITHIN STUDY PROCESS The purpose of this report is to summarize the process and methodology that was used to develop a broad range of Area Transportation System Alternatives and to document the key findings of this work.
The Area Transportation System Alternatives Report will serve as a critical stage in the study providing a foundation for the further generation, evaluation, and selection of Preliminary Planning Alternatives that will be incorporated in the ultimate Transportation Development Strategy for this stage of the GTA West Corridor Planning and EA Study.
An overview of the transportation alternatives was presented at the third round of Public Information Centres (PICs), held in November and December 2009. This report on Area Transportation System Alternatives provides further detail and background to the information presented at the PICs and incorporates input received to date in this regard.
1.4 STUDY AREA AND AREAS OF INFLUENCE The GTA West study area is presented in Exhibit 1-1. This area includes parts of the Region of York, Region of Peel, Region of Halton, County of Wellington and City of Guelph. The study area includes the Urban Growth Centres of downtowns Brampton, and Milton, the Vaughan Metropolitan Centre and downtown Guelph. The study area also includes areas designated under the Greenbelt Act and Greenbelt Plan (February 2005), and the Places to Grow Act and Growth Plan for the Greater Golden Horseshoe (June 2006). Exhibit 1-1: GTA West Study Area
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It is recognized that transportation issues in the study area are related to and influenced by much broader “Areas of Influence”. Therefore, inter-regional travel demand analysis has been carried out in a much broader context including the consideration of major transportation infrastructure in proximity to the study area and linkages to / from other regional transportation services, hubs and gateways. This area includes most of southern and central Ontario and allows for consideration of transportation connectivity to the international borders and the GTA. Exhibit 1-2 highlights this relationship. Exhibit 1-2: Areas of Influence
1.5 OVERVIEW OF PROBLEMS & OPPORTUNITIES IN THE TRANSPORTATION SYSTEM The identification of future transportation problems and opportunities within the study area is a crucial stage for Stage 1 of the study. An understanding of the limitations of the transportation system and opportunities to improve its future performance provides a foundation for identifying sustainable transportation solutions. These solutions will become the basis for a technically, environmentally and economically sound, multi- modal Transportation Development Strategy. Transportation in the study area is characterized by a high degree of reliance on the road network as the vast majority of inter-regional trips in the GTA West Corridor are made by automobile and truck. Further, as established by analysis and stakeholder consultation, the road network is of paramount importance to the operation of all travel modes in the study area including transit and rail, and connecting to air and marine. All of these modes rely upon and connect to the road network. Although the majority of problems identified relate to the road network, all travel modes will be considered in generating alternative solutions to address the identified transportation problems.
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Transportation service providers for rail and marine indicate that their systems have sufficient capacity to accommodate future travel growth. Enhancements to these individual modes to accommodate growth and / or changing travel markets (for example, a further shift to containerization of goods) can generally be made within the existing lands / corridors of the railways, ports and airports. The key transportation issues identified by the service providers relate to the following: Lack of adequate capacity on the road network to handle growth. Need for improved connections between the various travel modes. Roadway congestion, particularly during the weekday peak period commute times, especially in the Regions of York and Peel, and limited road and transit connections to the west of the study area. In addition to the transportation problems, there are also numerous transportation opportunities that can be achieved within the study area by providing an efficient multi- modal transportation system. These include: Improved multi-modal connections with the GTA and to areas east of the study area. Improved access to the west, north, south and US border crossings for tourism and trade. Improved access to inter-modal facilities, such as the nearby Toronto Pearson International Airport. Improved connectivity to the area’s planned employment growth lands. Support municipal land use planning in accordance with the Growth Plan to facilitate both local and inter-regional transportation objectives. Minimized impacts to the natural, social, economic and cultural environments, through measures including optimizing existing transportation infrastructure.
1.6 PROCESS FOR GENERATING AND ASSESSING AREA TRANSPORTATION SYSTEM ALTERNATIVES The process that has been used to generate and assess the Area Transportation System Alternatives is a two stage process, and is illustrated graphically in Exhibit 1-3. The first stage involves an assessment of each of the individual transportation alternatives (e.g. transit, rail, marine, etc.) on the basis of their ability to address the identified transportation problems and opportunities that are described briefly in Section 1.5. While no one alternative is able to fully address all of the transportation problems and opportunities, alternatives that are able to substantively contribute to addressing the transportation problems and opportunities will be carried forward to the second stage of the process. As part of the first stage of the process, the study team carried out a review of relevant practices used in other jurisdictions for each of the individual transportation alternatives. This review is documented in Chapter 2 of this report and was used initially to inform a team of specialists representing all of the transportation modes.
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Exhibit 1-3: Process for Generating and Assessing Area Transportation System Alternatives
STAGE 1 STAGE 2
Examination and Examination and Assessment of Assessment of Individual Groups of Modal Alternatives Improvement
Transportation Demand Air Management (TDM ) Analysis
To what extent does the Group of Modal Improvement Transportation Alternatives meet the Systems Freight Rail Management (TSM) transportation objectives of this study?
High level assessment of
Transit Inter-modal Environmental, Economic and Community factors.
Marine Roads and Highways
ST AGE 2: Combination Alternatives Develop Reasonable Combination Alternatives Assess Combinations to Identify to Address Problems and Opportunities Advantages and Disadvantages
Widen/Improve Roads New Transportation Corridors ▫ Group 2 plus Decision ▫ Elements of Group 3 ▫ Widen/Improve Trade-offs plus
Roads and Highways ▪ Environment ▫ New Transportation ▪ Community Corridors Group 3 ▪ Economy Group 4
New/Expanded Non-Road Infrastructure ▫ Group 1 plus ▫ Air ▫ Transit ▫ Marine ▫ Rail
Group 2
Optimize Existing Networks ▫ Transit ▫ Marine ▫ Rail ▫ TDM ▫ Roads and Highways ▫ TSM ▫ Air ▫ Inter-modal
Group 1
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The primary focus of the session was to generate a ‘long list’ of creative transportation alternatives to address the identified transportation problems and opportunities. A workshop was held to pursue this. To facilitate the creative process, attendees at the session were encouraged not to constrain their ideas on the basis of existing policies or other pre-conceived ideas. In addition to this session, numerous meetings with municipalities, regulatory agencies, members of the study team’s Community Advisory Group (CAG), transportation service providers (e.g. Metrolinx, GO Transit, CNR and CPR, OMC, etc.), and other stakeholders were held throughout this stage of the project to supplement the ‘long list’ of transportation alternatives that had been generated by the study team. Refer to Chapter 2 for further information. Following the development of the ‘long list’ of alternatives, study team specialists reviewed and assessed these alternatives based on their ability to address the transportation problems and opportunities that had been documented in the draft Area Transportation System Problems and Opportunities Report. All of the alternatives were initially categorized as to whether or not they could substantively contribute to addressing the transportation problems and opportunities. Alternatives that were anticipated to substantively contribute were further categorized on the basis of whether they should be pursued by the study team or by another study / agency or whether they required substantive policy changes. Alternatives seen to be reasonable were carried forward to the second stage of the process. The study team’s assessment of the alternatives is also summarized in Chapter 2. The second stage of the process involved assembling the reasonable alternatives carried forward into the various group alternatives. The results of this process are described in Chapter 3 of this report. The process for undertaking the second stage is depicted in Exhibit 1-3, and generally involves a building-block approach. The first group includes all alternatives that would serve to optimize the existing transportation network for all modes of transportation (e.g. transit, rail, marine, TDM / TSM, etc.). This “group alternative” is assessed to determine whether it can address the identified transportation problems and opportunities. In addition, a broad level assessment of the associated community, environmental and economic impacts of the group alternative is undertaken. If it is determined that the Group #1 alternative is not capable of addressing the transportation problems and opportunities, alternatives corresponding to new / improved non-roadway infrastructure (i.e. alternatives that support travel modes other than the single occupant automobile and trucks) are added to the alternatives in Group #1 to create the second group alternative (Group #2). Again, this group alternative is assessed based on broader community, environmental and economic impacts and to determine whether it can address the identified transportation problems and opportunities. If it is determined that the Group #2 alternative is not capable of addressing the transportation problems and opportunities, it becomes necessary to introduce roadway improvement alternatives. As shown in Exhibit 1-3, this involves comparing the advantages and disadvantages of widening existing municipal and / or provincial roadways (Group #3) versus the provision of a new transportation corridor (Group #4). This comparison focuses on the broader community, environmental and economic impacts associated with each alternative.
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2. Individual Transportation Alternatives
2.1 OVERVIEW Consideration of the individual transportation alternatives for this study requires a clear understanding of the problems and opportunities within the area of analysis and within the planning horizon timeframe. Chapter 2 documents the study team’s consideration of the individual transportation alternatives from the perspective of their ability to address the transportation problems and opportunities that have been identified and are documented in the draft Area Transportation System Problems and Opportunities Report (2009). Each of the following sections concentrates on a particular mode of transportation and describes the existing transportation system corresponding to that mode. In addition, each section includes the alternatives that were generated by the study team and through consultation. Consultation involved receiving and incorporating input from the public, municipalities, regulatory agencies, transportation service providers and other stakeholders. Appendix A focuses on each mode of transportation and includes a summary of the findings of the study team’s review of relevant transportation practices in other jurisdictions, and policies and constraints that are applicable to the mode of transportation. Appendix B focuses on the assessment of the long list of alternatives.
2.2 TRANSPORTATION DEMAND MANAGEMENT (TDM) / TRANSPORTATION SYSTEMS MANAGEMENT (TSM)
2.2.1 Existing TDM / TSM Initiatives Transportation Demand Management (TDM) and Transportation System Management (TSM) can be cost-effective alternatives to increasing capacity of an existing transportation system. Demand and system management approaches to transportation have the potential to reduce environmental impacts, improve public health, build stronger communities and more prosperous and liveable cities while providing transportation functions. On the basis of experience with similar systems in North America, it has been assumed that TDM and TSM can reduce congestion by 4%. The specific TDM and TSM initiatives that can contribute to this reduction and are applicable to the study area are identified as follows: Transportation (or Travel) Demand Management (TDM) is the use of policies, programs, services and products to influence whether, why, when, where and how people travel. TDM measures motivate people through behavioural changes to make fewer trips (by teleworking, shopping online, etc.), shifting travel modes (to walk, cycle, take transit or rideshare), and driving more efficiently (i.e. shop locally, combine trips, avoid peak traffic hours and congested routes). The Smart Commute Initiative is currently the key TDM co-coordinator / operator in the area. It operates as a partnership of many of the towns, cities and regions of the Greater Toronto and Hamilton Area, with partial funding from Transport Canada and private sector partners. Smart Commute has established six local Smart Commute Transportation Management Associations (TMAs) throughout the GTA including Markham and
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Richmond Hill (Highways 404-7), Mississauga, Brampton-Caledon, Northeast Toronto, Halton, as well as Newmarket and Aurora (Central York). These were based on the successful model of Smart Commute North Toronto, Vaughan, which has served the area around York University since 2001. As shown in Exhibit 2-1, there are a total of ten existing TMAs in the GTHA with the addition of the Hamilton, Toronto – Central, Toronto – Northeast, and Durham TMAs. Future TMAs will include the Airport (as part of Project Green partnered with GTAA). Exhibit 2-1: Existing TMA Locations
Transportation Systems Management (TSM) is the use of relatively low-cost measures to increase efficiency of available capacity and / or provide safety improvements on an existing transportation system. These measures typically include traffic-signal timing or phasing adjustments, designation of turning lanes at specific intersections or entrances, access management improvements and enhanced signing or markings. TSM improvements include most low-cost infrastructure improvements that increase the operational flow of the facility without constructing additional general purpose lanes.
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There are a number of techniques employed for Transportation System Management throughout the GTHA. These include: o Traffic signal and intersection improvement elements such as: signal timing optimization; controller / cabinet and signal head upgrades; vehicle detectors repair / replacement; improved communications with a central system; adding turning lanes; improved pavement striping; lane assignment changes; and signing and lighting improvements. o Freeway and arterial bottleneck removal consists of identifying congested locations and improving such elements as: insufficient acceleration / deceleration lanes and ramps; weaving sections; sharp horizontal / vertical curves; narrow lanes and shoulders; inadequate signing and pavement striping; and other geometric deficiencies. Under the existing condition, the following notable TSM measures have been implemented on key freeways within the GTA West Preliminary Study Area: o COMPASS System (MTO) – This system includes changeable message signs, detectors, closed circuit television (CCTV) cameras and the Traffic Operation Centre. It employs traffic management strategies such as: Detection and Confirmation - through the use of inductance loop detectors, or vehicle detectors that are embedded in the freeway pavement, traffic data is transmitted to the Traffic Operations Centre every 20 seconds. The central computer at the traffic operations centre constantly analyzes the data using an incident detection algorithm. It will alert the operator of a suspected incident and request a confirmation. Once an incident is confirmed visually (i.e. through the use of CCTV cameras), the operator will proceed with a specific response plan and notify the appropriate response services. Incident Management – once an incident is detected and confirmed, the response and clearance must be managed so as to preserve and protect human life, maintain a reasonable level of safety for all participants, fulfil legislative requirements, minimize delay to the travelling public and minimize damage to public / private property. In a major incident, these are complex and often competing factors.
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Successful incident management can be facilitated by hi-tech equipment but is largely dependent on inter-agency co-ordination, education and on-site personnel. Police personnel are key players in a large portion of the incidents and their response time is critical. Early detection of problems through the COMPASS system allows for easier and more efficient co-ordination of response activities. Motorist Advisory – through the Changeable Message Signs (CMSs), real-time traffic information is delivered to motorists in order to minimize the impacts of traffic incidents. Demand Management – the strategy to maintain optimum traffic flows on freeway through the use of ramp metering signals to regulate the rate of vehicles accessing the mainline. Queue detectors are also installed on the access ramps to prevent backups. Congestion Management – The congestion management program is a fully automated system using data from the vehicle detector stations installed in the COMPASS System to select and display congestion management messages on the Changeable Message Signs (CMSs). The messages describe the average traffic conditions for a pre-defined upcoming section of the freeway. The Highway 401 COMPASS System currently extends from the Highway 403 / 410 interchange easterly to Westney Road for a distance of approximately 59 km covering part of the GTA West study area. Moreover, the more northerly COMPASS Cameras are currently available on: - Highway 400: from three kilometres north of the 407 ETR to Highway 401; and - Highway 401: from Highway 403 / 410 interchange to Westney Road. o Traveller’s Information (MTO). This website (www.mto.gov.on.ca/english/traveller), operated by MTO, displays up-to-date information, including: . an interactive system map of MTO facilities in the GTHA; . closures and restrictions; . traffic and road information (road conditions, construction, GTA traffic flow and HOV lanes); and . locations of traffic cameras and carpool lots. o MTO HOV Network. MTO has begun construction of a High Occupancy Vehicle (HOV) network in the GTHA. To date, this includes Highway 404 (from Highway 401 to 16th Avenue) and Highway 403 (from 407 ETR to Highway 401). By 2031, the network is planned to include 450 kilometres of HOV lanes, including Highway 401 from Milton to Highway 403, Highway 403 / 410 from Hamilton to Brampton, Highway 427 from Highway 409 to 407 ETR, and Highway 400 from Major Mackenzie Drive to Highway 9.
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o Carpool Lots (MTO). Commuters currently have access to 50 carpool parking lots in the Greater Golden Horseshoe with more than 5,000 parking spaces. o Variable Electronic Toll (407 ETR). 407 ETR uses license plate cameras and transponders to charge tolls to users of the facility automatically. The cost of each trip depends on factors such as: 1) time of day, 2) vehicle class 3) distance travelled, 4) section(s) travelled, and 5) correct mounting and use of a valid transponder.
2.2.2 Description of Alternatives Generated Following the review of relevant initiatives in other jurisdictions, as well as the related policies and constraints, the study team developed a ‘long list’ of potential transportation alternatives in consultation with the public, municipalities, regulatory agencies, transportation service providers and other stakeholders. As described in Section 1.6, a workshop was used to generate the ‘long list’ of alternatives that was not constrained by consideration of existing policies or previous expectations. All of these ideas were subsequently assessed by the study team’s specialists as to whether they should be further considered as part of this study, by a separate study, or not at all. The following summarizes the TDM / TSM portion of this list. Each of these alternatives was assessed by the study team in terms of its ability to substantively contribute to addressing the transportation problems and opportunities within the GTA West study area. Alternatives that were considered able to substantively contribute were further categorized as to whether they should be pursued further as part of this study, or should be recommended for further study by others. This assessment is documented in Table B-2 in Appendix B. The alternatives included: 1. Implement employer-led TDM initiatives. 2. Make transit more affordable / convenient than car travel, e.g. integrated online fare and info system in real time and improve passenger pricing for commuter / regional passenger. 3. Overhaul and expedite incident clearance. 4. Use of shoulders as bus lanes during peak hours to allow transit vehicles to bypass queues. 5. Implement contra-flow lanes and moveable barriers to accommodate peak flows. 6. Provide frequent updates on traffic conditions and alternate routes - driver info on PDAs, expanded FTMS, improved signing with information about other corridors, etc. 7. Implement variable posted speeds on congested highways - speed harmonization. 8. Implement dedicated transit lanes to enhance reliability of transit services and minimize delays. 9. Create new broadband centres to facilitate telecommuting (i.e. reduction in the number of vehicular trips).
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10. Increase car ownership fees significantly but rebate for not using it during peaks across certain screenlines; thus reward is more effective than penalty (now being used in Holland). 11. Implement strong provincial TDM policies (incentives / penalties), e.g. telecommuting, living and working in same city, etc. 12. Implement planning policies to create nodal (mixed use) developments to minimize the need of external commuter trips. 13. Coordinate land use planning with provincial highways to minimize length of trips (i.e. work to home / shops). 14. Implement new / higher road toll charges to encourage desired use (e.g. more transit, off-peak trucking, etc.) to increase financial cost for peak hour driving. 15. Incorporate active transportation at transit stations and on transit vehicles, e.g. bike racks, to promote and increase incentives of using alternative modes. 16. Use shoulders as truck lanes during peak hours to allow truck vehicles to bypass queues and minimize delays. 17. Optimize efficiency for signalization (e.g. loop detectors, synchronization) to better allocate the green time for each of the movements at intersections. 18. Legislate to restrict car licensing to those over age 25 to support transit culture (in 416 and 905 area codes) among the younger generation. 19. Reduce travel demand by encouraging the use of alternative modes or telecommunicating. 20. Implement the mandatory use of winter tires to improve winter transportation safety. 21. Implement HOV lanes with carpool lots at all interchanges for 400-series freeways and key highways to promote and encourage motorists to car-pool and reduce the number of single occupancy vehicles. 22. Implement improvements for the safety of pedestrians / cyclists across transportation corridors to promote the use of alternative modes. 23. Implement tolling tied to occupancy and / or congestion levels to increase financial cost for peak hour driving. 24. Improve understanding of social and environmental factors to promote and encourage the use of alternative modes. 25. Expand Metrolinx mandate and service area to cover transit, freeways (inter- regional roads), rail, etc., in order to create a seamless inter-regional transportation system that would better accommodate inter-regional travel demand and continuously promote the benefits of using alternative modes. 26. Understand and measure actual effectiveness of HOV in order to plan for future improvements. 27. Consider truck restrictions on certain roads. 28. Optimize the use of 407 ETR. 29. Invent smaller, narrower cars.
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30. Repatriate 407 ETR and remove tolls. 31. Implement a GPS-based truck monitoring and tolling system. 32. Implement a carbon tax to reduce auto use. 33. Consider future growth areas. 34. Improve enforcement of HOV lanes. 35. Separate trucks from other vehicles when implementing new infrastructure to separate slower-moving truck traffic from auto traffic. 36. Acknowledge the role of and maintain heritage roads in their current condition. 37. Require trucks to use speed limiters. 38. Implement efficient grid truck routes. 39. Consider innovative ways to reduce emissions through vehicle technologies. 40. Implement minor improvements to intersections (e.g. signal timings, lanes) and freeway segments (e.g. curves, weaves and speed change lanes). 41. Increase truck load restrictions. 42. Discourage slow drivers (e.g. ticket drivers who drive “x” kilometres below the speed limit when there is no congestion). 43. Increase speed limits. 44. Reduce the speed limit along Highway 6. 45. Provide regular and more frequent road maintenance. 46. Provide enhanced and more focused driver training and testing. 47. Implement tolls on all 400-series highways. 48. Reduce the number of lanes to discourage auto use.
2.3 TRANSIT
2.3.1 Existing Bus / Rail Passenger Transit System Transit system improvements can be a cost-effective way to increase the capacity of the transportation system and reduce reliance on the automobile, which in turn reduces automobile traffic on the roads. A comprehensive transit network with supportive policies has the potential to deliver reduced environmental impacts, improved public health, and more prosperous and liveable cities. The following municipalities operate transit systems within or directly adjacent to the GTA West Preliminary Study Area: o York Region; o Mississauga; o Brampton; o Milton; o Waterloo Region; and o Guelph. January 2011 Page 14
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These transit systems use local bus routes to provide access to a large coverage area of their respective jurisdictions, primarily in urban / suburban environments. Brampton and York also operate bus rapid transit along high-demand corridors. Inter-regional transit systems provide service between urban centres. Major stops on these systems are typically transit hubs, such as bus terminals or train stations. Transit hubs provide connections to different transit systems (local and regional) and often include facilities such as commuter parking lots and passenger pick-up and drop-off lots. Regional transit systems also provide stops at key trip generators such as colleges, universities, shopping centres, sports venues and highway commuter / carpool lots. Inter-regional transit services in the GTA West study area are illustrated in Exhibit 2-2, and include: o Peak period GO train service from Toronto to Georgetown on the Georgetown Line, with bus connection to Guelph; o Peak period GO train service from Toronto to Milton on the Milton Line; o GO bus service from Mississauga to Guelph; o GO bus service from Mississauga to Kitchener-Waterloo; o GO bus service from Toronto to Brampton; o GO bus service from Toronto to Bolton; o GO bus and train service from Toronto to Barrie; o 407 ETR GO Bus service from York University to Guelph and also to Oakville; o Local GO Bus routes, including, Bronte GO Station to Milton and Brampton to Orangeville; and o Greyhound Bus and VIA Rail provide scheduled service to London, Toronto, Hamilton and points beyond. Greyhound has numerous stop locations within the GTA West Preliminary Study Area, including: o Brampton; o Guelph; o Georgetown; o Bolton; o Caledon; and o Milton. Coach Canada has numerous stop locations just outside the study area; however, one stop is located in Guelph. VIA Rail operates two trains daily each way along the Toronto – Sarnia route. Stations in the study area include: o Brampton; o Georgetown; and o Guelph.
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Abouttown operates a Saturday coach bus service from Guelph to Brantford via Cambridge. Inter-regional transit systems provide service between urban centres. Major stops on these systems are typically transit hubs, such as bus terminals or train stations. Transit hubs provide connections to different transit systems (local and regional) and often include inter-modal facilities such as commuter parking lots and passenger pick-up and drop-off lots (PPUDO). Regional transit systems also provide stops at key trip generators such as colleges, universities, shopping centres, sports venues and highway commuter / carpool lots. The related goal is to reduce the dependency on the single-occupant automobile mode of travel, and thus reduce the number of auto trips. Exhibit 2-2: Existing Inter-Regional Transit Services
2.3.2 Metrolinx Regional Transportation Plan (RTP) Metrolinx was created by the Government of Ontario to develop and implement an integrated multi-modal transportation plan for the Greater Toronto and Hamilton Area (GTHA). In Spring 2009, Metrolinx merged with GO Transit. Its new mandate includes providing seamless, coordinated transportation throughout the GTHA, which is Canada’s largest and among North America's most rapidly growing region.
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Metrolinx plays an important role in developing a plan to resolve congestion problems, coordinating and improving transit systems, and creating a more sustainable economy, environment and quality of life. A significant part of its mandate has been the creation of The Big Move, the Regional Transportation Plan (RTP) for the GTHA that includes a comprehensive regional transit network (see Exhibits 2.3 and 2.4). The following are a few of Metrolinx’s key transit-related strategies and priority items as identified in the RTP: a. Build a Comprehensive Regional Rapid Transit Network. The conceptual regional transit network is a cornerstone of Metrolinx’s RTP. The network includes proposed regional and municipal rapid transit systems across the GTHA in three planning horizons: urgently-needed quick-win projects, a 15- year planning horizon and a 25-year planning horizon. In short, The Big Move identifies the following: . Regional Plan to build over 1,200 kilometres of rapid transit; and . Implement policies to support transit ridership. Some of the proposed quick-win projects relevant to this study include: . Bicycle Expansion: New bicycle-carrying devices on municipal transit vehicles and bicycle-storage spaces at stations; . GO Transit Rail Fleet Expansion: 20 additional bi-level passenger coaches for the GO Lakeshore Corridor improving customer service and increasing capacity; . GO Transit Double-Decker Buses: 10 new double-decker commuter buses for the 407 ETR-Highway 403 Corridor, and to York University, increasing capacity on these routes; . City of Brampton Züm which is BRT improvements on Queen Street to provide more frequent and improved service; and . Bolton GO Transit Improvements: preliminary enhancements to GO bus services; will build ridership in advance of eventual GO rail service. In addition, the following projects identified in the RTP, have had provincial funding committed and are within the GTA West Preliminary Study Area: . Upgrading York Region’s VIVA BRT network; . Finch LRT line from the Yonge subway line to Highway 27 and Humber College, and east to Don Mills Station on the Sheppard subway line; . BRT investments complementary to the Mississauga Transitway; and . The Spadina subway extension to the Vaughan Metropolitan Centre. Future GO Transit projects were also documented as follows: . GO rail service expansion to all-day, two-way service from Union Station to Milton; . GO rail service expansion to all-day, two-way service from Union Station to Georgetown; . Peak period GO rail service extension from Georgetown to Guelph and Kitchener; and
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. Peak period GO rail service to Bolton on a new line. Metrolinx has also committed to study the electrification of the GO rail system. Future plans for transit systems expansion are identified in GO Transit’s 2020 Strategic Plan and Metrolinx’s Regional Transit Plan, The Big Move. b. Build a fast, frequent and expanded regional rapid transit network (from The Big Move). Metrolinx’s RTP identifies a comprehensive transit network that will bring rapid transit to within two kilometres of every resident of the GTHA. c. Create high-order transit connections to the Toronto Pearson International Airport district from all directions (from The Big Move). The RTP includes plans to connect Pearson international Airport to rapid transit via the Queen Street / Highway 427 corridor (west), Highway 403 transitway (west), Eglinton corridor (east), Finch corridor (north), and Highway 427 corridor (south). d. Implement a region-wide integrated transit fare system – Presto (from The Big Move). Each of the 10 public transit agencies in the GTHA has its own, separate fare system and structure. Integrating fare systems will offer a more consistent and seamless service to travelers, reduce the time and complexity of transferring between transit systems and make the network as a whole more attractive to potential riders. The Presto regional fare card pilot project was initiated in 2007. By 2012, riders will be able to swipe the Presto card and automatically pay for travelling on any transit system in the GTHA. e. Create a system of connected mobility hubs (from The Big Move). Mobility hubs are transit stations at key intersections in the regional rapid transit network that provide access to the network, facilitate connections between systems, support high-density development and provide additional amenities to improve service quality and traveler comfort. Metrolinx is mandated to facilitate capital improvements to mobility hubs that will improve transit service, increase intermodal connections and integrate the hub with the surrounding environment to support transit-oriented land use. f. Create an information system for travelers (from The Big Move). Creating an integrated, comprehensive information system for transit riders is crucial to Metrolinx’s goal of creating customer-oriented transit service. The information system will be accessible online, by telephone, email or smart phone and will provide users with up-to-date standardized information on the full range of transportation alternatives available to them for their particular trip, as well as the status of all the elements of the network. g. Implement an investment strategy to provide immediate, stable and predictable funding (from The Big Move). Metrolinx’s RTP includes an investment strategy that identifies short, medium and long-term priorities as well as anticipated operations and maintenance costs.
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Exhibit 2-3: The Big Move, Quick Wins for Regional Rapid Transit
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Exhibit 2-4: The Big Move, 25-Year Plan for Regional Rapid Transit
2.3.3 GO Transit 2020 Strategic Plan GO Transit provides regional bus and rail service in the Greater Toronto Area and beyond. Its service area was recently expanded to include a larger portion of the GGH, including the regional municipalities of Dufferin, Durham, Halton, Niagara, Peel, Peterborough, Simcoe, Waterloo, Wellington and York; and the municipalities Barrie, Guelph, Hamilton, Kawartha Lakes, Peterborough and Toronto. GO Transit serves a population of 7 million in a 10,000 square kilometre area, extending from Toronto to Kitchener-Waterloo in the west; Orangeville, Barrie, and Beaverton in the north; Stouffville, Uxbridge, and Peterborough in the northeast, Oshawa and Newcastle in the east, and Niagara Falls in the southeast. GO Transit connects with every municipal transit system in the GTHA. GO Transit has developed the 2020 Strategic Plan (see Exhibit 2-5) with a horizon year of 2020. The plan anticipates GO ridership to the Toronto core, served by Union Station, to more than double and GO ridership outside the Toronto core to triple. The number of riders travelling outside the Toronto core will grow from 12% of the total to 16% of the increased total GO ridership. Future plans for GO Transit expansion are identified in GO Transit’s 2020 Strategic Plan and Metrolinx’s Regional Transit Plan: The Big Move. Key relevant points of the GO 2020 Strategic Plan include: o Delivering a high-quality inter-regional transit service throughout the Greater Golden Horseshoe.
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o Providing an excellent customer experience, effective customer communications and increased access to transportation for people with disabilities. o Adopting improved technologies and alternative energy sources to increase vehicle energy efficiency and providing priority access for the active transportation modes of walking and cycling. o Working with all transportation stakeholders and municipalities to develop a well-integrated public transportation system and support visionary community development, while facilitating access by all modes to GO services. Stations designated in the Metrolinx RTP as mobility hubs will provide early opportunities for revitalization. o Striving for a cost-recovery rate of 75% while maintaining fares that ensure service that is competitive with driving. The GO 2020 Strategic Plan identifies the following improvements within the GTA West Preliminary study area: o Georgetown line: Provide a peak period headway of 15 minutes from Toronto to Brampton, with some trips serving Georgetown and Guelph, and a 30- minute counter-peak headway. Provide all day off-peak service to Mount Pleasant with bus service connections to Georgetown and Guelph. o Milton Line: Provide a maximum headway of 15 minutes from Toronto to Meadowvale, with express service during peak periods and counter-peak headways of 30 minutes. Provide all day off-peak 30 minute headways to Meadowvale with bus service to Milton. o Bolton Line: Provide peak period headways of 30 minutes to Bolton with all- day service as warranted by demand.
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Exhibit 2-5: GO Transit 2020 Strategic Plan
Other planned GO Transit initiatives within the GTA West study area include: o Rail service to Waterloo Region (Kitchener) via Guelph: The EA was accepted January 21, 2010 under the GO Transit Class EA process. o An EA to investigate the potential for full rail service along the Toronto-Milton corridor. o An EA to investigate rail capacity improvements on the Georgetown North line between Mount Pleasant and Georgetown.
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o Station improvements to accommodate longer trains, improve access for riders, facilitate transfers between GO lines and municipal transit services, and increase available commuter parking spaces. o Improve signal systems along rail lines used by GO. o Additional tracks for existing congested lines, particularly Brampton.
2.3.4 Description of Alternatives Generated Section 1.6 describes the generation of the ‘long list’ of alternatives. The following summarizes the transit portion of this list. Each of these alternatives was assessed by the study team in terms of its ability to substantively contribute to addressing the transportation problems and opportunities within the GTA West study area. Alternatives that were considered able to substantively contribute were further categorized as to whether they should be pursued further as part of this study, or should be recommended for further study by others. This assessment is described in greater detail in Table B-2 in Appendix B of this report. 1. Expand GO service frequency and hours beyond peak periods in some locations. 2. Improve access to transit, e.g. direct BRT / HOV ramps into transit parking lots. 3. Encourage municipal transit to feed into major inter-regional transit stations. 4. Incorporate active transportation at transit stations and on transit vehicles, e.g. bike racks, lockers, etc. 5. Use shoulders as bus lanes during peak hours to allow transit vehicles to bypass queues. 6. Consider multi-purpose use of existing corridors (e.g. parallel transitway and motorways within existing corridors, such as Highway 401 from Pearson International Airport to Guelph, with a dedicated transit right-of-way to be expanded to higher-order transit as warranted by demand). 7. Provide dedicated transit lanes in existing road corridors either through lane conversion or addition. 8. Build park and ride along with bike parking at all interchanges along 400-series highway and other locations and other locations and improve transit access at key locations. 9. Create mobility hubs with radial connections to outlying areas at urban growth centres such as Kitchener / Waterloo, Guelph and Georgetown, Brampton and Vaughan that would provide inter-regional transit service to neighbouring communities. 10. Provide new / improved transit connections west of Pearson International Airport. 11. Provide new rapid transit links between major nodes, such as Guelph – Milton – Brampton – Mississauga – York / North York. 12. Provide new or improved local transit connections to inter-regional transit stations. 13. Consider rapid transit (BRT / LRT) along all new highway corridors. 14. Increase the number of transit hubs outside of urban areas.
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15. Provide Georgetown to Milton shuttle train. 16. Develop a dedicated transit corridor similar to the proposed 407 ETR Transitway to improve connectivity between northern and western York Region and the Region of Peel and regions west of Peel. HOV lanes and rapid transit in the GTA West would be integrated with and support York Region Transit. 17. Investigate a perimeter rail routes for commuters. 18. Improve various existing roads to provide priority for transit. 19. Make long distance transit trips more desirable than long distance car trips. 20. Make transit fares competitive with other modes of transportation. 21. Grade separate existing rail / rail grade crossings involving passenger lines. 22. Provide improved bus service at GO Rail stations, especially for tourists / recreational users. 23. Coordinate GO and municipal transit such as TTC service hours. 24. Encourage municipal transit to feed into major inter-regional stations. 25. Provide local transit service for any community / town that has population more than 20,000. 26. Increased frequency of GO Transit bus and rail service. 27. Optimize use of inter-regional bus services through better integration with GO services. 28. Provide more express GO trains. 29. Provide high speed rail service from Union to Pearson International Airport to Kitchener / Waterloo. 30. Provide light rail elevated above freight tracks through congested yards, particularly those near Toronto. 31. Build light rail from Barrie to Toronto along Highway 400. 32. Add GO train routes connecting to King City and Barrie. 33. Legislate car license at age 25 to support transit culture in area codes 416 and 905. 34. Implement two-way all day service on all GO lines. 35. Open passenger rail to competition. 36. Investigate train tourism opportunities such as to / from Mohawk Raceway. 37. Provide increased funding / support for improvements, for example higher-order transit, more routes and vehicles. 38. There is no transit solution in the completed Highway 7 EA study; therefore, the GTA West study area may need to be extended into the Kitchener-Waterloo area. 39. Provide frequent 5 a.m.-11p.m. GO Transit services and then hourly.
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40. As transit is the first priority outlined in the Growth Plan, modelling should take into account ideal transit times and quantify the amount of investment needed to achieve this. 41. Implement more tax incentives to encourage the use of transit. 42. Encourage greater company participation in promoting transit use by employers. 43. Implement provincial level development charges to encourage desirable transit- oriented land use. 44. Expand Metrolinx’s mandate and service area to cover transit, freeways (inter- regional roads), rail, etc. (i.e. all elements of inter-regional transportation system). 45. Provide support for private, small-scale transit providers. 46. Electrify the passenger rail network. 47. Introduce a multi-system smart card. 48. Integrate fare and information system online in real time. 49. Improved integration of local and inter-regional transit via higher level organization (fare integration, physical links - i.e. Metrolinx). 50. Provide passenger and freight dedicated rail infrastructure. 51. Implement incentives or regulations to have rail companies give preference to passenger rail traffic during peak commuter periods (at diamonds). 52. Create a connection from Union Station to Pearson International Airport. 53. Make transit schedules of public transit services available in small towns, both paper and electronic. 54. Improve security at GO Transit parking lots. 55. Intensify development to make transit a more sustainable alternative. 56. Make transit cheaper than cars through parking management. Implement high parking fees, tax parking lots for commuters, limit parking supply, etc. in order to promote and increase incentives of using alternative modes. 57. Take the Northern Mainline Passenger Rail Service Study into consideration. 58. Provide longer or shorter GO trains, as required. 59. Expand rail infrastructure at choke points. 60. Use taxis and taxi scrip service to improve transportation mobility for the disabled. 61. Nationalize rail / bus system and use private operators. 62. Establish minimum transit service levels such that travel times or no greater than “x” minutes or “y” percent than automobile travel. 63. Increase the amount of parking at existing transit stations, such as the King City Go Station.
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2.4 FREIGHT RAIL
2.4.1 Existing Freight Rail System Canada’s two major freight railway companies operate within the GTA West study area: the Canadian National (CNR) and Canadian Pacific (CPR) Railways (note that passenger rail is discussed under Transit). Typically, the bulk commodities moved by rail include grain and coal, and merchandise freight includes finished vehicles, automotive parts, and forest and industrial products. Containerized goods make up a significant proportion of rail cargo. Both CN and CP have primary rail corridors linking the Greater Toronto Area (GTA) through southwestern Ontario to Chicago and the central US and also with the Niagara frontier and on to the United States’ (US) Eastern Seaboard.. CNR has over 30,000 route-kilometres of track in Canada and the United States and operates the largest rail network in Canada. It operates in eight Canadian provinces and 16 US states. CNR’s study area corridor runs through the middle of the GTA West corridor to Georgetown; then it travels south to Burlington and splits to south western Ontario and the Niagara frontier. CPR operates over 20,000 kilometres on a network extending from the Port of Vancouver to the Port of Montreal, and to US industrial centers including Chicago, Philadelphia, New York City and Buffalo. The CPR mainline runs along the southern edge of the GTA West Preliminary study area and then just west of Milton. The line then splits to southwestern Ontario and the Niagara Frontier. Class 1 railway markets are based on these primary routes through the GTA, and their efficiencies are based on long-haul shipments between terminals in a just-in- time delivery manner. These rail corridors are essential for economic and industrial growth and are increasingly used for passenger services. A balance must be found between protecting freight rail capacity and accommodating the need for improved passenger rail services. Three shortline (Class 2) railways also exist within the GTA West Preliminary study area. Shortlines operate in a limited geographical area and focus on local interests and flexibility of service, forming an important link in the short-haul, door-to-door movement of goods. The Goderich and Exeter Railway (GEXR) services areas of southwestern Ontario including London, Stratford, Goderich, Kitchener, Guelph and Cambridge, and interchanges with CNR. The Orangeville Brampton Railway (OBRY) serves the Orangeville, Brampton and Streetsville area and connects to CPR in Streetsville / Mississauga. The Ontario Southland Railway (OSR) operates between Guelph and Campbellville, functioning with and connecting to CPR. Freight inter-modal terminals generally refer to facilities where traffic consists largely of goods in overseas containers that can be transported by train, ship and truck and in domestic containers and trailers that can be moved by train and truck. Other similar facilities typically serve one type of traffic or commodity, such as lumber, coal, iron ore, etc. These types of commodities generate enough traffic to warrant a dedicated site to handle the trans-shipping between road, rail or ship. CPR operates inter-modal facilities at the Vaughan Inter-modal terminal, Obico Inter-modal terminal and the Trafalgar Road-Rail terminal. CNR’s inter-modal facility in Brampton and
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the CNR MacMillan Yard Road-Rail Terminal are also located in the GTA West Preliminary Study Area. While Class 1 railways are unlikely to introduce new freight rail services between destinations within or in the vicinity of the GTA West Corridor, there could be potential for shortline railway services if a financial return is generated and an agreement can be reached with the Class 1 railways for use of the rail corridors. Similarly, freight siding development to industrial parks would be of interest to the railways once traffic volumes are at a significant level. Stakeholder consultation with freight rail transportation operators revealed that, generally speaking, there is capacity for future growth of this mode provided that the future growth in passenger rail transportation within the rail corridor is managed in conjunction with future growth in freight rail. The major issue relating to the GTA West Preliminary study area is the limitation of the inter-regional road network from the perspective of connectivity / access and congestion, and its ability to provide effective connections to the rail network. An overview of rail corridors and facilities within the study area is provided in Exhibit 2-6. Exhibit 2-6: Area Rail Corridor Locations
2.4.2 Description of Alternatives Generated Section 1.6 describes the generation of the ‘long list’ of alternatives. All of these alternatives were subsequently assessed by the study team’s specialists as to whether they should be further considered as part of this study, by a separate study, or not at all. This assessment is documented in Table B-2 in Appendix B. The following summarizes the freight rail portion of this list. Each of these alternatives was assessed by the study team in terms of its ability to substantively
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contribute to addressing the transportation problems and opportunities within the GTA West study area. Alternatives that were considered able to substantively contribute were further categorized as to whether they should be pursued further as part of this study, or should be recommended for further study by others. This assessment is described in greater detail in Chapter 3 of this report. 1. Provide Choice and Opportunity to Benefit from Strengths of Each Mode: Providing opportunities to choose alternative transportation modes, as well as information about the strengths of each one, could result in a more balanced distribution of travel. 2. Understand Requirements and Match with Logistics and Economic Realities: A better understanding of the needs of shippers, travelers and of logistics and economic realities could enable the choice of alternatives to the road network, such as rail transportation. Further information about goods movement, particularly from the viewpoint of shippers, would be beneficial in advancing transportation solutions. 3. Understand Growth in Goods Movement and Links to the Economy: As above, a better understanding of the growth in goods movement and its importance in the economy could raise awareness of the importance of goods movement and enable better transportation choices for meeting this industry’s needs. 4. Metrolinx Policy / Planning for Goods Movement: Similar to The Big Move for transit, a policy and planning study should be undertaken for goods movement throughout the Greater Golden Horseshoe (GGH). Such an initiative would improve understanding of the needs of shippers and the measures that might be necessary to advance the use of non-road transportation modes. 5. Expand Metrolinx Mandate and Service Area to Cover Transit, Freeways / Inter-Regional Roads, Rail, etc.: This could ensure improved planning across the GGH, with improved integration between modes and emphasis on all modes of travel. 6. Work with Municipalities to Develop Logistics Hubs near Airports / Ports / Rail Yards / Industrial Parks: By developing logistics hubs near transportation infrastructure, better use could be made of rail transportation as rail yards would be in close proximity to important locations for commerce and industry. Minimizing the distance between employment lands and transportation infrastructure could result in shorter trip lengths and potentially increased use of rail transportation. 7. National Policy Targets for Modal Shift onto Rail / Marine: For goods movement, such an initiative could result in programs and practices to transfer some shipments onto rail. Government mode shift targets would need to be accompanied by action plans to assist shippers and transportation service providers to achieve modal shift. Appropriate targets and timescales would need to be identified, as well as an implementation strategy. Other regulations and policies would be affected. 8. Achieve Sustainable Multi-Modal Transportation Systems, Balancing Economic, Social and Environmental Factors: A sustainable, balanced transportation system could make increased use of the rail mode where it is
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appropriate for moving people and goods, and could alleviate some congestion on the road network. 9. Mandating Goods Travelling >500 kilometres by Rail: One of the important factors determining how goods are shipped is travel distance; typically, rail is used for trips over 500 kilometres. Formalization of this practice by regulations could increase the use of rail to ship goods over longer distances. This alternative includes policy, economic and organizational implications and would likely need to occur at a national level. 10. Improve the Efficiency of Marine and Rail Services to Trade Centres (e.g. Toronto): Improvements to the efficiency of marine and freight rail transportation could increase use and mode share and remove some goods movement trips from the road network. 11. Review Regulations to get Better Use of Rail: This alternative would identify regulatory barriers to freight rail transportation in the GGH and beyond. Regulations would need to be reviewed at national and international levels. 12. Include International Case Studies (i.e. British Rail System) in Rail Analysis: An investigation of the rail initiatives and practices in other jurisdictions would be beneficial in identifying potential measures to improve and make better use of rail transportation systems in the GTA West study area. 13. Eliminate Municipal Tax from Railways: The elimination of municipal tax from railways could enable a more competitive freight rail service with more extensive services. This could remove a disincentive to rail shipments and thereby improve the use of rail transportation. 14. Changes to Rail Grade Separation Regulations: Future growth on the rail network would benefit from changes to the regulations surrounding rail grade separations, such that the system is protected for potential expansion at costs that are not prohibitive to the railways. Such a change would be required at the national level. 15. Standardize Rail Car / Container Carrying Requirements across Jurisdictions: A harmonized protocol for goods inspection procedures across North America would benefit goods movements between Canada and the US through the study area, and could allow containers to be sealed at their point of origin on the continent. This would eliminate the need for customs checks at border crossings. The lack of a standardized system increases handling of containers and thereby increases costs and inefficiencies. This alternative will have security implications. 16. Targeted Incentives for Industries to Use Rail: Through better understanding of shippers’ needs, more targeted incentives could be developed and implemented for increased use of rail transportation. This could increase rail mode use and remove some trucks from the road network. This alternative includes policy, economic and organizational implications and would likely need to occur at a national level. 17. Subsidize Rail Transportation: This alternative could increase the competitiveness of rail compared to truck transportation and increase the use of rail through the study area. This would include policy, economic and organizational implications and would likely need to occur at a national level.
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18. Improve Integration of Rail and Air Transportation Modes: Integration of rail and air transportation could improve planning for future needs and thereby the efficiency and effectiveness of each mode, particularly to move goods. An overarching body or strategy could improve coordination of planning. Such an alternative may need to occur at a national level. 19. Expand the Type of Goods that can be Shipped Via Rail and Marine: Enabling a wider variety of goods to be shipped via rail and marine modes, as opposed to truck, could help to relieve some of the demand for goods movements via the inter-regional road network. 20. Use Passenger Trains for Courier Use: Such a service may allow for increased courier shipments to be made via rail and alleviate some truck trips from the road network. 21. Provide Funding / Support for Rail / Marine Improvements: This funding and support could enable rail and marine modes to become more competitive in comparison with truck for goods movement. Such improvements could include expansion of existing rail yards and lines, and expansion of existing ports. 22. Situate Industrial Areas Near Rail Lines: As discussed above, appropriate adjacent land uses are important to the operations of the rail network. Encouraging industrial uses near rail lines could minimize potential conflicts with operations and expansion, and could allow for goods produced in these industrial areas to be shipped by rail. 23. Prevent Loss of Rail Network Sections: In order to maintain efficient and competitive rail services, the physical network must be protected. Where rail corridors are currently not in use, there is an opportunity for the government to review and assess future / potential uses and purchase and / or protect corridors to remain available for current and future rail use. 24. Coordinate with New Inter-modal Terminal in Milton: The coordination of area land uses and transportation infrastructure with CNR’s potential long range plans for a new inter-modal facility in Milton could maximize the potential of this facility to improve the efficiency of goods movement and the use of freight rail transportation in the study area. 25. Expand Rail Infrastructure at Choke Points: Expanding infrastructure at key choke points could provide opportunities for future growth of freight and passenger travel on shared rail corridors, accommodating the planned significant increase in passenger transit without limiting future rail freight services. Addressing network bottlenecks can improve the capacity of an entire corridor. 26. Construct Dedicated Tracks for Passenger Rail: It is recognized that although capacity is not currently an issue for freight rail transportation, the significant growth planned for passenger rail could conflict with future freight rail growth. New, dedicated passenger rail tracks could reduce conflicts with freight movements and allow for substantial growth of both people and goods movement by rail. There are two options for dedicated passenger rail: within the existing rail corridor and within a new corridor separate from the freight rail network. Construction of dedicated passenger tracks on a new corridor would involve increased independence, but with increased complexity and cost implications. 27. Double Stacking: The capacity of the existing rail network could be increased by double stacking containers on trains, which would result in more goods being
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moved within the existing corridor and service schedules. There are infrastructure implications of such an alternative on trains, at inter-modal facilities and along the rail corridors. 28. Grade Separate Road and Rail: A program of rail-road grade separations could improve the efficiency of rail travel and remove the uncertainty surrounding individual rail-road grade separations (see above). Grade separations would need to be constructed with spans of the full rail corridor to allow unconstrained expansion as required in the future. 29. Rail Corridor through the Greenbelt: A new rail corridor through the Greenbelt could provide additional capacity on the rail network and link economic and employment centres, thereby improving rail transportation services through the study area and potentially attracting additional business and use of the rail network. 30. Study Abandoned Rights-of-Way for Reinstatement: This alternative could identify unused rail rights-of-way that could be put back into service potentially using existing infrastructure and without disturbing other land uses. Reinstatement would increase rail capacity and could link areas that are currently underserved by rail transportation. Rights-of-way would need to be located such that they connect urban, industrial and / or economic centres. This may present opportunities for shortline services. 31. Expand CNR Rail Single Track in the Credit River Area East of Georgetown: This alternative would increase rail capacity within the study area and could address constraints on the service. Additional capacity could be used to allow future growth of passenger and freight transportation on this corridor. 32. Double-Tracked Corridor from Georgetown to Kitchener: As above, this alternative would increase rail capacity in the western portion of the study area, which could be used for freight and passenger traffic to support population and employment growth and the introduction of new passenger rail services. 33. Drive-On / Drive-Off Service on Trains: This kind of alternative could improve the use of freight rail transportation by better integrating rail services with trucking. Such Rolling Highway services are already in use in Europe and to a limited extent by CNR and CPR, and could be expanded within the GGH. 34. Provide More Rail Infrastructure to Accommodate Shorter Hauls: Short haul rail services can transfer goods between origins / destinations and the Class 1 services on the main rail corridors. Increased short haul infrastructure and maintenance funds could enable more goods to be shipped via rail for the entirety of shipments.
2.5 MARINE
2.5.1 Existing Marine Transportation System The GTA West study area is located to the northwest of the St. Lawrence Seaway System and no significant marine transportation facilities are located within it. Key marine facilities in the vicinity of the study area include the Port of Toronto, Port of Hamilton and the Great Lakes St. Lawrence Seaway System.
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The Great Lakes St. Lawrence Seaway System is comprised of the St. Lawrence River, St. Lawrence Seaway and the Great Lakes, running over 3,700 kilometres through Canada and the United States (US). The Great Lakes St. Lawrence Seaway operates as a bi-national partnership between Canada and the US, and the shipping season generally extends from mid March to late December. Between Montreal and Lake Ontario there are two US locks and five Canadian locks. The Port of Toronto is located to the northeast of the study area and handled over 2 million tonnes of cargo and more than 70,000 TEU containers in 20071. Most of its domestic tonnage is comprised of cement, asphalt, salt, aggregate and stone. Tonnage in 2007 also included 17,369 tonnes of project cargo, including imported wind turbines and natural gas turbines, and exported locomotives. The majority of the project cargo was 38 wind turbines from Germany being installed near Goderich, ON. Additionally, the International Marine Passenger Terminal opened in 2005 to handle visiting cruise ship traffic on 10 acres of the marine terminals site. The Port has a full complement of harbour tour and charter boats suggested to be the largest in North America2. The Port of Hamilton handles the largest volume of cargo and shipping traffic of all the Canadian Great Lakes ports (over 11 million tonnes in 2008) and ranks in the top ten ports in Canada3. In July 2009, a new container feeder service launched between Montreal and Hamilton, which will provide weekly fixed day transport for more than 250 TEU (20-foot equivalent unit) per sailing, driven by the Hamilton Port Authority subsidiary, Sea 3 Inc.
Highway H2O was launched in 2003 and works to identify, raise awareness and promote opportunities for marine transportation. Its sponsors, partners and supporters include the St. Lawrence Seaway Management Corporation (SLSMC), St. Lawrence Seaway Development Corporation and commercial entities.
Stakeholder consultation with marine transportation service providers revealed that, generally speaking, there is capacity for future growth of this mode. The major issue relating to the GTA West study area is the limitation of the inter-regional road network from the perspective of connectivity / access and congestion.
A review of the marine facilities in the vicinity of the GTA West study area is identified in Exhibit 2-7.
1 Toronto Port Authority web site (http: / / www.torontoport.com / PortAuthority / media_facts.asp) 2 Toronto Port Authority web site (http: / / www.torontoport.com / PortAuthority / media_facts.asp) 3 Hamilton Port Authority web site (http: / / www.hamiltonport.ca / commercial / default.aspx) January 2011 Page 32
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Exhibit 2-7: Major Area Marine Facilities
2.5.2 Description of Alternatives Generated Section 1.6 describes the generation of the ‘long list’ of alternatives. All of these ideas were subsequently assessed by the study team’s specialists as to whether they should be further considered as part of this study, by a separate study, or not at all. This assessment is documented in Table B-2 in Appendix B. The following summarizes the marine portion of this list. Each of these alternatives was assessed by the study team in terms of its ability to substantively contribute to addressing the transportation problems and opportunities within the GTA West study area. Alternatives that were considered able to substantively contribute were further categorized as to whether they should be pursued further as part of this study, or should be recommended for further study by others. This assessment is described in greater detail in Chapter 3 of this report. 1. Work with Municipalities to Develop Logistics Hubs near Airports / Ports / Rail Yards / Industrial Parks: This alternative could increase use of marine transportation as hubs would be in close proximity to important locations for commerce and industry. Minimizing the distance between employment lands and transportation infrastructure could result in shorter trip lengths and potentially increased use of marine transportation. 2. Metrolinx Policy / Planning for Goods Movement: Similar to The Big Move for transit, a policy and planning study should be undertaken for goods movement throughout the Greater Golden Horseshoe (GGH). Such an initiative would improve understanding of the needs of shippers and the measures that might be necessary to advance the use of non-road transportation modes. 3. Expand Metrolinx Mandate and Service Area to Cover Transit, Freeways / Inter-Regional Roads, Rail, etc.: This could ensure improved planning across the GGH, with improved integration between modes and emphasis on all modes of travel.
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4. Improved Coordination between GTHA Port Authorities: Improved coordination between the Toronto, Hamilton and Oshawa Port Authorities could improve the distribution of goods throughout the GGH, resulting in optimized use of area marine and connecting transportation infrastructure. Such an initiative is expected to require significant organizational and policy changes. 5. Make Better Use of Port Facilities and Coordinate with Other Modes: Improved use of area port facilities and improved coordination with other modes such as rail and road access could increase the level of use of marine transportation and improve its efficiency. 6. Changes to Advance Notification Rules at Canada-US Border: Such changes could affect cross-border / cross-lake shipments, including Hamilton-Oswego, NY. Amendments to put marine notice periods more in line with those for other modes could reduce a disincentive to marine transportation and potentially make some cross-border services more practical and viable. 7. Changes to Canadian Cabotage Laws: The decrease / removal of the 25% tariff on imported vessels would remove a constraint to the import of foreign vessels and potentially increase marine transportation’s competitiveness for goods movement, allowing equipment to be in place for new and expanded services. 8. Changes to US Harbour Maintenance Tax: The decrease / removal of the 0.125% tax on the value of goods shipped to / from the US could affect cross- border / cross-lake shipments, including potential Hamilton-Oswego, NY services. Such amendments could reduce a disincentive to marine transportation compared to other modes and potentially make some cross-border services more practical and viable. 9. Changes to Ballast Water Regulations: Changes such that ballast water regulations were more uniform across the US states and include additional stakeholder consultation could minimize the impacts of such regulations on Great Lakes and St. Lawrence Seaway marine transportation. 10. Formal Distribution Network to / from Montreal: This initiative would be similar to the Port Inland Distribution Network initiative at the Port of New York / New Jersey. High level organization of shipments between the GGH and Montreal could result in better use of the marine transportation system and the removal of a number of trucks off of the road network. 11. Provide Choice and Opportunity to Benefit from Strengths of Each Mode: Providing opportunities to choose alternative transportation modes, as well as information about the strengths of each one, could result in a more balanced distribution of travel. 12. Understand Requirements and Match with Logistics and Economic Realities: A better understanding of the needs of shippers, travelers and of logistics and economic realities could enable the choice of alternatives to the road network, such as marine transportation. Further information about goods movement, particularly from the viewpoint of shippers, would be beneficial in advancing transportation solutions. 13. Understand Growth in Goods Movement and Links to the Economy: As above, a better understanding of the growth in goods movement and its importance in the economy could raise awareness of the importance of goods
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movement and enable better transportation choices for meeting goods movement needs. 14. National Policy Targets for Modal Shift onto Rail / Marine: For goods movement, such an initiative could result in programs and practices to transfer some shipments onto marine. Government mode shift targets would need to be accompanied by action plans to assist shippers and transportation service providers to achieve modal shift. Appropriate targets and timescales would need to be identified, as well as an implementation strategy. Other regulations and policies would be affected. 15. Achieve Sustainable Multi-Modal Transportation Systems, Balancing Economic, Social and Environmental Factors: A sustainable, balanced transportation system could make increased use of the marine mode where it is appropriate for moving people and goods, and could alleviate some congestion on the road network. 16. Expand the Type of Goods that can be Shipped Via Rail and Marine: Enabling a wider variety of goods to be shipped via rail and marine modes, as opposed to truck, could help to relieve some of the demand for goods movements via the inter-regional road network. 17. Provide Funding / Support for Rail / Marine Improvements: This funding and support could enable rail and marine modes to become more competitive in comparison with truck for goods movement. Such improvements could include expansion of existing rail yards and lines, and expansion of existing ports. 18. Improve the Efficiency of Marine and Rail Services to Trade Centres (e.g. Toronto): Improvements to the efficiency of marine and freight rail transportation could increase use and mode share and remove some goods movement trips from the road network. 19. Year-Round Operation of St. Lawrence Seaway: The winter closure may limit the potential for marine transportation in the GGH, although the system users have worked around this constraint to date. Year-round opening might allow the Port of Hamilton to pursue new business, especially new container markets. The SLSMC does not support year round activity and supports the closure period for maintenance activities. 20. Rebuild St. Lawrence Seaway to Accommodate Ocean Vessels: Currently, goods being transported to and from the study area via the Atlantic Ocean must access large ocean vessels at the Port of Montreal, as the locks on the St. Lawrence Seaway restrict vessel size. Increasing the size of the Seaway would enable large vessels to travel between the Atlantic Ocean and the study area, thereby keeping goods on marine transportation for a greater proportion of the journey. 21. Ferry Services for Goods Movement / Trucks: A short sea shipping-type initiative could be implemented for trucks, with potential routes across Lake Erie and through the Welland Canal, and across Lake Ontario. Such an initiative would remove trucks from the roadway, potentially reduce future traffic congestion and would use less fuel for transportation per weight shipped.
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2.6 AIR
2.6.1 Existing Air Transportation System Although there are no significant air transportation facilities within the GTA West study area, the largest international airport in Canada, Toronto Pearson International Airport, is located approximately 3 kilometres southeast of the study area boundary. As the major international airport in the region, Toronto Pearson serves over 180 domestic and international destinations. Canada’s busiest airport served over 32 million passengers in 20084 and is ranked 22nd globally for total aircraft movements5. It is projected to accommodate 66 million passengers per year by 20306, a 120% increase over 2006 volumes. Toronto Pearson is also the dominant Canadian airport for air cargo, which is expected to continue into the future. More than 45% of Canada’s air cargo is processed through Toronto Pearson, representing $31.7 billion in goods per year7. In 2006, 517,000 metric tons of cargo were moved through the airport, positioning the airport in the top 30 busiest cargo airport in the world. Cargo volumes are projected to reach 1.27 million tons by 20308, an increase of over 140% on 2006 volumes. In May 2007, the Greater Toronto Airports Authority (GTAA) undertook a Needs Assessment Study for Transport Canada, for a potential Pickering Airport. This study was expected to be completed by the end of 2009. The decision whether to build a Pickering Airport rests with the Government of Canada. If Transport Canada decides to pursue an airport on the Pickering site, the Canadian Environmental Assessment Agency will conduct a full environmental assessment and the community will be encouraged to voice support and / or concerns. Air demand forecasts suggest that the practical capacity of the Toronto Pearson’s five runways will be reached by approximately 2013, while maximum capacity, with significant airside congestion and delay, will be reached around 20199. The 2008 Airport Master Plan includes discussion of current and future transportation connections to the airport, including the effects of increasing road congestion and support for the Air Rail Link to Toronto Union Station. The Air Rail Link is a planned pubic transport rail service to operate from Toronto Pearson along a dedicated spur line, then along the existing Canadian National Railway (CNR) Weston Subdivision line and connect onto GO Transit’s Union Station Rail Corridor to Union Station. The final phase for the Environmental Project Review (EPR) of the Georgetown South Service Expansion and Union Pearson Rail Link project began in August 2009, in which the Minister of Environment reviewed the Environmental Project Report submitted by Metrolinx along with all comments received during the review period to determine how the project will move forward. In October 2009 the Minister of the Environment approved the Environmental Assessment with 18 conditions, including the use of Tier 4 state of the art engines
4 GTAA Passenger Traffic Statistics (http: //www.gtaa.com /local/files/en/Corporate/Statistics/PassengerTraffic- 200908.pdf 5 Airports Council International, Traffic Movements 2008 FINAL, July 28, 2009 (http: //www.airports.org/cda /aci_common/display /main /aci_content07_c.jsp?zn=aci&cp=1-5-54-57_666_2) 6 Taking Flight: The Airport Master Plan 2008-2030, Chapter 3, GTAA, December 2007 7 Toronto Pearson Today, 1st Quarter 2009. Greater Toronto Airports Authority 8 Taking Flight: The Airport Master Plan 2008-2030, Chapter 3, GTAA, December 2007 9 Taking Flight: The Airport Master Plan 2008-2030, Chapter 15, GTAA, December 2007 January 2011 Page 36
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when the service expansion begins or as soon as the technology is commercially available, and an ambient air monitoring and reporting plan. The Guelph Airfield is located to the north east of the City of Guelph but does not provide significant passenger or cargo travel services. Other airports in the vicinity of the study area include Waterloo International, Hamilton International, Buttonville Municipal and Toronto City Centre. Each of these airports provides flight services to people and goods. Exhibit 2-8 provides an overview of the airports that influence the travel patterns within the study area. Stakeholder consultation revealed that there is capacity for future growth of this mode and there are no major issues regarding air transportation facilities or operations in the study area. The airside capacity constraints at Toronto Pearson are being assessed by the Greater Toronto Airports Authority (GTAA) and it has planning provision for an additional (sixth) runway. The major issue relating to the GTA West study area is the limitations of the inter- regional road network from the perspective of connectivity / access and congestion. Exhibit 2-8: Area Air Transportation Facilities
2.6.2 Description of Alternatives Generated Section 1.6 describes the generation of the ‘long list’ of alternatives. All of these ideas were subsequently assessed by the study team’s specialists as to whether they should be further considered as part of this study, by a separate study, or not at all. This assessment is documented in Table B-2 in Appendix B. The following summarizes the air transportation portion of this list. Each of these alternatives was assessed by the study team in terms of its ability to substantively contribute to addressing the transportation problems and opportunities within the GTA West study area. Alternatives that were considered able to substantively contribute were further categorized as to whether they should be pursued further as
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part of this study, or should be recommended for further study by others. This assessment is described in greater detail in Chapter 3 of this report. 1. Achieve Sustainable Multi-Modal Transportation Systems, Balancing Economic, Social and Environmental Factors: A sustainable, balanced transportation system could make increased use of other modes where appropriate for moving people and goods, and could alleviate some congestion on the road network. 2. Understand Requirements and Match with Logistics and Economic Realities: A better understanding of the needs of shippers, travelers and of logistics and economic realities could enable the choice of alternatives to the road network. Further information about goods movement, particularly from the viewpoint of shippers, would be beneficial in advancing transportation solutions. 3. Understand Growth in Goods Movement and Links to the Economy: As above, a better understanding of the growth in goods movement and its importance in the economy could raise awareness of the importance of goods movement and enable better transportation choices for meeting this industry’s needs. 4. Metrolinx Policy / Planning for Goods Movement: Similar to The Big Move for transit, a policy and planning study should be undertaken for goods movement throughout the Greater Golden Horseshoe (GGH). Such an initiative would improve understanding of the needs of shippers and the measures that might be necessary to advance the use of non-road transportation modes. 5. Expand Metrolinx Mandate and Service Area to Cover Transit, Freeways / Inter-Regional Roads, Rail, etc.: This could ensure improved planning across the GGH, with improve integration between modes and emphasis on all modes of travel. 6. Work with Municipalities to Develop Logistics Hubs near Airports / Ports / Rail Yards / Industrial Parks: This alternative could increase use of other modes as hubs would be in close proximity to important locations for commerce and industry. Minimizing the distance between employment lands and transportation infrastructure could result in shorter trip lengths and potentially increased use of other modes. 7. 24-Hour Operations at Toronto Pearson: As part of its aircraft noise mitigation program, limits have been placed on the total number of flights between 0300 and 0600 during each year. Removal of this limitation could enable increased throughput at the airport, optimizing its existing infrastructure. 8. Provincial Ownership of Regional Airports: Provincial control of regional airports could help to improve the distribution of goods between airports and thereby efficiency of goods distribution by air to / from the study area. It could enable better co-ordination between airports and improved use of the connecting transportation infrastructure. Such an initiative is expected to require policy changes. 9. Improvements to Airport “Free Trade Zone” Systems: It has been noted that the air cargo industry could benefit from the creation of true “free trade zones”, which would provide opportunities in handling and some value-adding activities with no tax burden. Such improvements could stimulate use of air transportation at Toronto Pearson International and other airports. January 2011 Page 38
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10. Improve Distribution of Cargo Shipments between Airports: Changes to the distribution of cargo shipments could improve ground transportation services and the use of existing infrastructure. Such a system could improve efficiency of door-to-door goods movements and remove some trucks from the road network. An organizational change and potentially policy changes would be required. 11. Provide Choice and Opportunity to Benefit from Strengths of Each Mode: Providing opportunities to choose alternative transportation modes, as well as information about the strengths of each one, could result in a more balanced distribution of travel. 12. Improve Integration of Rail and Air Transportation Modes: Integration of rail and air transportation could improve planning for future needs and thereby the efficiency and effectiveness of each mode, particularly to move goods. An overarching body or strategy could improve coordination of planning. Such an alternative may need to occur at a national level. 13. High Speed Rail Link between Union Station-Toronto Pearson-Kitchener / Waterloo: An extension of the planned Union Station-Toronto Pearson rail link westward would provide a transit option for airport travellers including tourists and employees of the airport and surrounding areas. This could increase the use of public transportation for tourists and commuters. 14. Sixth Runway at Toronto Pearson: It is recognized that the airport is anticipated to experience airside congestion and require an additional runway between 2013 and 2019, with maximum capacity reached under current forecasts by 2019. Environmental approval has been granted for an additional runway, but no definite plans for construction are in place. A sixth runway would alleviate future congestion problems at the airport. 15. Expand Guelph Airfield for Goods Movement: An airport within the GTA West corridor could alleviate some of the airside and landside congestion issues surrounding Toronto Pearson, as well as reduce some travel distances between airport and goods origin / destination by road. 16. Expand Brampton Flight Centre for Goods Movement: As above, an airport within the GTA West corridor could alleviate some of the airside and landside congestion issues surrounding Toronto Pearson, as well as reduce some travel distances between airport and goods origin / destination by road. 17. Helicopter Services: Helicopter services could provide immediate transportation for passengers / goods within the study area. Such services would make use of the available air transportation infrastructure while minimizing use of the limited capacity on the inter-regional road network.
2.7 FREIGHT INTER-MODAL
2.7.1 Existing Freight Inter-modal Facilities By definition, inter-modal transportation provides the transition of goods from one mode of transport to another. The shift between two different modes commonly takes place at a terminal designed for such a purpose. Note that the discussion of transit patron transfers is located in Section 2.3. The existing inter-modal goods facilities within the GTA West study area are generally located to the south and east. CPR operates inter-modal facilities at the Vaughan and Obico Inter-modal terminals
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and the Trafalgar Road-Rail terminal. CNR’s inter-modal facility in Brampton is also located in the GTA West Preliminary Study Area.
The CNR inter-modal facility in Brampton operates 24 hours a day, seven days a week. In order to reduce congestion, gate appointments are required for drivers who wish to deliver or pickup steamship traffic from the Brampton terminal.
CPR’s Obico inter-modal facility is operational between 5:00 and 22:30 on weekdays. The facility is closed on weekends. The Vaughan inter-modal facility is operational 24 hours a day, seven days a week10. The CPR web-site provides details on the provided service by the inter-modal facilities, procedures and required protocols. All requests are processed by CPR’s Central Operations Group (COG).
Canadian National Railway has long-range plan for an inter-modal facility in Milton. However, as new inter-modal facilities require significant capital costs, the emphasis currently remains on best use of existing infrastructure.
Exhibit 2-9 provides locations of existing inter-modal facilities in the area.
Exhibit 2-9: Area Inter-modal Facilities
2.7.2 Description of Alternatives Generated Section 1.6 describes the generation of the ‘long list’ of alternatives. All of these ideas were subsequently assessed by the study team’s specialists as to whether
10 Canadian Pacific Railway web site (www.cpr.ca) January 2011 Page 40
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they should be further considered as part of this study, by a separate study, or not at all. This assessment is documented in Table B-2 in Appendix B. The following summarizes the freight inter-modal portion of this list. Each of these alternatives was assessed by the study team in terms of its ability to substantively contribute to addressing the transportation problems and opportunities within the GTA West study area. Alternatives that were considered able to substantively contribute were further categorized as to whether they should be pursued further as part of this study, or should be recommended for further study by others. This assessment is described in greater detail in Chapter 3 of this report. It should be noted that many of the alternatives generated for Freight inter-modal are also covered under other modes of transportation. For ease of reference these alternatives have been included below. 1. Improve Coordination Between Modes Including Goods Movement Logistics Working Groups: This idea incorporates a variety of improvements for both people (transit) movement and goods (freight) movement, including regional transit structure amalgamation, coordination of GO / TTC schedules, and establishment of a logistics working groups between airports, marine, rail and trucking operations. The idea / alternative aims at better understanding the needs of various service providers / transportation modes in an attempt to improve their efficiency through better coordination and amalgamation. Goods movement logistics groups are believed to improve the efficiency of goods shipment resulting in a reduced amount of intra and inter-regional truck trips as well as trip lengths. 2. Improved Coordination between GTHA Port Authorities: Improved coordination between the Toronto, Hamilton and Oshawa Port Authorities could improve the distribution of goods throughout the GGH, resulting in optimized use of area marine and connecting transportation infrastructure. Such an initiative is expected to require significant organizational and policy changes. 3. Improve Loading / Routing Efficiency through Provision of Government-led Consolidation of Logistics Truck Industry: This idea / alternative targets loading / routing efficiency by consolidating load brokering logistics, which could result in reduced trip making by empty-trucks through coordination and incentives. Some existing logistics firms are already focusing on the above described consolidation. 4. Improve Distribution of Cargo Shipments between Airports: Changes to the distribution of cargo shipments could improve ground transportation services and the use of existing infrastructure. Such a system could improve efficiency of door-to-door goods movements and remove some trucks from the road network. An organizational change and potentially policy changes would be required. 5. Improve Integration of Rail and Air Transportation Modes: Integration of rail and air transportation could improve planning for future needs and thereby the efficiency and effectiveness of each mode, particularly to move goods. An overarching body or strategy could improve coordination of planning. Such an alternative may need to occur at a national level. 6. Metrolinx Policy / Planning for Goods Movement: Similar to The Big Move for transit, a policy and planning study should be undertaken for goods movement throughout the Greater Golden Horseshoe (GGH). Such an initiative would
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improve understanding of the needs of shippers and the measures that might be necessary to advance the use of non-road transportation modes. 7. Expand Metrolinx Mandate and Service Area to Cover Transit, Freeways / Inter-Regional Roads, Rail, etc.: This could ensure improved planning across the GGH, with improved integration between modes and emphasis on all modes of travel. 8. Introduce Planning Policies to Promote Nodal (mixed use) Developments: Land use planning can be used to avoid conflicts with the operations of inter- modal facilities such as residential land uses in close proximity to inter-modal facilities. To minimize such conflicts, better land use planning policies must be in place, especially for areas with future potential inter-modal facilities. Improved planning could also create opportunities for compatible land uses such as industrial / logistics, increasing business opportunities. 9. Situate Industrial Areas Near Rail Lines: As discussed above, appropriate adjacent land uses are important to the operations of the rail network. Encouraging industrial uses near rail lines could minimize potential conflicts with operations and expansion, and could allow for goods produced in these industrial areas to be shipped by other modes. 10. Provide Choice and Opportunity to Benefit from Strengths of Each Mode: Providing opportunities to choose alternative transportation modes, as well as information about the strengths of each one, could result in a more balanced distribution of travel. 11. Understand Requirements and Match with Logistics and Economic Realities: A better understanding of the needs of shippers, travelers and of logistics and economic realities could enable the choice of alternatives to the road network. Further information about goods movement, particularly from the viewpoint of shippers, would be beneficial in advancing transportation solutions. 12. Understand Growth in Goods Movement and Links to the Economy: As above, a better understanding of the growth in goods movement and its importance in the economy could raise awareness of the importance of goods movement and enable better transportation choices for meeting goods movement needs. 13. Achieve Sustainable Multi-Modal Transportation Systems, Balancing Economic, Social and Environmental Factors: A sustainable, balanced transportation system could make increased use of other modes where appropriate for moving people and goods, and could alleviate some congestion on the road network. 14. Work with Municipalities to Develop Logistics Hubs near Airports / Ports / Rail Yards / Industrial Parks: This alternative could increase use of other modes as hubs would be in close proximity to important locations for commerce and industry. Minimizing the distance between employment lands and transportation infrastructure could result in shorter trip lengths and potentially increased use of non-road modes. 15. National Policy Targets for Modal Shift onto Rail / Marine: For goods movement, such an initiative could result in programs and practices to transfer some shipments onto other modes. Government mode shift targets would need to be accompanied by action plans to assist shippers and transportation service
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providers to achieve modal shift. Appropriate targets and timescales would need to be identified, as well as an implementation strategy. Other regulations and policies would be affected. 16. Improve Truck Access to Inter-modal Yards: This alternative could address an issue identified by interviews with major transportation service providers, and improve road connections to existing inter-modal and distribution facilities. The Vaughan Inter-modal terminal in particular has capacity for growth but requires road system improvements to support this.
2.8 ROADS AND HIGHWAYS
2.8.1 Existing Road and Highway System Provincial, regional and municipal roads in southern Ontario service an ever increasing demand for road transportation by providing an inter-city network of links used for the transport of goods and people. The automobile continues to be the preferred mode of travel in southern Ontario. Auto ownership rates have been growing at a rate faster than population growth over the previous decades with the popularity of suburban life being a major contributor. Increasing access to dispersed employment centres also adds to this trend. Trucks are a principal means of goods transport in southern Ontario with highways linking to all major manufacturing centres and international border crossings. The demand for truck transport remains a competitive mode of goods distribution. Trucking provides inter-modal goods transport connectivity between rail and marine transport facilities and provincial freeways. Provincial Network The provincial highway network within the study area is presented in Exhibit 2-10. The network includes provincial Highways 400, 401, 410, 427, 6, 7, and 10, as well as 407 ETR.
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Exhibit 2-10: Existing Provincial Highway Network
Highway 400 is a north-south, 10-lane provincial freeway on the east boundary of the study area. It extends from within the City of Toronto northerly through the Region of York and Simcoe County. The freeway was first opened in 1952 and provides an important link between Highway 401 and 407 ETR corridors to Simcoe County, “Cottage Country”, Northern Ontario and Western Canada. The current average daily travel demand on Highway 400 north of Major Mackenzie Drive within the City of Vaughan (113,000 vehicles) has grown 10-fold since 1960. This section of Highway 400 experienced an average annual growth of 4% between 2001 and 2007 due to continued development within York Region, significant growth in and around Barrie and the growing attraction of Georgian Bay and Muskoka as recreational destinations. Highway 401 is a major six-lane provincial freeway extending across the south end of the study area through the County of Wellington and Regions of Halton and Peel. This highway is the most critical of all highways in Eastern Canada since it extends between the Quebec border through to the US border at Windsor and provides for significant goods movement, tourism and connections across the province. Outside of the study area toward the City of Toronto, Highway 401 operates as a core- collector system with upwards of 10 lanes in each direction. The construction of the highway began in 1938 and the last section was completed in 1965. Presently, a significant component of travel through the GTA West Corridor is accommodated by Highway 401, which serves various modes of commuter, tourist and commercial traffic. Highway 401 demand exhibits varying peak travel characteristics depending on the hourly, daily or seasonal impacts resulting from this cross-section of users and operates at or over capacity along specific sections. There is a high proportion of truck traffic along Highway 401 reflecting both the key provincial trade corridor
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and the commercial activities within the Greater Golden Horseshoe (GGH). Planning is underway to widen several sections of the highway, to include provision for HOV lanes in some areas. 407 ETR is a privately owned and operated toll facility that opened in 1997. It provides east-west travel opportunities across the south end of the study area from the east boundary of the Region of Halton through the Regions of Peel and York. This toll highway has a basic six-lane cross-section, expanding to 10 lanes in specific sections. It accommodates a significant portion of east-west travel along the 407 ETR / Highway 401 corridor providing an alternate route to Highway 401. Originally intended as an untolled provincial highway, the Province decided that it would be financially advantageous to have the private sector construct and operate the highway, resulting in a more timely introduction of new and much needed capacity to the Highway 7 and Highway 401 corridors through the Toronto area and a combination of Highway 403 and QEW corridors in the west. Highway 410 is a north-south provincial freeway extending from the City of Mississauga into the City of Brampton and since 2009 connects directly to Highway 10. The highway provides north-south network connectivity with links between Highway 403, Highway 401, Highway 7 and 407 ETR. The first section of Highway 410 opened in 1979 and its current cross-section is upwards of four lanes in each direction. This highway accommodates the demand for access between much of Brampton and the rest of the GTA via the intersecting highways. Highway 427 is a north-south provincial freeway in the vicinity of the municipal boundary between the Cities of Mississauga and Toronto. The highway provides freeway connections between the Queen Elizabeth Way (QEW), Highway 401 and 407 ETR with direct access to Toronto Pearson International Airport and currently extends northerly to Highway 7. The extension north to Major Mackenzie Drive is now in an Individual Environmental Assessment completion process. Highway 6 is a north-south rural highway located along the western boundary of the study area connecting Highway 401, Highway 403 at Hamilton and the City of Guelph. Highway 6 (named Hanlon Expressway north of Highway 401) has a four- lane cross-section and at-grade connections to crossing arterials. The section in Wellington County from Puslinch to Morriston has remained as a two lane highway primarily due to significant property constraints to widening. Highway 6 is not aligned north and south of Highway 401 and requires the use of Highway 401 as a connecting link, although EA approved plans are in place to improve this connection. Highway 7 provides relatively direct connections between the urban areas of Kitchener-Waterloo, Guelph, Acton, and Georgetown. The highway had until recently extended through the entire GTA, connecting also to Woodbridge, Richmond Hill, Unionville, and Markham. However, the Province transferred this section to regional municipalities since it provides a more urban function currently in those areas. Highway 7 extends east of the GTA through to east of Peterborough and beyond. The highway now primarily serves shorter distance trips in the GTA and transitions from two lanes to four lanes in built-up urban areas. Highway 7 was a significant east-west highway in Ontario prior to the introduction of Highway 401, connecting Ottawa to the US border at Sarnia. Highway 10 is a four lane north-south undivided highway between Brampton and Caledon Village crossing the Niagara Escarpment. The highway narrows to two
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lanes from just south of Caledon Village and then northerly, and extends to the City of Owen Sound on the shores of Georgian Bay. The Ministry of Transportation is continuing with a program to reconstruct Highway 10 to a basic four-lane cross- section towards its northern boundary at the south limit of Orangeville. Similar to other highways in the GGH, Highway 10 originally extended from Lake Ontario northerly but was transferred by the Province due to its urban nature. Through the Mississauga and Brampton areas, this function was replaced by Highway 410 and Highway 403. Highway 9 runs east-west between Highway 10 at Orangeville and Highway 400. East of County Road 12 it is a two-lane rural highway. Highway 9 connects Highway 6, Highway 10 and Highway 400 and provides an inter-regional route that also accommodates longer distance travel. Other routes that are either inside the study area or important to the east-west network include Regional Road 124 / County Road 24 that was formerly Highway 24, connecting Highway 401 at Cambridge. These highways provide key transportation linkages through and adjacent to the study area. Regional Network The counties and regional municipalities are responsible for maintaining and operating the Regional Road and County Road System for the transport of goods and people in a safe and efficient manner. These road facilities serve both short distance and longer inter-regional trips by connecting rural and urban centres to each other as well as to the provincial highway system. Part of the regional / county operational and planning mandate is to provide physical improvements to the Regional Road and County Road system to meet growth needs and improve the level of service. Following are descriptions of major municipal roads inside the GTA West study area.
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County of Wellington The primary east-west county roads include County Roads 30, 124, 50, 37 (Arkell Road) and 34. These County roadways serve the County’s east-west travel demand as well as provide connections to Highway 6. The primary north-south county roads include Watson Road and County Roads 39, 38 (Victoria Road), 29, 27, 24 (Eramosa-Erin Townline) and 125. These County roadways connect towns within Wellington County and provide links to Highway 401 and Highway 7. County Road 124 is a major rural roadway in the County of Wellington ending at Hwy 10 in Caledon. It runs through the City of Guelph as Eramosa Road and provides east-west connections through the Town of Guelph-Eramosa. County Road 124 runs through the Town of Erin outside of the study area and eventually connects to Highway 9 via Peel Regional Roads 24 and 7. It is used by trucking operations as a bypass from Barrie to Highway 401 and beyond (primarily aggregate and auto parts). As noted, this road was originally within the provincial highway network. City of Guelph The primary east-west roadways under the jurisdiction of the City of Guelph include Woodlawn Road, College Avenue, Stone Road and St. Clair Road. These roadways accommodate internal municipal traffic as well as provide access to the City’s Hanlon Expressway (Highway 6). The primary north-south arterial roads include Edinburgh Road, Woolwich Street / Gordon Street, Victoria Road and Watson Road, which provide both internal and north-south access to Highway 401 to the south and Highway 7, via York Road, to the north. Woodlawn Road currently connects the Hanlon Expressway with Highway 6 North, from the City of Guelph. Region of Halton The only major continuous east-west facilities within the Halton section of the study area are Derry Road and Steeles Avenue, the others being discontinuous for reasons related to either the Niagara Escarpment or wide watercourses such as Sixteen Mile Creek and Bronte Creek. These natural corridors all generally run north-south in Halton Region. The primary north-south regional arterial roads include Guelph Line, Regional Road 25 and Trafalgar Road, which provide connections to Highway 7, Highway 401, 407 ETR and the QEW / Highway 403. Region of Peel The primary east-west regional arterial roads within Peel Region include Old Baseline Road, King Street, Mayfield Road, Bovaird Drive / Castlemore Road, Queen Street, Steeles Avenue, Derry Road and Britannia Road. The primary north- south regional arterial roads include Winston Churchill Boulevard, Mississauga Road / Erin Mills Parkway, Main Street / Hurontario Street, Dixie Road, Airport Road and Gore Road. These roadways provide continuous arterial road connections to the Region’s population and employment centres and highway network including Highways 401, 410, 403, 407 ETR and Highway 7. Main Street / Hurontario Street becomes Highway 10 north of Highway 410 in the City of Brampton. It provides connections to 407 ETR and Highway 410 and runs through downtown Brampton and Mississauga.
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Region of York The primary east-west regional arterial roads include King Road, Teston Road, Major Mackenzie Drive, Rutherford Road, Langstaff Road, Steeles Avenue and Finch Avenue. The primary north-south regional arterial roads include Regional Roads 27 and 50 (Caledon-King Townline), Weston Road, Pine Valley Drive and Keele Street. These roadways provide connections to Highways 400, 401, 407 ETR and 7.
2.8.2 Description of Ideas Generated Following the review of relevant initiatives in other jurisdictions, as well as the related policies and constraints, the study team developed a ‘long list’ of potential transportation alternatives in consultation with the public, municipalities, regulatory agencies, transportation service providers and other stakeholders. The assessment of this long list is documented in Table B-2 in Appendix B. The following summarizes the roads and highways portion of this list. Each of these alternatives was assessed by the study team in terms of its ability to substantively contribute to addressing the transportation problems and opportunities within the GTA West study area. Alternatives that were considered able to substantively contribute were further categorized as to whether they should be pursued further as part of this study, or should be recommended for further study by others. This assessment is described in greater detail in Chapter 3 of this report. 1. Widening Mayfield Road. 2. "Super Arterials" (MTO-local partnership, Queen / Langstaff, Bovaird / Rutherford). 3. Widen Britannia Tremaine eastward to reduce congestion on 401 (Milton Growth Plan development). 4. Highway 401 core / collector from Hanlan Expressway to 407 ETR. 5. Improve various existing roads to provide priority for transit. 6. Dedicated (new) lane on 407 ETR Milton to Oshawa. 7. Widen Highway 10 from Highway 410 to Highway 9. 8. Widen from Highway 401 to Highway 9 to Highway 400. 9. Widen Highway 401 through Milton. 10. Widen Highway 401 only through Niagara Escarpment to avoid new escarpment crossing and integrate with new corridor to east. 11. Widen Highway 401 between (west) Highway 6 and Halton Hills / Brampton. 12. Reconfiguration / improvements to Highways 401 and 400 interchange. 13. Widen Highway 401 from Cambridge to Mississauga. 14. Elevated Highway 401 through Niagara Escarpment to make "double deck" elevated freeway. 15. Widen Highways 410, 427, 400, 401, and 407 ETR beyond current program to avoid need for new corridor.
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16. Widen Highway 7 Norval to Highway 410. 17. Widen Highway 7 to Guelph. 18. Widen Highway 9 from Highway 6 to Highway 400. 19. Widen Highway 9 to Highway 400. 20. Widen Highway 6 from Hamilton to Guelph. 21. Widen Highway 6 between Highways 401 and 403. 22. Highway 6 (Hanlan) widen to 400 series facility. 23. Widen Highway 124 to Guelph. 24. Widen and reinstate Highway 24 as provincial highway between Highways 401 and 9. 25. Widen Highway 7 between Guelph and through to Brampton - as HOV lanes or bus lanes at peak times. 26. Add HOV lane to Highway 400. 27. Add HOV lane on 401 through widening to Highway 6 (Hanlan). 28. Brampton - Vaughan highway with transit in median; Widen Highway 7 between Guelph and through to Brampton - as HOV lanes or bus lanes at peak times. 29. Dedicate Highway 401 HOV lanes from Highway 6 to Pearson Airport. 30. Consider Highway 9 as a potential east-west corridor. 31. Better use of parallel roadways. 32. Better transitions from freeway to freeway, particularly at congestion points such as 407 ETR and Highway 401). 33. Overpasses / interchanges for major arterial roads. 34. Include transitways on major highways. 35. Widen existing roadways such as Highway 401 and potentially designate the new lanes as truck lanes to increase the capacity of the existing infrastructure. 36. Convert existing east-west roadways to controlled access to improve operations. 37. Improve connections to highways to reduce traffic on local roads. 38. Provide better roadway access to inter-modal facilities since trucks are still needed to transport goods to the rail / marine facilities. 39. Consider BRT / LRT along all new highway corridors. 40. Construct dedicated transit lanes. 41. Widen Highway 401 between Highway 8 and Pearson International Airport for HOV use and also truck use (i.e. two new lanes each direction). 42. Better define the purpose, function, and differentiate between types of roads (e.g. agricultural use). 43. Dedicated truck lanes with minimum truck volume requirements. 44. No new general purpose lanes (only BRT, HOV, truck only, etc.).
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45. Remove at grade (west) intersection on Highway 6 (Hanlan) between Woodlawn Road and Highway 401. 46. Improvements to the roadway corridors as identified in the Guelph-Wellington Transportation Study as critical for inter-regional transit and regional and US- Canada truck traffic. 47. Create ramps for Nobleton and King Township from Highway 404. 48. Repatriate 407 ETR and install spine line, apply Shadow Toll. 49. Extend Highway 410 north to Highway 9 - tie back to Highway 10. 50. Construct new highway from 407 ETR / 401 interchange north to Georgetown and west to Milton / Guelph. 51. New highway between Georgetown and Milton ~ consider bypass of Norval which is a bottle-neck now. 52. New connection to Highway 6 south of Guelph - new interchanges are currently being designed. 53. New highway from Highway 400 to Highway 7 north of Guelph with connections to Highways 427 and 410. 54. New highway between 407 ETR and 401 east of Milton, Ring highway from 407 ETR / 401 to the top of Highway 410, connecting easterly to Highway 400. New highway between Highway 401 and 407 ETR at Winston Churchill Blvd with connection to Highway 410. New highway between 401 and 407 ETR at Winston Churchill Blvd with connections to Highways 427 and 410. 55. Highway from Milton to 410 extension. 56. Connection from Highway 410’s north end to Highway 400 via Tullamore and Kleinburg. 57. New Highway from north edge of Guelph to north side of Acton -> Georgetown -> along south edge of greenbelt connecting to Highway 410. 58. New corridor to connect Vaughan to Guelph. 59. South route - from Highway 401 east of Highway 6 inside the greenbelt north of Georgetown and south of Bolton connecting to Highway 400 between Major Mackenzie Drive and King Road. 60. New highway from 407 ETR / 401 split in Mississauga to north of Guelph (new Highway 7). 61. New highway from Highway 400 westerly across York / Peel, NEC, connects to Highway 124 then to Highway 6. 62. Highway 7 bypass around Acton. 63. Extend GTA West east to serve as east-west GTA bypass (do not connect to 407 ETR, rather compete with 407 ETR). 64. Extend 407 ETR west. 65. Operations at Vaughan Terminal can be increased by over 100% if Highway 427 is improved. CPR sees a lot of growth west of Milton. Therefore, a new east- west corridor would help to link the rail service to the new businesses in this
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area. CPR wants the flexibility for modal choice to be preserved for the future. For example, do not plan residential or big box land uses in inter-modal locations. 66. Extend Highway 427 north to Highway 9. 67. Create new road infrastructure north of the Greenbelt - north of Barrie to Sarnia. 68. Create new road infrastructure from Woodstock to Alliston (road / rail). 69. Create new road infrastructure from the Kitchener / Waterloo area to King City; York Region to Kitchener. 70. Create new road infrastructure from Highway 400 to Sarnia / Fort Erie. 71. Create new road infrastructure around Highway 9. 72. Connect big industries (but do not travel through small communities). 73. North-south linkage (e.g. Highway 401 - north to Georgetown); a Georgetown to Barrie linkage. 74. Create a new Brampton-west corridor. 75. Create a signature escarpment crossing. 76. Expand Emergency Detour Routes (better options / signs). 77. Keep highways out of agricultural areas. 78. The Southern Ontario Gateway Council has flagged the interchange at Highway 401 and Highway 400 as a problem. The GTA West Corridor could be an important strategic alternative to the unpredictable flow in that area. 79. Construct a new multi-use corridor for transit, automobiles, and trucks. Or construct a new corridor dedicated to truck traffic - this corridor should not be a toll highway since the cost is prohibitive. 80. New GPL are tolled. 81. Consider truck way (northern east-west redundant connection) along a new GTA West corridor. 82. Government to interpret Greenbelt & Escarpment Policies to better allow linear facilities such as new highways. 83. Dedicated truck lanes with minimum truck volume requirements. 84. Improve truck access to inter-modal yards (e.g. Highway 427) ~ 427 EA planning addressing this will be completed by 2009. 85. Far north route from Highway 6 to Highway 400 north of King Road (outside the study area) and possible extension from Highway 6 south to Highway 401. 86. Super Highway 401 with bypass / twinning as required. Connect GTA-W (Milton) to NGTA near Highway 6. 87. The GTA West Study should allow for extending the Corridor eastward to provide good highway connectivity to Markham and must give serious consideration to extending the GTA West Corridor beyond Highway 404 to the Region of Durham. 88. Direct intra-city traffic around Guelph as opposed to through it (i.e. Highway 7). 89. Reroute Highway 7 north and link to a new highway to Kitchener.
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90. The study team should ensure that the problem statements include previously identified needs such as a connection of Highway 6 to Highway 24 and Highway 7 to Kitchener. 91. Separate trucks into own ROW along Highway 401. 92. If a new road is needed put it no further north than the King / Vaughan Line. 93. Create a highway linking Barrie with Guelph, which continues south to the Niagara border. 94. Create a route that connects existing / abandoned quarries. 95. The study team should consider a new road-based structure in Lake Ontario. 96. Place freeway in Townline tunnel. 97. "The SWEEP" (Strategic West Economic Expressway Project) - the Golden Horseshoe via Highway 400 to Niagara border via Milton. 98. Concern from the southern portion of Wellington County regarding the location of the GTA West corridor and whether access would be provided to / from the smaller towns.
2.9 ASSESSMENT OF INDIVIDUAL TRANSPORTATION ALTERNATIVES The assessment of the individual transportation alternatives was undertaken at a broad level based primarily on whether there were alternatives corresponding to each mode that could substantively contribute to addressing the transportation problems and opportunities in the GTA West study area, as described in the draft Problems and Opportunities Report. Table 2-1 summarizes the assessment of individual transportation alternatives, and provides a brief description as to the ability of each mode to contribute to addressing the future transportation problems and opportunities in the GTA West study area. As discussed in the table, all of the individual alternatives are carried forward to the second stage of the process. Within each mode there are alternatives that while not able to fully address the transportation problems and opportunities on their own, are worthy of further consideration as part of a group alternative. The reader is referred to Chapter 3 for further information as to how the group alternatives were assembled.
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Table 2-1: Assessment of Individual Transportation Alternatives (summary cluster)
Carried MODE Rationale Forward
Transportation Is recognized as an important component of transportation networks but on its Demand own it does not provide a significant improvement to transportation problems Management in the GTA West study area. (TDM) Transportation Is recognized as an important component of transportation networks but on its Systems own it does not provide a significant improvement to transportation problems Management in the GTA West study area. (TSM) Is recognized as an important component of a transportation network for the movement of people; however, on its own it does not provide a significant Transit resolution of the full range of transportation problems in the GTA West study area.
Improved multi-modal connections to the Toronto Pearson International Airport have some potential to reduce dependence on the road network in the Air GTA West study area. Recommended to be pursued by others or are already being pursued by others.
Improved multi-modal connections to Port of Toronto / Port of Hamilton have some potential to reduce congestion on the road network in the GTA West Marine study area. Recommended to be pursued by others or are already being pursued by others.
Will continue to be an important aspect of goods movement in the GTA West Freight Rail study area, however there are no specific freight rail transportation alternatives to be pursued as part of this study.
Improved inter-modal facilities have some potential to address transportation Inter-modal problems in the GTA West study area, especially as they relate to the movement of goods such as rail to truck transfers etc.
Are expected to provide significant improvement to transportation problems in Roads and the GTA West study area through widening of existing roads and / or Highways highways and potentially introduction of a new transportation corridor.
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3. Group Transportation Alternatives
3.1 OVERVIEW This chapter provides an overview of the second stage of the process for generating and assessing the Area Transportation Alternatives that was discussed in Section 1.6 of this report and illustrated in Exhibit 1-3. As mentioned in Section 1.6, the development and assessment of alternatives is undertaken at an increasing level of detail. As the range of alternatives under consideration becomes more focused (i.e. individual to group, and later to preliminary planning), the level of detail and range of criteria to be considered to identify potential environmental, community and economic impacts and benefits will also increase. The primary focus of the second stage of the process is to assemble a group of alternatives based on the ‘long list’ of alternatives that was generated initially by the study team and supplemented based on consultation with municipalities, agencies, members of the public, transportation service providers and other stakeholders. Four groups were established, using the building block approach. The alternatives that comprise this list are described in the various sections of Chapter 2 of this report. The following provides a brief description of the four group alternatives: o Group #1: Optimize Existing Networks Transportation initiatives that focus on improving the performance of the existing transportation network or system for all modes of travel and transport through strategies designed to reduce auto / truck demand and improve network operating efficiency. o Group #2: New / Expanded Non-Road Infrastructure This alternative builds upon the transportation system performance enhancements provided by Group #1 through provision of additional “non-road- based” capacity (for example, new air, marine and / or transit / freight rail infrastructure) to address potential shortfalls in addressing the transportation problems and opportunities inherent in Group #1. o Group #3: Widen / Improve Roads This alternative builds upon the transportation system enhancements and non- road capacity improvements provided by Groups #1 and #2, and adds new road capacity by widening existing roads or highways beyond that which is currently planned or contemplated by municipalities and the Province. o Group #4: New Transportation Corridors This alternative builds upon the transportation system enhancements and both road and non-road capacity improvements provided by Group #1 and #2, as well as some existing highway widening from Group #3, and adds new highway capacity on a new corridor to address identified transportation problems and opportunities. As described above, the development and assessment of group alternatives has been undertaken sequentially (i.e. Group #2 was generated and assessed subsequent to the generation and assessment of Group #1). The rationale for assembling the group
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alternatives in this manner is two-fold: Firstly, this approach is consistent with current government policy which talks to optimizing existing infrastructure before new infrastructure is considered, and it also promotes transit initiatives as a priority. The second reason for approaching group alternatives in this manner is that the development of group alternatives at this stage of the process is inherently additive. Where a group alternative does not adequately satisfy the identified transportation objectives, it will not be removed from further consideration, but rather used as a building block for the next group to build upon.
3.2 ASSESSMENT OF MULTI-MODAL ALTERNATIVES A number of alternatives were identified by the study team, stakeholders and the public to address the transportation problems and opportunities in the study area as part of the first stage of the process (refer to Chapter 2). These include policies / programs, operational changes, and new infrastructure and inter-modal connections. Table B-2 describes each alternative and the study team’s assessment as to whether it is able to substantively contribute to addressing the transportation problems and opportunities in the study area. The table further categorizes each of the alternatives that are considered able to substantively contribute on the basis of whether the alternative will be pursued as part of this study, or should be pursued as part of a separate study or initiative.
3.3 ASSESSMENT OF GROUP ALTERNATIVES The focus of the generation and assessment of group alternatives was to identify if further enhancements are needed for the transportation system to adequately address the identified problems and opportunities. In Stage 2, each group alternative was assessed based on the degree to which it achieves the transportation objectives of the study.
A high level assessment of environmental, economic and community factors was also undertaken to support the consideration of group alternatives. The level of assessment of these factors was reflective of the detail available in the group alternatives. For example, the geographic “footprint” of a group alternative may only be broadly understood in terms of “footprint” impacts. The absence of a defined alignment precludes more specific impact assessment at this stage. As described in Section 3.10, a more detailed impact assessment will be conducted during Stage 3 – Preliminary Planning when more detailed information is available and alternatives have been refined.
The assessment criteria builds upon that outlined in the ToR and reflects the input received through stakeholder consultation in the development of study goals and objectives.
The assessment of advantages and disadvantages of the group alternatives was presented to all stakeholder advisory groups (MAG, RAAG and CAG), relevant business and commercial stakeholders, transportation services providers and the public at PIC #3. Subsequent to the receipt of stakeholder feedback on the assessment of group alternatives, the study team will undertake a comparative assessment of the group alternatives that satisfy the transportation objectives of the GTA West study. The only alternatives that will be carried forward are those that address the transportation
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problems and opportunities in a meaningful way. A reasoned argument evaluation11 will be the method used to select the preferred group alternatives to be carried forward to Stage 3: Preliminary Planning.
3.4 GROUP #1 – OPTIMIZE EXISTING NETWORKS The Ontario government has a vision for building strong, prosperous communities by managing growth in this region to the year 2031 and beyond. The provincial government is planning for the future through policies like The Growth Plan, The Greenbelt Plan and the Metrolinx RTP. These plans and policies place a strong emphasis on making the most of our existing infrastructure and focusing infrastructure development on non-roadway modes of transportation. As such, the foundation of all of the group alternatives – Group #1 includes strategies that are aimed at optimizing the existing transportation networks.
3.4.1 Overview of Group #1 Group #1 builds upon comprehensive optimization strategies embodied in the Metrolinx RTP, GO 2020 Strategic Plan, MTO’s High Occupancy Vehicle Lane Network Plan and Carpool Lot Program, and municipal transportation plans. These strategies are based on the following objectives: o Improving access to transit stations for pedestrians and motorists and advancing the concept of mobility hubs for key stations; o Improving integration of active transportation opportunities and transit (e.g. secure storage facilities at transit stations, bicycle storage on transit vehicles, etc.); o Expanding use of roadway shoulders during peak travel periods; o Improving scheduling and fare integration between inter-regional and local transit providers; o Providing transit users and drivers with real-time trip planning information technologies; and o Increasing / improving transit service frequency. In addition to these strategies, the study team has identified a number of complementary strategies, which may be further supplemented and refined. These strategies are described in further detail below: Speed Harmonization The concept of speed harmonization is used widely in many European jurisdictions and essentially involves adjusting the speed limit on inter- regional road facilities based on prevailing congestion levels. Changeable message speed signs which are connected through an electronic system to vehicle sensors in the pavement are used to reduce the speed limit during
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times of road congestion. The reduced speed limits promote a more even traffic flow which increases throughput and improves road safety. Provincial / Employer Led TDM Programs Transportation Demand Management (TDM) programs currently operating (as described in Section 2) could be improved by expanding the Metrolinx Smart Commute Program beyond the Greater Toronto and Hamilton Area (GTHA). In addition to providing broader coverage, this concept would also involve introducing a regional organization which would provide strategic direction or potentially reach out to employers. The program could be managed on a regional level by the provincial government. Experience in other jurisdictions has shown that regional organization of TDM initiatives leads to operational and economic efficiencies that translate into increased awareness of the programs, a greater variety of services, and higher utilization. This concept would also involve providing additional carpool parking lots at key locations. Long Combination Vehicles (LCV’s) Long Combination Vehicles (LCVs) feature a single tractor with two 53 foot (16 metre) trailers. Increased use of these types of vehicles is anticipated to reduce the number of trucks on provincial facilities, thereby improving traffic operations. MTO recently initiated a pilot project to allow up to 100 LCV’s on the provincial highway network. Ramp Metering Ramp metering involves the implementation of traffic signal control on freeway entrance ramps to control the platoons of vehicles entering the highway and therefore provide a smoother downstream traffic flow. Ramp metering is already operating on portions of the QEW in Mississauga. HOV / Transit Bypass at Key Locations This concept involves providing bypass lanes on metered ramps, ramps accessing transit stations, and ramps in vicinity of carpool lots for HOV and transit vehicles. These ramps would allow HOV and transit vehicles to bypass traffic queues and access the corresponding facilities. Improved Incident Management This concept involves increased utilization of emerging technologies to improve detection of incidents, improve EMS response times, and as a result reduce the amount of congestion and delays resulting from traffic incidents.
3.4.2 Assessment of Group #1 The high level assessment of the Group #1 alternative based on potential community, economic, environmental impacts as well as transportation considerations and costs is summarized below. The reader is referred to Table B-3 in Appendix B for a detailed assessment of the Group #1 Alternative.
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Community o Supports Government Policy in optimizing use of existing infrastructure. o Minimizes footprint impacts to existing residences and community features. o Will not fully accommodate future planned population and employment growth. o Does not provide improved connections between Urban Growth Centres (UGCs). Economy o Minimizes footprint impacts to existing businesses. o Limited ability to support future economic, trade and tourism growth. Environment o Minimizes footprint impacts to Niagara Escarpment and Greenbelt lands. o Minimizes footprint impacts to other natural and cultural features. o Minimizes air quality impacts. o Minimizes resource consumption. Transportation and Cost o Utilizes innovative approaches to make best use of existing infrastructure. o Relative costs are low in comparison to other alternatives. o Helps to manage future travel demands, but cannot fully address future travel demands for people and goods movement. The Group #1 strategies represent innovative and effective ways of improving and getting the most out of what already exists. While these strategies will help to manage future congestion, they will not address all of the identified transportation problems and opportunities. Some form of new infrastructure investment is required.
3.5 GROUP #2 – NEW / EXPANDED NON-ROAD INFRASTRUCTURE The extensive transit recommendations embodied in the Metrolinx RTP as well as GO Transit’s GO 2020 strategic plan demonstrate the government’s commitment to making transit a viable alternative to the automobile. The concepts proposed by this study build upon the recommendations of the Metrolinx RTP and GO 2020.
3.5.1 Overview of Group #2 Group #2 includes significant transit, marine and air service expansion initiatives envisioned by the Metrolinx RTP, GO 2020, and Toronto Pearson International Airport. These include:
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o Additional expanded and improved parking facilities at transit stations. o New bus storage in Aberfoyle. o Other Metrolinx RTP and GO 2020 Strategic Plan initiatives. o Freight rail, air and marine initiatives to be pursued by others. o Rapid Transit along: . Steeles Ave. area (Lisgar GO to Highway 427); . Highway 427 (Toronto Pearson International Airport to Queen Street); . Hurontario St. (Port Credit to downtown Brampton); . 407 ETR (Toronto Pearson International Airport to Highway 427); . Finch Ave. West (Toronto Pearson International Airport to Finch Station); . Highway 10 (Mayfield West to downtown Brampton); . Highway 7 (Peel-York boundary to Locust Hill / Markham); . 407 ETR (Halton to Durham); . Trafalgar Rd. / Main St. (downtown Milton to 407 ETR); and . Brampton Züm (downtown Brampton to Peel-York Boundary). o Regional Rail Service: . Bolton to Union Station; . Expansion of the Georgetown north corridor (downtown Brampton / Guelph); . Toronto Pearson International Airport to Union Station; . Service extension from Milton to Cambridge; and . Service extension from Georgetown to Kitchener. o Express Rail from: . Richmond Hill / Langstaff Gateway to Union Station; and . Downtown Brampton to Union Station. In addition to these strategies, the study team has identified a number of complementary strategies, which may be further supplemented and refined. These strategies are described in further detail below: Expanded Inter-regional GO Bus Routes Currently GO Transit service is focused on the Toronto area and particularly on Union Station. As such, the scheduling of these services is based on arrival / departure from Union Station during peak commuter times. In turn, commuters that are destined for areas west of Toronto arrive at these destinations very early in the morning and arrive home quite late in the evening.
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Improvements to the current inter-regional GO Bus service would be seamlessly integrated with the Toronto-centric services to provide expanded coverage from Toronto to areas west of Georgetown such as Guelph, Hamilton and Kitchener-Waterloo. Existing bus services to these areas would be improved by more frequent buses and better coordination with local services. Transit Supportive Corridors This concept involves introducing reserved bus lanes, HOV lanes, bus bypass shoulders and other transit supportive measures within existing provincial facilities such as the Highway 400, Highway 410, Highway 401, etc. that would serve to make bus transit a more reliable and viable service. While these types of improvements could result in some level of impact to properties that abut these corridors, it is envisioned that these impacts would be relatively minor in nature and could be mitigated to a significant extent. Inter-regional Transit Hubs where local transit and GO Transit Connect This concept involves the placement of transit hubs in downtown Guelph, Vaughan Metropolitan Centre, Toronto Pearson International Airport, downtown Milton and downtown Brampton. Transit hubs can result in land use improvements as they tend to attract more accessible development patterns. New Bus Rapid Transit links between Urban Growth Centres This concept involves providing better transit connections between Urban Growth Centres in the GTA West study area including downtown Brampton, Milton, Vaughan and Guelph areas. Given that these are smaller growth centres and the potential ridership may not be significant, a potential would be to use BRT, LRT or in the longer term small train systems such as self- propelled railcars (which had be individual or clustered). Stations would be multi-modal facilities to provide for a well-connected and integrated transportation system.
3.5.2 Assessment of Group #2 The high level assessment of the Group #2 alternative (which also includes the Group #1 alternative) on the basis of potential community, economic, environmental impacts as well as transportation considerations and costs is summarized below. The reader is referred to Appendix B for a plan of the Group #2 alternative. The corresponding detailed assessment is presented in Table B-3 in Appendix B. Community o Provides greater choice for commuters and tourists. o May provide improved connections between Urban Growth Centres (UGCs) to a limited extent. o Potential for minor impacts to existing residences and community features.
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o Does not fully accommodate future planned population and employment growth. Economy o Provides greater choice for shippers. o Limited ability to support future economic, trade and tourism growth. Environment o Potential for impacts to Niagara Escarpment and Greenbelt lands. o Potential for impacts to other natural and cultural features. o Potential for impacts to air quality in built up areas. o Potential impact for increase in resource consumption. Transportation and Cost o Provides greater choice and a more balanced transportation system. o Relative costs will vary in comparison to other alternatives. o Cannot fully address future travel demands for commuters, goods movement and tourists. Although the Group #2 strategies will have some potential to improve transportation system operations (e.g. linkages between Urban Growth Centres, introduction of new transit routes, etc.) with relatively few impacts to the natural environmental features, they will not sufficiently address all of the identified transportation problems and opportunities. Some form of additional new infrastructure investment is required.
3.6 THE NEED FOR ROADWAY BASED SOLUTIONS By 2031, the population in the Greater Golden Horseshoe is expected to increase by almost 4 million people. To accommodate this growth, the study team anticipates that by 2031: o The land use intensification targets prescribed in The Growth Plan will be fully achieved. o Urban Growth Centres will be built with transit supportive densities and a mix of compatible land uses. o The development of compact, vibrant and complete communities will be fostered in which people will live, work and play. o An additional 700 million transit trips within the Greater Toronto and Hamilton Area will be accommodated. o All current provincial transportation plans (e.g. Metrolinx RTP and GO 2020) will be implemented. o More commuters will switch from single occupant cars to transit and carpools. o A significant share of goods transport will be diverted from long distance trucks to other modes.
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o The existing transportation infrastructure will be optimized through implementation of the Group #1 type initiatives. o More non-road based infrastructure such as the Group #2 initiatives will be implemented, along with additional related initiatives. Based on the above, the potential of all transportation modes are assumed to be realized and together with the Metrolinx RTP and GO Transit’s GO 2020 Strategic Plan, the province will have maximized the existing infrastructure to its fullest potential. Notwithstanding these positive improvements, by the year 2031, significant roadway congestion will still exist, particularly on Highways 401, 400, 427 and 410. To truly achieve the vision of a functional transportation network that provides user choice and balance, it is proposed that additional roadway capacity will be required: either by widening existing roads and / or highways (Group #3) and / or introducing new transportation corridors (Group #4).
3.7 GROUP #3 – WIDEN / IMPROVE ROADS The Group #3 alternatives have been developed to address the future transportation problems that have been identified within the study area. The additional roadway widening described in the following section is based on providing adequate traffic capacity, operations and safety conditions on existing provincial and / or municipal facilities to the year 2031.
3.7.1 Overview of Group #3 Group #3 includes all of the elements from Group #1 and Group #2 as well as the widening and improvement of the following existing highways and provincial inter-regional transportation facilities: o Highway 401 o Highway 410; o 407 ETR; o Highway 400; o Highway 427; o City Road 124 / Regional Road 24 / Highway 9; o Highway 7; o Highway 6; o Mayfield Road / Kirby Road; and o Trafalgar Road. Roadway widening alternatives include: o Highway widening (1 alternative); or o Highway and arterial road widening (2 alternatives). The above road facilities have been selected from all of the potential candidate roadways on the basis that they provide suitable inter-regional east-west linkage through the GTA West study area or connection between January 2011 Page 62
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major east-west corridors. Other key roadways that currently cross the Niagara Escarpment such as Regional Road 25 between Milton and Acton are not included to reduce impacts that could otherwise be significant. It is also anticipated that in areas of built community such as Rockwood, Acton, Georgetown and Erin, short sections of new road (i.e. bypass) may be required to offset major community impacts that would occur with major road widening. The three Group 3 alternatives are illustrated in Appendix B.
3.8 GROUP #4 – NEW TRANSPORTATION CORRIDORS
3.8.1 Overview of Group #4 The Group #4 alternatives include all of the elements from Group #1 and Group #2 and potentially some of the highway widening identified in Group #3, as well as the following new transportation corridor alternatives connecting either: Highway 400 to Highway 410; Highway 400 to Highway 401 / 407 ETR; Highway 400 to Highway 401 west of Milton; Highway 400 to north of Guelph; or Highway 400 to south of Guelph. These selected corridors represent the introduction of major capacity improvements in areas that have been identified as having significant transportation deficiencies. The focal area for improvement is along Highway 401 between Highway 400 and Highway 427. As a result, each new corridor alternative terminates at Highway 400 – it is and will continue to be the most critical section of transportation deficiency in the area north and west of Toronto. The western termini of the Group 4 alternatives have been identified to represent significantly different points of network connection that are anticipated to attract different trucking activity and commuters throughout the area. The transportation corridors that are presented could include one of or a combination of: o A median separated highway with interchanges and no direct access; o A transitway with stations and bus access at key points; o A dedicated truckway that restricts use to trucks that have permission. Overall, Group #4 alternatives are complex alternatives to consider since they do not address a specific infrastructure improvement but rather, are a number of them in combination. Group #4 “combined” alternatives represent creative combinations of the above ways of adding capacity or reducing trips. The Group 4 alternatives are illustrated in Appendix B.
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3.9 ASSESSMENT OF GROUP #3 AND GROUP #4 Widening of the existing municipal roads and / or provincial inter-regional facilities within the study area as described in Section 3.7 could provide both benefits and challenges. These types of improvements reflect significantly different types of impacts than a new corridor would. While many of the transportation problems could be addressed by Group #3 (incorporating Groups # 1 and #2), the provision of a new transportation corridor presents the opportunity to: o Improve linkages and accessibility between the urban areas in the GTA West Corridor. o Accommodates significant development in Peel and York Regions. o Provide economic opportunities for industry and improved trade. o Support improved connections for intra-provincial and international tourism, including to / from Toronto Pearson International Airport. Overall, Group #3 Alternatives will improve the efficiency of people and goods movement with improved inter-regional transportation system operations. However, Group #3 Alternatives will have impacts to many environmental features, such as air quality, and direct impacts to land use and community features in various communities within the Preliminary Study Area. Overall, Group #4 Alternatives will improve the efficiency of people and goods movement with improved inter-regional transportation system operations, and allow for higher order transit on new higher order roadway. However, Group #4 Alternatives will have impacts on many environmental features (e.g. Greenbelt and crossing of the Niagara Escarpment, farmland, rivers, streams & natural heritage). The trade-offs between widening and new corridors are challenging and complex. Widening the existing roads and / or highways can have an impact on neighbouring communities; however, impacts are focused in existing corridors. New corridors will have a larger footprint impact on the agricultural or natural environment, but some effects can be mitigated through careful environmental planning. However, some impacts to natural heritage features/functions and agricultural lands will be unavoidable. The right solution will provide the best balance between benefits and impacts. The reader is referred to Appendix B for plans of the Group #3 and Group #4 alternatives. A high level assessment of the Group #3 and Group #4 alternatives on the basis of potential community, economic, environmental impacts as well as transportation considerations and costs are summarized in Table B-3 in Appendix B.
3.10 NEXT STEPS Following the third round of Public Information Centres (PIC #3), the study team will commence the fourth step of Stage 1 of the GTA West Corridor Planning and EA Study. The next steps for this study will involve further refining each of the group alternatives described in previous sections of this report, and will ultimately culminate in the development of the Transportation Development Strategy, which will be presented, in draft form, to members of the public and other stakeholders at the fourth round of Public Information Centres (PIC #4).
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In further refining the Group #1 and Group #2 alternatives, the study team will consult with Metrolinx, GO Transit, Transportation Demand Management / Transportation Systems Management (TDM / TSM) specialists within the Ministry of Transportation and other relevant agencies and ministries. Through this consultation exercise, the study team will seek endorsement and a commitment to further identify and consider improvements that could be incorporated into the draft Transportation Development Strategy. In addition, the study team will further refine the Group #3 and Group #4 alternatives to a preliminary planning level of detail. A more comprehensive assessment and evaluation of these alternatives will be completed, using the broad range of approved Environmental Assessment criteria from the GTA West Environmental Assessment Terms of Reference, June 2007 that was prepared and approved at the outset of this stage of the study. The transportation, environmental, economic and community criteria that will be utilized to support the assessment of and evaluation of the preliminary planning alternatives are outlined in Table B-1 of Appendix B. As illustrated in the table, the assessment of the preliminary planning alternatives will include quantitative as well as qualitative measures of potential impacts to environmental systems and functions.
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4. Summary of Consultation An extensive consultation program was undertaken to support the generation and assessment of Area Transportation System Alternatives, including meetings with the following stakeholders: o Community Advisory Group (CAG); The CAG was established as a forum to provide ongoing advice to the study team. The CAG is comprised of members of the communities and organizations interested in or potentially affected by the project, including residents and ratepayers with representation throughout the municipalities of the GTA West study area, environmental and conservation NGO’s, business and agricultural sectors, and others (i.e., academia and unique groups concerned about the local and natural features). o Municipal Advisory Group (MAG); The MAG specializes in providing Construction Management Services for facility type projects that are tailored to the needs of local governments. It provides input from a municipal and regional perspective. o Regulatory Agency Advisory Group (RAAG); The RAAG was established as a means to consult with potentially affected provincial ministries, agencies, and federal departments. The RAAG was established as a means to consult with potentially affected provincial ministries, agencies, and federal departments. o Transportation Service Providers (TSP) / Business and Commercial Stakeholders (BCS); TSP stakeholders include municipal transit, inter-regional transit, freight rail service, marine service, air service, transportation associations / organizations, and trucking organizations. BCS stakeholders include large corporations / industries, business associations, logistics providers, shipping associations, and universities / colleges. o First Nations; The project team has provided First Nations with the opportunity to be informed, and to have their opinions heard and seriously considered. Communication with First Nations will continue as the study proceeds into the assessment and evaluation of alternative methods. First Nations will be provided the opportunity to review and comment on the draft EA Report prior to submission to the Minister of the Environment for formal review and approval. o Members of the public through PICs, the project website, letters and email. Early and ongoing engagement with these stakeholder groups has provided the study team with a broad range of perspectives and viewpoints, as well as relevant information. The study team will continue to engage these stakeholders; particularly at key stages throughout the remainder of this stage of the study. Chapter 4 documents meetings held during the generation and assessment of transportation alternatives, as well as the third round of Public Information Centres (PICs) held in Georgetown, Brampton, Woodbridge and Guelph to present the results of this phase of work.
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4.1 MEETINGS HELD DURING GENERATION OF ALTERNATIVES A number of meetings were held during the generation of transportation alternatives, as shown in Table 4-1: Table 4-1: Meetings Held During Generation of Alternatives
Date Meeting Purpose Conservation Authority Workshop – May 19, 2009 Conservation Halton / Niagara Escarpment Commission (NEC) To discuss current Conservation Conservation Authority Workshop – Authority / NEC studies and the May 20, 2009 Toronto and Region Conservation sensitive environmental features Authority within the GTA West Preliminary Conservation Authority Workshop – Credit May 20, 2009 study area. Valley Conservation Conservation Authority Workshop – May 26, 2009 Grand River Conservation Authority Think Tank Session for GTA West and Two-day workshop to generate June 8 / 9, 2009 Niagara to GTA Studies alternatives. To get feedback on the proposed process to generate and evaluate alternatives and acquire input to the types of alternatives that June 19, 2009 RAAG should be considered. This meeting was held as a joint meeting with the Niagara to GTA Corridor Environmental Assessment team. To get feedback on the proposed process to generate and evaluate June 24, 2009 MAG alternatives and acquire input to the types of alternatives that should be considered. To get feedback on the proposed process to generate and evaluate July 14, 2009 CAG alternatives and acquire input to the types of alternatives that should be considered. Workshop to update agency members on the work completed for NGTA and GTA West and to GTA West and Niagara to GTA Provincial engage agency members in a September 25, 2009 Agency Workshop discussion to encourage the members to provide comments and / or potential policy issues with the preliminary alternatives. Reviewed purpose of study and September 28, 2009 Ontario Growth Secretariat addressed questions. Presentation and discussion on Halton Transportation Advisory the Draft Area Transportation October 13, 2009 Committee System Problems and Opportunities Report To provide a study update and October 14, 2009 Metrolinx and GO Transit present and seek feedback on
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the group alternatives that had been generated. Reviewed how Greenbelt Plan November 16, 2009 Meeting with Greenbelt Council policies will be addressed.
4.2 MEETINGS HELD DURING ASSESSMENT OF ALTERNATIVES Meetings were held during the assessment of transportation alternatives, as described in Table 4-2: Table 4-2: Meetings Held during Assessment of Alternatives
Date Meeting Purpose To receive feedback on the generated alternatives, the preliminary high-level November 3, 2009 MAG assessment conducted and to discuss the packaging of the material for the third round of consultation. To receive feedback on the generated alternatives, the preliminary high-level November 5, 2009 CAG assessment conducted and to discuss the packaging of the material for the third round of consultation. To receive feedback on the generated alternatives, the preliminary high-level November 10, 2009 RAAG assessment conducted and to discuss the packaging of the material for the third round of consultation.
4.3 PUBLIC INFORMATION CENTRE (PIC) #3 The third round of Public Information Centres was held to present the generation and assessment of transportation alternatives for the Niagara to GTA West Corridor Planning and EA Study – Phase 1. PIC #3 was held on the following dates and at the following locations:
Monday November 30, 2009 Thursday December 3, 2009 River Run Centre Mold Master Sportsplex Canada Company Hall Alcott Hall 35 Woolwich Street 221 Guelph Street Guelph, ON Georgetown, ON 4:00 to 8:00 p.m. 4:00 to 8:00 p.m.
Tuesday December 8, 2009 Thursday December 10, 2009 Brampton Fairgrounds Le Jardin Special Events Centre Hall Le Parisien Room
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12942 Heart Lake Road 8440 Highway 27 Brampton, ON Woodbridge, ON 4:00 to 8:00 p.m. 4:00 to 8:00 p.m.
The PICs were informal, “open house” style events. Theme-based information boards were clustered throughout the meeting room, with assigned MTO and consultant staff available at each cluster to address questions and concerns. The primary purpose of PIC #3 was to present and obtain feedback on the following four groups of alternatives under consideration in the Niagara to GTA West Corridor: 1. Optimize Existing Networks; 2. New / Improved Non-Road Infrastructure; 3. Widening / Improve Existing Roads; and 4. New Transportation Corridors. The information presented at the Public Information Centre were clustered under the following main headings: o PIC #3 Summary; o Background; o Process Framework and Previous Consultation; o Individual Mode Alternatives; o Groups of Modal Improvement Alternatives; and o Next Steps. Primary notification of the PIC was delivered by means of newspaper ads, regular and electronic mailings and the study website. A total of 312 members of the public signed the Visitor’s Register for the four Public Information Centres. A total of 29 written comments were submitted at the PICs and 26 additional comments were received via web form (six), e-mail (10, fax (three), mail (three) and the toll-free number (four) by the comment deadline. The following is a breakdown of attendance and the number of comments submitted by PIC date / venue:
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Table 4-3: Breakdown of Attendance and Comments
Date / Location Recorded Attendance Written Comments Received
November 30, 2009 88 17 Guelph
December 3, 2009 106 6 Georgetown
December 8, 2009 77 3 Caledon
December 11, 2009 41 3 Woodbridge
Total Comment Forms 29 Received at the PIC
Total Comment Forms / Comments received via fax, 26 mail, e-mail, web form or the toll-free number
TOTAL 312 55
All public comments submitted to which a reply was requested, received a response from the Study team. These comments and responses are bound under separate cover. All personal information has been removed consistent with the Freedom of Information and Protection of Privacy Act. Key comments received during the third round of PICs are summarized as follows:
Transportation Problems and Opportunities Congestion is prevalent, time consuming and frustrating, particularly on Highway 401 Too many trucks, particularly on Highway 401. Roads are in poor condition, particularly Winston Churchill Blvd. General complaints about Trafalgar Rd (speed limit, poorly timed traffic lights, poor interchange design at Highway 401, etc.). GO Transit bus service shouldn’t be confused with GO Transit rail service. The presence of rail service can shape and change behaviour / locational choices, while the presence of buses only addresses travel options for existing markets. Extend the GTA West Preliminary study area boundaries to include Waterloo Region.
General Comments, Concerns and Suggestions Extend the GTA West Preliminary study area boundaries to include Waterloo Region.
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The study is too GTA-centric and should further study the transportation needs of residents in Guelph / Georgetown travelling to Hamilton / Niagara / US. Consider current economic situation and peak oil in data / modelling. Benefits to growth are a fallacy. The GTA West Corridor will encourage sprawl. Provincial and Federal policies are needed to slow the rate of growth in Southern Ontario. The Federal Government should look at population growth in a different way and not “pave paradise”. The GTA West EA is vital to the future economic success of the entire Greater Golden Horseshoe. York Region has tainted the EA process by presupposing a highway solution in its new Official Plan.
Alternatives Need to build / expand rail / transit / freight infrastructure, particularly before considering road / highway works. New transportation infrastructure should parallel existing corridors. For example, new highways or new GO Transit corridors should follow the Highway 401 and / or Highway 400 corridors. Like Alternative 4-2 (Link from Highway 400 to Highway 401 is more direct, economic benefits, add link to Milton along Steeles Ave). Don’t like Alternative 4-4 (property impacts, will damage escarpment lands and destroy valuable farm land). Don’t like Group 4 / new corridor alternatives (too expensive, not best use of taxpayer money, negative environmental and community effects, encourage car / truck traffic, may not be needed in the future due to peak oil). Like Alternative 4-3 (Reduced impact on watershed areas in the north, traffic can bypass the west GTA with minimal impact on natural features). Prefer widening alternatives (Group 3). Don’t like Alternative 4-5 (would also cause too many problems with existing connections to Highway 6 and 401). Include more active transportation options (i.e. long distance routes adjacent to transitway, more cycling infrastructure, plan for bikes / electric bikes / scooters). Should widen Mayfield Road.. Like Group 2 alternatives. Like the idea of building transitways adjacent / in-between highways. Like Alternative 4-5 (Reduced impact on watershed areas in the north, provides better linkages to other highways in case of blockage, accommodates South Georgetown, connects with Halton-Peel North-South corridor at Mayfield Rd, will eliminate the need for a future link between the two corridors, has the least environmental constraints). Don’t like Group 3 / widening alternatives (will create more congestion and encourage more single-occupancy vehicle use). Should widen Highway 410.
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Return County Road 124 to being a provincial highway, with a bypass to the north of Erin village. Create dedicated truck lanes. Put HOV lanes on all highways, particularly when widening existing highways. Utilize existing and underused rail lines for passenger rail service. For example, CNR north main line, Guelph Junction Railway, Fergus Sub, Highway 410 Rail Corridor. Need more local transit service that connects to GO Transit service. Like Group 1. Like Group 4. Like Alternative 4-1. Like Alternative 4-4 (will provide a better connection to the City of Guelph). Don’t like Alternative 3-3. Don’t like Alternative 4-2 (would cause even more problems with vehicles than now exist). Don’t like Alternative 4-3 (bad approach because freeways need to be built in cells with east-west and north-south linkages). Don’t like proposed upgrades to Highway 7 through Rockwood to four lanes. New highway between Brampton and Caledon will not be useful. Doubt that encouraging private vehicle use and building new highways will solve the transportation issues in the study area. Show more realistic potential corridors through Caledon and King / Vaughan to connect to Highway 400. All of the current options go directly through Bolton. Should widen King Street. Should widen Highway 427. Should widen Highway 50. Should widen Highway 9. Should widen Winston Churchill Blvd., from County 124 south to Olde Baseline Road. Then take the route east to Mississauga Road, then south to link up with the corridor at Mayfield. Establish a north-south route between Acton and Ballinafad that would take traffic from County 124 down to Highway 7. Establish a new route between Trafalgar Road and Winston Churchill Blvd., then on the Mississauga Road, in the area of the 22nd Sideroad. New corridor is needed from Hanlon to Highway 410 at Mayfield Road. A new corridor would be more appropriate in the Highway 24 area. Create HOV only highways, as in Los Angeles. Review possibility of using hydro corridors for highway right-of-ways. Improve management of current highway system. Locate a new corridor in proximity to existing GO Transit rail corridors. GO Bus service is needed from Brampton to Erin to Orangeville. GO Transit service is needed in the Gore Rd / Castlemore Area to Union Station and Pearson Airport.
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Any GO Transit rail expansion should start with peak period service (minimum four trains each way), progress to six trains / all-day / express service, and ultimately create two- way service. Extend GO Transit rail service to Waterloo on the North Mainline. Extend GO Transit rail service to Cambridge on the CPR Mainline. Provide fare subsidy for transfers from local bus transit to GO Transit bus service. Need better coordination between bus schedules and rail service. Create transit connection between Georgetown and Mississauga. Create cross-boundary bus service in Highway 7 and Highway 24 corridors. Link highway carpool lots through public transportation. Use diesel multiple unit (DMU) technology to link regional centres. Transit development in Toronto is 30 years behind where it should be. MTO has presented a highway-based solution since that is their specialty. Like proposed active transportation improvements to transportation hubs, such as increased bike storage. Establish major truck routes. The GTA West Study could be the impetus to start a dialogue on freight rail rationalization, which is especially important as Ontario's economy restructures. Construction should begin at Highway 400 and proceed west.
Environmental Considerations Protect agricultural lands / agricultural operations and the interests of farmers and rural landowners. Protect features of the natural environment such as air quality, climate change, environmentally sensitive areas. Protect features of the socio-economic environment such as. human health, established communities, property expropriation. Heritage and cultural issues are important to consider. Consider wildlife / amphibian crossings when widening highways. Avoid crossing the Niagara Escarpment. Protect natural recreation areas such as the Bruce Trail. Protect conservation areas such as the Niagara Escarpment. Educate the public on the cost of owning a vehicle vs. taking public transportation. If the expansion of marine freight is considered, environmental impacts and chance of pollution from shipwrecks should be reviewed.
Consultation PIC displays were well presented and informative; an impressive amount of work has been completed. Looking forward to results at PIC #4. Too much information was presented; overwhelming amount of material.
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Other Studies / Resources to Consider Like plans for Highway 24 between Guelph and Cambridge. The connection between the GTA West Project and other projects, like the NGTA Corridor, needs to be better explained. Consider transportation solutions and case studies from other jurisdictions / internationally. Like GO 2020 expansion plans. Is a new GO Transit rail station proposed for Guelph? The GTA West Study team should connect with the NGTA Study team. General questions / issues regarding the Highway 427 Transportation Corridor. Recommendation and questions regarding plans for Highway 50, from Mayfield Rd and King Rd. The decision to bring 407 ETR to Highway 401 at Trafalgar was wrong. Continuing 407 ETR east-west through Durham is the right approach, and this should be continued on the west side of the GTA.
General Comments, Concerns and Suggestions Extend the GTA West Preliminary study area boundaries to include Waterloo Region. The study is too GTA-centric and should further study the transportation needs of residents in Guelph / Georgetown travelling to Hamilton / Niagara / US. Consider current economic situation and peak oil in data / modelling. Benefits to growth are a fallacy. The GTA West Corridor will encourage sprawl. Provincial and Federal policies are needed to slow the rate of growth in Southern Ontario. The Federal Government should look at population growth in a different way and not “pave paradise”. The GTA West EA is vital to the future economic success of the entire Greater Golden Horseshoe. York Region has tainted the EA process by presupposing a highway solution in its new Official Plan.
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Definitions
Active Transportation
Non-motorized travel, including walking, cycling, roller-blading and movements with mobility devices. The active transportation network includes sidewalks, crosswalks, designated road lanes and off-road trails to accommodate active transportation. AADT Annual Average Daily Traffic
The total volume of traffic passing a point or segment of a highway facility in both directions for one year, divided by the number of days in the year. BCS Business and Commercial Stakeholder
Includes large corporations / industries, business associations, logistics providers, shipping associations; and universities / colleges – consulted to assist with development of study area knowledge. BRT Bus Rapid Transit
A form of rapid transit technology with dedicated travel way and fast, reliable service. BRT usually uses buses and can operate entirely on separate travel ways or integrated in street traffic with priority lanes (e.g. HOV lanes). CAG Community Advisory Group
Established as a forum to provide ongoing advice to the study team, comprising members of the communities and organizations interested in or potentially affected by the current study (residents and ratepayers with representation throughout the municipalities of the study area; environmental and conservation NGOs, business and agricultural sectors; and others including academia, and unique groups concerned about the Niagara Escarpment. EA Environmental Assessment (EA)
Decision-making process that promotes good environmental planning by assessing the potential effects of proposed activities. The purpose of this EA is to provide for the protection, conservation and wise management of Ontario's natural, social /cultural and economic environment. GGH Greater Golden Horseshoe
The geographic area designated as the Greater Golden Horseshoe growth plan area in Ontario Regulation 416 / 05. GGH Greater Golden Horseshoe Model Model Comprehensive travel demand forecasting model designed for use in all major provincial studies in the GGH including the Metrolinx RTP; considers automobile and transit commuter trips and truck freight trips.
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GTA Greater Toronto Area
The metropolitan region encompassing the City of Toronto, and the four surrounding Regional Municipalities (Durham, Halton, Peel and York). GTHA Greater Toronto and Hamilton Area
The metropolitan region encompassing the City of Toronto, the four surrounding Regional Municipalities (Durham, Halton, Peel and York) and the City of Hamilton. HOV Lane High Occupancy Vehicle Lane
A roadway lane designated for use only by vehicles with a specified minimum number of occupants (>1); can also be opened to buses, taxis and carpools. HPBATS Halton-Peel Boundary Area Transportation Study
The Halton-Peel Boundary Area Transportation Study is a joint study undertaken by the Region of Peel, Halton Region, City of Brampton, Town of Caledon, and Town of Halton Hills. The study was initiated following a settlement reached with Halton Region subsequent to the City of Brampton’s appeal to the Regional Official Plan Amendment 25 (ROPA 25). LOS Level of Service
A qualitative measure describing operational conditions within a traffic stream, based on service measures such as speed and travel time, freedom to manoeuvre, traffic interruptions, comfort and convenience. LCV Long Combination Vehicle
Long Combination Vehicles feature a single tractor with two 53 ft trailers. Mobility Hub
Major transit station areas, as defined in the Growth Plan for the Greater Golden Horseshoe, that are particularly significant given the level of transit service that is planned for them and the development potential around them. MAG Municipal Advisory Group
Comprised of representatives from the upper and lower tier municipalities, to consult with the Study Team on relevant municipal issues. MTO Ontario Ministry of Transportation
Provincial agency responsible for transportation in Ontario. RAAG Regulatory Agency Advisory Group
Established for study team consultation with potentially affected provincial ministries, agencies and federal departments.
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RBL Reserved Bus Lane
Lanes to accommodate bus (and High Occupancy Vehicles) in areas of high traffic congestion.
RDC Rail Diesel Cars
Self-propelled rolling stock, also known as Budd cars or Diesel Multiple Units (DMUs) on rail links between less populated urban centres. RTP Regional Transportation Plan / “The Big Move”
A long-term strategic plan for the GTHA for an integrated, multi-modal regional transportation system, developed by Metrolinx with a mandate from the Greater Toronto Transportation Authority Act 2006. SADT Summer Average Daily Traffic
Average twenty four hour, two way traffic for the period July 1st to August 31st, including weekends. ToR Terms of Reference
Provides a blueprint for the Environment Assessment process that must be followed in order to meet the requirements of the provincial EA Acts. The Terms of Reference must be approved by the Ontario Ministry of the Environment before the EA can proceed. TDM Transportation Demand Management
The use of policies, programs, services and products to influence whether, why, when, where and how people travel. TSM Transportation Systems Management
The use of relatively low-cost measures to increase capacity and / or provide safety improvements to an existing transportation system. TSP Transportation Service Providers
Stakeholders include: municipal transit; inter-regional transit; freight rail service; air and marine service; transportation associations / organizations; and trucking organizations - consulted to assist with development of study area knowledge. UGC Urban Growth Centres
Twenty-five centres are designated in the Provincial Growth Plan, planned as focal areas for investment in institutional and region-wide public services, as well as commercial, recreational, cultural and entertainment uses; to accommodate and support major transit infrastructure; to serve as high density major employment centres; and to accommodate a significant share of
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population and employment growth. V / C Ratio Volume / Capacity Ratio
A level-of-service measure for roadways comparing roadway demand (vehicle volumes) with roadway supply (carrying capacity); <0.8 typically considered minor, non-recurring congestion; 0.8-0.9 typically considered moderate congestion / approaching unstable conditions; >0.9 typically considered major congestion / unstable, “stop-and-go” conditions.
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A. Individual Transportation Alternatives
A.1 OVERVIEW Chapter 2 of the Area Transportation System Alternatives Report describes the existing transportation system corresponding to each mode of transportation and the alternatives that were generated by the study team and through consultation. Each of the following sections focus on each mode of transportation and includes a summary of the findings of the study team’s review of relevant transportation practices in other jurisdictions, and policies and constraints that are applicable to the mode of transportation.
A.2 TRANSPORTATION DEMAND MANAGEMENT (TDM) / TRANSPORTATION SYSTEMS MANAGEMENT (TSM)
A.2.1 Relevant Initiatives in Other Jurisdictions To facilitate the creative process, the study team’s specialists reviewed relevant initiatives in other jurisdictions. This review assisted in the development of a creative ‘long list’ of alternatives that reflected elements of successful transportation practices used in other jurisdictions. Transportation Demand Management (TDM) Washington State, US – Commuter Trip Reduction (CTR) (Source: http: / /www.wsdot.wa.gov/TDM /CTR/CTRworks.htm) This is a state-wide program that helps develop and promote commuting options in Washington State. The goals of the CTR Program are to reduce traffic congestion, air pollution and fuel consumption by working with local jurisdictions and major employers to reduce drive-alone commuting. Nearly 1,100 worksites in Washington State participate in the program. The Washington State Legislature passed the CTR Law in 1991, incorporating it into the Washington Clean Air Act. The CTR program works in collaboration with local jurisdictions, employers and the Washington State Department of Transportation (WSDOT) to reduce the number of single occupant vehicle (SOV) trips made by encouraging transit use, vanpooling, carpooling, walking, cycling, telecommuting and compressing the workweek (i.e., allowing employees to work flexible hours resulting in fewer days travelling to work). In 2007, employees commuting to all CTR worksites state-wide made more than 26,000 fewer vehicle trips each weekday morning. Since many of these trips would otherwise have passed through the state's major traffic bottlenecks, their absences reduced travel delay. For example, CTR employees in the Central Puget Sound made more than 19,200 fewer vehicle trips each weekday morning. The absence of these trips reduced travel delay by an estimated 18 percent on average during the peak morning commute in the region. A program such as Washington’s CTR would be very applicable to the GTA West Preliminary study area. However, the program would benefit from an economy of scale. Key requirements for the program include legislation to enforce program adoption by local jurisdictions and employers, and program funding. The Washington CTR cost the state US $5.6 million in 2007. Therefore,
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such a program should be considered as part of a Greater Golden Horseshoe- wide plan. Transportation Systems Management (TSM) 1. TSM in Europe (Denmark, England, Germany and the Netherlands) Based on the Active Traffic Management: The Next Step in Congestion Management (July 2007), the deployment of congestion management strategies (i.e. TSM) in Denmark, England, Germany, and the Netherlands, is able to optimize the investment in infrastructure to meet drivers' needs. These strategies include: o Speed Harmonization - which involves the use of an expert traffic management system to monitor travel data coming from the sensors that are embedded in the pavement of a roadway and automatically adjust speed limits when congestion thresholds are exceeded. Overhead signs provide speed limits and additional information, depending on the roadway conditions. Speed harmonization can also be implemented to slow traffic in advance of a slowdown, shock wave, or work zone, as well as promote safer traffic operations under adverse weather conditions. o Dynamic Signing and Rerouting - the display of warning signs and flashing lights along a roadway to alert that congestion and queues are ahead. The goal is to reduce incidents and provide real-time information to the motorists. o Temporary Shoulder Use - the practice of opening the shoulder lane for temporary use to address capacity bottlenecks on the freeway network during times of congestion and reduced travel speeds. Travel on the shoulder is permitted only when speed harmonization is active and speed limits are reduced. o Truck Restrictions - restrictions along a roadway on the operation of trucks or heavy goods vehicles. Examples include restricting trucks to specific lanes, prohibiting them from using particular lanes, limiting their operating speed, or prohibiting their use of the entire facility during specific periods of the day. o Congestion Tolling – toll rates are structured such that prices are assessed based upon time of day concurrent with typical or even actual periods of congestion (i.e. higher charges during the peak periods and lesser charges during off-peak or shoulder periods). The goal is to: 1) divert traffic from the peak period to the shoulder periods, and, 2) provide a cost-based encouragement for the use of alternative transportation modes such as transit and ridesharing. In summary, the benefits resulting from the implementation of a comprehensive suite of congestion management strategies can include: o An increase in average throughput for congested periods (speed harmonization, dynamic signing and rerouting, temporary shoulder use, truck restrictions). o An increase in overall capacity (temporary shoulder use, truck restrictions).
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o A decrease in primary incidents (speed harmonization, dynamic signing and rerouting). o A decrease in secondary incidents of (dynamic signing and rerouting). o An overall harmonization of speeds during congested periods. o Decreased headways and more uniform driver behaviour (speed harmonization, dynamic signing and rerouting, temporary shoulder use, truck restrictions). o An increase in trip reliability (speed harmonization, dynamic signing and rerouting, temporary shoulder use, truck restrictions). o The ability to delay the onset of freeway breakdown (speed harmonization, temporary shoulder use). 2. Highways Agency, UK - Incident Screen An incident screen system generally includes a series of incident screen panels. It may be used at incident locations or in work zones, and its purpose is to block drivers’ view of the incident or work activities that may distract other motorists from their driving tasks. Research on the use of incident screen was carried out by the Transport Research Laboratory (TRL) in Area 5 (Berks, Bucks, Essex, Herts, Kent & Surrey) and Area 8 (Bucks, Herts, Beds, Essex, Cambs & Northants), East Region, UK. The research result indicated that the quick deployment and setting up of screening around serious incidents can minimize 1) the distractions to other motorists (i.e. avoid slowing down on the approach to the incident scene) and 2) the likelihood of the occurrence of secondary incidents (i.e. collisions). 3. Quebec – Mandatory Use of Winter Tires Among all provinces in Canada, Quebec is the first province to adopt the regulation to make the use of winter tires between December 15 and March 15 mandatory. The goal is to reduce the number of fatalities on the road. In Quebec, all-season tire users are involved in 38 per cent of the accidents on the road in the winter, whereas these users make up roughly 10% of all drivers. Finland, Sweden, Estonia and Latvia also have similar laws that require drivers to use winter tires to navigate snowy roads.
A.2.2 Related Policies In Canada, there is increasing awareness of the importance of TDM and TSM as innovative strategies to optimize transportation infrastructure. As such, TDM and TSM are becoming key components of the transportation planning process, for all government agencies, municipalities and regions. Background document and internet research was undertaken to identify TDM and TSM plans and policies associated implemented in or adjacent to the GTA West Preliminary study area. Phone interviews were also undertaken with local public agencies and transportation service providers. The following is a summary of the existing policies that support the development and implementation of TDM measures in the province of Ontario:
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1. Metrolinx Metrolinx is the primary TDM programs coordinator in the area. It was created by the Province of Ontario to develop and implement an integrated multi-modal transportation plan for the Greater Toronto and Hamilton Area (GTHA). Its mandate includes providing seamless, coordinated transportation throughout the GTHA, which is Canada’s largest and among North America's most rapidly growing region. Metrolinx plays an important role in developing a plan to resolve congestion problems, coordinate and improve transit systems, and create a more sustainable economy, environment and quality of life. The following are a few of Metrolinx’s key TDM / TSM initiatives: a. Smart Commute - on January 1, 2008, the Smart Commute Association became part of Metrolinx. Its mission is to reduce traffic congestion and to take action on climate change through transportation efficiency. The Smart Commute program encourages employers and commuters to explore more sustainable transportation choices like carpooling, teleworking, transit, cycling, walking or flexible work hours. b. BikeLinx - is one of Metrolinx’s green initiatives. It is designed to accommodate and encourage trips which combine cycling and public transit throughout the GTHA. Funding for the program is part of the Ontario government’s financial commitment to the Metrolinx Quick Wins initiatives, confirmed in the March 2008 Budget. Under the $5 million BikeLinx program, municipalities in the GTHA received funding that will be used to make it easier for people to combine the use of their bicycles and public transit on the same trip. GTHA municipalities will be able to equip each bus in their fleet with a bicycle carrying rack. c. Trip Planner – Metrolinx will collaborate with GO Transit, TTC and other transit and transportation providers across the GTHA to implement a one- stop integrated trip planner system hosted by www.metrolinx.com. The trip planner will provide convenient links to real-time traffic and weather conditions, traffic incident reports, as well as airport and border crossing delays. d. Enhance and Expand Active Transportation (from The Big Move) – Metrolinx is planning complete, contiguous and integrated cycling and walking networks that address key barriers such as bridges over freeways, rail corridors and rivers. Access to the cycling network will be within one kilometre of every urban resident in the GTHA. Other initiatives include BikeLinx (noted above), intersection improvements such as pedestrian scrambles and bike boxes, and a region-wide bicycle registry to facilitate searches for stolen bikes. e. Improve the Efficiency of the Road and Highway Network (from The Big Move) – The plan for the regional highway network will involve implementing multi-purpose reserved lanes, such as HOV lanes, with the potential for creating HOT (high occupancy / toll) lanes. Metrolinx also plans to expand video and computer-aided traffic monitoring, ramp metering, and traveller information systems to the complete regional highway network and continuing to construct additional carpool lots at strategic locations aligned with the HOV and regional / inter-regional transit network. This will also involve piloting innovative TSM measures such as
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contra-flow lanes, continuous flow intersections, diverging diamond interchanges, and moveable barriers. Finally, Metrolinx is working to have the Ontario Public Vehicles Act amended to allow third parties to provide vanpool services. f. Create an Ambitious Transportation Demand Management Program (from The Big Move) – The strategies that will be incorporated into the TDM program will include: developing TDM strategies for agencies such as school boards, hospitals, universities and establishing guidelines and model policies that municipalities may incorporate into their Official Plans and transportation master plans. Additionally, encouraging employers to implement TDM programs, to offer cash or subsidized transit fare in lieu of free parking, and requiring Official Plans to include a TDM strategy for all major developments could be part of this program. g. Create a Customer-First Transportation System (from The Big Move) – The cornerstone of a customer-first transportation system will be the traveller information system, which will incorporate up-to-date information and trip planners for the entire system and will be easily accessible online, by telephone and by Smartphone. h. Build Communities that are Pedestrian, Cycling and Transit-Supportive (from The Big Move) – Metrolinx will support the implementation of mixed- use development, sidewalks and bicycle lanes through municipal plans to promote pedestrian, cycling and transit-supportive development. 2. Ministry of Transportation – Ontario Transportation Demand Management Municipal Grant Program – The program provides financial assistance to Ontario municipalities for the development and implementation of TDM plans, programs, and services that promote alternatives to driving alone such as cycling, walking, transit, or carpooling. 3. Transport Canada – The $10-million ecoMOBILITY program – makes funding available to municipalities and regional transportation authorities as part of the contribution program.
A.2.3 Other Relevant Issues / Constraints TDM Based on the study team’s review of relevant TDM / TSM practices as well as the feedback from interviews with local public agencies and transportation service providers the findings and thoughts based on the interviews that would be applicable to the GTA West study include: a. Identifying the need for enhanced / comprehensive transportation network to support TDM / TSM initiatives and promote behavioural changes. It is anticipated that TDM success is directly linked to the other modes (transit, active), such as construction of more HOV lanes, bus lanes, enhanced bus service and, comprehensive bike networks. b. Engaging greater area municipality participation to champion / for advocacy at the resident and corporate levels.
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c. In order to modify motorist behaviours, it is important to continuously develop the transportation network while aggressively advocating TDM. However, it should be noted that behaviour is slow to change. d. It will be beneficial to target bigger markets as it is easier to inspire behavioural change to travel in bigger communities / markets. It is also easier to fund in bigger markets as there will be greater resources. e. Although TDM funding is generally not an issue (at Smart Commute) there is still a list of desirables / wish list items that would like to be achieved, and funding has to be continuously monitored. It is important to allow easier access to funding. Other thoughts for consideration include: o Metrolinx’s service area currently only covers the Greater Toronto and Hamilton Area (GTHA), including the metropolitan region that stretches from York and Durham, through Toronto, Peel, Halton and onward to Hamilton. Thus, Smart Commute’s funding is not available for programs outside of the GTHA. Despite this limitation, Smart Commute can assist with knowledge dispersion, providing background materials / toolkits, and presenting information to interested parties. Also, the Carpoolzone.ca website for carpool matching is available province wide. o Smart Commute is a partnership between Metrolinx and the cities and regions of the GTHA. Under Smart Commute, there are numerous Transportation Management Associations (TMAs) that coordinate and roll-out TDM initiatives in different areas within the GTHA. However, it is recognized that there is currently no standard amongst the various TMA operations. o Active transportation is one of the main themes of Metrolinx’s The Big Move. The principal opportunities for active transportation in the GTA West Preliminary study area involve reducing the demand for short distance travel on the highway network and in increasing accessibility for active modes to inter-modal options, such as transit or carpool lots. The main limitation of active transportation is that it does not contribute to the primary study goal of addressing longer distance travel demand. Walking and cycling are limited to shorter distances; walking generally to two kilometres and cycling under 10 kilometres. Longer distance cycling generally is recreational or tourist related and generally occurs on local municipal roads. Metrolinx has, however, raised a concern that freeways pose a barrier to the mobility of active modes, since walkers and cyclists may be reluctant to cross freeway interchanges. This issue is primarily one of accessibility and mobility, but can have some impact on demand for short distance travel in and around freeway locations. In addition to improving the safety of active transportation, initiatives to improve freeway crossings for pedestrians and cyclists, if coordinated with local municipal bicycle plans, can reduce automobile demand in and around freeways. Although the reduction of demand would be minor, it can contribute substantively towards the stated goal of a 4% reduction in congestion due to TDM measures. Bicycle policy is currently under policy review by MTO. Currently, all regions in the GTA West Preliminary study area have or are developing bicycle networks, most of which currently or will allow cyclists to travel long distances via paved shoulders, dedicated bicycle lanes, or trail systems. Many of these plans have been developed with the consideration of improving
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connections between neighbouring jurisdictions. The development of these bicycle networks is consistent with the Growth Plan for the Greater Golden Horseshoe and Metrolinx’s The Big Move. In addition, a number of municipalities and Go Transit are improving bicycle storage facilities on buses and at transit stations. These efforts should be continued and expanded by all jurisdictions. These initiatives provide opportunities for bicycle users to travel longer distances without using an automobile and should continue to be pursued. TSM As noted in the previous section, some of the TSM measures have already been implemented on some sections of the existing highway network (i.e. Highways 401 and 407 ETR), but are only available in the GTA and the immediate areas.
A.3 TRANSIT
A.3.1 Relevant Initiatives in Other Jurisdictions To facilitate the creative process, the study team’s specialists reviewed relevant initiatives in other jurisdictions. This review assisted in the development of a creative ‘long list’ of alternatives that reflected elements of successful transportation practices used in other jurisdictions. The following provides a brief summary of the findings of this exercise: 1. Translink (source: www.translink.ca) The South Coast British Columbia Transportation Authority (commonly referred to as Translink) is Metro Vancouver’s regional transportation authority. It is responsible for regional transit, cycling and commuting options as well as AirCare and Intelligent Transportation System programs. In 2008, about 179 million passengers used the network, a net increase of 3.9% from the year before. It shares responsibility for the Major Road Network (MRN) and regional cycling with municipalities in Metro Vancouver. Translink is the first North American transportation authority to be responsible for the planning, financing and managing of all public transit in addition to major regional roads and bridges. Translink, in its role in designing, coordinating and generally overseeing all manners of transit and transportation in the large Vancouver area has several legislated powers such as authority to impose a parking sales tax (21%), a motor fuel tax (15 cents per litre), tolls (such as Golden Ears Bridge set at $2.75 with transponder and $3.30 without) and property taxes. These powers allow Translink to generate a constant source of revenue around which it can better plan. In 2008, it generated some $939 Million from fares, advertising and all taxes and levies. 2. Calgary Transit (source: www.calgary.ca) The City of Calgary has plans to manage city growth and to promote more compact, mixed use developments to support sustainable travel choices such as walking, cycling and transit. Compact communities reduce the need to travel, and minimize both travel distances and dependency on the private vehicle.
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Strategically located employment centres, outside of the downtown and higher residential densities, particularly in areas adjacent to transit lines were key policies to support these goals. As well, a more compact city would result in a more efficient transportation network that would help preserve valuable natural areas. As such, Calgary is constantly working on fostering public transit and this effort can be seen by the highest ridership, for a light rail system, in North America. Overall, in 2008, Calgary Transit carried 95.3 million passengers. The City restricts parking in the City core, generates electricity (from wind mills) equivalent to run the entire light rail system (only zero-emissions system) and has a transit- oriented development policy. An overview of Calgary’s Light Rail Transit Line is provided in Exhibit A-1. Exhibit A-1: Calgary’s Light Rail Transit Line
3. San Francisco, California - BART (Source: http://www.bart.gov/about/reports/index.aspx) The Bay Area Rapid Transit (BART) system in San Francisco is a 167 kilometre long linear metro network with branching lines to outlying suburbs. It is an electric heavy-rail public transit system that combines the characteristics of a metro and a commuter rail. Like a metro, it is electrically-powered and features a completely dedicated right- of-way. However, similar to a commuter rail system, the station spacing is relatively wide, almost four kilometres, particularly outside of the urban areas of San Francisco and downtown Oakland. The interlined routes limit the achievable line headways to 13 minutes (combined headways in the interlined portion of the network can be as low as 2.5 minutes). The BART system carries 357,000 passengers per weekday. The transit modal split in the Bay Area (including local transit systems) is 17% of all trips and 31% of commuter trips.
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This type of transit system is not expected to address the problems and opportunities of the GTA West Preliminary study area because there are already key rail and highway corridors that connect the urban centres from Guelph to Toronto. However, some of the principles may be applied to a comprehensive transit solution, such as electrification of heavy rail lines, dedicated passenger rail right-of-way and branched service that provides greater service in the interlined portions of the route and less service in the branches where demand is less. An overview of the BART system in San Francisco is provided in Exhibit A-2. Exhibit A-2: BART System Map
4. Tokyo, Japan – Shinkansen High-Speed Rail (Source: Features and Economic and Social Effects of the Shinkasen, Japan Railway & Transport Review, October 1994; Central Japan Railway Company, http://english.jr-central.co.jp/company/company/achievement/ transportation/index.html) The Shinkansen high-speed electric rail network in Japan has been in operation since 1964. Although the network can be considered an inter-regional transit
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system due to the distances that are covered, its travel times, relatively short station-spacing, service frequency and reliability make it comparable to a commuter rail system as well. The network consists of 10 lines, four of which connect at Tokyo Station, covering 2,459 kilometres. The line speeds vary from 210 kilometres / hour to 581 kilometres / hour. Trains operate daily from 6:00 a.m. to 12:00 midnight, with maintenance performed at night. The Tokaido Shinkansen, connecting Tokyo to Osaka, was the first line built and is also carries the most passengers. In 1992, it carried 220,000 passengers / kilometre / day. During peak periods, headways are less than six minutes and the trains carry 23,000 passengers / hour. The modal capture of the system is very high – about 30% overall, and as high as 65% for long-distance trips. The costs of the network are relatively high compared to alternative systems. The Tohodu and Joetsu lines, completed in 1985, cost approximately US $20 million / kilometre (US $32 million / kilometre in 2009 dollars). Higher costs are also associated with track maintenance, power supply and rolling stock requirements. The Shinkansen system takes advantage of the natural and urban geography of Japan. The nation is linearly-oriented and the majority of urban centres lie on the east coast. This allows for a high number of potential passengers per kilometre of track. The urban centres are also very densely populated, and generally are well- served by urban transit systems, facilitating connections from feeder systems to the Shinkansen. Finally, the network implements policies that are recognized to increase the relative attractiveness of transit systems – it is reliable, frequent, comfortable and has competitive travel times. These factors allow the Shinkansen to capture a high ridership and command relatively high fares. A high-speed rail system such as the Shinkansen is not expected to be feasible in this GTA West Preliminary study area as a stand-alone system. However, some principles that have made this system successful could be considered for the GTA West Preliminary study area. In particular, the integration of inter-regional and commuter service as a planning principle would help address the demand profile of the GTA West Preliminary study area. This case study also highlights the advantages of transit-oriented development in facilitating the creation of an effective and attractive transit system. These principles could help make a transit solution more effective. A map of Japan’s Shinkansen High-Speed Rail is provided in Exhibit A-3.
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Exhibit A-3: Japan’s Shinkansen System Map
A.3.2 Related Initiatives / Policies within the GTA West study area In the province of Ontario, there is increasing awareness of the importance of transit as part of any transportation strategy. This is evidenced by the commitment to transit as the first priority in the province’s Growth Plan, as well as the development of the transit focused Metrolinx Regional Transportation Plan (RTP). Transit is a critical component of the transportation planning process, for all government agencies, municipalities and regions. Background document and internet research was undertaken to identify transit plans and policies associated, implemented in or adjacent to the GTA West Preliminary study area. The key documentation research and background studies included: o Metrolinx: The Big Move; o Metrolinx: Green Paper #7 - Transit; o GO Transit’s Strategic Plan – GO 2020; o The Tri-Cities Transportation Action Group; o The Guelph Wellington Transportation Study; o The West Vaughan Individual Environmental Assessment; and o Official Plans and Transportation Master Plans of various municipalities. Phone interviews were also undertaken with local public agencies and transportation service providers. The following transportation service stakeholders were interviewed as part of the study: o GO Transit / Metrolinx;
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o City of Brampton; o City of Guelph; and o Peel Region. This commitment to transit is also being adopted by the municipalities within the GTA West study area in developing their transportation master plans and associated policy documents. Halton Region’s Transportation Master Plan identifies several strategies, including: o Continue to encourage the introduction of HOV lanes on Highways 403 and 407 ETR through Halton, as part of a GTA-wide HOV network. o Introduce new HOV lanes on Dundas Street (between Highways 403 and 407 ETR) and Trafalgar Road (between Oakville GO station and 407 ETR) as HOV lanes with 2+ eligibility in the short-term, and introduce HOV lane eligibility with 3+ occupants across the network by 2021. o Facilitate the provision of local transit services within the Region in support of the inter-regional transit corridors. o Explore opportunities to introduce transit priority measures through further studies and in conjunction with local transit service providers.
A.3.3 Other Relevant Issues / Constraints From a broad perspective, one of the key factors contributing to the utilization of transit services is the associated land use in the vicinity of the service. High population and employment densities are critical to realizing a high utilization of transit. The provision of these densities particularly in communities in proximity to the GTA is a core objective of the Province’s Growth Plan. Further to the above, representatives from several transportation service providers, municipalities and other government agencies including the City of Brampton, City of Guelph, Peel Region, and GO Transit / Metrolinx were interviewed. Based on the research and input from the interviewees, the following key points were identified as the primary barriers to implementing an effective transit system in the area: a. Need for consistent transit policies and practices across municipalities and regions in the GTA West Preliminary study area, such as permitting neighbouring municipalities to enter each other’s jurisdictions, coordinating schedules and service times to facilitate transfers, and creating fare structures that enable multi-jurisdiction transit trips to be competitive with other travel modes. b. Need for improved co-ordination between public transportation (local and inter-regional) and transit service providers. c. Constraints of property acquisition. d. Control / source of capital and operating funds to support transit improvements.
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e. Need to identify funding priorities related to the inter-regional transit system and creating an implementation schedule. In order to address these concerns, two broad types of system improvements can be made: o Inter-Regional Network Improvements: Ensure a high quality inter-regional transit network by improving the existing transit infrastructure, strengthen transit-supportive elements such as land use policies, facilitate inter-modal connections, and enhance transit connections between regions; and o Inter-Municipal Improvements and Integration: Consolidate transit services between neighbouring municipalities such as Georgetown, Milton and Brampton in order to promote seamless and integrated transit service.
A.4 FREIGHT RAIL
A.4.1 Relevant Initiatives in Other Jurisdictions To facilitate the creative process, the study team’s specialists reviewed relevant initiatives in other jurisdictions. This review assisted in the development of a creative ‘long list’ of alternatives that reflected elements of successful transportation practices used in other jurisdictions. 1. European Union – Development of the Community’s Railways A number of legislative actions have been taken to develop the European Union’s (EU) railways, which were characterized in the early 1990s by aging infrastructure, state ownership and declining patronage.
The “First Railway Package” know as Directive 91 / 440 / EEC was issued in 1991, which separated the management of railway operation and infrastructure from the provision of railway transport services. It established access rights to the whole European rail network for international freight services, encouraging competitiveness and market opening.
Additionally, EU legislation gives rail operators the ability to run services in and between other EU countries, enabling cross-border competition. Rail freight transport has been completely opened up in the EU since the start of 2007. Any licensed EU railway company with the necessary safety certification can apply for capacity and offer national and international freight services by rail throughout the EU.
For international rail passengers, the EU will open up the market from January 2010. Any licensed, certified rail company established in the EU will in principle be able to serve passengers at any station along the international route.
The separation of railway infrastructure from railway services could encourage new services to operate within the study area, including passenger and goods movements. 2. European Union – Rail Infrastructure Programmes European Rail Traffic Management System (ERTMS) - The EU has recognized that the construction of the trans-European transport network (TEN-
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T), based on the inter-connection and inter-operability of national transport networks is important to the EU’s economic competitiveness and sustainable development. As part of the EU’s TEN-T program, a number of multi-country rail projects are underway, six of which include ERTMS.
One aim for the rail sector is to upgrade by 2012–2015 a number of important freight routes by deploying ERTMS. The six routes carry around one-fifth of Europe’s rail freight traffic.
Rail Freight Oriented Network – In December 2008 the European Commission adopted a proposal for a regulation working toward designation of international rail corridors, providing operators with an efficient, high-quality freight transport infrastructure. The proposal is intended to make the railway infrastructure more attractive for long-distance freight transport across Europe.
The intention is that the corridors linking the Member States will make it possible to do the following:
o Integrate national infrastructure on the basis of closer co-operation between infrastructure operators both on investment and actual operation. o Respond better to rail freight operators’ requirements. o Effectively manage infrastructure that is used by passengers and goods such that freight is not at a systematic disadvantage. o Ensure better connections between rail infrastructure and other modes of transportation.
Competition between passenger and freight uses for an ultimately limited rail capacity has been raised as a potential future issue for the GTA West study area as increasing demands will constrain capacity. Both CNR and CPR have advised that their corridors have capability for expansion to accommodate growth in demand. Increasing focus on managing passenger and freight rail needs will enable continuation of both uses of the rail network. 3. Rolling Highway A Rolling Highway is a European concept of transporting road vehicles, generally trucks, with their drivers by rail. This is a variation on the concept of Trailers on Flat Car (TOFC) and ultimately of inter-modal containers. The concept has the potential to operate over relatively short distances, allowing trucks to be transported by rail instead of using the road network.
In general, truck operators do not favour such systems due to their cost and need to meet fixed schedules. Without a significant physical obstruction, such as the English Channel or the Alps, a Rolling Highway system is less likely to be successful.
The two Class 1 Railways in Canada are presently offering variations on this type of service. CPR offers the Expressway service, which allows shippers to move standard, non-reinforced truck trailers in high-volume corridors. Expressway hubs are located in Toronto, Montreal and Detroit. CNR offers a similar service using
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bi-modal RoadRailer trailers, suitable for truck and rail, linking Montreal and Toronto through to Chicago. Both of these services require truck cabs to move trailers at the terminal ends. The success of these services is still not yet certain in the Canadian market, and there could be potential for increased use in the GTA West Corridor.
A.4.2 Related Policies Rail operations in Canada are subject to economic regulation by the Canadian Transportation Agency under the Canada Transportation Act (CTA); safety regulation by the federal Minister of Transport under the Railway Safety Act and certain other statutes; and security regulation by the Canada Border Services Agency (CBSA). 1. Rail Corridors As rail is regulated by the federal government, existing provincial transportation policy does not explicitly address rail corridors. Rail corridors require protection as important elements in the overall development of transportation services in the province. Increasing provincial involvement could be beneficial in rail corridor protection. Changes to rail corridor protection policies would be expected have a minor potential to address the study area’s problems and opportunities, and the study has a low potential to influence national regulations. The government of Ontario’s policies and directives to municipalities are important, however, in the implementation of national policy. 2. Rail Grade Separation The Canadian Transportation Agency is responsible for making cost apportionment decisions concerning the construction and reconstruction of grade separations when the parties involved in the project are unable to reach an agreement. The CTA has set out principles for apportioning these costs. For example, if a grade separation is to be constructed or an existing grade separation is to be reconstructed, the construction costs are normally apportioned as 85% road authority and 15% railway company. These contributions can reduce the railway companies’ capital available for other investments and such costs are transferred to customers, increasing the price of shipping. Typically, the grade separation provides for the existing track and protection for any immediately planned additional track. Grade separations typically do not span the full railway corridor. Should the railway want to protect for long-term additional tracks, the railway is required to pay the additional cost. This has the potential to constrain future use and expansion of the railway corridors. Similar to rail corridor protection, changes to rail grade separation policies would be expected to have a minor potential to address the study area’s problems and opportunities, and this study has a low potential to influence national regulations. The government of Ontario’s policies and directives to municipalities are important, however, in the implementation of national policy.
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3. Adjacent Land Use When land owners decide to change land uses adjacent to a rail corridor, plans must be submitted to the local municipality and approval sought to proceed. As an adjacent land owner, the railways can comment on the acceptability of revised land uses.
As ownerships and land uses change over time, the railways can be faced with non-industrial land holders objecting to additional rail traffic within the rail corridor adjacent to these lands. In response, the railways have developed adjacent land use information and best practices known as Proximity Issues. This industry reference sets out acceptable adjacent land uses that the railway will find acceptable as an adjacent land owner. It seeks to address the main variations of proposed adjacent land use and mitigation measures that the industry would accept between the differing land uses of the proposed project and the industrial rail corridor, and to enable better communication between all parties involved.
Changes to adjacent land use policies would be expected to have a minor potential to address the study area’s problems and opportunities; the study has some potential to influence municipal level regulations. The Ontario government’s policies and directives to municipalities are important, however, in the implementation of national policy.
A.4.3 Other Relevant Issues / Constraints From a broad perspective, the utilization of rail for goods movements is constrained by the limited flexibility offered by this mode in terms of origin and destination, and by the time required to make the trip via rail versus another mode such as by truck. As an example, goods movement by track becomes efficient from a time perspective for distance greater than 500 km. In addition, a number of other factors are important for the use of freight rail transportation for goods movement. Security issues are becoming an increasingly important and expensive issue for railways, as is the case for all modes of transportation. This is most evident at international border crossings. US and Canadian border patrol have been increasing their rules on railway movement between the US and Canada. The railways are concerned that additional security-related measures are becoming more burdensome than those being applied to other competing modes of transportation. Coordination of goods movement planning was identified as an issue by the rail operators. As different parties are responsible for planning of the railways, road networks and other modes, it can be difficult to coordinate planning to ensure that goods and people are moved more efficiently and effectively. Inconsistency of regulations was also identified as an issue by rail operators, including potential for duplication of effort between Canadian and US customs, decreasing efficiency of goods movement, the lack of a harmonized protocol for goods inspection procedures for all cargo shipments, and inconsistent load limitations and weight restrictions amongst railway companies. Insufficient and / or inefficient freight inter-modal road connections can constrain inter-regional goods movement by rail freight, due to limited connections
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and capacity constraints at such locations, as well as the capacity of the connecting higher order road transportation systems. Changes to address these issues and constraints could potentially contribute to improving rail transportation services in the NGTA study area and thereby addressing the transportation problems and opportunities. As these are global issues, however, the study has a low potential to influence such changes. The exception is freight inter-modal connections: improvements have a high potential to address the problems and opportunities, and this study has a high potential to influence such changes.
A.5 MARINE
A.5.1 Relevant Initiatives in Other Jurisdictions To facilitate the creative process, the study team’s specialists reviewed relevant initiatives in other jurisdictions. This review assisted in the development of a creative ‘long list’ of alternatives that reflected elements of successful transportation practices used in other jurisdictions. 1. Port Inland Distribution Network, Port of New York / New Jersey The Port Inland Distribution Network (PIDN) is a planned system for distributing containers moving through the Port of New York and New Jersey (PANYNJ). This system is designed to move containers to inland sites linked by barge, dedicated rail or truck, improving the landside distribution of increased volumes of containers predicted for the port. The goals of the network are to reduce inland distribution costs, reduce reliance on truck trips, improve air quality, increase throughput capacity, and increase market share. Prior to implementation, about 84% of the containers passing through the port were transported by truck. With all of the ports on line in 2020, the percentage of maritime containers moved by truck could be reduced to 57%1. Note that a pilot barge service, Albany ExpressBarge, was initiated between the PANYNJ and the Port of Albany in 2003 and was temporarily suspended in 2006. 2. Commission of the European Communities’ Programme for the Promotion of Short Sea Shipping Recognising the potential growth in Short Sea Shipping in the European Community, a program was developed to promote it throughout the European Union (EU). The program, developed in 2003, includes 14 legislative, technical and operational actions with the objective to improve Short Sea Shipping’s efficiency and overcome obstacles to its development. Legislative Actions 1. Implementation of the Directive on certain reporting formalities for ships to arrive in and / or depart from ports in the Member States (IMO-FAL). 2. Implementation of Marco Polo. 3. Standardization and harmonization of inter-modal loading units. 4. Motorways of the Sea. 5. Improving the environmental performance of Short Sea Shipping.
1 Port Authority of New York and New Jersey, Press Release December 13, 2002 January 2011 DRAFT Page A-17
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Technical Actions 1. Guide to Customs Procedures for Short Sea Shipping. 2. Identification and elimination of obstacles to making Short Sea Shipping more successful than it is today. 3. Approximation of national applications and computerization of Community Customs procedures. 4. Research and Technological Development. Operational Actions 1. One-stop administrative shops. 2. Ensuring the vital role of Short Sea Shipping Focal Points. 3. Ensuring good functioning of and guidance to Short Sea Promotion Centres. 4. Promote the image of Short Sea Shipping as a successful transport alternative. 5. Collection of statistical information. Although a number of activities regarding Short Sea Shipping have been initiated in Canada, a bi-lateral, detailed program aiming to address specific issues and obstacles could increase its usage for goods and people movement. Note, however, that there are significant differences in conditions in Europe and North America, including population density, road and rail infrastructure and the management of the shared rail network between passenger and freight traffic. 3. European Union’s MOSES Project (Motorways of the Sea European Style) The MOSES Integrated Project is another of the Programme’s Legislative Actions and was launched in June 2007. It is a three-year research project of over €14 million total budget co-funded by the European Commission DG Transport and Energy. MOSES targets a significant increase in the market share of shortsea shipping and freight inter-modal transport, by developing a blueprint for an innovative network of Motorways of the Sea which includes: developing seamless freight inter-modal connections; proposing and promoting future oriented logistics solutions; and contributing to harmonized laws and regulations facilitating freight inter-modal transport. The focus is not only on technology improvements but an integrated approach, linking research and practical development in the technological areas of infrastructure, equipment, and Information and Communication Technologies (ICT), with research and practical development in the domains covering organizational, economic, regulatory, and marketing issues. 4. America’s Marine Highway Program The goal of America’s Marine Highway Program is to help accelerate the expanded use of the national network of corridors to transport more freight and passengers in a greener, more efficient and responsible manner. The American Recovery and Reinvestment Act of 2009 includes discretionary funds for the surface transportation system, including America's Marine Highways. The Act provides $1.5 billion in discretionary funds for capital investments in US surface transportation infrastructure, to be made available until September 2011. Eligible projects for funding include port infrastructure investments and projects that
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connect ports to other modes of transportation while improving the efficiency of freight movement, as well as road and rail investments. 5. Amalgamation of Ports in Vancouver In 2008, the Fraser River Port Authority, the North Fraser Port Authority and the Vancouver Port Authority amalgamated to become the Vancouver Fraser Port Authority (VFPA). This is a policy measure under the Government of Canada’s Asia-Pacific Gateway and Corridor Initiative, as the amalgamated port is well positioned to contribute to the Initiative’s objectives through better coordination on port planning and the opening up of new investment opportunities to facilitate circulation of goods to and from foreign markets. The VFPA’s jurisdiction encompasses the combined land, water and assets of the previous three Port Authorities. The VFPA also has greater resources for land acquisition, river management and strategic infrastructure investments. The amalgamated port is now Canada’s largest and the fourth largest port in North America by tonnage2. Improved coordination could be a way to improve the distribution of goods throughout the GGH, resulting in better use of the marine infrastructure as well as the connecting travel modes of rail and road. More consolidated port planning could also open up new investment opportunities. Further investigation would be required regarding matters including feasibility of further coordination, advantages of port competition, etc.
A.5.2 Related Policies 1. US Harbour Maintenance Tax The US Harbour Maintenance Tax (HMT) was enacted by Congress in the Water Resources Development Act of 1986. It is levied on all commercial vessels passing through federally maintained channels and imposes a 0.125% tax of the value of vessel’s cargo, paid by the cargo owner. The original tax was applied to all cargo transported by ship in the US with a few exceptions. Since 1998 the tax has been applied to cargo transported between US ports as well as to cargo imported to US ports from other countries, but not on exports. Its purpose is to generate revenue for port maintenance conducted by the US Army Corps of Engineers.
HMT is an impediment to cross-lake short sea shipping. As this tax is only applied to cargo moving by ship, it is a disincentive to move freight by water. This barrier is widely recognized by the marine shipping industry.
Movements on changes to the HMT have been ongoing in the US. In January 2009, two bills were introduced for Harbour Maintenance Tax exemptions. The ‘Short Sea Shipping Act of 2009' would exempt commercial cargo, other than bulk cargo, moving between US ports and between the US and Canada on the Great Lakes St. Lawrence Seaway System. Another bill, with virtually the same name, The ‘Short Sea Shipping Promotion Act of 2009’ would exempt cargo contained in inter-modal cargo containers moving between US ports and
2 Vancouver Fraser Port Authority website – Port Overview (http://www.portmetrovancouver.com/about/portoverview.aspx) January 2011 DRAFT Page A-19
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between the US and Canada on the Great Lakes St. Lawrence Seaway System. Both bills are in the first step of the US legislative process.
Changes to this tax would be expected to have a minor potential to address the transportation problems and opportunities in the study area, and as a US tax, the GTA West Corridor Planning and EA Study has a low potential to influence it. 2. Cabotage Laws Cabotage laws generally deal with the right to trade or transport in coastal waters or between two points in a country. They are intended to assist with the participation of a country’s citizens in its own domestic trade, the presence of a strong merchant marine for defense and general economic support3. Cabotage laws are enacted to require freight and passenger traffic to be carried on nationally registered and sometimes built and crewed ships.
Canada’s Coasting Trade Act of 1992 reserves marine transportation of goods and people between two points in Canada, as well as any other marine activity of a commercial nature, to Canadian registered duty-paid ships. If it is demonstrated that no Canadian vessel is available for the specific activity, foreign-built vessels are permitted with a 25% import duty on the full vessel price. Despite the tariff, the Canadian shipbuilding industry continues to suffer a decline in business and many ship-owners find it cheaper to have ships built abroad, even after the import duty is included4. Vessel refitting and repair generally constitute the core business of Canadian shipyards.
Under the US Cabotage laws known as the Jones Act, marine vessels transporting cargo, engaged in dredging, towing, salvage, fishing, and other marine operations are required to be built, owned, operated and manned by US citizens and to be registered under the US flag.
The marine cabotage laws serve as a constraint to shortsea cargo transport operations in Canada. They can result in higher shipping rates for coastal or shortsea service and prevent them from being able to compete effectively with other modes. The difficulties associated with bringing in new vessels can be a barrier to expansion or introduction of new marine transportation services. It is considered that this is among the most important issues impacting the Ontario marine transportation industry5.
Changes to cabotage laws would be expected to have a minor potential to address the transportation problems and opportunities in the NGTA study area, and as Canadian national law, the current study has a low potential to influence it.
3 Transport Canada, Policy Group: A Review of Regulations Governing Use of International Marine Containers in Canadian Domestic Cargo Carriage (December 2005) 4 Transport Canada, Canada Transportation Act Review 2001, Chapter 8 (http://www.reviewcta- examenltc.gc.ca/index.htm) 5 Ontario Marine Transportation Study Phase II Final Report, MariNova Consulting Ltd., June 2009 January 2011 DRAFT Page A-20
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3. Advance Notification Rules at Canada-US Border The Canadian Border Services Agency’s (CBSA) Advance Commercial Information (ACI) Program requires marine carriers to electronically transmit marine cargo data to the CBSA 24 hours prior to loading cargo at a foreign port. If the voyage is less than 24 hours in duration, the cargo and conveyance data must be reported at the time of departure from the foreign port. This requirement is intended to allow the CBSA to identify threats to Canada's health, safety, and security.
US Customs and Border Protection (CBP), through the Trade Act of 2002, requires advanced notification of cross-border shipments. Under this act, container, bulk and CBP-approved break-bulk carriers are required to electronically transmit shipment manifests to CBP via Vessel Automated Manifest System (AMS) prior to arrival in the US.
Similar to the policies above, changes to border notification rules would be expected to have a low potential to address the transportation problems and opportunities in the NGTA study area, and as Canadian and US national regulations, the current study has a low potential to influence it.
4. Environmental Ballast Water Regulations Ballast water is carried in un-laden ships to provide stability. At destination, cargo is loaded and the ballast water, potentially carrying harmful stowaway organisms, is pumped out. Over the past two decades, agencies including the International Maritime Organization (IMO) have adopted regulations to control the transfer of invasive species. The IMO has approved a measure that would require all newly built oceangoing vessels to be equipped with on-board ballast-treatment systems by 2012, with existing ships required to install them by 2016. Canadian ballast water use legislation is set at a national level. In the US, states are developing individual ballast water regulations that are more stringent than federal and international requirements. New York State (NYS) has approved a legislation requiring conditions of operation in state waters including the following:
All ships entering NYS with ballast water must travel 50 nautical miles offshore to exchange ballast water with salt water. Vessels serving only the Great Lakes-St. Lawrence Seaway System are exempt. By 2012, all ships must be retrofitted to install ballast water treatment systems that would meet 100 times the discharge standard proposed by the IMO. Extensions may be applied if the required technology is unavailable.
There is concern that these conditions will result in prohibitive costs for the shipping industry, and compliance with regulations is increasingly difficult as states are developing individual and varying ballast water requirements. Ballast Water Regulation is a potentially serious issue that could restrict the use of marine and as a result impact the study area. Stakeholders have noted that federal standards would reduce uncertainty and improve ease of compliance.
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Note that it will also be costly for the marine industry to comply with the IMO’s Emission Control Area regulations, including the use of new, more expensive fuel. Changes to these environmental regulations would be expected to have a minor potential to address the transportation problems and opportunities in the NGTA study area, and as international laws, the NGTA study has a low potential to influence them.
A.5.3 Other Relevant Issues / Constraints From a broad perspective, the marine mode of transportation presents similar constraints in terms of time and route flexibility as are presented by the freight rail mode (refer to Section A.4.3). In addition, a number of other factors are important for the use of marine transportation for goods and people movement. Security issues are becoming increasingly important in international marine shipping. The International Ship and Port Facility Security (ISPS) Code of July 2004 has the purpose to detect and take preventive measures against security incidents affecting ships or port facilities used in international trade. Requirements for ship companies include: Ship Security Assessments; Ship Security Plans; Verification and Certification; and International Ship Security Certificates. Port facilities requirements include Port Facility Security Assessments and Port Facility Security Plans. Canada is implementing the requirements of ISPS through Marine Transportation Security Regulations (MTSRs), from the 2004 Marine Transportation Security Act. Fuel prices affect all modes of transportation. However, marine transportation is a relatively low-intensity user of fuel per weight shipped,6 therefore, is somewhat less adversely affected than other modes such as air. The St. Lawrence Seaway System closes each winter from approximately late December through March, for scheduled maintenance activities and due to operational difficulties with ice. This practice results in more rail / truck transport being used during these winter months and can limit opportunities for marine transportation to penetrate some markets. Vessel size constrains marine transportation in the study area due to the lock dimensions on the St. Lawrence Seaway System (vessel maximum: 225.5 m length; 23.7 m beam; 8.08 m draft; and 35.5 m height above water)7. These constraints impact cargo throughput, with larger vessels having to stop in Montreal for transfer onto smaller ones, or onto rail or truck. The inter-modal interface with rail / trucking constrains goods movement by marine transportation, due to limited connections and bottlenecks at such locations, as well as the capacity of these connecting rail and road inter-regional transportation systems. Changes to address these issues and constraints could potentially contribute to improving marine transportation in the vicinity of the study area, and thereby
6 US Energy Information Administration; Measuring Energy Efficiency in the United States Economy: A Beginning, October 1995 - Chapter 5 (http: / / www.eia.doe.gov / emeu / efficiency / ee_ch5.htm) 7 Great Lakes St. Lawrence Seaway System web site (http: / / www.greatlakes-seaway.com / en / seaway / facts / index.html) January 2011 DRAFT Page A-22
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addressing some of the transportation problems and opportunities. As security and fuel prices are global issues, however, the current study has a low potential to influence them. Changes to the St. Lawrence Seaway have a low potential to address the transportation problems, and the study has a low potential to influence changes to the Seaway. Improvements to inter-modal connections have a high potential to address some transportation problems in the study area, and the current study has a high potential to influence such changes. Note that another key factor in the wider use of marine transportation is the requirement for specific shipping costs and services in moving goods. Marine transportation generally moves lower value bulk cargo between waterfront locations and is less suitable for shipping higher value cargo, moving between inland locations, and shipping goods rapidly.
A.6 AIR
A.6.1 Relevant Initiatives in Other Jurisdictions To facilitate the creative process, the study team’s specialists reviewed relevant initiatives in other jurisdictions. This review assisted in the development of a creative ‘long list’ of alternatives that reflected elements of successful transportation practices used in other jurisdictions. 1. Single European Sky ATM Research (SESAR) The Single European Sky Air Traffic Management (ATM) Research (SESAR) project is the European air traffic control infrastructure modernization program. By 2020, SESAR aims to create the capability to handle a threefold increase in air traffic in Europe, while improving safety by a factor of ten and reducing the environmental impact per flight by 10%. This modernized air traffic management system in Europe should also cut ATM-related expenses by half. 2. NAV Canada NAV CANADA is a private sector corporation that owns and operates Canada's civil air navigation service (ANS), purchased from the Federal Government in November 1996. It is responsible for the safety and efficiency of the ANS, including providing air traffic control, flight information, weather briefings, airport advisory, aeronautical information and electronic aids to navigation services. Safety performance is regulated by Transport Canada. NAV CANADA is leading a number of initiatives to improve air traffic management and air safety. One initiative involves working with airlines to examine operational procedures at the world’s busiest airports that could help improve capacity at Canadian airports, via a “Best Practices Working Group” for discussion and assessment of options. NAV CANADA also formed the Air Traffic Services-Pilot Communications Working Group, bringing partners together to address improvements of ATS-pilot communication and reducing communication errors. 3. CentrePort Canada, Winnipeg, Manitoba In September 2008, the government of Manitoba introduced legislation to build an inland port around Winnipeg’s James Armstrong Richardson International Airport, to gain from the city’s proximity to the geographic centre of North
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America. The CentrePort Canada Act authorizes the creation of a corporation to facilitate the long-term development of the “port”, and to fast track investment and economic development decisions. Federal funding will be used to develop a four-lane expressway linking the inland port to the airport, for completion in 2011. The initial phases of the CentrePort Canada initiative have also received federal funding, including a $33.25 million contribution toward the twinning of Inkster Boulevard, adjacent to the port8. 4. Kansas City SmartPort, Missouri, Kansas Kansas City (KC) SmartPort it a non-profit economic development organization formed to promote and enhance Kansas City as America’s leading inland port. KC SmartPort is not a physical port; the organization’s main function is to market all of the transportation assets in the 18-county, 50-city and two-state region. KC SmartPort plays an active role in three areas:
Economic Development – attracting investment from companies with significant transportation and logistics elements such as distribution centres, warehouses, third-party logistic providers, and manufacturers;
Trade Data Exchange (TDE) / Intelligent Transportation Systems (ITS) – working to improve the supply chain visibility, providing real-time visibility and cargo security as it increases efficiency in the supply chain; and
Business Services – working to bring in additional services, such as foreign customs offices, to aide businesses moving goods domestically and internationally.
While the Southern Ontario Gateway Council (SOGC) is a related type of organization operating within the NGTA study area, it serves as a transportation and economic development forum with members that include many of the major transportation providers, shippers and industry associations in Southern Ontario. Its vision is to achieve an integrated transportation system in southern Ontario. The SOGC aims to achieve this vision by solving congestion through infrastructure and funding, improving land use policies to protect for new transportation corridors, optimizing the existing network, and improving goods movement across borders. 5. A-Line – Bus Rapid Transit to Hamilton International Airport As part of Metrolinx’s initiatives in the Greater Toronto and Hamilton Area (GTHA), in August 2009, a new rapid bus route was announced for Hamilton, called the “A-line”. This route will run north-south and operate substantially on Upper James Street, serving destinations including Hamilton Airport, the GO Transit bus and rail station on Hunter Street and the Central Business District. This initiative is funded by Metrolinx’s ‘Quick Win’ contribution. The route began service on September 8, 2009 and is an express, limited-stop service, operating on weekdays during peak periods at 30-minute headways. Over time, the A-line is to expand to provide all-day service with more frequent headways.
8 Backgrounder - The CentrePort Canada Initiative, Office of the Prime Minister, April 2009 January 2011 DRAFT Page A-24
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Dedicated transit service to transportation gateways such as airports meets government policy and contributes to sustainability and environmental objectives. Such a service could also contribute to reduced congestion on the road network.
A.6.2 Related Policies 1. Blue Sky: Canada’s International Air Policy This policy, announced in November 2006, applies to Canada’s approach to bilateral air transportation negotiations for scheduled passenger and all-cargo services. It states that Canada will proactively pursue opportunities to negotiate more liberalized agreements for international scheduled air transportation that will provide maximum opportunity for passenger and all-cargo services to be added according to market demand. As a primary objective, Canada will seek to negotiate reciprocal “Open Skies”- type agreements similar to the one negotiated with the US in November 2005, which is deemed to be in Canada’s overall interest. In essence, an “Open Skies”-type agreement would cover the following elements for scheduled passenger and all-cargo services:
Open bilateral markets / access (third and fourth freedom rights). No limit on the number of airlines permitted to operate. No limits on the permitted frequency of service or aircraft type. Market-based tariff / pricing regime for bilateral and third-country services. Open and flexible regime for the operation of code-sharing services. Unrestricted services to and from third-countries (fifth and sixth freedom rights). Rights for stand-alone all-cargo operations (seventh freedom rights). The policy approach does not include cabotage rights – the right for a foreign airline to carry domestic traffic between points in Canada. Since January 2007, Canada has successfully negotiated new air agreements or updated existing agreements with a number of countries, including the US, Singapore, Mexico, and the European Union (EU). This policy is expected to increase air traffic at Canadian airports, as new carriers are introduced. Note, however, that Pearson International’s 2008 Master Plan includes a statement indicating that despite Blue Sky, many current bi-lateral agreements specifically deny foreign carriers rights to fly into this airport. Changes to international air policies would be expected to have a low potential to address the study area’s problems and opportunities, and this study has a low potential to influence national regulations. 2. Air Cargo Transhipment Program Canadian and foreign carriers can be authorized by the Canadian Transportation Agency to carry international cargo transshipments coming from and destined to points outside Canada via Canadian airports even if the rights are not provided in Canada's bi-lateral air transport agreements. In-transit cargo may also be stored in bond until it is transported to its final destination by air or another mode. This program only applies to in-transit cargo: carriers are not authorized to carry
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Canadian-originating or destined cargo unless licensed under Canada’s bilateral air agreements or arrangements or under the charter regulations. The program was initially intended to promote the use of small and under-utilized airports by simplifying air carrier access for air cargo transshipments and providing an additional incentive to use these airports’ cargo facilities, being first introduced at Mirabel in 1982. This program was not available to larger airports. However, as Transport Canada states that Canadian airports should be given the freedom to attract cargo trans-shipment activity where there are market opportunities9, the program was expanded to allow any airport to participate in the program. Hamilton International Airport has been part of this program since 1987. Other airports included in the program include the following: Windsor (1993), Winnipeg (2004), Edmonton (2006), Calgary (2007) and Toronto (2008). As above, changes to air cargo transshipment policies would be expected to have a low potential to address the study area’s problems and opportunities, and this study has a low potential to influence national regulations. 3. Export Distribution Centre Program The Export Distribution Centre Program (EDCP) came into effect in 2001 and is Canada’s version of a Free Trade Zone. An EDC can be used to store foreign or domestic goods, re-package and re-furbish materials, assemble products, or manufacture and re-export commodities without paying customs, duties and taxes. The EDCP targets specific relief for the costs that can be incurred by export- oriented businesses providing limited added value in the course of processing or distributing goods. The EDCP rules simplify the system for both the service provider and the owner of the imported goods by relieving the goods of tax if the service provider has been granted an authorization. Eligible businesses are those that do not manufacture or produce goods and that add limited value to goods in the course of their processing or distribution.
The EDCP has created opportunities for airports; however, it is considered that the program is somewhat complex and could be improved with simplification and move toward a true “Free Trade Zone”10. As above, changes to the EDCP would be expected to have a low potential to address the NGTA study area’s problems and opportunities, and this study has a low potential to influence national regulations.
A.6.3 Other Relevant Issues / Constraints A number of factors are important for the use of air transportation for goods and people movement. Security issues are becoming increasingly important in domestic and international air transportation. Transport Canada and the Canadian Air Transport Security Authority (CATSA) are the main bodies that implement air transport security in
9 Transport Canada Air Cargo Transshipment Program website (http://www.tc.gc.ca/pol/en/ace/consultations/airCargoTrans.htm) 10 Hamilton International Airport Meeting, May 25, 2009 January 2011 DRAFT Page A-26
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Canada. Global security policies as well as procedures at the US border crossings are important factors affecting the movement of people and goods by air. A further tightening of security policies could act as a constraint to goods and people movement by air. Fuel prices affect all modes of transportation. However, air transportation is a relatively high-intensity user of fuel per weight shipped,11 therefore, is somewhat more adversely affected than other modes such as marine and rail. Limited multi-modal connections, particularly by rail and transit, connecting airports to urban centres and tourist attractions are a constraint for the improved use of air travel. None of the airports in the NGTA study area currently provide dedicated public transit services. Where transit services are available, they are generally privately operated and serve urban centres rather than tourist destinations. Limited road linkages and capacity are also an issue for air transportation. Changes to address these issues and constraints could potentially contribute to improving air transportation services in the NGTA study area and thereby addressing the transportation problems and opportunities. As these are global issues, however, the study has a low potential to influence such changes. The exception is freight inter-modal connections: improvements have a high potential to address the problems and opportunities, and this study has a high potential to influence such changes.
A.7 FREIGHT INTER-MODAL
A.7.1 Relevant Initiatives in Other Jurisdictions To facilitate the creative process, the study team’s specialists reviewed relevant initiatives in other jurisdictions. This review assisted in the development of a creative ‘long list’ of alternatives that reflected elements of successful transportation practices used in other jurisdictions.
1. Puget Sound Region A case study of the freight inter-modal issues facing the Puget Sound Region and the Port of Seattle was reviewed to identify challenges potentially experienced by existing and future facilities. The study intended to answer a number of questions relating to transportation, environmental, economic and land use challenges, including development of innovating solutions; setting priorities; and developing coalitions. Similar questions are applicable to freight inter-modal goods movement in the NGTA study area.
One key point in the study was the perception of competition amongst various transportation modes in the movement of goods. Traffic congestion was identified as a major factor impeding operations, especially for the “last leg” movement of goods, which is typically by truck on municipal roads. Financial constraints were also identified as an issue, as funding freight inter-modal developments is a constant challenge. Negative public perception of a freight inter-modal facility can
11 US Energy Information Administration; Measuring Energy Efficiency in the United States Economy: A Beginning, October 1995 - Chapter 5 (http://www.eia.doe.gov/emeu/efficiency/ee_ch5.htm) January 2011 DRAFT Page A-27
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also be important, especially in areas with mixed land uses in close proximity to freight inter-modal facilities.
The FAST Corridor (Freight Action Strategy for the Everett-Seattle-Tacoma Corridor) is a partnership of 26 local cities, counties, ports, federal, state and regional transportation agencies, railroads and trucking organizations, working toward solving freight mobility problems with coordinated solutions. It is co- sponsored by the Washington State Department of Transportation and the Puget Sound Regional Council, and is managed via a multi-agency staff team. Their vision is to integrate local and regional transportation system improvements along mainline rail lines and truck corridors near ports in the central Puget Sound region.
Closely linked to the FAST Corridor is the Freight Mobility Roundtable, which is a nationally recognized public-private forum working to define and recommend actions serving freight mobility needs in and through central Puget Sound. It is consulted by the FAST Corridor and provides input into regional and state transportation plans. Meetings are held bi-monthly.
2. Mid-Continent International Trade Corridor – Developing Freight Inter- Modal Facilities
Another case study that has been reviewed, Development of Freight Inter-Modal Facilities in the Mid-Continent International Trade Corridor, identified important considerations required in the successful implementation of freight inter-modal facilities across North America. These considerations included private-public partnerships that can be highly important in creating successful multi-user freight inter-modal hubs. Cooperation amongst participants was also identified as a key factor. A common challenge is the lack of available information about shipments made by privately-owned companies; this can create challenges in determining site-specific characteristics and requirements when developing strategies for future facility and access capabilities.
Logistical support was also identified as an important item, as it is important in the development of business opportunities. The last point identified by the study was international trade itself, and identification of the needs of the business community with respect to it. The study stated that trade processing centres would be beneficial to the mid-continent / Winnipeg area with respect to growth in international trade.
3. Kansas City SmartPort, Missouri Kansas City (KC) SmartPort it a non-profit economic development organization formed to promote and enhance Kansas City as America’s leading inland port. KC SmartPort is not a physical port; the organization’s main function is to market all of the transportation assets in the 18-county, 50-city and two-state region.
While the Southern Ontario Gateway Council (SOGC) is a related type of organization operating within the study area, it serves as a transportation and economic development forum with members that include many of the major
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transportation providers, shippers and industry associations in southern Ontario. The SOGC is involved in the Ontario Quebec Continental Gateway and Trade Corridor study, as well as the Metrolinx goods movement strategy. Alongside the SOGC, a practical, working-level, transport-focused gateway organization can provide assistance to gateway operators, attracting investors and interest. This can be useful in the context of supporting inter-modal transportation assets with capacity for growth.
A.7.2 Related Policies As freight inter-modal facilities accommodate interaction amongst various transportation modes at one location, policies that are applicable to these modes are generally applicable to the freight inter-modal facilities that accommodate them. Policies related to the freight rail, marine and air transportation modes are discussed in Sections A.4.2, A.5.2, and A.6.2 respectively.
A.7.3 Other Relevant Issues / Constraints A number of factors are important for the implementation of freight inter-modal facilities for goods movement. Security issues are becoming an increasingly important and expensive issue for all transportation modes. As further tightening of security policies may affect certain transportation modes more than others, this may subsequently affect implementation, characteristics and location of a potential inter-modal facility. Fuel pricing affects all transportation modes although some more than others. Air transportation is affected the most by fuel prices.
Perceived competitive interaction amongst transportation modes has been identified as a potential issue as goods movement is a profit-driven market. Practically speaking, however, rail, marine and truck modes service different goods movement needs.
Insufficient and / or inefficient inter-modal road connections can constrain inter- regional goods movement due to limited connections and capacity constraints, as well as the capacity of the connecting higher order road transportation systems. This subsequently affects implementation of new or expansion of existing inter-modal facilities. Lack of coordination in and recognition of goods movement planning, including insufficient treatment of freight in public sector planning and absence of coordination on freight issues between levels of government, were identified as issues by rail operators and by Transport Canada in their 2004 Inter-modal Freight Consultation. As different parties are responsible for planning of the railways, road networks and other modes, it can be difficult to coordinate planning such that goods are moved efficiently and effectively. Changes to address these issues and constraints could potentially improve inter- modal transportation services in the study area and thereby addressing the transportation problems and opportunities. As security and fuel pricing are global issues, however, the study has a low potential to influence such changes. Inter- modal connections and coordination and recognition of the importance of goods
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movement also have a high potential to address the problems and opportunities, and this study has a high potential to influence such changes.
B.
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B. Assessment of Multi-Modal Alternatives Chapter 3 of the Area Transportation System Alternatives Report provides an overview of the second stage of the process for generating and assessing the Area Transportation Alternatives that was discussed in Section 1.6 of the main report. A number of alternatives were identified by the study team, stakeholders and the public to address the transportation problems and opportunities in the study area as part of the first stage of the process (refer to Chapter 2). These include policies, programs, operational changes, and new infrastructure and inter-modal connections. The transportation, environmental, economic and community criteria that will be utilized to support the assessment of and evaluation of the preliminary planning alternatives are outlined in Table B-1. Table B-2 of this appendix describes each alternative and the study team’s assessment as to whether it is able to substantively contribute to addressing the transportation problems and opportunities in the study area. The table further categorizes each of the alternatives that are considered able to substantively contribute on the basis of whether the alternative will be pursued as part of this study, or should be pursued as part of a separate study or initiative. In addition, a high-level assessment and evaluation of the Groups #3 and #4 alternatives are summarized in Table B-3.
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Table B-1: Factors & Criteria for Assessing Preliminary Planning Alternatives
FACTOR SUB-FACTOR EVALUATION CRITERIA MEASUREMENT OF THE EFFECTS 1. Natural Environment Factors 1.1 Fish and Fish 1.1.1 Fish Habitat Potential to affect sensitive fish Number of potential stream / water course crossings by type: Habitat 1.1.2 Fish Community habitat and fish community. Coldwater Warmwater 1.2 Terrestrial 1.2.1 Wetlands Potential to affect provincially and Number of wetland complexes potentially impacted by type: Ecosystems locally significant wetlands. Provincially Significant Wetland (PSW) ‘Other’ 1.2.2 Woodlands and Other Potential to affect significant forest Number of significant wooded areas (over 40 hectares) Vegetated Areas and vegetation communities. potentially impacted by: Linear area of significant woodlot potentially impacted. (e.g. forest stands, woodlots, interior forest habitat and significant valley lands) 1.2.3 Wildlife Habitats and Potential to affect significant Qualitative assessment of the potential effects on wildlife Movements wildlife habitat and wildlife movement, based on natural areas, as identified by MNR: movement opportunities. Type of habitat Length of habitat
Species at Risk Qualitative assessment of potential effects on Species at Risk based on known concentrations. Summarized using a high, medium and low scale to identify the potential to effect concentrations. 1.2.4 Regional Natural Potential to affect connections Number of features on the landscape and key linkage areas Heritage System (RNHS) between patches of remnant between these features potentially impacted. habitat. 1.3 Groundwater 1.3.1 Areas of Groundwater Potential to affect areas of Qualitative assessment based on: Recharge and Discharge groundwater recharge and Soil type and permeability to identify areas of high, discharge. moderate and low groundwater recharge capability. Number and location of groundwater recharge and discharge areas.
1.3.2 Groundwater Source Potential to affect groundwater Number of wellhead protection areas that are potentially affected Areas and Wellhead Protection source areas and wellhead and their location. Areas protection areas. Identify the names and locations of wellhead protection zones potentially impacted. 1.4 Surface Water 1.4.1 Watershed / Sub- Potential to affect existing Indicator is pavement. Area of new pavement (impervious Watershed Drainage drainage systems associated with surface) is calculated by the number of new lanes and length of
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FACTOR SUB-FACTOR EVALUATION CRITERIA MEASUREMENT OF THE EFFECTS Features/Patterns permanent watercourses. widening/new corridor.
Summarized as qualitative description using ranges of numbers for high, medium and low potential to affect. 1.5 Designated Areas Designated Areas are defined Potential to affect designated Qualitative description of designated areas potentially impacted. by resource agencies, areas. municipalities, the government Measured by the number and location of Designated Areas and/or the public through potentially affected. legislation, policies, or approved management plans, (There is potential to avoid and mitigate Designated Areas during to have special or unique route planning.) value. Such areas may have a variety of ecological recreational, and/or aesthetic features and functions that are highly valued. Examples of Designated Areas include the following: Niagara Escarpment; Bruce Trail; Trans Canada Trail; Oak Ridges Moraine; National and Provincial Parks; Designated federal wildlife/marine Areas; RAMSAR wetlands; Remedial Action Plan areas (RAP); International Biological Program areas; World Biosphere Reserves; Designated heritage rivers; Environmentally Sensitive Areas (ESA); Environmentally Sensitive Policy Areas (ESPA); Provincially Significant Areas of Natural and Scientific Interest (ANSI); Conservation Authority parks/Open Space lands; Stewardship lands; Greenbelt; and Land trust areas (such as Nature Conservancy of Canada and others).
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FACTOR SUB-FACTOR EVALUATION CRITERIA MEASUREMENT OF THE EFFECTS
2. Land Use / Socio-economic Environment Factors 2.1 Land Use 2.1.1 First Nations Land Potential to affect areas for which Number of known land claims and the name of each land claim Planning Policies, Claims there are First Nations that could be potentially impacted. Plans, Goals, outstanding land claims or Objectives treaties. 2.1.2 Provincial/Federal land Potential to support Qualitative assessment of potential to affect federal/provincial use planning federal/provincial land use land use policies/plans/goals/objectives. policies/goals/objectives policies/plans/goals/objectives (Use level of detail developed during Evaluation Stage 2). 2.1.3 Municipal (regional and Potential to support municipal Qualitative assessment of potential to affect municipal Official local) land use planning Official Plans. Plans. policies/goals/objectives (Official Plans) (Use level of detail developed during Evaluation Stage 2). 2.2 Land Use / 2.2.1 Indian Reserves Potential to affect Indian Qualitative assessment of potential to affect Indian Reserves. Community Reserves. Measured by number and description of reserves impacted. 2.2.2 First Nations Sacred Potential to affect First Nations The potential to impact cultural resources of historical Grounds Sacred Grounds. significance to First Nations will be confirmed through discussions with First Nations as part of the EA process. 2.2.3 Residential (Urban and Potential to affect urban and Qualitative assessment of potential to affect urban and Rural) residential areas. residential areas.
Measured by number of areas affected and summarized using a high, medium and low scale to identify the potential to affect. Summary will include a description of communities affected and the potential to mitigate, avoid and displace effects. 2.2.4 Commercial / Industrial Potential to affect commercial and Qualitative assessment of the potential to affect commercial and industrial areas. industrial areas.
Measured by the estimated number of properties/buildings potentially affected within commercial and industrial areas along the existing corridors.
Summarized using a high, medium and low scale to identify the significance, disruption and displacement of the affected areas. 2.2.5 Tourism Operations Potential to support tourist areas Qualitative assessment of potential to impact or support tourist and attractions. areas and attractions. (e.g. Tourist areas, major attractions) Summary will include the name of the tourist areas and
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FACTOR SUB-FACTOR EVALUATION CRITERIA MEASUREMENT OF THE EFFECTS attractions, a description of the area and how the area will be supported or impacted by the new corridor or widening. 2.2.5 Community Facilities / Potential to affect major Qualitative assessment of potential to affect major community Institutions community facilities and facilities and institutions. institutions. (e.g. libraries, recreation Measured by the number of community facilities and institutions centres, etc) affected and summarized with the name and a description of each facility. 2.3 Noise 2.3.1 Transportation Noise Potential for increased Qualitative description of the different types of noise impacts, the transportation noise in Noise locations of increased noise, the proximity to NSAs and the Sensitive Areas (NSAs) magnitude and severity of impacts. (residential areas and sensitive institutional uses). (Acknowledge the difference between urban and rural impacts, where increases in rural areas will affect less people but more significantly and urban places will affect more people but less significantly.) 2.4 Air 2.4.1 Local and regional air Potential for exposure of RWDI quality impacts; greenhouse sensitive receptors to various gas emissions levels of air pollution (including extent and duration of exposure). Incremental annual amounts of air pollutants (criteria air contaminants emitted into the region for the horizon year. Incremental annual amounts of greenhouse gases emitted per annum for the horizon year. 2.5 Land Use / 2.5.1 First Nations Treaty Potential to affect First Nations The potential significance to impact First Nations Treaty Rights Resources Rights and Interests or Use of Treaty Rights and Interest or use and Interest or use of land and resources for traditional purposes Land and Resources for of land and resources for will be confirmed through discussions with First Nations as part Traditional Purposes traditional purposes of the EA process.
(e.g. hunting, fishing, harvesting of traditional foods, harvesting of medicinal plants) 2.5.2 Agriculture Potential to affect specialty crop Qualitative assessment of prime agricultural lands and areas and/or areas of Canada description of specialty crop areas. Land Inventory Classes 1, 2 and 3 soils. Measured by the linear area/distance of Class 1-3 agricultural land potentially impacted.
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FACTOR SUB-FACTOR EVALUATION CRITERIA MEASUREMENT OF THE EFFECTS 2.5.3 Recreational Lands and Potential to affect parks and Number of parks and recreation areas potentially affected and Natural Areas of Provincial recreational areas. the names of each area. Significance (e.g. national/provincial parks, Qualitative summary of the major parks and recreational areas conservation areas, major impacted. trails) 2.5.4 Aggregate and Mines Potential to affect aggregates and Number of pits and quarries that will be potentially affected. mineral resources sites. Summarized with a qualitative description of each pit and quarry and an acknowledgement of other significant areas/resources potentially impacted. 2.6 Municipal Services 2.6.1 Major Utility Potential to affect major utility Number and description of potential crossings for each major Transmission Corridors transmission corridors. utility transmission corridor that could potentially be impacted.
(e.g. railway, hydro, pipelines, gas, oil) 2.7 Contaminated (e.g. Landfills, Hazardous Potential to release of existing site Number and type of contaminated sites potentially affected. Property Identification Waste Sites, “Brownfield contamination from landfills (open and Management Areas”, other known and closed), hazardous waste (New corridor summaries can state that ‘there is a high contaminated sites, and high- sites and other known probability to avoid sites during route planning, but the corridor risk contamination areas) contaminants. will pass through x number’) 3. Cultural Environmental Factors 3.1 Cultural Heritage – 3.1.1 Buildings or “Standing” Potential to affect buildings or Qualitative assessment of the potential to affect or avoid cultural Built Heritage and Sites of Architectural or “standing” sites over 40 years of heritage areas/resources. Cultural Heritage Heritage Significance or age including local, provincial or Landscapes Ontario Heritage Properties national interest or Ontario (Note in the summary description that there is higher probability Heritage properties. for a widening alternative to impact cultural heritage.) 3.1.2 Heritage Bridges Potential to affect significant heritage bridges. 3.1.3 Areas of Historic 19th Potential to affect areas of historic Century Settlement 19th century settlement. 3.1.4 Cemeteries Potential to affect known cemeteries. 3.1.5 First Nations Burial Sites Potential to affect known burial The potential to impact cultural resources of historical sites. significance to First Nations will be confirmed through discussions with First Nations as part of the EA process. 3.2 Cultural Heritage – 3.2.1 Pre-Historic and Historic Potential to affect significant pre- The potential to impact archaeological sites of historical Archaeology First Nations Sites historic and historic First Nations significance to First Nations will be confirmed through archaeological sites of extreme discussions with First Nations as part of the EA process. local, provincial or national interest. 3.2.2 Historic Euro-Canadian Potential to affect significant Q ualitative assessment of the potential to affect or avoid Euro-
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FACTOR SUB-FACTOR EVALUATION CRITERIA MEASUREMENT OF THE EFFECTS Archaeological Sites historic Euro-Canadian Canadian archaeological sites. archaeological sites of extreme local, provincial or national (Note in the summary description that there is a higher interest. probability for a new corridor to impact archaeological sites.) 4. Area Economy 4.1 First Nations Potential to support First Nations The potential to support First Nations industry will be confirmed Industry industry in the area by efficient through discussions with First Nations as part of the EA process. and reliable movement of people and goods. 4.2 Industry and Potential to support heavy To be confirmed by economic specialists. Trade industry and trade by efficient and reliable goods movement. 4.3 Tourism and Potential to support tourism and Recreation Industry recreation industry by efficient movement of people. 4.4 Agriculture Potential to support area Industry agriculture industry by efficient movement of goods.
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Table B-2: Description and Categorization of Multi-Modal Alternatives Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
TRANSIT
1. Improve access to transit, e.g. direct BRT/HOV ramps into transit parking lots. This would promote transit ridership.
2. Encourage improved integration of municipal and inter-regional transit services by This would facilitate transfers between transit systems. promoting the use of major inter-regional transit stations.
3. Incorporate active transportation at transit stations and on transit vehicles, e.g. This would promote transit ridership and facilitate inter-modal bike racks, lockers, etc. connections.
4. Use shoulders as bus lanes during peak hours to allow transit vehicles to bypass This would help to enhance reliability of transit services and minimize queues. delays.
5. Consider multi-purpose use of existing corridors (e.g., parallel transitway and motorways within existing corridors, such as Highway 401 from Pearson Increases transit capacity with minimal land requirements. International Airport to Guelph, with a dedicated transit right-of-way to be expanded to higher-order transit as warranted by demand).
6. Provide dedicated transit lanes in existing road corridors either through lane Increases transit capacity. conversion or addition.
7. Build park and ride (with bike parking) at all interchanges along 400-series This would promote transit ridership and increase inter-modal highways and other locations and improve transit access at key locations. connections. GROUP #1 GROUP 8. Provide new/improved transit connections west of Pearson International Airport. This would promote transit ridership.
9. Provide new rapid transit links between major nodes, such as Guelph – Milton - Brampton – Mississauga – York / North York. This would increase transit capacity and promote transit ridership.
10. Provide new or improved local transit connections to inter-regional transit stations. Promote a seamless and integrated transit service which would promote transit ridership.
11. Improve various existing roads to provide priority for transit. This would increase transit capacity and promote transit ridership.
12. Make long distance transit trips more desirable than long distance car trips. This is represents a goal of this study and will be implemented through a combination of alternative solutions. 13. Make transit fares competitive with other modes of transportation. This would promote and increase incentives of using transit.
14. Grade separate existing rail / rail grade crossings involving passenger lines. This would improve transit service.
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Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
15. Provide improved bus service at GO Rail stations, especially for tourists / This would increase transit ridership for tourism / recreational purposes. recreational users. Tourism and recreational users will benefit from all-day two-way service.
Promote a more seamless and integrated transit service which would 16. Coordinate GO and municipal transit (i.e. TTC) service hours. promote transit ridership.
17. Encourage municipal transit to feed into major inter-regional stations. This would promote transit ridership.
18. Increased frequency of GO Transit service (bus and rail). This would increase transit capacity and promote transit ridership.
19. Provide more express GO trains. This is being considered by Metrolinx.
20. Legislate car license at age 25 to support transit culture (in 416 and 905). This idea is beyond the policy framework of this study.
Demand forecasts do not warrant all day service on all GO lines. Service 21. Implement two-way all day service on all GO lines. requirements will be determined on a line-by-line basis by Metrolinx.
22. Provide increased funding / support for improvements (e.g. higher-order transit, Any new initiatives that emerge from this study would require increased more routes and vehicles). funding support beyond that which is currently committed.
GO has established the GO 2020 plan for its core network with frequent 23. Provide frequent 5 a.m. – 11 p.m. GO Transit services (than hourly). service and its commuter network with peak period service only.
24. As transit is the first priority outlined in the Growth Plan, modelling should take into account ideal transit times and quantify the amount of investment needed to This is a part of the process to evaluate alternatives in this study. achieve this.
25. Implement more tax incentives to encourage the use of transit. This is beyond the terms of reference of this study.
This is currently being pursued by Metrolinx in conjunction with local 26. Encourage greater company participation in promoting transit use by employers. TDM organizations.
27. Implement provincial level development charges to encourage desirable transit- This is beyond the terms of reference of this study. oriented land use.
This is more of a local solution, and would not significantly reduce inter- 28. Provide support for private, small-scale transit providers. regional transportation demands.
29. Electrify the passenger rail network. This is being investigated by Metrolinx.
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Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
This is being pursued by Metrolinx to promote a seamless and integrated 30. Introduce a multisystem smart card. transit service which would promote transit ridership.
This is being pursued by Metrolinx to promote a seamless and integrated 31. Integrate fare and information system online in real time. transit service which would promote transit ridership.
32. Improved integration of local and inter-regional transit via higher level organization This is being pursued by Metrolinx to promote a seamless and integrated (fare integration, physical links) (i.e., Metrolinx). transit service which would promote transit ridership.
Class I rail companies make decisions on how tracks are utilized, and would adopt this approach provided it makes sense from a business perspective. The province does not have jurisdiction over the rail companies, and therefore could not mandate this. However, GO Transit / 33. Implement incentives or regulations to have rail companies give preference to Metrolinx is working closely with CN and CP to ensure better co- passenger rail traffic during peak commuter periods (at diamonds). ordination and cooperation resulting in fewer conflicts. GO Transit is also pursuing opportunities to acquire rail corridors for the benefit of passenger transportation, and will move toward rail traffic control and operation.
34. Make transit schedules of public transit services available in small towns (both One Metrolinx’ key objective as per the RTP is to create a comprehensive paper and electronic). passenger information system.
This would make transit more attractive, but is within the mandate of GO 35. Improve security at GO Transit parking lots. transit.
The province has established the Growth Plan for the Greater Golden 36. Intensify development to make transit a more sustainable alternative. Horseshoe that identifies population, employment and intensification targets.
37. Make transit cheaper than cars (e.g. parking management – high parking fees, tax parking lots for commuters, max parking supply, etc.) in order to promote and This is being considered by Metrolinx. increase incentives of using alternative modes.
The study team will be compiling and analyzing data from various 38. Take the Northern Mainline Passenger Rail Service Study into consideration.1 sources to identify problems and possible solutions to the transportation issues in the Preliminary study area.
Service requirements are determined by GO. Maximum train lengths are 39. Provide longer or shorter GO trains, as required. established and limited by existing platform lengths.
1 The Northern Mainline Passenger Rail Service Study was a report commissioned by local municipalities in 2003 to investigate rehabilitation of rail service from Georgetown to London via Acton, Guelph, Breslau (near Kitchener) and Stratford.
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Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
This would not resolve inter-regional transportation issues within the 40. Use taxis and a taxi scrip service to improve transportation mobility for the study area. Metrolinx is investigating a region-wide approach to disabled. improving mobility for people with disabilities.
This would not resolve inter-regional transportation issues within the 41. Nationalize rail / bus system and use private operators. Preliminary study area.
It would be difficult to quantify travel time in such a manner because 42. Establish minimum transit service levels such that travel times or no greater than traffic conditions constantly change and are affected by numerous “x” minutes or “y” percent than automobile travel. external factors (e.g. weather, incidents, etc.).
This is a local solution that may be considered as part of an array of 43. Increase the amount of parking at existing transit stations, such as the King City improvements. Metrolinx / GO Transit establishes parking requirements Go Station. for its facilities.
44. Expand GO service frequency and hours beyond peak periods in some locations. This would promote transit ridership.
45. Create mobility hubs with radial connections to outlying areas at urban growth centres (such as Kitchener / Waterloo, Guelph and Georgetown, Brampton and This would promote transit ridership to, from and between these Vaughan) that would provide inter-regional transit service to neighbouring communities to promote community self-sufficiency. communities.
46. Consider rapid transit (BRT / LRT) along all new highway corridors. This would increase transit capacity.
47. Increase the number of transit hubs outside of urban areas. This would promote transit ridership. GROUP #2 GROUP This is a local solution that may be considered as part of a larger 48. Provide Georgetown to Milton shuttle train. network. It would increase transit connectivity and promote transit ridership. This would increase transit connectivity and promote transit ridership. 49. Investigate perimeter rail routes for commuters. Route selections of any potential solutions will be investigated in a later stage of this study.
50. Provide local transit service for any community / town that has population more This would promote transit ridership. than 20,000.
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Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
A passenger rail link between Union Station and Pearson International 51. Provide high speed rail service from Union to Pearson International Airport to Airport is being planned by Metrolinx. High speed rail links are not being Kitchener / Waterloo. considered at this time.
52. Provide light rail elevated above freight tracks through congested yards, This is a local solution that may be considered as part of a larger system particularly those near Toronto. of solutions.
53. Build light rail from Barrie to Toronto along Highway 400. This is outside the GTA West Preliminary study area.
54. Add GO train routes connecting to King City and Barrie. This is outside the GTA West Preliminary study area.
55. Open passenger rail to competition. This would not address the transportation problem, however innovative transit implementation solutions may be considered. Rail service is not warranted for every tourist destination. Tourism / 56. Investigate train tourism opportunities (e.g. to / from Mohawk Raceway). recreation destinations that can be served by bus routes that are warranted will be considered in the route selection phase.
57. There is no transit solution in the completed Highway 7 EA study. Therefore, the This may be considered during the route planning stage if the need to GTA West study area may need to be extended into the Kitchener-Waterloo area. expand the study area is identified. Not pursued at this stage of the study.
58. Expand Metrolinx’ mandate and service area to cover transit, freeways (inter- This is Metrolinx’ mandate. Expanding Metrolinx’ service area will be regional roads), rail, etc. (i.e. all elements of inter-regional transportation system). considered.
59. Provide passenger and freight dedicated rail infrastructure. This is being considered by rail operators.
60. Create a connection from Union Station to Pearson International Airport. This is being pursued by Metrolinx.
Rail companies have indicated that they have adequate capacity to 61. Expand rail infrastructure at choke points. accommodate existing and future travel demands. They will consider expansion of single track sections as warranted. GO is expanding track at choke points on its rail corridors. 62. Develop a dedicated transit corridor similar to the proposed 407 Transitway to improve connectivity between northern and western York Region and the Region of #4 Peel and regions west of Peel. HOV lanes and rapid transit in the GTA West would This would increase transit connectivity and promote transit ridership.
GROUP GROUP integrated with and support York Region Transit.
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Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
FREIGHT RAIL
63. Provide Choice and Opportunity to Benefit from Strengths of Each Mode: Providing Represents a core objective of the GTA West Corridor Planning and EA opportunities to choose alternative transportation modes, as well as information Study and will be pursued through the recommended transportation about the strengths of each one, could result in a more balanced distribution of alternatives. travel.
64. Understand Requirements and Match with Logistics and Economic Realities: A better understanding of the needs of shippers, travelers and of logistics and economic Being pursued through Metrolinx’s comprehensive strategy for goods realities could enable the choice of alternatives to the road network, such as rail movement. It is recommended that a survey of shipper requirements be transportation. Further information about goods movement, particularly from the considered as part of the strategy development. viewpoint of shippers, would be beneficial in advancing transportation solutions.
65. Understand Growth in Goods Movement and Links to the Economy: As above, a better understanding of the growth in goods movement and its importance in the As above, being pursued through Metrolinx’s comprehensive strategy for economy could raise awareness of the importance of goods movement and enable goods movement. better transportation choices for meeting goods movement needs.
66. Metrolinx Policy / Planning for Goods Movement: Similar to The Big Move for transit, a policy and planning study should be undertaken for goods movement throughout As above, being pursued through Metrolinx’s comprehensive strategy for the Greater Golden Horseshoe (GGH). Such an initiative would improve goods movement. understanding of the needs of shippers and the measures that might be necessary to advance the use of non-road transportation modes.
GROUP #1 GROUP 67. National Policy Targets for Modal Shift onto Rail / Marine: For goods movement, such Outside of the jurisdiction of MTO: recommended for consideration / an initiative could result in programs and practices to transfer some shipments further study by provincial and / or federal authorities. Ontario’s current onto rail. Government mode shift targets would need to be accompanied by action policy is to let the private marketplace determine modal choice. plans to assist shippers and transportation service providers to achieve modal Shippers generally use the most convenient and cost effective mode for shift. Appropriate targets and timescales would need to be identified, as well as an transporting good (within the policy framework). implementation strategy. Other regulations and policies would be affected.
68. Achieve Sustainable Multi-Modal Transportation Systems, Balancing Economic, Social Represents a core objective of the GTA West Corridor Planning and EA and Environmental Factors: A sustainable, balanced transportation system could Study and will be pursued through the recommended transportation make increased use of the rail mode where it is appropriate for moving people and alternatives. goods, and could alleviate some congestion on the road network.
Not expected to substantively contribute to addressing inter-regional 69. Mandating Goods Travelling <500 km by Rail: One of the important factors transportation problems and opportunities. Shippers decide how best to determining how goods are shipped is travel distance; typically, rail is used for transport goods based on a number of factors, including urgency of trips over 500 km. Formalization of this practice by regulations could increase the delivery, nature of goods and travel distance. There are some instances, use of rail to ship goods over longer distances. This alternative includes policy, e.g., just-in-time delivery, in which trips >500 km may need to travel by economic and organizational implications and would likely need to occur at a other means. There would be significant policy and economic national level. implications of such an alternative.
January 2011 DRAFT B- 12 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
70. Improve the Efficiency of Marine and Rail Services to Trade Centres (e.g., Toronto): Represents a core objective of the GTA West Corridor Planning and EA Improvements to the efficiency of marine and freight rail transportation could Study and will be pursued through the recommended transportation increase use and mode share and remove some goods movement trips from the alternatives. road network.
71. Review Regulations to get Better Use of Rail: This alternative would identify Part of the identification of individual transportation alternatives regulatory barriers to freight rail transportation in the GGH and beyond. exercise. Regulations would need to be reviewed at national and international levels.
72. Include International Case Studies (i.e., British Rail System) in Rail Analysis: An investigation of the rail initiatives and practices in other jurisdictions would be Part of the identification of individual transportation alternatives beneficial in identifying potential measures to improve and make better use of rail exercise. transportation systems in the GTA West study area.
Not expected to substantively contribute to addressing inter-regional 73. Eliminate Municipal Tax from Railways: The elimination of municipal tax from railways transportation problems and opportunities. It is not expected that such a could enable a more competitive freight rail service with more extensive services. change would significantly alter the volumes and distribution of goods This could remove a disincentive to rail shipments and thereby improve the use of by rail in the study area, and there would be significant national policy rail transportation. and economic implications.
74. Changes to Rail Grade Separation Regulations: It is considered that future growth on the rail network would benefit from changes to the regulations surrounding rail Outside of the jurisdiction of MTO: recommended for consideration / grade separations, such that the system is protected for potential expansion of the further study by provincial and / or federal authorities. rail network at costs that are not prohibitive to the railways. Such a change would be required at the national level.
75. Standardize Rail Car / Container Carrying Requirements across Jurisdictions: A harmonized protocol for goods inspection procedures across North America would benefit goods movements between Canada and the US through the study area, and Outside of the jurisdiction of MTO: recommended for consideration / could allow containers to be sealed at their point of origin on the continent and further study by provincial and / or federal authorities. eliminate the need for customs checks at border crossings. The lack of a standardized system increases handling of containers and thereby increases costs and inefficiencies. This alternative will have security implications.
Not expected to substantively contribute to addressing inter-regional 76. Targeted Incentives for Industries to Use Rail: Through better understanding of transportation problems and opportunities. Shippers decide how best to shippers’ needs, more targeted incentives could be developed and implemented for transport goods based on a number of factors, including urgency of increased use of rail transportation. This could increase the rail mode’s use and delivery, nature of goods and travel distance. There are some instances, remove some trucks from the road network. This alternative includes policy, e.g., just-in-time delivery, where rail is not the most efficient means of economic and organizational implications and would likely need to occur at a shipping. There would be significant policy and economic implications national level. of such an alternative.
January 2011 DRAFT B- 13 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
Not expected to substantively contribute to addressing inter-regional transportation problems and opportunities. Shippers decide how best to 77. Subsidize Rail Transportation: This alternative could increase the competitiveness of transport goods based on a number of factors, including urgency of rail compared to truck transportation and increase the use of rail through the study delivery, nature of goods and travel distance. There are some instances, area. This would include policy, economic and organizational implications and e.g., just-in-time delivery, in which trips <500 km may need to travel by would likely need to occur at a national level. other means. There would be significant policy and economic implications of such an alternative.
78. Improve Integration of Rail and Air Transportation Modes: Integration of rail and air transportation could improve planning for future needs and thereby the efficiency Outside of the jurisdiction of MTO; further integration of planning for the and effectiveness of each mode, particularly to move goods. An overarching body modes of inter-regional travel recommended for consideration / further or strategy could improve coordination of planning. Such an alternative may need study by provincial and / or federal authorities. to occur at a national level.
Not expected to substantively contribute to addressing the study area’s 79. Expand the Type of Goods that can be Shipped Via Rail and Marine: Enabling a wider inter-regional transportation problems and opportunities. Shippers variety of goods to be shipped via rail and marine modes, as opposed to truck, decide which mode is best suited for shipping particular goods could help to relieve some of the demand for goods movements via the inter- dependent on factors including: character of goods (e.g., bulk, value); regional road network. cost of shipment; urgency; availability of transportation connections, etc.
Not expected to substantively contribute to addressing the study area’s 80. Use Passenger Trains for Courier Use: Such a service may allow for increased inter-regional transportation problems and opportunities. Passenger courier shipments to be made via rail and alleviate some truck trips from the road trains do not have excess capacity for courier services and would not network. provide the flexibility, speed or connections that courier services require.
81. Provide Funding / Support for Rail / Marine Improvements: This funding and support Part of the identification of individual transportation alternatives exercise could enable rail and marine modes to become more competitive in comparison includes identifying and recommending any freight rail transportation with truck for goods movement. Such improvements could include expansion of improvements that could address the study area’s transportation existing rail yards and lines, and expansion of existing ports. problems and opportunities.
82. Situate Industrial Areas Near Rail Lines: As discussed above, appropriate adjacent Although this is not expected to substantively contribute to addressing land uses are important to the operations of the rail network. Encouraging the study area’s inter-regional transportation problems and industrial uses near rail lines could minimize potential conflicts with operations opportunities, it could improve the efficiency of rail transportation and and expansion, and could allow for goods produced in these industrial areas to be protect for its future growth. This is recommended for further study by shipped by rail. Ontario government ministries and area municipalities.
83. Prevent Loss of Rail Network Sections: In order to maintain efficient and competitive Maintaining the rail network is important for its future efficiency and rail services, the physical network must be protected. Where rail corridors are competitiveness. Further study, including by the Metrolinx Goods currently not in use, there is an opportunity for the government to review and Movement Strategy, is recommended to identify strategies to maintain assess future / potential uses and purchase and / or protect corridors to remain the rail network. available for current and future rail use.
January 2011 DRAFT B- 14 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
84. Coordinate with New Inter-modal Terminal in Milton: The coordination of area land CN has a long range plan for an inter-modal terminal in the Milton area. uses and transportation infrastructure with CN’s long range plans for a new inter- No program dates have been identified. Planners in Milton and Halton modal facility in Milton could maximize the potential of this facility to improve the Region are aware of this potential future facility and future land use and efficiency of goods movement and the use of freight rail transportation in the study transportation planning is and should continue to take it into area. consideration.
85. Double Stacking: The capacity of the existing rail network could be increased by double stacking containers on trains, which would result in more goods being moved by rail transportation within the existing corridor and service schedules. Double stack containers are currently in use by CN and CP. There are infrastructure implications of such an alternative on trains, at inter-modal facilities and along the rail corridors.
86. Grade Separate Road and Rail: A program of rail-road grade separations could Although this is not expected to substantively contribute to addressing improve the efficiency of rail travel and remove the uncertainty surrounding the study area’s inter-regional transportation problems and individual rail-road grade separations (see above). Grade separations would need opportunities, it could improve the efficiency and competitiveness of rail to be constructed with spans of the full rail corridor to allow unconstrained transportation. Further study is recommended. expansion as required in the future.
87. Study Abandoned Rights of Way for Reinstatement: This alternative could identify Although this is not expected to substantively contribute to addressing unused rail rights-of-way that could be put back into service potentially using the study area’s inter-regional transportation problems and existing infrastructure and without disturbing other land uses. Reinstatement opportunities, it could improve the future capacity of the rail would increase rail capacity and could link areas that are currently underserved by transportation network, should an abandoned right of way be identified rail transportation. Rights of way would need to be located such that they connect between underserved urban, industrial and / or economic centres. urban, industrial and / or economic centres. This may present opportunities for Further study would be required. shortline services.
88. Drive-On / Drive-Off Service on Trains: This kind of alternative could improve the use of freight rail transportation by better integrating rail services with trucking. Such This kind of service “Rolling Highway” service is provided by CN Rolling Highway serviced are already in use in Europe and to a limited extent by CN (RoadRailer) and CP (Expressway), as discussed in Section 2.1 and CP, and could be expanded within the GGH.
89. Expand Metrolinx Mandate and Service Area to Cover Transit, Freeways / Inter-Regional Outside of the jurisdiction of MTO; Metrolinx mandate expansion would Roads, Rail, etc.: This could ensure improved planning across the GGH, with require policy changes and is recommended for further study by improve integration between modes and emphasis on all modes of travel. provincial and / or federal and municipal authorities.
90. Work with Municipalities to Develop Logistics Hubs near Airports / Ports / Rail Yards / Being pursued by the Assessment of Access to Inter-modal Facilities Industrial Parks: By developing logistics hubs near transportation infrastructure, research report. Many of Canada’s key logistics hubs are located in the better use could be made of rail transportation as rail yards would be in close GROUP #2 GROUP GTA West Corridor. One of this report’s objectives is identification of proximity to important locations for commerce and industry. Minimizing the roads where access to the facilities within these hubs could be distance between employment lands and transportation infrastructure could result improved. in shorter trip lengths and potentially increased use of rail transportation.
January 2011 DRAFT B- 15 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
91. Expand Rail Infrastructure at Choke Points: Expanding infrastructure at key choke points could provide opportunities for future growth of freight and passenger travel Being reviewed and pursued by others: typically rail companies assess on shared rail corridors, accommodating the planned significant increase in and add capacity as required, in conjunction with developments for passenger transit without limiting future rail freight services. Addressing network passenger rail services. bottlenecks can improve the capacity of an entire corridor.
92. Construct Dedicated Tracks for Passenger Rail: It is recognized that although capacity is not currently an issue for freight rail transportation, the significant growth planned for passenger rail could conflict with future freight rail growth. New, dedicated passenger rail tracks could reduce conflicts with freight movements and Could be considered as a strategy in GO Transit’s 2020 Expansion allow for substantial growth of both people and goods movement by rail. There are Program. two options for dedicated passenger rail: within the existing rail corridor and within a new corridor separate from the freight rail network. Construction of dedicated passenger tracks on a new corridor would involve increased independence, but with increased complexity and cost implications.
Not expected to substantively contribute to addressing the study area’s 93. Rail Corridor through the Greenbelt: A new rail corridor through the Greenbelt could inter-regional transportation problems and opportunities. It could provide additional capacity on the rail network and link economic and employment improve the future capacity of the rail transportation network, should a centres, thereby improving rail transportation services through the study area and new corridor be needed; however, there would be significant policy and potentially attracting additional business and use of the rail network. environmental implications. Substantial further study would be required.
94. Expand CN Rail Single Track in the Credit River Area East of Georgetown: This alternative would increase rail capacity within the study area and could address Currently being progressed by GO Transit. constraints on the service. Additional capacity could be used to allow future growth of passenger and freight transportation on this corridor.
95. Double-Tracked Corridor from Georgetown to Kitchener: As above, this alternative would increase rail capacity in the western portion of the study area, which could Currently being progressed by GO Transit. be used for freight and passenger traffic to support population and employment growth and the introduction of new passenger rail services.
96. Provide More Rail Infrastructure to Accommodate Shorter Hauls: Short haul rail There are potential needs for sidings for new business opportunities and services can transfer goods between origins / destinations and the Class 1 maintenance needs for the short haul network. Further study of future services on the main rail corridors. Increased short haul infrastructure and opportunities is recommended by the Class 1 and Class 2 rail lines. maintenance funds could enable more goods to be shipped via rail for the entirety of shipments.
January 2011 DRAFT B- 16 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
MARINE
97. Work with Municipalities to Develop Logistics Hubs near Airports / Ports / Rail Being pursued by the Assessment of Access to Inter-modal Facilities Yards / Industrial Parks: This alternative could increase use of marine research report. Many of Canada’s key logistics hubs are located in the transportation as hubs would be in close proximity to important locations for GTA West Corridor. One of this report’s objectives is identification of commerce and industry. Minimizing the distance between employment lands roads where access to the facilities within these hubs could be and transportation infrastructure could result in shorter trip lengths and improved. potentially increased use of marine transportation.
98. Metrolinx Policy / Planning for Goods Movement: Similar to The Big Move for transit, a policy and planning study should be undertaken for goods movement Being pursued through Metrolinx’s comprehensive strategy for goods throughout the Greater Golden Horseshoe (GGH). Such an initiative would movement. improve understanding of the needs of shippers and the measures that might be necessary to advance the use of non-road transportation modes.
99. Expand Metrolinx Mandate and Service Area to Cover Transit, Freeways / Inter- Outside of the jurisdiction of MTO; Metrolinx mandate expansion would Regional Roads, Rail, etc.: This could ensure improved planning across the require policy changes and is recommended for further study by GGH, with improve integration between modes and emphasis on all modes of provincial and / or federal and municipal authorities. travel.
100. Improved Coordination between GTHA Port Authorities: Improved coordination between the Toronto, Hamilton and Oshawa Port Authorities could improve the This is outside the scope of the study; however, there are potential distribution of goods throughout the GGH, resulting in optimized use of area advantages and disadvantages of improved port coordination. GROUP #1 GROUP marine and connecting transportation infrastructure. Such an initiative is expected to require significant organizational and policy changes.
101. Make Better Use of Port Facilities and Coordinate with Other Modes: Improved Represents a core objective of the GTA West Corridor Planning and EA use of area port facilities and improved coordination with other modes (e.g., rail Study and will be pursued through the recommended transportation and road access) could increase the level of use of marine transportation and alternatives improve its efficiency.
102. Changes to Advance Notification Rules at Canada-US Border: Such changes could affect cross-border / cross-lake shipments, including Hamilton-Oswego, Outside of the jurisdiction of MTO and the Ontario government; however, NY. Amendments to put marine notice periods more in line with those for other this could be recommended for consideration by federal authorities. modes could reduce a disincentive to marine transportation and potentially make some cross-border services more practical and viable.
103. Changes to Canadian Cabotage Laws: The decrease / removal of the 25% tariff on imported vessels would remove a constraint to the import of foreign vessels Outside of the jurisdiction of MTO and the Ontario government: could be and potentially increase marine transportation’s competitiveness for goods recommended for consideration by federal authorities. movement, allowing equipment to be in place for new and expanded services.
January 2011 DRAFT B- 17 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
104. Changes to US Harbor Maintenance Tax: The decrease / removal of the 0.125% tax on the value of goods shipped to / from the US could affect cross-border / cross-lake shipments, including potential Hamilton-Oswego, NY services. Such Outside of the jurisdiction of MTO and the Ontario government: could be amendments could reduce a disincentive to marine transportation compared to recommended for consideration by federal authorities. other modes and potentially make some cross-border services more practical and viable.
105. Changes to Ballast Water Regulations: Changes such that ballast water regulations were more uniform across the US states and include additional Outside of the jurisdiction of MTO and the Ontario government: could be stakeholder consultation could minimize the impacts of such regulations on recommended for consideration by federal authorities. Great Lakes and St. Lawrence Seaway marine transportation.
106. Formal Distribution Network to / from Montreal: This initiative would be similar to the Port Inland Distribution Network initiative at the Port of New York / New This is being pursued by others: the Port of Hamilton is currently Jersey. High level organization of shipments between the GGH and Montreal implementing ferry feeder services to / from the Port of Montreal. could result in better use of the marine transportation system and the removal of a number of trucks off of the road network.
107. Provide Choice and Opportunity to Benefit from Strengths of Each Mode: Represents a core objective of the GTA West Corridor Planning and EA Providing opportunities to choose alternative transportation modes, as well as Study and will be pursued through the recommended transportation information about the strengths of each one, could result in a more balanced alternatives. distribution of travel.
108. Understand Requirements and Match with Logistics and Economic Realities: A better understanding of the needs of shippers, travelers and of logistics and Being pursued through Metrolinx’s comprehensive strategy for goods economic realities could enable the choice of alternatives to the road network, movement. It is recommended that a survey of shipper requirements be such as marine transportation. Further information about goods movement, considered as part of the strategy development. particularly from the viewpoint of shippers, would be beneficial in advancing transportation solutions.
109. Understand Growth in Goods Movement and Links to the Economy: As above, a better understanding of the growth in goods movement and its importance in the As above, being pursued through Metrolinx’s comprehensive strategy for economy could raise awareness of the importance of goods movement and goods movement. enable better transportation choices for meeting goods movement needs.
110. National Policy Targets for Modal Shift onto Rail / Marine: For goods movement, such an initiative could result in programs and practices to transfer some Outside of the jurisdiction of MTO: recommended for consideration / shipments onto marine. Government mode shift targets would need to be further study by provincial and / or federal authorities. Ontario’s current accompanied by action plans to assist shippers and transportation service policy is to let the private marketplace determine modal choice. providers to achieve modal shift. Appropriate targets and timescales would Shippers generally use the most convenient and cost effective mode for need to be identified, as well as an implementation strategy. Other regulations transporting good (within the policy framework). and policies would be affected.
January 2011 DRAFT B- 18 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
111. Achieve Sustainable Multi-Modal Transportation Systems, Balancing Economic, Social and Environmental Factors: A sustainable, balanced transportation Represents a core objective of the GTA West Corridor Planning and EA system could make increased use of the marine mode where it is appropriate for Study and will be pursued through the recommended transportation moving people and goods, and could alleviate some congestion on the road alternatives. network.
Not expected to substantively contribute to addressing the study area’s 112. Expand the Type of Goods that can be Shipped Via Rail and Marine: Enabling a inter-regional transportation problems and opportunities. Shippers wider variety of goods to be shipped via rail and marine modes, as opposed to decide which mode is best suited for shipping particular goods truck, could help to relieve some of the demand for goods movements via the dependent on factors including: character of goods (e.g., bulk, value); inter-regional road network. cost of shipment; urgency; availability of transportation connections, etc..
113. Provide Funding / Support for Rail / Marine Improvements: This funding and Part of the identification of individual transportation alternatives exercise support could enable rail and marine modes to become more competitive in includes identifying and recommending any marine transportation comparison with truck for goods movement. Such improvements could include improvements that could address the study area’s transportation expansion of existing rail yards and lines, and expansion of existing ports. problems and opportunities.
114. Improve the Efficiency of Marine and Rail Services to Trade Centres (e.g., Represents a core objective of the GTA West Corridor Planning and EA Toronto): Improvements to the efficiency of marine and freight rail transportation Study and will be pursued through the recommended transportation could increase use and mode share and remove some goods movement trips alternatives. from the road network.
115. Year-Round Operation of St. Lawrence Seaway: The winter closure may limit the Not expected to substantively contribute to addressing inter-regional potential for marine transportation in the GGH, although the system users have transportation problems and opportunities. Year-round operations are worked around this constraint to date. Year-round opening might allow the Port not considered a realistic option by the SLSMC as downtime is needed of Hamilton to pursue new business, especially new container markets. The for maintenance, and the Seaway is currently operating at less than half SLSMC does not support year round activity and supports the closure period for capacity. maintenance activities.
116. Rebuild St. Lawrence Seaway to Accommodate Ocean Vessels: Currently, goods being transported to and from the study area via the Atlantic Ocean must access Not expected to substantively contribute to addressing the study area’s large ocean vessels at the Port of Montreal, as the locks on the St. Lawrence inter-regional transportation problems and opportunities, considering the Seaway restrict vessel size. Increasing the size of the Seaway would enable magnitude of the undertaking in terms of complexity, impacts and costs, large vessels to travel between the Atlantic Ocean and the study area, thereby and the declining use of the Seaway. keeping goods on marine transportation for a greater proportion of the journey.
Although this is not expected to substantively contribute to addressing 117. Ferry Services for Goods Movement / Trucks: A shortsea shipping-type initiative the study area’s inter-regional transportation problems and GROUP #2 GROUP could be implemented for trucks, with potential routes across Lake Erie and opportunities, ferry services are being investigated by others. Shipping through the Welland Canal, and across Lake Ontario. Such an initiative would decisions depend greatly on the type of good and length / urgency of remove trucks from the roadway, potentially reduce future traffic congestion, delivery trip; some goods shipped by truck are not suitable for delivery and would use less fuel for transportation per weight shipped. via marine, given the dependency on “just-in-time” delivery and the increase in trip duration expected from moving trucks by ferry.
AIR
January 2011 DRAFT B- 19 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
118. Achieve Sustainable Multi-Modal Transportation Systems, Balancing Economic, Represents a core objective of the GTA West Corridor Planning and EA Social and Environmental Factors: A sustainable, balanced transportation Study and will be pursued through the recommended transportation system could make increased use of other modes where appropriate for moving alternatives. people and goods, and could alleviate some congestion on the road network.
119. Understand Requirements and Match with Logistics and Economic Realities: A Being pursued through Metrolinx’s comprehensive strategy for goods better understanding of the needs of shippers, travelers and of logistics and movement. It is recommended that a survey of shipper requirements be economic realities could enable the choice of alternatives to the road network. considered as part of the strategy development. Further information about goods movement, particularly from the viewpoint of
shippers, would be beneficial in advancing transportation solutions.
120. Understand Growth in Goods Movement and Links to the Economy: As above, a better understanding of the growth in goods movement and its importance in the As above, being pursued through Metrolinx’s comprehensive strategy for economy could raise awareness of the importance of goods movement and goods movement. enable better transportation choices for meeting goods movement needs.
121. Metrolinx Policy / Planning for Goods Movement: Similar to The Big Move for transit, a policy and planning study should be undertaken for goods movement As above, being pursued through Metrolinx’s comprehensive strategy for throughout the Greater Golden Horseshoe (GGH). Such an initiative would goods movement. improve understanding of the needs of shippers and the measures that might be necessary to advance the use of non-road transportation modes.
122. Expand Metrolinx Mandate and Service Area to Cover Transit, Freeways / Inter- Outside of the jurisdiction of MTO; Metrolinx mandate expansion would Regional Roads, Rail, etc.: This could ensure improved planning across the GROUP #1 GROUP require policy changes and is recommended for further study by GGH, with improve integration between modes and emphasis on all modes of provincial and / or federal and municipal authorities. travel.
Not expected to substantively contribute to addressing inter-regional 123. 24-Hour Operations at Toronto Pearson: As part of its aircraft noise mitigation transportation problems and opportunities, as it would not necessarily program, limits have been placed on the total number of flights between 0300 significantly impact the amount or distribution of goods and passenger and 0600 during each year. Removal of this limitation could enable increased movements throughout the study area (and would involve significant throughput at the airport, optimizing its existing infrastructure. noise and environmental impacts).
124. Provincial Ownership of Regional Airports: Provincial control of regional Not expected to substantively contribute to addressing the study area’s airports could help to improve the distribution of goods between airports and inter-regional transportation problems and opportunities, as it would not thereby efficiency of goods distribution by air to / from the study area. It could necessarily significantly impact the amount or distribution of goods and enable better co-ordination between airports and improved use of the passenger movements throughout the study area and would require connecting transportation infrastructure. Such an initiative is expected to significant organizational and policy changes. require policy changes.
125. Improvements to Airport “Free Trade Zone” Systems: It has been noted that the Although this is not expected to substantively contribute to addressing air cargo industry could benefit from the creation of true “free trade zones”, the study area’s inter-regional transportation problems and which would provide opportunities in handling and some value-adding activities opportunities, it could address other land use and economic objectives. with no tax burden. Such improvements could stimulate use of air transportation Further study is recommended by federal authorities. at Toronto Pearson International and other airports.
January 2011 DRAFT B- 20 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
126. Improve Distribution of Cargo Shipments between Airports: Changes to the Not expected to substantively contribute to addressing the study area’s distribution of cargo shipments could improve ground transportation services inter-regional transportation problems and opportunities, as it would not and the use of existing infrastructure. Such a system could improve efficiency necessarily significantly impact the amount or distribution of goods and of door-to-door goods movements and remove some trucks from the road passenger movements throughout the study area and would require network. An organizational change and potentially policy changes would be significant organizational and policy changes. required.
127. Provide Choice and Opportunity to Benefit from Strengths of Each Mode: Represents a core objective of the GTA West Corridor Planning and EA Providing opportunities to choose alternative transportation modes, as well as Study and will be pursued through the recommended transportation information about the strengths of each one, could result in a more balanced alternatives. distribution of travel.
128. Improve Integration of Rail and Air Transportation Modes: Integration of rail and air transportation could improve planning for future needs and thereby the Outside of the jurisdiction of MTO; further integration of planning for the efficiency and effectiveness of each mode, particularly to move goods. An modes of inter-regional travel recommended for consideration / further overarching body or strategy could improve coordination of planning. Such an study by provincial and / or federal authorities. alternative may need to occur at a national level.
129. Work with Municipalities to Develop Logistics Hubs near Airports / Ports / Rail Yards / Industrial Parks: This alternative could increase use of other modes as Being pursued by the Assessment of Access to Inter-modal Facilities hubs would be in close proximity to important locations for commerce and research report. Many of Canada’s key logistics hubs are located in the industry. Minimizing the distance between employment lands and transportation GTA West Corridor. One of this report’s objectives is identification of infrastructure could result in shorter trip lengths and potentially increased use roads where access to the facilities within these hubs could be improved. of other modes.
130. High Speed Rail Link between Union Station-Toronto Pearson-Kitchener / Although this is not expected to substantively contribute to addressing Waterloo: An extension of the planned Union Station-Toronto Pearson rail link inter-regional transportation problems and opportunities, given limited westward would provide a transit option for airport travellers including tourists capacity to reduce future inter-regional road network travel demands, it and employees of the airport and surrounding areas. This could increase the could be pursued to address other land use, economic and use of public transportation for tourists and commuters. transportation objectives.
131. Sixth Runway at Toronto Pearson: It is recognized that the airport is anticipated
GROUP #2 GROUP to experience airside congestion and require an additional runway between 2013 Being reviewed and pursued by others. The Greater Toronto Airports and 2019, with maximum capacity reached under current forecasts by 2019. Association (GTAA) has recognized this issue and is working toward Environmental approval has been granted for an additional runway, but no addressing Toronto Pearson’s future capacity needs. definite plans for construction are in place. A sixth runway would alleviate future congestion problems at the airport.
Not expected to substantively contribute to addressing inter-regional 132. Expand Guelph Airfield for Goods Movement: An airport within the GTA West transportation problems and opportunities, given limited capacity to corridor could alleviate some of the airside and landside congestion issues reduce future inter-regional road network travel demands (and given surrounding Toronto Pearson, as well as reduce some travel distances between environmental considerations). The nearby Hamilton International airport and goods origin / destination by road. Airport provides cargo facilities.
January 2011 DRAFT B- 21 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
Not expected to substantively contribute to addressing inter-regional 133. Expand Brampton Flight Centre for Goods Movement: As above, an airport transportation problems and opportunities, given limited capacity to within the GTA West corridor could alleviate some of the airside and landside reduce future inter-regional road network travel demands (and given congestion issues surrounding Toronto Pearson, as well as reduce some travel environmental considerations). The nearby Hamilton International Airport distances between airport and goods origin / destination by road. provides cargo facilities.
134. Helicopter Services: Helicopter services could provide immediate transportation Not expected to substantively contribute to addressing the study area’s for passengers / goods within the study area. Such services would make use of inter-regional transportation problems and opportunities, given limited the available air transportation infrastructure while minimizing use of the limited capacity to reduce future inter-regional road network travel demands capacity on the inter-regional road network. (and given environmental and cost considerations).
FREIGHT INTER-MODAL
135. Improve Coordination Between Modes Including Goods Movement Logistics Working Groups: This idea incorporates a variety of improvements for both people (transit) movement and goods (freight) movement, including regional transit structure amalgamation, coordination of GO / TTC schedules, and establishment of a logistics working groups between airports, marine, rail and Being pursued through Metrolinx’s comprehensive strategy for goods trucking operations. The idea / alternative aims at better understanding the movement. It is recommended that a survey of shipper requirements be needs of various service providers / transportation modes in an attempt to considered as part of the strategy development. improve their efficiency through better coordination and amalgamation. Goods movement logistics groups are believed to improve the efficiency of goods shipment resulting in a reduced amount of intra and inter-regional truck trips as well as trip lengths.
136. Improved Coordination between GTHA Port Authorities: Improved coordination Further study by others will be required to determine the potential between the Toronto, Hamilton and Oshawa Port Authorities could improve the benefits and dis-benefits of improved port coordination, and policy / distribution of goods throughout the GGH, resulting in optimized use of area organizational changes would be needed beyond that in the immediate marine and connecting transportation infrastructure. Such an initiative is control of MTO. expected to require significant organizational and policy changes. GROUP #1 GROUP 137. Improve Loading / Routing Efficiency through Provision of Government-led Consolidation of Logistics Truck Industry: This idea / alternative targets loading Not expected to substantively contribute to addressing the study area’s / routing efficiency by consolidating load brokering logistics, which could result inter-regional transportation problems and opportunities. This could in reduced trip making by empty-trucks through coordination and incentives. benefit trucking efficiency and localized truck movements, and is being Some existing logistics firms are already focusing on the above-described pursued by logistics companies. consolidation.
138. Improve Distribution of Cargo Shipments between Airports: Changes to the Not expected to substantively contribute to addressing the study area’s distribution of cargo shipments could improve ground transportation services inter-regional transportation problems and opportunities, as it would not and the use of existing infrastructure. Such a system could improve efficiency necessarily significantly impact the amount or distribution of goods and of door-to-door goods movements and remove some trucks from the road passenger movements throughout the study area and would require network. An organizational change and potentially policy changes would be significant organizational and policy changes. required
January 2011 DRAFT B- 22 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
139. Improve Integration of Rail and Air Transportation Modes: Integration of rail and air transportation could improve planning for future needs and thereby the Outside of the jurisdiction of MTO; further integration of planning for the efficiency and effectiveness of each mode, particularly to move goods. An modes of inter-regional travel recommended for consideration / further overarching body or strategy could improve coordination of planning. Such an study by provincial and / or federal authorities. alternative may need to occur at a national level.
140. Metrolinx Policy / Planning for Goods Movement: Similar to The Big Move for transit, a policy and planning study should be undertaken for goods movement Being pursued through Metrolinx’s comprehensive strategy for goods throughout the Greater Golden Horseshoe (GGH). Such an initiative would movement. improve understanding of the needs of shippers and the measures that might be necessary to advance the use of non-road transportation modes.
141. Expand Metrolinx Mandate and Service Area to Cover Transit, Freeways / Inter- Outside of the jurisdiction of MTO; Metrolinx mandate expansion would Regional Roads, Rail, etc.: This could ensure improved planning across the require policy changes and is recommended for further study by GGH, with improve integration between modes and emphasis on all modes of provincial and / or federal and municipal authorities. travel.
142. Introduce Planning Policies to Promote Nodal (mixed use) Developments: Land use planning can be used to avoid conflicts with the operations of inter-modal facilities (e.g., residential land uses in close proximity to inter-modal facilities). This represents an objective of the Growth Plan that is being pursued by To minimize such conflicts, better land use planning policies must be in place, the government of Ontario and local municipalities. especially for areas with future potential inter-modal facilities. Improved planning could also create opportunities for compatible land uses such as industrial / logistics, increasing business opportunities.
143. Situate Industrial Areas Near Rail Lines: As discussed above, appropriate Although this is not expected to substantively contribute to addressing adjacent land uses are important to the operations of the rail network. the study area’s inter-regional transportation problems and Encouraging industrial uses near rail lines could minimize potential conflicts opportunities, it could improve the efficiency of rail transportation and with operations and expansion, and could allow for goods produced in these protect for its future growth. This is recommended for further study by industrial areas to be shipped by other modes. Ontario government ministries and area municipalities.
144. Provide Choice and Opportunity to Benefit from Strengths of Each Mode: Represents a core objective of the GTA West Corridor Planning and EA Providing opportunities to choose alternative transportation modes, as well as Study and will be pursued through the recommended transportation information about the strengths of each one, could result in a more balanced alternatives. distribution of travel.
145. Understand Requirements and Match with Logistics and Economic Realities: A Being pursued through Metrolinx’s comprehensive strategy for goods better understanding of the needs of shippers, travelers and of logistics and movement. It is recommended that a survey of shipper requirements be economic realities could enable the choice of alternatives to the road network. considered as part of the strategy development. Further information about goods movement, particularly from the viewpoint of shippers, would be beneficial in advancing transportation solutions.
January 2011 DRAFT B- 23 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
146. Understand Growth in Goods Movement and Links to the Economy: As above, a As above, being pursued through Metrolinx’s comprehensive strategy for better understanding of the growth in goods movement and its importance in the goods movement. economy could raise awareness of the importance of goods movement and enable better transportation choices for meeting goods movement needs.
147. Achieve Sustainable Multi-Modal Transportation Systems, Balancing Economic, Represents a core objective of the GTA West Corridor Planning and EA Social and Environmental Factors: A sustainable, balanced transportation Study and will be pursued through the recommended transportation system could make increased use of other modes where appropriate for moving alternatives. people and goods, and could alleviate some congestion on the road network.
148. National Policy Targets for Modal Shift onto Rail / Marine: For goods movement, Outside of the jurisdiction of MTO: recommended for consideration / such an initiative could result in programs and practices to transfer some further study by provincial and / or federal authorities. Ontario’s current shipments onto other modes. Government mode shift targets would need to be policy is to let the private marketplace determine modal choice. Shippers accompanied by action plans to assist shippers and transportation service generally use the most convenient and cost effective mode for providers to achieve modal shift. Appropriate targets and timescales would transporting good (within the policy framework). need to be identified, as well as an implementation strategy. Other regulations and policies would be affected.
149. Improve Truck Access to Inter-modal Yards: This alternative could address an Access to the Vaughan inter-modal terminal is being addressed as part issue identified by interviews with major transportation service providers, and of the Highway 427 extension, and other projects will look at specific improve road connections to existing inter-modal and distribution facilities. The links to inter-modal facilities. Vaughan Inter-modal terminal in particular has capacity for growth but requires
road system improvements to support this.
150. Work with Municipalities to Develop Logistics Hubs near Airports / Ports / Rail Being pursued by the Assessment of Access to Inter-modal Facilities Yards / Industrial Parks: This alternative could increase use of other modes as research report. Many of Canada’s key logistics hubs are located in the hubs would be in close proximity to important locations for commerce and GTA West Corridor. One of this report’s objectives is identification of industry. Minimizing the distance between employment lands and transportation roads where access to the facilities within these hubs could be improved. infrastructure could result in shorter trip lengths and potentially increased use GROUP #2 GROUP of non-road modes.
TRANSPORTATION DEMAND MANAGEMENT (TDM) / TRANSPORTATION SYSTEMS MANAGEMENT (TSM)
Address the current issues that are associated with the lack of full-time 151. Implement employer-led TDM initiatives. TDM staff at most of the municipalities.
152. Make transit more affordable/convenient than car travel, e.g. integrated online fare and info system in real time, and improve passenger pricing for commuter / Promote and increase incentives of using transit services. regional passenger.
This would help to minimize the duration of lane closures and the effects GROUP #1 GROUP 153. Overhaul and expedite incident clearance. of “shock waves” on corridors.
154. Use of shoulders as bus lanes during peak hours to allow transit vehicles to This would help to enhance reliability of transit services and minimize
bypass queues. delays.
January 2011 DRAFT B- 24 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
This could improve the usage of existing facilities, and may be 155. Implement contra-flow lanes and moveable barriers to accommodate peak flows. considered depending on feasibility of implementation.
156. Provide frequent updates on traffic conditions and alternate routes - driver info Provide real time information to motorists, as such, motorists could plan
on PDAs, expanded FTMS, improved signing with info about other corridors, etc. their route in advance or take appropriate alternative route, if needed.
The use of variable posted speeds is intended to slow traffic in advance of the end of queue or slowdown area in order to avoid stop-and-go 157. Implement variable posted speeds on congested highways - speed conditions and enhance throughput capacity on a corridor. This strategy harmonization. has proven to be successful in European countries such as Germany and Holland.
158. Implement dedicated transit lanes to enhance reliability of transit services and This would help to enhance reliability of transit services and minimize
minimize delays. delays.
159. Increase car ownership fees significantly but rebate for not using it during peaks This idea is mainly to increase financial cost for peak hour driving – the across certain screenlines; thus reward is more effective than penalty (now policies to increase car ownership fees (e.g. taxes, increased gas prices, being used in Holland). etc.) are major policy issues that are beyond the scope of this project.
160. Implement strong provincial TDM policies (incentives / penalties), e.g. This would promote and increase incentives of using alternative modes. telecommuting, living and working in same city, etc.
161. Implement planning policies to create nodal (mixed use) developments to This represents an objective of the Growth Plan that is already being
minimize the need of external commuter trips. pursued.
162. Coordinate land use planning with provincial highways to minimize length of This represents an objective of this study that is already being pursed. trips (i.e. work to home / shops).
163. Implement new / higher road toll charges to encourage desired use (e.g. more Tolling is an implementation issue, and will be explored during later
transit, off-peak trucking, etc.) to increase financial cost for peak hour driving. stages of the study for potential new infrastructure.
This will not substantively address inter-regional travel demand. 164. Incorporate active transportation at transit stations and on transit vehicles, e.g. Provisions for cyclists and other modes of active transportation at and to bike racks, to promote and increase incentives of using alternative modes. transit stations will reduce short distance vehicle demand.
This idea is not anticipated to be operationally desirable, as it would 165. Use shoulders as truck lanes during peak hours to allow truck vehicles to require changing driver expectations and ultimately would result in bypass queues and minimize delays. pavement maintenance issues.
166. Optimize efficiency for signalization (e.g. loop detectors, synchronization) to This is a local solution and it would not resolve the inter-regional
better allocate the green time for each of the movements at intersections. transportation issues.
January 2011 DRAFT B- 25 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
167. Legislate car license at age 25 to support transit culture (in 416 and 905 areas) This idea is not considered practical. among the younger generation.
168. Reduce travel demand by encouraging the use of alternative modes or This represents a core objective of this study. telecommunicating.
169. Implement the mandatory use of winter tires to improve winter transportation This may improve winter transportation safety; however, it would not
safety. significantly resolve the inter-regional transportation issues.
MTO is currently reviewing the safety of pedestrians and cyclists across highway corridors and associated policies. There are also 170. Implement improvements for the safety of pedestrians / cyclists across circumstances where pedestrian and cyclist safety could be addressed transportation corridors to promote the use of alternative modes. across municipal corridors, railways, canals and transportation facilities under the jurisdiction of other agencies.
171. Implement tolling tied to occupancy and / or congestion levels to increase Tolling is an implementation issue, and will be explored during later
financial cost for peak hour driving. stages of the study on potential future new transportation corridors.
172. Improve understanding of social and environmental factors to promote and This represents a core objective of this study and is not considered to be
encourage the use of alternative modes. an alternative.
173. Expand Metrolinx mandate and service area to cover transit, freeways (inter- regional roads), rail, etc., in order to create a seamless inter-regional Metrolinx is currently pursuing a mandate to improve inter-modal transportation system that would better accommodate inter-regional travel transportation within the broader area. demand, and continuously promote the benefits of using alternative modes.
174. Understand and measure actual effectiveness of HOV in order to plan for future This represents a core objective of this study and is not considered to be
improvements. an alternative.
This may be considered during route planning stage if road expansion 175. Consider truck restrictions on certain roads. solution is selected. Not pursued at this stage of study.
This may contribute to addressing the transportation problem statement, 176. Optimize the use of Highway 407. but will require changes to provincial policies. Metrolinx is planning a transitway within the Highway 407 corridor.
177. Invent smaller, narrower cars. This idea is not considered practical. This would require a policy change that is beyond the scope of this 178. Repatriate Highway 407 and remove tolls. study.
Tolling is an implementation issue, and will be explored during later 179. Implement a GPS-based truck monitoring and tolling system. stages of the study.
180. Implement a carbon tax to reduce auto use. This would require a policy change that is beyond the scope of this
January 2011 DRAFT B- 26 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities study.
181. Consider future growth areas. This is a critical step in the transportation planning process.
This is not expected to significantly address the problems and 182. Improve enforcement of HOV lanes. opportunities, but could provide a local solution and may be pursued as a system enhancement.
This would not significantly affect inter-regional travel, but could be 183. Acknowledge the role of and maintain heritage roads in their current condition. considered by others.
This has been implemented by MTO for most large trucks driven in 184. Require trucks to use speed limiters. Ontario.
This is a local solution and is not expected to substantively contribute to 185. Implement efficient grid truck routes. addressing the Preliminary study area’s inter-regional transportation problems and opportunities.
This is beyond the terms of reference of this study. There are strict 186. Consider innovative ways to reduce emissions through vehicle technologies. regulations and contract requirements in place.
This is a local solution that may be incorporated into a larger array of 187. Implement minor improvements to intersections (e.g. signal timings, lanes) and solutions, however is not expected to resolve the inter-regional freeway segments (e.g. curves, weaves and speed change lanes). transportation problems and opportunities.
This would result in significant maintenance impacts. 188. Increase truck load restrictions.
This is not expected to substantively contribute to addressing the 189. Discourage slow drivers (e.g. ticket drivers who drive “x” km below the speed Preliminary study area’s inter-regional transportation problems and limit when there is no congestion). opportunities.
This could result in safety issues, and may result in an increase in 190. Increase speed limits. collisions and / or collision severity.
This is not expected to substantively contribute to addressing the 191. Reduce the speed limit along Highway 6. Preliminary study area’s inter-regional transportation problems and opportunities.
This is not expected to substantively contribute to addressing the 192. Provide regular and more frequent road maintenance. Preliminary study area’s inter-regional transportation problems and opportunities.
193. Provide enhanced and more focused driver training and testing. This is beyond the terms of reference of this study.
January 2011 DRAFT B- 27 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
Tolling existing facilities is beyond the terms of reference of this study. 194. Implement tolls on all 400-series highways. However, this has the potential to address some of the transportation problems.
195. Reduce the number of lanes to discourage auto use. This will not address future travel demands.
196. Create new broad-band centres to facilitate telecommuting (i.e. reduction in the This would help promote teleworking and reduce demand on existing
#2 number of vehicular trips). systems, but is beyond the terms of reference of this study. GROUP GROUP
197. Implement HOV lanes with carpool lots at all interchanges for 400-series This is already being addressed via MTO’s HOV Plan for provincial
freeways and key highways to promote and encourage motorists to car-pool and highways and freeways. reduce the number of single occupancy vehicles.
GROUP #3 GROUP 198. Separate trucks from other vehicles when implementing new infrastructure to The feasibility of dedicated truck lanes or facilities is being investigated
separate slower-moving truck traffic from auto traffic. by MTO.
ROADS AND HIGHWAYS
199. Better define the purpose, function, and differentiate between types of roads If the route expansion solution is selected then this could be undertaken
#1 UP
GRO (e.g. agricultural use). during latter phases of the study.
200. Widening Mayfield Road. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
201. "Super Arterials" (MTO-local partnership, Queen / Langstaff, Bovaird / To be considered as potentially contributing to addressing the study
Rutherford). area’s inter-regional transportation problems and opportunities.
202. Widen Britannia Tremaine eastward to reduce congestion on 401 (Milton Growth To be considered as potentially contributing to addressing the study
Plan development). area’s inter-regional transportation problems and opportunities.
203. Hwy 401 core / collector from Hanlan Expressway to Hwy 407. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities. GROUP #3 GROUP 204. Improve various existing roads to provide priority for transit. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
205. Dedicated (new) lane on 407 Milton to Oshawa. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
206. Widen Hwy 10 from Hwy 410 to Hwy 9. To be considered as potentially contributing to addressing the study
January 2011 DRAFT B- 28 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities area’s inter-regional transportation problems and opportunities.
207. Widen from Hwy 401 to Hwy 9 to Hwy 400. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
208. Widen Hwy 401 through Milton. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
209. Widen Hwy 401 only through Niagara Escarpment to avoid new escarpment To be considered as potentially contributing to addressing the study
crossing and integrate with new corridor to east. area’s inter-regional transportation problems and opportunities.
210. Widen Hwy 401 between (west) Hwy 6 and Halton Hills / Brampton. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
211. Reconfiguration / improvements to Hwy 401 / Hwy 400 interchange. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
212. Widen Hwy 401 from Cambridge to Mississauga. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
213. Elevated Hwy 401 through Niagara Escarpment to make "double deck" elevated To be considered as potentially contributing to addressing the study
freeway. area’s inter-regional transportation problems and opportunities.
214. Widen Hwy 410, 427, 400, 401, and 407 beyond current program to avoid need for To be considered as potentially contributing to addressing the study
new corridor. area’s inter-regional transportation problems and opportunities.
215. Widen Hwy 7 Norval to Hwy 410. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
216. Widen Hwy 7 to Guelph. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
217. Widen Hwy 9 from Hwy 6 to Hwy 400. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
218. Widen Hwy 9 to Hwy 400. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
219. Widen Hwy 6 from Hamilton to Guelph. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
220. Widen Hwy 6 between Hwy 401 and Hwy 403. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
221. Hwy 6 (Hanlan) widen to 400 series facility. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
January 2011 DRAFT B- 29 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
222. Widen Hwy 124 to Guelph. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
223. Widen and reinstate Hwy 24 as provincial highway between Hwy 401 and Hwy 9. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
224. Widen Hwy 7 between Guelph and through to Brampton - as HOV lanes or bus To be considered as potentially contributing to addressing the study
lanes at peak times. area’s inter-regional transportation problems and opportunities.
225. Add HOV lane (Highway) 400. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
226. Add HOV lane on 401 (through widen) to Highway 6 (Hanlan). To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
227. Brampton - Vaughan highway with transit in median, Widen Hwy 7 between To be considered as potentially contributing to addressing the study
Guelph and through to Brampton - as HOV lanes or bus lanes at peak times. area’s inter-regional transportation problems and opportunities.
228. Dedicate Hwy 401 HOV lanes from Hwy 6 to Pearson Airport. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
229. Consider Highway 9 as a potential east-west corridor. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
230. Better use of parallel roadways. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
231. Better transitions from freeway to freeway, particularly at congestion points (e.g. To be considered as potentially contributing to addressing the study
Hwy 407 / Hwy 401). area’s inter-regional transportation problems and opportunities.
232. Overpasses / interchanges for major arterial roads. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
233. Include transitways on major highways. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
234. Widen existing roadways (e.g. Highway 401) and potentially designate the new To be considered as potentially contributing to addressing the study
lanes as truck lanes to increase the capacity of the existing infrastructure. area’s inter-regional transportation problems and opportunities.
235. Convert existing east-west roadways to controlled access to improve To be considered as potentially contributing to addressing the study
operations. area’s inter-regional transportation problems and opportunities.
236. Improve connections to highways to reduce traffic on local roads. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
January 2011 DRAFT B- 30 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
237. Provide better roadway access to inter-modal facilities since you still need To be considered as potentially contributing to addressing the study
trucks to transport goods to the rail / marine facilities. area’s inter-regional transportation problems and opportunities.
238. Consider BRT / LRT along all new highway corridors. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
239. Construct dedicated transit lanes. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
240. Widen Hwy 401 between Hwy 8 and airport for HOV use and also truck use (i.e. 2 May be considered during route planning stage if freeway solution is new lanes each direction). selected. Not pursued at this stage of the study.
241. Dedicated truck lanes with minimum truck volume requirements. The feasibility of “truck only” lanes and “truck only” facilities is being
explored by the Ministry of Transportation.
242. No new general purpose lanes (only BRT, HOV, truck only, etc.). Road capacity requirements will determine purpose of any new lanes.
243. Remove at grade (west) intersection on Highway 6 (Hanlan) between Woodlawn This would not resolve the inter-regional transportation issues. More of
Road and Hwy 401. a local solution.
244. Improvements to the roadway corridors as identified in the Guelph-Wellington Suggested improvements in Guelph-Wellington corridor would not Transportation Study as critical for inter-regional transit and regional and US- substantively improve movement of goods between Guelph and Canada truck traffic. Vaughan.
245. Create ramps for Nobleton and King Township from Highway 404. This is a localized solution which would not resolve inter-regional
transportation issues.
246. Repatriate 407 and install spine line, instate Shadow Toll. This would require a policy change that is beyond the scope of this
study.
247. Improve truck access to inter-modal yards (e.g. Hwy 427) Access to the Vaughan inter-modal terminal is being addressed as part ~ 427 EA planning addressing this will be completed by 2009. of the Highway 427 extension, and other projects will look at specific links to inter-modal facilities.
248. Separate trucks into own ROW along Hwy 401. Specific use of new capacity is an implementation issue, which will be
addressed later in the study.
249. Extend Hwy 410 north to Hwy 9 - tie back to Hwy 10. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
250. Construct new highway from 407 / 401 interchange north to Georgetown and To be considered as potentially contributing to addressing the study
GROUP #4 GROUP west to Milton / Guelph. area’s inter-regional transportation problems and opportunities.
January 2011 DRAFT B- 31 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
251. New highway between Georgetown and Milton. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
252. New connection to Hwy 6 south of Guelph - new interchanges are currently To be considered as potentially contributing to addressing the study
being designed. area’s inter-regional transportation problems and opportunities.
253. New highway from Hwy 400 to Hwy 7 north of Guelph with connections to Hwy To be considered as potentially contributing to addressing the study
427 and Hwy 410. area’s inter-regional transportation problems and opportunities.
254. New highway between Hwy 407 and Hwy 401 east of Milton, Ring highway from To be considered as potentially contributing to addressing the study 407 / 401 to the top of Hwy 410, connecting easterly to Hwy 400, New highway area’s inter-regional transportation problems and opportunities. between Hwy 407 and Hwy 401 at Winston Churchill Blvd with connection to Hwy 410 ~ new highway between Hwy 407 and Hwy 401 at Winston Churchill Blvd with connections to Hwy 427 and Hwy 410.
255. Highway from Milton to Hwy 410 extension. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
256. Connection from Hwy 410 (north end) to Hwy 400 via Tullamore and Kleinburg. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
257. New Hwy from north edge of Guelph to north side of Acton -> Georgetown -> To be considered as potentially contributing to addressing the study
along south edge of greenbelt connecting to Hwy 410. area’s inter-regional transportation problems and opportunities.
258. New corridor to connect Vaughan to Guelph. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
259. South route - from Hwy 401 east of Hwy 6 inside the greenbelt north of To be considered as potentially contributing to addressing the study Georgetown and south of Bolton connecting to Hwy 400 between Major Mack area’s inter-regional transportation problems and opportunities. and King Road.
260. New highway from 407 / 401 split in Mississauga to north of Guelph (new Hwy 7). To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
261. New highway from Hwy 400 westerly across York / Peel, NEC, connects to Hwy To be considered as potentially contributing to addressing the study 124 then to Hwy 6 area’s inter-regional transportation problems and opportunities.
~ new highway between Hwy 400 and Hwy 6 in Guelph via upgrading Mayfield Rd / Hwy 7.
262. Hwy 7 bypass around Acton To be considered as potentially contributing to addressing the study
~ new Hwy 7 alignment with bypass. area’s inter-regional transportation problems and opportunities.
263. Extend GTA West east to serve as east-west GTA bypass (do not connect to Hwy To be considered as potentially contributing to addressing the study 407, rather compete with 407) area’s inter-regional transportation problems and opportunities. ~ build GTA West extension north of 407.
January 2011 DRAFT B- 32 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
264. Extend Highway 407 west. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
265. Operations at Vaughan Terminal can be increased by over 100% if Highway 427 To be considered as potentially contributing to addressing the study is improved. CP sees a lot of growth west of Milton. Therefore, a new east-west area’s inter-regional transportation problems and opportunities. corridor would help to link the rail service to the new businesses in this area. CP wants the flexibility for modal choice to be preserved for the future. For example, do not plan residential or big box land uses in inter-modal locations.
266. Extend Highway 427 north to Highway 9. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
267. Create new road infrastructure north of the Greenbelt - north of Barrie to Sarnia. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
268. Create new road infrastructure from Woodstock to Alliston (road / rail). To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
269. Create new road infrastructure from the Kitchener / Waterloo area to King City; To be considered as potentially contributing to addressing the study
York Region to Kitchener. area’s inter-regional transportation problems and opportunities.
270. Create new road infrastructure from Highway 400 to Sarnia / Fort Erie. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
271. Create new road infrastructure around Highway 9. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
272. Connect big industries (but do not travel through small communities). To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
273. North-south linkage (e.g. Highway 401 - north to Georgetown); A Georgetown to To be considered as potentially contributing to addressing the study
Barrie linkage. area’s inter-regional transportation problems and opportunities.
274. Create a new Brampton-west corridor. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
275. Create a signature escarpment crossing. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
276. Expand Emergency Detour Routes (better options / signs). To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
277. Keep highways out of agricultural areas. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
January 2011 DRAFT B- 33 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
278. The Southern Ontario Gateway Council has flagged the interchange at Highway To be considered as potentially contributing to addressing the study 401 and Highway 400 as a problem. The GTA West Corridor could be an area’s inter-regional transportation problems and opportunities. important strategic alternative to the unpredictable flow in that area.
279. Construct a new multi-use corridor for transit, automobiles, and trucks. Or To be considered as potentially contributing to addressing the study construct a new corridor dedicated to truck traffic - this corridor should not be a area’s inter-regional transportation problems and opportunities. toll highway since the cost is prohibitive.
280. New GPL are tolled. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
281. Consider truck way (northern E-W redundant connection) along a new GTA West To be considered as potentially contributing to addressing the study
corridor. area’s inter-regional transportation problems and opportunities.
282. Government to interpret Greenbelt & Escarpment Policies to better allow linear To be considered as potentially contributing to addressing the study
facilities such as new highways. area’s inter-regional transportation problems and opportunities.
283. Dedicated truck lanes with minimum truck volume requirements. To be considered as potentially contributing to addressing the study
area’s inter-regional transportation problems and opportunities.
284. Far north route from Hwy 6 to Hwy 400 north of King Road (outside the study May be considered during route planning stage if freeway solution is
area) and possible extension from Hwy 6 south to Hwy 401. selected. Not pursued at this stage of the study.
285. Super Hwy 401 with bypass / twinning as required May be considered during route planning stage if freeway solution is
~ connect GTA-W (Milton) to GTA West near Hwy 6. selected. Not pursued at this stage of the study.
286. The GTA West Study should allow for extending the Corridor eastward to Expansions to the study area may be considered if they will result in provide good highway connectivity to Markham and must give serious decreases to traffic volumes within the study area. Not pursued at this
consideration to extending the GTA West Corridor beyond Highway 404 to the stage of the study. Region of Durham.
287. Direct intra-city traffic around Guelph as opposed to through it (i.e. Highway 7). May be considered during route planning stage if freeway solution or
roadway expansion is selected. Not pursued at this stage of the study.
288. Reroute Highway 7 north and link to a new highway to Kitchener. May be considered during route planning stage if freeway solution is
selected. Not pursued at this stage of the study.
289. The study team should ensure that the problem statements include previously The alternatives are assessed based on the study area's inter-regional identified needs such as a connection of Highway 6 to Highway 24 and Highway transportation problems and opportunities in the draft Problems and 7 to Kitchener. Opportunities Report.
290. If a new road is needed put it no further north than the King / Vaughan Line. Route of new corridor will be determined later in the study - assessment will include transportation, environmental, community and economic factors.
January 2011 DRAFT B- 34 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Potential to Substantively Should be Contribute to Should be Transportation Alternative Further Addressing the Pursued as Part Considered as Rationale * These alternatives will be re-ordered so that similar alternatives are listed together. This will be done in Identified of Separate Part of the GTA conjunction with addressing the Ministry’s comments on the draft report. Transportation Study / Initiative West Study Problems & Opportunities
291. Create a highway linking Barrie with Guelph, which continues south to the This is beyond the scope of the current study, which seeks to improve Niagara border. connections in the GTA West study area.
292. Create a route that connects existing / abandoned quarries. Route of new corridor will be determined later in the study - current focus is on connecting communities.
293. The study team should consider a new road-based structure in Lake Ontario. Not expected to substantively contribute to addressing inter-regional transportation problems and opportunities.
294. Place freeway in townline tunnel. Route of new corridor is an implementation issue, which will be addressed later in the study. Tunnelling for a new freeway would likely be cost prohibitive.
295. "The SWEEP" (Strategic West Economic Expressway Project) - the Golden This idea extends beyond the study area for this study. It is possible that Horseshoe via Hwy 400 to Niagara border via Milton. if the recommendation for both this study and the GTA West study is a new corridor, the combination of the two recommendations would represent something similar to "The Sweep."
296. Concern from the southern portion of Wellington County regarding the location Route of new corridor and access points is an implementation issue, of the GTA West corridor and whether access would be provided to / from the which will be addressed later in the study. The purpose of a new smaller towns. corridor would be to provide additional capacity in areas with forecast capacity constraints for inter-regional travel.
January 2011 DRAFT B- 35 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-3: High Level Assessment of Groups #1 and #2 Alternatives
Group 1-Optimize Existing Network Group 2 – New/Improved Non-Roadway Infrastructure Includes Roadway TSM / TDM: Ramp Metering System (RMS), Variable Message Signs (VMS) to Includes Transit Expansion: Local transit (expand Zum, rapid transit on freeways and major arterial notify motorists of freeway conditions, Lane Control Signs (LCS) (i.e., speed harmonization), Incident roads), BRT (links between Urban Growth Centres) AND Management, employee sponsored and provincial TDM initiatives AND FACTOR/CRITERIA Includes Rail Expansion: GO Transit service (new service between Urban Growth Centres, service Improved Transit/Rail Services: Increased service frequency, fare integration, bus lanes on extension between Milton/Cambridge, Guelph/Waterloo) and regional rail service (i.e. new service shoulders during peak periods, improved access to stations and incorporation of active from Bolton to Union Station and expansion along Georgetown corridor) AND transportation. Includes Inter-regional Transit Hubs: Locations where transit and GO connect - expand bike and car parking lots. Includes Improvements to Rail Freight (which would lead to 10% diversion from truck to rail) Factor: Community
Existing and planned future land use and growth Supports Government Policy in optimizing the use of existing infrastructure. Supports Government Policy in optimizing the use of existing infrastructure. Support for existing and planned future land use and growth No change to footprint through NE Plan or Greenbelt Plan areas. Relatively minor change to footprint through NE or Greenbelt Plan areas. including recognition of growth management plans and policies as articulated in the provincial policies (e.g., This alternative does not provide sufficient improvements to the interregional transportation system Has some potential to improve i connections to major urban areas or employment lands. Provincial Policy Statement (PPS), Growth Plan for the to address goods movement linkages between intermodal facilities. Nor does it provide sufficient improvement to connections to major urban areas or employment lands. This alternative has limited This alternative has limited ability to accommodate planned future growth and development pressures Greater Golden Horseshoe (Growth Plan), Greenbelt Plan, , in Peel and York Regions. Niagara Escarpment Plan) and municipal official plans. ability to accommodate planned future growth and development pressures in Peel and York Regions. Does not provide increased goods movement linkages among intermodal facilities or communities in Does not provide increased goods movement linkages among intermodal facilities or communities in the Greater Golden Horseshoe (GGH). the GGH. Inter-regional transit hubs can result in positive land use impacts because they tend to attract more accessible development patterns. Overall increase in transportation options may benefit those who are physically, economically and socially disadvantaged. Potential for improved walking and cycling connections. Community Features Minimizes footprint impacts to community features and resources. Has some potential to impact community features and resources in built-up areas where corridors are widened to accommodate transit or rail, or at transit hubs. These could include direct displacement Potential to impact community features (i.e., land use, and access impacts to commercial land uses, residential neighborhoods and community features communities and resources). adjacent to existing corridors.
Fragmentation of agricultural lands Minimizes footprint impacts (i.e., fragmentation and loss of Class 1 land) in agricultural areas. Has minimal potential to fragment agricultural lands. Fringe impacts may occur in agricultural areas where corridor widening is required. Potential fragmentation of agricultural lands and estimated area/description of loss of agricultural lands. Cultural Features Minimizes impacts to built heritage features that are located adjacent to existing roads. Low potential Some potential to impact built heritage features that are located adjacent to existing roads and rail to impact archaeological resources or cultural landscapes based on minimal change to footprint. where wider footprint is needed to add transit, rail or inter-regional transit hub. Low potential to impact Potential to impact cultural features (i.e., properties of cultural archaeological resources or cultural landscapes because most areas have been previously disturbed. heritage and archaeological significance (including above ground resources over 40 years of age). First Nations Minimizes impacts to cultural resources of historical significance to First Nations. This will be Some potential impact to cultural resources of historical significance to First Nations. This will be confirmed through discussions with First Nations as part of the EA process. confirmed through discussions with First Nations as part of the EA process. Potential to impact lands of cultural or historical significance to First Nations.
January 2011 DRAFT Page B-36 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-3: High Level Assessment of Groups #1 and #2 Alternatives
Group 1-Optimize Existing Network Group 2 – New/Improved Non-Roadway Infrastructure Includes Roadway TSM / TDM: Ramp Metering System (RMS), Variable Message Signs (VMS) to Includes Transit Expansion: Local transit (expand Zum, rapid transit on freeways and major arterial notify motorists of freeway conditions, Lane Control Signs (LCS) (i.e., speed harmonization), Incident roads), BRT (links between Urban Growth Centres) AND Management, employee sponsored and provincial TDM initiatives AND FACTOR/CRITERIA Includes Rail Expansion: GO Transit service (new service between Urban Growth Centres, service Improved Transit/Rail Services: Increased service frequency, fare integration, bus lanes on extension between Milton/Cambridge, Guelph/Waterloo) and regional rail service (i.e. new service shoulders during peak periods, improved access to stations and incorporation of active from Bolton to Union Station and expansion along Georgetown corridor) AND transportation. Includes Inter-regional Transit Hubs: Locations where transit and GO connect - expand bike and car parking lots. Includes Improvements to Rail Freight (which would lead to 10% diversion from truck to rail)
Community SUMMARY Advantages Advantages Supports Government Policy in optimizing use of existing infrastructure Supports the Government Policy for optimizing use of existing infrastructure Minimizes impacts to Niagara Escarpment and Greenbelt lands Relatively minor impacts to Niagara Escarpment and Greenbelt lands Minimizes impacts to community features little to no impact on agricultural lands, built heritage, Can result in positive land use impacts as transit hubs tend to attract more accessible and archaeological resources development patterns Disadvantages Overall increase in transportation options may benefit those who are physically, economically and socially disadvantaged Does not sufficiently support planned future land use or growth Potential for improved walking and cycling connections Limited ability to provide improved transit connections between Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph) Some potential to provide improved connections between Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph) Does not sufficiently address connections to “employment lands”. Little to no impact on agricultural lands, archaeological resources, and cultural landscapes Does not provide increased goods movement linkages among intermodal facilities or communities in the GGH Disadvantages Limited ability to support planned future land use or growth Does not sufficiently address linkages to “employment lands” Does not provide increased goods movement linkages among intermodal facilities and communities in the GGH Some potential to impact community features and resources in built-up areas where corridors are widened to accommodate transit or rail, or at transit hubs
January 2011 DRAFT Page B-37 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-3: High Level Assessment of Groups #1 and #2 Alternatives
Group 1 Group 2 Includes Roadway TSM / TDM: Includes Transit Expansion: Local transit (expand Zum, rapid transit on freeways and major arterial roads), BRT (links between Urban Growth Centres) AND Ramp Metering System (RMS), Includes Rail Expansion: GO service (new service between Urban Growth Centres, service extension between Milton/Cambridge, Guelph/Waterloo) and regional rail service (i.e. new service Variable Message Signs (VMS) to from Bolton to Union Station and expansion along Georgetown corridor) AND notify motorists of freeway conditions, Includes Inter-regional Transit Hubs: Locations where transit and GO connect - expand bike and car parking lots. Lane Control Signs (LCS) (i.e., speed harmonization), Incident Management, FACTOR/CRITERIA employee sponsored and provincial TDM programs AND Improved Transit/Rail Services: Increased service frequency, fare integration, bus lanes on shoulders during peak periods, improved access to stations and incorporation of active transportation. Factor: Economy Industry and trade It is difficult to add any goods Some ability to support increased trade over longer distances, as well as existing and future industry through rail expansion. However, the nature of goods movement in and around the GTA is Qualitative description of how movement capacity through TDM. heavily oriented to “Just In Time” and short-haul delivery. industry and trade are However, TSM initiatives such as supported. Freeway Traffic Management System (FTMS) offers opportunities to improve the efficiency of the existing network. . Does not fully address the nature of goods movement in and around the GTA, which is heavily oriented to “Just in Time” and short-haul delivery. Limited ability to support increased trade through lack of improvement to movement of goods. Limited ability to support existing or future industry. Tourism and recreation Limited ability to service Some potential for improved service to existing tourist facilities on rail or transit lines. Limited ability to service provincial or regional tourism for longer distance travel (i.e., traffic going to “cottage country” or travelling around GTA to places east and west of Toronto). Qualitative description of how provincial/regional or municipal provincial / regional / municipal tourism. tourism and recreation are Low potential to improve service for supported. traffic going to “cottage country” or travelling around GTA to places east and west of Toronto. Economic and agricultural Does not impact (or support) Minimal impacts to agricultural operations or plans for future development. development agricultural operations or plans for future development. Qualitative description of how the alternative supports or impacts agricultural operations and plans for future development.
Economy SUMMARY Advantages Advantages Little to no impacts to agricultural Some potential to improve service to existing and future industry and to improve trade over longer distances operations Potential but limited improvement for existing tourism operations Disadvantages Relatively minor impacts to agricultural operations
January 2011 DRAFT Page B-38 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Does not support economic Improves connections between Urban Growth Centres factors associated with industry and trade, tourism or agriculture Disadvantages Limited ability to support Does not fully address the nature of goods movement, which is heavily oriented to “Just in Time” and short-haul delivery increased trade through lack of improvement to movement of goods Limited ability to support existing or future industry Limited ability to service provincial/regional or municipal tourism or improve service for traffic going to areas beyond the GTA Limited ability to improve connections between Urban Growth Centres Does not fully address the nature of goods movement around the GTA, which is heavily oriented to “Just in Time” and short-haul delivery
January 2011 DRAFT Page B-39 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-3: High Level Assessment of Groups #1 and #2 Alternatives Group 1 Group 2 Includes Roadway TSM / TDM: Ramp Metering System (RMS), Variable Message Signs (VMS) to Includes Transit Expansion: Local transit (expand Zum, rapid transit on freeways and major notify motorists of freeway conditions, Lane Control Signs (LCS) (i.e., speed harmonization), arterial roads), BRT (links between Urban Growth Centres) AND Incident Management, employee sponsored and provincial TDM programs AND Improved FACTOR/CRITERIA Includes Rail Expansion: GO service (new service between Urban Growth Centres, service Transit/Rail Services: Increased service frequency, fare integration, bus lanes on shoulders extension between Milton/Cambridge, Guelph/Waterloo) and regional rail service (i.e. new during peak periods, improved access to stations and incorporation of active transportation. service from Bolton to Union Station and expansion along Georgetown corridor) AND Includes Inter-regional Transit Hubs: Locations where transit and GO connect - expand bike and car parking lots. Natural Environment Environmental protection policies Supports environmental federal, provincial and municipal environmental protection policies by Typically lower environmental impacts are associated with widening corridors (for transit or rail) Support for or consistency with federal, provincial and municipal minimizing footprint impacts. through areas that are protected by environmental policies because of smaller footprint impacts environmental protection policies (e.g. Greenbelt Plan, NEP, Oak and minimal fragmentation. Relatively minor impacts could occur where transit or rail Supports the PPS on the protection of natural heritage, agricultural and cultural heritage/ improvements result in widening through NEP or Greenbelt Plan designated areas. Ridges Moraine (ORM) Conservation Plan). archaeological resources. This alternative supports the Greenbelt policy, the NEP, and the ORMin the protection of ecological features and functions.. This alternative supports the Greenbelt policy, the NEP and the ORM in the protection of ecological features and functions.. Natural features and functions Minimizes impacts to natural features and functions by minimizing footprint impacts. Some impacts are expected to natural features and functions at corridors that require widening for increased transit or rail service. Most widening impacts are expected to be mitigated. Qualitative analysis of:
Potential impacts to major aquatic ecosystems (number or description of potentially impacted watercourses) Potential impacts to major terrestrial ecosystems (area or description of terrestrial habitat potentially affected) Potential impacts to sensitive groundwater features (qualitative description) Potential impacts to areas that are sensitive to changes in surface water (qualitative description) Description of potential to avoid or minimize impacts to environmental features. NOTE: Potential impacts to the Greenbelt, NEP and Oak Ridges Moraine (ORM) are addressed within environmental protection policies (see above) Greenhouse Gas and Air Quality Minimal change to air quality, except where changes in frequency of transit or rail service would Widening corridors (for transit or rail) have some potential to increase emissions along existing occur. Increased transit frequency (i.e., more buses or trains running on same routes) has major travel corridors where built-up areas (i.e., sensitive receptors) are located. The additional Qualitative assessment (using quantitative inputs) of: relatively minor potential to increase emissions. emissions are the result of increased volumes. Proximity to receptors increases exposure. Potential changes in greenhouse gas emissions and criteria air contaminants (CACs). Potential changes in air quality on a regional level. Resource Consumption Minimal resource consumption or potential for mineral and aggregate resource related issues. Widening alternatives potentially minimizes resource consumption and mineral and aggregate resource related issues. Ability to minimize resource consumption and potential for mineral and aggregate resource issues.
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Table B-3: High Level Assessment of Groups #1 and #2 Alternatives
Environmental SUMMARY Advantages Advantages Supports environmental protection policies Supports environmental protection policies Minimizes footprint impacts at natural features or to natural functions Potentially minimizes resource consumption Minimizes impacts to greenhouse gas emissions (?) and air quality Minimizes footprint impacts at natural features or to natural functions where widening or new Minimizes resource consumption alignment is required
Disadvantages Potential for minor impacts to air quality through built-up areas
Group 1 Group 2 Includes Roadway TSM / TDM (e.g., Ramp Metering System (RMS), Variable Message Signs Includes Group 1 and Transit and Rail Expansion (e.g., expand Zum, rapid transit on freeways (VMS), Lane Control Signs (LCS), Incident Management, improved provincial TDM programs) and and major arterial roads, rapid transit links, new GO services and regional rail services, inter- FACTOR/CRITERIA Improved Transit/Rail Services (e.g., increased service frequency, fare integration, bus lanes on regional bus services, inter-regional transit hubs, etc.) shoulders during peak periods, improved access to stations and incorporation of active transportation)
Factor: Transportation Efficient Movement of People Potential to support the efficient movement of people between Limited improvement in efficiency of people movement. TDM/TSM measures will provide a limited Limited improvement in efficiency of people movement. Non-roadway initiatives will provide communities and regions reduction in travel demand and limited improvement in transportation system operations. improved transit linkages and services between population and employment centres, including BRT, GO Transit and connections for people movement. No significant improvement (WB = westbound, EB = eastbound, V/C = volume / capacity) Peak period performance of key inter-regional corridors – No significant improvement (WB = westbound, EB = eastbound, V/C = volume / capacity) forecast volume/capacity issues at critical screenlines East of Guelph WB - 0.92 V/C West of Milton WB - 0.99 V/C East of Guelph WB - 0.90 V/C East of Winston Churchill (WC) Blvd WB - 0.77 V/C West of Milton WB - 0.98 V/C East of Hwy 10 WB - 0.89 V/C East of Winston Churchill (WC) Blvd WB - 0.76 V/C East of Hwy 50 WB - 0.80 V/C East of Hwy 10 WB - 0.88 V/C West of Hwy 400 WB - 1.09 V/C East of Hwy 50 WB - 0.79 V/C Potential to provide for higher order inter-regional (refer to notes section located on page 9 for V/C interpretation) West of Hwy 400 WB - 1.08 V/C transportation corridors (refer to notes section located on page 9 for V/C interpretation)
No new higher order inter-regional transportation corridors Percentage of inter-regional system operating better than LOS Provides new higher order inter-regional transit corridors D (auto lane km)
Approximately 30% of the inter-regional transportation road system operate better than LOS D Approximately 30% of the inter-regional transportation road system operate better than LOS D Shift in use of local/regional roadways to inter-regional (good operating conditions) (good operating conditions) transportation system
Approximately 35% of the auto traffic uses the inter-regional system - representing limited Approximately 35% of the auto traffic uses the inter-regional system - representing limited Reduction of auto hours on inter-regional transportation improvement. improvement. system operating at LOS D or worse
Limited improvement Limited improvement
January 2011 DRAFT Page B-41 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-3: High Level Assessment of Groups #1 and #2 Alternatives
Efficient Movement of Goods Potential to support efficient movement of goods between Limited improvement in efficiency of goods movement. TDM, TSM and incident management Limited improvement in efficiency of goods movement. Non-roadway initiatives will help to urban growth centres, international gateways, economic strategies will provide a limited improvement in traffic operations on the inter-regional transportation improve traffic operations and allow trucks to better access communities, employment areas and centres and regional inter-modal facilities and communities network, which will allow trucks to better access communities, employment areas and inter-modal inter-modal facilities in Brampton and Vaughan. facilities in Brampton and Vaughan.
Peak Period performance of key inter-regional corridors – No significant improvement (WB = westbound, EB = eastbound, V/C = volume / capacity) No significant improvement (WB = westbound, EB = eastbound, V/C = volume / capacity) forecast volume/capacity issues at critical screenlines East of Guelph WB - 0.92 V/C East of Guelph WB - 0.90 V/C West of Milton WB - 0.99 V/C West of Milton WB - 0.98 V/C East of WC Blvd WB - 0.77 V/C East of WC Blvd WB - 0.76 V/C East of Hwy 10 WB - 0.89 V/C East of Hwy 10 WB - 0.88 V/C East of Hwy 50 WB - 0.80 V/C East of Hwy 50 WB - 0.79 V/C West of Hwy 400 WB - 1.09 V/C West of Hwy 400 WB - 1.08 V/C
No new higher order goods movement linkages No new higher order goods movement linkages Potential to provide linkages between inter-modal facilities and provide for higher order goods movement
Approximately 19% of the inter-regional transportation road sections operate better than LOS D Approximately 19% of the inter-regional transportation road sections operate better than LOS D Percentage of inter-regional system operating better than LOS (good operating conditions) (good operating conditions) D (vehicle lane km)
Approximately 36% of the vehicle traffic uses the inter-regional system – representing limited Approximately 36% of the vehicle traffic uses the inter-regional system - representing limited Shift in use of local/regional roadways to inter-regional improvement improvement transportation system
Limited improvement Limited improvement Reduction of truck hours on inter-regional transportation system operating at LOS D or worse 2031 PM Peak Hour Conditions
LOS C LOS D LOS E
LOS F
January 2011 DRAFT Page B-42 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-3: High Level Assessment of Groups #1 and #2 Alternatives
System reliability/redundancy Potential to support system reliability and provide Limited support for system reliability and redundancy Limited support for system reliability and redundancy redundancy for travel (people and goods) between regions and communities during adverse conditions
Availability of alternate routes/facilities for inter-regional No new alternate routes for inter-regional transportation Provides new/expanded transit and rail services for inter-regional transportation; no new transportation between regions, communities and terminals roadway routes
Minor improvement to transportation system reliability through optimization of system and improved Potential to improve transportation system reliability transit services Minor improvement to transportation system reliability through optimization of system and
moderate improvement for people movement through new/expanded transit services Safety Potential to improve traffic safety based on opportunity to Limited improvement in transportation system operations and safety. Limited improvement in transportation system operations and safety. reduce congestion on the area road network
Potential to improve response times for emergency service Minor safety benefits from TDM/TSM and incident management strategies (average speed = 49 Minor safety benefits from TDM/TSM and minor reduction in truck traffic (average speed = 49 providers due to reduced congestion on the inter-regional km/h) km/h) road network (average speed)
Minor potential to reduce collisions with optimization and limited improvement in network LOS Minor potential to reduce collisions with optimization, minor reduction in truck traffic and limited Potential to reduce collisions due to improved network LOS improvement in network LOS and decreased conflicts between travel modes
Modal integration, balance and choice for movement of people (commuters, recreation/tourist) Limited potential to improve modal integration, balance and choice for people movement Major potential to improve modal integration, balance and choice for people movement Potential to improve modal integration, balance and choice for person trips between communities, employment centers and major transit hubs
Minor potential to increase attractiveness/effectiveness of transit, through increased frequency and Major potential to increase attractiveness/effectiveness of transit, through new services and Potential to increase attractiveness/effectiveness of existing, reliability increased frequency and reliability new and improved transit services
No new higher order inter-regional transit services Provides for new higher order inter-regional transit services Provision of higher order inter-regional transit services
Improves integration between inter-regional and local transit (scheduling, fares, etc.) Improves integration between inter-regional and local transit (scheduling, fares, etc.), on existing Provision of linkages between inter-regional and and new/expanded services regional/community (local) transit systems
Limited improvement to bus operational performance through minor improvements to inter-regional road network operations Limited improvement to bus operational performance through minor improvements to inter- Bus operational performance on inter-regional road network regional road network operations
No new alternate travel modes for tourism/recreational travel
Provides new alternate travel modes for tourism/recreational travel Availability/provision of alternate travel modes for tourism/recreational travel Improves accessibility of transit stations for active transportation, including access to facilities, storage amenities at facilities and on transit vehicles Improves accessibility of transit stations for active transportation, including access to facilities,
storage amenities at facilities and on transit vehicles, on existing and new/expanded services Provision of/allowance for active transportation measures (e.g., bike lanes, bike racks on buses/trains)
January 2011 DRAFT Page B-43 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-3: High Level Assessment of Groups #1 and #2 Alternatives
Modal integration, balance and choice for movement of goods Potential to improve modal integration, balance and choice for Limited potential to improve modal integration and choice for goods movement Minor potential to improve modal integration and choice for goods movement goods movement between ports and terminals, communities and employment centres.
Potential to improve accessibility of inter-modal centres, ports Minor improvement to inter-regional road network operations improves accessibility of inter-modal Minor improvement to inter-regional road network operations and minor reduction in truck traffic and terminals facilities improve accessibility of inter-modal facilities
Linkages to Population and Employment Centers Potential to improve accessibility to Urban Growth Centers, Limited potential to improve accessibility to Urban Growth Centres for people and goods movement Moderate potential to improve non-roadway accessibility between Urban Growth Centres for Gateway Economic Centres and Gateway Economic Zones for people movement people and goods movement based on higher order network continuity and connectivity
No new linkages between Urban Growth Centres Availability/provision of higher order linkages between Urban New higher order linkages to Urban Growth Centres and to the GTA Growth Centers, Gateway Economic Centres and Gateway Economic Zones Limited improvement with optimization of the network and improved frequency and integration on Accessibility of Urban Growth Centers, Gateway Economic existing transit services Improves transit accessibility to Urban Growth Centres and to the GTA with new/expanded Centres and Gateway Economic Zones transit services, optimization of the network and improved existing transit services
Recreation and Tourism Travel Potential to support recreation and tourism travel within and Limited potential to support recreation and tourism travel Moderate potential to support recreation and tourism travel to/from the study area
Directness of routes between population centers, international No potential to improve directness of routes to tourist/ recreation destinations. Moderate potential to improve directness of transit routes and services to tourist destinations gateways and tourist/recreation destinations within and outside of the study area, including the GTA ; limited improvements for travel to tourist destinations in northern Ontario
Limited improvement (WB = westbound, EB = eastbound, V/C = volume / capacity) Limited improvement (WB = westbound, EB = eastbound, V/C = volume / capacity) Peak period (summer/weekend) transportation system East of Guelph WB - 0.99 V/C East of Guelph WB - 1.01 V/C performance on key inter-regional corridors – forecast West of Milton WB - 1.08 V/C volume/capacity issues at critical screenlines West of Milton WB - 1.09 V/C East of WC Blvd WB - 0.84 V/C East of WC Blvd WB - 0.85 V/C East of Hwy 10 WB - 0.96 V/C East of Hwy 10 WB - 0.97 V/C East of Hwy 50 WB - 0.87 V/C East of Hwy 50 WB - 0.88 V/C West of Hwy 400 WB - 1.14 V/C West of Hwy 400 WB - 1.15 V/C
Approximately 13% of the inter-regional transportation road sections operate better than LOS D Approximately 12% of the inter-regional transportation road sections operate better than LOS D (good operating conditions) (good operating conditions) Percentage of inter-regional system operating better than LOS D (vehicle lane km) Moderate potential to divert summer/ recreational trips from local/regional roads; some shift to Limited potential to divert summer/ recreational trips from local/ regional roads with optimization of transit and some to inter-regional roads with minor reduction in truck traffic, with new/expanded inter-regional network and improved transit services Diversion of summer recreational trips from local and regional transit services , improved existing transit and optimization of inter-regional network roadways.
January 2011 DRAFT Page B-44 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-3: High Level Assessment of Groups #1 and #2 Alternatives
Constructability Potential to ease implementation considering: relative costs; No significant constructability issues; no new infrastructure requirements beyond MTO planned Minor constructability issues associated with new transit services; no major infrastructure relative property impacts; feasibility/difficulty; and MTO planned works requirements beyond MTO planned works requirements environmental mitigation
Transportation SUMMARY Advantages Advantages Optimizes use of existing infrastructure Major potential to improve modal integration for people movement No significant constructability issues; minor delays on inter-regional road network beyond MTO Significant improvement to transit linkages between Urban Growth Centres programmed works Moderate potential to improve recreation and tourism travel, with new and improved transit Limited improvement to efficiency of people and goods movement services Limited improvement to transportation system operations, reliability, redundancy and safety Minor constructability issues; minor delays on inter-regional road network beyond MTO Minor potential to improve modal integration for people and goods movement programmed works Limited improvement to accessibility of Urban Growth Centres Limited improvement to efficiency of people and goods movement Limited potential to support recreation and tourism travel Limited improvement to transportation system operations, reliability, redundancy and safety Limited potential to improve modal integration for goods movement Disadvantages Fails to address transportation problems and opportunities in the GTA West Preliminary Study Area
Notes: Congested conditions occur at a vehicle/capacity (v/c) ratio ≥ 0.90
“Higher order transportation corridor” is a new corridor separate from existing Rights-of-Way that could be used for one or several transportation modes (e.g., automobile, Bus Rapid Transit, Light Rapid Transit, etc.)
January 2011 DRAFT Page B-45 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-4: High Level Assessment of Group #3 Alternatives
Alternative 3-1 Alternative 3-2 Alternative 3-3
Freeway Widening Freeway and Arterial Road Widening Freeway and Arterial Road Widening Widen Highways 401, 407, 410, 400 and 427 extension Widen Highways 401, 407, 410, 400 and 427 extension Widen Highways 401, 407, 410, 400 and 427 extension FACTOR/CRITERIA AND AND Widen Highway 9 (north of study area), Highway 7 through or Widen Kirby Road, Mayfield Road and Trafalgar Road construct a bypass around Rockwood, Acton, and Georgetown, (RR 3) Widen Kirby Road, Mayfield Road, Trafalgar Road (RR3) and Charleston Road, Airport Road and Regional Rd 124
Factor: Community
Existing and planned future land use and growth Widening existing freeways supports the PPS on optimizing Widening existing freeways and arterial roads supports the PPS Widening existing freeways and arterial roads supports Support for existing and planned future land use and growth including use of existing infrastructure. This alternative includes by optimizing the use of existing infrastructure. This alternative the PPS by optimizing the use of existing infrastructure. recognition of growth management plans and policies as articulated in the widening of Highway 401 through designated NEC and has a longer length through designated NEC and Greenbelt This alternative includes widening of Highway 401 through provincial policies (e.g., PPS, Growth Plan, Greenbelt Plan, NE Plan) and Greenbelt lands. lands, along Highway 401, Highway 7, Highway 9, Airport Road designated NEC and Greenbelt lands. and Charleston Side Road. municipal official plans. This alternative does not sufficiently support planned future This alternative does not support planned future land use land use or growth as identified in the Growth Plan. However, This alternative also crosses the Oak Ridges Moraine along or growth as identified in the Growth Plan. However, by by widening existing highways, the alternative provides some Highway 9. widening existing highways and municipal roads, it indirect improvement to the connections between Urban provides improved connections between Urban Growth Growth Centres (i.e., Vaughan Corporate Centre, Downtown This alternative does not support planned future land use or Centres. (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph). growth as identified in the Growth Plan. By widening existing Brampton, Downtown Milton and Downtown Guelph). It highways and municipal roads, the alternative provides has limited ability to accommodate planned future growth This alternative has limited ability to accommodate planned improved connections between Urban Growth Centres (i.e., and development pressures in Peel and York Regions future growth and development pressures in Peel and York Vaughan Corporate Centre, Downtown Brampton, Downtown although it does provide improved access to future Regions Milton and Downtown Guelph). It has limited ability to employment areas in Brampton and Caledon. accommodate planned future growth and development Nuisance/proximity impacts (increased noise, illumination etc,) pressures in Peel and York Regions although it does provide Some municipal road widening may not be consistent with may occur in built-up areas. improved access to future employment areas in Brampton and municipal plans, policies, transportation master plans Caledon. and/or Official Plans. Some municipal road widening may not be consistent with Nuisance/proximity impacts (increased noise, illumination municipal plans, policies, transportation master plans and/or etc,) may occur in built-up areas. Official Plans. Nuisance/proximity impacts (increased noise, illumination etc,) may occur in built-up areas. Community Features Widening existing freeways has some potential to impact Widening existing freeways and arterial roads has significant Widening existing freeways and arterial roads has community features and resources in built-up areas such as potential to negatively impact community features and considerable potential to impact community features and Potential to impact community features (i.e., land use, communities and Milton, Mississauga, Brampton, Woodbridge and Vaughan. resources in built-up areas in and around Rockwood, Acton, resources in built-up areas such as Milton, Mississauga, resources). These include direct displacement and access impacts to Georgetown, and Brampton (along Mayfield Road) as well as Brampton, Woodbridge and Vaughan. Potential bypasses commercial land uses, residential neighbourhoods and Stewarttown and Ashgrove (along Trafalgar Road). Potential may reduce impacts in some communities. This community features adjacent to existing freeways. bypasses would reduce impacts in some communities. This alternative also has potential to negatively impact alternative also has potential to negatively impact the community features in Stewarttown and Ashgrove, on communities of Mono Mills, Caledon and Erin, along the Trafalgar Road. Potential impacts include direct segment that uses Highway 9, Airport Road, Charleston Side displacement and access impacts to commercial land Road and Regional Road 124. Potential impacts include direct uses, residential neighbourhoods and community features displacement and access impacts to commercial land uses, adjacent to existing roads. These types of direct impacts residential neighbourhoods and community features adjacent to may be difficult to mitigate. existing roads. These types of direct impacts may be difficult to mitigate. Fragmentation of agricultural lands Widening existing freeways has minimal potential to fragment Widening existing freeways and arterial roads has minimal Widening existing freeways and arterial roads has minimal agricultural lands. Fringe impacts may occur in agricultural potential to fragment agricultural lands. Fringe impacts may potential to fragment agricultural lands. Fringe impacts Potential fragmentation of agricultural lands and estimated area/description areas. This alternative results in minimal loss of agricultural occur in agricultural areas. This alternative results in minor loss may occur in agricultural areas. This alternative results in of loss of agricultural lands. lands along existing freeways. of agricultural lands in Wellington County, along Highway 7 and minimal loss of agricultural lands south of Georgetown, RR 124. along Trafalgar Road.
January 2011 DRAFT Page B-46 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-4: High Level Assessment of Group #3 Alternatives
Cultural Features Widening existing freeways has some potential to impact built This alternative has a high potential to impact built heritage Widening existing freeways and arterial roads has some heritage features that are located adjacent to existing features and cultural landscapes associated with villages such potential to impact built heritage features that are located Potential to impact cultural features (i.e., properties of cultural heritage and highways. There is relatively low potential to impact as Rockwood, Acton, Erin, Caledon etc. There is relatively low adjacent to existing highways. There is relatively low archaeological significance (including above ground resources over 40 archaeological resources or cultural landscapes because most potential to impact archaeological resources because most potential to impact archaeological resources or cultural years of age). areas have been previously disturbed. areas have been previously disturbed. landscapes because most areas have been previously disturbed. This alternative has some potential to impact built heritage resources in Stewarttown and Ashgrove.
First Nations Widening existing freeways has some potential to impact to Widening existing freeways and arterial roads has some Widening existing freeways and arterial roads has some cultural resources of historical significance to First Nations. potential to impact cultural resources of historical significance to potential to impact cultural resources of historical Potential to impact lands of cultural or historical significance to First This will be confirmed through discussions with First Nations First Nations. This will be confirmed through discussions with significance to First Nations. This will be confirmed Nations. as part of the EA process. First Nations as part of the EA process. through discussions with First Nations as part of the EA process. Community SUMMARY Advantages Supports the Government Policy by optimizing the use of existing infrastructure Relatively minor impacts to Niagara Escarpment and Greenbelt lands Low potential to impact agricultural operations and results in less loss of agricultural lands because most impacts are on the fringe (of what?) Low potential to impact archaeological resources because most areas have been previously disturbed Group 3-1 has minimal impact on community features, because it uses Provincial highways Groups 3-2 and 3-3 provide improved access to future employment areas in Brampton and Caledon Potential to improve linkages and accessibility between the urban areas in the GTA West Corridor Disadvantages Limited ability to support planned future land use or growth as identified in Government Policy Group 3-2 has potential for significant direct (i.e., displacement and access) impacts to land uses and community features in places such as Rockwood, Acton, Georgetown, Erin, Caledon, etc., although bypasses may reduce impacts Group 3-2 has potential for significant direct impacts (i.e., displacement/loss) to built heritage features along existing roads and in communities named above, although bypasses may reduce impacts Groups 3-2 and 3-3 include major municipal widenings that may not be consistent with municipal plans, policies, transportation master plans and/or Official Plans
January 2011 DRAFT Page B-47 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-4: High Level Assessment of Group #3 Alternatives
Alternative 3-1 Alternative 3-2 Alternative 3-3
Freeway Widening Freeway and Arterial Road Widening Freeway and Arterial Road Widening Widen Highways 401, 407, 410, 400 and 427 extension Widen Highways 401, 407, 410, 400 and 427 extension Widen Highways 401, 407, 410, 400 and 427 extension FACTOR/CRITERIA AND AND Widen Highway 9 (north of study area), Highway 7 through or Widen Kirby Road, Mayfield Road and Trafalgar Road construct a bypass around Rockwood, Acton, and Georgetown, (RR 3) Widen Kirby Road, Mayfield Road, Trafalgar Road (RR3) and Charleston Road, Airport Road and Regional Rd 124
Factor: Economy
Industry and trade Widening existing transportation corridors would service Widening existing transportation corridors would service Widening existing transportation corridors would service Qualitative description of how industry and trade are supported. existing and future industry located close to existing provincial existing and future industry located close to existing provincial existing and future industry located close to existing highways. highways. provincial highways. Additional capacity on existing highways would reduce Upgraded Highways 9 and 7 and widened arterial roads would Upgraded arterial roads would provide limited additional congestion and facilitate goods movement and trade. provide limited additional support for new industry along support for new industry along upgraded routes. upgraded routes. Additional capacity on existing highways and municipal Additional capacity on existing highways and municipal roads roads would reduce congestion and facilitate goods would reduce congestion and facilitate goods movement and movement and trade. trade. Potential bypasses around Rockwood, Acton, Georgetown, Erin, Caledon or Mono Mills may reduce exposure for businesses in existing built-up areas. However, a new bypass could potentially open up lands for new business or light industrial expansion. Tourism and recreation Widening existing transportation corridors would service Widening existing transportation corridors would service Widening existing transportation corridors would service Qualitative description of how provincial / regional / municipal tourism and existing tourism operations currently close to existing existing tourism operations currently close to existing provincial existing tourism operations currently close to existing recreation are supported. provincial highways. highways. provincial highways. Additional capacity on existing highways would reduce Improved access to Highways 9 and 7 would improve tourism Widened arterial roads may improve tourism opportunities congestion and facilitate improved travel for tourism and opportunities for new and existing tourist attractions in northern for new and existing tourist attractions in Peel or York recreational purposes. sections of the study area. Regions. Additional capacity on existing highways and municipal roads Additional capacity on existing highways and municipal would reduce congestion and facilitate improved travel for roads would reduce congestion and facilitate improved tourism and recreational purposes. travel for tourism and recreational purposes. Economic and agricultural development Widening existing transportation corridors could impact Widening existing transportation corridors could impact existing Widening existing transportation corridors could impact Qualitative description of how the alternative supports or impacts existing agricultural operations through “fringe” property agricultural operations through property access impacts, direct existing agricultural operations through property access agricultural operations and plans for future development. impacts (such as……..provide examples and apply other property “fringe” impacts and indirect proximity impacts. impacts, direct property “fringe” impacts and indirect sections where applicable). proximity impacts. NOTE – Direct impacts resulting in fragmentation of agricultural Impacts are potentially significant along Regional Road 124 operations or loss of Class 1 lands is dealt with under the Community through Wellington County and Highway 7 and Trafalgar Road Impacts are potentially significant along Regional Factor. through the study area. Road 124 through Wellington County and Highway 7 and Trafalgar Road through the study area.
Urban Growth Centre Connections Limited improvement to connections between Urban Growth Limited improvement to connections between Urban Growth Limited improvement to connections between Urban Centres (i.e., Vaughan Corporate Centre, Downtown Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Growth Centres (i.e., Vaughan Corporate Centre, Provision of connections to Urban Growth Centres identified in provincial Brampton, Downtown Milton and Downtown Guelph). Downtown Milton and Downtown Guelph). However, by Downtown Brampton, Downtown Milton and Downtown policy. However, by widening existing highways, the alternative widening existing highways and municipal roads, the alternative Guelph). However, by widening existing highways, the provides some indirect improvement to the connections. provides some indirect improvement to the connections. alternative provides some indirect improvement to the connections.
January 2011 DRAFT Page B-48 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-4: High Level Assessment of Group #3 Alternatives
Alternative 3-1 Alternative 3-2 Alternative 3-3
Freeway Widening Freeway and Arterial Road Widening Freeway and Arterial Road Widening Widen Highways 401, 407, 410, 400 and 427 extension Widen Highways 401, 407, 410, 400 and 427 extension Widen Highways 401, 407, 410, 400 and 427 extension FACTOR/CRITERIA AND AND Widen Highway 9 (north of study area), Highway 7 through or Widen Kirby Road, Mayfield Road and Trafalgar Road construct a bypass around Rockwood, Acton, and Georgetown, (RR 3) Widen Kirby Road, Mayfield Road, Trafalgar Road (RR3) and Charleston Road, Airport Road and Regional Rd 124
Economy SUMMARY Advantages Some ability to service future industry along existing travel corridors Additional capacity reduces congestion and facilitates goods movement and trade Provides improved access to tourism /recreation operations along existing travel corridors Additional capacity reduces congestion and facilitates improved travel for tourism and recreational purposes Groups 3-2 and 3-3 may improve tourism opportunities for new and existing attractions in northern sections of Study Area Relatively minor impacts to agricultural operations Group 3-2 - a new bypass (around Rockwood, Acton, Georgetown, Erin, Caledon and/or Mono Mills) could potentially open up lands for new business or light industrial expansion
Disadvantages Limited ability to improve connections between Urban Growth Centres (i.e., Vaughan Corporate Centre, Downtown Brampton, Downtown Milton and Downtown Guelph) Potential bypasses around Rockwood, Acton, Georgetown Erin, Caledon and Mono Mills may reduce exposure for businesses in existing built-up areas Groups 3-2 and 3-3 could impact agricultural operations through property access, “fringe” impacts and indirect proximity impacts
January 2011 DRAFT Page B-49 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-4: High Level Assessment of Group #3 Alternatives
Alternative 3-1 Alternative 3-2 Alternative 3-3
Freeway Widening Freeway and Arterial Road Widening Freeway and Arterial Road Widening Widen Highways 401, 407, 410, 400 and 427 extension Widen Highways 401, 407, 410, 400 and 427 extension Widen Highways 401, 407, 410, 400 and 427 extension FACTOR/CRITERIA AND AND Widen Highway 9 (north of study area), Highway 7 through or Widen Kirby Road, Mayfield Road and Trafalgar Road construct a bypass around Rockwood, Acton, and Georgetown, Widen Kirby Road, Mayfield Road, Trafalgar Road (RR3) and Charleston Road, Airport Road and Regional Rd 124
Environment
Environmental protection policies Supports the PPS on the protection of Natural Heritage, Supports the PPS on the protection of Natural Heritage, Supports the PPS on the protection of Natural Heritage, Support for or consistency with federal, provincial and municipal Agricultural and Cultural Heritage/Archaeological resources. Agricultural and Cultural Heritage/Archaeological resources. Agricultural and Cultural Heritage/Archaeological resources. environmental protection policies. Typically lower environmental impacts are associated with Typically lower environmental impacts are associated with widening alternatives through areas that are protected by widening alternatives through areas that are protected by Typically lower environmental impacts are associated with environmental policies because of smaller footprint impacts environmental policies because of smaller footprint impacts and widening alternatives through areas that are protected by and minimal fragmentation. This alternative crosses minimal fragmentation. However, this alternative includes environmental policies because of smaller footprint impacts Greenbelt Plan and NEC lands at Highway 401 west of Milton. widening segments in four different locations (i.e., at Kirby and minimal fragmentation. This alternative crosses Road, Charleston Road, Highway 7 and Highway 401) through Greenbelt Plan and NEC lands at Highway 401 (west of both Greenbelt Plan and NEC designated areas. It also Milton), at Kirby Road and on Highway 7 in Georgetown. includes road widening through the Oak Ridges Moraine (along Highway 9). Natural features and functions This corridor alternative has some potential to impact the This corridor alternative has some potential to impact the This corridor alternative has some potential to impact the following environmental features within the following routes: following environmental features within the following routes: following environmental features within the following Qualitative analysis of: Highway 401 Widening routes: Potential impacts to major aquatic ecosystems (number or description Approximately 42 watercourse crossings (i.e., intermittent All impacted environmental features in Alternative 3-1 of potentially impacted watercourses) and permanent) including Mountsberg Creek, Mullet All impacted environmental features in Alternative 3-1 Potential impacts to major terrestrial ecosystems (area or description Creek, Sixteen Mile Creek and unnamed tributaries of AND of terrestrial habitat potentially affected) Bronte Creek, Sixteen Mile Creek, Middle Sixteen Middle AND Creek, East Sixteen Mile Creek, Credit River, and Potential impacts to sensitive groundwater features (qualitative Cooksville Creek Highway 9 Widening (only MNR data used) description) 2 Evaluated Wetland Complexes consisting of the Approximately 20 watercourse crossings (i.e., intermittent Kirby Road Widening Potential impacts to areas that are sensitive to changes in surface Badenoch-Moffat and Guelph Junction Wetland and permanent) including the Holland River, unnamed Approximately 17 watercourse crossings (i.e., water (qualitative description) Complexes tributaries of the Humber River and the Holland River intermittent and permanent) including the Main Humber River and unnamed tributaries Description of potential to avoid or minimize impacts to environmental 2 significant ecological areas (i.e., unevaluated individual 2 Evaluated Wetland Complexes known as the Pottageville features. wetland features) and the Ballycroy Wetland Complexes 3 significant ecological areas (i.e., unevaluated Approximately 2 significant ecological areas (i.e., individual wetland features) 1 ANSI known as Exhumed Silurian Reef 2 Environmentally Sensitive Area known as Guelph unevaluated individual wetland features) 1 Environmentally Sensitive Area known as the East NOTE: Potential impacts to the Greenbelt, NEC and ORM are dealt with in 2 ANSIs known as the Pottageville Swamp and the Humber River Environmental Protection Policies (see above) junction Woods, Meadowvale Station Woods Directly within Wellhead Protection Zones (i.e., 2, 10 and Humber Headwaters Directly within the Kleinburg Wellhead Protection 100 years) 2 Environmentally Sensitive Area known as an unidentified Zones (i.e., 25 years) ESA and the Holland Marsh Lowlands Mayfield Road Widening Mountsberg Wildlife Area ESA Approximately 21 watercourse crossings (i.e., Highway 407 Widening Directly within a 25 year Wellhead protection Zone in the ORM known as Palgrave # 2-4 intermittent and permanent) including Clarkway Drive Approximately 36 watercourse crossings (i.e., intermittent Highway 7 Widening Tributary, Gore Road Tributary, Salt Creek, Cambells and permanent) including Etobicoke Creek East Branch, Cross Creek, Etobicoke Creek West Branch, Silver Mimico Creek, West Humber Creek, Humber River, Approximately 22 watercourse crossings (i.e., intermittent Creek and unnamed tributaries of Fletchers Creek, Albion Creek, Highway 50 Tributary, Plunketts Creek, and permanent) including unnamed tributaries of Blue and the Credit River Robinson Creek, Mullet Creek and unnamed tributaries Springs Creek and Black Creek 1 Evaluated Wetland Complex known as the Heart of East Sixteen Mile Creek, Credit River, Etobicoke Approximately 3 Evaluated Wetland Complexes consisting Lake Wetland Complex Creek, and Mimico Creek of Clythe Creek, Eramosa River – Blue Springs Creek, and 1 significant ecological area (i.e., unevaluated 1 significant ecological area (i.e., unevaluated individual Acton – Silver Creek Wetland Complexes. There are an individual wetland feature) wetland feature) additional 2 potential individual wetlands within the CVC jurisdiction of this corridor 3 ANSIs known as Brampton Buried Esker, Heart Lake
January 2011 DRAFT Page B-50 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-4: High Level Assessment of Group #3 Alternatives
Alternative 3-1 Alternative 3-2 Alternative 3-3
Freeway Widening Freeway and Arterial Road Widening Freeway and Arterial Road Widening Widen Highways 401, 407, 410, 400 and 427 extension Widen Highways 401, 407, 410, 400 and 427 extension Widen Highways 401, 407, 410, 400 and 427 extension FACTOR/CRITERIA AND AND Widen Highway 9 (north of study area), Highway 7 through or Widen Kirby Road, Mayfield Road and Trafalgar Road con struct a bypass around Rockwood, Acton, and Georgetown, Wi den Kirby Road, Mayfield Road, Trafalgar Road (RR3) and Charleston Road, Airport Road and Regional Rd 124
Highway 410 Widening 1 ANSI known as Eramosa River Valley Forest & Bog and Georgetown Credit Valley Approximately 21 watercourse crossings (i.e., intermittent 1 Environmentally Sensitive Area known as Snow’s Creek 2 Environmentally Sensitive Areas known as and permanent) including Etobicoke Creek West Branch, Woods Georgetown Credit River Valley and Heart Lake Etobicoke Creek East Branch, Spring Creek, and Directly within Wellhead protection Zones (i.e., 2, 10 and Woodlands unnamed tributaries of Little Etobicoke Creek, Etobicoke 100 years) Trafalgar Road Widening Creek, and Spring Creek. Mayfield Road Widening Approximately 7 watercourse crossings (i.e., Highway 400 Widening Approximately 21 watercourse crossings (i.e., intermittent intermittent and permanent) including unnamed Approximately 22 watercourse crossings (i.e., intermittent and permanent) including Clarkway Drive Tributary, Gore tributaries of Black Creek and Middle Sixteen Mile and permanent) including Black Creek, East Humber Road Tributary, Salt Creek, Cambells Cross Creek, Creek River and unnamed tributaries of the East Humber River Etobicoke Creek West Branch, Silver Creek and unnamed 1 significant ecological area (i.e., unevaluated 2 significant ecological areas (i.e., unevaluated individual tributaries of Fletchers Creek, and the Credit River individual wetland feature) wetland features) 1 Evaluated Wetland Complex known as the Heart Lake 1 Environmentally Sensitive Area known as the 1 ANSI known as Strange Till Plain and 1 Candidate Wetland Complex. There are an additional potential Hungry Hallow Ravine ANSI known as Happy Valley individual wetland within the CVC jurisdiction of this Directly within the Wellhead Protection Zones (i.e., 2, 2 Environmentally Sensitive Areas known as Kettleby corridor 10 and 100 years). Infiltration Area and Happy Valley Infiltration Area. High 1 significant ecological area (i.e., unevaluated individual infiltration rates which contribute to water quality/quantity wetland feature) Potential impact to Species at Risk. in high quality reaches. 3 ANSIs known as Brampton Buried Esker, Heart Lake Highway 427 Widening Forest & Bog and Georgetown Credit Valley Approximately 14 watercourse crossings (i.e., intermittent 2 Environmentally Sensitive Areas known as Georgetown and permanent) including Albion Creek, Highway 50 Credit River Valley and Heart Lake Woodlands Tributary, Rainbow Creek and Robinson Creek Kirby Road Widening Approximately 17 watercourse crossings (i.e., intermittent Potential impact to Species at Risk. and permanent) including the Main Humber River and unnamed tributaries 3 significant ecological areas (i.e., unevaluated individual wetland features) 1 Environmentally Sensitive Area known as the East Humber River Directly within the Kleinburg Wellhead Protection Zones (i.e., 25 years) Trafalgar Road Widening Approximately 7 watercourse crossings (i.e., intermittent and permanent) including unnamed tributaries of Black Creek and Middle Sixteen Mile Creek 1 significant ecological area (i.e., unevaluated individual wetland features) 1 Environmentally Sensitive Area known as the Hungry Hallow Ravine Directly within the Wellhead Protection Zones (i.e., 2, 10 and 100 years) Regional Road 124 Widening
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Table B-4: High Level Assessment of Group #3 Alternatives
Alternative 3-1 Alternative 3-2 Alternative 3-3
Freeway Widening Freeway and Arterial Road Widening Freeway and Arterial Road Widening Widen Highways 401, 407, 410, 400 and 427 extension Widen Highways 401, 407, 410, 400 and 427 extension Widen Highways 401, 407, 410, 400 and 427 extension FACTOR/CRITERIA AND AND Widen Highway 9 (north of study area), Highway 7 through or Widen Kirby Road, Mayfield Road and Trafalgar Road con struct a bypass around Rockwood, Acton, and Georgetown, Wi den Kirby Road, Mayfield Road, Trafalgar Road (RR3) and Charleston Road, Airport Road and Regional Rd 124
Approximately 28 watercourse crossings (i.e., intermittent and permanent) including Caledon Creek and unnamed tributaries of Caledon Creek 8 Evaluated Wetland Complexes known as the Speersville Wetland, Credit River at Alton, West Credit River, Eramosa River – Blue Springs, Speed – Lutteral – Swan Creek, Guelph North-East, Guelph Southwest, and Ellis Creek Wetland Complexes. Approximately 4 significant ecological areas (i.e., unevaluated individual wetland features) 3 ANSIs known as Guelph Drumlin Field, Eramosa River Valley, and Humber Headwaters 2 Environmentally Sensitive Area known as Binkham Swamp and Brisbane Swamp Directly within the Caledon Village # 3 and #3A Wellhead Protection Zones (i.e., 25 years). Also within a 2 year Wellhead Protection Zone further west.
Potential impact to Species at Risk. Air Quality Widening existing roads/highways results in increased Widening existing roads/highways results in increased Widening existing roads/highways results in increased emissions along existing major travel corridors where built-up emissions along existing major travel corridors where built-up emissions along existing major travel corridors where built- Qualitative assessment (using quantitative inputs) of: areas (i.e., sensitive receptors) are located. The additional areas (i.e., sensitive receptors) are located. The additional up areas (i.e., sensitive receptors) are located. The Potential changes in greenhouse gas emissions and criteria air emissions are the result of increased traffic volumes. emissions are the result of increased traffic volumes. Proximity additional emissions are the result of increased traffic contaminants (CACs). Proximity to receptors increases exposure. to receptors increases exposure. volumes. Proximity to receptors increases exposure. Potential changes in air quality on a regional level. Resource Consumption In relation to new highway corridors, widening alternatives In relation to new highway corridors, widening alternatives In relation to new highway corridors, widening alternatives require less resource consumption. require less resource consumption. However, this alternative require less resource consumption. Ability to minimize resource consumption and potential for mineral and has the longest length of roadway widening. aggregate resource issues. Environment SUMMARY Advantages Support the Government Policy on the protection of Natural Heritage, Agricultural and Cultural Heritage/Archaeological resources Minimizes fragmentation of environmental protection policy areas (i.e., Niagara Escarpment Plan, Greenbelt and Oak Ridges Moraine) Potential for less resource consumption (for widening alternatives) or mineral and aggregate resource related issues Disadvantages Widening Highway 400 would impact Oak Ridges Moraine Increased emissions along existing major travel corridors in built-up areas, where sensitive receptors are located. Proximity to receptors increases exposure Impacts many environmental features. Although footprint widening may be considered less severe than fragmentation of natural areas, frequency of crossings and ability to mitigate through design may be restricted because of property constraints and design limitations imposed by existing infrastructure.
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Table B-4: High Level Assessment of Group #3 Alternatives
Alternative 3-1 Alternative 3-2 Alternative 3-3
Includes Widening of Existing Freeways, Group 1 and Group Includes Widening of Existing Freeways, Group 1 and Group Includes Widening of Existing Freeways, Group 1 and 2 2 Group 2
FACTOR/CRITERIA Widening of existing Provincial Freeways in the GTA West Widening of existing Provincial Freeways, Inter-regional Widening of existing Provincial Freeways, Arterial Roads area to provide additional capacity Roads (Regional / County Roads) and the construction of (Regional / County Roads) and the construction of local - Highway 401, Highway 410, Highway 400, Highway 427, local bypasses to provide additional capacity bypasses to provide additional capacity 407ETR - Highway 401, Highway 410, Highway 400, Highway 427, - Highway 401, Highway 410, Highway 400, Highway 427, 407ETR 407ETR - County Road 124 / Hwy 9, Highway 7, Kirby Road, Mayfield - Kirby Road, Mayfield Road, Trafalgar Road, Local Road, Trafalgar Road, Local Bypasses in several locations Bypasses in several locations Factor: Transportation Efficient movement of people Potential to support the efficient movement of people between Generally addresses the required infrastructure supply at Generally addresses the required infrastructure supply at Generally addresses the required infrastructure supply at communities and regions critical screenlines to accommodate forecast vehicle traffic, critical screenlines to accommodate forecast vehicle traffic, critical screenlines to accommodate forecast vehicle traffic, except for the Hwy 400 Screenline which operates in a except for the Hwy 400 Screenline which operates in a except for the Hwy 400 Screenline which operates in a congested state: congested state: congested state: Peak period performance of key inter-regional corridors – forecast volume/capacity issues at critical screenlines East of Guelph WB - 0.76 V/C East of Guelph WB - 0.85 V/C East of Guelph WB - 0.76 V/C West of Milton WB - 0.85 V/C West of Milton WB - 0.82 V/C West of Milton WB - 0.85 V/C East of WC Blvd WB - 0.74 V/C East of WC Blvd WB - 0.76 V/C East of WC Blvd WB - 0.77 V/C East of Hwy 10 WB - 0.88 V/C East of Hwy 10 WB - 0.90 V/C East of Hwy 10 WB - 0.90 V/C East of Hwy 50 WB - 0.72 V/C East of Hwy 50 WB - 0.68 V/C East of Hwy 50 WB - 0.69 V/C West of Hwy 400 WB - 0.93 V/C West of Hwy 400 WB - 0.96 V/C West of Hwy 400 WB - 0.96 V/C
Potential to provide for higher order inter-regional transportation corridors No new inter-regional transportation corridors beyond those No new inter-regional transportation corridors beyond those No new inter-regional transportation corridors beyond those provided in Group 2 provided in Group 2 provided in Group 2
Percentage of inter-regional system operating better than LOS D (auto lane km) Approximately 43% of the inter-regional transportation system Approximately 49% of the inter-regional transportation system Approximately 46% of the inter-regional transportation operate better than LOS D for auto trips (lane / km). operate better than LOS D for auto trips (lane / km). system operate better than LOS D for auto trips (lane / km).
Approximately 38% of auto traffic uses the inter-regional Approximately 41% of auto traffic uses the inter-regional Approximately 41% of auto traffic uses the inter-regional Shift in use of local/regional roadways to inter-regional transportation system - representing no increase from Groups 1 & 2. system - representing an increase over Groups 1 & 2. system - representing an increase over Groups 1 & 2. system
Approximately 22% less auto hours are spent on the inter- Approximately 25% less auto hours are spent on the inter-
Approximately 31% less auto hours are spent on the inter- regional transportation system for lane km operating at LOS D regional transportation system for lane km operating at LOS Reduction of auto hours on inter-regional transportation system operating at regional transportation system for lane km operating at LOS D or worse in comparison to Group 1 & 2. D or worse in comparison to Group 1 & 2. LOS D or worse or worse in comparison to Group 1 & 2.
Efficient movement of goods Potential to support efficient movement of goods between urban Generally addresses the required infrastructure supply at Generally addresses the required infrastructure supply at Generally addresses the required infrastructure supply at growth centres, international gateways, economic centres and critical screenlines to accommodate forecast vehicle traffic, critical screenlines to accommodate forecast vehicle traffic, critical screenlines to accommodate forecast vehicle traffic, regional inter-modal facilities and communities except for the Hwy 400 Screenline which operates in a except for the Hwy 400 Screenline which operates in a except for the Hwy 400 Screenline which operates in a congested state: congested state: congested state: Peak Period performance of key inter-regional corridors – forecast East of Guelph WB - 0.76 V/C East of Guelph WB - 0.85 V/C East of Guelph WB - 0.76 V/C
January 2011 DRAFT Page B-53 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-4: High Level Assessment of Group #3 Alternatives
Alternative 3-1 Alternative 3-2 Alternative 3-3
Includes Widening of Existing Freeways, Group 1 and Group Includes Widening of Existing Freeways, Group 1 and Group Includes Widening of Existing Freeways, Group 1 and 2 2 Group 2
FACTOR/CRITERIA Widening of existing Provincial Freeways in the GTA West Widening of existing Provincial Freeways, Inter-regional Widening of existing Provincial Freeways, Arterial Roads area to provide additional capacity Roads (Regional / County Roads) and the construction of (Regional / County Roads) and the construction of local - Highway 401, Highway 410, Highway 400, Highway 427, local bypasses to provide additional capacity bypasses to provide additional capacity 407ETR - Highway 401, Highway 410, Highway 400, Highway 427, - Highway 401, Highway 410, Highway 400, Highway 427, 407ETR 407ETR - County Road 124 / Hwy 9, Highway 7, Kirby Road, Mayfield - Kirby Road, Mayfield Road, Trafalgar Road, Local Road, Trafalgar Road, Local Bypasses in several locations Bypasses in several locations volume/capacity issues at critical screenlines West of Milton WB - 0.85 V/C West of Milton WB - 0.82 V/C West of Milton WB - 0.85 V/C East of WC Blvd WB - 0.74 V/C East of WC Blvd WB - 0.76 V/C East of WC Blvd WB - 0.77 V/C East of Hwy 10 WB - 0.88 V/C East of Hwy 10 WB - 0.90 V/C East of Hwy 10 WB - 0.90 V/C East of Hwy 50 WB - 0.72 V/C East of Hwy 50 WB - 0.68 V/C East of Hwy 50 WB - 0.69 V/C West of Hwy 400 WB - 0.93 V/C West of Hwy 400 WB - 0.96 V/C West of Hwy 400 WB - 0.96 V/C
Potential to provide linkages between inter-modal facilities and provide for Widening of existing inter-regional transportation system Widening of existing inter-regional transportation system Widening of existing inter-regional transportation system higher order goods movement corridors improves linkages between inter-modal facilities corridors improves linkages between inter-modal facilities corridors improves linkages between inter-modal facilities No new high order goods movement corridors No new high order goods movement corridors No new high order goods movement corridors
Approximately 26% of the inter-regional transportation system Approximately 35% of the inter-regional transportation system Approximately 28% of the inter-regional transportation Percentage of inter-regional system operating better than LOS D (vehicle operates better than LOS D for vehicle trips (lane / km). operates better than LOS D for vehicle trips (lane / km). system operates better than LOS D for vehicle trips (lane / lane km) km). Approximately 39% of vehicle traffic uses the inter-regional Approximately 42% of vehicle traffic uses the inter-regional system - representing no increase from the Groups 1 & 2. system - representing an increase over Groups 1 & 2. Approximately 42% of vehicle traffic uses the inter-regional system - representing an increase over Groups 1 & 2. Shift in use of local/regional roadways to inter-regional transportation system Approximately 32% less truck hours are spent on the inter- Approximately 24% less truck hours are spent on the inter- regional transportation system for lane km operating at LOS D regional transportation system for lane km operating at LOS D Approximately 28% less truck hours are spent on the inter- or worse in comparison to Group 1 & 2. or worse in comparison to Group 1 & 2. regional transportation system for lane km operating at LOS
D or worse in comparison to Group 1 & 2.
Reduction of truck hours on inter-regional transportation system operating at LOS D or worse
2031 PM Peak Hour Conditions
LOS C LOS D LOS E LOS F
January 2011 DRAFT Page B-54 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-4: High Level Assessment of Group #3 Alternatives
Alternative 3-1 Alternative 3-2 Alternative 3-3
Includes Widening of Existing Freeways, Group 1 and Group Includes Widening of Existing Freeways, Group 1 and Group Includes Widening of Existing Freeways, Group 1 and 2 2 Group 2
FACTOR/CRITERIA Widening of existing Provincial Freeways in the GTA West Widening of existing Provincial Freeways, Inter-regional Widening of existing Provincial Freeways, Arterial Roads area to provide additional capacity Roads (Regional / County Roads) and the construction of (Regional / County Roads) and the construction of local - Highway 401, Highway 410, Highway 400, Highway 427, local bypasses to provide additional capacity bypasses to provide additional capacity 407ETR - Highway 401, Highway 410, Highway 400, Highway 427, - Highway 401, Highway 410, Highway 400, Highway 427, 407ETR 407ETR - County Road 124 / Hwy 9, Highway 7, Kirby Road, Mayfield - Kirby Road, Mayfield Road, Trafalgar Road, Local Road, Trafalgar Road, Local Bypasses in several locations Bypasses in several locations System reliability/redundancy Potential to support system reliability and reduce redundancy for Moderate support for system reliability and redundancy, with Moderate support for system reliability and redundancy, with Moderate support for system reliability and redundancy, travel (people and goods) between regions and communities during added roadway capacity, new/expanded transit and network added roadway capacity, new/expanded transit and network with added roadway capacity, new/expanded transit and congested adverse conditions optimization optimization network optimization
Availability of alternate routes/facilities for inter-regional transportation No new alternate routes for inter-regional transportation No new alternate routes for inter-regional transportation No new alternate routes for inter-regional transportation between regions, communities and terminals beyond new transit corridors provided for in Group 2; provides beyond new transit corridors provided for in Group 2; provides beyond new transit corridors provided for in Group 2; increased inter-regional road capacity on limited alternate increased inter-regional road capacity on multiple alternate provides increased inter-regional road capacity on alternate routes in the eastern portion of the study area routes across the study area routes in the eastern portion of the study area
Potential to improve transportation system reliability with Potential to improve transportation system reliability with
increased inter-regional road and transit capacity Potential to improve transportation system reliability with increased inter-regional road and transit capacity Potential to improve transportation system reliability increased inter-regional road and transit capacity
Safety Potential to improve traffic safety based on opportunity to reduce Major improvement to transportation system operations and Major improvement to transportation system operations and Major improvement to transportation system operations and congestion on the area road network safety safety safety
Potential to improve response times for emergency service providers due to Provides safety and response time benefits due to Provides safety and response time benefits due to Provides safety and response time benefits due to reduced congestion on the inter-regional road network (average speed) improvement in transportation system congestion from improvement in transportation system congestion from improvement in transportation system congestion from increased road capacity (average speed = 63 km/h) increased road capacity on alternate routes (average speed increased road capacity on alternate routes (average speed = 59 km/h) = 61 km/h)
Potential to reduce collisions due to improved network LOS and decreased conflicts between travel modes Major potential to reduce collisions due to improved network Major potential to reduce collisions due to improved network Major potential to reduce collisions due to improved network performance performance performance Modal integration, balance and choice for movement of people (commuters, recreation/tourist) Potential to improve modal integration, balance and choice for person Moderate potential to improve modal integration, balance and Moderate potential to improve modal integration, balance and Moderate potential to improve modal integration, balance trips between communities, employment centers and major transit choice for people movement choice for people movement and choice for people movement hubs
Moderate potential to increase attractiveness/ effectiveness of Moderate potential to increase attractiveness/ effectiveness of Moderate potential to increase attractiveness/ effectiveness Potential to increase attractiveness/effectiveness of existing, new and transit from new transit services and improvements in Groups transit from new transit services and improvements in Groups of transit from new transit services and improvements in improved transit services 1 and 2, with addition of widened freeways for bus services 1 and 2, with addition of widened freeways and arterials for Groups 1 and 2, with addition of widened freeways and bus services arterials for bus services
Higher order inter-regional transit services are provided Higher order inter-regional transit services are provided Higher order inter-regional transit services are provided Provision of higher order inter-regional transit services through Group 2, and potential for improved transit operations through Group 2, and potential for improved transit operations through Group 2, and potential for improved transit along inter-regional freeways and arterials operations along inter-regional freeways and arterials along inter-regional freeways
Potential to improve linkages between inter-regional and
January 2011 DRAFT Page B-55 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-4: High Level Assessment of Group #3 Alternatives
Alternative 3-1 Alternative 3-2 Alternative 3-3
Includes Widening of Existing Freeways, Group 1 and Group Includes Widening of Existing Freeways, Group 1 and Group Includes Widening of Existing Freeways, Group 1 and 2 2 Group 2
FACTOR/CRITERIA Widening of existing Provincial Freeways in the GTA West Widening of existing Provincial Freeways, Inter-regional Widening of existing Provincial Freeways, Arterial Roads area to provide additional capacity Roads (Regional / County Roads) and the construction of (Regional / County Roads) and the construction of local - Highway 401, Highway 410, Highway 400, Highway 427, local bypasses to provide additional capacity bypasses to provide additional capacity 407ETR - Highway 401, Highway 410, Highway 400, Highway 427, - Highway 401, Highway 410, Highway 400, Highway 427, 407ETR 407ETR - County Road 124 / Hwy 9, Highway 7, Kirby Road, Mayfield - Kirby Road, Mayfield Road, Trafalgar Road, Local Road, Trafalgar Road, Local Bypasses in several locations Bypasses in several locations local transit with new station location and service connections on widened inter-regional corridors, and Provision of linkages between inter-regional and regional/community (local) Potential to improve linkages between inter-regional and local Potential to improve linkages between inter-regional and local improved integration through measures in Groups 1 and 2 transit systems transit with new station location and service connections on transit with new station location and service connections on widened inter-regional corridors, and improved integration widened inter-regional corridors, and improved integration
through measures in Groups 1 and 2 through measures in Groups 1 and 2 Improves bus operational performance with improved road
network operations
Improves bus operational performance with improved road Improves bus operational performance with improved road Bus operational performance on inter-regional road network network operations network operations Potential to provide alternate travel modes for tourism/recreational travel on new bus and rail services Potential to provide alternate travel modes for Potential to provide alternate travel modes for Availability/provision of alternate travel modes for tourism/recreational travel tourism/recreational travel on new bus and rail services tourism/recreational travel on new bus and rail services Improves accessibility for active transportation, including access to facilities, storage amenities at facilities and on transit vehicles, on existing and new/expanded services as in Groups 1 and 2 Provision of/allowance for active transportation measures (e.g., bike lanes, Improves accessibility for active transportation, including Improves accessibility for active transportation, including bike racks on buses/trains) access to facilities, storage amenities at facilities and on access to facilities, storage amenities at facilities and on transit vehicles, on existing and new/expanded services as in transit vehicles, on existing and new/expanded services as in Groups 1 and 2 Groups 1 and 2 Modal integration, balance and choice for movement of goods Potential to improve modal integration, balance and choice for goods Moderate potential to improve modal integration and choice Moderate potential to improve modal integration and choice Moderate potential to improve modal integration and choice movement between ports and terminals, communities and for goods movement for goods movement for goods movement employment centres.
Improvements to inter-regional road network operations with Potential to improve accessibility of inter-modal centres, ports and terminals Improvements to inter-regional road network operations with Improvements to inter-regional road network operations with increased roadway capacity improves accessibility of inter- increased roadway capacity on multiple alternate routes increased roadway capacity improves accessibility of inter- modal facilities improves accessibility of inter-modal facilities modal facilities
January 2011 DRAFT Page B-56 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-4: High Level Assessment of Group #3 Alternatives
Alternative 3-1 Alternative 3-2 Alternative 3-3
Includes Widening of Existing Freeways, Group 1 and Group Includes Widening of Existing Freeways, Group 1 and Group Includes Widening of Existing Freeways, Group 1 and 2 2 Group 2
FACTOR/CRITERIA Widening of existing Provincial Freeways in the GTA West Widening of existing Provincial Freeways, Inter-regional Widening of existing Provincial Freeways, Arterial Roads area to provide additional capacity Roads (Regional / County Roads) and the construction of (Regional / County Roads) and the construction of local - Highway 401, Highway 410, Highway 400, Highway 427, local bypasses to provide additional capacity bypasses to provide additional capacity 407ETR - Highway 401, Highway 410, Highway 400, Highway 427, - Highway 401, Highway 410, Highway 400, Highway 427, 407ETR 407ETR - County Road 124 / Hwy 9, Highway 7, Kirby Road, Mayfield - Kirby Road, Mayfield Road, Trafalgar Road, Local Road, Trafalgar Road, Local Bypasses in several locations Bypasses in several locations Linkages to Population and Employment Centers Potential to improve accessibility to Urban Growth Centers, Gateway Major potential to improve accessibility between Urban Major potential to improve accessibility between Urban Major potential to improve accessibility between Urban Economic Centres and Gateway Economic Zones for people and Growth Centres for people and goods movement Growth Centres for people and goods movement Growth Centres for people and goods movement goods movement based on higher order network continuity and connectivity No provision of new higher order linkages between Urban
No provision of new higher order linkages between Urban No provision of new higher order linkages between Urban Growth Centers beyond transit services in Group 2 Availability/provision of higher order linkages between Urban Growth Growth Centers beyond transit services in Group 2 Growth Centers beyond transit services in Group 2 Centers, Gateway Economic Centres and Gateway Economic Zones Improves accessibility to Urban Growth Centres and the
Improves accessibility to Urban Growth Centres and the GTA Improves accessibility to Urban Growth Centres and the GTA GTA with additional inter-regional road capacity and Accessibility of Urban Growth Centers, Gateway Economic Centres and with additional inter-regional road capacity and transportation with additional inter-regional road capacity and transportation transportation network operation improvements; limited Gateway Economic Zones network operation improvements; limited improvements to network operation improvements throughout the study area improvements to roadway linkages to Guelph roadway linkages to Guelph
Recreation and Tourism Travel Potential to support recreation and tourism travel within and to/from Major potential to support recreation and tourism travel Major potential to support recreation and tourism travel Major potential to support recreation and tourism travel the study area Provides potential to improve directness of routes to tourist Directness of routes between population centers, international gateways Provides potential to improve directness of routes to tourist Provides potential to improve directness of routes to tourist destinations within and outside of the study area, including and tourist/recreation destinations destinations within and outside of the study area, including the destinations within and outside of the study area, including the GTA and toward northern Ontario, with increased road GTA and toward northern Ontario, with increased road the GTA and toward northern Ontario, with increased road capacity and new/expanded transit services capacity and new/expanded transit services capacity and new/expanded transit services Several of the critical screenlines are approaching capacity, namely the Hwy 400, Hwy 10 and West of Milton Several of the critical screenlines are approaching capacity, Several of the critical screenlines are approaching capacity, namely the Hwy 400, Hwy 10 and West of Milton screenlines: namely the Hwy 400, Hwy 10 and West of Milton screenlines: screenlines: Peak period (summer/weekend) transportation system performance on key East of Guelph WB - 0.83 V/C inter-regional corridors – forecast volume/capacity issues at critical East of Guelph WB - 0.83 V/C East of Guelph WB - 0.93 V/C screenlines West of Milton WB - 0.93 V/C West of Milton WB - 0.90 V/C West of Milton WB - 0.93 V/C East of WC Blvd WB - 0.82 V/C East of WC Blvd WB - 0.84 V/C East of WC Blvd WB - 0.85 V/C East of Hwy 10 WB - 0.96 V/C East of Hwy 10 WB - 0.98 V/C East of Hwy 10 WB - 0.99 V/C East of Hwy 50 WB - 0.79 V/C East of Hwy 50 WB - 0.75 V/C East of Hwy 50 WB - 0.76 V/C West of Hwy 400 WB - 0.98 V/C West of Hwy 400 WB - 1.01 V/C West of Hwy 400 WB - 1.01 V/C
Approximately 13% of the inter-regional transportation system Approximately 24% of the inter-regional transportation system Approximately 15% of the inter-regional transportation system operate better than LOS D for auto trips (lane / km). operate better than LOS D for auto trips (lane / km). operate better than LOS D for auto trips (lane / km).
Percentage of inter-regional system operating better than LOS D (vehicle lane km) during summer/weekends Potential to divert summer/ recreational trips from Potential to divert summer/ recreational trips from Potential to divert summer/ recreational trips from local/regional roads with increased freeway and arterial local/regional roads with increased freeway capacity on local/regional roads with increased freeway and arterial capacity on alternate routes
January 2011 DRAFT Page B-57 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-4: High Level Assessment of Group #3 Alternatives
Alternative 3-1 Alternative 3-2 Alternative 3-3
Includes Widening of Existing Freeways, Group 1 and Group Includes Widening of Existing Freeways, Group 1 and Group Includes Widening of Existing Freeways, Group 1 and 2 2 Group 2
FACTOR/CRITERIA Widening of existing Provincial Freeways in the GTA West Widening of existing Provincial Freeways, Inter-regional Widening of existing Provincial Freeways, Arterial Roads area to provide additional capacity Roads (Regional / County Roads) and the construction of (Regional / County Roads) and the construction of local - Highway 401, Highway 410, Highway 400, Highway 427, local bypasses to provide additional capacity bypasses to provide additional capacity 407ETR - Highway 401, Highway 410, Highway 400, Highway 427, - Highway 401, Highway 410, Highway 400, Highway 427, 407ETR 407ETR - County Road 124 / Hwy 9, Highway 7, Kirby Road, Mayfield - Kirby Road, Mayfield Road, Trafalgar Road, Local Road, Trafalgar Road, Local Bypasses in several locations Bypasses in several locations alternate routes capacity on multiple routes throughout the study area Diversion of summer recreational trips from local and regional roadways.
Transportation SUMMARY Advantages . Generally addresses people and goods movement transportation demands in the GTA West Preliminary Study Area . Major improvement to efficiency of people and goods movement, with improved inter-regional transportation system operations . Major improvement to transportation system operations and safety . Moderate improvement to transportation system reliability and redundancy . Moderate potential to improve modal integration for people and goods movement . Potential to improve linkages and accessibility between urban areas in the GTA West Corridor . Major improvement to recreation and tourism travel and directness of routes to tourist/ recreation destinations in the GTA and northern Ontario
Disadvantages . Significant constructability and staging issues . No new inter-regional transportation corridors . 3-1 and 3-3 provide limited roadway redundancy improvements . 3-1 and 3-3 provide limited roadway improvements to Guelph
Notes: Congested conditions occur at a vehicle/capacity (v/c) ratio ≥ 0.90
“Higher order transportation corridor” is a new corridor separate from existing Rights-of-Way that could be used for one or several transportation modes (e.g., automobile, Bus Rapid Transit, Light Rapid Transit, etc.)
January 2011 DRAFT Page B-58 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5
New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening Widen Highways 401, 407, 410, 400 and 427 Widen Highways 401, 407, 410, 400 and 427 Widen Highways 401, 407, 410, 400 and Widen Highways 6, 401, 407, 410, 400 and Widen Highways 6, 401, 407, 410, 400 and FACTOR/CRITERIA extension extension 427 extension 427 extension 427 extension AND AND AND AND AND New Corridor connecting Highway 400 to New Corridor connecting Highway 400 to New Corridor connecting Highway 400 to New Corridor connecting Highway 400 in New Corridor connecting Highway 400 in Highway 410 Highway 407 in Mississauga Highway 401 in Milton Vaughan to Guelph (north of Georgetown Vaughan to Highway 6 (south of Georgetown and Guelph) Factor: Community
Existing and planned future Widening existing freeways supports the PPS Widening existing freeways supports the PPS Widening existing freeways supports the Widening existing freeways supports the Widening existing freeways supports the land use and growth by optimizing use of existing infrastructure. by optimizing use of existing infrastructure. PPS by optimizing use of existing PPS by optimizing use of existing PPS by optimizing use of existing Support for existing and This alternative includes widening of Highway This alternative includes widening of Highway infrastructure. This alternative includes infrastructure. This alternative includes infrastructure. This alternative includes planned future land use and 401 through designated NEC and Greenbelt 401 through designated NEC lands. The widening of Highway 401 through widening of Highway 401 and a new widening of Highway 401 and a new growth including recognition of lands. The new corridor section between new corridor section between Highway 400 designated NEC lands. The new corridor transportation corridor through designated transportation corridor through designated growth management plans Highway 400 and a N/S link to Highway 427 and a N/S link to Highway 427 crosses the section between Highway 400 and a N/S NEC lands and the Greenbelt Plan area. NEC lands and the Greenbelt Plan area. and policies as articulated in crosses the Greenbelt Plan area in the Greenbelt Plan area in the vicinity of the link to Highway 427 crosses the Greenbelt The new corridor section between Highway The new corridor section between Highway the provincial policies (e.g., vicinity of the Humber River. Other Humber River. Other Greenbelt Plan areas Plan area in the vicinity of the Humber 400 and a N/S link to Highway 427 crosses 400 and a N/S link to Highway 427 crosses PPS, Growth Plan, Greenbelt Greenbelt Plan areas are crossed north of are crossed north of Brampton and near River. Other Greenbelt Plan areas are the Greenbelt Plan area in the vicinity of the the Greenbelt Plan Area in the vicinity of the Plan, NEC Plan) and Brampton. Georgetown. crossed north of Brampton, near Humber River. Other Greenbelt Plan areas Humber River. Other Greenbelt Plan areas municipal official plans. Georgetown and Milton. are crossed north of Brampton and across are crossed north of Brampton, south of This alternative supports planned future land This alternative supports planned future land the centre of the study area, north of Georgetown (near Norval) and in areas use and growth as identified in the Growth use and growth as identified in the Growth This alternative supports planned future Georgetown (near Cheltenham and further west near Speyside, Scotch Block Plan and, in conjunction with widening the Plan and, in conjunction with widening the land use and growth as identified in the Ballinafad). and Brookville. existing highway system, provides improved existing highway system, provides improved Growth Plan and, in conjunction with connections between some Urban Growth connections between some Urban Growth widening the existing highway system, This alternative supports planned future land This alternative supports planned future land Centres (i.e., Vaughan Corporate Centre and Centres (i.e., Vaughan Corporate Centre and provides improved connections between use and growth as identified in the Growth use and growth as identified in the Growth Downtown Brampton). This alternative also Downtown Brampton). This alternative also several Urban Growth Centres (i.e., Plan and, in conjunction with widening the Plan and, in conjunction with widening the accommodates planned future growth and accommodates planned future growth and Vaughan Corporate Centre, Downtown existing highway system, provides improved existing highway system, provides improved addresses development pressures in Peel addresses development pressures in Peel Brampton and Downtown Milton). This connections between all Urban Growth connections between all Urban Growth and York Regions. and York. alternative also accommodates planned Centres (i.e., Vaughan Corporate Centre, Centres (i.e., Vaughan Corporate Centre, future growth and addresses development Downtown Brampton, Downtown Milton and Downtown Brampton, Downtown Milton and This alternative does not serve the This alternative does not serve the pressures in Peel, York and north Halton Downtown Guelph). This alternative also Downtown Guelph). This alternative also Milton/Halton Hills growth areas and Milton/Halton Hills growth areas and (i.e., in Milton). accommodates planned future growth and accommodates planned future growth and therefore only partly addresses growth therefore only partly addresses growth addresses development pressures in Peel addresses development pressures in Peel pressures and the Growth Plan. pressures and the Growth Plan. New corridors may result in increased and York. and York. nuisance impacts such as noise and New corridors may result in increased New corridors may result in increased illumination to areas closest to the new New corridors may result in increased New corridors may result in increased nuisance impacts such as noise and nuisance impacts such as noise and facility. nuisance impacts such as noise and nuisance impacts such as noise and illumination to areas closest to the new illumination to areas closest to the new illumination to areas closest to the new illumination to areas closest to the new facility. facility. facility. facility. Community Features The new corridor section from Highway 400 The new corridor section from Highway 400 The new corridor section from Highway 400 The new corridor from Highway 400 to The new corridor from Highway 400 to Potential to impact community to Highway 410 has minimal impact on to Highway 407/401 has minimal impact on to Highway 401 in Milton has minimal Guelph, north of Georgetown has minimal Guelph, south of Georgetown will reduce features (i.e., land use, existing community features and land uses in existing community features and land uses in impact on existing community features in direct impacts to community features direct impacts to community features communities and resources). York and north Peel. It has minor direct north Peel and Halton. It has minor direct north Peel and Halton. It has some direct adjacent to existing roads in the study area. adjacent to existing roads in the study area. impacts to land uses, communities and impacts to land uses, communities and impact to land uses, communities and However, there is some potential to However, there is some potential to resources and minimizes impact to access resources and minimizes impact to access resources and minimizes impact to access negatively impact rural communities that are negatively impact rural communities that are etc. etc. etc. currently not close to major transportation currently not close to major transportation corridors or in built-up areas, such as corridors or in built-up areas, such as Norval, This new corridor alternative has some This new corridor alternative has some This new corridor alternative has some Cheltenham and Ballinafad as well as Speyside and Brookville as well as Kleinburg, potential to change or affect the “rural” potential to change or affect the “rural” potential to change or affect the “rural” Kleinburg, Bolton, Tullmore and Mayfield Bolton, Tullmore and Mayfield West. The character of Kleinburg, Bolton, Tullmore and character of Kleinburg, Bolton, Tullmore and character of Kleinburg, Bolton, Tullmore West. The impacts of a new corridor in impacts of a new corridor in areas that are Mayfield West. The impacts of a new Mayfield West. The impacts of a new and Mayfield West. The impacts of a new areas that are currently rural can be reduced currently rural can be reduced through corridor in areas that are currently rural can corridor in areas that are currently rural can corridor in areas that are currently rural can through avoidance of the most sensitive avoidance of the most sensitive areas and be reduced through avoidance of the most be reduced through avoidance of the most be reduced through avoidance of the most areas and mitigation. mitigation. sensitive areas and mitigation. sensitive areas and mitigation. sensitive areas and mitigation.
January 2011 DRAFT Page B-59 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Fragmentation of agricultural Although new corridors in general can result Although new corridors in general can result New corridors generally result in greater New corridors generally result in greater New corridors generally result in greater lands in greater fragmentation and loss of in greater fragmentation and loss of fragmentation and loss of agricultural fragmentation and loss of agricultural lands. fragmentation and loss of agricultural lands. agricultural lands, the new corridor section agricultural lands, the new corridor section lands. Although the section of new corridor This corridor impacts agricultural operations, However, the new corridor section from Potential fragmentation of from Highway 400 to Highway 410 does not from Highway 400 to Highway 410 does not in Peel and York Regions is not designated potentially results in fragmentation of farms Milton westerly (towards Guelph) is not in agricultural lands and cross large areas of land designated for cross large areas of land designated for for future agricultural uses, there is some and results in loss of Class 1 agricultural Class 1 agricultural lands. The area of estimated area/description of future agricultural use. future agricultural uses. Some agricultural potential fragmentation and loss of Class 1 lands in Wellington County north of Highway impact is Class 3 agricultural lands and is loss of agricultural lands. areas and Class 1 soils associated with the agricultural lands south and west of 7. therefore not considered sensitive from an Peel Plain are impacted. Georgetown, towards Milton. agricultural perspective.
Cultural Features New corridors have more potential to avoid New corridors have more potential to avoid New corridors have more potential to avoid New corridors have more potential to avoid New corridors have more potential to avoid Potential to impact cultural built heritage features, but also have more built heritage features, but also have more built heritage features, but also have more built heritage features, but also have more built heritage features, but also have more features (i.e., properties of potential to impact archaeological resources potential to impact archaeological resources potential to impact archaeological potential to impact archaeological resources potential to impact archaeological resources cultural heritage and in previously undisturbed areas and impact in previously undisturbed areas and impact resources in previously undisturbed areas in previously undisturbed areas and impact in previously undisturbed areas and impact archaeological significance cultural landscapes. The new corridor cultural landscapes. The new corridor and impact cultural landscapes. The new cultural landscapes. The new corridor cultural landscapes. The new corridor (including above ground between Highway 400 and Highway 427 between Highway 400 and Highway 427 corridor between Highway 400 and between Highway 400 and Highway 427 between Highway 400 and Highway 427 resources over 40 years of extension has potential to impact extension has potential to impact Highway 427 extension has potential to extension has potential to impact extension has potential to impact age). archaeological resources associated with the archaeological resources associated with the impact archaeological resources archaeological resources associated with the archaeological resources associated with the Humber Valley. Humber Valley. associated with the Humber Valley. Humber Valley. Humber Valley. All new corridor alternatives cross the All new corridor alternatives cross the All new corridor alternatives cross the All new corridor alternatives cross the All new corridor alternatives cross the Humber River, a designated Canadian Humber River, a designated Canadian Humber River, a designated Canadian Humber River, a designated Canadian Humber River, a designated Canadian Heritage River and the site of the Toronto Heritage River and the site of the Toronto Heritage River and the site of the Toronto Heritage River and the site of the Toronto Heritage River and the site of the Toronto Carrying Place Trail, a trail of historical Carrying Place Trail, a trail of historical Carrying Place Trail, a trail of historical Carrying Place Trail, a trail of historical Carrying Place Trail, a trail of historical significance in King Township. A new significance in King Township. A new significance in King Township. A new significance in King Township. A new significance in King Township. A new crossing of the Humber River and associated crossing of the Humber River and associated crossing of the Humber River and crossing of the Humber River and associated crossing of the Humber River and associated trails can be designed to minimize impacts. trails can be designed to minimize impacts. associated trails can be designed to trails can be designed to minimize impacts. trails can be designed to minimize impacts. This alternative also has potential to impact minimize impacts. This alternative also has This alternative also has potential to impact This alternative also has potential to impact cultural features in the vicinity of Norval. potential to impact cultural features in the cultural resources in the vicinity of cultural resources in the vicinity of Norval, vicinity of Norval. Cheltenham and Ballinafad. Speyside, Scotch Block and Brookville. First Nations New corridors have more potential to impact New corridors have more potential to impact New corridors have more potential to New corridors have more potential to impact New corridors have more potential to impact lands of cultural or historical significance to lands of cultural or historical significance to impact lands of cultural or historical lands of cultural or historical significance to lands of cultural or historical significance to Potential to impact lands of First Nations. The significance of these First Nations. The significance of these significance to First Nations. The First Nations. The significance of these First Nations. The significance of these cultural or historical features will be confirmed through features will be confirmed through significance of these features will be features will be confirmed through features will be confirmed through significance to First Nations. discussions with First Nations as part of the discussions with First Nations as part of the confirmed through discussions with First discussions with First Nations as part of the discussions with First Nations as part of the EA process. EA process. Nations as part of the EA process. EA process. EA process. Community SUMMARY Advantages Major potential to improve linkages and accessibility between the urban areas in the GTA West Corridor Support planned future land use and growth as identified in the Government Policy Address development pressures in Peel and York Regions Less impacts on community features, land uses and built-up areas Less impacts on built heritage features in communities throughout Study Area Disadvantages Cross varying portions of Niagara Escarpment Plan and Greenbelt designated areas. Alternatives 4-4 and 4-5 cross the largest sections of Niagara Escarpment Plan lands and Greenbelt Potential to change or affect the “rural” character of some communities (i.e., Kleinburg, Bolton, Tullmore and Mayfield West). Potential increased nuisance impacts (i.e., noise, illumination etc.) in areas closest to new corridor Potential fragmentation of agricultural operations and loss of Class 1 lands New crossing of Humber River has potential to impact Canadian Heritage River and Trails (including Toronto Carrying Place Trail) – although impacts can be minimized through design and span of new structures Potential impacts to archaeological resources in previously undisturbed areas Potential to impact cultural features near Norval (Alternatives 4-2 and 4-3), Ballinafad and Cheltenham (Alternative 4-4) and Speyside, Scotch Block and Brookville (Alternative 4-5) Groups 4-1 and 4-2 have limited ability to serve Milton/Halton Hills growth areas
January 2011 DRAFT Page B-60 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5
New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening Widen Highways 401, 407, 410, 400 and 427 Widen Highways 401, 407, 410, 400 and 427 Widen Highways 401, 407, 410, 400 and Widen Highways 6, 401, 407, 410, 400 Widen Highways 6, 401, 407, 410, 400 and 427 FACTOR/CRITERIA extension extension 427 extension and 427 extension extension AND AND AND AND AND New Corridor connecting Highway 400 to New Corridor connecting Highway 400 to New Corridor connecting Highway 400 to New Corridor connecting Highway 400 in New Corridor connecting Highway 400 in Highway 410 Highway 407 in Mississauga Highway 401 in Milton Vaughan to Guelph (north of Vaughan to Highway 6 (south of Georgetown Georgetown) and Guelph)
Factor: Economy
Industry and trade Widening existing transportation corridors Widening existing transportation corridors Widening existing transportation corridors Widening existing transportation corridors Widening existing transportation corridors would Qualitative description of how would service existing and future industrial would service existing and future industrial would service existing and future industrial would service existing and future service existing and future industrial areas close industry and trade are areas close to existing provincial highways. areas close to existing provincial highways. areas close to existing provincial highways. industrial areas close to existing to existing provincial highways. provincial highways. supported. This new corridor alternative would This new corridor alternative would This new corridor alternative would This new corridor alternative would enhance the potentially provide improved access to potentially provide improved access to potentially provide improved access to This new corridor alternative would area’s economic competitiveness by improving industrial areas in York and Peel Regions industrial areas in York, Peel and Halton industrial areas in York, Peel and Halton potentially provide improved access to access to existing and planned industrial areas and support new industrial areas in the north Regions and support new industrial areas in Regions and support new industrial areas industrial areas in York, Peel and and inter-modal facilities, taking pressure off GTA. It would also improve the efficiency of northwestern parts of the GTA. It would also in northwestern parts of the GTA. It would Wellington County and support new municipal roads, reducing the cost of congestion, movement of goods and potentially benefit improve the efficiency of movement of goods also improve the efficiency of movement of industrial areas north of the GTA. It and enhancing transportation system efficiency trade through reduction in congestion and and potentially benefit trade through goods and potentially benefit trade through would also improve the efficiency of and reliability/redundancy for growth centres improved access to CP inter-modal terminal reduction in congestion and improved access reduction in congestion and improved movement of goods and potentially throughout the study area, from Vaughan to in Vaughan and CN inter-modal terminal in to CP inter-modal terminal in Vaughan and access to CP inter-modal terminal in benefit trade through reduction in Guelph and on to Kitchener-Waterloo. Brampton. CN inter-modal terminal in Brampton. Vaughan and CN inter-modal terminal in congestion and improved access to CP Brampton and improved access to the CP intermodal terminal in Vaughan and CN It would also improve the efficiency of movement intermodal facility in Milton, on Trafalgar intermodal terminal in Brampton. of goods and potentially benefit trade. Road. Furthermore, the nature of the Furthermore, the nature of the economic activity economic activity in these areas is likely to in these areas is likely to require more road require more road capacity than the areas capacity than the areas served by other served by other alternatives. alternatives. This alternative serves industry and trade This alternative serves industry and trade well well because it connects the major existing because it connects the major existing and and emerging nodes that are the focus of emerging nodes that are the focus of the the logistics/wholesale trade sectors for logistics/wholesale trade sectors for growth in growth in Halton. It also supports improved Halton. It also supports improved access to access to these areas for the labour force these areas for the labour force (i.e., 100,000 (i.e., 100,000 jobs over next 20 years). jobs over next 20 years). Furthermore, the nature of the economic activity in these areas is likely to require more road capacity than the areas served by other alternatives. Tourism and recreation Widening existing transportation corridors Widening existing transportation corridors Widening existing transportation corridors Widening existing transportation corridors Widening existing transportation corridors would Qualitative description of how would service existing tourism operations would service existing tourism operations would service existing tourism operations would service existing tourism operations service existing tourism operations currently provincial / regional / municipal currently accessible by existing provincial currently accessible by existing provincial currently accessible by existing provincial currently accessible by existing provincial accessible by existing provincial highways. highways. highways. highways. highways. tourism and recreation are A new corridor supports improved road supported. A new corridor supports improved road A new corridor supports improved road A new corridor supports improved road A new corridor supports improved road connection for intra-provincial tourism, including connection for intra-provincial tourism, connection for intra-provincial tourism, connection for intra-provincial tourism, connection for intra-provincial tourism, to Highway 400 and “cottage country” and including to Highway 400 and “cottage including to Highway 400 and “cottage including to Highway 400 and “cottage including to Highway 400 and “cottage supports improved road connections for country” and supports improved road country” and supports improved road country” and supports improved road country”. Some existing tourist / international tourism arriving from Lester B. connections for international tourism arriving connections for international tourism arriving connections for international tourism recreational attractions may be impacted Pearson International Airport. Some existing from Lester B. Pearson International Airport. from Lester B. Pearson International Airport. arriving from Lester B. Pearson although impacts can be minimized tourist / recreational attractions may be impacted Some existing tourist / recreational Some existing tourist / recreational International Airport. Some existing tourist / through the route selection process. although impacts can be minimized through the attractions may be impacted although attractions may be impacted although recreational attractions may be impacted route selection process. impacts can be minimized through the route impacts can be minimized through the route although impacts can be minimized through This alternative provides significantly selection process. selection process. the route selection process. improved access to eco-recreational This alternative provides improved connections areas (i.e., Forks of the Credit, Palgrave, to areas south of Guelph, but does not provide a This alternative provides additional potential This alternative provides additional Albion Hills, Terra Cotta, Elora Gorge direct link to the Greater Golden Horseshoe to connect the tourist traffic in north GTA with potential to connect tourist traffic in north etc.), many of which are located along south of the study area. January 2011 DRAFT Page B-61 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5
New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening Widen Highways 401, 407, 410, 400 and 427 Widen Highways 401, 407, 410, 400 and 427 Widen Highways 401, 407, 410, 400 and Widen Highways 6, 401, 407, 410, 400 Widen Highways 6, 401, 407, 410, 400 and 427 FACTOR/CRITERIA extension extension 427 extension and 427 extension extension AND AND AND AND AND New Corridor connecting Highway 400 to New Corridor connecting Highway 400 to New Corridor connecting Highway 400 to New Corridor connecting Highway 400 in New Corridor connecting Highway 400 in Highway 410 Highway 407 in Mississauga Highway 401 in Milton Vaughan to Guelph (north of Vaughan to Highway 6 (south of Georgetown Georgetown) and Guelph) areas to the south via the Highway 401/407 GTA with areas to the south and west via the Niagara Escarpment. However, this connection. the connection to Highway 401 near Milton. alternative does not provide a direct link to the Greater Golden Horseshoe south of the study area. Economic and agricultural Widening transportation corridors could Widening transportation corridors could Widening transportation corridors could Widening transportation corridors could Widening transportation corridors could impact development impact existing agricultural operations impact existing agricultural operations impact existing agricultural operations impact existing agricultural operations existing agricultural operations through property Qualitative description of how through property access impacts. through property access impacts. through property access impacts. through property access impacts. access impacts. the alternative supports or A new corridor has potential to fragment A new corridor has potential to fragment A new corridor has potential to fragment A new corridor has potential to fragment A new corridor has potential to fragment linked impacts agricultural operations linked operations and change or restrict linked operations and change or restrict linked operations and change or restrict linked operations and change or restrict operations and change or restrict access. and plans for future access. Impacts could partially be mitigated access. Impacts could partially be mitigated access. Impacts could partially be access. Impacts could partially be Impacts could partially be mitigated through development. through aligning routes along existing lot through aligning routes along existing lot mitigated through aligning routes along mitigated through aligning routes along aligning routes along existing lot lines to avoid lines to avoid fragmentation of existing and lines to avoid fragmentation of existing and existing lot lines to avoid fragmentation of existing lot lines to avoid fragmentation of fragmentation of existing and linked operations. linked operations. linked operations. existing and linked operations. existing and linked operations. NOTE – Direct impacts This alternative has the some potential to impact resulting in fragmentation of This alternative has the some potential to This alternative has the some potential to This alternative has the some potential to This alternative has the some potential to agricultural areas in Peel and Halton Regions as agricultural operations or impact agricultural areas in Peel Region. impact agricultural areas in Peel and Halton impact agricultural areas in Peel and impact agricultural areas in Peel and well as Wellington County – although agricultural loss of Class 1 lands is dealt Regions. Halton Regions. Halton Regions as well as Wellington activities are limited west of the escarpment in with under the Community County, west of the escarpment. this alternative. Factor.
Urban Growth Centre This alternative, in conjunction with widening This alternative provides, in conjunction with This alternative, in conjunction with This alternative, in conjunction with This alternative, in conjunction with widening the Connections the existing highway system, provides widening the existing highway system, widening the existing highway system, widening the existing highway system, existing highway system, provides improved improved connections between some Urban improved connections between some Urban provides improved connections between provides improved connections between connections between all Urban Growth Centres Provision of connections to Growth Centres (i.e., Vaughan Corporate Growth Centres (i.e., Vaughan Corporate several Urban Growth Centres (i.e., all Urban Growth Centres (i.e., Vaughan (i.e., Vaughan Corporate Centre, Downtown Urban Growth Centres Centre and Downtown Brampton). Centre and Downtown Brampton). Vaughan Corporate Centre, Downtown Corporate Centre, Downtown Brampton, Brampton, Downtown Milton and Downtown identified in provincial policy. Brampton and Downtown Milton). Downtown Milton and Downtown Guelph). Guelph). Economy SUMMARY Advantages New corridors provide economic opportunities for industry and improved trade Provide improved access to CP inter-modal terminal in Vaughan and CN inter-modal terminal in Brampton Connect major existing and emerging nodes that are the focus of the logistics/wholesale trade sectors for growth in Halton and provide improved access to these areas for the labour force. Alternative 4-4 provides significantly improved access to eco-recreational areas (many of which are located along the Niagara Escarpment Alternative 4-5 would enhance the area’s economic competitiveness by improving access to existing and planned industrial areas and inter-modal facilities, taking pressure off municipal roads, reducing the cost of congestion, and enhancing transportation system efficiency and reliability/redundancy for growth centres throughout the Study Area, from Vaughan to Guelph and on to Kitchener-Waterloo Provide service to existing and future industry Support improved connections for intra-provincial and international tourism, including to/from Lester B. Pearson International Airport Improve connections between Urban Growth Centres through network redundancy
Disadvantages Potential impacts on linked agricultural operations although route selection process and mitigation could reduce impacts
January 2011 DRAFT Page B-62 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5
New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening Widen Highways 401, 407, 410, 400 and 427 Widen Highways 401, 407, 410, 400 and Widen Highways 401, 407, 410, 400 and Widen Highways 6, 401, 407, 410, 400 and Widen Highways 6, 401, 407, 410, 400 and 427 FACTOR/CRITERIA extension 427 extension 427 extension 427 extension extension AND AND AND AND AND New Corridor connecting Highway 400 to New Corridor connecting Highway 400 to New Corridor connecting Highway 400 to New Corridor connecting Highway 400 in New Corridor connecting Highway 400 in Vaughan to Highway 410 Highway 407 in Mississauga Highway 401 in Milton Vaughan to Guelph (north of Georgetown) Highway 6 (south of Georgetown and Guelph)
Factor: Environment
Environmental protection Typically higher environmental impacts are Typically higher environmental impacts are Typically higher environmental impacts are Typically higher environmental impacts are Typically higher environmental impacts are associated policies associated with new corridor alternatives associated with new corridor alternatives associated with new corridor alternatives associated with new corridor alternatives with new corridor alternatives through areas that are Support for or consistency with through areas that are protected by through areas that are protected by through areas that are protected by through areas that are protected by protected by environmental policies because the new federal, provincial and environmental policies because the new environmental policies because the new environmental policies because the new environmental policies because the new corridor alternative has a larger footprint and there is municipal environmental corridor alternative has a larger footprint and corridor alternative has a larger footprint corridor alternative has a larger footprint corridor alternative has a larger footprint and more potential for fragmentation. However, some protection policies. there is more potential for fragmentation. and there is more potential for and there is more potential for there is more potential for fragmentation. impacts can be avoided and/or mitigated through However, some impacts can be avoided fragmentation. However, some impacts fragmentation. However, some impacts can However, some impacts can be avoided route location and design features that will be and/or mitigated through route location and can be avoided and/or mitigated through be avoided and/or mitigated through route and/or mitigated through route location and confirmed in future study phases. design features that will be confirmed in route location and design features that will location and design features that will be design features that will be confirmed in future study phases. be confirmed in future study phases. confirmed in future study phases. future study phases. This alternative crosses a large area designated by the Greenbelt Plan (in York, Peel, Halton and This alternative crosses some land This alternative crosses some land This alternative crosses some land This alternative crosses a large area Wellington County) and NEC designated lands south designated by the Greenbelt Plan (in York designated by the Greenbelt Plan (in York designated by the Greenbelt Plan (in York designated by the Greenbelt Plan (in York, of Georgetown. and Peel) and avoids NEC designated areas. and Peel) and avoids NEC designated and Peel) and avoids NEC designated Peel and Wellington County) and NEC areas. areas. designated lands north of Georgetown. Natural features and This corridor alternative has some potential to This corridor alternative has some potential This corridor alternative has some potential This corridor alternative has some potential to This corridor alternative has some potential to impact functions impact the following environmental features to impact the following environmental to impact the following environmental impact the following environmental features the following environmental features within the within the following routes: features within the following routes: features within the following routes: within the following routes: following routes: Qualitative analysis of:
Potential impacts to major All impacted environmental features in All impacted environmental features in All impacted environmental features in All impacted environmental features in All impacted environmental features in Alternative 3-1 aquatic ecosystems Alternative 3-1 Alternative 3-1 Alternative 3-1 Alternative 3-1 (number or description of
potentially impacted AND watercourses) AND AND AND AND
Potential impacts to major Highway 6 Widening terrestrial ecosystems Highway 400 to 410 New Corridor Highway 400 to 407 New Corridor Highway 400 to 401 New Corridor Highway 6 Widening Approximately 5 watercourse crossings (area or description of Many watercourse crossings (i.e., Many watercourse crossings (i.e., Many watercourse crossings (i.e., Approximately 5 watercourse crossings 1 Evaluated Wetland known as the Mill Creek terrestrial habitat intermittent and permanent) within the intermittent and permanent) within the intermittent and permanent) within the 1 Evaluated Wetland known as the Mill Wetland Complex potentially affected) West Humber Watershed. Impacted Humber and Etobicoke Watersheds. Humber and Etobicoke Watersheds. Creek Wetland Complex Highway 400 to Highway 6 New Corridor watercourses include Etobicoke Creek Impacted watercourses include Impacted watercourses include Highway 124 Widening Potential impacts to West Branch, Robinson Creek, Clarkway Etobicoke Creek West Branch, Etobicoke Creek West Branch, Many watercourse crossings (i.e., intermittent and sensitive groundwater Drive Tributary, Gore Road Tributary, Robinson Creek, Clarkway Drive Robinson Creek, Clarkway Drive Approximately 10 watercourse crossings permanent) within the West Humber Watershed. features (qualitative Salt Creek, East Humber River, Main Tributary, Gore Road Tributary, Salt Tributary, Gore Road Tributary, Salt 1 Evaluated Wetland Complex known as Impacted watercourses include Mountsberg description) Humber River, and Cambells Cross Creek, East Humber River, Main Creek, East Humber River, Main the Guelph Southwest Wetland Complex Creek, Middle Sixteen Mile Creek, Levi’s Creek, Potential impacts to areas Creek Humber River, Cambells Cross Creek, Humber River, Cambells Cross Creek, Etobicoke Creek, Etobicoke Creek West Branch, Directly within Wellhead protection Zones Robinson Creek, Clarkway Drive Tributary, Gore that are sensitive to 2 Evaluated Wetland Complexes Mullet Creek, Levi’s Creek and Mullet Creek, Levi’s Creek, Middle (i.e., 2 and 25 years) Road Tributary, Salt Creek, East Humber River, changes in surface water consisting of the Heart Lake and the unnamed tributaries of the Credit Sixteen Mile Creek, and unnamed Main Humber River, Cambells Cross Creek and (qualitative description) Tormore Wetland Complexes River, Levi’s Creek, and East Sixteen tributaries of the Credit River, Levi’s Mile Creek Creek, Sixteen Mile Creek, East Highway 400 to Guelph New Corridor unnamed tributaries of Credit River, Fletchers Description of potential to Several unevaluated wetland features Creek, Sixteen Mile Creek, Middle Sixteen Mile Approximately 6 Evaluated Wetland Sixteen Mile Creek and Middle Sixteen Many watercourse crossings (i.e., avoid or minimize impacts Creek, Etobicoke Creek, Blue Springs Creek, and 2 ANSI’s known as Humber River Valley- Complexes consisting of the Heart Mile Creek intermittent and permanent) within the to environmental features. Bronte Creek Kleinburg and Gooseville Moraine Lake , Tormore , Hungry Hallow, Levi Approximately 6 Evaluated Wetland West Humber Watershed. Impacted NOTE: Potential impacts to 2 Environmentally Sensitive Areas known Creek Headwaters, Credit River at Complexes consisting of the Heart watercourses include Rogers Creek, Approximately 16 Evaluated Wetland Complexes the Greenbelt, NEC and as the King Creek Forest and the East Heritage Road, and Norval Wetland Lake, Tormore, Hungry Hallow, Levi Snows Creek, Etobicoke Creek West consisting of Arkell-Corwhin, Arkell Bog, ORM are dealt with in Humber River Complexes Creek Headwater Wetland, Credit River Branch, Robinson Creek, Clarkway Drive Ashgrove West, Badenoch-Moffat, Churchville-
January 2011 DRAFT Page B-63 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5
New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening Widen Highways 401, 407, 410, 400 and 427 Widen Highways 401, 407, 410, 400 and Widen Highways 401, 407, 410, 400 and Widen Highways 6, 401, 407, 410, 400 and Widen Highways 6, 401, 407, 410, 400 and 427 FACTOR/CRITERIA extension 427 extension 427 extension 427 extension extension AND AND AND AND AND New Corridor connecting Highway 400 to New Corridor connecting Highway 400 to New Corridor connecting Highway 400 to New Corridor connecting Highway 400 in New Corridor connecting Highway 400 in Vaughan to Hig hway 410 Highway 407 in Mississauga Highway 401 in Milton Vaughan to Guelph (north of Georgetown) Highway 6 (south of Georgetown and Guelph)
Environmental Protection Approximately 5 Species at Risk with Several unevaluated wetland features at Heritage Road, and Norval Wetland Tributary, Gore Road Tributary, Salt Norval, Credit River at Heritage Road, East Policies (see above) ranges within the limits of the new 3 ANSI’s known as Humber River Complexes Creek, East Humber River, Main Humber Oakville Swamp, Guelph Junction, Halton corridor Valley-Kleinburg, Gooseville Moraine Several unevaluated wetland features River, Cambells Cross Creek and Escarpment, Heart Lake, Levi Creek Headwaters, unnamed tributaries of Fletchers Creek, Mill Creek, North Mansewood, Norval, Scotch Wellhead protection Zones within the and Georgetown Credit Valley 3 ANSI’s known as Humber River Kleinburg/Vaughan area (i.e., 2, 10, 25 Credit River, Etobicoke Creek, Black Block, and Tormore Wetland Complexes. 3 Environmentally Sensitive Areas Valley-Kleinburg, Gooseville Moraine Creek and Silver Creek and 150 years) known as the King Creek Forest, East and Georgetown Credit Valley Several unevaluated wetland features) Approximately 13 Evaluated Wetland Humber River and Georgetown Credit 3 Environmentally Sensitive Areas 7 ANSI’s known as Humber River Valley- River Valley Complexes consisting of Acton-Silver Kleinburg, Gooseville Moraine, Speyside Forest, known as the King Creek Forest, East Creek, Ballinafad Ridge, Ballinafad Approximately 5 Species at Risk with Humber River and Georgetown Credit Halton Forest North, Halton Forest South, Woods, Caledon Mountain, Cheltenham, Brookville Swamp, and Galt Moraine at Corwhin ranges within the limits of the new River Valley Eramosa River – Blue Springs Creek, corridor Approximately 8 Species at Risk with Guelph North-East, Heart Lake, Marden 3 Environmentally Sensitive Areas known as the Wellhead protection Zones within the ranges within the limits of the new South, South Ospringe – Highway 25 King Creek Forest, East Humber River, and Kleinburg/Vaughan area (i.e., 2, 10, 25 corridor Swamp, Speed-Lutteral-Swan Creek, Hilton Falls Complex and 150 years) Wellhead protection Zones within the Tormore, and Winston Churchill Approximately 13 Species at Risk with ranges Kleinburg/Vaughan area (i.e., 2, 10, 25 Boulevard Wetland Complexes within the limits of the new corridor and 150 years) Several unevaluated wetland features Wellhead protection Zones within the 6 ANSI’s known as Humber River Valley- Kleinburg/Vaughan area (i.e., 2, 10, 25 and 150 Kleinburg, Gooseville Moraine Terra years) as well as within Wellington County (i.e., 2 Cotta Forest, Silver Creek Valley, and 25 years) Eramosa River Valley, and Guelph Drumlin Field 5 Environmentally Sensitive Areas known as the King Creek Forest, East Humber River, Terra Cotta Woods, Silver Creek Valley, and Acton Swamp III Approximately 11 Species at Risk with ranges within the limits of the new corridor Wellhead protection Zones within the Kleinburg/Vaughan area (i.e., 2, 10, 25 and 150 years) as well as within Wellington County (i.e., 2 and 25 years)
Air Quality New transportation corridors have potential to New transportation corridors have potential New transportation corridors have potential New transportation corridors have potential to New transportation corridors have potential to reduce Qualitative assessment (using reduce traffic volumes in existing built-up to reduce traffic volumes in existing built-up to reduce traffic volumes in existing built-up reduce traffic volumes in existing built-up traffic volumes in existing built-up highway corridors quantitative inputs) of: highway corridors and promote more free flow highway corridors and promote more free highway corridors and promote more free highway corridors and promote more free flow and promote more free flow travel conditions, travel conditions, although the next flow travel conditions, although the next flow travel conditions, although the next travel conditions, although the next although the next generation of vehicles (i.e., electric Potential changes in generation of vehicles (i.e., electric hybrids generation of vehicles (i.e., electric hybrids generation of vehicles (i.e., electric hybrids generation of vehicles (i.e., electric hybrids hybrids etc.) do not emit while idling or accelerating greenhouse gas etc.) do not emit while idling or accelerating etc.) do not emit while idling or accelerating etc.) do not emit while idling or accelerating etc.) do not emit while idling or accelerating and thus are immune to changes in traffic flow. There emissions and criteria air and thus are immune to changes in traffic and thus are immune to changes in traffic and thus are immune to changes in traffic and thus are immune to changes in traffic is some potential to increase separation distance contaminants (CACs). flow. There is some potential to increase flow. There is some potential to increase flow. There is some potential to increase flow. There is some potential to increase between new corridors and built-up areas, which may Potential changes in air separation distance between new corridors separation distance between new corridors separation distance between new corridors separation distance between new corridors be beneficial in terms of local pollutant exposure. quality on a regional level. and built-up areas, which may be beneficial in and built-up areas, which may be beneficial and built-up areas, which may be beneficial and built-up areas, which may be beneficial in terms of local pollutant exposure. in terms of local pollutant exposure. in terms of local pollutant exposure. terms of local pollutant exposure. No significant increase in GHG emissions is anticipated from highway widening options or new No significant increase in GHG emissions is No significant increase in GHG emissions is No significant increase in GHG emissions is No significant increase in GHG emissions is transportation corridors since GHG emissions are a
January 2011 DRAFT Page B-64 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5
New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening New Route and Freeway Widening Widen Highways 401, 407, 410, 400 and 427 Widen Highways 401, 407, 410, 400 and Widen Highways 401, 407, 410, 400 and Widen Highways 6, 401, 407, 410, 400 and Widen Highways 6, 401, 407, 410, 400 and 427 FACTOR/CRITERIA extension 427 extension 427 extension 427 extension extension AND AND AND AND AND New Corridor connecting Highway 400 to New Corridor connecting Highway 400 to New Corridor connecting Highway 400 to New Corridor connecting Highway 400 in New Corridor connecting Highway 400 in Vaughan to Highway 410 Highway 407 in Mississauga Highway 401 in Milton Vaughan to Guelph (north of Georgetown) Highway 6 (south of Georgetown and Guelph)
anticipated from highway widening options or anticipated from highway widening options anticipated from highway widening options anticipated from highway widening options or regional/global issue and much of the traffic is only new transportation corridors since GHG or new transportation corridors since GHG or new transportation corridors since GHG new transportation corridors since GHG being diverted in from other roadways. emissions are a regional/global issue and emissions are a regional/global issue and emissions are a regional/global issue and emissions are a regional/global issue and much of the traffic is only being diverted in much of the traffic is only being diverted in much of the traffic is only being diverted in much of the traffic is only being diverted in from other roadways. from other roadways. from other roadways. from other roadways. Resource Consumption This new corridor alternative will require This new corridor alternative will require This new corridor alternative will require This new corridor alternative will require This new corridor alternative will require significantly slightly more resources than freeway more resources than freeway widening more resources than freeway widening significantly more resources than freeway more resources than freeway widening alternatives, Ability to minimize resource widening alternatives. alternatives. alternatives. widening alternatives, based on its length. based on its length. consumption and potential for This alternative will impact Halton Shale. mineral and aggregate resource issues. Environment SUMMARY Advantages New corridors offer some opportunities to increase separation distance between built-up areas and transportation corridor New corridors offer some opportunities to minimize impacts at environmentally sensitive features through route selection phases and design of new crossings, structures, etc.
Disadvantages Widening Highway 400 would impact Oak Ridges Moraine New corridor alternatives have potential to impact and result in loss of and fragmentation of lands designated by Greenbelt and Niagara Escarpment Plans Alternatives 4-4 and 4-5 have the most potential to impact. including disruption to wildlife movement/corridors and impacts to SAR associated with Niagara Escarpment, and result in loss of and fragment lands designated by Greenbelt and Niagara Escarpment Plans Potential to impact many significant Environmentally Sensitive Areas, Areas of Natural and Scientific Interest, wetlands, groundwater recharge areas etc. especially those west of Georgetown, although some features can be avoided through route selection process and design of crossings New corridor alternatives have most potential to impact surface water conditions Alternatives 4-4 and 4-5 have potential for major resource consumption, based on their length
Alternative 4-5 impacts Halton shale
January 2011 DRAFT Page B-65 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5
Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Widening of Existing Freeways, Group Corridors, Widening of Existing Widening of Existing Freeways, Group 1 Corridors, Widening of Existing Corridors, Widening of Existing 1 and Group 2 Freeways, Group 1 and Group 2 and Group 2 Freeways, Group 1 and Group 2 Freeways, Group 1 and Group 2
FACTOR/CRITERIA Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, 410, Highway 400, Highway 427, and proposed new transportation 407ETR) and proposed new and proposed new transportation 407ETR) and proposed new 407ETR) and proposed new corridor from Highway 400 to Highway transportation corridor from Highway corridor from Highway 400 to Highway transportation corridor from Highway transportation corridor from Highway 410 400 to Highway 401 / HPBATS 401 in Milton area 400 to Guelph (north) 400 to Guelph (south) Corridor Factor: Transportation Efficient movement of people Potential to support the efficient movement of people between Generally addresses the required Generally addresses the required Generally addresses the required Generally addresses the required Generally addresses the required communities and regions infrastructure supply at critical infrastructure supply at critical infrastructure supply at critical infrastructure supply at critical infrastructure supply at critical screenlines to accommodate forecast screenlines to accommodate forecast screenlines to accommodate forecast screenlines to accommodate forecast screenlines to accommodate forecast vehicle traffic, except for the Hwy 400 vehicle traffic, except for the Hwy 400 vehicle traffic, except for the Hwy 400 vehicle traffic, except for the Hwy 400 vehicle traffic, except for the Hwy 400 Peak period performance of key inter-regional corridors – forecast Screenline which will be operating in a Screenline which will be operating in a Screenline which will be operating in a Screenline which will be operating in Screenline which will be operating in volume/capacity issues at critical screenlines congested state: congested state: congested state: a congested state: a congested state:
East of Guelph WB - 0.76 V/C East of Guelph WB - 0.76 V/C East of Guelph WB - 0.78 V/C East of Guelph WB - 0.71 V/C East of Guelph WB - 0.70 V/C
West of Milton WB - 0.84 V/C West of Milton WB - 0.85 V/C West of Milton WB - 0.80 V/C West of Milton WB - 0.78 V/C West of Milton WB - 0.80 V/C
East of WC Blvd WB - 0.78 V/C East of WC Blvd WB - 0.73 V/C East of WC Blvd WB - 0.73 V/C East of WC Blvd WB - 0.74 V/C East of WC Blvd WB - 0.73 V/C
East of Hwy 10 WB - 0.90 V/C East of Hwy 10 WB - 0.90 V/C East of Hwy 10 WB - 0.90 V/C East of Hwy 10 WB - 0.90 V/C East of Hwy 10 WB - 0.90 V/C
East of Hwy 50 WB - 0.69 V/C East of Hwy 50 WB - 0.69 V/C East of Hwy 50 WB - 0.71 V/C East of Hwy 50 WB - 0.71 V/C East of Hwy 50 WB - 0.71 V/C
West of Hwy 400 WB - 0.93 V/C West of Hwy 400 WB - 0.93 V/C West of Hwy 400 WB - 0.94 V/C West of Hwy 400 WB - 0.94 V/C West of Hwy 400 WB - 0.94 V/C
Provides new higher order inter- Provides new higher order inter- Provides new higher order inter-regional Provides new higher order inter- Provides new higher order inter- Potential to provide for higher order inter-regional transportation regional transportation corridor over a regional transportation corridor over a transportation corridor over a long regional transportation corridor over regional transportation corridor over corridors short distance short distance distance east of the NEC. the full study area. the full study area.
Approximately 40% of the inter-regional Approximately 39% of the inter- Approximately 39% of the inter-regional Approximately 44% of the inter- Approximately 41% of the inter- Percentage of inter-regional system operating better than LOS D (auto transportation system operate better regional transportation system operate transportation system operate better regional transportation system regional transportation system lane km) than LOS D for auto trips (lane / km) better than LOS D for auto trips (lane / than LOS D for auto trips (lane / km) operate better than LOS D for auto operate better than LOS D for auto km) trips (lane / km) trips (lane / km) Approximately 38% of the auto traffic Approximately 39% of the auto traffic Shift in use of local/regional roadways to inter-regional transportation uses the inter-regional system - Approximately 39% of the auto traffic uses the inter-regional system - Approximately 40% of the auto traffic Approximately 39% of the auto traffic system representing an increase over Group 1 uses the inter-regional system - representing an increase over Group 1 uses the inter-regional system - uses the inter-regional system & 2 representing an increase over Group 1 & 2 representing an increase over Group representing an increase of 13% over & 2 1 & 2 Group 1 & 2.
Reduction of auto hours on inter-regional transportation system Approximately 26% less auto hours are Approximately 23% less auto hours are operating at LOS D or worse spent on the inter-regional Approximately 24% less auto hours spent on the inter-regional Approximately 23% less auto hours Approximately 21% less auto hours transportation system for lane km are spent on the inter-regional transportation system for lane km are spent on the inter-regional are spent on the inter-regional operating at LOS D or worse in transportation system for lane km operating at LOS D or worse in transportation system for lane km transportation system for lane km comparison to Group 1 & 2 operating at LOS D or worse in comparison to Group 1 & 2 operating at LOS D or worse in operating at LOS D or worse in comparison to Group 1 & 2 comparison to Group 1 & 2 comparison to Group 1 & 2
Efficient movement of goods Potential to support efficient movement of goods between urban Generally addresses the required Generally addresses the required Generally addresses the required Generally addresses the required Generally addresses the required
January 2011 DRAFT Page B-66 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5
Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Widening of Existing Freeways, Group Corridors, Widening of Existing Widening of Existing Freeways, Group 1 Corridors, Widening of Existing Corridors, Widening of Existing 1 and Group 2 Freeways, Group 1 and Group 2 and Group 2 Freeways, Group 1 and Group 2 Freeways, Group 1 and Group 2
FACTOR/CRITERIA Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, 410, Highway 400, Highway 427, and proposed new transportation 407ETR) and proposed new and proposed new transportation 407ETR) and proposed new 407ETR) and proposed new corridor from Highway 400 to Highway transportation corridor from Highway corridor from Highway 400 to Highway transportation corridor from Highway transportation corridor from Highway 410 400 to Highway 401 / HPBATS 401 in Milton area 400 to Guelph (north) 400 to Guelph (south) Corridor growth centres, international gateways, economic centres and infrastructure supply at critical infrastructure supply at critical infrastructure supply at critical infrastructure supply at critical infrastructure supply at critical regional inter-modal facilities and communities screenlines to accommodate forecast screenlines to accommodate forecast screenlines to accommodate forecast screenlines to accommodate forecast screenlines to accommodate forecast vehicle traffic, except for the Hwy 400 vehicle traffic, except for the Hwy 400 vehicle traffic, except for the Hwy 400 vehicle traffic, except for the Hwy 400 vehicle traffic, except for the Hwy 400 Screenline which will be operating in a Screenline which will be operating in a Screenline which will be operating in a Screenline which will be operating in Screenline which will be operating in Peak Period performance of key inter-regional corridors – forecast congested state: congested state: congested state: a congested state: a congested state: volume/capacity issues at critical screenlines East of Guelph WB - 0.76 V/C East of Guelph WB - 0.76 V/C East of Guelph WB - 0.78 V/C East of Guelph WB - 0.71 V/C East of Guelph WB - 0.70 V/C
West of Milton WB - 0.84 V/C West of Milton WB - 0.85 V/C West of Milton WB - 0.80 V/C West of Milton WB - 0.78 V/C West of Milton WB - 0.80 V/C
East of WC Blvd WB - 0.78 V/C East of WC Blvd WB - 0.73 V/C East of WC Blvd WB - 0.73 V/C East of WC Blvd WB - 0.74 V/C East of WC Blvd WB - 0.73 V/C
East of Hwy 10 WB - 0.90 V/C East of Hwy 10 WB - 0.90 V/C East of Hwy 10 WB - 0.90 V/C East of Hwy 10 WB - 0.90 V/C East of Hwy 10 WB - 0.90 V/C
East of Hwy 50 WB - 0.69 V/C East of Hwy 50 WB - 0.69 V/C East of Hwy 50 WB - 0.71 V/C East of Hwy 50 WB - 0.71 V/C East of Hwy 50 WB - 0.71 V/C
West of Hwy 400 WB - 0.93 V/C West of Hwy 400 WB - 0.93 V/C West of Hwy 400 WB - 0.94 V/C West of Hwy 400 WB - 0.94 V/C West of Hwy 400 WB - 0.94 V/C
Provides new higher order inter- Provides new higher order inter- Provides new higher order inter-regional Provides new higher order inter- Provides new higher order inter- Potential to provide linkages between inter-modal facilities and provide regional transportation corridor that can regional transportation corridor that transportation corridor that can provide regional transportation corridor that regional transportation corridor that for higher order goods movement provide for goods movement linkages can provide for goods movement for goods movement linkages can provide for goods movement can provide for goods movement
linkages linkages linkages
Approximately 22% of the inter-regional Approximately 25% of the inter-regional transportation system operate better Approximately 23% of the inter- transportation system operate better Approximately 25% of the inter- Approximately 23% of the inter- Percentage of inter-regional system operating better than LOS D than LOS D for vehicle trips (lane / km) regional transportation system operate than LOS D for vehicle trips (lane / km) regional transportation system regional transportation system (vehicle lane km) better than LOS D for vehicle trips operate better than LOS D for vehicle operate better than LOS D for vehicle (lane / km) trips (lane / km) trips (lane / km) Approximately 39% of the truck traffic Approximately 40% of the truck traffic uses the inter-regional system - uses the inter-regional system - Shift in use of local/regional roadways to inter-regional transportation representing an increase over Groups 1 Approximately 40% of the truck traffic representing an increase over Groups 1 Approximately 41% of the truck traffic Approximately 41% of the truck traffic system & 2 uses the inter-regional system - & 2 uses the inter-regional system - uses the inter-regional system - representing an increase over Groups representing an increase over Groups representing an increase over Groups 1 & 2 1 & 2 1 & 2 Approximately 28% less truck hours are Approximately 28% less truck hours are
spent on the inter-regional spent on the inter-regional transportation system for lane km Approximately 26% less truck hours transportation system for lane km Approximately 27% less truck hours Approximately 26% less truck hours Reduction of truck hours on inter-regional transportation system operating at LOS D or worse in are spent on the inter-regional operating at LOS D or worse in are spent on the inter-regional are spent on the inter-regional operating at LOS D or worse comparison to Group 1 & 2 transportation system for lane km comparison to Group 1 & 2 transportation system for lane km transportation system for lane km operating at LOS D or worse in operating at LOS D or worse in operating at LOS D or worse in comparison to Group 1 & 2 comparison to Group 1 & 2 comparison to Group 1 & 2
January 2011 DRAFT Page B-67 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5
Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Widening of Existing Freeways, Group Corridors, Widening of Existing Widening of Existing Freeways, Group 1 Corridors, Widening of Existing Corridors, Widening of Existing 1 and Group 2 Freeways, Group 1 and Group 2 and Group 2 Freeways, Group 1 and Group 2 Freeways, Group 1 and Group 2
FACTOR/CRITERIA Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, 410, Highway 400, Highway 427, and proposed new transportation 407ETR) and proposed new and proposed new transportation 407ETR) and proposed new 407ETR) and proposed new corridor from Highway 400 to Highway transportation corridor from Highway corridor from Highway 400 to Highway transportation corridor from Highway transportation corridor from Highway 410 400 to Highway 401 / HPBATS 401 in Milton area 400 to Guelph (north) 400 to Guelph (south) Corridor
2031 PM Peak Hour Conditions
LOS C LOS D LOS E LOS F
System reliability/redundancy Potential to support system reliability and reduce redundancy for Major support for system reliability and Major support for system reliability and Major support for system reliability and Major support for system reliability Major support for system reliability travel (people and goods) between regions and communities redundancy, with a new transportation redundancy, with a new transportation redundancy, with a new transportation and redundancy, with a new and redundancy, with a new during congested adverse conditions corridor, added roadway capacity, corridor, added roadway capacity, corridor, added roadway capacity, transportation corridor, added transportation corridor, added new/expanded transit and network new/expanded transit and network new/expanded transit and network roadway capacity, new/expanded roadway capacity, new/expanded optimization optimization optimization transit and network optimization transit and network optimization
New alternate corridor between Hwy New alternate corridor between Hwy New alternate corridor between Hwy New alternate corridor between Hwy New alternate corridor between Hwy Availability of alternate routes/facilities for inter-regional transportation 400 and 410, plus new transit corridors 400 and 401/407, plus new transit 400 and 401 at Milton, plus new transit 400 and Highway 6 at Guelph, plus 400 and Highway 6 north of Hwy 401, between regions, communities and terminals in Group 2 and increased roadway corridors in Group 2 and increased corridors in Group 2 and increased new transit corridors in Group 2 and plus new transit corridors in Group 2 capacity throughout the study area roadway capacity throughout the study roadway capacity throughout the study increased roadway capacity and increased roadway capacity area area throughout the study area throughout the study area Potential to improve transportation Potential to improve transportation system reliability system reliability with new inter-regional Potential to improve transportation Potential to improve transportation Potential to improve transportation Potential to improve transportation corridor over a short distance and system reliability with new inter- system reliability with new inter-regional system reliability with new inter- system reliability with new inter- increased road and transit capacity regional corridor over a short distance corridor east of Milton and increased regional corridor across the entire regional corridor across the entire and increased road and transit road and transit capacity study area and increased road and study area and increased road and capacity transit capacity transit capacity
Safety Potential to improve traffic safety based on opportunity to reduce Major improvement to transportation Major improvement to transportation Major improvement to transportation Major improvement to transportation Major improvement to transportation congestion on the area road network system operations and safety system operations and safety system operations and safety system operations and safety system operations and safety
Provides safety and response time Provides safety and response time Provides safety and response time Provides safety and response time Potential to improve response times for emergency service providers benefits due to improvement in benefits due to improvement in Provides safety and response time benefits due to improvement in benefits due to improvement in due to reduced congestion on the inter-regional road network (average transportation system congestion from transportation system congestion from benefits due to improvement in transportation system congestion transportation system congestion new corridor between Hwy 400 and 410 new corridor between Hwy 400 and from new corridor between Hwy 400 from new corridor between Hwy 400
January 2011 DRAFT Page B-68 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5
Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Widening of Existing Freeways, Group Corridors, Widening of Existing Widening of Existing Freeways, Group 1 Corridors, Widening of Existing Corridors, Widening of Existing 1 and Group 2 Freeways, Group 1 and Group 2 and Group 2 Freeways, Group 1 and Group 2 Freeways, Group 1 and Group 2
FACTOR/CRITERIA Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, 410, Highway 400, Highway 427, and proposed new transportation 407ETR) and proposed new and proposed new transportation 407ETR) and proposed new 407ETR) and proposed new corridor from Highway 400 to Highway transportation corridor from Highway corridor from Highway 400 to Highway transportation corridor from Highway transportation corridor from Highway 410 400 to Highway 401 / HPBATS 401 in Milton area 400 to Guelph (north) 400 to Guelph (south) Corridor speed) and increased road capacity (average 401/407and increased road capacity transportation system congestion from and Hwy 6 at Guelph and increased and Hwy 6 north of Hwy 401 and speed = 60 km/h) (average speed = 61 km/h) new corridor between Hwy 400 and 401 road capacity (average speed = 61 increased road capacity (average at Milton and increased road capacity km/h) speed = 61 km/h)
(average speed = 61 km/h) Major potential to reduce collisions due to improved network performance Major potential to reduce collisions Major potential to reduce collisions Major potential to reduce collisions due to improved network performance Major potential to reduce collisions due due to improved network due to improved network Potential to reduce collisions due to improved network LOS and to improved network performance performance performance decreased conflicts between travel modes
Modal integration, balance and choice for movement of people (commuters, recreation/tourist) Major potential to improve modal Major potential to improve modal Major potential to improve modal Major potential to improve modal Major potential to improve modal Potential to improve modal integration, balance and choice for integration, balance and choice for integration, balance and choice for integration, balance and choice for integration, balance and choice for integration, balance and choice for person trips between communities, employment centers and people movement people movement people movement people movement people movement major transit hubs
Potential to increase attractiveness/effectiveness of existing, new and Moderate potential to increase Moderate potential to increase Moderate potential to increase Moderate potential to increase Moderate potential to increase improved transit services attractiveness/ effectiveness of transit attractiveness/ effectiveness of transit attractiveness/ effectiveness of transit attractiveness/ effectiveness of transit attractiveness/ effectiveness of transit from new transit services and from new transit services and from new transit services and from new transit services and from new transit services and improvements in Groups 1 and 2, with improvements in Groups 1 and 2, with improvements in Groups 1 and 2, with improvements in Groups 1 and 2, improvements in Groups 1 and 2, addition of new corridor over a short addition of new corridor over a short addition of new corridor east of Milton with addition of new corridor over the with addition of new corridor over the
distance for transit and widened distance for transit and widened for transit and widened freeways for bus entire study area for transit and entire study area for transit and freeways for bus services freeways for bus services services widened freeways for bus services widened freeways for bus services
Potential for new higher order inter- Potential for new higher order inter- Potential for new higher order inter- Provision of higher order inter-regional transit services Potential for new higher order inter- regional transit on new corridor, with Potential for new higher order inter- regional transit on new corridor, with regional transit on new corridor, with regional transit on new corridor, with higher order inter-regional transit regional transit on new corridor, with higher order inter-regional transit higher order inter-regional transit higher order inter-regional transit services provided through Group 2, higher order inter-regional transit services provided through Group 2, services provided through Group 2, and potential for improved transit and potential for improved transit and potential for improved transit services provided through Group 2, and services provided through Group 2, and potential for improved transit operations operations along inter-regional potential for improved transit operations operations along inter-regional operations along inter-regional along inter-regional freeways freeways along inter-regional freeways freeways freeways
Potential to improve linkages between Potential to improve linkages between Potential to improve linkages between Potential to improve linkages Potential to improve linkages Provision of linkages between inter-regional and regional/community inter-regional and local transit with new inter-regional and local transit with inter-regional and local transit with new between inter-regional and local between inter-regional and local (local) transit systems station location and service connections new station location and service station location and service connections transit with new station location and transit with new station location and on new and widened inter-regional connections on new and widened on new and widened inter-regional service connections on new and service connections on new and inter-regional corridors, and improved widened inter-regional corridors, and widened inter-regional corridors, and corridors, and improved integration corridors, and improved integration through measures in Groups 1 and 2 integration through measures in through measures in Groups 1 and 2 improved integration through improved integration through Groups 1 and 2 measures in Groups 1 and 2 measures in Groups 1 and 2
Improves bus operational performance Improves bus operational Improves bus operational Improves bus operational performance Improves bus operational performance
January 2011 DRAFT Page B-69 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5
Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Widening of Existing Freeways, Group Corridors, Widening of Existing Widening of Existing Freeways, Group 1 Corridors, Widening of Existing Corridors, Widening of Existing 1 and Group 2 Freeways, Group 1 and Group 2 and Group 2 Freeways, Group 1 and Group 2 Freeways, Group 1 and Group 2
FACTOR/CRITERIA Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, 410, Highway 400, Highway 427, and proposed new transportation 407ETR) and proposed new and proposed new transportation 407ETR) and proposed new 407ETR) and proposed new corridor from Highway 400 to Highway transportation corridor from Highway corridor from Highway 400 to Highway transportation corridor from Highway transportation corridor from Highway 410 400 to Highway 401 / HPBATS 401 in Milton area 400 to Guelph (north) 400 to Guelph (south) Corridor with improved road network operations with improved road network with improved road network operations performance with improved road performance with improved road and potential for bus rapid transit (BRT) operations and potential for bus rapid and potential for bus rapid transit (BRT) network operations and potential for network operations and potential for Bus operational performance on inter-regional road network on new corridor transit (BRT) on new corridor on new corridor bus rapid transit (BRT) on new bus rapid transit (BRT) on new
corridor corridor
Potential to provide alternate travel Potential to provide alternate travel Potential to provide alternate travel modes for tourism/recreational travel on modes for tourism/recreational travel modes for tourism/recreational travel on Potential to provide alternate travel Potential to provide alternate travel new transit services on new transit services new transit services modes for tourism/recreational travel modes for tourism/recreational travel on new transit services on new transit services Availability/provision of alternate travel modes for tourism/recreational Improves accessibility for active travel Improves accessibility for active transportation, including access to Improves accessibility for active Improves accessibility for active Improves accessibility for active transportation, including access to facilities, storage amenities at facilities transportation, including access to transportation, including access to transportation, including access to facilities, storage amenities at facilities and on transit vehicles, on existing facilities, storage amenities at facilities facilities, storage amenities at facilities, storage amenities at and on transit vehicles, on existing and and new/ expanded services, as in and on transit vehicles, on existing and facilities and on transit vehicles, on facilities and on transit vehicles, on Provision of/allowance for active transportation measures (e.g., bike Groups 1 and 2 existing and new/ expanded services, existing and new/ expanded services, lanes, bike racks on buses/trains) new/ expanded services, as in Groups new/ expanded services, as in Groups 1 1 and 2 and 2 as in Groups 1 and 2 as in Groups 1 and 2
Modal integration, balance and choice for movement of goods Potential to improve modal integration, balance and choice for Moderate potential to improve modal Moderate potential to improve modal Moderate potential to improve modal Moderate potential to improve modal Moderate potential to improve modal goods movement between ports and terminals, communities and integration and choice for goods integration and choice for goods integration and choice for goods integration and choice for goods integration and choice for goods employment centres. movement movement movement movement movement
Potential to improve accessibility of inter-modal centres, ports and Improvements to inter-regional road Improvements to inter-regional road Improvements to inter-regional road Improvements to inter-regional road Improvements to inter-regional road terminals network operations with a new corridor network operations with a new corridor network operations with a new corridor network operations with a new network operations with a new between Hwy 400 and 410, increased between Hwy 400 and 401/407, between Hwy 400 and 401 at Milton, corridor between Hwy 400 and Hwy 6 corridor between Hwy 400 and Hwy 6 roadway capacity improves accessibility increased roadway capacity improves increased roadway capacity improves at Guelph, increased roadway north of Hwy 401, increased roadway of inter-modal facilities accessibility of inter-modal facilities accessibility of inter-modal facilities capacity improves accessibility of capacity improves accessibility of inter-modal facilities inter-modal facilities
January 2011 DRAFT Page B-70 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5
Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Widening of Existing Freeways, Group Corridors, Widening of Existing Widening of Existing Freeways, Group 1 Corridors, Widening of Existing Corridors, Widening of Existing 1 and Group 2 Freeways, Group 1 and Group 2 and Group 2 Freeways, Group 1 and Group 2 Freeways, Group 1 and Group 2
FACTOR/CRITERIA Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, 410, Highway 400, Highway 427, and proposed new transportation 407ETR) and proposed new and proposed new transportation 407ETR) and proposed new 407ETR) and proposed new corridor from Highway 400 to Highway transportation corridor from Highway corridor from Highway 400 to Highway transportation corridor from Highway transportation corridor from Highway 410 400 to Highway 401 / HPBATS 401 in Milton area 400 to Guelph (north) 400 to Guelph (south) Corridor Linkages to Population and Employment Centers Potential to improve accessibility to Urban Growth Centers, Major potential to improve accessibility Major potential to improve accessibility Major potential to improve accessibility Major potential to improve Major potential to improve Gateway Economic Centres and Gateway Economic Zones for between Urban Growth Centres for between Urban Growth Centres for between Urban Growth Centres for accessibility between Urban Growth accessibility between Urban Growth people and goods movement based on higher order network people and goods movement people and goods movement people and goods movement Centres for people and goods Centres for people and goods continuity and connectivity movement movement New higher order transportation corridor New higher order transportation New higher order transportation corridor Availability/provision of higher order linkages between Urban Growth between Urban Growth Centres of corridor between Urban Growth between Urban Growth Centres of New higher order transportation New higher order transportation Centers, Gateway Economic Centres and Gateway Economic Zones Vaughan and Brampton, and new Centres of Vaughan and Brampton Vaughan, Brampton and Milton, and corridor between Urban Growth corridor between Urban Growth transit linkages and services in Group 2 toward Milton, and new transit new transit linkages and services in Centres of Vaughan, Brampton, Centres of Vaughan, Brampton, linkages and services in Group 2 Group 2 Milton and Guelph, and new transit Milton and Guelph, and new transit
linkages and services in Group 2 linkages and services in Group 2
Improves accessibility to Urban Improves accessibility to Urban Growth Centres and the GTA with new corridor Growth Centres and the GTA with new Improves accessibility to Urban Growth Improves accessibility to Urban Improves accessibility to Urban Accessibility of Urban Growth Centers, Gateway Economic Centres and between Hwy 400 and 410, additional corridor between Hwy 400 and Centres and the GTA with new corridor Growth Centres and the GTA with Growth Centres and the GTA with Gateway Economic Zones inter-regional road capacity and 401/407, additional inter-regional road between Hwy 400 and 401 at Milton, new corridor between Hwy 400 and new corridor between Hwy 400 and transportation network operations; capacity and transportation network additional inter-regional road capacity Hw6 at Guelph, additional inter- Hw6 at Guelph, additional inter- limited roadway linkage improvement to operations; limited roadway linkage and transportation network operation regional road capacity and regional road capacity and s to Guelph improvement to s to Guelph improvements; limited roadway linkage transportation network operation transportation network operation improvements; major roadway improvements; moderate roadway improvement to Guelph linkage improvements to all Urban linkage improvement to s to Guelph
Growth Centres Recreation and Tourism Travel Potential to support recreation and tourism travel within and Major potential to support recreation Major potential to support recreation Major potential to support recreation and Major potential to support recreation Major potential to support recreation to/from the study area and tourism travel and tourism travel tourism travel and tourism travel and tourism travel
Directness of routes between population centers, international Provides potential to improve directness Provides potential to improve Provides potential to improve directness Provides potential to improve Provides potential to improve gateways and tourist/recreation destinations of routes to tourist destinations within directness of routes to tourist of routes to tourist destinations within directness of routes to tourist directness of routes to tourist and outside of the study area, including destinations within and outside of the and outside of the study area, including destinations within and outside of the destinations within and outside of the the GTA and toward northern Ontario, study area, including the GTA and the GTA and toward northern Ontario, study area, including the GTA and study area, including the GTA and
with a new transportation corridor, toward northern Ontario, with a new with a new transportation corridor, toward northern Ontario, with a new toward northern Ontario, with a new increased road capacity and transportation corridor, increased road increased road capacity and transportation corridor, increased transportation corridor, increased new/expanded transit services capacity and new/expanded transit new/expanded transit services road capacity and new/expanded road capacity and new/expanded services transit services transit services Several of the critical screenlines are Several of the critical screenlines are Peak period (summer/weekend) transportation system performance on approaching capacity, namely the Hwy Several of the critical screenlines are approaching capacity, namely the Hwy Several of the critical screenlines are Several of the critical screenlines are key inter-regional corridors – forecast volume/capacity issues at critical 400, Hwy 10 and West of Milton approaching capacity, namely the Hwy 400 and Hwy 10 screenlines: approaching capacity, namely the approaching capacity, namely the screenlines screenlines: 400, Hwy 10 and West of Milton East of Guelph WB - 0.86 V/C Hwy 400 and Hwy 10 screenlines: Hwy 400 and Hwy 10 screenlines: screenlines: East of Guelph WB - 0.83 V/C West of Milton WB - 0.88 V/C East of Guelph WB - 0.78 V/C East of Guelph WB - 0.78 V/C East of Guelph WB - 0.84 V/C West of Milton WB - 0.93 V/C East of WC Blvd WB - 0.80 V/C West of Milton WB - 0.85 V/C West of Milton WB - 0.88 V/C West of Milton WB - 0.93 V/C East of WC Blvd WB - 0.85 V/C East of Hwy 10 WB - 0.98 V/C East of WC Blvd WB - 0.81 V/C East of WC Blvd WB - 0.80 V/C
January 2011 DRAFT Page B-71 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5
Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Widening of Existing Freeways, Group Corridors, Widening of Existing Widening of Existing Freeways, Group 1 Corridors, Widening of Existing Corridors, Widening of Existing 1 and Group 2 Freeways, Group 1 and Group 2 and Group 2 Freeways, Group 1 and Group 2 Freeways, Group 1 and Group 2
FACTOR/CRITERIA Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, 410, Highway 400, Highway 427, and proposed new transportation 407ETR) and proposed new and proposed new transportation 407ETR) and proposed new 407ETR) and proposed new corridor from Highway 400 to Highway transportation corridor from Highway corridor from Highway 400 to Highway transportation corridor from Highway transportation corridor from Highway 410 400 to Highway 401 / HPBATS 401 in Milton area 400 to Guelph (north) 400 to Guelph (south) Corridor East of Hwy 10 WB - 0.99 V/C East of WC Blvd WB - 0.81 V/C East of Hwy 50 WB - 0.79 V/C East of Hwy 10 WB - 0.99 V/C East of Hwy 10 WB - 0.99 V/C East of Hwy 50 WB - 0.76 V/C East of Hwy 10 WB - 0.98 V/C West of Hwy 400 WB - 0.99 V/C East of Hwy 50 WB - 0.78 V/C East of Hwy 50 WB - 0.78 V/C West of Hwy 400 WB - 0.98 V/C East of Hwy 50 WB - 0.76 V/C West of Hwy 400 WB - 0.99 V/C West of Hwy 400 WB - 0.99 V/C West of Hwy 400 WB - 0.98 V/C Approximately 10% of the inter-regional transportation system operates better Percentage of inter-regional system operating better than LOS D Approximately 11% of the inter-regional Approximately 17% of the inter- Approximately 10% of the inter- than LOS D for auto trips (lane / km). (vehicle lane km) during summer/weekends transportation system operates better Approximately 11% of the inter- regional transportation system regional transportation system than LOS D for auto trips (lane / km). operates better than LOS D for auto operates better than LOS D for auto regional transportation system operates better than LOS D for auto Potential to divert summer/ recreational trips (lane / km). trips (lane / km).
Potential to divert summer/ recreational trips (lane / km). trips from local/regional roads with new
trips from local/regional roads with new corridor between Hwy 400 and 401 at Potential to divert summer/ Potential to divert summer/ Milton, and increased freeway capacity Diversion of summer recreational trips from local and regional corridor between Hwy 400 and 410 and Potential to divert summer/ recreational trips from local/regional recreational trips from local/regional roadways. increased freeway capacity recreational trips from local/regional roads with new corridor between Hwy roads with new corridor between Hwy roads with new corridor between Hwy 400 and Hwy 6 at Guelph, and 400 and Hwy 6 north of Hwy 401, and 400 and 401/407 and increased increased freeway capacity increased freeway capacity freeway capacity Constructability Potential to ease implementation considering: relative costs; Significant constructability issues. Significant constructability issues. Significant constructability issues. Significant constructability issues. Significant constructability issues. relative property impacts; feasibility/difficulty; and requirements Additional right-of-way requirements Additional right-of-way requirements Additional right-of-way requirements Additional right-of-way requirements Additional right-of-way requirements environmental mitigation could significantly impact properties could significantly impact properties could significantly impact properties could significantly impact properties could significantly impact properties adjacent to freeways through built up adjacent to freeways through built up adjacent to freeways through built up adjacent to freeways through built up adjacent to freeways through built up areas. Considerable costs and staging areas. Considerable costs and areas. Considerable costs and staging areas. Considerable costs and areas. Considerable costs and requirements will come with widening staging requirements will come with requirements will come with widening staging requirements will come with staging requirements will come with and reconfiguration of existing freeways widening and reconfiguration of and reconfiguration of existing freeways widening and reconfiguration of widening and reconfiguration of existing freeways existing freeways existing freeways Traffic staging issues will include Traffic staging issues will include potential for increased delays during the Traffic staging issues will include potential for increased delays during the Traffic staging issues will include Traffic staging issues will include construction period along each widened potential for increased delays during construction period along each widened potential for increased delays during potential for increased delays during facility. The construction costs involved the construction period along each facility. The construction costs involved the construction period along each the construction period along each with these improvements are widened facility. The construction with these improvements are anticipated widened facility. The construction widened facility. The construction anticipated to be significant. costs involved with these to be significant. costs involved with these costs involved with these The provision of a new corridor improvements are anticipated to be The provision of a new corridor improvements are anticipated to be improvements are anticipated to be connecting Hwy 400 and Hwy 410 will significant. connecting Hwy 400 and Hwy 401 at significant. significant. require new construction through rural The provision of a new corridor Milton will require additional new The provision of a new corridor The provision of a new corridor lands connecting Hwy 400 and Hwy 401 at construction through rural lands. connecting Hwy 400 and Hwy 6 at connecting Hwy 400 and Hwy 6 north Hwy 407 will require new construction Guelph will require new construction of Hwy 401 will require new through rural lands. through rural lands across the study construction through rural lands area. across the study area.
January 2011 DRAFT Page B-72 GTA WEST CORRIDOR PLANNING & ENVIRONMENTAL ASSESSMENT STUDY – EVALUATION STAGE 2
Table B-5: High Level Assessment of Group #4 Alternatives
Alternative 4-1 Alternative 4-2 Alternative 4-3 Alternative 4-4 Alternative 4-5
Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Corridors, Includes New Transportation Includes New Transportation Widening of Existing Freeways, Group Corridors, Widening of Existing Widening of Existing Freeways, Group 1 Corridors, Widening of Existing Corridors, Widening of Existing 1 and Group 2 Freeways, Group 1 and Group 2 and Group 2 Freeways, Group 1 and Group 2 Freeways, Group 1 and Group 2
FACTOR/CRITERIA Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Widening of existing Provincial Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway 410, Freeways (Highway 401, Highway Freeways (Highway 401, Highway Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, Highway 400, Highway 427, 407ETR) 410, Highway 400, Highway 427, 410, Highway 400, Highway 427, and proposed new transportation 407ETR) and proposed new and proposed new transportation 407ETR) and proposed new 407ETR) and proposed new corridor from Highway 400 to Highway transportation corridor from Highway corridor from Highway 400 to Highway transportation corridor from Highway transportation corridor from Highway 410 400 to Highway 401 / HPBATS 401 in Milton area 400 to Guelph (north) 400 to Guelph (south) Corridor SUMMARY Advantages . Generally addresses people and goods movement transportation demands in the GTA West Preliminary Study Area . Major improvement to efficiency of people and goods movement, with improved inter-regional transportation system operations . Major improvement to transportation system operations and safety . Major improvement to transportation system reliability and redundancy with new transportation corridor . Major potential to improve modal integration for people and goods movement . Major potential to improve linkages and accessibility between urban areas in the GTA West Corridor . Major improvement to recreation and tourism travel and directness of routes to tourist/ recreation destinations in the GTA and northern Ontario . Allows for higher order transit on new higher order roadway
Disadvantages . Significant constructability and staging issues . 4-1, 4-2 and 4-3 provide limited roadway redundancy improvements in the western portion of the Study Area . 4-1, 4-2 and 4-3 provide limited roadway improvements to Guelph
Notes: Congested conditions occur at a vehicle/capacity (v/c) ratio ≥ 0.90
“Higher order transportation corridor” is a new corridor separate from existing Rights-of-Way that could be used for one or several transportation modes (e.g., automobile, Bus Rapid Transit, Light Rapid Transit, etc.)
January 2011 DRAFT Page B-73
APPENDIX C:
Summary of Comments and Responses
Revised Draft
January 2011
January 2011 DRAFT Page C-0
C. Summary of Comments and Responses
January 2011 DRAFT Page C-1
GTA West Corridor Environmental Assessment Summary of Comments and Responses on Draft Area Transportation System Alternatives Report (March 2010) Correspondence Comments Received / Concerns Identified Response & Actions Taken / Planned Change to Area Transportation System Alternatives Report Region of Waterloo Upon more closely reading through the draft report, I realize that there is in Although Table B-2 identifies road tolling as an No change. fact road tolling discussed therein, but the discussion seems to be a little alternative for addressing the transportation Submitted via Email, dated inconsistent. problems and opportunities in the study area, a full May 12, 2010 analysis of road tolling (including congestion For example, I find it mentioned Table B-2 (Appendix B) under the tolling) would need to be studied separately. following numbers: 163, 171, 178, 179, 194, 245, 278 and 279. Depending Tolling analysis is generally undertaken during on the question, the check marks and rationale change, which makes sense later stages of the EA process once alternative in some cases but not in all. alignments have been developed.
Based on your comments yesterday regarding provincial direction, I would expect most of these to be identified as "Should be pursued as part of separate study/initiative". However, #163 (new tolls) and #171 (occupancy/congestion tolls) suggest that these "should be considered further as part of GTA West study". Also, while it notes that #163 "has potential to substantively contribute…", for some reason #171 does not, even though most of the transportation analysis is for peak hour congestion.
Additionally, since the discussion in Appendix A regarding TDM and TSM See response above. No change. in other jurisdictions specifically discusses congestion tolling, the discussion of Group 1 (Optimization) in the Executive Summary and in the main text should also include something about it. If, as you indicated yesterday, the Province is providing direction that this issue is too broad to be examined on a corridor-by-corridor basis and needs to be studied separately, it would help the report if a statement was made in that regard. After all, interested parties should at least know that the issued is actually being studied, of which I myself was unaware until yesterday.
Regional Municipality of Include the linkages in the Regional Natural Heritage System (RNHS), as a Linkages in RNHS added as a sub-factor. Table B-1 updated. Halton - Public Works and sub-factor under 1.2 (Terrestrial Ecosystems) of Table B-1: Factors and Engineering Services Criteria for Assessing Preliminary Planning Alternatives, Section 1- Natural Environmental Factors.
1 GTA West Corridor Environmental Assessment Summary of Comments and Responses on Draft Area Transportation System Alternatives Report (March 2010) Correspondence Comments Received / Concerns Identified Response & Actions Taken / Planned Change to Area Transportation System Alternatives Report Submitted via Letter, dated The Problems and Opportunities should be Listed in the Executive Comment noted. Reference to report retained. No change. July 8, 2010 Summary.
Double use of the term “stage”: Terminology is consistent with other reports and No change. i) to describe steps in the development and assessment of documents including Public Information Centre alternatives, and; displays. ii) to describe the broader EA process. Recommend changing the term stage in i) to phase or step. Figure titled “Exhibit E-1 Two-Stage Process” shows three stages. Exhibit E-1 updated to show two stages. Exhibit E-1 updated.
Each Map should have a Separate Exhibit/ Figure Number and Title. Nine Exhibit E2s are re-labelled E2 to E10 in the report. Exhibit E2s re-labeled in maps are labeled “Exhibit E-2. No change to Appendix B since all references to the report. these figures are by alternative number (i.e. Group The same comment applies to the maps in Appendix B, which have not 2, Group 4-1 etc). been assigned Exhibit numbers nor titles. Maps should show the number of existing lanes along with proposed new Noted. No change. lanes [i.e. see the Niagara to GTA Corridor Planning and Environmental Assessment Study – ATSAR (April 2010), Exhibit E-3 on page xi]. The tables in Appendix B are difficult to navigate. Agreed, page number and titles added to multi-page Tables updated in tables. Appendix B. It is recommended that: . Page numbers be added to Appendix B, and . Table titles be listed on each page of the multi-page tables. Heading in Table B-3 is incorrect. See comment below. See comment below.
Table B-3 should be split into 3 separate tables. Agreed. Table B-3 updated
2 GTA West Corridor Environmental Assessment Summary of Comments and Responses on Draft Area Transportation System Alternatives Report (March 2010) Correspondence Comments Received / Concerns Identified Response & Actions Taken / Planned Change to Area Transportation System Alternatives Report Rationale Column in Table B-2 does not match Interest / Disinterest in Comments noted. No change. Alternatives.
Add Halton-Peel Boundary Area Transportation Study (HPBATS) to Agreed. Definition added. Definitions.
Toronto and Region Alternative Groupings Your comment regarding the Group 4 alternatives Executive summary Conservation Authority has been noted. We will be revising this section as Section 4.6 updated and follows “…some effects can be mitigated through Section 3.9 in main Submitted via Letter, dated careful environmental planning however, some report updated. June 1, 2010 impacts to natural heritage features/functions and agricultural lands will be unavoidable”.
Water Management This phase of the EA will look to identify a route No change. planning “study area” within which routes will be generated in the next phase of the EA process. Water management will be an important component of evaluating route alternatives during the next phase of study, which will also include more detailed work such as field investigations, drainage analysis, and generation of design alternatives at water crossings etc.
3 GTA West Corridor Environmental Assessment Summary of Comments and Responses on Draft Area Transportation System Alternatives Report (March 2010) Correspondence Comments Received / Concerns Identified Response & Actions Taken / Planned Change to Area Transportation System Alternatives Report
Terrestrial Natural Heritage System We will endeavour to integrate infrastructure with No change. natural heritage systems and open space to minimize habitat fragmentation in the next phase of study.
Items to Consider The Ministry will work with TRCA to identify No change. conservation land tracts in future route planning study area – as part of next stage of EA with a view to minimizing impacts during route generation/evaluation. Land use information and mapping has been updated during the study through direct consultation with municipal planning department staff and CAs. In addition, the mapping and information provided by the TRCA on June 30th, 2009 was included in the updated Environmental Assessment Overview of Environmental Conditions and Constraints Report (dated May 2010) and was considered during the evaluation of transportation alternatives. This information will be updated as part of Stage 2. The route planning study area to be identified at the end of this phase to allow a reasonable range of alternatives to be generated and evaluated. It is recognized that this will include some Greenbelt areas that extend across the study area (in a north south direction) and some areas of the Niagara Escarpment, if Alternative 4-3 is carried forward. Impacts to these areas will be minimized where possible during generation/evaluation of route 4 GTA West Corridor Environmental Assessment Summary of Comments and Responses on Draft Area Transportation System Alternatives Report (March 2010) Correspondence Comments Received / Concerns Identified Response & Actions Taken / Planned Change to Area Transportation System Alternatives Report planning alternatives in the next phase of the EA. The next EA study phase will also be supported by environmental field work that will include identifying locations of the most sensitive features within these designated areas.
Developing the EA – Areas of Concern We acknowledge TRCA comments that Group 4 No change. alternatives do have higher natural environment effects than Group 3 alternatives. That has been recognized and considered in the evaluation. Group 3-1 was identified as most preferred from a Natural Environment and Cultural perspective and equally preferred as some of the Group 4 alternatives from an economic perspective. Having said that Group 3-1 has higher Land Use/Social impacts, does not perform as well from a transportation perspective and has some significant constructability challenges. Given these issues, Group 3-1 was not carried forward for further consideration. More detailed information on the evaluation of alternatives and rationale for the preferred alternatives (as presented at PIC 4) is available on the project website. The next phase of EA will continue to seek ways to reduce impacts to significant natural heritage features in TRCA jurisdiction – through route generation and evaluation phases. Appendix A Comments 1. Indirect impacts (such as noise and air quality, as well as land use) were considered during the evaluation. The next phase of EA
5 GTA West Corridor Environmental Assessment Summary of Comments and Responses on Draft Area Transportation System Alternatives Report (March 2010) Correspondence Comments Received / Concerns Identified Response & Actions Taken / Planned Change to Area Transportation System Alternatives Report will continue to consider additional evaluation criteria that includes direct and indirect impacts at higher level of detail (including drainage and stormwater management). 2. The evaluation criteria under Surface Water includes watershed/sub-watershed drainage features and patterns and the potential to affect existing drainage systems associated with permanent watercourses, which includes floodplain impacts as a result of additional lanes or a new corridor. 3. The intent of this analysis was to identify potential effects at a higher/strategic level to determine which alternatives warranted a higher level of detail. More detailed analysis will be undertaken for the alternatives recommended to be carried forward. 4. Same as response 3. 5. The municipal land use criteria under the Land Use/Socio-economic Environment Factors is intended to include land use plans for existing and future residential, community, commercial, employment or industrial areas. Natural land use areas are taken into consideration under the Natural Environment Factor. 6. Same as response 3. 7. Mitigation will be developed in accordance with MTO Standards and Practices. The 6 GTA West Corridor Environmental Assessment Summary of Comments and Responses on Draft Area Transportation System Alternatives Report (March 2010) Correspondence Comments Received / Concerns Identified Response & Actions Taken / Planned Change to Area Transportation System Alternatives Report extent required (i.e., for a larger footprint) won’t be known until design alternatives are developed in future study phases. 8. The report has been revised to include Environmental Protection Policies for Conservation Authorities. 9. Same as response 8. 10. The project team agrees that TRCA’s jurisdiction remains relatively the same for the new corridor sections generated to date and that impacts to the natural heritage systems will be similar for all options. The next study phase will include generating route alternatives that may have varying levels of impacts on sensitive areas within the corridor.
Conservation Halton Report Overview Your comment recommending that all efforts be No change. made to avoid the creation of a new corridor is Submitted via Letter, dated noted and understood. The study team will be June 3, 2010 incorporating a number of improvements that include elements of Groups 1 to 3 in the preferred Transportation Development Strategy. However, those improvements are still not enough to accommodate the traffic volumes and address transportation problems that are predicted to occur in the study area by 2031.
7 GTA West Corridor Environmental Assessment Summary of Comments and Responses on Draft Area Transportation System Alternatives Report (March 2010) Correspondence Comments Received / Concerns Identified Response & Actions Taken / Planned Change to Area Transportation System Alternatives Report We agree that in Section 3.5.2 under Assessment of Note added to Section Group 2 – Environment the report should note the 3.5.2. “potential impact for increase in resource consumption”. Your comment regarding the Assessment of Group Executive summary 3 and Group 4 has been noted and the text has been Section 4.6 updated and revised accordingly. Section 3.9 in main report updated.
a. The factors and criteria used for NGTA and No change. GTA West studies are essentially the same. In some cases the criteria, forms of measurement or differences between alternatives are documented slightly differently based on characteristics that are unique to each study area. For example, the GTA West study area refers to specific land use development pressures in York and Peel Regions – these types of pressures generally do not exist in the NGTA study area. The NGTA refers to tender fruit farms and specialty agricultural operations which do not exist in GTA West study area. The Provincial Policy Statement (PPS) has been used to develop criteria for both projects. Furthermore, the evaluation criteria for both projects was approved in the Terms of Reference for each study.
b. As significant woodlands are a planning
authority responsibility and the study area 8 GTA West Corridor Environmental Assessment Summary of Comments and Responses on Draft Area Transportation System Alternatives Report (March 2010) Correspondence Comments Received / Concerns Identified Response & Actions Taken / Planned Change to Area Transportation System Alternatives Report crosses various municipalities, the project team used MNR’s Natural Heritage Reference Manual (Attachment A2) to provide a guideline that woodlands greater than 40 ha in size should be considered significant. We acknowledge that the linear impact to a woodlot does not entirely represent the amount of impact but, we use it to provide a fair comparison between planning alternatives at a high level, during this phase of the EA process. Even these lengths will vary within corridors, depending on where routes are generated in the next study phase. c. We acknowledge that the SWHTG identifies wildlife habitat that are not discussed in this section of the report or taken into consideration at this phase of the EA. However, we feel the presence/absence of significant/sensitive features and species are also captured under other categories such as designated areas (ESAs, ANSIs, PSW, NEC and SAR, etc). In addition we acknowledge that permanent and intermittent watercourses both contribute to downstream water quality and fish habitat. A greater level of detail on environmental features will be obtained in the next phase of EA and on a narrower study area, when provincial secondary source information is supplemented by field work, local studies and knowledge, etc.
9 GTA West Corridor Environmental Assessment Summary of Comments and Responses on Draft Area Transportation System Alternatives Report (March 2010) Correspondence Comments Received / Concerns Identified Res po n se & Actions Taken / Planned Change to Area Transportation System Alternatives Report d. A greater level of detail on environmental features (i.e., permanent and intermittent watercourses) will be obtained in the next phase of EA and on a narrower study area, when provincial secondary source information is supplemented by field work, local studies and knowledge, etc. a. Appendix B, Table B-3 Table B-3 is intended to summarize updated to incorporate potential impacts to natural features at a comments in a,b and d. relatively high level of detail – by acknowledging the numbers and names of natural features (including watercourses) potentially impacted by the alternative. We don’t state the type of impact because we don’t know where the route will cross the feature, or on which side of the highway we are widening. Therefore, although we acknowledge that the expansion of existing highways and culverts could create a barrier to fish passage where none currently exist we feel the addition of this type of wording (i.e., level of detail on the impact) is not consistent with the level of detail in the remainder of the table. We will add SAR in Group 3 alternatives to be consistent with Group 4 alternatives. In general, we feel that widening existing highways supports the PPS on the protection of Natural Heritage, Agriculture and Cultural Heritage/Archaeological resources because footprint impacts are 10 GTA West Corridor Environmental Assessment Summary of Comments and Responses on Draft Area Transportation System Alternatives Report (March 2010) Correspondence Comments Received / Concerns Identified Response & Actions Taken / Planned Change to Area Transportation System Alternatives Report contained in an area (usually the highway right-of-way) that is already disturbed. We acknowledge that some impacts (beyond the right of way) are still possible, but that in most cases these are “fringe” impacts to natural, agricultural or cultural areas. Fringe impacts can typically be mitigated using standard mitigation measures and normally result in less impact than new corridor alternatives. b. We will add the Mountsberg Wildlife Area ESA to list of natural features for Alternatives 3-1. c. The information listed under Trafalgar Road is consistent with information presented on other sections of Group 3 alternatives. d. This change can be made in the report.
11 GTA West Corridor Environmental Assessment Summary of Comments and Responses on Draft Area Transportation System Alternatives Report (March 2010) Correspondence Comments Received / Concerns Identified Response & Actions Taken / Planned Change to Area Transportation System Alternatives Report a/b. We acknowledge that there are areas of Appendix B, Table B-3, tourism and recreation and a number of Environmental Summary unevaluated wetlands that have the potential for Group 4 alternatives to be impacted. A greater level of detail on updated to incorporate environmental features will be obtained in comments in e. the next phase of EA and on a narrower study area, when provincial secondary source information is supplemented by field work, local studies and knowledge, etc. Additional evaluation criteria that includes direct and indirect impacts at higher level of detail will also be considered. c. We believe the “aggregates and mines” sub factor is appropriately placed under the “Land Use/Socio-Economic Environment” and were approved in the Terms of Reference. d. This phase of EA will look to identify a route planning “study area” within which routes will be generated in the next phase of the EA process. Development pressures resulting from a new corridor will be considered as part of evaluating route alternatives during the next phase of study, which will also include more detailed work. Land use surrounding new corridor highways can be controlled to some extent by location of interchanges etc. e. We will add “including disruption to 12 GTA West Corridor Environmental Assessment Summary of Comments and Responses on Draft Area Transportation System Alternatives Report (March 2010) Correspondence Comments Received / Concerns Identified Response & Actions Taken / Planned Change to Area Transportation System Alternatives Report wildlife movement/corridors and impacts to SAR associated with Niagara Escarpment” to the Environmental Summary row for Group 4 Alternatives that cross the escarpment. Your concerns regarding Alternative 4-5, the avoidance of a new escarpment crossing and the impacts that aggregate operations have on natural heritage features and function as well as groundwater and surface water features have been noted and will be considered as the study moves forward.
13