TOWN HALL 6311 Old Church Road, Caledon, ON L7C1J6 Town of caledon 905,584.227211.888.CALED0N IFAX 905.584.43251 www.caledon.ca

March 28, 2011 RECEIVED CLERK'S DEPT. Region of Peel 10 Peel Centre Drive APR 0 4 2011 , L6T4B9 REG. NO.: FILE NO.: Attention: Ms. Carol Reid, Clerk PLANNING, DESIGN &DEVELOPMENT COMMITTEE Dear Ms. Reid:

RE: Bolton Service - Feasibility Study

At the regular meeting of Council held on March 22, 2011, Council received Report PD-2011-019 regarding the Bolton Commuter Rail Service - Feasibility Study. The following was adopted:

ThatReport PD-2011-019 regarding Bolton Commuter Rail Service Feasibility Study- be received; and

That Metrolinx be requested to expedite the implementation of GO commuter rail service to Bolton and accordingly initiate the property protection process,environmental assessment studyand detailed design process;and

That Metrolinx be requested to amend its capital budget to include planning, augmentation and construction within a 10-year priority time frame tofacilitate early implementation for the GOrail service to Bolton; and

That Council direct staff to work with the Region of Peel to undertake necessary steps to initiate the Official Plan Amendments as appropriate todesignate the location ofthe preferred GOstation and layover facility site;and

That a copy ofReport PD-2011-019 andtheresulting Council resolution be forwarded to Metrolinx, the Regions ofPeel and York and the Cities of Brampton, Mississauga and .

Please find attached a copy of Report PD-2011-019. If you have any questions regarding the report, please contact Kant Chawla, Senior Transportation Planner at 905-584-2272- ext: 4293 or [email protected].

Yours truly,

Barbara Karrandjas Legislative Administrator e-mail: barbara.karrandias(a)caledon.ca cc Kant Chawla, Senior Transportation Planner Region of Peel, Commissioner of Public Works Region of York, Clerk City of Brampton, Clerk City of Mississauga, Clerk City of Vaughan, Clerk Metrolinx, President

S:\Legislative Services\C - Councii\C03 - Agendas\2011\2011-03-22 RegulanReporting OuttRB12.doc Administration Department Town of Caledon

PLANNING AND DEVELOPMENT DEPARTMENT Policy Section Report Report PD-2011-019

To: Mayor and Members of Council

From: Mary Hall, Director of Planning & Development

Meeting: March 22, 2011

Subject; BOLTON COMMUTER RAIL SERVICE FEASIBLITY STUDY- METROLINX

RECOMMENDATION That Report PD-2011-019 regarding Bolton Commuter Rail Service Feasibility Study - Metrolinx be received;

That Metrolinx be requested to expedite the implementation of GO commuter rail service to Bolton and accordingly initiate the property protection process, environmental assessment study and detailed design process;

That Metrolinx be requested to amend its capital budget to include planning, augmentation and construction within a 10-year priority time frame to facilitate early implementation for the GO rail service to Bolton; That Council direct staff to work with the Region of Peel to undertake necessary steps to initiate the Official Plan Amendments as appropriate to designate the location of the preferred GO station and layover facility site; and;

That a copy of Report PD-2011-019 and the resulting Council resolution be forwarded to Metrolinx, the Regions of Peel and York and the Cities of Brampton, Mississauga and Vaughan.

ORIGIN/BACKGROUND In June 2007, the Province of Ontario announced the launch of the MoveOntario 2020 initiative, a multi-year rapid transit action plan to develop 900 kilometres of new or improved rapid transit lines in and around the Greater and Hamilton Area (GTHA). A new GO rail service between Bolton and was among the 52 MoveOntario 2020 projects announced by the Government of Ontario. It was also one of the initiatives recommended in the 15 Year Plan of the Regional Transportation Plan completed by Metrolinx in 2008. Subsequently, the Province approved a series of "Quick Wins" projects that could produce tangible benefits within a five year time-frame. One of these proposed projects included the improvement of service frequencies and bus/rail connections for the Bolton GO Transit bus services. It was anticipated that the implementation of bus service improvements would stimulate ridership and support the initiation of the Bolton to Union Station GO transit commuter rail expansion identified in the Metrolinx 15 Year Plan.

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In 2008, Metrolinx released a Strategic Plan (GO 2020) which presented GO Transit's direction to the year 2020. The Plan provides the basis for GO Transit's 10-year capital program, three-year operating plan, annual business plans and budgets in order to provide convenient and comfortable longer-distance transportation service to current and potential future customers. Furthermore, Metrolinx confirmed the needs of the Bolton commuter rail service in the GO 2020 Strategic Plan which identifies the requirement to provide peak period train service at 30 minute frequencies on Bolton Corridor.

Peel Region and the Town of Caledon had recognized the need for commuter rail service in Bolton a decade ago. Peel Region retained MMM Group to carry out the "Bolton GO Station Needs and Feasibility Study (2002) and an Update was conducted in 2007. The update report identified the triangular parcel west to the rail track south of King Street between Coleraine Drive and Humber Station Road as the preferred site for the location of GO train station in Bolton. The location is displayed in Schedule B.

The Bolton Commuter Rail Service Feasibility Study has since been completed and released in late December 2010. Metrolinx took the Region of Peel study as an input and conducted the Bolton Commuter Rail Service Feasibility Study in order to reconfirm the needs for the Bolton commuter GO rail service and assess the feasibility of routing options and ridership forecasts. The study further examined the rail and non-rail infrastructure requirements.

During the course of the study, staff input was sought through meetings to discuss the potential GO Rail station locations within Bolton. The discussions also included projected growth (population and employment) in the Town of Caledon and future planned road improvements.

DISCUSSION As noted in the preceding section, the feasibility study examined the service and infrastructure requirements to provide a new commuter rail service to Bolton on an existing freight rail corridor where no passenger service currently exists. The feasibility study assessed the projected ridership demands, service options, conceptual station and layover facilities, track capacity, potential property requirements, environmental issues and rail/non-rail infrastructure components.

The study reconfirmed the need for the Bolton commuter GO rail service based on the projected growth in population and employment, and high potential growth in rail ridership. Ridership forecasts indicate that demand. exists to support an inaugural service to provide a direct peak period service (3 peak trains) between Bolton and Union Station. The GO transit Bolton commuter rail service will serve up to eight passenger stations within the corridor length of approximately 43 km. The minimum and maximum distance between any two adjacent stations is approximately 2.4 and 10.3 km respectively (Executive Summary attached as Schedule A). The following are some of the key areas discussed in the GO Transit feasibility report: Service Options Four different service options were considered in the study which included direct rail service from Bolton to Union Station and service options involving passenger transfer

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Town of Caledon between Bolton and Georgetown corridor trains at Weston/Mount Dennis stations. The preferred Service Option 4 provides direct rail access to Union Station and will serve 4 new stations using rail tracks of CP Mactier Subdivision. The line will have station stops at Bolton, Weinberg, Vaughan, Woodbridge, York University, Downsview and Union Station. The recommended rail route and rail stations are shown in Schedule C. End to end trip duration is anticipated at just less than an hour. It is estimated to have a base capital cost of $268 million to cover the cost of building the necessary additional track, signals, structures/culverts, station facilities, parking, tunnels, and trains.

Station Facilities The locations for new GO Transit stations were investigated in order to serve all major communities in the vicinity of the line and so that direct access from major arterial roads was possible. The recommended site for the GO station in Bolton is different from the site that was identified in the 2007 Region of Peel Study (Update of the Bolton GO Station Needs and Feasibility Study). The presently recommended site in Metrolinx Feasibility Study is located on a property northeast of Humber Station Road and King Street, extending west to the rail track. The recommended station location site is 3.64 hectares in size (as shown in Schedule B). The Metrolinx report assessed the pros and cons of all the potential station sites in Bolton and identified the preferred location for the following reasons:

• Adequate access to the arterial road network (i.e. Humber Station Road and King Street) • Proximity to potential layover facility for overnight storage • The land is vacant with no current development plan identified • Abutting a relatively straight and flat stretch of track with a minimum length of 225m • Sufficient space for station building, kiss 'n' ride, parking, pedestrian facilities, bicycle storage, ticket vending machines, accessibility platforms etc. Layover/Maintenance Faciiity

Nine possible sites in Caledon between Coleraine Drive in Bolton and Highway 9 were examined to determine the suitability for the development of a layover/train storage facility. Among other criteria, the sites were mainly assessed based on: • Relative proximity to the proposed Bolton station site; • Sufficient lands to accommodate a minimum of five layover tracks; • Access to existing road network; and • Complementary land use of adjacent properties.

The 4.0 hectare site located north of King Street and East of Humber Station Road (Schedule D) was selected as a layover/maintenance facility site. The site provides sufficient land area and roadway access to support a layover facility.

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At Grade Crossings - Improvements There are 27 at grade rail/road crossings between Union Station and Highway 9 along the Mactier Subdivision rail corridor. All the crossings were examined to determine if improvements are required. It has been noted that unless there are significant changes in train or vehicular traffic volumes and/or road networks are augmented, fifteen crossings will require grade separation based only on exposure indices (number of trains/number of vehicles). Town staff is generally supportive of the recently concluded Metrolinx"Bolton Commuter GO Rail Service- Feasibility Study". It is noted that rail service expansion to Bolton is not being contemplated within a 10-year time frame by Metrolinx. Staff recommends that Metrolinx be requested to expedite the implementation of GO commuter rail service to Bolton and accordingly initiate the property protection process along with the Environmental Assessment study and detailed design process. In light of the exclusion of Bolton Rail service from the GO 10-year priority plan, staff further recommends that Town Council request Metrolinx to amend/revise their capital budget to include planning, augmentation and construction of this important corridor within a 10-year priority time frame to facilitate early implementation for the GO rail service to Bolton. Municipal Planning Process - Regional/Town Official Plan Review It has been noted in earlier sections that, based on the recommendations of the Region of Peel's "Bolton GO Station Needs and Feasibility Study" update report, 2007, the triangular parcel west of the rail track south of King Street between Coleraine Drive and Humber Station Road was identified as the preferred site for the location of GO train station in Bolton. This location was accordingly designated in the Region of Peel Official Plan. It should be noted that this site is not required to protect for Bolton Station. In order to meet the expansion plans, Bolton Commuter Rail Service Feasibility Study has now recommended the station site of 3.74 hectare and an additional 4.0 hectare site located north of King Street and east of Humber Station Road as a layover/ maintenance facility site. The Region of Peel and the Town of Caledon will need to amend their Official Plans to designate and protect the recommended station and layover sites consistent with the findings of the Feasibility study. Additionally, as appropriate, Town staff will work with Metrolinx and the Region of Peel to protect the property required for the station and layover site in Bolton.

FINANCIAL IMPLICATIONS

The adoption of subject report has no immediate financial implications to the Town of Caledon. However, undertaking the Official Plan Amendment (OPA) consistent with the Bolton Commuter Rail Service-Feasibility Study may have potential cost implications to the Town. The costs for implementing the recommendations of the report are unknown at this time, and the proposed OPA process or related new initiatives requiring budget considerations would be subject to future Council approval.

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Town ofCaledon

LEGAL IMPLICATIONS

The report indicates that an amendment to the Official Plan will be required.

NEXT STEPS

Staff from Town and the Region of Peel has identified the following next steps: • Town staff to work with Metrolinx, the Region of Peel and affected municipalities to protect the property required for the construction of the preferred station site and layover facility in Bolton. • The Town of Caledon and the Region of Peel will need to amend their Official Plans as appropriate to recognize and protect the location of the preferred GO station and layover facility site. • Staff will continue to express the Town's position that Metrolinx should amend its capital budget, and initiate the environmental assessment and property protection process to include the planning and construction of the facilities required for early implementation of GO rail service to Bolton.

COMMUNITY BASED STRATEGIC PLAN

The Bolton Commuter Rail Service is supported by the CBSP's Goal 2: "Complete our Community of Communities", the Strategic Objective 2F of 'Connect Neighbourhoods' to promote and build physical and social connections, facilitating opportunities for people to meet, connect, move around, and get involved in Caledon using all available forms including electronic and physical modes such as transit, high speed internet and bike lanes.

POLICIES/LEGISLATION

Town of Caledon Official Plan Region of Peel Official Plan The Places To GrowAct, 2005, and the Growth Plan for the Greater Golden Horseshoe; (2006) The Regional Transportation Plan- (Metrolinx, 2008) MoveOntario GO Transit 2020

CONSULTATIONS Consultation occurred with GO Transit and Regional Staff in the Transportation Planning division of Public Works.

ATTACHMENTS Schedule A: Executive Summary, Bolton Commuter Rail Service - Feasibility Study - Full Study Report is available upon request from the Administration Department Schedule B: Recommended Commuter GO Rail Station site in Bolton Schedule C: Recommended Commuter GO Rail Route and Rail Stations Schedule D: Potential Layover/Maintenance Facility Location in Bolton

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Town ofCaledon

CONCLUSION The Bolton Commuter Rail Service Feasibility Study is a major step forward towards initiating a GO rail service to Bolton. The study was a comprehensive review of the technical requirements for implementing a commuter rail service between the communities of Bolton and the City of Toronto. The study found that the introduction of rail service to Bolton is feasible, however it is not being contemplated with in the 10-year priority timeframe. Based on the anticipated high commuter rail ridership, Metrolinx should expedite the implementation of GO commuter rail service to Bolton and include the initiation of services within the priority time frame.

Y^ctta /^\ Prepared by: Recommended by: Kant Chawla Kathie Kurtz Senior Transportation Planner Acting Manager of Policy

AppfWed'btf^ (_^ Approved by: Mary Hall Douglas Barnes Director of Planning & Development Chief Administrative Officer

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iCUTIVE Sy^MAiY % Chan lie JON s2 iuWIUt *ft in June 2007, the Province of Ontario announced the launch of the MoveOntario 2020 initiative, amulti-yeai rapid transit action

*£ plan to develop 900 kilometres of new or improved rapid transit lines in and around the Greater Toronto and Hamilton Area (GTHA) CityofToronto 2.855.00 2.915,00 3.000,00 •5% ss The province committed Si 1.5 billion with an anticipated further federal contribution of S6.0 billion designed to address the existing GtyofVaughdn 296.200 360,600 418.800 .41% congestionissuesand anticipatedgrowth in the GTHA. Townof C:;econ 65.349 84,444 108,000 .64* Bo'totComrwvty* 00-5 The Province announced that the Greater Toronto Tjansportation Authority (GTTA) renamed as Metrolinx, would oversee the project and 20.330 28.000 37.8.38 •.86*, the development of aRegional Transportation Plan (RTP) for the GTHA. The Metrolinx RTP identified among numerous transportation • ndudedin Caledon requirements, the need toextend regional rail services tocommunities on the periphery of the GTHA. One community identified in the Significant growth inthefutuie population oftheCity ofVaughan and Town ofCaledon indicates potential travel demand tosupport a 15 Year Plan (or new regional rail service was the Town of Caledon. which includes the community ofBolton. commuter railservice between the City 0!Vaughan.' Town ofCaledon anddowntown Toronto.

m2008, the Province approved aseries of'Quick Wins' projects recommended by Metrolinx. These projects represented initiatives Service Alternatives that could produce tangible benefits within five years. Many of these initiatives were identified asprecursors tolarger piojects identified The studyfocused primarily on the CPMactier Subdivision extending from the Davenport Road'Dundas StieetWest area of Toronto, in the 15 or 25 year horizons of the RTP. One Quick Win project proposed included the improvement ofservice frequencies and bus/ northward through thecommunities ofWoodbridge. Vaughan. Kleinbuig and Bolton/Calerlon to the intersection ofthe Mactier rail connections for the Bolton GO Transit bus services. Itwas anticipated that theimplementation ofbus service improvements would Subdivision and Highway 9. stimulate ridership and support theinitiation oftheUnion Station toBolton GO transit commuter rail expansion identified inthe Metrolinx 15year plan. Threeservice implementation options were examined:

In aneffort toprovide comfortable and convenient longer-distance transportation service tocurrent and future customers. GO Transit 1. Direct rail service between Bolton and Union Station via the GO Tiansit Weston Subdivision. developed a Strategic Plan (GO 2020). This plan isconsistent with theProvince ofOntario's Growth Plan for theGreater Golden 2. Shuttle rail service betweenBolton and Weston/Mount Dennis stationconnecting to the existing GO Transit Georgetown Horseshoe (GGH). andthe strategies andImprovements contained inthe Metrolinx RTP. rail corridor at Weston/Mount Dennis: A. Midday equipment storage located at Bolton The Stiategic Plan presents GO Transits direction tothe year 2020, including the objectives and service strategies This document, (as B. Middayequipment storage located in the RayAvenue vicinity (Cityol Toronto) well asthe program ofrapid transit improvements) identified in the Metrolinx RTP. provide the basis for GO Transit's 10-year capital program, three-year operating plan and annual business plans and budgets. 3. Direct railservice between Boltonand the TorontoTransitCommission's(TTC) YongeStreet subway at Summerhillstation (located adjacent to the former CP North Toronto Station) via CP North Toronto Subdivision. This option would also allow The GO 2020 plan identifies therequirements toprovide peak period train service at 30minute frequencies ontheBolton Corridor. This a connection to the TTC Universitv/Spadina Subway at Dupont Station feasibility study examined the service and infrastructure requirements to provide anew commuter rail service to Bolton on an existing height rail corridor where no passenger service currently exists. This analysis included a review of: GOTransitrequested that an additional fourth service option be considered that included the use of the CP Mactier Subdivisionfrom Bolton to Highway 407;the CN Halton and York Subdivisions from Islington Avenue to Snider; theGO Newmarket Subdivision from > doieited nde'Ship demand, I Snider to Parkdale. the GO Weston Subdivision from Parkdale to Uathurst Street: and the USRC Itom Bathurst Street to Union Station. > Operating; scenarios and serviie schedule alternatives. The feasibility study scope also included theevaluation ofequipment alternatives including conventional GO rolling stock consisting > Conceptual station and layoverfacilities; ofGO MP40 locomotives and bi-level coach cars; Diesel Multiple Unit (DMU) equipment; and low power locomotive technology with > Equipmentspecification and configuration; standard bi-level coaches. > Track caoacny.

> Potential property acquisition, and Passenger Ridership Demand *• Railand non-rail infrastructure components. York Region's Emme/2 demand forecasting model wasused toforecast the future commuter railridership. The projected passengei Population Growth service demandforfutuie years wasbasedon 20 minute headways during peakperiods. Tables II, III and IV below showfull day andannual forecasted travel demand forthe Bolton commutei rail service. Theridership demand represented inOption I excludes a The copulation of thecities and towns along theBolton corridor continues togrow, which consequently impacts thetravel demand. The passenger stop at Blooras it was anticipated that servicewould not be provided to this station. rail corridor passes through the City ofToionto. City ofVaughan and Town ofCaledon. The projected population ofeach municipality is shown in Table I:

on Commuter Rail f-easibilil c 1 MUM GiouD mite •• • •• Ridership was not specifically modeled tosupport Service Option 2. however, theelimination ofpassenger boardings atWeston, Mount New Stations: Service Options 1S2 Dennis and Bluer indicated in the Option 1sample, provided a derived anticipated ridership. Ridership demand for years 2015. 2021 and The GO Transit Bolton commuter rail service will serve uptoeight passenger stations within thecorridor length ofapproximately 43km 203' for allfour seivice options arepiesented inTables II, III, and IV below. or 30 Miles. The minimum and maximum distance between anytwoadjacent stations isapproximately 2.4and 10.3kmor 1.34 and 7.43 miles respectively. Two outofeightstations already exist inthe GO Transit system network andsixnewstations wereidentified Table II: Ridership Demand Year 2015 along thecorridor. The details oflocations andjurisdiction foi eachstation canbefound inTableVI In ordei to lessen theanticipated Vwr 20)5 ... 1AM Peak Boardings 1Annual" capacityconstraintson the Georgetowncorridor, a station stop at the existingBloorstationwas eliminatedfor Boltoncorridortrains. Option I 6.318 1.579,477 S8 Service option 1would provide a direct railservice lo Union Station while service oplion2would require a passenger transfer between Option 2 3.336 834.036 Bolton and Georgetown conidortrains at Weston/MountDennis stations. O0MX3 3,184 795,968 Co'.orJ 6.074 I.5I8.5M Table VI:Stationsfor Bolton Commuter Rail Service Option I

TableIII:RidershipDemandYear2021 •- .. rr.-.r-jr,'.,; ,V!. • ,, -i; ; .I••.-••* : Mourt DsnresStat:on(I,f.v) EninirvA^-.eWes: Oot;or I 7,618 1.904.505 GOWestor(Existingl :"..0:-l'CM Toronto Option 2 •4 023 1 1.005.666 Emery Station (Hew) Finch Avenue West To i-.lo OcH'On3 ! 959,764 Woodoridge Satioi (Mew) Islington Avenue Vaughan- Yoik Region 7.324 1.831,063 VaughanStation(New) Rutherford Road vaughan- Inn-Region Klp:-bi.rgSr:rir)r('lrv.l Major Maceenrie Drive Vaoghan- York Region TableIV: RidershipDemandYear2031 Bo'tonStation(New) Humber Stafloo43oad Cj'edon- Peel Region •y'-'^r- !V"f; ;'•::.;;. :^_r-n Osioo I 111.593 2,893.140 New Stations: Service Option 3 Oct an 2 I6.121 1.530,350 Seivice option 3 would provide station stopsai sixnewstations andoneexisting stationon the Madia Subdivision and two new Oot.on 3 J5.842 1.460,050 stations on the North TorontoSubdivision. No direct railservice would be provided to UnionStation however passenger access to Union Ootiop4 1U.146 2,786380 Station could be attained bytransferring to the GO Georgetown corridor trains at Weston and/orMouni Dennis stations and the TTC ' hased p.-25/ amuaioperating da^ Subway system at Spadina/Dupont and Summerhill stations.

Service Schedules TableVII: Stations for BoltonCommuter RailServiceOplion3 Serviceschedules were developed for each of the service scenarios. Transittimes for each service scenarios are illustrated in Table V below. The tiansit times were developed using existing maximum speeds for expedited freight traffic, 0 Summerhll(New) Yongc Street Toronto

Table V: Run Time Comparisons Spad'na/'Duoontlflew) MadtttisonAwnM Toionto f MountDennisStatwi (New) Egimion AvenueWest TripDuration Toronto Service Option a (minutes) GO Weston (ExistingI Toronto Oahon 1 vis Weston |8 56 Emery Station (Hew) finch Avenue West Toronto Colon 2 Shuttle S3 I8 Woodoridge Station (New) k'ingtonAvenue Vaughan- York Region Option 3 SummerM |9 50 Vaughan Station (New) Rutherford Road VaugtiM- Yet* Region Cot-on4 v a CNSite 7 56 KtanbtrgSTatonlNew) Wojor Mackenzie Drive Vjagijn- York Region

BoltonStation(New) Dumber Station Road Caledon- Peel Reg;on

lolton C. >fl»mui ei Roil ' easibilir.. Kepoi '.'.'III Ciioup . united I i New Stations: Service Option 4 Equipment Layover/Maintenance Facility

ServiceOption 4 wouldprovide service to fournew stations on theCP Mactier Subdivision (Bolton. Kleinburg. Vaughan and Ninepossible sites between ColeraineDrive in Boltonand Highway9 inCaledonwere analyzedto determinesuitability forthe Woodbridge),one existing station at YorkUniversity and one newstation in thevicinityof DownsviowAirport onthe Newmarket developmentofanovernightequipmentlayover/maintenancefacility.Site locationswereassessedbasedon thefollowingcriteria: Subdivision,Service Option A wouldalso providedirect rail access toUnionStation. > Relative proximity to the proposed station site at Bolton.

TableVIII Stationsfor BoltonCommuter Rail Service Option 4 > Sufficient land to support a minimum ol five layover Hacks. > Accessto existing road networks.

L'non Station(Exiling) r-'oni Street 1Toronto > Complementary land use of adjacent properties.

ll-v, ',..•. v, !.'!-•.•' Srcoard Ave IToronto > Landcharacteristics including grade, parallel rather than perpendicular accessto mainHackfromyardtracksand east side YorkIHve'Sitr (Existing! Cananx Onve 1Toronto of right-of-way orientation (preference Stated ny CP). and WoocryliioeStaionCien) li irgton Avenue i Vauchan-YckRegion > Infrastructure enhancements required to access site VaughanStation (New) SLrerfo-d Road Vaugnan-YorkReO'On KleintwgSo:nn(\r.v) Majorf/ac«r«i*i> It Vsjcnan-YortRegion Manyofthe proposed siteswereeliminated duetoaccess inadequacy, impact on adjacent landowners, excessivedistance from Bolton 9c-tin Stifon (N*w; station or insufficientland spaceto provide layoverand maintenance facilities. Humoei Station ROi ' | Caiecon-Pee'RfC'On

Station Facilities Onesite locatednorthof KingStreetand southof HumberStationRoad met the abovecriteriafor a layover/maintenance facility.The site not onlyprovided sufficient landarea and loadwayaccessto support a Layoverand maintenancefacilitybut providedsufficient Tlielocations for new GO Transit stations were exploied and investigatedin orderto ensurethat servicecould be providedto all major space to constructa platformfor a passengerstation at Bolton. Thesite situated on the east sideof the right-of-way, would reouirethe communitiesalongthe line andthatdirect accessfrom major arterial roads waspossible. The proposed station sitesare located on least supportinghack infrastructure between the stationat Bolton and the layover facilityof allother sitesexamined. undevelopedland parcels that maybe availablefor puichase. Each station platform was designed to accommodatea train consisting of a minimumofsixcarsanda maximumoftwelvecars. Additionallythedesignofthestation facilitiesat eachofthestationsontheCP Right-of-Way Assessment Mactier Subdivisionaccommodaied the followingprovisions: TheCPMactierSubdivision extenas 126.9miles fromai pointnear OsierStreetin Toronto to the communityof Mactierin Northern > Parking(reserved, handicapped, and taxi stand). Ontario. TheMactier Subdivision provides accessto Ihe Vaughan Intcrmodal Terminal.CP'slargestand busiestinterrnodal facility, > Kiss 'n' Ride facilities. in addition,significant volumesof automotive trafficisgenerated fromthe Hondafacilityin Alliston. TheMactierSubdivision is CP's * Pedestrian facilities suchas elevators, tunnelsand pathways. primary routefornorth/west destined traffic generated from Montreal andToionto > BusLooo(except Mount Dennisand Emery); Theexisting CPMactierSubdivisionright-of-waywasevaluatedand the conditionsassessed to ensure that theplantcapabilities could > Overhead canopyto shield Dassengers fromweather. support serviceoptions 1, 2 and 3. CPrepresentatives workedcooperatively to.developa base case infrastructure plan that could > GicycleStorage, support a maximumof fouruni-directionaltrainsoperating at 40 minute frequencies. Thebasecaseplantessentiallywouldrequire 5 > StationEuild:ng. the constructionof a new GOsingletrackbetween the Bolton layover/maintenance facilityat HumberStation Roadand Kipling Road > TicketVendingMachines; inWoodbridge and betv^een Islington Avenue and the existingtwo tracksegment at Emery.IIalso requiredthat the formereast track > "ublic Washrooms. between Lawrenceand Eglinton Avenues be restoredto maintrackstandardsand that a new singletrack segment be constructed between EglintonAvenueand BlackCreek Drive.Asingletrack section between KiplingAvenueandIslingtonAvenuewasincludedin > Station to Platform Accessibility Provisions, and 6 thebasecase Thisallowedthe expansionoffiveexistingstructures to be deferred loa subsequent infrastructuredevelopmentphase. > AccessibilityPlatforms Anextensionofthe CTCsignal system from Boltonto Palgrave(the nextsidingto the northof Boiton)wasalsostated as a base case

Stationfacilities on the NorthToronto Subdivision anticipated requirements for Kiss' n' Ridefacilities and busloops. A stationbuilding requirement. wasdesigned at Summerhillstation while ticket vending machines were envisioned at Spadina/Dupont.The proposed design ofIhe Ihebasecaseinfrastructureplansupported recent freightoperation changes includingan increase tothe maximumfreight ira;nlength station faci'itiesonthe NewmarketSubdivision will bedefinedunder the BarrieCorridor expansion. to over 10,000 feet;and the re-routingof northwest trafficoriginatingin MontrealviaTorontoandthe MactierSubdivision.

ThebasecaseplanalsoincludedrequirementstocloseprivatecrossingsinthevicinityofVaughanyard anddefinedthelocation of platforms forstations southofWoodbridgebasedon the terminating station(e.g.eitherMount Dennis forOption 2. Summerhill foiOption3 or TorontoUnionforServiceOption 1).Thebasecaseindicated that ifServiceOption3 (Summerhillon the CPNorth ToiontoSubdivision)was to be implemented the consiiuctionol one additional trackbetween BlackGeek Dnveand OsierAvenueon

5 n L,0 Ol I • e •i i . • : Group Li iskI utt.-'mixr J( theMactier Subdivision would berequired. The base case did not however address infrastructure requirements ontheNorth Toronto The configuration oftheconnecting track would limit parking capacity at theWoodbridge station andrequire theestablishment ola Subdivision. platform track either ona curved alignment orsituated onthewest side oftheconnecting track adjacent totheCP right-of-way. The preferred platform location wasontheeastside oftheconnecting track along theinside curve. Inorder to improve platform access and 00 In oidei tocomply with the GO2020 plan service requirements, CP was asked toaccommodate the operation oftlnee uni-direciional maximize parking area,an alternateparcel of landlocatednoitheastof Islington Avenue and the Halton maintrackwas identified for trains schedules at 30 minute headways on thebasecaseplant. £ t: further consideration toenhance parking capacity. ra a. CP also provided anAdditional Servke/Counter-flow infrastructure plan that essentially created anindependent single Hack commuter IsS c At Grade Crossings >• ° nghi-of-way within Ihe Mactier Subdivision piopeny boundary. Inciemental impiovements included new track constiuction toeliminate ^ u ^ C C a the single track gauntlet track between Kipling and Islington Avenue and construction ofa third main track between Emery and There are 27atgrade ra'rl / roadcrossings between Union Station and Highway 9 alongthe Mactier Subdivision rail corridor including Lawrence Avenue. In addition, passing iracks lopermit ihe operation ofcounter-How GO train movements were suggesied at various two privatecrossings. All of thesecrossings wereevaluatedto determine ifthe presentand futureconditions and projectedrailand road si? co a rx locations. In order tofinalize the location ofpassenger sidings, further assessment during thedetailed design phase isrequired. traffic volumes (uptoyear 2031) would require theconstruction ofgrade separations. Unless significant changes intrain or vehicular traffic volumes and/oradjacent roadnetworks occurs, fifteen crossings will require gradeseparation overthestudyperiod basedonlyon All nerr track structure was situated totheeastoftheexisting alignment tocomply with CP's requirement for aneasttrack service for ExposureIndices. GO trains andto preserve capacity forfuture height requirements. The analysis hasindicated thatsixcrossings warrant gradeseparation now. Ofthesecrossings, five have beenrecommended forgrade Due toihesubstantial infrastiucture impiovements required tosupport counier-Ilow movements. Service Option 2A (Shuttle service separation. Thesixthcrossing wherethe exposure index exceeds the threshold is notrecommended forgradeseparation based on the with midday storage at Bolton) was considered aninfeasible alternative lortheservice inauguration inyear 2015 (see Table IX for surrounding residential landuse.Gradecrossing analysis indicatethe requirement forfourgradeseparationsby2011. Twosuch crossings mfrastriiciuie costs). identified havebeen recommended forgradeseparationunderthisstudy.Theothertwo crossings at OldWestonand Deniswn Roads The infrastructure assessment to support Service Option 4 reviewed the lequiremems on the CPMactier Subdivision betweenBolton and havebeenrecognized intheGeorgetown EA forfuture gradeseparation. Byyears2021 and 2031. anotherfive crossings havebeen Islington Avenue; theroute portions oftheCN Halton andYork Subdivisions; and theconnecting tracks between theCP Mactier and CN identified forgradeseparation basedonexposure index. Four ofthesecrossings arerecommended forfuture gradeseparation bythis Halion and between the CN Yoikand GO Newmarket Subdivisions. study. The fifth crossing Islocated north ofproposed location fortheBolton layover facility andexceeds thethreshold basedsolely on freight traincrosstrafficvolumes. The Service option 4 assessment did notinclude a capacity analysis ontheGO Newmarket. CN Oakville andGO Weston Subdivisions or theUnion Station Rail Corridor. For thepurpose ofservice schedule development, itwasassumed thattheNewmarket Subdivision would Total costsfornewgrade separations are estimatedat S62M. consist ola two track, signalized network and thai GO Transit station service would beprovided atYork University and the Downsview Property Acquisition - CPR Mactier Subdivision Airport area inthe Cityof Toronto. Thetrack improvement requirements forthe base case and Additional Service/Counter-flow planswouldrequiresome land acquisitions. CP indicated that thebase case requirements ontheCP Mactier Subdivision between Bolton andIslington Avenue would also apply Eight locations adjacent to the Mactier Subdivision havebeen'identified fora totalestimated landrequirement of 2.53ha Should toService Option 4 however; thedesign andorientation oftheconnecting track totheHalton Subdivision would require further electrification ofthe corridor become a future requirement however, the right-of-way limits must be re-evaluated to ensure adequate assessment.Two connectingtrackalternativeswere developedand assessed. property exists. f Alternative I provided a connecting track extending southward ontheCP Mactier Subdivision under theexisting CN Halton Subdivision Property Acquisition - North Toronto Subdivision overpass and eastwardalongthesouthsideof the CNHalton Subdivision. Elevation differential betweenthe CPMactier and CNHalton Subdivision would require thata tunnel beconstructed under Islington Avenue. This alignment would permit GO train access totheCN Uappearsthat trackimprovement requirements forthe basecase andthe Additional Service/Countei-flow planscan be accomplished Halton Subdivision without impacting theCN freight operation. Insufficient space existed however, between Islington Avenue andIhe within the existing limits of theCPR North Toionto Subdivision right-of-way. nextstructureto the east at PineValley Drive to achieve a gradeof lessthan 2%. Property Acquisition - Halton Subdivision Alternative 2 includedthe establishmentof a connection fromthe Mactierto HaltonSubdivision to the north side of the Halton Itappeatsthetrack improvement requirements (or thebasecaseandtheAdditional Setvice'Counter-flow plansto support the Subdivision right-of-way, west ofIslington Avenue. The expansion oltheCN overpass structure at Islington Avenue would berequited. constiuction ofthe connecting track between theCPMactier and CN Halton Subdivisions may include theacquisition ofland between Due toexcessive grades, itwasnecessary to establish theconnecting track switch north oltheHighway 407biidge structure onthe theCP-Mactier Subdivision andIslington Avenue topermit Iheconstruction oftheconnecting track, platform andstation facilities. As Mactier Subdivision. requested corridor pioperty limits werenotobtained from CN, the CN right-of-way property limits mustbe verified.

iioiton i'.onimtiier Rail feosibililv rteooi Milk! sVnus. i.ini'ttif fw-.-.-miu-' .'01 Equipment Specifications Low powered locomotives weredefined as a unitequipped with 3000horsepower oi less.The maximum gradient on the subject The scope ofihe leasibility study included anassessment ofrolling stock equipment requited tooperate the rail commuter service. coiridor between mile 5.88and 5.97is2.06%andthe maximum degieeofcuive is4.83degrees. The lowpowered locomotives Ridership forecasts indicate that peak period trains will require live to six standard bi-level coaches to accommodate the anticipated examined didnotprovide sufficient tractive effort to maintain theservice performance standards attained bythestandard GO consists. demand in years 2011 and2015. In years 2021 and 2031 (assuming live peak period trains operated) four andsix bi-level coaches would Iheuseof MP36 locomotive withconventional bi-level equipment isrecommended at thisjuncture. be required respectively.

!! Currently GO Transit Standard Ham equipment consists of one MP 40 engine and up to 12 bi-level coaches or one f59PH engine and up Train Equipment Costs loreachservice option foitheBolton andGeorgetown (where applicable) corridors areprovided inTableIX to 10 bi-level coaches. SIS TableX: Train Equipment CapitalCosts.Year 2015 1 £?• Due tothe limned ridership demand and the resultant reduction in coach requirements, alternatives tothe higher horse powered locomotives wereinvestigated. . • . 1.Direct Bolton to Unionvia Weston $60.31.1 NA One alternative tothe MP40 locomotive that was investigated was thelower horse power Motive Power Inc. locomotive (MP36PH-3S). 2 SWJe Boltonlo Mourt Demas J38.7M SIMM' equipped with a 3600 HP diesel-electnc turbochaiged 16 cylinder engine, capable ofa maximum operating speed of88MPH. The use 3 Direct 8o:ton to Suir.Tenui S38.7M HA ufthe MP36 locomotive for the Bolton corndoi trains would provide ample horse power capability and provide a lower capital cost option to the standard MP40 locomotive. 4. Bolton lo Union vu CI Suoc.wsions S57XM NA *Costs indude standard GO coach configuration andMP36 locomotive, "Additional bNevticojct.es The MP40 and MP36 locomotives have a capital costofS5M and S4.2M respectively. Conventional bi-level coaches and cabcar Ifqairedro Kcorrunodate uansfo of Bolton Corridor riders equipment have anapproximate cost ofS2.7M and $3.3M respectively. Capital Costs - Infrastructure & Passenger Facilities Iheleasibility study also assessed thepossible use olDiesel Multiple Units (DMU) and low powered locomotives with standard bi-level The capital costsestimated to piovide therequired Infrastructure loi the Bolton comdor coininutei rail service wasdeveloped basedon coaches (or the Bolton corridor service. the railinfrastructure improvements specified by CP. CP Developed a basecaseinfrastructure planmat supported a maximum ot The investigation determined that new DMU equipment thai meets North American legulaiory standards is cuirently available Irom one four uni-diieciional trains operating at forty minute headways. CP indicated mat Ihebase case could also suppoit three trains at 30 manufacture! only. US Railcar LLC recently acquired theassetsol thedelunctColorado Railcar. minuteheadways Service Options I and 3 were assessed on the oase case planand determinedto Befeasible alternatives.Dueto the limited numbei ofunidirectional trains supported bythebasecaseplan,itwasconcluded that a shuttleservice thatprovided midday iheDMU capital costs aresignificantly higher than conventional GO equipment. US Railcar indicated that thecost ola multi-level equipment storageat Bolton (Option 2A) could notbe implemented on thebaseplan.Theestablishment ofa midday layover siteinthe powered DMU isapproximately S7.SM while a non-powered trailer car isapproximately S7M. Given thecostdifferential between DMU vicinity of Mount Dennis station .under Seivice Option 2B provided a feasible alternative en mebasecaseplan. and conventional equipment and limited availability ofNorth American compliant equipment, further investigation into DMU equipment Service Option 4 wasassessed on theMactier Subdivision loutesegment anddetermined to do leasible on the basecaseplan.In is not recommended at this lime. addition, two alignments on theCN Subdivisions were assessed. Option 4A provided for a continuation oftheconnecting track onthe Older RDC equipment would meet Ihe required regulatory standards, however, ihe availability ofsuch equipment islimited. noith side oftheCN Halton Subdivision rignt-of-way to Pine Valley Drive with anat-graoe connection tothesouth side. Anew track i would beconstructed fioni Pine Valley Drive totheexisting CN By-pass Track at Snider West.

Table IX: Summary ofInfrastructure Costs -includes 15% engineering fees, 15% contingency and flagman costs.

Oplion2A Option 20 Option 3 (ShuttleMidday Storagetiollon) (Shuttle MlddjyStoraae RayAv (Summerhill)

Additional Service Base Case Additional Service Additional Service Additional Service Additional Service Vi« I30.tH.S50.0O i 15.969,200.00 J46.081.750.00 J30.112.550.00 115.969.200.00 $38,895,352.00 H8.788.640.00 $34,408,27000 $ S.659,630.00 Steals J 5,905,500.00 J 3.3S0.O00.O0 J1I.8S8.000.00 S 5.905.5OO.O0J J 3380.000.00 $8,980,000.00 J 3.770.0O0.O0 $ 7.23I.S00.OO J 2.028,000.00 TTr: Suixtun&CJwm S7f.SG4.0OO.UO 1/0,735.400.00 J139.089.400.00 $71,804,000.00 J70.73S.400.00 S6U04.uOU.UO $86,735,400.00 $64,454,000.00 J26.885.40o.0O Station facilities i30.07S.000.UO $ 6,900,000.00 J30.I62.500.0O $29,587,500.00 $10,350,000.00 $39,087.50000 $10,350,000.00 $23,012,500.00 J 6.90U.0QOO0 Paring l3l.BMI.eM) 00 J31.889.060 00 $31,869,060.00 $31.8529.060.00 $0.00 $22,393.32000 Tur.neli 411,875,00000 J 8,200,000.00 $25,475,000.00 J2O.3OO.0OO.OO 18.200,000.00 S2S.475.0O0.00 J 8.200,000.00 $ 6.850,000 00 J 8,260,000.00 Toial Base Case Costs $181,641,110 $105,184,600 $284,535,710 $189,578,610 $108,634,600 S225.6I0.912 $127,844,040 5160.349,590 $49,673,080 Total Additional Service 53.454,952

Uniion Commute! Rail Feasibility Kepori Mi.;:.: fjtoufl Liiiiitet! f.'fci '-ith,. • ,'OlQ Option 413 extended theconnecting track onthenorth sideoftheright-of-way toSnider West andinduded anat gradecrossing over the service on theWeston Subdivision, infrastructure costsarehigher thanthoseestimated forService Option 4 butsignificantly lower than existing crossovers at Snider West lothe CN By-pass track. costsestimated lorService Option 3. It mustbe notedthat should future development ofa Midtown corridor occur, theinfrastructure constructed to supportService Option 1wouldcomplement the newconidor expansion. Option 4A provided anoperationally preferred alignment. Itmust benoted thatCN was notavailable tocomment onthelouting orIhe infrastructure costs derived for Oplion 4.Possible construction ofa grade separation between theconnecting track andtheCN Halton Theanticipated ridership forService Option 2. isonlyslightly higher thanOption 3.Inaddition tothe infrastructures costsassociated Subdivision must also beconsidered. Such animprovement would increase thecosts estimated for Option 4 inTable IX by with Service Oplion 2, midday storage facility costs andtheincremental equipment acquisition costs toaccommodate Bolton corridor $52.4 M TableIXprovides a comparison ofinfrastructure costsbyseivice oplion. passengers onconnecting Georgetown trains mustalsobeconsidered. Atleasttwoadditional coaches loieachconnecting Geoigetoivn S c 5C g vo train would be requited to maximize sealing arrangements. The assignment ofoneMP40 locomotive to eachconnecting Geoigetown CP developed a second infrastructure plan thatcould support additional trains orcounter-flow movements. corridor train would berequired ona conventional equipment consist topiovide sufficient haulage capacity. The transfer ofBolton passengers to Georgetown trainswould leavenosuiplus capadtyto attractnewpassengers to theconnecting trains. Operational iria.IL This plan piovided adedicated single track for passenger service extending from Bolton toMount Dennis with sidings provided to facilitate passengernam meets. impacts totheGeorgetown corridor trains arenotfavourable under Service Option 2.The cooidination ofpassengei transfers Dctween the Bolton andGeorgetown conidor trains would require specific procedures to reduce stationdwell andimprove passenger loading andunloading. During service disiupuons toeither corridor service ortotheAirport Rail service, thecooidination ofpassenger transfers CONCLUSIONS would require a significant effortto reduce further service delay and passenger confusion.

Opeiating costsforOption 2B areexpected to be higher thaneither Service Option 1or4 as Service Oplion 2B would require the Both Metrolinx 'The Big Move' andtheGO202O Plans have recommended thata newcommuter rail service beimplemented onthe construction and ongoingmaintenance ofa dedicatedmidday storagefacility. Bolton conidor within ihenext IS years. The GO2020 plan defines theservice asa peak period train service opeiating every thirty minutes. Ridership forecasts indicate thatdemand exists tosupport an inaugural service consisting of3 peak trains. This level ofseivice ServiceOption3 (Summerhill) attracts the least ridersto the line under all serviceimplementationhorizonswhile it incursthe highest can bemanaged onthebase case plant proposed by CP provided that counter-flow nam movements arenot considered. This Feasibility infrastructure costs. Theinfrastructure costsestimated forService Option 3 require further analysis todetermine the location and Study assessed theinfrastructure and station facility requirements, potential ridership demand, service arrangements and associated impact ofthemidday stoiage facility. Possible sties identified werenotwithout certain social impacts thatmay preclude serious further coststo support rail service to thecommunity of Bolton overfourdifferent louting options. consideration.

The assessments for each routing oplion arecontained herein. The resultant condusons identify themost favouiable routing oplion Equipment costsare lower forService Option 3 howevei. thisisdirectly attributedto the lowerridership demand.Future potential assessed anddo notprovide a specific recommendation eitherto support ordismiss theimplementation ofa rail service toBolton. connections between the CP North Toronto Subdivision and other corridoi services must however be considered. The Summerhill service could provide connections to exisung and newrailservices on the GO Weston Subdivision andaccessto Union Station and Pearson Seivice Options 1and4 attract similar ridership toihecorridor while Seivice Options 2and 3attract significantly fewer riders. International Airport. Future Midtown conidorexpansion couldpiovideconnections to the Milton and pioposedSeaionand Locust Hill Service Option 4 provides direct rail seivice to Union Station andavoids themajority ofcapacity constraints ontheGO Weston railcorridors. Additionally, a Summerhill service could interconnect withthecurrent and future proposed services ofthe Toronto Transit & Subdivision. This option however, does not avoid thecapacity constraints entirely. Under Option 4,Bolton corridor uains would share the Commission at Eglinton LRT and the TTC subwaystationsat Spadina and Summerhill. Weston Subdivision right-of-way with theBarrie andGeorgetown corridor GO trains andthePearson Airport Rail service trains between Parkdaleand UnionStation.Bolion corridoruains wouldshare the Newmarket Subdivision with the Barriecorridortrains. Additional Bolton corridor uains would andthus, optimize theuseoftheconstructed capital improvements ontheNewmaiket Subdivision. U> infiastiuciuie Costs for Service Option 4arethe lowest ofall options estimated, however, itmust bestressed that CN has not appioved theproposed capacity improvements. Itmust alsobe noted thatcostsattributed to Bolton corridor trains foruseofthe Newmarket, Weston, USRC and UnionStationare excludedfromthe infrastructurecost estimates.

Option 4has the fewest numbei ofstations ofall options and a scheduled trip time comparable toOption 1. Based on these findings and with theprovisos that CN review and approve theinfrastructure assessment and that anassessment oftheGeorgetown corridor confirms adequate capacity exists toaccommodate theBolton corridor trains. Service Option 4isconsidered thepreferred Option ofthe four alternatives assessed. Itmust also benoted thatcostsattributed to Bolton corridor trains foruseoftheNewmarket andWeston Subdivisions. USRC and UnionStationate excludedfromthe infrastructurecost estimates.

Option 1will have themost direct impact online capacity ontheGeorgetown conidor. The addition ofthe Bolton corridor trains may bemanageable in the inaugural stages ofthe Bolton seivice however capacity limitations on the Weston Subdivision may preclude future expansion ofthe Bolton seivice. Analysis performed under the Georgetown corridor EA will determine the viability ofa Bolton

•lion (.viiuiu.U-i KB' iiity Iti-pji­ 1,11.11/ uuuil- ..i.mti •:i:ninf vo'.i. Gh-iU

Schedule B to Planning & Development Department, Policy Section Report PD-2011-019 Page 1 of 1

Metrolinx Bolton Commuter Rail Feasibility Study

Schedule B: Recommended Commuter GO Rail Station site in Bolton ft-iS Schedule 'C to Planning & Development Department, Policy Section Report PD-2011-019 Page 1 of 1

Metrolinx Bolton Commuter Rail Feasibility Study

Schedule C: Recommended Commuter GO Rail Route and Rail Stations

"»"?

¥"t&y'Bolton :i\m&$J l.kk:itiburci

..-V-/ .. ar-te Schedule 'D' to Planning & Development Department, Policy Section Report PD-2011-019 . Page 1 of 1

FIGURE 13-9: March 2009 Potential Layover Facility Location Bolton Commuter Rail - Site #L5 and Site #L6 Feasibility Study HZ GO Transit /y£\>\\/A. MMMGROUP