Georgetown to Kitchener Rail Expansion Environmental Study Report GO Transit Prepared by R.J. Burnside & Associates Limited 170 Steelwell Road, Suite 200 Brampton ON L6T 5T3 Canada July 13, 2009 File No: MTB 14877.0 The material in this report reflects best judgement in light of the information available at the time of preparation. Any use which a third party makes of this report, or any reliance on or decisions made based on it, are the responsibilities of such third parties. R.J. Burnside and Associates Limited accepts no responsibility for damages, if any, suffered by any third party as a result of decisions made or actions based on this report. GO Transit i Environmental Study Report Georgetown to Kitchener Rail Expansion July 2009 Executive Summary New or Expanded Bus Service: This alternative would involve the expansion of bus service on This Executive Summary highlights the study findings contained in the Environmental Study existing major arterial roadways and highways. The expanded service would be primarily an express Report (ESR) with particular emphasis on the preferred alternative design concept and the service to enable the most efficient travel time for inter-regional commuter traffic. In order to main issues identified during the study process. improve the frequency and reliability of bus services, transit signal priority, rush-hour reserved bus lanes or dedicated bus-only roadways / transit-ways may be considered. Additional infrastructure E.1 Why Undertake this Study? would be required to support the increased number of buses such as new bus terminals and maintenance and storage facilities. GO Transit currently operates the Georgetown peak period train service between Union Station and the Town of Georgetown. In a 2007 preliminary feasibility study which was conducted for Expand Road Capacity: This alternative would involve one of two measures. As a first approach, GO Transit, a need was identified for an extension of commuter rail service beyond the implementation of traffic management improvements could enable more efficient use of the Georgetown to Guelph and the Kitchener/Waterloo area by utilizing a low usage Canadian existing roadway networks. Improvements could include enhanced traffic signalization controls and National (CN) rail corridor. HOV lanes. However, the most effective means of increasing road capacity is by widening existing roadways and highways in order to serve increasing inter and intra-regional commuter traffic. Over the next twenty years, the expected growth in population and employment in the Gerogetown to Kitchener corridor is forecast to generate a significant transportation demand, Based upon the analysis and evaluation of alternative solutions, New or Expanded Commuter Rail which will require additional transportation facilities. At the present time, the primary Service was recommended as the preferred solution. This preference was presented and accepted by transportation mode is auto oriented utilizing highway facilities linking the corridor to the the public at Public Information Centres in Kitchener, Guelph and Georgetown. Greater Toronto Area (GTA) via the Highway 401 freeway corridor and Highways 6, 7 and 8. To a lesser extent, VIA Rail and inter-regional bus providers accommodate inter-regional E.3 Corridor Demand for Commuter Rail Travel travel by public transit. GO rail passenger volumes in the study corridor between Georgetown and Kitchener are forecasted to E.2 What is the Preferred Solution? be in the range of 2,300 to 5,000 daily trips in the short term (2011) and approximately 9,000 to 16,000 daily trips in the long term (2031). Of note is the relative high passenger demand on In accordance with good environmental practice, an evaluation framework was developed to commuter rail between Guelph and Kitchener. Overall, these numbers are reflective in attracting analyze various alternative solutions including: approximately 65 percent of the potential ridership via park and ride, while the remaining 35 percent are expected to arrive at the GO stations via local transit, walk-in or cycle. “Do Nothing” Alternative: This is a mandatory alternative for consideration under the GO Transit Class EA, as it serves as a reference point for comparing other alternatives. The “Do E.4 What Alternative Design Concepts were considered? Nothing” alternative would mean no improvements or changes would be undertaken to address the problem. This existing mainline track would continue to be used by freight and Following the identification of the preferred alternative solution, alternative design concepts for passenger (VIA) rail traffic. station sites, a train layover facility and track improvements were undertaken. The alternative station and layover sites were assembled in an evaluation matrix, which included natural environment, Transportation Demand Management: This alternative would involve the implementation of social/cultural environment, economic considerations and technical factors. This matrix was used to strategies or policies to encourage commuters to use alternatives to traveling alone (ie. select the preferred alternative design for stations and a train layover site. education through marketing). Some of these strategies could include High Occupancy Vehicle (HOV) and Reserved Bus Lanes (RBL), area traffic/transit signal priority, parking The following nine alternative station sites were considered for evaluation: management, congestion pricing, ridesharing, land use density increases and telecommuting. Construct a new station in the Acton area either at the Hide House (1) or near Dublin Line (2); New or Expanded Commuter Rail Service: This alternative would involve the expansion of Construct a new station in Guelph area either near Watson Road (3), downtown Guelph VIA Rail rail service from the Georgetown GO Station to the Kitchener area. This alternative would Station (4), or the former Lafarge pit property (5); and, include construction of new commuter rail stations, corridor rail line improvements, and Construct a new station in Kitchener/Waterloo Region either near Greenhouse Road (6) or Fountain layover site in the western extremity of the study corridor to provide required train service to Street (7) in Breslau, downtown Kitchener VIA Rail Station (8) or Ira Needles Boulevard (9) on the the Kitchener/Waterloo area. Current GO commuter rail service would be expanded within west end of Kitchener. the study area, providing opportunities for increased ridership to/from the Greater Toronto Area (GTA) and within the expanded corridor. GO expansion would make use of the In addition to these alternatives, improvements to the existing Georgetown GO Station were also currently underutilized rail corridor. proposed. R.J. Burnside and Associates Limited MTB 14877.0 14877_Rail Expansion ESR.doc 7/13/2009 3:15 PM GO Transit ii Environmental Study Report Georgetown to Kitchener Rail Expansion July 2009 Acton – Hide House: The Day 1 scenario will involve the construction of a south platform and station Of the alternative station sites evaluated, and in addition to the proposed improvements to the building, parking area for 200 cars, bus bays and a kiss and ride area. Future improvements at this existing Georgetown GO Station, the following were identified as the preferred alternative station will involve the construction of a north mainline track and north side platform together with sites for Day 1 GO train service: stairs, elevators and tunnels. Due to track curvature, the future north side platform would require that either the Queen Street at-grade crossing be closed to all road traffic or GO Transit solve the site line Hide House site in Acton; issue by some other means. Downtown VIA Rail Station in Guelph; Greenhouse Road site in Breslau (Woolwich Township); and, Guelph – Downtown VIA: The Day 1 scenario involves refurbishing the existing north platform and Downtown VIA Rail Station in Kitchener. alterations to the existing VIA Station to accommodate a GO ticketing area, the easterly extension of the existing north platform and the construction of a south side platform, and a potential The following six alternative layover sites were considered for evaluation: reorganization of the VIA parking area along the north side of the mainline track to accommodate GO kiss and ride patrons. In future, this station would be further upgraded to provide stairs, elevators and Greenhouse Road (1) and Fountain Street (2) in Breslau; tunnels to facilitate platform access. In addition, the City of Guelph plans to convert the Neeve Street Ira Needles Boulevard (3) on the west end of Kitchener; and, parking lot into a multi-storey parking garage, which would accommodate the initial park and ride demand for the Guelph GO station. As well, the City of Guelph is planning to incorporate a transit Petersburg (4), Sandhills Road (5) and Nafizger Road (6) in Wilmot Township. terminal into the existing VIA Station site. Of the train layover sites evaluated, the Nafziger Road site was identified as the preferred Breslau – Greenhouse Road: This site is designed to accommodate the Waterloo Region’s park and alternative. ride demand. The Day 1 scenario will include a station building, north side platform, bus bays, kiss and ride and parking for 700 vehicles. Future plans for this site accommodate a south side platform, With respect to track improvements, discussions were held with CN Rail, Goderich Exeter Rail construction of stairs, elevators and tunnels, and an expansion of the parking area