HomeMy WebLinkAboutCAO 06/004`,�y OF P/p�
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REPORT TO COUNCIL
FROM: Thomas J. Quinn DA'I'E: May 3, 2UU0
Chief Administrntivc Officer
REPORTNUMDGR: CAOOG-00
SUBJECT: Grcater Toronto Services Doard
- Draft Stmtegic Transportulion Plnn -- Removing RoaJblocks
- File: IG 3200
RECOMMENDATION:
l. Thut Report to Council CAO 06•00, conceming the Drafl Strategic Transportation Plan
prepsued on bchnif of the Grcatcr'foronto Services Board, lx rcceived for information.
2. Thnt the comments contnincd in Rcport ta Council CAO 06-00, including Atwchment
No. I, be fonvarded to the Grcatcr Toronto Services F3oazd ns thc City of Pickering's
commenis on the DruR Slmtegic 7'mnsportution I'Inn and Rccommended Actions for
implcmcnting ihe Plan.
ORIGIN: Mnrch 3, 2000, rcsolution enJorscd by thc Grcater Toronlo Services �onrd (GTSQ)
rcqucsting (umong othcr mmtcrs) that mcmbcr municipalilics commcnt on the draft
GTS� Strutcgic Transportation 1'lan nnd RccommenJcd Actions by Mny I5, 2000.
AUTHORITY: Thc hl�mtcipul Acr, R.S.O. /990
FINANCIAL IMPLICATIONS:
Nol npplicablc
EXECUTIVE SUMMARY:
In Mnrch 2000, lhc GTSII rclensed far comment a draft Stratcgic TronspoAation Pinn entiAcd
"Removing Roadblocks" nnd a scl of Recommendcd Actions. A tcam including stnff from the
Oflicc of the Chief Administmtive Officcr, thc Planning and Dcvclopment Dcpartment anJ ihc
Transit Services Division, in consultntion with Councillor Orenncr, rcvicwed thc matcrinl.
This Report to Council summurius the GTSB druft Plnn and Rccommended Actions, and
provides stnff comments. In genernl, thc conclusions and rccommcndntions gcncrally confomi to
earlicr positions of Council, nnd Ihc City's o(iicinl plan policics. As such thcy can bc supporiccl
in principlc, ulthough in many instnnces furthcr clurification, work nnd consullation is ncccssnry.
It should also bc notcd that onc of kcy dircctions proposcd by thc GTSD (thnt bcing to cnhnncc
public tmnsit usnge) hns also becn un angoing inilialivc of Pickering Council. Ovcr the p;ist few
ycars, Pickcring has sup�wrtcd thc intcgmlion of tmnsit scrvicc across municipalitics, is n strong
proponcnt of tmnsil funding pnrtncrships, and has mndc significant progrcss on proviJing an
efficicnt nnd affordablc locnl trnnsil scrvicc.
Report to Council CAO 06-00 Dale: May 3, 2000 113
Subject; aTSU Drnft Stretegic Transportntion Plnn p��� Z
BACKGROUND:
At its meeting on Murch 3, 2000, thc Greatcr Toronto Scrvices DoarJ (GTSD) omended anJ
opproveJ Cluuse 1 oFTmnsportation Committce Reporl No. 8. Among ihe ilems included in that
Clnuse was n rcquest lhat member municipalities commcnt on a GTSD Stratcgic Transponation
Plun dnled Jununry 2000 (entilled "Rcmoving Roadblocks To Continucd Gconomic ('rosperity
For the Greuler Toronto Area, Oninrio and Cunudn") anJ to review nnd comment on forty
Recommended Actions.
Municipnlities werc nlso askcd to provide an opportunity for locnl stakeholders to rcview anJ
comment on the Report and Recommended Actions.
A team involving stntf from the Office o[ the Chief AdminisValivc OfTicer, the Tronsit Services
Division, and the Planning and Develapment Department, in consultatian with Councillor
Brenner, undertook a review of lhe Removing Roadblocks documenl nnd Uie Recommendcd
Actions for implementing the document. As wcll, notices were placcd in thc local newspaper
nnd on lhe City's website ndvising of thc uvuilability of the GTSD documents. Members of the
public were encouraged to comment either directly lo thc Ciry or to thc GTSD.
As of thc datc of this Report, two cammcnts havc bcen reccived by the City Gom membcrs of thc
public. One comment nrtivcd by e-mail and Jcalt primarily with thc inadequacy of parking
facilities at thc parking GO Train slation sitc, and Ihc nccd to improvc access to and from the
site. The other comment was rcccived by telcphone from Revcrcnd Glen Drown of the
Dunbadom�nirport Uniled Church. Reverend I3rown supportcd the position that fuwre
lransportation expenditures should be directcd primarily loward public transit and related
improvements, not townrd expansions to Ihe GTA highwny nnd road netwark.
This Report to Council is argnniud into t�so Parts. Part One summarius and provides
comments on the Removing Roadblocks documcnt. Purt Two providcs gcncrul comments on thc
faAy Recommcndcd Actions for implemcnting the document. Altachmcnt No. I to the Repon
provides delniled stn(F comments on each af the forty Rccommcndcd Actions. Attnchmenl No. 2
is n copy of thc GTS6's Removing Roadblocks documcnt.
Part One: GTSB Draft Straleeic TransnoNation Plan — Removine Roadblacks
The Removing Roudblocks document is intcnded ns the basis for developing a coordinated
transportation system in the Grcater Toronto Area (GTA) nnd IiamilWn-WentwoAh (H-W), nnd
for discussing patenlinl funding partnerships. It is considered a stnrting point for morc detailed
planning on speciftc transportulion facilities nnd relutcd GTA-widc transportation initiatives.
The Removing Roadblocks document focuses on five key elements.
1. Tranait i� the key to reducing congestion, capecially during rush houn.
Grcnter transit use will Gee up road capaciry, nnd this will bring about a numbcr of dircct and
indirect benefits, including efficient goods movcmcnt, cicnn nir and rcduced urbnn sprn�� ,.
The proposed CTA transit network outlincd in thc JmR Plnn builds on thc cxisting and
commitled GO Transit commuter rnil syslem nnd Ihe TTC's subwny and athcr mpid tmnsit
scrvices. It ulso includes thc patcntiul for new GO Trunsit commuter mil scrviccs nlong a
numbcr of new corcidors including extcnsions thut a�ould cveuwally bring scrvicc into thc Scuton
area of Pickcring, making use of existing mil corridors.
Repon to Councii CAO 06•00 Uate: May 3, 2000
114 Subject: (iTSB Uraft 3tralegic Transponntion Plun 1'agc 3
As well, o numbcr oF GTA °lransit cortidors" am identiftcd (canceptuully), incluJing a corcidor
along Highwuy 7/407/fnunton RonJ. Trunsporwlion "ccntrcs" arc nlso recogniud as im�wrwnt
elements of the tratispurlation network. Key siles include Union Station, the terminus of cach
subwuy line, und other locations within Ihc GTA whcrc transit corridors mcet onc suiother or
where they mcet GO ruil lines. Pickering is refercnccJ as one of the transpottation centres. "I7ie
Removing Roadblocks documenl nlso notes thc imporlancc of cnhanccJ GO bus servicc
operating on ronds, unJ the neeJ to establish a nctwork of prioriry tmnsit routes.
2. Tron�it muat become n much more attractive option tor travellero.
Becnuse of the impoAUnce of lransit to the ovcrall efiecliveness of thc transportation nctwork, it
must be fust nnd convenicnt, nnd must providc Jirccl conneclions lo places people want to go.
To help make transit more nttractive, the Removing RoaJblocks document calls for a numbcr of
GTA-wide initintives, including integmtcd transit fares, intcgratcd customcr information,
intertnodnl integration, and coordinated decision-mnking (e.g. the establishment of a GTSD
trnnsit coordinating gro�p).
3. Our economic future depends on the e�cicnt movement of good� and services.
Delays caused by congestion inhibit thc GTA's economic competitiveness and add significantly
to Ihc cost of moving goocis ncross nnd through thc arca. 1'hc Rcmoving Roadblocks document
idcntifies a GTA goods movement nelwork comprising exprcsswuys anJ rail routes across the
GTA. The documcnt also lists a numtxr of ineasures thnt support goods movcment, including
priority lunes, ofT strcet loading and parking provisious, anJ efficicnt incident management
systems.
d. We need to use our cxi�ling as�ets efficicntly.
Optimizing thc existing tmnsporlation infraswclurc oflcrs thc most cost•clTcctivc wny to cxpand
cnpacity. Expansion of transit lincs and roads will only bc cl'fcctivc if 1hc existing systcm is
preservcJ and uscd in nn aptimal way. In lhis regard, thc Removing Roadblocks documcnt
mukes a numbcr of suggestions, including:
• the preparation of nsset managcmcnt pinns;
. the necd for tra(fic management measures including compulcrized signagc lo
infortn drivcrs of upcoming tmtTic conditions; and
. thc nced to examine transportation dcmand mnnagemcnt techniyucs incluJing
telccommuting and flexiblc work hours, commuter parking lots, ridcshnrinEt
programs, pazking policics and stratcgics, nnd pricing strntcgics including road
tolling.
5. Implementation must be phaaed.
In light of funding rcalitics, nnd to takc full udvantagc of existing inGastructurc, thc GTSD's
dmR Strntegic Transportation Plan is dcsigncd to be implemcntcd o��cr time and in n progrcssi��c
manncr. Although implemcnmtion must bc phascd, ull parls of thc lronsportntiun net���ork arc
considcred to bc importnnt, including GO rail and bus scrviccs, othcr rapid transit scrviccs, locnl
trunsit scrvices, urtcrial roads and cxprcssways.
STAF� COMMENTS: . .
Pickcring Council ovcr Ihc pnst numbcr of ycurs hns lakcn a��nricry nf initiativcs thn� arc
gencrnlly consistcnt with Ihc dircction und recommcndalions scl out in thc Rcmoving
Rondblocka documcnt.
Report to Council CAO 06•00 palc: May 3, 2000 115
Subject: GTSB DrnR SUategic Tronsportutian Plan pege 4
The Removing RoaJblocks document cnvisions a wel) pinnned public ironsporintion system that
would allow GTA rcsidents to enjoy access to fast, reliuble nnd dirccl bus, light rnil, subway und
commuter trnin systems for unvel within Ihe GTA and surtoundinb arco. Farc payment systcros
wouid be convenient and consistent and trnnsfers would be timely nnd occur only when reyuired
For opemtional efficiency. Access to route nnd fure information would be centrali•rxd and
meusures such ns priority signnis for trnnsit vehicles and exciusive bus lancs in plunned transit
cortidors would encournge higher use of public systems.
The City's oflicial plan coninins policies establishing nnd promoting a transponution system for
people nnd goods movement thnt ofTers n rangc of travcl choices, und compriscs an intcgralcd
and uccessiblc network uf tmnsportation cortidors, lhe main objectives af thc Plan includc:
e�cient use of infrnswcturc; support for a balunced system for automobiles, pedestrians,
cyclists, the disnbled, public transit, and taxis; nnd the movement of goods and services by a
logicul network of ronds. The officinl plan also contains a policy Cor the urban system to
"encourage altematives to the private nWomobile for moving uround and through thc urban
arca" Other policics in the official plan suppoA both lhc general principles and many of the
demiled initiatives contnincd in thc GTSD's dmfl Stratcgic Transportation Plan.
In 6lurch 2000, Council passcd Resolutian �30I00 cndorsing thc rccommcndntions contained in
the rcport "Co-operation and Conscnsus: Rutionalizing Tmnsit Scrviccs in thc Hwy 2/ Hwy 401
Corridor' prepared by GNTRA Consultants. This rcpoA is cansistenl with thc rccommcndations
of the draR Stratcgic Plun in tenns of rccognizing thc nced for scamless public tmnsportation to
access thc GTA, ns wcll as thc nccd for coopemtion lxlwcen locnl service pmvidcrs and GO
Trnnsit to mnkc morc cffectivc and enicicnt usc of existing resources.
The general message of the Removing Roadblocks document is also in kecping with a major
industry initiativc "Thc Toronto f'rotocol" signcd at thc UITP/CU'fA confcrcncc hcld in Mny
1999. Thc Protocol was endorscd by thc Canadian Urban "fransit Association in conjunctian
wilh the Intemational Unian of Public Transport unJ thc American f'ublic 7'ransit Association
wilh rcpresentntion from 79 countrics. Thc protocol statcmcnt was dcsigncd as u bcnchmark for
political decision•making with the goal of achicving livable communitics and the sustainablc
devclopmcnt of public transportation.
There exists a Jegrce of support for the �sition nnd conclusions set out in the Removing
Roudblocks document. Dut clenrly, n significant shiR Gom privntc uutomobiles to public transit
will not occur quickly (if nt ull) without action on a numbcr of Gonts. This is parliculurly truc in
suburban communities such us Pickering, where n multi-facettcd stmtcgy «�ould nced to bc
adopted. The strategy �vould not only involve incrcased funding far public transit (particulnrly
from the provincial and fedcral Icvels of govemment), but also incrcasing urban dcnsitics to
mnkc transit servicc more cost effective. Of particularly importmuc is the nced to coordinntc
land use, infraslructure and servicing dccisions to ensurc the trunsit network is supportcd by
higher density developmcnt in kcy locations, such as Pickerir.g's downto�m.
Also, the GTSB's dmR Strotcgic Transportnlion Plnn provides only a geneml Icvcl of
infortnntion and dcmil. Transportntion cortidors and gatewnys, for exnmplc, necd detailcd
clorificution in lcrms of nctual location, timclines for dcvclopmcnt and funding issucs. llusc
detnils should be developcd in consultntion with membcr municipalitics so thnt thc impacts of
thcsc initintives on local transportation, Innd usc nnd financial planning mnttcrs can bc nccumlcly
ussesscd.
Implcmcntation af thc dmfl Plnn may ulso bc problemutic. It will rcyuirc a tmnsportntion
investment pnrincrship involving thc fedcral, provincial und municipul go��emmenls nnd thc
privutc sector. To datc, littic commitmcnt hns bccn sho�m, particularly front Ihc provincial nr
fcdcml govcmmcnts in support of public Irnnsit. Anathcr importnnt chullcngc ��•ill bc to build
public consensus on a GTA Tmnsportution Plan. Tlurc is litlle cviJcncc Ihut thc gencml public
is prcparcJ to cmbrucc public trnnsit in uny significunt wny. Unforlunalcly, tmtlic congcstiun
muy hnvc to ge1 subsluntiully worsc (anJ tmnsil scrvicc substantinlly bcttcr) bcforc «'c scc n
significanl shifl from using privntc automobilcs lo using public trunsit.
Report to Council CAO 06•00 I)atc: May 3, 200p
11 � Subjcct: oTSU Dmit 5tmtcgic Transportution I'lan I'nge 5
Part Two: RecommenJeJ AcNona for Imnlemenling Ihe Dr�ft Slrateetc Plan
Thc GTSO idenlified for diswssion, forty "RecommenJcd Actions•" to implement the drafl
Slrategic 'Prnnsportalion Plan. Stnll's commenls on cach ol' Ihe forty recommcndations arc
contnined in Alluchmcnl No. I to Ihis Rcport ta Council.
The Recommendcd Aclians dcal with n wide mnge of iransportnlion issucs including planning,
funding, transit, artcrial roads and Gccwnys, tmffic mnnagcmcnt, anJ implcmentation. Togcthcr,
they provide n rcnsonnble progrum to move Ihc Trnnsportation Plan fonvard. 'I�he actions arc
genemlly consistent wilh the vurious resolutions unJ directions of City Cuuncil, including the
policics of thc Pickcring OtTiciul Plan, und lhcrcforc in gcneral, can bc supportcd.
A number of the Recommendcd Actions nre for implcmcntation as part of the G"fSB's ?OUO
work progmm. Other actions nre rccommendcd for implcmemntion over the next 2 to 5 years.
Given thc nmounl and sco� of work idcntificd, it may bc an o��crly ambitious �cork program.
Virtually cuch action requires coordination bet�ecen u varicly of municipal, regional and
provinciul jurisdictions. Any one activily could consume cxtensiec staff timc to participate in
discussions, and to rcview und report on ihe various initiatiees. While the issucs are imponant, it
mny be unrcalistic to expcct staff to be able to de�•o1c as much time as «•ould tx rcquircd to act
on thc rccommcndations, ��•ithin ihc timclines that arc pro�wscd.
Neverthcless, lxcause muny of Ihc Recommended Actions coulJ have polentially significant
locnl implications (particularly with respect to cumnt and capital buJgets for Iransit and othcr
trunsportation inGastrucWrc), I'ickcring must ln prepared lo participatc in fmurc discussions.
Accordingly, ��c shoulJ rcscrvc �hc righi to providc furthcr cammcnls an dctails as thcy cmergc.
Thc bottom•linc, ultimatcly, may bc transit funding (or lack thcrco�. Undcrlaking many of thc
initiatives (such as road, mil or Imnsit slation canstruclion, o�xrulion of imerrcgional transil
service) will rcyuirc significant ex�xnditurcs over �he long icmi. hi thc absence of a funding
stmtegy with a securc source, Ihe�e is a��eq� rml concem Ihal Ihe plans and slrategics ��ill end up
on n shclf. Priority cl%rt should bc dircctcJ to Ihc issuc nf addilional fundinE for transit
scrvices.
Work should Ihcrcforc continuc on thc G'fA/11-1V Tr�nsportation FunJing Strateg}•, «•hich ��•as
adopted by the GTSD in Octolxr 1999 and reaflirmed in Fcbruary 2000. [3uilding on thc
Transportntion Accord nnJ thc collatwration cstablishcd «�ith thc fcdcration of Ontnrio
Municipalitics und othcr municipalitics, iniliati��cs should lx undcrtaken to furthcr the
devclopment of partnerships for investing in transporintion inGastructure. 'I�he proeincial and
fedcral govemmenls must bc engaged in an im�cstmenl partncrship in truns�rlation.
FuAhcr, in ordcr lo mo��c thc GTA 'fransportution Plan fonvard, considcrablc ��•ark is nccded
over an extcnded period of timc, by a numbcr of groups nnJ organi•r�tions. 'llic GTS[3 is
idcntificd us nn implementing parincr on most initiatives. Yct, many of thesc initiati�•cs appcar
�o bc bcyond thc currcnt mnndalc of thc GTSU. This nccJs funhcr clarificalion.
And finally, it mny bc rcasonablc lo start with n coorJinatcd packugc uf shurt-temi, low ms�
aclions (such us identifying spccific roads for ���iJening, und adJrcssing caisting tra0ic
botdcnecks to allo�v carly implementntion of priorily measurcs in sup�wrt of Imnsiq. ShnA-ICmi
succcsses may bc nccJcd to build momcntum for thc I'lan anJ gencndc public nnJ stakeholdcr
intcrcst unJ suppott for longcr-tcrtn, morc cosUy progmms.
RepoA to Council CAO 06•00 Dute: May 3, 20Q0
SubJect: dTSO DmR Slrotegic TmnspoAadon Plan I'age 6 117
ATTACf IMENTS:
I, GTSE3 RecommenJed Actions and Swff Commenls
2. GTSE3 JmD Stmtcgic Trunsportution Pian — Rcmoving RoaJblocks
Prcpnred By: Approvcd / Gndorscd 13y:
/
i` �
Thomas E. cl uk o J. Quinn '
Division Head Chicf Adminisirative Officcr
Corpomte Projccts nnJ Policy
TM:
Attnchmcnts
Copy: Dircctor, Planning nnJ Ucvclopmcnt
Dircctor, Operations unJ Cmcrgency 5crviccs
Manngcr, Transit Scrvices
Rccommendcd for thc considcration af
Pickcring City Council
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126 �T� � TO REPOATA�CAO Ob-oo
�� ms 3�
Removing Roadblocks
To Continued Economtc Prosperity
For the Greater Toronto Araa, Ontario and Canada
A Strategic Transportation Plan
For the GTA and Hamilton-Wentworth
January 2000
�n�dw�Nt�r�TOF�optrS� c�•o� 127
, �a o� 3�
A 3trategic 7Yaneportatlon Plan
Tliis plan addresses improvements to the major clemcnts of the
transportation nctwork of tlic Grcatcr Toronto Area and Hamilton-
Wcntworth in order to enhance thc movcment of pcoplc, goods anJ
services through and throughout the region. Municipalities, transit
operators and othcr stakeholders will continue to address transportation
and infrastructure improvements of a more local nature.
Transportation solutions of regional sig�iificance are tl�ose tl�at will reducc
congestion, optimize the use of e�tisting infrastructure, protect the natural
environment and human healtli, support a desirable urban structure, bc
cost efTective, and benefit interregional travellers.
This plan is a first step in acl�icving a transportation nctwork tliat will scrvc
prescnt and futurc nccds in a way that will maiutain our enviable quality of
lifc and will support continucd cconomic growtl� for tlic bcncfit ofall
residents of the GTA and Hamilton-Wcntworth and thc people of Ontario
and Canada. It is tl�e basis for co-ordinatcd transportation planning and
tl�c basis for discussions witli potcntial funding partncrs.
Implementation of this plan will rcquire a transportation invcstment
partncrship involving tlic fcdcral, provincial and municipal governmcnts
and the private sector, The Greater Toronto Services Board is working
witlt a widc range of public and privatc scctor organizations in pursuit of
sucli a partncrship.
The GTSB is responsible For co-ordinating decision making among tlie
municipalitics of thc GTA. With respcct to GO Transit, thc board's
responsibilities also includc thc Region of Hamilton-Wcntwortli.
128 ATTACHMEMTi�TO REPORT�S'� Olv•c3C�
�30� 3�
A Strateglc 7Yansportatiop Plan
For the Greater Toronto Mea aud 8amilton-Wentworth
Table of Contents
Introduction
Why A; ransportation Plan Is Necessary
Growth
Goods Movement
Moving People
Land Usc
Global Economy
Mnp 1: Ln��d Use Paf�ems
A Strateeic Transaortation Pian
1. Transit Is Fundamentai
A Transit Network for thc GTA and H-W
Ma� 2: CTA Transit 1'Inn
Enhancing GO Rail Scrviccs
Union 5tation
GTA Transit Corridors
G'CA Transportation Ccntres
GO Bus Scrviccs
Transit Priority Routcs
Connections to Pcarson Airport
Integratcd Planningand Staging ofServices
2, Co-ordinated Transit
A Fast and Convcnicnt Choicc of Travcl
Co-ordinatcd Transit in thc G'I'A and H-W
Integratcd Transit Fares
Intcgratcd Customcr Information
Intcrtnodal Intcgration
Planning and Dclivcry of Higli-Ordcr Transit
3. The Movement of Goods and Services
A Stratcgic Goods Movcmcnt Ncnvork
Map 3: A CTA Coods Movcrncnt Nr�work
Page 1
Page 2
Page 2
Pagc 3
Page 3
I'age 4
Page 4
Page 5
Pagc 6
Page G
Page 7
Pagc 8
Pagc 9
Pagc 10
Page 11
Page 11
Page 12
Pagc 12
Pagc 13
Page 13
Pagc 13
Pagc 14
Page 14
Pagc 15
Pagc 16
Pagc 16
Pagc 17
ATTApIIYI �.�YOREPORT��Ob
��1 oi 3'g.
4. OptimizingExisdngAssets Page 19
Asset Management , Pagc 19
• Traftic Managcment Page 19
Transportacion llemand Management Page 20
5. Phased Implementation Pagc 22
Protcction of Future Corridors and Sitcs Page 22
Frcight Rail Rationalization ' Pagc 23
Service Implementation Pagc 24
Consultation Page 25
Public Invitation for Submissions Pagc 25
Focus Groups Pagc 25
Expert and Staft'Workshops Pagc 26
Ncxt Steps Pagc 26
Appendix A: Background Pnge Al
Guiding Principles Pagc Al
Vision Pagc A2
Objcctives Page A3
Manage GTA Travcl Dcmand Pagc A3
Optimize Use of All Elcmcnts of tlic Ncavork Pagc A4
Accommodatc Additional Growth I'age A5
Background Papers
Fivc background papers havc bccn publishcd in support of this rcport and
are availablc from thc GTSB:
A Summary of Rcccnt Transportation Studics
Congcstion and Economic Compctitivcncss
How Co-ordinated Transit Can Rcducc Congcstion
"i rcnds and Cl�allenges
Currcnt GTA OE�icial Plans
Editorlal Support by Bob Strupal
Cover Photography by Chrls McCallan
Illustraled Maps by Teco Rodrlques
V
� d �
123
A1T i o? TO AEPOAT�S,�.�-�
130 �5 0�` 35
or dccades tl�c economic wcalth gencratcd by thc businesscs and
industrics of thc Grcater Toronto Area has produccd an cnviable
qualiry of life Cor us, and has contributed significantly to thc
overall prosperiry of thc rest of Ontario and Canada.
Buc all of that is endangcred, becausc thc transportation system
serving us in the GTA and Hamilton-Wentworth today is not kceping pacc
with growth.
Economic growth in thc GTA and Hamilton-Weutworth is vital tu
our welfare and to the welfare of d�e provincc and the country. Without
eFCicient and cost-eEiective transportation for pcople, goods and services,
continucd economic growtlt can not be sustained.
lutroduction
Thc GTA is at a crossroads — a cougcstcJ crossroads in immincnt
danger of gridlock. We have been blessed witl� one of Notth America's
finest transportation networks and strongest transit systems; but in recent
years our rransportation systcm has failcd tu kccp pacc with demand and
today is wocfully unprcparcd to mcct our prescnt or futurc nccds.
This rcport calls on all mcmbcr municipalitics of thc Greatcr
Toronto Scrviccs Board, thc provincial govcrnmcnt and thc fedcral
govcrnmcnt to act togctlicr and to act immcdiatcly. Thcrc havc bcen
numerous studics and numcrous rccommcndations in rccent ycars. What
tlicre hasn't bccn is a collcctivc decision and co-orJinatcd action to tacklc
thc challcngcs and implcmcnt solutions.
I3clow we proposc a stratc�ic transportation plan that can bcgin ro
mcct prescnt nccds and accommodate thc forccastcd growth in population,
jobs, travcl and goods movcment within and dirough the GTA and
I-Iamilton-Wcnnvorth.
Our focus is on those cicmcnts of the transportatiott network and
infrastructurc tliat are neccssary to improve rcgion-widc mobility; and our
emphazis is on integrating various modcs of personal travcl and goods
movemcnt, including private automobiles, buscs, strectcars and subways,
commutcr trains, airplancs and ships.
GTA SUaleple TrannpoAeGon Plan - Pape 1- January 2000
ATT MENT��TOAEPORT/S�av-Oo
��°o� 3`� 131
WbY A 7Yansportstlop Plan Is receasary
Congestion in the GTA and Hamilton-Wcntwonl� is estimated
already to Uc costing �2 billion a ycar duc mainly to dclays in truck
deliverics. Truck transport accounts for almost 75 per cent of goods
movemcnt in thc arca, worth morc than $70 billion annually, which is
morc than Montrcal and Vancouvcr combincd.
Transportation costs can account for as nmch a 15 per ccnt of thc
final cost of finisl�cd products and represent almost 5 per ccnt of Canada's
rcal domestic product.
Congestion imposcs additional economic, social and cnvironmcutal
costs that arc Icss easily quantified but equally dcstructivc, including
increascd fucl consumption, increascd numbcrs of accidents, slowcr
response time for emergenry vehicles, increased air pollution, increased
rnaintenance and rehabilitation of infrastructure, and lost economic
opportunitics as peoplc and goods are ticd up in travcl.
And the consequences atl'ect tl�ose living well bcyond our clogged
roads. 1'lic GTA and I-Iarnilton-Wennvonl� today gencratc about onc-fifth
of Canada's gross domcstic product and about I�alf of Ontario's. Indccd,
our role as ehe economic en�,rine of the province and the country has every
prospcct of cxpanding as thc GTA assumcs a grcater rolc as a global city-
rcgion.
Wc arrivcd at our currcnt statc of congcstion — 70% of frccways at
almost total capacity during rush hours — for a numbcr of rcasons. Iviany
of thc forccs allccting thc arca and its transportation nenvork originatc wcll
bcyond our bordcrs and somc wcll bcyond Canada's sliores.
Growtl�
Thc GTA and Hamilton-Wcnnvorth havc bmown stcadily in rcccnt
dccadcs rcaching a 1996 population of morc tl�an fivc million. For thc past
quartcr century wc have added the equivalcnt of the population ofAjax
annually, and tl�c pacc oCgrowth is cscalating, By 2021 thc population of
:l�c GTA and Hamilton-Wennvorth will cxcccd sevcn million and we will
rcprescnt almost onc-fifth of thc Canadian population.
G7A 54ateplc Troneporlalbn plen - Papa 2- January 2000
ATTA�IEMT�.�TO AEPOAT�� �oo
132 . ��_�o� 3g
Population growtli is fuellcd by job growth, u tl:c GTA assumes its
rolc as an intcrnationa) ciry-rc�ion. In 199G thcrc wcrc �bout 2.8 million
jobs in tl�c region. By 2021 tl�crc wil) bc morc than four million.
Goods Movement
Por most of our liistory, busincsscs and industries in thc G'CA and
Hamilton-Wcntwonh produced },roocls and scrviccs to bc sold to othcr
provinccs or clsewhcrc in the �vorld. 'I'oday, duc to Nortl� Amcrican frcc
tradc agreemcnu and a changing world cconomic ordcr, 90 per cent of
Ontario's exports arc destined to the United Statcs.
Morc than half of all Ontario cxports g�� to N,icliigan, Ncw York,
Ohio and Illinois alonc. Our major markcts, and our major supplicrs,
today and in thc foresccablc future lic witl�in a few liour's drive south,
along kcy tradc corridors crossing che border. Tf�at's why an estimatcd 75
per cent of the value of our Ontario cr�pons to dic U.S. arc by truck and
about 83 per ccnt of our imports from thc U.S. arc by truck.
Movine People
Morc pcoplc and morc jobs mcan morc travcl — witl� avo million
ncwcomcrs ovcr thc next nvo dccadcs, thc GTA and I-lamilton-
Wcnnvorth will scc morc than four million vchidcs making 15 million
trips a Jay. E��cn though CO Transit carrics 38 million passcngcrs a ycar
and can not meet total demand today, ot�icials predict demand will double
by 2021.
13ut it's not jusc volumc that has to bc addressed. 'Cravel pattenu arc
shifting. Morc and morc pcoplc livc in thc suburban GTA ('foronto's
sliarc of thc to�al population will fall to about 37 per cent by 2021) and
morc and morc companics arc choosing ro locatc in thc suburban rc�ions
(by 2021 Toronto's sl�arc of total jobs will Call to about 45 per ccnt).
Tlie consequcncc is tliat most of thc �owtli in travel will not bc
from tl�: suburbs to the dowutown core, buc from ouc suburban centre to
anotl�cr. Givcn tl�at travcl in tlic suburban GTA toJay is ovcrwhclmingly
by private auto, and givcu tl�at our major public transit routcs arc dcsigncd
to movc pcoplc to and from downtown'Coronto, tlre trcnd is toward rnorc
travcl by car.
GiA SUalepb Trenaporlalbn Plan - Pape 3- January 2000
ATT MENTt�TOREPORT��QC�(c��' 133
�� o� 3i
Because thcre is limitc spacc for tltc massivc road cxpansion this
suggests, the result of relying solely on road cxpansion to mcct Cuturc
travel dcmand is surc to be gridlock. Clcarly, a major challcngc will bc to
develop a GTA-wide transit nctwork that shiRs travcl pattcrns Gom cars to
transit.
Land Use
Ovcnvhelming rcliancc on travcl by car tl�roughout most oCthc
GTA ouuide of die ceutral area of thc Ciry of Toronto is thc incviwble
consequence of low-densiry housing development, where jobs, shapping,
entertainmcnt and othcr amenitics arca seldom within walking distance of
home.
If public transit is to play a greatcr role in moving pcoplc in the
suburban GTA, land usc pattcrns �vill have to changc to higher Jensity
models that make transit service cost eft�ective. This has already begun ro
liappen i�i areas such at the North York, Scarborougl� and Mississauga city
centres.
Municipal ofkicial plans identify centres and corridors for more
inrensc dcvclopmcnt and thc high qualiry transit for thcm to bc succcssfi�l.
I Iowcvcr, thc transportation and land usc pattcrns that havc cmcrgcd in
rcccnt ycars do not fiilly itnplement thcse plans.
Thc transporcation systcro sct out in this rcport supports caisting
oE�icial plans, but that alonc is not cnough. LanJ usc, infrastructurc and
scrvicing must bc co-orJinatcd to cnsurc tac trausit nctwork is supportcd
by higher dcnsity dcvclopmcnt in kcy locations. A G1'A Growth
Managcmcnt Stratcgy should bc prcparcd to co-ordivatc planning and
pliasing of land use, transportation and infrastructurc bcyond 2021.
Land usc pattcrns across thc GTA and I-i•rmilton-Wcntworth arc
closely rclatcd ro thc transportation ncavork. Map 1 shows thc urUan arca
and key grccnland arcas as currcntly dcsignatcd in o�cial plans.
Global Economv
Undcrlying many of tl�c conditions cmcrging i�i tl�c GTA and
I-lamilton-Wcntworth arc thc profound changcs taking place in thc world
cconomy and in intcmational tradc. The rcaliry is that wc havc no choicc
but to risc to thc compctition from othcr ciry-rcgions in tlic Unitcd Statcs
and Europc.
GTA Slrateyk TranspoAal(on Plan - Pope �- January 2000
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Our new rolc mcans most of our c�orts will br beading south to
middlc Atnerica and most of our imports will Uc coming north from
middlc Amcrica. D�spitc being well servrd by rail lincs, airports and pons,
thc GTA and E-lamilron-Wcntwortl� will scc an iucrcasc in �ruck trafiic.
Trafiic will (low cfiicicntly, allowing our cconomy to (lor�rish, our
' qualiry of lifc to iroprovc and our cnvironmcnt ro sustain iuciC; or [ratlic
will run into roadblocks, in which cue busincsscs will movc to areas
whcrc they can succeed, our intcrnational compctitivcncss will faU, our
environmcnt will sufI¢r — and aU thc bcncfiu thac flow to cvcry Canadian
from a prosperous GTA and Hamilton-Wcnnvortta will bc�in to fade.
ecausc urgcncsolutions arc neccssary, ���c havc h�cused on the
eacisting road and transit ncnvorks. Rclicf from congcstion c�n bc
found in thc sl�ort tcrm by cnhancing aur cxisting s}•stcros. A
longcr tcrm solution can lx found in using thcs�. sl�stems to forgc a GTA-
widc transporwtion ncn��ork.
Wliilc chis rcport is just du swrcing point Cor dcuilcrl planning and
conunsus buildin�, our plan idcntifics a transportation ncnsork thac will
scn�e the G7'A and I-lunilton-l�Vcnnvorth ro 2021 and !r:yunJ.
Thc plan prcscntcd lxlo�v is built on thc vision and oUjcctivcs !'our�d
in Appendix A and a varicty uf prcvious transportation studics sactching
ovcr tl�c past dccadc or tnurc. A sum►nary of somc of chcsc scudics is
proviJcd in a backgrowid documcnt.
� A Stmteglc Transportat�o�� Plan �
Our plan incluJes expanded GO Transit service ��tJ fuilitics on
rxisting lincs anJ thc invcstigation of n�w lincs and nea� cerridors. We
idcutify scvcn kcy G'1'A tunsit corridors that can accotnmodatc � mix of
rapid tra�uit scrviccs, in somc cascs iutroduccd iu phucs as dcmind gro«5.
We alsu idcntify tnnsit gatcways whcrc new f�cilitics �vould pcnnit
motorisu ro switch ro tra►uit for remaining portio�u of thcir trip�. S',re scc
such ccntres as kcy conncction poinu Cor loal buscs and fccdcr GO buscs.
Wc idcntify and tccommenJ a nngc of othcr improvcmenu thu �vill gi��e
tnnsit aii advanngc over autos to cncoungc grcaicr transit usagc.
GTA SUStpie Trx�spat�con Pqn - Pap� 5- January 2000
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Transit can bc inadc much morc attractivc through improved co-
ordination betvvccn GO'fransit and the 16 individuai systems in thc arca.
We belicve this can bc achicvcd througli GTSB co-ordination of
intcrrcgional transit planning and delivcry,
While the movemcnt of goods and services will improve as incrcased
transit usc hclps reducc the growtl� in ca�gestion, tl�crc are a nutnbcr of
direct improvemcnts that will bencfit truck travcl and delivcry. First and
foremost is the identification of a GTA goods movement network. Othcr
solutions include rationalization oEfreight rail lincs, various transportation
management techniques and providing for more etiicient truck movement.
1. Transit Is Fundamental
Transit is the key to reducing congestion, especially during rush
hours. Greater transit use will free up road capacity tliat will bring about a
number of direct and indirect benefits, including eE�icient goods
movement, clean air and reduced urban sprawl.
A concerted cETort is necessary to ensure that land use patterns and
thc system of artcrial roads — as intendcd in oElicial plans — support greater
transit use. �
A Transit Nehvork For the GTA anJ Haroilton-Wentworth
Our proposcd tnnsit network builds on the existing and committed
GO Transit commuter rail systcm and the'I"I'C's subway and othcr rapid
transit scrviccs. lt supports thc planncd urban structure as sct out iu
municipal ofiicial plans to accommodatc projcctcd population and
employment growth.
Our transit plan focuses on GTA-wide services and facilities and on
the programs nccded to integratc local Cecdcr transit services with
intcrre�ional transit, It also recognizes d�c divcrsc n•ansit necds of thrcc
broad arcas:
1. the central arca of the City of Toronto, with large concentrations
of jobs and residcnts, gencrally south of Highway 401 between the
Humbcr Rivcr and tlic Don Rivcr;
2, an urban area including formcr Etobicokc, North York and
Scarborough and extending along Lake Ontario from Hamilton to Oshawa
and northward into Brampton, Vauglian, Richmond Nill and Markham;
OTA Slreleglc Traneporlellon Plan - Page 8- January 2000
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3. thc prcdominuely rural arcas of the GTA, which aiso contain a
varicry of smaller urban arcas.
Thc plan also providcs for stagcd implcmcntation to makc tl�c best
use of existing and new iufrastructure and to increase transit ridcrship.
Intcrim bus servicc can bc implemcntcd to grow passcngcr volumes.
Enhancine GO Rail Services
The GTA transit nenvork is bascd on enhancing capacity on all
existing GO Transit commuter rail lines, This includes incrcased
Gequenry and enhanced services during rush hours to all stations on all
existing lincs, with two-way all-day service to most stations within tl�e
major urban areas, as illustratcd on Map 2.
• Lakeshorc West line: two-way all-day service betwccn Burlington
and Union Station, with additional cxtcnded rush hour scrvice to
Hamilton
• Iakesliorc East linc: nvo-way all-day scrvice betwcen Oshawa and
Union Station
• Mil[on linc: two-�vay all-day scr?ice benvicen Mississauga and
Union Station, with cxtendcd rusl� hour scrvicc ro Milton
• Gcor$ctown linc: pvo-way all-day scrvicc benvecn Toronto and
Brampton, with cxtendcd rush hour scrvicc to Gcorgetown; and a
conn�ction ro thc planncd ['carson Airport pcoplc mover
• Bradford linc: cxtendcd n�sh hour scrvice bctwcen Union Station
and Ncwmarket
• Richmond I-lill line: nvo-way all-day service between Toronto and
Richmond I-lill •
• Stoufl'villc linc: nvo-way all-day scrvicc bctwcen Markham and
Union Station witli extendcd rusli I�our scrvicc to StouETvillc
Potcntial ncw GO Transit commutcr rail scrvices must bc
invcstigated and corridors must bc protectcd, including:
• cxtcnsion of tlic Gcorgctown linc to Acton
• a ncw line scrving Bolton, I{Icinbcrg, Woodbridge and Downsview,
joining thc Gcorgctown line north of Wcston station
6TA Strateglc Trenaporlatlon Plan - Page 7- Januery 2000
_ .. ;.� °� . .. ,
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ATTACNMENi #.[�TO AEPOAT��`.�-00
�,��0�3�. � i3�
• extension of thc Richmond Hill line to Vandorf
• cxtcnsion of the Stoullvillc linc to Uxbridgc
• a ncw line with two forks serving a possible new Pickcring airport,
the planned Seaton community in Pickering, eut Markham and the
Scarborougli-Malvern and Don Mills communities in Toronto
• extension oFthc Lakeshore East linc to Bowmanvillc in Clarington
• a new nortl� Toronto connection between the Miltori line in the
west and the Ricl�mond Hill and potential Pickcring AirpordScaton lincs
in the east, with connections to tlic Spadina and Yonge subway lines
Additional GO rail stations, cnhancements to existing stations,
additional trains and maintcnance Facilitics arc ncccssary to accommodatc
increased ridership, to improve connections with other transit services and
to serve key population and cmployment centres.
Union Stadon
An cxpanded and improvcd Union Station is tl�c first priority in
dcvcloping a strong GTA transit ncnvork. It is a pivotal component of the
region's transit nctwork bccausc it is tlic single largcst dcstination and most
important of thc GTA transponation ccntres. All typcs of transit connect
at Union Station, including bus, subways and trains scrving local,
intcrrcgional and intcrciry travcllcrs.
Union Station improvcments arc rcquircd to accommodatc dic
enhanccments to GO rail scrviccs sct out in [his plan. Improvcmcnts
include expanded tracks and platforms for trains, enhanced pedestrian
connections between various services sucli as the subway, and construction
ofa new bus tcrminal to accommodatc morc GO buses.
Union Station is tlie largcst and most important hub in thc GTA
transit nctwork. Conncctions among all transit scrvices, including
intercity services, should be co-ordinated to maxirniz� overall convenience
and attractivcncss to transit riders. A wide range of suppon for riders,
including co-ordinated GTA-wide information oii schedules and fares,
should bc rcadily availablc at Union Station,
;+
GTA Streleplc Tranaporlallon Plan - Pape 8— January 2000
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140_ ATTACNMENT#.�TO AEPORT#'�QO(vc�o
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GTA Transit Corridors
Ccrtain GTA transit corridors sl�ould includc somc form of rapid
transit in separate rights-of-way, such as buscs, strectcars, subways or
commuter trains. These elcments can be implementcd in stages, possibly
starting with buscs in dcsignatcd bus lancs or higli occupanry vehielc lanes
(HO� in some corridors, then moving to buses on scparate rights-of-way
or to streetcars, subways or trains. Spccific alignments should bc idcntified
and the lands protected for long-term transit alternatives in each GTA
transit corridor.
GTA transit corridors arc important not only ro connect, suppon
and enhance the existing radial system of subways and commuter rail, but
also to establish a highcr priority for cazt-wcst movcmcnt across tlie
region. They will form the spine of the GTA-wide transit network. Othcr
transit scrvices may be providcd to servc rnorc local nccds.
As illustrated in Map 2, tlic corridors includc:
1. Hi�hway 7/407/I'aunton from du Oakvillc station on thc
Lakeshore West GO rail line tl�rough Brampton and Vaughan, Richmond
Hill, Markham a��d thc futurc Scaton community to Pickcring station and
Oshawa on thc Lakcsliorc East GO rail linc, witl� a conncction to Pcarson
Airport and, ifdcvclopcd, thc proposcd I'ickcriugAirporr,
2. GTA Wcst from 13urlingtou through Mississauga City Ccntre to
Spadina subway linc at �glintou Wcst statiou and/or tlu Bloor subway line,
with a conncction to Pcarson Airport;
3. Hurontario from Brampton tivough Mississauga City Ccntre to
Lakeshore GO rail linc at I'ort Crcdir,
4. York Univcrsitv Crom Vaughan Ccntrc through York Univcrsity
to llownsvicw station on thc Spadina subway linc;
5. IVorth Yonec Gotn Ncwmarkct through Aurora and Ricl�mond
Hill to Fincl� station on thc Yonge subway line;
6. Highway 48 from Markl�am to thc Scarborough RT linc at
Scarborough City Centrc;
7. GTA East from Bowmanville tlirough Oshawa City Ccntre,
Whitby, Ajax, Pickcring and Scarborougli City Centrc to Don Mills station
on thc Sheppard subway linc.
GTA Strateplc TranspoAatlon Plan - Pape 9— January 2000
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ATTACHMENT#.p� TO REPORT!l.C�pC��-�
� \�'�� 3�� 141
GTA Transportadon Centres
We need to provide improved connections between services at
points tliroughout thc GTA and Hamilton-Wcntworth wherc GO rail
lincs, subway and othcr rapid transit lines and scrviccs in GTA transit
corridors intersect with one another and with elements of the interciry
nenvorks (such as airports and railways) to promote fast and convenient
transfers.
Services provided at these centres could include co-ordinated transit
schedules, cotivenient physical connections, one-window delivery of
transit information and ticket sales, and prioriry access for feeder buses.
Whcre thesc are also kcy urban centres, cvery cECort will bc madc to
intcgrate tliem with ncarby residential, employment, commercial and
entertainment uses to support pedestrian access and planned development.
Key sitcs includc —
• Union Station (including a ncw bus tcrminal and connections with
local bus, subway, GO rail and intcrciry bus serviccs)
• thc tcrminus ofcach subway linc and othcr stations widi
connections to cross-boundary bus services
• stations whcrc GO rail and subway lincs mcct (such as Kipling,
Bloor/Dundas West, and Oriolc/Lcslic)
• points whcre G1'A transit corridors mcet one anothcr or mect GO
rail lincs (such as downtown I-familton, Burlington, Oakvillc Uptown
Ccntrc, Mississaub�a City Ccntrc, Renforth Drive/Pearson Airport,
13rampton/f3ramalca stations, Vaughan Centre/Concord, Langstaf�;
MarkhatnNnionvillc, Pickcring and Osliawa)
We also nccd to identify and dcvelop GTA transit gateways, where
major roads and transit facilitics interscct, to cncouragc motorists to switch
to transit througli sucli inducements as convenient parking, convenient
transfer, higl�-profile signagc and onc-window information and ticketing.
Examples could include selected existing or new stations along the
Lakeshore West GO linc near the QEW and ncar Highway 403; the Milton
GO line near Higltways 401 and 407; the Georgetown GO line near
Highways 401 and 407; thc Bradford, Richmond Hill and Stouffville GO
lines near Highways 400, 404 and 407; and thc Lakeshore East GO line
ncar Highway 401.
GTA SUaloplc Traneportallon Plan - Fape 10 - January 2000
142 ATTACHMENT#� rp nGFnRr1�CIo�
��10� 3�,
GO Bus Services
There should also be enhanced GO bus scrvices operating on roads in
mixed trafiic connccting smalicr urban ccntres to the GTA transit nctwork,
including.
• the Waterdown communiry in Flamborouglt
• tl�e Acton community in Halton Hills
• the Calcdon East, south Mayficld and Bolton communities in
Caledon
• the Kleinberg community in Vaugl�an
• the Schomberg, Nobleton and King City communities in King
Township
• thc Oak Ridgcs community in Richmond Hill `�� '
• tlic Holland Landing, Sl�aron, Quccnsvillc and Mount Albcrt
communitics in East GwillimUury
• the Keswick, Jacl:son's 1'oint, Sutton and Pef1'erlaw communities in
Gcorgina
• thc Bcavcrron, Cannington and Sundcrland comtnunitics in Brock
1'ownship
• the Uxbridgc commwiiry in Uxbridgc Townsltip
• du Port Pcrry community in Scugog Township
• thc Ncwcasdc conununity in Clarington
Transit Prioritv Routes
A network of prioriry transit routcs should be cstablishcd on key
artcrial roads to givc transit vcl�icics an advantagc ovcr rcgular automobilc
traf�ic. Fcatures could includc —
• transit-only signal pre-emption or cxtcnded signals
• reservcd bus lancs in rush liours, including rcverse-flow lanes,
controlled access lanes and lanes witli bays to accommodate express buses
as well as local buscs
• various lanes and loops to allow buses to bypass qucucs
GTA SUaleptcTrensporlaUon Plan — Page 11- January 2000
� ,; :.��. .
ATIACHM 1#�iOAEPORi#�C�(flpo 143
�c�\ao�'3�.
• yicld-to-bus policies or by-laws and othcr traf�ic regulations, such as
no stopping, standing or parking zones on kcy routes
• high occupanry vehicic lancs (transit usc of HOV lanes could also
be considered as an interim step toward exclusive bus lanesj
• commuter parking loa located at key locations in tl�e system
Tlie priority transit network will also servc to support feeder bus
service to commuter rail, subway and GTA transit corridors, focusing on
kcy origins and destinations. Individual municipalitics may supplcment
the network with additional links of more local significance.
Issues sucl� as enforcement of HOV lanes will need to be addressed
and co-ordinated. EfTective use of the road network for transit vehicles is a
cnuial eloment of our plan. Thcrefore, targets for transit and otlier non-
auto trips entcring the GTA network at key points will bc established.
A compreliensive strategy will be preparcd to c�ihance bus feedcr
servicc into thc ncnvork of GO rail, rapid transit and GTA transit corridor
services. It will address targets for service Ievcls, d�e invcstment required
for additional cquipment and operational improvcments, station
improvements and other mcasures necessary ro improve the connection
bctwcen various transit scrviccs.
Connections to Pcarson Airport
Thc GTA transit ncnvork includcs cnhanccd cotmcctions to Pearson
airport and its pcople mover through a rangc of improvcmcnts, including
d�e Gwrgetown GO line; upgradiug Union Station; and links to transit
scrvicc along Highway 7/407 to thc north and alongEblinton Avenuc to
tl�c soutli, sucl� as fecdcr bus scrviccs on scparatc riglits-of-way.
Should Pickcring Airport bc dcvclopcd, appropriatc transit
conncctions will bc providcd.
Inteerated Plannine and Siaeiue of Services
Wc nccd a co-ordinatcd approacl� to thc phascd implcmentation of
scrviccs in GTA transit corridors wlicrc commutcr rail, subway, RT lincs
and odier transit modes are in close proximity, based on a comprehensive
rcvicw of travcl dcmand and planned urban structurc along thc corridor,
GTA SUaleplc TranspoAaUon Plan - Pepe 12 - Januery 2000
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ATTACHMENT#�TO REPORT�.C(c-C�o
144 �j C� o� 3i.
A comprehcnsive review of travel demand and growth plans will
allow for integratcd and phascd implcmcntation of transit scrviccs. For
cxam fle, in the Downsview/York UnivcrsiryNaughan Centre corridor,
consideration will bc given to tlic role of enhanccd GO rail servicc with
potcntia) stations at Concord and Finch or Sl�cppard as onc way to proviJc
transit service north from Downsview�station.
Existing corridors may also bc ablc to accommodatc morc than oue
�. rype of transit. For examplc, some GO rail corridors may bc ablc to
accommodate both trains and strcetcars. Specific plans will be prepared for
each corridor to identify rypes of transit to be prov�ded, phasing,
alignments and lands requircd. Thcse plans will include options, cost and
bcnefit analyscs, and priuritics.
2. Caordlnated Translt
An important feature of our strategic transportation plan is the
ability of transit to maximizc thc cffcctivcncss and sustainability of thc
overall transportation network. [3ut to do so it must Uccome a much more
attractivc option Cor travellcrs. It must be fast, convcnient and providc
direct conncctions to placcs pcoplc want to go.
A Past and Convenicnt Choice of Travel
Wc can improvc transit travcl by cnhaucing co-ordination among
GO Transit and tl�e 16 local systcros within thc rcgion. Thc ultimate goal
of co-ordinated transit is to cnatc a systcm that is as casy and convcnicnt as
automobile traveL Ifwe ca�t achicve that, we will attract aii increasing
share of ovcnll travcl to transit.
Thcre arc many cxamplcs of co-ordination roday, providing a base to
build upon to cnsurc t{iat a GTA-widc perspcctivc is brouglit to bcar on
the decisions of local trausit operators.
Co-ordinated Transit Services in the GTA
Enhanced scrvice, particularly Eor long-distance trips, requires —
• sullicicnt capacity to accommodatc all passcngcrs wanting to usc
transit
• high frequenry service in the high-demand travel corridors, using
exclusive bus lanes or HOV lancs
OTA Straleglc TranspoAatbn Plan - Page 13 - January 2000
ATTACHMENT�.L�.TO REPORT1t�Q0(p40
�� o� 3� 145
• consistcnt approaches to standards for intcrregional conventional
and spccializcd transit scrvices throughout thc GTA and Hamiiton-
R/cntworth; and co-ordination of spccializcd transit scrviccs
• improvcd local tra��sit through morc routcs and incrcascd Crequcnry
This wiq rcquire co-ordinatcd planning and servicc delivcry, making
it casy for transit services to sharc operational information in rcal timc and
thc sharing of equipmcnt, purchasing, training at�d so on. Some of this co-
ordination will build on cxisting informal arrangcmcnts bctwcen operators
or may bc addressed through new arrangcmcnts resulting from futurc
discussions.
Scrvice planning for high-ordcr interrcgional transit, howcver,
should be co-ordinated by the GTSB, with input from local operators and
municipalities who would continue to be responsible Cor dic planning and
dclivcry of local scrvices.
Integrated Transit Fares
Transit fares and any Care discounts must bc sccn as rcasonablc and
as consistcnt throughout thc rcgion. Longcr trips should bc bued on a
zonc systcm rcticcting thc distancc travcllcd and dtc quality of tl�c scrvicc.
Ultimatcly a fare system sl�ould evolve to include a common ticket
or pass, Thc systcro should optimizc rcvcnuc and ridcrship through a
pricc structurc that reflccts thc valuc of thc transit trip to d�c customcr and
takcs advantagc of dic most appropriatc farc collcctioii tcclinology.
Inteerated Customcr Information
All commutcrs throughout thc region — anJ tourists — must be able
to convcnicndy gct accuratc routc, schcdulc and Farc infortnation for all
transit systcros. Tclephonc infonnation, printcd materials and on-liuc
resourccs providing such information must bc intcgratcd.
A mature customcr information systcm would includc thc following
fcatures —
• a region-widc plan for implcmcnting automatcd support tools for
commutcrs and inFormation agcnts, such as a common databasc and an
automatcd voicc information systcm
GTA SVateplc TransportaVon Plan - pape 14 - January 2000
�
ATTACHMENTI��TO REPORT�o-C�O
14G ���0� ��
• local and deccntralizcd sourccs for trip and travel planning,
including usc of thc Intcrnct and a GTM-Iamilton-Wentwonh routc
guide
• a single point-of-cntry for all transit information
• consistent signage, using appropriate technology, at transit terminals
and transfcr points
Intcrmodal Integration
To ensure that travellers can reach tlieir destinations quickly,
conveniently and directly, transit services and scliedules must be co-
ordinated. Local bus routes sl�ould be fully intcgrated with high-order
transit scrviccs (including priority transit lancs, cxpress bus, subway and
GO trains) and transfcrs should be convenicnt for riders.
Commuter parking should bc stratcgically locatcd throughout thc
systcm, sucli as at fiiglur-ordcr transit terminals, carpool lots, rail stations
and kcy hus tcnninals. 'Cransit tcnninals and transfcr facilitics must bc
fully acccssiblc to persons of all agcs and abilitics.
To improvc transfcr from onc typc of transit to anotl�cr, we must
d�vclop transfcr fvcilitics that conncct with othcr rc�ional and intcrcity
madcs, including Uus, rail and air. �xamplcs iucludc —
• improvcnunte to Union Station, ineluding faeilitics Cor intcrcity
buscs, improvcd acccss to commuter and intcrciry trains, and improvcd
passengcr scrviccs
• improvenunts to and additions of othcr intcrmodal stations to
improvc tl�c attractivcncss of local transit
• enlianccd scrvice to tnajor nodes such as interciry bus terntinals, rail
stations and airports Crom kcy locations throughout thc transit systctn
• sliuttics bcnvicen transit iiodcs and major cmploymcnt sites
Tlicsc intcrtnodal stations should bc supported by complementary
uscs and activities on-sitc and in the immcdiate surrounding arca in ordcr
to promotc thc locations as activity ccntcrs and dcstinations.
GTA Slreleplc TrenepoAaUan Plan - Pepe 16 - Jenuary 2000
' . l`
AT1Ai�11MENT��TO REPORT l��(1QO�C70
�� o� 3�, 147
Plannine and Delivcrv of Hi¢h-Order Transit
Witl�in tl�c contcxt of an ovcrall regional transportation plan, co-
ordinatcd transit policies must be dcvcloped [o improvc high-order transit.
Tl�esc policics must bc supportcd by appropriatc funding, involving all �
levcls of govcrnment, uscrs and thc corporatc seccor.
The GTSB should play thc rolc of plaz�uing and co-ordinating
transit dclivcry in the region, in kccping with its mandatc and region-widc `
nf2mbersiiip and perspective. A common poliry framework is necessary �
to ensure co-ordinated decision making and service irnplemencation, a
consistent fare structure, an equitable metliocl of allocating revenucs and
costs fur cross-boundary scrviccs, and cf�'cctivc disputc resolution.
Wliilc dclivcry of transit scrviccs would remain tlu responsibility of
individual operators, a GTSB transit co-ordinatiug group should bc
responsiblc for ongoing co-ordination and GTA-widc framc�vorks for —
• intcrrc6�ional transit scrviccs, including routes, schcdules anJ fares
plus customcr information and customer scrvicc facilitics
• intcrrcgional transit planning within thc broadcr planning contcxt
(transportation and IauJ usc planning, cconomic dcvclo�nunt ctc.)
• policics and standarJs rclatcd to minimum scrvicc Icvcls and transit
signagc at tcrmivals and transfcr points
• thc �thcring and analysis of transit information and its distribution
ro operators
• thc distribution of fi�nding, costs and revcnucs to �perators, rclatcd
to intcrrcgional cross-boundary scrviccs
3. The Movement of Goods and Servlces
Thc cfticicnt movcmcnt of goods and scrviccs within and through
the GTA and f-Iamilton-Wcntworth — along with transit — is a kcy thrust of
the stratcgic transportation plan. Our cconomic future dcpends on tl�e
eETiciency of the commercial transportation sector, yet delays due to
congestion have already added a 30 per cent surcliarge on the cost of
moving goods.
6TA SUaleplc Trenaporlelfon Plan - Page 18 - January 2000
AnACHMENT#� ro REFORT rrC�o(D.qc�
148 C��3�� 3�t.
Becau�c of ia gcographic location, tlu G'fA and Hamiiton-
Wcntworth is a rc�ional and international goods sliipmcn� gatcway.
Trucks arc responsible for tlic transportation of almost 75 per ccnt of tl�e
goocls in thc area, and thcre arc morc than 250 million truck movcmcnts
annually in thc rcgion. Bcnvecn 1985 and 1992, truck tr�c ou our
highways and arterial roads grcw by 50 per cent and annual gowth is
ea�ected to continue as international trade grows.
Marine shipping plays a diminisliing role in goods rnoverncnu, but
about onc-quancr of Ontario's marinc shipmcnts pus througl� the G'tA
and l-lamilton-Wcntwortl� ports. Rail shipmcnts arc also playing a
diminishing role, accounting for only 14 per ccnt of shipmcnu in thc
GTA.
Air shipping rcprescnts an incrcasing sl�are of thc intcrcity goods
movcment markct and 1'carson International Airport is onc of thc top fivc
international gatcways on tlic contincnt and thc foremost hub of goods
movemcnt activiry in thc rcgion. Othcr airports also play a growing rolc in
goods movcment, particularly I•lamilton Intcrnational Airport.
7'hcrc is an intcrmodal aspcct to shipping by all of tlusc mcans,
particularly by air, which mcans that cvcn goods shippcd Uy air, sca or rail,
will bc on our roads for part of [hc trip.
A Strateeic Goods Movemcnt Network
Wc havc idcntificd a G7'A goods movctncnt ncnvork that compriscs
cxpressway and rail routcs to borJcr crossin�, known as tradc corridors;
conncctions to airports, ports, and intcrmodal frcight ficilities Cor thc
storagc, transfcr anJ sorting of goods; kcy frcigl�t rail lincs; cxpressway
acass through thc GTA and Hamilton-Wcnnvorth; and artcrial roads.
'I'lic vcry cxpressway links uscd by trucks arc also thc routcs uscd by
commutcrs during rush hours. For this rcason, the implementation of a
GTA transit ncnvork will contributc to improved goods movcmcnt by
rcducing compctition for road spacc.
Expressway extensions planncd by tl�e Ministry ofTransportation
are shown on Map 3; and a number �f cxpressway widenings are
anticipatcd. I-fowever, opportunitics for widenings or cxtensions are
relativcly limitcd, particularly in built-up arcas.
GTA Streleplc TranspoAatlon Plan - Pape 17 - January 2000
ATTACHME �.�TO AEPORT��O(�-C°A
��10�, 3g 14 7
Roads and expressways will continuc to play a kcy rolc in moving
pcoplc, goods and profcssional sr.rviccs sucl� as couricrs. !t is, thcrcCore,
very important to complctc and maintain thc higl�way and artcri�l roaJ
nctworks. Howevcr, building roads alonc would simply attract morc
drivcrs and not solve the congcstion problcm. Clcarly du ctnpl�isis must
br on reducing tl�e compctition for road spacc among motoruu an�!
truckcrs.
Opportunities for cnhancing spccific clemcnts of thc goods
r.iovemcnt nctwork nccd to bc identificd, sucli as tl�c initiativc at Pcarson
Airport to enl�ancc truck acccss to cargo arcas and tlie proposcc; High�vay G
connecting ! Iamilton Intcrnational Airport to I-Iighway 403.
Other opportunities include conncctions bcavccn ancrial roads and
cxpressways; protcction ofcomicctions to airporu, ports and intcrmodal
frcight facilitics; transportation of aggrcgatcs from pits and quarrics; thc
rationalization oCrail lines to consolidatc kcy trcight rail facilitics on so�nc
lincs and intensify public transit and intcrciry rail scrvices on othcrs.
Mcasures chat suppor� goods mo��cment, such as priority lancs, ofT=
strect loading anJ parking f.�cilitics, aud cflicicnt incidcnt managcmcnt
systcros arc rcyuircd. Also rccommcndcd arc Intelligcnt Transportation
Systcros initiativcs aimcd at disscminating road i��Conuation to drivcrs;
improvcd frccway opcntions; tra(lic tnanagcmcnt systcros; and
strcarnlincd inspcction activitics.
Itccommcndcd improvcmcnts and cxtcnsions to thc cxpressway
ncnvork are sliown on Map 3. Additions includc kcy cxtcnsions to thc
existing 400-scrics highw�ys, including I-Iiglnvay 407 to 1-Iigliway 35/t 15
with links to 1-[ighway 401 in Wliitby and Clarington; Highway 404 north
into Durham Rcgion; I-lighways 410 and 427 nortl�crly; and Rcd Hill
Crcck/Lincoln Alcxandcr Gxpressway in 1-Jamilton-Wcntworth.
Thc plan also anticipatcs various improvcmcnts to thc cxisting
nettvork, including new and upgraded interchanges; increased capacity at
botticneck and I�igl�-demand locations; frccway managcment systcros witli
improved incident managemenr and speciGc facilities Cor trucks, such as a
trucks-only ramp to thc truck tcrminal at I'carson airport.
GTA SUateplc TrenspoAaUon Plan - Pape 1B — Januery 2000
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ATTACI�Nf19LTQ AEPORT 'N�,�YJC?Go
S�a�4� �1. 151
�. optlmlzing Cxlsting Assets
Not only is thc cxisting trmsporc�tiou infnstruaurc thc founduion
for the futurc neavork Cor thc GTtI and I�iimilton-Wcntwortli, but it
offen thc most cost-cf%ctive w�y ro cxp�nd apuiry. Exp�nsion of tr�nsit
lincs and roads will only lx elTcctivc if tlic cxisting systctn is prescrvrd and
uscd in an optimal wry.
Today �ve cnjoy neariy G,000 lanc-kilomctrcs of provinciil Crccw�ys,
10,000 lanc-kilometres of artcrial roaJs, 3G0 kilotnctres of GO nil lincs,
126 �ilometres ofTTC rapid transit, more tl�an 1,000 npid transit vehicles
and morc tlian 2,000 buscs, chrcc pons and four ai�poru.
Asset hlanaeement
Currcnt transportation infrastrucwrc, facilitics, systcros and rolling
srock in thc G'TA and Hamilton-�Vcnnvorth arc valueJ at S24 billion.
Thesc uscts ralu��c continuous im�cstnunt for routinc and prcvcutativc
maintcnancc, n'.,abilitation, modification and replacemcut. Thcsc
cxpcnditures azc ncccssary ro cnsurc a liigh lc��cl of rcliability and
cfiicicnry across thc rcgion.
"I'hrough thc prcparation ol :usct managcmcnt plans for
transporwtion inGastructurc, costs can bc tninimizcd and disruptions ro
thc movcnicnt ol pcoplc can goods can bc a��oidcJ. In evaluating
trxnsportation infrastructurc proposals to im�>Icmcnt tliis plan, fidl lifc-
rycic cost rstimatcs will bc prepared, inrluding operational, maiutcnancc
and rehabilitation rosts.
Trafiic Management
Thc transportation systcros oCthc G'CA and 1-Iamilton-Wcntworth,
particularly thc road ncnvork, are showing incrcascd Icvcls of congestion
and vulnenbiliry to incidcnts (such as traflic accidcnts or cmcrgcnry road
work) whiclt can cscalatc into major evcnts.
Tlic rcliabiliry of travcl timcs is oEcrucial importancc to tl�c business
communiry, which is increuingly rcliant on "just-in-ti►nc" invcntorics,
Tlie impact of incidents anywhere in tlie nenvork quickly spreads to
adjaccnt roads and highways.
GTA SUaleplc TransporWllon Plan - Pape 18 - Jenuary 2000
ATTACHMENT#.S�.TO REPORi#�
152 �a�o� 3g
Managing traf�ic flows on roads and cxpressways is an efiectivc way
to optimize the use of existing infrastructure. Traf�ic management
measures include cotnputerized signage to inform drivers of upcoming
traf�ic conditions, controlling access to expressways to provide a smooth
flow of trallic, and systems to respond to accidents and otltcr incidents.
Thcrc is also an opportunity to improvc tlie detection and responsc
to incidents by co-ordinating the actions of the various jurisdictions and
the agencic•s wlio respond; providing procedures and equipment to quickly
clear accide�tts and spills; providing real time information to the media and
tl�e public; and directing travellers to appropriate alternative routes.
There are approximately 12,000 incidents annually on GTA
expressways, witli more tlian half occurring on Highway 401 and most
involving tlie closing of a lane. If oue lane of a 401 collector is blocked,
capacity is reduced by more than 40 per cent. Major incidents that close
cxpressways cntirely have an enormous impact.
Moreover, the impact of an incident can last for more tl�an an hour
and can aflect thousands of motorists and scriously slow goods dclivcrics.
Since incidents occur more trcquently as tnfTic volume incrcases, the
implications for thc fi�nirc arc ominous,
Today therc are two tratTic tnanagcntent systcros operating in the
GTA. 'Chc Ciry of Toronto operatcs onc on thc Don Vallcy Par}.tivay and
Gardiner Expressway, and tlu Ministry of Transportation operatcs onc on
pazts of thc 400 scrics highways.
Such systems should bc installed on all GTA and I-Iamilron-
Wentworth crpressways, including Highway 407 and at kcy points on all
tradc corridors ro U.S, bordcr crossings. Thcsc systcros should bc co-
ordinatcd with c:icl� otl�cr and with thc capacitics ofadjaccnt arterial roads.
TrnnsportAtion Demand Management
M important way to provide additiona) capacity and reduce .
congestion is to rcduce automobilc use, cspecially during ruslt liours.
Tclecommuting and flcxiblc work hours ofler opportunities to
reducc thc numbcrs of people and vchidcs commuting ro work.
Telccommuting involves tlic usc of technology to enablc individuals to
work at homc or at satcllite telework ccntres ncar thcir homes.
GTA SUaleplc Trensparlalbn Plan — Pape 20 - January 2000
r' '
ATTACNMENT#p2.T0 AEPORT�k�oqp
�a`8 �� 3�. 153
Flexible work hours and compresscd work wceks would shift work
trips out of rush hours. Employcr-funded transit passcs and subsidies
would also bc hcipful,
The network of commuter parking lots should bc cxpanded along
existing and ncw expressways, including Highway 407. Some lots will be
located where transit services intersect expressways to encourage longer
distance commuters to complete their jot�rney on public transit. Other
lots will support carpooling arrangements, particularly in areas not served
by transit. A comprehensive commuter parking lot strategy should be
prcparcd to identify locations to suppott carpooling and transit use.
Ridcsharing programs are intcnded to shift individuals away from
single occupanry automobile travel toward liigher occupanry travel.
TrafTic counu over tl�e years Itave sliown a steady increase in the numUer
of single occupant vehicles on the roadways, contributing to rush hour
congestion across the GTA and Hamilton-Wentworth,
Ridesharing programs include carpooling, vanpooling, preferential
treatment for vehicles with multiple occupanry, and the introduction oF
high occupanry vehide lanes, These programs liave the potential to
in:reasc thc numbcrs of pcoplc bcing moved relative to the numbcr of
vehicics tnvclling on thc road.
Parking policics and stratcgics also providc an opportunity to modify
travcl bchaviour in support of transit, if implcmcntcd in tandcm witl� fast,
frcquent and comenicnt transit scrvices. Transit will benefit ifparking is
reduced in areu well servecl by transit and if the pricing advantage for all-
day parking is eliminatcd. Prioriry and favourablc pricing for high
occupancy vchicics at parking lots and transit stations can be introduccd.
Pricing stratcgics are a powcrful tool to modify travcl bchaviour. In
transit, thcrc is thc opportmiity for of� pcak pricing, farc by distance;
integration of intcrre�ional fares and so on. Road tolling can be used to
encourage higher vchicle occupanry, access for commercial vehicles, and
assigning thc cost of congcstion to those causing it,
Pricing stratcgies arc most cfCective when the rcvcnues dcrived from
uscr fecs arc rcinvestcd in thc transit system to cnsurc that alternatives to
auto travcl arc available.
GTA Slrategb Transporle0on Plan - Papo 21- January TO'JO
ATTACHMENT' �TO REPORTI�om
154 ���� 3`�,
Fxperience with transportation dcmand managcmcnt mcasures in
other cities has shown tliat individual measures have limited potential to
reduce pcak hour automobilc travcl. Howcver, implcmentcd togctl�er as
part of an aggressivc travcl dcmand managemcnt program, they could
reduce thc growtli in auto usagc by up to l5 per ccnt in the GTA and
Hamilton-Wentworth. Compare that to the expected increase in travel
demand of more than 50 per cent ovcr the ncxt 25 years.
The impact could be more significant in specific corridors where
higlier quality transit services are or will be available. The City of Toronto
has recently launched a Transportation Management Association to work
with public and private sector partners to promote transportation demand
management programs.
Transportation demand management measures are an important pan
of optimizing thc usc of thc transportation system. A GTA-widc
transportation demand management program will be devcloped and
implemcntcd througli a co-ordinated ellort involving GTA and Hamilton-
Wentwonh municipalities and transportation agencies, the Ministry of
Transportation, community and privatc scctor organizations.
6. Pl�ased Implementatlon
In light of fimding rcalitics and in ordcr to takc full advantagc of
existing infrastructurc, our transportation plan is dcsigncd to bc
implcmentcd ovcr timc 1nd in a progressivc manner. Implcmentation of
all parts of tl�c transportation network is important, including GO rail and
bus scrviccs, othcr rapid transit scrviccs, local transit services, artcrial roads
and e.epressways.
Protection ofPuture Corridors and Sites
It is esscntial to idcntify futurc travcl nccds, to plan appropriatc
transportation responscs and to protcct dic opportuniry to implcmcnt
thcse responscs.
Existing transportation and utility corridors may be required to
accommoda[c cxpansion and ncw connections or undcrgo convcrsion to
alternative transportation uses in futurc.
GTA Strateplc Tranaportalbn Plan - Pape 22 - Jenuary 2000
:r
ATTACHMENT#�TO REPORit�CS�
��o� 3g. 155
Fxamples of thc former might bc provision for futurc intcrchanges
on expressways or for future stations on rapid transit lines, Examples of
tl�e latter might involvc convcrsion of a freight rail corridor to a transit usc
or introduction of a transportation usc into a utiliry corridor.
In some cases new corridors may be required to extend services,
accommodate growth, bypass built-up areas, facilitate a shift from auto
travel to surface transit, or an upgradc to full rapid transit. Severa( rail
corridors currcntly used for freight movement may be abandoned by the
rail companics. If so, they should be preservcd for transit use or other
infrastructure.
There is also a need to identify and protect specific sites for such
uses as the expansiun of rapid transit stations and m�ilti-model rerminals,
including parking and bus access facilities. Tliere are many locations,
particularly near the intersections of existing and planned freeway and
rapid transit facilities, tltat require property protection to accommodate
futurc transfcr facilities.
The same principles apply to protection of corridors and facilities
that will accommodate the efficient future movement of goods and
services. F�camples include access to and from airports, ports, truck
tcrminals, rail yards and intermodal f.lcilities.
Corridor and sitc protection usually involvcs idcntification and
designation but in some cases properry acquisition �vill be required.
In somc arcas it will bc important to protcct futurc opportunities
whilc accommodating prescnt dcvclopmcnt so d�at thc ovcrall
transportation nctwark can bc complcted.
Freight Rail Rationalization
An efTicient frcight rail network is csscntial to servc tlic GTA and
Hamilton-Wentworth economy. Currently rail corridors provide for both
frciglit and passenger transportation services, And the use of truck/rail
intermodal systcros for efEicicnt goods movement is growing.
Market forces, technology advancement and co-operation with the
two railway companies havc lcd to incrcasing use of thesc corridors for
public transit services but more can be done, such as separating freight
trafTic and passenger traffic on lines with high transit demand.
GTA Slreleglc TransportaUan Plan - Pape 23 - January 2000
ATTACHMENT#,s�TO AEPORT��G(�po
15 G � 3� Q� 3g.
Therc may also be opportunities to rationalizc thc usc of cxisting rail
corridors, An cxample would be moving to an intcgrated frcight rail
operation in the GTA and Hamilton-Wcntwortli, similar to the joint CN
and CP operation of Toronto Terminal Railways around Union Station.
This could permit tlie consolidation ofsome freight rail Facilities, elitriinate
redundant freight rail lincs, and reduce costs.
Thesc changes would providc the opportunity to intensify public
transit and intercity passenger rail services on the existing rail network.
Clearly this opportunity requires the co-ordination ofseveral public and
private agencics. As the railways react to changing conditions, the public
scctor necds to bc prepared to seize opportunities to enhance transit.
• Scrvice Implementation
This plan sets out the elements of a long-term transportation plan to
support the anticipated growtli and economic development in the GTA
and I-lamilton-Wcntworth to tl�c ycar 2021 and bcyond.
To cnsurc thc optimal usc of infrastructurc and financial resources,
implcmentation of dtc plan will bc phascd in ovcr timc, bascd on ongoing
monitoring ofactual growth in population, cmploymcnt and traveL
Scrviccs in cacl� corridor may cvolvc ovcr timc to sl�ape travcl
pattcrns and mcet dcmand. In somc corridors where rapid transit serviccs
arc p;anncd, we may bcgin with buscs in reservcd lanes or HOV lancs
whilc in otlicr corridors wc may pursuc cnlianccd GO bus or rail scrvice.
Thc Corm of transit scrvicc would evolvc as ridcrship �,nows, in somc cascs
advancing to strcctcars on scparatc rights-of-way or cxtensions of d�c
subway lincs.
Similarly, somc planned cxpressways may begin as artcrial roads
witl� signalized intersections in advance of longer term construction of
gradc-scparatcd interchangcs with ramps.
Thc GTSB wil! work in co-operation with its member
municipalitics, transportation agcncics and thc Ministry ofTransportation
to prcpare implementation stratcgics for cach corridor, sctting out a
phasing program and criteria to guide the timing of each phase.
GTA SUaleplc TransporlaUon Plan — Page 24 - January 2000
ATTACHMENT#S�,TO REPORT�p�c�
� � o� 3q, 15'7
t is vital to the successful implementation bf tl�is strategic
transportation plan tltat interestcd individuals, agcncics, professionals
r:nd all stakcholders contributc thcir vicws.
Consultation will also scrvc to educate tlie public about thc plan and
help us understand how the plan might ba viewed diffcrently. The proccss
must ensure that the components of tl�e plan achieve our objectives and
fulfill our ultimate vision ofa comprehensive, balanced and integrated
transportation system for the GTA and Hamilton-Wentworth.
Consultatton
It is proposed that this draft stratcgic transportation plan be
distributed widely, followed by a consultation pliase conducted in
collaboration with GTSB member municipalities and comprising thrce
elcments in this order: (1) an open public invitation for submissions, (2)
focus groups and (3) cxpert and staft�wor}shops.
Public Invitation For Submissions
In order to educate, to solicit input and to build consensus, an open
invitation will bc madc to intcrestcd individuals, groups, organizations and
companics sceking responscs to a structurcd sct of cicments.
It is important tliat responses bc souglu to all of tlie kcy elcments oF
tlic proposed plan, sucl� as tl�c transit nctwork, goods movcment network,
co-ordinatcd transit, policics and programs, It is also important that tlie
plan be presented in the context of our objectives and vision.
Focus Groups
A scrics of focus groups could follow public submissions for key
stakcl�oldcrs, such as busincss anJ community organizations and any
individuals or groups secking to participatc without nceding to prcpa:e
compreliensive submissions. The number and location would Ue based on
demand and co-ordinated with member municipalities.
OTA SUateg�c TransporfaUon Plan - Pege 25 - January 2000
ATTACNMENT#.�_TO REPORT�t�ao
158 �-j33 0� 3`�.
Fxpert and Staf�'Workshous
Similar to our original transportation worksl�ops, professionals and
municipal stafEcould examinc difi'crcnt clements of thc plan in liglu of
public response. Thesc proceedings would help the plan evolvc and would
provide the appropriate background for the final plan.
Next Steps
A cenain amount of technical work remains to be completed in
order to cnsure that our strategic transportation plan is bascd on sound
principles and data regarding growth, travel demand and so on tliroughout
the GTA and Hamilton-Wentworth.
Future work includcs analyscs and the formulation of various
strategies £or —
• transit service evolution
• goods movcment
• connccting airports throughcut thc arca
• crcating �tcways for mororists ro switch to transit
• transit connection points
• dclivcring intcgrated GTA transit infonnation
• transportation dcmand managemcnt
• trallic managemcnt
• protccting corridors and sitcs
• idcntification of prioritics for high-occupanry vchicic lands, bus
lancs, parking lots, and transit prioriry mcasures
• tlic eacpansion of Union Station, including phasing
GTA SUaleplc TranapoAallan Pten - Pape 28 — Jenuary 2000 .
ATTACHMENT#.pZTO REPORilt�QQ('�
� '340� �. 15 �
�he GTSB was established by thc provincc on January 1, 1999 with
a mandatc to r:omote and facilitate co-ordinatcd dccision making
among the 29 municipaliticc in the GTA, and on matters rclatcd to
GO Transit, the Region of Hamilton-Wentworth. Thc board was given
specific authority to adopt strategies for the provision and optimal usc of
existing infrastructurc and was charged with ovcrsccing GO Transit.
Addressing rcgion-wide transportation problems was identified by
mcmbcr municipalitics as an urgent priority.
rBacl�ground
Prior to thc first of two transportation workshops held in Toronto
during latc 1999, staf�'of the GTSB and various member municipalities
cstaUlished certain guiding principlcs. Their purposc was to help in
developing a visic ,� and a set of comprchensive transportation objectives
for thc GTA and Hamilton-Wcntwordi.
Cuiding Principles
• Thc GTA and I-Iamiltou-Wcntworth arca is important to thc
cconnmy of the provincc and thc nation.
• Future econotnic growtli requires proactive planning and timely
provision of transportation infrastructure, but nccds to bc accommodatcd
in an ordcrly and managcablc fashion that is scnsitive to thc natural
cnvironmcnt and social intcrests.
• Sliortcr term actions sliould protcct and contribute to the
achie�•ement of longer term objectives,
• LEi�ectivc transportation scrviccs arc importanc to rural, suburban
and urban communitics and make a vital contribution to our economic,
cnvironmental and social wcll bcing.
• Futurc transportation corridors nced to be planncd and protccted in
a co-ordinated fashion.
• Successful transportation services are inextricably linkcd to land use
and development form.
GTA SUaleplc Transportatfon Plan - Appendlx A1- January 2000
`A'
ATTACHMeNr#�• ro��pORTi1��Op
� so Q�as o� 3g.
• The use of existing infrastructure needs to be optimized by initiating
measures tl�at encourage people to travel in more efiicient ways and by
designing facilitics to transport people and gcods morc eft'ectively.
• Travcl in high-occupanry passengcr vchicles sliould takc priority
over travel in low-occupanry vehicles.
• All segments of the community should be ensured equitable access
to employment, social, health, educational and recrcational opportunities.
Vision
Developed through thc work of participants at the August 10
workshop and refined througli commcnts from GTSB member
municipalities, the followingvision for thc GTA and Hamilton-
Wentworth transportation network in 2021 and beyond is the basis for our
stratcgic transportation plan:
Iadividi�als sGould Ge able fo travel througl�orr� l6e regioa iu a safe,
ti►ricly ar�d conveuieiil ivay; G►�sincsses sGoulA liave e�cient attess togoods
artAseroices nnd trarisporfa�ion systea�s s6otild support the rouainmities in
tv6it6 people live and work and slia�ld respett tlie nah�ral eevironineiit.
1. Tl�c transportation systcro should support a vibrant rc�ional cconomy
that attracts incrcasing busincss iuvcspncnt ro thc GTA and to
I-Iami lton-Wc ntworth.
2. Roads and transit and truck routes should bc planned, co-ordinatcd and
implcmcntcd to bc convcnicnt and continuous across thc rcgion.
3. Fully accessible transit should be available at ef�'ective and appropriate
levcls across tlic rcbrion, bc givcn priority ovcr low-occupanry vchicics and.
be supported by co-ordinated services, integrated f.�res, quick and
convenient intermodal connections, transit priority measures, and
transit-supportive parking policics.
4. Devclopntcnt pattcrns that support travel by altcrnativcs to
low-occupancy vehicles should be implemented in rural, suburban and
urban communities according to thc conccpts oFthcir of�icial plans.
GTA Straleglc TranspoAalbn Plan — Appendlx A2 - Jenuary 2000
<
ATTACHMENT#5�T0 REPOAT4�QQ��
���„Q� 3g. 161
5. There should be morc compact developmcnt and morc mixed-use
communities whose designs support transit use, walking and cycling, even
while preserving the divcrsity of neighourhoods that exist throughout the
rcgion.
6. Travellers should enjoy a variery of choices of mode for all trips, and be
safc and secure rcgardlcss ofwhich modc they dioosc.
7. Average auto occupanry should increase; and walking, rycling and
transit use should increase as a proPortion of all trips.
8, The choices made by travellers, as well as tlie design of tlie GTA-wide
trans�ortation system, should contributc to a sustainablc environmcnt,
9. The GTA-wide transportation systcro sliould be managed to cnsurc
that use of the system is optimized and its assets are preserved ovcr time.
Obiectives
Armed witli a transportation vision bascd on guiding principlcs that
arc widcly acccpted, we ncxt establisl�cd threc kcy objectives that would
achicve our vision tor an efCective transportation rystem for the GTA and
Hamilton-Wennvorth.
A transportation plan tliat can mcct tlicsc objcctives must balance
thc cffcctivc managemcnt of thc road system and its infrast�ucture with an
incrcascd ctnphasis on public transit, Tlic plan must also balancc
spending on opcntional cnhanccmcnts witl� capital c�cpansion.
1. Manage demaud for travel througliout the GTA.
To mcct this objcctive wc includcd various fcatures that promote
highcr vchicic occupanry and shortcr trips, both for private automobilcs
and public transportation; land usc that supports t�ansit and allows more
pcoplc to livc closcr to wlicrc tlicy work; altcrnativc transit scrvicc dclivcry
plans that are tailored and suitcd to cxisting and planncd land use patterns;
and an increascd sharc ot trips by transit,
• Providc a conncctcd rapid transit nctwork throughout tltc region to
support thc higher dcnsity dcvelopment centers. �
• Providc inccntivcs that will encourage greatcr usc of higher
occupanry vehicles; alternatives to congested systems during peak periods;
transit supportive parking policics.
GTA Slraleglc Transportalbn Plan - Appendlx A3 — Jenuery 2000
_- t.
ATTACHMENTtk.S�TO REPORT�t�b��
16 2 �'�-� o� �3q.
• Encouragc devclopment that is more supportivc of shared vchicic �
use and the use of transit for longer distancc trips in tl►c less urban regions.
• Continue to promote more compact and mixed use developments
that support transit in more urbanized areas of tl�c region, whilc providing
more appropriate transit service options to other communities.
2. Optimize the use of all elements of the transportation tietwork,
accommodating travel growth As mucli as possible within existing
resources, with a priority on more efl�'ective use of transit.
Optimizing the use of the existing network resources includes
preservation of the e�tisting nenvork; operational enhanccments to improve
carrying capacities of all components of the network; shifting travel to
higher occupanry vehicles, particularly transir and enliancing facilities for
thc movemcnt of goods,
Emphasizing the role of transit is important in tl�e plan, not in order
to diminish the crucial role of the road network and its development, but
to cnsurc that transit reccivcs the ncccssary support to assume a more
balanced position in thc rcgional ncnvork.
• Idcntify "goods movemcnt corridors" and support thcm with
policies and kcy operational improvemcnts ro promote tlic efTcctivc
movcmcnt of goods.
• Co-ordinatc continuous transit services across the re�ion with an
intcbnatcd fare systcm, cnhanccd scrviccs, intcgratcd customcr
inEormation, convcnicnt intcnnodal conncctions, and transit priority
measures.
• Establish transit scrviccs in all parts of tl�e GTA and I-Iamilton-
Wcntworth suited to thc levcl of urbanization.
• Co-ordinate services for a variery of transit markets, including
commutcrs, spccial nceds, studcnts and so on.
• Preserve thc existing cxtensivc transportation systcm comprising
highways, roads, rail, subway, trains and buscs, •
• Encourage devclopment in urban centres and near transit stations to
support transit usc.
GTA SUaleplc Tr�nspoAatlon Plan - Appendlx A4 - January 2000
,
t�
. ' �.
ATTACHMENT;��TD REPORT{t '�o(o�OO 163
��a� � �g.
3, Accommodate additional growth through strategic additions to
the transportation network.
While the focus of the plan is to accommodate as much demancl as
possible through more eflective and balanced use of existin� resources, it
will remain very important to accommodate some growth, perhaps
substantial growth, through additions to che network.
This will include key elements of tlie road and expressway network,
particularly those required to support goods movemcnt and priority transit,
rapid transit extensions, new facilities in important corridors, devclopment
in planned urban centres, and the protection of future facilities. .
• Provide a continuous grid of interrcgional roads that support the
region's expressway and rapid transit networks a�id priority transit scrvicc.
• Protect the existing network of highway, rail and utility corridors
and terminals.
• Protect a network of highway, rail and utility corridors and
associated property for public transportation usc or for future multi-modal
tcrminals and dcvelopment,
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