HomeMy WebLinkAboutPD 24-08
REPORT TO
PLANNING & DEVELOPMENT
COMMITTEE
Report Number: PD 24-08
Date: June 2, 2008
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From:
Neil Carroll
Director, Planning & Development
Subject:
White Paper 1- Vision, Goals and Objectives, May 2008
White Paper 2 - Preliminary Directions and Concepts, May 2008
Metrolinx
Recommendation:
1. That Report PD 24-08 of the Director, Planning & Development regarding the
draft White Papers 1 & 2, dated May 2008, prepared by Metrolinx, be received
for information.
Executive Summary: In June 2006, the Province created the Greater Toronto
Transportation Authority (GTTA) to develop and implement a Regional Transportation
Plan (RTP) for the Greater Toronto and Hamilton Area (GTHA).
In early 2008, a series of Green Papers were released as a first step to developing the
RTP. The Green Papers addressed such topics as sustainable transportation, mobility
hubs, transportation demand management, moving goods and delivering services,
highways and roads, and transit. Possible programs, policies and infrastructure
investments were also considered. Due to the tight timeframe for municipal comments
and Council's meeting schedule, staff comments were provided directly to Metrolinx
(see copy of letter, Attachment #1).
In May 2008, Metrolinx released two White Papers. The vision, goals, objectives and
possible indicators contained in White Paper 1 provide direction to developing the RTP.
White Paper 2 presents programs and policies that address the issues identified in the
Green Papers and fulfill the goals and objectives listed in White Paper 1.
White Paper 2 also analyzes three transportation infrastructure test concepts to the
year 2031. These concepts support the objectives of the Growth Plan for the Greater
Golden Horseshoe and are based on the MoveOntario 2020, official plans, and
transportation plans. Annual capital investments relating to the test concepts over the
next 25 years are projected to be between $2.4 and $3.8 billion annually, well beyond
the business-as-usual estimate of $1.0 billion annually. In addition, White Paper 2
discusses implementation activities and issues including coordination and collaboration
activities, as well as the preparation of a transportation investment strategy.
The White Papers provide an intermediate step between the Green Papers and the
draft RTP. Input on the White Papers will assist in the development of the draft RTP
that will be released for public comment and broad consultation in July 2008.
Report PD 24-08
June 2, 2008
Subject: White Papers 1 & 2 - Consultation 2008
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Page 2
Financial Implications: None to adopt the recommendation of this Report to
Council.
Sustainability Implications: Metrolinx is preparing a long-term plan for an integrated
multi-modal regional transportation system. Metrolinx is basing the plan on three
sustainable lenses: people, environment and economy. This initiative is consistent with
the City's five sustainable objectives of a healthy environment, society, economy,
responsible development and responsible consumption.
1.0 Background:
1.1 The Province created the Greater Toronto Transportation Authority (GTTA)
in June 2006
In June 2006, the Province created the GTTA to develop and implement a
Regional Transportation Plan (RTP) for the Greater Toronto and Hamilton Area
(GTHA). The GTHA encompasses the City of Toronto, four surrounding regional
municipalities of Durham, Halton, Peel and York and the City of Hamilton. The
GTT A has adopted Metrolinx as its name to reflect its mandate to improve the
coordination and integration of all modes of transportation in the region.
1.2 Seven RTP Green Papers were released as a first step to developing a
Regional Transportation Plan
Between December 2007 and March 2008, Metrolinx released for comment a
series of Green Papers as a first step to developing a transportation plan. The
Green Papers addressed such topics as sustainable transportation, mobility
hubs, transportation demand management, moving goods and delivering
services, highways and roads, and transit. Given the tight timeframe imposed by
Metrolinx for municipal comments and Council's meeting schedule, staff
comments were provided directly to Metrolinx (see Attachment #1).
1.3 White Papers 1 and 2 were released as the second step to developing a
Regional Transportation Plan
The White Papers build upon the foundation established by the Green Papers.
Input on the White Papers will assist in the development of the draft RTP that will
be released for public comment and broad consultation in July 2008. Copies of
the White Papers are available for viewing in the Planning & Development
Department or on line at www.metrolinx.com.
Report PD 24-08
June 2, 2008
Subject: White Papers 1 & 2 - Consultation 2008
Page 3
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2.0 Discussion
2.1 Highlights of the two White Papers are provided below:
White Paper 1 - Visions, Goals and Objectives
This paper presents the vision, and a series of goals and objectives for the
GTHA transportation system which, along with a range of possible indicators, will
form the basis for developing, evaluating and ultimately shaping the RTP.
A set of possible indicators that will help measure the progress towards
achieving the RTP's vision, goals and objectives are presented. Some of the
indicators can be estimated by traditional transportation modeling such as travel
times or congestion levels, while others are more difficult to measure such as
obesity rates or greenhouse gas emissions (see Attachment #2 - White Paper 1).
White Paper 2 - Preliminary Directions and Concepts
This paper presents potential policy and program directions to address the
issues identified in the Green Papers, and to fulfill the goals and objectives
detailed in White Paper 1: Vision, Goals and Objectives. It also includes a
preliminary analysis of the costs and benefits of four infrastructure system
concepts. The Paper includes a series of preliminary directions that could be
undertaken to achieve a new and expanded transportation system. These
directions are based on the content and feedback received on the Green Papers.
The preliminary directions presented in the paper are wide ranging and include
matters such as educational and promotional programs, a comprehensive regional
parking strategy, a convenient transit fee payment, and planning for improved
integration between transportation and office and residential development.
To determine how different transportation systems would address the present
and future transportation needs of the GTHA (looking forward 25 years), three
concepts were developed and tested against the goals and objectives identified
in the White Paper 1. The following concepts including a business-as-usual
concept were tested.
. Business-As-Usual (BAU) Concept - includes all current and committed
transportation projects, not including MoveOntario 2020 projects announced
in 2007.
. Linear Test Concept A: Linear - based primarily on the MoveOntario 2020
projects with some additions and enhancements to complete connections,
fill system gaps, and address growth beyond 2020.
. Test Concept B: Radial - builds on Test Concept A by strengthening
several major transit corridors radiating from Union Station with Regional
Express lines providing a high-frequency and high-speed (average 80 km/h
or more) service by electrified railways or other higher-order technologies.
Report PD 24-08
June 2, 2008
Subject: White Papers 1 & 2 - Consultation 2008
Page 4
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· Test Concept C: Web - provides enhanced radial service to and from Union
Station, as in the Radial Test Concept, but also adds major new east-west
higher-order transit lines that connect most of the urban growth centres in the
GTHA.
The estimated capital costs for the BAU Concept and for each of the Concepts A, B
and C are shown in the table below and assume a 25-year investment period.
Table: Order of Magnitude Capital Cost Estimates (billions of 2006 dollars)
Business- Test Concept Test Concept Test Concept
As-Usual A - linear B - Radial C - Web
Rapid and Local Transit 5 40 60 80
Regional Roads and 15 20 15 15
Provincial Highways
Total * 20 60 75 95
Annual ** 1.0 2.4 3.0 3.8
Per capita 135 324 405 514
(in 2006 dollars per year)
* Road and transit capital costs for expansion.
** Annual cost assumes a 25-year investment period.
Source: Metrolinx, White Paper #2, dated May 2008, page 48
The above estimates indicate significant cost differences between the concepts. A
more complete analysis will be carried out by Metrolinx for input into the draft RTP.
A section on implementing the RTP is briefly described in the Paper. Although
Metrolinx is preparing and coordinating transportation delivery in the GTHA, it is
also advocating roles for upper and lower-tier municipalities to implement the
RTP. In addition, there are roles for provincial ministries and transportation
agencies to plan and provide elements of the regional transportation
infrastructure. Further, the public, non-government organizations and other
partners also have important roles in the plan's implementation (see Attachment #3
- White Paper 2 Executive Summary).
3.0 Comment
City staff supports the role of the Metrolinx to develop and implement a regional
transportation plan for the GTHA. The information provided to-date has been
comprehensive and addressed issues at a very high level. In meeting and
providing comments to Metrolinx, staff has, and will continue to stress the
importance of a mobility hub in Downtown Pickering, the need to develop GO
service and a GO station in Seaton, and the need for reliable funding sources for
major transportation infrastructure. However, detailed comments are more
appropriately provided once the draft RTP has been released.
Report PD 24-08
June 2, 2008
Subject: White Papers 1 & 2 - Consultation 2008
Page 5
Major infrastructure funding will be required to support the Plan's
implementation. In this regard, Metrolinx is developing an investment strategy, in
parallel to the regional transportation plan process that would identify sustainable
funding sources, financial tools and partnership models to implement the RTP.
At the time of writing this report, the investment strategy had not yet been
released. Without effective financial tools and revenue sources from all levels of
government, the objective of an integrated, sustainable transportation system for
the GTHA will not be achieved.
4.0 Next Steps
Metrolinx is meeting with staff from Durham Region and the area municipalities
to provide an overview of and obtain comments on the White Papers on
May 22, 2008. In addition, City staff is attending a stakeholder consultation
workshop in Oshawa on May 26, 2008, arranged by Metrolix. The purpose of
this workshop is to discuss regional transportation issues and solutions.
In September 2008, following the release of the draft RTP, Metrolinx will be
holding a series of open houses and public meetings across the GTHA. Staff will
review the draft RTP and prepare comments for Council's consideration later this
year.
Attachments:
1. Director, Planning & Development, letter to Joe Perrotta, Director, Policy & Planning,
Metrolinx, dated May 2,2008
2. White Paper 1
3. White Paper 2 Executive Summary
Report PD 24-08
June 2, 2008
Subject: White Papers 1 & 2 - Consultation 2008
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Prepared By:
Approved/Endorsed By:
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anning & Development
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Grant McGregor, MCIP, R P
Principal Planner-Policy"
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Catherine Rose, MCIP, RPP
Manager of Policy
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Copy: Chief Administrative Officer
Recommended for the consideration
of Pickering City Council
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Thomas'oJ. Quinn, RD , C~1H., ,/
Chief Administrative Officer \ .,.",.~
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PICKERING
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jVIC ':omPlex
One ;'he Espia~ade
Pickering, Ontario
Canada L1 V 6K7
Direct Access 905.420.4660
Toll Free 1.866.683.2760
citvofpickering.com
PLA.'\INI.'\IG & DEVELOPMENT DEPARTME0JT
Deoa,tment 905.420.4617
Facsimile 905.420.7648
plan &devl@city.pickering.on.ca
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May 2, 2008
Joe Perrotta
Director, Policy and Planning
Metrolinx
20 Bay Street, Suite 901
Toronto, ON M5J 2N8
Subject:
Green Papers
Metrolinx
Thank you for meeting with City staff and representatives from the Region of Durham
and Durham's local municipalities in April to discuss the Green Papers. At the meeting,
City staff indicated that we would not be able to obtain Council's endorsement of staff
comments given your tight timeframe for municipal comments and our Council meeting
schedule. However, staff is providing these comments on the Green Papers for your
consideration.
City staff supports the role of the Metrolinx to develop and implement a Regional
Transportation Plan (RTP) for the Greater Toronto and Hamilton Area based on three
sustainable lenses - people, the environment and the economy. The Green Papers
provide background information and discuss a range of issues such as sustainable
transportation, mobility hubs, transportation demand management, moving goods and
delivering services, highways and roads, and transit. Also, in parallel to the regional
transportation plan process, we understand that Metrolinx is developing an investment
strategy being developed that would identify sustainable funding sources, financial tools
and partnership models to implement the Regional Transportation Plan
recommendations. We look forward to receiving a copy of the strategy that will offer
financial options to assist municipalities in implementing the RTP.
Our comments are focused on Paper Nos. 2, 3, and 6:
Paper #2 - Mobility Hubs
Mobility hubs are important components of urban growth centres. Mobility hubs are the
point of contact not only between transit lines, but also between transit and the surrounding
city. These hubs must be supported by appropriate land use planning and design,
including a vibrant public realm with a concentration of density and activities (e.g. jobs,
shops, and recreation) within convenient access by walking, cycling and transit.
Green Papers (Metrolinx)
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May 2, 2008
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The paper identifies Pickering's Urban Growth Centre and a possible future Pickering
airport as potential Mobility Hubs. Durham Region's Official Plan designates a
Transportation Hub in Pickering's downtown. In addition, the paper indicates a planned
GO rail serlice to the possible future Pickering Airport along the Havelock line, in
support of a Mobility Hub on the airport lands. However, Pickering Council does not
support a future airport at this time.
The identification of a mobility hub in Pickering's urban growth centre is consistent with
the City's des,ire to build a sustainable downtown that encourages higher transit use by
intensifying development within a new emerging centre. The current GO train station
and its surroundings will evolve into a regional-scale centre. and destination for
residents, business and visitors. This is in keeping with. the goals of the Growth Plan
that urban growth centres are to have higher concentrations of jobs and housing, as
well as other destinations and attractions.
The Central Pickering Development Plan designates a GO train station in the Seaton'
community. We support the early introduction of rail services to Seaton and therefore,
recommend that Metrolinx support Seaton as a priority for transportation investments
necessary to realize the community objectives of the Central Pickering Development Plan.
. Further consideration should also be given to identifying the Seaton GO train station as 'a
potential mobility hub that will be planned to accommodate a higher concentration of people
and jobs in concert with sustainable active transportation initiatives.
We view the large amount of surface parking at the GO rail station as a redevelopment
opportunity that will assist the City in achieving the Growth Plan's intensification target
of 200 people/jobs/hectares as. well as focusing on enhanced local transit connections
and providing active transportation connections such as walking and biking to and from
the station. Also, there are adjacent Ministry of Transportation Ontario (MTO) lands that
require consideration. The City has expressed to MTO on several occasions a variety of .
transportation improvements/investments' needed to support downtown redevelopment
such as:
. upgrading the Highway 401 intersection at Liverpool Road from a partial to a full
interchange to accommodate .eastbound traffic while reducing congestion on other
. eastbound ramps in Pickering;
. pursuing the use of MTO-owned lands at the northwest corner of Liverpool Road
and Highway 401 for employment-generating uses (we understand that the lands
were identified earlier by MTO to support only commuter/carpool parking);
. investing in the City's planned enclosed pedestrian bridge crossing Highway 401
and linking the Pickering GO Station to our downtown core;
At the April 10, 2008 meeting, you indicated that Metrolinx was proposing to initiate a
pilot project to evaluate specific mobility hubs in the GTHA. We reiterate our
recommendation that Pickering's mobility hub be considered as one of the candidate
sites for this project.
Green Papers (Metrolinx)
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We view this work as a catalyst to guiding the transformation of our higher-order transit
station into a mobility hub with substantial mixed-use, transit-oriented development
surrounding the station. Also, this study would align with the City's downtown
intensification review that is about to commence. This work includes ongoing
community engagement, research and visioning for Pickering's downtown.
Paper #3 - Active Transportation
We agree that the use of active transportation such as walking and cycling does realize
benefits for residents in terms of health, happiness, reduces travel cost, and that this
form of travel produces no pollution, benefiting the environment. At the same time, it
helps to address current and growing infrastructure deficit at minimal cost, minimizes
the need for costly, space-intensive infrastructure, and reduces road congestion.
To this end, the City's sustainable objectives include the support of walking, cycling and
other environmentally sustainable modes such as in-line skating or skateboarding in the
community. To promote active transportation modes, the City is reviewing its Trails and
Bikeway Master Plan to meet current and future requirements and enhancing bicycle and
pedestrian connections to the GO train station in downtown Pickering. Also, the Central
Pickering Development Plan requires the preparation of a pedestrian and bicycle system
for the Seaton Community that will integrate with south Pickering's bike and trail plan.
While we support the use of official plan policies and marketing, promotion and awareness
programs to help stimulate active transportation, infrastructure to support this activity is very
costly and will require Provincial partnerships involving local, regional and provincial levels
of government to ensure a sustainable funding model.
To support active transportation, the City currently leases Hydro One I.ands for
non-motorized modes of transportation. The infrastructure costs to support walking and
cycling are significant. In addition to capital and operating costs relating to trail and
walkway development on Hydro One lands, these properties are taxable and the City is
charged to recover tax costs through its lease agreements with Hydro One. To assist in
reducing City costs, we recommend that Metrolinx request the Province exempt from
taxation any land leased by lower-tier municipalities from the Province or its Crown
Corporations! Crown Agencies for active transportation uses.
Further, the Region's current policy does not provide for on-road cycling facilities such
as bike lanes, paved shoulders and signed-only bike routes on Regional roads. Off-road
boulevard bikeways and sidewalks are permitted beyond by paved surface in Regional
road rights-of-way but are implemented and paid for by local municipalities. These
costs typically are significant for Pickering as the works are primarily funded from
general tax revenue. As part of the City's comments on the Regional Cycling Plan
Study, staff is supportive of Durham being responsible for implementing a cycling and
pedestrian plan along Regional roads. For the most part, most of Pickering's key
attractions and destinations are located along regional roads. However, we are
cognizant that infrastructure and program costs associated with implementing the
Regional Cycling Plan is significant and therefore are recommending that Metrolinx
identify and evaluate funding opportunities from the senior levels of government as well
as the private sector to assist upper and lower-tier governments.
Green Papers (Metrolinx)
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Paper #6 - Roads and Highways
We agree that our roads need to be more efficient and have a variety of transportation
choices (auto, transit, cycling, walking) to encourage the use of more sustainable and
higher higher-capacity rrodes of travel rather than single occupant automobile. We also
realize there are issues with respect to road and highways, including the need to
resolve outstanding operation problems and network gaps - across interregional
boundaries and physical barriers, accommodating public transit needs, optimizing the
use of existing infrastructure and establishing a viable and sustainable funding
mechanism.
In this regard, the City supports the expansion/enhancement of Liverpool Road and
Highway 401 interchange to provide for additional if not full directional access. To
ensure that a more efficient transportation system is created that supports Pickering's
urban growth centre, we recommend that Metrolinx support this enhancement. We also
recognize that there are gaps in the GTHA road system as identified by Durham Region
in its Report No. 2008-J-9 regarding the Rouge Valley being a major physical barrier to
east-west connections and the 'bottleneck' at the west end of Taunton Road at the
Durhamrroronto boundary (Le. Steeles Avenue). We support the Region's request for
Metrolinx to resolve the above matters, by engaging the various stakeholders.
At the meeting, we advised you that the Province is presently undertaking a
DurhamrrorontolYork (DTY) Transportation Study which aims to identify not only the
sustainable transportation plan for the eastern GT A but also concentrates on the
assessment of transportation infrastructure including transit network needs. The
Province retained Totten, Sims, Hubicki (TSH) as their consultant to conduct this
exercise. Different land use studies and growth assumptions are being considered
including the Central Pickering Development Plan. In the Final Draft Report; dated
February 21, 2007, TSH suggested that the existing transportation network lacks
capacity resulting in major traffic congestion which heavily impacts the efficient
operation of regional and inter regional seNices. General conclusions regarding the
existing transportation network in Pickering are as follows:
. Brock Road and Highway 7: This captioned section has a large impact of traffic flow
resulting into a significant congestion in traffic because of Highway 407 being
terminated at Brock Road and merging into Highway 7. The Province has already
taken initiative in extending the Highway 407 East through Durham Region as it is a
key structural element in the existing transportation network;
. Highway 401: TSH recommends that the existing east-west corridors of Highway 401
falling in Pickering jurisdiction bear capacity deficiencies throughout the day that
prevent efficient transportation movement;
Green Papers (Metrolinx)
May 2,2008
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. GO Transit: GO Transit has future plans to provide additional capacity on the
existing Lakeshore GO Rail Corridor and as indicated in the consultant's report,
opportunities exists to expand service on Stouffville line as well as to provide
service on the Havelock Subdivision to Peterborough and the Belleville Subdivision
(that traverses the central Pickering Development Area) but presently the GO has
no plans to commit into any expansion on either line, However, we recognize that
the rail-transitlrail-passenger service plays a major role in accommodating riders
especially for those who choose transit for their planned trips to avoid traffic
congestion. Therefore, we recommend that Metrolinx be engaged in GO future
plans as a participating member to look into future developments and their
implementation;
In recognition of Pickering as the eastern gateway into the GT A, the extension of
Highway 407 east and the anticipated marketing of the Seaton employment lands by
ORC, we recommend that Metrolinx be engaged in the Provincial Transportation Study
as a participating member. In this way, Metrolinx can incorporate the Study results as a
part of comprehensive submission of required improvements to the transportation
system for Treasury Board consideration,
Finally, we note that the only public meeting in Durham Region on the two white papers
is in the City of Oshawa on May 22, 2008, It is critical that meaningful consultation take
place on the draft RTP. We therefore request that a more robust consultation program
be undertaken to enable full input by Durham stakeholders. Such consultations should
comprise of public open houses, municipal meetings, key stakeholder and business
forums, and feedback surveys.
If you have questions or require further clarification, please contact me at extension 2025.
Neil C , MCIP, RPP
Director, Planning & Development
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Copy: Chief Administrative Officer
Director, Corporate Services & Treasurer
Director, Operations & Emergency Services
Director, Office of Sustainability
Manager, Policy
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A Message From the Chair
May 2008
Rob MacIsaac
Chair, Metrolinx
As we look towards the future of transportation in the Greater Toronto and Hamilton Area (GTHA), the pichI re is starting
to become much clearer.
Now, we want to bring it into sharp focus. With the release of two White Papers, Metrolinx is taking the next major step
towards a plan to dramatically change and improve transportation choices across the entire region.
The White Paper you arc now reading sets out the vision, goals and objectives for a comprehensive Regional Transportation
Plan (RTP). White Paper 2 provides preliminary directions and concepts on specific steps that could be taken to get the
results we want.
In the 16 months since Metrolinx was formed, we have undertaken a very broad, very detailed examination of transportation
issues which affect this region. We released seven Green Papers to foster discussion around key topics.
We studied other jurisdictions to help determine best practices and learn about ilU10vative projects. We conducted extensive
consultations with a wide range of stakeholders. And we have encouraged broad-based input both through our interactive
website and through meetings with stakeholders.
All of this has given us a strong sense of direction together with some very specific ideas about how we might proceed.
White Paper 1 deals with the 'big picture' of transportation's role in our region. Before we start making decisions about
what and where to build, we need a clear sense of direction. There is an old adage that says, 'Vision without action is a
daydream. Action without vision is a nightmare.'
This White Paper sets out our proposed overarching vision for the RTI~ guiding our decisions as we move forward. It
also suggests ways to measure our success, to ensure we stay on the right course.
The input we receive from both White Papers will feed into a Draft RTf', which will be released for public and stakeholder
consultations in late July. Our plan is to hold a series of Open Houses and Public Meetings across the region in September,
giving everyone an opportunity to comment on every aspect of the Draft RTP.
Based on these consultations, and further discussions with the public on how the recommendations could be paid for
and implemented, we will make the appropriate revisions and release the final RTP this Fall.
We will continue to welcome comments on our website and by other means throughout the process.
1 am very excited about the progress we have made. And J must say, this is long overdue.
Visinn, Goals and Objectives metrolinx
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Decades ago, prior generations built subways, rail lines, and a grid of 400-series highways which supported prosperity
for those who followed. It is our turn to step up to the plate. We need to build a new transportation system using the
principles of sustainability and mobility for those who will follow us.
Thank you for taking the time to read the White Papers. We look forward to hearing your thoughts, concerns and
suggestions.
And we look forward to moving boldly ahead, creating a transportation system befitting a first-class city-region.
Rob MacIsaac
Chair, Metrolinx
Vision, Coals and Obll'ctivl's Illl'trolinx
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1. Background .
1.1 The Metrolinx Mandate
1.2 The Regional Transportation Plan
1.3 Developing the Regional Transportation Plan
1.4 Purpose and Structure of This Paper
1.5 Current and Future Challenges
2. Vision .
3. Goals and Objectives .
4. Possible Indicators .
4.1 Introduction
4.2 Objectives and Possible Indicators
5. Next Steps .
Vision, Coals and Objl'cti\'l's ll1l'trulinx
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1 Background
1.1 The Metrolinx Mandate
Metrolinx was created by the Government of Ontario to develop and implement an integrated multi-modal transportation
plan for the Greater Toronto and Hamilton Area (GTHA) - the metropolitan region encompassing the City of Toronto, the
four surrounding regional municipalities (Durham, Halton, Peel and York) and the City of Hamilton. Its mandate includes
providing seamless, coordinated transportation throughout this region, which is Canada's largest and among North
America's most rapidly growing.
Metrolinx operates within the legislative framework of the CreateI' Toronto Tranc;portatioll Authority Act, 2006.
Figure 1.1 The Greater Toronto and Hamilton Area
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YORK
PEEL
TORONTO
HALTON
HAMILTON
1.2 The Regional Transportation Plan
An immediate priority for Metrolinx is to create a Regional Transportation Plan (RTP), a long-term strategic plan for an
integrated multi-modal regional transportation system. Triple bottom-line goals and objectives - people, environment,
and economy - arc guiding the RTP development, evaluation and recommendations.
The RTP's vision, goals and objectives for transportation in this region will assist decision-making in the day-to-day
planning, coordination and implementation of the transportation system. It will set out priorities, policies and programs
for a future of complete mobility. The plan will also be a touchstone by which we can monitor and regularly check to
ensure that we arc moving closer to the vision for a region that is supported by a high quality of life, prosperity and a
healthy environment.
This region is rapidly changing and the rest of the world to which we are connected continues to change as well. Having
a clear vision with specific goals and objectives that influence decisions is critical to a steady path forward.
Visinn, Coals and Objectives mctrolinx
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1.3 Developing the Regional Transportation Plan
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During the period between December 2007 and
March 2008, Metrolinx published seven Green
Papers, as the first step towards developing the
Regional Transportation Plan. These Green Papers
presented key trends, challenges and opportunities
for the GTHA transportation system for public
discussion and showcased best practices from
around the world.
A wide range of pu bJ ic comments has been received
on the Green Papers, and this feedback has
informed the development of two companion White
Papers.
White Paper 1: Visions, Coals and Objectil'cs presents
the vision for the GTHA transportation system, and
a series of goals and objectives which, along with
a range of possible indicators, form the basis for
developing, evaluating and ultimately shaping the
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Figure 1.2 The RTP Consultation and Development Process
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White
Papers
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Dee '07- Mar '08 May'08 Late July '08
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Online Consultations
White Paper 2: Preliminary Directions and Concepts draws together the two key aspects of the plan: transformational policy
programs and tools; and well-integrated and functional infrastructure. The paper sets out a preliminary analysis of several
test concepts including a Business-As-Usual (BAU) concept for the transportation infrastructure system for a preliminary
performance/cost comparison.
The White Papers have been published as interim reports to provide a basis for ongoing consultations with stakeholders
and the public. Input on the White Papers will help to inform the development of the Draft RTP that will be released in
conjunction with a Draft Investment Strategy for public comment and broad consultation in late July. The Investment
Strategy will set out a suite of potential dedicated revenue sources and funding tools to expand, maintain and operate
the regional transportation system in a financially sustainable way over the next 25 years and beyond.
The final Regional Transportation Plan will be released in Fall 2008.
2
Visiun, Guals and Objcctivcs mclrolinx
",'1-( E
J- 11
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1.4 Purpose and Structure of This Paper
As Lewis Carroll observed, 'If you don't care where you are going, any road will get you there'. A bold vision with
understandable goals and objectives is critical as a guide and common reference point for decision-making,
The following Green Papers are available for
review and comment at www.metrolinx.com
or by calling 416-874-5900.
. Green Paper 1: Towards Sustainable
Transportation
(December 2007)
. Green Paper 2: Mobility Hubs
(February 2008)
. Green Paper 3: Active Transportation
(February 2008)
.
Green Paper 4: Transportation Demand
Management
(February 2008)
.
Green Paper 5: Moving Goods and
Delivering Services
(February 2008)
.
Green Paper 6: Roads and Highways
(March 2008)
.
Green Paper 7: Transit
(March 2008)
In this paper, we present a vision as well as goals, and objectives
for the region's transportation system. They describe how the
transportation system will rest on a foundation of the three pillars
of people, the environment and the economy. They are
far-reaching and reflect the bold and ambitious objectives of the
RTP.
Some of the objectives are almost entirely within the scope of the
transportation system to address, such as reducing crowding and
improving customer service, Others are affected by many factors,
of which transportation is just one, such as greenhouse gas (GHG)
emissions and obesity rates. While some objectives are easy to
measu re and quantify, others are much more qualitative in nature.
All are critical to meeting our ultimate vision.
In Section 4 of this paper, we present a preliminary set of
indicators by which progress towards the achievement of the
RTP's vision, goals and objectives could be measured. Values of
some quantitative indicators can be estimated by traditional
transportation modelling, while others require measurement
through surveys of actual future conditions. While some possible
indicators are quantitative and can be modelled and used for the
performance/cost comparisons of transporta tion system concepts,
many require baseline measurements to provide benchmarks for
future evaluation. Those used in the model arc described more
fully in White Paper 2.
Definitions for the italicized terms found in this paper are
provided in the Glossary of Terms found in Appendix A of White
Paper 2.
Vision, Goals and Objectives mctrolinx
3
;f tJ r'
1.5 Current and Future Challenges
r
,- :)
As described in Green Paper 1, transportation supply, demand and performance trends over the past two decades have
been deteriorating. A projection of these trends to the year 2031 shows continuing decline unless significant improvements
arc made.
In the Green Papers, these trends and challenges were explored in detail and some key conclusions emerged.
· Our system for planning and financing transportation and our individual travel behaviours are unsustainable.
· The transportation system must be improved to meet the needs of current residents, and also the millions more who
will call this region their home in the future. Our population and employment forecasts show an increase of 2.5
million people and 1.3 million jobs across the GTHA by the year 2031, which will place increasing demands on our
transportation system.
· Existing infrastructure is being used inefficiently, with far too milny trips being taken in single-occupant motor
vehicles and far too few trips being taken by transit, bicycle or foot. Average automobile occupancy rates are only
1.2 persons/vehicle.
· There is little choice for travellers. Most feel they need to depend on cars for getting around, or are limited by how
far they are able to walk or how well their neighbourhood is served by transit. The average percentage of trips taken
by car across the GTHA is currently 75 per cent.
· Transportation infrastruchne and operations require predictable and reliable revenue sources. Funding for
transportation infrastructure has not kept pace with the needs of a growing population, thereby reducing our
productivity and increasing the cost of our goods and services.
· The true cost of travel is not reflected in the prices that users pay for different options.
· The cost of operating an automobile in the region will continue to rise as a result of increasing fuel, insurance and
other associated operating costs.
· There is a lack of awareness of the impacts of individual travel behaviour.
· The system is out of balance and in many instances seems designed for cars instead of people. Priority is generally
given to car travel over other means, such as transit or active transportation.
· Land use planning and transportation planning are not being well-integrated. Low-density land use patterns,
particularly in the suburban areas of the region, do not adequately support the provision of improved, competitive
transit service.
· The transportation system is not adequately integrated and coordinated across boundaries, or across modes.
· Transportation Demand Management (TDM) and Intelligent Transportation Systems (ITS) efforts are under-funded and
therefore not used to their potential across the GTHA. Current efforts are not coordinated or integrated to maximize
their effectiveness.
· More emphasis and resources arc required to improve overall transit customer service (e.g. vehicle cleanliness,
personal safety, real-time travel updates, etc.).
In order to be transformational, the RTP must address these challenges with a broad range of tools; improvements to
infrastructure alone will not be sufficient. Changes to legislation, educational and promotional programs, and supportive
policies must also be designed and implemented. These pieces must work together to provide an improved experience
within the transportation system, encourage a significant change in travel behaviour, and deliver a robust and convenient
transportation network.
A Strong Foundation
Some important and foundational work is already in place, making the way forward promising. The province of Ontario
and municipalities are implementing the Growth PlanftJr the Greater Golden Horseshoe that will direct growth in a way that
makes transit and active transportation increasingly viable options. The Greenbelt Plan protects rural, natural and agricultural
4
Vision, ellals and Objectives 1l1drolinx
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areas that are important to the ecological health of the region. In addition, all levels of government arc recognizing the
importance of programs, policies and legislation which create an environment that promotes more sustainable practices
in travel behaviour.
The RTI' will build on this work, marking the beginning of a journey towards a vastly improved, more sustainable
transportation system. We have little choice but to change. Our current transportation system is quickly becoming
dysfunctional. Space and cost considerations limit our ability to increase the capacity of major highways and arterial roads.
We need to rely more on transit and active transportation. This means transforming land use, road use, goods movement
and demand management policies. It means a bold plan and financial commitment to infrastructure over the long-term.
It means a changed culture and behavioural shifts to address how we get around the region. This plan will be a guide to
a future that offers complete mobility. It will set the foundation for a sustainable transportation system and more sllstainable
communities. This plan will be key for the GTHA to become one of the world's most attractive and successful regions.
Have a Say! Help Shape the GTHA's Transportation Future
Whether we walk to the corner store, take transit to work, drive to the hospital, cycle to school, or rely on the
movement of goods for our business, we all have opinions about how the GTHA's transportation system is performing.
Many of us have thoughts on how it could be improved. Whatever your transportation situation, Metrolinx wants
to hear from you as we develop the Regional Transportation Plan for the GTHA. The more people we hear from,
the more inclusive and effective the Plan will be.
Visit www.metrolinx.col1l to participate in our online public consultations or contact us at 416-874-5900 to find out how YOll
can get involved.
Vision, Coals and Objectives Illetrolinx
5
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AN INTEGRATED TRANSPORTATION SYSTEM FOR OUR REGION THAT ENHANCES PROSPERITY,
SUSTAINABILlTY AND QUALITY OF LIFE.
A generation from now, the nine million residents of the Greater Toronto and Hamilton Area will use a well-integrated
transportation system that supports:
A high quality of life. A high quality of life for all people in this region will be our greatest motivator. Our cities, towns,
suburbs and rural areas will be more liveable, with more options for getting around the whole region conveniently,
comfortably and safely.
A thriving, healthy and protected environment. We will plan, establish and maintain a transportation system that
conserves resources and leaves a legacy of a healthy and clean environment for our children and grandchildren.
A strong, prosperous and competitive economy. At the heart of Canada's economy, ollr region will be competitive with
the strongest regions in the world, based on an efficient and convenient transportation system. It will help attract and
retain the best and the brightest, and make the shipping of goods and delivery of services efficient.
This vision of complete mobility means that all of our diverse needs will be satisfied through a transportation system
that is focussed on the customer and that seamlessly links people to places.
All modes of transport will link together a system of mobility hubs that are well-designed and attractive - providing
seamless service that allows people to easily connect from one mode of transportation to another.
Public transit will compete effectively with the automobile because it will be convenient, comfortable, safe, reliable and
valued by its users. Walking and cycling will be logical choices for a healthier public.
People will have timely and complete information on transportation schedules, cost and impacts so that they can make
informed choices about how they use the transportation system.
We will be proud of our transportation system.
6
Visiull, Coals dlld Objcctivcs metrolinx
t
'. t<
3 Goals and Objectives
Table 3.1 Goals and Objectives for a High Quality of Life
_____~__________w___ __I"_________~~__________
OBJECTIVES
---- ---
.J
A high quality of life for all residents in this region will be our greatest motivator. Our cities, towns, suburbs and rural areas will I
be more liveable, with more options _fill' getting around the whole region conveniently, comfiJrtably and safely. I
_____________ nw________________~~~
1. Improved transportation experience and travel time i
reliability i
GOALS
A HIGH QUALITY OF LIFE
A.
Comfort and Convenience: There will be a strong
emphasis on the user. Getting around will be more
convenient with coordinated information, facilities,
operations and pricing; a more comfortable and less
crowded experience; and the highest standard of
customer service across the system.
B.
Travel Time Reliability: Uncertainty regarding travel
times and delays will be reduced.
c
Transportation Choices: People will have a wide
range of options available to them for getting around
regardless of age, means or (dis)ability, including
walking, cycling, public transit and automobiles.
D.
Attractive Places: The transportation system will hel p
us create valuable, beautiful and attractive places.
Roads, streets, transit lines and stations will be
designed to benefit both travellers and local residents.
Negative impacts of transportation - related noise
and poor air quality - will be minimized.
E.
Balanced: The need to increase existing established
transit markets will be balanced with the need to
grow new markets for transit.
F.
Fit and Healthy Lifestyles: It will be easily accessible
for all, including children and seniors, to walk and
cycle as part of their daily lives and maintain a
healthy lifestyle.
G.
Safe and Secure Mobility: Getting around will be
safer and more secure. Parents will feel comfortable
letting their children walk, cycle or take public transit
2.
Less crowding on transit
3.
Decreased need for vehicular travel, particularly over
long distances and at rush hour
4.
Increased transportation options for accessing a range
of destinations
5.
Region-wide integrclted fare structure and collection,
and schedule coordination
6.
Improved information, including real-time
information, available to people to plan their trips
7.
Reduced impacts of air quality on human health
8.
Reduced transportation-related noise
9.
More transit- and pedestrian-friendly streetscapes,
and improved walking and cycling amenities
10.
Increased daily levels of exercise from walking and
cycling
11.
Continued progress towards zero casualties and
injuries on all transportation modes, including
walking
12.
Improved real and perceived traveller safety
13.
Improved accessibility for seniors, children and the
disabled
Visillll, Coals and Objectives mdrolinx
7
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GOALS
OBJECTIVES
to school. All users and operators will feci safe when
using the transportation system. 14.
Increased engagement in the planning of the
transportation system by a diverse group of citizens
H. Fairness and Transparency: Citizens will playa role
in shaping the future transportation system. Decisions
will be transparent.
8
Vi"iull, Coal" and Objective" l11l'trolinx
(0
Table 3.2 Goals and Objectives for a Thriving, Healthy and Protected Environment
~~AL~~~__~_____ _..__~______________ ___ -....~._~ L~~!~~~_I_~=~_~__.___~~
A THRIVING, HEALTHY AND PROTECTED ENVIRONMENT
lll,J
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---.~--1
We will plan, establish and maintain a transportation system that conserves resources and leaves a legacy of a healthy and clean
environment for our children and grandchildren.
iI.
A Smaller Carbon Footprint and Redu~ed
Dependence on Non-Renewable Resources: Our
transportation system will operate sustainably within
the constraints of - and in balance with - ecosystems_
Decisions about our transportation system will take
into account its potential to impact air, land and water
quality; human, plant and animal life; social, cultural
and economic conditions; and the built environment.
· We will reduce CHGs - our carbon footprint -
and other harmful emissions and discharges
related to transportation to sustainable levels_
. We will reduce our dependence on
non-renewable resources like fossil fuels and
man-made chemicals that accumulate in the
environment.
. We will use recyclable materials, for example,
in construction materials and vehicles.
Ii 15.
16.
Decreased use of non-renewable resources
Increased recycling rate of transportation-related
construction mater"ials and vehicles
J.
Reduced Land Consumption for Urban
Development: The transportation system itself will 22.
use less space, help curb sprawl, and help promote
and sustain more compact and efficient urban forms.
17_
Reduced and stabilized transportation-related GHG
emissions as per the provincial Go Green: Ontario's
Action Plan _fill' Climate Change: reductions of six per
cent by 2014, 15 per cent by 2020, and 80 per. cent by
2050
K.
Adopt the Precautionary Principle and an Ecosystem
Approach: In planning the transportation system of
the GTHA, the precautionary principle will be applied
to ensure that the environment is protected,
conserved and wisely managed.
18.
Improved air quality
19_
Reduced car use
20_
Improved energy efficiency
21. Reduced consumption of land for urban development
Reduced ecological impact to our agricultural and
natural systems
23.
Increased awareness of how travel choices impact
the environment
Vision, Goals and ObjectiVl's l1letrolinx
9
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Table 3.3 Goals and Objectives for a Strong, Prosperous and Competitive Economy
G~A=~________ ~~~_J OBJECTI~~_~____~~~_~
A STRONG, PROSPEROUS AND COMPETITIVE ECONOMY
-----l
---j
At the heart of Canada's economy, our region will be competitive with the strongest regions in the world based on a cost-effective
and affordable transportation system that will help attract and retain the best and the brightest, and make the shipment of goods
and delivery of services efficient.
Lower average trip time for people and goods
24.
25.
Greater reliability of the freight and passenger
systems
L.
Prosperity and Competitiveness: The transportation
system will be designed to respond efficiently and
equitably to the needs of the Ontario economy; it will
create opporhmities for greater prosperity throughout
the region. Deliveries, imports and exports will be
faster and more reliable thanks to a more efficient,
integrated and coordinated transportation system.
Residents will be able to get to a greater number of
jobs.
26.
Managed congestion
M.
Foundation of a Well-Functioning Region: The
transportation system will be a cornerstone of city
building, creating a region that is a destination of
choice for new residents and businesses. Great
infrastructure will create new transit-oriented
development opportunities. Transportation services,
particularly transit, will not lag behind urban growth.
27.
Increased productivity of the transportation system
N.
Multi-Modal Integration: The transportation system
will be fully integrated. It will be easy to make a
decision on how to get somewhere or ship something
thanks to seamless integration, accurate and timely
information, and logical and transparently
determined prices.
28.
Improved transportation and land use integration
O.
Interconnectedness: The GTHA transportation system
will be well-connected to surrounding regions, the
rest of Canada and the world.
29.
Reduced delays, damage and costs in transferring
goods from one mode to another, and more seamless
region-wide services for travellers and
service-providers
P.
Resilience: By reducing our oil dependence, we will
better withstand volatility in energy supply and
prices, and have more flexibility to switch to new
fuels and technologies. We will strive to anticipate
the impacts of climate change on infrastructure.
30.
Improved real-time information about transportation
choices, their speeds and costs
Efficiency and Fiscal Responsibility: The
transportation system will be designed to optimize
the use of resources and provide better value to
households, businesses and governments.
31.
Improved connections and service within the GTHA
and to/from inter-regional, inter-provincial, and
international terminals and facilities
32.
Increased financial self-sufficiency of the
transportation infrastructure and projects
33.
Reduced use of out-of-province energy sources
34.
Increased prevalence of Transportation Demand
Management practices
35.
Improved value of transportation investment and
spending for households, businesses, governments
and other users
36. Better reflect the cost of transportation services in the
prices paid by users
37. Competitive shipping cost structure
10
Vision, Coals and Objectives n1l'trolinx
ZLf-(E~
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b .-
GOALS
OBJECTIVES
R.
Fiscal Sustainability: Funding for transportation will 3R.
be sufficient, reliable and predictable.
Transparent and fairly allocated passenger
transportation costs, across modes
I
S. Safety and Security: The transportation system will I 39. Fair and effective fiscal treatment of various modes
be designed to improve safety and security.
40. Optimized use of all travel rights-of-way by
commercial vehicles through a range of incentives
and disincentives
41. Minimized direct and indirect economic losses due
to accidents
Vision, Coals and Objectives I1lctrolinx
11
( of
4 Possible Indicators
4.1 Introduction
z
'.l ,J
A clear set of indicators is needed to help us measure progress towards the goals and objectives presented in Section 3.
In this section, we present a set of possible indicators for discussion and feedback. Some of these indicators are easily
quantifiable, and can be easily modelled. Others arc more qualitative, and more difficult to model. For some of the
indicators, the transportation system is the most significant contributor. Examples would be travel times or congestion
levels. For other indicators, the transportation system is just one of many contributing factors, such as obesity rates or
GHGs.
In some cases, the same indicators are repeated in the table, reflecting their fulfilment of multiple objectives.
These indicators will be further amended and refined based on feedback received on this paper, and then presented for
further discussion as part of the Draft RTP consultations.
4.2 Objectives and Possible Indicators
Table 4.1 Goals and Possible Indicators for a High Quality of Life
OBJECTIVES
A HIGH QUALITY OF LIFE
1.
Improved transportation
experience and travel time
reliability
2.
Less crowding on transit
3. Decreased need for vehicular .
travel, particularly over long
distances and at rush hour .
.
.
4. Increased transportation .
options for accessing a range .
of destinations
.
.
.
-----..-
POSSIBLE INDICATORS
.
On-time performance, measured as variability of travel time
Number and duration of major blockagesjdelays-per-year on roads and transit
Change in people-moving capacity (as opposed to vehicular capacity) of the
transportation system generally, and in specific areas
Customer satisfaction measuresjindex
.
.
.
.
Average load factors by transit mode
Size of activity area or area within which people conduct most of their daily
acti vities
Total motorized and mechanized travel
Average trip length from home to work
Per cent of trips that are taken at rush hour
Per cent of trips taken by transit and active transpurtatiun
Jobs and variety of uses within 30 minutes and 45 minutes of one's home-
by active transportatiun, transit and auto
Time spent travelling per day by mode (per capita)
Per cent of commuters who can get to work within 30 minutes and 45 minutes
via transit, active transportation and car
Average trip duration via transit, active transportation and auto (system-wide
and for sample trips)
12
Vision, Coals and Obll'ctiws ml'trolinx
-1 -
\-'
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fJ L+
OBJECTIVES
.
.
.
.
.
.
.
.
5. Region-wide integrated fare .
structure and collection, and
schedule coordination .
.
6. Improved information, .
real-time .
available to
to plan their trips .
impacts of air .
quality on human health
.
8. Reduced .
transportation-related noise
9. More transit and .
pedestrian-friendly .
streetscapes; Improved .
walking and cycling .
amenities
.
.
.
.
10. Increased daily levels of .
exercise from walking and .
cycling .
.
.
i ·
I
POSSIBLE INDICATORS
Per cent of population and jobs, and density of population and jobs within
500 metres (m), one, two and five kilometres (km) of rapid transit
Proximity to rapid transit for neighbourhoods where dependence on transit
is particularly high
Proximity of major trip generators, urban growth centres, corridors and dense
areas to higher-order transit infrastructure
Seat-kilometrejsquare kilometre capacity available via each type of transit
mode
Average service frequency by transit mode
Per cent of residents with a monthly or annual transit pass
Travel speeds for selected major origin-destination pairs, compared by mode
Rate of congestion growth on roads (per cent/year)
Participation by transit providers in fare integration and regional fare
collection, weighted by ridership
Degree of schedule integration
Number of transit service discontinuities at municipal boundaries
Availability of a complete mobility trip planner
Per cent of transit stops with availability of "next bus" information; per cent
of users able to access information with mobile devices
Number and per cent of drivers using dynamic route optimization tools
Hospital admissions related to air quality; rates of asthma in children and
adults
Number of premature deaths related to air quality
Per cent of population regularly exposed to excessive noise (from
transportation)
Km of gaps in active transportation infrastructure networks
Per cent of transit stops with shelters, schedules and route maps
Active transportation modal split
Per cent of population within 30() m of a bicycle lane or trail via neighbourhood
streets
Per cent of transit stations with bicycle storage, weighted by ridership
Per cent of streets with sidewalks on both sides
Km of pedestrian ways and bikeways
Km of sidewalks per km of new roads
Average minutes spent walking and cycling per person per day
Per cent of children walking or cycling to school
Obesity rates (children and adults)
Type II Diabetes rates
Hypertension rates
Chronic Obstructive Pulmonary Disease (COPD) rates
Vision, Coals and Objcctivcs I1lctrolinx
13
L.~ "1_( f-
',1 :)
OBJECTIVES
11. Continued progress
zero casualties and
on all transportation
including walking
12. Improved real and perceived .
traveller safety .
13. Improved accessibility for .
seniors, children and the
disabled
.
.
.
14. Increased engagement in the .
planning of the
transportation system by
diverse groups of citizens
INDICATORS
of collisions, casualties and injuries by mode, particularly involving
(total, per million residents, million person-km; per million
per year)
Number of breaches of personal safety within the transportation system
Per cent of travellers who perceive danger to personal safety on various modes
of transportation
Per cent of universally accessible transit vehicles and stations, as well as
information on transportation services (to Accessibilit,ll.fillo Ontarians with
Disabilities Act (AODA) standard)
Index of cllstomer satisfaction with special needs transportation services
Per cent of seniors and people with disabilities within 300 m of transit via
continuous, fully accessible sidewalks and protected crosswalks
Per cent of the region accessible by specialized transit
Number and per cent of citizens participating in consultation processes
14
Vision, Coals and Objectives metrolinx
,-
__LI ( (-
66
Table 4.2 Goals and Possible Indicators for a Thriving, Healthy and Protected Environment
~~-- ---- - ----
OBJECTIVES POSSIBLE INDICATORS
-----~~----- - ~-- ------ - - ---~-~----------~ -------~~------- ------
A THRIVING, HEALTHY AND PROTECTED ENVIRONMENT
15. Decreased use of
non-renewable resources
16. Increased recycling rate of .
transportation construction .
materials and vehicles .
17. Reduced and stabilized .
transportation-related CHC
emissions as per the
provincial Go Green: Ontario's
Action PlanfiJr Climate
Change: reductions of six per
cent by 2014, 15 per cent by
2020, and 80 per cent by 2050
18. Improved air quality .
.
] 9. Reduced car use
20. Improved energy efficiency .
I .
I ·
.
21. Reduced consumption of .
land for urban development .
.
.
.
22. Reduced ecological impact .
to our agricultural and
natural systems
1
.
Total transportation-related energy use by type
Total annual fuel and energy consumption
Average energy consumption per tonne-km transported
Salt and organic or mineral-based me Iter use
.
.
.
Tire recycling rates
Construction materials recycling rates (from transportation infrastructure)
Vehicle recycling rates
CHC emission levels per person-km and total emissions/year
Number of smog days per year
Common air pollutants/smog precursors (NOx, SOx, CO, VOCs, PMI0 and
PM2.5 values) emissions per person-km, total emissions/year, and localized
concentrations
.
Vehicle-km travelled (VKT) (total and per capita)
Average number of weekday person trips by car
Number of vehicles per household
Average trip length from home to work
.
I ·
I
.
Average passenger fleet, commercial truck fleet and locomotive fuel
Energy use per tonne and passenger transported per km
Ratio of cost of transportation energy use to Gross Domestic Product (COP)
Per cent of transit stations designed to high "green architecture" standards
such as LEED Cold
Hectares of land dedicated to transportation infrastructure
Amount of urbanized space per capita
Per cent of development in existing built-up areas
Density of development in greenfield areas
Density of development in urban growth centres
Impact on wetlands, biodiversity, farmland, terrestrial and aquatic habitats,
groundwater, lakes and watercourses
Visinn, Gnals and Objl'ctivcs mdrolinx
15
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, '7
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OBJECTIVES
INDICATORS
23. Increased awareness of
travel choices impact the
environment
of quantifiable measures and impacts on various choices to users
through trip-planning tools
16
Vi:-;ion, Coal:-; and Objcctivc:-; l11l'trolinx
6B
:: 4- ~L
Table 4.3 Goals and Possible Indicators for a Strong, Prosperous and Competitive Economy
- '--=E ---
OBJECTIVES POSSIBLE INDICATORS
-_...~~_._~._._----~"~---~-,~~~ ---------~ -.---.--------
A STRONG, PROSPEROUS AND COMPETITIVE ECONOMY
n___~
Average vehicle speed and travel time by auto, transit and rapid transit I
Per cent of arterials and expressways experiencing cOngestK)!1.------- !
Average time to clea~~l collision __ _ I
On-time performance, measured as variability of truck and rail travel times !
24. Lower average trip time for .
people and goods .
.
--------------
25. Greater reliability of the .
freight and passenger system
26. Managed congestion
27. Increased productivity of the .
transportation system .
.
.
.
I.
I
I
I ·
!
.
28. Improved transportation and .
land use integration
.
.
I ·
I
I
.
.
.
29. Reduced delays, damage and .
costs in transferring goods
from one mode to another .
and more seamless
region-wide services for
I
I
I
I
i
.
Per cent of vehicle km travelled in congestion
Total hours of delay (autos and transit)
Costs resulting from congestion
.
.
Utilization rate of roads (volume/capacity)
Transportation costs as per cent of GDP
Average number of passengers per vehicle; per cent of vehicles with a single
dri vel'
Number and per cent of vehicles equipped with dynamic route optimization
tools
Per cent of dead-heading trucks (i.e. a truck travelling without cargo), or
average loading ratios
Per cent of shipments processed with route optimization, loading optimization
Per cent of shipments with a destination in the GTHA processed through a
consolidated logistics centre
Per cent of trucks centrally managed with localization technology
I
Policies il1 pl~~~~~-direct development - incl:d~;~~pllblicl~ui~l~d~dfacilities I
- to areas well-served by transit ,
Per cent of resident and workers in large trip generators within walking ,
distance of a rapid transit station
Satisfaction of functional objectives at mobility hubs (connectivity, amenities,
type and amount of development, etc.)
Policies to coordinate large-scale logistics facilities in adequate areas with
minimal imposition from incompatible uses
Availability and use of walking and cycling urban design standards
Number of non-residential parking spaces over number of jobs (GTHA and
by area or project)
Per cent of length of existing and new roads and streets that fulfil the
"complete streets" concept
Benchmarking of design, construction, maintenance and operational costs
tied to satisfaction metrics
Cost per passenger/km and tonne/km for roads
Vision, Goals and Objectives metrolinx
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L. "l-{ (.
travellers and
service-providers
Improved real-time .
information about .
transportation choices, their .
speeds and costs
31. Improved connections and .
service within the GTHA and
to/from inter-regional,
inter-provincial and
international terminals and
facilities
32. Increased financial
self-sufficiency of the
transportation
and projects
33. Reduced use of
out-of-province energy
sources
34. Increased prevalence of
Transportation Demand
Management practices
35. Improved value of .
transportation investment .
and spending for
households, businesses,
governments and other users
36. Better reflect the cost of .
transportation services in the
prices paid by users
shipping cost .
and fairly
passenger
(-}
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INDICATORS
Availability of a complete mobility trip-planner
Availability of "next bus" information
Availability of flexible, real-time information for choosing a travel route,
including inside vehicles
Improvements to connectivity within and beyond the region
Per cent of transportation system capital and operating costs recovered from
user fees
.
Expenditure on imported energy for transportation
.
Per cent of large employers (100+) with a Transportation Demand Management
plan
Transportation costs as per cent of CDI' (relative to other benefits)
Average annual transportation expenditures per household as a per cent of
inCOlTle (relative to other benefits)
Per cent of transportation system capital and operating costs recovered from
user fees
Average transportation cost as a per cent of the cost of end-products compared
to competing jurisdictions
.
Average user transportation costs per year (weighted
and average by mode)
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Visioll, Coals ,1Ild Objectives mdrolillx
L'~LI-( f
'7 iJ
OBJECTIVES
POSSIBLE INDICATORS
transportation costs, across
modes
.
Total transit and road transportation capital costs for 2006 - 2031 expansion
Net revenues from transportation user-fees
.
39. Fair and effective fiscal .
treatment of various modes I.
Fair treatment under provincial fiscal policies
Engagement of federal government
40, Optimized use of all travel .
rights-of-way by commercial
vehicles through a range of
incentives and disincentives
Measure of balanced use of parallel corridors by commercial
41. Minimized direct and .
indirect economic losses due
to accidents
Direct and indirect economic costs of accidents, by mode and area
Vision, Coals and Objc>ctives mC'tro!illx
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'7 '1
5 Next Steps
The vision, goals, objectives and possible indicators are presented in this White Paper as a basis for discussion, review
and comment by stakeholders and the public. This White Paper 1 should be read with White Paper 2: Preliminary Direction;;
and Concept;;. Feedback from both papers will inform the development of the Draft RTf', which will be released for
consultation in late July 2008.
A final RTP will be released in Fall 2008.
You can send your comments on this paper to:
I
i
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GTHA Regional Transportation Plan
c/o Metrolinx
20 Bay Street, 9th Floor, Suite 901
Toronto, ON
M5J 2N8
Fax: 416-874-5901
E-mail: RTPCa)metrolinx.com
You can also participate in our online consultations at www.metrolinx.com.
For copies of this paper, please visit our website or call Metrolinx at 416-874-5900.
20
Vision, Goals and Objectives l11L'trolinx
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PRELl M I NARY
DIRECTIONS TOWARDS
AND CONCEPTS TRANSPORTATION
metrolinx
LINKING PEOPLE TO PLACES · ON Y VA
P, ACHMENT I
REPORT # PO
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24 -Dt?
'7 ,~
Executive Summary
White Paper 2 builds on the foundation of the seven Green Papers prepared earlier by Metrolinx and the responses
received to them. It recognizes that a successful plan for a future transportation system is a combination of two key
elements: i) ambitious policies and programs; and ii) well-integrated and functional infrastructure. Together they can
create a bold, transformational transportation system.
This paper presents potential policy and program directions to address the issues identified in the Green Papers, and to
fulfil the goals and objectives detailed in White Paper 1: Vision, Goals and Objectives. It also includes a preliminary analysis
of the costs and benefits of four infrastructure system concepts. This paper is intended to generate further discussion and
input to the process of creating a Regional Transportation Plan (RTI') for the Greater Toronto and Hamilton Area (GTHA).
Preliminary Directions
The preliminary directions presented in this paper include policies, programs, regulatory tools and other measures that
would facilitate a major shift in attitudes and choices related to mobility in the GTHA:
· A system of complete mobility through improved road and transit connectivity, strong Transportation Demand
Management (TOM), heightened attention to active trall.',portation and seamless inter-regional and local service
connections;
. A system of mobility hubs and other land use measures to ensure land use and transit service integration and the
creation of a strong sense of place;
. Excellent customer service;
. Sustainable funding;
. Innovation through ongoing research; and
. Strong partnerships and effective decision-making.
Test Concepts
The paper also describes and analyzes four preliminary transportation system test concepts:
. Business-As-Usual (BAU) - The current transportation structure and committed transportation projects.
. Test Concept A: Linear- MoveOntario 2020 projects with some additions and enhancements to improve inter-regional
connecti vity.
. Test Concept B: Radial-Includes elements of the "Linear" concept, plus strengthens several major radial corridors
from Union Station with lines providing very high levels of rail service.
. Test Concept C: Web - Includes "Linear" and "Rad ial" routes strengthened by additional east-west regional express
connectivity.
In Appendix E, additional variations in road capacity are further tested against some of the concepts to assess the effect
of road capacity on the performance of the overall system.
The four preliminary transportation system test concepts were modelled to determine their relative performance, and
evaluated in the context of the vision, goals and objectives set out for the Regional Transportation Plan in White Paper
1. Among the preliminary results of the modelling exercise:
. Projected modal shares for transit and active transportation across the GTHA increase from the current 25.5 per cent
to 32.5 per cent for Test Concept A, 36 per cent for Test Concept B, and 40 per cent for Test Concept C.
. Percentage of people, on average in the region, who live within walking distance of a rapid transit line increases
from 11 per cent in 2006 to 25 per cent under Test Concept A, 30 per cent under Test Concept B, and 35 per cent
under Test Concept C.
Preliminary Directions and Concepts metmlinx
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· Energy consumption for transportation decreases as each test concept increases investment in transit infrastructure,
maintaining high levels of mobility in an energy-efficient manner. Under the BAD scenario energy consumption
increases 22 per cent. Test Concept A yields energy consumption increases of 22 per cent, Test Concept B gives 1B
per cent, and Test Concept C results in energy consumption of 16 per cent over current levels.
· As population increases, congestion costs are estimated to increase in the future from the current estimate of $2.2
billion per year, although these increases are significantly lower when transit investments are introduced. The BAD
scenario results in congestion costs of $4.2 billion per year, whereas Test Concept A results in $3.1 billion per year,
Test Concept B results in $2.7 billion per year, and Test Concept C results in $2.5 billion per year.
Two important caveats must be considered when interpreting the results of the modelling exercise. First, the model used
in the preparation of this paper, like all models, has limitations. For example, it may underestimate the impacts of new
modes and policies for which there is no observed behaviour from which to extrapolate. Also, it is not sensitive to chimges
in non-quantifiable measures, such as comfort, cleanliness and image of transit. Second, the preliminary transportation
system test concepts are exactly that - concepts. They were developed and assessed merely to serve as a basis for
discussion, review and comment by stakeholders and the public.
Preliminary Findings
Caveats notwithstanding, preliminary findings of the research-to-date include the following:
· Significant progress towards achieving the economic, social and environmental goals outlined in White Paper 1 can
only be achieved through a combination of bold transit investment, coordinated transportation and land use planning,
and supporting policies.
. Transit ridership increases are most significant when improved service is combined with aggressive land use
intensification in transit corridors and at mobility hub".
· The benefits in terms of transit use and efficiency are much greater when development is concentrated around a
small number of mobility hub,;, rather than when it is distributed over a more dispersed area.
· An Expre,;s Rail system would greatly enhance mobility for longer trips and is a viable new transportation option.
· Metro improvements (e.g. subway) should be considered in higher-density areas to maximize transit market share,
as the transformative potential of Light Rail and Bus Rapid Tran,;it is more limited.
. Feeder bus and paratransit fleets will need to double or quadruple in suburban areas to support the rapid transit
network under any future scenario.
. Implementation of the transportation system test concepts outlined in this paper would not be sufficient by itself
to meet provincial targets to reduce greenhouse gas (GHG) emissions. A whole suite of supporting programs and
policies would be required. Further Jnalysis will be performed to identify the steps and investments needed to meet
these targets.
Implementing the Plan
This paper Jcknowledges the need for more reliable funding of transportation in the GTHA. It JIso outlines the need to
better reflect the true costs of transportation choices and send appropriate price signals to travellers to encourage efficient
use of the transportation system. Also acknowledged is the need for ongoing dialogue and partnerships across municipal
and other administrative boundaries that involves well-informed citizens as full and active participants. Finally, the need
for an ongoing program of research is identified to improve our understanding of transportation issues and the factors
that will affect our region's success.
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Preliminary Directions and Concepts metrolinx