appendix 2 b c d - oakville - town hall... · paper #2b technical study led by cole engineering...

��

��

Paper #2b

Technical study led by Cole Engineering Group Ltd.

COMMUNITY CHARACTERISTICS The existing Town of Oakville community characteristics provide the context from which a vision for the future will be developed. The nature and structure of the neighborhoods, employment areas, commercial centres, institutional uses and recreational destinations that comprise Oakville define the existing view of the community. These elements of the urban structure may require change and require preservation to facilitate growth in a “Livable” manner. The development of the transportation system over the next twenty years and beyond should have regard for the demographic characteristics and trends specific to the Town of Oakville and the related needs of the community. This report documents the existing community characteristics, cultural features and town demographics. 1. Urban Structure

1.1. Existing Land Uses

The existing Urban Structure in Oakville includes residential areas, employment areas, commercial areas and undeveloped lands. The undeveloped lands include lands designated as the parkway belt and greenbelt, future residential, future employment and “growth areas”. The existing and planned urban structure is illustrated in Figure 1. Figure 1: Urban Structure

Source: The Livable Oakville Plan

Paper #2b – Community Characteristics, February 2013 2

1.2. Existing Residential Areas

Oakville’s residential areas are comprised of a number of established residential communities that have developed from the initial 19th Century settlements of Downtown Oakville to the on-going developing neighbourhoods of Palermo West. The character of these communities vary from curvilinear street systems of recent development to the traditional road grids of the town’s original plan of settlement based on the mouth of the Sixteen Mile Creek. Established residential areas in Oakville were reviewed to establish the community layout, key destinations, street character and supporting road and trail system. A summary of the individual communities that were reviewed is provided in Attachment A: The review has established that these communities are each served by a road grid of one or two north-south and east-west collector or minor arterial roads, generally of 20 to 26 metre right-of-way, under the town’s jurisdiction. These roads help establish the community character and in many instances represent places in addition to travel corridors. This element of the urban character is supported and encouraged through the policies of the Livable Oakville Plan, including the following: 6.1.1 b) “to encourage attractive and safe public spaces, such as streetscapes, gateways, vistas and open

spaces;” 8.4.5 Road rights-of-way shall be developed to take into consideration the needs of vehicular traffic,

pedestrians, cyclists, transit, medians, on-street and lay-by parking, and urban design requirements including streetscape design.

The protection of the established residential areas is also identified as an objective of the Livable Oakville Plan, as articulated in the following policy: 4.3 “Lands outside of Growth Areas are predominantly stable residential communities which consist of

established neighbourhoods. While the Plan encourages intensification generally throughout the built up area, it also recognizes that some growth and change may occur in these areas provided the character of the areas is preserved and the overall urban structure of the town is upheld.”

1.3. North Oakville Designated Residential Areas

The planned communities of Glenorchy and Joshua Meadows in the North Oakville East and West Secondary Plans are currently undeveloped “greenfield” areas. These areas are not included in the Livable Oakville Plan policies, however the North Oakville Secondary Plan identifies these future residential communities as “transit first” developments with a primary focus on transit travel.


1.4. Employment Areas

In 2009, the Town of Oakville commissioned an Employment Land Review. The report, completed by Hemson, (Hemson Report), provided a review of the Town of Oakville’s employment land supply and recommended policy directions to be considered as part of the town’s new official plan, the Livable Oakville Plan. Employment land represents a wide range of economic uses including industrial operations, manufacturing and distribution; warehousing; research and development; commercial, institutional and accessory retail uses. The Hemson study notes that for the purposes of employment land planning, however, major office and retail uses are treated separately. The existing and proposed employment land allocation is illustrated in Figure 2. Figure 2: Oakville Employment Land Supply

The Hemson report noted that the “employment land supply in south Oakville is nearly fully developed and is also very well-defined — the entire developed supply is concentrated in the QEW corridor”. Planned future employment lands in the North Oakville Secondary Plan area along the south side of Highway 407 in the east and west draft North Oakville Secondary Plans.


As noted in the Hemson report, there has been a significant amount of employment land development in the Town of Oakville over the past 30 years. Oakville has averaged approximately 20 hectares per year of employment land absorption. Employment in the Town of Oakville is consistent with traditional industrial sectors, and consistent with other municipalities within the GTA. According to the 2006 Census, the largest sector of employment is manufacturing, followed by business and related services, as illustrated in Figure 3. A profile of the employment base is summarized as follows: • The majority of the town’s jobs are located along the QEW corridor. • The Ford Motor Company is the largest private sector employer with approximately 3,500 employees. • Other auto-related business are located in Oakville. • Approximately 8,800 jobs are in major offices in the employment areas, central Oakville and the downtown. • Pharmaceutical related businesses include GlaxoSmithCline, Nycomed Canada, BD Canada. • Advanced manufacturing businesses include: GE Water and Process Technologies, Goodrich Landing Gear

and Automodular Corporation. Figure 3: Employment Type Summary


The Livable Oakville Plan policies recognize the importance of employment lands as articulated in the policy noted below: 14.1.1 It is anticipated that all of the lands designated for employment purposes will be needed to make the town

a balanced and complete community. The vision of employment areas is for the areas to be conducive to transit use, as noted in the policy below. Currently, a large percentage of employment lands are within proximity to the Lakeshore GO Rail corridor, and are well served by transit. 14.1.3 The town will encourage the development of employment areas with transit-supportive, compact built

form and minimized surface parking areas. 1.5. Growth Areas and Corridors

Within the Livable Oakville Plan there are designated Growth Areas and Corridors identified for future intensification. These areas are currently employment or residential areas with varying degrees of development. Midtown Oakville, the Uptown Core and Palermo Village are primary Growth Areas, which will accommodate the highest level of intensification. They are situated around existing and planned higher-order transit and are intended to be developed as mixed use centres with transit-supportive development. Bronte Village, Kerr Village and Downtown Oakville are also Growth Areas. These areas are intended to develop as mixed use centres with viable main streets. There are opportunities to preserve and develop the existing elements of main street features within these areas. 2. Demographics

2.1. Age Trends

The urban structure of the town currently supports a population of 182,520 residents. The predominant age group in Oakville is between 40 to 49 years old at approximately 9% of the total population. In a comparison between the neighbouring municipalities of Burlington and Mississauga, Oakville is generally consistent with age trends within a 1% range. Oakville has a slightly higher proportion of youth under the age of 19 and adults between the ages of 40 to 54. In reviewing the population between 25 to 64 years of age, who are typically involved in the workforce, this segment represents 55%, 56% and 54% of the population in Burlington, Mississauga and Oakville, respectively. Further, the population over 65 years old represents 15%, 10% and 12% of the population in Burlington, Mississauga and Oakville, respectively. The percentage of population by age group for Oakville and the neighbouring municipalities is shown in Figure 4.


Figure 4: Percentage of Population by Age Group in Burlington, Mississauga and Oakville

Percentage of Population by Age Group in Burlington, Mississauga and Oakville, 2006

0%

1%

2%

3%

4%

5%

6%

7%

8%

9%

10%

0 to

4

5 to

9

10 to

14

15 to

19

20 to

24

25 to

29

30 to

34

35 to

39

40 to

44

45 to

49

50 to

54

55 to

59

60 to

64

65 to

69

70 to

74

75 to

79

80 to

84

85+

Age Group

% o

f Pop

ulat

ion

Burlington

Mississauga

Oakville

2.2. Persons with Disabilities

The segment of the population often overlooked in the transportation system is disabled persons who may be dependent on the municipal delivery of services, such as transit and access to facilities. A disability can be described as a physical, sensory, intellectual, learning or speech impairment, or a physical or mental health condition. According to Statistics Canada, some 1.9 million Canadians have a disability. This trend is increasing as the general population ages and it is estimated that 16% of the population will have a disability in 2026. 2.3. Lower Income Households

Based on information from the Community Development Halton organization, low income households account for approximately 7.5% of all households in Oakville. The Lower Income Cut Off (LICO) developed by Statistics Canada is used to gauge the income level at which a family may be in difficult circumstances as a result of spending a greater proportion of its income on basic needs, including food, clothing and shelter. In general, lower-income residents are those with incomes below LICO, that is, where a family spends 20% more than the average family on food, shelter and clothing. It is also noted that the affordability of housing has a direct link to household spending. As an example, Figure 5 shows the distribution in Halton Region of lower income families that are spending half or more of their income on shelter alone.


Figure 5: Low Income Families Spending 50% or more of Income on Shelter

Attachment A: Community Profiles


Paper #2b – Community Characteristics, February 2013 A.1

Palermo West The Palermo West community is bounded by Upper Middle Road West to the south, Dundas Street West to the north, Valleyridge Park to the east and Bronte Creek Provincial Park to the west. The community is comprised of residential uses with Valleyridge Park as a focal point of the community. Road access to the community is via street pattern that includes: a north-south spine of Colonel William Parkway (major collector road) and an east-west spine of Richview Boulevard (major collector road). Colonel William Parkway and Richview Boulevard within the study area are two-lane roads that have characteristics of residential streets with direct residential frontages and driveways. �

Colonel William Parkway south of Stocksbridge Avenue

Richview Boulevard east of Colonel William Parkway



Third Line south of Dundas Street

West Oak Trail east of Third Line

West Oak Trails The West Oak Trails community is bounded by Upper Middle Road West to the south, Dundas Street West to the north, Sixteen Mile Creek Drive to the east, and Bronte Road to the west. There are a number of community destinations serving local neighbourhoods including public and catholic schools, a community centre, a cultural centre, a cemetery, seven local parks, and one place of religious assembly. On the north side of Dundas Street West is the site of the new Oakville Hospital. Road access to community destinations is via a street pattern that includes: the north-south spines of Grand Oak Trail (major collector road), Third Line (minor arterial road) and Proudfoot Trail (minor arterial road); and, east-west spines of Pine Glen Road (major collector road) and Postmaster Drive (major collector road) and West Oak Trails Boulevard (major collector road). Third Line within the study area is a four-lane road and is arterial in character. Both Pine Glen Road and West Oak Trails Boulevard are two-lane roads that have characteristics of residential streets with direct residential frontages and driveways. �



River Oaks The River Oaks community is bounded by Upper Middle Road to the south, Dundas Street East to the north, Sixteen Mile Creek to the west, and Glenashton Drive/Trafalgar Road to the east. There are a number of community destinations serving local neighbourhoods, including: public and catholic schools, River Oaks Recreation Centre, 10 local parks, shopping centres, a fire station and two places of religious assembly. Road access to community destinations is via a street pattern that includes: north-south spine of, Sixth Line (minor arterial), and, east-west spines of River Glen Boulevard (major collector road), Glenashton Drive (major collector road), and River Oaks Boulevard (minor collector road). Sixth Line is a 2-lane road with a centre turning lane; River Glen Boulevard and River Oaks Boulevard are two-lane roads that have characteristics of residential streets with direct residential frontages and driveways. Glenashton Drive is a four-lane road with connections to the local street network. �

River Oaks Boulevard east of Neyagawa Boulevard

Glenashton Drive east of Sixth Line



Iroquois Ridge North �The Iroquois Ridge North community is bounded by Upper Middle Road to the south, Dundas Street East to the north and Joshuas Creek to the east. There are a number of community destinations serving the local neighbourhoods, including: public and catholic schools, 12 local parks, Iroquois Ridge Community Centre, the Iroquois Ridge Library, shopping centres, a fire station and two places of religious assembly. Road access to community destinations is via a street pattern than includes the north-south Eighth Line (major collector road) and North Ridge Trail (major collector road) and the east-west spines of North Ridge Trail (major collector road), Glenashton Drive (major collector road). Eighth Line is a two-lane road with bicycle lanes and serves as a major collector with direct residential frontages and driveways. North Ridge Trail and Glenashton Drive are two-lane collectors that have characteristics of residential streets with direct residential frontages and driveways. �

Glenashton Drive west of Eighth Line

Eighth Line north of Upper Middle Road

�



Heritage Way

Dorval Drive north of Old Abbey Lane

Glen Abbey The Glen Abbey community is bounded by approximately the North Service Road to the south, Upper Middle Road to the north, Sixteen Mile Creek, Dorval Drive to the east and Fourteen Mile Creek to the west. The community has town-wide destinations, including: Glen Abbey Golf Course, Canadian Golf Hall of Fame and Museum, Glen Abbey Recreation Centre, Glen Abbey Library, and Dorval Crossing East and West. There are a number of community destinations serving local neighbourhoods, including: public and catholic schools, shopping centres, 10 local parks, one fire station, and one place of religious assembly. Road access to the community destinations is via a street pattern that includes: the north-south spines of Third Line (minor arterial road) and Nottinghill Gate (minor arterial road).The east-west spines on the edges of the community are North Service Road (minor arterial road) and Upper Middle Road. Through the community east-west routes are disjointed and include a combination of Heritage Way (major collector road), Merchants Gate (major collector road), Glen Abbey Gate (major collector road) and Pilgrims Way (major collector road) towards the north of the community and Abbeywood Drive (major collector road), Pilgrims Way (major collector road), Nottinghill Gate (minor arterial road) and Old Abbey Lane (major collector road) towards the south. Within the study area, Upper Middle road is a four-lane road arterial in character with access only to adjoining streets. Heritage Way, Merchants Gate, Glen Abbey Gate and Pilgrims Way; and, similarly, Abbeywood Drive, Pilgrims Way, Nottinghill Gate and Old Abbey Lane, are two-lane roads that are residential in character with direct residential frontages and driveways.�



College Park �The College Park community is bounded by the Queen Elizabeth Way/Iroquois Shore Road to the south, Upper Middle Road to the north, Morrison Creek to the east and Sixteen Mile Creek to the west. The community has town-wide destinations, including: Sheridan College, Town Hall, Trafalgar Medical Clinic and Oakville Golf Club. Access to these institutional and recreational uses is via Trafalgar Road and Sixth Line. There are number of community destinations serving local neighbourhoods, including: public and catholic schools, White Oaks Branch Library, 16 local parks, shopping centres and six places of religious assembly. Road access to community destinations is via a street pattern that includes: a north-south spine of Sixth Line (minor arterial road) and an east-west spine of McCraney Street (major/minor collector road), and residential local roads. Sixth Line and McCraney Street within the study area are two-lane roads that have characteristics of residential streets with direct residential frontages and driveways. �

Sixth Line south of McCraney Street

McCraney Street west of Trafalgar Road

�



Iroquois Ridge South

The Iroquois Ridge South community is bounded by the Morrison-Wedgewood Aqueduct to the south, Upper Middle Road to the north, Parkway Belt to the east and Morrison Creek to the west. There are number of community destinations serving local neighbourhoods, including: public and catholic schools, 15 local parks, and shopping centres. Road access to community destinations is via a street pattern that includes the north-south route of Eighth Line (minor arterial road) and east-west route of Upper Middle Road East in providing access to residential local roads. Grosvenor Street, Grand Boulevard and Falgarwood Drive are the major collector roads within the study area that have two-lane cross-sections and characteristics of residential streets with direct residential frontages and driveways. �

Grosvenor Street south of Upper Middle Road

Grand Boulevard east of Falgarwood Drive

�



Clearview The Clearview community is bounded by Sheridan Garden Drive to the south, Sherwood Heights Drive to the north, Winston Churchill Boulevard to the east and Sherwood Heights Drive and Ford Drive to the west. There are a number of community destinations serving local neighbourhoods, including: a school, five local parks, Clearview Branch Library, and a shopping centre. Road access to community destinations is via a street pattern that includes: north-south spine of Sherwood Heights Drive (minor collector road) and east-west spines of Sherwood Heights Drive (minor collector road), Kingsway Drive (major collector road) and Sheridan Garden Drive (industrial arterial road), and local residential streets.

Winterbourne Drive at Kingsway Drive

Kingsway Drive west of Clearview Drive



Rebecca Street east of Third Line

Bronte The Bronte community is the largest area in Oakville in terms of land area and spans either side of the Bronte Creek. The Bronte community is divided into two distinct districts – the Bronte District and the Hopewell District. The community is bounded by Lake Ontario to the south, approximately Speers Road to the north, Burloak Drive to the west, and Fourth Line, Rebecca Street and Morden Road to the east. The community has town-wide destinations, including the Bronte Village, Hopedale Mall, Woodside Library, and Coronation Park. There are a number of community destinations serving local neighbourhoods, including public and catholic schools, 33 local parks, community centres, Woodside Branch Library, public swimming pools, shopping centres, one fire station, and 16 places of religious assembly.

Road access to community destinations is via a street pattern than includes: north-south spines of Burloak Drive (minor arterial road) (boundary with City of Burlington), Mississaga Street (minor collector road), Third Line (minor arterial road), Fourth Line (minor collector road); and, east-west spines of Bridge Road (minor collector road), Wildwood Drive (minor collector road), Rebecca Street (minor arterial road) and Lakeshore Road West (minor arterial road). Within the study area, the north-south Burloak Drive, Bronte Road, Third Line and Fourth Line are two-lane roads south of Rebecca Street and widen to 4-lanes to the north. East-west Bridge Road, Rebecca Street and Lakeshore Road West are two-lane roads with additional turning lanes. Roads in the study area typically have characteristics of residential streets with direct residential frontages and driveways.

Bronte Road south of Rebecca Street



Old Oakville The Old Oakville community is bounded by Lake Ontario to the south, approximately Speers Road and Cornwall Road to the north, Winston Churchill Boulevard to the east, and Fourth Line and Morden Road to the west. The community has town-wide destinations, including: Downtown Oakville, Oakville Trafalgar Memorial Hospital, Waterfront attractions, Centre for Performing Arts, Oakville Senior Citizens Centre and Oakville Museum, YMCA, Appleby College, and Central Branch Library, among others. There are a number of community destinations serving local neighbourhoods, including: public and catholic schools, shopping centres, 25 local parks, community centres, one fire station, and 11 places of religious assembly. Road access to community destinations is via street pattern that includes north-south spines of Kerr Street (minor collector road), Trafalgar Road (minor arterial road), Queen Mary Drive (minor collector road), Reynolds Street (minor arterial), Allan Street (minor collector) and Chartwell Road (minor collector road). East-west spines are limited to those routes crossing over Sixteen Mile Creek and Morrison Creek including Lakeshore Road (minor arterial road), Rebecca Street (minor arterial road) and Cornwall Road (multi-purpose arterial). Cornwall Road at 4-lanes serves as an arterial, while Lakeshore Road and Rebecca Street are 2-lanes and are collector in character. Kerr Street, Trafalgar Road and Chartwell Road are 2-lanes and collector in character. Dorval Drive is a 2-lane road arterial in character. The local grid of streets serves the residential areas within the Old Oakville community.

Chartwell Road north of Lakeshore Road East

Lakeshore Road east of Kerr Street



Eastlake The Eastlake community is bounded by Lake Ontario to the south, Cornwall Road to the north, approximately Winston Churchill Boulevard to the east, and Morrison Creek to the west. There are a number of community destinations serving local neighbourhoods, including: public and catholic schools, the Gairloch Gallery and Gardens, 12 local parks, a shopping centre, a fire station and five places of religious assembly. Road access to community destinations is via a street pattern that includes north-south spines of Morrison Road (minor collector road), Maple Grove Drive (minor collector road) and Ford Drive (minor arterial road). East-west spines include Cornwall Road (multi-purpose arterial road), Devon Road (minor collector road) and Lakeshore Road (minor arterial road). Lakeshore Road, Morrison Road, Maple Grove Drive and Devon Road are two-lane roads that have characteristics of residential streets with direct residential frontages and driveways. Ford Drive is a two-lane road and is collector in character. Cornwall Road is a 4-lane road and arterial in character. �

Maple Grove Drive south of Devon Road

Devon Road west of Maple Grove Drive

��

��

Paper #2c


TRANSPORTATION SYSTEM 1.0 Existing Transportation System

Switching Gears, the Oakville Transportation Master Plan (TMP), is being developed within the context of the existing transportation system consisting of roads and highways, railway services, transit services, and the active transportation network. The understanding of the existing service together with committed future services will provide the basis for identifying system solutions to best accommodate town growth. 1.1. Roads and Highway Network

The province of Ontario’s Ministry of Transportation (MTO) has jurisdiction over the provincial highway network, which includes the QEW / Highway 403 corridor in south Oakville and the Highway 407 corridor in north Oakville. Highway 407 is operated as a toll facility by 407ETR. The MTO manages access to these highways and the municipal crossing roads in the immediate vicinity of the highways. A grid of major arterials within Oakville is under the jurisdiction of Halton Region. Figure 1 illustrates the jurisdictions of the arterial and freeways in the Oakville road system. The Town of Oakville is responsible for the multi-purpose and minor arterial, collector and local roads providing community connection and land access. The Town of Oakville is also responsible for the sidewalks and off-road trails on all roads within the town. 1.2. Railway Services

The CN Rail Oakville Subdivision is a three track east-west corridor in southern Oakville. It provides freight service and access to adjacent industrial uses. The rail lines are also used by GO Transit and Via Rail for passenger travel.

Paper #2c – Existing Transportation System, February 2013 2

Figure 1: Regional Road Network

Source: Region of Halton, Regional Road Network Map, January 2012


1.3. Transit System

The Town of Oakville is well served by Oakville Transit and GO Transit services, as well as VIA Rail. Oakville Transit is the local transit service provided within the town, while GO Transit is an inter-regional commuter-based transit service provider for the Greater Toronto Hamilton Area, with services provided through Oakville that connect to other regional destinations. VIA Rail is an inter-city rail service that connects major cities and destinations across Canada. 1.3.1. Oakville Transit Services

Conventional Service Oakville Transit provides local bus service on 27 regularly scheduled routes with an additional 7 routes specifically serving secondary schools in the town1. Most routes operate on a 20-30 minute frequency during weekday peak periods; and a 20-60 minute frequency during off-peak periods and weekends. The majority of routes originate from either the Oakville or Bronte GO Stations, however, additional cross-town services are also provided. Select routes also provide service into the adjacent municipalities of Burlington and Mississauga. A map of the current Oakville Transit system (effective September 2011) is illustrated in Figure 2. Regularly scheduled service and routing is provided on most routes throughout the day. After 11:25 PM Monday through Saturday (until the end of service, at approximately 1:30 AM the next morning), Oakville Transit provides a “Late Night Service” which provides drop-off only bus service for passengers boarding at the Oakville GO Station only. This is a “demand-responsive” service where passengers boarding the bus indicate to the driver the closest bus stop to their final destination. The driver then drops off passengers to the locations requested by the boarding passengers. Para-transit Services (care-A-van) Oakville Transit provides a door-to-door transportation service called “care-A-van” for persons with physical functional mobility challenges. The service is provided Monday through Friday between 6 AM and 12 midnight, Saturdays from 7 AM to 12 midnight and Sundays / Statutory Holidays between 8 AM and 8 PM for persons travelling within the urban area of Oakville. The service is available to those who are unable to board a conventional Oakville Transit bus or walk 175m. Registered users contact Oakville Transit in advance to reserve their trip(s). The service currently has 1,300 registered users.

1 Based on Oakville Transit data, as of September 2011.


Figure 2: Oakville Transit System Map

Source: Oakville Transit, September 2011


Special Services (School Specials / Senior Specials) Oakville Transit provides “school special” service to area high schools in the town, connecting various neighbourhoods with local high schools. Conventional transit vehicles are used for the “school special” services. Oakville Transit also offers specialized transit services to three senior residences in the town on select days of the week. These services generally operate during the day between 9 AM and 4 PM, with approximately 4 to 5 trips per day, providing service between seniors’ residences and area shopping malls. 1.3.2. GO Transit Services

GO Transit provides intra-regional rail and bus service to three existing Oakville-area stations: • Bronte GO Station (southwest Oakville). • Oakville GO Station (central Oakville). • Clarkson GO Station (southwest Mississauga). The Town of Oakville is served by the following four GO Transit services: Route 1: Lakeshore West GO Rail line: Provides daily commuter rail service, supplemented by bus service during off-peak periods, east to Toronto and west to Aldershot, with some weekday peak period service to Hamilton. Seasonal (summertime) weekend rail service is provided to/from Niagara Falls (Route 12). On weekdays, there are 32 eastbound Lakeshore West trains from Oakville GO, and 27 trains from Bronte GO. Route 19: Oakville / North York Bus Service: This bus route provides weekday, peak period limited-stop bus service between Oakville (Oakville GO station) and North York (Finch Go Terminal). Route 20: Milton / Oakville Bus Service: This bus route provides weekday bus service between Oakville GO Station and the Milton GO Station in the Town of Milton, operating primarily along Trafalgar Road, Highway 407 and Bronte Road. Route 46: Highway 407 West Bus Service: Provides weekday, limited stop express bus service between Oakville GO station and York University primarily on Highway 407. Route 46 stops at Sheridan College and the carpool lot at Trafalgar and Highway 407. Existing GO Transit services provided are illustrated in Figure 3.


Figure 3: Existing GO Transit Services

Source: GO Transit website, December 2011 1.3.3. VIA Rail

VIA Rail provides regular inter-city train service between Oakville and other destinations in southern Ontario between Windsor / Niagara Falls and the USA and Ottawa / Montreal. Select VIA trains stop at Oakville Station which is also shared with GO Transit’s Oakville Station. VIA Rail trains consist of diesel-propelled locomotives pulling single-level passenger coaches.


1.4. Active Transportation Network

The Town of Oakville has five types of existing facilities to accommodate the travel of pedestrians and cyclists, which include: • Concrete sidewalks (off-road, pedestrian-use only). • Asphalt multi-use trails (off-road, in boulevard). • Granular major trails (off-road, parks and open space). • Cycle lanes (on-road, cycle-use only). • All public roadways (with the exception of provincial highways). The town’s off-road major trail system includes the north-south Bronte, Sixteen Mile and Joshuas Creek Trails, as well as the east-west Waterfront Trail and Cross-town Trail. The Waterfront Trail along Lake Ontario, is a major provincial facility that extends across Oakville. It is facilitated primarily as a signed cycling route on Lakeshore Road with sections of parallel off-road trails associated with Bronte Harbour, Coronation Park, Oakville Harbour and occasionally within Lakeshore Road boulevards. The existing active transportation network is shown in Figure 4. 1.5. Smart Commute – Travel Demand Management

Introducing Travel Demand Management (TDM) in the Town of Oakville can help to reduce traffic congestion, travel times and pollution, while supporting active transportation. The goal of TDM is to reduce the number of single occupant vehicles travelling during peak congestion periods by promoting the use of alternative modes of transportation, including carpooling, transit, walking, cycling and alternative work arrangements. To help reduce traffic congestion and improve air quality, the Town of Oakville is participating in the Smart Commute Initiative, Canada’s largest transportation demand reduction program with participation across the entire GTHA. The Smart Commute Oakville program initiatives currently available include: • Carpool / Ride-matching Service. • Preferential carpool parking. • Emergency Ride Home Program. • Improved transit service. • Sale of reduced fare transit passes for employees. • Bike lockers.


Figure 4: Existing Cycling Network


2.0 Future Transportation System

2.1. Halton Region Transportation Master Plan

The Halton Region Transportation Master Plan (TMP), also known as the Road to Change, has developed a transportation strategy for infrastructure improvements to address the needs of the region. A schedule of planned improvements to the year 2031 is illustrated in Figure 5. The Oakville Transportation Master Plan is developed in recognition of these regional commitments. The Halton Region Transportation Master Plan includes the recommendation for Bus Rapid Transit (BRT) service on Dundas Street and Trafalgar Road. Environmental assessment studies are on-going for these corridors. As well, a recommendation was made for the development of a regional active transportation master plan that would set forth the policies, infrastructure and strategic direction for encouraging increased cycling and walking on regional facilities and in partnership with area municipalities. 2.2. Metrolinx Regional Transportation Plan

In November of 2008, Metrolinx adopted a Regional Transportation Plan (RTP) for the Greater Toronto and Hamilton Area (GTHA), entitled The Big Move: Transforming Transportation in the Greater Toronto Area and Hamilton. The Plan calls for a multi-modal transportation system that: • Takes into account all modes of transportation. • Makes use of intelligent transportation systems. • Promotes the integration of local transit systems with each other and with GO Transit. • Works toward easing congestion and commute times, and reducing transportation-related emissions of smog

precursors and greenhouse gases. • Promotes transit-supportive development and the viability and optimization of transit infrastructure. The RTP developed by Metrolinx is the third piece of the three-part approach by the Province of Ontario to prepare the GTHA for growth and sustainability, the first two of which are the 2005 Greenbelt Plan, and the aforementioned 2006 Growth Plan for the Greater Golden Horseshoe. Nine priority actions or “Big Moves” are identified in the Plan – concrete actions that comprise a “to-do” list needed to implement the overall strategy. The nine Big Moves are: • A fast, frequent and expanded region rapid transit network. • High-order transit connectivity to the Pearson Airport district from all directions. • An expanded Union Station – the heart of the GTHA’s transportation system. • Complete walking and cycling networks with bike-sharing programs. • An information system for travellers, where and when they need it. • A region-wide integrated transit fare system. • A system of connected mobility hubs. • A comprehensive strategy for goods movement. • An investment strategy to provide immediate, stable, and predictable funding.


Figure 5: Halton Region Roads Capital Projects (2012-2031)

Source: Halton Region, 2012


A number of initiatives are set forth in the Big Move Plan and are considered in the development of the Switching Gears plan: • Midtown Oakville Mobility Hub planned around the Oakville GO station. • Express Rail along the Lakeshore West commuter rail line. • Rapid Transit (BRT, LRT, AGT)2 along Trafalgar Road between Midtown Oakville and Highway 407. • Rapid Transit (BRT, LRT, AGT) along Dundas Street across Oakville. • Rapid Transit along (BRT, LRT, AGT) the Highway 403 corridor. • BRT in mixed traffic, along the Highway 407 corridor across Oakville. For the 25-year plan, the only additional transit improvement proposed is the extension of rapid transit on Trafalgar Road north to Downtown Milton. Metrolinx’s 25-year plan for the Town of Oakville is illustrated in Figure 6. Figure 6: “The Big Move” 25-Year Plan

Source: Schedule 2: 25-Year Plan for Regional Rapid Transit and Highway Network, The Big Move, November 2008

2 Type of rapid transit technology to be confirmed through planning studies. BRT – Bus Rapid Transit, LRT – Light Rail Transit, AGT – Automated Guideway Transit.


2.3. Metrolinx / GO Transit Plans

GO Transit has developed a $1.7 billion capital plan to deal with growth on the GO rail and bus system until 2016. This plan, developed in conjunction with the GTHA municipalities and dependent on one-third funding from each of the federal, provincial and municipal sectors, includes components on improvements for each corridor, bus and train upgrades, and extra-GTA expansion. Particular emphasis is given to implementation of the GO TRIP (Transit Rail Improvement Program), which increases capacity of existing rail lines through methods such as grade separation, additional tracks and layover spaces, and improvements to the hub at Union Station to enable it to cope with up to 80 million passengers (double existing capacity). Acquiring new rail equipment and implementing bus rapid transit programs are also focuses of the 10-year plan. The plan features the following initiatives: • $580 million for GO TRIP (rail) expansion, which includes:

- Track improvements on Lakeshore West GO line to allow for more frequent service, increased reliability and extension of service hours to include midday trains, through separation from freight trains on parallel tracks and grade separation at crossovers.

- Improved train storage facility on the Milton line. • $35 million expansion of parking capacity, $14 million of which is for improvements to the parking structure

currently being built at the Oakville GO Station – part of the plans for intensification in Midtown Oakville. • $500 million investment in new rail equipment, including coaches, locomotives and maintenance facilities. • $165 million for bus rapid transit routes. • $37 million for new buses. The improvement of the service on the Lakeshore West GO line, in particular, featuring extended service hours and faster travel, aims to provide a more convenient and reliable link between Oakville (and the other municipalities to the west) and Toronto. 2.4. Oakville Active Transportation Master Plan

The Town of Oakville Active Transportation Master Plan (ATMP), September 2009, developed a town-wide cycling and pedestrian system that links all communities in the town. The vision for ATMP study is that “the Town of Oakville is a pedestrian and cycling supportive community that encourages active transportation for both utilitarian and recreational travel through: • Ensuring that every street accommodates pedestrians and cyclists; • Established promotional and educational policies and programs including a coordinated marketing strategy

to encourage active transportation year-round; • A Town-wide visible and connected active transportation network of on-road and off-road facilities designed

with safety in mind that are comfortable, convenient, and accommodate the needs of existing and future users; and

• Approved Official Plan policies and associated strategies which recognize that great places require pedestrian and cycling friendly land development and streetscape design that supports the Town of Oakville’s vision to become the most livable Town in Canada.”

The recommended active transportation master plan, as adopted in the Livable Oakville Plan, is illustrated below in Figure 7.


Figure 7: Active Transportation Master Plan

Source: The Livable Oakville Plan

�� !�"��

��

Paper #2d


TRAVEL CHARACTERISTICS Transportation data was reviewed, including 2006 Transportation Tomorrow Survey (TTS), to provide summaries that assess existing travel characteristics in Oakville. The review included hourly trip-making in Oakville, the magnitude of trips by mode, trip distribution (inbound, outbound and through the town), trip length and vehicle ownership. 1. Hourly Travel Demand The start time of all trips originating in Oakville was extracted from the TTS database to identify the peak periods for travel demand. For a historical comparison, data was also extracted from the 2001 TTS dataset to identify any shifts in peak demand or peak spreading. Figure 1 illustrates the hourly variation in trip-making for all trips originating in Oakville. The data indicates that the AM has a distinct peak hour while the PM has a broader peak period with peaking in both the mid-afternoon (after school) and late afternoon (after work). The historical data indicates that Oakville has experienced significant growth in peak hour travel in the AM peak hour. Growth has also occurred, to a lesser extent, in the midday and late evening time periods. For the purpose of this review, the AM and PM peak periods have been defined as 6:00 AM to 8:59 AM and 3:30 PM to 6:29 PM, respectively, for the assessment of travel characteristics. Figure 1: Hourly Volumes

Hourly Trips Originating in Oakville

0

10,000

20,000

30,000

40,000

50,000

60,000

400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800

Start time of trip (hourly moving window)

Trip

s O

rigin

atin

g in

Oak

ville

2006

2001

Source: TTS

Paper #2d – Travel Characteristics, February 2013 2

2. Modal Share The analysis of modal share (proportion of trips by mode) in Oakville was conducted by assessing TTS data on inbound and outbound trips during the AM and PM peak periods. The travel modes considered were automobile (both auto driver and auto passenger), local transit, GO Rail (includes joint GO and transit trips), walk/cycle and other (which includes school bus, taxi and unknown modes). The 2006 trips by mode were compared to the 2001 data (which was presented in the previous Transportation Master Plan). The modal share has shown little or no change in travel behaviour within the 5-year period as summarized in Table 1. The results indicate a marginal increase in the percentage of walk and cycle trips and a marginal decrease in the percentage of GO Transit trips in the PM peak. Overall, the total trip-making in the 3-hour PM peak period is greater than the AM peak period, with 97,400 inbound trips in PM peak period compared to 90,800 outbound trips in the AM. Travel to and from Oakville is largely dominated by the private automobile (both single-occupant and multi-occupant vehicles). The automobile modal share ranges from 80% for AM peak period outbound trips to 92% for PM peak period outbound trips. GO Rail has the next highest share in the peak directions ranging from 6% of PM inbound trips to 8% of AM outbound trips. Walk/cycle mode share is strong at 8% of AM trips and 4 % of PM trips. Local transit, as noted in TTS database, has steady use in both peak periods at 2% for inbound and outbound trips during each of the peak periods. Table 1: Modal Share Summary

2006 TTS AM Peak Period PM Peak Period

Outbound Inbound Outbound Inbound Mode trips % trips % trips % trips %

2006 Automobile 72,170 79.5% 73,832 85.8% 85,791 91.9% 84,654 86.9% Local Transit 1,461 1.6% 1,828 2.1% 1,640 1.8% 1,309 1.3% GO Rail / Joint GO Rail w/transit 7,299 8.0% 651 0.8% 710 0.8% 6,243 6.4% Walk Cycle 6,795 7.5% 6,836 7.9% 3,793 4.1% 3,709 3.8% Other 3,077 3.4% 2,939 3.4% 1,424 1.5% 1,483 1.5% Total 90,802 100% 86,086 100% 93,358 100% 97,398 100%

2001 Automobile 60,615 77.8% 62,447 85.0% 79,610 92.0% 74,895 86.0% Local Transit 1,088 1.4% 1,294 1.8% 1,185 1.4% 1,066 1.2% GO Rail / Joint GO Rail w/transit 6,721 8.6% 491 0.7% 476 0.5% 5,803 6.7% Walk Cycle 5,352 6.9% 5,248 7.1% 3,507 4.1% 3,485 4.0% Other 4,137 5.3% 3,958 5.4% 1,789 2.1% 1,805 2.1% Total 77,913 100% 73,438 100% 86,567 100% 87,054 100%

Source: TTS


The high automobile mode share is supported by the high rate of vehicle ownership for Oakville. In 2006, the average ownership was 1.76 vehicles per household, up from 1.73 in 2001. The vehicle ownership in Oakville is higher than the average ownership for the Greater Toronto Area (GTA) at 1.40 vehicles per household (or 1.68 vehicles per household excluding Toronto). Table 2: Vehicle Ownership of Oakville Households

Vehicles per Household 0 1 2 3 4 5

Total Households

Total Vehicles

Vehicle Ownership

2006�

2,823 17,033 29,144 6,216 1,045 249 56,,510 99,394 1.76

5.0% 31.7% 54.3% 11.6% 1.9% 0.5%

2001

2,407 15,776 25,223 4,906 930 237 49,479 85,845 1.73

4.9% 33.5% 53.6% 10.4% 2.0% 0.5% Source: TTS 3. Trip Distribution 3.1 Origin-Destination Patterns The trip distribution for trips between Oakville and the GTA plus Hamilton and Niagara is summarized in Table 3 for the AM and PM peak periods. There is a high percentage of trips that originate in Oakville and which are also destined to Oakville. This suggests a high degree of “self-containment”. Trips that start and end in Oakville account for 56% to 61% of all trips during the peak periods. The majority of trips leaving Oakville are destined to nearby municipalities within Halton Region or Peel Region, particularly to Mississauga, which represents a 16% share of outgoing AM peak period trips and a 17% share of inbound PM peak period trips. Oakville also has a significant commuter pattern with the City of Toronto as shown by the high proportion of outbound trips to Toronto during the AM peak period (16%) and inbound from Toronto during the PM peak period (14%).


Table 3: Trip Distribution for Oakville Trips AM Peak Period PM Peak Period

Outbound Inbound Outbound Inbound Destination or Origin trips % trips % trips % trips %

Downtown Toronto 8,705 9.7% 392 0.5% 975 1.1% 7,442 7.7% Rest of Toronto 5,582 6.2% 2,883 3.4% 3,577 3.9% 5,615 5.8% Durham Region 34 0.0% 239 0.3% 274 0.3% 48 0.0% York Region 1,076 1.2% 768 0.9% 683 0.7% 1,140 1.2% Peel Region 15,885 17.7% 12,461 14.7% 14,772 16.1% 18,204 18.9% Caledon 97 0.1% 166 0.2% 129 0.1% 65 0.1% Brampton 1,350 1.5% 1,395 1.6% 1,609 1.8% 1,467 1.5% Mississauga 14,438 16.1% 10,900 12.8% 13,034 14.2% 16,672 17.3% Halton Region 56,445 62.8% 62,546 73.6% 65,904 71.8% 61,544 63.9% Halton Hills 286 0.3% 873 1.0% 758 0.8% 465 0.5% Milton 878 1.0% 1,735 2.0% 1,506 1.6% 1,166 1.2% Oakville 51,390 57.2% 51,390 60.5% 54,128 59.0% 54,128 56.2% Burlington 3,891 4.3% 8,548 10.1% 9,512 10.4% 5,785 6.0% City of Hamilton 1,820 2.0% 4,940 5.8% 4792 5.2% 1,915 2.0% Niagara Region 304 0.3% 720 0.8% 834 0.9% 351 0.4% Total 89,851 100% 84,949 100% 91,811 100% 96,259 100%

Source: TTS

3.2 Trip Distribution by Mode An analysis cross referencing trip distribution and mode was conducted for travel between Oakville and the rest of the GTA (including Hamilton and Niagara) as summarized in Table 4 for the AM peak and Table 5 for the PM peak. For the AM and PM peak periods, the majority of automobile trips are made within Halton Region and to/from Peel Region. Smaller proportions of automobile traffic make their way to and from the other regions in the GTHA. For transit mode (not including GO), approximately 50% of all trips (inbound and outbound) are within Oakville in the AM and PM peaks. This indicates that local trips are well served by transit. Transit service between Oakville and Mississauga is also well used. As expected, GO Rail primarily serves trips between Oakville and Downtown Toronto only. For walking and cycling modes of travel, over 98% of trips in the AM and 94% of trip in the PM have both trip ends in Oakville.


Table 4: AM Peak Period Distribution by Mode Auto Transit Go Rail Cycle, Walk

Outbound Inbound Outbound Inbound Outbound Inbound Outbound Inbound Destination or Origin trips % trips % trips % trips % trips % trips % trips % trips % Downtown Toronto 2,097 2.9% 314 0.4% 16 1.1% 0 0.0% 6,592 90.3% 77 11.8% 0 0.0% 0 0.0% Rest of Toronto 4,972 7.0% 2,584 3.6% 69 4.8% 58 3.2% 506 6.9% 208 32.0% 0 0.0% 0 0.0% Durham Region 34 0.0% 239 0.3% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% York Region 1,057 1.5% 768 1.1% 0 0.0% 0 0.0% 19 0.3% 0 0.0% 0 0.0% 0 0.0% Peel Region 15,421 21.6% 11,660 16.0% 130 9.0% 538 29.4% 58 0.8% 91 14.0% 19 0.3% 42 0.6% Caledon 97 0.1% 166 0.2% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% Brampton 1,318 1.9% 1,354 1.9% 0 0.0% 19 1.0% 0 0.0% 22 3.4% 0 0.0% 0 0.0% Mississauga 14,006 19.7% 10,140 13.9% 130 9.0% 519 28.4% 58 0.8% 69 10.6% 19 0.3% 42 0.6% Halton Region 45,652 64.1% 51,688 71.1% 1,212 84.0% 1,169 63.9% 74 1.0% 137 21.1% 6,776 99.7% 6,794 99.4% Halton Hills 286 0.4% 873 1.2% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% Milton 878 1.2% 1,717 2.4% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0%

Oakville 40,844 57.3% 40,844 56.2% 1,152 79.8% 1,152 63.0% 0 0.0% 0 0.0% 6,776 99.7% 6,776 99.1% Burlington 3,644 5.1% 8,254 11.4% 60 4.2% 17 0.9% 74 1.0% 137 21.1% 0 0.0% 18 0.3% City of Hamilton 1,700 2.4% 4,722 6.5% 16 1.1% 0 3.4% 50 0.7% 137 21.1% 0 0.0% 0 0.0% Niagara Region 304 0.4% 720 1.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0%

Total 71,237 100% 72,695 100% 1,443 100% 1,828 100% 7,299 100% 650 100% 6,795 100% 6,836 100% Source: TTS


Table 5: PM Peak Period Distribution by Mode Auto Transit Go Rail Cycle, Walk

Outbound Inbound Outbound Inbound Outbound Inbound Outbound Inbound Destination or Origin trips % trips % trips % trips % trips % trips % trips % trips % Downtown Toronto 784 0.9% 1,767 1.9% 0 0.0% 32 2.5% 191 26.9% 5,643 90.4% 0 0.0% 0 0.0% Rest of Toronto 3,297 3.9% 5,058 5.5% 39 2.4% 83 6.4% 208 29.3% 455 7.3% 0 0.0% 0 0.0% Durham Region 274 0.3% 33 0.0% 0 0.0% 0 0.0% 0 0.0% 15 0.2% 0 0.0% 0 0.0% York Region 683 0.8% 1,121 1.2% 0 0.0% 0 0.0% 0 0.0% 19 0.3% 0 0.0% 0 0.0% Peel Region 13,846 16.4% 17,795 19.4% 606 37.0% 183 14.2% 126 17.7% 41 0.7% 122 3.2% 54 1.5% Caledon 129 0.2% 65 0.1% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% Brampton 1,527 1.8% 1,467 1.6% 42 2.6% 0 0.0% 22 3.1% 0 0.0% 0 0.0% 0 0.0% Mississauga 12,190 14.5% 16,263 17.8% 564 34.4% 183 14.2% 104 14.6% 41 0.7% 122 3.2% 54 1.5% Halton Region 59,836 71.0% 63,609 69.5% 995 60.7% 962 74.4% 103 14.5% 37 0.6% 3,671 96.8% 3,656 98.5% Halton Hills 758 0.9% 8,465 9.2% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% Milton 1,506 1.8% 1,149 1.3% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% Oakville 48,321 57.4% 48,321 52.8% 944 57.6% 944 73.0% 0 0.0% 0 0.0% 3,636 95.9% 3,636 98.0% Burlington 9,251 11.0% 5,674 6.2% 51 3.1% 18 1.4% 103 14.5% 37 0.6% 35 0.9% 20 0.5% City of Hamilton 4,692 5.6% 1,813 2.0% 0 0.0% 33 2.6% 82 11.5% 32 0.5% 0 0.0% 0 0.0% Niagara Region 834 1.0% 351 0.4% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0% 0 0.0%

Total 84,246 100% 91,547 100% 1,640 100% 1,293 100% 710 100% 6,242 100% 3,793 100% 3,710 100% Source: TTS


3.3 Trip Distribution by Purpose Trip distribution by purpose (home-based work, home-based school, home-based other and non-home based) was also assessed for trips between Oakville and the rest of the GTA plus Hamilton and Niagara. The trip distribution for the AM and PM peak periods are summarized in Table 6 and Table 7. For work trips originating in Oakville in the AM peak, the top three work trip destinations are Toronto (29%), Oakville (29%) and Mississauga (25%). For work trips destined to Oakville, the top three origins are Oakville (33%), Mississauga (19%), and Burlington (18%). Work trips from Burlington to Oakville in the AM peak period represent a significant (18%) inflow of commuter trips, however the reverse pattern (Oakville residents travelling to Burlington for work) is fairly low (7%). As expected school trips are mostly (approximately 90%) local trips within Oakville. A small percentage of school trips are to/from Mississauga and Toronto; these are likely post-secondary school trips. Similarly, the majority (85%) of home-based other trips are short-distance trips within Oakville. For non-home based trips, almost 50% are within Oakville while approximately 20-25% are to/from Mississauga. A similar distribution pattern for the reverse movements was observed for the PM peak period.


Table 6: AM Peak Period Distribution by Purpose Home-based Work Home-based School Home-based Other Non-Home Based

Outbound Inbound Outbound Inbound Outbound Inbound Outbound Inbound Destination or Origin trips % trips % trips % trips % trips % trips % trips % trips % Downtown Toronto 7,371 18.6% 275 0.8% 431 2.3% 19 0.1% 247 1.1% 59 0.3% 656 7.0% 38 0.4%Rest of Toronto 4,193 10.6% 2,236 6.4% 327 1.7% 147 0.8% 328 1.5% 196 0.9% 734 7.9% 303 3.6%Durham Region 34 0.1% 157 0.4% 0 0.0% 24 0.1% 0 0.0% 38 0.2% 0 0.0% 20 0.2%York Region 971 2.4% 614 1.7% 0 0.0% 21 0.1% 52 0.2% 0 0.0% 53 0.6% 133 1.6%Peel Region 11,008 27.7% 7,705 21.9% 745 4.0% 1,530 8.0% 1,667 7.6% 1,594 7.2% 2,466 26.4% 1,631 19.1% Caledon 49 0.1% 153 0.4% 0 0.0% 12 0.1% 0 0.0% 0 0.0% 49 0.5% 0 0.0% Brampton 973 2.5% 1,003 2.9% 51 0.3% 147 0.8% 65 0.3% 75 0.3% 261 2.8% 170 2.0% Mississauga 9,986 25.2% 6,549 18.6% 694 3.7% 1,371 7.1% 1,602 7.3% 1,519 6.9% 2,156 23.1% 1,461 17.1%Halton Region 14,803 37.3% 19,585 55.7% 16,981 90.4% 17,165 89.5% 19,558 88.7% 19,986 90.6% 5,102 54.7% 5,810 68.1% Halton Hills 133 0.3% 732 2.1% 17 0.1% 35 0.2% 116 0.5% 53 0.2% 19 0.2% 53 0.6% Milton 572 1.4% 1,154 3.3% 19 0.1% 139 0.7% 157 0.7% 205 0.9% 130 1.4% 237 2.8% Oakville 11,526 29.0% 11,526 32.8% 16,632 88.6% 16,632 86.7% 18,683 84.7% 18,683 84.7% 4,549 48.8% 4,549 53.3% Burlington 2,572 6.5% 6,173 17.6% 313 1.7% 359 1.9% 602 2.7% 1,045 4.7% 404 4.3% 971 11.4%City of Hamilton 1,110 2.8% 4,060 11.5% 276 1.5% 0 1.4% 149 0.7% 119 0.5% 285 3.1% 486 5.7%Niagara Region 198 0.5% 537 1.5% 19 0.1% 0 0.0% 53 0.2% 71 0.3% 34 0.4% 112 1.3%

Total 39,688 100% 35,169 100% 18,779 100% 19,181 100% 22,054 100% 22,063 100% 9,330 100% 8,533 100%Source: TTS


Table 7: PM Peak Period Distribution by Purpose Home-based Work Home-based School Home-based Other Non-Home Based

Outbound Inbound Outbound Inbound Outbound Inbound Outbound Inbound Destination or Origin trips % trips % trips % trips % trips % trips % trips % trips % Downtown Toronto 274 0.9% 5,974 16.7% 17 0.2% 240 3.2% 511 1.4% 377 1.0% 172 1.2% 851 5.5%Rest of Toronto 2,066 6.4% 3,512 9.8% 131 1.6% 150 2.0% 809 2.2% 888 2.4% 571 3.9% 1,065 6.8%Durham Region 237 0.7% 48 0.1% 0 0.0% 0 0.0% 19 0.1% 0 0.0% 19 0.1% 0 0.0%York Region 408 1.3% 838 2.3% 18 0.2% 19 0.3% 119 0.3% 75 0.2% 137 0.9% 208 1.3%Peel Region 6,955 21.7% 9,842 27.6% 1,126 14.0% 493 6.6% 4,105 11.0% 4,635 12.4% 2,586 17.7% 3,235 20.8% Caledon 101 0.3% 50 0.1% 12 0.1% 0 0.0% 16 0.0% 0 0.0% 0 0.0% 15 0.1% Brampton 1,116 3.5% 942 2.6% 100 1.2% 85 1.1% 179 0.5% 176 0.5% 214 1.5% 265 1.7% Mississauga 5,738 17.9% 8,850 24.8% 1,014 12.6% 408 5.4% 3,910 10.5% 4,459 11.9% 2,372 16.3% 2,955 19.0%Halton Region 17,836 55.7% 14,382 40.3% 6,527 81.2% 6,410 85.2% 31,059 83.6% 30,929 82.5% 10,482 71.9% 9,825 63.1% Halton Hills 543 1.7% 132 0.4% 0 0.0% 0 0.0% 115 0.3% 296 0.8% 99 0.7% 37 0.2% Milton 952 3.0% 494 1.4% 104 1.3% 0 0.0% 240 0.6% 486 1.3% 210 1.4% 186 1.2% Oakville 11,440 35.7% 11,440 32.1% 6,232 77.5% 6,232 82.8% 28,064 75.5% 28,064 74.9% 8,393 57.6% 8,393 53.9% Burlington 4,901 15.3% 2,316 6.5% 191 2.4% 178 2.4% 2,640 7.1% 2,083 5.6% 1,780 12.2% 1,209 7.8%City of Hamilton 3,733 11.7% 971 2.7% 224 2.8% 211 2.8% 384 1.0% 415 1.1% 450 3.1% 318 2.0%Niagara Region 526 1.6% 104 0.3% 0 0.0% 0 0.0% 153 0.4% 173 0.5% 154 1.1% 74 0.5%

Total 32,035 100% 35,671 100% 8,043 100% 7,523 100% 37,159 100% 37,492 100% 14,571 100% 15,576 100%Source: TTS


4. Trip Lengths 4.1 Trip Length by Mode Trip lengths (straight line distance) for AM outbound and PM inbound trips were reviewed and are summarized in Table 8 and Table 9. More than 60% of all trips are less than 10 km in length, which confirms that most trips are local trips within Oakville. For almost all distances, the predominant mode is the automobile except for the 31-40 km cohort where more people take GO Rail than any other mode (most trips in this distance range are destined to Downtown Toronto). Table 8: AM Peak Period – Outbound Trip Length by Mode

Auto Transit GO Cycle-Walk All Modes Trip Length trips % trips % trips % trips % trips %

0-10 km 45,551 63.1% 1,248 85.5% 61 0.8% 6,776 99.7% 53,636 61.1% 11-20 km 11,335 15.7% 72 4.9% 70 1.0% 19 0.3% 11,496 13.1% 21-30 km 7,846 10.9% 37 2.5% 940 12.9% 0 0.0% 8,823 10.1% 31-40 km 4,544 6.3% 85 5.8% 5,757 78.9% 0 0.0% 10,386 11.8% 41-50 km 1,388 1.9% 0 0.0% 415 5.7% 0 0.0% 1,803 2.1% 51-60 km 672 0.9% 0 0.0% 56 0.8% 0 0.0% 728 0.8% 61+ km 833 1.2% 18 1.2% 0 0.0% 0 0.0% 851 1.0% Total Trips 72,169 100% 1,460 100% 7,299 100% 6,795 100% 87,723 100% Average 11.9 km 7.4 km 34.6 km 0.9 km 12.9 km

Source : TTS


Table 9: PM Peak Period – Inbound Trip Length by Mode Auto Transit GO Cycle-Walk All Modes

Trip Length trips % trips % trips % trips % trips % 0-10 km 56,117 66.3% 1,052 80.4% 19 0.3% 3,672 99.0% 60,860 63.5% 11-20 km 12,886 15.2% 91 7.0% 55 0.9% 37 1.0% 13,069 13.6% 21-30 km 8,129 9.6% 86 6.6% 798 12.8% 0 0.0% 9,013 9.4% 31-40 km 4,214 5.0% 48 3.7% 4,965 79.5% 0 0.0% 9,227 9.6% 41-50 km 1,663 2.0% 16 1.2% 354 5.7% 0 0.0% 2,033 2.1% 51-60 km 712 0.8% 0 0.0% 37 0.6% 0 0.0% 749 0.8% 61+ km 933 1.1% 16 1.2% 15 0.2% 0 0.0% 964 1.0% Total Trips 84,654 100% 1,309 100% 6,243 100% 3,709 100% 95,915 100% Average 11.4 km 12.2 km 34.9 km 1.0 km 12.5 km

Source : TTS For trips less than 10 km in length, the combined walk-cycle-other mode has a 17% mode share in the AM peak period. The overall average trip length is similar in both the AM and PM periods at 12.3 km and 12.6 km. A small percentage of trips (<4%) have a trip length greater than 41 km, by any mode. 4.2 Trip Length by Purpose Trip length was also broken down by purpose for each of the peak periods. Table 10 and Table 11 summarize the trip lengths by purpose for the AM and PM peak periods, respectively. Trip length by purpose is also illustrated graphically in Figure 2 and Figure 3. The analysis indicates that work trips have the longest average trip length at almost 20 km per trip. School and home-based other trips are short distance trips, with average trip lengths of 4.4 km and 5.9 km in the AM peak and slightly longer averages in the PM peak. The charts emphasize that people are willing to travel farther for work purposes than any other purpose.


Table 10: AM Peak Period – Outbound Trip Length by Purpose Home-based

Work Home-based

School Home-based

Other Non-Home

Based All Purposes Trip Length trips % trips % trips % trips % trips %

0-10 km 14,324 35.7% 16,993 90.3% 19,653 88.1% 5,413 56.9% 56,383 62.1% 11-20 km 8,194 20.4% 683 3.6% 1,329 6.0% 1,482 15.6% 11,688 12.9% 21-30 km 6,621 16.5% 490 2.6% 537 2.4% 1,296 13.6% 8,944 9.9% 31-40 km 8,542 21.3% 501 2.7% 426 1.9% 916 9.6% 10,385 11.4% 41-50 km 1,556 3.9% 91 0.5% 39 0.2% 136 1.4% 1,822 2.0% 51-60 km 534 1.3% 37 0.2% 34 0.2% 123 1.3% 728 0.8% 61+ km 407 1.0% 18 0.1% 283 1.3% 144 1.5% 852 0.9% Total Trips 40,178 100% 18,813 100% 22,301 100% 9,510 100% 90,802 100% Average 19.9 km 4.4 km 5.9 km 14.0 km 12.6 km

Source : TTS Table 11: PM Peak Period – Inbound Trip Length by Purpose

Home-based Work

Home-based School

Home-based Other

Non-Home Based All Purposes

Trip Length trips % trips % trips % trips % trips % 0-10 km 14,100 39.2% 6,409 84.4% 31,560 83.2% 10,055 63.2% 62,124 63.8% 11-20 km 7,167 19.9% 448 5.9% 3,306 8.7% 2,196 13.8% 13,117 13.5% 21-30 km 5,674 15.8% 287 3.8% 1,439 3.8% 1,749 11.0% 9,149 9.4% 31-40 km 6,949 19.3% 324 4.3% 828 2.2% 1,127 7.1% 9,228 9.5% 41-50 km 1,326 3.7% 49 0.6% 258 0.7% 418 2.6% 2,051 2.1% 51-60 km 450 1.3% 39 0.5% 55 0.1% 205 1.3% 749 0.8% 61+ km 313 0.9% 37 0.5% 478 1.3% 154 1.0% 982 1.0% Total Trips 35,979 100% 7,593 100% 37,924 100% 15,904 100% 97,400 100% Average 18.7 km 6.3 km 7.6 km 13.0 km 12.5 km

Source : TTS


Figure 2: Trip Length by Purpose – AM Peak Period

AM Trips Originating in Oakville

0

5,000

10,000

15,000

20,000

25,000

0-10 km 11-20 km 21-30 km 31-40 km 41+ km

Home-based Work

Home-based School

Home-based Other

Non-Home Based

Source : TTS Figure 3: Trip Length by Purpose – PM Peak Period

PM Trips Destined to Oakville

0

5,000

10,000

15,000

20,000

25,000

30,000

35,000

0-10 km 11-20 km 21-30 km 31-40 km 41+ km

Home-based Work

Home-based School

Home-based Other

Non-Home Based

Source : TTS


5. Cycling Mode Share AM peak period and daily cycling activity within Oakville was compared to other municipalities in the GTA as shown in Figure 4. Oakville currently has a higher level of cycling mode share than most comparable municipalities, but lower activity than the Cities of Toronto and Hamilton that have more extensive cycling infrastructure, a higher student population and are amalgamated cities that have incorporated both high and low density communities. Figure 4: Cycle Mode Share

Cycle Mode Share by Municipality of Origin

0.0%

0.2%

0.4%

0.6%

0.8%

1.0%

1.2%

Oakville Mississauga Brampton Vaughan Markham Toronto Burlington Hamilton Pickering

Cyc

le M

ode

Shar

e

AM

Daily

Source : TTS


6. Summary of Travel Characteristics The Transportation Tomorrow Survey data indicates peak period travel demand has increased significantly over the years. However, the data also indicates that mode choice has not changed substantially between 2001 and 2006. The predominant mode for all trip purposes remains the automobile at over 80%. Transit (not including GO Rail) accounts for only 2% of all travel in the peak periods. Most trips are short distance trips with a trip length of less than 10 km. While the automobile is still the predominant mode for short distance trips, the walking-cycle-other modes represent 17% of these short trips in the AM peak period. There is a significant level of self-containment within Oakville, where over 57% of all trips originating in Oakville are also destined to Oakville. Other key destinations for Oakville residents include Mississauga and downtown Toronto. Transit primarily serves local trips with about 80% of transit trips starting and ending their trip within Oakville. There is also strong transit linkage between Oakville and Mississauga where approximately 30% of inbound transit trips are from Mississauga in the AM period. The existing travel characteristics in Oakville show that there is significant potential to change travel behaviour. A high proportion of travel demand is shorter-distance trips within the town that have the potential to be made by walking, cycling or transit. There is also a strong commuter linkage between Oakville and Burlington that has the potential for increased transit usage similar to the pattern observed between Oakville and Mississauga.

appendix 2 b c d - oakville - town hall... · paper #2b technical study led by cole engineering...

Documents