transportation overview - microsoft · 1. based on letter from city of brampton, public works and...

Transportation Overview

Brampton Board of Trade36 Queen Street E. Suite 101

Brampton, ONL6V 1A2

www.bramptonbot.com

This document is intended as a background resource piece, meant to provide an overview of current transit projects

in and around Brampton, Ontario.

The information contained within these pages – both text and artwork – is based on publicly available sources,

including various government agency websites and documents posted within, media websites, Public Information

Centres for various projects, communication with officials of public agencies, as well as archival documents in

private collections. The ‘rating’ of considerations related to each project is an individual, non-expert opinion, and is

not necessarily reflective of The Brampton Board of Trade as a whole.

Given that all of these projects are in various stages of development, it stands to reason that the information

contained within this document is subject to change. While we have done our best to ensure that the content of

this document is both accurate and up to date, we are limited to publishing only information that is known by us

to be in the public realm, and, at times, interpreting it to the best of our abilities. As such, we welcome any updates

and/or corrections. Please send any relevant material (along with your contact information, in case we have

questions), to [email protected] . Thank you.

© The Brampton Board of Trade, 2017 2017-06-01

mailto:office1%40bramptonbot.com?subject=

Transportation Overview

4 LRT Extension

Gateway Terminal to Brampton GO

8 Queen Street Rapid Transit

LRT and/or BRT from Downtown Brampton to Vaughan

12 GO Transit / Regional Express Rail (RER)

18 High Speed Rail (HSR)

22 407 Transitway

25 GTA West Corridor

Brampton Board of Trade | Transportation Overview | July 2017

OVERVIEW

As directed by Council, staff at the City of Brampton are currently looking at two alternatives to the Main Street LRT route between Gateway Terminal (Steeles Avenue & Main Street) and the downtown Brampton GO station. The routes being considered would run via McLaughlin Road or via Kennedy Road. Precise details of either route have yet to be released. On February 15, 2017, a staff report was presented to Council for approval of funding for the EA Study and to begin the consultant procurement process. It is expected that the LRT Extension EA study will be completed in three years once a consultant is retained (expected by July 2017).1

McLaughlin and Kennedy Route Options(details yet to be confirmed)

LRT Extension Gateway Terminal to Brampton GO

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j McLaughlin Road optionj Kennedy Road optionj Hurontario LRT (HuLRT)

9N

PeelMemorial

The McLaughlin route would tunnel under freight railways and Mill Street to reach an underground station at Brampton GO.Alternative: LRT station south of CN tracks

Whether the Kennedy route would cross Main Street on an elevated right of wayis not specified.



LRT Route Option Considerations

Route Item Comments

McLaughlin Option Steeles > McLaughlin > Queen > OBRY i Serves Sheridan College, OCI, Flower City Campus

Stations, not including Gateway or GO6 i 6

Length: 6.2 km7 j +2.7 km / 5.2 min vs. Main St. design

Steeles West capacity limitations8 t Requires acquiring parts of up to 30 properties; t Impact on access to existing properties, e.g., a property with two 20+-storey high-rises with a single access point to Steeles

McLaughlin capacity limitations9 j Requires acquiring parts of up to 3 properties; j Impact on access to existing properties

McLaughlin redevelopment potential10 j Limited to properties northeast of OBRY crossing

Queen West capacity limitation11 j Use of a dedicated LRT right of way would impact 54 property entrances; alternatively, mixed LRT/road lanes would impact LRT reliability

OBRY right of way j Whether a second crossing of OBRY (on Queen) is planned is unclear t LRT viewed as an encumbrance on OBRY property while Orangeville seeks a buyer for the line12; t OBRY freight service possibly pushed to overnight hours during construction (per ION/Waterloo)13; t Simultaneous LRT/OBRY train operation unlikely to be permitted due to regulation, thus either LRTs would be halted until OBRY train clears line, or OBRY could be pushed to overnight operation14

CN right of way / GO station t Overhead crossing of CN Halton Sub. is impractical due to overhead clearance required for (and space occupied by) future GO electrical catenary, LRT bridge, plus LRT catenary (est. 19–21.5 m total)15 t Tunnel alternative (including an underground LRT station at Brampton GO) would be costly16; j Alternative LRT alignment approaching south side of GO station will negate the need to cross CN, however it will create a challenge with respect to the alignment of a future northward LRT expansion17



LRT Route Option Considerations

Route Item Comments

Kennedy Option Steeles E > Kennedy > Queen > CN i Serves Peel Memorial site

Stations, not including Gateway or GO18 i 5

Length: 6.1 km19 j +2.6 km / 4.4 min vs. Main St. design

Steeles East capacity limitations20 t Already operating above capacity without LRT; j Road widening limited to north side of Steeles E.; t Requires acquiring all/part of up to 39 properties; t Requires widening of Etobicoke Creek bridge

Kennedy capacity limitations21 j Impact on access to 60 existing properties; j Impact on access to industrial properties on east side of Kennedy

Kennedy redevelopment potential22 j Kennedy segment is a mature development and is not designated in the Official Plan for intensification

Queen capacity limitation23 j Use of a dedicated LRT right of way would impact 23 property entrances

CN right of way alignment j Requires acquiring all/part of up to 7 properties, (LRT runs along north side of CN) including one Heritage-listed property24 t Depending on the amount of clearance between the LRT right of way and CN’s right of way, this alignment may impact future expansion by CN (or Metrolinx, if it eventually acquires CN’s mainline through Brampton)25 t If elevated, this route will require the construction of bridges across Union and Main Streets26

LRT Extension EA Study Schedule27

February 2017 Council approval to procure consultant

April 2017 Request for Proposal

July 2017 Contract Award

L2017 – E2018 Open House

Spring 2018 Public Information Centre No. 1

Early 2019 Public Information Centre No. 2

Fall 2019 Public Information Centre No. 3

Early 2020 Initiate TPAP

Spring 2020 Public Information Centre No. 4

Summer 2020 Completion of TPAP

Hurontario LRT (HuLRT) Events28

Feb 28, 2017 Open House, Brampton City Hall


Footnotes

Overview

1. Based on letter from City of Brampton, Public Works and Engineering, to Co-Chairs, Citizens for a Better Brampton, dated October 17, 2016, re: Light Rail Transit Extension (Alternative Routes) EA Study Terms of Reference.

Map

2. Route options are based on City of Brampton document, 20170215cw_Agenda.pdf dated February 15, 2017; PDF page 2940 (44 of 192).

3. Station locations for McLaughlin Road and Kennedy Road option are based on SNC-Lavalin report, Hurontario-Main LRT Brampton Alignment Alternatives Assessment Report dated September 26, 2014; PDF pages 77 and 78. The routes shown on these pages match those in the City of Brampton document.

4. The suggestion of a tunnel and underground station at Brampton GO is outlined in the above SNC-Lavalin report; PDF page 26.

5. The alternative for the McLaughlin option to terminate on the south side of Brampton GO is based on the Hatch Mott MacDonald Hurontario-Main Light Rail Transit (HMLRT) Brampton Alignment Peer Review dated January 27, 2015; PDF page 15.

McLaughlin Road Considerations

6. Station locations for McLaughlin Road option is based on SNC-Lavalin report, Hurontario-Main LRT Brampton Alignment Alternatives Assessment Report dated September 26, 2014; PDF page 78.

7. Based on above report; PDF page 27.






13. Based on anecdotal evidence; supported by Wikipedia article, https://en.wikipedia.org/wiki/Ion_rapid_transit (under ‘Route / Phase 1’).

14. Based on a combination of the above report, PDF page 26; Hatch Mott MacDonald Hurontario-Main Light Rail Transit (HMLRT) Brampton Alignment Peer Review dated January 27, 2015; PDF page 15; and anecdotal evidence.

15. Clearance required for GO electrification (8.255 m) based on Metrolinx document, GO_RER_Initial_Business_Case_EN.pdf dated March 22, 2016; PDF page 161, Table 33 – ‘Transport Canada Double Stack Total Structural Clearance’. This selection of this value from the table was based on the assumption that CN freight traffic might continue to use the current CN Halton Subdivision under certain situations, even if the proposed freight bypass between Milton and Bramalea is built. The estimated total height of an LRT bridge over the CN Halton Sub includes the GO electrification clearance, plus an estimated 2–3 m total catenary height above this clearance, plus an estimated 2–3 m LRT bridge height, plus an estimated 7.4 m total height of the LRT Overhead Contact System (catenary), based on ‘Typical Sections’ drawings in Metrolinx document, ‘A1_LRT Infrastructure Design.pdf’, dated June 4, 2014.

16. Based on SNC-Lavalin report referred to in footnote 6; PDF page 26.

17. Based on the Hatch Mott MacDonald Hurontario-Main Light Rail Transit (HMLRT) Brampton Alignment Peer Review dated January 27, 2015; PDF page 15.

Kennedy Road Considerations

18. Station locations for Kennedy Road option is based on SNC-Lavalin report, Hurontario-Main LRT Brampton Alignment Alternatives Assessment Report dated September 26, 2014; PDF page 77.







25. Metrolinx documentation (Metrolinx Electrification Project – Conceptual Design Report, Part 3 – Kitchener Corridor, Version 03, dated October 27, 2014) suggests that a third CN mainline track through downtown Brampton would be built on the south side of the existing two tracks. Extrapolating from the Metrolinx document, it is assumed that this may be partially due to the location of the existing VIA station structure, which, in its existing location prevents the addition of any tracks on the north side. In order to account for possible alternative design solutions (e.g., moving the VIA station) that suggest that additional track could be built on the north side of the existing tracks, it might be prudent to design the LRT station at Brampton GO such that it would not interfere with such plans.

26. The SNC-Lavalin report referred to above does not specify that the route from Queen Street along the north side of the CN right of way would be elevated. In fact, it calls for “an additional signal to be provided at Union Street,” suggesting a ground-level right of way.

Schedules

27. LRT Extension EA Study Schedule based on City of Brampton document, 20170215cw_Agenda.pdf dated February 15, 2017; PDF page 2937 (44 of 192).

28. HuLRT Events based on above document; PDF page 2945 (41 of 192).


https://en.wikipedia.org/wiki/Ion_rapid_transit

https://en.wikipedia.org/wiki/Ion_rapid_transit


Queen Street Rapid Transit LRT and/or BRT from Downtown Brampton to Vaughan

OVERVIEW

The City of Brampton is currently working on a Transit Master Plan for Queen Street, between McLaughlin Road and Highway 50, with a vision to evolve the current service with dedicated rapid transit between Downtown Brampton and the Vaughan Metropolitan Centre mobility hub. The service would connect the existing Kitchener GO line and Züm service at its west end with York Region Transit and the TTC in the east. The City’s work builds on a 2013 study by Metrolinx, which examined Bus Rapid Transit (BRT), Light Rail Transit (LRT), or a combination of the two as the best option. A Public Information Centre (PIC) was held at City Hall on May 18, 2017 to gain initial input for “…identifying opportunities and challenges for travelling along Queen Street and within the Downtown Mobility Hub Area…” A related survey can be accessed through the City’s website.1

Queen Street Transit Route(Details of route, modes used and transfer point proposal have yet to be announced)

Brampton GO

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•••• Route under studyj York Region Transit / VIVA

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Possible transfer point betweenBrampton and York Region Transit systems.

Downtown Mobility Hub Area

https://www.surveymonkey.com/r/QueenStTransitMasterPlanandDowntownMobilityHub



Queen Street Rapid Transit Considerations (based on existing published documents; this information subject to revision)

Route Item Comments

All-LRT Option Equipment/Technology i Higher capacity than buses3; i Lower operating costs4; i Higher impact on land values/development potential5; i Reduced local emissions6; i Possible commonality/interchangeability with equipment on HuLRT line7; j May require construction of maintenance and storage facility in the vicinity of Airport Road8; t Higher initial capital cost versus buses9; t Reduced routing flexibility10

Right of way / Service i Dedicated right of way, Centre St to Hwy 50: – Brampton Terminal to Airport Road: 20 min.11; – Brampton Terminal to Highway 50: 29 min.11; i Operating in its own runningway (east of Centre Street), improves reliability and operating speed12; i If the equipment is common to Queen and HuLRT and they share tracks where the lines overlap, there may be the option of run-through service between the two routes13

All-BRT Option Equipment/Technology i Lower capital cost14; i Operational and routing flexibility15; i Fewer infrastructure requirements16; i Compatibility/interchangeability with balance of Brampton Transit / Züm fleet and maintenance operations17; j May require construction of maintenance and storage facility if existing site(s) cannot be expanded18; t Smaller vehicle capacity and shorter lifespan19; t Additional operating costs from fuel expenses and additional vehicles needed to meet demand20; t Limited influence on development potential21

Right of way / Service i Dedicated right of way, Centre St to Hwy 50: – Brampton Terminal to Airport Road: 20 min.22; – Brampton Terminal to Highway 50: 29 min.22; j Dedicated right of way, Centre St to Airport Rd: – Brampton Terminal to Airport Road: 20 min.23; – Brampton Terminal to Highway 50: 38 min.23; i Where operating on its own right of way (east of Centre Street), service can bypass congestion24; t In mixed traffic, subject to traffic flows as they change25 t Transfer requirement at Airport Road introduces wait time and inconvenience for riders26

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Queen Street Rapid Transit Considerations (based on existing published documents; this information subject to revision)

Route Item Comments

Mixed LRT-BRT Equipment/Technology j LRT benefits, unknowns and disadvantages as outlined above; j BRT benefits, unknowns and disadvantages as outlined above;

Right of way / Service j Dedicated right of way, Centre St to Airport Rd: – Brampton GO to Airport Road (LRT): 20 min.27; – Brampton GO to Highway 50 (Bus): 38 min.27; j LRT benefits, unknowns and disadvantages as outlined above; j BRT benefits, unknowns and disadvantages as outlined above; t Transfer requirement at Airport Road introduces wait time and inconvenience for riders28

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Footnotes

Overview

1. From the City of Brampton’s Queen Street Transit Master Plan homepage (http://www.brampton.ca/EN/Business/planning-development/projects-studies/QSTMP/Pages/Welcome.aspx).

Map

2. Based on http://www.brampton.ca/EN/Business/planning-development/projects-studies/QSTMP/Documents/Queen-TMP-Open-House.pdf and Metrolinx document, Queen Street Rapid Transit LRT Or BRT Benefits Case, dated May 2013. Exact station locations and possible transfer points at Bramalea City Centre, Airport Road or Highway 50 are assumptions.

All-LRT Option

3. Based on Metrolinx document, Queen Street Rapid Transit LRT Or BRT Benefits Case, dated May 2013; PDF page 32.




7. Assumption based on above report; PDF page 43.






13. Based on assumption that the overlap on Queen Street between either the Kennedy or McLaughlin LRT route this route will result in a common set of tracks for the two lines along Queen.

All-BRT Option




17. Business case for BRT in above report is based on vehicles in existing Züm fleet; PDF page 38.








25. An expansion on the benefit raised in footnote 53, based on above report; PDF page 52.

26. Based on above report, PDF page 65.

Mixed LRT-BRT Option




http://www.brampton.ca/EN/Business/planning-development/projects-studies/QSTMP/Pages/Welcome.aspx

http://www.brampton.ca/EN/Business/planning-development/projects-studies/QSTMP/Pages/Welcome.aspx

http://www.brampton.ca/EN/Business/planning-development/projects-studies/QSTMP/Documents/Queen-TMP-Open-House.pdf

http://www.brampton.ca/EN/Business/planning-development/projects-studies/QSTMP/Documents/Queen-TMP-Open-House.pdf


GO Transit Regional Express Rail (RER)

OVERVIEW

In March 2015, Metrolinx released its Initial Business Case to provide RER under a 10-year implementation plan.1 RER is defined as electrified two-way, all-day train service, in contrast to the current schedule, which is focused mainly on diesel-powered, weekday-only, rush-hour service. Bramalea was initially set as the western endpoint of electrified service on the Kitchener Corridor, however this was extended to Kitchener itself with a further announcement in June 2016 of an agreement in principle between the Province, Metrolinx and CN to build a separate bypass for freight traffic, which, once completed, would clear the way for increased GO service west of Bramalea.2 As of February 17, 2017, the projected in-service date for RER on the Kitchener Corridor was 2025.3 On March 31, 2017, federal funding of $752 million was announced for additional track, train layover facilities, parking facilities, bridges and station modifications between Brampton’s Mount Pleasant station and Union Station.4

Target for Train Frequency between Kitchener and Bramalea(based on electrifying Union Station to Bramalea only; to be updated once details of full Kitchener Corridor electrification/RER are released)

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qq One-way, making all stops (diesel) t q Two-way, making all stops (diesel)jq One-way, non-stop (diesel) tjq Two-way, non-stop (diesel)

t q Two-way, making all stops (electric)

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Increasing GO Train Service West of BramaleaIncreased GO train service west of Bramalea is constrained by two factors: (a) the amount of track capacity

available to GO on CN’s Halton Subdivision between Bramalea and Georgetown; and (b) the limitations of

Metrolinx’s single-track Guelph Subdivision between Georgetown and Kitchener. The Province’s announced

intention to extend electrified RER service to Kitchener addresses both issues.6

GO KITCHENER CORRIDOR (BRAMALEA – KITCHENER SEGMENT)(January 2017)

CN HALTON SUBDIVISION

West of Bramalea, the Halton Subdivision is composed of two or three mainline tracks. It is a major thoroughfare

for goods travelling in and out of CN’s MacMillan Yard in Vaughan and the Brampton Intermodal Terminal.

Currently, 25–30 CN freight trains traverse the line each day8 – sharing the right of way with Goderich-Exeter

Railway freight trains, plus GO and VIA traffic. As such, there are instances when one or more trains must be

stopped to allow other traffic to pass. As train frequency rises within a fixed corridor such as this, it is inevitable

that more such delays will occur. The solution is to either lay more track or to remove some traffic to free up

capacity. Metrolinx has done extensive studies and planning with regard to the former, but these may be set

aside in light of the June 2016 announcement of an agreement-in-principle to further study the potential for a

new CN freight bypass between Milton and Bramalea, which would effectively remove the heavy freight traffic

component from GO’s Kitchener Corridor.

Kitchener

Current Rail Mix7

j GO trafficj VIA trafficj CN freight trafficj Goderich-Exeter freight traffic

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CN Freight BypassRemoving heavy freight traffic from the stretch of track between Bramalea and Georgetown would provide

Metrolinx with the flexibility to design this section of the Kitchener Corridor to meet its own needs and optimize

its operating schedule. It would also provide CN with a shorter route between Milton and Bramalea.9

The exact route of the bypass has not yet been announced. It may follow a path that begins on the existing CN

right of way near ‘Mansewood’ north of Milton, turning east to parallel Highway 401, and then follow the hydro

corridor on the south side of the 407 ETR to Bramalea, where it would rejoin the existing Halton Subdivision.

Details released thus far suggest an initial design with two tracks, expandable to six at a later date. Included

would be an accommodation for possible future passenger rail service in the longer term.10

ANTICIPATED ROUTE(to be confirmed)

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Highway 410

CN Milton Freight Bypass11

j GO Kitchener Corridorj CN Freight Bypassj Alternative Bypass alignment

CN to retain trackbetween Milton and Georgetown

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Exact routing from Milton toHighway 407 to be confirmed

Bypass travelsunder GO Weston Sub

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GO Regional Express Rail and CN Freight Bypass Considerations

Item Comments

HALTON SUBDIVISION

Traffic i Operational interference between freight and passenger operations reduced;12 i Impact of running freight trains through downtown Brampton largely removed;13 j Although through freight traffic may be eliminated or substantially reduced, CN may retain running rights. Freight trains might continue to run in certain situations;14 j Operations will need to accommodate CN continuing to service industrial customers in Brampton;15 j Impact on Goderich-Exeter freight trains, which use this track to access MacMillan Yard will need to be determined;16 j Metrolinx ownership may impact the option for OBRY to sell its right of way south of Halton Sub. and connect with CN in Brampton instead of CP in Streetsville. (Selling the right of way might make the McLaughlin LRT route more feasible.)17

Changes to infrastructure requirements for RER i Less track construction, signals, etc. required on Bramalea to Georgetown segment than if there was no Bypass;18 j Even though freight trains will largely be absent here, electrical clearances will still need to accommodate CN’s height requirements for double-stacked containers.19

RER Construction20 j It has been previously indicated that no RER construction could begin until the Bypass is completed and operational. If true, this may mean that Metrolinx may be limited to engineering and EA work on the Halton Sub. while the Bypass project proceeds and that a construction start date would be at the mercy of any delays on the Bypass project; i Once freight traffic is diverted, construction of electrification infrastructure could proceed with less interruption.

FREIGHT BYPASS

Traffic i CN can operate absent any conflicting GO and VIA traffic;21 i The Bypass may introduce the potential for extension of rail freight service to new areas in Bramalea and in Milton;22 t Will introduce a new source of noise and vibration to adjacent residential areas along the Highway 407ETR Corridor.23

Right of way24 j The combined presence of a hydro corridor, bus transitway and potential six-track rail corridor may impact the expandability of 407ETR and any one of these other elements; j The compact nature of the right of way may limit the option for a large buffer zone between the rail line and residences.



Double-tracking the Guelph SubdivisionThe Province’s announcement in June 2016 of a commitment to bring electrified, two-way, all-day GO train

service to Kitchener cements the Metrolinx plan to double-track the Guelph Subdivision west of Georgetown.

With only a single track and no functioning passing sidings at present, this section of the Kitchener Corridor

is a significant impediment to increased service.25 Adding a second track and strategically spaced passing

sidings along its length could allow trains to pass one another in either direction and eliminate bottlenecks

created by mechanical failures, work blocks, etc. This service improvement will extend benefits to Brampton in

the form of enhancing bi-directional mobility across the western half of the Toronto-Waterloo Innovation Corridor.

No indication has been provided yet as to when construction on this project would be undertaken, whether

the double-tracking could take place well in advance of electrification, or if interim steps such as a pre-build

of passing sidings could be undertaken to introduce a basic level of two-way operation during the AM/PM

peak periods.

A PRECEDENT FOR IMPROVED SERVICE26

According the CNR employee timetable dated October 26, 1958, the railway operated two-way passenger

service across the same track on a regular basis. The line was single track as it is now, save for passing sidings

at Acton, Rockcut (Rockwood), Guelph, Mosborough and Breslau. On a typical weekday, east- and westbound

trains would meet in the passing sidings at Rockcut (8:41 am); Georgetown (9:02 am); Guelph (9:40 am); Acton

(6:12 pm); Rockcut (7:03 pm); and Georgetown (7:30 pm).


Footnotes

Overview

1. Refers to Metrolinx documents, GO_RER_Initial_Business_Case_EN.pdf, GO_RER_Initial_Business_Case_Appendix_A-J_EN.pdf, GO_RER_Initial_Business_Case_Appendix_K_EN.pdf and GO_RER_Initial_Business_Case_Summary_EN.pdf, dated November 11 – 30, 2015.

2. Based on Province of Ontario announcement, Ontario Expanding GO Rail Service to Waterloo Region, dated June 14, 2016. Also, per reports in the Guelph Mercury, New freight route opens door for two-way, all-day GO service by 2024, dated June 16, 2016, and The Waterloo Region Record, Province will deliver two-way, all-day GO Train service, Wynne says, dated June 14, 2016.

3. Based on Metrolinx document, Capital Projects Group Quarterly Report: February 2017, dated February 17, 2017; PDF page 2.

4. Funds destined for the Kitchener line are part of a $1.8 billion federal investment in GO’s RER plan. See http://pm.gc.ca/eng/news/2017/03/31/prime-minister-announces-support-public-transit-greater-golden-horseshoe-area for the government announcement and http://www.cbc.ca/news/canada/kitchener-waterloo/toronto-waterloo-innovation-corridor-federal-funding-1.4049446 for an overview of the work to be done on the Kitchener line.

Map

5. Based on Metrolinx document, GO_RER_Initial_Business_Case_Appendix_A-J_EN.pdf, dated November 30, 2015, PDF page 26. Adjusted to reflect changes to train service enacted in September, 2016. This diagram does not reflect service under full RER extended to Kitchener as service scenarios for that plan have yet to be published.

Increasing GO Train Service West of Bramalea

6. Based on Province of Ontario announcement, https://news.ontario.ca/opo/en/2016/06/ontario-expanding-go-rail-service-to-waterloo-region.html, dated June 14, 2016. Also, per reports in the Guelph Mercury, https://www.guelphmercury.com/news-story/6726318-new-freight-route-opens-door-for-two-way-all-day-go-service-by-2024/, dated June 16, 2016, and The Waterloo Region Record, http://www.therecord.com/news-story/6721969-province-will-deliver-two-way-all-day-go-train-service-wynne-says/, dated June 14, 2016.

7. Based in part on IBI/Stantec document, Feasibility Study and Business Case of Constructing the Missing Link, dated August 18, 2015; PDF page 21. Also partially based on anecdotal evidence.

8. Traffic volume derived from Canadian Transportation Agency Section 98 Application titled, In the matter of an application by Canadian National Railway Company (CN) Pursuant to subsection 98(2) of the Canada Transportation Act, For an order authorizing the construction of certain railway lines associated with CN Milton Logistics Hub, dated January 22, 2016, accessible via www.ceaa-acee.gc.ca/050/documents/p80100/116633E.pdf; PDF page 13.

CN Freight Bypass

9. Based on the assumption that the expected route of the CN freight bypass is similar to the earlier ‘Missing Link’ concept, which would be approximately 11 km. shorter than CN’s Halton Subdivision route from Bramalea to Milton via Georgetown. Per the IBI/Stantec document, Feasibility Study and Business Case of Constructing the Missing Link, dated August 18, 2015; PDF page 12.

10. Details based on Metrolinx document, 20160909_BoardMtg_Regional_Express_Rail_Update_EN.pdf, dated September 9, 2016; PDF page 9.

11. Speculative; based on anecdotal information.

CN Freight Bypass Considerations

12. Operational benefits are comparable to those of the ‘Missing Link’ concept. Per the IBI/Stantec document, Feasibility Study and Business Case of Constructing the Missing Link, dated August 18, 2015; PDF page 12.


14. Assumption, based on anecdotal evidence.


16. Extrapolation, based on above report; PDF page 12.

17. This is a theoretical scenario. OBRY has no customers between the Brampton ‘diamond’ (its crossing of the Halton Subdivision) and its connection to the CPR at Streetsville. Given that there was until recent years a connection between OBRY’s track and the CNR at Brampton, it might be possible to re-establish that connection, freeing up the OBRY right of way south of it for LRT use. Whether this would be a viable option if the Halton Subdivision was under Metrolinx ownership is unknown at this time.

18. Extrapolation, based on above report; PDF page 11. The ‘Missing Link’ concept would entail widening sections of the York, Halton and Galt Subdivisions, estimated in the report at $2.84B, compared to $1.51B plus land costs for widening the Halton Subdivision in its present form to accommodate RER.

19. The Metrolinx document, 20160909_BoardMtg_Regional_Express_Rail_Update_EN.pdf, dated September 9, 2016; PDF page 9, suggests that “…most of the CN freight traffic would be shifted from the existing CN corridor to the new corridor…” Anecdotal evidence suggests that CN would retain the Halton Subdivision track between Georgetown and Milton if the Bypass is built, and retain running rights across its entire current route. One assumes, then, that the catenary infrastructure necessary for RER would need to be built to accommodate all types of freight traffic. The Metrolinx document, GO_RER_Initial_Business_Case_EN.pdf dated March 22, 2016; PDF page 161, Table 33 – ‘Transport Canada Double Stack Total Structural Clearance’ illustrates the agency’s clearance requirements.

20. Anecdotal evidence, to be confirmed.

21. Per the IBI/Stantec document, Feasibility Study and Business Case of Constructing the Missing Link, dated August 18, 2015; PDF page 12.

22. Assumption, based on anecdotal evidence.

23. Assumption, based on anecdotal evidence. The Bypass design may include noise/vibration mitigation measures to fully or partially negate these impacts.

24. Assumptions, based on anecdotal evidence. In the absence of detailed design concepts, it is difficult to assess the opportunities and limitations present within these proposals.

Double-tracking the Guelph Subdivision

25. Description from Metrolinx document, Metrolinx Electrification Project, Conceptual Design Report Part 3 – Kitchener Corridor, Version 03, dated October 27, 2014; PDF page 88.

26. Data from CNR London and Stratford Divisions, Timetable 14, effective October 26, 1958; pages 18–19.


http://pm.gc.ca/eng/news/2017/03/31/prime-minister-announces-support-public-transit-greater-golden-horseshoe-area



http://www.cbc.ca/news/canada/kitchener-waterloo/toronto-waterloo-innovation-corridor-federal-funding-1.4049446



https://news.ontario.ca/opo/en/2016/06/ontario-expanding-go-rail-service-to-waterloo-region.html

https://news.ontario.ca/opo/en/2016/06/ontario-expanding-go-rail-service-to-waterloo-region.html

http://www.ceaa-acee.gc.ca/050/documents/p80100/116633E.pdf

http://www.ceaa-acee.gc.ca/050/documents/p80100/116633E.pdf


High Speed Rail (HSR)

OVERVIEW

“To transform mobility in Southwestern Ontario in order to connect communities, integrate centres of innovation, and foster regional and economic growth and development.” Thus reads the Vision Statement of a report released May 19, 2017, describing the Ontario Government’s High Speed Rail concept, which looks at two possible scenarios for a new service in the Toronto–Windsor corridor: (a) electrified HSR service operating primarily on a dedicated right-of-way and capable of achieving a top speed of 300 km/h; or (b) electrified HSR service capable of achieving a top speed of 250 km/h operating on a combination of mixed conventional and dedicated right of way. In both cases, the route would look largely similar to that of existing rail lines between Toronto and London, while using different alignments between London and Windsor. The report concludes that Option B would yield the best value for money. Worth noting is that while both route alternatives would pass through Brampton, neither includes a stop in the city.1

HSR Routes2

(preliminary concepts)

Guelph

Alignment Option A

j Phase I �j j j j j Phase 2

Alignment Option B

j Phase I �j j j j j Phase 2

9N

Kitchener-Waterloo

London

Toronto

Windsor

Brampton

OPTION APearson

OPTION BMalton

OPTION BChatham



Project BackgroundIn October 2015, the Government of Ontario appointed former federal transport minister David Collonette as

Special Advisor on High Speed Rail. The Special Advisor’s final report3 was published in December 2016 and

released to the public in May 2017. As noted on page 21 of the report PDF, “The Province has been studying the

feasibility of HSR for more than two decades. In 1991, it implemented the Ontario/Quebec Rapid Train Task

Force, whose findings provided a basis for studies conducted in 1993 and 1995. In 2011, a detailed study on the

feasibility of HSR between Windsor and Quebec City, referred to as the EcoTrain report4, was conducted jointly

by MTO, Transport Canada, and the Ministère des Transports du Québec (MTQ).”

The current proposal grew from a Toronto-to-London concept originally suggested in early 2014 by the then-

provincial transport minister.5 A pre-feasibility study, Toronto-Kitchener-London Ontario High Speed Rail,

prepared by UK-based First Class Partnerships (FCP) looked at options for the Toronto–London segment.6

The FCP document outlined a route that would primarily follow the existing right of way between Toronto and

Kitchener7, before striking out on a mostly greenfield route from there toward London. Intermediate stations

on the line would include Pearson Airport (requiring a transfer to UP Express to reach Terminal One) and Kitchener,

with the possibility of some service to Guelph. Frequency was envisioned as two ‘High Speed Intercity’ trains

per hour in the Toronto-Pearson-Kitchener-London corridor, supported by other operators providing service

to communities not part of the HSR system.

Building on the geographic focus of the FCP study and drawing from a preliminary business case study

by international transportation consultancy Steer Davies Gleave, the Special Advisor’s report recommends

an expanded system that would continue west from London to Windsor. It considers two options for a

Toronto–Windsor HSR system as follows:

> Alignment Option A

– Electrified HSR service on a primarily dedicated right of way, with a 300 km/h top speed

– Stations: Toronto Union Station; Pearson Airport; Guelph; Kitchener; London; Windsor

– Target operational dates: 2025 (Toronto–London); 2031 (London–Windsor)8

– Service to replace VIA Rail within the Toronto–Kitchener corridor9

– Design includes a tunnel from the Humber River to “western Brampton” to accommodate an

underground station at Pearson Airport; includes a tunnel under University of Guelph; all-new rail

corridors between Kitchener and London and between London and Windsor10

> Alignment Option B (recommended by Special Advisor)

– Electrified HSR service on a mix of conventional and dedicated right of way, with 250 km/h top speed

– Stations: Toronto Union Station; Malton (with ‘people mover’ link to Pearson Airport); Guelph; Kitchener;

London; Chatham; Windsor

– Target operational dates: 2025 (Toronto–London); 2031 (London–Windsor)8

– Service to replace VIA Rail within the Toronto–Kitchener corridor9

– Design includes an all-new rail corridor between Kitchener and Windsor11



HSR Proposal Considerations (Kitchener Corridor segment only)

Item Comments

Absence of Brampton HSR Station t Without an HSR stop included at any of Brampton’s three GO and/or VIA stations, the 600,000 residents12 of the city (as well as visitors) would need to travel at least west as far as Guelph or east to Malton in order to access HSR service, severely limiting its advantages and appeal. It is worth noting that Brampton’s population is far greater than most communities included in the HSR plan;13

t Conversely, without an HSR stop included at any of Brampton’s three GO and/or VIA stations, travellers from west of the city would need to transfer to GO by Kitchener or Guelph in order to reach any part of Brampton;13

j Because HSR would entirely replace VIA Rail in the Kitchener Corridor, ‘non-stop’ VIA Rail service would no longer be available as an option between downtown Brampton and Toronto (Union Station) – an important issue, given that Metrolinx plans to add stations at St. Clair West and Liberty Village, which, once operational, may impact the overall travel time of GO train trips between Brampton and Union Station. It is unknown whether GO would introduce express train service between Brampton and Union Station to replace any lost VIA services;14

Impact on GO RER j Given that HSR trains operate at much higher speeds than RER, the design of the track and electrical infrastructure would need to accommodate both types of traffic.15 Whether this has been accounted for in the existing plans for GO RER on the Kitchener Corridor, and, if not, what impact any necessary changes would have on the rollout of the service is unknown at the present time.


Footnotes

Overview

1. High Speed Rail in Ontario: Transforming mobility, connecting communities, integrating centres of innovation and fostering regional economic growth and development – Special Advisor for High Speed Rail: Final Report, December 2016, available at http://www.mto.gov.on.ca/english/publications/high-speed-rail-in-ontario-final-report/pdfs/high-speed-rail-in-ontario-final-report.pdf .

Map

2. Based on above document, page 113 (PDF page 56).

Project Background

3. High Speed Rail in Ontario: Transforming mobility, connecting communities, integrating centres of innovation and fostering regional economic growth and development – Special Advisor for High Speed Rail: Final Report, December 2016, available at http://www.mto.gov.on.ca/english/publications/high-speed-rail-in-ontario-final-report/pdfs/high-speed-rail-in-ontario-final-report.pdf .

4. Details at https://www.tc.gc.ca/eng/policy/acg-acgb-high-speed-rail-2956.htm .

5. Announcement of the proposal can be found at http://www.cbc.ca/news/canada/kitchener-waterloo/liberals-to-study-71-minute-toronto-kitchener-london-rail-trip-1.2627252 and https://www.therecord.com/news-story/4492194-kitchener-to-toronto-in-48-minutes-by-train-that-s-the-plan-transportation-minister-says/ .

6. The FCP study, dated March 11, 2014, can be found at http://www.mto.gov.on.ca/english/publications/pdfs/toronto-kitchener-london-ontario-high-speed-rail-feasibility-study.pdf .

7. The FCP study proposed possible new alignments in the Acton–Guelph segment (page 12) and downtown Guelph (page 15) that would replace existing track, therefore relocating GO/VIA services.

8. Special Advisor’s report, PDF page 123.




HSR Proposal Considerations (Kitchener Segment Only)

12. Current figure, rounded from 593,638. Current figures for communities included in the Special Advisor’s recommended HSR proposal are as follows: Toronto: 2,731,571; Malton (Mississauga): 721,599; Guelph: 131,794; Kitchener: 233,222 (523,894 for the entire Kitchener Metropolitan area, which includes Waterloo and Cambridge); London: 383,822; Chatham: 43,550; Windsor: 217,188. Sources: Brampton (https://en.wikipedia.org/wiki/Brampton); Toronto (https://en.wikipedia.org/wiki/Toronto); Malton/Mississauga (https://en.wikipedia.org/wiki/Mississauga); Guelph (https://en.wikipedia.org/wiki/Guelph); Kitchener (https://en.wikipedia.org/wiki/Kitchener,_Ontario); London (https://en.wikipedia.org/wiki/London,_Ontario); Chatham (https://www.chatham-kent.ca/EconomicDevelopment/LabourForceStatistics/Demographics/Pages/population%20by%20community.aspx); Windsor (http://www.cbc.ca/news/canada/windsor/census-windsor-census-1.3971906).

13. Extrapolation, based on information available in the Special Advisor’s report, High Speed Rail in Ontario: Transforming mobility, connecting communities, integrating centres of innovation and fostering regional economic growth and development – Special Advisor for High Speed Rail: Final Report, December 2016, available at http://www.mto.gov.on.ca/english/publications/high-speed-rail-in-ontario-final-report/pdfs/high-speed-rail-in-ontario-final-report.pdf . The report makes no mention of HSR’s impact on travel to/from Brampton.

14. Recommendation to replace VIA Rail with HSR in the Kitchener Corridor appears on PDF page 123 of the Special Advisor’s report. It should be noted that GO RER scheduling could be designed to account for this change (e.g., by adding ‘Express’ trains between Brampton and Toronto Union Station). To that end, the Special Advisor’s report recommends “The Province should align provincial mandates to optimize rail services by directing Metrolinx and MTO to collaborate on the development of an Integrated Rail Strategy for the Toronto-Kitchener corridor.” (PDF page 123). The new GO station locations are identified in the Metrolinx June 28, 2016 Board Meeting report available from http://www.metrolinx.com/en/docs/pdf/board_agenda/20160628/20160628_BoardMtg_Regional_Express_Rail_EN.pdf .

15. With respect to RER, the Special Advisor’s report states on PDF page 25, “…core segments of the GO network will feature allday service with faster trip times operating at expected maximum speeds of 160 km/h based on the number of station stops on each corridor. The track alignment design on the Kitchener corridor is assumed to accommodate possible speeds of up to 200 km/h, although faster speeds are assumed not to be precluded.” Further, the report suggests in Recommendation 19 (PDF page 63), that “The Province should ensure that GO RER commitments, planning and capital works accommodate future HSR on the Kitchener corridor.”


http://www.mto.gov.on.ca/english/publications/high-speed-rail-in-ontario-final-report/pdfs/high-speed-rail-in-ontario-final-report.pdf






https://www.tc.gc.ca/eng/policy/acg-acgb-high-speed-rail-2956.htm

https://www.tc.gc.ca/eng/policy/acg-acgb-high-speed-rail-2956.htm

http://www.cbc.ca/news/canada/kitchener-waterloo/liberals-to-study-71-minute-toronto-kitchener-london-rail-trip-1.2627252



https://www.therecord.com/news-story/4492194-kitchener-to-toronto-in-48-minutes-by-train-that-s-the-plan-transportation-minister-says/



http://www.mto.gov.on.ca/english/publications/pdfs/toronto-kitchener-london-ontario-high-speed-rail-feasibility-study.pdf



https://en.wikipedia.org/wiki/Brampton

https://en.wikipedia.org/wiki/Brampton

https://en.wikipedia.org/wiki/Toronto

https://en.wikipedia.org/wiki/Mississauga

https://en.wikipedia.org/wiki/Guelph

https://en.wikipedia.org/wiki/Guelph

https://en.wikipedia.org/wiki/Kitchener,_Ontario

https://en.wikipedia.org/wiki/Kitchener,_Ontario

https://en.wikipedia.org/wiki/London,_Ontario

https://www.chatham-kent.ca/EconomicDevelopment/LabourForceStatistics/Demographics/Pages/population%20by%20community.aspx



http://www.cbc.ca/news/canada/windsor/census-windsor-census-1.3971906

http://www.cbc.ca/news/canada/windsor/census-windsor-census-1.3971906




http://www.metrolinx.com/en/docs/pdf/board_agenda/20160628/20160628_BoardMtg_Regional_Express_Rail_EN.pdf

http://www.metrolinx.com/en/docs/pdf/board_agenda/20160628/20160628_BoardMtg_Regional_Express_Rail_EN.pdf


407 Transitway

OVERVIEW

In 2007, the Province of Ontario announced MoveOntario 2020, a provincial plan to fund 52 transit projects in the Greater Toronto Area (GTA) and Hamilton over a 12-year period starting in 2008.The province identified Highway 407 as one of its priority corridors for new rapid transit initiatives in the GTA. The 407 Transitway is envisioned as an exclusive right-of-way, fully grade-separated Bus Rapid Transit runningway parallel to Highway 407. It may convert to LRT technology when ridership warrants. The 407 Transitway will connect Burlington to Highway 35/115, a length of 150 km, with up to 50 surface stations. At present, the project is divided into five sections, with the Hurontario to Highway 400 section being the focus of a current EA study.1 A Public Information Centre was held in Brampton on December 6. 2016.

Hurontario Street to Highway 400(per December 2016 Public Information Centre)

Bramalea/TorbramStation

Airport RoadStation

Goreway RoadStation

Hwy 50Station

Hwy 27Station

Martin GroveStation

Pine ValleyStation

Brampton GO

Simplified Route Schematic2

j Transitwayj Highway 407j GO / UP Express

Limited opportunity todirectly connect toBramalea Station

9N

Lester B. PearsonInternational Airport

BramaleaCity

Centre

ShoppersWorld

410

Highw

ay 50

Que

en S

treet

Steel

es A

venu

e

407

ETR

401

Bramalea GO

HurontarioStation

DixieStation

427

Goreway is a conditional selection

Martin Grove is a conditional selection


407 Transitway

407 Transitway Considerations

Item Comments

Design i Connection to HuLRT at Hurontario;3 i Can be considered for transition to LRT service when ridership warrants;4 i This section of the Transitway supports Park-and-Ride;5 j The route winds through a number of curves as it avoids structures, sports fields and other elements of the right of way. How this might impact the intended operating speed between stations of 100 km/h has yet to be detailed;6 j The Transitway will share the available space on the south side of the 407 with a hydro corridor, the HuLRT Operations, Maintenance and Storage Facility (OMSF) at Hurontario Street, as well as a potential CN Freight Bypass. How the space requirements of a fully built-out Bypass (six tracks plus possible GO train stations7) might impact the Transitway design/operation has not been documented; t The Transitway may impact future highway expandability; t The Bramalea station location suffers from multiple issues:8 – isolated from local road and poor pedestrian access; – poor access to/from 407 ETR; – low expected park-and-ride demand; – Limited opportunity to connect to Bramalea GO, a major hub. It might make more sense to investigate alternative locations such as the Canadian Tire property or consider using the Dixie and Bramalea Road bridges to access the north side of 407 ETR.

Operation i Enhances east-west cross-regional mobility and increases transit capacity to meet forecast of travel demand;9 i Reduces 407 ETR congestion;10 i Travels at speeds up to 100 km/h between stations;11 i Can offer a combination of Spine Services (which operate exclusively on the Transitway) and Interline Services (which can extend off the Transitway with no need to transfer);12 i AM peak ridership projected at 7,500 riders;13 j Bramalea station may prove to be an inconvenient location for riders, depending on the chosen site and design.


Footnotes

Overview

1. Overall project description and status derived from http://www.407transitway.com/ , with additional details from MTO document, 407TransitwayHurontariotoHwy400_PIC1_FINAL.pdf.

2. Based on PDF referenced above.

407 Transitway Considerations

3. Based on MTO document, 407TransitwayHurontariotoHwy400_PIC1_FINAL.pdf; PDF page 6 and 14.

4. Based on above document; PDF page 7.


6. Intended operating speed based on above document; PDF page 6.

7. The potential composition of the Bypass is detailed in Details based on Metrolinx document, 20160909_BoardMtg_Regional_Express_Rail_Update_EN.pdf, dated September 9, 2016; PDF page 9.







407 Transitway

http://www.407transitway.com/


GTA West Corridor

OVERVIEW

The GTA West Corridor is a proposed multi-lane, divided roadway that would provide a high-speed thoroughfare around the fast-growing communities of Brampton and Vaughan, connecting to Highways 401 and 407 ETR in the west and Highway 400 in the east. Its current design takes elements of the original GTA West concept and combines them with the Halton-Peel Expressway proposal, which suggested connecting the GTA route to the 401/407 interchange. In December 2015, work was suspended on the Environmental Assessment of the project, pending the results of a study as to whether the project “aligns with new Government policy and emerging technologies.”1

The Corridor(alternative connection to Highway 401 also included)

Proposed Route2

j GTA West (2012 study preference)�j j j j j ‘New Corridor’ option (2012) Interchange

with future 427 extension

9N

SquareOne

BramaleaCity

Centre

ShoppersWorld

OsmingtonRegionalCentre

Trafalgar Road

Winston Churchill Blvd.

Mississauga Road

Highway 10

410

Highw

ay 50

Que

en S

treet

Bovai

rd D

rive

Stee

les

Aven

ue

407

ETR

401

403

5 Sid

eroa

d10 S

ider

oad

Highway 25

Guelph Line

Milton

407 ETR

403

Bolton

QEW

427

427400

GTA W

est C

or

ridor

Lester B. PearsonInternational

Airport

The ‘New Corridor’ route option from the GTA West November 2012 study has been included in this map for illustrative purposes, given that it scored highest of three options in terms of overall network performance. In thisscenario there would be two connection points at Highway 401 – one at the 401/407 interchange, and one west of Milton.

Vaughan

Brampton


GTA West Corridor

GTA West Corridor Considerations

Item Comments

Concept3 i Helps to accommodate future travel demand; i Reduce travel times for commuters and goods movement; i Provide greater connectivity between urban growth centres, with both transit and highway facilities; i Provide better connections to residential and employment lands; i Address the needs for goods movement in the west GTA and regions beyond; i Help to accommodate ‘just in time’ delivery for goods movement; i Provide greater economic vitality; i Provide an alternate route in the event of an incident or road closure on local and regional roads. j Whether GTA West will be a toll road is undecided. (A possible concern is that a non-toll highway could draw traffic from 407 ETR, partly reducing the benefit of the new artery.)

Design4 i 4- to 6-lane highway (within a 110-m right of way); i Separate adjacent transitway (within a 60m right-of-way). Transitway stations will be located at key interchanges and connection points; i Potential features to attract truck traffic include: – Truck only lanes or combined truck/transit lanes; – Truck use of potential HOV lanes during off-peak hours; – Intelligent Transportation Systems (ITS) features, such as – variable message signs and real time traveler information; – Enhanced design to accommodate Long Combination Vehicles; – Truck only interchange ramps, as warranted by truck volumes; – Truck parking facilities; – Enforcement features (weigh and inspection stations), including – automated weigh stations.

Route i Possible connection to future 427 extension;5 i The Halton-Peel Freeway section of the current GTA West route (401/407 to Mayfield Road) is “required to provide infrastructure for inter-regional transit services connected to the 407 Transitway, Halton BRT services, Brampton BRT services and GO services.;6 t ‘Preferred’ southwest route option (401/407 jct. connection only, 401 widened to 12 lanes) has: – the worst overall network performance of all options; – Hwy 401 performance is also the worst; – limited capacity for demand above base past 2031;7 j (Alternate ‘New Corridor’ route ending west of Milton had lowest amount of delay / greatest residual capacity with 4-lane corridor)7 t Loss of area under major crops, fruit crops and vegetable crops;8 t Possible fragmentation of agricultural operations.9


Footnotes

Overview

1. Quote from home page of GTA West website, http://www.gta-west.com/index.html .

2. Routes are based on GTA West Corridor map, Short List Of Route Alternatives and Potential Interchange Locations (also titled, 36x91 PIC Display_SHORT LIST), dated July 2015, and Province of Ontario document, GTA West Corridor Environmental Assessment Study, Transportation Development Strategy Report, dated November 2012; PDF page 152.

GTA West Corridor Considerations

3. Based on content found within GTA west web page, http://www.gta-west.com/faqs.html .

4. Based on GTA West newsletter, GTA West at a Glance_February 2015.pdf.

5. Based on the web page noted above, item #16.

6. From the Halton-Peel Boundary Area Transportation Study, Amended Final Report, dated May 2010; PDF page 16. The report goes on to state, “The construction of the Halton-Peel Freeway is necessary to meet the Provincial Growth Plan objectives, exceeds the financial capabilities of Halton and Peel and should be financed from other sources (presumably Provincial). The Freeway will serve not only Peel and Halton but also the GTA and the Golden Horseshoe and would provide connectivity with the GTA West Corridor identified by the Provincial Growth Plan.” (PDF page 23); and “… the Halton-Peel Freeway will also have a major provincial function, in providing a much needed north-south multi-modal freeway link in the West GTA that will connect with Highways 401 and 407, and with a potential GTA West Corridor. It would be a key north-south link in the 400-series network in the GTA, as a northerly extension of 407 north to the GTA West Corridor. As a multi-modal provincial corridor, it would also serve longer-distance, inter-regional traffic including goods movement.” (PDF pages 201–202). Given that Halton-Peel Freeway concept was developed independently of the GTA West Corridor, the suggestion is that it is a much-needed artery that should be developed regardless of the fate of the GTA West Corridor proposal.

7. From the Province of Ontario document, GTA West Corridor Environmental Assessment Study, Transportation Development Strategy Report, dated November 2012; PDF page 152, and further explained on PDF page 158, ‘The New Corridor’ and ‘Further 401 Alternatives’ alternatives address transportation need to 2031 to an adequate level of service (‘New Corridor’ alternative would provide more redundancy, while ‘Further 401 Widening to 12 Lanes ‘ would be close to capacity shortly after 2031). The ‘New Corridor’ alternative reflected more opportunities to achieve efficient and reliable transportation connections than the ‘Further 401 Widening’ alternatives over the long term.” The aforementioned Halton-Peel Boundary Area Transportation Study, Amended Final Report also weighs in on the viability of the 401/407 connection, stating, “Peak direction travel demand on Highway 401 and 407 ETR east of Trafalgar Road consistently exceeds capacity provided. This deficiency becomes more pronounced in the case where the GTA West corridor is connected to 401/407 via the Halton-Peel Freeway.”; PDF page 186.

8. From the Province of Ontario document, GTA West Corridor Environmental Assessment Study, Transportation Development Strategy Report, dated November 2012; PDF page 137.

9. From the above report; PDF page 127.

GTA West Corridor

http://www.gta-west.com/index.html

http://www.gta-west.com/faqs.html