transportation planning ropa draft technical report · ropa 16, which proposed changes to the...

Transportation Planning ROPA

Draft Technical Report

January, 2009

Transportation Planning ROPA Technical Report

Draft Transportation ROPA Technical Report January, 2009 ______________________________________________________________________________________

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The Region of Peel is in the process of reviewing and updating its Regional Official Plan (ROP). The Planning Act requires all municipalities to revise their Official Plans every five years to ensure that they conform to provincial plans, take into account matters of provincial interest and are consistent with policy statements issued under the Act. In addition, the Peel Region Official Plan Review (PROPR) also takes into consideration changing needs and priorities of the region. Transportation is one of fifteen focus areas that will be incorporated into the ROP review. Through ongoing consultation with external stakeholders and area municipal and Peel Region staff, Regional Transportation Planning staff have developed a set of draft policies that conform to Provincial legislation, take into account matters of Provincial interest, are consistent with policy statements issued under the Planning Act and that respond to the unique challenges of transportation planning in the Region of Peel. The policies provide the foundation for a coordinated plan for a transportation system that is sustainable, safe, facilitates the movement of people and goods, offers a variety of mobility choices and addresses projected needs. The purpose of this report is two-fold: (1) to review the transportation trends and challenges in the Region of Peel; and (2) to present the proposed additions and revisions to the transportation planning policies in the ROP (which will form the basis for the transportation planning ROPA). We welcome comments on the information contained in this document. Please send your comments via mail, fax or email to:

Tina Detaramani Planner, Transportation Planning Division Environment, Transportation and Planning Services Region of Peel 10 Peel Centre Drive, Suite A, 6th Floor Brampton, ON L6T 4B9

Tel: (905) 791-7800 ext. 4554 Fax: (905) 791-7920 Email: [email protected]

Comments are requested by January 23, 2009

Notice With Respect To the Collection of Personal Information Personal Information is collected pursuant to the Planning Act, R.S.O. 1990, c.P.13 and will be retained, used, disclosed and disposed of in accordance with the Municipal Freedom of Information and Protection of Privacy Act, R.S.O. 1990, c.M.56. All names, addresses, opinions and comments collected will be used to assist in decision making on this planning matter. Questions regarding the collection of personal information may be addressed to the Director, Planning Policy and Research Division, Environment, Transportation and Planning Services, 10 Peel Centre Drive, Suite A, 6th Floor, Brampton, Ontario, L6T 4B9.


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Table of Contents 1. Introduction 1 1.1 Background 1 1.2 Plan Context 3 1.3 Vision 4 1.4 Overview 4

1.5 About this Report 5

2. Context/Trends and Challenges 6 2.1 Provincial Legislation 6 2.2 Transportation Trends and Challenges in Peel Region 8

2.2.1 Existing Regional Transportation Network 8 2.2.2 Current Trends Affecting Transportation 12 2.2.3 Future Transportation Challenges 20

2.3 Conclusion 27 3. Transportation System Elements of the ROP 28

Please note that the policies in Chapter 3 follow the ROPA 16 or, where applicable, the current Official Plan policy numbering sequence.

5.6 The Transportation System in Peel 5.6.1 General Objectives 29 5.6.2 General Policies 30 5.6.3 The Provincial Freeway Network 33 5.6.4 The Major Road Network 35 5.6.5 The Inter- and Intra-Regional Transit Network 38 5.6.6 Airports 42 5.6.7 Goods Movement 44 5.6.8 Environmental Impact 46 5.6.9 Transportation Demand Management 47 5.6.10 Active Transportation 49 5.6.11 Accessible Transportation 50

7.6 Regional Planning Initiatives 51 7.7 Regional Road Widening 52

4. Monitoring 53

5. References 55 Appendix A – ROPA 16 Schedules and Figures 57


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Figures and Tables CHAPTER 1: INTRODUCTION Figure 1-1 PROPR Focus Areas 2 Figure 1-2 Themes and Principles of Sustainable Transportation Planning 3 Figure 1-3 PROPR Transportation Study Interdependencies 4 CHAPTER 2: CONTEXT / TRENDS AND CHALLENGES Figure 2-1 Regional Roads 8 Figure 2-2 Transit Routes in Peel Region 9 Figure 2-3 Population Growth in Peel Region 12 Figure 2-4 Employment Growth in Peel Region 13 Figure 2-5 Person Trips by Mode of Travel 13 Figure 2-6 Potential Walking Trips 14 Figure 2-7 Potential Cycling Trips 14 Figure 2-8 Total Daily Trips 15 Figure 2-9 Total AM Peak Period Trips 16 Figure 2-10 Average Auto Occupancy – AM Peak Period 17 Figure 2-11 Average Work Trip Length 18 Figure 2-12 Percentage of Trucks Crossing Peel Cordon, 2001-2006 18 Figure 2-13 Truck Traffic Crossing Peel’s Western Boundary, 1991-2006 19 Figure 2-14 Truck Traffic Crossing Peel’s Eastern Boundary, 1991-2006 19 Figure 2-15 Truck Traffic Crossing Peel Cordon, 1991-2006 20 Figure 2-16 Population and Employment Projections used in Peel Travel

Demand Forecasting Model 22 Figure 2-17 Person Trip Pattern in Peel Region, AM Peak Hour 23 Figure 2-18 Person Trip Distribution, AM Peak Hour 24 Figure 2-19 Number of Peak Hour Inter-regional Person Trips

Originating in Peel 25 Figure 2-20 Number of Peak Hour Inter-regional Person Trips

Destined for Peel 25 Figure 2-21 Vehicle Kilometres Travelled on Peel Regional Roads 27


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Chapter 1 - Introduction 1.1 Background

The Peel Region Official Plan (ROP) is Regional Council's long-term policy framework for decision making. It sets the Regional context for detailed planning by protecting the environment, managing resources, directing growth and setting the basis for providing Regional services in an efficient and effective manner.

The Planning Act requires all municipalities to revise their Official Plans every five years to ensure that they conform to provincial plans, take into account matters of provincial interest and are consistent with policy statements issued under the Act. In addition, the Peel Region Official Plan Review (PROPR) also takes into consideration changing needs and priorities of the region. The current Peel Region Official Plan Review was initiated in mid-2007 and is expected to conclude in June, 2009 with a Regional Official Plan Amendment (ROPA) that will propose changes to transportation policies (and addresses provincial conformity requirements), and a second ROPA, tentatively scheduled for release in Fall, 2009, that will propose changes to transportation schedules. The Region’s last Official Plan Review was initiated in 2002. The Review concluded in 2005 with the release of several Regional Official Plan Amendments (ROPAs) including ROPA 16, which proposed changes to the Region’s transportation network and policies. ROPA 16 was approved by Peel Regional Council in September 2005, but was subsequently appealed to the Ontario Municipal Board. On October 24, 2008, the Board released an order which put ROPA 16 into effect, with exception of the specific policies under appeal1. Since the release of ROPA 16, however, the Government of Ontario has released several pieces of legislation that Official Plans must conform to by June, 2009 (including the Provincial Policy Statement, Places to Grow: The Growth Plan for the Greater Golden Horseshoe and the Greenbelt Plan). In addition, the Region has also been proactive in incorporating policy directions from the Metrolinx Regional Transportation Plan, although there is currently no Provincial requirement to do so. Transportation is one of fifteen focus areas that will be incorporated into the Peel Region Official Plan Review. The review will culminate in several ROPAs relating to the various focus areas. Figure 1-1 outlines the focus areas that are being studied:

1 For more information, refer to OMB Case Number PL 051048.


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Figure 1-1: PROPR Focus Areas

Source: Region of Peel, 2008 Awareness of the impacts of past transportation and land use planning policies and actions on our lives and the environment has resulted in a new approach to planning – one that emphasizes sustainability. Recent provincial legislation, including the Growth Plan, attempts to tackle the challenge of sustainability head on by requiring the enhancing of infrastructure, and the integrating and improving of transit systems by protecting valuable natural resources and strengthening local government. Sustainability is an overarching theme of the ROP Review, and of each of the fifteen focus areas. Early consideration of sustainability in planning focused on sustainable development. The term “sustainable development” was coined by the Brundtland Commission (World Commission on Environment and Development) in a 1987 report titled Our Common Future. This report defined sustainable development as “development that meets the needs of the present without compromising the ability of future generations to meet their own needs.” Sustainable transportation builds on the concept of sustainable development. The Transportation Association of Canada (TAC) offers a definition specifically geared towards transportation: “sustainable transportation promotes a balance between transportation’s economic and social benefits and the need to protect the environment”. TAC has also identified 12 key themes and principles for sustainable transportation planning, as follows:


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Figure 1-2: Themes and Principles for Sustainable T ransportation Planning

Source: Transportation Association of Canada, 2007 The TAC definition and themes and principles highlight the three pillars common to many sustainability initiatives (environmental, economic and social). In this Official Plan Review, the Region of Peel has gone a step further by adding a fourth pillar: cultural. This focus has been carried over to the current Official Plan Review process. This approach aims to achieve multiple wins by integrating the four dimensions of sustainability. Taking this approach into consideration, the definition of sustainable transportation can be broadened to: “sustainable transportation promotes the integration of transportation’s economic benefits, social benefits, the need to protect the environment and consideration of cultural impacts”. Each of the transportation planning-related policies will be examined through this sustainable transportation lens. 1.2 Plan Context Peel Region is well-served by a multi-modal transportation network; however, population and employment levels in the Region are forecast to grow considerably over the next 20 to 30 years. Continued, rapid growth in Peel brings with it major transportation challenges, including:

• Strong growth in travel to and from Peel Region, driven by the continuing growth in population and employment in Peel and the Greater Toronto and Hamilton Area;

• Growing auto dependency, road congestion and travel delays; • Limited opportunities for improving the capacity of existing roads and building

new ones; • Changing travel patterns (growing numbers of inter-regional and inter-municipal

trips) requiring new infrastructure and services as well as improved coordination between many jurisdictions;

• Growing concerns related to transportation’s impact on air quality, health, climate change and the use of fossil fuels;

• The need to provide travel options (e.g., transit) to meet diverse needs and to make transportation more sustainable (and the lack of adequate, predictable and sustained funding to provide such options);

• Growing demand for transportation services for persons with disabilities; and


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• Rapid growth in goods movement (including the increased dependence on trucks) and the need to provide for efficient goods movement to preserve and enhance the economic vitality of the Region

In response to some of the challenges outlined, Provincial policies, including the Growth Plan and the Provincial Policy Statement have focused on intensification as a viable solution. Metrolinx’s Regional Transportation Plan focuses on creating the transportation network to support intensification. 1.3 Vision

The Region’s Long Range Transportation Plan (LRTP) included a vision for the transportation system to help focus the Region’s efforts in achieving the desired future transportation system:

“Peel Region will have a safe, convenient, efficient, multi-modal, sustainable and integrated transportation system that supports a vibrant economy, respects the natural and urban environment, meets the diverse needs of residents and contributes to a higher quality of life.”

The LRTP noted that the vision will be realized through existing and proposed transportation policies. This vision has been carried over to the current review of the ROP and staff will use it as a guide during the review and revision of policies in the transportation focus area of the ROP. 1.4 Overview The current transportation study is comprised of two major components: policies and schedules. As illustrated in Figure 1-3, the transportation study is dependent on many other concurrent studies, including those being conducted by the area municipalities. The policy component will involve significant consultation and research, as well as other input from the area municipalities and policy direction from the Growth Plan, the Provincial Policy Statement and the Metrolinx Regional Transportation Plan. The schedule component involves significant technical work and consultation, as well as input from the Regional Growth Management project, which will allocate population and employment projections within the Region of Peel. This information will assist planning staff in determining where growth is projected to occur, thus enabling us to adequately plan for that growth.


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Figure 1-3: PROPR Transportation Study Interdepende ncies

1.5 About this Report The purpose of this report is two-fold: (1) to review the Region’s transportation trends and challenges; and (2) to present the proposed revisions to the transportation planning policies in the ROP (which will form the basis for the transportation planning ROPA). The remainder of this report is organized into three chapters: Trends and Challenges: This chapter describes the existing transportation system in Peel and provides a summary of trends and challenges in the movement of people and goods. Transportation System Elements of the Plan: This chapter presents proposed revisions to existing policies, introduces new policies and provides justification for the changes. Implementation and Monitoring: This chapter presents some performance measures that will be utilized to determine the effectiveness of the policies. Further analysis of implementation and monitoring will be conducted in a separate monitoring report.

Source: Region of Peel, 2008


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Chapter 2 – Context / Trends and Challenges Context for Policy Changes This chapter provides the background and context for the proposed transportation policy revisions and additions in Chapter 3. The first section of this chapter looks at the legislative context. The second section examines the existing regional transportation network (where we are). The third section looks at some of the challenges the existing transportation network is facing (indications of trouble). The fourth, and final, section examines potential future transportation challenges (where we might wind up). 2.1 Provincial Legislation As mentioned in Chapter 1, the Planning Act requires all municipalities in Ontario to revise their Official Plans every five years to ensure that they conform to provincial plans, reflect changing needs and priorities, take into account matters of provincial interest, and are consistent with policy statements issued under the Act. Through the Official Plan Review process, the Region of Peel must have regard to the matters of Provincial interest as specified in the Planning Act and must conform to policies contained in the Provincial Policy Statement, the Growth Plan (Places to Grow), the Greenbelt Plan and the Niagara Escarpment Plan. While minor changes to policies have been made as a result of the latter two documents, the emphasis for this Transportation policy review has been on the Growth Plan and the Provincial Policy Statement. The formation of Metrolinx has added another dimension to transportation planning in the Greater Toronto and Hamilton Area (GTHA). Metrolinx, a provincial agency, has a mandate to improve the coordination and integration of all modes of transportation in the region. Metrolinx’s Regional Transportation Plan (RTP) sets the stage for an integrated GTHA-wide transportation system and puts into effect the transportation policy directions outlined in the province’s Growth Plan for the Greater Golden Horseshoe. To ensure conformity with the Growth Plan, therefore, the ROP must support the overall vision and direction of the RTP. (The vision of the RTP calls for an integrated transportation system for the GTHA that enhances prosperity, sustainability and quality of life.) Metrolinx has requested that the Provincial Cabinet adopt the RTP as the province’s Regional Transportation Plan for the GTHA and require, through legislation, that the planning and infrastructure investment decisions of municipalities and the province be consistent with the plan’s directions. Pending the approval of this request, the Region has chosen to voluntarily reflect the policies of the RTP in the current Official Plan Review. A summary of the major policy documents considered is provided below: Provincial Policy Statement The Provincial Policy Statement provides policy direction on matters of provincial interest related to land use planning and development. As a key component of Ontario’s policy-led planning system, the Provincial Policy Statement sets the policy foundation for


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regulating the development and use of land. It also supports the provincial goal to enhance the quality of life for the citizens of Ontario. The Provincial Policy Statement provides for appropriate development while protecting resources of provincial interest, public health and safety, and the quality of the natural environment. The Provincial Policy Statement supports improved land use planning and management, which contributes to a more effective and efficient land use planning system. While the Provincial Policy Statement addresses a broad range of focus areas (including employment lands, housing, natural heritage and others) for the purposes of this review Transportation Planning staff have concentrated their efforts on the Infrastructure and Public Service Facilities chapter, which focuses on the integration of transportation and land use planning, protection of corridors and rights-of-way, and protection of lands in the vicinity of airports from incompatible development. Growth Plan for the Greater Golden Horseshoe (Places to Grow) The Growth Plan for the Greater Golden Horseshoe was prepared under the Places to Grow Act, 2005. It is a framework for implementing the Government of Ontario’s vision for building stronger, prosperous communities by better managing growth in this region to 2031. The Plan guides decisions on a wide range of issues – transportation, infrastructure planning, land-use planning, urban form, housing, natural heritage and resource protection – in the interest of promoting economic prosperity. The Plan builds on other key government initiatives including the Greenbelt Plan, Planning Act reform and the Provincial Policy Statement. The key transportation policy directions of the Growth Plan are: intensification of land uses to curtail urban sprawl, the facilitation of goods movement and a focus on transit use to alleviate congestion on GTHA roads. Metrolinx Regional Transportation Plan As part of its plan to deliver long-term sustainable transportation and better transit, the McGuinty Government introduced legislation to create the Greater Toronto Transportation Authority on April 24, 2006. The Greater Toronto Transportation Authority (now known as Metrolinx) was given the mandate to develop and implement an integrated multi-modal transportation plan for the Greater Toronto and Hamilton Area (GTHA).

The province’s transit and transportation problems and solutions are inter-regional in nature and cross municipal boundaries. The region is in need of a comprehensive, long-term approach to make sure we have better transit and transportation systems in place in order to make growth happen.

The Regional Transportation Plan (RTP) for the GTHA provides a vision, goals and objectives for the future in which transportation within the GTHA is seamless,


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coordinated, efficient, equitable and user-centred. The RTP builds on the extensive work that has been carried out by Metrolinx and others to date. This includes the development of, and consultation on, seven Green Papers, two White Papers, and the Draft RTP.

The Metrolinx RTP focuses on five key objectives: reducing demand on the transportation system, increasing choices for travel, meet the needs of the traveller first, building communities that make travelling easier, and committing to continuous improvement.

2.2 Transportation Trends and Challenges in Peel Re gion While Provincial policy directions form the main component of this Official Plan Review exercise, a secondary purpose is to consider changing needs and priorities in Peel and to make sure that the set of policies reflect the unique characteristics of Peel Region. The identification of changing transportation needs and priorities was based on an examination of the existing transportation network, an assessment of transportation trends and challenges, and the forecasting of potential future conditions. 2.2.1 Existing Regional Transportation Network The Region of Peel has an extensive transportation system which links the communities within the region to each other, as well as with neighbouring municipalities, the GTHA, the Province and beyond. Peel’s transportation system is comprised of provincial highways, regional roads, local roads, regional and local transit, transportation for persons with disabilities, bicycle and pedestrian networks, railroads, an intermodal terminal, and the Toronto Pearson International Airport. Many public and private sector agencies and interests are involved in providing transportation services in Peel. Coordination between all of these players is required to keep Peel’s transportation system running smoothly. Provincial Highway and Major Road Network Inter-regional travel is facilitated by provincial highways. These include the QEW, 400-series highways, as well as the Highway 407 Express Toll Route. The province is also responsible for other routes in the Region, such as highways 9 and 10. The Regional road network is comprised of twenty-six roads or road sections, as can be

Figure 2-1: Regional Roads


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seen in Figure 2-1. These roads are typically identified as critical routes for high volume movements within the Region, and may connect to the regional road networks of other municipalities. All other roads in Peel are under the jurisdiction of local municipalities. These roads typically serve as collectors to the regional and provincial road networks. Regional and Local Transit Service The transit network provides for intra- and inter-municipal travel within Peel and the GTHA. Intra-municipal transit within Peel is provided by the City of Brampton (Brampton Transit) and the City of Mississauga (Mississauga Transit). These services provide connections to each other, to the Toronto Transit Commission’s subways and buses, to

other neighbouring municipal transit services and to the GO Transit system.

Inter-municipal transit for the GTHA is provided by the Government of Ontario’s GO Transit service (commuter rail and bus) and by limited private carrier service. GO Rail service within Peel is comprised of 11 train stations on three lines (Georgetown, Lakeshore and Milton). The GO network is also complimented by an extensive bus system, with many stops throughout Peel. The Lakeshore GO rail line provides all-day service. The Milton and Georgetown GO train services operate almost exclusively in peak periods. However, GO does operate train-bus services that stop at stations along the Milton and Georgetown lines in off-peak hours. � There are five GO bus lines in Peel: the

Hamilton, Milton, Brampton, Orangeville/Bolton and Highway 407 corridors. These routes facilitate travel to and from various destinations across the GTHA.

Mississauga Transit currently operates 53 bus routes, 11 of which travel into Brampton. Brampton Transit operates 36 bus routes, 12 of which travel into Mississauga. Fare integration between Brampton Transit, Mississauga Transit and GO Transit allows transit riders to only pay a 50 cent (Brampton Transit) or 60 cent (Mississauga Transit) fare, on selected routes, to travel to and from GO rail stations. Local transit routes in Peel Region can be seen in Figure 2-2.

Figure 2-2: Transit Routes in Peel Region


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Transportation for Persons with Disabilities As part of the previous Regional Official Plan Review, the Region conducted a study of Transportation for Persons with Disabilities which forecasted a 75% growth in the disabled population between 2001 and 2021, well above the projected growth in Peel’s total population (38%) over the same period. In order to address this concern, the Region offers not only TransHelp, a service to those with certain physical disabilities, but it has also begun to offer services to those who are not eligible for TransHelp. TransHelp TransHelp provides transportation services for Peel citizens who are unable to use conventional transit. TransHelp’s fleet is complemented by taxis and non-profit agencies such as Caledon Community Services, for certain trips. In 2007, TransHelp provided over 245,000 trips to those who, due to physical functional mobility issues, were unable to climb or descend stairs in conventional transit facilities or walk a distance of 175 metres. Accessible Transportation Coordination Office (ATCO) The Accessible Transportation Coordination Office (ATCO) was established in 2005 as a result of the Transportation for Persons with Disabilities component study of the last Official Plan Review. The study recommended a number of actions, including the provision of a “family of services” to meet the diverse needs of persons with disabilities. ATCO works in coordination with other agencies to plan and provide various transportation services for persons with disabilities. ATCO serves several functions; namely, acting as a gateway to direct users to appropriate services and screen applicants; providing support to transit, including TransHelp, to optimize access to and use of their services; serving as a brokerage to administer community services, including health and social transportation that cannot be offered by local transit or TransHelp; and assisting ambulatory residents who require transportation to dialysis treatments. ATCO recently launched a pilot of its Passenger Assistant (PA) Program, intended to provide training for a pool of attendants to accompany passengers in need of supervision on some dedicated bus runs and on specialized forms of transportation. ATCO is currently developing operational frameworks for additional programs to be rolled out in the future. Toronto Pearson International Airport Toronto Pearson International Airport (TPIA) has ranked in the top 30 of the world’s busiest airports for the last decade in terms of both passenger traffic and aircraft movements. Currently, 79 scheduled and charter airlines serve Toronto Pearson, providing non-stop service to 37 domestic and 83 U.S. destinations, as well as same plane service to 100 international cities. TPIA is also important from a goods movement perspective, both in terms of cargo flights that depart from or arrive at the airport and the location of manufacturing and warehousing activities in the employment areas adjacent to the airport.


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Multi-Purpose trails, Bicycle and Pedestrian Network Multi-purpose trails and bicycle and pedestrian routes are an important component of the active transportation network. When appropriately implemented they provide a sustainable, environmentally friendly, healthy and safe way to move around within and between communities. Inter-regional trails can be found throughout Peel (the Waterfront, Trans Canada, Oak Ridges, Humber Valley Heritage and the Bruce trails). Within the Region, the area municipalities are responsible for the planning and operation of bicycle and pedestrian networks within their respective municipalities. The Region currently incorporates multi-purpose trails into Regional infrastructure projects where possible, in consultation with area municipalities. Peel Region’s Active Transportation Initiative, launched in 2007, aims to develop and promote active transportation initiatives which will result in increased access to and use of active modes of transportation. The initiative includes both marketing and planning components. Railroads Freight rail service in and through Peel is provided by Canadian National Railways (CN) and Canadian Pacific Railways (CP). These rail lines connect Peel to the rest of Canada and the United States. As noted below, CN and CP each have intermodal cargo transfer facilities in or adjacent to Peel. Passenger rail service is provided by VIA Rail. VIA Rail has a station in Downtown Brampton. As is the case for GO Rail, VIA Rail operates on CN and CP tracks. Intermodal Facilities There are two Intermodal facilities located in and around Peel: the CN Brampton Intermodal Terminal and the CP Vaughan Intermodal Terminal. These two intermodal terminals provide tremendous economic benefit to Peel Region and the rest of southern Ontario. Truck traffic generated to/from the terminals, however, adds to congestion on the road system in Peel. The CN Brampton Intermodal Terminal, located in the Airport Road and Steeles Avenue area, is one of the largest terminals in Canada. Its large capacity makes it attractive to many manufacturers in Peel, and its proximity to major arterial roads and highways makes it a strategic location for goods movement in the GTHA. As a result, it generates approximately 3,000 truck trips on an average weekday (loading and offloading containers from the freight trains). The CP Vaughan Intermodal Terminal is located just outside of Peel Region in the City of Vaughan (on the east side of Regional Road 50 north of Rutherford Road). It generates 2,000 trucks per day. Due to its location, almost all of the trucks serving it travel on Regional Road 50 to access to Highway 427, leading to high truck volume on Regional Road 50, particularly at the intersection of Highway 7.


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2.2.2 Current Trends Affecting Transportation In order to address future transportation needs it is important to understand the travel behaviour of residents and workers and to isolate travel patterns and characteristics. Through participation in many surveys and studies, including the Cordon Count and Transportation Tomorrow Survey, the Region has developed a wealth of demographic and travel information that illustrates transportation trends in Peel. Population and Employment Growth Figure 2-3: Population Growth in Peel

Population Grow th in Peel

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

1,400,000

1976 1986 1996 2006Ye a r

Caledon Brampt on Mississauga Peel

Data and chart court esy of t he Peel Dat a Cent re

Rapid population and employment growth have placed considerable strain on the Region of Peel’s transportation system, as evidenced by increasing congestion on the region’s freeways, major roads and local roads. Projected future growth dictates the need for a combination of supply and demand side solutions to alleviate congestion and allow the Region of Peel to achieve its full potential as an attractive community in which to live, work and play.


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Figure 2-4: Employment Growth in Peel

Employment Grow th in Peel

0

100,000

200,000

300,000

400,000

500,000

600,000

700,000

1976 1986 1996 2006Y ear

Caledon Brampton M ississauga Peel

Data and chart courtesy of the Peel Data Centre

More emphasis is being, and even more will need to be, placed on transit and transportation demand management measures (such as carpooling and active transportation). It is clear, however, that addressing congestion from the demand-side will not be sufficient to solve the congestion problem. On the supply side, road widenings will remain an important tool in accommodating increased traffic resulting from population and employment growth. Additionally, the Region will work with the area municipalities and Metrolinx to create a seamless inter- and intra-regional transit network capable of becoming an attractive alternative to the single occupant vehicle. Continued Reliance on Automobiles for the Majority of Trips Figure 2-5: Person Trips by Mode of Travel, 2006

The breakdown of person trips by mode of travel was very similar in 2001 and 2006. Perhaps the most notable difference between the two years was a 2% decrease in auto drivers in 2006. That 2% was shifted to GO transit and auto passengers, indicating the use of more sustainable modes of transportation, perhaps in response to rising fuel costs, environmental awareness or the launch of the GTHA Smart Commute Initiative.

200 6 Pe rson Tr ips by Mode o f T ra vel - Mor ning Pea k Pe riod (06 00-09 00)

Local Tr ansit6%

GO Transit

4 %

Auto Pa ssenger15 %

W alk + Cy cle

8%

Other

5%

A ut o D riv er

6 2%

S ource: 2006 Trans por tation Tomm orrow Survey data


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Underuse of Active Transportation Modes Figure 2-6: Potential Walking Trips Figure 2-7: Po tential Cycling Trips

Potential Walking Trips (2km or Less)

Transit 2%

Cycle1%

Auto driver55%

Walk23%

Auto passenger17%

Other2%

\ Active modes of transportation (walking and cycling) are considered viable for trips of two kilometres or less (walking) or seven kilometres or less (cycling). As illustrated in Figures 2-6 and 2-7, however, the automobile continues to be the dominant mode of travel for short trips. Data from the 2006 Transportation Tomorrow Survey indicates that the mode share for walking and cycling trips for Peel residents declined from 8.4% in 1996 to 7.6% in 2006. As traffic congestion increases, the need to promote and encourage alternative, sustainable travel modes rises in importance (particularly for non-recreational trips). Active transportation also addresses issues related to the increasing costs of transportation, vehicle emissions, safety, mobility and health concerns related to sedentary lifestyles.

In 2006, 18% of all daily trips in Peel were 2km or less in length; 72% of these trips were made by automobiles (either as auto driver or passenger).

In 2006, 53% of all daily trips in Peel were 7km or less in length; 81% of these trips were made by automobiles (either as auto driver or passenger).

Potential Cycling Trips (7km or Less)

Transit , 5%

Walk, 9%

Auto passenger, 18%

Cycle, 1%

Other, 4%

Auto driver, 63%


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Increasing Number of Trips Figure 2-8: Total Daily Trips 1996-2006

Total Daily Trips (24 Hours)

-

2

4

6

8

10

12

14

1996 2001 2006

Mill

ions

of T

rips

Peel GTHASource: Transportation Tommorrow Survey

+4.3%/year

+2.8%/year

+1.3%/year

+2.9%/year

10.1 M

11.5 M

12.2 M

2.0 M1.7 M2.3 M

As population and employment in the Region of Peel have grown significantly, so has the number of daily trips. Since 1996, daily trips in the GTHA have increased by more than two million, including 600,000 in Peel alone. Peel’s daily trip growth accounts for 29% of the GTHA’s daily trip growth over the past 10 years, and has been growing at more than twice the pace of the GTHA since 2001. These figures are reflected in the increasing congestion seen on the roads in Peel. This reinforces the importance of developing a multi-pronged approach to alleviating congestion (which may include transportation demand management measures, active transportation, selected road widenings and other measures.


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Increasing Peak Period Trips Figure 2-9: Total Peak Period Trips, 1996-2006

Total AM Peak Period Trips (6:00-9:00)

0

0.5

1

1.5

2

2.5

3

3.5

1996 2001 2006

Mill

ions

of T

rips

Peel GTHA

2.7 M

2.3 M

2.9 M

0.4 M0.5 M 0.6 M

+4.5%/year

+3.0%/year

+1.6%/year

+3.1%/year

Source: Transportation Tommorrow Survey From 1996 to 2006, the number of peak period trips in Peel increased at a rate higher than that of the GTHA. An interesting observation is that the proportion of AM peak period trips to total daily trips has also been increasing steadily, from 23% in 1996 to 25% in 2001 and to 26% in 2006. This trend translates into additional strain on the road network at one of its busiest times of the day. These statistics indicate the need for greater emphasis on spreading trips throughout the day, and specifically outside of the peak periods, to reduce congestion and demand on the road network.


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Changes in Auto Occupancy Figure 2-10: Average Automobile Occupancy (Peak Per iod)

Average Automobile Occupancy (Peak Period 0600-0900 )

1.121.11

1.091.10

1.00

1.10

1.20

1.30

1.40

1998 2001 2004 2006

YearSource: Cordon Count Data

From 1998 to 2004, average automobile occupancy decreased consistently. In 2006, however, it rose slightly. Possible reasons for the slight gain include an increase in ridesharing as a result of the increased promotion of carpooling, higher gas prices and/or increased environmental awareness. While it is difficult to pinpoint an exact cause for the increase, Smart Commute (through its two Peel transportation management associations - Smart Commute Brampton Caledon and Smart Commute Mississauga) has had a significant impact on carpooling in the Region. Since 2005, the Carpool Zone website has matched almost 200 carpools originating in or destined for sites in the Region of Peel.


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Changes in Work Trip Length Figure 2-11: Average Work Trip Lengths, 1996-2006

Average Work Trips Lengths

23.1

14.813.9

14.7 14.3

0.0

5.0

10.0

15.0

20.0

25.0

30.0

CALEDON BRAMPTON MISSISSAUGA PEEL GTHA

Trip

Len

gth

(km

)

1996

2001

2006

Source: Transportation Tommorrow Survey data Survey years 1996, 2001, 2006

As can be seen from Figure 2-11, the typical work trip in Peel is slightly longer than the GTHA average. Peel’s longer than average distance to work can be attributed to, among other factors, the rural nature of the Town of Caledon. A promising trend, however, is the reduction in average work trip lengths since 2001 for Caledon and Mississauga, as well as for the Peel average. Over the same period, the average distance to work for the GTHA has increased steadily. Shorter trips are more amenable to non-automobile modes of travel (such as by transit, bicycling or walking), so decreases in trip lengths expand the pool of potential users of alternative modes of travel. Change in the Number and Share of Truck Trips Figure 2-12: Percentage of Trucks Crossing Peel Cor don, 2001-2006

2001 Percentage of Trucks Crossing Peel Cordon

9.5%

90.5%

Trucks

All Other Vehicles

Source: Cordon Count Survey Data

2006 Percentage of Trucks Crossing Peel Cordon

7.9%

92.1%

Trucks

All Other Vehicles

Source: Cordon Count Survey Data Note: In the above charts, trucks are defined as medium (2 axles, not including passenger vehicles or pickup trucks) or heavy (more than 2 axles, including aggregate, truck cab only and truck with trailer attached).


19

The percentage of trucks in the total volume of traffic crossing the Peel Region cordon decreased between 2001 and 2006. A possible explanation is that automobile trips are growing at a faster rate than truck trips, and thus decreasing the share of total trips made by trucks. (Additional work needs to be done to determine the reason for the decrease.) Figure 2-13: Truck Traffic Crossing Peel’s West Bou ndary, 1991-2006

1991 Truck TrafficCrossing Peel's West Boundary

Medium Trucks, 2%

Heavy Trucks, 7%

All Other Traffic,

90%

Source: Cordon Count data 1991


Medium Trucks, 3%

Heavy Trucks, 7%

All Other Traffic, 90%



Medium Trucks, 2%

Heavy Trucks, 6%



There has been little variation in the percentage of medium and heavy trucks in relation to other traffic crossing Peel’s western boundary. In 2006, there was a slight decrease in the percentage of trucks over 2001, but the percentage breakdowns have remained largely consistent dating back to 1991. Figure 2-14: Truck Traffic Crossing Peel’s East Bou ndary, 1991-2006

1991 Truck TrafficCrossing Peel's East Boundary

Medium Trucks, 3%

Heavy Trucks, 4%




Medium Trucks, 3%

Heavy Trucks, 6%




Medium Trucks, 3%

Heavy Trucks, 4%



While the percentage of medium trucks crossing Peel Region’s eastern boundary has remained roughly constant since 1991, the percentage of heavy trucks has varied between 4% and 6%. The reason behind the reduction in heavy truck percentage from 2001 to 2006 is unclear, and warrants further examination.


20

Figure 2-15: Truck Traffic Crossing Peel Cordon, 19 91-2006

Trucks Crossing Peel Cordon (12-hr Period)

0

20

40

60

80

100

120

140

1998 2001 2004 2006

Year

Tot

al T

ruck

s (T

hous

ands

)

Source: Cordon Count Survey Data

As illustrated in Figure 2-15, truck trips occurring during the 12 hour period from approximately 6 am to 6 pm have grown significantly since 1998; however the rate of growth slowed between 2004 and 2006. This data may point to increasing truck movements in the overnight hours when there are typically fewer passenger vehicles on the roads (and less congestion). Additional research and data is required to verify the validity of this assumption. Goods movement trips, primarily made by truck, continue to increase in number, and the number of such trips remains an important economic indicator for the Region of Peel. Recognizing the economic importance of the transportation and warehousing industries to Peel, it is important that the movement of trucks both within and through Peel be facilitated, for example, by reducing the congestion on highways and major roads. 2.2.3 Future Transportation Challenges The trends and challenges outlined in Section 2.2.2, and how the Region and its area municipalities respond to them, will affect what the transportation system in Peel will look like in the future. Regional staff use a travel demand forecasting model to simulate transportation conditions for the years 2011, 2021 and 2031. This section provides some background on the model and its findings. Forecasts of future conditions were developed using the Region of Peel’s travel demand forecasting model. The model generates future travel estimates using a conventional four-stage methodology of trip generation, trip distribution, modal split and trip assignment. The model simulates the traffic pattern for a typical weekday during the morning peak hour. This model’s primary inputs are population and employment data,


21

data on travel behaviour, and a representation of the transportation network for the entire Greater Toronto and Hamilton Area. The model is calibrated by comparing model results with data from the Transportation Tomorrow Survey (TTS). Changes Made to the Model Since 2005 The current Regional travel forecasting model has been updated considerably from the model utilized in the 2005 Long Range Transportation Plan (LRTP), as follows:

� Population and employment data have been updated to include the most current estimates of population and employment data, consistent with the Growth Plan. (Details of the population and employment forecasts are described below.)

� Trip generation rates for work/school/other trip purposes, peak hour factors, and

auto occupancy rates were calculated based on data from the 2001 TTS.

� Airport passenger trip projections and growth factors were updated based on the latest ground survey conducted at the Toronto Pearson International Airport in 2005 (obtained from the Greater Toronto Airports Authority). The same data is used in the GTAA’s model for their planning purposes.

� Modal splits for auto, local transit / GO bus, and GO Rail were calculated based

on data from the 2006 TTS.

� The road networks (provincial highways, Highway 407, Regional roads, and local roads) for the model analysis years were updated.

� The area covered by the model was extended to include portions of Simcoe,

Dufferin and Wellington Counties.

� The trip distribution stage now uses a Fratar (or Growth Factor) methodology instead of a gravity model approach. This method establishes a base year model by calibrating the current travel pattern using observed data. Future travel patterns were extrapolated from the base year model by applying seeded growth factors. This was done iteratively and average travel time was calculated so that it accounted for the change in spatial accessibility due to increased supply of road capacity or changes in travel patterns and congestion.

Population and Employment Projections used in the Model One of the major modifications to the model was the update of population and employment projections. In the 2005 LRTP study the model made use of population and employment forecasts developed in 2004. In 2006, the Province strengthened the need for the intensification of development across the Greater Toronto and Hamilton Area and laid out regional population and employment targets in the Growth Plan. In 2007, based on these targets, the area municipalities in Peel developed a set of “interim” population and employment projections to support modelling exercises for ongoing planning studies. This set of interim projections was used in this report. A comparison of the population and employment projections developed in 2004 and 2007 is shown in Figure


22

2.16 below. For Peel as a whole, the 2007 projections forecast an 8% increase in population and a 6% increase in employment in 2031 (over the 2004 projections). Updated population and employment figures are tentatively scheduled for release in early 2009. These will be used for detailed assessments of road congestion and rights-of-way requirements. Figure 2-16: Population and employment projections used in the model: Comparison between projections done in 20 04 and 2007

Population and Employment by Horizon Years

(in thousands) Population Employment

Municipality Projection Year

2001 2011 2021 2031 2001 2011 2021 2031 2004 51 67 85 85 19 27 32 32 Caledon 2007 53 69 87 116 18 28 38 49 2004 325 475 594 678 139 205 256 290 Brampton 2007 339 528 663 740 133 228 289 323 2004 613 681 717 751 380 439 473 497 Mississauga 2007 638 723 748 784 380 472 495 504 2004 989 1223 1395 1513 539 670 761 820 Peel 2007 1030 1320 1498 1640 530 730 820 876

Forecasted Travel Trends in the Next 30 Years Aggregate results of the travel forecast for the next 30 years, using the 2007 population and employment projections, are summarized in Figure 2.17. The table shows the number of person trips being made on Peel Region’s road network in the morning peak hour in the horizon years of 2001, 2011, 2021 and 2031. Each person trip travelling on the road network can be classified as one of the following:

• Self-contained trips (from Peel to Peel) • Outbound trips (from Peel to Outside of Peel) • Inbound trips (from Outside of Peel to Peel) • Through trips (from Outside of Peel to Outside of Peel) These four categories of trips represent the total passenger travel demands on the road network in Peel Region. Besides the number of trips, relative percentages are shown to illustrate current travel patterns and to compare them to future travel pattern trends.


23

Figure 2-17: Person Trip Pattern in Peel Region 200 1-2031 Morning Peak Hour (7:30am-8:30am)

With intensified development reflective of the 2007 population and employment forecasts, the model forecast that the share of self-contained trips (trips that both originate and end in Peel) will increase between 2001 and 2031 (from 58% to 60%). The share of inbound trips is also forecast to increase during this time period (from 12% to 14%) while the shares of outbound and through trips are forecast to decrease (24% to 20% and 7% to 6% respectively). Figure 2-18 shows the existing and future distributions of morning peak hour trips.

Self-Contained Trips

Outbound Trips

Inbound Trips

Through Trips

Total Trips

From Peel To Peel

From Peel To Outside

From Outside To Peel

From Outside To Outside

Horizon Year

In ‘000s

% of total

In ‘000s

% of total

In ‘000s

% of total

In ‘000s

% of total

In ‘000s

% of total

2001 164 58% 68 24% 34 12% 19 7% 285 100% 2011 225 60% 74 20% 54 14% 21 6% 374 100% 2021 254 60% 84 20% 61 14% 26 6% 425 100%

Peel Region 2031 276 60% 93 20% 65 14% 28 6% 462 100%


24

Figure 2-18: Person Trips Distribution in Peel Regi on 2001-2031 Morning Peak Hour (7:30am-8:30am)

Arrows are not to scale

External

58%60%60%60%

58%60%60%60%

Peel

Halton & Hamilton

Total number of Person Trips in Peel(rounded in thousands)

2001 – 285,000

2011 – 374,000

2021 – 425,000

2031 – 462,000

Source: Peel Travel Demand Forecasting Model

Toronto

7%

6%

6%

6%

York

Thru Traffic

4%2%2%2%

4%2%2%2%

1%1%1%1%

1%1%1%1%

2%3%3%3%

2%3%3%3%

2%3%3%3%

2%3%3%3%

3%4%4%4%

3%4%4%4%

4%4%5%5%

4%4%5%5%

6%7%7%6%

6%7%7%6%

14%12%11%10%

14%12%11%10%

- Self Containment

- Inbound Trips

- Outbound Trips

- Through Trips

58% - 2001

60% - 2011

60% - 2021

60% - 2031

LegendLegend

Peel has a relatively high degree of self-containment, with the majority of auto trips that originate in the region also ending in the region. There is an agglomeration of industrial zones located between Highways 401, 407 and 410, which serve as a powerful trip attractor for intra-regional travel between Mississauga and Brampton. The industrial areas surrounding Toronto Pearson International Airport, in particular, are major trip attractors for both trips originating within Peel and from outside of Peel. Inter-regional travel is forecast to increase substantially, both in terms of volume and the diversification of the trip ends (see Figures 2.19 and 2.20). The most significant changes predicted in outbound travel are from Caledon and some areas of Brampton to York region; from northwest Mississauga to Halton; and from Mississauga to Toronto. Through trips are forecast to increase along the Lakeshore corridor and to the northern parts of Toronto.


25

Figure 2-19 Number of Peak Hour Inter-regional Pers on Trips Originating in Peel Region

LegendLegend

- 2001

- 2011

- 2021

- 2031

Toronto

YorkHalton

Durham

Peel

3,0003,9004,3004,400

Hamilton

164,300225,100254,200275,700

17,70026,50028,20028,800

7,40013,20015,50017,000

5,30011,30013,50014,500

300500400500

Figure 2-20 Number of Peak Hour Inter-regional Pers on Trips Destined for Peel

Region

LegendLegend

- 2001

- 2011

- 2021

- 2031

164,300225,100254,200275,700

Toronto

YorkHalton

Durham

Peel

40,60043,80045,50048,000

11,60015,90019,40022,800

5,5007,400

10,00012,300

100100100100

900100010001200

Hamilton


26

Assessment of Future Road Networks Future improvements to the Regional road network will require close collaboration with the Ministry of Transportation of Ontario (MTO), Peel’s area municipalities and neighbouring municipalities. The improvements, and how they are modeled, will need to take into consideration the following documents:

� Metrolinx’s Regional Transportation Plan; � Ministry of Public Infrastructure Renewal’s Growth Plan; � Peel Region’s Official Plan, Development Charges (DC) Bylaw and Capital Plan; � City of Mississauga’s Official Plan and Capital Plan; � City of Brampton’s Official Plan and Transportation and Transit Master Plan

Update; � Town of Caledon’s Transportation Needs Study (CATS) Update; � York Region’s Official Plan and Transportation Master Plan Update; � Halton Region’s Transportation Master Plan; � City of Toronto’s Official Plan; and � Other ongoing transportation planning studies, including the Highway 427

Transportation Corridor Environmental Assessment (EA), the GTA West Corridor EA, the Peel-427 Extension Area Transportation Master Plan, the Western Vaughan Transportation Improvement Individual EA, and the Halton-Peel Boundary Area Transportation Study.

As previously noted, the Region of Peel has a travel demand model that is used to forecast traffic volume on both present and future road networks (for the years 2001, 2011, 2021 and 2031). A base scenario has been developed, which includes up-to-date road improvements indicated in the Regional Capital Plan, Development Charges By-law updates, as well as the latest municipal plans and studies noted above. Also, it is assumed that future transit services and Travel Demand Management (TDM) implementation programs would remain at the present level for the future years in the base scenario. The result of the base scenario is described in the next section and illustrated in Figure 2-21. The Region will conduct a sensitivity analysis using the Travel Demand Forecasting Model in the coming months to analyze the impact of implementing additional transportation improvements such as road, transit, and TDM programs. A number of scenarios will be defined. In the highway/road improvement scenario, the Highway 427 northerly extension to Major Mackenzie Drive will be considered in the 2021 and 2031 horizon year models. The alignment of the extension, number of lanes, and interchange locations were consistent with the preliminary findings to date from MTO’s Highway 427 Transportation Corridor EA. As well, the proposed north-south freeway in west Brampton and the GTA West Corridor in southern Caledon will be included as one of the network scenarios. The Transit and TDM scenarios will be defined based on discussions with Regional and area municipal staff. The results of these scenarios will be reflected in the schedules to be included as part of the second ROPA. Model Results Vehicle Kilometres Travelled (VKT) is used as a transportation indicator to represent the amount of travel by all commuters that travel on Regional Roads. Analysis of results from the Region’s travel demand forecasting model for the base scenario indicate that


27

travel on regional roads is forecast to increase by approximately 75% by the year 2031 (from 580,000 VKT in 2001 to 1,000,000 VKT in 2031). Over the same time period, however, congestion is forecast to increase by more than 200% (from 150,000 VKT in 2001 to 500,000 VKT in 2031). This is illustrated in Figure 2-21. Figure 2-21 Growing Congestion on Peel Regional Roa ds

2.3 Conclusion The trends and the travel demand forecasting modelling results outlined in this chapter point to a future transportation system that is overly congested and not sustainable. Changes need to be made. A coordinated plan which incorporates a variety of measures such as transportation demand management, increased use of transit and active modes of transportation, and selected road widenings must be implemented. Such a plan is also in line with the direction and policies of the Provincial Policy Statement, Growth Plan and Metrolinx’s Regional Transportation Plan. Through ongoing consultation with external stakeholders and area municipal and Peel Region staff, Regional Transportation Planning staff have developed a set of draft policies that conform to Provincial legislation, take into account matters of Provincial interest, are consistent with policy statements issued under the Planning Act and reflect the changing needs and priorities of Peel Region. The policies provide the foundation for a coordinated plan for a transportation system that is sustainable, safe, facilitates the movement of people and goods, offers a variety of mobility choices and addresses projected needs. The following chapter presents these draft policies.

Vehicle Kilometres Travelled (VKT) on Peel Regional Roads

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

2001 2011 2021 2031

Uncongested VKT

Congested VKT

+1.5%/yr

+1.9%/yr

+2.2%/yr

+3.9%/yr

+3.8%/yr

+4.9%/yr

54% 39% 32% 27%

Source: Peel Travel Demand Forecasting Model


28

Chapter 3 – Transportation System Elements of the R OP The transportation policies in the Regional Official Plan (ROP) are intended to help focus efforts towards achieving the transportation system envisioned by the Region and its area municipalities. Implementation of the policies will help the Region maintain a safe, convenient, efficient, multi-modal and integrated transportation system that serves the needs of all those who reside or work in Peel or who travel through Peel. In keeping with the overarching theme of the Peel Region Official Plan Review, the policies also seek to address and increase the sustainability of the transportation system in Peel. The policies in ROPA 16 and ROPA 11 (the section related to accessible transportation) served as the basis for the current review of transportation planning policies. The ROPA 16 and ROPA 11 policies were examined with consideration of the question “Do any of the existing policies need to be changed, or are new policies needed, to reflect changing needs and priorities or to conform to provincial plans and policies?” (The provincial plans and policies considered are the Provincial Policy Statement, the Growth Plan for the Greater Golden Horseshoe and the Greenbelt Plan.) The ROPA 16 and ROPA 11 policies were also reviewed for consistency with Metrolinx’s2 Regional Transportation Plan. In addition, the plans and policies of the area municipalities and neighbouring municipalities were reviewed to identify changing needs and priorities and to identify recent decisions affecting the transportation system in Peel. The revised and new policies also reflect comments raised at consultation sessions with transportation stakeholders, area municipal staff and Regional staff. This chapter is organized into ten sub-sections (eight sub-sections from ROPA 16, one sub-section from ROPA 11 and one new sub-section). Each sub-section includes a preamble followed by a listing of existing, revised and new objectives and policies. Revisions or additions to objectives and policies are shown in yellow highlight and deletions are shown in strikeout. The preambles for the Active Transportation and Accessible Transportation sections are new. The preambles for the other sections have been revised. (Note: these changes are not highlighted.) The remainder of this chapter builds on, and is intended to replace, ROPA 16. (Note: this Draft ROPA includes two new sections – Active Transportation and Accessible Transportation – not found in ROPA 16.)

2 The Government of Ontario established the Greater Toronto Transportation Authority (GTTA) in 2006. The GTTA has been “doing business as” Metrolinx since 2007. In this document, the name Metrolinx is used to refer to the GTTA.


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5.6 The Transportation System in Peel The transportation system in Peel is comprised of the network of freeways, major roads, local roads, public transit systems, airports, rail lines, bikeways and trails, and transportation services linking and serving communities in Peel Region and other areas in the Greater Toronto and Hamilton Area (GTHA). Of all of the physical elements that make up the transportation system, only the Regional roads identified in Schedule F are under the jurisdiction of the Region of Peel. The transportation system in Peel serves both residents and employers in the region. In addition to those trips that have an origin and/or destination in Peel, the transportation system must also serve those trips that pass through the region. The transportation system is intended to accommodate current and projected travel demands. To do so, planning for the transportation system must be undertaken concurrently with land use planning (i.e., the determination of where growth will occur). Planning for the transportation system in the region must also be coordinated, in order to protect rights-of-way for future improvements and to ensure integration with area and neighbouring municipalities. The intention of the collective set of policies that follows is to provide a transportation system that serves the needs of the people who reside or work in Peel or who travel through the region. To this end, the policies are intended to foster increased sustainability of the transportation system in Peel by:

� Considering all modes of travel and promoting the efficient movement of people and goods (with a focus on moving people by modes other than single-occupant automobiles);

� Maximizing the use of existing transportation infrastructure; � Increasing travel choices to meet diverse needs; � Minimizing the environmental and health impacts of transportation; � Supporting economic development; � Considering social and cultural objectives; � Promoting the integration of transportation planning and land use planning; and � Pursuing options for equitable and sustainable funding.

5.6.1 General Objectives 5.6.1.1 Achieve the safe, convenient and efficient movement of people and

goods in the Region and support the same within the Greater Toronto and Hamilton Area in cooperation with area municipalities, Metrolinx, the Province, the Federal government and the private sector.

5.6.1.2 Develop and promote a sustainable, safe, efficient, effective and

integrated transportation system. 5.6.1.3 Support the provision of improved transportation mobility and choice to all

residents, employees and visitors. 5.6.1.4 Promote and encourage an the increased use of public transit modal

share and other sustainable modes of transportation.


30

5.6.1.5 Maximize the use of the Region’s transportation infrastructure and

services. Deleted ROPA 16 Objective 5.6.1.6 (Promote and encourage all sustainable modes of transportation to provide mobility and choice). Incorporated “mobility and choice” in Objective 5.6.1.3. Incorporated the remainder of this Objective in Objective 5.6.1.4. 5.6.1.6 Minimize adverse environmental and health impacts caused by

transportation. 5.6.1.7 Support a transportation system that enhances economic growth in the

Region. 5.6.1.8 Promote and support the integration of transportation planning,

transportation investment and land use planning. Deleted ROPA 16 Objective 5.6.1.9 (Ensure Regional transportation infrastructure is sustainable and that practices and performance measures are in place to maintain a safe and efficient Regional transportation network). Incorporated “sustainability” into Objective 5.6.1.2. 5.6.2 General Policies It is the policy of Regional Council to: 5.6.2.1 Minimize adverse social, environmental, health and resource impacts

when developing and planning for transportation facilities, by ensuring consistency with the objectives and policies in this Plan.

5.6.2.2 Work with the Province, Metrolinx, Area municipalities and neighbouring

municipalities to provide transportation systems which are safe, sustainable, energy efficient, facilitate the movement of people and goods, offer travellers a variety of mobility choices, that are appropriate to address projected needs and that encourage the most financially and environmentally appropriate mode for trip-making.

5.6.2.3 Work with Metrolinx and all levels of the public and private sectors to

establish the regional transportation system for the Greater Toronto and Hamilton Area envisioned in Metrolinx’s Regional Transportation Plan.

5.6.2.4 Maximize capacity of the transportation system by focusing on moving

people and goods rather than on moving vehicles. 5.6.2.5 In planning for the development, optimization and/or expansion of new or

existing transportation corridors, support opportunities for multi-modal use, where feasible, and prioritize transit, carpooling, active transportation


31

and goods movement needs over those of single occupant vehicles and, where appropriate, consider the separation of modes within corridors.

5.6.2.6 Consider, as part of the development review approval process, the

magnitude and timing of development proposals relative to the anticipated transportation demand of the proposed development, and anticipated cumulative transportation effects, on Regional facilities.

5.6.2.7 Broaden the scope of traffic impact studies to take into consideration the

impacts of new development on all forms of transportation (including sustainable modes) and on transportation demand management measures.

5.6.2.8 Identify, in cooperation with the area municipalities, Metrolinx and the

Province, transportation improvements to the provincial, regional and area municipal systems required to support future development or redevelopment, and determine region-wide impacts through comprehensive transportation studies.

Deleted ROPA 16 Policy 5.6.2.9 (Support the identification by the area municipalities and the Ontario Ministry of Transportation, in cooperation with the Region, of opportunities for incorporating a bicycle route network into the transportation system in Peel) – this is covered in Section 5.6.10 (Active Transportation). 5.6.2.9 Ensure, in accordance with the requirements of the Region and the area

municipalities, that development only proceed with adequate existing or committed improvements to regional transportation capacity and, if necessary, development be phased until that capacity is or will be available.

5.6.2.10 Work with area municipalities, neighbouring municipalities, Metrolinx,

other levels of government and non-governmental agencies to develop and implement Transportation Demand Management programs.

5.6.2.11 Pursue, in cooperation with the appropriate agencies, the improvement of

the transportation system in Peel and connections to the Lester B. Toronto Pearson International Airport from all parts of the GTA and Hamilton Greater Toronto and Hamilton Area and particularly from Peel.

5.6.2.12 Encourage the area municipalities, and the adjacent regions and their

area municipalities, in cooperation with the Region, to identify any regional and provincial transportation implications as part of their official plan review.

5.6.2.13 Work cooperatively with the area municipalities and other municipalities

Metrolinx, other Provincial ministries and agencies, area municipalities, and other regions and municipalities in the Greater Toronto and Hamilton Area to develop and implement an integrated transportation plan


32

Metrolinx’s Regional Transportation Plan (RTP) across for the GTHA and contribute to the ongoing development of the RTP.

5.6.2.14 Coordinate planning with the Province, Metrolinx, area municipalities and

adjacent regions and municipalities, to ensure that road linkages across municipal boundaries will accommodate the cross-boundary inter-regional movement of people and goods.

5.6.2.15 Work with Metrolinx and other levels of government to improve the

coordination and standardization of transportation data collection, forecasting and modelling to support transportation projects and to support the development of performance measures.

5.6.2.16 Develop and implement performance measures to gauge the

effectiveness of the transportation-related policies in this Plan. 5.6.2.17 Work with Metrolinx and other Provincial ministries and agencies to

identify and secure sustainable, predictable funding to support the provision of transportation infrastructure and services in the Region.

5.6.2.18 Work with the area municipalities, Metrolinx and other Provincial

ministries and agencies to ensure that transportation system planning, land use planning and transportation investment are integrated at all stages of the planning process.

5.6.2.19 Work with area municipalities to plan for development in planned

transportation corridors that is compatible with the intended purpose(s) for which the corridor was defined.

5.6.2.20 Work with Metrolinx, the Province and area municipalities to support long-

term economic prosperity by optimizing the long-term availability and use of transportation infrastructure.

5.6.2.21 Examine the feasibility of using hydro corridors, and of preserving and

reusing unused corridors of all types, as future transportation corridor rights-of-way.

5.6.2.22 Promote the use of innovative technologies (e.g., Intelligent

Transportation Systems) to improve the efficiency, reliability and safety of the Regional transportation system.

5.6.2.23 Work with Metrolinx, the Province and area municipalities to encourage

increased public and business awareness of activities and actions which will lead to increased use of sustainable transportation alternatives.


33

5.6.3 The Provincial Freeway Network The Provincial Freeway Network provides for the inter-regional movement of people and goods throughout Peel and the remainder of the Greater Toronto and Hamilton Area. The network is comprised of controlled-access freeways (the 400-series freeways, the Queen Elizabeth Way and the privately-owned 407 Express Toll Route). Continuing improvement of the Provincial Freeway Network, and of the integration of freeways with other roads in Peel and neighbouring municipalities, are essential for the efficient movement of people and goods. 5.6.3.1 Objective 5.6.3.1.1 Advocate for the provision and maintenance of an adequate, reliable,

efficient and safe Provincial Freeway Network to facilitate the movement of people and goods within and through Peel.

5.6.3.2 Policies It is the policy of Regional Council to: 5.6.3.2.1 Encourage the Province, in cooperation with Metrolinx, the GTHA

municipalities and neighbouring municipalities, to provide an efficient and safe Provincial Freeway Network in Peel that can accommodate regional and inter-regional travel demands at an acceptable level of service.

5.6.3.2.2 Work with the Province, Metrolinx and other GTA and Golden Horseshoe

municipalities in planning and implementing the freeway and higher order transit improvements to be identified in the Growth Plan for the Greater Golden Horseshoe and Metrolinx’s Regional Transportation Plan (e.g., East-West Transportation Corridor).

ROPA 16 policy under appeal to the OMB 5.6.3.2.3 Encourage and work with the Province to identify, protect and plan for the

following future multi-modal transportation corridors:

a) A transportation corridor linking the GTA West Corridor and the Mid-Peninsula (Niagara to GTA) Corridor; and

b) The further extension of Highway 427 to Highway 9 and beyond.

5.6.3.2.4 In collaboration with Halton Region, the Town of Halton Hills, the City of

Brampton and the Town of Caledon, study and protect a north-south transportation corridor and related Bram West Parkway facility along the boundary of Brampton and Halton Hills (until such time as the need for and long term role of one or both of these major transportation facilities can be evaluated and approved through the completion of one or more Environmental Assessment studies).

ROPA 16 policy under appeal to the OMB


34

5.6.3.2.5 Support the Province’s study of the GTA West transportation corridor in consultation with affected municipalities and encourage the protection of the corridor. The study should take into consideration other transportation links identified in Regional studies (e.g., the North-South Corridor and Regional Road Network Improvements to support the Highway 427 Extension).

5.6.3.2.6 Encourage and work with the Province to identify, protect and plan for

future multi-modal transportation corridors and to support the planning, corridor protection and the early construction of the following facilities:

a) The extension of Highway 410 north-westward to join with Highway 10;

a) The widening of Highway 410 from Highway 401 to Bovaird Drive;

b) The widening of Highway 401 between Highway 403/410 and Ninth

Line Trafalgar Road;

c) The extension of Highway 427 to an interim terminus south of the Greenbelt; and

d) The widening and other improvements of Highway 10 through the

Town of Caledon, consistent with the policies of the Niagara Escarpment Plan and the Town of Caledon Official Plan;

e) The completion of the Courtneypark Drive/Highway 410 interchange,

by adding ramps to provide access to and from the north.

g) The widening of Highway 407 ETR between Highway 427 and Highway 410.

5.6.3.2.7 Work with the Ontario Ministry of Transportation, Region of York, City of

Brampton, City of Vaughan and Town of Caledon to identify and implement road network improvements in the Highway 427 Extension area.

5.6.3.2.8 Encourage the Ontario Ministry of Transportation and 407 ETR to develop

and enhance carpool lots at interchanges along major freeways and highways.

5.6.3.2.9 Encourage the Ontario Ministry of Transportation to develop and

implement continue implementation of the a GTA High Occupancy Vehicle (HOV) Lane Network Plan for the 400-Series Highways in the Greater Golden Horseshoe and to update the plan in cooperation with regional and local municipalities.


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5.6.4 The Major Road Network The Major Road Network in Peel provides for inter- and intra-municipal travel within Peel and for connections to other Regions/municipalities and the Provincial Freeway Network. The network is comprised of major roads under the jurisdiction of the Province of Ontario (Highways 9 and 10 in Caledon), the Region and the area municipalities. The Regional roads are designed to provide a high level of inter-municipal transportation capacity. The Region works with the area municipalities to plan for transportation on a region-wide basis. The provision of a safe, efficient and reliable major road network plays an important role in the movement of people (by automobile, transit and bicycle) and goods. Opportunities for additions and expansions to the major road network in Peel are limited. There are opportunities, however, to make selected additions and expansions to the network, to improve the efficiency of the network and to provide for the accommodation of transit- and transportation demand management-supportive infrastructure. 5.6.4.1 Objectives 5.6.4.1.1 Work with area municipalities, the Ontario Ministry of Transportation and

Metrolinx to provide, maintain and operate a Major Road Network to facilitate the safe, efficient and reliable movement of people and goods.

5.6.4.1.2 Achieve a Major Road Network as shown on Schedule E. 5.6.4.2 Policies It is the policy of Regional Council to: 5.6.4.2.1 Support the provision, in conjunction with the Province and the local

municipalities, of the Major Road Network shown on Schedule E, regardless of road jurisdiction. A jurisdictional transfer between area municipal and Regional roads will not require an amendment to Schedule E or this Plan.

Moved ROPA 16 Policy 5.6.4.2.2 (Monitor the efficiency and effectiveness of the Regional transportation system on a regular basis) to Section 5.6.2 (General Policies). 5.6.4.2.2 Work with the Province, 407 ETR and the area municipalities to identify,

prioritize and resolve: � Gaps, bottlenecks and jogs in the Regional and local road

networks; and � Opportunities for new or improved highway interchanges.

Moved ROPA 16 Policy 5.6.4.2.3 (Encourage the location, where possible, of activities generating substantial truck traffic near major roads) to Section 5.6.7 (Goods Movement).


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5.6.4.2.3 Ensure that, where possible, adequate transportation capacity on Regional roads is based on a “Level of Service Policy” adopted and periodically reviewed by Regional Council.

5.6.4.2.4 Protect the designated Regional road rights-of-way, as shown on

Schedule F, to accommodate future road widenings and improvements consistent with Section 7.7 of this Plan.

Protect additional rights-of-way where necessary to provide for turning lanes or transit related improvements at the intersection of all designated rights-of-way. The wider rights-of-way at either side of the intersection shall be within 350 metres (1150 feet) of an intersection.

ROPA 16 policy under appeal to the OMB Proposed wording per a possible settlement with Orlando Corporation. This wording would replace the second paragraph of this policy:

Protect additional rights-of-way to provide for turning lanes, multi-purpose pathways, or transit-related improvements at the intersection of all designated rights-of-way where the need is demonstrated by the Region and/or area municipalities. Within 245 metres (804 feet) of an intersection (on either side of the intersection and starting at the centerline of the intersection) the rights-of-way shall be up to a total of 13.5 metres (44.3 feet) wider than the designated Regional road rights-of-way as shown in Schedule F.

Moved ROPA 16 Policy 5.6.4.2.5 (Encourage the area municipalities to integrate transportation modes at transit nodes) to Section 5.6.5 (Inter- and Intra-Regional Transit Network). 5.6.4.2.5 Generally locate Regional two lane roads within 20-30 metre (66-100

feet) rights-of-way, four lane roads within 30-45 metre (100-150 feet) rights-of-way and six lane roads within 36-50 metre (120-165 feet) rights-of-way in urban and rural settings.

5.6.4.2.6 Notwithstanding the right-of-way widths identified on Schedule F, ensure

that future road widenings within the Niagara Escarpment Plan Area or Oak Ridges Moraine Conservation Plan Area are consistent with the policies of the Niagara Escarpment Plan or Oak Ridges Moraine Conservation Plan.

5.6.4.2.7 Protect and preserve the natural environment, consistent with the

objectives and policies in this Plan, the area municipal official plans, the Environmental Assessment procedures, and if applicable, the Greenbelt Plan, Oak Ridges Moraine Conservation Plan and the Niagara Escarpment Plan where Regional roads are proposed to be widened, reconstructed or improved. Where portions of Regional roads have scenic, environmental, cultural heritage or arch

transportation planning ropa draft technical report · ropa 16, which proposed changes to the...

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