Groupings of Public Information Centre #5 Displays

Transcription

1 Welcome Groupings of Public Information Centre #5 Displays Welcome to Public Information Centre #5. Displays have been organized into four groups as follows: Provides an overview of the study purpose, process and schedule Elements of the Updated Transportation Development Strategy A summary of the policies taken into consideration as part of the GTA West Study Transportation problems and opportunities Study Background and Process Updated Transportation Development Strategy - Optimize Existing Network - Add/Expand Non- Road Infrastructure - Road Widening - New Transportation Corridor - Preliminary Route Planning Study Area Details of Additional Analysis - Community How to be involved What happens after PIC #5? - Agriculture - Cultural Environment - Natural Environment Additional Analysis Following PIC #5 - Land Use Planning - Transportation - Economy - Road Design / Constructability / Cost All display materials presented at PIC #5 are posted on the study website Project Staff are available to assist in your review of materials. Please ask for assistance if required. 1

2 STUDY BACKGROUND AND PROCESS Study Purpose, Process and Schedule Study Purpose The Ontario Ministry of Transportation (MTO) initiated Stage 1 of an Environmental Assessment (EA) Study for the GTA West Corridor to support the transportation objectives of the Growth Plan for the Greater Golden Horseshoe by providing for the efficient movement of people and goods. The purpose of the Study is to plan for future infrastructure needs by examining long-term transportation problems and opportunities to the year 2031 and consider options to provide better linkages between Urban Growth Centres and urban areas in the GTA West Corridor Study Area. Study Process The Study is being undertaken as an Individual EA in accordance with the Ontario Environmental Assessment Act and the GTA West Corridor Terms of Reference, which was approved by the Ontario Minister of the Environment in March EA Terms of Reference MOE Review/ Approval Individual Environmental Assessment EA Stage 1 Transportation Development EA Stage 2 Strategy System Planning (e.g. roads, transit, rail, marine, air) WE ARE HERE Alternatives to be pursued by other jurisdictions Alternative Methods (e.g. route location for new provincial highways/transitways) Future MTO studies / initiatives MOE Review/ Approval Class EA for Design Construction Study Schedule WE ARE HERE Terms of Reference Transportation Problems & Opportunities Alternatives Transportation Development Strategy PIC 1 April 2007 PIC 2 May 2009 PIC 3 December 2009 PIC 4 June 2010 PIC 5 June 2012 Develop an EA Terms of Reference that guides the Study Identify transportation problems and opportunities For more information, please visit the project website at We encourage you to get involved in this study by providing us with your comments. Identify and assess transportation alternatives that address the problems and opportunities Select preferred transportation alternative(s) and recommend a draft multi-modal Transportation Development Strategy Select preferred transportation alternative based on additional analysis and evaluation in Halton area and update the multimodal Transportation Development Strategy 2

3 STUDY BACKGROUND AND PROCESS Policy Context Growth Plan Managing Growth The Greater Golden Horseshoe is one of the fastest growing regions in North America The Greater Golden Horseshoe will continue to experience the benefits that come from growth with vibrant, diversified communities and economies; new and expanded community services; and arts, culture and recreation facilities However, without properly managing growth, communities will experience the negative aspects associated with rapid growth, such as increased traffic congestion, deteriorating air and water quality, and the disappearance of agricultural lands and natural resources Growth Plan for the Greater Golden Horseshoe (GGH) The Growth Plan for the Greater Golden Horseshoe, released in 2006, is a 25-year plan that sets out a vision and strategic policy direction for managing growth in the Greater Golden Horseshoe The Growth Plan aims to: Revitalize downtowns to become vibrant and convenient centres Create complete communities that offer more options for living, working, learning, shopping and playing Provide greater choice in housing types to meet the needs of people at all stages of life Curb sprawl and protect farmland and green spaces Reduce traffic gridlock by improving access to a greater range of transportation options In addition to the policy directions for intensification and compact urban form, which guide many of the infrastructure priorities in the Greater Golden Horseshoe, the Growth Plan also contains the following transportation policies: Provide connectivity among transportation modes Offer a balance of transportation choices to promote sustainable modes Encourage the most financially and environmentally appropriate modes Offer multi-modal access to everyday needs Provide for the safety of system users Promote public transit as the first priority in transportation planning and investments for moving people, and promote efficient goods movement by linking intermodal facilities, international gateways and communities Growth in the GTA West Area Population (in thousands) Distribution of Population for the GGH Employment (in thousands) Distribution of Employment for the GGH Region of York Region of Peel Region of Halton Source: Growth Plan for the Greater Golden Horseshoe, 2006 City of Guelph/ County of Wellington 0 Region of York Region of Peel Region of Halton City of Guelph/ County of Wellington There will be significant growth Population of the GGH will grow from 7.8 in 2006 to11.5 million people by 2031 Employment in the GGH will grow from 3.8 in 2006 to 5.6 million jobs by 2031 (Source: Growth Plan for the Greater Golden Horseshoe 2006) We must plan for the future This growth will lead to more commuter, tourism and freight trips We must plan now to accommodate these additional trips efficiently in the future years Reference Table: See the Growth Plan for the Greater Golden Horseshoe at the Reference Table 3

4 STUDY BACKGROUND AND PROCESS Policy Context Greenbelt & Niagara Escarpment Plans Greenbelt Plan The Project Team has fully integrated the goals, objectives and policy requirements of the Greenbelt Plan into the study process in accordance with the infrastructure policies set out in the Greenbelt Plan, including: Optimize, where practical, the existing capacity and coordination with different infrastructure services Avoid key natural heritage features or key hydrologic features unless need has been demonstrated and it has been established that there is no reasonable alternative Minimize, wherever possible, the amount of the Greenbelt, and particularly the Natural Heritage System, traversed and/or occupied by infrastructure Reference Table: See the Greenbelt Plan Report at the Reference Table Minimize, wherever possible, the negative impacts and disturbance of the existing landscape Section 4.2 of the Greenbelt Plan sets out specific policies for infrastructure which permits existing, expanded or new infrastructure subject to approval under relevant legislation within the Protected Countryside provided that the infrastructure meets one of the following objectives: (a) it supports agriculture, recreation, tourism and rural settlements and economic activity existing within the Greenbelt; or, (b) it serves significant growth and economic development in southern Ontario outside the Greenbelt through infrastructure connections. The Greenbelt Plan is a cornerstone of Ontario s Growth Plan for the Greater Golden Horseshoe. Together, both plans provide clarity and certainty about urban structure, where and how future growth should be accommodated, and what must be protected for current and future generations. Niagara Escarpment Plan (NEP) The Niagara Escarpment Plan guides land use within an area defined by the Niagara Escarpment, from the Bruce Peninsula in the north to the Niagara River in the south. Limits development within the NEP area through limitations on new lot creation and on permitted uses. The intent is to balance development with preservation and public use. Official plans are required to conform to the NEP and establish land use designations, policies and criteria for the protection of lands within their policy areas The Niagara Escarpment Plan permits essential transportation facilities in the Escarpment Plan, including the Escarpment Natural Area Other policies applicable to the GTA West Study Provincial Policy Statement Oak Ridges Moraine Conservation Plan Official Plans of municipalities within the Preliminary Study Area Reference Table: See the Niagara Escarpment Plan Report at the Reference Table The Niagara Escarpment is classified as a UNESCO World Biosphere Reserve. The 194,340 ha of Escarpment land is managed/governed by the Niagara Escarpment Commission (NEC) and the Niagara Escarpment Plan (NEP). According to the NEC, it is one of only 13 biosphere reserves in Canada. 4

5 STUDY BACKGROUND AND PROCESS Transportation Problems Future Transportation Problems Commuters Transit Service Limited integration between local and inter-regional transit outside the Greater Toronto and Hamilton Area Limited community to community transit service Passenger rail services conflict with freight for use of rail capacity Buses are impacted by road congestion Road System Increased congestion during weekday commuting periods Travel time for commuter trips will increase and become less predictable Variability and duration of travel times on the area road system Tourism and Recreation Tourism and recreational travel rely on Highway 401 and Highway 400 to reach major tourist and recreational destinations. Transit Service Inadequate transit connections between tourist gateways (e.g. airports, rail stations) and major tourist destinations Public transit schedules cater to commuters rather than tourists Limited multi-modal connections (e.g. rail stations, airports) to key destinations Lack of transit choices Road System Increased travel delays during peak tourist/recreation travel times Unpredictable travel times on inter-regional roads result when incidents occur Inadequate road connections between tourist gateways (e.g. airports, rail stations) and major tourist destinations Truck traffic conflicts with tourist/recreation travel, particularly in the summer months Goods Movement Truck Increased travel delays during peak periods Unpredictable travel times on inter-regional roads result when incidents occur Insufficient road connections between commercial centres and other modal systems Diversion of inter-regional trucks to local roads Freight Rail Few rail connections between growth areas Conflicts with passenger transit for use of rail capacity Track capacity constrained in some areas Marine Large ocean vessels unable to enter the St. Lawrence Seaway System results in goods being transferred to rail or truck Winter Seaway closure limits shipping season Inadequate connections between inland ports and the inter-regional road system Air Limited runway capacity at Toronto Pearson International Airport Limited multi-modal connections to airports at present 5 By 2031, traffic volumes on Highways 401, 400, 427 and 410 are all forecast to increase substantially. The increase in traffic volume will further increase road congestion in the GTA West Study Area. Highway 401 is the largest and busiest highway in the GTA West Study Area. Highways 410, 427 and 400 are also key highway links. All of these links are heavily used for goods movement. Currently all 400-series highways have major peak period congestion in the area.

6 STUDY BACKGROUND AND PROCESS Transportation Opportunities What are Future Transportation Opportunities? Opportunities are found where improvements or enhancements to the transportation system allow for the enhancement or protection of the environment, economy and/or community. Opportunities go beyond addressing the specific transportation problems and are intended to support the objectives of: Compact, vibrant and complete communities A protected environment A prosperous and competitive economy Optimize public investment through wise use and management of existing infrastructure Support economic links between Regional Nodes, Regional Centres and intermodal facilities. Support trade through efficient and reliable transportation systems. Support tourism through multi-modal transportation. Protect our natural environment resources, features and systems. Protect our unique and important cultural and heritage resources. Economy Environment Community Facilitate the implementation of growth management and land us objectives outlined in the Growth Plan for the Greater Golden Horseshoe Maintain the character of rural and agricultural communities. Support municipal land use plans within the GTA West Corridor study area. Protect for long-term transportation improvements required to support planned growth and connectivity of the Provincial and inter-regional transportation networks. Support future municipal land use planning in accordance with the Growth Plan Coordinating with municipalities within the Study Area with regard to future land use allocation and to coordinate the development of the transportation alternatives with the planning work that is being undertaken by these municipalities Maintain the character and integrity of rural and agricultural lands Focus population and employment growth in Urban Growth Centres, Built Up Areas, and Designated Greenfield Areas Have due regard for policy documents like the Greenbelt Act and Plan, the Niagara Escarpment Planning and Development Act and Niagara Escarpment Plan and the Oak Ridges Moraine Conservation Act and Plan Provide Transportation Choice, Improved Connections and Increased Reliability for Commuters Build on the Metrolinx RTP and GO 2020 to provide commuters real alternatives to the automobile throughout the GTA West Study Area: Provide improved transportation services for commuters in the Study Area, which may reduce the pressure on the highway system Provide expanded transit services and improved connections between inter-regional transit services and local transit services Make commuter travel more convenient and flexible Incorporate active transportation alternatives such as bicycle storage at transit terminals and aboard transit vehicles Provide transportation choice, improved connections and increased reliability for goods movement Encourage use of other modes of travel for goods movement (e.g. rail, marine and air), as well as provide better connections between these modes Improve connections between Toronto Pearson International Airport and related clusters of logistics uses, industries and urban centres Provide improved transportation service for tourists Provide improved connection and greater modal choice for tourists arriving at gateways such as the Toronto Pearson International Airport and destined to the GTA West Study Area Facilitating active transportation in these services Improving transportation system operations to enhance tourism and recreational trip experience Optimize existing transportation infrastructure Reduce/shift trip making and automobile usage while optimizing use of the existing system Encourage increased vehicle occupancy, such as HOV lanes and carpool lots along 400-series highways Use of changeable message signs, highway cameras, and real time adaptive transportation systems to provide real time information on traffic conditions Implement speed harmonization, high occupancy toll lanes and road pricing Improve at-grade rail-to-rail and road-to-rail crossings to improve travel flows and safety Designate and preserve lands within settlement areas in the vicinity of existing major highway interchanges, ports, rail yards and airports as areas for manufacturing, warehousing and associated retail, office and ancillary facilities, where appropriate (Growth Plan Policy & ) Minimize impacts to the natural, social, economic and cultural environments This can be done through planning that: Optimizes the use of existing infrastructure Gives due regard to the requirements of approved provincial environmental protection policies, when developing, assessing and evaluating all reasonable transportation alternatives Provide opportunities to minimize and potentially avoid impacts to important natural, social, economic and cultural environmental features in the earliest planning stages 6

7 STUDY BACKGROUND AND PROCESS Groups of Modal Improvement Alternatives - Building Block Approach Improvements in each transportation mode (i.e. Transportation Demand Management TDM, Transportation System Management TSM, Transit, Air, Marine, Freight Rail, Intermodal, as well as Roads and Highways) were examined and assessed. Findings indicated that no single transportation mode alone is capable of fully addressing the transportation problems and opportunities identified as part of the GTA West Study. Groups of Modal Improvement Alternatives were developed which combined various elements of the single modes. Each of the modal group alternatives were examined and assessed at a high level to determine likely advantages and disadvantages based on a variety of features and criteria, including natural environment, social environment, cultural environment, economic analysis, transportation, as well as cost and constructability. Findings were presented at PIC #4 and were documented in the Draft Transportation Development Strategy Report released in March 2011, where members of the public were invited to provide input. Group #3 Widen / Improve Roads Group #2 plus Widen / Improve Roads & Highways Decision Trade-Offs Environment Community Economy Group #4 New Transportation Corridors Elements of Group #3 plus New Transportation Corridors Widen existing provincial highways (Highways 401, 410, 427, 400) and 407ETR New corridor from Highway 400 westerly Group #2 New / Expanded Non-Road Infrastructure Group #1 plus Transit Rail Air Marine Expanded inter-regional GO Services Inter-regional transit hubs where local transit and GO Transit connect New bus rapid transit links between Urban Growth Centres and urban areas Group #1 Optimize Existing Networks Transit Rail Roads & Highways Air Marine TDM TSM Intermodal Speed Harmonization Transportation Demand Management Ramp Metering System Transit / High Occupancy Vehicle bypass locations Incident Management and Detection Operational Improvements at localised bottlenecks 7

8 UPDATED TRANSPORTATION DEVELOPMENT STRATEGY Summary of Updated Transportation Development Strategy The recommended approach to addressing current and future transportation problems and opportunities builds on elements from Group #1 and Group #2 Alternatives (i.e. Optimizing existing network and new / expanded non-road infrastructure) and combines them with widening of existing roads and highways and the implementation of a new transportation corridor (Group #3 and Group #4). It offers six fundamental features: A transit first approach supporting existing long range transit plans with the need to explore further enhancements Making better use of transportation infrastructure that is already in place - through optimization including use of advanced technologies Providing more and better choices for people and shippers in making trip decisions - with more effective transit and rail infrastructure and service Pursuing means to reduce travel demands - through building on current programs such as Smart Commute, and increased community self containment (jobs and homes in the same community) Introducing timely transportation improvements - to influence decisions on mode choices and to accommodate projected growth Shaping growth through transportation service provided - therefore meeting government objectives Elements of Updated Transportation Development Strategy Support the implementation of the Metrolinx Regional Transportation Plan and GO 2020 transit initiatives to increase use of transit Optimize use of existing transportation infrastructure through Transportation Demand Management (TDM) and Transportation System Management (TSM) measures in cooperation with Metrolinx Initiate a region-wide Active Traffic Management Study Widen selected highways to provide additional capacity including HOV (buses or 2+ occupancy) and multi-modal uses; including Highway 401 widening westerly through Milton urban area to 12 lanes Initiate a study to investigate inter-regional transit opportunities linking western urban centres New transportation corridor from Highway 400 westerly and then southerly to connect to Highway 401/407ETR as a provincial facility 8

9 UPDATED TRANSPORTATION DEVELOPMENT STRATEGY Optimize Existing Network Optimize Existing Network As technologies advance there will be new opportunities available that will further improve transportation system performance. Goal: Improving the performance of the existing transportation system by reducing demand and improving system efficiency. Current Transportation Demand Management Initiatives Partnership between Metrolinx and area communities Coordinate Transportation Demand Management (TDM) services throughout Greater Toronto and Hamilton Area (GTHA) - Widespread provincial and municipal policy support for TDM - Selected TDM actions are primarily provided throughout the GTHA by large employers - In many areas employer actions are supported and coordinated by Transportation Management Associations (TMAs) Non-profit partnership between employers and various levels of government The lead agency in coordinating and supporting TMAs in the GTHA is Metrolinx Suitable techniques that could be implemented early include: Expand use of Bus Bypass Shoulders Wide shoulders are provided to enable buses to bypass queues during congestion. Expand use of Ramp Metering Smooth vehicle access to highway with ramp metering. End of queue detectors prevent backups onto municipal roads. Smoother entering flows improve merging at on ramps. Enhance Incident / Congestion Management MTO s COMPASS system utilizes sensors to transmit data to Traffic Operations Centre. Accurate data then enables better information to motorists and timely response to incidents. HOV / Transit Bypass Lanes on Ramps Transit and High Occupancy Vehicles use bypass lanes on ramps with ramp metering to minimize delays to those vehicles. Speed Harmonization Monitors travel data and regulate speed limits. Cameras and sensors measure traffic flow. Speed limits are automatically adjusted when congestion thresholds are exceeded maintaining a constant flow instead of stop & go. 9

10 UPDATED TRANSPORTATION DEVELOPMENT STRATEGY Add / Expand Non-Road Infrastructure Add/Expand Non-Road Infrastructure There is an opportunity for better inter-regional transit services connecting the westerly Urban Growth Centres identified in the Growth Plan for the Greater Golden Horseshoe (Downtown Kitchener, Uptown Waterloo, Downtown Cambridge, Downtown Guelph, Downtown Milton, Downtown Brampton, Downtown Hamilton, and Downtown Brantford). Goal: Focus on improving existing and/or providing new non-road infrastructure and transit, building on the recommendations of Metrolinx and GO Transit. There is also an opportunity for reducing the number of long distance trucks on our roads, by making other types of goods movement more efficient. Current Condition Rail capacity is available to increase numbers of trains however, there are: Passenger rail and freight rail service scheduling conflicts At-grade road/rail crossing conflicts (delay to both road and rail traffic, safety, etc.) How can it be improved? Removal of constraints to improve freight and passenger rail operations and increase utilization Coordinate with CN Rail, CP Rail and Metrolinx to identify conflict points Support potential future initiatives to remove freight rail/passenger rail conflicts Provide grade separations at key road/rail crossings Support Ontario Goods Movement Strategy 10

11 UPDATED TRANSPORTATION DEVELOPMENT STRATEGY Road Widening and New Transportation Corridor Road Widening The Draft Transportation Development Strategy recommends the widening of existing highways to address the transportation problems and opportunities to MTO will undertake Class Environmental Assessment Studies to confirm the need, timing and lane requirements. Highway 410 MTO Highway 401 to 407ETR widen to 9 lanes* 407ETR to Steeles Avenue widen to 8 lanes* Steeles Avenue to Queen Street widen to 10 lanes* Queen Street to Mayfield Road widen to 8 lanes Highway 427 MTO 407ETR to Highway 7 widen to 8 lanes Highway 7 to Major Mackenzie Drive widen to 8 lanes Highway 400 MTO 407ETR to Major Mackenzie Drive widen to 12 lanes Major Mackenzie Drive to King Road widen to 10 lanes* King Road to Highway 9 widen to 10 lanes* Highway 401 MTO Highway 6 to Regional Road 25 widen to 10 lanes Regional Road 25 to Highway 401/407 ETR widen to 12 lanes 407ETR 407ETR Highway 401 to Highway 410 widen to 10 lanes Highway 410 to Highway 427 widen to 10 lanes Highway 427 to Highway 400 widen to 10 lanes * Includes HOV lanes Note: The number of lanes proposed as shown reflects the long term Transportation Development Strategy per the GTA West Study and will build on current MTO programs. New Transportation Corridor The Updated Transportation Development Strategy also recommended a new transportation corridor from Highway 400 westerly and then southerly to Highway 401/407ETR as a provincial facility. The new corridor would be able to accommodate a transitway and/or priority truck features; north-south connection to Highway 427, and connection to Highway 410 would also be considered. 11

12 UPDATED TRANSPORTATION DEVELOPMENT STRATEGY Next Steps To 2031 Moving Forward Highway 401 Widening (west of James Snow Parkway) The Highway 401 Widening to 12 lanes (west of James Snow Parkway) is recommended to be pursued as a new Class EA; commencement of this EA Study is to be determined. This is similar to other proposed widenings on 400-series highways as part of the GTA West Study where the need, timing and lane requirements will be reviewed and confirmed again during the Class EA Studies using the most current information at that time. The current Class EAs for Highway 401 Widening (from Trafalgar Road to Regional Road 25, and from Credit River to Trafalgar Road) is recommended to proceed and be completed as planned Moving Forward New Corridor (from Highway 400 to Highway 401/407ETR) Based on findings from the additional analysis, the new GTA West Corridor is proposed to terminate at the Highway 401 / 407ETR Interchange. The Preliminary Route Planning Study Area in the Halton area has been updated and is shown below. Planning for the new GTA West Corridor (from Highway 400 to Highway 401 / 407ETR) is recommended to be continued into Stage 2 of the current Individual GTA West EA Study for Route Planning and Preliminary Design Beyond ) Future study may be required to determine and address long term future transportation needs 2) Future study will be closely linked with, and influenced by updates to the Greater Golden Horseshoe Growth Plan, Metrolinx s Regional Transportation Plan, and municipal transportation and land use plans 12

13 Approach to Additional Analysis, Alternatives Considered Approach to Additional Analysis Additional analysis was carried out in Fall 2011 and Winter 2012 to further evaluate the alternative that was recommended in the Draft Transportation Development Strategy of March 2011, as well as other alternatives considered for the Halton area (such as the additional widening of Highway 401) The additional analysis focused on : Social Environment (Community, Agriculture) Cultural Environment Natural Environment Land Use Planning Transportation Economy Road Design / Constructability / Cost Focus Area for Additional Analysis GTA-West Preliminary Route Planning and Study Area (March 2011) The additional analysis focused on the assessment of two significantly different alternatives Further Highway 401 Widening Includes a new corridor connecting to Highway 401/407ETR and further widening of Highway 401 over and above the current Highway 401 EA studies being carried out by MTO Highway 401 is currently being planned for widening under two separate MTO studies: From east of Highway 401/407ETR to James Snow Parkway: from 6 lanes to 12 lanes From James Snow Parkway to Regional Road 25: from 6 lanes to 10 lanes Further Highway 401 Widening includes two alternatives: Further widening of Highway 401 to 12 lanes (west to Regional Road 25) Further widening of Highway 401 to 14 lanes (west to Tremaine Road) New Corridor Based on Future Transportation Demand, 4 lanes will be required by 2031 on a new corridor through Halton Region, assuming Highway 401 is not widened further than 10/12 lanes, which is now being planned under the Highway 401 Environmental Assessment and Preliminary Design Studies New Corridor includes: A new east-west transportation corridor to west of Milton urban area A new north-south freeway link between GTA West Corridor and Highway 401/407ETR interchange (provincial link, partial interchange with limited moves) 13

14 Overall Findings of Additional Analysis Additional assessment was carried out in the Halton area under focused areas including community, cultural, agriculture, natural, land use planning, economy, transportation, road design, constructability and cost. The approach to the additional assessment included: Collect updated background information, such as business and residential land uses, agricultural uses, built heritage and archaeology features, natural environment features, as well as traffic data and forecasts Identify a range of potential benefits and impacts both quantitatively (where possible) and qualitatively Consult with municipalities, agencies, community and stakeholder groups The following summarizes the GTA West Study Team s analysis of the additional work regarding New Corridor vs. Further Highway 401 Widening alternatives under each factor Community (Residences, Tourism and Recreational Lands, Community Facilities/Institutions) Cultural (Archaeology, Built Heritage, First Nations) New Corridor Further 401 Widening to 12 lanes Further 401 Widening to 14 lanes Less Preferred Moderately Preferred Moderately Preferred Less Preferred Most Preferred Moderately Preferred Given the rural nature of the community and presence of active agricultural land uses, the Further 401 Widening to 12 lanes alternative would have the least impact to existing rural communities, agriculture lands, as well as built heritage and archaeology resources. Agriculture (Agricultural Facilities and Land Use, Class 1 to Class 3 Lands) Least Preferred Moderately Preferred Moderately Preferred Natural (Fish and Fish Habitat, Terrestrial Ecosystems, Surface Water, Designated Area) Land Use Planning (Planning Policies, Existing and Future Land Use) Less Preferred Most Preferred Moderately Preferred Less Preferred Moderately Preferred Moderately Preferred Economy (Savings, Benefits / Impact to Industries, Construction) Moderately Preferred Less Preferred Least Preferred Transportation (Network Performance, Residual Capacity, People & Goods Movement, Redundancy, Safety) Road Design / Constructability (Geometrics, Staging, Impact to Existing Infrastructure, Flexibility for Future Expansion) Cost Most Preferred Less Preferred Moderately Preferred Most Preferred Less Preferred Least Preferred Moderately Preferred Most Preferred Least Preferred The Further 401 Widening to 12 lanes alternative would have the least impact to natural environment features, as the widening would be along an existing corridor. The Further 401 Widening to 12 lanes alternatives would make use of existing infrastructure and meets infrastructure needs to There would be some impacts to adjacent commercial lands, but no complete business removals along Highway 401 are expected under the 12-lane Widening alternative scenario. The New Corridor alternative is preferred as there would be greater travel time savings, it supports business & tourism sector, promotes economic development; however, there would be higher impact to agriculture sector / economy. The New Corridor and Further 401 Widening 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 New Corridor is preferred as it would allow the use of higher MTO design standards, and it would allow maximum flexibility for future expansion (when required). The Further 401 Widening to 12 lanes alternative has the lowest estimated construction cost. PREFERRED ALTERNATIVE 14

15 Overall Findings of Additional Analysis (Cont d) In Summary While the New Corridor would provide the best transportation and long term economic benefits, its construction would have the highest impact on natural environment, agriculture and rural communities The Further 401 Widening to 12 lanes alternative will accommodate forecast demand to The 12-lane widening could be designed to provincial design standards, with retaining walls proposed to mitigate property impact, although this would limit the flexibility to further expand Highway 401 in the future The Further 401 Widening to 12 lanes alternative will have minimal impact to the agricultural lands and the agricultural economy, as well as the cultural heritage and rural character of the community The Further Highway 401 Widening alternatives better reflect the land use planning and policies in local municipalities as established in their respective Official Plans Between the two Further Highway 401 Widening alternatives, 12 lanes will have less impact to adjacent business and commercial land uses Given that considerably more social and environmental impacts would be expected with a new corridor through Halton Hills and that the Highway 401 alternative at 12 lanes will provide the essential transportation needs to 2031, it is recognized that Further Highway 401 Widening to 12 lanes through Halton will provide the best balance of benefits and impacts and is therefore preferred based on additional analysis. 15

16 Highway 401 Environmental Assessment And Preliminary Design Coordination with Other MTO Planning Studies Along Highway 401 The Ministry of Transportation is currently undertaking two separate Class Environmental Assessment / Preliminary Design (Class EA/PD) Studies which fall within the GTA West project limits. The objectives of these two EA/PD Studies are different from the GTA West Study. The purpose of the Highway 401 EA/PD Studies is to identify long term widening improvements to service the Highway 401 corridor only, whereas the GTA West Corridor Study is looking at the long term and a new interregional transportation corridor to service the needs for a broader area. The GTA West Corridor Study recommendations will build on the recommended improvements identified in the two Highway 401 EA/PD studies (presented below). Highway 401 from west of Regional Road 25 to east of Trafalgar Road Study Area Highway 401 from east of Trafalgar Road to the Credit River Study Area Planned Improvements: Widen Highway 401 to 12 express-collector lanes from east of Trafalgar Road to James Snow Parkway Widen Highway 401 to 10 lanes from James Snow Parkway to Regional Road 25 Planned Improvements: Widen Highway 401 to lanes between east of Trafalgar Road to the Credit River. Alternatives for express-collector lanes are currently being evaluated Project Status: Recommendations were presented to the Public at PIC #2 in February 2011 Next Steps: 30-Day Public Review Period for the Transportation Environmental Study Report (TESR) planned for Summer Project Status: The Recommended Alternative will be presented to the Public at PIC #2 in the Fall of Next Steps: 30-Day Public Review Period for the Transportation Environmental Study Report (TESR) planned for Winter

17 Consultation During the Additional Analysis Recent Consultation In December 2011, a newsletter regarding the additional analysis was distributed to properties within the Halton additional analysis area. Technical agencies and those on the study mailing lists were also sent this. Several meetings / presentations / workshops were held as part of the consultation process for the additional analysis over the January April 2012 period. On this basis, relevant input was received from the following: Agencies / Municipalities / Committees Halton Region / Halton Hills / Milton Municipal Staff Peel / Brampton / Mississauga / Caledon Municipal Staff Halton Region Planning and Public Works Committee Halton Hills Council Milton Community Services Committee Halton Agricultural Advisory Committee Halton Hills Chamber of Commerce Milton Chamber of Commerce Niagara Escarpment Commission Conservation Halton Interest Groups / Stakeholders CRASHH (Concerned Residents Against Super Highway in Halton Hills) HHOOF (Halton Hills Owner Operator Farmers) Milton Heights Landowners Group Milton Rural Residents Association Milton Heights Residents Association Boston Presbyterian Church (re: Scotch Block, Boston Presbyterian Church, Craiglea House) and local historians Country Heritage Park Various Land Developers in Halton and Peel Regions The purpose of these meetings / presentations / workshops was to ensure an ongoing dialogue between stakeholders and the Project Team and to have an opportunity for stakeholders to provide their input on the additional analysis. 17

18 Approach to Additional Analysis What are the Evaluation Criteria Used? The evaluation criteria used for the additional analysis are consistent with those used in previous evaluation of the GTA West Study and are consistent with those in the Terms of Reference Methodology for Information Update The approach to updating the existing conditions and future base conditions include: Secondary source information, including local features (i.e. not just Regionally and Provincially significant features) Consultation with stakeholders, municipalities, agencies, residents in the analysis area, and interest groups Roadside reconnaissance Reference Table: See GTA West (Terms of Reference) at the Reference Table How are the Impacts Being Measured? Further Highway 401 Widening Qualitatively and quantitatively measured the potential impact as a result of the widening of Highway 401 to 12 or 14 lanes through Halton area (above and beyond the planned improvements as part of the ongoing Highway 401 Environmental Assessment and Preliminary Design studies) MTO geometric design standards were applied to determine the potential footprint for a 12-lane or 14- lane Highway 401 The widening was assumed to be along the existing centreline of Highway 401 (i.e. widening to both the north and south sides of the highway) Quantitative impacts in the north-south transportation corridor to Highway 401/407ETR are measured based on a representative route The range of impacts are approximate only and will be updated as the Environmental Assessment Study proceeds to Stage 2 where route alternatives will be generated and evaluated within the study area (in the north-south connection to 401/407ETR) and through a Class EA process for the widening of Highway 401 New Corridor Qualitatively and quantitatively measured the potential impact as a result of the new transportation corridor (new north-south freeway link between GTA West Corridor and Highway 401/407ETR interchange and new east-west transportation corridor to west of Milton urban area) A range of quantitative impacts were determined based on three (3) representative east-west routes in the analysis area The east-west representative routes were located in the north, middle and south portions of the analysis area, and were generated strictly for the purpose of identifying a quantitative range of impacts for the east/west portion of the corridor Quantitative impacts in the north-south transportation corridor to Highway 401/407ETR were measured based on a representative route as described above MTO geometric design standards were applied to generate the potential footprint of the representative routes of the new transportation corridor The range of impacts are approximate only and will be updated as the Environmental Assessment Study proceed to Stage 2 where the route of the proposed new transportation corridor will be identified Summary of Analysis and Evaluation: Under each factor group, there are four levels of preference used in the summary. Most Preferred Moderately Preferred Less Preferred Least Preferred All ranges of quantitative impacts identified as part of the additional analysis are approximate only and will be subject to change as the Environmental Assessment Study proceeds and will be confirmed through field investigations during Stage 2 of the EA. 18

19 Community Existing Conditions / Base Future Conditions for Community The community in Halton Hills has a rural character, with agricultural land uses, scattered residences and built heritage features. The community along Highway 401 is becoming built-up with residential, business and light industrial lands uses. In most areas that are currently vacant, future development is planned adjacent to the highway corridor. Evaluation Criteria for Community The following criteria have been used consistently in other evaluations for this study and have been applied for assessment of the alternatives in Halton. Land Use/Community: Indian Reserves and First Nation Sacred Grounds Residential (Urban and Rural) Commercial/Industrial Tourism Operations Community Facilities/Institutions Noise Air Land Use Resources: Agriculture (see separate panel) Recreational Lands and Natural Areas of Provincial Significance Aggregate and Mines Municipal Services and Major Utility Transmission Corridors Contaminated Property Identification and Management Methodology for Community An approach to additional analysis was developed and has resulted in identification of relevant differences between the alternatives in Halton. Community features were confirmed through: Secondary source information Consultation with stakeholders and residents in the analysis area Roadside reconnaissance 19

20 Community Evaluation Outcomes for Community New Corridor Impacts and potentially divides rural community in Halton Hills Directly impacts approximately 26 to 39 residences No significant air quality impact Potentially impacts up to five tourist facilities Further 401 Widening to 12 lanes The urban character of the community already includes a major transportation corridor Directly impacts approximately 20 residences Potentially significant air quality impact for approximately 22 residences Directly impacts around 20 to 30 business properties Further 401 Widening to 14 lanes The urban character of the community already includes a major transportation corridor Directly impacts approximately 20 residences Potentially significant air quality impact for approximately 17 residences Directly impacts approximately 20 to 30 business properties, may result in 2 buildings impacted Some widening impacts to Country Heritage Park, Kelso Lake and Bruce Trail Less Preferred impacts of New Corridor on community features will be hard to mitigate in existing rural community Moderately Preferred urban, builtup community is already adjacent to Highway 401 Moderately Preferred urban, builtup community is already adjacent to Highway 401 We encourage you to talk to members of the GTA West Project Team if you have any questions and to better understand the approach and methodology in carrying out the additional analysis. Reference Table: See Detailed Analysis Table at the Reference Table 20

21 Agriculture Existing Conditions / Base Future Conditions for Agriculture Agriculture in Halton Hills south of 10 th Side Road is comprised of large cash crop and forage crop operations; small market garden plots; and scattered livestock operations (including beef, dairy, horse, sheep and goats) There are 300 to 450 ha of agricultural lands in the New Corridor alternative area and 140 to 145 ha of agricultural lands associated with the Highway 401 Widening alternatives; the majority of the agricultural lands are Canada Land Inventory Class 1 to Class 3 lands There is limited agricultural infrastructure (farm equipment dealers, grain processing facilities, stockyards) in this area Evaluation Criteria for Agriculture The following criteria have been used consistently in other evaluations for this study and have been applied for assessment of the alternatives in Halton. Evaluate potential direct and indirect impacts: Potential direct impacts: o Loss of Canada Land Inventory Class 1 to Class 3 agricultural lands for agricultural land use o Loss of agricultural facilities (barns and ancillary buildings) o Agricultural properties (fragmentation, severance, creation of irregular field shapes) o Change to the agricultural community Potential indirect impacts: o Increased noise and light infiltration o Changes to air quality Methodology for Agriculture An approach to additional analysis was developed and has resulted in identification of relevant differences between the alternatives in Halton. Collection of recent and historical data to confirm the agricultural character Review of background data sources (published reports, maps, Official Plans and aerial photography) Roadside reconnaissance surveys to identify the types and location of agricultural facilities, agricultural land use and agricultural infrastructure (equipment dealers, grain handling facilities) Agricultural community involvement o Dialogue with agricultural representatives o Request for information forms (31 collected) o Personal communication with land owners 21

22 Agriculture Evaluation Outcomes for Agriculture New Corridor Removes approximately 300 ha to 450 ha of Canada Land Inventory Class 1 to Class 3 agricultural lands Impacts horse, beef, cash crop, dairy and market garden operations Impacts agricultural land used for corn, grains, pasture/forage, soybean, nursery stock, market garden, scrubland and open fields Directly impacts about 42 to 54 agricultural properties; 13 to 19 severed agricultural properties Least Preferred net impact of New Corridor to agriculture is high Further 401 Widening to 12 lanes Removes approximately 140 ha of Canada Land Inventory Class 1 to Class 3 agricultural lands Impacts horse, beef and cash crop operations Impacts agricultural land used for corn, grains, pasture/forage, soybean, scrubland and open fields Directly impacts about 21 agricultural properties; approximately 10 severed agricultural properties Moderately Preferred widening of Highway 401 will have lower impact to agriculture Further 401 Widening to 14 lanes Removes approximately 145 ha of Canada Land Inventory Class 1 to Class 3 agricultural lands Impacts horse, beef and cash crop operations Impacts agricultural land used for corn, grains, pasture/forage, soybean, scrubland and open fields Directly impacts about 27 agricultural properties; approximately 10 severed agricultural properties Moderately Preferred widening of Highway 401 will have lower impact to agriculture We encourage you to talk to members of the GTA West Project Team if you have any questions and to better understand the approach and methodology in carrying out the additional analysis. Reference Table: See Detailed Analysis Table at the Reference Table 22

23 Cultural Environment Existing Conditions / Base Future Conditions for Cultural Environment The area of additional analysis in Halton Hills includes Scotch Block, a notable and identifiable rural area settled in the early 1800s by Scottish settlers. Several of the original homesteads remain and descendants of original settlers continue to live in the area. The analysis area of the new corridor crosses the southern half of Scotch Block (between 10 th Side Road and 5 th Side Road). First Nation artifacts have been found within the area of Scotch Block by local farmers and through archaeological studies carried out in Halton over the last several decades. Evaluation Criteria for Cultural Environment The following criteria have been used consistently in other evaluations for this study and have been applied for assessment of the alternatives in Halton. Cultural Heritage Built Heritage and Cultural Heritage Landscapes: Buildings First Nation Burial Sites Cultural Heritage Archaeology Pre-historic and Historic First Nation Sites Archaeological Sites or Resources Source: J. Dills & G. Brown, Halton s Scotch Block The People and Their Stories, The Milton Historical Society, Methodology for Cultural Environment An approach to additional analysis was developed and has resulted in identification of relevant differences between the alternatives in Halton. Cultural features were confirmed through: Secondary source information Stage 1 Archaeological Assessment and Built Heritage Assessment for GTA West Study Area Consultation with stakeholders and residents in the analysis area Roadside reconnaissance 23

24 Cultural Environment Key Findings for Cultural Environment The cultural features in the area that were considered as constraints or of heritage importance include: Cultural heritage landscape (i.e., Scotch Block) Built heritage features (i.e., Craiglea House, Boston Presbyterian Church, etc.) Cemeteries and unmarked graves/burial sites Archaeological sites (i.e., Euro-Canadian homesteads, native villages and campsites etc.) Evaluation Outcomes for Cultural Environment Boston Presbyterian Church New Corridor High potential to impact cultural heritage landscape (i.e., Scotch Block) Some potential to impact built heritage features High potential to impact archaeological resources in undisturbed areas (about 2 to 7 known sites, including native village and campsite) High potential to impact First Nation sites, possibly including unmarked cemeteries and/or burials sites Less Preferred impact on cultural landscape (Scotch Block) and high potential for archaeological resources Further 401 Widening to 12 lanes Less impact to the cultural heritage landscape in the study area (some in new alignment section) Minor potential to impact previously undisturbed areas adjacent to existing Highway 401 (about 2 known sites) Some potential to impact archaeological resources in new alignment section Potential to impact heritage farm/buildings at Highway 401/407ETR Most Preferred less impact to previously undisturbed areas along Highway 401 Further 401 Widening to 14 lanes Less impact to the cultural heritage landscape in the study area (some in new alignment section) Some potential to impact previously undisturbed areas adjacent to existing Highway 401 (about 4 known sites) Some potential to impact archaeological resources in new alignment section Potential to impact heritage farm/buildings at Highway 401/407ETR Moderately Preferred - slightly higher potential to impact previously undisturbed areas (with wider footprint) along Highway 401 We encourage you to talk to members of the GTA West Project Team if you have any questions and to better understand the approach and methodology in carrying out the additional analysis. Reference Table: See Detailed Analysis Table at the Reference Table 24

25 Natural Environment Existing Conditions / Base Future Conditions for Natural Environment The most significant and sensitive environmental features are the Niagara Escarpment and Greenbelt areas, located immediately west of the analysis area. They include many sensitive and designated features (i.e., Areas of Natural & Scientific Interest (ANSIs), Provincially Significant Wetlands (PSW) and Environmental Sensitive Areas (ESAs)). Preliminary Route Planning Study Area (March 2011) Evaluation Criteria for Natural Environment The following criteria have been used consistently in other evaluations for this study and have been applied for assessment of the alternatives in Halton. Fish and Fish Habitat: Fish habitat Fish community Terrestrial Ecosystems: Wetlands Woodlands and Other Vegetated Areas Wildlife Habitats and Movements Groundwater: Areas of Groundwater Recharge and Discharge Groundwater Source Areas and Wellhead Protection Areas Surface Water Designated Areas (i.e., ANSIs, ESAs etc.) Methodology for Natural Environment An approach to additional analysis was developed and has resulted in identification of relevant differences between the alternatives in Halton. Natural environmental features were confirmed through: Secondary source information, including updated and local information from Conservation Halton, Ministry of Natural Resources and Fisheries and Oceans Canada as well as information from other studies in analysis area Consultation with stakeholders including Conservation Halton and Niagara Escarpment Commission staff Roadside reconnaissance 25

26 Natural Environment Key Findings for Natural Environment The natural environmental features in the study area include: Fish and Fish habitat (in Sixteen Mile Creek, Middle Sixteen Mile Creek, East Sixteen Mile Creek and numerous tributaries) Terrestrial Ecosystems (North Mansewood Locally Significant Wetland (LSW), Chudleigh Swamp LSW, Milton Heights LSW and East Oakville LSW, Levi Creek Provincially Significant Wetland, woodlands, wildlife) Surface Water (including stormwater runoff) Designated areas (i.e. Greenbelt and Niagara Escarpment) Evaluation Outcomes for Natural Environment Impacts about 27 to 32 watercourse crossings New Corridor Potentially impacts one Provincially Significant Wetland and about two unevaluated/locally significant wetlands Has potential to act as a barrier to elements of the natural ecosystem including wildlife movement, etc. Will accommodate natural design features for stormwater management New Greenbelt crossing at Middle Sixteen Mile Creek Less Preferred New Corridor potentially acts as barrier to natural environment, impacts some unevaluated/ locally significant wetlands and results in a new crossing of Greenbelt at Middle Sixteen Mile Creek Further 401 Widening to 12 lanes Impacts about 37 watercourse crossings Potentially impacts one Provincially Significant Wetland and one locally significant wetland The new north-south section has potential to act as barrier to elements of the natural ecosystem including wildlife movement, etc. Difficult to accommodate natural design features for stormwater management No new crossings of Greenbelt Most Preferred - impacts along existing Highway 401 can largely be mitigated, but new corridor section still results in some potential barrier impacts Further 401 Widening to 14 lanes Impacts about 39 watercourse crossings Impacts to parallel watercourses will be difficult to mitigate Potentially impacts one Provincially Significant Wetland and one unevaluated/locally significant wetland The new north-south section has potential to act as barrier to elements of the natural ecosystem including wildlife movement, etc. Will not accommodate natural design features for stormwater management will require pipes and pumps No new crossings of Greenbelt Moderately Preferred - the built-up areas adjacent to Highway 401 make it difficult to mitigate impacts to watercourses (fisheries, etc.) and difficult to manage stormwater/surface water using natural design features We encourage you to talk to members of the GTA West Project Team if you have any questions and to better understand the approach and methodology in carrying out the additional analysis. Reference Table: See Detailed Analysis Table at the Reference Table 26

27 Land Use Planning Existing Conditions / Base Future Conditions for Land Use Planning Existing Land Use Employment areas building out adjacent to Highway 401 Rural Residential and Agricultural uses in rural areas Future Land Use Agricultural/Rural Areas to be protected Employment uses next to Highway 401 to expand Evaluation Criteria for Land Use Planning The following criteria have been used consistently in other evaluations for this study and have been applied for assessment of the alternatives in Halton. Land Use Planning Policies Provincial / Federal land use planning / goals / objectives o Provincial Policy Statement o Growth Plan for Greater Golden Horseshoe Municipal land use planning policies / goals / objectives o Halton Region Official Plan o Town of Milton Official Plan o Town of Halton Hills Official Plan o Future Land Use Pattern and Employment Lands Land Use / Community Residential (Urban and Rural) Commercial / Industrial Methodology for Land Use Planning An approach to additional analysis was developed and has resulted in identification of relevant differences between the alternatives in Halton. GIS mapping and analysis for representative routes for the new corridor Review of land use impacts by specific use of land Assess quantitative impacts associated with each alternative Assess impacts in relation to approved and proposed Provincial, Regional and local policy 27

28 Land Use Planning Evaluation Outcomes for Land Use Planning New Corridor Meets the needs to support economic growth in the Greater Golden Horseshoe New Corridor is not compatible with Sustainable Halton Directly impacts about 26 to 39 residences Five tourist facilities could be impacted Impacts about 40 to 50 ha of future employment lands A new long-term development pattern could emerge Further 401 Widening to 12 lanes Meets the needs to support economic growth in the Greater Golden Horseshoe up to but not beyond 2031 Directly impacts about 20 residences Directly impacts about 20 to 30 business properties but no complete removal Impacts about 60 to 90 ha of future employment lands, but could relocate Long-term development pattern is preserved Further 401 Widening to 14 lanes Meets the needs to support economic growth in the Greater Golden Horseshoe beyond 2031 Directly impacts about 20 residences Directly impacts about 20 to 30 business properties some complete removal Boston Church Road closed Potentially removes about 60 to 90 ha of future employment lands, but could relocate Long-term development pattern is preserved Less Preferred impact to existing land uses would be difficult to mitigate and could impact long-term retention of agricultural land uses Moderately Preferred makes use of existing infrastructure and provides infrastructure needs to Impacts adjacent employment uses Moderately Preferred makes use of existing infrastructure and provides infrastructure needs beyond Impacts adjacent employment uses We encourage you to talk to members of the GTA West Project Team if you have any questions and to better understand the approach and methodology in carrying out the additional analysis. Reference Table: See Detailed Analysis Table at the Reference Table 28

29 Transportation Existing Conditions / Base Future Conditions for Transportation Within the focus area of additional analysis, Highway 401 is the only existing east-west provincial facility. Other regional and major local facilities in the area include east-west roads such as 10 th Side Road and 5 th Side Road; north-south roads such as Winston Churchill Boulevard, Tenth Line, Ninth Line, Eighth Line, Trafalgar Road, Sixth Line, Fifth Line, Fourth Line, Third Line and Regional Road 25. GTA West Corridor Study recommendations will build on the recommended improvements identified in the two Highway 401 Environmental Assessment / Preliminary Design Studies (presented below), and in the future will follow approvals under the Class EA for Provincial Transportation Facilities. Highway 401 from west of Regional Road 25 to east of Trafalgar Road Study Area Highway 401 from east of Trafalgar Road to the Credit River Study Area Evaluation Criteria for Transportation The following criteria have been applied for assessment of the alternatives in Halton. Percentage of Total Network at Good Level of Service Percentage of Highway 401 at Good Level of Service Network Delay Passenger Vehicles Network Delay Commercial Vehicles Methodology for Transportation Percentage of Local Network Travel at Good Level of Service Inter-Regional Trips Using Local Roads Annual Delays Due to Incidents / Closures Annual Estimated Collisions Assessments of transportation performance for the New Corridor alternative and Highway 401 Widening alternatives within the area are bounded by Tremaine Road to the west, Winston Churchill to the east, Highway 7 to the north, Derry Road to the south. Assessment of capacity available to accommodate demand by 2031 Sensitivity analysis of residual capacity to address potential range of demand beyond 2031 Travel demand forecasts updated with revised commercial vehicle forecasts from Ministry of Transportation Quantifying benefits of corridor redundancy Assessment of safety benefits of various alternatives 29

30 Transportation Approach to Additional Analysis for Transportation The proposed GTA West corridor connection to Highway 401/407ETR would add additional transportation demand on Highway 401 where the planned 10/12 lane would be near capacity by # lanes 10 + HOV 10 + HOV 1.11 PM v/c ratio HOV LOS A-C v/c < 0.80 LOS D -E v/c > 0.80 < 1.00 LOS F v/c > HOV Source: Draft Area Transportation System Problems & Opportunities Report (July 2009) Source: Draft Transportation Development Strategy Report (February 2011) An approach to additional analysis was developed and has resulted in identification of relevant differences between the alternatives in Halton. The base forecasts of travel demand are conservative and assume: Full implementation of Metrolinx RTP 25-year transit plan by 2031 No increase in transit fares * to 2031 A doubling of auto operating costs * by % increase in non-residential parking costs * by 2031 Introduction of new parking costs in all Urban Growth Centres, nodes/corridors, and major employment nodes by 2031 Optimization of transportation network and expansion of non-roadway infrastructure could further reduce auto demands by 4%, and long distance truck demands by 10% by 2031 * excludes inflation In addition to the base forecasts, there are other factors that could increase traffic on Highway 401: Summer traffic in the study area is typically 11% higher than average weekday traffic Potential Niagara to GTA (NGTA) Corridor connection to Highway 401 (NGTA study is ongoing and a connection to Highway 401 west of the escarpment is an alternative under consideration) Expected reduction in demand from non-roadway infrastructure and existing transportation network optimization may not fully occur by 2031 Therefore to provide comparable system capacity to the New Corridor alternative, a Highway lane Widening alternative was also included in the evaluation. Widening New Corridor Hwy 401 Demand (PM Peak Hour) Hwy 401 Demand (PM Peak Hour) 30

31 Transportation Key Findings: How do Further Highway 401 Widening and New Corridor Alternatives Impact Travel in the Study Area? The New Corridor and 14-lane Widening alternatives are comparable in providing the highest percentage of the overall network operating at good level of service. The New Corridor and 14-lane Widening alternatives are comparable in providing the highest percentage of the Highway 401 travel operating at good level of service. How do Further Highway 401 Widening and New Corridor Alternatives Impact People and Goods Movement? The New Corridor and 14-lane Widening alternatives provide the lowest amounts of auto delays. The New Corridor and 14-lane Widening alternatives provide the lowest amounts of truck delays. How do Further Highway 401 Widening and New Corridor Alternatives Impact Local Roadway Network Travel? Inter Regional Trips Using Local Roads The New Corridor and 14-lane Widening alternatives provide the highest percentage of the local network operating at good level of service. The New Corridor is comparable to the Highway 401 widening alternatives in providing the lowest amount of interregional auto and truck traffic using local roads. 31

32 Transportation Transportation System Redundancy is Important to Consider Provides choices for travellers and shippers Alternative travel modes for commuters transit and auto Alternative travel modes for shippers rail and trucks Alternative routes in the transportation network Advantages of alternate routes in the transportation network: Travellers can avoid congestion or delays resulting from incidents, construction / maintenance May reduce impacts on local road network by providing alternative provincial corridors Benefits shipping industry by reducing costs of shipping, improves competitiveness and increase reliability Base 12 lane Highway lane Highway 401 New Corridor How are these estimated? Reviewed historical data for closures due to incidents on other highways in the GTA Used travel demand model to estimate delays due to closures How are these estimated? Using collision prediction models for different types of facilities based on data from across North America Base 12 lane Highway lane Highway 401 New Corridor Evaluation and Outcomes for Transportation New Corridor Best overall network performance; Better performance on Highway 401 Performs the best in terms of capacity to accommodate higher demands Provides the longest residual capacity with 4-lane New Corridor (provides sufficient capacity until ) Lowest amount of auto and truck delay Lowest amount of inter-regional auto and truck traffic using local roads Reduces annual estimated delays due to incidents by 25% compared to base Reduces overall network collisions by 2% compared to base conditions lowest increase in severe collisions Most Preferred Provides the best overall network performance Further 401 Widening to 12 lanes Worst overall network performance; Highway 401 performance is also worst Provides no capacity to accommodate higher than base demands Highest amount of auto and truck delay Highest amount of inter-regional auto and truck traffic using local roads Reduces annual delays due to incidents by 3% Increases overall network collisions by 1% compared to base conditions Less Preferred Provides much less overall network performance Further 401 Widening to 14 lanes Better overall network performance; Best performance on Highway 401 Performs reasonably well in terms of capacity to accommodate higher demands - no flexibility to address deficiencies east of James Snow Parkway Widening to 14 lanes provides similar results to the east of Regional Road 25 but not to the same extent as the new corridor Provides the second lowest amount of auto and truck delay Provides the second lowest amount of inter-regional auto and truck traffic using local roads Increases annual delays due to incidents by 7% compared to base Increases overall network collisions by 1% compared to base conditions Moderately Preferred Provides best Highway 401 performance, but with limited redundancy and less overall network performance. 32

33 Economy Existing Conditions / Base Future Conditions for Economy Existing traffic congestion contributes to: Long commute times Inefficient and unreliable goods movement Improved Transportation System would: Reduce costs through: Travel time savings Economic efficiencies Reliability in goods movement Improve economic competitiveness Evaluation Criteria for Economy The following criteria have been applied for assessment of the alternatives in Halton. Direct User Impacts Indirect Impacts Construction Impacts Travel Time Vehicle Operating Costs Accidents & Injury Redundancy Land Value Uplift Economic Productivity Area Desirability Land Assembly Cost Employment Economic Output Construction Delays Industry/ Agriculture/ Tourism Impacts Connectivity & Linkages to Industry Lost Output from Farming Tourism Connectivity Methodology for Economy An approach to additional analysis was developed and has resulted in identification of relevant differences between the alternatives in Halton: Qualitative assessment of indirect impacts and direct impacts on connectivity and linkages Quantitative analysis of user impacts based on traffic modelling data and economic values for travel time, vehicle operating costs and accident incidents Quantitative analysis of property assembly costs based on land use data and property value ranges based on MLS asking price data in the study area Quantitative analysis of employment and economic output based on estimated construction costs using the Statistics Canada Input-Output model Analysis of lost farm output from impacted agricultural lands, using cropping pattern for Halton Region and average revenue data from Ontario Ministry of Agriculture, Food and Rural Affairs 33

34 Economy Key Findings for Economy New Corridor: Provides system redundancy - an alternate route for travel thereby minimizing time lost due to incidents and closures Higher impact on agricultural zoned lands Lowest amount of travel delay as compared to the widening alternatives Highway lane Widening: Lowest impact on agricultural zoned lands Accessibility to established commercial and industrial areas Highway lane Widening: Highest impact to commercial and industrial lands Impact to existing commercial structures Highest economic output and job creation New Corridor - better access to businesses - north of Highway 401 Highest impact from congestion delays during construction Both New Corridor and Highway 401 Widening alternatives provide connection to employment areas south of Georgetown & Halton Hills Highway 401 Widening -improved access to Employment Areas - Winston Churchill Boulevard, west of 407ETR. Cost of Travel Time Delay (Annual) $millions Cost of Travel Time Delay due to Incidence $millions New Corridor Widening 401 (12 lane) Widening 401 (14 lane) - New Corridor Widening 401 (12 lane) Widening 401 (14 lane) For automobiles For trucks For automobiles For trucks TRAVEL TIME (ANNUAL) Highest impact from travel time delay under Further Highway 401 Widening to 12 lanes TRAVEL TIME (INCIDENCE) Highest benefit from network redundancy with New Corridor Cost of Travel Time Delay due to Construction $millions New Corridor Widening 401 (12 lane) Widening 401 (14 lane) For automobiles For trucks CONSTRUCTION DELAY: TRAVEL TIME Highest impact on travel time due to congestion during construction of Further Highway 401 Widening to 14 lanes 34

35 Economy Property Assembly Costs $ millions Economic Output Based on Construction Spending 0 Low High Low High Low High New Corridor (Fwy) Widening (12 Lanes) Widening (14 Lanes) Agriculture Trade (Commercial/industrial) PROPERTY ASSEMBLY COSTS Further Highway 401 Widening to 12 lanes has the lowest impact on agricultural zoned lands CONSTRUCTION SPENDING Further Highway 401 Widening to 14 lanes has the highest economic output as a result of highest estimated construction costs Number of jobs Evaluation Outcomes for Economy New Corridor Better support of regional economy through network redundancy Lower impact to existing commercial & industrial properties Higher travel time savings Lower vehicle operating costs Supports tourism Alignment primarily impacts agricultural areas, higher impact on property zoned under agriculture Moderately Preferred greater travel time savings, supports business & tourism sector, promotes economic development, but higher impact to agriculture sector EFFECTS OF CONSTRUCTION SPENDING EMPLOYMENT More jobs created under Further Highway 401 Widening to 14 lanes due to highest estimated construction activities Further 401 Widening to 12 lanes Incident delays impact the competitiveness of the economy Higher impact to existing commercial and industrial properties Lower travel time savings Supports tourism Alignment primarily impacts commercial areas, lower impact on property zoned under agriculture Lower impact on revenue from agriculture Less Preferred no alternate corridor for minimizing congestion delays, and incidence occurrence delays, impacts the competitiveness of the regional economy Further 401 Widening to 14 lanes Incident delays are the worst Higher impact to existing commercial and industrial properties Greater output and number of jobs created - construction Lower travel time savings Supports tourism Alignment primarily impacts commercial areas, lower impact on property zoned under agriculture Lower impact on revenue from agriculture Least Preferred - no alternate corridor for minimizing congestion delays, and incidence occurrence delays, impacts the competitiveness of the regional economy. Higher impact to existing businesses along Highway 401 We encourage you to talk to members of the GTA West Project Team if you have any questions and to better understand the approach and methodology in carrying out the additional analysis. Reference Table: See Detailed Analysis Table at the Reference Table 35

36 Road Design / Constructability / Cost Existing Conditions / Base Future Conditions for Road Design / Constructability / Cost Existing Highway 401 is a 6-lane freeway with median concrete barrier through Milton. Interchanges are located at 407ETR, Trafalgar Road, James Snow Parkway and Regional Road 25. Grade separations are located at Ninth Line, Sixth Line, Fifth Line, Steeles Avenue and CN Rail. The average right-of-way width is 90 m, with additional property at interchanges and areas of high fill. The highway is drained by a median storm sewer and drainage ditches. Stormwater management ponds are located at the 407ETR interchange. Existing Conditions: Cross-section of Highway 401 through Milton Future Planned Conditions for Widening to 12 Lanes 407ETR to James Snow Parkway per recommendations in current Highway 401 EA: (Photo Rendering) Highway 401 Environmental Assessment / Preliminary Design Study Recommendations from the ongoing Highway 401 Environmental Assessment / Preliminary Design Study from west of Trafalgar Road to east of Regional Road 25, include widening Highway 401 from 6 to 12 lanes between the 407ETR and James Snow Parkway, and from 6 to 10 lanes between James Snow Parkway and Regional Road 25. The recommendations also include replacement of bridges at Trafalgar Road, Sixth Line and Regional Road 25, reconfiguration of interchanges at Trafalgar Road and Regional Road 25 and widening of existing bridges at Sixth Line, Fifth Line, Steeles Avenue, CN Rail and various watercourse crossings. Completion of this work forms the basis of the additional analysis of the GTA West Study. Evaluation Criteria for Road Design / Constructability / Cost The following criteria have been used consistently in other evaluations for this study and have been applied for assessment of the alternatives in Halton. Highway and Interchange Geometrics Impacts to Existing Infrastructure (i.e., bridges, stormwater management facilities etc.) Impacts to Municipal Side Roads or Service Roads Retaining Wall Requirement to Minimize Property Impact Compatibility with Adjacent MTO Studies Flexibility to Accommodate Future Expansion 36

37 Road Design / Constructability / Cost Methodology for Road Design / Constructability / Cost An approach to additional analysis was developed and has resulted in identification of relevant differences between the alternatives in Halton. Preliminary layouts for Highway 401 Widening to 12 and 14 lanes as well as the New Corridor were identified in accordance with MTO Geometric Design Standards All highway widening requirements identified as part of the 12 and 14 lane widening alternatives are over and above what is currently being planned by MTO in the ongoing Highway 401 Environmental Assessment / Preliminary Design Study (See previous display) The Highway 401 Widening alternatives included assessment of impacts to bridges, interchanges, adjacent service roads, and drainage systems Locations where future grading limits would impact buildings, parking areas and fire routes were mitigated by introducing retaining walls All requirements were costed based on unit pricing for similar freeway widening expansion projects in the Greater Toronto Area Two partial move interchanges have been assessed at Highway 401 as part of the New Corridor alternative West of Tremaine Road At Highway 401 / 407ETR Interchange A complex full movement interchange was assessed at Highway 401 / 407ETR as part of the Further Highway 401 Widening alternatives At Highway 401 / 407ETR Interchange (Freeway to Freeway ramps only are shown) 37

38 Road Design / Constructability / Cost Key Findings for Road Design / Constructability / Cost New Corridor A new transportation corridor provides flexibility to incorporate features such as a dedicated transitway or truck lanes. It also provides flexibility for providing additional lanes in the median in the future if needed. 4 LANES WITH PROVISION FOR FUTURE HOV LANES AND PRIORITY TRUCK FEATURES Highway 401 Widening Property constraints through the built-up area of Milton include retail, commercial, stormwater management ponds and service roads. One of the constraints is the Steeles Avenue bridge over Highway 401 which if replaced, could impact adjacent properties / businesses. Typical Cross Section of Highway Lane Core / Collector System with HOV Lanes Retaining wall is a mitigation measure to minimize displacement of buildings, service roads and stormwater management ponds in some areas where sloped fills will have significant impacts. Challenges associated with constructing retaining walls are: High retaining walls more than 10 m require complex construction techniques and will require temporary staging areas and potential closure of Highway 401 lanes to construct Stormwater management opportunities are reduced since stormwater will be piped instead of filtered in grassed ditches Retaining walls designed to accommodate a 12-lane widening limits the opportunity for future widening 38

39 Road Design / Constructability / Cost Challenges for Road Design / Constructability Geometric and Construction Challenges Highway 401 Widening Some existing bridges will have to be replaced to accommodate a wider Highway 401 Staging and detours of lanes along Highway 401 and municipal roads will be required to: Widen Highway 401 Replace bridges over Highway 401 Reconfigure interchanges Construct retaining walls Some temporary lane closures along Highway 401, ramps and municipal roads may be required Estimated duration of construction is 4-5 years Highway 401 / 407ETR Interchange Geometric and Construction Challenges The following challenges are associated with introducing a new GTA West connection at the existing Highway 401 / 407ETR interchange: Avoid conflicts with existing ramps to/from 407ETR and Trafalgar Road Minimize duration of ramp closures Minimize construction in floodplain of watercourse Minimize impacts to approved and proposed development Estimated duration of construction is 5 years We encourage you to talk to members of the GTA West Project Team if you have any questions and to better understand the approach and methodology in carrying out the additional analysis. Reference Table: See Detailed Analysis Table at the Reference Table 39

40 Road Design / Constructability / Cost Evaluation Outcomes for Road Design / Constructability New Corridor Allows more flexibility to meet MTO Design Standards while minimizing impacts to existing infrastructure and municipal side roads Includes two partial interchanges on Highway 401 Provides maximum flexibility for future expansion Flexibility to include HOV lanes, dedicated truck lanes, and dedicated transitway Most Preferred allows use of higher MTO Design Standards. Maximum flexibility for future expansion Further 401 Widening to 12 lanes Geometrics will need to be reduced to be compatible with existing infrastructure (buildings, roadways, ramps) One complex freeway interchange needed at 407ETR to provide all ramp movements Requires about 2.5 km of retaining walls to avoid impacts to service roads, stormwater management ponds, buildings, parking/fire routes etc. Requires about 6 bridge replacements Limited flexibility for future expansion Less Preferred geometrics will need to be reduced, complex interchange at 407ETR, limited flexibility for future expansion Further 401 Widening to 14 lanes Geometrics will need to be reduced to be compatible with existing infrastructure (buildings, roadways, ramps) One complex freeway interchange needed at 407ETR to provide all ramp movements Requires multiple transfers between core & collector lanes Requires about 5 km of retaining walls to minimize impacts, however still results in realignment of about 1.4 km of Service Roads, impacts to about 2 stormwater management ponds, about 2 building displacements and about 9 parking/fire route & 1 commuter lot Requires about 11 bridge replacements Limited flexibility for future expansion Least Preferred geometrics will need to be reduced, requires extensive retaining walls, complex interchange at 407ETR, limited flexibility for future expansion Evaluation Outcomes for Cost New Corridor Can be built off-line with minimal impacts to traffic on existing Highway 401 and interchanges Minimal staging and detour impacts (at crossing roads) Estimated construction cost $510M to $560M Estimated property cost $99M to $138M Moderately Preferred can be built off-line Further 401 Widening to 12 lanes Moderate complications associated with construction adjacent to live traffic on Highway 401 through built-up areas Staging and detour impacts at 4 crossing roads during bridge replacement Moderate construction staging and duration of construction impacts associated with retaining wall construction along Highway 401 High staging and ramp reconstruction and closures at the Highway 401/407ETR interchange Estimated construction cost $440M Estimated property cost $76M to $112M Most Preferred moderate complication associated with construction. Less costly compared to new corridor Further 401 Widening to 14 lanes High complications associated with construction adjacent to live traffic on Highway 401 through built-up areas Staging and detour impacts at 6 crossing roads during bridge replacement High construction staging and duration of construction impacts associated with retaining wall construction along Highway 401 (including in-water work for retaining wall at Kelso Lake) High staging and ramp reconstruction and closures at the Highway 401/407ETR interchange Estimated construction cost $710M Estimated property cost $98M to $145M Least Preferred high complication associated with construction. Highest estimated cost 40

41 Following PIC #5 The Project Team will review the comments received from stakeholders and members of the public regarding the Updated Transportation Development Strategy presented at PIC #5. The Updated Transportation Development Strategy Report will be prepared to document the consideration of alternatives in the Halton area and the identification of the Recommended Transportation Development Strategy. This document will be made available for stakeholder and public review tentatively in Fall Process for Pursuing this Strategy Implementation of the Strategy would require actions from all sectors involved in delivering transportation services and programs Individual Environmental Assessment WE ARE HERE EA Terms of Reference Transportation EA Stage 1 Development Strategy EA Stage 2 Class EA for Design Construction System Planning (e.g. roads, transit, rail, marine, air) Alternative Methods (e.g. route location for new provincial highways/transitways) MOE Review/ Approval Alternatives to be pursued by other jurisdictions Future MTO studies / initiatives MOE Review/ Approval Transportation Development Strategy MTO will pursue the recommendations of the Strategy for new transportation corridors and improvements to existing provincial highways The new GTA West Corridor (from Highway 400 to Highway 401/407ETR) will be pursued as Stage 2 of the current Individual GTA West EA Study for Route Planning and Preliminary Design The proposed widening of various 400-series highways in the Updated Transportation Development Strategy will be pursued through separate Class Environmental Assessment (Class EA) studies. Timing of these Class EA studies are to be determined Elements outside MTO s jurisdiction will be presented to appropriate agencies or jurisdictions for further review and action, along with the GTA West Study findings The Ministry of Transportation is committed to making better use of existing transportation infrastructure and encouraging a transit first investment strategy. It is important to know that the planning for a new transportation corridor takes many years. MTO will work to support Metrolinx, GO Transit and other local municipalities in implementing transit initiatives and other non-road infrastructure while planning for the future transportation corridor. 41

42 Following PIC #5 Consultation Framework Get Involved Following this Public Information Centre, the Project Team will consider input and respond to questions and comments received Your comments are encouraged at any time during the Study. Public comments serve to inform the decision making process. All written comments received by , letter, comment sheet or fax will receive a written response Interested persons may contact the Project Team regarding issues of concern at any time during the Study. Opportunities for comment and study information are available on the project website Please visit our website at: What s available on the website? Consultation and Outreach Download Public Information Centre material Maps and Reports Download maps and reports More reports will be added as the Study progresses Contact Us Let us know your comments, or add your name to the study contact list Comment Sheet or project_team@gta-west.com or Comments and information regarding this Study are being collected to assist the Ministry of Transportation (MTO) in meeting the requirements of the Ontario Environmental Assessment (EA) Act. This material will be maintained on file for use during the Study and may be included in study documentation. Information will be collected in accordance with the Freedom of Information and Protection of Privacy Act, solely for the purpose of conducting this EA. With the exception of personal information, all comments will become part of the public record. You are encouraged to contact the MTO Project Team if you have any questions or concerns regarding the above information. 42

43 Niagara to GTA Corridor Study Coordination with Niagara to GTA Corridor Study The two original study areas are shown on the map. Highway 401 is the common boundary between the two studies. These two corridor studies have been closely coordinated recognizing that their purposes are distinct and separate, and each is intended to address different sets of transportation problems and opportunities. The new corridor recommended in the draft GTA West Strategy will have a connection point to Highway 401 along the Peel-Halton Boundary at Highway 401/407ETR interchange. A linkage to the Niagara to GTA (NGTA) corridor could therefore be provided through this connection. There has been a high level of coordination between these two studies, for example: Both studies use the same baseline data (land use, Greater Golden Horseshoe networks), assumptions, and methodology for demand forecasting Both studies apply the same process, factors, and criteria for the generation, assessment and evaluation of alternatives The GTA West Study process allows for the incorporation of any particular alternative considered in the NGTA Study and vice versa Both studies are being undertaken by the same MTO office and same consultant consortium For information regarding the NGTA Study, please go to their study website: 43