APPENDIX A — TECHNICAL REPORT
Niagara GO Rail ServiceExpansion Study
Track and Station Site Consideration
April 8, 2015
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Table of Contents: Page
Table of Contents: .......................................................................................................... i
List of Figures: .............................................................................................................. ii
Appendices: ................................................................................................................... ii
Executive Summary ...................................................................................................... 1
1 Introduction ......................................................................................................... 3
2 Niagara Region’s Inter-Municipal Transit Service Plan ................................... 3
3 Scope of Current Study ..................................................................................... 4
4 Current Study Assumptions .............................................................................. 5
4.1 Hamilton Junction ...................................................................................... 5 4.2 James Street North GO Station ................................................................. 5 4.3 Confederation GO Station .......................................................................... 6 4.4 Centennial Parkway Grade Separation ...................................................... 6 4.5 Lewis Road Layover .................................................................................. 6
5 Train Operations and Track Improvements ...................................................... 7 5.1 Existing Line Schedule............................................................................... 7 5.2 Proposed GO Train Service to Niagara ..................................................... 8
6 Updated Ridership ............................................................................................ 11
7 Station Requirements ...................................................................................... 12 7.1 Proposed Grimsby (Casablanca) Station ................................................. 13
7.1.1 Proposed Station Development Concept Option 1: Southwest Corner of Casablanca Boulevard and South Service Road ..................... 15 7.1.2 Proposed Station Development Concept Option 2: On South Service Road East of Casablanca Boulevard .......................................... 16
7.2 Proposed St. Catharines Station .............................................................. 17 7.3 Proposed Niagara Falls Station ............................................................... 19
8 Review of Project Costs and Schedule to Opening Day ............................... 20
9 Implementation Strategy .................................................................................. 22
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List of Figures:
Figure 1: Niagara Region’s Ten Year Inter-Municipal Transit Service Concept .............. 4 Figure 2: Existing Freight and Passenger Train Schedules ............................................. 7 Figure 3: Time-Distance Diagram for Existing Line Usage .............................................. 8 Figure 4: Time-Distance Chart for Proposed All-Day GO Train Service to Niagara Region ........................................................................................................................... 10 Figure 5: Grimsby (Casablanca) GO Station Site Alternatives ...................................... 14 Figure 6: Proposed Grimsby Station Option 1: Near Casablanca Boulevard ................ 15 Figure 7: Proposed Grimsby Station Option 2: East of Casablanca Boulevard ............. 17 Figure 8: Proposed St. Catharines Station .................................................................... 18 Figure 9: Proposed Niagara Falls Station ...................................................................... 20 Figure 10: Implementation Schedule ............................................................................. 22
Appendices: A1: Niagara Region Report to Public Works Committee PW 92-2014, dated
September 2. 2014: Inter-Municipal Transit: Guiding Principles and Future Service Delivery
A2: October 20, 2014 Letter from St. Lawrence Seaway Management Corporation A3: Station Site Development Cost Estimates A4: Niagara Region GO Rail Expansion Study – Ridership Forecasts. File: 1515004-Report-Track and Station Site Considerations-KR-2015-04-08
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Executive Summary
The Region of Niagara is pursuing a plan to bring weekday, two-way GO train service from the new James North GO station in Hamilton to Niagara Region, with stops in Grimsby, St. Catharines and Niagara Falls. In 2011, GO Transit completed an environmental assessment for the extension of the Lakeshore West GO train service into Niagara Region. The approved EA involved preliminary consultations with CN and the St. Lawrence Seaway Authority and identified several significant constraints to extending GO train service to Niagara Region.
This study revisits the prior recommendations and presents an alternative opening day scenario that would not only require smaller capital expenditure, but would also respond to the most significant constraints brought forward in the EA study. The current opening day scenario would include the following elements:
A GO Train service for travel between Hamilton and Niagara Region, separate from the Lakeshore West GO service, but which would interface with it at James North Station;
Reduced track improvements in comparison to the EA plan, but include sufficient track work that responds to prior concerns and to provide the necessary operational flexibility for opening day service; and
A new station at Grimsby (Casablanca) and upgrades at the existing St. Catharines and Niagara Falls VIA Rail/GO Stations to support the all-day service.
The opening-day service would be comprised of two five-car trains operating between Niagara Falls and James North Station in Hamilton during morning and afternoon peaks to provide direct transfers with the two Lakeshore West trains stopping at James North Station. One train would reverse to provide the continuous all-day service, while the other would layover at James North Station or at Lewis Road during the day, depending on track availability. A total of seven two-way trips would occur each day (14 train movements in total), and both trains would layover on new sidings built as part of the Niagara Falls Station at night.
The past EA study identified the following major operational issues:
GO Train delays at the rail bridge crossing of the Welland Canal as a result of train/ship schedule conflicts;
Potential delays that could occur to freight train movements between Hamilton and New York State, in particular those occurring due to conflicts on the 10 mile section of single track in the Grimsby area; and
Potential interference to the GO Lakeshore West service schedule.
This study recommends an opening-day strategy that will largely mitigate these primary barriers to initiating GO train service to Niagara Region by separating the service from the Lakeshore West service to provide operational and scheduling flexibility, and to avoid having delays on one service impacting the other.
The Region has been working closely with the St. Lawrence Seaway Management Corporation (SLSMC) to resolve conflicts between trains and shipping movements through the Canal, and constructive progress is being made toward minimizing the potential for delays. In the meantime, a train scheduling solution is proposed in this study
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to provide service tolerance for delays at the Canal: the train schedule has 20 minutes built into each run to and from Niagara Falls, representing the typical delay that would result from a conflict with shipping. The result is that a one-way trip would be scheduled for approximately 75 minutes.
A review of existing freight and passenger train schedules indicates that train conflicts in the single track territory in Grimsby could be avoided by developing schedules for the GO service around the existing freight train movements. This would avoid the need to build 10 miles of second track in the single track section in the Grimsby area. Instead, construction of a 3-mile siding is proposed in this area to allow operating flexibility recognizing that some trains will occasionally be off-schedule.
The schedule options and the resultant infrastructure expansion requirements need to be reviewed and confirmed by CN Rail.
The existing St. Catharines and Niagara Falls VIA Stations were previously modified to support GO’s seasonal train service from Toronto Union Station (that is planned to continue). This study recommends further enhancement of these sites, and construction of the new Grimsby (Casablanca) Station as part of implementation of all-day service. The stations would be built or up-graded in accordance with GO Transit standards for new train stations, and would only include fully accessible facilities; new platforms, parking, bus terminals, grade-separated pedestrian accesses and bicycle lockers are proposed at the stations.
Other station sites and features recommended in the Environmental Study Report would be developed in the future when warranted.
Order-of-magnitude cost estimates for the work proposed under the current study indicate approximately $40 million for station developments and an additional $80 million for track modifications. On an aggressive timeline, it is estimated that approximately 2 years will be required to implement the service, including procurement, design, permitting/ approvals and construction.
Options exist for either the use of existing GO rolling stock (locomotives and bi-level coaches) or the procurement of used or new equipment by GO.
Including provisions for rolling stock, the project cost estimate is between $130 and $150 million.
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1 Introduction
The Regional Municipality of Niagara and its constituent municipalities are unified in their desire to bring all-day GO Rail service to Niagara Region in the near term. All-day service would be distinct from the seasonal weekend service between Toronto Union Station and Niagara Falls that is planned to continue.
This study builds upon Niagara Region’s prior Business Case study (October 23, 2014, HMM) and GO Transit’s Approved ESR (Niagara Rail Service Extension Environmental Study Report, April 2011, R. J. Burnside & Associates, Ltd.) to update and align the recommendations to current thinking regarding train operations within the corridor. This report serves to update and define the minimum opening day technical requirements as the basis for estimating the cost of implementing the service at the earliest opportunity.
The initial scope of work outlined in this report is not necessarily definitive as more complete studies of the technical issues will be required by Metrolinx, in consultation with all stakeholder agencies, in order to fully and accurately define the minimum opening day needs. Most notably, the railway modifications identified herein have not been developed in consultation with CN beyond consultation carried out as part of the prior studies. The scope of work for opening day shown here is intended to be representative based on understanding of other work being carried out by Metrolinx and an assessment of the known conditions and operations.
2 Niagara Region’s Inter-Municipal Transit Service Plan
In September 2014, Niagara Region obtained endorsement from its Public Works Committee for Inter-Municipal Transit plans. The accepted report identified the guiding principles and proposed future service plan for transit service expansion throughout the Region. One of the main guiding principles of that report was enhanced service to existing and future GO service connection points.
The following is an excerpt from the council report relevant to the current study1:
From meetings with municipal officials and input from the public, it became clear that GO Transit, and the call for GO rail service by summer 2015, is a unifying goal across communities. To support this goal, staff are proposing short-term improvements to the current inter-municipal transit routes that will support GO advocacy efforts and improve access to GO for as many residents as possible. These changes are identified under Appendix 2 and recommended for implementation in September 2015 (when current funding agreements expire). The public would have an to provide feedback and suggestions on these routes during public information centres this fall, and final approval would be contingent on approval of the 2015 budget by the incoming Council.
Figure 1 is adapted from the committee report showing the planned inter-municipal transit routes. In Niagara Falls, the plan currently has the main transfer point between inter-municipal routes and local Niagara Falls Transit occurring at the Morrison Street Transit Terminal (Target Plaza). Once All-day GO Train Service to Niagara Region is
1 Niagara Region: Report to Public Works Committee PW92-2014, September 2, 2014, included as Appendix 1 in it its entirety.
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operating, inter-municipal and local routes will be modified as required to provide complementary service to all the GO Stations along the corridor.
Figure 1: Niagara Region’s Ten Year Inter-Municipal Transit Service Concept
3 Scope of Current Study
The scope of the current study includes the following main activities:
A review of operating plans and schedules based on current and proposed rail operations in the corridor for both peak period and off peak services;
Development of ridership forecasts; and
Identification of rail corridor improvement and station development plans, based on the proposed operating strategy and ridership forecasts.
o Corridor improvements include upgrade to existing track / signals to support the operating plan or additional infrastructure to enable trains to pass at new locations along the corridor.
o Station plans are based on staged development to support the initial operations and protect for future expansion as ridership grows, including storage of trains. Station area plans also reflect
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integration with existing and proposed local transit routes to and from the station.
Generation of updated budgetary cost estimates based on the recommended plan and reflecting both the capital expenditure to initiate service as well as the operating costs to provide the proposed level of service.
4 Current Study Assumptions
The following are the key strategic assumptions that guide the development of the opening-day plan for all-day GO Rail service to Niagara Region:
1. To the extent possible, the service will utilize the existing CN rail infrastructure, modified as needed to implement the GO service with minimal interference with other existing freight and passenger train service.
2. The following are assumed as projects to be completed by Metrolinx independently of GO rail service to Niagara Region:
Hamilton James Street North Station;
Lewis Road Layover;
Future stations identified in the ESR;
Centennial Road Grade Separation reconstruction; and
Any required track improvements between James Street North Station and Lewis Road Layover in support of current plans for Lakeshore West GO service to James Street North Station.
3. The proposed service would not be an extension of the existing Lakeshore West GO rail service. Instead, a “shuttle” service would be employed between Hamilton James Street North Station and the shared VIA Rail/GO Station in the City of Niagara Falls. The proposed fleet would include five car trainsets.
The following sections outline the status of related work being carried out by Metrolinx independently of expansion of GO rail service to Niagara Region. These projects are part of the base assumptions for this study.
4.1 Hamilton Junction
Work was previously included in the extension of service to James North Station.
GO rail service to Niagara Region will increase ridership on the Lakeshore West service, but service expansion would not be required.
This remains independent of service to Niagara Region.
4.2 James Street North GO Station
Under construction; anticipated complete for opening of Pan Am Games.
This station work remains independent of service to Niagara Region.
Track connections at James Street North Station joining to the CN mainline to the east are not currently under construction and will be complete in
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approximately two years by GO. This work is required for service to Niagara Region. The costs associated with this work are approximately $5 million and is assumed to be included in the current budget for this station.
The completion of the north platform to provide access to the CN mainline is assumed to be completed by Metrolinx after the Pan Am Games and has been previously budgeted.
The Province is committing a significant investment into the James North Station which, the current GO service scenario is two trains in the morning and evening. The station design includes a substantial bus loop for HSR and GO bus bays.
The provision of more transit trips from Niagara into this station will mean higher station usage and the local area will see increases in commercial activity. The inclusion of Niagara to Hamilton trips means that passengers will transfer from the Niagara-based trains onto buses that have just discharged passengers onto the Toronto-bound GO train during peak periods or to local buses throughout the day that are scheduled to operate into the station. With minor modifications to GO bus routings, Niagara passengers will be able to transfer onto an extended QEW Express service (extended from the Hunter Street station), if they are destined for downtown Toronto. In addition, either GO or the HSR could run bus services to Aldershot or Burlington for those passengers destined to other locations.
4.3 Confederation GO Station
No improvements proposed at this time.
This remains independent of service to Niagara Region.
4.4 Centennial Parkway Grade Separation
Under construction; anticipated complete for opening of Pan Am Games
This remains independent of service to Niagara Region
4.5 Lewis Road Layover
Layover is currently under construction and is anticipated to be completed in 2016; however it is not required for Niagara GO train services
Consists of storage for four 12-car GO trains, crew building and fueling facilities.
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5 Train Operations and Track Improvements
5.1 Existing Line Schedule
The train schedule information in Figure 2 has been extracted from the October 2014 Business Case Overview for use in the current study.2 The passenger train schedule was confirmed as current for this study. However, CN Rail will be required to confirm the current and future freight train schedules within this corridor.
Figure 2: Existing Freight and Passenger Train Schedules
2 Niagara Region: Niagara GO Service Extension Business Case, Appendix 3: Hatch Mott MacDonald Engineering Review, October 21, 2014
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The train schedules above have been converted into a time-distance diagram that identifies the potential conflicts of trains in the corridor and where these train meets occur. The diagram below presents the existing track usage in the corridor. The corridor has a section of single track between Mile 16.6 and 26.8 where no train meets can occur. Beyond this one section the corridor has two tracks which can support bi-directional travel.
Figure 3: Time-Distance Diagram for Existing Line Usage
Single Track
Welland Canal
Niagara Falls
St. Catharines
Casablanca
James St. North
0
5
10
15
20
25
30
35
40
450:00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 0:00
Tra
ck M
ile
ag
e
Time of Day
CN 421
CN 331
CN 422
CN 330
VIA 97/63
VIA 98/64
5.2 Proposed GO Train Service to Niagara
The prior service concepts for GO service to Niagara envisaged a peak-period, peak direction only expansions of the Lakeshore West GO Train Service to Niagara Falls. However, for this study the proposed GO service between Niagara and Hamilton is based on an independent train service that would originate in Niagara Falls in the morning with scheduled stops at Niagara Falls, St. Catharines, Grimsby and James Street North.
The decision to recommend a “shuttle” service between Hamilton and Niagara Falls, instead of an extension to the existing Lakeshore West service, was made for a number of reasons:
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The passenger volumes do not warrant the use of a 12 car train presently in use on the Lakeshore West corridor;
Extending 14 trips to/from Lakeshore West would have significant issues related to crewing and equipment in order to maintain the existing peak/off-peak headways along the Lakeshore West line;
Isolating the two services ensured that potential delays on the Niagara GO corridor as a result of the Welland Canal would not have an impact on the heavily-used Lakeshore West train schedules;
Due to scheduling and freight train movements, only 2 Toronto-bound trains in the morning and 2 Hamilton-bound evening trains in the evening are planned to serve James North station. The Niagara GO service will allow more frequent service between Hamilton and Niagara Falls as most freight train activities are remote from the “shuttle” service area (west of James North GO); and
There is a strong link between Hamilton and Niagara Region – 55% of all outbound trips from Niagara Region are destined to Hamilton
The proposed train service concept is two trains would start in Niagara Falls in the morning with one train operating continuously throughout the day. A second peak period trip would be provided between Hamilton and Niagara Falls in the afternoon. The second train could layover during the day in the area of the James North Station or Lewis Road, depending on track availability. The estimated round-trip time would be 150 minutes. With turnback layover times removed, a trip from Niagara Falls to Hamilton will take approximately 75 minutes, compared with a 2 hour bus transit trip today.
Cooperative dialogue with the St. Lawrence Seaway Management Corporation (SLSMC) continues in order to identify a proactive scheduling strategy that would reduce the potential for delay to GO Train service at the Welland Canal. However, 20 minutes of dwell time has been added in the proposed schedule at St. Catharines Station for Hamilton-bound trains, and for the scheduled arrival time at Niagara Falls for Niagara-bound trains. This would ensure that the scheduled departure times would allow for potential delays at the Welland Canal. This would work as follows:
A Niagara-bound train departs St. Catharines Station on schedule:
o If the bridge at Welland Canal is up, the train would wait approximately 20 minutes and arrive at Niagara Falls on schedule.
o If the bridge at Welland Canal is down, the train would proceed without waiting and arrive at Niagara Falls 20 minutes ahead of schedule (but few would complain if the train arrives early at the end-of-the-line station).
A Hamilton-bound train departs Niagara Falls Station on schedule:
o If the bridge at Welland Canal is up, the train would wait approximately 20 minutes and arrive at St. Catharines on schedule.
o If the bridge at Welland Canal is down, the train would arrive at St. Catharines 20 minutes ahead of schedule and would dwell for 20 minutes, departing at the scheduled departure time.
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A small number of passengers have been inconvenienced but it avoids the need for a tunnel under the Welland Canal which was estimated at $750 million during the EA and makes the infrastructure for the service affordable.
The time-distance chart for the proposed service is presented in Figure 4 based on the assumptions above.
Figure 4: Time-Distance Chart for Proposed All-Day GO Train Service to Niagara Region
Single Track
Welland Canal
Niagara Falls
St. Catharines
Casablanca
James St. North
0
5
10
15
20
25
30
35
40
450:00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 0:00
Tra
ck M
ile
ag
e
Time of Day
CN 421
CN 331
CN 422
CN 330
VIA 97/63
VIA 98/64
GO (Hourly)
GO EB2
GO WB2
A sample schedule would be as follows:
Depart Niagara Falls 6:25 am
Arrive St. Catharines 6:43 am
Depart St. Catharines 7:03 am
Arrive Casablanca 7:20 am
Arrive James Street North 7:41 am
The existing line has a 10-mile single track segment between Jordan and Nelles Road. Any potential train meets in this segment from the introduction of additional GO Train service would result in delays. This is a condition that would not likely be acceptable from the standpoint of service reliability.
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In the above service scenario, all train meets would occur outside of the existing 10 mile single track segment. But, in order to increase flexibility and accommodate potential delays in schedule, it is proposed to add a 3 mile passing track within the 10 mile single track segment.
The proposed project scope would also include localized track and signal improvements along the CN corridor to support slightly higher operating speeds and increased passenger comfort.
Finally, twinning of the CN mainline between the James Street North Station and the Confederation Station is also proposed to be included in the project scope to increase travel time reliability along this section of the mainline.
6 Updated Ridership
As a result of the change in service concept for rail service to Niagara, Paradigm Transportation Solutions were retained to update the ridership work that was completed as part of the ESR.
The full report can be found in the Appendix of this report however the key findings are summarized here, they include:
Based on the future corridor trip demand in the study area and the observed GO Rail mode share in other similar corridors, under the low estimate conditions, the potential GO Rail passenger volumes in the study corridor are forecast to be approximately 680 peak period, peak direction passenger trips by year 2021. By year 2031 it is estimated that the peak period, peak direction passenger trips would increase to about 1,190 trips and the daily both direction passenger trips would be about 1,800 trips on GO Rail. The low ridership estimates are based on the existing, business as usual conditions related to transit services. However, it is also noted that the estimated ridership levels do not include other trip purposes such as tourism travel and these activities would contribute additional ridership to a Niagara GO Rail extension.
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By 2031 under high estimate conditions:
o 140 daily boardings in Niagara Falls, with a peak parking demand of about 65 vehicles for peak only service and 85 vehicles for all day service;
o 440 daily boardings in St. Catharines, with a peak parking demand of about 130 vehicles for peak only service and 240 vehicles for all day service; and
o 570 daily boardings in Grimsby, with a peak parking demand of about 350 vehicles for peak only service and 440 vehicles for all day service
The tourism travel market is significant and some tourism trips currently take place on the GO Transit bus services. It is likely that this tourism travel market will generate substantial additional ridership during weekday mid-day and weekend time periods, over and above the ridership estimates identified above.
As noted in the previous section, a 20 minute layover has been added into the schedule to address potential delays associated with crossing the Welland Canal, as the current travel time between Niagara Falls and Hamilton is approximately 120 minutes by transit today, this additional layover time still results in a faster overall transit trip time than current conditions and the layover does not have an impact on ridership within the corridor. This reduced travel time should enable a much greater share of the travel demand between Niagara Region and Hamilton to be captured by the planned Niagara Region GO Rail Expansion.
GO currently experiences approximately 150 a.m. peak period bus passengers to Burlington GO Station, the projected 2021 a.m. peak period train ridership is approximately 340 passengers. Recognizing that the existing GO bus and proposed GO rail serve two distinct destinations, it is assumed that approximately 50% of the rail passengers are new and that the remainder are existing GO bus passengers.
7 Station Requirements
The following sections of the report summarize the review of the planned station developments, building upon Metrolinx’s approved ESR concepts in relation to the opening-day scenario currently envisaged, specifically all-day, five-car “shuttle” service operating between Hamilton James North Station and Niagara Falls Station with stops at Grimsby (Casablanca Boulevard) and St. Catharines, and laying over in Niagara Falls. It is assumed that Confederation (Centennial), Fifty Road and Beamsville Stations would be developed by Metrolinx at some time in the future when the addition of the stations is warranted. This is similar to the approach taken for station development on the Barrie and Kitchener lines.
The concepts presented here are preliminary, and are for business case development and costing purposes only. The discussions here are intended to consider the viability of updated options, and would serve as input to Metrolinx’s next stage of review. They are not intended to preclude the planning and design processes required by Metrolinx as the authority that would ultimately be responsible for delivery of the service.
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7.1 Proposed Grimsby (Casablanca) Station
It is envisaged that a full-featured Grimsby (Casablanca) GO station would be constructed for opening day of rail service to Niagara Region. In accordance with GO Transit’s Design Requirements Manual (December 2014, Version 20.0), “a typical GO Rail Station Site comprises the following key components:
Site access;
Rail platform(s) including mini-platform(s);
Platform maintenance access;
Platform access including at-grade rail crossings, pedestrian tunnels or bridges and associated stairs, ramps, elevators and service rooms;
Bus loops and platforms where applicable;
Station building(s);
Platform shelters or integrated shelters;
Passenger Drop-off and Pick-up area;
Parking facilities;
Landscaped components (berms, swales, retaining walls, planter beds, trees, lawns, rockeries, etc.);
Fences; and
Signage.”
The need for formal bike shelters in accordance with Metrolinx’s current practices is also anticipated. It is expected that all of these elements would be included in the requirements for the Grimsby Station.
Two options have been identified for Grimsby Station, both on undeveloped properties, currently owned by Metrolinx. These sites are shown on Figure 5.
It is understood that the site east of Casablanca Boulevard has been identified in consideration of development of a GO station on a larger scale than the ESR approved site, and with simplified access. Use of the second site would require Metrolinx to amend its approved ESR.
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Figure 5: Grimsby (Casablanca) GO Station Site Alternatives
It is beyond the scope of this study to develop recommendations for one site over another for Grimsby Station; Metrolinx’s continued study of the benefits and impacts of the site options will resolve the preferred location. However, both sites are considered viable and compatible with the opening day plans for GO Train Service Expansion into Niagara Region as presented herein. The budgetary pricing for both have been developed here as input to the current business case.
Both Grimsby Station options have to address the existing Hydro One Networks Inc. (HONI) tower line as a constraint; both properties include easements in favour of HONI. During the station design development, the full rights of the easements will need to be reviewed and agreed upon in the context of any constraints that might be imposed upon the development of the sites. Minimally, it is expected that HONI will not permit any structures underneath the tower lines within some reasonable access boundary of the easement and/or tower line.
The following are excerpts from HONI’s website in regard to secondary land use for its rights-of-way3:
The Ontario government has put in place a Provincial Secondary Land Use Program (PSLUP) that allows for the use of ROWS, while taking into account the primary purpose of these lands is for electricity transmission and distribution.
3 http://www.hydroone.com/SecondaryLandUse/Pages/default.aspx
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Hydro One strives to work with proponents to review secondary land use proposals on the ROWs so that they are compatible with the safety and maintenance requirements of our high-voltage equipment.
Buildings and permanent structures are not permitted on corridor lands.
The above requirements are applicable when HONI is operating in its own dedicated corridor (as opposed to easements on private property). However, it does serve to illustrate the need to coordinate the site development plans closely with applicable policies/guidelines/standards and easement rights as a key early design activity.
7.1.1 Proposed Station Development Concept Option 1: Southwest Corner of Casablanca Boulevard and South Service Road
This station site is consistent with the approved ESR alternative however the scope of the station development is proposed to be reduced as shown on Figure 6.
Figure 6: Proposed Grimsby Station Option 1: Near Casablanca Boulevard
For this option, Grimsby Station would be accessed off of the South Service Road west of Casablanca Boulevard on the north side of the CN Railway. There are currently two GO bus platforms associated with the commuter parking lot on the north side of the South Service Road adjacent to the QEW interchange. Otherwise the GO facilities for Casablanca Station would be developed anew.
Access considerations in relation to traffic operations on South Service Road are a challenge requiring further study for this site. Coordination of the access with
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developments on the adjacent property would likely be required to optimize the ultimate configuration.
In 2012, Metrolinx and MTO developed the existing “Park and Ride” site on the north side of South Service Road. This site is proposed to be maintained and would provide additional parking capacity over that proposed to be constructed in support of the ESR-approved GO train station.
Although five car trainsets would be utilized for opening day operation, it is expected that a full 12 car platform would be constructed on the south side of the south track, consistent with the ESR recommended plan. This would be desirable, in order to facilitate the ongoing summer weekend GO train service from Union Station. The hard surface area shown on the north side of the north track could be expanded and developed as a 12 car platform providing additional flexibility of train operations by service both tracks.
Although there are two existing bus bays at the existing park and ride lot on the north side of South Service Road, additional bus bays are proposed on the south side to provide convenient connections between the GO train service and GO Transit and Niagara Region Inter-Municipal bus services.
7.1.2 Proposed Station Development Concept Option 2: On South Service Road East of Casablanca Boulevard
For this option, Grimsby Station would be accessed off of the South Service Road approximately 500 m east of Casablanca Boulevard on the north side of the CN Railway. In comparison to Option 1, this is a substantially larger site with significantly greater potential for parking facilities. However, at 500 m from Casablanca Boulevard, the site would be somewhat remote in relation to the existing Park and Ride lot southwest of the QEW interchange. Therefore, the existing park and ride site could be sold, as it sits on a viable commercial site in close proximity to other commercial uses.
The conceptual layout considered is shown on Figure 7.
This site is considerably larger than the site of the ESR approved plan which provides major opportunities for park and ride facilities. The plan shown here would provide nearly 500 parking spaces while utilizing only 50% of the area of the property. The site would allow for an additional 500 parking spaces, or potential for street-facing commercial uses.
Although five car trainsets would be utilized for opening day operation, it is expected that a full 12 car platform would be constructed on the south side of the south track, as discussed in Option 1. The hard surface area shown on the north side of the north track could be expanded and developed as a 12 car platform providing additional flexibility of train operations.
Bus bays are proposed on the south side to provide convenient connections among the train service and GO Transit and Niagara Region Inter-Municipal bus services.
Regional Municipality of Niagara Track and Station Site Considerations Niagara GO Rail Service Expansion Study Report
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Figure 7: Proposed Grimsby Station Option 2: East of Casablanca Boulevard
7.2 Proposed St. Catharines Station
In 2012, Metrolinx upgraded the existing VIA Rail station in St. Catharines to support seasonal GO train service from Toronto on weekends and holidays in the summer. The scope of improvements made at the St. Catharines site included:
Platform extension
Bike shelter
Mini-platform
Fare equipment
Platform furniture and illumination
Information screens
The existing St. Catharines site would continue to be shared with VIA Rail, with additional improvements to support all-day GO Rail Service. Figure 8 presents the proposed plan for St. Catharines Station that would be required for opening day of service to Niagara Region.
The proposed St. Catharines Station plan is generally consistent with the opening day plans for the site recommended in the approved ESR. It includes parking, bus bays and kiss and ride facilities on the south side of the tracks. A new pedestrian tunnel with elevators would connect the new facilities to the existing infrastructure on the north side.
Regional Municipality of Niagara Track and Station Site Considerations Niagara GO Rail Service Expansion Study Report
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The proposed bus platforms will integrate all-day GO Train service with GO Bus service and Niagara Region’s Inter-Municipal Transit services.
A new five-car platform would also be constructed on the south side, allowing the train to utilize either the north or south track. A second bicycle locker is shown on the south side to accommodate cyclists approaching the station from the south.
The property being shown for the site development is presently private property and is part of the adjacent industrial operations on the south side. It is under-utilized property at the moment.
Alternatively, there might be opportunities to utilize the vacant property on the north side of the existing station in coordinated or joint development with the landowner, Ridley College.
The ESR did not identify any rail track modifications at this site and none are contemplated in this study.
Figure 8: Proposed St. Catharines Station
Regional Municipality of Niagara Track and Station Site Considerations Niagara GO Rail Service Expansion Study Report
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7.3 Proposed Niagara Falls Station
In 2012, Metrolinx upgraded the existing VIA Rail station at Niagara Falls to support seasonal GO train service from Toronto on weekends and holidays in the summer. The scope of the improvements at the Niagara Falls site included:
Platform extension
Bike shelter
Mini-platform
Fare equipment
Platform furniture and illumination
Information screens
The existing Niagara Falls site would continue to be shared with VIA Rail, with additional improvements to support all-day GO Rail Service. Figure 9 presents the proposed plan for Niagara Falls Station that would be required for opening day of service to Niagara Region.
As previously presented, the initial operation for GO Train service to Niagara Falls would include two five-car trainsets operating between James Street North Station and Niagara Falls Station. These trains would layover in Niagara Falls. The suggested modifications at Niagara Falls to support the new service would include addition of a new island platform and two adjacent sidings allowing for the trains to layover at the platform. A pedestrian tunnel with elevators would be required to provide access to the island platform.
Layover infrastructure required would include: a new wayside power cabinet and fuel above-ground storage tank. Train maintenance facilities would not be required as it is expected trains will be brought to GO Rail’s Willowbrook facility when maintenance is required. However, on-site, interior cleaning of the trains would be accommodated here. This layover operation is consistent with how GO lays over trains on most of its rail corridors.
Additional parking for use by GO customers and adequate bus facilities are assumed requirements for implementation of GO Train service to Niagara Falls. The City of Niagara Falls has indicated it is presently working to relocate the existing Bridge Street bus maintenance garage in the next year and this site could be available for GO parking facilities. The existing bus terminal will remain in operation and will continue to be available for GO Transit’s use.
The continued use of the existing bus terminal by regional and interregional buses provide excellent opportunities to integrate all-day GO train service with GO bus service, Niagara Region’s Inter-Municipal services, as well as existing and future municipal and private bus services.
The position of the new layover/station tracks would be constrained by the curve on the existing mainline track. The available CN property is sufficient for the five-car platform. There would be space for future expansion of the platform to approximately the length required for 10 cars. However, construction of a 12-car platform would require additional modifications.
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Figure 9: Proposed Niagara Falls Station
8 Review of Project Costs and Schedule to Opening Day
Capital Costs
The capital cost for initial implementation of All-Day GO Train Service to Niagara Region will be dependent on confirmation of the design concepts presented in this study. In particular, the railway modifications presented herein will be subject to confirmation of the scope by CN. In the meantime, the following capital costs have been estimated for budgetary purposes:
Item Cost
Additional Mainline Track ‐ James North to Confederation $30,000,000
3 Mile Passing Siding in Single Track Section $15,000,000
Rail and Signal Upgrades (speed and comfort) $35,000,000
Station Site Development $50,000,000
Total $130,000,000
Appendix A3 includes the itemized cost estimates for the station site developments.
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Operating Costs
For an estimate of the operating costs for the service, an estimated operating cost of $16.75 per km was used and approximately 1,000 km of train travel per day results in daily operating costs of $16,750. Assuming train operations of 240 days per year, results in a yearly operating cost of $4,000,000. These costs are not currently reduced based on an assumed fare revenue for the service.
If the current bus weekday service was completely discontinued, the reduced operating costs could be applied against the rail operating costs. There are currently 35 weekday trips between Niagara and Burlington, if this service was modified to provide service between James Street North and Burlington, approximately 60km of travel distance would be saved. An estimated cost of $5.00 per km was used and a similar 240 operating days per year, results in a potential cost savings of $2,500,000 per year.
Using the 2021 low daily ridership numbers of 990 identified in the Appendix Report and assuming an average fare of $8.00 per passenger, results in a daily revenue of $7,920 or approximately $1,900,000 per year. Using the 2031 low daily projections of 1,780 and an assumed 3% growth in fares, results in daily revenue of $19,135 or approximately $4,600,000 per year in 2031.
Rolling Stock Costs
From a branding and market assessment, it would be desirable for GO to operate equipment similar to its current fleet. It is understood that the current fleet of bilevel coaches is fully utilized through refurbishment and service requirements. Options exist to provide the train service with new equipment (highest cost and longest duration), used equipment (based upon availability) or leased equipment (depending upon availability).
For locomotives, it is assumed that GO could utilize 2 of its 6 refurbished F59 locomotives. Although this equipment is used on a somewhat frequent basis as a backup for failed or being commissioned MP40 locomotives, their availability for the Niagara service should be possible if the government committed to the service. As well, GO will be receiving new locomotives over the next few years and, as the pooled fleet of new locomotives increases, the use of 2 of the old F59 locomotives for the Niagara service is considered reasonable. If not, it would be possible to lease or acquire a used locomotive from the market place and a cost estimate of $1 million has been assumed for acquiring 2 used locomotives.
For coaches, it is assumed that it will be possible to lease or acquire used coaches from one of the US properties, Metrolink in California has a surplus of Bombardier bilevels that they have yet to release, and Maryland has non-Bombardier equipment. A lease arrangement could occur if GO equipment was assumed to become available over the next 5 years. With electrification of GO rail service anticipated to occur over the next decade a changeover of the current fleet could occur. Likewise, the eventual electrification of UP Express may mean that its DMU fleet could be used on the Niagara service.
Many of these decisions are reserved for the future and are beyond the realm of this report as it is ultimately a Metrolinx decision, supported by the Province. However, we have assumed a $5 million budget to acquire/capital lease 10 coaches for a 5 year period, these costs are currently carried in the contingency section of the report.
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Project Schedule
The schedule for opening day of GO Train Service to Niagara Region will be subject to many factors yet to be resolved. However, the required modifications track and signals on CN’s lines will likely be the critical path tasks as these require significant lead time for design and procurement before construction activities can take place. Additionally, the scope of track and signal modifications will be subject to dialogue with CN that has not yet been initiated.
The schedule below in Figure 10 presents a preliminary implementation schedule for GO Train Service to Niagara Region.
Figure 10: Implementation Schedule
M A M J J A S O N D J F M A M J J A S O N D J F M A M J
Announcement
Procurement of Design Consultants
Initiate Discussions with CN
Station Design
Tendering
Procure Track / Signals Material
Grimsby Station
St. Catharines Station
Niagara Falls Station
Track Improvements
In Service
Task Name
Niagara GO Extension
Construction
2016 20172015
9 Implementation Strategy
Traditionally corridor expansion projects are implemented by Metrolinx in conjunction with the applicable railway authority. As a result of the increasing project demands within the Toronto Region, Metrolinx could undertake the overall infrastructure work, or Niagara Region could act as an agent for Metrolinx in the delivery of the infrastructure for the service. This would be similar to the VIVA project in York Region, which is being managed by York Region and delivered using a P3 approach.
CN, being the owner of the rail corridor, would provide all of the track/signal engineering and construction and would participate in the installation of the under-track tunnel work. Discussions regarding whether CN would allow this work to be completed by others has not occurred but based on previous experience all track and signals work within the CN corridor will be completed by CN. This work would therefore not be considered for an AFP / P3 delivery. Niagara Region could manage contract payments for CN and Metrolinx would ultimately approve contracts and payments.
The station work beyond the rail corridor could be designed and constructed by Niagara Region in accordance with Metrolinx design and procurement standards. It could also be
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delivered using Design Build but would be considered too small for an AFP / P3 approach.
The contract packaging would include:
Grimsby station contract, including parking lot, station building and platform;
St. Catharines parking lot/bus loop/elevators, pedestrian tunnel and new side platform;
Niagara Falls parking lot, pedestrian tunnel, centre platform, layover, fueling and wayside power area; and
CN track and signals.
It is assumed that Metrolinx would continue to manage any work associated with the James North station.
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APPENDICES
Regional Municipality of Niagara Track and Station Site Considerations Niagara GO Rail Service Expansion Study Report
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APPENDIX A1 Niagara Region Report to Public Works Committee PW 92-2014, dated September 2. 2014 Inter-Municipal Transit: Guiding Principles and Future Service Delivery
PW 92-2014 September 2, 2014
Niagaraw Region
REPORT TO: Public Works Committee
SUBJECT: Inter-municipal Transit: Guiding Principles and Future Service Delivery
RECOMMENDATION
That this Committee recommends to Regional Council:
1. That proposed guiding principles for inter-municipal transit in Niagara (developed in consultation with local area municipal representatives and attached as Appendix 1) BE ENDORSED.
2. That improved connections to GO Transit (outlined in Appendix 2) BE APPROVED for implementation in September 2015 pending community input through public information centres in Grimsby, West Lincoln, Lincoln and Niagara—on-the—Lake and subject to approval of the 2015 budget.
3. That the recommended additional funding for the 2015 Inter—Municipa| Transit Net Operating Budget of $500,000 ($592,472 Gross) and 2015 Capital Budget of $1,340,000 BE DIRECTED to the Budget Review Committee as part of the 2015 budget process.
4. That the long-term concept plan for implementation of inter-municipal transit connections, attached as Appendix 3, BE APPROVED IN PRINCIPLE and form the basis for developing a basic level of service across Niagara.
5. That staff BE DIRECTED to engage with local area municipalities on formalizing a structure to facilitate future inter-municipal transit planning and continuous customer service improvements and seek authority for Niagara Region’s
participation.
PURPOSE
The purpose of this report is to:
• Follow through on Regional Council directions related to inter—municipa| transit • Recommend short—term improvements to the inter-municipal transit system that
support current and future GO transit connections
1
` PW 92-2014 September 2, 2014
• Identify potential connections that would form the basis for a basic inter-
municipal transit service across Niagara that would evolve over time
• Outline a process to clarify roles and responsibilities and ensure that inter-
municipal transit connections evolve in a manner that is coordinated and
implemented from the perspective of the user
BUSINESS IMPLICATIONS
The short-term enhancements that are recommended to improve connection to GO service in 2015 will result in increases to the budget for inter-municipal transit (IMT) as
estimated in the table below.
O|eratin| Bud|et Summa —lMT Short Term $000s Difference in
fmss Estimated ;'8"Sf€' Net wir Net uvir rom
Budget Revenue
Reserve Budget Budget vs.
2014
2014 A|proved Bud|et $2,799 $538 ($100) $2,161Q 2015 Forecast* $3,391 ($580 ($150 $2,661 $500
2016 Forecast $4,083 $613) ($309) $3,161 $1,000
2017 Forecast $4,327 ($666) $3,661 $1,500
2018 Forecast $4,975 $725) ($89) $4,161 $2,000 * Based on September start date for improved Go Transit connections.
The net operating budget increases of $500,000 in 2015 and $2,000,000 by 2018
represent 0.16% and 0.64% increases on the Region’s approved 2014 total levy,
respectively. Funding of the necessary $1,340,000 capital cost in 2015 will require a
combination of provincial gas tax and the capital levy resewe, and will therefore need to
be prioritized as part of the capital budget process. The Operating Budget Summary developed above includes capital reserve funding requirements to sustain the long term
capital needs of the service. It is recommended that these costs and revenues be
considered as part of the 2015 Budget process.
While there are no immediate business implications associated with approving a long-
term concept plan in principle, Council should be aware that costs associated with
implementing the identified routes would require an estimated annual net operating
budget of $5,284,000 to $6,080,000 by 2024. This translates to an estimated cost per
household of $21.14 to $24.32, relative the 2014 amount of $9.75 per household. A detailed explanation of these estimates and the related assumptions is included as
Appendix 4.
The above figures reflect numerous assumptions related to service levels, program
delivery, ridership, cost, and phasing. Further, criteria would need to be developed that
ensures fair and equitable funding allocations across communities and to determine the
amount contributed by Niagara Region. As such, the estimates will continue to require
2
PW 92-2014 September 2, 2014 -
the public. Any resulting impact on the budget requirement will be updated as part of the budget process if identified in advance of budget approval, or presented to Council
with a proposed funding/service plan adjustment if identified during the year.
BACKGROUND
Since October 2013 Regional Council has provided the following directions to staff
related to inter—municipaI transit:
°
Identify alternatives to a referendum Complete- results of statistically significant
question in order to obtain public input and online survey were reported at the June 19 Committee of the Whole meeting
Work with local area municipalities to Complete- proposed guiding principles are
establish a set of guiding principles with a attached as Appendix 1 to this report
focus on ridership and interconnectivity
across the region
Establish a process to proceed with a call Complete- proposed process to clarify
for Expressions of Interest to provide inter- roles and responsibilities is outlined in this
municipal transit service for Niagara report
Negotiate with the three transit providers Complete- transitional service approved to
regarding the extension of the pilot project, September 2015 (PW 63-2014) should this be necessary
3
PW 92-2014 September 2, 2014
On June 19, 2014 staff presented a progress report with preliminary themes for guiding principles and short and long—term opportunities to establish integrated transit
connections across Niagara. Key points from this presentation included:
• There is support for inter-municipal transit, particularly as it relates to the "greater g0od" and building a strong future in Niagara
• There is recognition that inter-municipal transit supports requests for improved
GO service in Niagara and should be developed to connect more Niagara residents to GO
• The majority of residents support maintaining or increasing the amount they pay on their property tax for inter—municipaI transit services
• Findings are validated through discussions with all 12 municipalities, a
statistically significant telephone sun/ey involving residents across Niagara and
an online survey with over 3,600 responses
Subsequent to the June 19 meeting staff also spoke with local economic development
officials to better understand perspectives from current and prospective businesses and
investors. We heard the following points during these discussions:
• It would be easier to market a Niagara catchment area of over 400,000 if
communities were connected with permanent inter—municipa| transit connections
where prospective employees and customers could move more easily from one community to the next.
• There are skills shortages that individuals in our community can fill if they are
provided opportunities for training. A key part of providing this training is to
improve access to post—secondary and other educational institutions through
public transit.
• We need to recognize that there are industries where current and potential employees do not have access to an automobile (for example, call centres and tourism—based services). By providing transportation we are getting people to jobs and potentially reducing reliance on Ontario Works and other social
services.
• Niagara has a mobile labour market. For example, in Fort Erie 5,600 people
leave and return at the end of each day. ln Port Colborne, over 3,700 people
commute from the community and nearly 2,000 people commute to the
community for work each day. • Businesses need to recruit from outside their local municipality to find the skills
they require.
• In order to be effective, transit needs to be reliable in terms of route and time
frequencies.
• Allow the system to evolve over time to mitigate any sudden tax rate increases,
and demonstrate that improvements will benefit the business community. • lnter—municipal transit should be an essential service, as benefits for region
building are comparable to those of railways, subways and bridges.
4
PW 92-2014 September 2, 2014
REPORT
Since the June 19 Committee of the Whole session staff have been working to finalize proposed guiding principles and further define the potential inter-municipal transit
connections that were outlined in the presentation.
Guiding Principles and a "Road Map" for Future Connections
Based on feedback received from local area municipalities, proposed guiding principles
have been attached for Regional Council’s approval under Appendix 1. These principles establish GO service, economic development, quality of life and
environmental responsibility as why inter-municipal connections in Niagara are
important and state that connections should be implemented in a manner that is
customer-driven, integrated with broader community objectives and other forms of
transportation, economically responsible, and fair across communities and income
groups.
During these discussions several municipalities indicated that a road map with short, medium and Iong—term discussions is necessary in order to establish common goals and objectives and ensure that planning for inter-municipal transit connections align with
other transportation, planning and economic development objectives.
From meetings with municipal officials and input from the public, it became clear that GO transit, and the call for GO rail service by summer 2015, is a unifying goal across communities. To support this goal, staff are proposing short-term improvements to the current inter-municipal transit routes that will support GO advocacy efforts and improve access to GO for as many residents as possible. These changes are identified under Appendix 2 and recommended for implementation in September 2015 (when current funding agreements expire). The public would have an opportunity to provide feedback and suggestions on these routes during public information centres this fall, and final
approval would be contingent on approval ofthe 2015 budget by the incoming Council.
While improved GO connections present an immediate opportunity to strengthen transit service for Niagara residents, there is also recognition that better connections between
municipalities are necessary to facilitate the movement of people across Niagara. A basic level of service was proposed by several municipalities as a means to ensure fairness from one community to the next, with enhanced services available on a fee-for-
service basis.
Based on the initial concept presented at Committee of the Whole on June 19, staff have added further detail to a Iong—term concept plan as a first step toward building a
basic level of service that would eventually connect communities across Niagara
(included under Appendix 3). The concept plan has been developed for discussion purposes only in collaboration with transit operators and municipal transportation staff to
provide a framework for future senrice and to provide Council with an indication of the
potential costs associated with proceeding. While staff have exercised best efforts to
5
PW 92-2014 September 2, 2014
base proposed routes on the most strategic regional hubs and transfer points, exact
routing, implementation timelines and community hubs used as stops and transfer
points would be further developed based on discussions with local area municipalities,
public consultation and funding availability.
Beyond introducing new routes, other changes are necessary to improve customer service for inter—municipa| transit:
• Rationalizing post-secondary student funded inter-municipal routes to avoid
overlap and duplication and making the system more intuitive for those accessing post-secondary institutions
• Providing a consistent fare payment system, potentially through fare box
integration
• Improving trip planning functions for customers travelling within and outside of
Niagara • Developing consensus on uniform customer service standards • Incorporating legislated Accessibility for Ontarians with a Disability (AODA)
requirements
These improvements are an important first step to ensure the system continues to evolve to meet the needs of riders.
Process for Developing an Expression of Interest
Regional Council has also directed to staff is to establish a process to proceed with a
call for Expressions of Interest (EOI) for inter-municipal transit.
Many participants staff spoke with in the spring of 2014 were strongly supportive of a
permanent, integrated inter-municipal transit system, regardless of who operates the system, and pointed to the need to take the "pi|ot" out of the pilot project and build a
system that is developed and implemented from the perspective of the user.
In order to take the "pilot” out of the inter—municipaI transit pilot project municipalities
have told us that the Region needs to play a role, not necessarily in operating the
service, but in facilitating, providing funding, coordinating customer service, ensuring
access to social services, and providing consistency with planning and economic . development objectives.
However it should be noted that, before Niagara Region and/or its municipal partners could proceed with a call for EO|s, the following steps would need to occur:
• Work with Local Area Municipalities to determine a role for Niagara Region: Niagara Region’s role in transit is currently considered as taking preparatory
steps through due diligence studies and funding placeholders. Any advances to this role, even if the Region’s only involvement is facilitation and grant funding on
a more permanent basis, requires a redefinition of the regions’ role and (given
A
6
PW 92-2014 September 2, 2014
that public transit is within the jurisdiction of local area municipalities) triple
majority support for our involvement. Potential roles for the Region that have been suggested by local area municipalities include:
o Facilitating connections and driving improvements fonrvard o Facilitating consistent customer service standards across Niagara
o Helping to fill service delivery gaps and secure access to social services o Providing overarching funding for a basic level of service o Ensuring strong connections to regional economic development and
planning objectives in Niagara
o Helping to build technological capacity
• Determine who would issue the EOI: Given that public transit is within the jurisdiction of local area municipalities, Niagara Region could not issue EO|s
directly unless municipalities wish to provide the Region with this authority
through triple majority support. Othenivise EOIs would need to be issued by local area municipalities served by new connections and/or transit operators on their behalf.
• Assess business implications: Any role that municipalities agree to prescribe the Region would need to be assessed against internal business implications. For example, there could be business implications associated with Regional provision of Niagara Specialized Transit under the Accessibility for Ontarians with
a Disability Act (AODA). These implications would be monitored over time and reported to Council.
Next Steps
ln order to commence the process outlined above, it is recommended that local areaC
municipalities be engaged to determine how we might formalize a way to coordinate inter—municipal transit planning and request Niagara Region’s involvement. For
example, inter-municipal transit services in other regions began through the creation of a joint service delivery group or other types of structures to ensure that services are
coordinated and efficient. lt is recommended that local area municipalities be engaged to determine if there is interest in creating this kind of structure, and, once created, to
request that the Region be permitted to take part.
Should Council approve this direction, staff will follow-up with local area municipalities
and transit operators to begin these discussions. Staff would prepare progress reports
to this Committee and Council on a quarterly basis.
REPORTS PERTINENT TO THIS MATTER
TSSC 2-2014 Inter-municipal transit- Community Engagement and Guiding Principles
PW 63-2014 Inter-municipal Transit- Progress Update on Guiding Principles
7
PW 92-2014 September 2, 2014
PW 64-2014 Improved Inter-municipal Transit Connection at Glendale Avenue and the QEW
PW 80-2014 Inter-municipal Transit- Interim Status Update
Submitted by: Approved by:
EQ Z'’
o ripp Harry Sch nge
Commissioner of Public Works Chief Ad inistrative icer
This report was prepared by Kumar Ranjan, Associate Director of Transportation Planning, Erin O’Hoski, Manager of Partnership Development and Glen Cowan, Associate Directon Finance Consulting and Special Projects, and reviewed by Helen Chamberlain, Director of Financial Management and Planning, Sterling Wood, Legal Counsel, Maria Brigantino, Manager of Chronic Disease Prevention, Nadine Taft, Manager of Innovation and Partnership, Curt Benson, Director of Planning Senrices and Nick Palomba, Director of Transportation Services.
APPENDICES
Appendix 1: Proposed guiding principles for inter—municipal transit in Niagara
Appendix 2: Routes proposed for implementation in September 2015 Appendix 3: Ten year concept plan for inter—municipal transit connections Appendix 4: Cost estimates for implementation of ten year concept plan
8
PW 92-2014 September 2, 2014
Appendix 1
Proposed Guiding Principles for Inter-municipal Transit
The fo//owing guiding principles were developed in consultation with local area
municipal representatives in Spring 2014.
Inter—municipal transit is important to:
• Support GO service in Niagara • Facilitate economic development • Contribute to a high quality of life for Niagara Residents • Provide environmentally sustainable transportation between communities
An effective inter-municipal transit system will be:
• Customer driven o Continuously improve the rider experience
o Understand customers, particularly those who rely on transit most o Provide seamless connections and routes based on demand o Take people to work, school, shopping and recreation as efficiently as
possible
• Integrated
o Connect municipalities at hubs that are most appropriate for customers
and the community o Evolve according to long-term transportation planning, growth planning,
and economic development opportunities
• Economically responsible o Balance financial costs with potential ridership and benefits
o Build on past transit investments by enhancing, not duplicating, existing
services
o Explore alternative modes of delivery, particularly in small communities and rural areas
• Fair
o Respect existing investments made by communities with public transit. o Provide a basic level of services that can be accessed by as many
Niagara residents as possible
o Balance respect for taxpayers with the ability of transit riders to pay fares
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Appendix 4
Cost Estimates for Implementation of Long-term Inter-municipal Transit Concept Plan
In order to undertake a preliminary assessment of the potential inter-municipal transit connections that were outlined at the June 19th Committee of the Whole session, Dillon Consulting Limited was retained to develop at a high level:
• lnter-municipal transit demand forecasts • Preliminary routes, service levels and phasing • Capital and operating costs, as well as ridership & revenue forecast
The assumptions and forecasts developed will require further refinement based on the results of the public consultation process, additional consultation with local
municipalities, and results measured through future service delivery.
Tables 1 & 2 in this appendix present key forecasted statistics from the report prepared by Dillon Consulting including service hours, ridership, operating & capital cost, as well as projected revenue. Both a high and a low growth scenario analysis were undertaken, resulting in a range of potential service levels and financial impacts.1
Based on the Dillon Consulting report, a preliminary financial impact analysis was undertaken by staff to account for additional considerations such as inflation, Provincial gas tax, and capital financing strategy. The results of this analysis are summarized in tables 3 & 4. The analysis indicates that the annual operating budget impact for inter- municipal transit could increase over the 10—year forecast period by $3,123,000 to $3,919,000, resulting a net budget requirement of $5,284,000 to $6,080,000 by 2024. This translates to an estimated cost per household of $21.14 to $24.32 in 2024, compared to the 2014 cost of $9.75 per house.
The above figures reflect numerous assumptions related to service levels, program delivery, ridership, cost, and phasing. Further, criteria would need to be developed that ensures fair and equitable funding allocations across communities and to determine the amount contributed by Niagara Region. As such, the estimates will continue to require validation and vetting in consultation with the local municipalities, service providers and the public. Any resulting impact on the budget requirement will be updated as part of the budget process if identified in advance of budget approval, or presented to Council with a proposed funding/service plan adjustment if identified during the year
1 A full version of the Dillon report is available electronically in the Council Reference Library or upon request to the CIerk’s Office.
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Regional Municipality of Niagara Track and Station Site Considerations Niagara GO Rail Service Expansion Study Report
MMM Group Limited 2015-04-08
APPENDIX A2 October 20, 2014 Letter from St. Lawrence Seaway Management Corporation
Regional Municipality of Niagara Track and Station Site Considerations Niagara GO Rail Service Expansion Study Report
MMM Group Limited 2015-04-08
Regional Municipality of Niagara Track and Station Site Considerations Niagara GO Rail Service Expansion Study Report
MMM Group Limited 2015-04-08
APPENDIX A3 Station Site Development Cost Estimates
Regional Municipality of Niagara Track and Station Site Considerations Niagara GO Rail Service Expansion Study Report
MMM Group Limited 2015-04-08
Station Site Development Cost Estimates:
Item: Grimsby Option 1
Grimsby Option 2
St. Catharines
Niagara Falls
Site Preparation and Demolition $0 $0 $150,000 $400,000
Parking, Kiss and Ride and Access $1,900,000 $4,300,000 $2,700,000 $2,100,000
Municipal Road Modifications $400,000 $250,000 $600,000 $300,000
Bus Facilities $300,000 $310,000 $400,000 $0
Bicycle Facilities $50,000 $50,000 $50,000 $0
Station Building $1,000,000 $1,000,000 $0 $0
Pedestrian Tunnel, Stairs and Elevators $1,000,000 $1,000,000 $1,000,000 $1,600,000
Station Platform and Mini Platform $3,300,000 $3,300,000 $950,000 $2,900,000
Electrical, ITS, Security, Fare Equipment, Wayfinding, Information Displays
$200,000 $200,000 $200,000 $200,000
Landscaping $100,000 $100,000 $100,000 $50,000
Rail Modifications $0 $0 $0 $4,400,000
Refuelling Tank $0 $0 $0 $600,000
Subtotal: $8,250,000 $10,510,000 $6,000,000 $12,150,000
Minor Items (20%) $1,650,000 $2,100,000 $1,200,000 $2,430,000
Utility Relocation $25,000 $25,000 $200,000 $50,000
Property $0 $0 $1,000,000 $0
Subtotal: $9,925,000 $12,635,000 $8,400,000 $14,630,000
Contingency (15%) $1,490,000 $1,900,000 $1,260,000 $2,190,000
Subtotal: $11,415,000 $14,535,000 $9,660,000 $16,820,000
Project Management and Engineering (20%) $1,710,000 $2,180,000 $1,450,000 $2,520,000
Total: $13,125,000 $16,715,000 $11,110,000 $19,340,000
Rounded Grand Total: $50,000,000
Regional Municipality of Niagara Track and Station Site Considerations Niagara GO Rail Service Expansion Study Report
MMM Group Limited 2015-04-08
APPENDIX A4 Niagara Region GO Rail Expansion Study Ridership Forecasts
Niagara Region GO RailExpansion Study
Ridership Forecasts
Paradigm Transportation Solutions Ltd.22 King Street South, Suite 300
Waterloo ON N2J 1N8
Prepared for:MMM Group
March 2015
Lakeshore West GO Rail Line
Niagara Region GO Rail Expansion
Lakeshore West GO Rail Line
Niagara Region GO Rail Expansion
PROJECT SUMMARY
PROJECT NAME: ............................. NIAGARA REGION GO RAIL EXPANSION STUDY
RIDERSHIP FORECASTS CLIENT: ................................................................THE REGIONAL MUNICIPALITY OF NIAGARA
C/O MMM GROUP INC. 119 SPADINA AVENUE, SUITE 500 TORONTO, ON M5V 2L1 CLIENT PROJECT MANAGER: ......................................... SCOTT BOWERS, P. ENG., MANAGER, TRANSIT CONSULTANT: ..................................... PARADIGM TRANSPORTATION SOLUTIONS LIMITED 22 KING STREET SOUTH, SUITE 300 WATERLOO, ON N2J 1N8 PH: 519-896-3163 FAX: 1-885-764-7349 CONSULTANT PROJECT STAFF.....................................GENE CHARTIER, WILLIAM O’BRIEN, PETER KELLY REPORT DATE: ......................................................................31 MARCH, 2015 PROJECT NUMBER: ........................................................................... 150260
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EXECUTIVE SUMMARY
The Niagara GO Rail Expansion Project is being undertaken by MMM Group to assist the Region of Niagara with development of a business case for the provision of GO Rail service along the CN Rail corridor from Hamilton to Niagara Falls. Paradigm Transportation Solutions Ltd. (Paradigm) has been retained by MMM Group to assist with the assessment of travel patterns in the study corridor and to prepare estimates of transit ridership that could be expected with future rail services. This report documents the investigations and findings carried out in the development of ridership estimates for the study.
The findings of this study are summarized as follows:
The Region of Niagara is a large geographic area east of the City of Hamilton on the south shore of Lake Ontario. It has a number of different urban areas of which the main areas are St. Catharines – Thorold (two municipalities with a contiguous urban area), Niagara Falls and Welland. The total population of the Region is almost 460,000 persons at the present time. Over the next 10 to 20 years this population is expected to grow by approximately 11.5% along with a forecast increase in employment of over 8.5%. There are two major post-secondary institutions in Niagara Region (i.e., Brock University and Niagara College) and the Region is also a major tourist destination.
The existing GO Rail Lakeshore West corridor runs west from Union Station in downtown Toronto with stations in Mississauga, Oakville, Burlington and Hamilton. The line currently terminates at the Hamilton GO Centre station in the downtown area of Hamilton. Metrolinx is currently constructing a new extension of the Lakeshore West GO corridor along the CN Rail line to the Hamilton GO North Station to be located on the CN Rail line west of James Street North. This project is an initial step in the development of GO Rail services along the CN Rail line to the east end of Hamilton (former Stoney Creek) and into the Region of Niagara.
The primary transportation corridor connecting Niagara Region to Hamilton and the Greater Toronto Area at the present time is the Queen Elizabeth Way (QEW) freeway route through Grimsby, Lincoln, St. Catharines, Niagara Falls and Fort Erie. Highway 406 also provides a freeway transportation corridor connecting the QEW and St Catharines to the southern communities of Thorold, Welland and to some extent Pelham and Port Colborne. Within the Region, local public transit services are operated in St. Catharines and Thorold, Niagara Falls, Welland and Fort Erie. There are also some inter-municipal transit services provided by the Region of Niagara. Inter-regional passenger transportation service is provided by GO Transit with the Route 12 bus service connecting Niagara Falls to the Burlington GO Station along the QEW corridor.
The existing travel demand characteristic in the study corridor is established based on the trip to work demand (i.e. Home-Based-Work or HBW) and the trip to school for post secondary students demand (Home Based School or HBSch) from 2011 Transportation Tomorrow Survey (TTS) travel data. This methodology does not include other trip purpose activity and in Niagara Region trip purposes such as tourism are likely to increase the travel demand beyond that estimated based on home based work and school travel.
In the Niagara – Hamilton – Greater Toronto Area corridor, there are currently approximately 24,000 daily person trips in each direction that are Niagara-based (i.e., have a trip origin or destination in Niagara) and travel outside the Region. The most significant component of this travel occurs between Niagara Region and Hamilton with approximately 60% of the Niagara-based trips starting or ending in Hamilton. The amount of Niagara-based travel declines further east along the corridor towards downtown Toronto.
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The TTS data indicates that private automobiles are currently the dominant mode of travel in the study corridor with GO Rail trips to and from Niagara Region amounting to less than 1% of the total trips in the corridor. This is largely related to the absence of GO Rail service within Niagara Region at the present time as well as relatively long distances to the major activity areas within the Greater Toronto Area (GTA).
The daily travel demand in the study corridor is forecast to increase by 15 % to 20 % over the 20 year period from year 2011 to year 2031. By year 2031, it is estimated that over 27,000 daily HBW and HBSch trips will travel across the Niagara – Hamilton boundary in each direction, using all travel modes.
Based on the future corridor trip demand in the study area and the observed GO Rail mode share in other similar corridors, under the low estimate conditions, the potential GO Rail passenger volumes in the study corridor are forecast to be approximately 680 peak period, peak direction passenger trips by year 2021. By year 2031 it is estimated that the peak period, peak direction passenger trips would increase to about 1,190 trips and the daily both direction passenger trips would be about 1,800 trips on GO Rail. The low ridership estimates are based on the existing, business as usual conditions related to transit services. However, it is also noted that the estimated ridership levels do not include other trip purposes such as tourism travel and these activities would contribute additional ridership to a Niagara GO Rail extension.
Based on the future corridor trip demand in the study area and the existing GO Rail mode share rate in other similar corridors, under the high estimate conditions the potential GO Rail passenger volumes in the study corridor are forecast to be approximately 780 peak period, peak direction passenger trips by year 2021. By year 2031 it is estimated that the peak period, peak direction passenger trips would increase to about 1,550 trips and the daily both direction passenger trips would be about 2,290 trips on GO Rail. Achievement of the high ridership estimates would require development and full implementation of comprehensive transit supportive transportation and land use policies and practices as currently being planned by the Region of Niagara. However, it is also noted that the estimated ridership levels do not include other trip purposes such as tourism travel and these activities would contribute additional ridership to the Niagara GO Rail extension.
The estimated ridership levels for a GO Rail extension to Niagara tend to be somewhat lower than the ridership levels observed on existing GO Rail corridors west of Toronto. This is attributed to various factors including the length of time GO service has been established in these corridors, the much longer rail corridor distance between the Niagara urban areas and downtown Toronto, the more dispersed pattern of urban development in Niagara Region and the attractiveness of the QEW highway corridor connection to the GO Rail Lakeshore West line in Burlington. However, the CN Rail corridor does provide an excellent opportunity for GO Rail service to provide higher order transit service to the urban areas of Grimsby, Beamsville, St Catharines and Niagara Falls. The local and inter-municipal bus services within the Region of Niagara are well established and will support the establishment of GO Rail service to the Region.
Based on the future corridor trip demand in the study area, forecasts of the potential ridership demand at the proposed stations were developed. Based on the ridership estimates, a parking estimate for each station was determined utilizing existing and forecasted mode share data. The following estimates of passenger boarding activity and station parking demand were developed:
o By 2021 under low estimate conditions:
70 daily boardings in Niagara Falls, with a peak parking demand of about 35
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vehicles for peak only service and 50 vehicles for all day service;
190 daily boardings in St. Catharines, with a peak parking demand of about 60 vehicles for peak only service and 125 vehicles for all day service; and
250 daily boardings in Grimsby, with a peak parking demand of about 190 vehicles for peak only service and 225 vehicles for all day service.
o By 2031 under low estimate conditions:
110 daily boardings in Niagara Falls, with a peak parking demand of about 55 vehicles for peak only service and 75 vehicles for all day service;
340 daily boardings in St. Catharines, with a peak parking demand of about 115 vehicles for peak only service and 215 vehicles for all day service; and
440 daily boardings in Grimsby, with a peak parking demand of about 315 vehicles for peak only service and 400 vehicles for all day service.
o By 2021 under high estimate conditions:
80 daily boardings in Niagara Falls, with a peak parking demand of about 40 vehicles for peak only service and 55 vehicles for all day service;
220 daily boardings in St. Catharines, with a peak parking demand of about 70 vehicles for peak only service and 140 vehicles for all day service; and
280 daily boardings in Grimsby, with a peak parking demand of about 210 vehicles for peak only service and 250 vehicles for all day service.
o By 2031 under high estimate conditions:
140 daily boardings in Niagara Falls, with a peak parking demand of about 65 vehicles for peak only service and 85 vehicles for all day service;
440 daily boardings in St. Catharines, with a peak parking demand of about 130 vehicles for peak only service and 240 vehicles for all day service; and
570 daily boardings in Grimsby, with a peak parking demand of about 350 vehicles for peak only service and 440 vehicles for all day service.
In the planning of the GO Rail station infrastructure, it is recommended that the parking provided should be at least 25% higher than the estimated peak parking demand to recognize the potential error of the estimates and to allow for less than ideal utilization of the parking spaces.
Niagara Region GO Rail Expansion Study Ridership Forecasts | March 2015 | 150260
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CONTENTS
1.0 INTRODUCTION....................................................................................................... 1
1.1 OVERVIEW ..................................................................................................................1 1.2 BACKGROUND..............................................................................................................1 1.3 STUDY AREA ...............................................................................................................1
2.0 EXISTING TRAVEL DEMAND ....................................................................................... 6
2.1 AM PEAK PERIOD TRAVEL ...............................................................................................6 2.2 PM PEAK PERIOD TRAVEL................................................................................................9 2.3 DAILY TRAVEL............................................................................................................11 2.4 DEMAND SUMMARIES...................................................................................................13 2.5 GO RAIL MODE SHARE .................................................................................................15
3.0 FUTURE TRAVEL DEMAND ....................................................................................... 16
3.1 DEMOGRAPHIC CHANGES ...............................................................................................16 3.2 FORECASTING METHODOLOGY ..........................................................................................17 3.3 FORECAST CORRIDOR DEMANDS.......................................................................................17
4.0 FUTURE GO RAIL DEMAND...................................................................................... 20
4.1 GO RAIL MODAL SHARE ESTIMATES ..................................................................................20 4.2 GO RAIL STATION DEMAND CHARACTERISTICS ......................................................................28 4.2.1 PROPOSED GO TRAIN STATION LOCATIONS....................................................................................................... 28 4.2.2 STATION RIDERSHIP ESTIMATES..................................................................................................................... 28 4.2.3 GO STATION ACCESS MODAL CHOICE ESTIMATES .............................................................................................. 29
APPENDICES
APPENDIX A – 2011 TTS SUMMARY OF CORRIDOR DEMAND BY MUNICIPALITY
Niagara Region GO Rail Expansion Study Ridership Forecasts | March 2015 | 150260
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FIGURES
FIGURE 1.1: GO RAIL EXPANSION STUDY AREA ................................................................... 3
FIGURE 1.2: TRANSPORTATION TOMORROW SURVEY STUDY AREA ............................................. 4
FIGURE 1.3: TRAVEL DEMAND STUDY CORRIDOR .................................................................. 5
FIGURE 2.1: 2011 TEMPORAL TRAVEL DEMANDS (HBW + HBSCH) ........................................ 7
FIGURE 2.2: 2011 CORRIDOR TRAVEL DEMANDS (HBW + HBSCH) ....................................... 14
FIGURE 3.1: 2021 CORRIDOR TRAVEL DEMANDS (HBW + HBSCH) ....................................... 18
FIGURE 3.2: 2031 CORRIDOR TRAVEL DEMANDS (HBW + HBSCH) ....................................... 19
FIGURE 4.1: 2021 LOW ESTIMATE OF CORRIDOR GO RAIL DEMAND ESTIMATES (HBW + HBSCH) . 24
FIGURE 4.2: 2031 LOW ESTIMATE OF CORRIDOR GO RAIL DEMAND ESTIMATES (HBW + HBSCH) . 25
FIGURE 4.3: 2021 HIGH ESTIMATE OF CORRIDOR GO RAIL DEMAND ESTIMATES (HBW + HBSCH) 26
FIGURE 4.4: 2031 HIGH ESTIMATE OF CORRIDOR GO RAIL DEMAND ESTIMATES (HBW + HBSCH) 27
Niagara Region GO Rail Expansion Study Ridership Forecasts | March 2015 | 150260
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TABLES
TABLE 2.1: 2011 AM PEAK PERIOD HOME BASED WORK (HBW) DEMAND .............................. 8
TABLE 2.2: 2011 AM PEAK PERIOD HOME BASED SCHOOL (HBSCH) DEMAND .......................... 8
TABLE 2.3: 2011 PM PEAK PERIOD HOME BASED WORK (HBW) DEMAND ............................ 10
TABLE 2.4: 2011 PM PEAK PERIOD HOME BASED SCHOOL (HBSCH) DEMAND ........................ 10
TABLE 2.5: 2011 DAILY HOME BASED WORK (HBW) DEMAND ........................................... 12
TABLE 2.6: 2011 DAILY HOME BASED SCHOOL (HBSCH) DEMAND ....................................... 12
TABLE 2.7: 2011 DAILY MODE SHARE (HBW + HBSCH) ................................................... 15
TABLE 3.1: POPULATION AND EMPLOYMENT FORECASTS ...................................................... 16
TABLE 4.1: 2011 DAILY MODE SHARE ESTIMATES TO/FROM TORONTO................................... 21
TABLE 4.2: TTS DATA SUMMARY OF DAILY MODE SHARE OF GO TRIPS.................................... 22
TABLE 4.3: LOW ESTIMATES OF NIAGARA GO RAIL MODAL SHARE OF TOTAL TRAVEL DEMAND........ 23
TABLE 4.4: HIGH ESTIMATES OF NIAGARA GO RAIL MODAL SHARE OF TOTAL TRAVEL DEMAND ....... 23
TABLE 4.5: STATION RIDERSHIP ESTIMATES (LOW SCENARIO)................................................ 28
TABLE 4.6: STATION RIDERSHIP ESTIMATES (HIGH SCENARIO) ............................................... 29
TABLE 4.7: EXAMPLE GO STATION ARRIVAL MODE CHOICE ................................................... 29
TABLE 4.8: GO RAIL STATION DRIVE & PARK MODE SHARE ESTIMATES.................................... 30
TABLE 4.9: ESTIMATED GO RAIL STATION PARKING DEMAND (LOW RIDERSHIP SCENARIO) ............ 30
TABLE 4.10: ESTIMATED GO RAIL STATION PARKING DEMAND (HIGH RIDERSHIP SCENARIO) ......... 31
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1.0 INTRODUCTION
1.1 Overview
The Niagara Region GO Rail Expansion Study is being undertaken by MMM Group to assist the Region of Niagara with confirmation of a business case for the provision of GO Rail service along the CN Rail corridor from Hamilton to Niagara Falls. Paradigm Transportation Solutions Ltd. (Paradigm) has been retained by MMM Group to assist with the assessment of travel patterns in the study corridor and prepare estimates of transit ridership that could be expected with the future rail services.
This report is a technical paper documenting the investigations and findings carried out by Paradigm in the development of ridership estimates for the study. These estimates will be utilized by MMM Group in the business case study of GO Rail expansion and the more detailed planning of service expansion.
1.2 Background
GO Transit currently provides commuter rail service in three corridors in the western portion of the Greater Toronto Hamilton Area (GTHA); namely the GO Rail Lakeshore West corridor ending in Hamilton (extending to Niagara Falls during summer month weekends), the Milton corridor ending in Milton and the Kitchener corridor ending in Kitchener. The Lakeshore West corridor has all day service as far west as Burlington (Aldershot Station) with peak period service to Hamilton while the Milton and Georgetown corridors only have peak service on weekdays at the present time with bus service during other time periods. Metrolinx is currently constructing a new extension of the GO Lakeshore West corridor located along the CN Rail corridor to a new Hamilton GO North Station to be opened for service in mid-2015. This new station is located on the CN Rail corridor west of James Street North, in Hamilton.
The Niagara Region is a region with several growing urban areas with a combined population of approximately 460,000 persons (expected to grow to 511,000 by 2031). The Region has considerable commuter travel to and from Hamilton and the Greater Toronto Area (GTA) and is not currently served by GO Transit rail services. There is currently a GO Transit bus service that operates between Niagara Falls and the Burlington GO Station.
Through previous consultation and study it has been determined that the preferred route for the potential GO Rail expansion would utilize the existing CN Rail line. The CN Rail line generally runs parallel to QEW between Hamilton and Grimsby, St. Catharines and Niagara Falls. This line connects to the existing GO Lakeshore West corridor at the westerly end of Hamilton Harbour. This corridor continues to Niagara Falls, crossing the Welland Canal in St Catharines.
Figure 1.1 illustrates the CN Rail corridor, relative to the surrounding cities and road infrastructure.
1.3 Study Area
For purposes of developing GO Rail ridership estimates, the commuter shed area that would potentially be serviced by an expansion of the Lakeshore West GO Rail line is assumed to consist of the Region of Niagara (i.e., the municipalities of Grimsby, Lincoln, West Lincoln, Pelham, Niagara Falls, Niagara-on-the-Lake (NOTL), St Catharines, Thorold, Welland, Wainfleet, Port Colbourne and Fort Erie). This service area is illustrated in Figure 1.1 below. The Lakeshore West GO rail corridor extends through Hamilton, Burlington, Oakville, and Mississauga and into the City of Toronto to Union Station. For travel demand analyses purposes, the primary study corridor is considered to include the Niagara Region, City of Hamilton, south Halton Region (specifically Burlington and Oakville), south Peel Region (specifically
Niagara Region GO Rail Expansion Study Ridership Forecasts | March 2015 | 150260
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Mississauga) and the City of Toronto.
In the study area, the cities St. Catharines, Niagara Falls and Welland comprise the major urban areas of the Region of Niagara. There are other smaller urban centers throughout the Region including Grimsby, Beamsville and Fort Erie. These urban centers within Niagara Region are separated by agricultural lands and undeveloped areas and are non-contiguous. The location of these urban areas relative to each other and relative to the potential GO Rail corridors is illustrated in Figure 1.1. The main existing transportation corridor in the Region is the QEW freeway connecting the GTA and Hamilton with the urban areas in Niagara Region as well as border crossings to the USA. Regional Road 20 also operates as a secondary corridor providing connections to Hamilton. Major inter-regional highway improvements within the study corridor are not anticipated within the next 20 years with the possible exception of implementation of some high occupancy lanes (HOV) along sections of the QEW. The CN Rail corridor passes through several urban centres such as Grimsby, Beamsville St Catharines and Niagara Falls. It would have connections to other municipalities by the major highway corridors of QEW and Highway 406.
Niagara Region is a major tourist destination in Ontario. Currently the transit travel opportunities for the Niagara Region consist of GO Transit bus service and weekend GO Rail service during the summer months. There are also tourist oriented charter bus services to Niagara Falls, wineries and casinos. Niagara Region has two post-secondary educational institutions that attract students from outside the Region. Brock University is located in St. Catharines and Niagara College is located in Welland with campuses in NOTL (Glendale) and Niagara Falls.
For the past 25 years, travel data in the Greater Golden Horseshoe area (and beyond in more recent years) have been collected every 5 years in conjunction with census years (i.e. 1986, 1991, 1996, 2001, 2006 and 2011) through the Transportation Tomorrow Survey (TTS). Figure 1.2 displays the TTS survey area. In general, travel data are collected for all trip purposes and trip modes made by all residents of the household (older than 11 years of age) for a sample 24-hour period. Sampling is undertaken in all member municipalities and generally falls in the 3 % to 6 % range. The 2011 TTS travel data is the very recent and covers the entire study area; it provides an excellent basis to establish the existing travel demand characteristics for the study corridor.
An understanding of two travel demand market segments is important when analyzing the potential for GO Transit Rail service. In particular, the journey to work demand (i.e. Home-Based-Work or HBW) and the journey to school demand (Home Based School or HBSch) are the markets with the greatest potential to attract GO Transit ridership. It is noted that HBSch trips are middle school, secondary and post-secondary trips but when considered at the inter-municipal and inter-regional level are almost entirely post-secondary school trips. The study corridor considered in assessing the travel patterns as related to the Lakeshore West GO Rail expansion to the Niagara Region includes the Niagara Region, the south part of Halton Region, south part of Peel Region and City of Toronto. Figure 1.3 displays this corridor in relation to the overall Golden Horseshoe Area.
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FIGURE 1.1: GO RAIL EXPANSION STUDY AREA
GO Rail Expansion Study Area
Figure 1.1
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Existing Lakeshore West GO Rail Line
CN Rail Corridor (proposed expansion route)
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FIGURE 1.2: TRANSPORTATION TOMORROW SURVEY STUDY AREA
Transportation Tomorrow Survey Study Area
Figure 1.2
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FIGURE 1.3: TRAVEL DEMAND STUDY CORRIDOR
Travel Demand Study Corridor
Figure 1.3
Toronto
St. CatharinesHamilton
Burlington
Mississauga
Existing Lakeshore West GO Rail Line
CN Rail CorridorNiagara
Falls
Oakville
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2.0 EXISTING TRAVEL DEMAND
In terms of GO Rail service to the Niagara Region area, AM peak period and PM peak period demands are important to determine the level of service required to accommodate the corridor travel demand. Daily demands also provide information with respect to potential total ridership, although outside of the peak periods, HBW and HBSch trips total approximately 27% of the total daily demand in the primary study area as shown in Figure 2.1.
2.1 AM Peak Period Travel
For intercity travel demand, the AM peak period has been defined as any trip that has a start time between 6:00 AM and 9:00 AM. Table 2.1 summarizes the observed HBW demand in the study corridor for the 2011 AM peak period for all travel modes combined. Some important observations include:
there are approximately 6,025 work trips made during the morning peak period from Niagara Region to City of Hamilton and approximately 2,575 made from City of Hamilton to Niagara Region;
Burlington-Oakville attracts 3,250 work trips from Niagara Region and it generates approximately 700 work trips to Niagara Region;
Mississauga attracts 750 work trips from Niagara Region while it generates approximately 400 work trips to Niagara Region;
Toronto attracts approximately 1.050 work trips from Niagara Region while it generates approximately 450 work trips to Niagara Region; and
There is significant travel occurring within and between the communities within Niagara Region.
Table 2.2 summarizes the observed HBSch post-secondary travel demand in the study corridor for the 2011 AM peak period. Some important observations include:
most HBSch travel tends to be shorter-distance travel with a significant amount of the demand being self-contained within each community;
there are approximately 1,125 school trips made during the AM peak period from Niagara Region to City of Hamilton and approximately 375 made from City of Hamilton to Niagara Region; and
Toronto attracts approximately 75 school trips from Niagara Region during the AM peak period.
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FIGURE 2.1: 2011 TEMPORAL TRAVEL DEMANDS (HBW + HBSCH)
2011 Temporal Travel Demands(Home Based Work & Home Based School)
Figure 2.1
0
200,000
400,000
600,000
800,000
1,000,000
1,200,000
1,400,000
1,600,000
AM Peak Period(6:00-9:00)
PM Peak Period(15:00-18:00)
Off-Peak Period
Home Based School
Home Based Work
Trip PurposeAM Peak Period
(6:00‐9:00)PM Peak Period (15:00‐18:00)
Off‐Peak Period Daily
1,017,016 895,769 770,880 2,683,66537.9% 33.4% 28.7% 100.0%506,748 396,538 275,717 1,179,00343.0% 33.6% 23.4% 100.0%
1,523,764 1,292,307 1,046,597 3,862,66839.4% 33.5% 27.1% 100.0%
Home Based Work
Home Based School
Total
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*Volumes from study corridor as outlined in Figure 1.3
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TABLE 2.1: 2011 AM PEAK PERIOD HOME BASED WORK (HBW) DEMAND
Municipality
Toro
nto
Peel
Hal
ton
Ham
ilton
Nia
gara
Tota
l
Toronto 521,136 37,462 3,893 818 451 563,760
Peel 56,039 115,713 9,163 1,068 409 182,392
Halton 20,461 17,215 36,634 7,072 706 82,088
Hamilton 4,408 4,903 18,824 71,550 2,580 102,265
Niagara 1,062 748 3,257 6,021 75,423 86,511
Total 603,106 176,041 71,771 86,529 79,569 1,017,016
TABLE 2.2: 2011 AM PEAK PERIOD HOME BASED SCHOOL (HBSCH) DEMAND
Municipality
Toro
nto
Peel
Hal
ton
Ham
ilton
Nia
gara
Tota
lToronto 283,614 1,392 334 331 0 285,671
Peel 12,009 80,082 1,625 1,324 0 95,040
Halton 1,609 942 30,208 2,079 66 34,904
Hamilton 456 112 350 50,407 373 51,698
Niagara 78 0 0 1,117 38,240 39,435
Total 297,766 82,528 32,517 55,258 38,679 506,748
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2.2 PM Peak Period Travel
For intercity travel demand the PM peak period has been defined as any trip that has a start time between 3:00 PM and 6:00 PM. Table 2.3 summarizes the observed HBW demand in the study corridor for the 2011 PM peak period. Some important observations include:
there are approximately 2,365 work trips made during the afternoon commute from Niagara Region to City of Hamilton and approximately 6,050 made from City of Hamilton to Niagara Region;
Burlington-Oakville attracts 800 work trips from Niagara Region and it generates approximately 3,225 work trips to Niagara Region;
Mississauga attracts 375 work trips from Niagara Region while it generates approximately 900 work trips to Niagara Region; and
Toronto attracts approximately 250 work trips from Niagara Region while it generates approximately 1,150 work trips to Niagara Region.
Table 2.4 summarizes the observed HBSch demand in the study corridor for the 2011 PM peak period. Some important observations include:
there are approximately 375 school trips made during the PM peak period from Niagara Region to City of Hamilton and approximately 750 made from City of Hamilton to Niagara Region; and
Toronto attracts 0 school trips from Niagara Region while it generates approximately 25 school trips to Niagara Region.
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TABLE 2.3: 2011 PM PEAK PERIOD HOME BASED WORK (HBW) DEMAND
Municipality
Toro
nto
Peel
Hal
ton
Ham
ilton
Nia
gara
Tota
l
Toronto 442,984 49,184 17,805 4,276 1,143 515,392
Peel 30,737 109,536 14,057 4,529 894 159,753
Halton 3,203 8,202 34,547 16,715 3,215 65,882
Hamilton 819 1,002 6,914 67,253 6,061 82,049
Niagara 245 377 806 2,365 68,900 72,693
Total 477,988 168,301 74,129 95,138 80,213 895,769
TABLE 2.4: 2011 PM PEAK PERIOD HOME BASED SCHOOL (HBSCH) DEMAND
Municipality
Toro
nto
Peel
Hal
ton
Ham
ilton
Nia
gara
Tota
lToronto 246,367 9,526 1,563 340 29 257,825
Peel 1,731 48,562 813 81 0 51,187
Halton 333 1,625 19,903 487 47 22,395
Hamilton 165 899 1,791 36,313 743 39,911
Niagara 0 0 76 378 24,766 25,220
Total 248,596 60,612 24,146 37,599 25,585 396,538
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2.3 Daily Travel
Table 2.5 summarizes the observed HBW demand in the study corridor for the 2011 daily period. Some important observations include:
there are approximately 12,325 work trips made over a typical day from Niagara Region to City of Hamilton and approximately 11,500 trips made from City of Hamilton to Niagara Region;
Burlington-Oakville attracts approximately 5,375 work trips from Niagara Region and generates approximately 5,275 work trips to Niagara Region;
Mississauga attracts 1,675 work trips from Niagara Region and generates approximately 1,700 work trips to Niagara Region; and
Toronto attracts approximately 2,300 work trips from Niagara Region while it generates approximately 2,425 work trips to Niagara Region.
Table 2.6 summarizes the observed HBSch demand in the study corridor for the 2011 daily period. Some important observations include:
most HBSch travel tends to be shorter-distance travel with a significant amount to the demand being self-contained within the community;
there are approximately 2,150 school trips made during a typical weekday from Niagara Region to City of Hamilton and approximately 2,075 made from City of Hamilton to Niagara Region; and
Toronto attracts approximately 175 school trips from Niagara Region while it generates approximately 175 school trips to Niagara Region.
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TABLE 2.5: 2011 DAILY HOME BASED WORK (HBW) DEMAND
Municipality
Toro
nto
Peel
Hal
ton
Ham
ilton
Nia
gara
Tota
l
Toronto 1,354,386 118,141 28,677 7,464 2,421 1,511,089
Peel 116,410 328,086 31,063 7,789 1,698 485,046
Halton 29,183 32,306 100,904 32,173 5,263 199,829
Hamilton 7,898 7,833 34,481 199,015 11,510 260,737
Niagara 2,288 1,678 5,368 12,323 205,307 226,964
Total 1,510,165 488,044 200,493 258,764 226,199 2,683,665
TABLE 2.6: 2011 DAILY HOME BASED SCHOOL (HBSCH) DEMAND
Municipality
Toro
nto
Peel
Hal
ton
Ham
ilton
Nia
gara
Tota
lToronto 676,789 19,101 2,873 1,141 169 700,073
Peel 19,312 175,039 3,678 2,055 0 200,084
Halton 2,837 3,604 62,304 3,753 141 72,639
Hamilton 1,168 2,000 3,549 111,890 2,062 120,669
Niagara 167 0 128 2,154 83,089 85,538
Total 700,273 199,744 72,532 120,993 85,461 1,179,003
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2.4 Demand Summaries
The 2011 origin-destination trip tables were used to develop total corridor demand estimates in order to facilitate a ridership forecasting model. Figure 2.2 depicts the combined work and post secondary school trips for the weekday peak time periods and the full weekday daily time period for all travel modes. It should be noted that the corridor travel demand shown in this figure consists of only the trips starting or ending in Niagara Region. The following characteristics of the travel demand in this corridor are noted:
The most significant travel activity occurs between Niagara Region and City of Hamilton with approximately 13,600 to 14,500 daily trips in each direction. The travel demand between these two areas is approximately 6,800 to 7,100 trips in the peak direction during the weekday peak period with the peak being eastbound in the AM and westbound in the PM. The non-peak direction travel is much lower than the peak direction travel.
The travel demand generated by the Niagara Region to Burlington-Oakville is also significant with approximately 5,400 daily trips in each direction.
The travel demand generated by the Niagara Region tends to decrease towards Toronto, indicating that many of the inter-regional trips generated are to and from the closer areas of Hamilton and south Halton Region.
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FIGURE 2.2: 2011 CORRIDOR TRAVEL DEMANDS (HBW + HBSCH)
2011 Corridor Travel Demands(Home Based Work & Home Based School)
Figure 2.2
AM Peak Period(6:00 AM to 9:00 AM)
PM Peak Period(3:00 PM to 6:00 PM)
Daily Demand
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
1,888 1,140
4,585 1,632 860 451
12,283 5,145
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
622 245
12,132 5,328 2,066 1,172
4,247 1,504
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
4,133 2,455
23,264 9,692 4,288 2,590
24,106 9,629
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2.5 GO Rail Mode Share
The 2011 TTS data includes data on the various modes of travel used, including GO Rail. While there is no GO Rail service to Niagara Region, commuter trips to and from these areas may use the Lakeshore West GO Rail corridors by travelling to Hamilton or Burlington stations and completing the trip on the GO Rail service. It is noted that for trips to/from Niagara to other (non-Toronto) locations along the travel corridor (e.g. Burlington, Oakville, and Mississauga) are not discussed because the TTS data showed that no trips were occurring between these pairs. This is likely attributed to both the relative ease to access these areas by vehicle and the lack of existing easy-to-use GO transit routes.
Table 2.7 below summarizes the observed HBW and HBSch GO Rail demand in the primary study corridor (specifically trips between the Niagara-Toronto origin – destination pair) for the 2011 daily period for trips, originating from or having their destination in Niagara. This data indicates that the GO Rail ridership to and from Niagara Region is occurring, with individuals utilizing other modes to transport to access a GO station (e.g., GO bus, park and ride, kiss and ride) and completing their trip to/from Toronto. The motivation for individuals to utilize GO can be assumed to be the large traffic volumes and delays along the QEW and Highway 403 corridors during peak hours. This data indicates that the current use of GO Rail for trips to and from Niagara Region amounts to approximately 17% of the total trips in the corridor. It is noted however, that since the TTS data is based on a relatively small sample size, the reliability of small numbers such as the number of GO Rail trips is limited. However, the data clearly indicates that there are individuals currently utilizing GO Transit to travel to Toronto.
TABLE 2.7: 2011 DAILY MODE SHARE (HBW + HBSCH)
DirectionTrips (All
Modes)Trips
(GO Rail)GO Mode
ShareTrips (All
Modes)Trips
(GO Rail)GO Mode
Share
Trips (All
Modes)
Trips (GO Rail)
GO Mode Share
Toronto Bound
2,289 417 18% 167 0 0% 2,456 417 17%
Niagara Bound
2,423 472 19% 170 0 0% 2,593 472 18%
Total (HBW + HBSch)Home Based Work Home Based School
It is noted that GO Transit operates an all day two way bus service connecting Niagara Falls, St Catharines, Grimsby and Stoney Creek to the Burlington GO Station. Some observations of the ridership on this route have been undertaken during this investigation to confirm the nature and general magnitude of the existing ridership to and from Niagara Region connecting to the existing Burlington GO Station on the Lakeshore West corridor.
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3.0 FUTURE TRAVEL DEMAND
The 2011 TTS data has been used in conjunction with the available forecasts of future population and employment to develop estimates of the future travel demand in the study corridor. These estimates are discussed below.
3.1 Demographic Changes
Forecasts of future population and employment for the study regions were collected from different municipalities where available, utilizing the most recent accepted values. The population and employment forecasts within the Niagara Region have been provided by the Regional Municipality of Niagara. It is noted that the Region of Niagara is currently conducting a major review of the growth forecasts for the Region and the estimates used in this study may be updated in the near future. The growth forecasts for the study corridor are shown in Table 3.1.
TABLE 3.1: POPULATION AND EMPLOYMENT FORECASTS
2011 2021 2031 2011 2021 2031Toronto 2,855.0 2,915.0 3,000.0 1,615.6 1,719.5 1,835.1
Mississauga 742.7 784.7 829.1 471.6 494.5 501.6Oakville 174.8 221.8 246.4 91.0 120.8 128.4
Burlington 173.8 178.8 186.2 95.7 102.8 105.3Hamilton 535.0 611.5 678.0 230.0 270.0 300.0Grimsby 26.9 29.0 30.6 8.6 8.9 9.3Lincoln 23.8 26.4 28.6 10.7 11.1 11.7Pelham 18.2 21.2 22.4 4.5 4.8 5.1
Niagara-O-T-L 16.8 19.2 20.7 11.4 11.9 12.7St Catharines 137.6 137.5 137.9 66.6 67.8 68.7
Thorold 19.2 22.0 24.1 8.4 8.9 9.5Niagara Falls 88.2 93.0 100.3 44.4 45.9 47.7
Welland 53.1 56.3 61.5 21.2 22.2 23.7Port Colbourne 19.4 20.9 20.9 7.1 7.4 7.8
Fort Erie 32.9 36.1 38.9 12.6 13.9 15.0West Lincoln 15.1 16.6 17.0 4.1 4.8 5.3
Wainfleet 7.0 7.6 8.2 1.5 1.6 1.6
* The population and employment estimate are in 1000's
Region/MunicipailityPopulation Employment
The data sources for the population and employment forecasts are as follows:
Toronto – “Flashforward: Projecting Population and Employment to 2031 in a Mature Urban Area”, City of Toronto Urban Development Services, June 2003.
Mississauga – Population – “Population, Demographics & Housing”, City of Mississauga, Sept. 2014 – Employment – “Mississauga Growth Forecasts – Employment Growth”, City of Mississauga, Planning and Building Department, Jan. 2006.
Oakville/Burlington – “Best Planning Estimates of Population, Occupied Dwelling Units and Employment, 2011-2031”, Regional Municipality of Halton, June 2011.
Hamilton – “Places to Grow – Growth Plan”, Ministry of Infrastructure of Ontario, 2006
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Niagara Region – “Regional Official Plan”, Niagara Region, August 2014
These forecasts indicate steady rates of population and employment growth over the 20 year forecast period. Halton Region and Peel Region are projected to experience significant population and employment growth. It is noted that the population of Niagara Region is expected to increase by about 11.5% while employment is expected to increase by about 8.5% between year 2011 and year 2031. With this growth pattern, the Region expects an increase in the level of out-commuting during this time period.
3.2 Forecasting Methodology
Since there is non-linear growth in the study area and differential rates of increase, it is important to develop a forecasting methodology that gives consideration to these different levels of population and employment growth. Therefore, in order to determine the future transportation demand, the principles of the conventional gravity model were applied, utilizing existing data and population and employment forecasts. The model assumed that the observed population growth between horizon years would directly correspond with trips originating within a municipality. As well, it was assumed that existing destination distributions from each origin would remain relatively similar, with a factor applied to represent the varied employment growth within each municipality. Therefore a municipality with more employment growth would receive a larger proportion of the new trips generated, compared to a municipality with less employment growth. The travel demand estimates were adjusted to maintain consistency with the overall population growth within each municipality for each horizon year.
3.3 Forecast Corridor Demands
Using the gravity model approach described above in combination with the population and employment forecasts, estimates of the travel demand for each trip origin – destination interchange were prepared. These data were then reduced to the corridor-type forecasts that were utilized in the existing corridor demand estimates. Figure 3.1 and Figure 3.2 summarize these travel forecasts for years 2021 and 2031.
The forecasts indicate that in the 20 year forecasting period to year 2031, the overall study corridor travel demand will increase by approximately 16%. The population and employment in the Niagara Region is expected to increase by approximately 11.5% and 8.5% respectively, within the 20 year horizon; however, the growth in population and employment in the other regions within the corridor is expected to increase the level of inter-regional travel activity. In particular, the travel demand between City of Hamilton and Niagara Region is expected to increase significantly. This is anticipated with the projected increased growth in population and employment rate in these two areas. The City of Hamilton, Halton Region and Peel Region are expected to add nearly 310,000 new jobs by 2031. Therefore, the corridor between Niagara Region and these areas is expected to attract more commuters. The travel demand forecasts recognizes these new opportunities and indicate a significant increase in travel demand in the study corridor west of Toronto to the Niagara Region area.
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FIGURE 3.1: 2021 CORRIDOR TRAVEL DEMANDS (HBW + HBSCH)
2021 Corridor Travel Demands(Home Based Work & Home Based School)
Figure 3.1
AM Peak Period(6:00 AM to 9:00 AM)
PM Peak Period(3:00 PM to 6:00 PM)
Daily Demand
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
2,012 1,211
5,079 1,745 891 460
13,223 5,522
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
655 249
13,380 5,690 2,139 1,196
4,544 1,595
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
4,378 2,598
25,686 10,354 4,434 2,643
25,867 10,279
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FIGURE 3.2: 2031 CORRIDOR TRAVEL DEMANDS (HBW + HBSCH)
2031 Corridor Travel Demands(Home Based Work & Home Based School)
Figure 3.2
AM Peak Period(6:00 AM to 9:00 AM)
PM Peak Period(3:00 PM to 6:00 PM)
Daily Demand
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
2,106 1,267
5,469 1,834 927 472
13,951 5,791
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
682 254
14,376 5,983 2,226 1,229
4,816 1,673
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
4,576 2,714
27,613 10,884 4,606 2,715
27,300 10,783
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4.0 FUTURE GO RAIL DEMAND
This section of the report provides estimates of the potential demand for an expansion of the Lakeshore West GO Rail service to Niagara Region. The estimates are based on the forecasts of overall travel demand in the study corridor as well as consideration of the observed existing GO Rail ridership levels in other established GO Rail corridors.
4.1 GO Rail Modal Share Estimates
The GO Rail ridership for this study has been estimated as a portion of the total corridor demand utilizing observed GO Rail modal share data from other existing corridors. Currently, there are three GO Train corridors serving the areas west of City of Toronto. These GO Train corridors are as follows:
Kitchener GO Train Line provides services between Kitchener, Guelph, Georgetown and Toronto Union Station with GO Train stations in Brampton, Malton and in northwest area of Toronto. It currently offers weekday peak period train services with all day GO Transit bus services connecting to Brampton, Bramalea and the York Mills Subway in Toronto.
Milton GO Train Line provides services between Milton and Toronto Union Station with GO Train Stations in Mississauga and the west area of Toronto. This line offers weekday peak period train services with all day GO Transit bus services to Toronto Union Station with connections to some intermediate GO Stations.
Lakeshore West Line is a well established GO Rail corridor. It provides rail service to Hamilton, Burlington, Oakville, and south Mississauga into Toronto with connecting GO Transit bus and local transit services at all stations. This line currently has peak period services only between Hamilton and Toronto Union. This line has all day weekday and weekend GO Train services between Toronto Union Station and Burlington (Aldershot Station) with train-meet buses connecting west to the Hamilton GO Centre.
It is noted that the GO Rail extension to Guelph and Kitchener (i.e., west of Georgetown) as well as the GO Rail service to Barrie are situations that would be most similar to the Region of Niagara service. However, these services were not fully established at the time of the 2011 TTS survey so mode share data for these two services has not been utilized in this study.
The GO Rail modal shares in these three established corridors are shown in Table 4.1 below. These estimates are based on the 2011 TTS data.
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TABLE 4.1: 2011 DAILY MODE SHARE ESTIMATES TO/FROM TORONTO
AM PM Daily AM PM Daily AM PM Daily
Hamilton to Toronto 2,483 837 5,451 1,201 102 1,568 48% 12% 29%
Toronto to Hamilton 1,064 2,466 5,393 139 902 1,392 13% 37% 26%
Burlington to Toronto 6,731 971 9,668 3,947 21 4,391 59% 2% 45%
Toronto to Burlington 1,104 6,146 9,421 81 3,626 4,406 7% 59% 47%
Mississauga to Toronto 68,048 32,470 135,723 18,021 277 19,656 26% 1% 14%
Toronto to Mississauga 38,853 58,709 137,242 99 15,110 18,850 0% 26% 14%
Milton to Toronto 4,151 878 6,759 1,976 0 2,124 48% 0% 31%
Toronto to Milton 820 4,125 6,717 0 1,945 2,144 0% 47% 32%
Halton Hills to Toronto 2,191 361 3,639 825 0 892 38% 0% 25%
Toronto to Halton Hills 456 2,097 3,310 0 705 816 0% 34% 25%
Brampton to Toronto 34,698 8,342 60,183 6,920 28 7,502 20% 0% 12%
Toronto to Brampton 8,551 30,683 59,680 0 5,775 7,228 0% 19% 12%
Go Rail Mode Share
HB Work & HB SchoolRoute HB Work & HB School
Total Trips Go Rail Trips
HB Work & HB School
These data indicate that in the Halton Hills and Milton urban areas that only have weekday peak GO Train service, the GO Train modal share of total trips is approximately 38% to 48% of the total weekday AM peak period trips to and from Toronto and approximately 25% to 32% of the total weekday daily trips to and from Toronto. However, these modal choice levels are for all trips generated in the respective outlying areas, with the majority of the trips to and from downtown Toronto.
If only the trips generated to and from other suburban destinations along the corridor are considered, the GO Rail mode share is lower, in the range of 0% to 4.5% of all trips. If this experience is applied to the Niagara Region corridor, it would indicate that the GO Rail mode share for trips to and from intermediate locations (i.e., Hamilton, Burlington-Oakville and Mississauga) will likely be lower, perhaps in the range of approximately 1-5% of the total trips in the corridor while the GO Rail mode share of trips to and from downtown Toronto would be much higher at 20% to 30% of the total trips. Further, it would be reasonable to expect a higher GO Rail mode share of trips to and from Hamilton as compared to the other suburban areas since Hamilton has a well established local transit service, more concentrated activity in the downtown area and major post-secondary educational institutions. Table 4.2 displays the mode share of daily trips between the different municipalities.
The data for the Burlington urban area provides an indication of the potential GO Rail modal share with an all day services. This urban area has a strong commuter tie to downtown Toronto and the GO Rail service has been in place for several decades. The GO Rail mode share of 59% during the weekday peak periods and 45% during the weekday daily time periods reflect GO Rail ridership levels built up over several decades of service and also reflect the relatively short commute distance between Burlington and downtown Toronto. It is unlikely that this level of ridership could be developed for the Niagara Region corridor within the forecast horizon of just over 20 years.
The modal share estimates also recognize that transit use is dependent on the relative ease of local accessibility to the GO Rail facilities. The 2011 data indicates that transit use to Toronto is greater than to other areas. Toronto has high level of local transit service and it is relatively easy to get to and from different locations by public transit. Also the GO rail terminal at Union Station is within walking distance of many downtown activity centres. Therefore a higher level of modal choice is expected for this area. For all scenarios, higher estimates of the modal share for potential GO Rail extensions are expected and were
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utilized for the longer term (i.e., year 2031).
TABLE 4.2: TTS DATA SUMMARY OF DAILY MODE SHARE OF GO TRIPS
Municipality Toronto Brampton Mississauga Halton Hills Milton Burlington HamiltonToronto 1.0% 12.1% 13.7% 24.7% 31.9% 46.8% 25.8%
Brampton 12.5% 0.0% 0.1% 1.7% 0.0% 1.3% 0.0%Mississauga 14.5% 0.1% 0.0% 0.4% 0.5% 0.7% 2.3%Halton Hills 24.5% 0.5% 0.3% 0.0% 0.0% 0.0% 0.0%
MIlton 31.4% 0.0% 0.2% 0.0% 0.0% 0.0% 0.0%Burlington 45.4% 1.3% 0.7% 0.0% 0.0% 0.1% 1.0%Hamilton 28.8% 0.0% 2.8% 0.0% 0.0% 1.4% 0.0%
The results of the observed 2011 GO Rail modal shares outlined above combined with the previous forecasts of total travel demand were used as a basis to estimate the potential GO Rail ridership in the study corridor. Two scenarios have been considered in developing the future ridership estimates for the GO Rail service to Niagara Region, as discussed below.
Low estimates of ridership have been developed for a “status quo” or “business as usual” scenario. Under these estimates, it is assumed that all day, two way GO Rail service would be provided along the CN Rail corridor from the Hamilton North GO Station to Niagara Falls. The ridership would be primarily dependant on automobile access to the stations with no major improvements in the current local transit services in the communities.
The ridership levels in the high scenario are related to a commitment to strong transit supportive policies implemented over the planning period for the study. Currently, Niagara Regional Council has approved strategic priorities in the area of transportation that will establish long term transit supportive policies and practices in support of fostering an environment for economic prosperity. These priorities include initiatives that have or will commence this year and include the following:
1. Transportation Master Plan for the Region
a. Establishing the overall multi-modal transportation strategy at the Regional level, and
b. Partnering with each local municipality in the update of their respective Transportation Master Plans in order to achieve alignment with the Regional Transportation Master Plan.
2. Inter-municipal transit implementation/expansion which will provide enhanced mobility across all 12 area municipalities and serve as feeder service to GO hubs
3. Regional Official Plan Municipal Comprehensive Review
a. Establishing the revised growth projections to the year 2041 based on transit supportive policies, and
b. Supporting local municipal Official Plan updates to ensure alignment with the Regional Official Plan,
4. Mobility Hub Study which will establish the secondary plan and supporting transit amenities for the various mobility hubs in Niagara.
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With the full implementation of these various initiatives across the planning horizon, the conditions to achieve forecast ridership levels on the higher end of the ridership envelop are there. Most of these improvements are assumed to be introduced prior to 2021 and fully implemented well before 2031.
The high ridership scenario utilizes the methodology that estimates the GO Rail ridership based on a share of the traditional commuter travel market of work and school trips. This approach does not fully recognize that Niagara Region is an important tourist destination and efforts to encourage tourism travel by transit should contribute to increased ridership on the GO Rail service. Tourism travel is more likely to occur outside the weekday peak time periods and therefore the estimates of daily GO Rail ridership may not fully reflect the potential tourism trips that would be attracted to an all day GO Rail service to Niagara Region.
Table 4.3 displays the GO Rail mode shares that were utilized in order to forecast ridership demand for the low estimate scenario while Table 4.4 displays the mode shares that were estimated for the high estimate scenario. It is noted that the high scenario represents a 15% increase of mode share for the 2021 horizon, and a 30% increase of mode share for the 2031 horizon.
TABLE 4.3: LOW ESTIMATES OF NIAGARA GO RAIL MODAL SHARE OF TOTAL TRAVEL DEMAND
OD Pair with Niagara
Peak Hour "Main"
Direction
Peak Hour "Off"
DirectionDaily
Peak Hour "Main"
Direction
Peak Hour "Off"
DirectionDaily
Hamilton 2.5% 2.0% 1.75% 1.0% 0.8% 0.7%Burlington and Oakville 1.0% 0.8% 0.75% 0.3% 0.2% 0.2%Mississauga 1.0% 0.8% 0.75% 0.3% 0.2% 0.2%Toronto 12.5% 10.0% 9.0% 7.5% 6.0% 5.0%Hamilton 4.0% 3.2% 2.8% 1.0% 0.8% 0.7%Burlington and Oakville 2.0% 1.6% 1.5% 0.3% 0.2% 0.2%Mississauga 2.0% 1.6% 1.5% 0.3% 0.2% 0.2%Toronto 25.0% 20.0% 18.0% 7.5% 6.0% 5.0%
"Urban" Niagara Niagara Outlying
20
21
20
31
TABLE 4.4: HIGH ESTIMATES OF NIAGARA GO RAIL MODAL SHARE OF TOTAL TRAVEL DEMAND
OD Pair with Niagara
Peak Hour "Main"
Direction
Peak Hour "Off"
DirectionDaily
Peak Hour "Main"
Direction
Peak Hour "Off"
DirectionDaily
Hamilton 2.9% 2.3% 2.0% 1.2% 0.9% 0.7%Burlington and Oakville 1.2% 0.9% 0.9% 0.3% 0.2% 0.2%Mississauga 1.2% 0.9% 0.9% 0.3% 0.2% 0.2%Toronto 14.4% 11.5% 10.4% 8.6% 6.9% 5.8%Hamilton 5.2% 4.2% 3.6% 1.3% 1.0% 0.8%Burlington and Oakville 2.6% 2.1% 2.0% 0.3% 0.3% 0.2%Mississauga 2.6% 2.1% 2.0% 0.3% 0.3% 0.2%Toronto 32.5% 26.0% 23.4% 9.8% 7.8% 6.5%
20
21
20
31H
IGH
"Urban" Niagara Niagara Outlying
Using the above suggested GO Rail modal share estimates and the estimated future corridor trip demand from previous section, estimates of the peak period and daily GO ridership in the corridor have been developed for horizon years 2021 and 2031. Figures 4.1 and Figure 4.2 illustrate the corridor ridership estimates for the low or business as usual scenario while Figures 4.3 and Figure 4.4 illustrate the corridor ridership for the high or transit supportive scenario.
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FIGURE 4.1: 2021 LOW ESTIMATE OF CORRIDOR GO RAIL DEMAND ESTIMATES (HBW +
HBSCH)
2021 Low Estimate of Corridor Potential Ridership(Home Based Work & Home Based School)
Figure 4.1
AM Peak Period(6:00 AM to 9:00 AM)
PM Peak Period(3:00 PM to 6:00 PM)
Daily Demand
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
150 140
120 60 50 50
340 180
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
30 30
340 170 140 130
90 40
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
220 210
500 270 230 220
490 260
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FIGURE 4.2: 2031 LOW ESTIMATE OF CORRIDOR GO RAIL DEMAND ESTIMATES (HBW + HBSCH)
2031 Low Estimate of Corridor Potential Ridership(Home Based Work & Home Based School)
Figure 4.2
AM Peak Period(6:00 AM to 9:00 AM)
PM Peak Period(3:00 PM to 6:00 PM)
Daily Demand
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
270 260
220 110 100 100
600 330
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
60 60
590 320 260 240
160 70
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
430 400
900 510 430 410
880 500
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FIGURE 4.3: 2021 HIGH ESTIMATE OF CORRIDOR GO RAIL DEMAND ESTIMATES (HBW + HBSCH)
2021 High Estimate of Corridor Potential Ridership(Home Based Work & Home Based School)
Figure 4.3
AM Peak Period(6:00 AM to 9:00 AM)
PM Peak Period(3:00 PM to 6:00 PM)
Daily Demand
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
170 160
140 70 60 60
390 200
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
40 30
390 200 160 150
100 40
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
260 240
570 310 260 250
570 300
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FIGURE 4.4: 2031 HIGH ESTIMATE OF CORRIDOR GO RAIL DEMAND ESTIMATES (HBW + HBSCH)
2031 High Estimate of Corridor Potential Ridership(Home Based Work & Home Based School)
Figure 4.4
AM Peak Period(6:00 AM to 9:00 AM)
PM Peak Period(3:00 PM to 6:00 PM)
Daily Demand
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
350 340
280 150 130 120
780 430
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
80 70
770 410 330 310
210 90
Nia
gara
Reg
ion
Ham
ilton
Toro
nto
Bur
lingt
on &
Oak
ville
Mis
siss
auga
550 520
1160 660 560 530
1130 650
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4.2 GO Rail Station Demand Characteristics
4.2.1 Proposed GO Train Station Locations
The planned new GO Train stations are described as follows:
Niagara Falls Station: This station would be located at or near the existing VIA Rail Station on Bridge Street in the City of Niagara Falls. This location is well served by local transit services, with an adjacent bus terminal and it is also well served by the arterial road network with convenient connections to the Provincial highway network.
St Catharines West Station. This station would be located at or near the site of the existing VIA Rail station on the west side of St Catharines. Road access would be from St Paul Street West (Niagara Region Road 81) and local bus service would be available on St Catharines Transit routes 3 and 15.
Grimsby Station. This station would be located adjacent to Casablanca Boulevard and near the existing GO Transit bus terminal. The location has excellent accessibility to and from the QEW freeway via the Casablanca interchange.
This GO Train corridor will also have a station at James Street North in the City of Hamilton which will open for service in 2015. There may also be stations near Centennial Parkway and/or near Fifty Road in the City of Hamilton. However, the development plans and timing of these latter stations is unknown at this time.
4.2.2 Station Ridership Estimates
The 2021 and 2031 AM peak and daily low scenario ridership estimates for the planned Niagara GO Train stations are shown in Table 4.5 below. These estimated ridership levels are taken from the ridership estimates for the corridor as previously outlined in this report. The forecast 2021 and 2031 ridership estimates were broken down by origin municipalities that are expected to utilize each of the three stations with adjustments to reflect the higher attractiveness of the Grimsby GO Station due to the ease of vehicular access to and from the QEW. The ridership estimates for each station corresponding to the high ridership estimates are shown in Table 4.6 below. It should be noted that the numbers in these tables have been rounded in all cases to the nearest 10s and this should be recognized in the interpretation of the numbers. For example, while the estimated daily ridership should exceed the sum of the AM and PM peak periods, the rounded numbers may not properly reflect this. It is also noted that the daily ridership estimates are based on only home based work and school trips. Other trip purposes, such as tourism travel, are likely to increase the daily ridership above the estimates provided herein.
TABLE 4.5: STATION RIDERSHIP ESTIMATES (LOW SCENARIO)
AM Peak Period
PM Peak Period
DailyAM Peak Period
PM Peak Period
Daily
Niagara Falls 50 20 70 80 30 110
St. Catharines 100 50 190 180 80 340
Grimsby 200 40 250 350 60 440
Total 340 90 490 600 160 880
2031 Passenger Boarding EstimatesPlanned Go
Station
2021 Passenger Boarding Estimates
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TABLE 4.6: STATION RIDERSHIP ESTIMATES (HIGH SCENARIO)
AM Peak Period
PM Peak Period
DailyAM Peak Period
PM Peak Period
Daily
Niagara Falls 50 20 80 100 30 140
St. Catharines 120 50 220 230 100 440
Grimsby 230 40 280 460 80 570
Total 390 100 570 780 210 1,130
2021 Passenger Boarding Estimates 2031 Passenger Boarding EstimatesPlanned Go
Station
The foregoing ridership estimates reflect estimates of how the GO Rail ridership from Niagara Region may distribute among the available GO stations.
4.2.3 GO Station Access Modal Choice Estimates
The arrival mode choice at existing GO Rail stations varies considerably between different stations, depending on the facilities and services available at each station and the nature of the urban area adjacent to the station. Table 4.7 below provides some examples of the arrival modal choice levels for different existing GO Rail Stations on the Lakeshore West Corridor in 2013. Some of these stations serve as terminal stations for auto drivers from a large catchment area (i.e., Aldershot GO, Bronte GO) while other stations such as Hamilton GO Centre have no parking facilities but do have a high level of local transit service and are within walking distance of a major downtown area.
TABLE 4.7: EXAMPLE GO STATION ARRIVAL MODE CHOICE
Travel Mode to Station
Hamilton GO Centre
Aldershot GO
Bronte GO
Oakville GO
Port Credit GO
Drive & Park 6% 67% 72% 63% 52%
Walk 34% 2% 1% 4% 25%
Dropped Off (Kiss and Ride)
20% 13% 15% 13% 11%
Local Transit 34% 3% 8% 15% 9%
Other 6% 15% 4% 5% 3%
In reviewing the planned GO Stations in Niagara Region, the following considerations have been considered in determining the expected drive and park station access mode share:
Niagara Falls Station: This station has a high level of local transit service and is also within walking distance of some employment and commercial areas of Niagara Falls. However, it is also expected to attract some drive and park customers from the south end of the City of Niagara Falls as well as outlying communities such as Fort Erie. The parking demand at this station is expected to be similar to the Oakville or Port Credit GO stations.
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St Catharines West Station. This station is within the urban area of St Catharines with some surrounding residential development. It is located about 1.5 kilometres from downtown St Catharines so there is some walking potential. This station is near Highway 406 so traffic from the south area of Niagara Region has reasonable vehicular access. The parking demand at this station is expected to be similar to the Oakville or Port Credit GO stations.
Grimsby Station. This station has a very convenient access to the QEW. It is adjacent to some urban development within walking distance. It does not currently have local transit service. The parking demand at this station is expected to be higher than the Aldershot and Bronte GO stations.
Using the foregoing examples, estimates of the potential drive and park mode share at each of the potential GO Stations along the CN Rail corridor in Niagara Region have been developed as shown in Table 4.8 below. These estimates are expected to be most applicable to the low ridership scenario, as shown in Table 4.5.
TABLE 4.8: GO RAIL STATION DRIVE & PARK MODE SHARE ESTIMATES
Based on the foregoing, estimates of the peak parking demand for peak period only GO service and for all day GO service are provided in Table 4.9 below. The actual parking supply should be at least 25% greater than the estimated demand to provide some spare capacity. It is also noted that the daily parking demand estimates are based on only home based work and school trips. Other trip purposes, such as tourism travel, could increase the daily parking demand above the estimates provided herein.
TABLE 4.9: ESTIMATED GO RAIL STATION PARKING DEMAND (LOW RIDERSHIP SCENARIO)
Planned GO Rail StationPeak Service
OnlyAll Day Service
Peak Service Only
All Day Service
Niagara Falls 35 50 55 75
St Catharines West 60 125 115 215
Grimsby 190 225 315 400
2021 Peak Parking Demand (vehicles)
2031 Peak Parking Demand (vehicles)
Note: The planned parking supply should be at least 25% greater than the estimated demand to recognize the potential error of the estimates and to allow for less than ideal utilization of the parking spaces.
With the high ridership scenario, it is expected that a significant share of the increased ridership, in
Planned GO Rail Station
Drive & Park Mode Share
Niagara Falls GO 65%
St Catharines West GO 65%
Grimsby GO 90%
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relation to the low ridership estimate, will connect to the GO stations by local and inter-municipal transit services as well as by walking, cycling and car-pooling. Therefore the demand for parking is not expected to increase to the same extent that the ridership increases, in comparison to the low ridership scenario. An estimate of the GO Rail station parking demand with the high ridership scenario is provided in Table 4.10 below.
TABLE 4.10: ESTIMATED GO RAIL STATION PARKING DEMAND (HIGH RIDERSHIP SCENARIO)
Planned GO Rail StationPeak Service
OnlyAll Day Service
Peak Service Only
All Day Service
Niagara Falls 40 55 65 85
St Catharines West 70 140 130 240
Grimsby 210 250 350 440
2021 Peak Parking Demand (vehicles)
2031 Peak Parking Demand (vehicles)
Note: The planned parking supply should be at least 25% greater than the estimated demand to recognize the potential error of the estimates and to allow for less than ideal utilization of the parking spaces.
Appendix A
2011 TTS Summary
Corridor Demand by Municipality
Hom
e Ba
sed
Wor
k –
AM T
rips
M
unic
ipal
ity
Toronto CBD
Toronto North
Toronto South
Mississauga South
Mississauga North
Oakville
Burlington
Flamborough
Dundas
Ancaster
Glanbrook
Stoney Creek
Hamilton
Grimsby
Lincoln
Pelham
Niagara-O-T-L
St Catharines
Thorold
Niagara Falls
Welland
Port Colbourne
Fort Erie
West Lincoln
Wainfleet
Total
Toro
nto
CB
D45
408
5356
1547
810
2222
0456
213
40
00
023
177
011
00
00
00
00
00
7037
5
Toro
nto
Nor
th37
265
4708
141
981
2029
7507
482
212
00
00
096
00
00
920
00
00
00
1367
45
Toro
nto
Sout
h13
6697
5002
814
1842
7763
1693
718
1069
30
050
012
460
220
00
228
083
150
00
035
6640
Mis
siss
auga
Sou
th12
439
4648
1197
819
001
2067
540
4912
030
1928
048
422
00
050
115
2236
00
00
074
733
Mis
siss
auga
Nor
th11
794
7101
8079
1115
564
882
2812
1099
590
6113
041
80
00
091
2075
00
00
010
7659
Oak
ville
9700
1407
3040
4846
6124
1181
729
4037
011
230
226
842
4138
041
5418
870
00
00
4140
0
Bur
lingt
on42
5567
713
8227
4135
0469
5114
926
479
9619
113
041
845
1153
180
6119
60
2023
023
330
4068
8
Flam
boro
ugh
495
103
5437
170
391
421
8316
0113
822
997
122
1745
800
00
470
470
00
00
8929
Dun
das
118
1998
7913
519
475
028
264
215
70
118
2259
00
00
00
490
00
00
4900
Anc
aste
r28
276
9624
936
037
185
818
751
946
6326
131
1010
30
00
4752
240
00
00
7136
Gla
nbro
ok55
1648
7139
192
673
140
7710
127
541
022
5629
2013
046
1713
320
130
045
36
Ston
ey C
reek
415
9020
720
053
370
825
2694
8632
920
223
1960
2821
515
00
013
622
135
480
2149
014
513
Ham
ilton
1290
361
585
841
1322
2111
7344
1325
1032
2784
887
3803
3739
424
026
00
3126
263
177
190
012
00
6225
1
Gri
msb
y19
760
5111
610
335
110
4982
3456
2261
212
2710
2634
917
7746
477
9943
034
170
063
16
Linc
oln
2542
059
4211
531
40
077
022
158
054
215
8159
4274
789
144
270
5788
048
51
Pelh
am0
230
055
3823
00
00
3218
8751
409
181
1189
203
358
1070
194
108
015
4054
Nia
gara
-O-T
-L22
030
015
1522
00
00
7538
2812
029
849
1060
6658
312
90
3022
031
33
St C
atha
rine
s16
375
9710
437
120
418
2524
250
305
680
419
1297
297
1624
1533
314
0821
0699
517
324
828
4526
046
Thor
old
310
00
025
510
037
019
5025
119
4215
816
5175
057
215
282
4725
038
36
Nia
gara
Fal
ls20
025
5173
7189
00
00
206
275
204
258
130
544
3132
523
9164
756
119
425
032
1609
7
Wel
land
019
1926
1164
540
270
1391
162
4524
757
920
616
5129
380
042
1772
014
472
6595
25
Port
Col
bour
ne19
00
00
047
00
00
00
047
114
3144
466
202
393
1367
233
1954
3036
Fort
Eri
e29
500
00
00
00
00
00
290
2912
943
393
713
156
432
3026
00
5119
Wes
t Li
ncol
n37
016
056
9130
00
2551
031
660
432
320
456
3726
442
4049
00
871
033
82
Wai
nfle
et12
00
00
00
00
00
012
2315
5164
7110
854
264
960
7926
711
16
Tota
l26
0768
1172
3222
5106
5072
412
5317
3386
337
908
4311
2251
5234
1732
9637
6336
435
3447
8518
2541
2527
753
3932
1558
183
8831
8344
0915
7647
810
1701
6
Hom
e Ba
sed
Wor
k –
PM T
rips
M
unic
ipal
ity
Toronto CBD
Toronto North
Toronto South
Mississauga South
Mississauga North
Oakville
Burlington
Flamborough
Dundas
Ancaster
Glanbrook
Stoney Creek
Hamilton
Grimsby
Lincoln
Pelham
Niagara-O-T-L
St Catharines
Thorold
Niagara Falls
Welland
Port Colbourne
Fort Erie
West Lincoln
Wainfleet
Total
Toro
nto
CB
D35
764
3042
410
7090
1064
198
8581
6536
5841
611
831
159
386
1235
202
00
6022
80
00
029
370
2087
08
Toro
nto
Nor
th47
8544
316
4392
546
6163
3899
465
578
1914
029
6742
917
2523
2950
00
1921
500
010
6670
Toro
nto
Sout
h16
242
3532
812
5110
1016
974
9028
5514
7833
9824
1621
060
851
4632
1786
5825
380
00
020
0014
Mis
siss
auga
Sou
th10
0818
4763
2017
593
1061
040
9321
1120
859
189
4222
696
094
170
016
70
6626
00
1615
4566
7
Mis
siss
auga
Nor
th13
6263
4113
859
1883
762
496
4805
3048
646
7332
956
551
1190
137
4255
1542
2573
490
055
011
4086
Oak
ville
434
445
1386
3323
2784
1190
857
9879
821
432
323
991
120
2738
512
338
083
2590
640
1680
031
494
Bur
lingt
on11
719
462
712
0888
729
0813
933
1596
507
629
542
2023
6906
965
356
7822
383
5813
838
470
226
034
388
Flam
boro
ugh
020
019
1956
594
1547
183
171
141
9212
4060
00
025
00
00
00
041
67
Dun
das
00
019
019
9915
670
748
5367
896
340
00
240
2027
00
250
2194
Anc
aste
r0
015
088
132
189
166
179
899
125
283
2640
5652
00
2511
00
00
520
4912
Gla
nbro
ok0
00
2818
2913
834
072
205
354
960
220
00
00
00
00
00
1860
Ston
ey C
reek
2320
3536
2223
140
513
099
256
338
2164
3941
631
319
6144
271
021
191
00
295
096
23
Ham
ilton
164
112
430
273
480
781
4241
1638
1829
2752
2046
5278
3556
497
259
146
6881
419
335
9074
065
244
5929
3
Gri
msb
y22
022
1718
7810
560
075
2922
619
794
140
978
2842
525
122
710
2122
40
3193
Linc
oln
00
00
2264
520
00
1710
522
136
013
4974
011
8663
183
191
470
151
040
85
Pelh
am0
00
00
00
00
013
00
1713
430
329
268
6018
150
517
629
3136
1782
Nia
gara
-O-T
-L0
00
500
2561
00
00
2223
5542
135
952
1281
157
425
240
3171
1332
3615
St C
atha
rine
s36
2412
367
4312
112
623
062
1389
323
392
481
1114
882
1364
314
9731
0716
0336
550
719
771
2490
9
Thor
old
00
039
450
00
023
1748
5956
4619
130
1333
624
469
233
2918
051
7635
49
Nia
gara
Fal
ls0
018
5719
1739
1649
2413
132
116
7718
017
750
417
8557
291
0372
811
973
216
5414
547
Wel
land
00
00
027
350
00
3223
1922
081
388
866
178
733
3937
568
111
4916
676
67
Port
Col
bour
ne0
00
00
00
00
00
00
00
217
016
810
215
069
113
3638
70
9131
42
Fort
Eri
e0
00
00
023
00
00
048
1728
6138
230
5144
318
215
427
200
039
95
Wes
t Li
ncol
n0
00
00
033
00
00
122
9415
970
3828
1925
072
190
836
6415
79
Wai
nfle
et0
00
00
00
00
00
032
017
550
300
6473
730
028
663
0
Tota
l59
957
1190
7129
8960
6703
710
1264
3730
836
821
7545
4134
6327
4025
1337
959
728
5722
4327
3589
2834
2343
235
5015
938
8968
3059
4853
3006
935
8957
69
Hom
e Ba
sed
Wor
k –
Daily
Tri
ps
Mun
icip
ality
Toronto CBD
Toronto North
Toronto South
Mississauga South
Mississauga North
Oakville
Burlington
Flamborough
Dundas
Ancaster
Glanbrook
Stoney Creek
Hamilton
Grimsby
Lincoln
Pelham
Niagara-O-T-L
St Catharines
Thorold
Niagara Falls
Welland
Port Colbourne
Fort Erie
West Lincoln
Wainfleet
Total
Toro
nto
CB
D11
7494
4888
417
8525
1543
315
629
1146
947
8551
313
839
510
954
919
1229
135
075
333
500
00
2937
1239
6697
Toro
nto
Nor
th50
263
1367
5211
9609
8867
1999
122
5513
0713
338
140
4887
750
5525
2361
186
035
1921
500
034
0715
Toro
nto
Sout
h18
7973
1210
8039
3806
2532
432
897
6173
2688
8314
117
016
332
1910
180
6364
7144
258
109
810
016
077
3677
Mis
siss
auga
Sou
th15
609
8675
2517
057
021
4472
010
858
4175
336
138
331
7133
118
8811
142
050
327
3917
426
00
1615
1701
23
Mis
siss
auga
Nor
th15
799
1951
831
639
4333
318
3012
1062
454
0691
413
149
414
975
322
5317
742
5531
245
4517
360
00
5515
3149
23
Oak
ville
1166
624
6459
9111
011
1132
834
621
1215
111
1131
653
331
513
6339
9554
724
438
5428
843
252
640
1610
732
9855
0
Bur
lingt
on50
0313
2327
3645
7853
8912
425
4170
728
1286
911
4986
432
5115
595
1366
416
101
106
758
5823
088
7823
354
010
1279
Flam
boro
ugh
610
193
124
412
1020
1296
3456
4471
557
485
271
339
3763
238
00
011
40
470
290
160
1744
1
Dun
das
157
3816
115
417
533
010
1559
218
9637
753
229
4157
340
00
670
6927
00
250
9556
Anc
aste
r38
111
520
735
147
264
614
1445
935
329
7138
770
777
4020
152
00
8789
240
00
520
1670
8
Gla
nbro
ok10
616
6111
513
637
399
022
497
362
881
972
4701
7262
130
7617
1332
013
160
9348
Ston
ey C
reek
594
132
376
258
641
1361
3721
317
186
774
912
6550
1344
712
8252
661
6650
667
416
140
021
481
032
835
Ham
ilton
1869
755
2003
1745
2354
4189
1569
037
2638
6977
0643
8513
151
1069
4816
4211
1546
130
1484
145
580
208
7451
940
4417
4849
Gri
msb
y29
177
176
207
178
573
1352
197
3419
272
1351
1874
2960
1152
127
137
1075
103
277
136
089
541
3713
208
Linc
oln
2570
4659
6522
449
20
077
1751
211
9810
5843
3625
415
624
5126
339
330
247
5738
80
1249
0
Pelh
am0
2387
055
3855
00
013
9310
212
718
691
124
818
3733
965
519
6939
316
685
9874
80
Nia
gara
-O-T
-L38
6153
5016
4183
00
00
9714
311
425
820
324
9032
1530
515
1954
131
152
6064
9534
St C
atha
rine
s32
713
541
234
215
040
767
910
824
112
5950
515
3110
4324
4817
2731
9943
215
4053
7155
3367
839
984
313
189
7332
3
Thor
old
500
3239
4543
760
089
1767
153
8124
641
228
341
9016
5513
6252
313
626
776
7699
18
Nia
gara
Fal
ls20
1884
149
181
227
245
1649
2432
519
560
327
462
572
1509
6939
1390
2777
521
1549
216
3416
119
4547
4
Wel
land
019
8126
3011
712
80
270
4514
025
315
733
818
1249
934
3454
320
8712
228
1675
347
137
467
2459
0
Port
Col
bour
ne19
00
00
078
290
00
093
047
393
3177
719
948
016
3539
2186
119
171
8753
Fort
Eri
e29
500
00
023
020
00
078
106
2810
523
892
025
017
7138
582
683
630
1513
207
Wes
t Li
ncol
n37
016
1655
9136
434
4077
3658
895
062
140
794
8834
292
4012
219
3224
5764
6682
Wai
nfle
et12
00
015
320
00
00
076
3744
106
6415
712
316
349
420
00
7970
323
05
Tota
l40
8372
3403
9876
1395
1694
9031
8554
9841
310
2080
1607
589
2316
458
8752
3248
617
6070
1282
712
574
7117
9586
7346
599
2645
799
2456
287
8113
155
6286
2121
2683
665
Hom
e Ba
sed
Scho
ol –
AM
Tri
ps
Mun
icip
ality
Toronto CBD
Toronto North
Toronto South
Mississauga South
Mississauga North
Oakville
Burlington
Flamborough
Dundas
Ancaster
Glanbrook
Stoney Creek
Hamilton
Grimsby
Lincoln
Pelham
Niagara-O-T-L
St Catharines
Thorold
Niagara Falls
Welland
Port Colbourne
Fort Erie
West Lincoln
Wainfleet
Total
Toro
nto
CB
D11
143
1534
5652
730
220
00
00
062
00
00
00
00
00
00
1848
6
Toro
nto
Nor
th10
332
6271
518
006
287
6551
330
00
00
130
00
00
00
00
00
00
9161
9
Toro
nto
Sout
h27
145
1574
413
1343
800
167
194
340
00
00
139
00
00
00
00
00
00
1755
66
Mis
siss
auga
Sou
th18
9718
4519
0827
366
2798
739
490
00
00
651
00
00
00
00
00
00
3725
3
Mis
siss
auga
Nor
th24
9226
0512
6267
2243
196
752
8520
00
027
626
00
00
00
00
00
00
5778
7
Oak
ville
534
252
406
622
199
1778
023
20
00
00
553
00
00
00
00
00
00
2057
8
Bur
lingt
on15
110
116
596
2558
611
610
200
00
100
1406
00
00
350
031
00
00
1432
6
Flam
boro
ugh
00
00
034
027
1539
122
30
014
130
00
00
00
00
00
047
76
Dun
das
490
00
00
017
1058
190
076
20
00
00
00
00
00
019
05
Anc
aste
r56
280
026
00
00
2290
00
1476
00
028
00
00
00
00
3904
Gla
nbro
ok0
00
00
170
00
149
289
379
476
00
00
00
00
00
120
1322
Ston
ey C
reek
260
510
052
00
2222
2238
9222
5344
00
012
70
00
00
00
6511
Ham
ilton
144
4656
860
2322
424
2439
222
1159
3091
80
00
014
00
022
00
00
3328
0
Gri
msb
y0
00
00
00
230
00
8627
515
0215
90
8644
00
220
065
022
62
Linc
oln
00
00
00
00
00
00
220
479
1073
028
430
00
570
085
023
72
Pelh
am0
00
00
00
00
00
00
00
724
7749
00
391
00
630
1304
Nia
gara
-O-T
-L0
00
00
00
00
00
00
00
047
355
20
105
290
00
011
59
St C
atha
rine
s0
00
00
00
00
00
5314
30
680
242
1013
419
336
976
00
440
1188
9
Thor
old
00
00
00
00
00
00
00
039
3185
964
510
021
70
031
019
22
Nia
gara
Fal
ls25
240
00
00
00
00
025
00
3015
528
124
6072
563
024
00
7223
Wel
land
00
00
00
00
00
00
00
032
5726
80
5140
9426
00
045
28
Port
Col
bour
ne29
00
00
00
00
00
00
00
00
570
017
712
420
00
1505
Fort
Eri
e0
00
00
00
00
00
029
580
032
150
084
297
352
1853
00
2855
Wes
t Li
ncol
n0
00
00
00
00
00
4818
346
490
210
260
078
00
749
2116
80
Wai
nfle
et0
00
00
00
00
00
320
00
320
032
00
9612
80
012
873
6
Tota
l54
023
8489
415
8849
3605
246
476
2025
012
267
2819
1495
3095
333
5776
4174
025
4713
9011
6612
0913
184
862
6448
7050
1748
1877
1049
149
5067
48
Hom
e Ba
sed
Scho
ol –
PM
Tri
ps
Mun
icip
ality
Toronto CBD
Toronto North
Toronto South
Mississauga South
Mississauga North
Oakville
Burlington
Flamborough
Dundas
Ancaster
Glanbrook
Stoney Creek
Hamilton
Grimsby
Lincoln
Pelham
Niagara-O-T-L
St Catharines
Thorold
Niagara Falls
Welland
Port Colbourne
Fort Erie
West Lincoln
Wainfleet
Total
Toro
nto
CB
D10
616
7769
2297
717
0318
1254
257
049
280
072
00
00
00
00
290
00
4565
4
Toro
nto
Nor
th14
8757
127
1220
314
5822
1125
213
10
028
170
490
00
00
00
00
00
074
963
Toro
nto
Sout
h66
5315
063
1124
7213
7596
741
416
70
00
025
720
00
00
00
00
00
013
7208
Mis
siss
auga
Sou
th15
139
957
716
016
5034
708
660
00
00
290
00
00
00
00
00
022
980
Mis
siss
auga
Nor
th22
015
423
012
9526
217
390
00
00
052
00
00
00
00
00
00
2820
7
Oak
ville
136
6010
470
278
912
681
377
690
280
5297
170
00
300
00
00
00
1514
2
Bur
lingt
on0
330
4985
153
6692
00
00
3320
80
00
00
00
00
00
072
53
Flam
boro
ugh
034
00
200
2015
110
00
00
230
00
00
00
00
00
1608
Dun
das
00
00
00
031
168
70
022
00
00
00
00
00
00
010
20
Anc
aste
r0
00
00
00
114
1916
8777
2241
90
00
00
00
00
00
023
38
Gla
nbro
ok0
00
00
00
00
019
30
400
00
00
00
00
00
023
3
Ston
ey C
reek
00
00
270
330
00
169
2296
595
660
00
270
00
00
210
3234
Ham
ilton
064
6739
645
643
513
0385
139
211
3726
213
1324
196
185
185
00
900
510
00
950
3147
8
Gri
msb
y0
00
00
00
00
00
220
1122
163
00
00
00
00
193
015
00
Linc
oln
00
00
00
00
00
00
013
792
30
068
00
00
090
012
18
Pelh
am0
00
00
00
00
00
00
00
346
00
7030
260
021
160
653
Nia
gara
-O-T
-L0
00
00
00
00
280
00
650
7745
524
331
027
2932
240
1011
St C
atha
rine
s0
00
00
1728
00
00
102
5523
305
2641
766
9258
234
019
129
960
089
03
Thor
old
00
00
00
00
00
00
630
00
041
553
050
00
00
707
Nia
gara
Fal
ls0
00
00
00
00
00
045
00
062
7939
3281
510
840
036
41
Wel
land
00
00
00
310
00
00
5122
2816
419
773
9241
225
5817
729
110
532
4755
Port
Col
bour
ne0
00
00
00
00
00
00
00
00
00
026
484
105
064
679
Fort
Eri
e0
00
00
00
00
00
00
00
00
320
240
011
580
012
14
Wes
t Li
ncol
n0
00
00
00
00
012
00
6585
630
031
026
00
561
084
3
Wai
nfle
et0
00
00
00
00
00
00
00
00
00
00
00
096
96
Tota
l19
263
8070
314
8630
2299
437
618
1524
189
0528
5611
4729
3673
038
8726
043
1725
1689
676
953
8075
1398
4138
2955
748
1766
1110
352
3965
38
Hom
e Ba
sed
Scho
ol –
Dai
ly T
rips
Mun
icip
ality
Toronto CBD
Toronto North
Toronto South
Mississauga South
Mississauga North
Oakville
Burlington
Flamborough
Dundas
Ancaster
Glanbrook
Stoney Creek
Hamilton
Grimsby
Lincoln
Pelham
Niagara-O-T-L
St Catharines
Thorold
Niagara Falls
Welland
Port Colbourne
Fort Erie
West Lincoln
Wainfleet
Total
Toro
nto
CB
D34
269
1746
947
873
3276
3691
1045
208
3449
820
2627
70
00
00
025
029
00
010
8353
Toro
nto
Nor
th18
167
1414
9743
149
3062
3890
373
199
3424
2817
017
90
00
034
024
280
00
021
0705
Toro
nto
Sout
h49
774
4304
728
1544
3376
1806
814
234
00
00
2536
60
00
029
00
00
00
038
1015
Mis
siss
auga
Sou
th32
4931
6634
1759
319
1173
721
0520
60
00
00
993
00
00
00
00
00
00
8419
2
Mis
siss
auga
Nor
th36
2938
9719
5412
120
9186
312
2813
920
00
027
1015
00
00
00
00
00
00
1158
92
Oak
ville
1027
406
799
2022
1237
3688
087
569
028
052
939
170
00
300
00
00
00
4438
1
Bur
lingt
on17
423
219
920
613
996
423
585
200
00
167
2478
00
00
630
031
00
00
2825
8
Flam
boro
ugh
3434
00
2069
2054
7043
722
30
3415
6923
00
00
00
00
00
079
33
Dun
das
4924
00
00
041
020
4119
022
965
00
00
00
00
00
00
3530
Anc
aste
r82
280
026
280
167
1945
5215
522
2473
00
028
00
00
00
00
7580
Gla
nbro
ok0
170
00
170
00
149
567
379
568
00
00
00
00
00
120
1709
Ston
ey C
reek
260
510
2752
167
3422
2240
176
9338
8211
00
00
357
00
250
048
3212
949
Ham
ilton
215
237
371
964
963
930
2266
1480
932
2370
527
3986
7030
041
621
30
031
263
9610
90
2918
90
8696
8
Gri
msb
y0
00
00
170
230
00
108
400
2914
638
086
880
022
00
481
047
77
Linc
oln
00
00
00
00
00
00
277
616
2060
057
554
00
850
017
60
3825
Pelh
am0
00
00
00
00
00
00
00
1448
7749
100
3041
70
084
352
2557
Nia
gara
-O-T
-L0
00
00
00
00
280
00
8628
7792
810
8131
260
104
2932
240
2708
St C
atha
rine
s0
3429
00
1763
00
280
382
310
8853
749
1021
2230
312
7063
317
5786
193
7032
2890
2
Thor
old
00
00
00
00
00
00
630
039
6312
7713
5412
426
70
031
032
18
Nia
gara
Fal
ls25
240
00
00
00
00
070
00
3026
061
312
412
482
842
010
80
014
578
Wel
land
260
00
00
310
00
025
8122
8542
410
315
5626
879
088
4923
135
513
196
1307
3
Port
Col
bour
ne29
00
00
00
00
00
029
00
057
860
023
124
2332
00
128
3303
Fort
Eri
e0
00
00
00
00
00
029
580
032
214
010
838
835
236
540
048
35
Wes
t Li
ncol
n0
00
00
00
00
012
4820
952
917
684
052
310
131
00
1520
2128
13
Wai
nfle
et0
00
00
00
00
00
320
00
320
032
00
160
128
021
256
949
Tota
l11
0775
2101
1237
9386
8434
511
5399
4453
927
993
7761
3524
7529
1679
1302
887
472
4879
3737
2471
2712
2873
032
4114
572
1344
632
7846
9127
8791
711
7900
3
APPENDIX B — ADDITIONAL COMMUNITY IMPROVEMENT PLANS (CIPS)
APPENDIX B: ADDITIONAL COMMUNITY IMPROVEMENT PLANS (CIPS) Other Municipalities
In addition to the municipalities directly on the proposed GO Rail line, a review of development incentives was undertaken for the other municipalities in the Region. By developing a critical mass of population and work, targeted development incentives for a specific area, even outside of the municipalities on the proposed GO line, would warrant developing future mobility hubs, which could be linked through public transit to the proposed GO Rail stations, creating an interconnected transit network.
Lincoln
The municipality of Lincoln currently has two approved CIP plans, one for the Beamsville urban area, and one for the Vineland urban area. Lincoln is the second most westerly municipality along the proposed GO Rail line, with a proposed stop in Beamsville located across Ontario St. from the Sobey’s grocery store. This plot of land falls directly within one of the districts of the Beamsville CIP plan. This CIP plan, like all CIP plans in the Region’s municipalities, is designed to encourage and develop and intensification of local businesses in the identified area, with different mixes of commercial and residential developments in each district. As well, the plan outlines key and consistent design features for the development in the defined area, with a focus on a consistent approach to the common/pedestrian areas. As well, the plan outlines incentives for façade improvements, developments that lead to intensification, elements of the planning/approval process, and developments on brown field sites. Given that the proposed stop is located within the boundary of the municipality’s CIP plan, there is good alignment and support for the GO Rail line within the municipality of Lincoln.
Fort Erie – There are currently two CIP plans active for Fort Erie. The first CIP plan focuses on the downtown core of the city. As with most CIP’s in the Region, this plan focuses on intensification and current building improvements, building upgrades and façade enhancements. The city also has a second CIP for the main core of the Ridgeway urban area. Like the downtown CIP, the Ridgeway plan focuses on revitalizing the area, with specific grants and incentives for specific types of development, including new development and redevelopment of existing properties.
Thorold – the city has a current CIP for the municipality’s downtown core. The CIP encompasses the entire downtown are of Thorold, and has a variety of tax breaks and development grant programs included to improve the over appeal of the downtown core. The goal of the CIP is to revitalize the downtown core of Thorold with new development and refresh of existing building assets.
Niagara-on-the-Lake – The city has a defined their downtown core as a heritage district, which has defined incentives for restoration and maintenance of the existing properties. The p0lan includes incentives for façade restorations and improvements in line with maintaining the heritage of the buildings.
Welland – Similar to St. Catharines, Welland’s entire urban boundary is defined under the city’s Gateway and CIP plan. As such, all parts of the city can access certain grants and tax breaks for development. As well, the Welland plan defines three priority areas within the city limits, which enjoy enhanced levels and types of grants for development revitalization activities. The three priority areas include lands zoned for industrial and commercial parks, with lots identified for development.
Pelham – There are currently two CIP areas active for Pelham under their plan. The first CIP plan focuses on the downtown core of the city. As with most CIP’s in the Region, this plan focuses on intensification and current building improvements, building upgrades and façade enhancements. The city also has a second CIP area for the Fenwick urban area. Like the downtown CIP, the Fenwick plan focuses on revitalizing the area, with specific grants and incentives for specific types of development, including new development and redevelopment of existing properties.
Port Colborne – The city has an active CIP plan for the downtown core of the city, with the bulk of the defined area along the Welland Canal. The plan includes grants for façade improvements, residential development, and also includes tax breaks for revitalization activities.
West Lincoln – The municipality has a CIP plan in place for the urban area of Smithville. The plan includes grants for façade improvements, residential development, and also includes tax breaks for revitalization activities.
Wainfleet – Currently Wainfleet does not have an active CIP plan. They do have an official plan with areas identified for specific types of development, but they do not currently have a CIP plan with tax relief and specific development grants.
APPENDIX C – ADDITIONAL REGIONAL PLANNING INITIATIVES
APPENDIX C: ADDITIONAL REGIONAL PLANNING INITIATIVES Municipal Comprehensive Review
The Region is currently undertaking a Municipal Comprehensive Review (MCR). The MCR reviews growth in Niagara and develops new growth projections (population and employment) for the region, in this case to the year 2041 as prescribed in the Provincial Growth Plan. The MCR is an important process that will inform Regional Council understand the amount of growth that is projected to come to Niagara and the types of infrastructure and urban form will be required to accommodate it. These results of the MCR (population and employment projections) will inform many upcoming studies including the Transportation Master Plan, Water/Wastewater Master Plan and other infrastructure considerations (roads, transit service, etc.). The Region’s previous Municipal Comprehensive Review was completed in 2009 under the title of Niagara 2031, and was implemented through Regional Policy Plan Amendment 2-2009.
Imagine Niagara – Official Plan Update Consultation
A supporting action linked to the MCR will be the multiple policy updates to the Regional Official Plan that are required to implement the new vision for Niagara. The new vision for Niagara has been informed through a year-long public engagement initiative called Imagine Niagara. Through our conversations with stakeholders we noticed that there was strong support for growing Niagara’s community and ensuring access to other parts of the region and employment. In regards to Growth, resident’s top recommendations were to establish livable and vibrant communities that contain a mix of housing types and densities. In terms of transportation, GO Transit was a priority for many residents. Many of the responses regional staff received noted the lack of non-automobile connections between Niagara communities and the GTHA. The extension of GO Transit Rail service to Niagara will support Regional and local actions to deliver these types of unique and well-connected communities around station areas. Ultimately the extension of service would help the Region work towards the development of a transit-supportive built form, maximize existing infrastructure and ensure better access and mobility within and between communities.
Regional Official Plan Amendment 6 (ROPA 6)
This amendment is being completed to protect lands required for the Niagara-to-GTA East Area Corridor (between Welland and Fort Erie) and lands for GO Transit Rail Stations. The new policies have been developed and reviewed collaboratively by local municipal planning staff. These policies are currently draft and will be recommended for approval later this spring. In regards to GO Transit, these policies:
Protect station sites in 4 municipalities as identified through the 2011 GO Environmental Study Review (Grimsby, Lincoln, St. Catharines and Niagara Falls)
Direct transit-supportive development (residential and commercial) to areas within 500 metres of the station sites.
This amendment is an important step in proactively planning and protecting GO Transit station areas. Having the policies in place will allow the Region and local municipalities to plan for transit supportive development around the station site.
Niagara Employment Lands Strategy (Phase II)
Phase II of Niagara’s Employment Lands Strategy will be focused on communities in Niagara outside of the Gateway municipalities. In relation to GO Transit, St. Catharines, Lincoln and Grimsby will all affected by the Phase II employment lands work. The intent of this project and subsequent amendment will be to identify and provide new directions on supporting employment in Niagara and to maximize existing employment lands to its fullest potential.
Community Improvement Plans
The Region currently supports several community improvement plan initiatives at the local level. The Region provides funding to reinforce downtowns and rejuvenate brownfields across Niagara. CIP areas are typically hubs of activity and would benefit from higher order transit service. In Niagara, downtowns are primarily the areas that local municipalities designate as a CIP area.
CIP areas are eligible for Regional funding through the Smarter Niagara Incentives Program. The Region has an annual funding value of $1 Million (dispersed as a matching contribution to local investment) to support projects in CIP’s such as public realm improvement, revitalization work and planning studies. Generally, the public investment put into CIP’s by the Region and local municipalities is a catalyst for significant private investment ($1 of public investment equals $9 in private investment). The designation of CIP designations in and around future GO Transit Stations is possible, and would provide an opportunity to support the development of lands adjacent to the station area.
APPENDIX D — MAP OF HOSPITALS AND POST-SECONDARY INSTITUTIONS
APPENDIX D: MAP OF HOSPITALS AND POST-SECONDARY INSTITUTIONS
Label Hospitals
1 Juravinski Cancer Centre
2 Chedoke Hospital
3 Hamilton General Hospital
4 Juravinski Hospital
5 MacMaster University Medical Centre
6 St. Joseph's Hospital - Charlton Campus
7 St. Peter's Hospital
8 St. Joseph's Centre For Mountain Health Services - West 5th Campus
9 St. Joseph's Hospital - Urgent Care At King Campus
10 NHS - St. Catharines
11 St. Catharines Hospital
12 NHS - Greater Niagara General Hospital
13 NHS - Welland
14 NHS - Niagara-on-the-Lake
15 NHS - Port Colborne
16 NHS - Douglas Memorial
17 West Lincoln Memorial Hospital
Label Post-Secondary and Research Institutions
1 Ontario College Of Health & Technology
2 College Boreal
3 McMaster University
4 Mohawk College
5 Brock University
6 Redeemer University College
7 Mohawk College - Starrt
8 Concordia Theological Seminary
9 Vinelands Research and Innovation Center
10 Brock University
11 Niagara College
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