GTA CORDON
COUNT PROGRAM
FINAL REPORT
Transportation Trends
Project No. TR12-0722
COLE
ENGINEERING
GROUP
LTD.LTD.
COLE
ENGINEERING
GROUP
[ Month Year ] JUNE
2013
MAY 2013
HEAD OFFICE
GTA WEST OFFICE
Valleywood
Drive
70 70
Valleywood
Drive
Markham,
ONON
CANADA
L3R
4T5
Markham,
CANADA
L3R
4T5
T. T.
905.940.6161
|
416.987.6161
905.940.6161 | 416.987.6161
F. 905.940.2064
| www.ColeEngineering.ca
F. 905.940.2064
| www.ColeEngineering.ca
150Contact.
Courtneypark
Drive
West,
Unit C100
Helder
Melo,
P.Eng
T. 905.364.6161
T. 905.940.6161 | 416.987.6161 Ext. 529
F. 905.364.6162
E. hmelo@ColeEngineering.ca
GTA Cordon Count Program
Transportation Trends 2001-2011
Table of Contents
1.0
2.0
Introduction ................................................................................................................. 1
1.1
Purpose of this Report.................................................................................................... 1
1.2
What is the Cordon Count Program?............................................................................... 1
1.3
Importance of the Cordon Count Program ...................................................................... 1
1.4
Screenlines ..................................................................................................................... 2
1.5
Analysis Periods ............................................................................................................. 5
1.6
Organization of this Report............................................................................................. 5
Overall Trends.............................................................................................................. 6
2.1
Focus.............................................................................................................................. 6
2.2 Trends ............................................................................................................................ 6
2.2.1 Total Count Period .............................................................................................................. 6
2.2.2 Morning Peak Period .......................................................................................................... 9
2.2.3 Afternoon Peak Period...................................................................................................... 12
3.0
2.3
Population Trends ........................................................................................................ 14
2.4
Summary...................................................................................................................... 15
Auto Occupancy and High Occupancy Vehicles............................................................17
3.1
Focus............................................................................................................................ 17
3.2 Trends .......................................................................................................................... 17
3.2.1 Morning Peak Period Auto Occupancy ............................................................................. 17
3.2.2 Afternoon Peak Period Auto Occupancy .......................................................................... 19
3.2.3 Auto Occupancy on GTA Freeway System ........................................................................ 21
3.2.4 High Occupancy Vehicles in the GTA ................................................................................ 21
3.3
4.0
Summary...................................................................................................................... 25
Mode of Transportation ..............................................................................................26
4.1
Focus............................................................................................................................ 26
4.2 Trends .......................................................................................................................... 29
4.2.1 Auto (Driver and Passenger) ............................................................................................. 29
4.2.2 GO Rail .............................................................................................................................. 29
4.2.3 GO Bus .............................................................................................................................. 30
4.2.4 Other Transit..................................................................................................................... 30
4.2.5 Proportion of Trips by Mode ............................................................................................ 31
4.2.6 Growth in Trips by Mode .................................................................................................. 31
4.3
Summary...................................................................................................................... 32 TR12-0722 (June 2013)
Page i
GTA Cordon Count Program
Transportation Trends 2001-2011
5.0
Transit.........................................................................................................................33
5.1
Focus............................................................................................................................ 33
5.2 Trends .......................................................................................................................... 33
5.2.1 GO Rail .............................................................................................................................. 33
5.2.2 GO Bus .............................................................................................................................. 35
5.2.3 Other Transit..................................................................................................................... 37
6.0
5.3
Transit Load versus Transit Capacity ............................................................................. 40
5.4
Summary...................................................................................................................... 46
Commercial Traffic ......................................................................................................47
6.1
Focus............................................................................................................................ 47
6.2 Trends .......................................................................................................................... 47
6.2.1 Total Count Period ............................................................................................................ 47
6.2.2 Combined Peak Period Traffic .......................................................................................... 49
7.0
8.0
9.0
Peak Period Characteristics .........................................................................................52
7.1
Focus............................................................................................................................ 52
7.2
Trends .......................................................................................................................... 52
7.3
Summary...................................................................................................................... 54
Directional Split...........................................................................................................55
8.1
Focus............................................................................................................................ 55
8.2
Trends .......................................................................................................................... 55
8.3
Summary...................................................................................................................... 56
Methodology and Opportunities .................................................................................57
9.1
Harmonisation of Person Counts .................................................................................. 57
9.2
Vehicle Occupancy Data Collection Methods ................................................................ 57
TR12-0722 (June 2013)
Page ii
GTA Cordon Count Program
Transportation Trends 2001-2011
LIST OF FIGURES Figure 1‐1: Screenlines Included in the Cordon Count Analysis ................................................................... 4
Figure 2‐1: 2001 to 2011 Change in Total Person Trips ................................................................................ 7
Figure 2‐2: Population Growth ................................................................................................................... 15
LIST OF TABLES Table 1‐1: Screenline Descriptions................................................................................................................ 3
Table 1‐2: Peak Periods by Region and Year................................................................................................. 5
Table 2‐1: Overall Trends Total Persons ....................................................................................................... 6
Table 2‐2: Overall Trends Total Vehicles....................................................................................................... 8
Table 2‐3: Morning Peak Period Peak Direction Trends Total Persons ...................................................... 10
Table 2‐4: Morning Peak Period Peak Direction Trends Total Vehicles...................................................... 11
Table 2‐5: Afternoon Peak Period Peak Direction Trends Total Persons.................................................... 12
Table 2‐6: Afternoon Peak Period Peak Direction Trends Total Vehicles ................................................... 13
Table 2‐7: Population Data ......................................................................................................................... 15
Table 3‐1: Morning Peak Period Auto Occupancy (Peak Direction) ........................................................... 18
Table 3‐2: Afternoon Peak Period Auto Occupancy (Peak Direction)......................................................... 20
Table 3‐3: Freeway Network Auto Occupancy ........................................................................................... 21
Table 3‐4: Morning Peak Period HOV2+ (Peak Direction) .......................................................................... 23
Table 3‐5: Afternoon Peak Period HOV2+ (Peak Direction)........................................................................ 24
Table 4‐1: Person Trips by Mode in the Morning Peak Period (Both Directions)....................................... 27
Table 4‐2: Modal Shares of Person Trips in the Morning Peak Period (Both Directions)........................... 28
Table 4‐3: Trips by Mode in the Morning Peak Period ............................................................................... 31
Table 4‐4: Growth in Trips by Mode in the Morning Peak Period .............................................................. 31
Table 5‐1: GO Rail Passengers (Peak Direction) Morning Peak Period....................................................... 33
Table 5‐2: GO Rail Passengers (Peak Direction) Afternoon Peak Period .................................................... 34
Table 5‐3: GO Bus Passengers (Peak Direction) Morning Peak Period ....................................................... 35
Table 5‐4: GO Bus Passengers (Peak Direction) Afternoon Peak Period .................................................... 36
Table 5‐5: Other Transit Passengers (Peak Direction) Morning Peak Period ............................................. 37
Table 5‐6: Other Transit Passengers (Peak Direction) Afternoon Peak Period........................................... 38
Table 5‐7: Morning Peak Period Transit Load versus Capacity, Peak Direction (Excl. GO Rail and Subway)
.................................................................................................................................................................... 41
Table 5‐8: Afternoon Peak Period Transit Load versus Capacity, Peak Direction (Excl. GO Rail and Subway)....................................................................................................................................................... 42
Table 5‐9: Morning Peak Period GO Rail Load versus Capacity, Peak Direction......................................... 43
Table 5‐10: Afternoon Peak Period GO Rail Load versus Capacity, Peak Direction.................................... 44
Table 5‐11: Morning Peak Period Subway Load versus Capacity, Peak Direction...................................... 45
Table 5‐12: Afternoon Peak Period Subway Load versus Capacity, Peak Direction ................................... 45
Table 6‐1: Commercial Traffic Total Count Period (6:00 AM to 7:00 PM) .................................................. 48
Table 6‐2: Commercial Traffic Combined Morning and Afternoon Peak Period ........................................ 50
Table 7‐1: Vehicles – Morning Peak Period versus Total Count Period...................................................... 52
Table 7‐2: Vehicles – Afternoon Peak Period versus Total Count Period ................................................... 53
Table 8‐1: Peak Directional Split ................................................................................................................. 55
Table 9‐1: Vehicle Occupancy Data Collection Methods ............................................................................ 58
TR12-0722 (June 2013)
Page iii
GTA Cordon Count Program
Transportation Trends 2001-2011
1.0
Introduction
1.1
Purpose of this Report
This report addresses the travel trends and patterns for the Greater Toronto Area (GTA) which includes the City of Toronto and the Regions of Durham, York, Peel and Halton. The analysis of these trends and patterns is based on available 2001, 2006 and 2011 GTA Cordon Count data. Topical issues such as auto occupancy, high occupancy vehicles, transit use, transit capacity and truck traffic have been included in the analysis of the Cordon Count data. 1.2
What is the Cordon Count Program?
The Cordon Count program was established to collect traffic data at locations throughout the GTA. The Cordon Count data is useful in measuring travel trends and patterns across the GTA in order to inform the decision‐making process for infrastructure planning in the GTA. The Cordon Count program was initiated by the City of Toronto in 1975 with the surrounding regional municipalities following suit in the early to mid‐1980s. The Cordon Count program collects traffic data classified by vehicle type and occupancy including the following: passenger cars by occupants, GO Bus, GO Rail, taxis, bus, subways, streetcars, cyclists and pedestrians. Truck volumes and classifications are also collected to enable tracking of trends in goods movements within the GTA. The Cordon Counts are undertaken on weekdays (excluding Fridays) during May and early June before the end of the school year. The data represents a typical weekday. Each of the five regional governments is responsible for collecting data within its jurisdiction, thus there are some differences in classification and criteria depending on the needs and priorities for the municipality. The Ministry of Transportation supports the Cordon Count program as partner. To supplement the Cordon Count data, additional transit ridership information is provided by the Toronto Transit Commission and Metrolinx / GO Transit. The Cordon Count program data is managed by the Data Management Group (DMG) at the University of Toronto. Each of the agencies provides its data to the DMG which uploads and manages the data on the internet‐based Cordon Count Database Retrieval System (CCDRS). Data from previous Cordon Count programs, up to and including the original 1975 counts, are available through the DMG. 1.3
Importance of the Cordon Count Program
The Cordon Count program, which has been conducted regularly across the GTA since the late 1980s, is an invaluable source of historic data that allows transportation trends to be identified and analyzed. The Cordon Count data is used to aid the municipalities in the follow activities: •
•
•
•
Transport model calibration Capital works needs and programming Traffic forecasting Noise studies TR12-0722 (June 2013)
Page 1
GTA Cordon Count Program
Transportation Trends 2001-2011
•
•
•
•
•
•
•
•
•
•
Travel delay calculations Transit usage Auto occupancy Rate of travel demand across screenlines Development charges studies Transportation master plans Regional and local traffic impact studies Environmental assessments Regional cycling plans Monitor goods movement (number and type of commercial vehicles) 1.4
Screenlines
Counting stations are located at key travel locations within the GTA. Stations are used to form screenlines. A screenline is an imaginary line spanning a major element of the transportation network (roads and railways), regional boundary, municipal boundary or natural boundary (a watercourse or river). Screenlines in this analysis have been established across key travel locations in the GTA and the regional boundaries of City of Toronto and Regions of Durham, York, Peel and Halton. The screenlines analyzed to identify trends and traffic patterns as part of this study are shown in Figure 1‐1. These screenlines are consistent with the trends analysis completed for the 2006 Cordon Count with the addition of a screenline at the Brampton‐Caledon boundary. The screenline definitions are provided in Table 1‐1. Stations have been added or removed from the default regional screenlines to fit the screenlines defined for this analysis (i.e. Peel Stations 94 and 100 from the Peel West regional screenline are considered part of the GTA West screenline) . TR12-0722 (June 2013)
Page 2
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 1‐1: Screenline Descriptions GTA Screenline Name Regional Screenline ID Number Municipality Additional Notes Durham‐Taunton Road Durham 11, 12, 13, 14, 15, 16, 17 ‐ Durham‐Regional Road 23 Durham 34, 35, 36, 37, 39 ‐ GTA East Durham 22, 25, 53, 56, 57, 58 ‐ York‐Durham Boundary York 2 ‐ York‐Peel Boundary York 3 ‐ York North York 1 ‐ South York Cordon York 5 ‐ Peel‐Halton Boundary Peel 31 Peel Stations 94 and 100 removed (and added to GTA West screenline) Peel North Peel 32 ‐ Mississauga‐Brampton Peel 42 ‐ Brampton‐Caledon Peel 52 ‐ GTA West Halton S‐L1, S‐L2, S‐F1, S‐A3 Peel Stations 94 and 100 added (removed from Peel‐Halton Boundary screenline) Halton Stations 1019,1020, and 5007 added (removed from Dundas Street screenline) Halton‐Highway 401 (South) Halton S‐C1 ‐ Dundas Street (Regional Road 5) Halton S‐B3, S‐O3 Halton Stations 1019, 1020, 5007 removed (added to GTA West screenline) Toronto‐Durham Boundary Toronto 1003 ‐ Toronto‐York Boundary Toronto 1002 Station 480 added at Markham –Pickering Townline. th
Station 481 added at 11 Concession Line Station 482 added at Eastvale Drive Toronto‐Peel Boundary Toronto 1001 ‐ Toronto Central Area Cordon Toronto 1014, 1035, 1058 Station 185 not available due to temporary closure and reconstruction in the West Donlands area. TR12-0722 (June 2013)
Page 3
GTA Cordon Count Program
Transportation Trends 2001-2011
Figure 1‐1: Screenlines Included in the Cordon Count Analysis TR12-0722 (June 2013)
Page 4
GTA Cordon Count Program
Transportation Trends 2001-2011
1.5
Analysis Periods
The count periods for the Cordon Count program have slight variations by region and by year. In order to compare 2001, 2006 and 2011 data across the GTA, a standardized analysis period was selected. For the purposes of this analysis, the “total count period” was 600 to 1900 (6:00 AM to 7:00 PM). For the analysis of the morning and afternoon peak periods, a 3‐hour peak period was calculated by region and by year as shown in Table 1‐2. Table 1‐2: Peak Periods by Region and Year Analysis Period Municipality AM Peak Period PM Peak Period 2001 2006 2011 2001 2006 2011 Toronto 646‐945 646‐945 701‐1000 1546‐1845 1546‐1845 1546‐1845 Durham 631‐930 616‐915 631‐930 1516‐1815 1516‐1815 1531‐1830 York 701‐1000 631‐930 646‐945 1531‐1830 1531‐1830 1531‐1830 Peel 631‐930 631‐930 646‐945 1531‐1830 1531‐1830 1531‐1830 Halton 646‐945 631‐930 646‐945 1531‐1830 1546‐1845 1546‐1845 Where screenlines formed regional boundaries and data was available in both datasets, the data used in the analysis was extracted from one of the datasets using the analysis periods for that dataset as follows: Screenline Database Toronto‐Durham Boundary City of Toronto Toronto‐York Boundary City of Toronto Toronto‐Peel Boundary City of Toronto York‐Durham Boundary York Region York‐Peel Boundary York Region Peel Halton Boundary Peel Region 1.6
Organization of this Report
The analysis of the trends and travel patterns included in this study are organized by the following topics: •
•
•
•
•
•
•
Overall Trends Mode of Transportation Transit Commercial Vehicles Peak Periods Auto Occupancy Directional Split TR12-0722 (June 2013)
Page 5
GTA Cordon Count Program
Transportation Trends 2001-2011
2.0
Overall Trends
2.1
Focus
This chapter details the changes in person and vehicle volumes across screenlines for the total count period, morning peak period and afternoon peak period. The data sets represent the change in a typical weekday from 2001, 2006 and 2011. 2.2
Trends
2.2.1
Total Count Period
Over the course of the total count period, the screenlines do not have a predominant peak direction as travellers making a trip in one direction in the morning typically make the return trip in the opposite direction in the afternoon. The overall trends of the total count period for total persons (two‐way movements across the screenlines) are presented in Table 2‐1. Table 2‐1: Overall Trends Total Persons Screenline 2001 2006 2011 Durham ‐ Taunton Road 141,826 192,948 227,576 Durham ‐ Regional Road 23 203,392 215,104 220,433 GTA East 81,466 83,007 80,756 York ‐ Durham Boundary 82,388 112,125 104,803 York ‐ Peel Boundary 220,538 249,797 224,631 York North 120,668 138,872 127,632 South York Cordon 307,311 355,356 369,665 Peel ‐ Halton Boundary 376,009 482,915 520,622 Peel North 31,036 40,593 45,898 Mississauga ‐ Brampton 361,121 414,783 458,752 Brampton ‐ Caledon 102,170 115,286 133,334 GTA West 393,060 496,841 442,303 Halton ‐ Highway 401 (South) 64,717 126,222 144,136 Dundas Street (Regional Road 5) 246,788 290,566 288,600 Toronto ‐ Durham Boundary 239,542 253,020 285,995 Toronto ‐ York Boundary 1,002,209 1,175,808 1,296,461 Toronto ‐ Peel Boundary 843,999 965,326 1,040,965 Toronto Central Area Cordon 1,456,082 1,781,332 1,759,876 Note: Durham, Peel and Toronto person counts do not include taxi and truck drivers. 2006 to 2011 Change 34,628 5,329 ‐2,251 ‐7,322 ‐25,166 ‐11,240 14,309 37,707 5,305 43,969 18,048 ‐54,538 17,914 ‐1,966 32,975 120,653 75,639 ‐21,456 18% 2% ‐3% ‐7% ‐10% ‐8% 4% 8% 13% 11% 16% ‐11% 14% ‐1% 13% 10% 8% ‐1% 2001 to 2011 Change 85,750 17,041 ‐710 22,415 4,093 6,964 62,354 144,613 14,862 97,631 31,164 49,243 79,419 41,812 46,453 294,252 196,966 303,794 60% 8% ‐1% 27% 2% 6% 20% 38% 48% 27% 31% 13% 123% 17% 19% 29% 23% 21% The change in total person trips from 2001 to 2011 is displayed graphically in Figure 2‐1. TR12-0722 (June 2013)
Page 6
GTA Cordon Count Program
Transportation Trends 2001-2011
Figure 2‐1: 2001 to 2011 Change in Total Person Trips TR12-0722 (June 2013)
Page 7
GTA Cordon Count Program
Transportation Trends 2001-2011
The screenlines that experienced the highest growth in total person trips between 2001 and 2011 include: Toronto Central Area Cordon +303,794 Toronto – York Boundary +294,252 Toronto – Peel Boundary +196,966 Peel – Halton Boundary +144,613 Mississauga – Brampton +97,631 The screenlines that experienced the highest percentage growth in total person trips between 2001 and 2011 include: Halton – Highway 401 (South) +123% Durham – Taunton Road +60% Peel North +48% Peel – Halton Boundary +38% Brampton – Caledon +31% The overall trends of the total count period for total vehicles (two‐way movements across the screenlines) are presented in Table 2‐2. Table 2‐2: Overall Trends Total Vehicles Screenline Durham ‐ Taunton Road Durham ‐ Regional Road 23 GTA East York ‐ Durham Boundary York ‐ Peel Boundary York North South York Cordon Peel ‐ Halton Boundary Peel North Mississauga ‐ Brampton Brampton ‐ Caledon GTA West Halton ‐ Highway 401 (South) Dundas Street (Regional Road 5) Toronto ‐ Durham Boundary Toronto ‐ York Boundary Toronto ‐ Peel Boundary Toronto Central Area Cordon 2001 127,088 182,234 76,045 68,090 182,001 95,116 245,375 352,662 29,297 355,546 99,485 337,488 54,743 212,048 217,094 934,858 759,565 636,550 2006 2011 176,682 202,649 78,923 97,401 221,264 116,647 299,572 445,406 39,608 391,426 112,674 402,771 111,652 248,501 231,854 1,058,548 864,474 736,332 206,249 199,478 82,346 93,758 201,879 110,812 316,619 494,956 44,593 417,357 128,081 380,041 122,453 239,708 257,165 1,138,916 925,966 808,493 2006 to 2011 Change 29,567 ‐3,171 3,423 ‐3,643 ‐19,385 ‐5,835 17,047 49,550 4,985 25,931 15,407 ‐22,730 10,801 ‐8,793 25,311 80,368 61,492 72,161 17% ‐2% 4% ‐4% ‐9% ‐5% 6% 11% 13% 7% 14% ‐6% 10% ‐4% 11% 8% 7% 10% 2001 to 2011 Change 79,161 17,244 6,301 25,668 19,878 15,696 71,244 142,294 15,296 61,811 28,596 42,553 67,710 27,660 40,071 204,058 166,401 171,943 62% 9% 8% 38% 11% 17% 29% 40% 52% 17% 29% 13% 124% 13% 18% 22% 22% 27% TR12-0722 (June 2013)
Page 8
GTA Cordon Count Program
Transportation Trends 2001-2011
The screenlines that experienced the highest growth in total vehicle trips between 2001 and 2011 include: Toronto – York Boundary +204,058 Toronto Central Area Cordon +171,943 Toronto – Peel Boundary +166,401 Peel – Halton Boundary +142,294 Durham – Taunton Road +79,161 The screenlines that experienced the highest percentage growth in total vehicle trips between 2001 and 2011 include: Halton – Highway 401 (South) +124% Durham – Taunton Road +62% Peel North +52% Peel – Halton Boundary +40% York – Durham Boundary +38% The majority of screenlines which experience the greatest growth and percentage growth in total person trips and total vehicle trips are located in the regional municipalities to the north and west of Toronto. These areas in Halton, Peel and York have experienced significant growth in residential and employment development over the last 10 years. For the most part, the same screenlines that experience the greatest growth and percentage increase in total person trips also experience the greatest growth in total vehicle trips, indicating that all modes of travel are experiencing growth at these screenline locations. The Halton ‐ Highway 401 (South) screenline ranks in the top five screenlines which experienced the highest growth in 2006. This screenline experienced an increase of +119% in total person trips between 1991 and 2006. Similarly, between 2001 and 2011, this screenline experienced an increase of +123% in total person trips and an increase of +124% in total vehicle trips. However, between 2006 and 2011, this screenline experienced only a modest +14% increase. The significant growth in the earlier periods (up to 2006) reflects the expansion and development of Milton in the early 2000s. The growth in vehicle trips across this screenline follows the same trend as total person trips. The data suggest that post‐2006, the Milton expansion started to level off. It is also noted that six screenlines have shown a decrease in traffic in the most recent 5‐year period (2006‐2011), which reflects the downturn in the economy around 2008‐2009. However, over the 10‐
year period, essentially every screenline has exhibited growth. 2.2.2
Morning Peak Period
The trends in total persons crossing the screenlines in the peak direction in the morning peak period are shown in Table 2‐3. The peak direction in the morning peak period is generally inbound towards the City of Toronto. The trends in total vehicles crossing the screenlines in the peak direction in the morning peak period are shown in Table 2‐4. TR12-0722 (June 2013)
Page 9
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 2‐3: Morning Peak Period Peak Direction Trends Total Persons Screenline 2001 2006 2011 Pk Dir S Volume 17,336 Pk Dir S Volume 23,727 Pk Dir S Volume 29,368 Durham ‐ Regional Road 23 GTA East W 34,751 W 37,392 W In 9,989 In 10,083 York ‐ Durham Boundary York ‐ Peel Boundary In 14,171 In E 34,246 York North S South York Cordon Durham ‐ Taunton Road 2006 to 2011 Change 2001 to 2011 Change 5,641 24% 12,032 69% 41,909 4,517 12% 7,158 21% In 9,113 ‐970 ‐10% ‐876 ‐9% 22,143 In 20,340 ‐1,803 ‐8% 6,169 44% E 38,716 E 33,286 ‐5,430 ‐14% ‐960 ‐3% 17,512 S 22,462 S 20,142 ‐2,320 ‐10% 2,630 15% S 57,742 S 68,484 S 68,622 138 0% 10,880 19% Peel ‐ Halton Boundary E 71,227 E 86,015 E 90,971 4,956 6% 19,744 28% Peel North S 5,692 S 7,058 S 8,098 1,040 15% 2,406 42% Mississauga ‐ Brampton S 68,170 S 73,761 S 75,542 1,781 2% 7,372 11% Brampton ‐ Caledon S 19,560 S 20,757 S 23,669 2,912 14% 4,109 21% GTA West In 55,376 In 70,286 Out 57,265 ‐13,021 ‐19% 1,889 3% Halton ‐ Highway 401 S 8,221 N 20,787 N 24,095 (South) Dundas Street (Regional N 32,632 N 33,879 S 36,303 Road 5) Toronto ‐ Durham W 67,057 W 53,724 W 78,632 Boundary Toronto ‐ York S 157,664 S 185,698 S 206,351 Boundary Toronto ‐ Peel E 144,923 E 148,142 E 165,002 Boundary Toronto Central Area In 319,023 In 371,471 In 354,839 Cordon Note: Durham, Peel and Toronto person counts do not include taxi and truck drivers. 3,308 16% 15,874 193% 2,424 7% 3,671 11% 24,908 46% 11,575 17% 20,653 11% 48,687 31% 16,860 11% 20,079 14% ‐16,632 ‐4% 35,816 11% The screenlines that experienced the highest growth in morning peak period person trips between 2001 and 2011 include: Toronto – York Boundary +48,687 Toronto Central Area Cordon +35,816 Toronto – Peel Boundary +20,079 Peel – Halton Boundary +19,744 Halton – Highway 401 (South) +15,874 The screenlines that experienced the highest percentage growth in morning peak period person trips between 2001 and 2011 include: Halton – Highway 401 (South) Durham – Taunton Road York – Durham Boundary Peel North Toronto – York Boundary TR12-0722 (June 2013)
+193% +69% +44% +42% +31% Page 10
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 2‐4: Morning Peak Period Peak Direction Trends Total Vehicles Screenline 2001 Pk Dir 2006 Volume 2011 Pk Dir Volume Pk Dir Volume 2006 to 2011 Change 2001 to 2011 Change Durham ‐ Taunton Road S 16,241 S 21,854 S 26,048 4,194 19% 9,807 60% Durham ‐ Regional Road 23 GTA East W 29,617 W 36,151 W 35,557 ‐594 ‐2% 5,940 20% In 10,082 In 10,283 In 9,586 ‐697 ‐7% ‐496 ‐5% York ‐ Durham Boundary York ‐ Peel Boundary In 12,182 In 20,370 In 19,355 ‐1,015 ‐5% 7,173 59% E 27,710 E 35,267 E 29,812 ‐5,455 ‐15% 2,102 8% York North S 14,914 S 19,570 S 18,153 ‐1,417 ‐7% 3,239 22% South York Cordon S 47,093 S 58,377 S 57,973 ‐404 ‐1% 10,880 23% Peel ‐ Halton Boundary E 59,646 E 69,811 E 77,560 7,749 11% 17,914 30% Peel North S 5,462 S 7,015 S 7,698 683 10% 2,236 41% Mississauga ‐ Brampton S 63,361 S 65,514 S 67,997 2,483 4% 4,636 7% Brampton ‐ Caledon S 19,957 S 20,790 S 22,962 2,172 10% 3,005 15% GTA West In 48,462 In 58,746 Out 51,445 ‐7,301 ‐12% 2,983 6% Halton ‐ Highway 401 (South) Dundas Street (Regional Road 5) Toronto ‐ Durham Boundary Toronto ‐ York Boundary Toronto ‐ Peel Boundary Toronto Central Area Cordon S 6,839 N 18,673 N 20,074 1,401 8% 13,235 194% N 29,220 N 30,051 S 30,005 ‐46 W 57,733 W 43,388 W 67,734 S 143,483 S 160,381 S E 110,263 E 112,214 In 100,989 In 107,219 ‐0% 785 3% 24,346 56% 10,001 17% 173,784 13,403 8% 30,301 21% E 127,999 15,785 14% 17,736 16% In 123,120 15,901 15% 22,131 22% The screenlines that experienced the highest growth in morning peak period vehicle trips between 2001 and 2011 include: Toronto – York Boundary Toronto Central Area Cordon Peel – Halton Boundary Toronto – Peel Boundary Halton – Highway 401 (South) +30,301 +22,131 +17,914 +17,736 +13,235 The screenlines that experienced the highest percentage growth in morning peak period vehicle trips between 2001 and 2011 include: Halton – Highway 401 (South) Durham – Taunton Road York – Durham Boundary Peel North Peel – Halton Boundary TR12-0722 (June 2013)
+194% +60% +59% +41% +30% Page 11
GTA Cordon Count Program
Transportation Trends 2001-2011
2.2.3
Afternoon Peak Period
The trends in total persons crossing the screenlines in the peak direction in the afternoon peak period are shown in Table 2‐5. The peak direction in the afternoon peak period is generally outbound towards the suburban outskirts of the GTA. Table 2‐5: Afternoon Peak Period Peak Direction Trends Total Persons Screenline 2001 2006 2011 Volume Pk Dir N 23,407 N 31,295 N 35,874 4,579 E 42,396 E 42,933 E 43,380 447 1% 984 2% Out 14,087 Out 14,281 Out 12,419 ‐1,862 ‐13% ‐1,668 ‐12% Out 18,402 Out 23,636 Out 25,859 2,223 9% 7,457 41% W 36,491 W 41,320 W 36,190 ‐5,130 ‐12% ‐301 ‐1% York North N 24,579 N 26,195 N 24,241 ‐1,954 ‐7% ‐338 ‐1% South York Cordon N 60,884 N 72,421 N 70,641 ‐1,780 ‐2% 9,757 16% Peel ‐ Halton Boundary W 77,370 W 90,360 W 97,776 7,416 8% 20,406 26% Peel North N 6,921 N 9,183 N 10,148 965 Mississauga ‐ Brampton N 77,855 N 77,690 N 89,721 12,031 Brampton ‐ Caledon N 21,855 N 23,608 N 24,019 411 Out 64,996 Out 64,926 In 76,904 York ‐ Durham Boundary York ‐ Peel Boundary Pk Dir Volume 2001 to 2011 Change Pk Dir Durham ‐ Taunton Road Durham ‐ Regional Road 23 GTA East Volume 2006 to 2011 Change 15% 12,467 11% 53% 3,227 47% 15% 11,866 15% 2,164 10% 11,978 18% 11,908 18% Halton ‐ Highway 401 S 8,221 S 21,498 S 23,810 2,312 (South) Dundas Street S 36,236 S 46,556 S 41,161 ‐5,395 (Regional Road 5) Toronto ‐ Durham E 52,863 E 52,140 E 62,744 10,604 Boundary Toronto ‐ York N 168,540 N 200,350 N 230,094 29,744 Boundary Toronto ‐ Peel W 145,590 W 172,104 W 191,179 19,075 Boundary Toronto Central Area Out 318,374 Out 367,145 Out 327,396 ‐39,749 Cordon Note: Durham, Peel and Toronto person counts do not include taxi and truck drivers. 11% 15,589 190% GTA West 2% ‐12% 4,925 14% 20% 9,881 19% 15% 61,554 37% 11% 45,589 31% ‐11% 9,022 3% The screenlines that experienced the highest growth in afternoon peak period person trips between 2001 and 2011 include: Toronto – York Boundary Toronto – Peel Boundary Peel – Halton Boundary Halton – Highway 401 (South) Durham – Taunton Road TR12-0722 (June 2013)
+61,554 +45,589 +20,406 +15,589 +12,467 Page 12
GTA Cordon Count Program
Transportation Trends 2001-2011
The screenlines that experienced the highest percentage growth in afternoon peak period person trips between 2001 and 2011 include: Halton – Highway 401 (South) +190% Durham – Taunton Road +53% Peel North +47% York – Durham Boundary +41% Toronto – York Boundary +37% The trends in total persons crossing the screenlines in the peak direction in the afternoon peak period are shown in Table 2‐6. Table 2‐6: Afternoon Peak Period Peak Direction Trends Total Vehicles Screenline 2001 2006 2011 2006 to 2011 Change 2001 to 2011 Change Pk Dir Volume Pk Dir Volume Pk Dir Volume Durham ‐ Taunton Road N 19,634 N 27,547 N 31,941 4,394 16% 12,307 63% Durham ‐ Regional Road 23 GTA East E 35,952 E 39,083 E 35,724 ‐3,359 ‐9% ‐228 ‐1% Out 12,914 Out 12,590 Out 12,547 ‐43 0% ‐367 ‐3% York ‐ Durham Boundary Out 15,188 Out 20,581 Out 22,784 2,203 11% 7,596 50% York ‐ Peel Boundary W 31,170 W 35,138 W 31,504 ‐3,634 ‐10% 334 1% York North N 19,622 N 22,843 N 21,305 ‐1,538 ‐7% 1,683 9% South York Cordon N 52,024 N 60,276 N 60,581 305 1% 8,557 16% Peel ‐ Halton Boundary W 63,171 W 75,065 W 77,699 2,634 4% 14,528 23% Peel North N 6,071 N 8,393 N 9,659 1,266 15% 3,588 59% Mississauga ‐ Brampton N 69,631 N 66,421 N 73,997 7,576 11% 4,366 6% Brampton ‐ Caledon N 20,809 N 23,193 N 22,670 ‐523 ‐2% 1,861 9% Out 54,511 Out 50,633 In 64,110 13,477 27% 9,599 18% S 6,839 S 18,886 S 21,509 2,623 14% 14,670 215% S 30,916 S 39,511 S 34,184 ‐5327 ‐13% 3268 11% GTA West Halton ‐ Highway 401 (South) Dundas Street (Regional Road 5) Toronto ‐ Durham Boundary Toronto ‐ York Boundary E 42,737 E 41,274 E 47,484 6,210 15% 4,747 11% N 145,599 N 166,330 N 184,846 18,516 11% 39,247 27% Toronto ‐ Peel Boundary W 107,045 W 127,720 W 144,759 17,039 13% 37,714 35% Out 105,043 Out 111,997 Out 126,434 14,437 13% 21,391 20% Toronto Central Area Cordon TR12-0722 (June 2013)
Page 13
GTA Cordon Count Program
Transportation Trends 2001-2011
The screenlines that experienced the highest growth in afternoon peak period vehicle trips between 2001 and 2011 include: Toronto – York Boundary Toronto – Peel Boundary Toronto Central Area Cordon Halton – Highway 401 (South) Peel – Halton Boundary +39,247 +37,714 +21,391 +14,670 +14,528 The screenlines that experienced the highest percentage growth in afternoon peak period vehicle trips between 2001 and 2011 include: Halton – Highway 401 (South) +215% Durham – Taunton Road +63% Peel North +59% York – Durham Boundary +50% Toronto – Peel Boundary +35% The screenlines to the north and west of the City of Toronto and the Toronto Central Area Cordon experienced the highest growth in the morning peak period. However, this is not reflected in the percentage growth across the GTA screenlines. From above, in the Total Count Period trend, the Halton‐
Highway 401 screenline experienced the highest percentage growth in the AM period. As with the morning peak period the screenlines to the north and west of the City of Toronto and the Toronto Central Area Cordon experience the largest increases in terms of magnitude of change in the afternoon peak period. As above in the total count period trend and morning peak period trend, the Halton‐Highway 401 screenline experiences the highest percentage growth in the afternoon peak period. Across all of the screenlines included in the analysis, the afternoon peak period peak direction person trips are 7% higher than during the morning peak period. The total number of vehicles in the afternoon peak period is 8% higher than during the morning peak period. 2.3
Population Trends
The summary of total persons and vehicle travel across the GTA screenlines in general highlighted areas where significant traffic growth occurred in the last ten years. This can be correlated to the increases in population growth as summarized in Table 2‐7 and shown in Figure 2‐2, which indicate the highest growth in York, Peel and Halton Regions. TR12-0722 (June 2013)
Page 14
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 2‐7: Population Data 2001 Population 2006 Population 2011 Population Durham 506,901 561,258 York 729,254 Peel Halton Municipality 2001‐2006 2006‐2011 2001‐2011 608,124 11% 8% 20% 892,712 1,032,524 22% 16% 42% 988,958 1,159,405 1,296,814 17% 12% 31% 375,229 439,256 501,669 17% 14% 34% 2,481,494 2,503,281 2,615,060 1% 4% 5% Total 5,081,836 Source: Statistics Canada, Census 5,555,912 6,054,191 9% 9% 19% Toronto Figure 2‐2: Population Growth 45%
Population Growth
2001 - 2006
Population Growth
2006 - 2011
Population Growth
2001 - 2011
40%
35%
30%
25%
20%
15%
10%
5%
0%
Durham
Peel
Halton
Toronto
2.4
York
Summary
The growth in traffic at the screenlines generally reflects growth in population within the GTA, with higher growth in the regional municipalities and lower growth in the City of Toronto. The growth exhibited from 2001 to 2011 across the screenlines in both total vehicle and total person trips can be attributed to residential and employment growth throughout the GTA. However, there are five screenlines – Durham Regional Road 23, York‐Durham Boundary, York‐Peel Boundary, York North, GTA East and Dundas Street (Regional Road 5) – which experienced a decrease in vehicle trips from 2006 to 2011. This reduced demand likely reflects the lingering effects of the world economic crisis in 2008‐
2009. Other factors leading to the decrease in vehicle trips include a shift to other modes of travel such as GO Rail and transit as observed on the Durham‐Regional Road 23 screenline. The Halton‐Highway 401 (South) screenline experienced a high percentage growth from 2001 to 2011 in the daily, morning peak and afternoon peak periods. The growth is mainly attributed to rapid expansion in the Town of Milton in the early 2000s. The Toronto Central Area Cordon screenlines and those to the north and west of the City experienced the highest growth with respect to actual volumes in the morning peak period. Afternoon peak period TR12-0722 (June 2013)
Page 15
GTA Cordon Count Program
Transportation Trends 2001-2011
peak direction person trips are 7% higher than during the morning peak period. The total number of vehicles in the afternoon peak period is 8% higher than during the morning peak period. In the 1991 to 2006 Cordon Count Analysis Report, the York‐Peel Boundary Screenline exhibited growth in total vehicles and total persons. Between 2001 to 2011 and 2006 to 2011, the screenline exhibited low or negative growth. Discussions with staff from York and Peel have indicated that construction activities on Highway 7 may have diverted traffic to other routes or other modes, resulting in the low growth. TR12-0722 (June 2013)
Page 16
GTA Cordon Count Program
Transportation Trends 2001-2011
3.0
Auto Occupancy and High Occupancy Vehicles
3.1
Focus
This section presents the observed trends in auto occupancy and proportion of high occupancy vehicles (HOV) crossing the screenlines. 3.2
Trends
3.2.1
Morning Peak Period Auto Occupancy
Table 3‐1 summarizes the morning peak period trends for auto occupancy for 2001, 2006, and 2011 in the peak direction. The changes in auto occupancy rates from 2006 to 2011 and from 2001 to 2011 were assessed. In 2011, the five screenlines which experienced the highest auto occupancy rates during the morning peak period in the peak direction include: Halton – Highway 401 (South) 1.20 Durham – Taunton Road 1.15 Toronto Central Area Cordon 1.14 Peel North 1.14 Toronto – York Boundary 1.12 The five screenlines which experienced the highest percentage growth in auto occupancy from 2001 to 2011 during the morning peak period in the peak direction include: Halton – Highway 401 (South) +8% Mississauga – Brampton +2% Durham – Taunton Road +1% Toronto – Peel Boundary +1% Dundas Street (Regional Road 5) +1% With the exception of the Halton‐Highway 401 screenline, there has been little change in overall auto occupancy rates in the GTA over the past 10 years. The overall average auto occupancy was 1.11 in 2001 and 1.10 in 2011. Eight screenlines have shown a decrease in auto occupancy. With the exception of the Durham‐Regional Road 23, which has shown a shift to GO Rail, the decreases in auto occupancy are a result of an increasing share of single occupant vehicles. TR12-0722 (June 2013)
Page 17
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 3‐1: Morning Peak Period Auto Occupancy (Peak Direction) Durham ‐ Taunton Road Pk Dir S 2001 Auto Auto Pers 13,614 15,413 Auto Occ 1.13 Pk Dir S 2006 Auto Autos Pers 18,305 21,085 Auto Occ 1.15 Pk Dir S 2011 Auto Autos Pers 22,304 25,624 Auto Occ 1.15 Durham ‐ Regional Road 23 W 26,240 29,148 1.11 W 32,389 36,020 1.11 W 31,435 34,285 GTA East In 7,812 9,117 1.17 In 8,113 9,122 1.12 In 7,616 York ‐ Durham Boundary In 11,415 12,517 1.10 In 18,891 20,343 1.08 In York ‐ Peel Boundary E% 25,086 28,109 1.12 E 32,385 34,713 1.07 York North S 14,041 14,905 1.06 S 18,535 20,480 South York Cordon S 44,394 48,256 1.09 S 55,751 Peel ‐ Halton Boundary E 51,286 56,062 1.09 E Peel North S 4,442 5,152 1.16 Mississauga ‐ Brampton S 56,365 60,297 Brampton ‐ Caledon S 17,119 GTA West In Halton ‐ Highway 401 (South) Dundas Street (Regional Road 5) Toronto ‐ Durham Boundary Toronto ‐ York Boundary 2006 to 2011 2001 to 2011 0% 1% 1.09 ‐2% ‐2% 8,410 1.10 ‐2% ‐5% 17,964 18,770 1.04 ‐3% ‐5% E 26,517 28,555 1.08 0% ‐4% 1.10 S 16,884 17,973 1.06 ‐4% 0% 60,928 1.09 S 53,101 57,705 1.09 ‐1% 0% 62,807 68,772 1.09 E 69,410 72,983 1.05 ‐4% ‐4% S 6,099 6,749 1.11 S 6,692 7,638 1.14 3% ‐2% 1.07 S 58,681 64,737 1.10 S 58,620 63,920 1.09 ‐1% 2% 18,990 1.11 S 18,331 19,860 1.08 S 20,072 22,321 1.11 3% 0% 42,112 45,879 1.09 In 51,410 57,209 1.11 Out 39,222 43,125 1.10 ‐1% 1% N 6,178 6,891 1.12 N 16,842 18,661 1.11 N 18,293 22,026 1.20 9% 8% N 24,424 26,889 1.10 W 32,747 36,224 1.11 N 27,695 30,863 1.11 1% 1% W 37,393 41,292 1.10 W 38,929 41,116 1.06 W 43,268 46,113 1.07 1% ‐3% S 128,530 143,641 1.12 S 145,807 160,690 1.10 S 156,425 174,759 1.12 1% 0% Toronto ‐ Peel Boundary E 96,899 105,739 1.09 E 96,142 104,845 1.09 E 111,849 123,796 1.11 1% 1% Toronto Central Area Cordon In 91,992 107,148 1.16 In 98,535 111,823 1.13 In 112,541 128,497 1.14 1% ‐2% Screenline TR12-0722 (June 2013)
Page 18
GTA Cordon Count Program
Transportation Trends 2001-2011
3.2.2
Afternoon Peak Period Auto Occupancy
Table 3‐2 summarizes the afternoon peak period trends in the peak direction for auto occupancy in 2001, 2006, and 2011. The changes in auto occupancy rates from 2006 to 2011 and from 2001 to 2011 were assessed. In 2011, the five screenlines which experienced the highest auto occupancy during the afternoon peak period in the peak direction include: Toronto Central Area Cordon 1.22 Durham – Taunton Road 1.20 Dundas Street (Regional Road 5) 1.18 Mississauga – Brampton 1.17 Toronto – York Boundary 1.17 The five screenlines which experienced the highest percentage growth in auto occupancy from 2001 to 2011 during the afternoon peak period in the peak direction include: Mississauga – Brampton +2% Toronto Central Area Cordon +1% GTA West +1% Dundas Street (Regional Road 5) +0% Toronto – Peel Boundary +0% In general, auto occupancy is higher in the afternoon peak than the morning peak, with an average auto occupancy of 1.15 in the afternoon compared to 1.10 in the morning. However, there has been a downward trend in auto occupancy in the afternoon peak period, with 13 of the 18 screenlines showing a decreasing occupancy rate; however total auto occupancy rates have only decreased from 1.17 in 2001 to 1.15 in 2011. The most significant decreases in auto occupancy rates are at the external boundary screenlines such as Peel North, GTA East and York North. TR12-0722 (June 2013)
Page 19
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 3‐2: Afternoon Peak Period Auto Occupancy (Peak Direction) Screenline Durham ‐ Taunton Road Pk Dir N 2001 Auto Auto Pers 17,671 21,883 Auto Occ 1.24 Pk Dir N 2006 Auto Auto Pers 23,965 29,837 Auto Occ 1.25 Pk Dir N 2011 28,196 Auto Pers 33,919 Auto Occ 1.20 Auto 2006 to 2011 2001 to 2011 ‐3% ‐3% Durham ‐ Regional Road 23 GTA East E 32,451 37,663 1.16 E 35,348 41,823 1.18 E 32,173 36,504 1.13 ‐4% ‐2% Out 10,568 13,376 1.27 Out 10,510 13,485 1.28 Out 10,403 12,054 1.16 ‐10% ‐8% York ‐ Durham Boundary Out 14,281 16,641 1.17 Out 19,303 22,252 1.15 Out 21,568 24,429 1.13 ‐2% ‐3% York ‐ Peel Boundary N 28,661 31,017 1.08 W 32,476 37,577 1.16 E 27,824 29,662 1.07 ‐8% ‐1% York North N 18,815 21,840 1.16 N 21,750 24,504 1.13 N 20,142 22,217 1.10 ‐2% ‐5% South York Cordon N 48,621 53,529 1.10 N 57,869 65,909 1.14 N 57,539 61,922 1.08 ‐6% ‐2% Peel ‐ Halton Boundary W 55,143 66,284 1.20 W 69,921 76,725 1.10 W 70,356 80,579 1.15 4% ‐5% Peel North N 4,977 6,516 1.31 N 7,794 9,102 1.17 N 8,479 9,641 1.14 ‐3% ‐13% Mississauga ‐ Brampton N 61,800 70,749 1.14 N 60,088 69,413 1.16 N 67,190 78,407 1.17 1% 2% Brampton ‐ Caledon N 18,358 21,393 1.17 N 20,254 23,244 1.15 N 20,253 23,011 1.14 ‐1% ‐3% Out 46,957 54,483 1.16 Out 56,618 65,750 1.16 In 49,885 58,175 1.17 0% 1% S 7,629 8,877 1.16 S 16,979 19,433 1.14 S 19,827 21,651 1.09 ‐5% ‐6% S 26,903 31,642 1.18 N 46,609 55,890 1.20 S 32,343 38,203 1.18 ‐1% 0% E 39,125 42,861 1.10 E 37,494 41,009 1.09 E 42,858 46,413 1.08 ‐1% ‐1% GTA West Halton ‐ Highway 401 (South) Dundas Street (Regional Road 5) Toronto ‐ Durham Boundary Toronto ‐ York Boundary N 132,193 155,705 1.18 N 153,367 176,611 1.15 N 168,916 197,301 1.17 1% ‐1% Toronto ‐ Peel Boundary W 94,839 109,933 1.16 W 114,054 129,893 1.14 W 127,579 147,935 1.16 2% 0% Out 105,108 126,704 1.21 Out 105,108 126,704 1.21 Out 117,546 143,282 1.22 1% 1% Toronto Central Area Cordon TR12-0722 (June 2013)
Page 20
GTA Cordon Count Program
Transportation Trends 2001-2011
3.2.3
Auto Occupancy on GTA Freeway System
The freeway network is at the spine of the GTA roadway network. A number of Cordon Count stations are located on the 400‐series highways, Queen Elizabeth Way, Gardiner Expressway and Don Valley Parkway. The auto occupancy of the stations on these higher‐order freeways were calculated explicitly to identify trends in occupancy. Table 3‐3 below shows the auto occupancy for 2001, 2006 and 2011 on the freeway network (all directions). Table 3‐3: Freeway Network Auto Occupancy AM Period Auto Volume 440,104 2001 Auto Persons 477,804 Auto Occ 1.09 Auto Volume 543,795
2006 Auto Persons 588,078
Auto Occ 1.08 Auto Volumes 602,396 2011 Auto Persons 656,008
Auto Occ 1.09 PM Period 458,782 519,617 1.13 597,500
670,084
1.12 652,656 730,930
1.12 1,629,739 1,830,074 1.12 2,103,312
2,333,971
1.11 2,270,542 2,519,136
1.11 Period Daily Period (13 Hours) The average auto occupancy on the freeway network is lower than the average for the system as a whole. The average auto occupancy in the peak direction for all screenlines in the AM period is 1.10, while the average auto occupancy on the freeway stations is 1.09. Similarly, the average auto occupancy in the peak direction for all screenlines in the PM period is 1.15, while the average auto occupancy on the freeway stations is 1.12. The auto occupancy on the GTA freeway network is higher in the PM period than the AM and daily 13‐
hour period. There is a wider range of trip purposes in the afternoon peak period compared to the morning peak period. The auto occupancy in 2006 over the three time periods experienced a minor decrease from the occupancy rate in 2001. The occupancy rates were consistent between 2006 and 2011. 3.2.4
High Occupancy Vehicles in the GTA
The MTO defines a high occupancy vehicle as a passenger vehicle carrying at least two people, referred to as HOV2+ vehicles in this report. HOV2+ vehicles that have been reported in this analysis include Auto2, Auto3, Auto4, (plus Auto5 and Auto6+ in the York Region 2001 Cordon Count database), Cab1, Cab2, Cab3 and Cab4. Taxis have been included in the HOV2+ data extraction as the MTO permits taxis to use HOV lanes on provincial facilities. 3.2.4.1 Morning Peak Period Proportion of HOV2+ Vehicles
The proportion of HOV2+ vehicles in the peak direction stream of total autos was analyzed. Table 3‐4 summarizes the trends for HOV2+ vehicles for 2001, 2006, and 2011 for the morning peak period in the peak direction. Over the 10‐year period, the growth in HOV2+ vehicles has kept pace with the growth in overall auto travel with HOV2+ vehicles, accounting for 11% of auto travel in 2001 and in 2011. TR12-0722 (June 2013)
Page 21
GTA Cordon Count Program
Transportation Trends 2001-2011
In 2011, the five screenlines which experienced the highest percentage of HOV2+ vehicles during the morning peak period in the peak direction include: Toronto Central Area Cordon Halton – Highway 401 (South) Durham – Taunton Road Peel North Toronto – Peel Boundary 19% 16% 14% 13% 12% 3.2.4.2 Afternoon Peak Period Proportion of HOV2+ Vehicles
Table 3‐5 summarizes the proportion of HOV2+ vehicles in the peak direction stream of total autos in the afternoon peak period. Over the 10‐year period, the growth in HOV2+ vehicles has kept pace with the growth in overall auto travel with HOV2+ vehicles accounting for 16% of auto travel in 2001 and in 2011. In 2011, the five screenlines which experienced the highest percentage of HOV2+ vehicles during the afternoon peak period in the peak direction include: Toronto Central Area Cordon Dundas Street (Regional Road 5) GTA East Durham – Taunton Road Toronto – Peel Boundary TR12-0722 (June 2013)
26% 19% 18% 18% 17% Page 22
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 3‐4: Morning Peak Period HOV2+ (Peak Direction) 2001 Screenline Pk Dir 2006 % HOV2+ 12% Pk Dir 2011 S HOV2+ Vehicle 2,469 Total Auto 18,305 % HOV2+ 13% Pk Dir Durham ‐ Taunton Road S HOV2+ Vehicle 1,623 Durham ‐ Regional Road 23 W 2,726 26,240 10% W 3,518 32,389 11% W 2,847 31,435 9% GTA East In 1,174 7,812 15% In 984 8,113 12% In 729 7,616 10% York ‐ Durham Boundary In 963 11,415 8% Out 1,783 18,891 9% In 685 17,964 4% York ‐ Peel Boundary E 2,695 25,086 11% E 1,875 32,385 6% E 1,580 26,517 6% York North N 1,138 14,041 8% S 1,547 18,535 8% S 854 16,884 5% South York Cordon S 3,252 44,394 7% S 4,389 55,751 8% S 3,331 53,101 6% Peel ‐ Halton Boundary W 4,515 51,286 9% E 5,748 62,807 9% W 3,480 69,410 5% Peel North S 687 4,442 15% S 605 6,099 10% S 875 6,692 13% Mississauga ‐ Brampton S 3,912 56,365 7% S 5,553 58,681 9% N 6,184 58,620 11% Brampton ‐ Caledon S 1,743 17,119 10% S 1,454 18,331 8% S 2,079 20,072 10% GTA West In 3,489 42,112 8% In 5,241 51,410 10% In 3,771 39,222 10% Halton ‐ Highway 401 (South) Dundas Street (Regional Road 5) Toronto ‐ Durham Boundary S 696 6,178 11% N 1,668 16,842 10% N 3,018 18,293 16% S 2,246 24,424 9% S 2,529 32,747 8% S 3,385 27,695 12% W 3,228 37,393 9% W 2,187 38,929 6% W 2,845 43,268 7% Toronto ‐ York Boundary S 14,865 128,530 12% S 14,626 145,807 10% S 17,850 156,425 11% Toronto ‐ Peel Boundary E 10,183 96,899 11% E 10,381 96,142 11% E 12,528 111,849 11% Toronto Central Area Cordon In 17,956 91,992 20% In 18,224 98,535 18% In 21,730 112,541 19% TR12-0722 (June 2013)
Total Auto 13,614 S HOV2+ Vehicle 3,071 Total Auto 22,304 % HOV2+ 14% Page 23
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 3‐5: Afternoon Peak Period HOV2+ (Peak Direction) 2001 Screenline 2006 HOV2+ Vehicle 3,683 % HOV2+ 21% Pk Dir N Total Auto 17,671 E 4,727 32,451 15% GTA East Out 2,365 10,568 York ‐ Durham Boundary Out 2,040 York ‐ Peel Boundary E York North 2011 HOV2+ Vehicle 4,999 Total Auto 23,965 % HOV2+ 21% Pk Dir N HOV2 +Vehicle 5,093 Total Auto 28,196 E 5,961 35,348 17% W 4,228 32,173 13% 22% Out 2,572 10,510 24% Out 1,875 10,403 18% 14,281 14% Out 3,893 19,303 20% Out 2,158 21,568 10% 2,684 28,661 9% W 4,159 32,476 13% E 1,580 27,824 6% N 2,552 18,815 14% N 2,315 21,750 11% N 1,551 20,142 8% South York Cordon N 4,117 48,621 8% N 6,814 57,869 12% S 3,659 57,539 6% Peel ‐ Halton Boundary W 10,232 55,143 19% E 7,404 69,921 11% W 9,703 70,356 14% Peel North N 1,458 4,977 29% N 1,210 7,794 16% N 1,111 8,479 13% Mississauga ‐ Brampton N 8,266 61,800 13% N 8,285 60,088 14% N 10,300 67,190 15% Brampton ‐ Caledon N 2,720 18,358 15% N 2,690 20,254 13% N 2,495 20,253 12% Out 6,810 46,957 15% Out 8,143 56,618 14% Out 7,420 49,885 15% N 1,447 7,629 19% S 2,220 16,979 13% N 3,147 19,827 16% Durham ‐ Taunton Road Durham ‐ Regional Road 23 GTA West Pk Dir N % HOV2+ 18% Halton ‐ Highway 401 (South) Dundas Street (Regional Road 5) Toronto ‐ Durham Boundary N 4,426 26,903 16% S 5,152 46,609 11% N 6,058 32,343 19% W 4,281 39,125 11% E 3,308 37,494 9% W 3,792 42,858 9% Toronto ‐ York Boundary N 21,817 132,193 17% N 21,916 153,367 14% N 26,906 168,916 16% Toronto ‐ Peel Boundary W 16,480 94,839 17% W 16,829 114,054 15% W 21,741 127,579 17% Out 24,873 105,108 24% Out 26,053 105,108 25% Out 30,750 117,546 26% Toronto Central Area Cordon TR12-0722 (June 2013)
Page 24
GTA Cordon Count Program
Transportation Trends 2001-2011
3.3
Summary
Across the GTA, the average auto occupancy in the morning peak period changed from 1.11 in 2001 to 1.10 in 2011. For the afternoon peak period, the average auto occupancy changed from 1.17 in 2001 to 1.15 in 2011. However, as the average occupancy has decreased, the proportion of HOV2+ vehicles on the road has remained stable. This indicates that there has been a shift in vehicles with 3 or more occupants to vehicles with only 2 occupants, resulting in an overall decrease in average occupancy. In the morning peak period, the Halton‐Highway 401 (South) screenline experienced the largest increase in auto occupancy which correlates with the observed growth at this screenline in total vehicle and total person trips as noted in Chapter 2. Auto occupancy rates, on average, are higher in the afternoon peak period than the morning peak period. The afternoon peak period generally comprises more trip purposes which are associated with higher auto occupancy such as shopping, recreation and facilitating passengers. TR12-0722 (June 2013)
Page 25
GTA Cordon Count Program
Transportation Trends 2001-2011
4.0
Mode of Transportation
4.1
Focus
This section provides a comparison of the different modes of travel in GTA. The analysis includes the following modes of travel: Auto Driver • Auto Passenger • Go Rail • Go Bus • Other Transit It should be noted that “other transit” consists of all other buses, coach buses, subway and streetcar services other than GO Rail, GO Bus, and school bus. Each mode of travel was analyzed separately for the morning peak period for three years (2001, 2006, and 2011). •
The trips by mode and modal shares are summarized in Table 4‐1 and Table 4‐2. TR12-0722 (June 2013)
Page 26
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 4‐1: Person Trips by Mode in the Morning Peak Period (Both Directions) Screenline Year Auto Driver Durham‐Taunton Road Durham‐Regional Road 23 GTA East York‐Durham Boundary York‐Peel Boundary York North South York Cordon Peel‐Halton Boundary Peel North Mississauga‐Brampton Brampton‐ Caledon GTA West Halton‐Highway 401 (South) Dundas Street (Regional Road 5) Toronto‐Durham Boundary Toronto‐York Boundary Toronto‐Peel Boundary Toronto Central Area Cordon 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 25,022 34,797 42,344 37,532 45,824 45,123 12,247 13,019 13,556 15,996 26,566 24,635 44,411 56,667 49,010 20,483 26,042 23,938 61,552 77,973 76,144 75,960 101,567 114,925 6,328 8,359 9,455 84,500 91,869 93,848 23,362 27,645 30,119 68,798 81,316 76,609 12,090 28,218 28,983 44,111 55,400 54,337 50,204 52,343 59,185 217,228 240,734 261,209 168,425 181,923 202,626 141,991 164,741 189,636 TR12-0722 (June 2013)
Auto Passenger 3,566 4,921 6,125 4,680 5,705 4,412 2,168 1,660 1,562 1,554 2,334 1,699 4,423 4,471 3,414 2,386 2,557 2,042 6,983 7,477 6,639 8,710 9,649 6,866 1,037 831 1,325 6,587 8,765 12,003 2,834 2,717 3,636 6,613 9,257 7,975 1,531 2,999 4,749 5,029 6,292 6,723 5,247 3,716 4,607 25,014 26,330 32,295 15,832 16,789 19,889 20,015 20,960 26,569 GO Bus 93 303 197 593 966 429 n/a n/a 72 1 67 50 30 379 418 2 86 102 1,230 910 333 475 743 684 50 21 11 1,250 842 1,325 n/a 20 46 122 1,359 544 n/a 5 392 290 720 260 719 706 1,001 3,558 2,367 1,839 2,142 1,606 1,343 625 787 717 GO Rail n/a n/a n/a 4,821 5,604 6,464 n/a n/a n/a n/a n/a n/a n/a n/a n/a 118 n/a 667 1,797 2,714 3,515 11,868 13,709 15,100 n/a n/a n/a 4,133 4,873 5,800 n/a n/a n/a n/a n/a 453 n/a n/a n/a n/a n/a n/a 9,791 10,859 11,721 6,634 10,708 15,303 29,300 33,155 32,193 55,062 63,244 62,032 School Bus 2,649 3,157 3,459 1,583 999 1,849 1,312 1,270 859 776 396 230 548 671 657 894 523 631 2,871 1,895 3,130 2,672 1,981 2,568 615 391 594 1,710 1,528 2,612 1,140 1,687 2,273 1,988 4,688 1,482 669 491 471 2,067 4,120 3,903 336 1,516 1,238 2,908 4,300 6,736 2,697 3,854 4,123 2,585 3,859 5,664 Other Transit 683 751 2,425 1,147 284 1,241 682 451 313 54 204 33 768 719 1,078 310 570 156 856 1,504 2,071 2,370 3,131 2,216 80 14 127 3,435 3,863 5,578 201 280 346 3,191 3,702 1,206 107 188 72 665 1,142 1,135 760 801 880 8,639 19,781 22,830 12,407 14,976 17,043 209,029 207,703 227,791 Page 27
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 4‐2: Modal Shares of Person Trips in the Morning Peak Period (Both Directions) Screenline Durham‐Taunton Road Durham‐Regional Road 23 GTA East York‐Durham Boundary York‐Peel Boundary York North South York Cordon Peel‐Halton Boundary Peel North Mississauga‐Brampton Brampton‐ Caledon GTA West Halton‐Highway 401 (South) Dundas Street (Regional Road 5) Toronto‐Durham Boundary Toronto‐York Boundary Toronto‐Peel Boundary Toronto Central Area Cordon TR12-0722 (June 2013)
Year 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 2001 2006 2011 Auto Driver 78.2% 79.2% 77.6% 74.5% 77.2% 75.8% 74.6% 79.4% 82.9% 87.0% 89.9% 92.4% 88.5% 90.1% 89.8% 84.7% 87.5% 86.9% 81.8% 84.3% 82.9% 74.4% 77.7% 80.7% 78.0% 86.9% 82.1% 83.2% 82.2% 77.5% 84.8% 85.5% 82.7% 85.2% 81.1% 86.8% 84.0% 88.5% 83.6% 84.6% 81.9% 81.9% 74.9% 74.8% 75.3% 82.3% 79.1% 76.8% 73.0% 72.1% 73.1% 33.1% 35.7% 37.0% Auto Passenger 11.1% 11.2% 11.2% 9.3% 9.6% 7.4% 13.2% 10.1% 9.5% 8.5% 7.9% 6.4% 8.8% 7.1% 6.3% 9.9% 8.6% 7.4% 9.3% 8.1% 7.2% 8.5% 7.4% 4.8% 12.8% 8.6% 11.5% 6.5% 7.8% 9.9% 10.3% 8.4% 10.0% 8.2% 9.2% 9.0% 10.6% 9.4% 13.7% 9.6% 9.3% 10.1% 7.8% 5.3% 5.9% 9.5% 8.7% 9.5% 6.9% 6.7% 7.2% 4.7% 4.5% 5.2% GO Bus GO Rail 0.3% 0.7% 0.4% 1.2% 1.6% 0.7% n/a n/a 0.4% n/a 0.2% 0.2% 0.1% 0.6% 0.8% n/a 0.3% 0.4% 1.6% 1.0% 0.4% 0.5% 0.6% 0.5% 0.6% 0.2% 0.1% 1.2% 0.8% 1.1% n/a 0.1% 0.1% 0.2% 1.4% 0.6% n/a n/a 1.1% 0.6% 1.1% 0.4% 1.1% 1.0% 1.3% 1.3% 0.8% 0.5% 0.9% 0.6% 0.5% 0.1% 0.2% 0.1% n/a n/a n/a 9.6% 9.4% 10.9% n/a n/a n/a n/a n/a n/a n/a n/a n/a 0.5% n/a 2.4% 2.4% 2.9% 3.8% 11.6% 10.5% 10.6% n/a n/a n/a 4.1% 4.4% 4.8% n/a n/a n/a n/a n/a 0.5% n/a n/a n/a n/a n/a n/a 14.6% 15.5% 14.9% 2.5% 3.5% 4.5% 12.7% 13.1% 11.6% 12.8% 13.7% 12.1% School Bus 8.3% 7.2% 6.3% 3.1% 1.7% 3.1% 8.0% 7.7% 5.2% 4.2% 1.3% 0.9% 1.1% 1.1% 1.2% 3.7% 1.8% 2.3% 3.8% 2.0% 3.4% 2.6% 1.5% 1.8% 7.6% 4.1% 5.2% 1.7% 1.4% 2.2% 4.1% 5.2% 6.2% 2.5% 4.7% 1.7% 4.6% 1.5% 1.4% 4.0% 6.1% 5.9% 0.5% 2.2% 1.6% 1.1% 1.4% 2.0% 1.2% 1.5% 1.5% 0.6% 0.8% 1.1% Other Transit 2.1% 1.7% 4.4% 2.3% 0.5% 2.1% 4.2% 2.8% 1.9% 0.3% 0.7% 0.1% 1.5% 1.1% 2.0% 1.3% 1.9% 0.6% 1.1% 1.6% 2.3% 2.3% 2.4% 1.6% 1.0% 0.1% 1.1% 3.4% 3.5% 4.6% 0.7% 0.9% 1.0% 4.0% 3.7% 1.4% 0.7% 0.6% 0.2% 1.3% 1.7% 1.7% 1.1% 1.1% 1.1% 3.3% 6.5% 6.7% 5.4% 5.9% 6.1% 48.7% 45.0% 44.5% Page 28
GTA Cordon Count Program
Transportation Trends 2001-2011
4.2
Trends
4.2.1
Auto (Driver and Passenger)
Screenlines which experienced the highest 10‐year growth in auto persons (including both driver and passenger) in the morning peak period include: Toronto Central Area Cordon +54,199 Toronto – York Boundary +51,262 Toronto – Peel Boundary +38,258 Peel – Halton Boundary +37,121 Halton – Highway 401 (South) +20,111 Screenlines which experienced the highest 10‐year percentage growth in auto person (including both driver and passenger) in the morning peak period include: Halton – Highway 401 (South) Durham – Taunton Road York – Durham Boundary Peel North Peel – Halton Boundary 4.2.2
+148% +70% +50% +46% +44% GO Rail
Screenlines which experienced the highest 10‐year growth in persons crossing by GO Rail in the morning peak period include: Toronto – York Boundary +8,669 Toronto Central Area Cordon +6,970 Peel – Halton Boundary +3,232 Toronto – Peel Boundary +2,893 Toronto – Durham Boundary +1,930 Screenlines which experienced the highest 10‐year percentage growth in persons crossing by GO Rail in the morning peak period include: York North GTA West Toronto – York Boundary South York Cordon Mississauga – Brampton TR12-0722 (June 2013)
+465% +453% +131% +96% +40% Page 29
GTA Cordon Count Program
Transportation Trends 2001-2011
4.2.3
GO Bus
Screenlines which experienced the highest 10‐year growth in persons crossing by GO Bus in the morning peak period include: GTA West +422 Halton – Highway 401 (South) +392 York – Peel Boundary +388 Toronto – Durham Boundary +282 Peel – Halton Boundary +209 Given the low GO Bus volumes, the percentage growth trends are not meaningful. 4.2.4
Other Transit
Screenlines which experienced the highest 10‐year growth in persons crossing by Other Transit in the morning peak period include: Toronto Central Area Cordon +18,762 Toronto – York Boundary +14,191 Toronto – Peel Boundary +4,636 Mississauga‐Brampton +2,143 Durham – Taunton Road +1,742 Screenlines which experienced the highest 10‐year percentage growth in persons crossing by Other Transit in the morning peak period include: Durham – Taunton Road Toronto – York Boundary South York Cordon Brampton – Caledon Dundas Street (Regional Road 5) TR12-0722 (June 2013)
+255% +164% +142% +72% +71% Page 30
GTA Cordon Count Program
Transportation Trends 2001-2011
4.2.5
Proportion of Trips by Mode
The number and percentage of person trips crossing the screenlines in the morning peak period in both directions by each mode are shown in Table 4‐3. Table 4‐3: Trips by Mode in the Morning Peak Period Mode Auto Driver 2001 Volume 2006 Share Volume 2011 Share Volume Share 1,110,240 67% 1,315,003 69% 1,395,682 68% 124,209 8% 137,430 7% 152,530 8% GO Bus 11,180 1% 11,887 1% 9,763 1% GO Rail 123,524 7% 144,866 7% 153,248 7% 30,020 2% 37,326 2% 42,479 2% 245,384 15% 260,064 14% 286,541 14% 1,644,557 100% 1,906,576 100% 2,040,243 100% Auto Passenger School Bus Other Transit Total The mode share of auto drivers and auto passengers in the suburban areas of the GTA are significantly greater than those recorded on the Toronto Central Area Cordon. This reflects the availability of other modes of transport, density of development and proximity to the central business district and major employment areas. 4.2.6
Growth in Trips by Mode
The overall growth in trips by mode is shown in Table 4‐4 for the morning peak period. Table 4‐4: Growth in Trips by Mode in the Morning Peak Period Mode Auto Driver Auto Passenger 2001 2006 2011 1,110,240 1,315,003 1,395,682 2006 to 2011 2001 to 2011 6% 26% 124,209 137,430 152,530 11% 23% GO Bus 11,180 11,887 9,763 ‐18% ‐13% GO Rail 123,524 144,866 153,248 6% 24% 30,020 37,326 42,479 14% 42% 245,384 260,064 286,541 10% 17% 1,644,557 1,906,576 2,040,243 7% 24% School Bus Other Transit Total With the overall growth in population, total growth in person trips has been captured at the screenlines. GO Bus travel is the only mode that has shown a decline in mode share – primarily due to a shift to GO Rail, as GO Rail services have been expanding in the GTA. School bus travel has grown, however as most school bus travel is not captured at the screenlines (typical school trips do not cross municipal boundaries), this mode of travel is not analyzed in detail in this report. All other modes have been growing proportionately to overall growth. TR12-0722 (June 2013)
Page 31
GTA Cordon Count Program
Transportation Trends 2001-2011
4.3
Summary
Each travel mode has experienced significant levels of growth from 2001 to 2011, which is reflective of the growth in population over that time period. In general, the mode shares have not changed significantly from 2001 to 2011. While there was a significant growth in auto (+18%) and GO Rail (+17%) trips from 2001 to 2006, growth in the most recent 5‐year period from 2006 to 2011 was only 6% for auto and 6% for GO Rail trips, which is less than the rate of population growth. The dominant mode of travel in the morning commute period (both directions) is the automobile. The Auto Driver mode grew by 26% and the Auto Passenger mode grew by 23%. The automobile has an average mode share of 76% across all Cordon Count screenlines in the morning peak period. The analysis indicates that the number of trips on GO Bus increased by 6% from 2001 to 2006. This was followed by a significant decrease (‐18%) in GO Bus trips from 2006 to 2011. This decline in GO Bus trips may be associated with the expansion of GO Rail routes and service improvement, as well as the growth in population in areas of the GTA where GO Bus service may not yet be available. In general, the overall trends from 2001 to 2011 show a significant growth in auto (+26%), GO Rail (+24%), and Other Transit (+25%) which is in line with the overall growth in population. However, there was a notable decrease (‐13%) in trips for GO Bus within the 10‐year period. TR12-0722 (June 2013)
Page 32
GTA Cordon Count Program
Transportation Trends 2001-2011
5.0
Transit
5.1
Focus
Transit trends in the GTA from 2001 to 2011 are the focus of this section of the report. Given the locations of the screenline at municipal and regional boundaries, not all transit users are captured in the Cordon Count program. The predominant transit use at the screenline locations are operated by Metrolinx / GO Transit. Where data permits, three categories of transit – GO Rail, GO Bus and other transit (local transit, other inter‐regional transit, etc.) have been assessed. Transit trends were assessed during the morning and afternoon peak periods. 5.2
Trends
5.2.1
GO Rail
The 5 and 10‐year changes in GO Rail passengers are summarized in Table 5‐1 and Table 5‐2 for the morning and afternoon peak periods. As shown, GO Rail service does not cross all screenlines. Table 5‐1: GO Rail Passengers (Peak Direction) Morning Peak Period 2001 Screenline Durham‐Regional Road 23 Pk Dir W 2006 Volume 4,644 Pk Dir W 2011 Volume 5,417 Pk Dir W 2006 to 2011 Volume 2001 to 2011 6,212 Diff 795 % 15% Diff 1,568 % 34% York North S 118 ‐ ‐ S 667 667 n/a 549 465% South York Cordon S 1,797 S 2,714 S 3,515 801 30% 1,718 96% Peel‐Halton Boundary E 11,868 E 13,337 E 14,548 1,211 9% 2,680 23% Mississauga‐Brampton S 4,133 S 4,873 S 5,800 927 19% 1,667 40% GTA West ‐ ‐ ‐ ‐ In 453 453 n/a 453 n/a Toronto‐Durham Boundary Toronto‐York Boundary W 9,459 W 10,523 W 11,197 674 6% 1,738 18% S 6,629 S 10,708 S 15,303 4,595 43% 8,674 131% Toronto‐Peel Boundary E 28,863 E 32,689 E 31,075 ‐1,614 ‐5% 2,212 8% Toronto Central Area In 54,487 In 62,395 In 61673 ‐722 ‐1% 7,186 13% Cordon Note: Large percentage increases may be a result of very low volumes recorded in 2001. Actual growth may be relatively low. TR12-0722 (June 2013)
Page 33
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 5‐2: GO Rail Passengers (Peak Direction) Afternoon Peak Period 2001 Screenline 2006 Durham‐Regional Road 23 Pk Dir E York North N 120 South York Cordon N Peel‐Halton Boundary 2011 4,473 Pk Dir E ‐ ‐ 1,016 N W 8,177 Mississauga‐Brampton N GTA West Toronto‐Durham Boundary Toronto‐York Boundary Toronto‐Peel Boundary Volume Pk Dir E Volume 2006 to 2011 Volume 2001 to 2011 5,996 Diff 1,523 % 34% Diff 4,465 % 292% N 453 453 n/a 333 278% 2,160 N 2,666 506 23% 1,650 162% W 10,392 W 12,938 2,546 24% 4,761 58% 2,911 N 4,759 N 5,456 697 15% 2,545 87% ‐ ‐ ‐ ‐ 491 491 n/a 491 n/a E 9,387 E 9,600 E 14,776 5,176 54% 5,389 57% N 5,596 N 9,971 N 14,753 4,782 48% 9,157 164% W 25,841 W 30,907 W 31,402 495 2% 5,561 22% 1,531 Out Toronto Central Area Out 50,041 Out 57,233 Out 55,513 ‐1,720 ‐3% 5,472 11% Cordon Note: Large percentage increases may be a result of very low volumes recorded in 2001. Actual growth may be relatively low. Screenlines which experienced the highest 10‐year growth in GO Rail passengers in the morning peak period include: Toronto – York Boundary +8,674 Toronto Central Area Cordon +7,186 Peel – Halton Boundary +2,680 Toronto – Peel Boundary +2,212 Toronto – Durham Boundary +1,738 Screenlines which experienced the highest 10‐year percentage growth in GO Rail passengers in the morning peak period include: York North +465% Toronto – York Boundary +131% South York Cordon +96% Mississauga Brampton +40% Durham – Regional Road 23 +34% The GO Lakeshore East and Lakeshore West lines carry the highest volume of passengers, thus four of the high growth screenlines include these two GO lines (i.e. Toronto Central Area Cordon, Peel‐Halton Boundary, Toronto‐Peel Boundary and Toronto‐Durham Boundary). Expansions to the GO Rail network include service to the north and northeast areas (extension of service to Barrie in 2007, extension of service to Lincolnville in 2008) resulted in high percentage growth at the York North, South York Cordon and Toronto‐York Boundary. Additionally, the opening of Lisgar Station on the Milton Line in 2007 is reflected in the growth at the Mississauga‐Brampton screenline. Similar patterns of growth were observed in the afternoon peak period. Overall, GO Rail ridership between 2001 and 2011 has increased by 23% in the morning peak and by 38% in the afternoon peak. TR12-0722 (June 2013)
Page 34
GTA Cordon Count Program
Transportation Trends 2001-2011
5.2.2
GO Bus
The 5 and 10‐year changes in GO Bus passengers are summarized in Table 5‐3 and Table 5‐4 for the morning and afternoon peak periods. Many of the screenlines have shown a decrease in GO Bus passengers over the 5 and 10 year periods. Growth, if any, has been modest, with York‐Peel boundary and GTA West screenlines having the highest growth at only +300 passengers. Conversely, a significant decrease in GO Bus passengers were observed on the Toronto‐York Boundary screenline – this reflects the high growth in GO Rail passengers as a result of increases in GO Rail service that have replaced GO Bus service. In the afternoon peak period, the Peel‐Halton Boundary has shown growth of over 1,000 passengers, whereas the remaining screenlines have shown modest growth or decline. Overall, GO Bus ridership from 2001 to 2011 has decreased by 20% in the morning peak period and by 9% in the afternoon peak period. Table 5‐3: GO Bus Passengers (Peak Direction) Morning Peak Period Screenline 2001 Pk Dir Volume 2006 Pk Dir Volume 2011 Pk Dir Volume 2006 to 2011 Diff % 2001 to 2011 Diff % Durham‐Taunton N 51 N 205 S 105 ‐100 ‐49% 54 106% Road W 667 W Durham‐Regional 406 W 336 ‐331 ‐50% ‐70 ‐17% Road 23 GTA East ‐ ‐ ‐ ‐ Out 42 42 n/a 42 n/a York‐Durham In 1 In 63 In 44 ‐19 ‐30% 43 4300% Boundary York‐Peel Boundary W 27 E 322 E 342 20 6% 315 1167% York North S 1 S 62 S 61 ‐1 ‐2% 60 6000% South York Cordon S 871 S 764 S 207 ‐557 ‐73% ‐664 ‐76% Peel‐Halton E 275 E 415 E 399 ‐16 ‐4% 124 45% Boundary Peel North N 50 S 20 N 11 ‐9 ‐45% ‐39 ‐78% Mississauga‐
S 925 N 458 S 770 312 68% ‐155 ‐17% Brampton Brampton‐Caledon ‐ ‐ S 20 S 36 16 80% 36 n/a GTA West In 82 Out 690 Out 411 ‐279 ‐40% 329 401% Halton‐Highway 401 ‐ ‐ N 3 N 232 229 7633% 232 n/a (South) Dundas Street N 225 N/E 597 S 184 ‐413 ‐69% ‐41 ‐18% (Regional Road 5) Toronto‐Durham W 513 W 612 W 710 98 16% 197 38% Boundary Toronto‐York S 2,566 S 2,086 S 1,407 ‐679 ‐33% ‐1159 ‐45% Boundary Toronto‐Peel E 1,521 E 948 E 683 ‐265 ‐28% ‐838 ‐55% Boundary Toronto Central Out 500 Out 560 Out 426 ‐134 ‐24% ‐74 ‐15% Area Cordon Note: Large percentage increases may be a result of very low volumes recorded in 2001. Actual growth may be relatively low. TR12-0722 (June 2013)
Page 35
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 5‐4: GO Bus Passengers (Peak Direction) Afternoon Peak Period Screenline Durham‐Taunton Road Durham‐Regional Road 23 GTA East 2001 Pk Dir N 2006 Volume 40 Pk Dir N 2011 Volume 69 Pk Dir N 2006 to 2011 2001 to 2011 Volume 151 Diff 82 % 119% Diff 111 % 278% W 161 ‐330 ‐67% ‐1,669 ‐91% E 1,830 E 491 ‐ ‐ ‐ ‐ Out 60 60 n/a 60 n/a York‐Durham Boundary York‐Peel Boundary In 2 In 11 Out 63 52 473% 61 3050% W 102 W 430 W 607 177 41% 505 495% York North N 95 N 89 N 115 26 29% 20 21% South York Cordon N 1,069 N 818 N 310 ‐508 ‐62% ‐759 ‐71% Peel‐Halton Boundary Peel North W 275 W 191 W 1,363 1,172 614% 1,088 396% ‐ ‐ N 8 S 31 23 288% 31 n/a Mississauga‐
Brampton Brampton‐Caledon N 550 S 802 N 916 114 14% 366 67% N 100 N 25 N 65 40 160% ‐35 ‐35% GTA West In 182 Out 587 Out 616 29 5% 434 238% Halton‐Highway 401 N 1 N 53 S 296 243 458% 295 29500% (South) Dundas Street N 225 N 386 N 213 ‐173 ‐45% ‐12 ‐5% (Regional Road 5) Toronto‐Durham E 408 E 974 E 663 ‐311 ‐32% 255 63% Boundary Toronto‐York N 2,375 N 2,663 N 1,117 ‐1546 ‐58% ‐1,258 ‐53% Boundary Toronto‐Peel W 1,026 W 805 E 956 151 19% ‐70 ‐7% Boundary Toronto Central Out 990 In 668 Out 763 95 14% ‐227 ‐23% Area Cordon Note: Large percentage increases may be a result of very low volumes recorded in 2001. Actual growth may be relatively low. TR12-0722 (June 2013)
Page 36
GTA Cordon Count Program
Transportation Trends 2001-2011
5.2.3
Other Transit
The 5 and 10‐year changes in Other Transit passengers are summarized in Table 5‐5 and Table 5‐6 for the morning and afternoon peak periods. Table 5‐5: Other Transit Passengers (Peak Direction) Morning Peak Period 2001 Screenline Durham‐Taunton Road Durham‐Regional Road 23 GTA East Pk Dir N E 2006 406 Pk Dir S 1,020 Volume 2011 647 Pk Dir S W 174 Volume Volume 2006 to 2011 2001 to 2011 Diff Diff % % 1,309 662 102% 903 222% E 971 797 458% ‐49 ‐5% Out 554 Out 309 Out 160 ‐149 ‐48% ‐394 ‐71% York‐Durham Boundary York‐Peel Boundary In 41 In 195 In 31 ‐164 ‐84% ‐10 ‐24% E 545 E 366 E 726 360 98% 181 33% York North N 158 N 340 N 125 ‐215 ‐63% ‐33 ‐21% South York Cordon N 460 S 803 S 1,151 348 43% 691 150% Peel‐Halton Boundary E 1,190 E 2,205 E 1,303 ‐902 ‐41% 113 9% Peel North N 80 S 12 S 127 115 958% 47 59% Mississauga‐Brampton S 1,945 S 2,604 S 3,129 525 20% 1,184 61% Brampton‐Caledon N 171 S 162 S 190 28 17% 19 11% GTA West In 2391 In 2071 Out 694 ‐1,377 ‐66% ‐1,697 ‐71% Halton‐Highway 401 N 59 N 142 S 46 ‐96 ‐68% ‐13 ‐22% (South) Dundas Street S 362 S 699 S 704 5 1% 342 94% (Regional Road 5) Toronto‐Durham E 628 W 250 E 564 314 126% ‐64 ‐10% Boundary Toronto‐York N 5,251 N 10,337 S 11,811 1,474 14% 6,560 125% Boundary Toronto‐Peel E 6,629 W 7,868 E 9,327 1,459 19% 2,698 41% Boundary Toronto Central Area In 156,288 In 152,984 In 161,856 8,872 6% 5,568 4% Cordon Note: Large percentage increases may be a result of very low volumes recorded in 2001. Actual growth may be relatively low. TR12-0722 (June 2013)
Page 37
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 5‐6: Other Transit Passengers (Peak Direction) Afternoon Peak Period 2001 Screenline Durham‐Taunton Road Durham‐Regional Road 23 GTA East Pk Dir N 2006 381 Pk Dir S E 256 In Volume 2011 Volume Pk Dir Volume 2006 to 2011 2001 to 2011 Diff Diff % % 529 S 1,084 555 105% 703 185% W 438 W 422 ‐16 ‐4% 166 65% 882 In 536 In 422 ‐114 ‐21% ‐460 ‐52% York‐Durham Boundary York‐Peel Boundary In 20 In 51 In 34 ‐17 ‐33% 14 70% W 188 W 387 W 829 442 114% 641 341% York North N 574 S 498 N 196 ‐302 ‐61% ‐378 ‐66% South York Cordon S 1,021 S 1,124 N 1,763 639 57% 742 73% Peel‐Halton Boundary W 2,004 W 911 E 1,622 711 78% ‐382 ‐19% Peel North N 45 ‐ ‐ S 63 63 ‐ 18 40% Mississauga‐Brampton N 1,815 N 2,588 N 4,285 1,697 66% 2,470 136% Brampton‐Caledon N 24 S 102 N 279 177 174% 255 1063% GTA West In 2,180 Out 820 ‐4,227 ‐84% ‐1,360 Out 5,047 ‐62% Halton‐Highway 401 N 39 N 299 S 158 ‐141 ‐47% 119 305% (South) Dundas Street S 357 N 965 S 847 ‐118 ‐12% 490 137% (Regional Road 5) Toronto‐Durham W 433 W 384 E 375 ‐9 ‐2% ‐58 ‐13% Boundary Toronto‐York N 4,292 N 10,472 N 13,722 3,250 31% 9,430 220% Boundary Toronto‐Peel W 7,704 W 9,150 W 9,557 407 4% 1,853 24% Boundary Toronto Central Area Out 147,230 Out 141,338 Out 135,673 ‐5,655 ‐4% ‐11,557 ‐8% Cordon Note: Large percentage increases may be a result of very low volumes recorded in 2001. Actual growth may be relatively low. Screenlines which experienced the highest 10‐year growth in Other Transit passengers in the morning peak period include: Toronto – York Boundary Toronto Central Area Cordon Toronto – Peel Boundary Mississauga – Brampton Durham – Taunton Road TR12-0722 (June 2013)
+6,560 +5,568 +2,698 +1,184 +903 Page 38
GTA Cordon Count Program
Transportation Trends 2001-2011
Screenlines which experienced the highest 10‐year percentage growth in Other Transit passengers in the morning peak period include: Durham – Taunton Road +222% South York Cordon +150% Toronto – York Boundary +125% Dundas Street (Regional Road 5) +94% Mississauga – Brampton +61% Screenlines which experienced the highest 10‐year growth in Other Transit passengers in the afternoon peak period include: Toronto – York Boundary +9,430 Mississauga – Brampton +2,470 Toronto – Peel Boundary +1,853 South York Cordon +742 Durham – Taunton Road +703 Screenlines which experienced the highest 10‐year percentage growth in Other Transit passengers in the afternoon peak period include: Screenlines with the highest percentage growth in Other Transit passengers over the 10‐year period in the afternoon peak are: Brampton – Caledon +1063% York‐Peel Boundary +341% Halton – Highway 401 (South) +305% Toronto – York Boundary +220% Durham – Taunton Road +185% The Toronto‐York Boundary screenline has shown the highest increase in transit trips over the 10‐year period. This growth can be primarily attributed to the implementation of York Region’s Viva transit service beginning in 2005. Some of the decline in Other Transit usage can be attributed to the expansion of the GO Rail system, namely at the York North and GTA West screenlines. TR12-0722 (June 2013)
Page 39
GTA Cordon Count Program
Transportation Trends 2001-2011
5.3
Transit Load versus Transit Capacity
To provide an additional assessment of transit trends, a comparison of transit passengers versus passenger capacity (load to capacity ratio, or utilization) was conducted. This assessment is not a true reflection of utilization of the various transit systems operating in the GTA as the analysis only considered routes that cross the GTA screenlines and should be used for trends analysis only. Several caveats are noted for this assessment: •
•
•
It was assumed that all buses have an average passenger capacity of 40 persons. This includes municipal buses, coaches, streetcars and any other buses that were observed in the Cordon Count program with the exception of school buses. Most buses have a higher capacity for standing loads and crush loads. A GO Rail train was assumed to have a passenger capacity of 1,620. A 6‐car subway was assumed to have a passenger capacity of 1,000. 1 Due to the large differences in transit capacity that can be provided by rail (GO Rail and subway), these two forms of transit were measured separately with respect to the transit utilization. Table 5‐7 and Table 5‐8 summarize the transit load and capacity in the morning and afternoon peak periods, respectively, for transit excluding GO Rail and subway. At more than half of the screenlines in the morning and afternoon peak periods, transit (not including GO Rail and Subway) load to capacity ratios have decreased over the 10‐year timeframe. Transit ridership overall has increased, but the increase in transit capacity at the screenlines has outpaced ridership growth. For the purposes of this trend analysis, comparison of transit passengers versus passenger capacity was conducted on the Cordon Count screenlines. It is noted that this is not a true reflection of utilization of the transit network in the GTA as this assessment only considered transit routes crossing the screenlines. 1
TTC 2012 Crowding Standards capacity. Crush load capacity is higher. TR12-0722 (June 2013)
Page 40
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 5‐7: Morning Peak Period Transit Load versus Capacity, Peak Direction (Excl. GO Rail and Subway) 2001 2006 Load to Transit Transit
Capacity Vehicles Capacity
Ratio 2011 Load to Transit Transit Capacity Vehicles Capacity Ratio Load to Transit Transit
Capacity Vehicles Capacity
Ratio Screenline Pk Dir Durham‐Taunton N 457 62 2,480 0.18 S 745 75 3,000 0.25 S 1,414 91 3,640 0.39 Durham‐RR 23 E 533 42 1,680 0.32 W 841 40 1,600 0.53 E 1,064 86 3,440 0.31 Out 554 20 800 0.69 Out 309 11 440 0.70 Out 202 18 720 0.28 York‐Durham Boundary York‐Peel Boundary York North In 42 3 120 0.35 In 258 13 520 0.50 In 75 15 600 0.13 E 548 25 1,000 0.55 E 675 51 2,040 0.33 E 1,068 83 3,320 0.32 N 153 12 480 0.32 N 402 22 880 0.46 N 92 22 880 0.10 South York Cordon N 1,267 59 2,360 0.54 S 1,465 98 3,920 0.37 S 1,358 133 5,320 0.26 Peel‐Halton Boundary Peel North E 1,465 98 3,920 0.37 E 2,620 135 5,400 0.49 E 1,702 156 6,240 0.27 N 130 6 240 0.54 S 32 10 400 0.08 S 127 5 200 0.64 GTA East Transit Occ. Pk Dir Transit
Occ. Pk Dir Transit Occ. Mississauga‐
Brampton Brampton‐Caledon S 2,870 106 4,240 0.68 S 2,988 176 7,040 0.42 S 3,899 319 12,760 0.31 N 171 26 1,040 0.16 S 182 45 1,800 0.10 S 226 49 1,960 0.12 GTA West In 2,473 101 40 0.61 In 2,740 121 40 0.57 Out 1,080 107 40 0.25 Halton‐Hwy 401 (South) Dundas Street (Regional Road 5) Toronto Durham Boundary Toronto‐York Boundary Toronto‐Peel Boundary Toronto Central Area Cordon N 59 4 160 0.37 N 145 8 320 0.45 S 258 19 760 0.34 S 528 29 1,160 0.46 S 1,040 74 2,960 0.35 S 888 93 3,720 0.24 E 645 31 1,240 0.52 W 862 47 1,880 0.46 E 1,026 63 2,520 0.41 N 5,954 451 18,040 0.33 N 11,530 755 30,200 0.38 S 13,218 851 34,040 0.39 E 8,150 506 20,240 0.40 W 8,526 592 23,680 0.36 E 10,010 616 24,640 0.41 In 26,142 928 37,120 0.70 In 22,717 669 26,760 0.85 In 19,601 758 30,320 0.65 TR12-0722 (June 2013)
Page 41
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 5‐8: Afternoon Peak Period Transit Load versus Capacity, Peak Direction (Excl. GO Rail and Subway) 2001 Screenline Pk Dir Transit Occ. Transit Vehicles 2006 Load to Transit Capacity Pk Dir
Capacity Ratio Transit
Occ. 2011 Load to Transit Transit Capacity Pk Dir
Vehicles Capacity Ratio Transit
Occ. Load to Transit Transit
Capacity Vehicles Capacity
Ratio Durham‐Taunton N 421 45 1,800 0.23 S 568 85 3,400 0.17 S 1,179 103 4,120 0.29 Durham‐RR 23 E 583 35 1,400 0.42 W 751 41 1,640 0.46 W 583 74 2,960 0.20 GTA East In 882 36 1,440 0.61 In 536 21 840 0.64 In 422 36 1,440 0.29 Out 22 2 80 0.28 In 62 10 400 0.16 Out 79 17 680 0.12 W 290 18 720 0.40 W 817 52 2,080 0.39 W 1,436 82 3,280 0.44 N 669 23 920 0.73 S 517 23 920 0.56 N 311 31 1,240 0.25 South York Cordon S 1,682 69 2,760 0.61 S 1,543 97 3,880 0.40 N 2,073 115 4,600 0.45 Peel‐Halton Boundary Peel North W 2,279 113 4,520 0.50 W 1,102 112 4,480 0.25 E 2,601 146 5,840 0.45 N 45 1 40 1.13 8 2 80 0.10 S 94 6 240 0.39 Mississauga‐
Brampton Brampton‐ Caledon GTA West N 2,365 116 4,640 0.51 N 3,148 187 7,480 0.42 N 5,201 340 13,600 0.38 N 124 23 920 0.13 N 115 22 880 0.13 N 344 48 1,920 0.08 In 2,362 98 40 0.60 Out 5,634 149 40 0.95 Out 2,374 144 40 0.41 N 39 4 160 0.24 N 352 14 560 0.63 S 454 28 1,120 0.41 S 501 32 1,280 0.39 N 1,351 87 3,480 0.39 S 919 76 3,040 0.30 W 541 46 1,840 0.29 W 1,301 45 1,800 0.72 E 1,038 54 2,160 0.48 N 6,667 440 17,600 0.38 N 13,135 714 28,560 0.46 N 14,839 825 33,000 0.45 W 8,730 512 20,480 0.43 W 9,955 670 26,800 0.37 W 10,309 673 26,920 0.38 Out 21,784 908 36,320 0.60 Out 23,897 666 26,640 0.90 Out 18,363 858 34,320 0.54 York‐Durham Boundary York‐Peel Boundary York North Halton‐Highway 401 (South) Dundas Street (Regional Road 5) Toronto‐Durham Boundary Toronto‐York Boundary Toronto‐Peel Boundary Toronto Central Area Cordon TR12-0722 (June 2013)
Page 42
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 5‐9 and Table 5‐10 summarize the transit load and capacity for GO Rail in the morning and afternoon peak periods. Table 5‐9: Morning Peak Period GO Rail Load versus Capacity, Peak Direction 2001 Screenline 2006 Load to Transit Transit
Capacity Vehicles Capacity Ratio Pk Dir Transit Occ. Durham‐RR 23 W 4,644 10 16,200 York North S 118 1 South York Cordon S 1,797 Peel‐Halton Boundary Mississauga‐
Brampton GTA West E Toronto‐Durham Boundary Toronto‐York Boundary Toronto‐Peel Boundary Toronto Central Area Cordon 2011 Load to Transit Transit
Capacity Vehicles Capacity Ratio Pk Dir Transit
Occ. 0.29 W 5,417 8 12,960 1,620 0.07 S ‐ ‐ 3 4,860 0.37 S 2,714 11,868 9 14,580 0.81 E S 4,133 5 8,100 0.51 ‐ ‐ ‐ W 9,459 7 S 6,629 E In Load to Transit Transit
Capacity Vehicles Capacity Ratio Pk Dir Transit
Occ. 0.42 W 5,996 8 12,960 0.46 ‐ ‐ S 667 3 4,860 0.14 5 8,100 0.34 S 3,515 5 8,100 0.43 13,337 10 16,200 0.82 E 14,548 10 16,200 0.90 S 4,873 5 8,100 0.60 S 5,800 5 8,100 0.72 ‐ ‐ ‐ ‐ ‐ In 453 3 4,860 0.09 11,340 0.83 W 10,523 8 12,960 0.81 W 11,197 9 14,580 0.77 7 11,340 0.58 S 10,708 7 11,340 0.94 S 15,303 10 16,200 0.94 28,863 22 35,640 0.81 E 32,689 25 40,500 0.81 E 31,075 26 42,120 0.74 54,487 41 66,420 0.82 In 62,395 48 77,760 0.80 In 61,673 43 69,660 0.89 TR12-0722 (June 2013)
Page 43
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 5‐10: Afternoon Peak Period GO Rail Load versus Capacity, Peak Direction 2001 Screenline 2006 Load to Transit Transit
Capacity Vehicles Capacity Ratio Pk Dir Transit Occ. Durham‐RR 23 E 3,715 5 8,100 York North N 120 1 South York Cordon Peel‐Halton Boundary Mississauga‐
Brampton GTA West N 1,016 W Toronto‐Durham Boundary Toronto‐York Boundary Toronto‐Peel Boundary Toronto Central Area Cordon 2011 Load to Transit Transit Capacity Vehicles Capacity Ratio Pk Dir Transit Occ. 0.46 E 4,473 6 9,720 1,620 0.07 N ‐ ‐ 2 3,240 0.31 N 2,160 8,177 7 11,340 0.72 W N 2,911 3 4,860 0.60 ‐ ‐ ‐ E 9,387 7 N 5,596 W Out Load to Transit Transit
Capacity Vehicles Capacity Ratio Pk Dir Transit
Occ. 0.46 E 6,212 9 14,580 0.43 ‐ ‐ N 453 2 3,240 0.14 4 6,480 0.33 N 2,666 4 6,480 0.41 10,392 9 14,580 0.71 W 12,938 10 16,200 0.80 N 4,759 5 8,100 0.59 N 5,456 5 8,100 0.67 ‐ ‐ ‐ ‐ ‐ Out 491 3 4,860 0.10 11,340 0.83 E 9,600 9 14,580 0.66 E 14,776 11 17,820 0.83 4 6,480 0.86 N 9,971 7 11,340 0.88 N 14,753 12 19,440 0.76 25,841 23 37,260 0.69 W 30,907 22 35,640 0.87 W 31,402 34 55,080 0.57 50,041 41 66,420 0.75 Out 57,233 44 71,280 0.80 Out 55,513 39 63,180 0.88 Almost all screenlines have shown an increase in load to capacity ratios between 2001 and 2011 for GO Rail travel. Ridership has been growing steadily and even with associated increases in capacity, utilization has increased by about 5% in the morning peak period and stayed the same in the afternoon peak period. TR12-0722 (June 2013)
Page 44
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 5‐11 and Table 5‐12 summarize the transit load and capacity for subways crossing the Central Area Cordon. Table 5‐11: Morning Peak Period Subway Load versus Capacity, Peak Direction 2001 Screenline Toronto Central Area Cordon Pk Dir Transit Occ. In 130,271 2006 Load to Transit Transit
Pk Capacity Vehicles Capacity Dir Ratio 264 264,000 0.49 In Transit Occ. 130,494 2011 Load to Transit Transit Capacity Vehicles Capacity Ratio 246 246,000 0.53 Pk Dir Transit Occ. Transit Vehicles In 142,546 257 Load to Transit Capacity Capacity Ratio 257,000 0.55 Table 5‐12: Afternoon Peak Period Subway Load versus Capacity, Peak Direction 2001 Screenline Toronto Central Area Cordon Pk Dir Transit Occ. Transit Vehicles Out 126,436 260 2006 Load to Transit Capacity Capacity Ratio Pk Dir Transit
Occ. 260,000 Out 118,002 0.49 2011 Load to Transit Transit Capacity Vehicles Capacity Ratio 236 236,000 0.50 Pk Dir Transit Occ. Out 118,235 Load to Transit Transit Capacity Vehicles Capacity Ratio 240 240,000 0.49 For subway travel, the load to capacity ratio over the 10‐year timeframe has shown an increase of 6% in the morning peak period and has remained steady in the afternoon peak period. TR12-0722 (June 2013)
Page 45
GTA Cordon Count Program
Transportation Trends 2001-2011
5.4
Summary
Given the locations of the screenline at municipal and regional boundaries, not all transit users are captured in the Cordon Count program. The predominant transit use captured at the screenline locations are operated by Metrolinx / GO Transit. The extension of the GO Rail network to the outskirts of the GTA has increased total transit ridership, with the greatest ridership growth at the outer suburban screenlines. With GO Rail travel predominantly to Downtown Toronto, the growth in ridership is also captured on the Toronto Central Area Cordon screenline. With the extension of GO Rail and growth in GO Rail ridership, GO Bus ridership has decreased as riders shift from bus to rail for inter‐regional travel. The highest growth in Other Transit (local transit, other inter‐regional transit) occurred closer to the centre of the GTA with the top three screenlines in the morning peak period in Toronto or on the Toronto boundaries. The highest increase in transit trips over the 10‐year period was observed on the Toronto‐York Boundary which can be primarily attributed to the implementation of York Region’s Viva transit service beginning in 2005. At more than half of the screenlines in the morning and afternoon peak periods, transit (not including GO Rail and Subway) load to capacity ratios have decreased over the 10‐year timeframe. Transit ridership overall has increased, but the increase in transit capacity at the screenlines has outpaced ridership growth. For GO Rail, almost all screenlines have shown an increase in load to capacity ratios between 2001 and 2011. Ridership has been growing steadily and, even with associated increases in capacity, utilization has increased by about 5% in the morning peak period and stayed the same in the afternoon peak period. Similarly for subway travel, the load to capacity ratio over the 10‐year timeframe has shown an increase of 6% in the morning peak period and has remained steady in the afternoon peak period. TR12-0722 (June 2013)
Page 46
GTA Cordon Count Program
Transportation Trends 2001-2011
6.0
Commercial Traffic
6.1
Focus
The impact of commercial traffic on roads is a significant factor in transportation planning. This section presents a summary of trends on medium and heavy trucks across the GTA over the total count periods and in the combined morning and afternoon peak period. In this section, medium trucks, heavy trucks and tractor‐trailers are considered commercial vehicles. Smaller vehicles such as passenger cars, vans or light trucks that may be used for commercial purposes are not included in this summary as it is not possible to fully differentiate commercial usage in these categories. 6.2
Trends
6.2.1
Total Count Period
Table 6‐1 summarizes the commercial traffic during the total count period (600‐1900). Over the 5 and 10‐year period, overall commercial traffic has grown by 9% and 14%, respectively. The growth in commercial traffic has essentially been on par with the growth in total traffic. The overall percentage of trucks in total traffic has shown a small decrease from 7.8% in 2001 to 7.1% in 2011. The screenlines which experienced the highest increase in truck volumes include: GTA West +10,910 Peel – Halton Boundary +9,961 South York Cordon +9,314 Toronto – York Boundary +8,514 York – Peel Boundary +6,339 The screenlines which experienced the highest percentage increase in truck volumes include: Halton – Highway 401 York – Durham Boundary South York Cordon Peel North Durham – Taunton Road +91% +73% +52% +50% +42% TR12-0722 (June 2013)
Page 47
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 6‐1: Commercial Traffic Total Count Period (6:00 AM to 7:00 PM) Screenline 2001 2006 2011 2006 to 2011 2001 to 2011 % of Total Vehicles 7,888 9,758 11,200 Diff 1,442 Durham ‐ Regional Road 23 17,603 17,094 14,870 ‐2,224 GTA East 12,699 11,466 11,870 404 4% ‐829 ‐7% 17% 15% 14% 5,731 7,819 9,905 2,086 27% 4,174 73% 8% 8% 11% 19,861 22,979 26,200 3,221 14% 6,339 32% 11% 10% 13% 6,990 9,100 9,826 726 8% 2,836 41% 7% 8% 9% South York Cordon 17,956 19,642 27,270 7,628 39% 9,314 52% 7% 7% 9% Peel ‐ Halton Boundary 37,091 38,861 47,052 8,191 21% 9,961 27% 11% 9% 10% 2,409 3,710 3,612 ‐98 ‐3% 1,203 50% 8% 9% 8% 30,959 33,072 31,820 ‐1,252 ‐4% 861 3% 9% 8% 8% 8,557 8,002 8,617 615 8% 60 1% 9% 7% 7% 38,584 52,644 49,485 ‐3,159 ‐6% 10,901 28% 11% 14% 13% 4,276 8,789 8,167 ‐622 ‐7% 3,891 91% 8% 8% 7% Dundas Street (Regional Road 5) 23,966 10,110 13,367 3,257 32% ‐10,599 ‐44% 11% 6% 6% Toronto ‐ Durham Boundary 16,671 16,416 18,282 1,866 11% 1,611 1% 8% 7% 7% Toronto ‐ York Boundary 52,047 55,372 60,561 5,189 9% 8,514 6% 6% 5% 5% Toronto ‐ Peel Boundary 62,456 59,314 64,526 5,212 9% 2,070 0% 8% 7% 7% Toronto Central Area Cordon 21,496 21,451 23,851 2,400 11% 2,355 11% 3% 3% 3% Durham ‐ Taunton Road York ‐ Durham Boundary York ‐ Peel Boundary York North Peel North Mississauga ‐ Brampton Brampton ‐ Caledon GTA West Halton ‐ Highway 401 (South) % 15% Diff 3,312 % 42% 2001 6% 2006 6% 2011 5% ‐13% ‐2,733 ‐16% 10% 8% 7% TR12-0722 (June 2013)
48
GTA Cordon Count Program
Transportation Trends 2001-2011
The Cordon Counts show a significant decrease in truck traffic on the Dundas Street screenline in Halton Region (by −10,599 or −44%). The greatest decrease in truck traffic occurred between 2001 and 2006, with a small recovery in 2011 (+3,257 or +32%). It is noted that the truck percentage on several arterials on the Dundas Street screenline in 2001 were as high as 25% to 40% and may have reflected localized construction activity. Truck percentages on these corridors have since reverted back to 2% to 5% which is typical of urban arterial roads. Historical counts recorded on these same corridors indicate that the reported 2001 truck percentages can be treated as a statistical outlier. The screenlines with the highest and lowest truck percentages are shown below. The trends in truck percentages are similar to that of 2006, where screenlines with high truck percentages have remained high (4 of the top 5 screenlines were also top 5 screenlines in 2006) and screenlines with low truck percentages have remained low (again 4 of the 5 lowest screenlines were also lowest screenlines in 2006). Highest Truck % GTA East GTA West York – Peel Boundary York – Durham Boundary Peel – Halton Boundary 6.2.2
14% 13% 13% 11% 10% Lowest Truck % Central Area Cordon Toronto – York Boundary Durham – Taunton Road Dundas Street (Regional Road 5) Halton – Highway 401 (South) 3% 5% 5% 6% 7% Combined Peak Period Traffic
Table 6‐2 summarizes the commercial traffic in the combined morning and afternoon peak periods. Over the 5 and 10‐year period, the combined commercial traffic in the morning and afternoon peak periods has grown by 18% and 28%, respectively. The percentage of trucks in total traffic during the peak periods have held steady at 5.9% in 2001 and 5.8% in 2011. The screenlines which experienced the highest increase in truck volumes include: GTA West +11,383 Toronto – York Boundary +6,157 South York Cordon +4,890 Peel – Halton Boundary +3,815 Toronto – Peel Boundary +3,647 The screenlines which experienced the highest percentage increase in truck volumes include: Halton – Highway 401 York – Durham Boundary GTA West South York Cordon Durham – Taunton Road +100% +84% +72% +60% +54% TR12-0722 (June 2013)
49
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 6‐2: Commercial Traffic Combined Morning and Afternoon Peak Period Screenline 2001 2006 2011 2006 to 2011 2001 to 2011 % of Total Vehicles Durham ‐ Taunton Road 3,360 4,305 5,191 Diff 886 Durham ‐ Regional Road 23 6,824 6,778 6,014 ‐764 ‐11% ‐810 ‐12% 8% 6% 6% GTA East 4,858 4,795 4,258 ‐537 ‐11% ‐600 ‐12% 13% 12% 11% York ‐ Durham Boundary 2,912 3,303 5,351 2,048 62% 2,439 84% 7% 6% 9% York ‐ Peel Boundary 9,475 9,963 13,051 3,088 31% 3,576 38% 9% 8% 11% York North 3,133 3,862 4,454 592 15% 1,321 42% 6% 6% 8% South York Cordon 8,094 8,186 12,984 4,798 59% 4,890 60% 6% 5% 7% 14,776 15,425 18,591 3,166 21% 3,815 26% 8% 6% 6% 1,026 1,520 1,482 ‐38 ‐3% 456 44% 6% 7% 6% 12,636 14,029 13,033 ‐996 ‐7% 397 3% 6% 6% 6% 3,951 3,530 3,762 232 7% ‐189 ‐5% 7% 5% 5% 15,897 23,239 27,280 4,041 17% 11,383 72% 9% 10% 11% Halton ‐ Highway 401 (South) 1,879 4,094 3,754 ‐340 ‐8% 1,875 100% 6% 6% 5% Dundas Street (Regional Road 5) 4,050 5,213 3,391 ‐1,822 ‐35% ‐659 ‐16% 5% 4% 4% Toronto ‐ Durham Boundary 6,548 6,197 7,458 1,261 20% 910 14% 5% 5% 5% Toronto ‐ York Boundary 21,401 21,012 27,558 6,546 31% 6,157 29% 4% 4% 4% Toronto ‐ Peel Boundary 24,206 22,960 27,853 4,893 21% 3,647 15% 6% 5% 6% 8,198 8,458 11,209 2,751 33% 3,011 37% 2% 2% 3% Peel ‐ Halton Boundary Peel North Mississauga ‐ Brampton Brampton ‐ Caledon GTA West Toronto Central Area Cordon % 21% Diff 1,831 % 54% 2001 5% 2006 4% 2011 5% TR12-0722 (June 2013)
50
GTA Cordon Count Program
Transportation Trends 2001-2011
6.3. Summary
The trends indicate that commercial traffic has essentially been growing on par with total traffic over the 10‐year period. It is important to note that a significant proportion of commercial vehicle activity occurs outside of the Cordon Count program’s daytime count period, i.e. evening and overnight, which are not included in the above analysis. The previous GTA Cordon Count Reports indicated a strong commercial trucking component in the west part of the GTA. This trend continues in the 2011 Cordon Counts. The growth in truck volumes are consistent throughout the day, with approximately 45% of the truck growth occurring in the combined AM and PM peak periods, which represent 46% of the total count period (6 of the 13 hours). Overall, three screenlines have shown a decrease in commercial traffic – Durham‐Regional Road 23, GTA East and Dundas Street (Regional Road 5). The decrease in commercial traffic may be attributed to the downturn in the economy in recent years. TR12-0722 (June 2013)
Page 51
GTA Cordon Count Program
Transportation Trends 2001-2011
7.0
Peak Period Characteristics
7.1
Focus
With the population of the GTA continually growing, the transportation network is under increasing pressure to accommodate with the demand placed upon it during the morning and afternoon peak periods. Commuters are known to adjust their travel behaviour to take account of congested conditions by starting their trip in the shoulder of the peak period (i.e. peak spreading). 7.2
Trends
The ratio of morning and afternoon peak periods (3‐hours) to the total count period (13 hours) have been summarized in Table 7‐1 and Table 7‐2 to identify trends in peak spreading. Table 7‐1: Vehicles – Morning Peak Period versus Total Count Period 2006 Screenline AM Period Total Period 2011 % AM AM Period Total Period 2006 to 2011 % AM % Change Durham ‐ Taunton Road 41,638 176,682 23.6% 49,612 206,249 24.1% 2% Durham ‐ Regional Road 23 52,575 202,649 25.9% 52,415 199,478 26.3% 1% GTA East 17,071 78,923 21.6% 17,496 82,346 21.3% ‐2% York ‐ Durham Boundary 28,595 97,401 29.4% 27,870 93,758 29.7% 1% York ‐ Peel Boundary 62,161 221,264 28.1% 55,475 201,879 27.5% ‐2% York North 28,114 116,647 24.1% 26,383 110,812 23.8% ‐1% South York Cordon 82,796 299,572 27.6% 84,542 316,619 26.7% ‐3% 115,047 445,406 25.8% 133,831 494,956 27.0% 5% 9,995 39,608 25.2% 11,118 44,593 24.9% ‐1% 105,303 391,426 26.9% 109,495 417,357 26.2% ‐2% Brampton ‐ Caledon 31,510 112,674 28.0% 35,430 128,081 27.7% ‐1% GTA West 97,996 402,771 24.3% 92,745 380,041 24.4% 0% Halton ‐ Highway 401 (South) 32,131 111,652 28.8% 32,754 122,453 26.8% ‐7% Dundas Street (Reg. Road 5) 61,698 248,501 24.8% 60,730 239,708 25.3% 2% Toronto ‐ Durham Boundary 60,174 231,854 26.0% 67,734 257,165 26.3% 1% Toronto ‐ York Boundary 268,312 1,058,548 25.4% 294,545 1,138,916 25.9% 2% Toronto ‐ Peel Boundary 212,209 864,474 24.6% 236,903 925,966 25.6% 4% Toronto Central Area Cordon 180,204 736,332 24.5% 208,887 808,493 25.8% 6% Peel ‐ Halton Boundary Peel North Mississauga ‐ Brampton TR12-0722 (June 2013)
Page 52
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 7‐2: Vehicles – Afternoon Peak Period versus Total Count Period 2006 Screenline PM Period Total Period 2011 %PM PM Period Total Period 2006 to 2011 % PM % Change Durham ‐ Taunton Road 53,851 176,682 30.5% 62,363 206,249 30.2% ‐1% Durham ‐ Regional Road 23 59,581 202,649 29.4% 55,545 199,478 27.9% ‐5% GTA East 22,307 78,923 28.3% 23,050 82,346 28.0% ‐1% York ‐ Durham Boundary 30,489 97,401 31.3% 31,913 93,758 34.0% 9% York ‐ Peel Boundary 61,586 221,264 27.8% 61,629 201,879 30.5% 10% York North 33,487 116,647 28.7% 32,336 110,812 29.2% 2% South York Cordon 89,074 299,572 29.7% 92,150 316,619 29.1% ‐2% 128,211 445,406 28.8% 138,881 494,956 28.1% ‐3% 12,219 39,608 30.8% 14,020 44,593 31.4% 2% 112,451 391,426 28.7% 123,606 417,357 29.6% 3% Brampton ‐ Caledon 34,911 112,674 31.0% 38,344 128,081 29.9% ‐3% GTA West 96,647 402,771 24.0% 111,700 380,041 29.4% 22% Halton ‐ Highway 401 (South) 33,402 111,652 29.9% 38,436 122,453 31.4% 5% Dundas Street (Reg. Road 5) 72,600 248,501 29.2% 67,146 239,708 28.0% ‐4% Toronto ‐ Durham Boundary 62,305 231,854 26.9% 72,589 257,165 28.2% 5% Toronto ‐ York Boundary 300,461 1,058,548 28.4% 336,007 1,138,916 29.5% 4% Toronto ‐ Peel Boundary 235,540 864,474 27.2% 262,883 925,966 28.4% 4% Toronto Central Area Cordon 199,757 736,332 27.1% 230,470 808,493 28.5% 5% Peel ‐ Halton Boundary Peel North Mississauga ‐ Brampton The screenlines which experienced the highest proportion of morning peak period trips in 2011 include: York – Durham Boundary 29.7% Brampton – Caledon 27.7% York – Peel Boundary 27.5% Peel – Halton Boundary 27.0% Halton – Highway 401 26.7% The screenlines which experienced the highest proportion of afternoon peak period trips in 2011 include: York – Durham Boundary 34.0% Peel North 31.4% Halton – Highway 401 31.4% York – Peel Boundary 30.5% Durham – Taunton Road 30.2% The higher proportion of morning or afternoon peak period trips indicate a strong commuting pattern on the screenline with less midday, non‐commuting trips. TR12-0722 (June 2013)
Page 53
GTA Cordon Count Program
Transportation Trends 2001-2011
7.3
Summary
Overall, traffic volumes are higher in the afternoon peak period than morning peak period, which reflects the combination of commuter’s return travel home plus the addition of discretionary trips for shopping, errands, or other purposes. The proportion of peak period to total period counts over the past 5 years has not changed significantly – from 25.5% to 25.9% in the morning and from 28.1% to 29.1% in the afternoon, indicating that growth in peak period travel has generally kept pace with the growth in total travel. However, in each of the morning and afternoon peak periods, about half of the screenlines have shown a small decrease in the peak period proportion of total counts. At these screenlines, peak spreading is observed as midday growth is outpacing peak period growth. TR12-0722 (June 2013)
Page 54
GTA Cordon Count Program
Transportation Trends 2001-2011
8.0
Directional Split
8.1
Focus
The directional split is used to identify the “tidality” of the traffic flow across a screenline. A directional split on a roadway or screenline close to 50% indicates that the traffic volumes are evenly balanced in both directions. Where the peak directional split is up over 60%, this would start to suggest that the screenline experiences some tidality in its traffic flow. In general, for a metropolitan area such as the GTA, there is a strong commuter flow towards the downtown central area in the morning peak period and the reverse in the afternoon peak period. However, as major employment centres have developed in York and Peel Regions, directional split has been approaching 50% on some routes in the peak periods. 8.2
Trends
Table 8‐1 shows the directional split for each of the screenlines during the morning and afternoon peak period for the years 2001, 2006 and 2011. Table 8‐1: Peak Directional Split Durham‐Taunton Road 2001 54% Morning 2006 52% 2011 53% 2001 52% Afternoon 2006 51% 2011 51% Durham‐Regional Road 23 68% 69% 68% 65% 66% 64% GTA East 62% 60% 55% 59% 56% 54% York‐Durham Boundary 69% 69% 69% 71% 66% 71% York‐Peel Boundary 56% 57% 54% 58% 57% 51% York North 67% 70% 69% 69% 68% 66% South York Cordon 71% 71% 69% 70% 68% 66% Peel‐Halton Boundary 65% 61% 58% 62% 59% 56% Peel North 69% 70% 69% 68% 69% 69% Mississauga‐Brampton 65% 62% 62% 66% 59% 60% Brampton‐ Caledon 71% 66% 65% 68% 66% 59% GTA West 58% 60% 57% 57% 55% 52% Halton‐Highway 401 (South) 51% 58% 61% 52% 57% 56% Dundas Street (Regional Road 5) 55% 58% 51% 51% 54% 51% Toronto‐Durham Boundary 73% 72% 71% 68% 66% 65% Toronto‐York Boundary 59% 60% 59% 54% 55% 55% Toronto‐Peel Boundary 56% 53% 54% 52% 54% 55% Toronto Central Area Cordon 64% 59% 59% 59% 56% 55% Screenline TR12-0722 (June 2013)
Page 55
GTA Cordon Count Program
Transportation Trends 2001-2011
Only three screenlines in the morning peak period have shown an increase in peak direction flow: Halton – Highway 401 (South) +11% York North +2% +1% Peel North The large increase in directional split at the Halton–Highway 401 screenline can mainly be attributed to the development of Milton as a commuter town with increasing peak directional traffic towards south Halton. The screenlines which have shown the most change towards a balanced directional split (i.e. highest increase in reverse commuting) in the morning peak period include: GTA East ‐7% Peel – Halton Boundary ‐7% Brampton – Caledon ‐6% Toronto Central Area Cordon ‐5% Dundas Street (Regional Road 5) ‐5% In the afternoon peak period, four screenlines have shown an increase in peak directional flow: Halton – Highway 401 (South) +4% Toronto – Peel Boundary +3% +1% Peel North +1% Toronto – York Boundary The screenlines which have shown the most change towards a balanced directional split (i.e. highest increase in reverse commuting) in the afternoon peak period include: Brampton – Caledon York – Peel Boundary Peel – Halton Boundary Mississauga – Brampton GTA West 8.3
‐9% ‐7% ‐6% ‐6% ‐5% Summary
Over the 10‐year period, only three to four screenlines have a higher proportion of peak directional flow. The trend in the GTA shows an increase in reverse commuting and screenlines approaching a 50% directional split. While commuting patterns still have a strong directional flow towards the central area, major employment centres are being increasingly located in other areas of the GTA which has increased reverse and cross‐commuting patterns to York Region and Peel Region. The Toronto‐Peel boundary and York‐Peel boundary screenlines are approaching a balanced directional split. Peak directional flows are still high at the external boundaries, such as Peel North and York North, which reflects growing population in Dufferin County and Simcoe County of persons who commute into the GTA. TR12-0722 (June 2013)
Page 56
GTA Cordon Count Program
Transportation Trends 2001-2011
9.0
Methodology and Opportunities
As the Ministry and municipal agencies prepare for the next Cordon Count data collection program, we have reviewed the data collection methodology to identify opportunities for changes. 9.1
Harmonisation of Person Counts
Currently, there is a difference in reporting vehicle occupancy amongst the Cordon Count member agencies. Durham Region, Peel Region and the City of Toronto do not include taxi drivers and truck drivers in the total person counts and auto person counts as taxi drivers and truck drivers are not viewed as commuter trips. However, Halton Region and York Region include all persons, including taxi drivers and truck drivers, in their total person counts. To improve consistency within the Cordon Count database, the member agencies should consider harmonizing person counts (i.e. all agencies agree to include or exclude taxi and truck drivers). This would provide a better comparison of total person travel on screenlines throughout the GTA. 9.2
Vehicle Occupancy Data Collection Methods
Currently, vehicle occupancy counts are collected using the “Roadside/Windshield” method that depends on surveyors manually observing and recording vehicle occupancy as vehicles pass the count station. There is concern over the quality of the occupancy data collected especially at high volume locations where surveyors have a split second to determine occupancy and for transit vehicles where surveyors must estimate occupancy (usually to a round number or as a proportion of the capacity of the transit vehicle, i.e. half‐full, or full). Research into alternative data collection methods for vehicle occupancy counts are summarized in Table 9‐1: TR12-0722 (June 2013)
Page 57
GTA Cordon Count Program
Transportation Trends 2001-2011
Table 9‐1: Vehicle Occupancy Data Collection Methods Data Collection Method Roadside / Windshield Description •
•
Carousel Photographic / Video Infrared Camera ‐ Dtect TR12-0722 (June 2013)
Surveyor positioned at roadside who manually counts the vehicle occupants through windshield and vehicle windows. Data is recorded by electronic counter or paper worksheet. Comments •
Minimal equipment and onsite set up required. •
75‐90% collection rate of passing vehicles. •
At high‐speed locations, a very short observation time is available. •
Survey can only be conducted during day light hours. •
Roadside safety of surveyor may be an issue at certain locations. •
Labour intensive activity and quality of data may degrade over long survey periods. •
Observers are located in probe vehicles within the stream of traffic. •
Improved level of accuracy for vehicles carrying passengers due to increased observation time. •
Probe vehicle travels slower than the other lanes of traffic allowing occupancy of adjacent vehicles to be recorded. •
Only suitable on multi‐lane roads, in continuously moving traffic. •
Survey can only be conducted during day light hours. •
Co‐ordination vehicles. •
Sample rate of 25% achievable. •
Methodology is still in the early stages of development. •
Setup and take down of equipment is time consuming. •
Video equipment may be costly. •
Data processing may be costly. •
Technology is still in its infancy. Trials have been undertaken in the US. •
Ability to capture transit occupancy is unknown as trials have related to automobiles in HOV lanes. •
Setup and take down of equipment is time consuming. •
Equipment is costly. •
•
Captures a still or video clips of a traffic stream for processing by an analyst off site. Captures infrared images of target vehicle to detect the number of occupants within the vehicle. required of multiple Page 58
GTA Cordon Count Program
Transportation Trends 2001-2011
Data Collection Method Automatic Passenger Counting Description •
Counting sensors are installed above the doors in transit vehicles. The sensors are able to determine passenger direction (on or off). •
On‐board computer tracks and processes the data. •
GPS can be integrated to document bus occupancy by location. Comments •
Requires counting sensors to be placed on every transit vehicle. •
High accuracy (95%). •
Excellent source of ridership data for transit agencies. May be excessive for the needs of the Cordon Count program. At this time, there is not a tested detection system that can provide acceptable levels of accuracy for automatic vehicle occupancy counts. The manual roadside / windshield method is still the most reliable method for collecting occupancy data in passenger vehicles at Cordon Count stations. However, with respect to transit occupancy, GO Transit already provides ridership information for the Cordon Count screenlines. The TTC currently provides subway ridership data and supplements the manual counts undertaken at the station locations with available data on surface routes. Investigation into the availability of ridership data at the smaller transit agencies in the GTA should be undertaken to determine if ridership data can be used to supplement Cordon Count data. TR12-0722 (June 2013)
Page 59