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4.
IDENTIFICATION OF TRANSPORTATION PROBLEMS WITHIN
THE STUDY AREA
4.1
INTRODUCTION
The primary function of the inter-regional transportation system is to facilitate the
movement of people and goods within and through the Study Area by all modes. At a
baseline level, the road network connects all modes of the transportation system for
moving people and goods by private automobiles, commercial vehicles, transit, air,
marine and rail services. From earlier sections of this report, it is understood that the
transportation system and the movement of people and goods are influenced by policy,
land use, economy and tourism and recreation.
Forecasts for the NGTA Study Area show substantial growth to 2031: population and
employment are expected to grow between 2001 and 2031 by 45% and 53%, respectively
(576,000 people and 304,000 jobs). Accordingly, the GGH Model outputs indicate that
Study Area travel for people and goods is expected to increase significantly: PM peak
period person trips are forecast to increase by over 61% between 2001 and 2031 (by
approximately 420,000 trips).
In addition to the expected increase in commuting trips, the Greater Golden Horseshoe’s
growth in population and employment will result in increased tourism and recreation trips
to/from and through the NGTA Corridor, reflecting the status of Niagara and Toronto as
major tourist destinations. The projected growth will also result in increased goods
movement throughout the Greater Golden Horseshoe. Trucks will continue to be the
dominant mode for shipping in the Study Area.
The overarching problem of the inter-regional transportation system in 2031 relates to the
road network. Much of the higher order road system (i.e. highways and inter-regional
roads) is expected to be heavily congested during peak periods and increasingly
throughout the day. Road congestion in summer is higher due to the overlay of tourism
and recreation travel. The fact that every mode connects to and relies on the road
network creates significant issues for the efficient movement of people and goods in the
future.
Transportation in the NGTA Study Area in 2031 can be considered in the context of three
sub-areas with differing geographic, land use and transportation system characteristics:
West – Region of Halton
Halton Region includes Highway 401 and the QEW, both of which carry high volumes of
traffic and are expected to experience major congestion by 2031. The 407 ETR, by
contrast, is forecast to experience only minor congestion through Halton Region.
Inter-regional transit service is provided by GO Transit’s Lakeshore West Rail corridor.
The Metrolinx RTP includes planned electrification of the Lakeshore West corridor to
improve frequency and speed of service. It also identifies Bus Rapid Transit service along
the 407 ETR, Dundas Street and Trafalgar Road.
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Halton Region represents an area of both transportation problems and opportunities, with
major congestion along the area highways constraining commuter travel and trucking
transport – a major concern for economic growth and prosperity.
Central – City of Hamilton
Future congestion is expected to be heavy on the Hamilton area highways. Highway 403
and the QEW are anticipated to experience major congestion throughout the day,
particularly across the Burlington Skyway. Highway 6, which provides a lower capacity
link to Guelph, is forecast to experience moderate congestion, increasing in the summer
months.
Higher order inter-regional transit currently operates along the Lakeshore West corridor
and the Metrolinx RTP includes plans for extensions and expansions of rapid transit into
Hamilton and to Hamilton International Airport (HIA).
The Hamilton area is characterized by good highway accessibility and transit connections
along the lake, and important air and marine transportation features at HIA and the Port
of Hamilton. However, there is a lack of adequate higher order connections to HIA and
the Port of Hamilton, and highway capacity to the GTA and east to Niagara and the U.S.
East – Niagara Region
The QEW is the main highway route through Niagara Region, running along Lake
Ontario to the U.S. border. Congestion on the QEW is expected to be severe from
Hamilton to St. Catharines, with reasonable operations easterly toward the U.S. border.
Highways 405 and 420 provide connections from the border to the QEW, with increasing
congestion on approaches to the QEW. Major alternate roadways connecting Hamilton
and the GTA to the U.S. border are limited. Tourism is particularly important to the
economy of the Niagara Region, and tourism travel places large demands on the
transportation system, particularly during the summer months.
Transit connections to tourist destinations are limited, although there are planned GO
Transit services into the region as part of the Metrolinx RTP and GO Transit’s Strategic
Plan, GO 2020. In addition, a summer weekend and holiday GO Rail service to Niagara
recently commenced in June 2009, with plans to begin weekday GO Bus service in this
corridor in September 2009.
The Welland Canal is an important component of the St. Lawrence Seaway in this part of
the Study Area. Extending the Seaway operation to year round service has potential to
increase the marine share for goods movement.
No future transportation issues were identified relating to the area’s several minor ports
and airports as well as the national and short line rail corridors.
4.2
MOVING PEOPLE
The movement of people in the Study Area is predominantly comprised of trips for
commuting and for tourism and recreation purposes. These types of travel have different
characteristics and service requirements, but they use the same inter-regional
transportation system and many of the future transportation problems are similar. In
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general, the limited choice of alternate travel modes in the Study Area increases reliance
on the automobile.
In order to better identify transportation problems and opportunities, the Study Team
adopted a two-pronged approach. Firstly, a range of background reports and secondary
sources was reviewed to understand the views of others studying this area and the
transportation problems and opportunities identified. These include area municipalities’
Official Plans, Transportation and Transit Master Plans, and Metrolinx reports.
Subsequently, the Study Team initiated a thorough consultation with Business and
Commercial Stakeholders (BCS) and Transportation Service Providers (TSP), through
face-to-face interviews, phone interviews and mail-back questionnaires. These
stakeholders represent a range of large corporations, business associations, logistics
specialists as well as rail, marine and transit operators. In general, these stakeholders
confirmed that a number of transportation problems do currently exist and are likely to
continue through the foreseeable future. Further details of stakeholder consultation are
provided in Appendix A.
4.2.1
Transit Commuter
The Study Area’s increase population and employment, as per the Growth Plan,
alongside the significant transit improvements contained in the Metrolinx RTP, are
expected to result in a substantial number of additional transit trips in 2031. While the
automobile is expected to remain the dominant mode of travel, PM peak period transit
trips in the NGTA Corridor are forecast to increase by 190% (by approximately 520,000
trips), increasing the PM peak period transit mode share from 4% of total trips in 2001 to
7% in 2031.
Inter-regional transit services are generally focused on connecting urban centres and
major gateways that are integrated with local transit service or integrated with park and
ride facilities. The existing inter-regional transit service is somewhat limited in the
Niagara Region, but includes GO Rail, VIA Rail, GO Bus, Greyhound Bus and Coach
Canada Bus. The inter-regional buses generally follow the main Study Area highways
discussed in Section 4.2.2, and rail lines generally connect the GTA, Hamilton and St.
Catharines, before crossing the Canada-U.S. border. Currently, there are large areas of
the Study Area without higher order inter-regional transit services. Exhibit 4-1 shows the
existing regional rapid transit and highway network, including peak and full-day rail
services, subways, and bus and light rail rapid transit. Inter-regional transit services
within the context of the Study Area are shown in Exhibit 4-2, including inter-regional
bus services.
The following constraints have been identified relating to the NGTA area transit system:
limited community-to-community inter-regional transit, especially in areas away from the
lakeshore; no overarching mechanism to make inter-regional travel seamless, and
integration of inter-regional and local transit is limited in terms of fare integration and
transfers between services. Increased roadway congestion limits the efficiency of bus
transit services, and increases travel times and unpredictability.
A substantial effort is being made toward improvements in transit in the GTHA.
Initiatives such as MoveOntario 2020, GO Transit’s Strategic Plan and the Metrolinx
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RTP will increase transit provisions and improve existing services. Both GO Transit and
Metrolinx are committed to work actively with public and private sector transportation
providers to provide co-ordinated, convenient, integrated transit services in the GO
Transit service area.
The provincial gas tax program supports such transit improvements through its provision
of funding to municipalities for expansion and improvement of transit services. Since
2004, the province has committed over $1.3 billion in gas tax funding to Ontario
municipalities, including more than $21.6 million to transit systems in the Niagara
Region. The 2008/2009 program year includes up to $321 million for transit systems
across the province.
The Metrolinx 25-year plan for the regional rapid transit and highway network is
presented in Exhibit 4-3; it includes plans to more than double the length of rapid transit
service within the region, provide increased transit capacity and introduce new services.
Although these initiatives will improve the transit system, issues such as limits of transit
frequency and service areas outside of urban centres, and impacts of road congestion on
bus services will still affect its efficiency and efficacy in providing transportation services
to commuters. The inter-regional transit market could also be potentially limited due to
the Growth Plan objective toward more self-contained urban centres.
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Exhibit 4-1: Existing Regional Rapid Transit and Highway Network (Metrolinx)
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Exhibit 4-2: Existing Inter-regional Transit Services
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Exhibit 4-3: 25-Year Plan for the Regional Rapid Transit and Highway Network (Metrolinx)
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GO Transit service extensions are being considered to Urban Growth Centres beyond
GO’s current service area, which would provide considerable transit benefits to the Study
Area. As discussed in Section 2.2.7, a number of GO Transit initiatives are planned for
the NGTA Corridor. GO Bus service is planned to link Burlington/Hamilton to St.
Catharines and Niagara Falls, starting in September 2009. GO Transit commenced a
seasonal weekend and holiday rail service to Niagara Falls in June 2009, and weekday
the extension of weekday rail service to Niagara Falls.
The Metrolinx RTP and GO Transit’s Strategic Plan are anticipated to significantly
improve travel times in the GTA and Hamilton, even with a population increase of 2.6
million people. As discussed, the automobile is currently the preferred travel mode for
commuting in the Study Area. It is expected that future transit improvements will
increase its competitiveness compared to the automobile and thereby increase the transit
mode share for commuter travel. As shown in Exhibit 4-4, PM peak period transit mode
shares in the Study Area are expected to be in the range of 0% to 15%, generally with
less than 10% of trips between urban centres using transit.
Exhibit 4-4: 2031 PM Peak Period Transit Mode Shares
2031 P.M. Peak Period
Total Person Trips
Origin
Niagara
Hamilton
Burlington
Oakville
Milton
Niagara
Hamilton
Burlington
Oakville
Milton
Modelled 2031
Transit Mode Shares
Niagara
Hamilton
Burlington
Oakville
Milton
Brampton
Mississauga
Toronto PD1
Rest of Toronto
256,985
14,561
2,541
1,126
577
264
1,031
1,122
1,107
7,335
314,620
25,568
9,948
5,687
877
3,380
3,426
4,204
1,283
13,570
64,065
19,518
12,822
1,669
5,174
4,449
3,007
634
5,995
22,402
82,585
14,398
3,859
23,507
8,282
8,924
421
4,739
15,042
16,307
43,478
6,269
13,509
2,437
5,627
2%
2%
2%
2%
0%
2%
3%
24%
6%
1%
8%
9%
15%
0%
22%
31%
91%
62%
1%
9%
7%
10%
0%
16%
21%
91%
57%
1%
13%
9%
7%
1%
11%
10%
85%
37%
0%
1%
0%
1%
10%
3%
5%
78%
9%
Exhibit 4-5 presents changes in PM peak period transit travel times to 2031, from
Oakville, Hamilton, St. Catharines and Niagara Falls. Rail transit travel times are
anticipated to significantly decrease between these centres, up to 60% for travel near the
GTA where planned rail and rapid transit initiatives are significant. Bus transit, however,
is affected by road congestion and the anticipated worsening conditions on the Study
Area’s main road connectors is expected to increase bus transit times (e.g., between
Hamilton and Welland, Niagara Falls and Fort Erie). The model results are a reflection
of the significant growth in automobile travel on an increasingly congested road network.
The forecast decreases in rail transit times assume the significant infrastructure and
service improvements for transit that are included in the Metrolinx RTP. Presently, these
linkages and high frequencies are not in place and the measures that will be required to
improve transit services and therefore increase transit mode shares are substantial. The
province has charged Metrolinx with the responsibility of moving forward with the
implementation of the RTP, in consultation with all municipalities in the GTHA.
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Exhibit 4-5: Changes in PM Peak Period Transit Travel Times (to 2031)
From Downtown Oakville
From Downtown St. Catharines
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From Downtown Hamilton
From Downtown Niagara Falls
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Moving People – Transit Commuter Problems
Analysis conducted for the current study, supported by background reports and findings
from stakeholder consultation, identifies future problems on the inter-regional commuter
transit network. There are four main future problems associated with commuting by the
inter-regional transit system:
• Inter-regional connections linking
Limited inter-regional rail-based
transit service in Niagara Region
can result in extra transfers between
existing services, decreased
convenience and limited options for
travel
Limited integration between local
and inter-regional transit,
particularly beyond corridors served
by GO Transit, reduces transit’s
attractiveness to commuters and its
competitiveness compared to the
automobile
communities and employment areas located
away from the QEW lakeshore are limited,
and outside of urban areas transit connections
are even more limited
• There are limited transit connections to other
transportation modes in the Study Area (e.g.,
HIA)
• 2031 PM transit mode shares indicate the low
usage expected for inter-regional trips between
urban growth centres:
• Niagara-Hamilton –1-2%
• Niagara-Burlington – 1-2%
• Niagara-Oakville – 1-2%
• Niagara-Milton – 0%
• Hamilton-Burlington – 9%
• Hamilton-Oakville – 13-15%
• Hamilton-Milton – 0-1%
• Burlington-Oakville – 9-10%
• Burlington-Milton – 0%
• Oakville-Milton – 1%
• The lack of integration results from:
• Limited connections between local transit
and inter-regional transit
• Incompatible fare structure and payment
system
• Differing timetables and hours of operation
• Inadequate waiting/transfer areas and
amenities
• Issues of congestion, increasing travel time,
Roadway congestion limits the
efficiency of bus transit, increasing
unreliability and travel times
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and unreliability due to non-recurring
incidents limit the efficiency and attractiveness
of bus services operating in mixed traffic
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Inter-regional passenger rail
services can conflict with freight
for use of rail capacity
4.2.2
• Expansion of passenger and freight rail
services within existing rail corridors creates
potential for conflicts, particularly during peak
commuting periods, as well as issues of
scheduling and integration of rail services
Automobile Commuter
The significant additional population and employment in the NGTA Corridor, as per the
Growth Plan, is expected to result in an increase in automobile trips of approximately
52% between 2001 and 2031. While the automobile is expected to remain the primary
mode of choice in the Corridor, its PM peak period mode share is anticipated to decrease
from approximately 78% in 2001 to 74% in 2031, largely due to the substantial transit
improvements planned for the Greater Golden Horseshoe (GGH).
Mode choice for commuter travel depends on a number of factors, including trip purpose,
origins and destinations of trips and available network connections, as discussed in
Section 2.1. The origin-destination analysis reveals significant numbers of trips made
internally within the Study Area’s upper tier municipalities (91% in Niagara and 81% in
Hamilton during the weekday PM peak hour), reflecting a high proportion of local trips.
This represents a slight reduction from 2006 levels (96% in Niagara and 86% in
Hamilton). Trips across municipal boundaries are more substantial between Halton and
Peel, with the numbers of cross-boundary trips decreasing toward Niagara.
The road transportation system is the main mode used for commuting in the Study Area,
especially where trips are not served by a higher order transit alternative. Although transit
mode shares are expected to remain low, transit does play an important role in commuter
travel, where connections are available. Travel for commuting generally occurs in the
AM and PM peak periods and this has an impact on the overall operation of the
transportation network. As traffic volumes increase throughout the day, the traditional
AM and PM peak periods are becoming longer, resulting in major roadways, such as the
QEW through Halton, being congested throughout much of the day. Significant growth
is expected in commuter travel demand through to 2031, resulting in significant capacity
deficiencies on the road and transit networks.
The QEW is the main highway corridor through the Study Area, with Highways 401,
403, 407 and 406 providing key highway links for automobile commuters. There are a
number of congested areas on these major highways. Exhibit 4-6 illustrates highway
congestion in 2006. Major congestion is experienced on the QEW from Halton through
Hamilton and in St. Catharines, Highway 403 in west Hamilton, and along Highway 401
through Halton and Hamilton. These routes experience high volume/capacity ratios of
over 0.9, indicating Congested, “Stop-and-Go” conditions as described in the table
below. Traffic volumes are increasing throughout the day such that congestion is
spreading beyond the traditional AM and PM peak periods.
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Exhibit 4-6: 2006 Weekday (AADT) Highway Congestion
The Study Area’s Summer Average Daily Traffic (SADT) volumes are generally greater
than the Annual Average Daily Traffic (AADT) volumes that occur throughout the year.
SADT is characterized by longer peak periods and more balanced traffic volumes by
direction of travel as commuter and tourism and recreation trips overlap. Section 4.2.4
discusses the tourism and recreation trips to, from and through the Study Area that
contribute to summer roadway congestion. This is of particular significance to the
Niagara Region, as approximately 78% of tourism and recreation trips to the Study Area
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were to Niagara in 200714. Exhibit 4-7 shows 2006 SADT congestion levels on the
NGTA Corridor’s main highways, showing major congestion along the length of
Highways 401 and 403 in the Study Area, and on the QEW from Halton and Hamilton
through Grimsby, St. Catharines and Niagara Falls.
Exhibit 4-7: 2006 Weekend (SADT) Highway Congestion
In order to help accommodate these large traffic volumes and address the significant
levels of congestion, a number of transportation systems improvements have been
recently implemented or are underway:
14
PKF Consulting, based on Statistics Canada Travel Survey of Residents in Canada (TSRC) and International
Travel Surveys (ITS)
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•
Widening the QEW from 4 to 6 lanes: Henley Bridge; Seventh Street to
Garden City Skyway; and Glendale Avenue to Mountain Road
•
Widening Highway 406 from 2 to 4 lanes: Beaverdams Road to Port Robinson
Road
•
Addition of HOV lanes on the QEW: Guelph Line to Trafalgar Road
Increased traffic volumes are anticipated throughout the Study Area to 2031. Traffic
growth at specific screenlines (boundaries that define a broad corridor across which
traffic flows) is shown for the PM peak hour in Exhibit 4-8. Traffic is expected to
increase by 10-15% across the Welland Canal, and 15-35% across the Burlington
Skyway Bridge. In the central portion of the Study Area, at the Hamilton East Boundary,
a substantial increase of 40-70% is expected. The large range of percentage growth by
screenline is reflective of large differences in both base/existing volumes as well the
growth volumes forecast to 2031.
Exhibit 4-8: PM Peak Hour Traffic Growth at Selected Locations
Looking forward to 2031, with additional population and employment in the Study Area
and its surroundings, highway volumes and associated congestion are expected to
increase. This rise in traffic volumes is expected to be accompanied by increasing
congestion and deteriorating travel conditions. Exhibit 4-9 shows that the highway
network is expected to operate at capacity through much of the Study Area in 2031, with
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major congestion on the QEW from Halton, through Hamilton and east of St. Catharines;
Highway 403 in west Hamilton; and Highway 401 through Halton and Hamilton.
Congested conditions are expected even with the significant road and transit
improvements planned by the Metrolinx RTP, and the highway improvements planned by
the MTO and area municipalities.
Exhibit 4-9: 2031 Weekday (AADT) Highway Congestion
Through to 2031, SADT volumes are also expected to increase, as is highway congestion,
and travel conditions on the main highways used for tourism and recreation (Highway
401 and the QEW) will continue to deteriorate. Other roads such as Highway 6 are
anticipated to see conditions worsen to major congestion in 2031. These summer
conditions represent the greatest pressure on the Study Area roadway network, as shown
in Exhibit 4-10.
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Exhibit 4-10: 2031 Weekend (SADT) Daily Congestion
The projected highway congestion is expected to result in increased roadway travel times,
particularly for inter-regional trips. Travel times are anticipated to increase for
automobile PM peak hour trips throughout the Study Area, especially approaching the
heavily congested areas of the GTA. Delays due to road works, inclement weather and
collisions will exacerbate overall congestion. These findings, from the GGH Model
outputs, reflect the significant growth in automobile travel on an increasingly congested
road network. These increased automobile travel times are presented in Exhibit 4-11.
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Exhibit 4-11: Changes in PM Peak Period Automobile Travel Times to 2031 between Urban Centres
From Downtown Oakville
From Downtown St. Catharines
From Downtown Hamilton
From Downtown Niagara Falls
As presented in Section 3.4.5, a screenline analysis was undertaken to identify roadway
capacity problems at specific locations in the NGTA Study Area, under existing and
future planned roadway capacity. The analysis indicates that in 2031, worsening
conditions are expected in the Study Area, with congestion forecast at screenlines on the
QEW in the Hamilton and Halton area and farther east at the Welland Canal. This
congestion is expected with the future planned roadway capacity improvements.
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Operating conditions at screenlines to the south of the Study Area are expected to be
Stable to Unstable in 2031.
Additionally, individual facility analysis concluded that significant capacity shortfalls and
corresponding major congestion are expected on the main highways in the NGTA
Corridor. Within the extent of the Study Area’s screenlines, analysis of locations along
the QEW, Highway 403 and Highway 6 was conducted to determine expected future
capacity shortfalls. Section 3.4.7 provides details of this analysis, illustrating that AADT
and SADT volumes are expected to increase significantly. SADT volumes are generally
greater than AADT volumes, and are projected to remain greater through to 2031.
Forecast 2031 AADT and SADT volumes were used to identify the capacity shortfall in
equivalent number of highway-lanes. The order of magnitude of the anticipated 2031
capacity problem is presented in equivalent lane deficiencies for specific highway
corridors within the Study Area. A summary of the analysis is presented in Exhibit 4-12,
based on AADT and SADT volumes and indicating that between 2 and 6 lanes of
additional capacity are expected to be required on the QEW, Highway 403 and Highway
6, beyond the future planned roadway capacity improvements. Some of the identified
capacity deficiencies could be addressed through transportation strategies, potentially
including optimization of the existing network and improvements to other modes. Such
options will be examined as part of the generation and evaluation of alternatives in the
next stage of this study.
Exhibit 4-12: Summary of Year 2031 Lane Deficiency by Highway Corridor
Highway Corridor
Highway 403
West of Fiddler’s Green
Road
West of Highway 6
West of Hurontario Street
QEW
At Garden City Skyway
West of Casablanca
Boulevard
At Burlington Skyway
West of Walker’s Line
East of Bronte Road
Highway 6
North of Highway 5
Existing
Number of
Lanes
Planned
Number of
Lanes
2031 Demand
in Equivalent
Number of
Lanes
Equivalent
Lane
Deficiency
4
4
6
2
6
6+HOV
6
6+HOV
8
10+HOV
2
4
6
6
8
2
6
6
8
2
8
6
6
8
8+HOV
8+HOV
14
12
12
6
2
2
4
4
6
2
An analysis of 2031 travel patterns was conducted at the Burlington and Garden City
Skyways, showing that most PM peak period trips across the Burlington Skyway are
anticipated to originate in Halton Region (66%), as shown in Exhibit 4-13.
Toronto/Durham/York is expected to make up 15% of originating trips, with smaller
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proportions from Peel and Hamilton. While most trips are expected to be destined for
Hamilton (59%), Grimsby/Lincoln/Pelham/West Lincoln is the forecast destination for
11% of trips and 10% are to travel to Niagara-on-the-Lake/Niagara Falls/Fort Erie.
Exhibit 4-13: Niagara-bound PM Peak Period Traffic Flows at Burlington Skyway
Travelling across the Garden City Skyway, most 2031 PM peak period trips are expected
to be internal to Niagara Region (see Exhibit 4-14). Niagara Falls/Fort Erie is anticipated
to be the origin for 76% of trips, with 15% from the U.S. and 8% from Niagara-on-theLake. St. Catharines is the forecast destination for 44% of trips, and the GTA for 30%.
The remainder travel to Hamilton and Waterloo/Guelph/Wellington.
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Exhibit 4-14: Hamilton-Toronto-bound PM Peak Period Traffic Flows at Garden City Skyway
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Moving People – Automobile Commuter Problems
The road system is the principal means of commuting in the NGTA Corridor, especially
where trips are not served by a higher order transit alternative, and traffic volumes
throughout the Study Area are forecast to increase considerably. There are two key
future problems associated with the inter-regional road commuter transportation system:
• Major congestion is forecast for much of
the QEW, Highway 403 and Highway 401
• Demand is anticipated to exceed capacity
with substantial capacity shortfalls (in
equivalent lane deficiencies):
• QEW – 2 to 6 lanes between Garden
City Skyway and east of Bronte Rd.
Growing congestion and increased
travel times are experienced during
rush hour and increasingly throughout
much of the day, and when affected by
non-recurring incidents
Limited options for by-passing the
congestion can aggravate already
congested roadways and divert interregional commuters to regional and
local roadways and circuitous routes
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• Hwy 403 – 2 to 4 lanes between
Fiddler’s Green Rd. and Hurontario St.
• Hwy 6 – 2 lanes north of Hwy 5
•
Travel times for commuter trips between
Urban Growth Centres are expected to
increase and become less predictable as a
result of increasing congestion, ranging as
high as 55% to 60% for some commuter
trips
•
Delays that occur due to collisions,
inclement weather, road maintenance and
construction contribute to congested
conditions
• With the exception of the 407 ETR through
Halton Region, the lack of alternate higher
order inter-regional routes precludes
effective diversions to avoid congested
conditions and delays
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4.2.3
Tourism & Recreation – Transit
Tourism and recreation trips play a considerable role in the travel needs throughout the
Study Area: in 2007 a total of 16.4 million same day and overnight trips were made to the
region from elsewhere, alongside 11.0 million trips made by residents of the NGTA
Corridor (of which 2.3 million stayed within the region). Tourism to the Study Area
includes trips made by Ontarians, other Canadians, U.S. citizens and overseas tourists.
Intra-provincial (63%) and U.S. (30%) trips made up the majority of tourism and
recreational travel to the Study Area in 2007. As discussed in Section 2.5, 78% of the
2007 tourism and recreation trips to the NGTA Study Area were destined to Niagara
Region, highlighting the importance of tourism and recreation travel to the eastern area of
the NGTA Corridor.
The vast majority of tourism and recreation trips in the Study Area are made by
automobile. Although there are bus and rail (VIA and GO) transit services in the Study
Area, they are not generally designed to provide linkages to tourist and recreational
centres. Much of the above discussion about the inter-regional transit-based commuter
transportation system (Section 4.2.1) is relevant to tourism and recreation travel by
transit, including the constraints of limited community-to-community inter-regional
transit, lack of provision for convenient transfers between services, and the impacts of
road congestion on bus transit. The substantial measures planned to improve the transit
system will increase the geographic area covered by transit and improve transit services,
resulting in decreased overall transit travel times.
GO Transit’s June 2009 introduction of seasonal weekend and holiday train service,
linking the GO Transit Rail system at Burlington to St. Catharines and Niagara Falls,
provides greater choice for tourism and recreation travellers along this rail corridor.
Weekday GO Bus service is planned for introduction to this corridor in September 2009.
Some private inter-city bus services also operate between the GTA and Niagara Falls, and
to Guelph/Kitchener/ Waterloo, in the form of regularly scheduled services as well as
charters focussing on specific locations (e.g., casinos, Niagara Falls).
Moving People – Tourism and Recreation Transit-Based Problems
The Study Team’s analysis, background reports and stakeholder consultation point
toward two major future problems for tourism and recreation travel on the inter-regional
transit-based transportation system:
• Where connections are available, there is a
Inadequate transit connections
lack of direct services
between urban centres, tourist
gateways (airports, rail stations), and • Increased travel times and decreased
convenience makes transit less competitive
major tourist destinations
compared to the automobile for tourist travel
Public transit schedules cater to
commuters rather than tourists
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• Where publicly funded transit services are in
place or planned, schedules tend to cater to
commuters rather than tourists, with service
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focused on AM and PM commuting times and
limited during weekends
• There is limited availability of transit for
tourism and recreation purposes, especially to
tourist destinations that are outside of urban
centres
• Private sector inter-city tourist services are
limited in geographic coverage and
integration with GO Transit and municipal
transit services
4.2.4
Tourism & Recreation – Automobile
The Study Area’s tourism and recreation travel is served by major highways (the QEW,
Highways 401, 403, 405 and 406) and a number of bus and rail lines. Three airports are
located within in the Study Area: HIA in Hamilton and the smaller Niagara District
Airport and Welland Airport. There are also four international airports less than one hour
outside of the Study Area (Pearson International Airport in Toronto, Buffalo Niagara
International Airport, Niagara Falls International Airport and the Waterloo International
Airport). Almost all tourists to the NGTA Corridor use road-based transportation to reach
the area; as there are currently no rail links to the area airports, even those travelling by
plane must travel locally by road. Domestic visitors are the most likely to use the
automobile as their mode of transportation, followed by visitors from the U.S. and
overseas.
Of all 2007 inbound trips, approximately 87% travelled by automobile, 5% travelled by
bus and almost 2% by plane. Less than 1% of trips used train and boat modes of
transportation, as shown in Exhibit 4-15.
Exhibit 4-15: Visitor Mode of Transportation (2007)
Plane
2%
Train
1%
Boat
1%
Other
4%
Bus
5%
Auto
87%
Source: PKF Consulting TRSC/ITS 2007
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Continued growth in tourism and recreation trips to the Study Area through to 2031 will
be affected by the anticipated capacity deficiencies on the road and transit networks.
Exhibit 4-16 shows the linkages between the major tourist centres of Toronto, northern
and eastern Ontario (“Cottage Country”) and the Niagara Region, all connected by
highways and with limited accessibility by other modes.
Exhibit 4-16: Major Tourist and Recreation Destinations
As discussed in Section 4.2.2, SADT volumes are greater in the NGTA Study Area than
the AADT volumes that occur throughout the year. SADT volumes are typically used in
the assessment of the tourism and recreation road transportation network, to correspond
with the peak tourist and recreational travel periods. Tourism and recreation travel to and
from the Study Area occurs throughout the year, with a focus on the summer period.
About 35% of all tourism and recreation trips to the NGTA Study Area occur in the
summer months, adding to an already congested road network. Similarly, tourism and
recreation trips originating in the Study Area peak during the summer, at 31% of total
trips.
Trips through the Study Area also utilize and contribute to congestion on the road
network. Trips to destinations in Toronto and elsewhere in Ontario, and trips to the U.S.
pass through the NGTA Corridor generally on the QEW and Highways 403 and 401,
which are all anticipated to be heavily congested in 2031. Other roads are also expected
to be heavily used for tourism and recreation travel, such as Highway 6, which is forecast
to experience major SADT congestion in 2031. These congested SADT roadway
conditions are shown in Exhibit 4-7 (2001) and Exhibit 4-10 (2031). Such conditions
can increase travel times and negatively impact the experience of tourism and recreation
travel.
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Moving People – Tourism & Recreation Automobile-Based Problems
The analysis conducted for the current study, supported by background reports and
stakeholder consultation, indicates that four key future problems are expected for
tourism and recreation travel on the inter-regional road transportation system:
• Major congestion is forecast for much of the
Growing congestion and increased
travel times occur on weekends and
when affected by accidents/poor
weather/construction
QEW, Highway 403 and Highway 401
• Summer traffic volumes - and therefore
congestion - are higher than the average
throughout the year, which can negatively
affect the tourism and recreation trip
experience
• Demand is anticipated to exceed capacity
with substantial capacity shortfalls (in
equivalent lane deficiencies):
• QEW – 2 to 6 lanes between Garden City
Skyway and east of Bronte Rd.
• Hwy 403 – 2 to 4 lanes between Fiddler’s
Green Rd. and Hurontario St.
• Hwy 6 – 2 lanes north of Hwy 5
• There is a lack of alternate higher order inter-
Limited options for by-passing the
congestion can aggravate already
congested roadways
regional routes to avoid delays
• A lack of higher order route options can
divert inter-regional travellers to regional and
local roads and circuitous routes
• Inadequate connections can place increased
A lack of multi-modal connections
between tourist gateways and key
tourist destinations.
demand on the highway system and increase
traffic on roadways that were not intended as
inter-regional routes
• The QEW is the primary highway to the
Niagara Region from the GTHA for tourism
and recreation activities, and Hwy 401 is the
major highway for visitors to Toronto and to
eastern and western Ontario
• There is no equivalent recourse if there are
major delays or highway closures
Perceived conflicts between
• Goods and people movement compete for
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tourists and trucks may reduce
tourist travel
limited road space
• High volumes of truck traffic on major
corridors can be a deterrent to tourism and
recreation travel, especially during the
summer months
4.3
MOVING GOODS
Goods movement is a vital part of the functioning of the Study Area, as it extends
between the GTA to the Canada-U.S. border. A range of information sources was
consulted and referenced to identify and assess the future problems associated with
moving goods, including a review of background information, interviews with
Transportation Service Providers (TSPs) and Business and Commercial Stakeholders
(BCS), and modelling and forecasting analysis conducted by the Study Team. All sources
of information indicate future problems in the Study Area relating to the movement of
goods by truck, rail, air and marine transportation systems.
Although most goods experience a multi-modal journey, almost 70% of the trade value
between Canada and the U.S. in terms of mode distribution and 45% of all tonnage (refer
to Exhibit 4-17) are moved by truck. These values indicate the importance of trucks and
the road system to the movement of goods through and within the Study Area. Marine
and rail transport play a very important role in terms of tonnage, capturing more than half
of all tonnage of trade between Canada and the U.S. Air transport plays an important role
in goods movement; however, the mode distribution by value and tonnage is much lower
at 7% and 2%, respectively.
Exhibit 4-17: Goods Movement Mode Use by Value and Tonnage
Source: Transport Canada, Transportation in Canada 2007: An Overview, May 2008
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The population and employment growth identified in the Growth Plan (discussed in
previous sections of this report) will result in the increased movement of goods within
and through the Study Area. The historical trends indicate a general increase in goods
movement by road, rail, air and marine. Although discussions with TSPs indicate that
rail, marine and air have the capacity to absorb increased goods movement, trucking will
continue to play a major role in the transportation of goods.
The Study Area’s transportation system includes a variety of distinctive characteristics
that support goods movement, such as the Welland Canal, St. Lawrence Seaway, Niagara
River and major crossings to the U.S., with the Peace Bridge (Fort Erie); and the
Lewiston-Queenston Bridge (Queenston).
The following sections discuss each mode individually in terms of existing conditions,
constraints, future conditions and specific problems identified.
4.3.1
Truck
The inter-regional road system is the primary distribution mode for goods movement in
the area. Information from the MTO Commercial Vehicle Survey indicates that the
majority of the inter-regional truck movements on the QEW are international and more
than half of these commercial vehicles are travelling less than 500 kilometres. Trucks
crossing the Niagara border are generally headed to/through the GTA. Exhibit 4-18
shows the daily commercial vehicle trip activity within the Study Area and beyond,
showing that truck flows are concentrated on the QEW from the U.S. border at Fort Erie,
and truck volumes remain heavy toward the GTA on the QEW. Highways 401 and 403
also carry substantial truck flows within the Study Area. The substantial goods
movement flows are also illustrated in Exhibit 4-19, with 2006 commercial vehicle
volumes exceeding 20,000 on some sections.
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Exhibit 4-18: Daily Commercial Trip Activity (2006)
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Exhibit 4-19: 2006 Commercial Vehicle Volumes
As shown in Exhibit 4-6 (Annual Average Daily Traffic - AADT) and Exhibit 4-7
(Summer Average Daily Traffic – SADT) in Section 4.2.2, the Study Area’s highways
that are most heavily used for commercial traffic, the QEW and Highways 403 and 401,
experience major congestion in 2006. This congestion is an issue for moving goods, as
trucks are the principal means of transporting goods in South-Central Ontario, and the
existing provincial highway system links to all major manufacturing centres and
international border crossings. Further, trucking provides connectivity between rail and
marine transport facilities using provincial highways and arterial road networks. The
problems associated with commercial vehicle goods movement by the inter-regional road
network are therefore of significant concern.
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Major congestion on the NGTA Corridor’s inter-regional road network will impact the
efficient movement of goods as the QEW and Highways 401 and 403 are the primary
roads used for commercial vehicle travel within and through the Study Area. In some
instances, longer distance commercial vehicle trips are shifting to the secondary road
network to avoid the congested areas on major highway routes.
Goods movement in and through the Study Area by commercial vehicles is expected to
continue to increase through to 2031. Truck movements across the Niagara Border are
expected to increase steadily, as shown in Exhibit 4-20. The total number of commercial
vehicles crossing the Niagara River “Gateway” bridges is forecast to almost double
between 2005 and 2031.
Exhibit 4-20: Trend of Commercial Vehicles Crossing the Niagara River “Gateway” Bridges
Trend of Annual Commercial Vehicles Crossing
the Niagara River "Gateway" Bridges
5,000,000
4,500,000
Commercial Vehicles
4,000,000
3,500,000
3,000,000
2,500,000
2,000,000
1,500,000
1,000,000
500,000
1980
1985
1990
1995
2000
2005
2010
2015
2020
2025
2030
2035
Year
Queenston-Lewiston Bridge
Peace Bridge
Total Commercial Vehicles
By 2031 truck volumes are expected to increase substantially throughout the Study Area,
with 2006 daily commercial vehicle volumes exceeding 20,000 on the majority of the
QEW, Highway 401 and Highway 403 (see Exhibit 4-21). It is expected that the
economic shift from manufacturing to distribution will also increase local, shorter
distance trips. This projected additional traffic is expected to result in increased
congestion, as shown in Exhibit 4-9 (2031 AADT) and Exhibit 4-10 (2031 SADT).
Highways 401 and 403 will remain heavily congested, and major congestion on the QEW
is expected to extend east to St. Catharines.
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Exhibit 4-21: 2031 Daily Commercial Vehicle Volumes
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Moving Goods – Truck Problems
The problems for commercial vehicles travelling in the Study Area are similar to those
for commuter travel by road. Four key problems emerged from research, consultation
and analysis for goods movement by the inter-regional commercial vehicle system:
• Major congestion is forecast for much of the
Growing congestion and
increased travel times, during
rush hour and when affected by
non-recurring incidents
.
QEW, Highway 403 and Highway 401
• Demand is anticipated to exceed capacity with
substantial capacity shortfalls (in equivalent
lane deficiencies):
• QEW – 2 to 6 lanes between Garden City
Skyway and east of Bronte Rd.
• Hwy 403 – 2 to 4 lanes between Fiddler’s
Green Rd. and Hurontario St.
• Hwy 6 – 2 lanes north of Hwy 5
• Non-recurring incidents (e.g., accidents/ poor
weather/ construction) contribute to high levels
of congestion
• There is a lack of alternate higher order routes
Limited options for by-passing
congestion
and sufficient redundancy in highway
infrastructure
• The QEW is the only major highway
connecting the GTA to Niagara and the U.S.
border
• Inadequate connections result from a lack of
Insufficient road and intermodal connections between
Urban Growth Centres,
commercial centres and intermodal facilities
infrastructure and congestion on existing
facilities
• Lack of higher order connections can result in
circuitous routes and use of the regional and
local roads
• Lack of connections impacts the efficiency of
goods movement and can limit the effectiveness
of inter-modal facilities, such as HIA and the
Port of Hamilton
• Diversion can occur due to a lack of parallel
Diversion of inter-regional
trucks to local roads
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routes, to avoid congested routes or to avoid
unexpected delays (e.g., due to collisions)
• The lack of alternate routes suitable for trucks
can result in the use of regional and local roads,
causing community, social, noise and safety
concerns
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4.3.2
Rail
A number of rail lines provide services for goods movement within and through the
Study Area, including Canadian Pacific (CP), Canadian National (CN) and a number of
shortline railways. CP and CN provide Class I rail service in south central Ontario (i.e.,
they are the largest area freight railways, as classified based on operating revenue) and
Class II service is provided by the smaller railroad companies. Exhibit 4-22 shows the
rail connections in and around the NGTA Corridor. Inter-modal facilities are generally
located to the north and east of the Study Area in Peel and York Regions, and in the
NGTA Corridor at the Port of Hamilton. These facilities accommodate the movement of
freight between transportation modes. Typically, rail inter-modal transportation is used to
move bulk goods and containers, including forest products, chemicals, automotive
commodities and ores/minerals, as shown in Exhibit 4-23.
Exhibit 4-22: Existing Southern Ontario Rail Lines
Source: Railway Association of Canada – Railway Atlas, November 2004
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Exhibit 4-23: 2006 Ontario Exports by Rail, by Volume
Source: Transport Canada, Transportation in Canada 2007: An Overview, May 2008
Rail inter-modal traffic has grown significantly over the past ten years. This growth was
largely driven by marine imports to major east and west coast ports, while the success of
Southern Ontario short-haul routes has been limited. Exhibit 4-24 shows the recent
trends in CN and CPR inter-modal traffic, including increases in marine import and
export traffic that are carried by the railways.
Exhibit 4-24: CN and CPR Inter-modal Traffic
Source: Transport Canada, Transportation in Canada 2007: An Overview, May 2008
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Future projections for goods movement by rail show a steady increase in container
tonnage. Goods movement by rail is anticipated to continue to grow, driven largely by
growth in the volume of containerized units across Canada and the U.S., which is forecast
to grow significantly (see Exhibit 4-25).
Exhibit 4-25: Container Volume History and Forecast: Continental U.S. and Canada
Source: Extrapolation based on reported past rail tonnages (Transportation in Canada, 2007)
Generally, rail connections are in place between the Study Area’s Urban Growth Centres
(Milton, Oakville, Burlington, Hamilton and St. Catharines), as they are located on and
accessible to CN’s core routes along the lakeshore. Additionally, CP provides direct
connections on its corridors between all centres except St. Catharines, where an exchange
with CN would be required. Area rail connections to Urban Growth Centres are generally
adequate, although connections to HIA and its associated Airport Employment Growth
District have been identified as a significant opportunity.
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Moving Goods – Rail Problems
Analysis conducted for the current study, supported by background reports and the
findings from stakeholder consultation, indicates that two main future problems are
expected for inter-regional rail goods movement:
• Limited rail and road connections reduce
Rail-road inter-modal
connections and terminals are
limited in the NGTA Corridor
efficiency and viability of rail options and
increase travel times for deliveries
• The Airport Employment Growth District
(AEGD) and HIA would benefit from improved
rail connections
• Lack of inter-modal (rail-truck) terminals in the
Study Area may result in added truck volumes
through the NGTA Corridor
• Problems in the Hamilton area include potential
Operational constraints in some
locations limit rail options for
goods movement
4.3.3
conflicts between rail-based transit and freight
services:
• Restricted capabilities by CN and CP for
expansion of the rail network, with
additional land requirements for further
expansion
• Arrangements for recent new/expanded rail
transit through this area increase demands
on the system
• Rail expansion may be constrained by road
grade separations and the Welland Canal
• Road congestion at rail inter-modal facilities
increases travel times and can affect scheduling
to/from local customers
Air
Air transportation is typically used to ship high value, time-sensitive goods over long
distances. Products travelling by air include machinery/electrical goods, manufactured
goods, perishable foods, transportation equipment, medical supplies and plastic/chemical
products.
There are several air transportation services within and in close proximity to the Study
Area, as shown in Exhibit 4-26. The most significant area airport is the Hamilton
International Airport (HIA); its role has been growing to serve expanding regional freight
and passenger markets. Hamilton’s air cargo volume increased four fold between 1992
and 200315 and Hamilton has identified the airport as a top economic development
priority. Niagara District Airport and Welland Airport are smaller scale regional airports
15
Hamilton International Airport 2004 Master Plan Update, December 2004
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within the Study Area. In addition, there are four international airports less than one hour
outside of the Study Area: Pearson International Airport in Toronto, the Buffalo Niagara
International Airport in Buffalo, the Niagara Falls International Airport in Niagara Falls
New York, and the Waterloo International Airport. Each of these airports moves people
and goods.
Exhibit 4-26: Airport Locations
Looking to the future, global air cargo is anticipated to grow at a rate of 2-3 times that of
GDP growth (HIA Master Plan, 2004). HIA is well positioned to capture this growth in
the GGH, and projections for its air cargo tonnage indicate a steady increase in air cargo
through 2031, as shown in Exhibit 4-27.
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Exhibit 4-27: Hamilton International Airport Air Cargo Tonnage Projections
Historic Air Cargo Tonnage
2030
2028
2026
2024
2022
2020
2018
2016
2014
2012
2010
2008
2006
2004
2002
2000
1998
1996
1994
150000
140000
130000
120000
110000
100000
90000
80000
70000
60000
50000
40000
30000
20000
10000
0
1992
Tonnes
Air Cargo Tonnage through Hamilton
Ye ar
Source: Hamilton International Airport 2004 Master Plan Update, December 2004 (historical data only)
As air cargo movements increase into the future, ground transportation requirements will
also rise. Expected increases in road congestion will ultimately affect goods shipped by
air as trucking is required for some portion(s) of the journey. Therefore, the problems
associated with goods movement by commercial vehicles, discussed in Section 4.3.1),
also apply here.
Moving Goods – Air Problems
The major future problem associated with goods movement by the air transportation
system has been identified as follows:
• A lack of connections to area roadways increases
Limited multi-modal
connections to airports (roads
and rail) results in increased
dependence on the (often
congested) road network, and
limits options for goods
movement to markets/
suppliers
July 2009 DRAFT
pressure on the already congestion area road
network
• HIA’s road connections are expected to be
inadequate by 2031
• Connections between HIA, the Port of Hamilton
and the QEW are currently facilitated by lower
order (i.e., municipal) and constrained capacity
roads and this will become a problem as airport
growth occurs
• A lack of connectivity limits options for goods
movement to market/suppliers, which can result in
increased travel times and further increased
roadway congestion as air cargo movement
increases
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• The lack of rail connections directly serving the
airport and the planned Airport Employment
Growth District (AEGD) may also constrain the
growth of this economic hub
4.3.4
Marine
Marine transportation is generally used to carry bulk goods and containers, including
grain, coal, iron ore and steel, as well as general cargo and consumer goods. Typically,
this mode is used for long distance shipments of large quantities of goods, and is costeffective for long distance shipments compared to other transportation options. Key
marine facilities within the Study Area include the Port of Hamilton and the Welland
Canal, two of the most significant port features in the St. Lawrence Seaway system. In
2007 the Port of Hamilton handled approximately 11.8 million tonnes of cargo and was
visited by 750 vessels.16
The St. Lawrence Seaway is a deep waterway connecting the Atlantic Ocean to the Great
Lakes, extending from Montreal to Lake Erie, and the Welland Canal connects Lake
Ontario and Lake Erie. The Seaway can accommodate vessels with a maximum length of
225.5 m17 (within the global marine fleet a number of large container ships are over 300
m in length18). The NGTA Study Area’s marine transportation facilities (St. Lawrence
Seaway and Welland Canal) have a limited operating period as they need to close during
the winter season.
Marine transportation is generally used more for overseas trade than that with the U.S.19
Exhibit 4-28 shows Canada’s 2006 total marine import and export of commodities.
Canada-overseas marine exports were more than double those to the U.S., while Canadaoverseas marine imports were more than three times those to the U.S.
16
Hamilton Port Authority web site – http://www.hamiltonport.ca/commercial/cargostats.aspx
St Lawrence Seaway web site: http://www.greatlakes-seaway.com/en/seaway/facts/index.html
18
Container ship database http://containerinfo.co.ohost.de/
19
Transportation in Canada 2007 (May 2008)
17
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Exhibit 4-28: Total 2006 Marine Import and Export of Commodities
Source: Transport Canada, Transportation in Canada 2007: An Overview, May 2008
Trends in marine cargo traffic indicate a relatively consistent movement of goods by this
mode over the past fifteen years. As shown in Exhibit 4-29, the main commodities
transported on the St. Lawrence Seaway in 2007 are iron ore and grain.
Exhibit 4-29: St Lawrence Seaway Traffic by Commodity
Source: Transport Canada, Transportation in Canada 2007: An Overview, May 2008
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Goods movement by marine transportation can be limited by bottlenecks at locations that
interface with rail/trucking. As marine transportation eventually relies on trucking to
connect with suppliers and markets, the problems associated with goods movement by
commercial vehicles also apply to it.
Due to the global nature of marine shipping, capacity limitations around the world impact
the future potential of marine transportation within the Study Area. As seen in Exhibit
4-30, trends on the St. Lawrence Seaway are such that cargo tonnage is expected to
remain relatively consistent, fluctuating with western Canadian crop yields and demands
for coal.
Exhibit 4-30: Historical Marine Tonnage on the St. Lawrence Seaway
Historical
MarineTonnage
Tonnage on
on St.
Lawrence Seaway
Seaway
Historic Marine
St Lawrence
45,000
40,000
1000 Tonnes
35,000
Tonnage through the Welland Canal will likely remain
relatively constant, fluctuating with Western Canadian
crop yields and demand for coal.
30,000
25,000
20,000
15,000
10,000
5,000
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
0
Year
Montreal-Lake Ontario
Welland Canal
Source: Transport Canada, Transportation in Canada 2007: An Overview, May 2008 (historical data only)
* Trends based on extrapolation from reported past St. Lawrence Seaway shipments
There is potential for this flat growth trend to change by improved infrastructure and
policy measures for short-sea shipping (movement of cargo across the Great Lakes by
inland waterways, within the same continent). Such services could provide environmental
benefits and relieve highway congestion, and have been actively promoted in Europe by
the European Commission since the early 1990s. Transport Canada and the U.S.
Maritime Administration are investigating the feasibility of short-sea shipping across the
Great Lakes.
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Moving Goods – Marine Problems
Analysis, background reports and stakeholder consultation indicate that future problems
associated with goods movement by marine transportation are anticipated. Future
problems associated with goods movement by the marine transportation system are as
follows:
• Congestion can result in increased travel
Inadequate port to inter-regional
times for shipments and further roadway
road system connections and
congestion where rail-marine connections are
roadway congestion pose
unavailable
constraints on the effectiveness and
• Insufficient connections to the higher order
efficiency of marine transportation of
roadway network can result in the use of
goods
local and regional roads
• Early transfer from marine to rail and truck
can reduce the effectiveness of marine
transportation for goods movement to South
The St. Lawrence Seaway System
Central Ontario
cannot accommodate large ocean
• The result can be additional trucks shipping
vessels, which results in goods being
goods for longer distances than would be
transferred to rail or truck
required where vessels can reach ports farther
inland
• The Seaway’s limitations increase the
importance of multi-modal connections with
trucking/rail routes into the NGTA Corridor
The St Lawrence Seaway is closed
• The Seaway’s winter limitations increase
during winter, which limits the
dependence on rail and truck transportation
shipping season and can reduce the
into South Central Ontario
potential year-round customer base,
resulting in dependence on other
modes
4.4
SOCIAL, ENVIRONMENT AND ECONOMIC EFFECTS
The transportation problems associated with the inter-regional movement of commuters,
tourists and goods have wider implications for the implementation of provincial policies
relating to the community (a compact, vibrant and complete community), environment (a
protected environment) and economy (a prosperous and competitive economy). This
“triple bottom line” philosophy was used to categorize the overall study goals and is
discussed further in the context of transportation opportunities, in Section 6.
Community
•
Increased costs for moving goods are passed on to consumers.
•
Longer travel times result in reduced quality of life for commuters and lower quality
trip experiences (tourists).
•
Safety issues are intensified on congested roads.
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•
Trucks, commuters and tourists resort to using local roads to avoid congestion.
•
Community land use planning is influenced by transit availability.
Environment
•
Congestion increases air and noise emissions and fuel consumption.
Economic
•
Congestion reduces economic competitiveness and influences where businesses
locate.
•
Productivity is lost through extended travel time.
•
Effectiveness of inter-modal travel is impacted.
•
Tourist expenditures are reduced.
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