PRELIMINARY PLANNING FOR A TRANSIT PROJECT …...Aug 26, 2008 · The plan focuses on linking land...

JANE STREET LRT

PRELIMINARY PLANNING FOR A TRANSIT PROJECT ASSESSMENT STUDY

JANE STREET LIGHT RAIL TRANSIT (LRT)JANE STREET LIGHT RAIL TRANSIT (LRT)

Preliminary Planning for a Transit Project Assessment Study

August 26, 2008, 6:30 to 9:00 pm

and

August 28, 2008, 6:30 to 9:00 pm

PLEASE SIGN INPLEASE SIGN IN

Members of the Project Team are available to

discuss the project with you.

Please feel free to ask questions

and fill out a comment sheet.

Visit us at: www.toronto.ca/involvedVisit us at: www.toronto.ca/involved

WELCOME TO OUR PUBLIC OPEN HOUSEWELCOME TO OUR PUBLIC OPEN HOUSE

JANE STREET LRT


Purpose of Today’s Open House

� Present the study area

� Introduce the study objectives and the new Transit Project

Assessment Study process

� Present feasibility study results

� Present the study background and supporting planning

policies

� Provide the existing conditions

� Present alternative connections to York University

� Present the recommended transit technology

� Outline the next steps

Obtain your input on issues, problems and areas of concern

JANE STREET LRT

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Study Area

JANE STREET LRT


New Transit Project Assessment Process

We are currently in the Preliminary Planning phase, preparing for the Transit Project Assessment Study.

� New Ontario Regulation 231/08 under the Environmental Assessment Act provides framework:• Self-assessment process with the identification of potential environmental effects and

decision-making that will be completed within six months

• Through this process, the project is considered pre-approved

• During the process, the public has the opportunity to provide comments or objections on the recommendations. A final 30-day review period is provided upon completion

• If an objection is made, the Minister of the Environment can only act if there is a potential negative impact on a matter of provincial importance relating to the natural environment, or cultural heritage value or interest, or a constitutionally protected aboriginal or treaty right

� Transit Project Assessment Process is similar to the Municipal Class Environmental Assessment Process in that an assessment of potential effects, mitigation measures, documentation, and full public consultation will be completed.

� More information is available at: www.ebr.gov.on.ca

JANE STREET LRT

Pre

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To p

rovid

e h

igh q

uality

transit s

erv

ice in

the J

ane S

treet

corrid

or th

at:

�is

affo

rda

ble

and u

se

r friend

ly fo

r all

�m

akes tra

nsit a

more

attra

ctiv

e tra

vel o

ptio

n re

lativ

e to

the

priv

ate

au

to

�supp

orts

oth

er C

ity o

bje

ctiv

es s

uch

as g

ood

urb

an

desig

n, a

nd

cre

ate

s a

mo

re a

ttractiv

e w

alk

ing

and

cyclin

g e

nviro

nm

en

t

�re

spe

cts

oth

er ro

ad

use

rs, a

dja

ce

nt p

rop

ertie

s, a

nd

the

na

tura

l en

viro

nm

en

t

�supp

orts

the

City

’s g

row

th o

bje

ctiv

es o

f pro

vid

ing a

be

tter v

arie

ty a

nd

den

sity

of tra

nsit-o

rien

ted

deve

lop

men

ts

�im

pro

ve

s tra

nsit n

etw

ork

co

nne

ctio

ns fo

r the

en

tire C

ity

Stu

dy P

rocess

Study Objectives and Process

JANE STREET LRT


City Planning Policies

City of Toronto’s Official Plan

The City’s Official Plan supports continued growth in Toronto, but places greater emphasis on using available road space more efficiently to move people, rather than vehicles. Transit, walking and bicycle lanes in conjunction with providing a better variety and density of transit-oriented development are major cornerstones of the Official Plan.

The Official Plan’s Map 4: Higher Order Transit Corridors, and Map 5: Surface Transit Priority Network, identify Jane Street in our study area as part of the future transit network.

The study will be consistent with the policies and the objectives of the City of Toronto:

City of Toronto’s Bike Plan

The City of Toronto’s Bike Plan is a 10-year strategy that includes the implementation of infrastructure to create a bicycle friendly environment that encourages the future use of bicycles for everyday transportation and enjoyment. Through this study, bicycle lanes will be included along Jane Street wherever feasible.

The City’s transportation network will be developed to support increased transit priority over vehicles on selected corridors, including those identified on Map 5. Transit priority measures may include: reserved or dedicated lanes for transit; and, limiting or removing on-street parking during part or all of the day (Policy – 2.2 3h).

JANE STREET LRT


Related Transit Studies

JANE STREET LRT


Toronto Transit City LRT Plan (“Building a Transit City”)

In 2007, the TTC developed a plan which built upon the transit concepts from previous studies, including the Ridership Growth Strategy and the City’s

Official Plan. The plan recommends a widely-spaced network of electric light rail lines, each on its own right-of-way throughout the City, including the Jane Street LRT, extending from the Jane Subway Station to the proposed Steeles

Avenue West Subway Station.

The LRT lines reach all across Toronto, all connecting with the City’s existing and planned rapid transit routes. The intent is that no one should be

disadvantaged getting around Toronto if they don’t own a car.

The plan focuses on linking land use and transportation planning policies to create an effective strategy for accommodating the City’s future trip growth.

Ridership Growth Strategy

In support of the City’s Official Plan, the TTC prepared a strategy, that focuses on increasing service and improving the speed and reliability of the TTC, and identifies corridors for transit infrastructure investment. A key element of this strategy is transit in dedicated rights-of-way, separated from traffic.

The study will be consistent with the policies and the objectives of the Toronto Transit Commission (TTC):

TTC Planning Policies

JANE STREET LRT


Toronto Transit City LRT Plan

The plan is premised on developing a widely-spaced network of electric light-rail lines, each on its own right-of-way. The lines

reach all across Toronto, all connecting with the City’s existing and planned rapid transit routes.

In total, 120 km of service will be added over the entire city. Ultimately, the new lines could carry 175 million riders per year.

The Toronto Transit City LRT Plan is a bold vision

for public transit. It will allow us to tackle climate

change and reduce congestion while improving

service in all parts of the City.

-- Mayor David MillerMayor David Miller

In June of 2007, the Province announced, “Move

Ontario 2020”, a plan to fund 52 transit projects in

Ontario, including funding for the TTC’s Transit City

LRT Plan.

-- Premier Dalton McGuintyPremier Dalton McGuinty

JANE STREET LRT


Provincial Planning Policies

Provincial Policy Statement

� Transportation, transit and infrastructure facilities are to be planned to meet current and projected needs, providing for an efficient, cost-efficient, reliable multi-modal transportation system that supports long-term economic prosperity.

� Public transit and other alternative modes of transportation are to be supported to improve energy efficiency and air quality.

Policies – 1.6.6.1, 1.7.1 d), and 1.8.1 b)

Growth Plan for the Greater Golden Horseshoe

� Public transit will be the first priority for transportation and major transportation investments.

� Major transit station areas and intensification corridors will be designated in official plans.

� Major transit station area and intensification corridors will be planned to ensure the viability of existing and planned transit service levels.

� Major transit stations will be planned and design to provide access from various transportation modes including pedestrians, bicycles and passenger drop-off.

Policies – 2.2.5, 3.2.3

The study will be consistent with the policies and the objectives of the Province of Ontario:

JANE STREET LRT


Existing Environmental Conditions

Jane Street northbound to Eglinton Avenue

Natural Environment

� Black Creek is primary environmental issue, with six crossings

� Limited other natural heritage features within Jane Street corridor

� A Natural Heritage Existing Conditions study is underway, which will identify all major features, including their significance and sensitivity

Archaeology Resources

� Major preliminary findings include 36 registered sites within a two kilometer radius of Jane Street corridor; 6 of these located immediately adjacent to Jane Street. In addition, the Baby Point Archaeological Sensitive Area is located on the west side of Jane Street, south of St. Clair Avenue

� A Stage 1 Archaeological assessment is underway, which will identify known archaeological sites and determine areas with archaeological potential

Built Heritage and Cultural Landscape

� Major preliminary findings include: 4 built heritage resources (all listed on City of Toronto’s Inventory of Heritage Properties), none designated under Ontario Heritage Act; and 5 cultural heritage landscapes (2 listed on City of Toronto’s Inventory of Heritage Properties).

� A Cultural Heritage Resource assessment is underway, which will identify all potentially affected built heritage resources and cultural landscape resources that may be potentially impacted

Noise Assessment

� Noise sensitive receivers have been identified in the corridor Black Creek Crossing north of Hwy 401

JANE STREET LRT

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Existing Conditio

ns: Transit S

ervices

JANE STREET LRT

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Avenues & Urban Design

•Avenues

are

importa

nt

corrid

ors

alo

ng m

ajo

r stre

ets

where

re-u

rbaniz

atio

n is

antic

ipate

d a

nd e

ncoura

ged to

:

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ate

ne

w h

ou

sin

g a

nd

job

oppo

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ities

�im

pro

ve

pede

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n a

nd

cyclin

g e

nviro

nm

en

t

�im

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ve

the

loo

k o

f the

stre

et

�im

pro

ve

sho

ppin

g

oppo

rtun

ities

�im

pro

ve

transit s

erv

ice

for

resid

en

ts

•R

e-u

rbaniz

atio

n a

long

Avenues is

to ta

ke p

lace w

hile

pro

tectin

g s

urro

undin

g s

table

neig

hbourh

oods

•T

he Avenues

polic

ies w

ill

apply

to s

egm

ents

of J

ane

Stre

et a

s s

how

n

JANE STREET LRT

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Existing Land Use

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Offic

ial Plan

Land Use

•Lan

d u

se d

esig

natio

ns

with

in th

e J

ane S

treet L

RT

stu

dy a

rea in

clu

de:

�N

eig

hbourh

oods

�A

partm

ent

Neig

hbourh

oods

�M

ixed U

se A

reas

�P

ark

s a

nd O

pen S

pace

Are

as

�In

stitu

tional A

reas

�E

mplo

ym

ent A

reas

�U

tility C

orrid

ors

Ja

ne

Stre

et n

orth

bo

un

d to

Tre

the

we

yD

rive

Land Use Plan

Maps 14, 15, 16

JANE STREET LRT

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Future Population & Employment

and Transit D

emand

Based on the growth in population and employment

projected for th

is corrid

or, a

nd the future forecast

travel patterns in this area, th

e peak hour demand is

estim

ated to be 1,700 to 2,200 passengers (2031) at th

e

busiest point along the route.

Employment Growth (2001 –2031)

Population Growth (2001 –2031)

JANE STREET LRT


Alternative Transit Solutions

� Electric powered rail vehicles

� Fully exclusive right-of-way

� No influence from any other traffic

� Carries very high volumes of people

Subway / Rapid Transit Technology (SRT)

� Electric powered rail vehicles

� Partially exclusive right-of-way (dedicated lanes)

� Traffic crossings at signalized intersections

� Carries medium to high volumes of people

Light Rail Transit (LRT)

� Diesel or hybrid powered buses

� Partially exclusive right-of-way (dedicated lanes)

� Traffic crossings at signalized intersections

� Carries medium volumes of people

Bus Rapid Transit (BRT)

JANE STREET LRT


Screening of Alternative Transit Solutions

� The forecast travel demand in this corridor is estimated to be 1,700 to 2,200 passengers per hour (2031) at the busiest point along the route

� Subway and Rapid Transit Technology (SRT) do not cost-effectively address the forecast demand.

� As such, Subway and SRT technologies were not carried forwarded as an alternative transit solution.

� BRT and LRT were carried forward for further evaluation.

Transit Technologies

2031 Forecast Demand

1,700 – 2,200

�� Carried forwardCarried forward

�� Carried forwardCarried forward

Not carried forward Not carried forward xx

Not carried forward Not carried forward xx

JANE STREET LRT


Advantages

Cost: BRT facilities and vehicles cost much less than LRT.

Flexibility: Separate branches of a bus route can enter and exit the BRT right-of-way at

various locations.

DisadvantagesComfort: BRT is less comfortable than LRT because the vehicle is not ‘fixed’.

Air Quality: BRT results in emissions, though reductions possible with hybrid electric

technology.

Capacity: BRT vehicles are smaller than rail vehicles and have less carrying capacity

than LRT.

BRT has reduced carrying capacity in congested right-of-ways such as Jane

Street.

Higher BRT capacities would only be feasible with the addition of by-pass

lanes to allow buses to pass one another at stops.

Operations: The forecast demand would require over 30 buses per hour (approximately 1

bus every 2 minutes, assuming articulated buses), which may result in buses

catching up and ‘bunching’.

Road Design: There is not sufficient space for a 3.5 m by-pass lane in the Jane Street right-

of-way while providing a “comfortable” walking environment, bicycle lanes,

four through lanes and left turn lanes for traffic.

BUS RAPID TRANSIT (BRT)

Transit services are designed using “load standards” – the average number of people per vehicle on a route, for e.g. 54 on a standard bus. These standards recognize that loads will be uneven, and allow room on the vehicle for circulation.

Sta

nd

ard

Bu

s

Art

icu

late

d B

us

Do

ub

le S

ize

d B

us

Evaluation of Bus Rapid Transit (BRT)

Bus Frequency Based on a

Peak Point Demand of 2,200

People

1.50

2.03

2.72

0

0.5

1

1.5

2

2.5

3

Bus Type

Bus Frequency (min)

BRT would not adequately accommodate the forecast peak hour demand of 1,700 – 2,200 passengers (2031) and address other City objectives (i.e. attractive walking and cycling environment). BRT is not the preferred Transit Solution.

Sta

nd

ard

Bus

Art

icula

ted B

us

Do

uble

Siz

e B

us

JANE STREET LRT


Advantages

Comfort: Quiet ride.

Air Quality: No emissions on the street.

Capacity: LRT has a much higher carrying capacity than BRT.

The new Light Rail Vehicles that will be designed for the TTC will comfortably carry an average of 130 people.

A peak point demand of 2,200 passengers per hour would require a vehicle about every 3 minute, 30 seconds.

This frequency would be difficult to operate and avoid vehicle ‘bunching’. Therefore, when approaching this demand, the Light Rail Vehicles would be ‘coupled’ together and operated in pairs, so that the time between vehicles would be about 7 minutes, which makes for a more-manageable operation.

Land Use: Preferred with respect to ability to create transit-oriented development in the corridor.

Disadvantages

Cost: Higher initial capital cost compared to BRT.

LRT is the recommended Transit Solution as it would accommodate the forecast demand, including providing flexibility for future growth, and be more effective than BRT in supporting the City’s vision of creating vibrant mixed-use communities and neighbourhoods.

Based on a review of BRT and LRT experience in the U.S., a recent study by the Region of Waterloo concluded:

“Rail transit … is recognized to be a planning tool that can support and encourage the development of more sustainable land use patterns LRT, like subways, has been shown to influence land development in part because, being tied to tracks, it is both distinct and perceived to be permanent“.

Evaluation of Light Rail Transit (LRT)LIGHT RAIL TRANSIT (LRT)

JANE STREET LRT


� larger capacities – about twice as long

as the existing streetcars in Toronto

� full accessibility – low-floor vehicles with

level loading from the on-street platforms

� loading from all doors – significantly

reduces the time spent serving stops

� operator cabs at both ends – the vehicle

can operate in either direction and not

require a loop to turn around

� inside storage for bicycles

� a modern “European-style” design –

some typical examples are shown

Recommended Transit VehicleTypical Modern LRT Vehicles

The TTC recently released a Request for

Proposals for the design and supply of a new

Light Rail Transit (LRT) Vehicle for Toronto.

The LRT vehicles used on the Jane Street

Corridor will have:

AMSTERDAM, NETHERLANDS MONTPELIER, FRANCE

STOCKHOLM, SWEDEN STRASBOURG, FRANCE

JANE STREET LRT


Noise and Vibration

� Elements of Streetcar Noise and Vibration:• Track conditions

• Travel over switches / rail joints

• Curves (i.e. “wheel squeal”)

• Speed of operation

� Features of the New LRT Tracks:• Increased rail life to 25+ years

• Reduced need for regular track maintenance

• Minimal “corrugation” after 12 years

• Continuously welded rail eliminates the use of rail joints, providing a smooth operation

• Rubber sleeve isolates rail from concrete and helps reduce noise and vibration

� Streetcar Noise and Vibration on Straight LRT Track:• Old track resulted in high end noise level of approx. 100 decibels

• New track technology has reduced high end level to less than 80 decibels, typical of lower end of busy street noise

• Minimal noise and vibration at distances greater than 12 metres

• Transit City routes will use double end cars that eliminate need for loop operation

JANE STREET LRT


Design of the Recommended Jane Street LRT will involve:• Dedicated LRT lanes along the centre of the road between Steeles Avenue and the

future Spadina Subway Extension to the north, and the existing Bloor-Danforth

Subway to the south

• Traffic able to cross LRT lanes only at signalized intersections,

restricting properties to right-in/right-out access

Key benefits:• Affordability

• Makes transit a more attractive travel alternative to the private auto, particularly in the future with increased travel demand and congestion

• Supports the City’s objectives, for development in the corridor and related to urban design and providing a more attractive walking and cycling environment

Recommended Transit Solution

Jane Street southbound to Finch Avenue

JANE STREET LRT

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Feasib

ility S

tudy c

onsid

ere

d:

�L

RT

at g

rad

e (i.e

. at s

am

e le

ve

l as e

xis

ting

roa

d)

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lon

g th

e c

en

tre o

f Ja

ne

Stre

et

�T

wo

traffic

lan

es in

ea

ch

dire

ctio

n (4

lan

es to

tal)

with

left-tu

rn la

ne

s a

t sig

na

lize

d in

ters

ectio

ns

�S

top

s a

t sig

na

lize

d in

ters

ectio

ns.

�B

ike

lan

es

Majo

r Impacts

were

identifie

d:

�Property:

•Bloor to

Wilson

: Th

e d

esig

na

ted

roa

d rig

ht-

of-w

ay is

na

rrow

, po

sin

g s

erio

us re

stric

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s

for s

urfa

ce

LR

T. T

he

re w

ou

ld b

e s

ign

ifica

nt

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rty im

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an

d th

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alte

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tive

d

esig

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on

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•Wilson to Sheppard

: Th

e e

xis

ting

roa

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ht-

of-w

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ose

s s

pa

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restric

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rface

L

RT

. Th

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ma

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ino

r pro

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pa

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.

•Sheppard to Steeles

: Th

e e

xis

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roa

d rig

ht-

of-w

ay is

su

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ntly

wid

e to

acco

mm

od

ate

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rface

LR

T.

�Structures (B

ridge

s &

Cu

lve

rts)

wo

uld

req

uire

stre

ng

the

nin

g, w

ide

nin

g o

r rep

lace

me

nt.

�Utilitie

s: s

om

e u

nd

erg

rou

nd

se

rvic

es w

ou

ld

req

uire

relo

ca

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, an

d o

ve

rhe

ad

s w

ou

ld re

qu

ire

relo

ca

tion

/un

de

rgro

un

din

g.

Feasibility

Study Findings

JANE STREET LRT

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Designing the Jane Street LRT

Exis

ting T

ypic

al S

ectio

n: 3

6m

RO

W

Pro

posed T

ypic

al S

ectio

n w

ith L

RT

: 36m

RO

W

JANE STREET LRT


Optional Designs in Restricted Right-of-Way Areas

� Alternative roadway cross-sections:

• Reduce total number of traffic lanes from four to two (one lane per direction)

• Restrict/remove on-street parking

• Narrow sidewalks, no bike lanes

• At intersections, some additional property will be required for left-turn lanes and transit

stop platforms

� Alternative at-grade LRT operating strategies:

• Single-track

• Curb-loading

� Below-grade alignment (tunnel):

• Impacts to Jane Street, adjacent property, and traffic operations during construction

• At underground stations, some additional property, may be required for structures,

ventilation, and access

• Fewer long-term impacts to existing buildings compared to at-grade alignment

• High construction costs

JANE STREET LRT


Stop LocationsLRT stops are selected based on the right balance between:

� good local access

� high route speed

The higher the speed of travel, the longer the distance between stops. Examples of average stop spacing versus route speed:

TWO PHILOSOPHIES FOR LRT STOP SPACING

Scenario 1:LRT stops every 800 metres

Design stops like a ‘surface subway’ with infrequent bus

service (e.g. every 20 minutes) serving close bus stops in

between. At LRT stops, customers transfer to centre LRT

platform from side of road bus stop.

Scenario 2: LRT stops every 400 metres

No infrequent parallel local bus service.

18.4 km/h267 metresJane Street Bus Route

36 km/h1225 metresYork Mills to Bloor: Yonge Subway

31 km/h975 metresYonge-University Subway

14 km/h280 metresSpadina Streetcar

Route SpeedAverage Stop SpacingExample

JANE STREET LRT


TTC developed a micro-simulation model during the Sheppard East LRT study to evaluate the 2 scenarios with the following results:

Scenario Stop Spacing Route Speed

1 800 metres 26-27 kph

2 400 metres 22-23 kph

Scenario 1 (800 m stop spacing, infrequent parallel bus service) was not selected because:

� The full impact of the increased speed of the LRT applies only to those walking directly to LRT stops. Those boarding local buses at bus stops in between LRT stops have a shorter walk, but a longer wait for service and a transfer to the LRT after a very short bus ride.

� 800 metre spacing did not achieve as great a speed advantage as expected – while the LRT stopped less often, the time for customers to board took twice as long per stop (same number of passengers collecting at half the stops) and the LRT still had delays due to red lights at signalised intersections in between stops (though the model accounted for signal priority to reduce such delays).

Stop Locations

JANE STREET LRT

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Potential Stop Locations

Proposed LRT stop spacing

Surface Stops: a

verage 500m

Underground Stations: average 1km

Proposed stops & stations will b

e at

signalized intersections.

Ste

ele

s A

ve/J

ane S

t

Ste

ele

s/M

urra

y R

oss P

ark

way

Ste

ele

s/N

orth

West G

ate

Surface

LRT

Mixed

Surface &

Underground

LRT

S/U

G

S

S/U

G

S

S/U

G

S

S/U

G

S/U

G

S/U

G

S

S/U

G

S

S/U

G

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or S

t (Exis

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ane S

ubw

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aby P

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t Rd

St. J

ohns R

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taff

Ave/ G

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on A

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Heath

row

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pur

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woods

Gate

/Firg

rove

Cre

s

Yew

tree

Blv

d/F

irgro

ve

Cre

s

Fin

ch A

ve W

York

Gate

Blv

d/S

trong C

ourt

Driftw

ood A

ve/M

ilo P

ark

Gate

Shore

ham

Dr

SSS

Stop/Station Location

S –

Surfa

ce S

top

UG

–U

nderg

round S

tatio

n

OR

SURFACESURFACESURFACE

SURFACEUNDERGROUND

JANE STREET LRT

Pre

limin

ary

Pla

nnin

g fo

r a T

ransit P

roje

ct A

ssessm

ent S

tudy

Typical LRT Stop Layout

Pro

posed T

ypic

al In

ters

ectio

n L

ayout

JANE STREET LRT


Typical Turning Movement Restrictions

TRAFFIC MOVEMENT WITH LRT OPERATION

EXISTING CONDITIONS

JANE STREET LRT


Options being considered:

1A) Steeles Avenue connection:

Continue northbound on Jane

Street, then eastbound on

Steeles Ave to Steeles West

Station

1B) Murray Ross Parkway

connection:

Eastbound on Shoreham Drive

from Jane Street to Murray Ross

Pkwy to Steeles Ave to Steeles

West Station

1C) Northwest Gate connection:

Eastbound on Shoreham Drive

from Jane Street to Ian

MacDonald Blvd to Northwest

Gate to Steeles West Station

Connections to Proposed Steeles West Subway Station

JANE STREET LRT


Next Steps� Develop evaluation criteria

� Evaluate the alternative designs for each

section of the Jane Street corridor

� Evaluate connection options to future

Steeles West Station

� Evaluate connection options to

Etobicoke-Finch West, Eglinton

Crosstown and St. Clair lines

� Identify preferred design

� Refine design concepts along the corridor

� Identify potential effects associated with

preferred design and identify proposed

mitigation measures

� Confirm any amendments needed to the

City of Toronto Official Plan to implement

the preferred design

� Plan for the next series of Public Open

Houses (Fall 2008)

There are five ways to provide your

comments:

1. Hand in your Comment Sheet before

you leave tonight

2. Email: [email protected]

3. Phone: (416) 392-6900 (24 hours)

TTY: (416) 397-0831

4. Fax: (416) 392-2974

5. Mail: Jane Street LRT

Public Consultation Unit

Metro Hall, 19th Floor

55 John Street

Toronto, ON M5V 3C6

Comments are to be submitted by

September 12, 2008

We want to hear from you!

PRELIMINARY PLANNING FOR A TRANSIT PROJECT …...Aug 26, 2008 · The plan focuses on linking land...

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