MP - Chapter 7 - Roads Transit and Parking.pdf

8/18/2019 MP - Chapter 7 - Roads Transit and Parking.pdf

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7C H A P T E R

R O A D S , T R A N S I T A N D P A R K I N G

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7.3.1 Roadway Access

The Airport has excellent connec-tivity with the provincial highway system serving southern Ontario(see Figure 7-1) including directaccess from Hwys 409 and 427.On the east side, secondary accessto the main passenger terminalarea is provided from AirportRoad and Silver Dart Drive, whileon the west side, Convair Drive,Britannia Road and Courtneypark Drive provide access to the Ineldcargo area.

In conjunction with the opening of the rst phase of Terminal 1 in2004, several internal roadway modications and improvements

were made. For instance, the por-tion of Hwy 409 between Hwy 427 and Airport Road was pur-chased by the GTAA and recon-structed into a core/collectorsystem. This improvement pro-vides a separation between the

Chapter 7 > R OADS , T R A NS I T A N D P AR KI NG

R O A D S , T R A N S I T A N D P A R K I N G

Chapter 7

7 . 1 I N T R O D U C T I O N

The Toronto Pearson International Airport ground transportation sys-tem provides a link between thepassenger terminal facilities andthe Greater Toronto Area (GTA)transportation network.

This chapter describes the existing

groundside facilities and currentgroundside system users. Existing and future demands are describedalong with proposed infrastructureimprovements and initiativesintended to address the long-termgroundside demands.

7 . 2 G R O U N D S I D E

P L A N N I N G O B J E C T I V E S

In order to meet the future ground-side demands for the Airport, theGTAA will focus on the following planning objectives:• Remain committed to sustain-

able environmental solutions totransportation; as such, theGTAA views improving transitaccess as an important element tothe future of the Airport.

• Ensure that integration betweenthe Airport’s groundside systemand the GTA road and transitnetworks is addressed as a pri-mary consideration. As the GTA population grows and trafc con-gestion increases associated with

this population growth, integra-tion with transit and transporta-tion demand managementinitiatives will become increas-ingly important to improveaccess to the Airport and makeuse of the Airport as an inter-modal facility.

• Given the extensive inventory of

the Airport’s groundside facilities,ensure maximization of eachfacility. New facilities will beplanned and scheduled to meetfuture demand only as required.

• Continue to be an active partici-pant in GTA road network plan-ning and continue to fostergood working relationships withprovincial, regional and munici-pal authorities to ensure efcientplanning for all stakeholders.

7 . 3 E X I S T I N G G R O U N D S I D E

I N F R A S T R U C T U R E A N D

S E RV I C E S

Since taking responsibility for themanagement and operation of the Airport in 1996, the GTAA hasmade several major improve-ments to the groundside sys-tem. This section describesthe various elements of thegroundside system.


3/23Chapter 7 > R O A D S , T R A NS IT A ND P A RK IN G

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trafc destined to the Airport andregional trafc (see Figure 7-2).

7.3.2 Parking Facilities

Public Parking A number of parking locations areavailable to meet the publicdemand (see Figure 7-3). Parking

garages are provided at Terminals 1and 3. The Terminal 1 Parking Garage is an eight-level structurecontaining approximately 9,000public parking spaces. TheTerminal 3 Parking Garage is a ve-level structure containing approximately 4,200 public park-ing spaces. Valet parking is

currently available at theTerminal 1 departures curb.

A reduced rate remote parking facility is also available across Airport Road in Area 6A. This is a surface lot with approximately 2,400 spaces. The Airport Automated People Mover orLINK Train provides passenger


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FIGURE 7-2Airport Hwy Access



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transfer from the Reduced RateParking Lot to Terminals 1 and 3.

A 50-space cellphone lot is locatedin Area 6B and is accessed fromNetwork Road. This is a vehiclestaging area provided for drivers topark and wait until their party isavailable for pick up at the arrivalscurbs. Drivers staging in this area are required to remain in theirvehicles.

In addition, several private park-ing facilities are available for pub-lic parking within close proximity to the Airport. Those private fa-cilities provide passenger transferto the Airport’s passenger terminalsby bus.

Employee Parking Approximately 7,000 parking spaces are available for employeesthroughout the Airport. Terminalemployee parking is provided in Area 6B at Viscount Road (approxi-mately 4,000 spaces). Terminal 1employees are temporarily parking in the old Terminal 2 Parking Garage until 2009 when a new

parking structure will be availablein Area 6B adjacent to the ViscountRoad LINK Train Station.

On the west side of the Airport, a total of 750 spaces are provided off Britannia Road for employees of the Ineld cargo facilities. Anadditional 450 spaces are also pro-vided at the Cargo 1/2 facilities.On the south and west sides of the Airport, a number of smaller park-ing lots provide parking for GTAA staff along Convair Drive andBritannia Road.

7.3.3 Rental Car Facilities

Parking garages at Terminals 1 and3 accommodate a rental car ready-return area on the ground level.Each of the ve rental car compa-nies use their own off-site facilitiesfor washing and refuelling.

7.3.4 Commercial VehicleHolding Area (CVHA)

A consolidated commercial vehicleholding area (CVHA) provides a staging area for taxis, limousines,pre-arranged vehicles and charterbusses. This area also serves as

a dispatch centre for taxis and limousines using an AutomatedVehicle Identication (AVI) sys-tem. The CVHA is located adja-cent to Terminal 3 along AirportRoad and has direct roadway con-nections to Terminals 1 and 3 (seeFigure 7-3). It is also easily accessi-ble from all access roadways intothe Airport.

Hwy 401

Terminal 1 Parking Garage



7.3.5 LINK Train

The LINK Train is an automatedpeople mover (APM) system thatopened in July 2006 (see Figure7-4). It connects Terminal 1,Terminal 3 and the Reduced RateParking Lot facilities. The cable-

pulled trains travel the 1.4 kmdistance between all three stationsin approximately 3.5 minutes.

7.3.6 Public Transit

A number of transit services areavailable to airport users. GO

Transit, Mississauga Transit andthe Toronto Transit Commission(TTC) all provide regular scheduled bus transit servicesto the Airport.

GO Transit provides serviceto Terminal 1 on an east-west



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bus service route taking passengersbetween central stops in Bramalea,Brampton and North Toronto,including the Yorkdale and York Mills subway stations.

Mississauga Transit operates a service to the terminals from theSquare One Shopping Centre and Westwood Mall (in Malton) withstops along the way. In addition,Mississauga Transit serves theIneld area on the west side of the Airport.

The Toronto Transit Commission(TTC) operates several servicesto the Airport including the192 Airport Rocket with servicefrom the Kipling subway stationand the 58A route with service

from the Lawrence West subway station.

7.3.7 Other GroundTransportation Services

The Airport is served by many out-of-town bus, van and shuttle

operators who typically providepre-arranged transportation services to passengers that needto travel further distances acrossOntario and between Torontoand Detroit.

Pacic Western Airport Expressprovides scheduled service todowntown Toronto. This serviceincludes stops at the downtownbus terminal as well as severalmajor downtown hotels.

7 . 4 E X I S T I N G T R A F F I CD E M A N D A N D U S E R

P R O F I L E S

7.4.1 Roadways

On a typical day, approximately 65,000 inbound vehicle trips aremade on the Airport’s groundsideroadway network. The majority of these trips (82 per cent) are made

to the main terminal area whilethe rest are to the various cargoand airport support facilities.

Terminal 3 Parking Garage

FIGURE 7-4LINK Train


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Figure 7-6 shows the typical distri-bution of total trafc accessing the Airport throughout the day.

The majority of trips to the mainterminal area are from Hwys 409and 427 (68 per cent) while

Chapter 7 > R OADS , T R A NS I T A N D P AR KI NG

Jetliner Road and Silver DartDrive account for the remainder(32 per cent).

Table 7-1 shows the breakdown of different modes of transportationused to access the Airport by

passengers. The primary mode of ground transportation is privatevehicles, followed by taxis andlimousines, rental cars, courtesy vehicles, out-of-town busses, andmunicipal transit.



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Vehicle trips made outside of themain terminal area (cargo and air-port support facilities) are alsopredominately private vehicles(72 per cent). Single unit trucksaccount for about 27 per cent of that trafc while multiple-unittruck trafc accounts for 1 percent. The overall vehicular mode

split for airport employees is pre-dominantly private vehicles (94%)but with a signicantly higherpublic transit component (6%) incomparison to passenger trafc.

The number of air passengers pervehicle varies between modes. On

average, private vehicles carry 1.5air passengers. This factor is 1.4for taxis and limousines and 1.7for rental cars.

The origin and destination of vehicular trips to and from the Airport is widely dispersed aroundsouthern Ontario. The majority of passenger trips are to and from theGreater Toronto Area (82 percent), 17 per cent are to and fromOntario but outside of the GTA,and 1 per cent to and from theUnited States. Of the trips that arebased in the GTA, more than half (56 per cent) are from the City of Toronto, 15 per cent from theCity of Mississauga, 4 per centfrom each of the City of Brampton

and the Town of Markham, and3 per cent from each of the Townof Oakville and the City of Vaughan with the remaining 15 per cent from other GTA com-munities. The average trip lengthto the Airport is 24 km.

The geographical distribution of trips to and from the cargo facilitiesis more concentrated. Approxi-mately 61 per cent of trips origi-nate or terminate less than5 kilometres away and 86 per cent

of all trips are less than 10 km. About 5 per cent of all tripsinvolving the cargo facilities aredestined to and from the UnitedStates with the balance (9 per cent)destined to or from Ontario communities.

7.4.2 Parking

The terminal parking garagesaccommodate both short-termand long-term parking needs.Overall, as shown in Table 7-2,about 54 per cent of parkers are atthe Airport to meet or send off airpassengers. About 40 per cent of parkers are arriving or departing air passengers and 6 per cent areusing the parking garage for otherreasons such as for personal business at the Airport.

The capacity of a parking facility is highly dependent on the dura-tion or the length of time parkersoccupy a space in a facility.Depending on the parking pur-pose, parking duration varies signicantly. On the whole,

VEHICULAR MODE SPLIT (PASSENGERS)Mode Mode Split, Per CentPrivate vehicles 58Taxis and Limousines 24Rental cars 9Courtesy vehicles 6

Out-of-town busses 2In-town busses (transit) 1

TABLE 7-1

Source: 2005 Ground Transportation Survey

Passenger Terminal Access Roads

PARKING PURPOSEParking Per centAir Passenger 40Meet Air Passengers 32Send Off Air Passengers 22Other – Business at Airport 6

TABLE 7-2

Source: 2005 Ground Transportation Survey

Total Traffic Accessing the Airport

FIGURE 7-6

V e

h i c l e s p e r

H o u r

Time of Day

0

1,000

2,000

3,000

4,000

5,000

6,000

0 :

0 0

1 :

0 0

2 :

0 0

3 :

0 0

4 :

0 0

5 :

0 0

6 :

0 0

7 :

0 0

8 :

0 0

9 :

0 0

1 0

: 0 0

1 1

: 0 0

1 2

: 0 0

1 3

: 0 0

1 4

: 0 0

1 5

: 0 0

1 6

: 0 0

1 7

: 0 0

1 8

: 0 0

1 9

: 0 0

2 0

: 0 0

2 1

: 0 0

2 2

: 0 0

2 3

: 0 0

Source: 2006 Trafc Data Collection Program



the majority of garage users are short-term parkers.

Existing parking demand alsovaries signicantly by day of the week and by season. For planning

purposes, the annual 95th per-centile utilization is normally usedto forecast future demand. For2006, at Terminal 1, the annual95th percentile utilization was inthe order of 6,700 spaces and

approximately 3,300 spaces atTerminal 3. The Reduced RateParking Lot utilization was in theorder of 725 spaces.



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7 . 5 F U T U R E T R A F F I C

D E M A N D

7.5.1 Roadway Access –Terminal Area

The trafc growth that will begenerated on the groundside sys-tem is forecast to be proportionalto the growth in passenger trafc.Signicant improvements havebeen made to the groundside sys-tems as a result of the develop-ment of Terminal 1. Thoseimprovements are expected to beadequate to accommodate theforecast demand in the short tomedium term.

Three main roadway improve-ments to the groundside systemhave been identied to accommo-date forecasted long-term demand(see Figure 7-7). Those improve-ments will be implemented only when warranted by demand.• Realignment of Hwy 427 and

Silver Dart Drive access to the Airport: This would be requiredfor the construction of Pier Hand the associated apron areas. As part of this work, JetlinerRoad would be removed and itsintersection with Airport Road would be relocated farther eastadjacent to the Hwy 427 south-bound on-ramp.

• Directional ramp from Hwy 427 northbound to Hwy 409 westbound: This will be requiredonly when the current accessfrom Hwy 427 northboundreaches capacity. At that point,all highway access to the Airport would be via Hwy 409.

• Terminal 3 outbound basket weave:It is expected that theoutbound roadway fromTerminal 3 will require a basket weave to separate the movementsfrom the terminal frontage roadsand Hwys 409 and 427.

The catchment area of airportusers extends well beyond the



GTA. As such, the quality of air-port access is highly dependent onroadway infrastructure under thecontrol of various provincial,regional, and municipal authori-ties. As ground access to the Airport is only part of the overallGTA transportation system, inte-gration with that greater trans-portation network is important.

Increasing congestion due to con-tinuing growth in regional popula-tion and economic activity isreducing accessibility to the Airport during peak periods. TheGTA is expected to grow by nearly 2.8 million people and over

1.4 million jobs between 2001and 2031 (Source: Places toGrow). This rate of growth willplace a tremendous strain on thetransportation infrastructure.

Persons travelling to and from the Airport currently experience con-siderable congestion during peak travel periods. On average, trips toor from the Airport tend to involve

longer distances and hence longertravel times than other trips withinthe GTA. Thus, trips destined forthe Airport will be disproportion-ately impacted by the effects of increased congestion. Afternoonpeak-period congestion is generally worse and more widespread than

morning peak-period congestion.Road-based accessibility to the Airport is projected to degrade sig-nicantly between the date of thisdocument and 2031. Figure 7-8shows the projected difference intravel time contours for afternoonpeak period access to the Airportbetween 2001 and 2031.

Figure 7-9 shows the projected

change in congestion indices formorning peak period travel to the Airport between 2001 and 2031.The congestion index is dened asthe ratio of congested travel time tofree-ow travel time. Forexample,a congestion index of 2.0 would



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indicate that the travel time during the peak period would be twice asmuch as during free-ow period.

As another measure of the impact

on accessibility to the Airport,Figure 7-10 shows that during themorning peak period in 2001,about 51 per cent of the GTA population is within a 30-minutetrip to the Airport. In 2031, only 29 per cent of the GTA popula-tion is expected to be within thesame 30-minute trip time.

Given the forecast level of conges-

tion in the GTA, a greater empha-sis in improving the transit modeshare to the Airport is required.Some other potential initiatives toaddress the issue of peak period

congestion are also discussed laterin this chapter.

7.5.2 Roadway Access –West Side

Trafc to and from the west sideof the Airport is somewhat lessthan originally anticipated. Thismay be due, in part, to loweroccupancy rates of the Ineld area.The current peak hour trafc isapproximately 500-550 vehiclesper hour (vph) in each directionand is expected to grow as shownin Table 7-3.

Under this level of projected ac-tivity, the current roadway accessto the Ineld area is expected tobe sufcient and will not requireany signicant improvements.Two potential long-term improve-ments have been identied to beimplemented only when war-ranted by demand:• Courtneypark Drive may be

widened and extended from the Airside Service Road over Spring Creek and under Runway 15R-33L and Taxiway Foxtrot, con-necting into the extension of

Britannia Road at the north endof the Ineld.

• The widening of Britannia Roadto four lanes from under Taxiway Mike to Convair Drive.

• A direct off-ramp may be pro-vided from westbound Hwy 401

connecting to Britannia Road. Although this option is identi-ed, it is important to note thatthe City of Mississauga hasexpressed a desire to extendCreekbank Road over Hwy 401and across the west end of the Airport. A possible off-rampfrom westbound Hwy 401 tothe extended Creekbank Road would provide a similar level of service to the west side of the Airport should it be warrantedby trafc volumes.

7.5.3 Parking Facilities

The growth in airport public park-ing demand is expected to be pro-portional to the growth in airportpassenger demand. At that rate,Terminals 1 and 3 parking facilitiesare expected to reach capacity inthe short term. The demand forterminal employee parking isexpected to grow at an annual rateof 2 per cent. Table 7-4 summarizesthe forecast public and terminalemployee parking demand.

TERMINAL PARKING DEMANDYear Public Employees2010 12,500 4,5002015 15,000 5,0002020 17,500 5,5002025 20,500 6,000

TABLE 7-4

0%10%20%30%40%50%60%70%80%90%

100%

150140130120110100908070605040302010

Accessibility to Toronto PearsonMorning Peak Period

FIGURE 7-10

F r a c

t i o n

o f T o

t a l P o p u

l a t i o n

Travel Time to Pearson (minutes)

2001 am 2031 am

51

29

Source: Airport Access Study (2005)

FORECAST INFIELD PEAK HOUR TRAFFICYear Inbound Outbound2010 760 6602015 855 7502020 950 8402025 1,045 930

TABLE 7-3

Commercial Vehicle Holding Area



In order to meet these demands,the following plan has been de-veloped (refer to Figure 7-11):

Terminal 1 Parking GarageExpansion: An expansion to the

west of the existing Terminal 1Parking Garage will providean additional 3,300 parking spaces. This additional capacity will be available when Pier Gis operational.

Terminal 3 Parking Garage:There are no future expansionopportunities at the Terminal 3Parking Garage.



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Area 6B Parking Garage: Thelong-term parking demand will

be met by the construction of a 7,500 space parking garage in Area 6B. This parking structure,to be connected to the ViscountRoad LINK Train station by a pedestrian bridge, is scheduled tobe operational by the end of 2009. Combined with surfaceparking, the total capacity of Area 6B will then be approxi-mately 9,500 spaces.

The Ineld area parking demand will continue to be accommodatedby a surface parking lot foremployees and visitors.

7.5.4 Commercial VehicleHolding Area

In early 2007, all Commercial

Vehicle Holding Area (CVHA)facilities were combined into a consolidated facility in the oval lotnear Terminal 3. While regulatory changes and mass transit mightchange the demand for taxis andlimousines, it is expected that the

long-term demand can be accom-modated at that location.

7.5.5 LINK Train System

The LINK Train is an automatedpeople mover (APM) system thatoperates within the airport prop-erty connecting the terminals withremote parking facilities. It con-sists of two independent trackseach with one train operating independently. The cable-pulledtechnology used for the APMprovides a total capacity of 2,150passengers per hour per direction(pphpd). This capacity is expectedto accommodate the long-term

demand. Provisions have beenmade in the design and construc-tion of the APM guideway toallow for the conversion of thecurrent technology to a self- propelled technology that would

allow signicantly more capacity when warranted.

The current APM technology alsohas expansion limitations. Theonly possible expansion to thesystem is a second station atTerminal 1 when Pier H is inplace, for a total of four stations.In addition, the trains may beexpanded from six cars to seven

cars to increase capacity to2,500 pphpd. The system cannotbe extended to the east beyondthe Viscount Road Station.

7 . 6 T R A N S I T I N I T I AT I V E S

The GTAA will continue to takea proactive role in addressing groundside accessibility and in-

uencing government plans toensure that both provincial andmunicipal interests are addressed while ensuring the integration of improved access to the Airport.

Access Roads, Parking Facilities & LINK Train Guideway

Approaching Terminal 1 LINK Train Station



The vision is to include higherorder transit links to accessToronto Pearson as a part of theoverall plan to enhance access in a sustainable fashion.

There is little opportunity toimprove roadway access beyond what is described in this docu-ment. Therefore the GTAA recog-nizes that greater integration withthe transit and road improvementsbeing proposed adjacent toToronto Pearson is imperative toeffectively accommodate thefuture demand. It is acknowledgedthat the current level of transitservice to the Airport must beimproved in comparison withother major airports in North America and beyond. As such, theGTAA will continue to work proactively with its provincial,regional and municipal counter-parts to make accessible transit tothe Airport a reality.

A number of transportation initia-tives are currently being planned

in the vicinity of Toronto Pearson.The following section describessome of those initiatives that areof specic interest to the GTAA.

7.6.1 Air Rail Link from theAirport to Union Station

This service, as originally proposedby private developers, would con-sist of a direct rail link betweenUnion Station andToronto Pearson.It would parallel the existing Georgetown commuter rail service,leaving the railway corridor near Woodbine Racetrack to reach the Airport at the Terminal 1 LINK Train Station. As proposed, theservice would operate every 15 minutes, with a total journey time of 22 minutes. The service isexpected to be operated by diesel

multiple unit (DMU) trains withpossible intermediate stops atBloor and Dundas West TTC subway stations, and another stopnear the Woodbine Racetrack.

The nal concept as of the date of this document is currently going through an Environmental Assess-ment process. The GTAA hashowever made provisions toaccommodate the air rail link atthe Terminal 1 LINK TrainStation by way of a platform-to-platform connection.

The GTAA supports a direct link from Union Station as it representsone of the best opportunities toimprove access to the Airport.

7.6.2 GO Transit Inter-RegionalBus Rapid Transit: MississaugaSegment

In December 2002, GO Transitannounced a proposal to intro-duce a 100 km Bus Rapid Transit

(BRT) spine facility extending from the Oakville GO Station tothe Pickering GO Station. This isillustrated in Figure 7-13.

Part of the GO Transit Inter-Regional BRT is the Mississauga Transitway segment, which wasapproved under the Environmen-tal Assessment Act in 1993 andaddendum in 2005. TheTransitway is proposed as a fully grade-separated roadway for exclu-sive transit operations with on linestations similar to rail transit sys-tems. The Mississauga BRT isillustrated in Figure 7-14.

At the end of the line, a gateway station would be located atRenforth Drive/Eglinton Avenue.The ridership on the Transitway would include riders fromMississauga destined to the Airport, northern Toronto,Toronto’s Central Business District(CBD) and the TTC Kipling subway station. The Renforth Station would be the logical transit hubfor these transfers due to its inte-gration with the Mississauga Transitway, the BRT Spine Line,the Eglinton West BRT Line andthe “higher order” transit servicesfocused on the Airport. Since1999, the GTAA has protected a corridor for transit to access the

LINK Train Station



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Airport from Renforth/Eglinton within its Land Use Plan.

The Mississauga segment of theinter-regional BRT network hasreceived federal and provincial

funding commitments to supportthe planned implementation of thefacility between the Mississauga City Centre and the RenforthGateway. In addition, the OntarioMinistry of Transportation

(MTO) has initiated the redevelop-ment of the Hwy 427 corridorreecting the need to incorporatetransit-priority improvements inthe design.



These initiatives will greatly enhance the accessibility of the Airport to the adjacent municipal-ities, and linkages of the RenforthGateway to the Airport wouldcomplement the planned invest-ment in the BRT facility and theHwy 427 expansion. As a result,

the Renforth Drive corridorbecomes a logical location todevelop transit service enhance-ments into the Airport.

In the short term, the GTAA willintegrate the terminal area withthe Mississauga Transitway (seeFigure 7-15). Transit signal priority

measures will be implementedalong the Renforth Drive andSilver Dart Drive intersections.

When warranted by demand, a separate system or a higher-qualityconnection, such as a BRT, couldbe implemented as a medium- tolong-term proposal.



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7.6.3 The Toronto TransitCommission (TTC) Transit CityLight Rail Plan

In March 2007, the TTCannounced their Transit City Light Rail Plan for a rapid transitexpansion in the City of Toronto.The plan identies six major corri-dors where rapid transit could be

introduced. Those corridors areshown in Figure 7-16.

Of particular interest are theEglinton Crosstown and theEtobicoke-Finch West corridors.

The Eglinton Crosstown corridorextends 31 km along Eglinton Avenue linking the Kennedy subway station in the east with the

Mississauga BRT in the west. Thecorridor would also connect withthe existing Bloor-Danforth, Yonge, Scarborough rapid transitand Spadina subway systems and with the proposed ScarboroughMalvern, Don Mills and Janelight-rail corridors. Connectioninto the Airport would be pro-vided from the Renforth/Eglinton



station as described in sec-tion 7.6.2.

The Etobicoke-Finch West corri-dor extends 18 km along Finch Avenue linking the Finch subway station with northern Etobicoke. Although the corridor ends atHwy 27, future expansion to thesouth and west could provideaccess to the Airport.

7.6.4 Other Provincial Initiatives

In June 2007, the Province of Ontario announced funding for

MoveOntario 2020, a 12-yearbuilding plan that will deliver52 rapid transit initiatives in theGTA and Hamilton areas. Of par-ticular interest to the Airport arethe following initiatives, some of which have been described inmore detail in previous sections:

• GO Bus Rapid Transit along Hwy 403 from Oakville GO railstation to Mississauga

• Mississauga Transitway west of Mississauga City Centre to

Winston Churchill Boulevard• Mississauga Transitway east of

Mississauga City Centre toRenforth Drive

• GO Bus Rapid Transit northwestToronto link from RenforthDrive to York University

• GO Bus Rapid Transit connectoron Hwy 427 from RenforthDrive to Hwy 407

• GO Bus Rapid Transit along Hwy 407 from Burlington toHwy 401

• GO Bus Rapid Transit along Hwy 407 from Hwy 401 toHwy 427

• GO Bus Rapid Transit along Hwy 427 from Hwy 401 to York University

• Toronto Pearson Air-Rail Link toUnion Station

• Eglinton Avenue Light RailTransit from Renforth Drive toKennedy Road in Scarborough

The MTO has recently openedtheir rst High Occupancy Vehicle (HOV) lanes on Hwys403 and 404 (southbound). Thesefacilities have been well received,and similar priority lanes are being considered on many 400-serieshighways in the GTA. Both theexisting and future freeway-basedHOV facilities are illustrated in

Figure 7-17.

The province also recently createdthe Greater Toronto Transporta -tion Authority (GTTA). One of the GTTA’s priorities is to developan integrated regional transporta-tion plan for local transit, GO



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Transit, and roads for the GTA and Hamilton.

The GTAA is encouraged by thecreation of the GTTA and sup-ports its mandate. The Airport will work proactively with theGTTA to contribute to its success.

7.6.5 Intermodal Terminal

An airport is a natural intermodalfacility. Conceptually an inter-modal terminal would become thefocal point of the Airport’s transit

services. Such a facility couldaccommodate a combinationof transit operations from localtransit to inter-city services.

The short-term strategy for inte-grating Toronto Pearson withother transit initiatives is to maxi-mize the use of the Ground Levelat Terminal 1 where a number of connections are already possible.Platform curb space is readily available to serve near-termrequirements including any con-nection to the BRT network via the internal road system which

provides efcient access to theroadways beyond the Airport.This location offers some addi-tional near-term capacity based onavailable curb space and thereduction in inter-terminal andparking shuttle busses associated with the introduction of the

LINK Train. Longer-term capacity could be increased with minimalconstruction and recongurationof the landscaped area adjacent tothe parking garage.



7 .7 TRANS PORTATION

D E M A N D M A N A G E M E N T

I N I T I AT I V E S

Transportation Demand Manage-ment (TDM) is broadly denedas “inuencing traveller behaviour

for the purpose of reducing orredistributing travel demand”.The primary purpose of TDM isto reduce the number of vehiclesusing the transportation network while providing a wide variety of mobility options for those who

need to or wish to travel. Toimprove airport access in thefuture, the GTAA supports TDMinitiatives such as the HOV con-cept of the Ministry of Transport-ation and the Smart Commuteprogram.


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7 . 8 C O N C L U S I O N

Over the last decade, the ground-side system at Toronto Pearson hasbeen signicantly improved. TheGTAA has built the platform nec-essary to meet the short- and long-term demands on its groundsidefacilities.

The new roadway network pro-vides exibility for integration with on-site facilities as well as with the external roadway network. As road-based congestionin the GTA increases, the need to

increase transit to the Airport isseen as a major objective.

Increased levels of transit can easily be accommodated withinthe Airport’s current groundsidesystem. The GTAA is committedto work with its partners andstakeholders to make this happen.

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MP - Chapter 7 - Roads Transit and Parking.pdf