FAQ

DRAFT TRANSPORTATION DEVELOPMENT SRATEGY

1.       What does the draft Transportation Development Strategy           Include?

The draft Transportation Development Strategy includes elements of Groups #1, #2, #3, and #4.

The first priority will be optimizing the existing network (Group #1), which will include an Active Traffic Management Study to improve the performance of the existing transportation system by improving highway efficiency. The Active Traffic Management Study will be developed based on examination of:

• Expanded use of bus bypass shoulders;
• Enhanced incident / congestion management;
• Expanded use of ramp metering;
• Provision of HOV / transit bypass lanes;
• Speed harmonization; and
• Contraflow lanes.

Group #1 also includes mechanisms to support Metrolinx and Smart Commute in expanding their Transportation Demand Management (TDM) programs.

The draft Strategy also includes recommendations to improve existing and/or provide new non-road infrastructure and transit (Group #2). These improvements build on the recommendations of The RTP and GO 2020. Initiatives identified by the study team include:

• Hamilton-Focused Inter-Regional Transit - radial transit services that bring commuters to Hamilton city centre from outlying areas;
• New Inter-Regional Transit Links between Western urban centres ("western web system"); and
• Improved connections between GO Transit services, other inter-city carriers, and other transit services.

In addition to the first priority Group #1 and Group #2 elements, the balanced Transportation Development Strategy includes strategic highway widening and longer term identification of new transportation corridor protection.

2.       What are the proposed roadway elements of the draft           Transportation Development Strategy?

The following is a summary of the strategic highway widening and new corridor protection strategies that are recommended to balance the optimization, non-roadway and transit recommendations that are the foundation of the draft Strategy:

Highway Upgrades (required in the short-term)

• QEW / Highway 403 Interchange - commence a planning study to provide a full freeway-to-freeway interchange at the QEW / Highway 403 interchange from all directions.

Continue Corridor Planning in the West Area

• Additional focused analysis to access and evaluate the relative advantages and disadvantages of widening of Highway 403 through Hamilton, a new corridor from Highway 403 to Highway 401 and a new corridor from Highway 403 to 407 ETR.

Strategic Highway Widening, Realignment and Upgrades (required in the medium- to long-term)

• Highway 401
• Widen to 10 lanes (including two HOV lanes) between the east junction of Highway 6 and the Town of Milton.
• Widen to 12 lanes (including two HOV lanes) between the Town of Milton and 407 ETR. Note: this is subject to the final recommendations of the GTA West study.
• 407 ETR
• Widen to eight lanes between the 407 ETR / Highway 403 / QEW interchange and Highway 403.
• Widen to six lanes between Highway 403 and Highway 401.
• Provide additional lanes on the "Freeman" interchange to improve lane balance throughout the interchange.
• Highway 403
• Add two HOV lanes between the 407 ETR / Highway 403 / QEW interchange and the east junction of Highway 6.
• Add two HOV lanes west of Highway 6 (New).
• Highway 6 (New)
• Widen to four lanes from Highway 403 to the Hamilton International Airport.
• QEW
• Widen to eight lanes (including two HOV lanes) between the 407 ETR / Highway 403 / QEW interchange and the Burlington Skyway.
• Add two HOV lanes over the Burlington Skyway to the Red Hill Valley Parkway.
• Add two HOV lanes from the Red Hill Valley Parkway to Highway 406.
• Widen to six lanes between Highway 405 and Highway 420.

The ultimate widening requirements will be determined at an early stage of the subsequent Class EA studies based on traffic analysis that is conducted to support these studies. If the findings of the Class EA studies differ from the recommendations in this draft Strategy, the findings of the Class EA studies will govern.

In addition to the highway widening described above, MTO will commence further study for operational improvements along Highway 403 through Hamilton and Highway 6 south of Highway 401:

• Operational Improvement Study along Highway 403 through the City of Hamilton
• MTO will continue to seek opportunities to make strategic operational improvements to the section of Highway 403 through the City of Hamilton which may require Class Environmental Assessment studies to address existing operational issues during the morning and afternoon peak periods. Strategies that may be considered include widening into the median, widening through structures at interchanges by reconfiguring on-ramps to remove existing ramp lanes under structures, and contra flow lanes.

New Multiuse Corridors (required in the long-term)

• MTO to proceed into Phase 2 of the Environmental Assessment to identify a preferred route for connecting Highway 406 in the Welland area to the QEW between Highway 420 and Fort Erie.
• Subject to the results of the additional corridor planning in the West Area a route planning study may be initiated in the medium term to identify the preferred route (if one of the new corridors is selected) or a Class EA study initiated (if widening Highway 403 through Hamilton is selected).
• MTO to monitor growth patterns and transportation system performance to determine when a new transportation corridor between Hamilton and Welland will be required. Planning for this new corridor will commence as determined by the monitoring.

3.       At PIC #4, a connection to Highway 407 was preferred over           Highway 401 in the "west area". What has changed?

Given the complex trade-offs associated with widening Highway 403 through Hamilton and new corridors connecting to Highway 401 or Highway 407, and in response to the stakeholder feedback received during and subsequent to the fourth round of consultation, it has been determined that more focused analysis and assessment that examines environmental factors and future traffic projections (based on more focused corridors) should be undertaken to better understand and compare the relative advantages and disadvantages of these alternatives. The roadway strategy in the West Area will be confirmed based on the findings of this more focused analysis.

Notwithstanding, in the short-term a review of traffic operations to optimize the efficiency of this section of Highway 403 is recommended.

4.       Will the public be able to comment on the details of the draft           Transportation Development Strategy (the Strategy)?

The draft Strategy will be available for a 90-day public review period that commenced on March 7, 2011. The draft Strategy is available on the NGTA website (www.niagara-gta.com) under the "Reports and Discussion Papers" tab and will also be available at the following local and regional offices and main branches of libraries within Niagara, Hamilton, and Halton:

Municipal Clerk's Offices (both hard copies and C.D.s will be available)

City of Burlington (426 Brant Street)	Regional Municipality of Niagara (2201 St. David’s Road, Thorold)
City of Hamilton (71 Main Street West, 2nd Floor)	Town of Fort Erie (1 Municipal Centre Drive)
City of Niagara Falls (4310 Queen Street)	Town of Halton Hills (1 Halton Hills Drive)
City of Port Colborne (66 Charlotte Street)	Town of Milton (43 Brown Street)
City of St. Catharines (50 Church Street)	Town of Pelham (20 Pelham Town Square, Fonthill)
City of Thorold (3540 Schmon Parkway)	Township of Wainfleet (19M43 Highway # 3)
City of Welland (60 East Main Street)	Township of West Lincoln (318 Canborough Street)
Regional Municipality of Halton (1151 Bronte Road)	Haldimand County (45 Munsee Street North, Cayuga)
Town of Oakville (1225 Trafalgar Road)	Town of Niagara-on-the-Lake (1593 Four Mile Creek Road, Virgil)
County of Wellington (74 Woolwich Street, Guelph)	Town of Grimsby (Administration Offices, 160 Livingston Avenue)
Town of Lincoln (4800 South Service Road, Beamsville)

Libraries (both hard copies and C.D.s will be available)

Aboyne Branch (552 Wellington Rd.18, RR 1, Fergus)	Fonthill Branch (P.O. Box 830, 43 Pelham Town Square, Fonthill)
Acton Branch (17 River St., Acton)	Freelton Branch (1803 Brock Rd., Freelton)
Ancaster Branch (300 Wilson Street E., Ancaster)	Georgetown Branch (9 Church St., Georgetown)
Arthur Branch (183 George Street, Box 550, Arthur)	Greensville Branch (59 Kirby Ave., Greensville)
Binbrook Branch (2641 Highway 56, Binbrook)	Grimsby Public Library (18 Carnegie Lane, Grimsby)
Caistorville Public Library (9549 York Street, Caistorville)	Hagersville Public Library (13 Alma St. North, Hagersville)
Caledonia Public Library (100 Haddington Street, Unit 2, Caledonia)	Harriston Branch (88 Mill Street, Harriston)
Carlisle Branch (1496 Centre Rd., Carlisle)	Hillsburgh Branch (98B Main Street, Hillsburgh)
Cayuga Public Library (28 Cayuga St. N., Cayuga)	Jarvis Public Library (2 Monson St, Jarvis)
Centennial Branch (136 Gilmore Road, Fort Erie)	Lincoln Public Library Fleming Branch (4996 Beam Street, Beamsville)
Clifford Branch (7 Brown Street N., Clifford)	Lincoln Public Library Moses Rittenhouse Branch (4080 John Charles Blvd., Vineland)
Drayton Branch (24 Wood Street, Drayton)	Lynden Branch (79 Lynden Rd., Lynden)
Dundas Branch (18 Ogilvie St., Dundas)	Maple Acre Branch (P.O. Box 294, 781 Canboro Road, Fenwick)
Dunnville Public Library (317 Chestnut St, Dunnville)	Milton Public Library (45 Bruce Street, Milton)
Elora Branch (144 Geddes St., P.O. Box 280, Elora)	Mount Forest Branch (118 Main Street, Mount Forest)
Erin Branch (14 Boland Drive, Erin)	Mount Hope Branch (3027 Homestead Dr., RR1, Mount Hope)
Fergus Branch (190 St. Andrew St. W, Fergus)	Guelph Marden Branch (7368 Wellington Road 30, R.R. 5)
Niagara-on-the-Lake Public Library (10 Anderson Lane, Niagara-on-the-Lake)	Puslinch Branch (29 Wellington Road 46 S., RR#3)
Palmerston Branch (265 Bell Street, Palmerston)	Hamilton Barton Branch (571 Barton St. E.)
Port Colborne Public Library (310 King Street, Port Colborne)	Central Library (55 York Blvd.)
Queenston Public Library (32 Queenston, Queenston)	Concession Branch (565 Concession St.)
Rockton Branch (795 Old Highway 8, Rockton)	Kenilworth Branch (103 Kenilworth Ave. N.)
Rockwood Branch (85 Christie Street, Rockwood)	Locke Branch (285 Locke St. S.)
Saltfleet Branch (131 Gray Rd., Stoney Creek)	Picton Branch (502 James St. N.)
Selkirk Public Library (34 Main Street West, Selkirk)	Red Hill Branch (695 Queenston Rd.)
Smithville Public Library (318 Canborough Street, Smithville)	Sherwood Branch (467 Upper Ottawa St.)
Thorold Library Main Branch (14 Ormond St. N., Thorold)	Terryberry Branch (100 Mohawk Rd. W.)
Thorold Library Port Robinson Branch (46 Cross St., Port Robinson)	Valley Park Branch (970 Paramount Dr.)
Wainfleet Township Public Library (P.O. Box 118, 19M9 Park Street, Wainfleet)	Westdale Branch (955 King St. W.)
Waterdown Branch (25 Mill St. N., Waterdown)	Niagara Falls Chippawa Branch Library (3763 Main Street)
Wellandport Public Library (5042 Regional Road 63, Wellandport)	MacBain Community Centre Branch Library (7150 Montrose Road)
Burlington Aldershot Branch (355 Plains Road. E.)	Stamford Centre Branch Library (Town and Country Plaza, 3643 Portage Road)
Central Library (2331 New Street)	Victoria Avenue Library (main) (4848 Victoria Avenue)
Kilbride Branch (6611 Panton Street)	Oakville Central Branch Library (120 Navy Street)
New Appleby Branch (676 Appleby Line)	Merritt Branch (149 Hartzel Road)
Tansley Woods Branch (1996 Itabashi Way)	Port Dalhousie Branch (23 Brock Street)
Glen Abbey Branch Library (1415 Third Line)	St. Catharines Public Library Grantham Branch (Grantham Plaza, Scott & Vine Streets)
Iroquois Ridge Branch Library (1051 Glenashton Drive)	Welland Main Branch (50 The Boardwalk)
White Oaks Branch Library (1070 McCraney Street East)	Northwest Branch (650 South Pelham Rd.)
Woodside Branch Library (1274 Rebecca Street)
St. Catharines Brock University Library (500 Glenridge Avenue)
Central Library (54 Church Street)

5.       What are the Next Steps following the 90-day review period?

Following the 90-day review period of the draft Strategy, the Ministry of Transportation will:

• Undertake further analysis in the West Area (based on more focused corridors) to achieve a better understanding of the complex and challenging trade-offs associated with widening Highway 403 through Hamilton, and new transportation corridors connecting Highway 403 to Highway 401 and Highway 403 to Highway 407. This work will be undertaken in consultation with each of the Upper Tier municipalities as well as all relevant agencies, interest groups, and the public.
• Update the Strategy on results of further study.

Once the Strategy has been finalized, the Ministry of Transportation will:

• Undertake Class Environmental Assessments for highway upgrades outlined in the TDS (Phase 1).
• Undertake Route Planning stage of the Environmental Assessment to identify a preferred route for all recommended new freeway links (Phase 2).
• Continue to work with other transportation service providers regarding improvements related to other modes (Groups #1 and #2).

6.       Will the roadway improvements identified in the Strategy affect           transit use/improvements?

While the Transportation Development Strategy includes long-term roadway recommendations, the Ontario government’s first priority will be on optimization of our existing infrastructure and transit improvements / expansion. Furthermore, trip containment and transit ridership are not affected by the elements of the Strategy.

The final Transportation Development Strategy will also include a phasing/staging recommendation to ensure that investments in roadway solutions do not undermine investments in non-road and transit solutions.

7.       When will the elements of the Strategy be implemented?

While the specific timing of elements is subject to provincial priorities and the availability of funding, the draft Strategy outlines that the Group #1 elements will be implemented in the near-term while Group #2 will be implemented in the near- and mid-term. Widening roads and planning multi-use corridors will be part of a longer-term strategy, which will provide opportunities for transit initiatives like those in The RTP and GO 2020 to grow and prosper.

ABOUT THE STUDY

8.       What is the Niagara to GTA (NGTA) Corridor Planning and           Environmental Assessment (EA) study?

The NGTA is a planning study that is examining options to expand the capacity of the transportation system in future years between the Niagara Gateway and the Greater Toronto Area. It is part of the province’s interest in proactively and responsibly planning for future growth and economic prosperity in southern Ontario and the Greater Golden Horseshoe (GGH) area.

The Ministry of Transportation (MTO) initiated Phase 1 of the NGTA study in December 2006, following approval of the EA Terms of Reference by the Minister of the Environment. Phase 1 of the study will look at all modal options to add capacity to the transportation systems that links Niagara to the GTA. This includes examining the role that each mode can play in the future transportation strategy for the area (e.g., rail, road, transit and marine).

9.       What is the link between this study and the Growth Plan for the           Greater Golden Horseshoe?

In June 2006, the Province released the Growth Plan for the Greater Golden Horseshoe (GGH) which sets out the vision and policy direction for managing growth in the region. The Growth Plan informs infrastructure priorities in the GGH, including the planning and development of an integrated and efficient transportation system to support a strong economy and high quality of life.

The Growth Plan supports improvements to the region's transportation network necessary to ensure the efficient movement of people and goods. Improvements to the transportation network in the Niagara – GTA corridor are contemplated in the Growth Plan.

10.     Why was the NGTA study initiated and what is the purpose of           the study?

The need for a transportation corridor study was identified because of its strategic location in providing an efficient link between the GTA and the U.S. borders in Niagara Region. The Niagara to GTA transportation corridor not only serves the residents in the study area and the GGH, but also plays a pivotal role in ensuring an efficient goods movement network that connects the GGH to the rest of Ontario and to the U.S. market. This corridor is also a key component of the Ontario-Quebec Continental Gateway and Trade Corridor initiative.

The Greater Golden Horseshoe is one of the fastest growing regions in North America. To support economic growth and manage increased transportation demand, improvements to the existing transportation network will be necessary.

The Ontario Ministry of Transportation (MTO) has initiated Phase 1 of a formal Environmental Assessment (EA) Study for the Niagara to GTA Corridor. The purpose of the study is to proactively plan for future infrastructure needs by examining long-term transportation problems and opportunities to the year 2031 and beyond. The study will also consider options to provide better movement of both people and goods between urban areas in the study area, including designated Urban Growth Centres. These improvements will be planned and managed in accordance with the Growth Plan for the Greater Golden Horseshoe, which recognizes the need to plan for improved transportation corridors and conceptually identified future transportation corridors in the region.

11.       What is the study area for Phase 1?

The area under consideration for Phase 1 of the study broadly encompasses the Region of Niagara, the City of Hamilton, and the Region of Halton south of Highway 401.

12.     Why Are Guelph, Cambridge, Kitchener/Waterloo and           Brantford Not Included In The Study Area?

The focus of this study is to specifically define and address the transportation needs in the corridor that links the Niagara Gateway to the GTA (as identified in the approved NGTA EA Terms of Reference). The NGTA study area is consistent with Schedule 6 in the Growth Plan.

Guelph, Cambridge, Kitchener/Waterloo, Brantford, Peel, and York) have been considered as part of the transportation and economic analysis work undertaken for the NGTA study.

PROBLEMS AND OPPORTUNITIES

13.       What is a Problems and Opportunities Report?

The Area Transportation System Problem and Opportunities Report summarized the process and methodology that was used to identify long-term inter-regional transportation problems in terms of shortfalls of the transportation system to accommodate predicted growth in travel. In addition to the transportation problems, there are also numerous transportation opportunities that can be achieved within the study area by providing an efficient multi-modal transportation system. The identification of future transportation problems and opportunities within the study area is a crucial stage for this phase of the study. An understanding of the shortfalls of the transportation system and opportunities to improve its future performance will provide the foundation for identifying sustainable transportation solutions.

14.     What are some of the key problems that have been identified           in the Niagara to GTA study area?

While the implementation of the Metrolinx Regional Transportation Plan addresses the transit capacity deficiencies, there remains a need for improved connectivity between different travel and goods movement modes (road, rail, water).

Additionally, much of the provincial highway network in the Niagara to GTA study area is expected to operate at or beyond capacity by 2031. Particular congestion issues are projected at the Highway 403/QEW Interchange area in Burlington during rush hours and for the Garden City Skyway in St. Catharines during summer weekend periods.

15.     What are the main opportunities that could be realized in the           Niagara to GTA study area?

Opportunities are defined as strategic benefits of an efficient transportation system. These opportunities within the Niagara to GTA study area are summarized as follows:

• Improved multi-modal transportation systems will support the “Three Pillars of Sustainability” (see Question 36 for more details) by facilitating more efficient goods movement within and beyond the GGH and linking the GTA to the U.S. market;
• Improved transportation systems could provide more transportation choices, such as transit and active transportation modes, improved multi-modal connections and increased reliability and safety for all users;
• Improved transit services for tourists; and
• Use of Transportations Demand Management (TDM) and Transportation System Management (TSM) to optimize the use of the existing transportation infrastructure.

The Niagara to GTA Transportation Corridor not only serves the residents in Niagara and the GGH, but also plays a pivotal role in an efficient goods movement network that connects the GGH and Ontario with U.S. markets which is a key component of the Ontario-Quebec Continental Gateway and Trade Corridor initiative.

16.     How were alternatives identified to address the identified           transportation problems and opportunities?

The Niagara to GTA Corridor study team considered how various combinations of transportation alternatives including rail, transit and road based transit, auto and trucking options might best address future problems and support the identified opportunities. Various transportation improvements for the following Groups were identified using the "building-block" approach and through consultation with stakeholders.

• Group 1: Optimize the Existing Transportation Network - builds upon comprehensive optimization strategies embodied in the Metrolinx RTP and GO 2020 and municipal transportation master plans;
• Group 2: New or Improved Non-road Infrastructure - includes significant transit, marine and air service expansion envisioned by Metrolinx, GO 2020, Hamilton International Airport (HIA) and Port of Hamilton;
• Group 3: Widen Roads - includes all of the recommendations from Group #1 and Group #2 as well as the widening of existing provincial inter-regional transportation facilities; and
• Group 4: New Transportation Corridor - includes all of the recommendations from Group #1 and Group #2 and potentially some of the highway widening identified in Group #3, as well as new corridor alternatives.

17.     Was there any public input into the definition of the           transportation problems and opportunities?

Extensive consultation with the public through a Community Advisory Group and Public Information Centres (PICs) occurred during the winter of 2008/2009. The Executive Summary and full Area Transportation System Problems and Opportunities Report were distributed and are available for review on the study website.

Consultation results with other stakeholders including municipalities, First Nations, regulatory agencies, and the private sector have also been incorporated.

GENERATION AND ASSESSMENT OF TRANSPORTATION ALTERNATIVES

18.       What is the building block approach for examining groups of             alternatives?

A "building-block" approach has been used to examine transportation improvements. This approach starts with optimizing the existing transportation infrastructure (Group 1 alternatives), investing in transit as the first priority for moving people, and thorough consideration of other modes (Group 2 alternatives) before decisions are made for expanded or new highway facilities (Group 3 and 4 alternatives).

19.       What is being done to improve rail and other modes for goods             movement to alleviate truck volumes on provincial highways?

The NGTA study team consulted widely with the full range of transportation service providers to identify problems and potential solutions. Based on this work, it has been identified that other modes responsible for goods movement (i.e. rail, marine and air) have adequate capacity to accommodate the future transportation needs. Two key problems have been identified concerning the inter-regional rail goods movement: (1) limited rail-road terminals and connections, and (2) operational constraints in localized areas.

Rail is best suited to the shipment of certain types of goods and that most shipping relies on trucking for the delivery of goods to their ultimate destinations. Through consultation with rail companies, it has been identified that CN and CP generally have sufficient capacity to accommodate increased goods movement by rail and that these companies are unlikely to introduce new freight rail services within or in the vicinity of the study area.

The draft Transportation Development Strategy also recommends that MTO and other responsible agencies will further discuss approaches to promote and better integrate multi-modal goods movement (i.e. any combination of truck, rail, air and marine) as part of the required future actions under Group 2 improvements.

Based on the preliminary assessment results, the maximum potential diversion from long distance truck trips to other goods movement modes (including rail) is approximately 10%. Even with this aggressive assumption, additional roadway capacity in the interregional highway network will be required to meet the projected future needs for transporting people and goods.

20.       What else is the Government of Ontario doing to address             congestion?

By 2031 the population in the Greater Golden Horseshoe is expected to increase by almost 4 million people. To accommodate this growth, the government is committed to:

• Achieving land use intensification targets prescribed in the Growth Plan for the Greater Golden Horseshoe;
• Building urban growth centres with transit supportive densities and a healthy mix of land uses;
• Fostering the development of compact, vibrant and complete communities in which people will live, work, and play;
• Accommodating an additional 700 million transit trips within the Greater Toronto and Hamilton Area;
• Fully realizing all current provincial transportation plans (e.g. Metrolinx Regional Transportation Plan, GO 2020);
• Supporting a much larger proportion of commuters to switch from single occupant cars to transit and carpools;
• Diverting a significant share of goods transport from long distance trucks to rail, marine, and air could be realized; and
• Fully implementing the Group #1 and #2 recommendations along with additional related actions.

21.       Why is a Highway Based Solution Needed? Why can’t we just             expand transit initiatives and improve other modes of             transportation?

Notwithstanding the positive improvements mentioned above, roadway congestion will continue to grow, and additional highway capacity will be necessary to meet the future transportation needs.

The study team has developed alternatives to address the identified transportation system deficiencies including rail, transit, marine, and air as well as Transportation Demand Management, Transportation System Management initiatives, and transit improvements beyond that identified by Metrolinx and GO Transit.

The study team's analysis has identified that additional roadway capacity will be required to realize the vision of an efficient transportation network that provides user choices and balance. As outlined in the draft Transportation Development Strategy (presented at PIC#4), this includes a combination of strategic widening of existing highways and planning for new transportation corridors.

22.       What are the fundamental trade-offs between widening roads             or highways and new transportation corridors?

There are complex and challenging issues associated with widening roads or highways and new transportation corridors. Alternatives for widening existing roads or highways have the potential to impact or displace adjacent built up areas and result in localized, but sometimes severe, impacts to natural features. New transportation corridor alternatives will impact previously undisturbed lands such as natural areas and agricultural lands, and depending on the length of the new corridors, may also result in higher long-term maintenance and operating costs. However, new transportation corridor alternatives can often avoid significant built and natural features, provide redundancy in the transportation network and can better provide for the long term needs for moving people and goods within and beyond the GGH.

A triple-bottom line (environment, economy and community) and transportation assessment has been undertaken (using the criteria outlined in the NGTA EA Terms of Reference and NGTA Study Plan) for the Group 3 (widen roads) and Group 4 (new transportation corridor) alternatives. The summary of this assessment is provided in the PIC display material and will be documented in the draft Transportation Needs Assessment Report, which will be made available for stakeholder review in late 2010.

23.       Have alternative transportation modes be fully considered?

Yes. As outlined in the approved ToR, all modal options (i.e., rail, road, transit and marine) and combinations have been examined. The draft Transportation Development Strategy outlines a suite of multi-modal transportation improvements to address the future transportation needs of the study area.

24.       How were the alternatives assessed?

The assessment of alternatives was undertaken in two stages: Group Alternatives and Preliminary Planning Alternatives. Each modal option and group of alternatives was assessed based on their potential to address problems (e.g., transportation capacity deficiencies) and opportunities (i.e., support for population and employment growth). An analysis of the Group Alternatives was undertaken based on the following broad factors: transportation, community, economic and environment. Details of this analysis are documented in the Draft Area Transportation System Alternatives Report.

Alternatives for widening existing roads (Group 3) and new transportation corridors (Group 4) were carried forward to the "Preliminary Planning Stage" for a more detailed triple-bottom line (environment, economy and community) and transportation analysis (based on the criteria outlined in the NGTA EA ToR and Study Plan). The summary of this assessment is provided in the PIC display material and will be documented in the draft Transportation Needs Assessment Reports, which will be made available for stakeholder review in late 2010.

25.       Was there any public input into the generation and             assessment of transportation alternatives?

Extensive consultation with the public through a Community Advisory Group and Public Information Centre #3 occurred between Fall 2009 and Spring 2010. The Executive Summary and Area Transportation System Problems and Opportunities Report were made available for stakeholder review and are available for review on the study website.

26.       How was a Preferred Roadway Strategy Determined?

During the Preliminary Planning stage an assessment of each of the Group 3 (widen roads) and Group 4 (new transportation corridor) alternatives was undertaken. The alternatives considered included:

• Alternative 3-1: Varying degrees of widening to several provincial highways (i.e. QEW, Highway 403, Highway 6, Highway 401);
• Alternative 4-2: New transportation corridor connecting QEW in the Welland area to Highway 403;
• Alternative 4-3: New transportation corridor connecting QEW in the Welland area to Highway 401;
• Alternative 4-4: New transportation corridor connecting QEW in the Welland area to Highway 407; and
• Alternative 4-5: New transportation corridor bypassing Hamilton between Highway 401 and QEW in West Lincoln and a bypass of St. Catharines using Highway 406 and a new east-west transportation corridor.

Based on the results of the assessment, there was no clear solution. The most desirable elements from the Group 3 and 4 alternatives were reviewed to determine a hybrid alternative that included some strategic widening of provincial highways as well as development of new transportation corridors in the east and west ends of the study area. The advantages and disadvantages of the hybrid alternative were compared to the Group 3 and 4 alternatives. The hybrid alternative was determined to be the preferred roadway elements in the East and Central Areas. More focused analysis is proposed in the West Area to determine a preferred roadway strategy in that area.

27.       What are the key trade-offs associated with a new corridor             connecting Highway 403 to Highway 401 versus Highway 403             to Highway 407?

From an environmental perspective, a connection to 407 ETR requires a new crossing of the Niagara Escarpment, which is considered to be a significant environmental impact. However, the density and distribution of natural features within this corridor allows for more opportunity to avoid or mitigate removal and / or fragmentation of large natural areas. Although some features will be impacted, the extent of these impacts can be minimized through careful routing.

Along a new corridor connecting to Highway 401, there is a higher density of significant natural features such as the Beverly Swamp and its associated Provincially Significant Wetlands. These important wetland complexes are continuous though the study area and fragmentation and significant impacts to these important natural features may not be avoidable through route planning. As such, there is considerably less potential to mitigate adverse natural impacts associated with a Highway 401 connection relative to a 407 ETR connection (where mitgation measures such as bridges or tunneling can be examined to minimize impacts). A new corridor connection to Highway 401 would also require additional widening of Highway 401 through the Niagara Escarpment area.

From a community perspective, the impacts of both options are anticipated to be similar with regard to potential impacts to rural communities and agricultural lands, and both alternatives can avoid built up areas, although a 407 ETR connection has the potential to be closer to some developed areas in the Waterdown area.

From an economic perspective, a 407 ETR connection better serves the population growth areas of Hamilton and Halton and provides a more direct connection for the movement of people and goods to the major employment areas. However, a connection to Highway 401 provides a new corridor connecting Hamilton to the northern portions of Halton and the GTA which would also provide economic benefits.

From a transportation perspective, both corridor options relieve future congestion on Highway 403 through Hamilton, but a connection to 407 ETR diverts nearly twice as much traffic off of this section of Highway 403 as compared to a connection to Highway 401. A new route connecting to 407 ETR would also connect into the proposed 407 ETR transitway, providing additional options for extending transit services in the future.

In summary, all of the alternatives in the West Area will address the future transportation needs to the 2031 planning horizon. However, both of the new corridor alternatives provide opportunities to divert future travel demands away from the Highway 403 corridor through Hamilton and may provide a better long term strategy. Of the two new corridor alternatives it is anticipated that a connection to 407 ETR will divert more traffic away from Highway 403 through Hamilton than a connection to Highway 401. In terms of community and environmental considerations, while a widening of Highway 403 through Hamilton is anticipated to result in lower environmental impacts than either of the new corridor alternatives, the new corridor alternatives are anticipated to result in lower community impacts than a widening of Highway 403 through Hamilton.

OTHER MTO TRANSPORTATION PLANNING STUDIES

28.       What is the relationship between the NGTA study and other             MTO studies (e.g., GTA-West, Highway 24)?

While the NGTA study will primarily examine travel from the Niagara Gateway to east of Burlington, connections to existing and proposed facilities in the entire GGH transportation network have been considered. Analysis and findings from current MTO transportation studies is being considered and coordinated as appropriate in the NGTA study.

29.       Why are the NGTA and GTA West studies conducted as two             separate studies? Do they share a common study limit? Could             corridors identified from the two studies potentially connect?

These studies are separate as the purposes are distinct, and are intended to address different sets of transportation issues. Accordingly, the direct connection of new transportation facilities within the preliminary study areas is not an objective of either study. However, there is a high degree of coordination between the studies and alternatives being considered will be complementary to one another.

Highway 401 is the common boundary between the two studies. As each study generates and examines options to add transportation capacities, it is possible that the recommended solutions/improvements may be connected and/or integrated.

There has been a high level of coordination between these two studies, for example:

1. Both studies will use the same baseline data (land use, GGH transportation model), assumptions, and methodology for demand forecasting;
2. Both studies will apply the same process, factors, criteria for the generation, assessment and evaluation of alternatives;
3. The GTA West study process allows the incorporation of any particular alternative considered in the Niagara GTA EA, and vice versa;
4. Both studies are managed by the same MTO Policy and Planning office and same consultant consortium;
5. Both studies also have a similar process framework with a heavy emphasis on community input and stakeholder consultation; and
6. Transportation analysis for the Preliminary Planning Alternatives has been coordinated between the studies.

30.       Will tolling be considered in this study?

Not at this stage. This study will examine all reasonable alternatives to address the identified transportation problems and opportunities within the NGTA corridor. Tolling is an implementation issue that may be examined at a later stage in the study if specific new infrastructure is identified as needed.

The Ontario government is committed to considering innovative ways to fund new infrastructure projects, including tolling.

GO TRANSIT EXPANSION TO NIAGARA REGION

31.       What is the province doing to bring GO Transit service to             Niagara Region?

GO Transit introduced year-round weekday and weekend bus service to Niagara Falls on September 5th, 2009 between Niagara Falls VIA Rail station and Burlington GO Station with stops in Stoney Creek, Grimsby, and St. Catharines. This service connects with GO Transit's Lakeshore west train service. GO Rail service to Niagara Region was further expanded in summer 2009 with four daily GO Train trips to Niagara Falls (which ran from June 27th to October 12th, 2009).

GO Transit initiated the Niagara Service Expansion Study environmental assessment (EA) to look at what infrastructure upgrades would be required to expand rail service to the Niagara Peninsula including prospective building sites for new rail stations and potential improvements to the existing rail line. This study started in November and is scheduled to be completed in summer 2010. The first round of PICs for this study were held in January / February 2010 and presented expansion options. PIC #2 for the Niagara Service Expansion study was held in early May 2010. PIC #2 presented the preferred options for train station and layover facilities. Following the EA and subsequent public review period, there will be an assessment to determine whether a business case exists for this service.

The potential service expansion along the Niagara corridor will depend on various factors such as fleet availability, capital and operating funds and supportive business partnerships with the railways. The Niagara rail line service expansion is outlined in GO Transit's Strategic Plan: GO 2020, and is part of GO Transit's vision for better, expanded service for the Greater Golden Horseshoe. For more information, visit the Publications page at www.gotransit.com.

32.       How is the Niagara to GTA Corridor study coordinated with             the GO Transit expansion planning studies?

The NGTA study team continues to coordinate corridor planning efforts with the studies being undertaken by GO Transit. Any decisions to extend GO Rail service into Niagara Region permanently will be included in the Transportation Development Strategy. In addition, the Draft Transportation Development Strategy includes recommendations for transit services / infrastructure expansion to be pursued by GO Transit / Metrolinx.

NEXT STEPS IN THE NGTA STUDY

33.       What are the next steps in the NGTA study?

Following the fourth round of Public Information Centres, a draft Transportation Needs Assessment Report will be prepared and made available for stakeholder review.
Over the coming months, the following tasks will be undertaken:

• Continue to consult with advisory groups regarding the details of the Draft Transportation Development Strategy (TDS);
• Revise the TDS based on stakeholder input received;
• Finalize and document the TDS by the late 2010; and
• Stakeholder review of the draft Transportation Needs Assessment Report.

After the Transportation Development Strategy, is finalised, the ministry will undertake the elements of the strategy that fall within its jurisdiction, and the elements of the strategy that fall outside of MTO's jurisdiction will be presented to the appropriate agency or jurisdiction for further review and action.

ABOUT DECISION-MAKING

34.       When Will A Final Decision Be Made On Infrastructure             Improvements?

This study is being undertaken in two phases. Phase 1 of the EA will focus on transportation problems and opportunities, and the assessment of transportation system alternatives. The draft Transportation Development Strategy will be presented at the June 2010 PICs.

35.       Who Makes The Final Decision?

At the end of Phase 1, the study team will identify a Transportation Development Strategy. In it, transportation projects under the jurisdiction of MTO and others will be recommended. The advantages and disadvantages associated with each one will be presented to the Government of Ontario for consideration.

ABOUT ENVIRONMENTAL ASSESSMENTS

36.       What is an EA?

All public infrastructure projects in Ontario are subject to the Ontario Environmental Assessment Act (1997); they are required to undergo a process whereby all potential impacts are considered - i.e. natural, social, cultural and economic.

The NGTA study may also be subject to the requirements of the federal Canadian Environmental Assessment Act. MTO is committed to working in a coordinated manner with both the provincial and federal regulatory agencies.

37.       What is the first step in an EA?

Before an EA can begin, a Terms of Reference (ToR) must be prepared, and submitted to the Minister of the Environment for approval.

An EA ToR outlines how the proponent (e.g., MTO) proposes to conduct the study, including what factors will be assessed, how the evaluations will be completed, and who will be consulted; when, and how.

The Niagara to GTA Corridor EA Terms of Reference was submitted to the Ontario Minister of the Environment for approval on October 28th, 2005. It was amended on February 16, 2006 and approved on June 9th, 2006. The approved ToR can be viewed on the study website www.niagara-gta.com.

38.       What are the key objectives for Phase 1?

The ToR outlines a two-phased approach that will be used to conduct this study. Phase 1 of the study includes the following key steps:

• Develop a Study Plan;
• Identify transportation problems and opportunities and verify the need for transportation improvements;
• Identify and assess transportation system alternatives (i.e., fundamentally different ways of addressing the problems and opportunities);
• Select one, or a combination of preferred transportation system alternatives and recommend a Transportation Development Strategy; and
• Make recommendations for future work in the Niagara to GTA corridor.

39.       What is a Study Plan?

The Study Plan was completed in June 2007 and builds upon the information provided in the EA ToR. It specifically elaborates on the requirements for Phase 1 of the study including, the overall approach objectives, study schedule, stakeholder consultation and the deliverable products.

PROTECTING IMPORTANT ENVIRONMENTAL FEATURES

40.       How have environmental effects been considered?

Consideration for environmental issues and environmental protection is a key component of this study. To fully identify and describe the existing environmental features and conditions, a significant amount of environmental inventory work has been undertaken utilizing secondary source information during Phase 1 of the study.

Potential environmental effects have also been a major focus of the assessment of Group Alternatives and Preliminary Planning Alternatives. Assessment of the Group #3 and #4 alternatives was undertaken based on the following broad factors: transportation, community, economic and environment. Details of this analysis are documented in the Draft Area Transportation System Alternatives Report.

Alternatives for widening existing roads (Group 3) and new transportation corridors (Group 4) were carried forward to the "Preliminary Planning Stage" for a more detailed triple-bottom line (environment, economy and community) and transportation analysis (based on the criteria outlined in the NGTA EA ToR and Study Plan). The summary of this assessment is provided in the PIC display material and will be documented in the draft Transportation Needs Assessment Reports, which will be made available for stakeholder review in late 2010.

41.       Do the Greenbelt Plan and the Niagara Escarpment Plan allow             for a highway corridor to cross the Niagara Escarpment?

Under Section 4.2 of the Greenbelt Plan - existing, expanded or new infrastructure is permitted, subject to the following two objectives:

1. It supports agriculture, recreation and tourism, rural settlement areas, resource use or the rural economic activity that exists and is permitted within the Greenbelt; or
2. It serves the significant growth and economic development expected in Southern Ontario beyond the Greenbelt by providing for the appropriate infrastructure connections among urban growth centres and between these centres and Ontario’s borders.

The Niagara Escarpment Plan also allows for new and expanded transportation facilities to cross, as long as they are designed and located so that the least possible change occurs in the environment and the natural and cultural landscape.

42.       What is the role of the Growth Plan in determining a highway             corridor?

The Growth Plan provides a strategic framework for planning an efficient transportation system and making future investment decisions for moving people and goods.

The corridor shown on the Growth Plan is illustrative of a potential need to develop a transportation corridor between Niagara and the GTA, and deliberately represents a conceptual link. These illustrative indicators on the maps are conceptual and do not identify any preferred routing of the potential transportation corridor.

Actual timing, phasing, and alignment is subject to the recommendations of Environmental Assessment studies, such as the Niagara to GTA study.

SUSTAINABILITY AND STATEMENT OF ENVIRONMENTAL VALUES

43.       How is MTO fulfilling its commitment towards achieving a             sustainable transportation network within the NGTA study?

The ministry is currently developing a "Sustainability Strategy" for transportation planning in Ontario, a draft of which was recently posted on the Environmental Bill of Rights website for public review and comment. The main goal of the strategy will be to influence ministry decision-making at all levels, and to incorporate the concept of "sustainability" into policies and programs that have an impact on the provincial transportation system.

There are already many areas within the Ministry where the concept of "sustainability" is being incorporated. For example, MTO maintains a Statement of Environmental Values or SEV, which recognizes that a healthy environment is necessary to sustain the prosperity of current and future generations. The ministry’s SEV states that the protection, conservation, and where appropriate, restoration of the environment will be integrated into the strategic planning, day-to-day activities, and long-term decision-making of the ministry. The "Sustainability Strategy" will help to promote the values and goals of the ministry's SEV by taking a systematic and public approach to integrating the principles of sustainability into the work that MTO does.

The Niagara to GTA study has incorporated sustainability concepts such as the "Three Pillars of Sustainability", otherwise referred to as "the triple bottom line" into the study process. Considering "the Environment", "the Economy", and "the Community" in decision-making will help to ensure that the identification of problems and opportunities, and the ultimate transportation solution will be developed in support of:

• Compact, vibrant and complete communities;
• A prosperous and competitive economy; and
• A protected environment.

44.       What is MTO's Statement of Environmental Values (SEV) and             how is it being considered in the NGTA study?

The Statement of Environmental Values (SEV) is a ministry statement that sets out its commitment to the environment and guides the ministry in ensuring that the environment is considered in its decision-making.

The Environmental Bill of Rights (EBR) Act requires that ministries prepare and consider their SEV wherever decisions that might significantly affect the environment are made. In other words, the Ministry must demonstrate 'how the purposes of the EBR will be integrated with other considerations, such as the environment, socio-economic and scientific issues that are part of the decision-making within the Ministry'.

The Vision Statement in MTO's SEV calls for the Ministry to be a world leader in moving people and goods safely, efficiently and sustainably to support a globally competitive economy and a high quality of life.

To achieve the Vision, the Ministry is focused on delivering four key priorities as identified in its SEV:

• Increase transit ridership;
• Promote a multimodal transportation network to support the efficient movement of people and goods;
• Promote road safety in order to remain among the safest jurisdictions in North America; and
• Improve Ontario's highway, bridge and border infrastructure.

These priorities and MTO's SEV will be considered throughout all phases of the NGTA study.