Transportation Committee
	TO:	Mayor and Members of Council
	FROM:	Alan Brown, Director of Engineering
	PREPARED BY:	Arup Mukherjee, Manager of Transportation
	DATE OF MEETING:	2003-Sep-29
	SUBJECT:	Rapid Transit - Network Configuration

RECOMMENDATION:

THAT Council endorse the Region of York/YRTP rapid transit network configuration concept and strategy subject to the following conditions;

(i) That YRTP and Region of York undertake further discussions with Town staff upon completion of the Markham Highway 7 landuse study to revisit the possibility of extending the LRT east of Unionville

(ii) That YRTP and Region of York work closely with Town staff in reviewing the ridership thresholds prior to 2011 that would warrant the conversion of BRT to LRT along the rapid transit corridors in Markham as noted in the Network Configuration Report.

AND That a copy of Council’s decision be forwarded to the Region of York and YRTP

PURPOSE:

This report summarizes the planned configuration of the rapid transit network and seeks council endorsement of the rapid transit implementation strategy. A detailed discussion of the network configuration options is provided in the attached Regional Report (Attachment A) and YRTP representatives will be in attendance at Transportation Committee to provide an overview of the network configuration

BACKGROUND:

In June, 2002, the Region entered into a public private partnership with York Rapid Transit Partnership to plan, design and implement a rapid transit network in York Region. To date, significant progress has been made on the comprehensive Environmental Assessments (EA) required in each of the four rapid transit corridors. While the EA studies have focused on the details in each of the corridors, the network configuration analysis has been undertaken to ensure that there is an overall coordinated approach to delivering the rapid transit system.

OPTIONS/DISCUSSION:

Need for Network Configuration Analysis

The development of a rapid transit network to serve the long term needs of the Region is a complex and comprehensive exercise. The individual EA studies required for each of the corridors must demonstrate a need and justification and then show the various options and impacts for the proposed solution to improve mobility in the corridor. While the EA studies in each corridor examine the specific issues related to that particular corridor, there is a need to ensure that there is an integrated approach to implementing the overall system. Several factors must be considered in developing a rationale and coordinated approach for full system implementation. Some of the key factors include:

• Technology (bus, rail, subway)
• Integration with YRT routes and other transit agencies such as TTC and GO
• Planned growth and projected ridership
• Costs
• Other planned improvements to the transportation system including roads and transit

Given these major factors, there are number of possible permutations and combinations to develop the overall network. The purpose of the network configuration study is to examine these options in more detail by using key criteria, and develop a logical, systematic and defendable approach in developing the rapid transit network.

Process for Evaluation of the Network Configurations

The network configuration analysis was carried out in three steps. The first step involved building on the work done to date on the individual EA studies to identify logical combinations and permutations of technologies, alignments, service plans and termini in each of the four corridors. Based on this initial work, sixteen different permutations and combinations were developed.

The second step involved the development of some basic evaluation criteria to screen the initial sixteen options. Application of these criteria resulted in a short list of six network configurations as shown in Attachment B. These criteria are as follows:

• Cost (capital and maintenance)
• Ridership
• Landuse effects
• Quality of Service
• Environmental issues
• Overall investment risk

The third step involved the use of the following criteria to further examine the six short listed configurations and identify a preferred network configuration and strategy.

Quantitative Criteria

• Capital costs
• Operations and Maintenance costs
• Ridership

Qualitative Criteria

• Network connectivity
• Quality of Service
• Landuse
• Environmental issues
• Risk

Preferred network configuration and strategy

Based upon the detailed evaluation of the criteria noted above, the following summarizes the overall approach and phasing to deliver the ultimate rapid transit network as outlined in the Region’s report:

• The YRTP network should evolve from the approved Quick Start programme to full-featured Bus Rapid Transit in all four corridors as soon as possible from 2004-2010
• The BRT lines will be designed to be consistent with conversion to LRT
• Planning for the extension of the Yonge subway to Langstaff is to be incorporated into the network design
• The right of way for the extension of the Spadina subway to the Vaughan Corporate Centre is to be reserved
• By 2011, a decision will be made on the extension of the Yonge subway to Langstaff. At that time, further decisions on conversions of BRT routes to LRT will be made. The Yonge line will have the first priority

Implications for Markham

The following sections outline the technology and phasing of the rapid transit network for each corridor in Markham:

Yonge Street

• Service starts with the 3 Quick Start routes (from Markham, Richmond Hill and Newmarket) along this portion of Yonge Street in late 2004/5
• Full BRT with segregated right-of-way and upgraded stations to be completed 2005-2010
• Potential subway to Langstaff Road by 2011
• If no subway, potential BRT to LRT conversion

Highway 7

• Introduction of 3 Quick Start routes (Highway 7, Markham N-S Link and Markham Centre) along portions of Highway 7 by late 2004/5
• Full BRT with segregated right-of-way and upgraded stations between 2005-2010
• Potential LRT from Yonge Street to Unionville after 2011

Markham N-S Link

• Introduction of Quick Start route (M-S Hospital to Don Mills Station) in late 2004/5
• Full BRT with segregated right-of-way and upgraded stations between 2005-2010

Markham will be well served during each of the phases identified in the network configuration study. Initially, the Quick Start programme will offer four (three planned corridors plus a route that links Markham Centre with East Beaver Creek and Finch subway) routes that will immediately offer improved transit service (state of the art buses, passenger information, transit priority at signals) and start to build ridership along the planned corridors. In the next phase, the planned BRT routes will start to offer higher order transit service (separated from mixed traffic, improved stations, improved schedules and reliability, reduced travel times) along the planned transit corridors on Yonge Street, Highway 7 and the Markham N-S Link. The network configuration study also identifies the link along Highway 7 as one of the initial priorities for LRT.

The studies to date show that there is insufficient justification to extend the LRT further east of Unionville along Highway 7. BRT will continue to offer more than sufficient capacity in the form of higher order transit east of Kennedy Road. While there is considerable growth projected in East Markham, most of this growth is in the form of low density housing with limited high density or concentrated commercial centres which are needed to generate justifiable transit ridership. Markham has plans to initiate a landuse study along Highway 7 to examine the kinds of development forms and intensities that could be supported to promote and complement the planned rapid transit expansion. Once more details on this plan are available, they will be forwarded to the Region in the event that there is more evidence to support the extension of the LRT east of Kennedy Road.

Financial Implications

The costs to implement the Quick Start programme is $150M and funding for this has been allocated by the Region, the Province and Federal Government. The costs to implement the next phases of the rapid transit network range from $1.6B to $3.4B. YRTP and the Region are working on a financial strategy for this next phase.

ATTACHMENTS:

Attachment A – Regional Report on Network Configuration

Attachment B (i), B (ii), B (iii) – Short listed Network Configuration Options

Alan Brown, C.E.T. Director of Engineering

Jim Baird, M.C.I.P., R.P.P. Commissioner of Development Services

P:\Development\Engineering\REPORTS\2003\9\YRTP Network Configuration.doc