Title
1. Economic Evaluation of Transit Investment Options in the Region of Waterloo

Author
HDR|HLB Decision Economics Inc.

Date
November 2005

Objectives
The overall objective is to undertake a cost-benefit assessment of alternative transit transportation investment strategies in the Region of Waterloo.

Summary
This study evaluates and compares the economic costs and benefits of developing light rail transit (LRT) and bus rapid transit (BRT) in the Region of Waterloo. The analysis was conducted using the TransDec model, a cost-benefit analysis tool developed by Transport Canada for evaluating transit and highway investment projects. Costs and benefits are evaluated against a base case that reflects continuation of existing services, plus investment in new express bus services.

Key Findings

Construction and operation of a light rail system is expected to yield a 5 percent annual (real) economic rate of return over the period 2009 to 2038.  

Against a base case inclusive of express bus, and when costs and benefits are discounted at ten percent per annum, there is a 25 percent probability that LRT benefits will exceed costs. While the results reflect a real discount rate of 10 percent (a federal and provincial benchmark), sensitivity analysis at lower discount rates is encouraged. Most economists concur that a 5 percent discount rate is closer to society’s true rate of time-preference. 

At a 5 percent real discount rate, light rail investment would generate positive net benefits of $7.4 million, $345.4 million in benefits versus $338.0 million in system construction and operating costs. For bus transit, net benefits are estimated at $37.1 million, based on benefits of $161.0 million versus $123.9 million in costs. 

Title
2. Economic Impact Study: Intermodal Bus Terminal for Toronto

Author
Metropolitan Knowledge International (MKI)

Date
March 2006

Objectives
This study undertakes a comparative economic impact of two  alternatives for a new/redeveloped Toronto Bus Terminal against a Base Case scenario:
Scenario A: Base Case – do nothing and continue to operate the existing terminal as currently configured.
Scenario B: Renovate the existing terminal.
Scenario C: Relocate the terminal to a site close to Union Station.

Summary
Numerous studies have identified operational constraints and shortcomings limiting operations at the Toronto Bus Terminal. This study presents a detailed economic impact assessment of three alternative development strategies, and demonstrates the economic impacts that accrue to the City of Toronto, the Greater Toronto Area, and the Province as a result.  

Net Present Values (NPV) for the stream of benefits were estimated over a 25 year time period and broadly assessed under three categories:

• Impact from construction in terms of income and employment

• Ongoing tax revenue impacts

• Transportation-related impacts

Key Findings

During the construction period, Scenario C is expected to generate the largest benefit to the economy in terms of growth in jobs created. In terms of NPV, growth in Gross Domestic Product is estimated at $316 million for Scenario C as compared to $257 million in Scenario A and $233 million in Scenario B.

Relocating the terminal under Scenario C is expected to provide a substantial benefit to the economy in terms of travel savings. The NPV of travel savings is $53 million for Scenario C as compared to only $3 million for Scenario B. Reducing the distance buses need to travel to access the expressway network produces time savings accruing to the passengers, reduction of green house gas emissions, savings in vehicle operating costs, and lowering the incidence of accidents. No travel savings are expected under Scenario A.

Scenario C is likely to generate much higher revenues to the City from property taxes on an ongoing basis. Property taxes are expected to generate over $134 million in NPV terms, as compared to $95 million for Scenario B and $102 million for Scenario A.

Scenario C offers the advantage of being able to integrate GO Bus operations. The close proximity to Union Station would make the new bus terminal part of a transportation hub and a gateway to Toronto, potentially promoting tourism and commerce and stimulating economic development.

Title
3. Freight Intermodal Opportunities and Barriers

Author
iTRANS Consulting Inc.

Date
May 2007

Objectives
The Region of Peel has an extensive urban freight infrastructure (expressways, Pearson Airport, 2 intermodal rail terminals, and a marine port).  A need was identified to ensure that the various components of the infrastructure are well connected to:

• Encourage optimization of the overall system;
• Encourage increased intermodal use thereby reducing congestion; and
• Promote sustainable transportation practices.

 The purpose of the study was to:

• Identify the opportunities and barriers to improving freight intermodal connectivity, using the Region of Peel in Central Ontario as a case study;
• Develop a plan to improve freight intermodal connectivity, as a catalyst for establishing ongoing partnerships among stakeholders in the freight community;
• Develop a guidebook that other municipalities could apply in order to enhance freight intermodal connectivity in their communities.

Summary
Chapter 2 provides an overview of Peel’s existing goods movement system including existing infrastructure (ports, airports, terminals).
Chapter 3 is a compendium of best practices in intermodal connectivity in the US, Canada and Europe.
Chapter 4 identifies intermodal opportunities and barriers that are specific to Peel.
Chapter 5 outlines a list of opportunities and specific actions to address barriers and exploit opportunities.
Chapter 6 outlines a guidebook for a freight intermodal planning program.

• Data is needed for the decision-making process related to freight policies and funding for the improvement of goods movement infrastructure.
• Dialogue between stakeholders can be improved by including representatives from smaller municipalities.
• There is a need for further dialogue during the process of updating official plans and master transportation plans to ensure the importance of the goods movement industry is highlighted.
• There is a need to improve the efficiency at the points where the modal shift of goods occurs such as transload facilities connecting rail services to the trucking network.
• Consideration could be given to non-traditional alternatives for reducing truck congestion and encouraging more cargo to shift to rail by changing operations and providing more rail yard capacity.

Three issues that contribute to optimizing efficiency of intermodal terminals include maintenance, containerization and E-seals. Containerization leads to greater efficiency as a result of easier transfers between modes. The opportunity exists to establish high-tech trade processing centers that would make intermodal transport more efficient and cost effective. This might also alleviate border delays and encourage more trade.

Other potential improvements for consideration include increasing port and airport hours of operation, and increasing the use of Intelligent Transportation Systems (ITS) technology to speed the flow of trucks through terminals.

Establishing a freight intermodal planning program comprises ten steps:

1. Designation of program lead or champion.
2. Establish goals and objectives for program.
3. Develop a freight profile to understand the region’s freight transportation system.
4. Engage in stakeholder consultations to gather input from a full range of transportation representatives.
5. Identify freight issues, needs and deficiencies.
6. Develop a freight data collection program.
7. Develop freight project evaluation criteria and performance measures.
8. Develop a strategy and action plan.
9. Integration of strategy and action plan into existing transportation planning program.
10. Update intermodal freight planning program on a regular basis to reflect changes in the goods movement industry.

Title
4. An Integrated Information System For Intermodal Freight Transportation Planning in Winnipeg and the Manitoba Capital Region

Author
Dr. Jeannette Montufar, University of Manitoba

Date
January 2007

Objectives

• To obtain an understanding about similar types of information systems currently in use, or under development in other jurisdictions in the U.S. and Canada.  This understanding included issues associated with the development and operation of these systems, as well as their geographical location and characteristics.

• To define and characterize highway and rail transportation networks, network elements, and intermodal facilities and services, relevant to understanding and analyzing intermodal freight transportation policy and development opportunities in the region.

• To define and characterize major generators and attractors of intermodal freight movements in the region.

• To understand existing and potential commodity flows considered susceptible to intermodal transportation to, from and through the region.

• To understand container flows in the region.

• To develop the core databases to include in the integrated information system.

• To design, develop, and implement the web-based capability to access and utilize the integrated information system developed in the previous objectives.

Summary
Intermodal freight transportation has significantly re-shaped the freight transportation industry. By definition, intermodal freight transportation involves multiple modes including air, rail, road, and water. The widespread use of containers has transformed these modes. Without the container, the seamless transportation of freight between modes would not be possible. This research examines the movement of containers between truck and rail.

Key Findings
This research found that intermodal freight transportation planning is a topic that is still relatively unknown in many jurisdictions.   

There are at least seven information systems in the U.S. currently available for intermodal freight transportation planning but none in Canada. 

A web-based information system to facilitate and enhance intermodal freight transportation planning in Winnipeg and the surrounding region was designed and implemented providing  higher-quality and better integrated data and information on intermodal freight movements in the study area.  This has many benefits including potential increases in the efficiency of freight movements in Winnipeg.

A number of additional opportunities for the improvement of data quality, data collection, and data dissemination were identified:

• Differentiate domestic containers and international containers in databases.

• Provide information about the characteristics of containers being transported, such as length and weight:  This is also important for imports and exports.

• Provide commodities transported intermodally by origin-destination and weight.

• Identify the origin of freight traveling from overseas to and through each provide.

• Provide intermodal freight movements in terms of twenty-foot equivalent units (TEU) in addition to weight and value.

• Provide data about empty container movements such as quantity, type, origin, and destination.

• Create a database that identifies major generators and attractors of intermodal freight.

Title
5. Halifax Gateway Council Strategic Plan

Author
InterVISTAS

Date
November 2005

Objectives
The purpose of this strategic plan is to:

• Develop a new vision for the Halifax Gateway; and

• Establish a detailed Action Plan to achieve it.

Summary
There is an opportunity for Halifax to increase its gateway market position. The region benefits from a strategic geographic location (astride major trade corridors and proximity to the large U.S. market), favourable year-round marine conditions, and well-developed infrastructure with surplus capacity. The vision is to become North America’s preferred eastern gateway for the economic and social benefit of Atlantic Canada. 

There is a wealth of data in the report.

• Air – historical passenger and cargo traffic; comparison of Halifax airport with other airports re capacity and facilities; trends in the aviation industry.

• Ports (Shipping) – description of facilities; traffic volumes; comparisons with other regions; shipping trends.

• Ports (Cruise) - description of facilities; passenger traffic; comparisons with other ports.

• Surface Transport – description of road and rail network; traffic volumes; ground transportation trends.

Key Findings

Presently, the Gateway handles approximately 525,000 TEUs of cargo, 3 million air passengers and 200,000 cruise passengers generating 11,930 jobs. The vision is to increase these levels by 2020 to 1.1 million TEUs of cargo, 5.4 million air passengers and 501,000 cruise passengers. 

• Government policy – was identified as a key area that needs to be addressed in order to expand business through the Gateway;

• Infrastructure development and funding – infrastructure must be expanded and improved to better serve trade and industry;

• Market development -  marketing and business development activities will play a critical role in the continued development of the Halifax Gateway; and

• Economic and industrial development – additional economic growth is required in the region for the Gateway to prosper.

A detailed Action Plan identified some thirty specific initiatives under these four broad categories that need to be completed during the next five years to build the Gateway. 

Title
6. Scoping the Potential for New Mobility Hubs in the GTA

Author
Ms. Beth Jones M.A. (Psychology), M.A. (Adult Education)
Manager of  Research and Program Development
Moving the Economy

Date
August 2006

Objectives
A network of New Mobiltiy HUBs throughout the GTA will not only provide commuters, residents and tourist with one-stop shopping for all their transportation needs, but it will also provide them with a range of physical locations that are connected to facilitate their seamless door-to-door trip. The objectives of the project include:

1. To improve access to an integrated range of sustainable transportation options, services, information, tools and resources.
2. To increase the use of sustainable transportation by combining the best available modes and services into a more convenient and affordable trip.
3. To stimulate development of new and innovative sustainable transportation options, services, and enterprises by promoting and developing the door-to-door trip.

Summary
Key Toronto region partners formed the New Mobility HUB Working Group to examine the potential of connecting a wide range of sustainable transportation modes and services at strategic “Mobile Points” or HUBs throughout the Toronto region. This study explores way to accelerate this process and make coordinated multi-modal urban transportation HUBs happen through long term planning and immediate term pilots, projects research, and marketing.

The final report includes:

1. international case studies and research

2. existing local market research

3. the potential for New Mobility HUBs in the GTA

4. issues and options for future HUB Network Development

Key Findings
Exhibition Place was selected as a pilot demonstration since it was well situated with access to GO Transit and TTC public transit. It was also a pedestrian-friendly location and featured a Bicycle Share station. 

A survey conducted by the working group found that the concept of a network of HUBs is looked at favourably by the general public. The results also suggest that people in Toronto are interested in greater convenience when it comes to their travel – more options, easier connections, and a more accessible system.

Based on feedback from  a broad range of transportation stakeholders, in order for the New Mobility HUB project to continue to be successful it would have to:

1. expand beyond the current test site at Exhibition Place to other convenient locations throughout the GTA

2. create a recognizable brand for HUBs

3. develop a marketing strategy that considers the media, local employers and the potential for private sector sponsorship.

The first phase was successful in developing the necessary partnerships and public awareness to move forward. The demonstration at Exhibition Place provided useful feedback on what a HUB should have/promote to be user-friendly, convenient and successful.

Title
7. Activity-Based, Multi-Modal Modelling of Transit Behaviour for Urban Design

Author
Eric J. Miller, Ph.D.
Bahen-Tanenbaum Professor, Department of Civil Engineering
Director, Joint Program in Transportation
University of Toronto

Date
May 2006

Objectives

1. The development of an urban travel demand modelling system.

2. The investigation of modelling the interaction between transit demand and transit system performance characteristics.

3. The investigation of the influence of urban design and form on travel demand patterns.

Summary
The University of Toronto is actively engaged in research to develop “next generation” integrated land use, transportation, environment (ILUTE) models. These types of urban models can be used to evaluate policy questions facing all levels of government (federal, provincial, municipal) in the design, construction and operation of future Canadian urban areas.

Key Findings

1. Travel Demand Model 

The majority of the study effort involved the ongoing development of the Travel/Activity Scheduler for Household Agents (TASHA) model. Key features of this model include:

• It is disaggregate – it works at the level at the level of the individual decision-maker so trip-making can be modelled within the actual context in which it occurs (travel times, etc.).

• It is activity-based – it takes into account  how people organize their lives, since it is the interplay between the need to participate in activities and the accessibility options provided by the transportation system that determines travel behaviour.

• It is household-based – the availability of household vehicles, and joint household activities have a significant influence on an individual’s daily activity pattern.

• It is a microsimulation model - in which each household in the urban area (and each person within these households) is explicitly represented and modelled. This permits the full power of the disaggregate, activity-based approach to be exploited.

The model was extensively validated with respect to its base year of 1996 and for a forecast year of 2001. Overall, the model was found to perform very well in both the base and forecast cases. It is deemed ready to be used in operational policy analyses for the Greater Toronto Area (GTA).

2. Modelling Transit

Three separate investigations were undertaken dealing with various aspects of modelling transit. The first of these dealt with auto access to rail (commuter rail and subway). The second activity involved the development of a detailed model of park-and-ride parking lot operations. The third component investigated the  effects of alternative transit technologies/services (e.g., subway versus bus) on the propensity for using transit.

3. Urban Design and Form 

The study was able to identify features of urban form and their implication on travel. Four urban form categories were used to categorize GTA traffic zones which were able to capture differences in travel behaviour and characteristics across the GTA.

It was determined that a well designed area that included mixed land uses and access to fast reliable transit service attracts and encourages usage of alternative travel modes, and decreases the reliance on the automobile.

Title
8. Waterloo Growth Management Strategy And Transit Initiative

Author
Cansult Limited

Date
October 2005

Objectives
The four main points of study include:

1. Provision of detailed ridership projections for the proposed new transit service including data collection and modeling;

2. Analysis of various rapid transit options (including bus rapid transit) for the Region and how they can best be integrated with other transportation services;

3. Demonstration of how best to support a transit investment through land development controls/policies and transit demand management measures; and

4. Provision of detailed cost-benefit analysis of the infrastructure investment options incorporating scenarios around ridership projections and land use.

Summary
This report is an Executive Summary of the findings and conclusions regarding 5 basic study components:

• Formulation of transit technology, route, and station location scenarios;

• Corridor development scenarios characterized by differences in population and employment growth within the Central Transit Corridor (CTC);

• Ridership forecasts associated with each corridor development scenario;

• Benefit-cost analysis of three transit options – Status Quo, Bus Rapid Transit, and Light Rail Transit;

• Transit supportive policies and programs.

Key Findings
Waterloo Region has experienced significant growth over the past decade and all indications point for this to continue. The Region is proactively planning for this growth based on population and employment projections for 2041 of 702,000 and 390,000 respectively. (2004 levels are 470,000 and 244,000). 

Based on the assessment of development potential in the Corridor, eleven (11) rapid transit stations locations at grade were proposed.  

Analysis indicates the LRT generates the highest Regional transit mode share due to better transit service levels and greater land use concentrations and is a viable option to carry forward for more intensive study. 

A comprehensive multi-faceted package of planning and land use policies, financial incentives, parking policies and programs, and other travel demand management measures will be necessary to achieve effective results.

Title
9. Hamilton Goods Movement Study

Author
IBI Group

Date
June 2005

Objectives
The primary objective of this study is to examine the city’s technical potential to become an efficient, integrated and sustainable regional intermodal transportation centre within the Golden Horseshoe and the Greater Toronto Area-Windsor-Sarnia Trade Corridor.

Summary
The recommendations formulated in the report are strategic directions to promote economic development through excellence in goods movement and development of human resources.

Some recommendations are low cost and can be implemented immediately while others require further evaluation. The on-going Transportation Master Plan is the appropriate mechanism to ensure that this analysis is comprehensive and that the recommendations are included in the City’s capital plan.

Key Findings

Establish On-going Private-Public Collaboration – Workshops conducted during the course of the study were well received.

• Establishment of an ongoing forum for consultation and collaboration with stakeholders in the goods movement sector, including agreed accountability for all parties, would firmly establish the channel of communication and continue to build credibility.

• The Southern Ontario Gateway Council provides an excellent way to link interests within the City to broader initiatives in the Greater Golden Horeshoe.

Promote Economic Development Initiatives – Forward specific recommendations for consideration in the City’s planning process.

• Recommend the role of a port multimodal logistics cluster for the east Hamilton location; consider cluster as preferred location for development of a multi-modal terminal
• Recommend the specific focus for the Aerotropolis logistics cluster (a master-planned community of industrial and commercial businesses and retailers surrounding the Hamilton International Airport)
• Adopt conservative values in establishing noise contours around goods movement facilities

Carry out Transportation Improvements – Several improvements will foster economic development and employment growth:

• Improve signage for truck routes to and from major industrial areas, port, and airport
• Re-examine specifications for truck routes within the City ensuring clearances are appropriate for traffic entering and leaving the port
• Establish practices to accommodate 24-hour freight operations
• Support the establishment of 12 month operations at the  Hamilton port
• Ensure the recommendations are referred to the appropriate study process in the Transportation Master Plan
• Evaluate strategic infrastructure options

Develop Human Resource Skills

There are several actions that the city, in partnership with others, could undertake to address human resource issues in Hamilton and beyond:

• Participate in the development of recruitment and training programs for logistics workers
• There is an immediate need for drivers and equipment operators; programs should be considered for high school level orientation and technical training
• Collaboration with the industry to develop joint certification programs – commercial driver training, operations of related equipment and instruction in management and administration
  

Title
10. Southern Ontario Gateway Council – Strategic Plan, Building a Foundation for Prosperity

Author
InterVISTAS in association with TAF Consultants and L-P Tardif & Associates Inc

Date
October 2006

Objectives
Prepare a strategic plan for the Southern Ontario Gateway Council (SOGC) that establishes a vision for the Council; establishes a set of priorities and policy initiatives; and provides a comprehensive reference/information guide.

Summary
If Southern Ontario is to achieve its economic and social potential it will require the support of a well planned and properly funded transportation system.

A vision was developed to guide the growth and expansion of the Southern Ontario Gateway, namely “To achieve excellence in an integrated transportation system for the prosperity of Southern Ontario”.

In order to realize this vision, four issues need to be addressed:

• introduce a comprehensive infrastructure program and the capital funding required to implement it;
• optimize the region’s existing transportation assets and modes;
• ensuring that transportation and land use planning are integrated;
• fostering effective and efficient border, security and safety processes.

Key Findings

1. Market Assessment

• Reviewed current transportation infrastructure and services in Southern Ontario.
• Documented traffic levels across various transportation modes.
• Identified industry/global trends.
• Outlined best practice examples.

2. Strategic Assessment

• Undertook a SWOT analysis (strengths, weaknesses, opportunities, threats).
• Developed a vision for the Southern Ontario transportation system.
• Identified and prioritized key issues.

3. Policy Framework

• Developed a set of policy initiatives and priorities for the SOGC.
• Developed an implementation plan.

The report concludes that there are a number of actual or perceived impediments, which have the potential to impact the viability of short sea shipping operation on the East Coast, and which fall within the responsibility of government to address.

The report also provides a wealth of data in a format that the authors believe potential operators will find useful in preparing a business case.

1. Demand for Service

• Four markets appear to have sufficient demand – Maine; Massachusetts; South Carolina; and the cluster of New York/New Jersey/Pennsylvania/Maryland.
• Trade between Canada and the U.S. is unbalanced with the majority of traffic originating in Canada.

2. Shipper’s Needs

• The majority of shippers have a tight delivery window so transit time is important.
• Documentation requirements indicate that trucking companies and potential short sea shipping operators need to contemplate an integrated transport service.
• Scheduling requirements indicate that 25% of the shippers are unlikely to switch to short sea shipping unless trucking service deteriorates drastically (this includes road congestion).
• Customs clearance was perceived to be more difficult for shipping than for trucking.
• The US Harbor Maintenance Tax is a factor militating against the use of short sea shipping; trucking does not have this extra charge assessed against the cargo.

3. Technical Considerations

• Most short sea options studied are competitive with trucking.
• The best vessel option would be a time chartered Ro-Ro vessel (a ship that has a built-in ramp which allows cargo such as automobiles, trailers or railroad cars to be "rolled on" and "rolled off" the vessel when in port.).

4. Policy Considerations for the Federal Government

• Examination of impediments that disadvantage the marine mode in relation to land mode alternatives.
• Possibilities of providing some form of stimulus to make it attractive for shippers to explore use of new transportation options.
• The need for more substantive cooperation between Canada and the US to move towards a harmonized marine transportation regulatory framework within the free trade area including cabotage arrangements, harbor maintenance tax, customs’ processing, and advanced notification and documentation requirements.
• A program of R&D focused on ship design and cargo handling arrangements that is directed at identifying the technological parameters that would maximize the chances for success of an integrated short sea shipping service.
• Improved data gathering.