HomeMy WebLinkAboutPD-123-98'~DN: PD 123-98
THE CORPORATION OF THE MUNICIPALITY OF CLARINGTON
REPORT
Meeting:
General Purpose and Administration Committee
File #-108"•
Date:
October 19, 1998
Report #: PD-123-98 FILE #: PLN 23.11.1
Subject: TRANSPORTATION TOMORROW SURVEY
Res. # GPA'~g"~~
By-law #
Recommendations:
It is respectfully recommended that the General Purpose and Administration Committee
recommend to Council the following:
1. THAT Report PD-123-98 be received for information.
1. BACKGROUND
1.1 The Data Management Group is a joint program in transportation associated with the
University of Toronto and funded by the GTA Regions, the Ministry of Transportation,
GO Transit and the Toronto Transit Commission. In 1986, 1991 and 1996, the Data
Management Group, conducted telephone surveys to collect demographic and travel
data which would be subsequently used to assess trends and review and/or refine
policy.
1.2 Preliminary results of the Transportation Tomorrow Survey (TTS) were released in June
of 1997. The survey's database contains in excess of 115,000 records which represents
5% of all the households in the survey area, including approximately 1000 records from
within Clarington. These results have now been expanded using the 1996 Census to
produce a more extensive inventory of transportation data.
1.3 The data has several planning related applications including:
• the assessment of future transportation needs;
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REPORT NO.: PD-123-98
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• the provision of valuable data for use with environmental assessment studies for
road projects;
• assistance in prioritizing capital works programs;
the provision of valuable date to assist in the review of noise impact reports;
• the provision of data regarding vehicle ownership per household; and,
the provision of valuable data to assist in the review and formulation of Official Plan
policy
2. KEY FINDINGS
2.1 MOTOR VEHICLE OWNERSHIP
The following Table provides relevant information regarding motor vehicle ownership
within the Municipality of Clarington. This information is valuable since it can be
compared with the results of the two previous surveys in order to record changes. It is
noted that while households and motor vehicles both increased by 83% between 1986
and 1996, the average number of vehicles per household remained constant at 1.8.
This average is relatively consistent with the average for Durham Region (1.7) and York
Region (1.8) but higher than those in the City of Toronto (1.5) and Peel Region (1.6).
MOTOR VEHICLE OWNERSHIP IN CLARINGTON
1986 1991 1996 °/° CHANGE
1986-1996
Total Households 11,000 16,500 20,100 +83%
Total No. of Motor Vehicles 19,800 29,700 36,100 +83%
Available
Average number ofvehicle / 1.8 1.8 1.8 0°k
household
Percentage of households with 4 or 4% 4% 3% - 25%
more available vehicle
Percentage of households with 3 13q° 11 % 12% - 7.7%
available vehicle
Percentage of households with 2 46% 51% 49% + 6.5%
available vehicles
Percentage of households with 1 32% 30% 32% 0
available vehicle
Percentage of households with 0 5% 3% 3% - 40%
available vehicle
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2.2 TRIP LENGTH
The following Table provides information regarding the number and length of trips by
Clarington residents. In 1996, each household took an average of 6.2 trips per day, up
slightly from the 1986 average of 6.0 trips per day. In addition, the mean trip length by
auto drivers increased slightly by almost 1.7 kilometres, likely the result of increased
commuting by new residents.
TRIP LENGTH
1986 1991 1996 % CHANGE
1986-1996
Average number of trips /day /
household 6.0 6.5 6.2 + 3.3%
Average number of drivers /
household 2.0 2.0 1.9 - 5%
Mean Tri Len h b Auto (Driver) 13.4 13.3 15.1 + 11.9%
Mean Trip Length by Auto
(Passen er) 12.8 10.9 13.1 + 2.3%
Mean Tri Len th b Local Transit 18.4 15.5 23.8 + 29.3%
Mean Tri Len th b Go Train 64.8 61.1 58.0 - 10.5%
2.3 WORK TRIP DESTINATIONS
The survey confirms that Clarington is largely a "bedroom" community: Work trips to
municipalities outside of Clarington increased from 7,100 to 16,760, an increase of
136%. In 1986, 63% of work trips were to destinations outside of Clarington. In 1996,
this figure has increased to 77%.
These work trips are increasingly distant as confirmed by the trip length data. In 1986
only 900 work trips were to Toronto whereas by 1996, there were 3520 daily work trips
to Toronto. There was also a substantial increase in work trips to Whitby,
Ajax and Pickering. While in absolute terms there was an increase in work trips to
Oshawa, on a percentage basis work trips decreased from 41 % to 33%.
Work trips by Clarington residents to Clarington destinations increased from 4200 to
5060 between 1986 and 1996. Thus, while total works trips increased by 100%, there
was only a 3% increase in work trips destined to Clarington.
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Destination of Work Trips by
Clarington Residents-1986
(Total: 11,300)
Other
Toronto 2%(200) _ ~nbY
6%(900)_......_...,. I .,____- 6%p00)
Oshawa
37%(4,200)
Pickering
Alaz ~'~. Scugog
5%(600) 7%(700)
2.4
Destination of Work Trips by
Clarington Residents -1996
(Total: 22,000)
Work trips virtually doubled between 1986 and 1996; an increase from 11,300 to
22,000. Since this is higher than the rate of increase in households, it would indicate
that more households have both spouses working or include adult children living at
home.
WORK TRIP ORIGIN
The number of total daily work trips to Clarington actually declined between 1986 and
1996 despite the large increase in population. The decrease from 8400 trips in 1986 to
8100 trips in 1996 is largely attributable to the completion of the construction of the
Darlington Nuclear Generating Station and the loss of over 7000 temporary
construction jobs. As a result Clarington residents comprise a larger share of the total
daily work trips to Clarington destinations; an increase from 50% in 1986 to 63% in
1996.
In addition, between 1986 and 1996, total daily work trips originating in Oshawa and
destined for Clarington decreased from 2200 to 1700 (-29%). In addition Pickering-Ajax
decreased from 300 to 160 (-47%) and Toronto decreased from 600 to 160 (-73%).
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All daily work trips to Clarington originating outside of Clarington decreased from 4200
to 3900 (-7%).
Despite a doubling of the total daily work trips by Clarington residents, those work trips
destined for businesses within Clarington increased from 4200 to 5060 (21 %). In
1986, only 50% of the work trips to Clarington originated with the Municipality; by
1996 63% of work trips to Clarington originated within the Municipality. This increase
reflects the reduction of the in-flow workforce due to the loss of temporary construction
jobs at Darlington Nuclear Generating Station.
Origin of Work Trips to Clarington -
1986
(Total: 8,408)
2.5 MODE OF TRAVEL
Origin of Work Trips to Clarington -
1998
(Total: 8,700)
The following graphs compare the 1986 and 1996 surveys with respect to the mode of
travel for both trips made by Clarington residents and trips made to Clarington.
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Mode of Travel -Trips Made by
Clarington Residents 1986
(Daily Total: 85,500)
Mode of Travel -Trips Made to
Clarington 1986
(Daily Total: 54,000)
Public T2nsfl Other
1%(640) -''`6%(3,240)
walk/Cyde ~ /~t~
6%(4,320) ~ / \\
Auto
Passenger
7]%(9,160)
Auto On
8%(36,]2 )
Mode of Travel -Trips Made by Clarington
Residents 1996
(Daily Total: 124,400)
Mode of Travel -Trips Made to Clarington
1996
(Daily Total: 90,600)
Other
Publlc Transit /g%(6.436)
7%(906)
Welk/CyGe
6%(5,436) ~~
Auto
Passenger
'i6%(13,590)
The graphs also indicate that auto dependency has increased from 87% in 1986 to 90%
in 1996 for trips made by Clarington residents. In addition, although transit use
increased marginally from 1% to 2%, in absolute terms, there were 1800 more
Clarington residents using local transit to travel to work in 1996 than in 1986.
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The above graphs indicate that the private automobile remains the preferred mode of
transit for work trips made to Clarington. In 1986, 85% of all work trips made to
Clarington were by private automobile. This figure increased to 87% in 1996. The 2%
increase in 1996 was realized as a result of a 2% decrease in the number of trips made
to Clarington based businesses by walking or cycling. As urban sprawl continues to
increase the distance from new residences to Central Areas, the number of people who
walk or cycle to work is likely to decrease.
3. CONCLUSION
3.1 The Clarington Official Plan has established various goals and objectives with respect to
transportation. These include:
• to facilitate the movement of people and goods by a safe, efficient and balanced
transportation system;
• to decrease the dependency on motor vehicles;
• to accommodate various forms of transportation including automobiles, trucks,
transit vehicles, cycling and walking; and,
• to give priority to public transit, cycling and walking as energy efficient and
affordable forms of travel.
The TTS provides valuable baseline that can be used to monitor the effectiveness of
these goals and objectives.
In addition, staff have estimated the amount of gasoline consumed by residents of
Clarington on an average day. Clarington residents make 93,300 auto trips a day with
an average trip length of 15 kilometres for a total of 1.4 million kilometres driven per
day. Assuming an average of 8 kilometres per litre of gasoline, Clarington residents
consume on a daily basis, approximately 175,000 litres of gasoline.
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REPORT NO.: PD-123-98 PAGE 8
3.2 The Transportation Tomorrow Survey provides valuable information for transportation
planning and monitoring that policies are being effectively implemented. The data also
proves useful in various transportation studies and assists in ensuring efficient
investment in infrastructure. If is respectfully recommended that Report PD-123-98 be
received for information.
Respectfully submitted,
~~~~~2~~
Frank Wu, M.C.I.P., R.P.P.,
Director of Planning & Development
WM*DJC*FW*km
07 OCTOBER 1998
Reviewed by,
NV.H. Stockwell,
Chief Administrative Officer
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