York Region Dufferin Street Class Environmental Assessment Study

York Region - Dufferin Street Class Environmental Assessment Study Environmental Study Report - May 2019

Environmental Study Report

May 2019 0 FINAL M. Alexander M. Vervoorn J. Hemingway D. Foong Date Rev. Status Prepared By Checked By Approved By Approved By Client

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York Region - Dufferin Street Class Environmental Assessment Study Environmental Study Report - May 2019

Executive Summary

Study Background In 2016, the Regional Municipality of York (York Region) initiated a Class Environmental Assessment (Class EA) Study to identify improvements to Dufferin Street from Langstaff Road to Teston Road in the City of Vaughan. York Region’s Transportation Master Plan (TMP) identified the need to improve the arterial road network in order to accommodate population and employment growth areas of York Region. The TMP identifies the need to improve Dufferin Street from Langstaff Road to Marc Santi Boulevard and from Sir Benson Drive to Teston Road by 2031. The purpose of this study is to identify a preferred design to address the identified capacity deficiencies along this 6 km section of Dufferin Street. The Study Area is located within the City of Vaughan, and is within the jurisdiction of the Toronto and Region Conservation Authority (TRCA). Public Consultation This Study was undertaken as a Schedule ‘C’ Municipal Class EA. In accordance with the requirements of the Municipal Class EA process, the project included four formal points of contact with stakeholders, interested members of the public, review agencies and Indigenous Communities, including a Notice of Study Commencement, two Public Consultation Centres (PCC) and a Notice of Study Completion. In addition, as part of each PCC, an online presentation was made available for those unable to attend the PCC to review the information and to provide their comments. This opportunity provided a greater level of involvement and a larger number of comments was received. Generally those who either attended the PCC in person, reviewed the material online or provided their own comments throughout the Study were in support of the needed improvements. An additional point of contact was made with Indigenous Communities to determine if they required any further information related to the Study. A letter and follow-up phone call was made to the Chief and Consultation Coordinator at each community. Generally Indigenous Communities were most interested in archaeological and natural heritage studies, and requested copies of these reports for their review, as well as to be involved in future field work related to these two technical areas. Need and Justification Pertinent federal, provincial, regional, municipal and local planning policies were reviewed as they relate to the proposed roadway improvements, as well as those that apply within the identified Study Area.

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York Region - Dufferin Street Class Environmental Assessment Study Environmental Study Report - May 2019

York Region has been experiencing significant growth and anticipates that this growth will continue in the coming years. The Region and its municipalities are expected to reach 1.5 million people with an employment level of 780,000 jobs by 2031. Existing Conditions The existing natural, socio-economic, cultural, transportation and engineering conditions of the Dufferin Street Study Area have been considered in this study. Natural Environment A Natural Environment Report including an Arborist Report were completed by Matrix Solutions Inc. to characterize the natural heritage features and trees within the Study Area. There are two Areas of Natural and Scientific Interest (ANSIs) including the Maple Spur Channel regionally significant Earth Science ANSI and the Maple Uplands and Kettles candidate provincially significant Life Science ANSI. The ANSIs are located within the Natural Core Area designation of the Oak Ridges Moraine (ORM) Conservation Plan. There is an Environmentally Sensitive Area (ESA) immediately west of Dufferin Street, south of Teston Road. A portion of the Study Area is located within the Regional Greenlands System. There are a total of 372 trees and shrubs documented along Dufferin Street with 136 with a diameter at breast height greater than 10cm. Wildlife habitat is partially located in the southern two segments of the Study Area, however the species are more tolerant to anthropogenic disturbances given the urbanized area. While the northern segment of the Study Area, associated with the ORM and large natural forested corridor is more likely to support wildlife and wildlife habitat. The Study Area is located within the Upper West Don and Upper East Don subwatersheds within the Don River watershed. The watercourses south of Major Mackenzie Drive area generally coolwater and warm water streams, while north of Major Mackenzie Drive are generally cold and coolwater crossings. Of the ten watercourses within the Study Area, all provide fish habitat potential ranging from low to moderate, with one watercourse providing high fish habitat potential. According to the MNRF, there are 11 Species at Risk that have the potential to be found within the Study Area. Socio-Economic According to the City of Vaughan Official Plan (2012), the majority of the west side of Dufferin Street (south of Rutherford Road) is Employment Area, with the remaining consisting of Community Areas, Natural Areas and Countryside. Dufferin Street crosses a number of Core Features, mostly associated with the ORM.

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York Region - Dufferin Street Class Environmental Assessment Study Environmental Study Report - May 2019

Air Quality An Air Quality Assessment was completed by Novus to assess the local air quality impacts, including an assessment of total greenhouse gas emissions and construction impacts. Two scenarios were reviewed including 2017 Existing and 2041 Future Built to determine the impact. A number of contaminants of interests were assessed. Four Ministry of the Environment, Conservation and Parks (MECP) and five NAPS stations were used as part of the analysis as a result of the proximity to the Study Area to provide background contaminant concentrations. Noise Assessment An Environmental Noise Impact Assessment was completed by Novus. The Ministry of Transportation (MTO) and MECP policies and guidelines were used, as well as York Region’s policies. York Region’s policies outline where noise mitigation is to be built on Regional Roads and outline criteria to determine when mitigation is required. Fourteen Noise Sensitive Area receptors were used in the analysis and were modelled to assess change between Build and No Build. Archaeology A Stage 1 Archaeological Assessment (AA) was completed by Archaeoworks Inc. and identified areas requiring Stage 2 AA. There is an elevated archaeological potential within the Study Area as a result of several designated and listed heritage resources within 300m, including the Baker-Cober Church and Cemetery, five registered archaeological sites within 50m of the Study Area; and several tributaries of the East Branch of the Don River. Portions of the Study Area will be subjected to test pit survey at five metre intervals as part of a Stage 2 AA. Cultural Heritage A Cultural Heritage Assessment Report (CHAR) was completed by Archaeoworks Inc. to document the existing cultural heritage resources within the Study Area. There were five cultural heritage resources identified within the study area, including the following cultural heritage landscapes: a waterscape and the Baker-Cober Church and Cemetery, as well as the following Built Heritage Resources: two residential buildings and a twentieth century Department of Parks property owned by the City of Vaughan. Transportation A Traffic and Transportation Study was completed. Major roadways include Dufferin Street, Langstaff Road, Rutherford Road, Major Mackenzie Drive and Teston Road. The existing Dufferin Street is a four-lane roadway with turning lanes at intersections between Langstaff Road and Major Mackenzie Drive. North of Major Mackenzie Drive, the roadway tapers to a two-lane section up to Teston Road. The TMP identified that congestion is experienced between Langstaff Road and Rutherford Road, as well as between Major Mackenzie Drive and 15th Sideroad.

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York Region - Dufferin Street Class Environmental Assessment Study Environmental Study Report - May 2019

The Region’s TMP identifies that continuing to widen Regional Roads will not address the needs for York Region as demand continues to exceed capacity. In the existing condition, the midblock sections are currently operating at or above the available capacity in the peak direction in the morning (southbound) and the afternoon (northbound) peak hours. These are consistent with the Region’s guidelines for capacity improvements, including widening from four to six lanes from Langstaff Road to Rutherford Road; and from two to four lanes from Sir Benson Drive to Teston Road. Seven of the nine signalized intersections are operating and an acceptable Level of Service (LOS) D or better in the AM and PM peak hours. Two intersections (i.e., at Langstaff Road and Major Mackenzie Drive) are operating at LOS E. All unsignalized intersections are currently experiencing long delays for eastbound and westbound turning movements from minor streets, however traffic signals were not found to be justified at these locations. There is a gap in pedestrian and cycling facilities north of Major Mackenzie Drive. Based on a review of available historical collision data, there were 656 collisions reported along Dufferin Street. Intersection collisions account for 88 percent of the total number of reported collisions. In the future condition, the existing configuration of Dufferin Street will not have sufficient capacity to accommodate future travel demand, as it will be at or above the available capacity in the peak direction in the AM and PM peak hours. There will be a need to widen Dufferin Street by 2041 as follows: Langstaff Road to Rutherford Road – widen from four to six lanes (with two High Occupancy Vehicle (HOV) lanes and four general purpose); Rutherford Road to Major Mackenzie Drive widen from four to six lanes and Sir Benson Drive to Teston Road widen from two to four lanes. Five of the nine signalized intersections are expected to operate at LOS E or worse during the AM or PM peak hours. Many of the unsignalized intersections will operate at an unacceptable LOS F, however traffic signals are not justified at any of these intersections under projected 2041 traffic conditions. Engineering A Stormwater Management and Drainage Assessment was conducted for the Study Area, and a Fluvial Geomorphology Report was completed by Matrix. There are 158 existing pipes and associated structures, as well as seven culvert crossings along Dufferin Street. The Study Area was divided into eight drainage areas. There is one structural culvert, with the remaining all non-structural culverts, which are all in fair to good condition. The culverts were evaluated for the 2-year, 100-year and Regional Storm event. The following are the recommendations based on the storm events, as well as the fluvial geomorphological study undertaken: • Culvert 4 meets criteria, has no overtopping during the Regional event, therefore the culvert can be extended as required;

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York Region - Dufferin Street Class Environmental Assessment Study Environmental Study Report - May 2019

• Culvert 6 meets criteria, has no overtopping during the Regional event. There are some structural and road embankment concerns. The culvert can be extended as required, however future replacement may be needed. The final meanderbelt width is 12m with a recommended culvert size of 5m; • Culvert 7 is recommended for replacement to meet regional flood criteria. The final meanderbelt width is 6m with a recommended culvert size of 3m; • Culvert 8 overtops during the Regional event, however MNRF Flood criteria identified that the structure meets the criteria. The structure can be extended as required, with mitigation measures. Culvert 8a had a final meanderbelt of 36m and Culvert 8b had a final meanderbelt width of 12m; and • Culverts 9 and 10 meet criteria, and have no overtopping during the Regional event – culverts can be extended. There are eight segments out of the 160 pipe segment network which do not meet current conveyance criteria based on current development flows. The criteria is deemed inadequate if the 10-year peak flow exceeds the capacity of the existing storm sewer network. Contamination A contamination overview report was completed by Terraprobe to document existing locations with potential contamination. There are nine potentially contaminating activities within the Study Area, four of which have high risk levels and include gasoline and associated products; and the operation of dry cleaning equipment. The media at risk includes soil and groundwater. Geotechnical A geotechnical investigation was completed by Terraprobe to obtain existing pavement conditions, geotechnical subsurface information, as well as to provide preliminary pavement and geotechnical recommendations for the proposed improvements. The existing pavement is in good to excellent condition. Two alternatives for the rehabilitation of the existing pavement were evaluated including full depth replacement, and partial depth milling overlay. Hydrogeological A hydrogeological investigation was completed by Terraprobe to obtain existing information related to groundwater. The groundwater surface elevation is between 205 metres above sea level (masl) to 280 masl and generally slopes from north to south. The approximate depth to groundwater based on water well records is 3 to 8m.

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York Region - Dufferin Street Class Environmental Assessment Study Environmental Study Report - May 2019

Surface Water A highly Vulnerable Aquifer is present across the majority of the Study Area and a significant groundwater recharge area is present to the northeast of Dufferin Street and Teston Road. The Study Area is located within the Wellhead Protection Area Zone Q. Evaluation of Alternative Design Concepts Eleven constraints in close proximity to the Dufferin Street corridor affecting the design concepts were identified early in the Study Area including commercial developments, transit features, the Baker-Cober Cemetery, residential properties, a park and structural Culvert 8. The Study Area was divided into segments including: Langstaff Road to Marc Santi Boulevard, Marc Santi Boulevard to Sir Benson Drive, and Sir Benson Drive to Teston Road, based on the recommended improvements from the traffic and transportation study. Four alternative design concepts were identified and evaluated including: • Do Nothing alternative; • Widen Dufferin Street to the west, holding the east property line; • Widen Dufferin Street on both sides of the centre-line; and • Widen Dufferin Street to the east, holding the west property line. The above noted design concepts were evaluated based on a detailed list of screening criteria, including natural heritage, social environment, economic environment, transportation, engineering/system design and cost effectiveness. The alignments considered a roadway right-of-way of 45 metres from Langstaff Road to Major Mackenzie Drive, and 36m from Major Mackenzie Drive north to Teston Road. Following the evaluation of the alignments, the segments were further evaluated based on a number of cross-sections to review options for the provision of active transportation including: • An in-boulevard sidewalk and cycle track on both sides of the roadway; • An in-boulevard multi-use path adjacent to an in-boulevard sidewalk on both sides; and • An in-boulevard multi-use path on one side and an in-boulevard sidewalk on the other side. Given the significant natural heritage features between Sir Benson Drive and Teston Road, additional design elements were further reviewed to identify opportunities to reduce the overall impact.

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York Region - Dufferin Street Class Environmental Assessment Study Environmental Study Report - May 2019

Description of Preferred Design The preferred concept consists of widening Dufferin Street as follows: • From Langstaff Road to Marc Santi Boulevard: o Six lanes with a raised median • Marc Santi Boulevard to Sir Benson Drive: o Four lanes with a flush median • Sir Benson Drive to Teston Road: o Four lanes undivided roadway (no median) The preferred cross-section for all segments of the Study Area includes an in-boulevard cycle track and in-boulevard sidewalk on both sides of Dufferin Street. The horizontal and vertical alignments of the road generally follow the existing centerline and road profile. In locations where Dufferin Street has five lanes, it is preferred that a far-side bus stop be provided when a bus bay is present and in locations where a bus bay cannot be provided a near-side stop is preferred. In segments with four lanes, near-side bus stops in the dedicated right-turn lane are preferred. All existing turning movements at intersections, as well as at entrances along Dufferin Street will be maintained following the improvements along the roadway. Pedestrians and cyclists will be accommodated by an in-boulevard 1.8m cycle track adjacent to a 1.8m sidewalk on both sides of the roadway to provide a continuous bicycle and pedestrian network throughout the Study Area. The preferred design incorporates a fully urbanized cross-section. Surface drainage will be fed to a system of Low Impact Development facilities including infiltration galleries for water quality and existing storm drainage systems. Culvert 7 will be replaced with a 2.4m x 1.5m concrete box; Culvert 8 is recommended to remain as is with channel improvements upstream and downstream; and Culvert 10 will be removed and the water redirected to Culvert 9 which will be replaced with a 1.2m x 1.2m concrete box. The current box culvert replacements should be revisited during detailed design to further evaluate the environmental preference of open bottom culverts. The roadway improvements require the relocation of a number of hydro poles/lighting poles, as well as existing waterline valves and fire hydrants based on the utility conflict analysis. Full illumination is to be provided on both sides of the roadway, mounted on either new street light standards or on existing power poles. Landscaping will include street trees and vegetation in all boulevard areas that are greater than 3.5m from the curb, as well as in all median areas that are greater than 4m. A scenic look out is recommended north of Major Mackenzie Drive, on the west side overlooking the golf course.

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York Region - Dufferin Street Class Environmental Assessment Study Environmental Study Report - May 2019

The majority of homes will experience almost no change in sound level, however one receptor (northeast quadrant of Dufferin Street and Rutherford Road) will experience a sound level of 64 dBA which is above the 60 dBA sound level per York Region’s policy. Traffic should be maintained throughout the construction period, such that lanes are reduced during off-peak hours or at night. The preferred design will require approximate 10,538 m³ of property. The estimated construction cost for the project is $20 million. Potential Environmental Impacts and Mitigation Anticipated impacts to the natural, socio-economic, cultural heritage, transportation and engineering environment, as well as proposed mitigation measures were identified as a result of the preferred design. Areas impacted include natural areas, vegetation, street trees, wildlife and wildlife habitat, aquatic habitat, species at risk and linkages and corridors. Cultural heritage impacts include archaeology and cultural heritage. Engineering impacts include potential contamination. Impacts associated with the preferred improvements along Dufferin Street are generally minor and can be mitigated. Commitments to Further Works As part of the detailed design phase of this project, permits and approvals will be required from various review agencies to facilitate the proposed improvements to Dufferin Street. The required permits and approvals include a TRCA Permit, Federal Fisheries Act Authorization, Endangered Species Act Permit, Environmental Compliance Approval, and Permit agreement from York Region related to water discharge. In addition, clearance will need to be secured from the Ministry of Tourism, Culture and Sport prior to construction.

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York Region - Dufferin Street Class Environmental Assessment Study Environmental Study Report - May 2019

Table of Contents

1. Introduction ...... 1 1.1 Background ...... 1 1.2 Purpose of the Study ...... 3 1.3 Municipal Class Environmental Assessment Process ...... 3 1.4 Environmental Study Report ...... 5 1.5 Part II Order ...... 5 1.6 Study Approach ...... 6 2. Public and Agency Consultation ...... 7 2.1 General ...... 7 2.2 Phase 1 Consultation ...... 7 2.2.1 Public Involvement ...... 7 2.2.2 Regulatory Agency Involvement ...... 8 2.2.3 Indigenous Consultation ...... 10 2.2.4 Technical Advisory Committee Meeting No. 1 ...... 10 2.3 Phase 2 Consultation ...... 12 2.3.1 Open House #1 ...... 12 2.3.2 Notice of Public Open House #1 ...... 12 2.3.3 Attendance and Presentation ...... 12 2.3.4 Summary of Input ...... 13 2.3.5 Regulatory Involvement ...... 15 2.3.6 Indigenous Consultation ...... 15 2.3.7 Technical Advisory Committee Meeting No. 2 ...... 15 2.4 Phase 3 Consultation ...... 17 2.4.1 Technical Advisory Committee Meeting No. 3 ...... 17 2.4.2 Open House #2 ...... 19 2.4.3 Notice of Open House #2 ...... 19 2.4.4 Attendance and Presentation ...... 19 2.4.5 Online Open House ...... 20 2.4.6 Summary of Input ...... 20 2.4.7 Survey ...... 21 2.4.8 Regulatory Involvement ...... 22 2.4.9 Indigenous Consultation ...... 24 3. Planning Context ...... 26 3.1 Federal Policies ...... 26 3.1.1 Canadian Environmental Assessment Act ...... 26 3.2 Provincial Planning Policies ...... 26 3.2.1 Places to Grow Act ...... 26 3.2.2 Provincial Policy Statement ...... 27 3.2.3 Greenbelt Plan ...... 28

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3.2.4 Oak Ridges Moraine Conservation Act and Plan ...... 28 3.2.5 The Big Move – Transforming Transportation in the Greater Toronto and Hamilton Area ...... 30 3.2.6 Accessibility for Ontarians with Disability Act ...... 31 3.2.7 Clean Water Act ...... 31 3.2.8 Ministry of the Environment, Conservation and Parks ...... 32 3.3 Regional Planning Policies ...... 32 3.3.1 Vision 2051 – York Region Strategic Plan ...... 32 3.3.2 York Region Official Plan ...... 33 3.3.3 York Region Transportation Master Plan ...... 34 3.3.4 Regional Streetscape Policy ...... 36 3.3.5 York Region Forest Management Plan ...... 36 3.3.6 Towards Great Regional Streets – A Path to Improvement ...... 37 3.3.7 York Region Best Practices for Planning Centres and Corridors ...... 38 3.4 York Region 10-Year Roads and Transit Capital Construction Program ...... 39 3.4.1 Moving to 2020 - York Region Transit/VIVA Strategic Plan ...... 39 3.4.2 York Region Sustainability Strategy ...... 39 3.4.3 York Region Long Term Water Conservation Strategy ...... 40 3.4.4 York Region Traffic Noise Mitigation Policy for Regional Roads for Capital Projects and Retrofit ...... 40 3.5 Local Transportation Planning Policies ...... 41 3.5.1 Vision 2020 ...... 41 3.5.2 City of Vaughan Official Plan ...... 41 3.5.3 Green Directions Vaughan – Community Sustainability and Environmental Master Plan ...... 43 3.5.4 City of Vaughan Transportation Master Plan – A New Path ...... 44 3.5.5 City of Vaughan Pedestrian and Bicycle Master Plan ...... 44 3.5.6 City-Wide Urban Design Guidelines ...... 45 3.6 Other Studies in the Area ...... 45 3.6.1 Carrville Centre Secondary Plan ...... 45 3.6.2 Carrville District Centre Urban Design Streetscape Master Plan Study...... 46 3.6.3 Keele Valley Landfill Area Specific Plan ...... 46 3.6.4 Rutherford Road / Carrville Road Environmental Assessment ...... 47 3.6.5 Teston Road Individual Environmental Assessment ...... 47 3.6.6 North Maple Regional Park Master Plan ...... 47 3.7 Toronto and Region Conservation Authority Policies ...... 47 3.8 Provincial Endangered Species Act ...... 50 3.9 Federal Species at Risk Act ...... 50 3.10 Problem Statement and Improvement Opportunity ...... 51 4. Existing Conditions ...... 52 4.1 Natural Heritage ...... 52

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4.1.1 Physiography and Soils ...... 52 4.1.2 Natural Area Designations ...... 52 4.1.3 Vegetation and Ecological Land Classification ...... 55 4.1.4 Tree Inventory ...... 55 4.1.5 Wetlands ...... 56 4.1.6 Woodlands ...... 56 4.1.7 Wildlife and wildlife habitat ...... 56 4.1.8 Aquatic Habitat and Communities ...... 57 4.1.9 Species at Risk ...... 60 4.1.10 Summary of Natural Heritage Constraints ...... 62 4.2 Socio-Economic Environment ...... 64 4.2.1 Land Use ...... 64 4.2.2 Emergency Service Providers ...... 65 4.2.3 School Busing ...... 65 4.2.4 Air Quality ...... 65 4.2.5 Noise Assessment ...... 67 4.3 Cultural Heritage ...... 69 4.3.1 Archaeology ...... 69 4.3.2 Cultural Heritage ...... 72 4.4 Transportation Engineering ...... 73 4.4.1 Existing Road Network...... 73 4.4.2 Traffic Conditions ...... 74 4.4.3 Transit Services ...... 77 4.4.4 Pedestrian Facilities ...... 78 4.4.5 Cycling Facilities ...... 79 4.4.6 Goods Movement ...... 80 4.4.7 Traffic Safety Review ...... 80 4.5 Future Transportation Operations ...... 83 4.5.1 Traffic Forecast ...... 83 4.5.2 Midblock Capacity Analysis – 2041 Future Conditions ...... 83 4.5.3 Intersection Traffic Operations Analysis – 2041 Future Conditions ...... 85 4.5.4 Queuing Assessment, Storage Lane Requirements ...... 87 4.5.5 Impact of No-Build Scenario on Non-Automobile modes ...... 88 4.5.6 Summary ...... 88 4.6 Engineering Environment ...... 90 4.6.1 Stormwater Management and Drainage ...... 90 4.6.2 Fluvial Geomorphology ...... 95 4.6.3 Contamination ...... 99 4.6.4 Geotechnical ...... 102 4.6.5 Hydrogeological ...... 106 4.6.6 Source Water ...... 106 5. Identification and Evaluation of Alternative Design Concepts ...... 108

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York Region - Dufferin Street Class Environmental Assessment Study Environmental Study Report - May 2019

5.1 Generation of Alternative Design Concepts ...... 108 5.1.1 Constraints ...... 108 5.1.2 Evaluation Criteria ...... 109 5.2 Evaluation of Alignments ...... 110 5.2.1 Langstaff Road to Marc Santi Boulevard ...... 111 5.2.2 Marc Santi Boulevard to Sir Benson Drive ...... 113 5.2.3 Sir Benson Drive to Teston Road ...... 115 5.3 Evaluation of Cross-Sections ...... 118 5.3.1 Langstaff Road to Marc Santi Boulevard ...... 119 5.3.2 Marc Santi Boulevard to Sir Benson Drive ...... 120 5.3.3 Sir Benson Drive to Teston Road ...... 121 5.4 Additional Design Elements ...... 122 5.4.1 Cross-Section ...... 122 5.4.2 Culverts ...... 122 6. Description of Preferred Design ...... 128 6.1 Design Criteria ...... 128 6.2 Typical Cross Sections ...... 129 6.3 Pavement Structural Design ...... 134 6.4 Horizontal and Vertical Alignment ...... 135 6.4.1 Embankments ...... 135 6.4.2 Retaining Walls ...... 136 6.5 Traffic and Transportation ...... 136 6.6 Intersections and Entrances ...... 136 6.7 Provision of Cyclists and Pedestrians ...... 137 6.8 Drainage and Stormwater Management ...... 138 6.8.1 Drainage patterns ...... 138 6.8.2 Minor Drainage System ...... 138 6.8.3 Culvert Design ...... 139 6.9 Utilities ...... 141 6.10 Street Lighting and Traffic Signals ...... 141 6.11 Landscaping and Streetscaping ...... 142 6.12 Property Requirements ...... 142 6.13 Noise ...... 143 6.14 Construction Staging Considerations ...... 143 6.14.1 Traffic Management ...... 143 6.14.2 Culverts ...... 144 6.15 Preliminary Cost Estimate ...... 144 6.16 Construction Timing ...... 144 7. Potential Environmental Impacts and Mitigation ...... 145 7.1 Natural Environment ...... 145 7.1.1 Natural Areas ...... 145

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7.1.2 Vegetation (Wetlands and Woodlands)...... 145 7.1.3 Wildlife and Wildlife Habitat ...... 146 7.1.4 Aquatic Habitat ...... 147 7.1.5 Species Risk and Habitat ...... 148 7.1.6 Linkages and Corridors ...... 148 7.2 Socio-Economic Environment ...... 148 7.2.1 Air Quality ...... 148 7.2.2 Noise Assessment ...... 152 7.3 Cultural Heritage ...... 153 7.3.1 Archaeology ...... 153 7.3.2 Cultural Heritage ...... 153 7.4 Transportation Engineering ...... 155 7.4.1 Intersections ...... 155 7.4.2 Pedestrian Facilities ...... 155 7.4.3 Cycling Facilities ...... 155 7.5 Engineering Environment ...... 156 7.5.1 Stormwater Management and Drainage ...... 156 7.5.2 Contamination ...... 156 7.5.3 Groundwater ...... 157 7.5.4 Surface Water ...... 158 7.5.5 Source Water Protection ...... 159 7.6 Environmental effects and Mitigation Measures ...... 159 8. Commitments to Further Work ...... 169 8.1 Natural Environment ...... 169 8.1.1 Culverts ...... 169 8.1.2 Trees and Vegetation...... 169 8.1.3 Wildlife and Wildlife Habitat ...... 169 8.1.4 Aquatic Habitat ...... 170 8.1.5 Species at Risk ...... 170 8.1.6 Streetscaping ...... 171 8.2 Socio-Economic Environment ...... 171 8.2.1 Air Quality ...... 171 8.2.2 Noise Assessment ...... 171 8.2.3 Property Impacts ...... 171 8.3 Cultural Heritage ...... 172 8.3.1 Archaeology ...... 172 8.3.2 Cultural Heritage ...... 173 8.3.3 Indigenous Consultation ...... 173 8.4 Transportation Engineering ...... 173 8.4.1 Active Transportation ...... 173 8.5 Engineering Environment ...... 173 8.5.1 Stormwater Management ...... 173

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8.5.2 Contamination ...... 174 8.5.3 Groundwater Control...... 175 8.5.4 Hydrogeological and Surface Water ...... 175 8.6 Permits and Approvals ...... 177 9. References ...... 178

List of Figures Figure 1-1: Study Area ...... 2 Figure 1-2: Municipal Class EA Planning and Decision Process ...... 4 Figure 3-1: Pedestrian and Cycling Facility Selection Tool ...... 38 Figure 4-1: Dufferin Street Existing Natural Heritage Conditions ...... 54 Figure 4-2: Cultural Heritage Resources ...... 71 Figure 5-1: Road Widening – Langstaff Road to Marc Santi Boulevard ...... 111 Figure 5-2: Road Widening – Marc Santi Boulevard to Sir Benson Drive...... 113 Figure 5-3: Road Widening – Sir Benson Drive to Teston Road ...... 116 Figure 5-4: Cross-Section Evaluation – Langstaff Road to Marc Santi Boulevard ...... 120 Figure 5-5: Cross-Section Evaluation – Marc Santi Boulevard to Sir Benson Drive .... 121 Figure 5-6: Cross-Section Evaluation – Sir Benson Drive to Teston Road...... 122 Figure 6-1: Preferred Design – Typical Cross-Section (Langstaff Road to Marc Santi Boulevard) ...... 131 Figure 6-2: Preferred Design – Typical Cross-Section (Marc Santi Boulevard to Sir Benson Drive) ...... 132 Figure 6-3: Preferred Design – Typical Cross-Section (Sir Benson Drive to Teston Road) ...... 133

List of Tables Table 2-1: Regulatory Agency Contact List ...... 9 Table 2-2: Questions and Responses from Online Public Meeting ...... 14 Table 3-1: Noise Mitigation Requirements ...... 41 Table 4-1: Fish Habitat Potential ...... 58 Table 4-2: Potential SAR within the Study Area ...... 60 Table 4-3: “No Build” and “Build” 2041 Noise Levels ...... 68 Table 4-4: Heritage Resources within the Study Area ...... 70 Table 4-5: Heritage Resources within 300 metres of the Study Area ...... 70 Table 4-6: Existing 2017 Conditions Midblock Analysis ...... 76 Table 4-7: Condition Assessment of Existing Culverts ...... 93 Table 4-8: Meanderbelt Widths ...... 97 Table 4-9: Areas of Potential Environmental Concern ...... 100 Table 4-10: Borehole Summary ...... 103 Table 4-11: Existing Pavement Structure ...... 104 Table 4-12: Pavement Rehabilitation Options ...... 105

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York Region - Dufferin Street Class Environmental Assessment Study Environmental Study Report - May 2019

Table 5-1: Screening Criteria ...... 109 Table 5-2: Intersection/Driveway Density ...... 119 Table 5-3: Culvert Evaluation ...... 123 Table 6-1: Preliminary Dufferin Street (Y.R. 53) Design Criteria ...... 128 Table 6-2: Typical Cross-Sections by Study Area Segment ...... 130 Table 6-3: Recommended Pavement Structure ...... 134 Table 6-4: Embankment Slope Requirements ...... 135 Table 6-5: Storm Sewer Assessment Results ...... 139 Table 6-6: Recommended Founding Depth and Residence for Footings ...... 140 Table 6-7: Preliminary Conflict Assessment ...... 141 Table 6-8: Property Required along Dufferin Street ...... 142 Table 6-9: Lane Closure Restrictions ...... 143 Table 7-1: Trees within the Study Area ...... 145 Table 7-2: Impact Assessment and Recommendations ...... 153 Table 7-3: Dewatering Targets for Open Excavations ...... 158 Table 7-4: Environmental Effects and Mitigation Measures ...... 160

Appendices

Appendix A Consultation Appendix B Natural Environment Report Appendix C Air Quality Assessment Appendix D Environmental Noise Assessment Appendix E Stage 1 Archaeology Assessment Appendix F Cultural Heritage Assessment Report Appendix G Transportation System Technical Report Appendix H Stormwater Management and Fluvial Geomorphology Appendix I Contamination Overview Report Appendix J Geotechnical Report Appendix K Hydrogeological Investigation report Appendix L Preferred Design, Streetscaping Plan and Constructability Report Appendix M Utilities Appendix N Illumination Report Appendix O Property and Cost

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Glossary of Terms and Acronyms

AADTT Annual Average Daily Truck Traffic

AADT Annual Average Daily Traffic

ANSI Area of Natural and Scientific Interest

AODA Accessibility for Ontarians with Disabilities Act

ATR Automatic Traffic Recorder

BHR Built Heritage Resources

CEAA Canadian Environmental Assessment Act

CHL Cultural Heritage Landscapes

CHVI Cultural Heritage Value and Interest

CMF Collision Modification Factors

CSP Corrugated Steel Pipe

CVC Credit Valley Conservation

dBA – Decibel, A-Weighted: The logarithmic units associated with a sound pressure level, where the soundpressure signal has been filtered using a frequency weighting that mimics the response of the human ear to quiet sound levels. The dBA resultant sound pressure level is therefore representative of the subjective response of the human ear. A-Weighted sound pressure levels are denoted by the suffix ‘A’ (i.e., dBA), and the term pressure is normally omitted from the description (i.e., sound level or noise level).

DBH Diameter at Breast Height

EA Environmental Assessment

EA Act Environmental Assessment Act

ELC Ecological Land Classification

EPR Environmental Project Report

ESA Environmentally Significant Area

ESR Environmental Study Report

ETR Express Toll Route

York Region - Dufferin Street Class Environmental Assessment Study Environmental Study Report - May 2019

Glossary of Terms and Acronyms

FTN Frequent Transit Network

GGH Greater Golden Horseshoe

GPGGH Growth Plan for the Greater Golden Horseshoe

GTHA Greater Toronto and Hamilton Area

HOV High Occupancy Vehicle

INAC Indigenous and Northern Affairs Canada

LID Low Impact Development

LIO Land Information Ontario

LOS Level of Service

M a.s.l. Metres above sea level

MBCA Migratory Bird Convention Act

MEA Municipal Engineer’s Association

Ministry of the Environment, Conservation and Parks. Formerly known MECP as the Ministry of the Environment and Climate Change (MOECC) up to June 29th, 2018.

MNRF Ministry of Natural Resources and Forestry

MTO Ministry of Transportation (Ontario)

NHIC Natural Heritage Information Centre

OGS Oil Grit Separator

OTM Ontario Traffic Manual

ORM Oak Ridges Moraine

ORMCP Oak Ridges Moraine Conservation Plan

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Glossary of Terms and Acronyms

PSI Potential for Safety Improvement

PPS Provincial Policy Statement

PTTW Permit To Take Water

ROW Right-of-Way

RTP Regional Transportation Plan

SAR Species at Risk

SARA Species at Risk Act

STS Student Transportation Services

SWH Significant Wildlife Habitat

TAC Technical Advisory Committee

TMC Turning Movement Counts

TGRS Towards Great Regional Streets

TMP Transportation Master Plan

TNH Terrestrial Natural Heritage

TRCA Toronto and Region Conservation Authority

TTC Toronto Transit Commission

WHPA Wellhead Protection Area

YROP York Region Official Plan

YRT York Region Transit

ZOI Zone of Influence

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1. Introduction 1.1 Background The Regional Municipality of York (York Region) initiated a Municipal Class Environmental Assessment (Class EA) Study to identify improvements to a six kilometre section of Dufferin Street between Langstaff Road and Teston Road in the City of Vaughan (See Figure 1-1). All municipal road reconstruction or widening projects in Ontario require approval under the Environmental Assessment Act (EA Act). The Municipal Engineers Association (MEA) Municipal Class EA process streamlines the planning and decision-making of municipal infrastructure projects with an approved procedure designed to protect the environment. The Municipal Class EA process provides a decision-making framework that enables the requirements of the EA Act to be met in an effective manner. Further details regarding the Class EA process are described in Section 1.3. The Study was initiated as a result of roadway improvement recommendations in York Region’s Transportation Master Plan (TMP) 2016. The Study included a review of the need for improvements identified in the TMP and completed Phases 3 and 4 of the Class EA process to identify a preferred design concept to best address deficiencies and facilitate improvements within the Study Area. The Study included stakeholder engagement throughout the development of the preferred design concept by obtaining input at key milestones throughout the Study. Input was obtained by holding Public Open Houses, both in person and in online formats. Input was also received through discussions with pertinent government agencies during the Study. This input aided the identification, evaluation and development of the preferred design concept. The results of the technical and engagement activities conducted during Phases 3 and 4 build upon the findings and recommendations from the TMP and are summarized in this report.

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Figure 1-1: Study Area

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1.2 Purpose of the Study In 2016, York Region completed an update to it’s TMP that identified the need for improvements to Dufferin Street. The Plan identified that additional capacity improvements are required to the arterial road network to accommodate new population and employment growth in York Region. The TMP recommended that by 2031 Dufferin Street be widened from four to six lanes from Langstaff Road to Rutherford Road, and from two to four lanes from Major Mackenzie Drive to Teston Road, as well as the need for improved active transportation connectivity. The TMP fulfilled the requirements of Phases 1 and 2 of the Class EA process. The purpose of this Study is to identify a preferred design concept to address the identified capacity deficiencies within the Study Area. This Study was completed in accordance with the Municipal Class EA process for Schedule ‘C’ projects, and meets the requirements of Phases 3 and 4 of the Class EA process including: • Updating technical studies to document existing conditions; • Identifying and evaluating alternative design concepts and selecting a preferred design concept; • Presenting project-specific information to, and receiving input from the public and review agencies throughout the Study; and • Preparing and filing an Environmental Study Report (ESR) for a minimum 30-day public review period. The ESR documents the planning and decision making process including mitigation measures and other commitments to implement the recommended improvements. 1.3 Municipal Class Environmental Assessment Process Under the provisions of the Ontario Environmental Assessment Act and Regulation 334, certain types of provincial and municipal undertakings can meet the requirements of the Act through the use of an approved environmental planning process referred to as a Class EA. The Class EA process is a self-assessing procedure by which a Group or “Class” of undertakings can be planned and implemented in a way that fulfills the requirements of the Act without proponents having to undertake an Individual Environmental Assessment. Upon completion of the process, the undertaking is considered approved and does not require formal submission to the Ministry of Environment, Conservation and Parks (MECP). The Municipal Class EA prepared by the Municipal Engineers Association (dated October 2000, as amended in 2007, 2011 and 2015) outlines the

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approved planning and decision-making process for the design of municipal infrastructure. Figure 1-2 summarizes the five phases of this process. As the figure notes, review agencies and members of the public are contacted to solicit input and comments at key consultation milestones throughout the process. This input is essential to ensure that issues are identified early and can be addressed prior to moving forward and making final recommendations.

Figure 1-2: Municipal Class EA Planning and Decision Process The Municipal Class EA process recognizes that there are varying levels of impact requiring a greater or lesser amount of assessment, depending on the nature of the work, the estimated cost and the potential impacts on the environment (which includes natural, social, economic, cultural and technical components). There are four levels or “schedules” of undertakings defined in the Municipal Class EA to account for this variation. These schedules include: Schedule A: These projects are limited in scale and include emergency operational and maintenance activities. Schedule A projects are deemed pre-approved without the need for further assessment.

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Schedule A+ Schedule A+ projects are also pre-approved, but require the proponent to advise the public of the initiative prior to implementation. Schedule B These projects have the potential for some adverse environmental effects and include improvements and minor expansions of existing facilities. For Schedule B projects, the proponent must undertake a screening process, including consultation with those who may be affected by the undertaking. At the conclusion of the process, a Project File Report is prepared to document the findings. Schedule C These projects have the potential for significant environmental effects and include new facilities and major expansions to existing facilities. Schedule C projects must follow the full planning and decision-making process outlined in the Class EA, including the preparation of an ESR.

1.4 Environmental Study Report The ESR documents the planning and decision-making process followed for Schedule C projects, and summarizes the results of Phases 1 to 4 of the Municipal Class EA process. The report clearly documents the steps taken to select the preferred design concept. The ESR is finalized with the issuance of a Notice of Study Completion inviting the public to review and provide input on the document within the 30 calendar day review period. The Notice will identify the location(s) where the ESR can be reviewed. 1.5 Part II Order It is recommended that all stakeholders work together to determine the preferred means of addressing the problem. If concerns regarding the project cannot be resolved through discussions with the proponent (for this Study, the proponent is York Region), the person or party raising the objection may request that the proponent voluntarily elevate the Schedule C project to an Individual EA. If the proponent declines and the person or party with the concern wishes to pursue the matter further, they may request that the MECP elevate the level of study to comply with Part II of the Environmental Assessment Act. A standardized form is to be used by anyone who believes that the environmental assessment process was incomplete, incorrect or that it failed to follow the required process. The required form can be found on the Forms Repository website http://www.forms.ssb.gov.on.ca by searching “Part II Order” or “012-2206E” (the form ID number). Once completed, the form is then to be sent to both the Minister and the Director of the Environmental

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Assessment and Permissions Branch noted below and York Region’s Project Manager prior to the end of the 30-day review period. If no requests are received and subject to the receipt of the necessary approvals, York Region intends to proceed to implementation of the Project, that is, detailed design and construction. The Honorable Rod Phillips Director, Environmental Minister of the Environment, Assessment and Permissions Conservation and Parks Branch Floor 11, 77 Wellesley Street West Ministry of the Environment, Toronto, ON M7A 2T5 Conservation and Parks [email protected] 135 St. Clair Avenue West, 1st Floor Toronto, ON M4V 1P5 [email protected]

The proponent, York Region can be contacted as follows: Daniel Foong, P. Eng., Project Manager Regional Municipality of York 877-464-9675 ext. 75226 [email protected]

1.6 Study Approach The Study followed the Municipal Class EA process that consists of five phases: • Phase 1 Problem Identification; • Phase 2 Identification of the Preferred Solution; • Phase 3 Identification of the Preferred Design Concept; • Phase 4 Documentation of the EA process; and • Phase 5 Detail Design and Construction of the project. Public and regulatory consultation is integrated into the entire Study process. Throughout these five phases, there are public and regulatory agency consultation at key milestones. Both the technical and consultation streams run in parallel and provide guidance as the Study moves through each of the five phases. Information from the TMP was reviewed to confirm that the requirements of Phases 1 and 2 were met. The requirements for Phases 3 and 4 were then completed including a similar level of consultation.

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2. Public and Agency Consultation 2.1 General Public and regulatory agency consultation is an essential component to the Municipal Class EA process. A Consultation Plan was prepared at Study Commencement to address the following objectives: • Identify potentially affected stakeholders; • Identify ways to exchange information with stakeholders (i.e., to provide and receive) regarding the Study; and • Integrate information received into the planning and decision-making process. All consultation activities carried out throughout the Study were documented in the Consultation Activity and Tracking Table (included in Appendix A). Review agencies were contacted at the start to solicit comments on areas of interest early in the Study. Subsequently, a number of outreach activities were undertaken to meet the objectives identified above: • Notification announcing upcoming consultation activities were placed in the Vaughan Citizen, Richmond Hill and Thornhill Liberal; • Establishment of a Technical Advisory Committee (TAC); • Coordination of online and in-person Open Houses; and • Preliminary identification of Stakeholder Group members. 2.2 Phase 1 Consultation 2.2.1 Public Involvement Using municipal property ownership information, in March 2017, a list of potential stakeholders within 300m of the Study Area corridor was compiled. Stakeholders were notified by Notice of Study Commencement in the mail. The purpose of the mail out was to solicit initial comments and ascertain interest in participating as part of the Stakeholder Group, and/or being added to the Project Contact list for future notifications. Few people responded with an interest in participating in a Stakeholder Group. Notice of Study Commencement A Notice of Study Commencement was placed in the local Vaughan Citizen, Thornhill Liberal and Richmond Hill Liberal on March 30th and April 6, 2017. The Notice, as well as a letter and feedback form were provided to 2150 residents within 300m of the Study Area corridor on March 28, 2017. The

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Notice of Study Commencement outlined the purpose of the Study and solicited comments, as well as invited the public to participate in the Study. Contact information for the Region’s Communication and Community Engagement Specialist was included in the Notice for consistency. Stakeholder Group During the TMP, this corridor was identified as being over capacity, and the corridor is not within a high residential area. The decision to not have a Stakeholder Group was made at the outset of the Project because a relatively low level of opposition to the project was expected. It was anticipated and later confirmed at the first Open House that implementing the project to alleviate congestion would be welcomed. Summary of Initial Comments As a result of the Notice of Study Commencement, three comments were received: • A request to ensure that access points were protected and maintained following roadway widening; • Interest in participating as part of a Stakeholder Group; and • A property owner indicated concern about barriers to pedestrians in accessing Dufferin Street (i.e., a local residential development’s design included barriers which restricted pedestrians from having easy access to Dufferin Street). All comments received and responses from the Region are summarized the consultation tracking table in Appendix A. 2.2.2 Regulatory Agency Involvement A list of regulatory agencies was assembled early in the Study, including federal department/agencies, provincial ministries/agencies, regional and local municipal departments, and the local conservation authority. The regulatory agency list was continually updated throughout the Study. Table 2-1 below presents the List of Regulatory Agencies who were engaged during the study. Regulatory Agencies were contacted by letter on March 28, 2017. The purpose of this initial contact was to inform them of the Study and to receive comments and feedback regarding issues or concerns to be addressed throughout the Class EA process. The following is a summary of the initial feedback received from review agencies following the Notice of Study Commencement:

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• The Ministry of Natural Resources and Forestry (MNRF) advised: o That there are Species at Risk (SAR) which have been recorded in the vicinity; o Watercourses are contributing habitat for Redside Dace (endangered); o There is potential for endangered bats in cavities; o Information on wetlands and Areas of Natural and Scientific Interest (ANSI) can be received from Land Information Ontario; and o Appropriate inventory and approval from MNRF will be required if there is a potential harm to any species protected under the Endangered Species Act (2007). • The MECP advised of the Ministry’s interests regarding the Class EA process and that each of the interests need to be addressed to minimize potential delays to the project schedule. A list of First Nation communities identified as potentially affected was provided for inclusion in consultation activities (see letter for more detail in Appendix A). • Toronto and Region Conservation Authority (TRCA) advised that meetings should be held during each of the EA phases. Table 2-1: Regulatory Agency Contact List Municipal Federal City of Vaughan – Engineering and Public CN Rail Works; Planning; Infrastructure Delivery Fisheries and Oceans Canada and Planning; Fire Chief Health Canada Transport Canada - Ontario Region York Region - Environmental, Capital Ministry of Aboriginal Affairs and Northern Planning and Delivery; Data and Development Canada Forecasting; Traffic Signal Operations; Noise Abatement; Streetscaping; Green infrastructure; Transit; Utilities; Transportation Policy; Police; Operations Provincial Indigenous Communities Ministry of Environment, Conservation Alderville First Nation and Parks Curve Lake First Nation Ministry of Aboriginal Affairs Hiawatha First Nation Go Transit Huron-Wendat Nation Ministry of Agriculture

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Ministry of Education Mississauga of Scugog Island First Ministry of Health and Long-Term Care Nation Ministry of Municipal Affairs and Housing Mississaugas of the New Credit First Ministry of Natural Resources and Nation Forestry Ministry of Public Infrastructure Ministry of Attorney General Ministry of Tourism, Culture and Sport Infrastructure Ontario

407 ETR Metrolinx Other Toronto and Region Conservation York Region Catholic School Board Authority York Region District School Board

2.2.3 Indigenous Consultation A Notification letter was mailed to the Ministry of Indigenous Affairs and Indigenous and Northern Affairs Canada (INAC) on March 28, 2017 informing them of the project and to request their initial comments on the Study. No comments were received. 2.2.3.1 Indigenous Communities The Consultation Plan identified six First Nation and Aboriginal communities to be consulted throughout the Study (included in Table 2-1). They were contacted initially on May 9, 2017 with a letter and notice to solicit input. The following is a summary of their initial comments and feedback: • Huron-Wendat requested shape files showing the location and size of the Study Area; and • Curve Lake First Nation advised that they are not aware of any issues that would cause concern with respect to Traditional, Aboriginal or Treaty rights, however they have concern for remains of their ancestry – should evidence of burial sites be found, contact is required. Curve Lake has trained Archaeological Liaisons able to participate in archaeological assessment as a member of field crews. 2.2.4 Technical Advisory Committee Meeting No. 1 Following Study Commencement, the Project Team developed a TAC to be consulted on a regular schedule, in advance of each public consultation activity, to receive technical comments and guidance related to the progress of the Study. The purpose of the TAC was to obtain informative feedback from the pertinent Municipal and Provincial representatives as it relates to

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their respective mandates. The Project Team met with the TAC leading up to the first Open House. The first TAC meeting was held on April 19, 2017. There were 23 people in attendance. The following is a summary of the comments received at the TAC: • Recommend a dual-left turn lane from Teston Road to southbound Dufferin Street that could be converted to a through lane if the Teston Road missing link is implemented; • Recommend extending improvements north of Teston Road; • Alectra advised that there is power along both sides of the Dufferin Street corridor; • City of Vaughan recommended that the cross-section be similar to Major Mackenzie Drive with a 5m median; • City of Vaughan commented that there is a missing link for cycling from Centre Street to Langstaff Road which should be addressed; • York Region Transit (YRT) questioned whether High Occupancy Vehicles (HOV) lanes would be connected south of Langstaff Road. Consideration should be given to narrowing the Highway 407/ETR structure to accommodate all modes (outside of scope); • YRT indicated that concrete transit pads should be provided along east side of Dufferin St; • Recommendation to complete traffic assessment with and without future Teston Road link; • York Region Forestry recommended that the cross-section be narrowed at watercourse crossings to reduce impact on Redside Dace habitat and any potential compensation required; • Project Team to consider pre- and post-development flows as part of Stormwater Management; and • MNRF recommended that that impacts to some of the best untouched natural valleys within the Oak Ridges Moraine within the Study Area should be minimized and avoided if at all possible. The Meeting Minutes are contained in Appendix A.

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2.3 Phase 2 Consultation 2.3.1 Open House #1 An Open House is a beneficial way of involving the public in the EA process. The Open House allows individuals interested in the project to actively participate and provide input and feedback at key stages during the EA process. Public Open Houses allow: • The Project Team to gather information and interact directly with the community and local residents; • A forum to review project work to date and provide comments to the Project Team as input for further development; and • Opportunities to address individual/property owner needs and concerns. An Open House was held during Phase 2 of the Dufferin Street Class EA Study. It was a drop-in format and included display boards containing information about the project and EA process, and an opportunity for one-on- one discussion with members of the project team. 2.3.2 Notice of Public Open House #1 Over 2,100 notices were mailed out on June 8th to residents, Indigenous Communities and agencies. The Open House was held from 6:30pm to 8:30pm on Wednesday June 21, 2017 at the North Thornhill Community Centre at 300 Pleasant Ridge Avenue in the City of Vaughan. The purpose of the Open House was to provide interested members of the public, agencies and Indigenous representatives an opportunity to learn about the study, discuss key issues and comment on the information presented. The material also included an outline of planned activities and the schedule for the Class EA. The materials and display boards are contained in Appendix A. 2.3.3 Attendance and Presentation Upon arrival at the Open House, attendees were asked to sign-in and indicate if they wished to be added to the Project Contact list for future notifications. A total of 19 people signed the attendance sheet and the attendance was approximately 28 people. Comment sheets were available for attendees to fill out at the Open House, or to return by July 7th, 2017. A total of six comment sheets were completed on site by attendees.

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Display boards providing a summary of the Study were available for the public to review at their own pace, and representatives were available to answer any questions or concerns. 2.3.4 Summary of Input One of the questions posed on the Comment Sheet was to rank the type of improvement by priority. The following summarizes the input received from the six Comment Sheets received as a result of Open House #1: • Preference to add traffic lanes and improve safety; • Preference to add bike lanes and a multi-use trail; and • Improve streetscaping. The following is a summary of the common themes, questions, comments and discussion which occurred at the Open House: • There is a need to widen Dufferin Street to Teston Road; • Bicycle lanes should be introduced because people currently bike on Dufferin Street; • Better public transit is necessary because of the new subway; • Recommendation to introduce a YRT bus along Dufferin Street between Langstaff Road and Major Mackenzie Drive before widening Dufferin Street; • Presentation material all seemed to be car, truck and bus oriented • Should make sure that streets can handle the extra weight from traffic using the HOV lanes, especially at intersections; • Should place greater emphasis on cyclists, pedestrians and transit; • Improve conditions for HOV and other modes, rather than cars. There are many community facilities that would be well served by alternative modes of travel; • Adding traffic lanes is necessary; HOV is are not useful for majority of drivers and does not improve traffic; middle lane is a waste of space and money; • Reduce vehicle collisions, change attitudes, improve air quality and noise mitigation; • Add trees on side of road to block wind and provide shade; • Connect Maple Nature Reserve to Oak Ridge Moraine (on other side);

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• Add traffic lanes for transit – Viva bus rapid transit from Rutherford Road to Centre Street; • Compare separated bike lanes on Highway 7 East and Warden Avenue to raised bike lanes on Second Concession and Green Lane. Which of these treatments is best?; and • Recommend that information be provided showing all Great Street Projects and how they are coming together regarding location and timing – i.e., Dufferin Street, Langstaff Road, Teston Road and Kirby Road. 2.3.4.1 Online Open House Given the prevalence of social media, the Project Team hosted a Public Meeting online to allow those within the community to participate, without having to attend the meeting in person. The presentation material was posted online the same day as the in-person Public Meeting, and viewers were asked to respond to four thought-provoking questions. Two responses were received from the public. The questions and the responses provided from the online Public Meeting are summarized in Table 2-2 below. Table 2-2: Questions and Responses from Online Public Meeting Online Survey Feedback 1. Please describe how you use Dufferin Work in Toronto, but have to shift Street and/or other roads within the my work hours to avoid traffic Study Area. How could your travel experiences be improved? 2. Do you have any thoughts on the Although HOV lane is there – it is proposed elements of the roadway, not used correctly; no policing including a multi-use path, cycling facilities, HOV/carpool lane? 3. Please provide your thoughts about the Can’t wait for road to widen overall project. Are there other opportunities that should be considered in this Study? 4. What can be done during the project to Keep public informed – there will be maximize public involvement to ensure frustrations during construction that the most optimal design is achieved?

All comments received and responses from the Region are summarized the consultation tracking table in Appendix A.

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2.3.5 Regulatory Involvement The Project Team met with the TRCA in July 2017. The purpose of the meeting was to provide an introduction to the TRCA regarding this study, including details on the need and justification for improvements, stormwater management and drainage, natural heritage and geomorphology. The following is a summary of the key points of discussion: • There are seven culverts within the Study Area, five of which contain watercourses. These five watercourses are all regulated by the TRCA. • Hatch to make best efforts to meet stormwater management criteria, including identifying where treatment trains for Low Impact Development (LID) treatments can be located. • All watercourses have associated riparian wetlands, except Westminster Creek. • Redelmeier Pond is currently being remediated as it is a flood hazard and deemed emergency work. As a result, Redside Dace habitat will expand upstream and may change the regulation to recovery habitat, however this change to be confirmed with MNRF. o This may require culvert to be meanderbelt + 30m, as well as open-bottom to avoid impacting Redside Dace habitat. Team to consider opportunities for wildlife movement. • TRCA may support retaining walls at crossings to reduce encroachment into natural areas near ANSI and the candidate ANSI in the north end. • Hatch to be aware of draft guidelines currently being prepared by MECP relating to Climate Change. 2.3.6 Indigenous Consultation No comments were received from any of the Indigenous communities as a result of the Notice of Public Open House. First Nation communities will continue to be consulted as the study proceeds. 2.3.7 Technical Advisory Committee Meeting No. 2 The second TAC Meeting was held on November 2, 2017 at York Region’s office. There were 15 people in attendance at the meeting. The purpose of the meeting was to provide an update on the work that has been completed since the first TAC meeting, including consultation and the technical studies. There was a brief presentation providing a summary of the work that has been completed, including a summary of the input received at the first TAC, and at the first Public Meeting. The Project Team also presented an update

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on the traffic analysis, to show the need and justification for the six-lane widening from Langstaff Road up to Major Mackenzie Drive, and a four-lane widening from Major Mackenzie Drive up to Teston Road. The Project Team presented the existing corridor, identifying eight pinch points along the corridor, and requested input and encouraged discussion from TAC members. The Meeting Minutes are contained in Appendix A. The following is a summary of the comments received at the TAC: • The cross-walks at Summeridge Drive and Autumn Hill Boulevard (on the east side of Dufferin Street) are decorative, intended to be entrance features to the subdivision, but can be confusing to the general public; • York Region to review intersections to provide guidance on where right- turn lanes are needed; • If dual westbound left-turn lane is recommended for Teston Road intersection, the EA should note that if/when Teston Road is extended west of Dufferin Street, the dual left-turn lanes be removed; • Boulevards are needed when roadways are widened to accommodate snow, otherwise traffic operations may be impacted; • Divisional islands on local street streets intersecting Dufferin Street need to be aligned for proper sight distances along corridor; • Dufferin Street/Confederation Parkway – westbound receiving lane can be reduced to one lane and separate lanes provided for eastbound left-thru- right turn movements; • Cross-walks to conform to Accessibility for Ontarians with Disabilities Act (AODA) requirements and Ontario Traffic Manual (OTM) guidelines; • A large diameter high pressure watermain, including high pressure pipes and concrete chambers is located on the west side of Dufferin Street near Culvert 8 within the embankment; • More storage should be considered for southbound left-turn movement onto Teston Road from Dufferin Street; • From a space perspective, a continuous facility for cycling and MUP is preferred; • Forestry requires a 3.5m offset from the face of curb for trees. • Consider how active transportation on Dufferin Street will transition to adjacent facilities on intersecting roadways;

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• Consider extending the Study Area southerly across Highway 407/ETR for active transportation connectivity; and • York Telecon Networks and fiber optic considerations to be reviewed again during detailed design. 2.4 Phase 3 Consultation 2.4.1 Technical Advisory Committee Meeting No. 3 The Project Team met with the TAC leading up to the second Open House. The purpose of the TAC meeting was to present the preliminary preferred design concept in advance of presenting it to the public. The TAC meeting was held on April 5, 2018. There were 11 people in attendance. The following is a summary of the comments received: • To improve safety, the centre two-way left-turn lane will be replaced by raised median from Langstaff Road to Marc Santi Boulevard; • The proposed cross-section will include a variable width boulevard providing a minimum 2m width for snow storage; • Locations with side slopes of 3 (Horizontal) : 1 (Vertical) will be identified for additional landscaping; • Existing intersection configurations will be maintained as feasible to reduce property impacts; • Cross-sections were developed to balance competing needs for all corridor users, as well as requirements for landscaping and snow storage; • Currently the lane-widths in the mid-section (Marc Santi Blvd to Sir Benson) are 4m – they will be updated to reflect the Towards Great Regional Streets (TGRS) guidelines; • To limit light pollution within the Oak Ridges Moraine – review and incorporate York Region and City of Vaughan policies into the lighting design; • York Region supports culvert replacement if existing culverts do not convey required flows; • Maintenance and costs associated with LID recommendations need to be considered in the evaluation process; and • A new scenic look-out to be considered north of Sir Benson Drive, overlooking golf course.

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2.4.1.1 York Region and City of Vaughan Active Transportation The Project Team met with York Region and City of Vaughan Active Transportation staff on April 12, 2018 to receive input to improve the preliminary preferred design concept. The Project Team outlined the three cross-sections being considered to accommodate active transportation. The following summarizes the input received: • York Region is currently putting together new active transportation guidelines. The OTM Book 18 only relates to municipal roads, and not necessarily Regional Roads; • The preference for Regional Roads is for an off-road cycling facility, which would be maintained by the City, however a mutual agreement on the design is required; • The City’s preference is for a 1.5m sidewalk adjacent to a 1.5m one- way cycle track in the boulevard on both sides of the road. The sidewalk and cycle track can be separated by a small space, but in constrained areas they can be placed together; • 5m cross rides are required at intersections. Divisional islands in the approach legs to the intersection will need to be set back to support this design; • Recommendation that active transportation facilities be provided over the 407/ETR structure for improved connectivity. It was noted that this was beyond the scope of the current study and would likely require that the structure be rebuilt to accommodate these facilities; • Access to trails should be provided including the Maple Nature Reserve, and new North Maple Regional Park (north of golf course). There may be opportunities for connections either under or over the road; also access to MacMillan Farm to provide access to trailheads; • At bus shelters, sidewalk could run in front of bus shelter with cycle track behind shelter to avoid conflict with pedestrians waiting for bus; • Shared facilities are less costly than cycle tracks, as less base and pavement structure is required; • 1.0m curb, gutter and splash strip to be included in snow storage area. There may be an opportunity to reduce cross-section width and provide more area for a one-way boulevard cycle track adjacent to sidewalks on both sides; and • A signal timing review is currently ongoing to assess the effect of the increased crossing distances following the widening of Dufferin Street.

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2.4.2 Open House #2 A second Open House was held during Phase 3 of the Study. It was a drop- in format and included display boards containing information about the project, the EA process, the alternative design concepts and the preliminary preferred design concept. The drop-in format provided an opportunity for one-on-one discussion with members of the Project Team. The Open House provided an opportunity for stakeholders and the public to discuss the process undertaken to identify a preliminary preferred design concept with members of the Project Team. The Open House also provided an update on the project status, as well as technical studies completed to this point in the study 2.4.3 Notice of Open House #2 Over 2,100 notices were mailed and/or emailed out on April 10, 2018 to residents, Indigenous Communities and agencies. Road signs were placed along Dufferin Street commencing the week of April 16 until May 14, 2018 to encourage those that use the roadway to participate in the study (whether online or in-person). Over 67 percent of people that provided a Comment Sheet (whether in person or online) noted that they attended the Open House after seeing the road sign. A notice was posted on Facebook and Twitter on April 13 and 24, 2018. Announcements were emailed to City of Vaughan Council on April 4, 2018 and the local Municipal Clerk’s office for distribution to local councilors on April 5, 2018. A Notice was placed in the Vaughan Citizen, Richmond Hill Liberal and Thornhill Liberal on April 5, and April 17, 2018. The Open House was held on Tuesday April 24, from 6:30pm to 8:30pm at Stephen Lewis Secondary School, located at 555 Autumn Hill Boulevard, in the City of Vaughan. 2.4.4 Attendance and Presentation Upon arrival at the Open House, attendees were asked to sign-in and indicate if they wished to be added to the Project Contact list for future notifications. A total of 21 people signed-in at the Open House with one person opting not to. This is a fairly low attendance, however there was a significant amount of participation online, through the promotion of material on the Region’s website, including a verbal presentation of the material. There were no Councillors in attendance or media representation. There were 22 display boards that contained information about the project and the EA process spread out in a semi-circle layout around the room and

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mounted on easels. The material and display boards are contained in Appendix A. Key boards included: • Evaluation of Alternative Design Concepts; • Review of Alternative Cross-Sections; and • Preliminary Preferred Design Concept. There was a welcome table at the entrance to the room which included sign- in sheets, Comment Forms and pens. There were conversation tables with the preliminary preferred cross-section on two different roll plans, as well as renderings presenting the proposed roadway following construction. 2.4.5 Online Open House On April 24, 2018 the presentation material was made available online for those that could not attend in person. In addition, a week following the Open House, a verbal presentation was prepared and provided interested persons with the opportunity to listen to the presentation. 2.4.6 Summary of Input There were seven Comment Sheets submitted at the Open House, and 24 were received within a four week period after the event for a total of 31 Comment Sheets. The following is a summary of the comments received: • Timing of construction and whether the three sections would be under construction at the same time; • Suggestion to widen the roadway first and then provide the sidewalk/Multi-Use Path (MUP) afterwards. It was noted that the construction of Highway 7 West Viva Next project in Vaughan caused many delays to all travelers, with the roadway and sidewalk under construction at the same time; • Suggestion to upgrade bus shelters with variable messaging system signs (powered by solar panels) indicating bus arrival times; • Suggestion for additional bus-bays to not interfere with turning movement of traffic; • Concern that in-boulevard cycle track/sidewalk will be hostile to users; • Concern about lack of transit service north of Rutherford Road;

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• Greenery is important in boulevards, as well as in median to separate opposing travel directions; • Recommend street lighting between Sir Benson and Kirby Street; • Widening is needed up to Kirby Street; • Noise levels continue to increase along Dufferin Street and are impacting homes; • Concern about impact to and protection of natural areas including Maple Nature reserve – McGill ESA, Maple Uplands, ANSI, ORM Conservation Plan, as well as pathways for movement of species, flora, fauna and natural movement of the East Don River. There are many endangered species near the corridor; • Preference not to widen roadway - intersections will be hostile to pedestrians and cyclists. Additional pedestrian crossings needed; • Inquiry about how long will construction will last; • Need for traffic calming initiatives for neighbourhoods bordering project area to reduce cut-through traffic; • Traffic issues need to be addressed prior to permitting new housing developments; • Preference to separate cyclists and cars to save lives; • Keep businesses informed of Project; • Consider mountable curbs, to avoid car accidents and reduce delay; • Traffic lights need to be synchronized. Dufferin Street is congested during rush hour; and • Preference for painted medians to allow proper turning movements; ‘U’-turns and ability to pass turning vehicles. 2.4.7 Survey As part of the Comment Sheet (hard copy) and online version, a small three- question survey was provided to obtain additional input from interested people. The first question asked the reason for attending the Open House, of which 96 percent of respondents noted that they were a local resident wanting to know more about the project. The second question asked how interested persons heard about the Open House. As noted above, 67 percent of respondents noted that they heard

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about it the Open House from the roadway sign. Respondents also noted that they saw the newspaper advertisement. The third question asked respondents to indicate their preference for each of the alternative design concepts by rating them on a scale from 1 (least preferred) to 4 (most preferred). The Design Concepts included the following: • Sidewalk and on-road cycle track on each side of the road • Multi-use path on each side of the road • Sidewalk on one side and multi-use path on other side of the road • In-boulevard one-way cycle track and adjacent sidewalk on each side of the road Based on the input received, the majority of respondents indicated a preference for a multi-use path on both sides of Dufferin Street. Its noted that that Alternative 2 and 4 above have the same impact, and differ only by a separation or division between cyclists and pedestrians. The preliminary preferred design concept identified by the Project Team at the Open House included an in-boulevard cycle track adjacent to a sidewalk, which functions similarly to a multi-use path, however provides a separation between users. All comments received and responses from the Region are summarized the consultation tracking table in Appendix A. 2.4.8 Regulatory Involvement 2.4.8.1 York Region The Project Team met with staff from YRT and the Roads and Traffic Operations Group on May 23, 2018 and received the following input related to the Project: Desirability of Bus Bays: • Where feasible, bus bays are preferred. Stops with bus bays should be located on the far side of the intersection where HOV lanes are present and at the outermost lane at intersections where there is a shared through-right turn lane configuration; • Where bus bays are not possible on the far side, nearside bus bays should be provided in advance of the intersection so that buses can merge into traffic (similar to creating a right-turn lane). Stop locations: • Generally, nearside stop locations are preferred;

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• For intersections where HOV lanes are present, the general preference for design is to provide a far side bus stop. If a far side location is not feasible, a near side stop can be provided in a separate bus bay set back from the intersection so as to not interfere unduly with possible heavy right-turn movements; and • Intersections should be reviewed on a case by case basis once more detailed information is available on the availability of property and expected pedestrian and vehicular traffic volumes. 2.4.8.2 Toronto and Region Conservation Authority The Project Team met with the TRCA on May 9, 2018 to provide staff with an update on the project including consultation, natural heritage, stormwater management and the preliminary preferred design concept. The following is a summary of the discussion: • Hatch advised that Culvert 4 will be evaluated, given its proximity to a wetland; • Culverts 6 and 7 will be evaluated, however both are in good condition; • Culverts 9 and 10 are in poor condition and it is recommended that ditching be adjusted to direct flow to Culvert 8. Currently Culvert 8 is within the Region’s design standards for overtopping; • TRCA advised of the following: o Recommended that all replacement culverts be open footing or open bottom structures, and that opening ratios be considered; o Advised that ecological assessments be included in the evaluation for culverts; o There are fisheries requirements at Culverts 4, 6, 7 and 8; o Low velocity flow is preferred and the Project Team should review Credit Valley Conservation’s (CVC) recent crossing guidelines for culverts; o Hatch outlined the evaluation process that will be considered, and the SWM report will outline the plan and level of feasible treatment determined from cost, property and environmental constraints; o Report to include details on water quality elements following a treatment train approach;

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o Culvert design to consider oxygen and temperature control for Redside Dace habitat; o Once Redelmeier pond is removed; the watercourse may become recovery habitat for Redside Dace. While the ultimate decision is with the MNRF, removal of this last barrier could be identified as a benefit to the species. Further discussion with MNRF is required; o 30m buffer for Redside Dace is not feasible at Culvert 8, as a result of significant impact to surrounding environment; o Reports are to be updated based on recent comments from TRCA (Natural Heritage, Geomorphology and SWM and Drainage); and o Woodlot recognized as Ecological Land Classification (ELC), therefore individual tree counts will not be completed until detailed design. 2.4.9 Indigenous Consultation Following PCC 2, a call was held with the MECP to outline the process to ensure that Indigenous Communities were provided ample opportunity to participate and provide their comments (August 15, 2018). It was decided that a follow-up letter and phone call would be undertaken to ensure the proper exchange of information. The Indigenous Communities (including both the Chief and the Consultation Coordinator) were contacted (August 31, 2018) via a letter, and followed-up with a phone call to gauge their interest in receiving further information. The following is a summary of the material requested, as well as the comments received: • Alderville First Nation advised of no further interest in the Study; • Huron-Wendat Nation requested to receive the Stage 1 Archaeological Assessment and advised that given their strong presence in the area, they would like to be present in the next phases of the archaeological investigations; • Chippewas of Rama First Nation advised that they forwarded the letter to the Council and to the Williams Treaties Process Coordinator/Negotiator and contact was removed from Contact List, given the list provided by the MECP following Study Commencement; • Curve Lake First Nation advised that they are not currently aware of issues that could cause concern to their Traditional, Aboriginal or Treaty rights. They advised that they are concerned about the remains

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of their ancestry and advised that they have Archaeological Liaisons trained to participate in archaeological assessment process as part of the crew. They advised that if unforeseen issues arise, or if there are anticipated negative environmental impacts to their Treaty or Aboriginal rights, they are to be notified; • Mississaugas of Scugog Island First Nation advised that they did not have any concerns currently, however their main concern related to the archaeological assessment. The Stage 1 AA was provided for their review and comment; • Hiawatha First Nation did not respond after repeated attempts via email and telephone. • Mississaugas of the New Credit First Nation requested a copy of all associated environmental and/or archaeological reports. They advised that their Field Liaison Representative must be on location whenever any fieldwork for environmental and/or archaeological assessment is undertaken. They requested copies of natural heritage, groundwater studies, air and archaeological studies. Copies of all requested reports were provided.

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3. Planning Context This section provides a review of the pertinent Federal, Provincial and Municipal policy documents. 3.1 Federal Policies 3.1.1 Canadian Environmental Assessment Act Under the Canadian Environmental Assessment Act (CEAA 2012), a federal environmental assessment may be required for activities that are identified as ‘designated projects’, which are listed in the Regulations Amending the Regulations Designating Physical, 2013. The purpose of the Project List is to help ensure that Federal Environmental Assessments focus on major projects which have the greatest potential for significant adverse environmental impacts related to federal jurisdiction. The Dufferin Street EA is not considered to be a ‘designated project’ and therefore does not require a Federal Environmental Assessment under CEAA 2012. However, the MECP may order an assessment for a project that is not listed, if it is determined that there are adverse environmental effects related to federal jurisdiction. 3.2 Provincial Planning Policies 3.2.1 Places to Grow Act The Places to Grow Act, 2005 provides a legislative framework to enable decisions about growth, which maintain a robust economy, strong communities, healthy environment and promote conservation. The Act enables planning for growth from a broad geographical standpoint, guided by long-term visions and goals and co-ordination among all levels of government. 3.2.1.1 Places to Grow - The Growth Plan for the Greater Golden Horseshoe Under the provisions of the Places to Grow Act, 2005, the initial regional growth plan known as the Growth Plan for the Greater Golden Horseshoe (GPGGH) was created and adopted by the Government of Ontario in 2006. Since the Plan’s inception, there have been initiatives for better land-use planning through the development of urban growth centers and other strategic growth centers, and improvements to transportation planning through investment in regional transit. The GPGGH, 2017 seeks to build upon the 2006 framework, and guide the growth in the Greater Golden Horseshoe (GGH) area through integration of land use, infrastructure planning and public services, intensification efforts, protection and enhancement of natural and cultural heritage resources, and promotion of diverse and sustainable communities.

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The GPGGH works in conjunction with other provincial policy and planning documents including the Provincial Policy Statement (PPS), the Greenbelt Plan, the Oak Ridges Moraine Conservation Plan (ORMCP) and the Niagara Escarpment Plan. The goals and policies of the GPGGH to build complete and prosperous communities are targeted to be achieved by 2041, the horizon year for the growth plan. These goals and policies pertain to important issues such as transportation, infrastructure, land-use planning, urban form, affordable housing, natural heritage, resource protection and resiliency against climate change. In particular, the GPGGH provides population and employment forecasts for municipalities across the GGH region, and develops principles to accommodate the projected growth through the design of complete communities. The GPGGH’s policies on transportation focus on providing connectivity for people and goods through a multi-modal, safe, efficient and sustainable transportation network. The integration of land-use planning and transportation investments is key in implementing the plan. The GPGGH prioritizes transit as a major transportation investment. The specific criteria for transit planning and investment decisions ensure that areas with existing or planned higher residential or employment densities are prioritized, capacity of existing systems are increased to support strategic growth areas, service is expanded to areas with transit-supportive densities and better regional linkages are made available between municipalities. The GPGGH also identifies the need to provide better connectivity for active transportation users between strategic growth areas, major trip generators and transit stations. Infrastructure needed to increase the modal share of active transportation include dedicated lanes for bicyclists on the major street network, secure bicycle parking facilities, and sidewalks with minimal interruptions for vehicular access. 3.2.2 Provincial Policy Statement The PPS was issued under Section 3 of the Planning Act and came into effect April 30, 2014 (PPS, 2014). The PPS provides policy directions on land use planning and development; in particular, serving as a platform for policies to regulate land use planning and development, such that, the provincial goals of enhancing the quality of life for all Ontarians, and protecting resources and the quality of the natural and built environments are adequately met. From the transportation perspective, the PPS has the following objectives: • Efficient use of existing and planned transportation infrastructure and implementation of transportation demand management strategies, where feasible;

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• Connectivity between travel modes and transportation systems across jurisdictional boundaries to ensure safe, energy-efficient and multi- modal transportation options; • Reduction in the number and lengths of automobile trips to support transit and active transportation through the implementation of appropriate land use patterns, density and mix of uses; and • Integration of transportation and land use considerations at all stages of the planning process. 3.2.3 Greenbelt Plan The Greenbelt Plan, originally introduced in 2005 and recently revised in 2017, is a key element in establishing land-use planning policies that support growth in the region alongside economic development, while maintaining a clean and healthy natural and social environment. The Greenbelt Plan identifies the areas where urbanization may occur, and the areas that should be protected to maintain the agricultural land base, as well as the important ecological features and functions exhibited by this landscape, including natural heritage and water resource systems (Greenbelt Plan, 2017). The Greenbelt Plan works in conjunction with the Growth Plan for the Greater Golden Horseshoe, the ORMCP and the Niagara Escarpment Plan to build upon the policies in the PPS. Similar to the PPS and the GPGGH, the Greenbelt Plan influences transportation primarily through municipal planning policy by setting out how communities may be developed and served by a range of transportation options, including active transportation and transit networks. The Greenbelt Plan requires Official Plans to conform to the policies that address how transportation infrastructure will be constructed; and mandates the needs and justification that the provincial and municipal government must provide in proposing improvements to existing facilities or new facilities through the Greenbelt planning area. The Greenbelt has a defined boundary and includes areas protected under the ORMCP and the Niagara Escarpment Plan. From just south of Rutherford Road up to Teston Road, the Study Area is located within the Greenbelt Area, specifically the Oak Ridges Moraine Area. 3.2.4 Oak Ridges Moraine Conservation Act and Plan The Oak Ridges Moraine (ORM) is one of Ontario’s most significant landforms that consists of an irregular ridge stretching 160 km from the Trent River in the east to the Niagara Escarpment in the west. The ORM has a unique concentration of environmental, geological and hydrological features, including a distinct landscape, clean and abundant water resources, diverse plants and wildlife, and prime agricultural areas. The ORMCP (ORMCP,

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2017) supports the Oak Ridges Moraine Conservation Act, 2001, and clarifies the land use and resource management of the 190,000 hectares of land and water that comprise the ORM. The ORMCP is published by the Ontario Ministry of Municipal Affairs and Ministry of Housing, and provides planning direction to provincial and municipal agencies for land use and resource management. Direction is also provided to landowners and other stakeholders to protect the Moraine’s ecological and hydrological features and functions. Provincial policies protecting the ORM influence where development and infrastructure can occur. The ORM is made up of natural core areas with the highest concentration of key natural heritage features; natural linkage areas with critical natural and open space linkages; countryside areas with agricultural and rural characteristics; and settlement areas with existing communities and urban development. The ORMCP only allows new infrastructure corridors and facilities in the natural core or natural linkage areas where no reasonable alternative exists, and includes policies which require minimum disturbance and impact on the ecological and hydrological integrity of the ORM. The ORM requires the protection of sensitive water resources (e.g., kettle lakes, wetlands, permanent and intermittent streams, seepage areas and springs) from development. Natural heritage features include wetlands, significant portions of the habitat or endangered, rare and threatened species; fish habitat; Areas of Natural and Scientific Interest (life science); significant valleylands; significant woodlands; significant wildlife habitat; sand barrens; savannahs; and tallgrass prairies. While hydrologic features include permanent and intermittent streams; wetlands; kettle lakes; seepage areas and springs. As natural heritage and hydrologic features relate to the Study Area, there are two ANSIs (i.e., natural heritage feature) and one permanent watercourse (i.e., hydrologic feature). Although the ORMCP does not allow infrastructure development within the natural core area, or key natural heritage or hydrologic features, the TMP identifies roadway improvements in the north-south direction, and these improvements will be confirmed in this Class EA. The roadway already exists through this area and the recommended improvements will accommodate growth and development up to the year 2031, through the provision of improved transit services, active transportation and encouraging fewer single- occupant vehicle trips. The roadway improvement is to expand an already existing roadway and will not result in the creation of new road improvements through the moraine nor further fragmentation of the ecosystem. There are

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no foreseen cumulative impacts, as the lands where the roadway currently traverses will never be developed. The purpose of this project is simply to improve the roadway to accommodate growth, as well as the provision of active transportation connectivity. The majority of the Study Area between Rutherford Road and Teston Road is located in the ORM Settlement Area, with the Natural Core Area crossing the Study Area in a southeast direction. There are two ANSIs located within the Study Area, including the Maple Uplands and Kettles ANSI, and the Maple Spur Channel Regional ANSI located between Major Mackenzie Drive and Teston Road. Upstream of Dufferin Street is recognized as an Environmentally Significant Area (ESA) - McGill Area. The Maple Nature Reserve located on the east side of Dufferin Street, north of Major Mackenzie Road is a part of the major core and corridor area of the ORM. 3.2.5 The Big Move – Transforming Transportation in the Greater Toronto and Hamilton Area In accordance with the Metrolinx Act, 2006, the Province created Metrolinx to develop, fund, coordinate and promote transportation within the GTHA municipalities. Metrolinx developed a Regional Transportation Plan (RTP) for the GTHA, entitled “The Big Move: Transforming Transportation in the Greater Toronto and Hamilton Area”, which outlines long-term transportation goals and objectives, including a seamless, integrated transportation network and specific focus on public transit. The RTP was adopted in 2008 by the Metrolinx Board and provides a 25-year vision for sustainable transportation in the GTHA, as well as policies, programs and infrastructure investments to meet the vision. Near the Study Area, the RTP identifies several public transit improvements including VIVA curbside stations at Dufferin Street and Major Mackenzie Drive and VIVA Bus Rapid Transit on Yonge Street to support growth and transit ridership. The RTP also includes policies related to goods movement and active transportation to be considered in developing and improving infrastructure. The Barrie Rail Corridor is located to the west of the Study Area. Metrolinx received the Notice to Proceed for the Barrie Rail Corridor Expansion Environmental Assessment (EA) on October 12, 2017. The Project includes the provision of a second track between Lansdowne Avenue and Allandale Waterfront Go Station. As part of the EA, improvements to Rutherford GO Station and Maple GO Station include pedestrian tunnels to connect to a future second track and platform to support two-way, all-day service on the Barrie rail corridor. This will improve service to Vaughan and York Region.

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As a follow up to the EA, an Addendum to the Environmental Project Report was completed in August 2018 for five new stations along the Barrie Rail Corridor to improve two-way transit, including Spadina Front GO Station; Bloor-Lansdowne GO Station; Kirby GO Station, Mulock GO Station; and Innisfil GO Station. 3.2.6 Accessibility for Ontarians with Disability Act The Accessibility for Ontarians with Disability Act (AODA) seeks to ensure accessibility for Ontarians with disabilities with respect to goods, services, facilities, accommodation, employment, buildings, structures and premises. The AODA became law in June 2005 and is required to be fully implemented throughout Ontario by 2025. The Act requires the identification and removal of barriers to transportation services provided by transportation providers, municipalities and other bodies such as universities and school boards across the province. 3.2.7 Clean Water Act The Clean Water Act was passed in October 2006 to identify how Drinking Water Source Protection will be carried out in Ontario. The Act established committees for source protection areas and regions to identify significant existing and future risks to their municipal drinking water sources, as well as to identify plans to address these risks. The Credit Valley, Toronto and Region and Central Lake Ontario Areas are covered under the CTC Source Protection Region which spans more than 10,000 square kilometres and 33 municipalities. The Committee undertook a technical assessment of municipal water sources to identify potential vulnerabilities and prepare a Source Protection Plan. The Study Area is identified as WHPA-A1 for groundwater quantity at a Moderate Risk Level. Any activities that include dewatering an aquifer within this area are subject to the policies listed in the CTC Source Protection Plan. Any area identified as having significant or moderate drinking water stress has also been identified as an area where significant drinking water quantity threat activities can occur. In the event that a Permit to Take Water (PTTW) is required (i.e., >50,000 litres/day) to accommodate improvements along the corridor, the Province will review the request to determine if the water taking is sustainable and issue the PTTW with conditions to protect the ecosystem. The Study Area is not located near specific municipal wells and water is not expected to be taken directly from the municipal water supply aquifer. According to the City of Vaughan Official Plan (2010), Schedule 6, a portion of the Study Area from just south of Rutherford Road up to Teston Road, associated with the ORMCPA has low and high aquifer vulnerability. This

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area is subject to the policies listed in Subsection 3.6.2 related to groundwater of the City of Vaughan Official Plan (2010). Related to this project, the policies indicate: • That transportation and infrastructure projects should minimize interference with recharge areas and be located in the least sensitive locations for infrastructure. None of the policies listed in the Official Plan (Section 3.4.13) apply to this project. 3.2.8 Ministry of the Environment, Conservation and Parks The MECP has prepared a guide titled Considering Climate Change in the Environmental Assessment Process (MECP, 2017) to outline how the EA process can incorporate consideration of climate changes impacts including: • The effects of a project on climate change; • The effects of climate change on a project; and • Various means of identifying and minimizing negative effects during the project design. Consideration of climate change is meant to result in a project that is more resilient to future changes in climate and to maintain ecological integrity of the local environment in the face of a changing climate. The guide states that proponents should take into consideration climate change mitigation and adaptation during the evaluation of alternative solutions and alternative design concepts. 3.3 Regional Planning Policies 3.3.1 Vision 2051 – York Region Strategic Plan Vision 2051 is York Region's long-term strategy which lays out the Region’s vision spanning 40 years, as well as the necessary steps to see it through. The plan envisions that by 2051 York Region will be comprised of liveable cities, complete communities, protected and enhanced natural systems, thriving agricultural areas, and sustainable amenities. Improvements to Regional Roads such as Dufferin Street are directly in line with the Vision 2051 plans for “a seamless network for mobility that provides access to all destinations using diverse transportation options for people in all communities and promotes active healthy living, safety and efficient movement of people and goods”. In particular, the following actions identified in Vision 2051 are highly relevant when considering improvements to the Dufferin Street Study Area:

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• Reduce reliance on automobiles through transportation demand management initiatives; • Provide alternative mode choices, focusing specifically on infrastructure for active transportation modes such as walking and cycling; • Provide a well-connected network of fast and reliable transit infrastructure integrated into communities; and • Approach street design from a context sensitive perspective. 3.3.2 York Region Official Plan The York Region Official Plan (RYOP) 2010 (April 2016 Office Consolidation) provides growth management policies for York Region, to be supported and implemented through a set of regional guidelines, strategies and plans. The envisioned road and transit network for York Region as a whole is presented within the YROP, and the policies set forth apply directly to the Dufferin Street EA Study Area. Dufferin Street is designated as York Regional Road 53 with a right-of-way width of up to 45 metres between Langstaff Road and Major Mackenzie Drive, and up to 36 metres between Major Mackenzie Drive and Teston Road. The regional transit network in the YROP designates Major Mackenzie Drive as a Regional Rapid Transit corridor, and Rutherford Road as part of the Regional Transit Priority network. The Plan considers Dufferin Street to be a Special Study Area, as part of the potential Bathurst Street/Dufferin Street North-South Rapid Transit Corridor. Dufferin Street is also included in the regional cycling network with plans for cycling facilities such as multi-use trails, bike lanes, paved shoulders or signed routes based on coordination between the Region and the local municipality. Lands within the Study Area from Langstaff Road to just south of Rutherford Road are designated as urban area. The majority of the Study Area from Rutherford Road to Teston Road is located within sensitive environmental features as described previously. There are no significant wetlands, hydrologic features, wellhead protection areas, intake protection zones or mineral aggregate resources in the Study Area. However, there are woodlands located upstream and downstream of the crossing of the Little Don River at Dufferin Street. Most of the Study Area from just south of Rutherford Road to Teston Road, falls within the high aquifer vulnerability area in the YROP. One location between Major Mackenzie Drive and Teston Road is designated as an area of low aquifer vulnerability. Areas to the south of Teston Road on both sides of Dufferin Street are considered to be significant groundwater recharge areas.

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Section 2 of the Official Plan identifies protected natural features as: key nature heritage features and key hydrologic features; Oak Ridges Moraine, Greenbelt and lake Simcoe Watershed Features; Species at Risk and their habitats; wetlands; woodlands; and landforms. Section 2.1 (Regional Greenlands System: A Sustainable Natural Environment Legacy) defines policies to identify, protect and enhance a linked Greenlands System (Official Plan Map 2). Policy 2.1.4. states: “That local official plans shall include policies and mapping to establish and protect Greenlands systems from development and site alteration”. Policy 9 states: “That development and site alteration be prohibited within the Regional Greenlands System and that development and site alteration applications within 120 metres of the Regional Greenlands System shall be accompanied by an environmental impact study…”. Policy 20 states: “new development or site alteration permitted by the Greenbelt Plan shall demonstrate that there will be no negative effects on key natural heritage features or key hydrologic features or their functions”. 3.3.3 York Region Transportation Master Plan In 2002, York Region approved an innovative TMP that defined the Region’s long-term vision and provided a framework upon which transportation decisions would be made to the year 2031. The TMP established policies and programs to support the long-term vision and plan, as well as included an implementation strategy and five-year Action Plan to meet the Region’s future transportation needs. In 2006, York Region initiated an update to its TMP to address future transportation needs in a sustainable and integrated manner and to address new Provincial initiatives and additional growth in the Region. The TMP update was also undertaken to further refine the transportation opportunities and challenges first outlined in the Region’s 2002 TMP. In the 2009 TMP Update, the Region focused on a more balanced, sustainable transportation system including establishing the need for future transportation improvements based on growth projections; undertaking an assessment of existing conditions to identify potential measures to address the needs; and a proactive consultation process including public meetings or workshops in the Region’s municipalities. Many bold directions were identified in this TMP Update, particularly in establishing sustainability principles for developing a transportation system that supports Regional growth, while

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protecting the natural environment and cultural heritage of the Region. The 2009 TMP update also identified the need for strategies to promote transit and active transportation and reduce reliance on single-occupant vehicles. In the latest TMP update completed in 2016, the Region provides a comprehensive action-oriented plan to support growth and intensification up to 2041, keeping pace with several policy, investment and behavioural changes underway or expected within the Region. Several of the objectives set forth in the original TMP and its updates up to 2009 have already been initiated by the Region. The 2016 TMP update further develops practical solutions to increase mode choice for travellers and create an interconnected transportation system, with consideration for changes in philosophies, priorities, technologies and expectations in the Region. These solutions preserve and enhance the Region’s sustainable natural environment, support the Region’s economic vitality, and encourage healthier neighbourhoods and communities. Within the Study Area, the 2016 TMP recommends solutions to support future capacity requirements, and interconnected transit and active transportation networks. These solutions include road widening and improvements along Dufferin Street; provision of transit/HOV lanes between Langstaff Road and Rutherford Road; incorporation of Dufferin Street as part of the Frequent Transit Network; implementation of a Rapid Transit Corridor on Major Mackenzie Drive; and separated cycling facilities between Langstaff Road and Rutherford Road to tie in to existing facilities north of these limits. The York Region Pedestrian and Cycling Master Plan has been updated and incorporated into the TMP Update (2016). The proposed 10-year cycling network shown in Exhibit 3-4 of the TMP Background Document Pedestrian and Cycling Development Report indicates a separated cycling facility from Langstaff Road to Major Mackenzie Drive; and a dedicated facility north of Major Mackenzie Drive to King Road. A Separated Facility is defined to be: “Separated bikeways are separated from traffic by more than just a painted line. Separation may consist of bollards or delineators, mountable or barrier curbs, planters, concrete medians, etc. Types of separated facilities can include cycle tracks, raised bike lanes or multi- use trails. These facilities improve comfort for cyclists along higher- speed, busy roadways.” Dedicated Facilities are defined to be: “Designated or dedicated facilities are those that provide space on the road intended for use by cyclists only. They are generally adjacent to

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motor vehicle lanes and defined by pavement markings. In urban areas, dedicated facilities typically include bike lanes and buffered bike lanes, while paved shoulders provide dedicated space on rural roads.” 3.3.4 Regional Streetscape Policy The Regional Streetscape Policy (2001) was developed as part of initiatives to shift the focus away from solely considering transportation objectives in designing Regional Roads. The policy enforces the Region’s commitment to enhanced streetscaping on Regional Roads and to an implementation process that involves a broad range of stakeholders. Regional Roads in urban settings accommodate both motorized and non-motorized users, including automobiles, cyclists, transit users and pedestrians. A comprehensive streetscaping strategy/policy was identified by Regional Council as a means to balance the needs of the various road users, encourage urbanization, address the financial impact of the reconstruction program and manage implementation of the Region’s Roads Capital Program. The Regional Streets Standards manual by York Region identifies typical cross-sections for Regional Roads. These cross-sections serve as a basis for the Regional Streetscape Policy and help to maintain consistency in the design guidelines for Regional Roads. As per the Regional Streetscape Policy, Dufferin Street within the Study Area is designated to have a Regional Road Streetscape Condition consisting of the following elements: • Boulevards with street trees at 10m on-centre maximum; • Landscaped median with trees and consideration of a kill strip; • Continuous sidewalks – on both sides of road as appropriate; and • Decorative transit shelters with street furnishings. 3.3.5 York Region Forest Management Plan The Region is currently preparing the York Region Forest Management Plan (2018), with a final Report for spring 2019. The current Plan covers the years 1998 to 2018. The Forest Management Plan helps to guide forest management activities in York Region forests including tree planting, sustainable harvesting and tending. The new plan will provide direction up to the year 2038. It will be supported by five-year operating plans for implementation and enable the Region to respond to changing conditions, as well as new knowledge. The aim of the plan is to continue the development towards greater health and improved biodiversity, strengthen resiliency to threats, understand and respect the natural asset. The Forest Management Plan supports Vision 2051, which includes the protection, connection and enhancement of the regional greenlands system, a healthy environment and

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protecting vital water systems. The Plan outlines the forests current state, how people use the forest, consideration of the ecological future, and provides direction on maintaining the public’s use. The Plan outlines the goals, actions and objectives to achieve the identified vision. Goals include: strengthen the ecological integrity of the forest; foster an understanding of the forest’s benefits; and inspire people. 3.3.6 Towards Great Regional Streets – A Path to Improvement Towards Great Regional Streets (TGRS, 2008) is part of the Region’s Streetscape Program, along with the Regional Streetscape Policy described above. This document provides alternatives for more effective use of the Regional right-of-way in order to achieve an optimal balance of accommodating all street users and creating attractive streets in York Region. The TGRS recommends that for Regional Road sections being widened to six lanes, consideration should be given to implementing the additional lanes as transit/HOV lanes. If these candidate road sections have limited right-of-way, the lane widths of general purpose lanes may be reduced to accommodate features such as bike lanes, boulevards and/or raised medians. Overall, the recommended cross-section for Regional Roads includes exclusive 1.5m wide bike lanes and 4-6m wide raised medians. Such streetscape design elements are incorporated so as to promote pedestrians, accommodate transit vehicles and cyclists, divide the roadway and embrace the character of the area. A 2017 Update to York Region’s Designing Great Streets provides a context- sensitive design manual that identifies six road typologies to reflect the Region’s aspirations for the future Regional Road network to integrate planned land use and built form: Avenue; City Centre Street; Connector; Main Street; Rural Hamlet; and Rural Road. Dufferin Street within the Study Area is classified as a Connector topology. These road typologies form the basis of the pedestrian and cycling facility selection tool for Regional road construction / reconstruction projects. The guide also draws on best practices and design guidance from other manuals and guidelines including OTM Book 15, VeloQuebec’s Planning and Design for Pedestrians and Cyclists, NACTO’s Urban Bikeway Design Guide, FHWA’s Separated Bike Lane Planning and Design Guide, and the CROW Design Manual for Bicycle Traffic. The guide was developed with consideration of relevant local and regional design standards and practices. York Region Pedestrian + Cycling Planning & Design Guidelines Manual (December, 2017) provides a facility selection tool (Figure 3-1) as a guide for the selection of appropriate cycling and pedestrian facilities in regional road corridors.

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Figure 3-1: Pedestrian and Cycling Facility Selection Tool 3.3.7 York Region Best Practices for Planning Centres and Corridors The Best Practices for Planning Centres and Corridors (2013) provides guidelines for managing growth and intensification within designated “Regional Centres” and “Key Development Areas”, and along “Regional Corridors” as defined within the document. There are no Regional Centres/Corridors or Key Development Areas within the Study Area; however, Carrville Centre at the intersection of Dufferin Street and Rutherford Road is designated as an urban centre. The Carville Centre Secondary Plan (2013) provides guidelines for the growth and intensification of this local centre.

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3.4 York Region 10-Year Roads and Transit Capital Construction Program A number of improvements in the vicinity of the Study Area are scheduled in the York Region 2017 – 10-Year Roads and Transit Capital Construction Program, including: • Construction of missing link on Teston Road between Dufferin Street and Keele Street (2026); • Viva Silver Bus Rapid Transit Expansion Project along Major Mackenzie Drive between Bayview Avenue and Jane Street (2018); and • Widening of Rutherford Road from Bathurst Street to just west of intersection with Dufferin Street (2022). 3.4.1 Moving to 2020 - York Region Transit/VIVA Strategic Plan Moving to 2020 is a five-year transit service plan which covers the 2016-2020 timeframe. This strategic document outlines the York Regional Transit (YRT)/Viva rapid transit services, operating and capital requirements, and the objectives for the five-year time frame. The purpose of this Plan is to provide guidance during the phase of YRT/Viva integration into the GTA Rapid Transit system, with focus on a number of key initiatives, including: • Enhancing Viva network and expanding services along selected regional corridors including Major Mackenzie Drive; • Integrating with the TTC network via the Spadina Subway Extension, GO transit schedules and with other transit agencies across the York Region boundary; • Transitioning existing services to the Frequent Transit Network (FTN) - the FTN implementation on the Dufferin Street corridor up to Major Mackenzie Drive is scheduled for 2018, with 15 minute service planned during rush hours only by 2020; • Increasing Park & Ride and Kiss & Ride to transit access market share by 10 percent; • Developing conventional and innovative approaches to improving transit service in low demand areas; and • Improving integration with Mobility Plus services and implementation of all AODA requirements. 3.4.2 York Region Sustainability Strategy The York Region Sustainability Strategy outlines the Region’s commitment to create a sustainable future for the current and future residents of the Region.

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The goal is to balance the natural environment and the health of the community while focusing on economic vitality. Sustainability from the perspective of York Region means leaving the community healthy for future generations; considering the community, environment and economic efforts of all actions; focusing on innovation and collaboration; focusing on prevention and adaptation to allow communities to be resilient to long term social, economic and climate change. 3.4.3 York Region Long Term Water Conservation Strategy York Region’s Long Term Water Conservation Strategy builds on the existing Regional Plans, strategies and programs and focuses on innovative water conservation and efficiency programming for the next 40 years. The Strategy is one of the conditions of approval from the MECP for expanding sewage flow capacity and for an intra-basin transfer of drinking water from Lake Ontario to communities north of York Region. Annual reporting and updates on a 5-year time frame are also required by the MECP. The Strategy includes a review of the objectives from the 2011 report and additional objectives for the next 5 years, all focused on water conservation. The Strategy’s vision is as follows: reduction of the average annual daily residential water demands to 150 LCD by 2051 and no increased water usage in the Region by 2051 than was used in 2011, despite population growth. 3.4.4 York Region Traffic Noise Mitigation Policy for Regional Roads for Capital Projects and Retrofit The purpose of the Policy is to provide eligibility criteria for noise mitigation adjacent to Regional Roads. This policy applies to Capital Road projects, development, retrofit and existing privately owned noise barriers. The policy states that noise mitigation must be constructed according to York Region’s Standard Operating Procedures. Any project scheduled for construction after 2007 is subject to the policy. A noise barrier is warranted when the traffic noise levels exceed 60 dBA and when the effective barrier would achieve a minimum of a 6 dBA reduction. This policy is only considered for backyards that are immediately abutting the Regional Road right-of-way. The policy applies to reconstruction or widening of a Regional Road. The following table details when mitigation measures are required or should be investigated.

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Table 3-1: Noise Mitigation Requirements Change in Noise Level Future Sound Level Above “No Build” Mitigation Effort Required Ambient (dBA) < 55 dBA Any None 0 to 5 55 dBA to 60 dBA >5 Investigate noise control measures within right-of-way. Noise control measures where used must provide a minimum >60 dBA Any of 6 dBA of attenuation, averaged over the first row of receivers in the area where there is an impact.

3.5 Local Transportation Planning Policies 3.5.1 Vision 2020 The City of Vaughan’s Strategic Plan, Vision 2020, is one of the three main components of the City’s overall Growth Management Strategy. It outlines the City’s strategic goals and initiatives, supported by the vision for Vaughan’s future growth and prosperity, and the mission and values of the community. The strategic goals of the City include protecting and enhancing the natural and built environments, and promoting active and healthy lifestyles for the community. These goals direct the strategic initiatives of the City, which constitute specific actions to be implemented through departmental business plans, such as the TMP which is intended to implement key links in the City’s transportation system. 3.5.2 City of Vaughan Official Plan The City of Vaughan Official Plan (2010), which is also a part of the City’s Growth Management Strategy, establishes policies for the physical, social and economic growth of the community and ensures that future planning and development will meet the specific needs of its inhabitants. The Plan supports residential and employment growth through intensification and building of new community and employment areas, while also appropriately maintaining existing residential communities, and protecting agricultural lands, the natural environment and cultural and natural heritage resources within the City. The transportation system is an essential part of the City’s urban structure and has a direct influence on the quality of life in the City. Choice in the transportation system is required to balance the needs of users, promote less automobile use and enhance connections. The Official Plan puts a strong

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focus on implementing planning and design policies that make public transit and active transportation feasible alternative travel modes. Key transportation policies that are relevant for the Study Area and as outlined in the Official Plan include: • The City shall encourage a range of choice in mobility with priority given to public transit and active transportation. The existing street network provides the framework to integrate local and rapid transit, as well as walking and cycling facilities which would improve connectivity in the City’s transportation system. • Recommended targets of transit modal split in 2031 are 30 percent throughout the City, and 50 percent in Intensification Areas. In addition, it is envisioned that 50 percent of residents will be within 200 metres of transit service (less than a 5-minute walk) and 90 percent will be within 500 metres of transit service (10-minute walk). • The active transportation network will be developed sufficiently to present viable options for commuter and recreational travel. This may be achieved through the consideration of pedestrian infrastructure such as sidewalks during all major redevelopment or substantial reconstruction of the right-of-way. • Annual targets for provision of active transportation facilities such as sidewalks, trails, multi-use pathways or bicycle lanes are to be included in the City’s capital plan. • The City’s planning efforts for active transportation facilities should be implemented through the City’s Pedestrian and Bicycle Master Plan and maintain consistency with the York Region’s TMP related to pedestrian and cycling improvements. The City’s Official Plan designates Dufferin Street as a Major Arterial street under the jurisdiction of the Region, similar to the major crossing roads in the Study Area – Langstaff Road, Rutherford Road, Major Mackenzie Drive and Teston Road. The Official Plan recognizes that arterial streets in Vaughan are in a grid-like network, presenting opportunities for enhanced pedestrian, bicycle and transit capacity and connectivity, in addition to enabling streetscaping and place-making initiatives. The City of Vaughan OP recognizes the following as features of the natural heritage network: • Valley and Stream Corridors; • Wetlands;

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• Woodlands; • Species at Risk and Significant Wildlife Habitat; • Fisheries and Aquatic Habitat; • Environmentally Significant Areas and Areas of Natural Scientific Interest; • Significant Landforms; and • Provincial Plan Lands: The Oak Ridges Moraine and Greenbelt. Section 3.3 (Features of the Natural Heritage Network) and Section 3.4 (The Oak Ridges Moraine) of the City of Vaughan Official Plan outlines policies applicable to natural heritage features. Policy 3.3.1.4. states: “Public works which because of their linear nature, such as roadways, must cross the valleys at some point are permitted following completion of necessary environmental assessments. Where such structures are necessary, they must be properly sited, designed and constructed with state-of-the-art erosion and sediment control measures to minimize environmental impacts and measures shall be identified to maintain habitat area and enhance overall ecosystem function. This will include consideration of the implementation of enhanced, or “Level 1” stormwater management principles, as defined in the Ministry of Environment’s “Stormwater Management Planning and Design Manual”. 3.5.3 Green Directions Vaughan – Community Sustainability and Environmental Master Plan Green Directions Vaughan is the third component of the City of Vaughan’s Growth Management Strategy and provides directions to the community to grow and develop sustainably. Green Directions identifies six goals listed below to guide the decisions and actions of the City to meet environmental, social, cultural and economic objectives, uphold the principles of sustainability.

1. Conserve natural resources such as water, improve air quality and reduce negative impacts to the environment through lower greenhouse gas emissions and waste generation;

2. Consider sustainable development and redevelopment through increased land use densities and maximized greenspaces to support healthy growth in urban built forms;

3. Develop a well-connected transportation system to shift dependence away from automobiles, support public transit and

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active transportation networks, and reduce traffic congestion and transportation-related greenhouse gas emissions;

4. Develop a diverse, vibrant and environmentally responsible community for all inhabitants, businesses and visitors to prosper in;

5. Implement sustainable best practices in municipal operations and engage the community through advocacy and education on sustainability issues; and

6. Develop a supportive system to implement Green Directions into municipal operations. 3.5.4 City of Vaughan Transportation Master Plan – A New Path The City of Vaughan’s TMP was completed in 2012 in order to implement a sustainable and efficient transportation system in the City and support the goals for population and employment growth in the City’s Official Plan. The TMP provides extensive strategies to assist in the future development of the City’s transportation system up to 2031. With regards to the Dufferin Street improvements that address current and future transportation challenges, the TMP suggests: • Arterial road widening as per York Region’s Transportation Management Plan and 10-Year Roads Capital Construction Program; • Implementing new rapid transit corridor south of Major Mackenzie Drive; • Improving the network of pedestrian and cyclist facilities to promote active lifestyles; the TMP proposes an improved pedestrian and bicycle network and serves as the basis for the update to the City of Vaughan’s Pedestrian and Bicycle Master Plan. The TMP recommends Class 1 Multi-use Boulevard pathways between Langstaff Road and Major Mackenzie Drive and, Class 2 Community Paved Bikeway signed as Bike Route between Major Mackenzie Drive and Teston Road. 3.5.5 City of Vaughan Pedestrian and Bicycle Master Plan The City of Vaughan Pedestrian and Bicycle Master Plan was developed in 2007 to provide guidance in implementing a visible and connected pedestrian and cycling network across the City through the enhancement of existing on and off-road facilities. The 2012 City of Vaughan TMP builds on this work, and proposes a further improved pedestrian and bicycle network for the City with the addition of 78 km of facilities. The TMP’s recommendations for Dufferin Street in the Study Area are provided in the previous section. The

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existing Pedestrian and Bicycle Master Plan will be updated based on the 2012 TMP. 3.5.6 City-Wide Urban Design Guidelines The City of Vaughan’s City-Wide Urban Design Guidelines direct intensification and urban developments from the perspectives of context sensitive and sustainable design. Area-specific guidelines for urban design and streetscaping in the Carrville District Centre are discussed in Section 3.6.1. 3.6 Other Studies in the Area 3.6.1 Carrville Centre Secondary Plan The Carrville Centre Secondary Plan is a part of the City of Vaughan Official Plan, which outlines planning policies, long-term goals and built-form objectives for the Carrville Centre. The Carrville District Centre, located at the intersection of Rutherford Road and Dufferin Street, features plans for intense forms of residential development and mixed-use developments. The design of the urban centre is envisioned to be pedestrian friendly and transit-supportive. Given the desired “human-scale” physical form of the urban centre, Rutherford Road and Dufferin Street are recommended to function as multi- purpose urban streets that can accommodate all modes of transportation including pedestrians and cyclists, rather than simply serve as high-speed vehicle routes. One of the key principles of the Plan is the provision of an efficient grid network of arterial, primary and local streets within the Centre, providing various route options for motorists, cyclists and pedestrians. The transit network should be integrated with local, regional and inter-regional transit routes and services. Pedestrian walkway and bikeway systems are also required to be provided with adequate linkages to transit routes and public streets and incorporated into the City’s Pedestrian and Bicycle System Master Plan. Specific transportation improvements proposed in the Carrville Centre Secondary Plan that are relevant to the Dufferin Street Study Area include: • Construction of the redesigned Rutherford Road and Dufferin Street to include four through lanes; and • Streetscaping improvements to Rutherford Road and Dufferin Street, including centre medians, boulevards, sidewalks and layby parking. Transit priority measures will be provided on Dufferin Street and Rutherford Road.

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3.6.2 Carrville District Centre Urban Design Streetscape Master Plan Study The Urban Design Streetscape Master Plan for Carrville District Centre provides guidelines for urban design and detailed streetscaping in the future developments of the Carrville District Centre, in accordance with the Urban Design policies of the Carrville District Plan Official Plan Amendment #651. This Master Plan envisions that Regional arterials will be treated as high quality streetscapes, which, along with the land-uses and urban design of the centre will be highly supportive of public transit, and pedestrian and cyclist activity. It also seeks to encourage sustainable development of the centre through protection and restoration of native habitats, protection of natural resources and features of the environment. The Master Plan proposes that Dufferin Street feature a landscaped centre median with the potential for public art installations, six lanes of vehicular traffic, bike lanes and a pedestrian boulevard with sidewalk. Additional features for the corridor could include off-road multi-use pathways (MUP) connecting to a neighborhood park and trail systems. The Plan provides guidelines for the cross-section of Dufferin Street featuring 3.3m-wide general purpose lanes, 3.5m-wide Transit/HOV lanes, a 6m-wide planted central median and 2m-wide planting strips, as well as a 3m-wide MUP on both sides of the road. The main intersection of Dufferin Street and Rutherford Road is considered a key gateway to the community. As such it is recommended that the intersection feature the urban characteristics of the centre such as site and landscape treatments including special paving and street trees, enhanced streetscape lighting or special pedestrian paving on sidewalks and crosswalks. In addition, the enhancement of sight triangles which are part of the public right-of-way road are recommended at the intersection to improve visibility and safe vehicular and pedestrian movements. 3.6.3 Keele Valley Landfill Area Specific Plan The purpose of the policy is to outline the ongoing monitoring and remediation activities of the former Keele Valley Landfill Area. The land use adjacent to the Dufferin Street Study Area according to Map 12.3.A: Former Keele Valley Landfill (City of Vaughan), includes Natural Areas to the north, up to Teston Road, and Policy Area 3 to the south down to Major MacKenzie Drive West. This area may only be used for the monitoring and mitigation of the effects of waste disposal, as well as other uses including drainage works, and recreational uses including pedestrian and bicycle trails. Other uses include a golf course and golf course related uses. The disposal of waste is not permitted in Policy Area 3.

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3.6.4 Rutherford Road / Carrville Road Environmental Assessment In 2016, York Region completed a Schedule ‘C’ Municipal Class EA Study for road improvements to Rutherford Road/Carville Road between Jane Street and Yonge Street through the City of Vaughan and the Town of Richmond Hill. Dufferin Street is a major cross street and Rapid Transit Corridor within the Study Area of the Rutherford/Carrville EA. The EA Study identified many needs and opportunities along Rutherford Road from Keele Street to Dufferin Street, and from Dufferin Street to Bathurst Street, especially with regard to existing and expected future traffic operations at the intersection of Rutherford Road and Dufferin Street, as well as the potential for streetscaping to support the high density developments planned for the Carrville District Centre. Overall recommendations made in this EA Study include widening Rutherford Road for HOV/transit lanes and providing continuous sidewalks and dedicated cycle tracks to improve traffic flow, pedestrian and cyclist movement and access. As per the York Region 2017-10 Year Roads and Transit Capital Construction Program, road improvements are to be initiated at between 2018-2022 for the first segment and in 2022 in for the second segment. 3.6.5 Teston Road Individual Environmental Assessment York Region is developing the Terms of Reference (TOR) for the proposed connection of Teston Road between Keele Street and Bathurst Street in the City of Vaughan. The Teston Road Individual Environmental Assessment (IEA) Study will commence following the approval of the TOR. 3.6.6 North Maple Regional Park Master Plan The City of Vaughan is undertaking the North Maple Regional Park Master Plan which is envisioned to be an award winning park and major recreational and cultural destination, which will be located on the east side of Keele Street between Teston Road and Kirby Road, and will be adjacent to the Keele Valley landfill sites, located just west of Dufferin Street (City of Vaughan, 2016). 3.7 Toronto and Region Conservation Authority Policies The TRCA’s area of jurisdiction includes 3,467 square kilometre of land and water, including nine watersheds. The Dufferin Street Study Area passes through the Don River Watershed. Under Ontario Regulation O. Reg.166/06, the TRCA regulates development within the TRCA regulation limit, which includes natural hazards, valley features, wetlands and watercourses, and interference with wetlands and alterations to shorelines and watercourses. If there is a potential to straighten, change, divert or interfere with the existing channel of any of the watercourses within the Study Area or interfere with a wetland, or undertake

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development within a Regulated Area, a permit will be required from the TRCA prior to construction. In 2009, the TRCA prepared a comprehensive report (Don Watershed Plan, Beyond Forty Steps) on the health of the watershed, as well as actions for the future. The plan outlines 26 objectives to guide the future regeneration of the Don River watershed. The Regeneration Plan for the Upper East Don River Subwatershed and the Upper West Don River Subwatershed (located within the Study Area) identifies a list of goals to be implemented related to water, nature and community. These goals include: Upper East Don River Subwatershed • Water: • Improve water balance and stormwater management through outfall and pond retrofits identified by municipalities and lot level source controls in priority sub-basins, including the Upper East Don River; • Remediate flood risk in the Upper East Don River south of Steeles Avenue; and • Nature: • Improve native aquatic species diversity, abundance and distribution, and protect and enhance habitat for Brassy Minnow, American Brook Lamprey, endangered Redside Dace, Mottled Sculpin and Common Shiner north of John Street, and Northern Redbelly Dace, Johnny Darter, Mottled Sculpin and Rainbow Trout south of John Street; • Enhance aquatic habitat with overhanging grassy meadow vegetation for endangered Redside Dace in Patterson Creek and the tributary to the east. Improve sediment control in Block 11 to protect Redside Dace habitat; • Create and enhance riparian wetlands for brassy minnow starting in the tributaries off the ORM north of 16th Avenue between Dufferin Street and Bathurst Street; • Mitigate the thermal impacts and improve fish passage in the on-line ponds, including Redelmier Pond (within the Study Area). Where feasible, tale on-line ponds off-line and restore riparian vegetation; • Increase treed riparian vegetation cover in golf courses; • Create and enhance natural cover in the target Terrestrial Natural Heritage (TNH) System (23 percent of the subwatershed) starting in redevelopment areas (Richmond Hill, Langstaff UGC), countryside

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areas under the ORMCP and Greenbelt Plan and natural core/linkage areas under the ORMCP; • Manage, regenerate or enhance priority TNH regeneration sites; and • Implement the Maple Nature Reserve concept site plan. • Community: • Implement sustainable technologies and practices in redevelopment and intensification areas and through retrofits in existing developed areas; • Implement the Inter-regional trails plan, creating a north-south linkage from the ORM to South Richvale Greenway and east-west linkages along hydro and utility corridors; and • Regenerate greenspace including former landfill and composting sites, MacMillan Nature Reserve (within the Study Area). Upper West Don River Subwatershed • Water: • Improve water balance and stormwater management through outfall and pond retrofits identified by municipalities and lot level source controls in priority sub-basins: tributaries of the Upper West Don River north of Major Mackenzie Drive (Block 27) and in the industrial lands west of Dufferin Street; • Maintain pre- to post- development groundwater recharge in Block 27; • Remediate flood risk starting with the lower reaches of Westminster Creeks; and • Remediate flood and erosion risk in the tributaries south-east of the CN Rail Yard. • Nature: • Improve native aquatic species diversity, abundance distribution, and protect and enhance habitat for Blackrose Shiner, Northern Redbelly Dace, and Johnny Darter, Longnose Dace and Common Shiner south of Teston Road; • Mitigate instream barriers starting in the upper west portion of the subwatershed;

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• Determine the need to mitigate or improve the function of the fish bypass channel at Mackenzie Glenn Pond (north of Major Mackenzie Drive, east of Jane Street); • Create and enhance natural cover in the target TNH System (12 percent of subwatershed) starting in Blocks 27 and 28 and redevelopment areas along Highway 7; • Manage, regenerate and enhance priority TNH regeneration sites; • Create eco-passages for amphibians and other wildlife crossings of streets in greenfield development; and • Control terrestrial invasive species starting in Fisherville Creek and upstream of the G. Ross Lord Reservoir, and eradicate any Asian Longhorn Beetle. • Community: • Implement sustainable technologies and practices in redevelopment and intensification areas and through retrofits in existing developed areas; and • Implement the Interregional Trail Plan – Finish the Bartley Smith Greenway and create east/west linkages along hydro and utility corridors. 3.8 Provincial Endangered Species Act Species at Risk in Ontario are those listed as provincially endangered, threatened or special concern at the provincial level; however the act only regulates the habitat of those that are endangered or threatened. Through a review of the Natural Heritage Information Centre (NHIC), Redside Dace and Bobolink, both Endangered Species have the potential to be located within the Study Area. In addition, the MNRF has recorded Butternut (Endangered), Eastern Wood Pewee (Special Concern) and Wood Thrush (Special Concern). The MNRF also identified that there is the potential for Eastern small-footed Myotis, Little Brown Myotis, Northern Myotis and Tri-colored bats (all Endangered). 3.9 Federal Species at Risk Act The species provided for under the Species at Risk Act (SARA) SARA are listed as Wildlife Species at Risk. Recovery planning requirements under SARA protect species identified by the Committee on the Status of Endangered Wildlife in Canada (COSEWIC) as extirpated, endangered and threatened. The Redside Dace was identified as Endangered by the

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COSEWIC in November 2017. The SARA status of the Redside Dace is Schedule 1, Endangered. A SARA Permit or a Fisheries Act Authorization from Fisheries and Oceans Canada (DFO) is required by proponents carrying out activities that may affect Schedule 1 species, including construction and development projects. Approval from the DFO may be obtained if one of the following conditions is met: • “The activity is scientific research relating to the conservation of the species and is conducted by qualified persons; • The activity benefits the species or is required to enhance its chance of survival in the wild; or • Affecting the species is incidental to carrying out the activity (i.e. not the purpose of the activity).” In addition the DFO must approve that all of the following conditions are met: • “All reasonable alternatives to the activity that would reduce the impact on the species have been considered and the best solution has been adopted; • All feasible measures will be taken to minimize the impact of the activity on the species or its critical habitat or the residences of its individuals; and • The activity will not jeopardize the survival or recovery of the species.” 3.10 Problem Statement and Improvement Opportunity Within the Study Area, the York Region TMP Update (2016) recommends solutions to provide additional capacity, interconnected transit and active transportation networks. These solutions include road widening and improvements along Dufferin Street; provision of transit/HOV lanes between Langstaff Road and Rutherford Road; incorporation of Dufferin Street as part of the Frequent Transit Network; implementation of a Rapid Transit Corridor on Major Mackenzie Drive; and separated cycling facilities between Langstaff Road and Rutherford Road to tie into existing facilities north of these limits.

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4. Existing Conditions 4.1 Natural Heritage A Natural Environment Report was prepared to summarize the background information and is included in Appendix B. The existing natural heritage features are presented in Figure 4-1. 4.1.1 Physiography and Soils The majority of the Study Area is located within the Peel Plain and South Slope physiographic regions of southern Ontario. The northern section of the Study Area is located within the Peel Plain with the northern half within the Oak Ridges Moraine (Chapman and Putnam, 1984). The surface of the plain is characterized by level to gently rolling topography with a consistent, gradual slope toward Lake Ontario. The plain is made up for deep deposits of dense, limestone and shale-imbued till, often covered by a layer of clay sediment. In the vicinity of the Study Area the South Slope is ground moraine with limited relief. Soils found within the Study Area include Pontypool sandy loam, Oneida day loam, Chinguacousy clay loam, Jeddo clay loam and Bottom Lands. 4.1.2 Natural Area Designations There are two ANSIs within the northern portion of the Study Area: The Maple Spur Channel regionally significant Earth Science ANSI and the Maple Uplands and Kettles candidate provincially significant Life Science ANSI. These ANSIs are within the Natural Core Area designation of the ORMCP area located east and west of Dufferin Street and north and south of Teston Road. The Maple Uplands and Kettles ANSI is known to support flora and fauna species that are not found elsewhere in the Don River watershed (TRCA 2010). The ORM is an ecologically and hydrologically significant landform which is protected under the Oak Ridges Moraine Protection Act (2001) and is subject to planning restrictions under the ORMCP (ORMCP; MAH 2002). The portion of the ORM within the Study Area is designated as a natural core area which is subject to the strictest limitations on development. Permitted uses include existing uses, agriculture, restricted new resource management, low intensity recreational uses, home businesses and infrastructure. There is an ESA immediately west of Dufferin Street and south of Teston Road, called the McGill Area according to the City of Vaughan Official Plan (2010) Schedule 3. According to the York Region Official Plan (2016), ESAs are considered a key natural heritage feature and their features and functions should be protected and enhanced where possible. Development and site alteration within key

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natural heritage features and adjacent lands is prohibited unless it can be demonstrated that there will be no negative impacts on the natural feature or its ecological functions (York Region 2016). The City of Vaughan has a similar policy that prohibits development or site alteration within and adjacent to an ESA. The Regional Greenlands System is a designation identified by York Region that protects core natural heritage features and their linkages and corridor functions. A portion of the project is found within the Regional Greenlands System according to the York Region Official Plan (2016). It generally follows large tracts of woodlands and associated watercourses. The City of Vaughan Official Plan (2010) Schedule 2 shows “Core Features” and “Unapproved Core Features” within the Study Area which includes woodlands and natural heritage features within the ORM Natural Core Area, most of which are located north of Rutherford Road with two Core Features and two unapproved Core Features located between Langstaff Road and Rutherford Road. The MacMillan Nature Reserve and MacMillan Farm is located along the east side of Dufferin Street. In 2004, 47 hectares was donated to the Nature Conservancy of Canada, and the MacMillan Farm (in the middle of the property) was sold to the City of Vaughan (Greenbelt, 2016).

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Figure 4-1: Dufferin Street Existing Natural Heritage Conditions

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4.1.3 Vegetation and Ecological Land Classification Vegetation communities consist of manicured boulevards and landscape plantings, fragmented woodlot, successional woodlands and cultural meadows. Plant species recorded as part of the Ecological Land Classification (ELC) confirmation process include native and non-native species. The Balsam Fir recorded within the Dry-Fresh White Pine-Sugar Maple Mixed Forest Type (north of Major Mackenzie Drive) is deemed to be locally vulnerable. The Balsam Fir is located within the ecosite on the east side of the street, however located outside of the current right-of-way. The ELC data compiled from 2001 to 2016 was provided by TRCA, and was confirmed through in-field assessments. The cultural areas, influenced and disturbed by encroachment, make up 31 percent of the ELC within the Study Area, while the remaining 79 percent consists of natural forests (46 percent), and swamps/marshes (23 percent). Although none of the natural ecosites are listed as known rare vegetation in Appendix M (of Appendix B) of the Significant Wildlife Habitat Technical Guide, other Significant Wildlife Habitat SWH) criteria may apply (SWH; MNRF, 2000). Two ecosites are locally vulnerable. The combination of natural and cultural areas make up a natural core area providing a notable wildlife corridor. These areas can be important as contributing habitat as part of a larger connected natural system. Two ELC vegetation community designations were re-evaluated and changes to the designations were recommended. The Dry-Fresh Exotic Deciduous Forest located 530m north of Marc Santi Boulevard was found to have a similar species composition as the Dry-Fresh Sugar Maple-iron wood Deciduous Forest Type that is adjacent, therefore it was recommended that the two areas be merged together. Another change in designation that should be considered includes the Fresh-Moist Manitoba Maple Lowland Deciduous Forest located east of Dufferin Street and north of Langstaff Road. As there was an absence of Manitoba Maple, it is recommended that its designation be changed to Fresh-Moist Sugar Maple-Hardwood Deciduous Forest. Both ELCs are constrained within the ESA and ANSI and therefore considered a potential environmental constraint. 4.1.4 Tree Inventory A total of 372 trees and shrubs have been documented along Dufferin Street based on the data obtained from the Region and through field investigations. Of these, 236 trees and shrubs are less than 10cm DBH and 136 are 10 cm DBH or greater. A total of 152 trees were inventoried and assessed as part of the field investigation, including 136 living trees and 16 dead or removed trees.

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Health and overall condition of inventoried trees included in the in-field assessment was found to be good overall, with 5.2 percent ‘Fair’ and 4.6 percent ‘Poor’ in terms of condition. The most common defect among street tree inventories was poor crown structure as a result of pruning to accommodate overhead power lines, affecting less than 3 percent of trees inventories with other ratings being the result of lack of vigour. 4.1.5 Wetlands The background review determined that there are no provincially, regionally or locally significant wetlands within the Study Area according to Official Plans or the Land Information Ontario (LIO) data, some of which overlapped with the TRCA ELC community mapping. The ELC community mapping also showed additional wetland communities not previously mapped on the Official Plans or LIO wetland dataset. 4.1.6 Woodlands The City of Vaughan Official Plan Schedule 5 shows “Core Features” and “Unapproved Core Features” within the Study Area. These Core Features include woodlands although the mapping does not specify which natural heritage feature is within the Core Features. 4.1.7 Wildlife and wildlife habitat Wildlife habitat is partially located throughout Zones 1 and 2, as a result of the highly urbanized area, while Zone 3 encompasses the ORM and a large natural forested corridor. A variety of coniferous, deciduous and mixed forest types, swamps, marshes and watercourse crossings provide the majority of the natural heritage features within the Study Area. There are small areas of cultural meadow and thicket within the Study Area that can provide nesting/foraging habitat for open country bird species. The wetland and forested area within the northern limits of the Study Area provide the most suitable wildlife habitat for a variety of species. Fauna surveys conducted by TRCA in 2009 on the east side of Dufferin Street in the ANSI reported 40 fauna species, including 32 bird species, three mammals and five reptiles/amphibians (TRCA, 2010). This information represents a large biodiversity within an area located closely to an urban setting. Other parts of the Study Area are likely able to support wildlife species tolerant to anthropogenic disturbances. Wildlife cameras were installed at Culverts 5 and 8 to identify the potential use as a wildlife passage. The first camera was on the west side of Dufferin Street within the ANSI and unevaluated wetland complex south of Teston Road, and the second was on the east side of Dufferin Street along the watercourse between Ivy Glen Drive and Maurier Boulevard. There were 14 photographs taken of wildlife using the bank area at the second location.

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Several photographs captured wildlife travelling in the direction of the culvert opening, though none are seen entering the culvert directly. In some cases, the species is not recognizable due to obstruction of the lens or blurry photographs. Between 2012 and 2015, a total of six wildlife collisions were identified. The majority of the incidents were in the morning. The concentration of collisions occurs around the intersection of Dufferin Street and Major Mackenzie Drive. The wildlife camera located just south of Major Mackenzie Drive shows that the presence of raccoons, white-tailed deer and coyotes is common. Wildlife habitat is sparsely found throughout the area from Langstaff Road to Major Mackenzie Drive given the highly urbanized environment. North of Major Mackenzie Drive up to Teston Road, the section encompasses the ORM and a large natural forested corridor. A variety of coniferous, deciduous and mixed forest types, swamps, marshes and watercourse crossings provide the majority of the natural heritage features within the Study Area. There are some small areas of cultural meadow and thicket within the Study Area that can provide nesting/foraging habitat for open country bird species. The wetland and forested area at the northern extent of the Study Area provides the most suitable wildlife habitat for a variety of species. Fauna surveys were conducted by TRCA in 2009 on the east side of Dufferin Street in the Maple Nature Reserve. The survey reported a total of 40 fauna species including 32 bird species, three mammals, and five reptiles/amphibians (TRCA, 2010). These 40 fauna species represent a large biodiversity within an area that is located close to an encroaching urban setting. Outside of the northern half of the Study Area with the largest amount of natural areas the disturbed landscape is likely to support wildlife species that are tolerant to anthropogenic disturbances such as raccoons and squirrel species. 4.1.8 Aquatic Habitat and Communities The Study Area is located within the Upper West Don and Upper East Don subwatersheds within the Don River watershed. The Don River watershed falls under the jurisdiction of the TRCA and the MNRF Aurora District. The watercourses south of Major Mackenzie Drive are generally coolwater and warmwater streams, and the watercourses north of Major Mackenzie Drive are generally cold and coolwater crossings. 4.1.8.1 Fish Communities Both subwatersheds are known to have a high fish species diversity in comparison to other subwatersheds in the TRCA jurisdiction. Historical fish collection data is available from 1982 to 2005 includes sensitive species

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including Redside Dace, Northern Redbelly Dace, Blacknose Shiner and Rainbow Darter. Fish habitat degradation is a result of the rapid land use change from agricultural to urban. 4.1.8.2 Fish Habitat Of the ten watercourse crossings identified in the Study Area, all provide fish habitat potential ranging from low to moderate, and only one watercourse provides high fish habitat. Table below provides a summary of the fish habitat within the watercourses. Table 4-1: Fish Habitat Potential Watercourse Fish Habitat Potential Watercourse 1 Originates from a pond to the east, continues west through a wetland and becomes a defined channel crossing Dufferin Street. The riparian zone has no cover and no overhanging vegetation and is insufficient at providing a food source and shade. It has low fish habitat potential rating. Watercourse 2 Not visible on the west side, however part of a wetland on the east side. A pool of stagnant water was observed immediately downstream of the culvert, and the watercourse loses definition approximately 8m downstream of the culvert. There is an absence of canopy cover and instream vegetation and no observable fish habitat characteristics. It is deemed a low potential fish habitat. Watercourse 3 Originates on the east side of Dufferin Street (does not cross underneath) and continues southeast past Rutherford Road connecting with Watercourse 2. Canopy cover in the area would provide shade, however there is a lack of additional fish habitat characteristics resulting in a low fish habitat potential Watercourse 4 Originates on the west side with an absence of canopy cover and instream vegetation. There is a lack of substrate and flow variability, therefore a low fish habitat potential rating. Watercourse 5 This watercourse becomes defined once it crosses to the east side of Dufferin Street. It has a high level of canopy cover, but not overhanging vegetation. The substrate variability allows for spawning and the undercut banks allow for refuge. The presence of fish habitat characteristics results in a moderate fish habitat potential. Watercourse 6 This watercourse travels through an unevaluated wetland on the east side with tall grasses which provide high quantity of overhanging vegetation providing food for fish with little to no canopy cover to regulate the temperature. The channel substrate

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Watercourse Fish Habitat Potential includes a mix of till and clay with small riffles consistent of gravel and small cobble used for fish spawning. Watercourse 7 Originates on the west side of Dufferin Street in a pond and unevaluated wetland. The west side is a flat area dominated by phragmites creating a braided and ill-defined watercourse. The downstream channel has substrate that ranges from small gravel to medium cobble creating a distinguishable riffle pool sequence. There is no canopy cover, however due to some preferred fish habitat characteristics downstream, the fish habitat potential is moderate. Upstream, there is a lack of habitat characteristics, deeming it low fish habitat potential Watercourse 8 This watercourse exists on both sides of Dufferin Street within the unevaluated wetland and ANSI. There is a defined rifle-pool pattern and a variety of substrate, however a lack of overhanging vegetation, however with greater than 50% canopy providing shade. Watercourse 9 Watercourse located on east side within ANSI; no water flowing through culvert at time of assessment; culvert perched 3-6cm off the ground difficult to find a defined channel. Inlet could not be located. Although ephemeral watercourse, it likely has water flowing during spring freshet and therefore has low fish habitat potential. Watercourse 10 Located on both sides of Dufferin Street within the ANSI. Water pooled at the base of the culvert at the downstream end before entering the main channel downstream. The substrate consists of a good mix, as well as riparian vegetation. The upstream had flowing water conveyed from another culvert 5m upstream. Woody debris and pooling at the base provide refuge for fish. Given the fish habitat characteristics, the watercourse has been given a moderate fish habitat potential.

4.1.8.3 Linkages and Corridors There are two linkages and corridors north of Major Mackenzie Drive, as well as between Rutherford Road and Major Mackenzie Drive on the east side of Dufferin Street. These areas provide the greatest connectivity between the natural landscape. The areas include natural features and open space where wildlife can move between habitats. The Study Area is not within the York Region Greenlands System Vision which provides conceptual regional scape mapping of major linkage and corridors.

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A portion of the ORM Natural Core Area is found in the northern extent of the Study Area (north of Major Mackenzie Drive). This area is protected through the ORMCP but also through land use designations: Maple Spur Channel regionally significant Earth Science ANSI and Maple Uplands and Kettles candidate provincially significant Life Science ANSI; McGill Area ESA; Regional Greenlands System and Natural Heritage Network Core Feature. The ORM Natural Core Area is the most diverse in terms of natural heritage features and provides the greatest connectivity and mix of habitat types in the Study Area. Surrounding this protected area are areas of passage for terrestrial and aquatic species. These areas function as movement corridors for transient species at they travel between habitats. The most northern section of the Study Area has the greatest opportunity for enhancement or creation of habitat to support linkage and corridor functions. South of Major Mackenzie Drive West there is some landscape connectivity between various natural features. South of Rutherford Road, there are limited natural heritage features and connectivity between areas. This area is constrained by residential development. This section provides limited opportunities to enhance or create linkage or corridor function. There are opportunities to enhance wildlife passage along Dufferin Street, especially at Watercourse Crossings 1, 6, 8, 9 and 10. 4.1.9 Species at Risk The NHIC database maintains records relating to observations of species receiving legislative protection under the federal Species at Risk Act and the provincial Endangered Species Act. A summary of the NHIC records for SAR (aquatic) within 1km of the Study Area and the results of the MNRF inquiry are presented in Table 4-2. Table 4-2: Potential SAR within the Study Area Common name Scientific name Federal Ranking Provincial Ranking Vegetation Butternut Juglans cinereal Endangered Endangered *Kentucky Gymnocladus dioicus Threatened Threatened Coffee-Tree Birds Bobolink Dolichonyx oryzivorus Theatened Threatened Eastern Wood Contopus virens Special Concern Special Concern Pewee Wood Thrush Hylocichla mustelina Threatened Special Concern Mammals

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Common name Scientific name Federal Ranking Provincial Ranking Vegetation Eastern Small- Myotis leibii NR Endangered Footed Myotis Little Brown Myotis lucifugus Endangered Endangered Myotis Northern Myotis Myotis septentrionalis Endangered Endangered Tri-coloured Bat Perimyotis subflavus Endangered Endangered Insects Monarch Danaus plexippus Special Concern Special Concern Fish Redside Dace Clinostomus elongatus Endangered Endangered NR- not ranked Vegetation: Field investigations did not confirm the presence of Butternut species. The ESA applies to this species, therefore a permit may be required if habitat destruction is proposed. All Kentucky Coffee-Tree specimens observed were intentionally planted small caliper nursery stock and therefore not protected. Birds: No SAR birds were observed during field investigations (summer 2017). A permit for Bobolink may be required if habitat destruction is proposed. SARA would also apply to this species which means that the species and its residence is protected and that the provisions in the Migratory Bird Convention Act (MBCA) must be followed. The MBCA has timing windows to ensure the protection of birds and their nests. The Eastern Wood Pewee is not protected under SARA or the ESA. Only the MBCA applies to this species including timing windows to protect the birds and their nests. However, SARA would apply to the Wood Thrush species which means that the species and its habitat is protected and that the provisions in the MBCA must be followed, including timing windows to ensure the protection of birds and their nests. Bats: The Eastern Small-footed Myotis, Little Brown Myotis, Northern Myotis and Tri-coloured Bay all receive protection through provisions outlined in the ESA. A total of eight bat species have the potential to occur in the area, however only the four listed above are listed as SAR and receive species and habitat protection under the ESA. The location of suitable Bat maternity roosting habitat was completed during the in-field ELC assessments. Following that, eight locations were chosen for the installation of acoustic recorders. Five species were identified including

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Big Brown Bat, Silver-haired Bat, Eastern Red Bat, Little Brown Myotis and Hoary Bat. Only six of the recorders recorded bat call data. One of the categorized species groups recorded in two locations south of Major Mackenzie Drive include Little Brown Myotis, which is designated as a SAR. Because the species could not be identified with confidence, further studies are recommended to determine if the species is using the area. Both the Big Brown Bat and Silver-haired Bat are indicator species of Significant Wetland Habitat (SWH). If the species are found within forested or swamp ecosites, the ecosite is a candidate SWH. To confirm the status of the SWH, further studies should be conducted to confirm the species composition and population of these two species. Insects: The Monarch species is not protected under SARA or the ESA, however in December 2016, COSEWIC upgraded the species to Endangered, although the species is not offered protection. Fish: Redside Dace is the only aquatic SAR identified within the Study Area and is designated as endangered both provincially and federally. The ESA and SARA applies to this species. 4.1.10 Summary of Natural Heritage Constraints 4.1.10.1 Langstaff Road to Rutherford Road The east side of the street consists of three distinct vegetation communities including a wetland that is approximately 18m from the current edge of road. The west side consists of a single vegetation community with the absence of any aquatic habitat. The second wetland abuts the road immediately north of Apple Blossom Drive. There are 134 street trees on the west side of the street ranging in diameter at breast height (DBH) from 5 to 20cm. The east side has a total of 84 street trees ranging in size from 5 to 80cm. There are two watercourses within this segment of the Study Area. Watercourse 1 is considered to have a low potential for fish habitat, while Watercourse 2 is part of a wetland on the east side of the street. 4.1.10.2 Rutherford Road to Major Mackenzie Drive The majority of the natural area within this segment is located on the east side of the street, with the west side consisting primarily of commercial and residential land uses. Natural areas are present between District Avenue and Rutherford Road (on the west side) including a restoration mixed plantation and a narrow-leaved cattail mineral shallow marsh. There are three areas designated as wetland within this natural area. A total of 72 trees are located on the west side of the street ranging in DBH from 8 to 12cm. The east side consists of 34 street trees ranging from 7 to 34cm.

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There are four watercourses, three of which are only present on the east side of the street. Watercourse 4 is present on both sides. Watercourse 3 and Watercourse 4 are not well defined and therefore an aquatic habitat assessment was not conducted. Watercourses 5 and 6 both underwent an aquatic habitat assessment, with Watercourse 5 receiving a ranking of moderate and Watercourse 6 receiving a ranking of low related to potential for fish habitat. The bat acoustic recorder placed adjacent to the wetland on the east side recorded the potential call of a Little Brown Myotis. Further studies are recommended to confirm the presence of this species in this woodland. The second bat acoustic recorder recorded the calls of either a Big Brown Bat or a Silver-haired Bat which are both species of candidate SWH. As per the PPS (MAH 2014), no development or site alteration may occur within SWH and adjacent land within 120m needs to be evaluated to ensure the site alteration will not cause any negative effect on the SWH. Additional bat studies should be conducted. 4.1.10.3 Major Mackenzie Drive to Teston Road The natural area in this segment is a compilation of natural forests, natural swamps, contributing cultural areas, ANSIs, ESAs and ORM designated land. Two ecosites within this natural area are considered to be locally vulnerable. A linear wetland complex stretches northwest to southeast throughout the natural area and is 20m beyond the ROW on the west side, as well as 10m beyond the ROW on the east side. There are 32 street trees on the west side ranging in DBH from 16 to 52 cm. The east side only has 3 street trees ranging in DBH from 20 to 34 cm. The Watercourse at Culvert 8 is part of the Regional Greenlands System which consists of corridors and linkages used by wildlife. Watercourse 7 is not well defined. The assessment of Watercourse 8 identified a moderate to high fish habitat potential. Following the channel restoration of the Redelmeier Pond downstream of Dufferin Street, Watercourse 8 may potentially be considered recovery Redside Dace habitat. Proper erosion and sediment control will need to be established. Recorded calls of either the Big Brown Bat and/or Silver-haired bat create the potential for the natural area on both sides of the street to be designated as SWH. Further studies are needed to confirm the presence and population of these two candidate SWH bat species. One ESA, one Earth Science ANSI and one candidate Life Science ANSI are located within this Study Area segment. Both York Region and the City of Vaughan prohibit development or site alteration within ESAs and ANSIs as

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well as adjacent lands unless it can be proven that there will be no significant impact on ecological functions, an appropriate vegetative buffer is determined and the ecological attributes for which the ESA was identified is protected. The ESA is located along the west side of Dufferin Street and does not extend to the east of Dufferin Street. The northern part of this area is located within the Natural Core Area of the ORMCP Area. The Natural Core Area is encompassed within the Region’s Greenland System and will receive protection to the same level as applied to the Regional Greenland System. 4.2 Socio-Economic Environment 4.2.1 Land Use According to the City of Vaughan Official Plan (2012), Schedule 1 - the majority of the west side of Dufferin Street (south of Rutherford Road), is Employment Area, with the remainder of the Study Area consisting of Community Areas, and Natural Areas and Countryside. Natural Areas and Countryside includes environmental, agricultural or rural purposes and restricts encroachment of urban uses into these areas. Community Areas include a variety of low-rise residential purposes, including parks, community, institutional and retail uses. Employment Areas include a variety of industrial, manufacturing, warehousing, small and medium-sized offices, ancillary retail uses and parks. Community/Complete Community is defined as communities that meet people’s needs for daily living by providing convenient access to an appropriate mix of jobs, local services, full range of housing and community infrastructure including affordable housing, schools, recreation and open space for residences. Access to public transportation and options for safe, motorized travel is also provided (Vaughan Official Plan, 2012). According to Schedule 2 – Natural Heritage Network, the corridor crosses a significant number of Core Features, mostly associated with the ORMPA, but also associated with the eight watercourses. Schedule 3 identifies the location of the ESA – McGill Area on the west side of Dufferin Street and the ANSI – Maple Uplands and Kettle Wetlands on the east side of Dufferin Street associated with the ORMPA Natural Core Area. According to Schedule 4 – the majority of the Study Area within the ORMPA is Settlement Area, with a corridor of Natural Core Area. The northwest corner of Dufferin Street and Major Mackenzie Drive includes a former aggregate extraction operation, and to the north of that on both sides of Dufferin Street northerly is an area identified as ‘Secondary Sand and Gravel Resource Area’. The majority of the Study Area within the ORMPA consists of areas with High Vulnerability Aquifer, and portions with Low Vulnerability Aquifer. See Appendix A figures

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presenting existing land uses based on the City of Vaughan’s Official Plan schedules. 4.2.2 Emergency Service Providers There are two City of Vaughan fire stations located near the Study Area including Vaughan Fire Station 7-8 located just south of Highway 407 and east of Dufferin Street, and Vaughan Fire Station 7-10 located just north of Teston Road, on the west side of Dufferin Street. The Study Area is policed by York Region Police with two stations in close proximity including District 4, located on Rutherford Road, just west of Keele Street and another one on Major Mackenzie Drive, just west of Yonge Street. York Region provides Emergency Medical Services within the City of Vaughan. 4.2.3 School Busing The York Region Catholic School Board and York Region District School Board provide transportation services for the students within the City of Vaughan. There is one secondary school on the east side of Dufferin Street: Stephen Lewis Secondary School located between Langstaff Road and Rutherford Road, as well as two elementary schools on the west side: Forest Run Public School (between Langstaff Road and Rutherford Road) and Dr. Roberta Bondar Public School (between Rutherford Road and Major Mackenzie Drive). The school bus transportation for both boards is managed by Student Transportation Services (STS) of York Region. 4.2.4 Air Quality An Air Quality Assessment was completed by Novus and is contained in Appendix C. The main objective was to assess the local air quality impacts as a result of the proposed improvements. The study included an assessment of total greenhouse gas emissions as a result of the project and an overview of construction impacts. The following two scenarios were considered: • 2017 Existing – assess the existing air quality conditions at representative receptors. Predicted contaminant concentrations from the existing roadway were combined with hourly measured ambient concentrations to determine the combined impact. • 2041 Future Build – Assess the future air quality conditions for the proposed roadway improvements. Predicted contaminant concentrations from the proposed roadway improvements were combined with hourly measured ambient concentrations to determine the combined impact.

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The contaminants of interest are based on the regularly assessed contaminants of interest for transportation assessments in Ontario as determined by the Ministry of Transportation (MTO) and the MECP. All of the selected contaminants are emitted during fuel combustion, while emissions from brake wear, tire wear and breakdown of road dust include only the particulates. Contaminants of Interest include: Nitrogen Dioxide, Carbon Monoxide, Fine Particulate Matter, Coarse Particulate Matter and Total Suspended Particulate Matter. Volatile Organic Compounds include Acetaldehyde, Acrolein, Benzene, 1,3-Butadiene and Formaldehyde. In order to assess the impact, the predicted effects at sensitive receptors were compared to the MECP Ambient Air Quality Criteria (AAQC) guideline, and the Canadian Ambient Air Quality Standards (CAAQs) guideline. The CAAQs standards are based on different averaging methods. Also, the 1-hour and annual CAAQs for NO2 are assessed for comparative purposes but are not included in the detailed analysis due to the MECP guideline. Within the guidelines, the threshold value for each contaminant and its applicable averaging period were used to assess the maximum predicted impact. The contaminants of interest are compared against 1-hour, 8-hour, 24-hour, and annual averaging periods. Background ambient conditions are measured contaminant concentrations that are independent of emissions from the proposed project infrastructure. These concentrations consist of trans-boundary, regional and local emission sources and result from both primary and secondary formation. Primary contaminants are emitted directly by the source and secondary contaminants are formed by complex chemical reactions in the atmosphere. Secondary pollution is generally formed over great distances in the presence of sunlight and heat and results in the formation of fine particulate matter and ground- level ozone (e.g., smog). Four MECP and five NAPS stations were selected for the analysis, given their relative proximity to the Study Area to provide representative background contaminant concentrations. The station with the highest maximum value over the five-year period for each contaminant and averaging period was selected to represent background concentrations in the Study Area, as the maximum concentration represents an absolute worst-case background scenario. Based on a review of ambient monitoring data from 2012 to 2016, all background concentrations were below their respective guidelines with the exception of 24-hour PM10 (Coarse Particulate Matter <10 microns in diameter), 24-hour TSP (Total Suspended Particulate Matter <44 microns in

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diameter) and annual PM2.5 (Fine Particulate Matter <2.5 microns in diameter) and benzene. PM10 and TSP were calculated based on their relationship to PM2.5. Fifty sensitive receptors were evaluated to represent worst-case impacts surrounding the Study Area. Most receptors represent residential properties. Representative worst-case impacts were predicted through dispersion modelling at the sensitive receptors closest to the roadway. This is due to the fact that contaminant concentrations disperse significantly with downwind distance from the roadway resulting in reduced contaminant concentrations. Approximately 500m from the roadway, contaminant concentrations from motor vehicles generally become indistinguishable from background levels. During weather events with higher wind speeds, the contaminant concentrations disperse more quickly. The US EPA’s Motor Vehicle Emission Simulator (MOVES) model provides estimates of current and future emission rates from motor vehicles based on a variety of factors, including local meteorology, vehicle fleet composition and speed. MOVES was used to estimate vehicle emissions based on vehicle type, road type, model year and vehicle speed. Emission rates were estimated based on the heavy-duty vehicle percentages. 4.2.5 Noise Assessment An Environmental Noise Impact Assessment was completed and is contained in Appendix D. There are several transportation noise guidelines applicable to this project. Ontario Provincial policies and guidelines from the MTO and the MECP are applicable under the Municipal Class EA process. In addition, York Region has its own policy that applies. The following documents are applicable to municipal roadway projects: • Ontario MECP/MTO, “Joint Protocol”, A Protocol for Dealing with Noise concerns during the Preparation, Review and Evaluation of Provincial Highway’s Environmental Assessments (MTO and MECP, 1986) The York Region policy and operating procedure has been applied to this project because it is more stringent than the Joint Protocol. The following policies apply to this project: • York Region, York Region Traffic Noise Mitigation Policy for Regional Roads (March 23, 2006) • York Region, Standard Operating Procedures for Traffic Noise Mitigation for on Regional Roads (July 2010)

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York Region’s policy specifies where noise mitigation is to be built on Regional Roads and sets out the following criteria to determine if noise mitigation is required with the implementation of capital road projects: • When projected noise levels increase from 0 to 5 dBA on adjacent residential properties, no mitigation will be considered unless projected noise levels are greater than 60 dBA (either at start of construction or at mature state); and • For projected sound levels at the start of construction greater than 55 dBA and projected future noise level increases greater than 5 dBA, the feasibility of noise reduction measures shall be investigated where a minimum attenuation of 6 dBA can be achieved. Section 3.4.4 summarizes mitigation efforts under York Region’s Policy. Fourteen Noise Sensitive Area (NSA) receptors were used in the analysis and were modelled to assess noise levels and changes in noise (“build” versus “no build”) for the future (year 2041). The Outdoor Living Area (OLA) is generally taken at a point 3m from the façade of the receptor and 1.5m above ground to be consistent with policies and guidelines. Under York Region’s policy, a “noise impact” is defined as the difference in projected noise levels at start of construction “no build” and the projected noise levels at the mature state “build”. The noise prediction model (MECP STAMSON) relies on the use of vehicle noise emission levels to generate noise sources that can then be assessed at the noise receptors based on a number of factors, including speeds of the roadway, pavement surface used for construction, roadway grades, etc. Table 4-3 presents the “No Build” and “Build” 2041 Noise Levels. Table 4-3: “No Build” and “Build” 2041 Noise Levels Receptor Approx. “No “Build” Change “Build” Increase Location No. of Build” Sound above 5 NSAs Levels dBA presented >60 dBA 1 30 53.4 53.4 0.0 No No 2 1 50 50 0.0 No No 3 6 57.3 57.3 0.0 No No 4 22 56.7 56.8 0.1 No No 5 13 58 58.1 0.1 No No 6 1 64.4 64.3 -0.1 Yes No 7 29 50 50 0.0 No No

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Receptor Approx. “No “Build” Change “Build” Increase Location No. of Build” Sound above 5 NSAs Levels dBA presented >60 dBA 8 6 59.1 59.2 0.1 No No 9 5 60.5 60.6 0.1 Yes No 10 8 60.7 60.8 0.1 Yes No 11 9 61 61 0.0 Yes No 12 6 59.8 60 0.2 No No 13 9 58.7 58.4 -0.3 No No 14 5 60.4 60.4 0.0 Yes No

4.3 Cultural Heritage 4.3.1 Archaeology A Stage 1 Archaeological Assessment was completed and the report is contained in Appendix E. There have been 11 Archaeological Assessments completed within the Study Area, confirming an elevated archaeological potential within the Study Area based on the following information: • Several designated and listed heritage resources in and within 300m of the Study Area (City of Vaughan, 2017a) (presented in Table 4-4 and Table 4-5); • The Baker-Cober Church and Cemetery located at 8799 Dufferin Street within the limits of the Study Area; • Five registered archaeological sites located within 50m of the Study Area and ten sites located within 300m of the Study Area; and • Several tributaries of the East Branch of the Don River. The following details reduce archaeological potential within the Study Area: • The absence of a Heritage Conservation District within 300m of the Study Area (City of Vaughan, 2017b); and • The absence of a commemorative marker in/or within 300m of the Study Area (Ontario Historical Plaques, 2017).

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Table 4-4: Heritage Resources within the Study Area Address Description Heritage Status 8799 Dufferin Street Baker-Cober Church and Listed Cemetery, ca. 1839; Cober Dunkard Church, ca. 1888 9605 Dufferin Street Valentine Keffer House; ca. 1840 Designated part IV 9605 Dufferin Street William Cook House; ca.1850 Designated part IV

Table 4-5: Heritage Resources within 300 metres of the Study Area Address Description Heritage Status 1350 Langstaff Road Baker-Cober Church and Listed Cemetery, ca. 1839; Cober Dunkard Church, ca. 1888 Rutherford Road Valentine Keffer House; Designated part IV ca. 1840 1277 Rutherford Road William Cook House; Designated part IV ca.1850 1600 Teston Road - - “-” denotes details not provided The portions of the Study Area that require Stage 2 Archaeological Assessment will be subjected to a test pit survey at five metre intervals in accordance with the Guidelines, and include the following areas: • Southwest corner of Dufferin Street and Langstaff Road; • Area within the woodlot along the east side of Dufferin Street, north of Langstaff Road; • Area within woodlot on west side of Dufferin Street north of Summeridge Drive; • West side of Dufferin Street, north of Rutherford Road; • East side of Dufferin Street, both north and south of Rutherford Road; • Majority of east side of Dufferin Street up to Major Mackenzie Drive; and • Small pockets north of Sir Benson Drive, on both the east and west sides. These areas are presented in Figure 4-2.

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Figure 4-2: Cultural Heritage Resources

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4.3.2 Cultural Heritage A Cultural Heritage Assessment Report was prepared and is contained in Appendix F. The field review determined that much of the Study Area’s early nineteenth and twentieth century field and settlement patterns (i.e., treelines, woodlots, hedgerows and fencelines to demarcate field and property limits) have been significantly transformed by late twentieth and twenty-first century developments and construction projects which have altered their historic character. The East Branch of the Don River and its tributaries flow through the Study Area and the original concessional and sideroads established during the survey of the Township of Vaughan have been heavily altered and no longer retain their rural characteristics. The results of background research and field review determined a total of two cultural heritage landscapes (CHLs) and three built heritage resources (BHRs) to have potential cultural heritage value and interest (these locations are shown in Figure 4-2): • CHLs:  Waterscape – The East Branch of the Don River watershed flows through the Study Area southward towards Lake Ontario. Early historic settlement within the Township of Vaughan would have occurred close to this watercourse. Additionally, these various branches and tributaries are depicted in their approximate location in the 1877 Illustrated Atlas.  Baker-Cober Church and Cemetery is located at 8799/8785 Dufferin Street. The land is tied to the Baker-Cober Church and Cemetery (also known as Brethren in Christ and the Cober Dunkard Cemetery) and was donated by Michael Baker and Bishop Peter Cober, two brothers-in-law who owned land adjoined to one another. This church and cemetery was established in the early 19th century and serviced the local community. • BHRs:  Two twentieth century, public work institutional buildings, located at 10401 Dufferin Street (also the site of the Parks Development Division Department of Parks for the City of Vaughan, and the former City of Vaughan Archives, Engineering Department, Training and Cultural Service Buildings). This facility appears in its present location in the 1954 aerial photograph.  Residential building located at 9828 Dufferin Street, an early-twentieth century, one-storey with basement vernacular structure with a front

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hipped roof and rear gable roof (property has been abandoned). This residence appears in its present location in the 1954 aerial photograph.  Residential building located at 8484 Dufferin Street, is an early twentieth century, two-storey structure with a basement, and a hipped roof (the property has been abandoned). This residence appears in its present location in the 1917 and 1930 topographic map, and in the 1954 aerial photograph. The Study Area does not contain any cultural heritage resources designated under the Ontario Heritage Act. The only cultural heritage resource identified on the City of Vaughan’s heritage inventory was the Baker-Cober Church and Cemetery. 4.4 Transportation Engineering 4.4.1 Existing Road Network A Traffic and Transportation Report was completed to summarize existing and future conditions within the Study Area and is included in Appendix G. The existing road network within the Study Area is comprised of major arterial, minor collectors and local roads. The major roads include: Dufferin Street, Langstaff Road, Rutherford Road, Major Mackenzie Drive, and Teston Road. All other roads crossing Dufferin Street within the Study Area are classified as minor collectors. The posted speed limit on Dufferin Street within the Study Area is 60km/h. The existing Dufferin Street cross-section includes a four-lane roadway with turning lanes at intersections and a centre turn lane in some sections between Langstaff Road and Major Mackenzie Drive. North of Major Mackenzie Drive, the four-lane roadway extends up to Sir Benson Drive, after which it tapers to a two-lane section that extends to Teston Road. Teston Road forms a ‘T’ intersection with Dufferin Street. The TMP identifies two sections on Dufferin Street that experience congestion in the peak periods and require capacity improvements: • Langstaff Road to Rutherford Road; and • Major Mackenzie Drive to 15th Side Road. The TMP recommends that the capacity deficiencies be addressed by widening the corridor to six lanes with the added lanes dedicated to transit/HOV use between Langstaff Road and Rutherford Road. A widening from two to four lanes is recommended between Major Mackenzie Drive and 15th Sideroad, as well as an upgrading of Dufferin Street to urban arterial standards within the designated urban areas.

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4.4.2 Traffic Conditions The traffic conditions during the weekday morning (AM) and afternoon (PM) peak hours for both existing (2017) and future (2041) horizon years were analyzed to characterize operating conditions and to identify locations requiring improvements. 4.4.2.1 Midblock Analysis For the midblock sections, the quality of service was characterized based on the volume-to-capacity ratio (v/c). The v/c ratio provides a measure of traffic volume demand to available capacity, with an at-capacity condition represented by a v/c ratio of 1.00 (i.e., volume demands equals theoretical capacity). The midblock v/c ratios were calculated by dividing the traffic volume (existing or forecasted) on each roadway section by the theoretical capacity for that section (i.e., the maximum hourly rate at which vehicles can be expected to reasonably traverse the section of roadway within a given time period, under prevailing roadway, traffic and control conditions). A theoretical capacity of 900 vehicles per hour per lane (veh/h/lane) was used in the analysis. This capacity is intended to account for the type and number of local road intersections and accesses provided, the presence of pedestrians and crossing locations, driving characteristics for this type of facility and other factors. The value of 900 veh/h/lane is the capacity specified for Dufferin Street in the York Region Transportation Demand Model. The Regional TMP has noted that ‘continuing to widen Regional Roads’ will not address the needs of York Region as demand continues to exceed capacity. Applying alternative solutions through Transportation System Management and Travel Demand Management measures that make better use of existing infrastructure to improve flow and reduce delay could provide relief in a more cost-effective manner. Development of the future road network was based on the following guidelines for capacity improvements: • Widening to four lanes (outside of the urban area) is recommended where peak v/c ratio exceeds 0.9 and/or daily truck volumes exceed 2,500 trucks per day; • Widening to four lanes (within the urban area) is recommended where peak v/c ratio exceeds 0.9; and • Widening to six lanes with transit/HOV lanes is recommended where peak v/c ratio exceeds 1.2 in urban areas.

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Traffic data for this study was provided by York Region Transportation and Community Planning in the form of 24-hour automatic traffic recorder (ATR) volume data and intersection turning movement counts (TMC). The following sections summarize the available traffic data used for this study. 4.4.2.2 Intersection Analysis An intersection Level of Service (LOS) was assigned to each intersection based on average delay per vehicle, including deceleration delay, queue move-up time, stopped delay, and final acceleration delay. LOS is a qualitative measure that describes the operating conditions within an intersection, and the perception of those conditions by road users. There are six Levels of Service defined, each level has a letter identification between A and F, with LOS A representing the best or almost free flowing operating conditions and LOS F very congested conditions. 4.4.2.3 Daily Volumes The ATR data was collected in March 2017, and as per the MTO guidelines for estimating Annual Average Daily Traffic (AADT), there is no need to adjust for season variation patterns for the month of March. The ATR data showed that approximately eight to nine percent of the total daily traffic occurred during the afternoon (PM) peak hour. Using the existing intersection traffic volumes, the AADT volumes along Dufferin Street were estimated. Since the existing ATR data showed that approximately eight percent of total daily traffic occurred in the PM peak hour, a factor of 0.08 was used to calculate the AADT for road segments along Dufferin Street. The directional split of the existing traffic volumes’ was used in the analysis. To estimate Annual Average Daily Truck Traffic (AADTT), the percentages of heavy vehicles in the north-south movements at the intersections along Dufferin Street were derived from existing intersection TMCs. 4.4.2.4 Peak Hourly Volumes The baseline condition for the traffic analysis included the volumes obtained from the intersection TMCs provided by the Region. These traffic volumes were reviewed for consistency along the Study Area. 4.4.2.5 Existing Traffic Operations 4.4.2.5.1 Midblock Analysis – 2017 Existing Conditions The v/c ratios in Table 4-6 are based on a theoretical lane capacity of 900 vehicles per hour per lane (veh/h/lane). The results indicate that midblock sections within the Study Area are currently operating at or above the available capacity in the peak direction in the morning (southbound) and afternoon (northbound) peak hours. These findings are consistent with the

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Region’s guidelines for capacity improvements, which support the need to widen the following sections on Dufferin Street: • Langstaff Road to Rutherford Road – widen from four to six lanes; and • Sir Benson Drive to Teston Road – widen from two to four lanes. Table 4-6: Existing 2017 Conditions Midblock Analysis AM PM AM Peak Volume- PM Peak Volume- Direction to- Direction to- Section Volume Capacity Volume Capacity (vph) Ratio (vph) Ratio (v/c) (v/c) Dufferin Street Capacity (900 veh/h/lane) North of Langstaff Road (4-lanes) 2,225 1.23 2,165 1.20 North of Rutherford Road (4-lanes) 1,705 0.95 1,925 1.07 Major Mackenzie Drive to Sir Benson 1,765 0.98 1,770 0.98 Drive (4-lanes) Sir Benson Drive to Teston Road (2- 1,438 1.60 1,600 1.78 lanes)

4.4.2.5.2 Intersection Analysis – 2017 Existing Conditions Capacity and operations analysis was completed for existing (2017) conditions during the weekday morning (AM) and afternoon (PM) peak hours to characterize operating conditions and to identify locations requiring improvement. This analysis was conducted using the existing traffic signal timing plans, and peaking characteristics of the existing traffic volumes. Traffic analysis was completed using the Synchro software, with parameters calibrated to simulate current conditions such that v/c ratios based on observed volumes are less than or equal to 1.0 (effective capacity). 4.4.2.5.3 Signalized Intersections Under existing traffic conditions, seven of the nine signalized intersections are operating at an acceptable overall LOS D or better during the weekday AM and PM peak hours. However, there are critical movements with long delays and queues at every intersection. This is due to high traffic volume demand at the intersections. There are two intersections that are operating at LOS E during the AM or PM peak hours:

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• Dufferin Street and Langstaff Road is operating effective capacity during both AM and PM peak hours. Many movements at this intersection are operating at LOS E or worse with long delays and queues. • Dufferin Street and Major Mackenzie Drive is approaching effective capacity and operating at LOS E during the AM peak hour, and is at effective capacity and LOS D during the PM peak hour. Multiple movements are operating at LOS E or worse during both peak hours. To improve existing intersection operations, signal optimization was considered. However, even with these changes, capacity constraints will remain at all intersections without geometric improvements. 4.4.2.5.4 Unsignalized Intersections All unsignalized intersections along Dufferin Street currently experience long delays for eastbound and westbound turning movements from minor streets onto Dufferin Street. Many of the turning movements operate at LOS F, with long delays. This is due to the high volume of traffic traveling north and south along Dufferin Street, reducing the number of gaps available for vehicles to turn onto Dufferin Street. A traffic signal warrant analysis was completed for all five stop-controlled intersections along Dufferin Street within the Study Area. Traffic signals were found not to be justified at these locations. 4.4.3 Transit Services There is currently only one bus route along Dufferin Street within the Study Area. The 105 Dufferin North bus route, operated by TTC, runs in a north- south direction along Dufferin Street. It connects the TTC’s Sheppard West subway station with the area of Dufferin Street and Major Mackenzie Drive. The 105 Dufferin North bus route forms a loop, therefore service north of Confederation Parkway is only provided in the southbound direction. There are eight stops in the southbound direction, spaced approximately 500m apart and typically located at intersections. Generally, the bus stops are near-side stops and are located within separate right-turn lanes. There are two northbound stops for the 105 Dufferin North bus route, but only at Langstaff Road and Confederation Parkway. Six of the stops in the Study Area are equipped with rider amenities, including bus shelters and/or trash cans. The 105 Dufferin North bus route operates in the Study Area between 5:00AM and 11:30PM on weekdays, 5:00AM to 10:30PM on Saturdays and holidays, and 7:00AM and 10;30PM on Sundays. During the morning (6:00AM to 10:00AM), headways are approximately 15 minutes. During the afternoon (3:00PM and 7:30PM), headways are approximately 12 minutes. At all other

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times (including Saturdays and Sundays), headways are 30 minutes. This route contains connections to the following east-west routes in the Study Area: • Viva Route 85 Rutherford (connection at Rutherford Road); • Viva Route 4 Major Mackenzie (connection at Major Mackenzie Drive); and • Viva Route 85 Autumn Hill (connection at Autumn Hill Boulevard and Ten Oaks Boulevard). In York Region Transit’s 2016 Annual Service Plan, Dufferin Street south of Major Mackenzie Drive, was identified as part of the Frequent Transit Network. This means that the Region has planned for 15 minute headways during peak periods on Dufferin Street by 2018. The Region and TTC have indicated that there is currently no plan to provide transit services on Dufferin Street north of Major Mackenzie Drive. 4.4.4 Pedestrian Facilities Sidewalks are currently provided along the following sections of Dufferin Street: • Langstaff Road to Rutherford Road – sidewalk on both sides; • Rutherford Road to Major Mackenzie Drive – sidewalk on west side and multi-use path on east side; and • Major Mackenzie Drive to Teston Road – no sidewalk provided. The gap in sidewalk and cycling facilities north of Major Mackenzie Drive has been identified in the TMP. Where pedestrian facilities are present, they are typically separated from vehicular traffic by a planted grass buffer ranging in width from 1 to 3m. Contributors to pedestrian activity include: • Residential properties within walking distance of plazas and retail areas, institutions (including Stephen Lewis Secondary School) and recreational areas (including North Thornhill Community Centre and District Park, Maple Nature Reserve and Trail View Park); • Low percentage of heavy vehicles (1-4 percent); • Wide planted buffers between vehicle travel lanes and pedestrian paths; and • Network directness and connectivity south of Major Mackenzie Drive. Potential barriers to walking in the Study Area include:

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• High vehicle speeds (60km/h posted speed and operating speeds in the 70-80km/h range); • Large setbacks between properties and sidewalk, as well as few active storefronts or doors facing Dufferin Street; • Low population and employment density; • Limited transit service and transit connections; • Lack of streetscaping to create visual interest; and • High peak hour vehicle traffic volumes and congestion. The Region is committed to conducting an inventory of existing facilities, prioritizing the shortcomings in the existing transportation network and developing a plan to remedy these shortcomings. Currently, the City of Vaughan’s TMP recommends extending the existing multi-use pathway between Rutherford Road and Major Mackenzie Drive south to Langstaff Road. 4.4.5 Cycling Facilities There are currently no dedicated on-street cycling facilities in the Study Area. A small network of north-south recreational trails exist east of Dufferin Street between Major Mackenzie Drive, as well as a multi-use path on the east side of Dufferin Street between Major Mackenzie Drive and Rutherford Road. The east-west connections are limited. Attributes of the Study Area conducive to cycling activity include the following: • Residential properties within cycling distance of plazas and retail areas, and institutions (including Stephen Lewis Secondary School) and recreational areas (including North Thornhill Community Centre and District Park, Maple Nature Reserve and Trail View Park); • Low percentage of heavy vehicles (1-4 percent); and • Wide grassed buffers between vehicle travel lanes and multi-use trail between Rutherford Road and Major Mackenzie Drive. Potential barriers to cycling in the Study Area include: • Lack of continuous Study Area-wide cycling network consistent of either on-street dedicated cycling facilities or off-road cycling facilities; • High vehicle speeds (60km/h posted speed and operating speeds in the 70-80km/h range); • Limited transit service and transit connections;

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• Existing network of cycling infrastructure is discontinuous and lacks east-west connections; • High peak hour vehicle traffic volumes and congestion; and • Lack of facilities to increase visibility of cyclists at intersections to present ‘right-hooks’ and other on-street collisions. Currently the City of Vaughan’s TMP recommends a Class 2 community paved shoulder bikeway along the rural section of Dufferin Street between Major Mackenzie Drive and Teston Road, which will be helpful to reduce cyclist discomfort as a result of proximity to high volumes of fast-moving vehicles. 4.4.6 Goods Movement The percentage of heavy vehicles along the corridor currently range from one to four percent in both the AM and PM peak hours in both directions of travel. The number and proportion of trucks generally decreases towards the north end of the Study Area, tapering off north of Major Mackenzie Drive. The northbound AM peak hour had the highest percentage of truck traffic at four percent and the southbound PM peak hour had the lowest percentage at one percent. As there are no dedicated facilities for goods movement in the Study Area, truck traffic experiences delays similar to the automobile traffic including delays and queues at every signalized and unsignalized intersection in the Study Area. 4.4.7 Traffic Safety Review Collision information for reported incidents involving automobiles, cyclists and/or pedestrians in the Study Area was provided by York Region for intersections and midblock locations within the Study Area over a five-year period from 2012 to 2016. Based on a review of the available historical collision data, there were 656 collisions reported along Dufferin Street within the Study Area. The majority of collisions within the Study Area include property damage only, followed by non-fatal injuries. There were two fatal collisions at the following locations: • Dufferin Hill Drive and Apple Blossom Drive where a vehicle struck a pedestrian. The collision happened during the morning peak hour, in clear weather and was determined to be the result of the pedestrian’s inattentive actions. • Sir Benson Drive and Teston Road where a northbound vehicle on Dufferin Street struck a cyclist from behind. The collision occurred during morning hours in clear conditions. This section has a two-lane

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cross section with narrow gravel shoulders and no roadway illumination. Poor visibility may have been a factor in this collision. Rear end collisions are the predominant collision type, which indicate potential issues with roadway sightlines, speeding, distracted driving, poor road surface friction and insufficient gap allowance by drivers. 4.4.7.1 Intersection Collision Analysis Intersection related collisions account for 88 percent of the total number of reported collisions. Rear end collisions are the most prevalent type of intersection-related collision, accounting for 53 percent of all intersection collisions. Turning movement collisions are the second most frequent type of collision, accounting for 16 percent of total intersection collisions. Most intersection related collisions resulted in property damage only. More than half of intersection collisions occurred at three of the major intersections: Rutherford Road, Major Mackenzie Drive and Langstaff Road. 4.4.7.2 Midblock Collision Analysis Midblock sections account for 12 percent of the total number of collisions reported within the corridor and were predominantly property damage collisions. 4.4.7.3 Pedestrian Safety Review There were eleven collisions involving pedestrians within the Study Area, all occurring at intersections. Of these, two were caused by improper turns by the vehicle’s driver and four were caused by the vehicle’s driver failing to yield the right-of-way. All collisions with pedestrians resulted in injury or death. Five of the eleven collisions occurred during dark conditions. Improved illumination may be helpful in preventing pedestrian collisions. Currently only two of the intersections in the Study Area are zebra striped, while the rest do not permit crossings or are only outlined by parallel lines. 4.4.7.4 Cyclist Safety Review There were nine collisions involving cyclists, eight of which were at intersections. In six of the nine cases, at least one participant failed to yield the right-of-way, however cyclists and motor vehicles were roughly equal in their failure to yield. Two of the nine collisions occurred in a right-turn lane, which suggests that cyclists may be prone to ‘right hooks’, wherein the driver of a vehicle fails to yield the right-of-way to a cyclist while turning right. Right hooks can be prevented through the use of bicycle lanes or ‘bike boxes’, advancing stop bars at intersections with contrasting paint treatment where on-street bicycle facilities exist. Collisions between cyclists and vehicles can also be reduced by the provision of off-road cycling facilities including in- boulevard multi-use trails or cycle tracks.

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4.4.7.5 Potential for Safety Improvements To identify the locations with the greatest potential for safety improvement, the potential for safety improvement (PSI) index was calculated for the road segments and intersections in the Study Area where collision data was available. The PSI index is a measure of the difference between the number of collisions that are predicted to occur at an intersection or between intersections in a given period of time and the expected number of collisions that would normally be expected to occur in that period of time. Areas with a positive PSI index (i.e., areas where the predicted number of collisions exceeds the expected number) indicate areas where potential exists to improve safety through the implementation of safety improvements. The results of the analysis determined that none of the road sections studied have a positive PSI, however three of the fourteen intersections studied have a highly positive PSI value, or a predicted collision frequency that is higher than expected in at least one of the collision severity types. This is indicative of a potential for safety improvement and locations where safety improvements should be considered. The three intersections include: • Dufferin Street and Langstaff Road with a positive PSI value for property damage only (PDO) collisions. • Dufferin Street and Rutherford Road with a positive PSI value in both fatal/non-fatal injury and PDO collision types. • Dufferin Street and Major Mackenzie Drive West with a positive PSI value in both fatal/non-fatal injury and PDO collision types. Road Improvements and Safety Benefits Various types of possible safety interventions were considered at these locations by examining the collision modification factors (CMF’s) for each of these improvements. CMF’s were identified to estimate potential increases or decreases in the total collisions along Dufferin Street associated with the proposed widening and other related active transportation improvements. The effects of combining two improvements were also estimated using procedures contained in the Highway Safety Manual (2010). The analysis revealed the following: • Conversion of Dufferin Street from a four-lane to a six-lane roadway (from Langstaff Road to Major Mackenzie Drive), may result in a reduction by 19 percent in all collision severity types and 29 percent in all non-fatal injury collisions.

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• Conversion of Dufferin Street from a two-lane to a four-lane roadway (from Sir Benson Drive to Teston Road), may result in a reduction of 46 percent in all collision severity types; 54 percent in all non-fatal injury collisions; and 48 percent in all property damage only collisions. • Addition of illumination between Sir Benson Drive and Teston Road may result in a reduction of 69 percent in fatal collisions; 26 percent reduction in non-fatal injury collisions and 26 percent reduction in property damage only collisions. • Addition of a dedicated on-street bike lane from Sir Benson Drive to Teston Road may result in an increase of 2 percent in all collision severity types; 10 percent in all non-fatal injury collisions; and 1 percent in property damage only collisions. 4.5 Future Transportation Operations 4.5.1 Traffic Forecast The future 2041 horizon year traffic forecast for the Dufferin Street Study Area was provided by York Region. It is assumed that the forecasted traffic volumes include background growth and developments along Dufferin Street. An average annual growth rate of 0.7 percent was calculated between the existing 2017 AADT to the 2041 AADT. As such, a 1 percent per annum growth rate was applied to 2017 intersection counts to forecast 2041 intersection volumes. Using the projected 2041 intersection traffic volumes, the AADT and AADTT volumes along Dufferin Street were estimated. The existing ATR data showed that approximately 8 percent of the total daily traffic occurred in the PM peak hour. A factor of 0.08 was used to calculate AADT for road segments along Dufferin Street. The existing traffic volume directional split was used to calculate the 2041 directional daily traffic volumes. 4.5.2 Midblock Capacity Analysis – 2041 Future Conditions 4.5.2.1 Future 2041 ‘No Built’ Scenario The directional peaking characteristics associated with existing 2017 traffic volumes were applied to the forecasted 2041 volumes to obtain 2041 peak direction traffic link volumes. The v/c ratios were calculated based on theoretical lane capacity of 900 vehicles per hour per lane. The results indicate that midblock sections within the Study Area are expected to operate at or above the available capacity in the peak direction in the morning (southbound) and afternoon (northbound) peak hours. This indicates that the existing configuration of Dufferin Street within the Study Area will not have sufficient capacity to accommodate future travel demand.

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According to York Region’s guidelines for capacity improvements, there will be a need to widen the following sections of Dufferin Street by 2041: • Langstaff Road to Rutherford Road – widen from four to six lanes; • Rutherford Road to Major Mackenzie Drive – widen from four to six lanes; and • Sir Benson Drive to Teston Road – widen from two to four lanes. 4.5.2.2 Future 2041 with Road Widening Operational analysis of future 2041 traffic conditions assumed that Dufferin Street will be widened to provide the following cross sections based on the recommendations of the Region’s updated TMP: • Between Langstaff Road and Rutherford Road – four general purpose lanes, two HOV lanes; • Between Rutherford Road and Major Mackenzie Drive – four general purpose lanes; • Between Sir Benson Drive and Teston Road – four general purpose lanes. It is noted that the section of Dufferin Street from Rutherford Road to Major Mackenzie Drive was not assumed to be widened from four to six lanes, with the two outer lanes dedicated to HOV and transit use. The need for this widening as identified in this study was based on a simple corridor analysis of volume demand to capacity supplied. This approach did not consider the capacity available across parallel arterial routes. This screenline type of analysis considers the availability of capacity on a wider network basis and was undertaken in the TMP. It was concluded in the TMP that the widening of this section was not needed by 2041. HOV/Transit Modifications In accordance with the Region’s TMP and the policy direction from Regional Council, when widening a road from four to six lanes, the additional lanes must be designated for HOV/transit usage. The integration of HOV and transit lanes into Regional Roads is intended to support reduced automobile trips and increased transit ridership and carpooling. The TMP projected a transit mode share of 13.4 percent for trips originating in York Region by 2041. Since no mode share projection was provided for HOV trips a 10 percent1 HOV share was assumed for this analysis.

1 York Region’s 2016 TMP. Background Report C – Future Needs Assessment Report.

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As a result, the following modal share has been assumed for the 2041 horizon year: • Transit = 15 percent of total trips • HOV = 10 percent of total trips • Automobile = 75 percent of total trips. Based on this modal share, it is expected that Dufferin Street, from Langstaff Road to Teston Road will still be operating at or near effective capacity by 2041. Even though the section between Rutherford Road and Major Mackenzie Drive was not recommended to be widened in the TMP, a widening of this section to six lanes with provision for transit/HOV lanes by approximately 2041 may be needed to provide connectivity within a future HOV/Traffic network serving this area of Vaughan. 4.5.3 Intersection Traffic Operations Analysis – 2041 Future Conditions 4.5.3.1 Future 2041 Analysis – No Build Intersection operations and capacity analysis was completed using the projected 2041 intersection traffic volumes without any improvements to the existing road network. Signalized Intersections Under future 2041 traffic volumes and without improvements to the existing road network, five out of the nine signalized intersections are expected to operate at LOS E or worse during either the AM or PM peak hours. All intersections are expected to operate at or above effective capacity, with extensive delays and queueing. Most of the critical movements are minor eastbound and westbound movements, indicating that the traffic volume for northbound and southbound movements along Dufferin Street are so great that there is insufficient green time being provided to eastbound and westbound movements. A lack of northbound and southbound capacity issues was identified at the following intersections: o Dufferin Street and Langstaff Road o Dufferin Street and Confederation Parkway / Summeridge Drive o Dufferin Street and Ten Oaks Boulevard / Autumn Hill Boulevard o Dufferin Street and Rutherford Road o Dufferin Street and District Avenue / Marc Santi Boulevard o Dufferin Street and Major Mackenzie Drive

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This further supports the need to widen Dufferin Street between Langstaff Road and Major Mackenzie Drive to add additional northbound and southbound capacity. Unsignalized Intersections Background traffic growth is expected to cause further deterioration of operations at existing unsignalized intersections. Delays and queues will increase for eastbound and westbound turning movements from minor streets onto Dufferin Street. Many of the turning movements will operate at an unacceptable LOS F. This is due to the high volume of traffic travelling north and south along Dufferin Street limiting the number of gaps available for vehicles to turn onto Dufferin Street. Traffic signal warrant analysis was completed for all five unsignalized intersections along Dufferin Street within the Study Area. It was found that traffic signals are not justified at any of these intersections under projected 2041 traffic conditions. 4.5.3.2 Future 2041 Analysis – With Dufferin Street Widening To improve intersection operations and capacity, the following measures were evaluated: 1. Widen Dufferin Street to: a) Six lanes, between Langstaff Road and Major Mackenzie Drive, of which the two outer lanes will be HOV/transit lanes and the four remaining lanes will be general purpose lanes. b) Four general purpose lanes, between Major Mackenzie Drive and Teston Road. 2. Optimize signal timing plans (cycle length and split). 3. Provide protected left-turn phases in addition to the current permitted phase. Delays in the HOV/transit lanes were not analyzed – however the total volume of vehicles in each of the HOV/transit lanes is less than the volume of vehicles in the general purpose lanes parallel to the HOV/transit lanes, meaning that the delay in the general purpose lanes is equal or longer to that in the HOV/transit lanes. For the purposes of this analysis, the six-lane segment of Dufferin Street between Major Mackenzie Drive and Langstaff Road was modelled as four general purpose lanes carrying 75 percent of the total forecasted through traffic movements. Forecasted volumes in the left- turn and right-turn movements were not adjusted in the analysis, because there are no dedicated left and right turn lanes for HOVs. The analysis also

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assumed that transit priority measures including signal timing measures will not be made. Through transit movements were assumed to use the same phase as the through general purpose traffic lanes. With the proposed improvements, all signalized intersections are expected to operate at LOS E or better. Most intersections will still be approaching or operating at capacity, with critical movements experiencing long delays and queues. However, the Region has acknowledged the need to manage and make better use of existing infrastructure through Transportation System Management and Travel Demand Management measures, rather than additional road widening to add capacity. Provisions of dual left-turn lanes and channelized right-turn lanes were also assessed but found to provide limited operational benefits and have the following negative impacts: 1. Dual left-turn lanes would need to be fully protected, and as such would negatively impact through traffic on Dufferin Street during off- peak periods and weekends, and also have negative impact on the safety of pedestrians crossing the road. 2. Channelized right-turn lanes would negatively impact safety of pedestrians, cyclists and persons with special needs by increasing crossing distances. York Region has been removing channelized right turn islands when reconstructing intersections. 4.5.4 Queuing Assessment, Storage Lane Requirements An analysis of storage lane requirements for left and right turning lanes was completed for the intersections within the Study Area assuming that the improvements suggested are made by 2041. Storage lengths were determined based on the extent of traffic queues. The results of the analysis to determine storage lengths for the auxiliary turning lanes is included in the Appendix C (of Appendix G). When determining the back of queue for turning movements, the analysis took into account the road geometry and lane blocking by vehicles on an adjacent lane. At many locations the existing turning lanes were maintained to avoid impacts to adjacent accesses, intersections and bus stops. The design of left and right turn auxiliary lanes should also incorporate sufficient parallel lane lengths to satisfy the deceleration length requirements that are in accordance with the design speed selected for the roadway.

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4.5.5 Impact of No-Build Scenario on Non-Automobile modes 4.5.5.1 Transit Transit service will be negatively impacted by the implementation of the no- build scenario. Additional traffic volumes in 2041 will increase traffic congestion and increase bus travel times, further reducing attractiveness of transit as a travel mode in the Study Area. 4.5.5.2 High Occupancy Vehicles High occupancy vehicles will not have specific facilities in the no-build scenario, thus no changes to the number of carpooling vehicles is expected. The travel time of HOV, as with single-occupancy vehicles, will increase in the no-build scenario. 4.5.5.3 Pedestrians Pedestrians’ health will be negatively impacted in the no-build scenario by increased air pollution resulting from increased traffic congestion and vehicle stopping, starting and idling. Long queues of vehicles can also limit pedestrian mobility if vehicles fail to yield the right-of-way when turning, or if vehicles are backed up to the extent that they obstruct the intersection. However, slower vehicle travel speeds resulting from increased congestion in the no-build scenarios may serve to increase pedestrian comfort. 4.5.5.4 Cyclists Cyclists’ health will be negatively impacted in the no-build scenario by increased air pollution resulting from increased traffic congestion. Furthermore, increased congestion will reduce maneuverability of cyclists at intersections without dedicated bicycle facilities. However, slower vehicle travel speeds resulting from increased congestion in the no-build scenario may serve to increase cyclist comfort on both on-street and off-road cycling facilities. The No-Build Scenario also does not provide cycling facility connectivity within the Study Area and connectivity with the separated cycling facility network south of Langstaff Road. 4.5.6 Summary 4.5.6.1 Short Term Needs – Existing (2017) Midblock Capacity: There is an immediate need to widen the following sections of Dufferin Street: • Langstaff Road to Rutherford Road – widen from four to six lanes; and • Sir Benson Drive to Teston Road – widen from two to four lanes. Intersection operations:

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Under existing conditions, seven of the nine signalized intersections are operating at an acceptable LOS D or better, but there are critical movements with long delays and queues at every intersection. Geometric improvements are needed to increase capacity at signalized intersections. At unsignalized intersections, many of the minor eastbound and westbound turning movements onto Dufferin Street are operating at LOS F with long delays. A traffic signals warrant analysis was completed and traffic signals were not found to be warranted at any of the five unsignalized intersections. 4.5.6.2 Long Term Needs – Future (2041) Capacity improvements will be required to accommodate the projected traffic growth in the Dufferin Street corridor within the Study Area. There is a need to widen the following sections of Dufferin Street: o Langstaff Road to Rutherford Road – widen from four to six lanes; and o Sir Benson Drive and Teston Road – widen from two to four lanes. Intersection Operations: Operations of signalized intersections can be improved with the following improvements: o Widen Dufferin Street as previously described above; o Optimize signal timing plans (cycle length and split); and o Provide protected left-turn phases in addition to the current permitted phase. With the proposed improvements implemented, all signalized intersections are expected to operate at an overall intersection LOS E or better. Most intersections will still be approaching or operating at effective capacity, with individual movements operating at LOS F with long delays and queues. This is acceptable since the Region has acknowledged the need to manage and make better use of existing infrastructure through Transportation System Management and Travel Demand Management measures, rather than continually widening roads to add capacity. Unsignalized intersections will still be operating with critical movements for eastbound and westbound turning movements onto Dufferin Street. A traffic signal warrant analysis was completed and it was found that traffic signals are not warranted at any of the five unsignalized intersections. Provision of pedestrian/cyclist signals should be made to improve crossing opportunities in the Study Area, particularly in light of the continued development in and near the Study Area and the identified need to improve pedestrian and cycling facility network connectivity. Signals at selected locations could improve

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pedestrian and cyclist access to natural areas and development adjacent to or near the corridor. 4.6 Engineering Environment 4.6.1 Stormwater Management and Drainage The existing drainage consists of a stormsewer network and culverts. There are 160 existing pipes and associated structures, as well as seven culvert crossings along Dufferin Street. Stormwater management objectives, based on the TRCA, MECP and York Region include the following: • Water Quantity: Where feasible control post-development flows from the site for design storms up to the 100-year event to the pre- development conditions flow with the following objective: o Utilize TRCA established unit flow rates for post-development control targets within the Don River Watershed • Water Quality: Consider an enhanced level of treatment through the long-term removal of 80 percent Total Suspended Solids (TSS) from all stormwater runoff prior to discharger where feasible • Water Balance: Maintain pre-development groundwater recharge rates and appropriate distribution, ensuring the protection of related hydrologic and ecologic functions. • Erosion and Sediment Control: include design considerations for erosion and sediment control requirements in accordance with design guidelines The following is a summary of the existing crossings and outlet locations along Dufferin Street. The details for each drainage outlet location include the drainage and stormwater management infrastructure, current condition, development conditions and overall site conditions. The stormwater management and drainage report is included in Appendix H. CV1 – Foxfield Crescent to Langstaff Road This drainage area is an urbanized cross-section where the roadway drainage is conveyed via existing storm sewers to an outlet located at Langstaff Road. The outlet at CV1 flows east to west towards a ditch along Langstaff Road, ultimately discharging into Westminster Creek. The external catchments are primarily a combination of open grassland fields and residential subdivision areas draining from east to west towards the Dufferin Street right-of-way. There is no stormwater management infrastructure treating the CV1 drainage. Development stormwater management infrastructure adjacent to the Dufferin Street corridor includes the Block 414 pond facility. Two large overall

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catchment areas flow into the Block 414 Pond, which discharges into the CV1 outlet at the corner of Langstaff Road and Dufferin Street. CV2 – North of Rutherford Road to Foxfield Crescent This drainage area is an urbanized cross-section where the roadway drainage is conveyed via existing storm sewers to an outlet located south of Rutherford Road. The outlet discharges on the east side of Dufferin Street flowing into the Rutherford Contwo development, ultimately discharging into the Don River East Branch Tributary. External catchments are primarily a combination of open grassland fields and residential sub-division areas draining from the west to the east towards the Dufferin Street ROW. The existing stormwater management facility (Block 196 pond) within the Contwo Development, however does not consider the CV2 outlet drainage area. Development SWM infrastructure adjacent to the Dufferin Street corridor includes the Block 196 pond facility, west and east infiltration trench facilities. CV4 – North of Rutherford Road to north of District Avenue The CV4 drainage area is an urbanized cross-section where the roadway drainage is conveyed via existing storm sewers to an outlet located north of District Avenue. The outlet CV4, discharges on the east side of Dufferin Street flowing east through a rural vegetated grassland area, ultimately discharging into the Don River East Branch Tributary. External catchments are primarily a combination of grassland fields and residential subdivision areas draining from the west to the east towards the Dufferin Street ROW. CV6 – South of Carrier Crescent to Major Mackenzie Drive West The CV6 drainage area is an urbanized cross-section where the roadway drainage is conveyed via existing storm sewers to an outlet located north of Ivy Glen Drive adjacent to Pond B2. The outlet CV6 discharges on the east side of Dufferin Street flowing through a rural vegetated grassland area, ultimately discharging into the Don River East Branch Tributary. External catchments are primarily a combination of open grassland fields and residential subdivision areas draining from west to east towards the Dufferin Street ROW. There are two existing stormwater management facilities within Block 10 including Pond B1 and Pond B2 draining towards the CV6 outlet/culvert crossing area. CV7 – Major Mackenzie Drive West to north of Sir Benson Drive The CV7 drainage area is a rural cross-section where the roadway drainage is conveyed via drainage ditches to an outlet located north of Major Mackenzie Drive West. The outlet CV7 discharges on the west and east side of Dufferin Street flowing east through a rural vegetated grassland area,

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ultimately discharging into the Don River East Branch Tributary. The CV7 external catchment is primarily a combination of open grassland fields and golf course areas draining from west to east towards the Dufferin Street ROW. There are no existing SWM facilities draining towards the CV7 outlet/culvert crossing area. CV8 – South of Teston Road The CV8 drainage area is a rural cross-section where the roadway drainage is conveyed via drainage ditches to an outlet located south of Teston Road. The outlet CV8 discharges on the west and east side of Dufferin Street flowing east through a rural vegetated grassland area, ultimately discharging into the Don River East Branch Tributary. The CV8 external catchment is primarily a combination of open grassland fields and golf course areas draining from the west to east towards the Dufferin Street ROW. There are no existing SWM facilities draining towards the CV8 outlet/culvert crossing area. CV9 and CV10 – North of Sir Benson Drive The CV9 and CV10 drainage areas are a rural cross-section where the roadway drainage is conveyed via drainage ditches to the two outlets located north of Sir Benson Drive. The outlets CV9 and CV10 discharge on the east side of Dufferin Street flowing east through a rural vegetated grassland area, ultimately discharging into the Don River East Branch Tributary. The external catchments for CV9 and CV10 are primarily a combination of open grassland fields and golf course area draining from the west to the east towards the Dufferin Street ROW. There are no existing SWM facilities draining towards the CV9 and CV10 outlet/culvert crossing. 4.6.1.1 Culvert/Structures Field investigations identified seven culverts along the corridor, one of which is a structural culvert. Table 4-7 provides the condition assessment for the existing culverts within the Study Area. The six non-structural culverts appear to be in fair to good condition. The structural culvert on Dufferin Street located 400 m south of Teston Road (Culvert ID: CV 8; York Region’s ID 53-10 C1650) is a twin-cell precast concrete closed box culvert, 2.4 m span by 2.0 m rise for each cell, with a skew angle of 15 degrees. The drainage direction at the structure is from west to east. The deck is 7.10 m wide, and carries one northbound and one southbound traffic lane. The culvert was constructed in 1993. During the most recent site visit and inspection, visible portions of the structure were noted to be in good condition, with a Bridge Condition Index (BCI) of 94.6.

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Table 4-7: Condition Assessment of Existing Culverts

Culvert Dimension YR ID Location Material Comments ID Span Rise CV1 n/a Dufferin St Circular 1.65 0.90 Outlet conditions fair and north of CSP inlet conditions unknown. Langstaff Further information Road required to determine overall condition of culvert. Drains the Block 414 pond facility to the east towards Westminster Creek CV 4 ID Dufferin St Circular 1.05 1.05 Inlet conditions fair and 4440 approximat CSP outlet conditions ely 160m unknown. Further north of information required to District Ave/ determine overall Marc Santi condition of culvert. Blvd Drains two pond facilities and open grassland and forested woodlots CV 6 ID Dufferin St Circular 1.50 1.50 Overall condition is good. 2252 approx. CSP Culvert can be 90m north maintained and extended of Ivy Glen only if meets hydraulic Dr and geomorphic requirement. Drains a large pond and golf course located west of Dufferin St CV 7 ID 3 Dufferin St Circular 1.3 1.3 Due to hydraulic and north side CSP structural concerns, of Major replacement of existing Mackenzie structure is Dr W recommended. Drains overflow from development lands west of Dufferin St.

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Culvert Dimension YR ID Location Material Comments ID Span Rise CV 8 53-10 Dufferin St Twin 2.40 2.40 Culvert overall was in C1650 approx. Conc. good condition. It 400m south Box requires some minor of Teston repair. Hydraulic and Road geomorphic assessments will govern whether culvert will be maintained or replaced. Drains a wetland, woodlot and golf course located west of Dufferin St. CV 9 ID Dufferin St Circular 0.75 0.75 Due to hydraulic and 2777 approx. CSP structural concerns, 780m south replacement of existing of Teston structure is Road recommended. CV 10 ID 172 Dufferin St Circular 0.75 0.75 Culverts drain wetland, approx. CSP woodlot and roadside 680m south ditching west of Dufferin of Teston St. Road

The culverts were evaluated using York Region’s drainage design criteria for culvert conveyance. The culverts were evaluated for the 2-year, 100-year and Regional Storm event against the current structure conditions. The following is a summary of the hydraulic summary: • Culvert 4 – meets criteria and there is no overtopping during the Regional event; culvert can be extended as required • Culvert 6 – meets criteria and there is no overtopping during the Regional event, there are some concerns related to structural issues and rehabilitation, as well as road embankment concerns; culvert can be extended as required; future replacement may be needed as a result of structural, roadway or geotechnical concerns • Culvert 7 – recommended replacement of structure to meet regional flood criteria to identified minimum size or equivalent

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• Culvert 8 – overtops during regional event, however MNRF Flood Criteria identified that the structure meets the criteria. Under the 2- year flow, the culvert flows at 0.65m/s which is consistent with the prolonged speed of passage of medium forage fish. The culvert can be extended as required, and erosion and scour protection should be provided in accordance with the MTO criteria, recognizing the requirements from the TRCA, MNRF and DFO. • Culvert 9 – meets criteria and there is no overtopping during the Regional event; the culvert can be extended as required. • Culvert 10 – meets criteria and there is no overtopping during the Regional event; the culvert can be extended as required. Consideration should be towards removing the culvert and conveying flows to Culvert 9. Within the Dufferin Street study area, there are seven urbanized storm sewer networks which feature approximately 160 pipe segments which have been evaluated for existing conditions conveyance requirements under the 10-year storm based on pipe capacity. An analysis was completed to review which existing storm sewers are under capacity using current development flows. The capacity is deemed inadequate if the 10-year peak flow exceeds the capacity of the existing storm sewer network. Based on current development flows for the existing storm sewer capacity, there are eight segments out of the 160 pipe segment network which do not meet the current conveyance criteria. 4.6.2 Fluvial Geomorphology A Fluvial Geomorphology Report was undertaken and is included in Appendix H. The surficial geology in the study area includes three material types: silt at Crossing No. 1, sand at Crossing No. 4 and Crossing No. 8; and diamicton (sandy silt to sand) at Crossing No. 6 and Crossing No. 7. The overall geometry and meandering pattern of a watercourse is governed by the interaction between erosive forces and resisting forces. In a dynamically stable watercourse, the erosive and resisting forces are in balance and said to be in ‘regime’. When balance is achieved, the planform and characteristics of a watercourse are generally maintained as it moves within its floodplain. When erosive and resisting forces are out of balance, the channel will adjust its form to minimize the work required to transport water and sediment. This type of adjustment is common when influencing factors change, for example when there is urbanization within a watershed. The geomorphic conditions were assessed using the Rapid Geomorphic Assessment (RGA) technique and the Rapid Stream Assessment Technique

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(RSAT). The RGA is used to evaluate dominant geomorphic processes. Field observations were evaluated using an indexed rating for channel sensitivity and the combined indices are used to provide an indication of current channel stability including ‘in regime’, ‘stressed/transitional’ or ‘in adjustment’. The RSAT uses a broad, qualitative approach to assess overall health and function of a reach from a more biological and water quality perspective – the overall score is an indication of stream health. The approach is useful for assessing geomorphic conditions because the physical and biological features of a healthy stream indicate geomorphic function. Overall, the Don River East Branch at Crossing 8 is a dynamically stable stream with obvious indication of overall instability or erosion hazards. Crossings 1, 4, 6 and 7 in the urbanized portion of the Study Area have poorly defined channels, or lack definition entirely. No erosion hazards were identified at these crossings. Presently, the Don River East in the vicinity of Crossing 8 is considered contributing habitat for Redside Dace (i.e., the watercourse is protected). However, in a meeting with TRCA (July 21, 2017) it was suggested that following the natural channel restoration of the Redelmeier Pond further downstream, the MNRF will likely designate everything upstream as recovery habitat (Hatch, 2017). Currently, the hydraulic control structures associated with the Redelmeier Pond are barriers to fish passage. Once the watercourse becomes a recovery habitat, the regulated area will include the meanderbelt and a 30m setback. Roadside ditches flowing adjacent to Dufferin Street were observed in the field, but did not form part of the geomorphic assessment, nor were they considered as Headwater Drainage Features. TRCA noted the presence of one headwater drainage feature (HDF) in proximity to the Study Area, located northeast of the intersection of Dufferin Street and Rutherford Road. Table 4-8 is a summary of the recommended meanderbelts based on the RSAT and assessment completed for the crossings.

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Table 4-8: Meanderbelt Widths Reach Final Notes Recommended Number Meanderbelt Structure Width Crossing 1 N/A • No channel defined upstream of No geomorphic culvert requirements • Downstream of culvert, flow in small active channel confined within roadside ditch Crossing 4 N/A • No channel defined upstream of No geomorphic culvert requirements Crossing 6 12 • Preliminary meanderbelt width Min 5m culvert delineated using recent aerial (slight increase) imagery. Channel poorly defined during field assessment • No erosion identified during field assessment. Channel in regime. 20% factor of safety applied to preliminary meanderbelt of 10m Crossing 7 6 • No channel definition at Min. 3m culvert crossing inlet identified during field assessment • May 2015 Google Earth imagery – 1m wide straight channel defined upstream of culvert. No meander bends to delineate preliminary meander belt width • Meander belt width based on average empirical relationships Crossing 8a 36 • Preliminary meander belt width Maintain (upstream of delineated using aerial existing. If Dufferin St) photography decision is to replace min.

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Reach Final Notes Recommended Number Meanderbelt Structure Width • No erosion issues identified 15m open during field assessment. bottom culvert Channel in regime • 20 percent factor of safety applied to preliminary meander belt with of 30m Crossing 8b 12 • Preliminary meander belt width Maintain (downstream delineated using aerial existing. If of Dufferin photography decision is to St) replace min. • No erosion issues identified 15m open during field assessment. bottom culvert Channel in regime • 20 percent factor of safety applied to preliminary meander belt width of 10m The Don River East Branch at Crossing 8 flows within a valley that has a depth of 30m and width of about 400m. Upstream of Dufferin Street, the channel is approximately 1.1m in width and is unconfined on the wide valley floor. The channel is relatively straight downstream of Crossing 8 culvert and flows parallel to the Dufferin Street embankment. The channel was assessed to be stable and historical aerial photographs indicate that the channel has been in this position since the 1950s and inactive in terms of planform adjustment. The meanderbelt roughly follows the toe of the road embankment. A toe erosion allowance and stable slope allowance were determined for locations where the channel is within 15m of the valley toe and road embankment downstream of Crossing 8. A toe erosion allowance of 1m is provided considering the features of the channel. The allowance is added to a 3:1 stable slope allowance to estimate the erosion hazard setback. As a result of the alignment of the valley, the setback only applies to a small area east of the channel and is not anticipated to impact the Dufferin Street preferred alignment. The erosion hazard setback to the west is along the existing road embankment, which may affect types of retaining walls and erosion protection measures. The recommendations are as follows:

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Crossing 6: To improve geomorphic function at the crossing, it is recommended that a minimum opening width of 5m be considered to accommodate the amplitude of the upstream meander bend observed in the aerial photography. It is recommended that the skew be slightly increased so that the crossing is perpendicular to the centerline axis of the channel directly upstream. Crossing 7: It is recommended that the culvert opening be expanded to 3m to accommodate this Tributary of the Don River East Branch to enhance flow passage and natural channel development. Crossing 8: The Don River East Branch at Crossing 8 is stable with no current erosion risks identified. To improve geomorphic function at the crossing, a minimum 15m span is recommended to accommodate the migration of the meander at the measured amplitude. The existing culvert does not provide for downstream migration. Should the designation change from contributing to recovery Redside Dace habitat, MNRF guidelines need to be met. The recommended span would then become 36m pending refinement of the meanderbelt prior to detailed design. Continued discussions with the MNRF will be required to clarify the habitat designation and update crossing requirements. In addition, if the decision is to replace Culvert 8, the Credit Valley Conservation guidelines recommend a minimum 3m opening width to allow passage of large animals. The culvert design should also consider height requirements for large mammal passage. Downstream, the culvert is confined between the road embankment and natural valley slope. The TRCA prefers retaining wall construction along the road as opposed to bank grading into natural areas and the meanderbelt. 4.6.3 Contamination A Contamination Overview Study was carried out by Terraprobe to document existing locations with potential contamination within the Study Area. The report is contained in Appendix I. Within the Study Area, there are 23 potentially contaminating activities (PCAs). Further details regarding these PCAs can be found in Appendix I. Of these 23 PCAs there are 12 Areas of Potential Environmental Concern (APEC). Table 4-9 includes a summary of APECs and their potential risk. The locations of the APECs are presented in Figures 4 and 5 of Appendix I. The risk associated with four of the APECs is high. These four are located as follows: two are on the east side of Dufferin Street just north of Langstaff

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Road; one is on the west side of Dufferin Street north of Langstaff Road, and the fourth is on the northwest corner of Major Mackenzie Drive and Dufferin Street. Table 4-9: Areas of Potential Environmental Concern Contaminants APEC Location of Media Risk PCA of Potential No. PCA Impacted Level Concern APEC #28 Gasoline and Dufferin ST PHCs, BTEX Soil and Moderate 1 Associated and Ground Products Storage Rutherford Water in Fixed Tanks Road

APEC #28 Gasoline and 8886 PHCs, BTEX Soil and Moderate 2 Associated Dufferin St Ground Products Storage Water in Fixed Tanks APEC #28 Gasoline and Dufferin St PHCs, BTEX Soil and Moderate 3 Associated and Teston Ground Products Storage Road Water in Fixed Tanks APEC #30 Importation of 3 locations VOCs, PAHS, Soil Low 4 Fill Material of along PHCs, BTEX, Unknown Quality Dufferin St Metals, EC/SAR, As/Sb/Se, CR(VI), Hg, CN APEC #28 Gasoline and Dufferin St PHCs, BTEX Soil and Moderate 5 Associated and Groundwater Products Storage Langstaff in Fixed Tanks Road APEC #28 Gasoline and 1500 Major PHCs, BTEX Soil and High 6 Associated Mackenzie Groundwater Products Storage Drive West in Fixed Tanks 15m west APEC #37 Operation of 8707 VOCs Soil and High 7 Dry Cleaning Dufferin St Groundwater

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Contaminants APEC Location of Media Risk PCA of Potential No. PCA Impacted Level Concern Equipment 20m east (where chemicals are used) APEC #28 Gasoline and 8727 PHCs, BTEX Soil and High 8 Associated Dufferin St Groundwater Products Storage 20m east in Fixed Tanks APEC #28 Gasoline and 8800 PHCs, BTEX Soil and High 9 Associated Dufferin St Groundwater Products Storage 20m west in Fixed Tanks #57 Vehicles and PHCs, BTEX, Groundwater Low Associated Parts VOCs Manufacturing APEC #28 Gasoline and 75 Fernstaff PHCs, BTEX, Groundwater Low 10 Associated Ct VOCs Products Storage in Fixed Tanks #34 Metal PHCs, BTEX, Groundwater Low Fabrication VOCs, Metals #39 Paints, VOCs Groundwater Low Manufacturing, Processing and Bulk Storage APEC #10 Commercial 109 PHCs, BTEX, Groundwater Low 11 Autobody Shops Fernstaff Ct VOCs #19 Electronic 15m west VOCs Groundwater Low and Computer Equipment Manufacturing #34 Metal VOCs Groundwater Low Fabrication

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Contaminants APEC Location of Media Risk PCA of Potential No. PCA Impacted Level Concern APEC #57 Vehicles and 129 VOCs Groundwater Low 12 Associated Parts Fernstaff Ct Manufacturing

4.6.4 Geotechnical A geotechnical investigation was carried out by Terraprobe to obtain existing pavement condition and geotechnical subsurface information, as well as to provide preliminary pavement and geotechnical recommendations for the proposed improvements to the existing roadway. The report is contained in Appendix J. The Study Area is located within the physiographic region known as the Oak Ridges Moraine which extends from the north study limit to just south of Rutherford Road. The north area is part of the South Slope, and south of Rutherford Road is located within the Peel Plain (Terraprobe, 2018). Soils at the site include fill overlying sand and peat, as well as silty clay to clayey silt glacial till and sandy silt glacial till. Glacial till deposits are considered to be of low permeability. Sand layers are encountered within the silty clay till which may allow for local lateral ground water flow pathways over limited areas of the site. Perched ground water may also be present within fill materials when underlain by lower permeable soils. Topsoil layers ranged from 15mm to 20mm within boreholes along the boulevards. Within the roadway and at intersections, a flexible pavement which consisted of asphaltic concrete, underlain by granular material was found. Pavement thickness ranged from 155 to 195mm with a granular base/subbase ranging from 565 mm to 800mm. The pavement subgrade in the 1.5m deep pavement boreholes, consists of silty clay to clayey silt and sand, sand, silty sand to sandy silt and sand and gravel soils. Sand that was encountered in the pavement subgrade has a low frost susceptibility. The silt sand to sandy silt soils encountered in the pavement subgrade has a medium frost susceptibility. All of the shallow 1.5m deep pavement boreholes were dry after drilling. Boreholes 2, 9, 13, 17, 20 and 27 were instrumented with 50 mm diameter standpipe piezometers. Table 4-10 summarizes the borehole locations.

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Table 4-10: Borehole Summary Water Levels Borehole No. Date Depth (m) Elevation (m) 2 Feb. 22, 2018 2.0 205 (Culvert 1/ Sta. 10+030) March 8, 2018 2.3 204.7 9 Feb. 22, 2018 4.7 217 (Culvert 4 / Sta. 11+825) March 8, 2018 4.8 216.9 13 Feb. 22, 2018 7.1 222.3 (Culvert 4 / Sta. 12+660) March 8, 2018 7.5 221.9 17 Feb. 22, 2018 3.2 219.1 (Culvert 6 / Sta. 13+480) March 8, 2018 3.3 219 20 Feb. 22, 2018 4.3 230 (Culvert 7 / Sta. 14+300) March 8, 2018 4.2 230.1 27 March 8, 2018 8.9 243.4 (Culvert 8 / Sta. 15+820) April 23, 2018 9.0 243.3

4.6.4.1 Existing Pavement Condition The following is a summary of the overall pavement conditions: Section Overall General Distresses Condition Sta. 9+775 to Pavement • Extensive very slight raveling and coarse Sta. 14+480 Condition Rating aggregate loss; (PCR) = 65 • Intermittent slight wheel track rutting Ride Condition 225m south of Rating (RCR) = • Intermittent very slight distortion Langstaff Road 6.5 to Eagles • Frequent slight single and multiple Landing Road Good longitudinal wheel track cracking • Frequent slight single and multiple pavement edge cracking

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Section Overall General Distresses Condition • Extensive slight half, full and multiple transverse cracking • Intermittent slight longitudinal meander and midlane cracking • Frequent slight random/map cracking Sta. 14+480 to PCR = 85 • Intermittent slight raveling and coarse Sta. 16+515 aggregate loss RCR = 8.5

Excellent • Few very slight half, full and multiple Eagles Landing transverse cracking Road to 290m north of Teston Road

4.6.4.2 Existing Pavement Structure The flexible pavement consists of asphaltic concrete, underlain by granular base/subbase. The average pavement structure is summarized in Table 4-11. Table 4-11: Existing Pavement Structure Average Thickness (mm) Station Location HMA Granular Total Sta. 9+775 to Sta. 12+090 Lane 175 565 740 225m south of Langstaff Road to Rutherford Road Sta. 12+090 to Sta. 14+180 Lane 195 725 920 Rutherford Road to Major Mackenzie Drive Sta. 14+180 to Sta. 16+515 Lane 165 745 910 Major Mackenzie Drive to north of Teston Shoulder 155* 800 955 Road *fully paved shoulder

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The southern section of the study area has an overall PCR of 65; and RCR of 6.5 with a good rating. The mid and northern section has a PCR of 85 and an RCR of 8.5 and an excellent rating. Given that Dufferin Street is an arterial road with a relatively high traffic volume, there will be an impact to transportation corridors and/or structures along the road. Structures at Station 10+030 (Culvert 1), 11+825 (Culvert 2), 13+480 (Culvert 6), Station 14+300 (Culvert 7) and Station 15+820 (Culvert 8) shall be designed based on Site Class D, and structure at 12+660 (Culvert 4) shall be designed based on Site Class C. The geotechnical report identifies two alternatives for the rehabilitation of the existing pavement along Dufferin Street as summarized in Table 4-12. Table 4-12: Pavement Rehabilitation Options Section Full Depth Replacement Partial Depth Milling Overlay Langstaff Rd to Remove existing HMA full depth and Mill existing HMA Rutherford Rd 150mm of underlying granular material partial depth of 40mm Place new 200mm thick Granular ‘A’ Overlay with 40mm base and pave with 170mm HMA surface course and 70mm binder course 45mm grade raise 70mm grade raise Rutherford Rd to Remove existing HMA full depth Mill existing HMA Major Mackenzie partial depth of 90mm Place new Granular ‘A’ base where Dr required to maintain the grade and Overlay with 40mm pave with 170mm HMA Surface Course and 60mm Binder Course No grade raise 10mm grade raise Major Mackenzie Remove existing HMA full depth Mill existing HMA Dr to Teston Rd partial depth of 50mm Place new Granular ‘A’ base where required to maintain grade and pave Overlay with 50mm with 150mm HMA Surface Course No grade raise No grade raise

From the life-cycle cost analysis, the mill and overlay option is the least costly. However, the geotechnical report notes that the final decision between these options will depend on many factors including ability to accept grade

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raises, opting to eliminate reflective cracking by replacing the entire asphaltic concrete layer rather than electing for a mill and overlay strategy. 4.6.5 Hydrogeological A hydrogeological report was prepared and is appended in Appendix K. The Study Area has an approximate ground surface elevation between Elev. 205 meters above sea level (masl) and Elev. 280 masl and generally slopes from north to south. Drainage is through roadside drainage swales and various tributary crossings including the Westminster Creek and the East Don River. The approximate depth to ground water based on Water Well Records in the local area is 3m to 8m. Locally the ground water level is expected to follow the topography and flow towards the tributaries that run through the Study Area. Ground water is expected to flow to the south towards Lake Ontario. It is anticipated that the majority of the run-off is directed towards the drainage ditches along Dufferin Street that direct flows to the tributaries. The bedrock in the north part of the Study Area is of Blue Mountain Formation which is comprised of shale. The remaining portions of the Study Area consist of the Georgian Bay Formation consisting of shale and limestone. The depth to bedrock in the north is unknown. It is 128m in the mid-portion and 81m in the south portion. All wells within 500 metres of the Study Area were reviewed to assess the nature and use of the ground water resource. It is expected that private wells have been decommissioned and properties are now serviced by municipal sewer and water servicing. Soils at the site characterized as deposits of fill materials were found consisting of silty clay to clayey silt ranging from 1.7 to 7.1m below existing grades. Silty sand and gravel to gravelly sand fill existed in depths of 2.1 to 5.9m below existing grades overlying silty clay to clayey silt. A layer of peat 1.6m thick was encountered in a fill deposit within a borehole (27). The groundwater table is expected to fluctuate seasonally and following significant precipitation events and the spring freshet. Perched groundwater within fill units and interbedded sand layers can be expected. 4.6.6 Source Water The Study Area is located within the Credit Valley, Toronto and Region and Central Lake Ontario (CTC) Source Protection Region. A Highly Vulnerable Aquifer (HVA) is present across the majority of the Study Area, and the remaining sections of the ORM Conservation Plan area are identified as

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areas of low aquifer vulnerability. A significant ground water recharge area is present to the northeast of Dufferin Street and Teston Road. The Study Area is located within the Wellhead Protection Area Zone Q (WHPA-Q) and is a recharge management area. It is noted that this area is affected by groundwater use and is affected by recharge reduction. A reduction in ground water recharge is not anticipated given the proposed works. The Study Area is located within an affected area where the policy indicating ‘Local Area Quantity – Moderate Risk Level’ applies (Terraprobe, 2018).

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5. Identification and Evaluation of Alternative Design Concepts 5.1 Generation of Alternative Design Concepts The Study Area was divided into three segments to reflect the roadway, land use and traffic characteristics in each segment as follows: • Langstaff Road to Marc Santi Boulevard; • Marc Santi Boulevard to Sir Benson Drive; and • Sir Benson Drive to Teston Road. Constraints were identified along the entire corridor that could affect the ability to widen the roadway, as well as affect the choice of design concept used in each segment. Opportunities to provide improved active transportation and road capacity were identified with consideration of different roadway alignment and cross sectional features. 5.1.1 Constraints Within the entire Study Area eleven constraints affecting the design concepts were identified. These included: • Thornhill Woods Centre: This is a new commercial development on the east side of Dufferin Street which includes a retaining wall, concrete steps and would require relocation of the existing hydro line; • Bus Shelter: This near side bus shelter is located just north of Confederation Parkway, on the west side of Dufferin Street. Given the limited property available, the bus shelter should be relocated to the far side of the intersection. In addition, hydro pole relocations will be required on both sides of the street; • Concrete Steps: These steps, located on the west side of Dufferin Street just north of Confederation Parkway, are associated with the commercial business Aspen Ridge Homes, and provide pedestrian access to the building. A hydro pole in front of the building will require relocation. • Baker-Cober Cemetery: The Baker-Cober Cemetery is located on the east side of Dufferin Street, across the street from Aspen Ridge Homes, north of Summeridge Drive. The cemetery is a cultural heritage resource. • Front-facing residential housing: There are front-facing houses along the west side of Dufferin Street, between Dufferin Hill Drive and Rutherford Road. With the provision of a road widening in this segment, it will bring Dufferin Street closer to these properties. In

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addition, hydro pole lines on both sides of Dufferin Street would need to be relocated. • Dufferin Street/Rutherford Road Intersection: This intersection has a newer development in the southwest quadrant, which includes a Shopper’s Drug Mart that is in close proximity to the roadway. The northbound access into Shopper’s Drug Mart needs to be maintained in the design concepts. • Maple Nature Reserve Gate: This access point is located on the east side of Dufferin Street, between Major Mackenzie Drive and Teston Road. The Project Team was advised that the property is slated for development by the City of Vaughan in the next 15 years and that direct access to this property from Dufferin Street needs to be maintained; • Culvert 8: The largest culvert at the north end of the Study Area, just south of Teston Road, crosses under Dufferin Street in a northwest- southeast direction, for the East Don River. The location of the culvert is surrounded by an ANSI and ESA. 5.1.2 Evaluation Criteria The evaluation of the alternative design concepts considered the criteria listed in Table 5-1. Table 5-1: Screening Criteria Works Affected Screening Criteria Natural Environment • Protect vegetation (naturally vegetated areas and street trees) • Protect wildlife and wildlife habitat • Protect aquatic habitat • Manage surface water • Protect groundwater • Impact to Species at Risk Social Environment • Protect residential property • Protect and improve air quality • Minimize traffic noise • Policy consistency

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Works Affected Screening Criteria • Access to institutional and recreational resources • Access to residences • Preservation or archaeological resources/ features • Protection of livability of local streets • Preservation/ creation of visual aesthetics Economic Environment • Protect business property • Access to businesses Transportation • Public transit serviceability • Create/preserve pedestrian-friendly environment • Crete/preserve cyclist-friendly environment • Protect traffic safety • Preserve/improve traffic capacity and operations Engineering / System • Protect/preserve utility infrastructure Design • Design consistency • Stormwater management considerations • Construction disruption • Constructability Cost Effectiveness • Construction value • Operating and maintenance

5.2 Evaluation of Alignments Following the identification of the constraints discussed in Section 5.1.1, the Project Team evaluated three alignments in each of the three segments along the corridor. These alignments included: • Widening entirely to the west (holding the east property line); • Widening on both sides of the centre line; and • Widening entirely to the east (holding the west property line).

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The alignments considered that the roadway right-of-way would be up to 45 metres in width in the segments from Langstaff Road to Sir Benson Drive and 36 metres north of Sir Benson Drive. Evaluation of the alternative alignments considered the constraints in each segment to identify which alignment involved the least impact to adjacent development. Additional details regarding the evaluation are included in Appendix A. 5.2.1 Langstaff Road to Marc Santi Boulevard For the segment of Langstaff Road to Marc Santi Boulevard, a widening to six lanes was evaluated, based on the recommendations in the TMP, and supported by the findings of the Traffic and Transportation Report. This evaluation is presented in Figure 5-1.

Figure 5-1: Road Widening – Langstaff Road to Marc Santi Boulevard A Do Nothing alternative has no impact on the natural environment, however is not consistent with municipal and regional policies to improve transit, pedestrian and cyclist accessibility. There is also no potential for safer turning movements into existing businesses along the corridor. This option does not improve pedestrian and cycling connectivity, there is little potential for safety improvements and it does not offer improved capacity/operations. There are gaps in the existing active transportation facilities resulting in an incomplete network. This alternative does not impact property, however there are moderate costs for ongoing roadway rehabilitation. This alternative was identified as Not Preferred, as it will not provide for the required transportation capacity improvements along the corridor.

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The alternative of widening to the west results in an impact to street trees, as well as an impact to the woodlot located just north of Confederation Parkway. This alternative brings the roadway closer to residential land uses, which may result in air and noise quality impacts. There is a potential impact to residential properties south of Ten Oaks Boulevard, and north of Dufferin Hill Drive. In addition, there is a potential to impact archaeological resources within the woodlot north of Confederation Parkway. The alternative results in a major impact to the staircase access to a commercial business (i.e., Aspen Ridge Homes), as well as a moderate impact to other commercial properties along the west side of Dufferin Street. This alternative provides for improved public transit, improved active transportation connectivity, improved traffic operations, however may result in the relocation of bus transit stops. This alternative will potentially impact overhead utilities, and will result in minimal to moderate property costs, and moderate construction costs. This alternative was identified as Not Preferred, as it would impact many residential properties both front facing and back facing, and have an impact on commercial properties, as well as the woodlot on the west side. The alternative to widen on both sides of the centerline minimizes impact to existing street trees, and minor impacts to the woodlots on both the west and east sides of the roadway. This alternative brings the roadway closer to residential land uses, which may result in air and noise quality impacts. This alternative will have a moderate impact to the Baker-Cober Cemetery on the east side of the roadway, and will result in the road being brought closer to residential land uses on both the east and west sides. The alternative will have a moderate impact to businesses on the east side, however will result in improved active transportation connectivity, and improved traffic operations. This alternative will potentially impact overhead utilities on the west side. The alternative will result in minimal to moderate property costs and moderate construction costs. This alternative was identified as being Preferred, as it will have the least impact on residential and commercial properties within the Study Area, and the impact to the natural environment including the woodlots as well as the encroachment into the Baker-Cober Cemetery will be minimal. The alternative of widening to the east results in moderate impact to the woodlot located north of Langstaff Road, results in impacts to street trees and has the potential to impact the wetland associated with Culvert No. 1. This alternative brings the roadway closer to residential land uses, which may result in air and noise quality impacts. This alternative has the greatest impact to the Cober Cemetery, and will impact residential land uses north of Summeridge Drive, as well as bring the roadway closer to the community park located north of Autumn Hill Boulevard. This alternative has potential to impact archaeological resources associated with the woodlot just north of

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Langstaff Road, as well as the woodlot south of Rutherford Road. This alternative results in a major impact to commercial businesses just south of Summeridge Drive, however will improve active transportation connectivity and traffic operations. This alternative will have minimal impact to overhead utilities, however will result in significant property costs, and high construction costs. This alternative was identified as Not Preferred, as it would have a significant impact on the cemetery on the east side, and impact residential land uses, as well as the two woodlots located along the east side of Dufferin Street. Given the constraints on the east side of the corridor, including the cemetery, as well as the constraints on the west side of the corridor, including the residences, the preferred design alternative includes a widening of the roadway on both sides, along the centerline of the corridor. 5.2.2 Marc Santi Boulevard to Sir Benson Drive For the segment from Marc Santi Boulevard to Sir Benson Drive, a widening to six lanes was evaluated, based on the findings of the Traffic and Transportation Report. This evaluation is presented in Figure 5-2.

Figure 5-2: Road Widening – Marc Santi Boulevard to Sir Benson Drive A Do Nothing alternative has no impact on the natural environment, however is not consistent with municipal and regional policies to improve transit, pedestrian and cyclist accessibility. There is also no potential for improving the safety of turning movements into existing businesses along the corridor.

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This option does not improve pedestrian and cycling connectivity, there is little potential for safety improvements and it does not improve roadway capacity/operations. The existing active transportation facilities are in need of improvements. This alternative was identified as the preferred alternative, as a result of the existing constraints along both the east and west sides of Dufferin Street, including residential land uses, and the requirement for extensive cut and fill. As described below, any widening of the roadway and boulevards in this segment will cause significant impact to lands adjacent to the corridor. As a result, the preference is for a Do Nothing within this segment, with provisions for active transportation. The alternative of widening to the west results in a moderate impact to the woodlot between Marc Santi Boulevard and Major Mackenzie Drive. In addition there is the potential for moderate impact to street trees on the west side. This alternative brings the roadway closer to residential land uses, which may result in air quality and noise impacts. There is a significant potential to impact residential land uses on the west side (mostly side yards) north of Maurier Boulevard, as well as significant potential to impact archaeological resources on both sides of the roadway north of District Avenue and south of Maurier Boulevard. This alternative will result in a significant loss of vegetation buffer for houses north of Ivy Glen Drive, as well as for the school north of Marc Santi Boulevard. This alternative will have a moderate impact to commercial land uses on the west side, however includes the provision of improved active transportation connectivity, and improved traffic operations. This alternative will result in potential impacts to overhead utilities on both sides of the roadway and may require the lengthening of culverts. The alternative will result in significant property impacts and associated costs, as well as moderate construction costs associated with cut and fill in the valley south of Valley Vista Drive. This alternative was identified as Not Preferred, as a result of the significant impact to residential land uses, as well as potential to impact archaeological resources. The alternative to widen on both sides of the centerline results in moderate impact to the woodlot just north of Marc Santi Boulevard and south of Major Mackenzie Drive. In addition there is a potential for moderate impact to street trees on both the west and east sides. This alternative brings the roadway closer to residential land uses, which may result in air and noise quality impacts. There is a significant potential to impact residential land uses, mostly side yards north of Maurier Boulevard, as well as the potential to impact archaeological resources on both sides of the roadway north of District Avenue. This alternative will result in the loss of the vegetation buffer for houses north of Ivey Glen Drive, as well as for the school north of Marc Santi Boulevard. This alternative will also impact residential land uses on the east

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side, north of Major Mackenzie Drive. This alternative will impact commercial land uses on the west side (at Ivy Glen Drive), however will provide for improved active transportation connectivity, and improved traffic operations. There is a potential for significant impact to overhead utilities on both sides of the road, and the need for lengthening of culverts. This alternative will result in significant property impacts and associated costs, as well as moderate construction costs associated with cut and fill in the valley south of Valley Vista Drive. This alternative was identified as Not Preferred as a result of the significant impact to residential land uses, as well as potential to impact archaeological resources. The alternative to widen to the east results in significant impact to the woodlot just between Marc Santi Boulevard and Major Mackenzie Drive, as well as significant impact to street trees on the east side. This alternative brings the roadway closer to residential land uses, which may result in air quality and noise impacts. This alternative will result in significant impact to residential land uses north of Major Mackenzie Drive, and moderate potential to impact archaeological resources. This alternative will impact commercial land uses on the east side, however will provide for improved active transportation connectivity and improved traffic operations. This alternative will result in potential impacts to overhead utilities on both sides of the roadway and may require the lengthening of culverts. This alternative will result in moderate property costs, however major construction costs associated with cut and fill requirements in the valley south of Valley Vista Drive. This alternative was identified as Not Preferred as a result of the significant impact on the natural heritage features including the woodlot north of Marc Santi Boulevard, as well as significant construction costs associated with the cut and fill of the natural area along the east side. As a result of the potential impact to significant residential land uses, as well as the natural heritage features along Dufferin Street through this segment, the preferred alternative for this segment was the Do Nothing with active transportation facilities on both sides of the roadway. 5.2.3 Sir Benson Drive to Teston Road For the segment of Sir Benson Drive to Teston Road, a widening to four lanes was evaluated, based on the recommendations in the TMP, and supported by the findings of the Traffic and Transportation Report. This evaluation is presented in Figure 5-3.

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Figure 5-3: Road Widening – Sir Benson Drive to Teston Road A Do Nothing alternative has no impact on the natural environment, however is not consistent with municipal and regional policies to improve transit, and pedestrian and cyclist accessibility. There is also no potential for safer turning movements into existing businesses along the corridor. This option does not improve pedestrian and cycling connectivity; there is little potential for safety improvements and it does not improve capacity/operations. This alternative was identified as Not Preferred, given that there is no opportunity for improvements to roadway capacity, or for increased active transportation connectivity. The alternative of widening to the west results in a potential impact to Culverts 7 and 8, as well as the potential for the removal of the visual vegetation buffer for the golf course on the west side. In addition, this alternative has a significant impact to the wetland, ESA and ANSI located on the west side of Dufferin Street. This alternative brings the road closer to the nursing home located near Teston Road, and has the potential to impact archaeological resources located near the golf course. This alternative has minimal impact on commercial land uses, however will encroach the golf course. This alternative will improve active transportation connectivity and improve traffic operations. This alternative will have a significant impact on the high pressure valve located on the west side, as well as the potential to impact overhead utilities. There will be moderate construction costs associated with cut and fill through the valley areas. This alternative was identified as Not Preferred as a result of the significant impact to natural

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heritage features, the impact on the high pressure valve on the west side, as well as the moderate construction costs. The alternative to widen on both sides of the centerline results in a potential to impact Culverts 7 and 8, as well as moderate impact to the ESA, ANSI and wetlands. This alternative will impact the visual vegetation buffer for the golf course on the west side, and will bring the road closer to the nursing home located near Teston Road. There will be minimal impact to commercial land uses, with the exception of encroaching the golf course. This alternative will improve active transportation connectivity and improve traffic operations. There will be a moderate impact to the high pressure valve on the west side, as well as the potential to impact overhead utilities on both sides of the roadway. There will be moderate costs associated with the required earth cut and fill. This alternative was identified as Preferred, as it will have a moderate impact to natural heritage features on both sides of Dufferin Street, compared to widening to the west or to the east, while also providing improved connectivity and active transportation facilities, and minimizing the impact to the high pressure valve on the west side of the corridor. The alternative of widening to the east results in a potential to impact Culverts 7 and 8, as well as a significant impact to the ANSI, wetlands and Maple Nature Reserve. This alternative has the potential to impact archaeological resources located between Sir Benson Drive and the Maple Nature Reserve. There will be minimal impact to commercial land uses, however opportunities to improve active transportation connectivity and traffic operations. There will be significant costs associated with the required earth cut and fill on the east side. This alternative was identified as Not Preferred, as a result of the significant impact to natural heritage features, and the anticipated moderate construction costs. Given the constraints on the west side of the corridor including a wetland, ESA and ANSI, as well as a golf course, and the constraints on the east side, including the ANSI and Maple Nature Reserve, and residential housing, the preferred alignment in this segment is to widen the roadway on both sides of the centerline.

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5.3 Evaluation of Cross-Sections The next step in the evaluation was to identify the preferred cross-section that meets the needs of the roadway users. The following alternative cross- sections were considered and evaluated based on the criteria discussed in Section 5.1.2. Additional details regarding the evaluation are included in Appendix A. • Option A: An in-boulevard sidewalk and a cycle track on both sides of the roadway; • Option B: An in-boulevard sidewalk adjacent to an in-boulevard cycle track on both sides of the roadway; or • Option C: An in-boulevard multi-use path on one side and an in- boulevard sidewalk on the other side of the roadway. The different options provide for both pedestrians and cyclists, however the City of Vaughan and York Region’s active transportation representatives indicated a preference not to have on-road cycle tracks, on the basis of the number of trucks, as well as speed of vehicles moving through the Study Area. A 0.5m buffer for the on-road cycle tracks could be provided however this width of separation between vehicles and cyclists was not felt to provide sufficient safety for cyclists. The facility selection tool discussed in Section 3 indicates that for a Connector topology, with intersections or driveways spaced at 300m or more, multi-use paths could be used on both sides. For street oriented destinations with driveways or driveways clustered near intersections, sidewalks and in-boulevard cycle tracks are preferred. Table 5-2 shows the average spacing between intersections or driveways on the east and west sides of Dufferin Street. The two southern segments have average spacing that is generally lower than 300m. The north segment has average spacing that is greater than 300m.

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Table 5-2: Intersection/Driveway Density

Driveway/ Number of Intersection Section Intersections/ Density Driveways (m/driveway) Length West East West East From To (m) Side Side Side Side Marc Santi Langstaff Rd. 2700 11 12 245 225 Blvd. Marc Santi Sir Benson Dr. 2240 14 6 160 373 Blvd. Sir Benson Dr. Teston Rd. 1500 1 3 1500 500

5.3.1 Langstaff Road to Marc Santi Boulevard For the segment between Langstaff Road and Marc Santi Boulevard, the three options discussed in Section 5.3 were evaluated. The preferred option based on this evaluation is Option B, including a boulevard cycle track and adjacent sidewalk. The details of this evaluation are presented in Figure 5-4. All three Options have a similar impact on the natural environment, however Option A has slightly larger impact as a result of a small increase in the cross- section width. As a result, Option A has a greater impact on the surrounding social environment, including bringing the cross-section closer to residential land uses, as well as a greater impact on the commercial land uses along both sides of the roadway. Option A provides cycling connectivity for those that are utilitarian cyclists who feel confident cycling along a Regional Road. Option C is preferred for recreational cyclists or those who may not be as comfortable or agile to operate their bicycle in proximity to other vehicular traffic. By design, Option C only allows cycling on one side of the roadway. This configuration requires cyclists to cross at intersections to access origins or destinations on the west side and may contribute to higher levels of crossing in midblock areas where it is less safe to do so. Accordingly, Option B was identified as the Preferred, as it provides opportunities to separate cyclists from the roadway traffic, completes the active transportation network and has lower property requirements.

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Figure 5-4: Cross-Section Evaluation – Langstaff Road to Marc Santi Boulevard 5.3.2 Marc Santi Boulevard to Sir Benson Drive For the segment between Marc Santi Boulevard and Sir Benson Drive, the three options discussed in Section 5.3 were evaluated, and identified that the preferred option is Option B, including a boulevard cycle track and adjacent sidewalk. The details of the evaluation are presented in Figure 5-5. All three Options have a similar impact on the natural environment, however Option A has a slightly larger impact given a small increase in the cross- section width. As a result, Option A has a greater impact on the surrounding social environment, including bringing the cross-section closer to residential land uses, as well as a greater impact on the commercial land uses along both sides of the roadway. Option A provides cycling connectivity for those that are utilitarian cyclists and feel confident cycling along a Regional Road, while Option C is preferred for recreational cyclists, and those who may not be comfortable operating their bicycle on regional roads. In addition, Option C only allows cycling on one side of the roadway, requiring cyclists to cross at intersections to access origins or destinations on the west side. This may contribute to a higher potential for midblock crossings of Dufferin Street. For these reasons Option B was identified as the Preferred. It provides opportunities to separate cyclists from the roadway traffic, completes the active transportation network and requires less property.

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Figure 5-5: Cross-Section Evaluation – Marc Santi Boulevard to Sir Benson Drive 5.3.3 Sir Benson Drive to Teston Road For the segment between Sir Benson Drive and Teston Road, the three options discussed in Section 5.3 were evaluated, and identified that the preferred option is Option B, including a boulevard cycle track an adjacent sidewalk. The details of the evaluation are presented in Figure 5-6. All three Options have a similar impact on the natural environment, however Option A has a slightly higher impact given a small increase in the cross- section width. As a result, Option A has a greater impact on the surrounding social environment, including bringing the cross-section closer to residential land uses, as well as a greater impact on the commercial land uses along both sides of the roadway. Option A provides cycling connectivity for those that are utilitarian cyclists and feel confident cycling along a Regional Road, while Option C is preferred for recreational cyclists, and those cyclists who may not be comfortable operating their bicycle on a regional road. In addition, Option C only allows cycling on one side of the roadway, requiring cyclists to cross at intersections to access origins or destinations on the west side. This may contribute to a higher potential for mid-block crossings by cyclists. For these reasons Option B was identified as the Preferred, as it provides opportunities to separate cyclists from the roadway traffic, completes the active transportation network and requires less property.

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Figure 5-6: Cross-Section Evaluation – Sir Benson Drive to Teston Road 5.4 Additional Design Elements Given the significant features within the segment of the Study Area between Sir Benson Drive and Teston Road on both sides of the road, (i.e., the presence of two ANSIs on the east side, ESA on the west side, wetlands, woodlands and Significant Wildlife Habitat), and both sides providing a continuous natural corridor area for wildlife movement, further review was undertaken related to the options in this corridor to reduce the impact. 5.4.1 Cross-Section The option of providing a median and/or additional turning lane was removed from the evaluation early in the process, in order to reduce the overall cross- section width. In addition, where feasible along the corridor from Sir Benson Drive up to Teston Road, the boulevard was narrowed to reduce the area of impact into the significant areas on both sides of the Dufferin Street corridor. 5.4.2 Culverts As part of the investigation of the existing watercourse crossings (Tributaries to the Don River East Branch), a number of studies were undertaken to evaluate the culverts and recommend a preferred design, based on the structural analysis, hydraulic, natural heritage, geotechnical and fluvial geomorphology to accommodate a widened roadway platform. The widened roadway only resulted in potential impacts at the following four culverts: Culverts 7, 8, 9 and 10. These details are summarized in Table 5-3.

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Table 5-3: Culvert Evaluation

Culvert Hydraulic Natural Heritage Geomorphology Design Overall No. Recommendations Findings Findings Recommendation 1 Meets criteria Assigned low fish habitat potential at No meander Not widening No changes crossing in this section Two wetlands located along the east side Undefined – no of Dufferin Street. recommendations 4 Meets criteria - no Assigned a low fish habitat potential at No defined No culvert No changes (roadway overtopping during crossing. Unevaluated wetland located channel extension not recommended to Regional event. on east side. required be widened in this Recommend extend as Undefined – no section) required for grading. recommendations 6 Meets criteria - no Assigned a moderate fish habitat at 12m meander No culvert No extension required overtopping during crossing. Unevaluated wetland located extension (roadway not Regional event. Some on east side. Larger culvert would have *5m structure required recommended to be structural issues and opportunity to provide for wildlife usage, recommended widened in this roadway embankment connecting habitat and minimizing section) concerns. In need of wildlife collisions. rehabilitation, however no action at this time. Recommend extend as required. Future replacement may be required to accommodate road

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Culvert Hydraulic Natural Heritage Geomorphology Design Overall No. Recommendations Findings Findings Recommendation structure, or geotechnical concerns. 7 Modelled in the Don Assigned a moderate fish habitat 6m meander Culvert to be Recommend River Watershed potential downstream and a low fish extended 2.1m replacement to meet model. Recommended habitat potential upstream. Larger culvert *3m structure to west and Regional flood criteria replacement to meet would have opportunity to provide for recommended 6.2m to east regional flood criteria. wildlife usage, connecting habitat and *2.4m x 1.5m concrete Replace to identified minimizing wildlife collisions. box recommended minimum size or equivalent. 8 Overtops during Assigned a moderate to high fish habitat 36m meander (a) No culvert No extension regional event, potential at crossing. Has potential to be 12m meander (b) extension recommended. however MNRF flood recovery habitat for Redside Dace required. Possible wing walls at criteria reviewed and following downstream channel *15m structure Possible wing west inlet. Minimize structure meets remediation and barrier removal. recommended walls at west impact to surrounding criteria. Extend as Unevaluated wetlands immediately inlet natural heritage. required for grading. adjacent to ROW. Both sides part of continuous natural area providing *channel corridor for wildlife movement. Two improvements locally vulnerable ecosites (one inside upstream and current ROW, one outside current ROW). downstream ends of Candidate SWH species Big Brown Bat structure and/or Silver-haired Bat recorded. Maple Uplands & Kettles and Maple Spur Channel, and ORM on both sides. ESA on

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Culvert Hydraulic Natural Heritage Geomorphology Design Overall No. Recommendations Findings Findings Recommendation west side. Larger culvert would have opportunity to provide for wildlife usage, connecting habitat and minimizing wildlife collisions. 9 Extend as required for Assigned a low fish habitat potential. Undefined – no Culvert to be Recommend replacing grading. Consider Unevaluated wetlands on east side and recommendations extended 7.5m Culvert, to removing culvert to ANSI. to west and accommodate convey runoff to CV 8. 2.9m to east additional flows from Culvert 10 1.2m x 1.2m concrete box recommended 10 Extend as required for Assigned a moderate fish habitat Undefined – no Culvert to be Recommend removing grading. Consider potential. Unevaluated wetlands on east recommendations extended 4.6m Culvert 10, and removing culvert to side and ANSI. to west conveying runoff to convey runoff to CV 8. 6.0m culvert Culvert 9 via overland extension east ditch.

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Culvert 7 The analysis determined that: • Hydraulically, replacement is recommended to meet the Regional flood criteria; and • The fluvial geomorphological assessment identified that there is a 6m meander and a 3m structure is recommended. A 2.4m x 1.5m concrete box culvert is recommended based on the conveyance capacity and velocity reduction within the proposed structure. A CSP option would require additional environmental controls. These would be considered negative in terms of environmental benefits and will require re- enforcement. In addition, the culvert will need to be lengthened to accommodate the widened Dufferin Street. Rock protection will be provided both upstream and downstream for erosion control and appropriately sized substrate material based on the MTO Highway Drainage Design Standards (2008) should be provided. Culvert 8 The analysis determined that: • Hydraulically, the culvert meets the criteria; • The existing structure is in good condition with adequate capacity; • The fluvial geomorphological assessment identified that the average bankfull width is 1m and the average bankfull depth is 0.4m The recommended structure opening width was identified as 15m; • As the span of the crossing was increased, the area of natural heritage impact increased substantially There is a possibility that Watercourse 8 may become recovery habitat for Redside Dace following downstream channel remediation and barrier removal, requiring a 30m buffer beyond the meanderbelt, however given the sensitive natural heritage adjacent to Culvert 8, enlarging the culvert will result in a significant impact to the surrounding natural heritage and have detrimental effects on the surrounding environment. It is recommended to maintain the existing culvert structure and provide channel and inlet/outlet improvements. Channel improvements are recommended at both the upstream and downstream end of the structure.

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Rock protection will be provided both upstream and downstream for erosion control and appropriately sized substrate material based on the MTO Highway Drainage Design Standards (2008) should be provided. Culvert 9 and 10 Given the topography of the area, there is an opportunity to redirect flows from Culvert 10 to Culvert 9 and replace Culvert 9 to accommodate the additional flows. The analysis at this location determined that: • Hydraulically, the most practical span was found to be 1.2m, beyond this span, the benefits were minimal as additional impacts to sensitive natural heritage features were introduced; • The fluvial geomorphological assessment identified that the watercourse at both Culverts was undefined and there is no recommended structure opening width; A 1.2m x 1.2m concrete box is recommended based on the conveyance capacity and velocity reduction within the proposed structure. A CSP option would require additional environmental controls, would be seen as a negative in terms of environmental benefit and require re-enforcement at this location. Culvert 9 will need to be lengthened by a minimum of 7.5m to the west and 2.9m to the east to accommodate the widening of Dufferin Street. Rock protection will be provided both upstream and downstream for erosion control and appropriately sized substrate material based on the MTO Highway Drainage Design Standards (2008) should be provided.

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6. Description of Preferred Design This section of the report identifies the key features of the preferred design concept which were developed for Dufferin Street between Langstaff Road and Teston Road. The preliminary design is included in Appendix L. 6.1 Design Criteria The Design Criteria were developed in collaboration with York Region to identify the design treatment for Dufferin Street and is presented in Table 6-1. Dufferin Street is identified as an Arterial Road. The limits of the Study Area are from Station 0+000 to Station 6+742 for a total length of 6.742 km, extending between Langstaff Road (YR 72) to Teston Road (YR 49). Table 6-1: Preliminary Dufferin Street (Y.R. 53) Design Criteria

DESCRIPTION Dufferin Street (Y.R. 53) DESIGN APPLIED ON YORK REGION STANDARD PRELIMINARY STANDARDS TAC DESIGN 4 LANES 6 LANES 4 LANES 6 LANES CLASSIFICATION ROAD CLASSIFICATIONS UAD 80 UAD 80 UAD 80 UAD 80 UAD 80 DESIGN SPEED (km/h) 80 80 80 80 80 POSTED SPEED (km/h) 60 60 60 60 60 DESIGN VEHICLE - WB-20 WB-20 WB-20 WB-20 HORIZONTAL ALIGNMENTS RIGHT TURN TAPER (m) 17:1 - 24:1 70 70 70 70 LEFT TURN TAPER (m) 15:1 - 48:1 130 130 130 130 RIGHT TURN PARALLEL (m) 60 - 130 30 Min. 30 Min. 60 60 LEFT TURN PARALLEL (m) 60 - 130 50 50 60 60 CROSS SECTIONS THROUGH LANE WIDTH (m) 3.7 3.3 3.3 3.3 3.3 CURB LANE WIDTH (m) 3.3-3.5 3.5-3.75 3.5-3.75 3.5 3.5 LT LANE WIDTH (m) 3.3-3.5 3.0-5.0 3.0-5.0 3.3 3.3 RT LANE WIDTH (m) 3.3-3.5 3.0-5.0 3.0-5.0 3.5 3.5 MEDIAN WIDTH (m) 2.0 Min. 5.0 5.0 2.0-5.0 2.0-5.0 TANGENT SECTION CROSS FALL 2% 2% 2% 2% 2% BOULEVARD WIDTH (m) a 1.5 - 3.0 3.5 Min. 3.5 Min. 1.5 - 5.0 1.5 - 5.0 SIDEWALK WIDTH (m) 1.5 - 2.4 1.5 Min. 1.5 Min. 2.0 2.0 MULTI-USE-PATH (m) - 3.0 3.0 3.0 3.0 EDGE ZONE DECORATIVE N/A 0.5 0.5 0.5 0.5 CONC. STRIP WIDTH (m) BIKE PATH/CYCLING LANE (m) 1.5 - 2.0 N/A 1.5 N/A 1.5

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DESCRIPTION Dufferin Street (Y.R. 53) DESIGN APPLIED ON YORK REGION STANDARD PRELIMINARY STANDARDS TAC DESIGN 4 LANES 6 LANES 4 LANES 6 LANES DRIVEWAY GRADES (max %) 1% - 5% 6% - 10% 6% - 10% 6% - 10% 6% - 10% BEHIND SIDEWALK DRIVEWAY GRADES (max %) 1% - 5% 2% 2% 2% 2% b/w CURB AND SIDEWALK SIDEWALK CROSS FALL (%) 2% 2% 2% 2% 2% 2:1 or 2:1 or 2:1 - 3:1 2:1 2:1 CUT/FILL SLOPE Flatter Flatter VERTICAL ALIGNMENTS MAXIMUM GRADE (%) 6 8 8 8 6 MINIMUM GRADE (%) 0.3 0.5 0.5 0.5 0.5 SAG VERTICAL CURVE Kmin. 12 - 16 N/A N/A 26 24 CREST VERTICAL CURVE Kmin. 24 - 36 N/A N/A 35 35

LAYOUT RADIUS OF CURBS AT

INTERSECTION ARTERIAL TO MINOR 12.9 - 13.9 8 -15 8 -15 12 15 COLLECTOR ARTERIAL TO MAJOR 12.9 - 13.9 8 -15 8 -15 12 15 COLLECTOR ARTERIAL TO ARTERIAL 12.9 - 13.9 8 -15 8 -15 12 15

ROW WIDTH (m) N/A 36 36 36 45

6.2 Typical Cross Sections Typical mid-block cross sections were developed for each of the three road segments and are summarized in Table 6-2.

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Table 6-2: Typical Cross-Sections by Study Area Segment Langstaff Road to Marc Santi Sir Benson Drive Marc Santi Boulevard to Sir to Teston Road Boulevard Benson Drive Right-of-Way 45m 36m 36m Lanes Four 3.3m inner Two existing 3.3- Two 3.3-3.5m lanes. Two 3.5m 3.5m travel lanes travel lanes outer lanes maintained in each dedicated for high- direction. Additional occupancy vehicles. 3.3m auxiliary turning Additional 3.3m lanes at intersections auxiliary turning lanes at intersections Centre 5m raised 5m painted (flush) Centre median not landscaped median median with some provided raised median sections Active In-boulevard 1.5m In-boulevard 1.5m In-boulevard 1.5m Transportation asphalt cycle track, asphalt cycle track, asphalt cycle adjacent 1.8m adjacent 1.8m track, adjacent concrete sidewalk, concrete sidewalk, 1.8m concrete and 0.3m separation and 0.3m separation sidewalk, and on both sides of the on both sides of the 0.3m separation road road on both sides of the road Boulevard2 3.4m west side; and 2.5m west side; and 2.5m east side 2.0m east side Type of Cross Urban cross-section Divided Urban cross- Undivided Urban Section section cross-section Illumination Full illumination Full illumination Full illumination

Examples of the above described cross-sections are shown in Figure 6-1 through to Figure 6-3.

2 Separation between curb and in-boulevard cycle track/sidewalk

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Figure 6-1: Preferred Design – Typical Cross-Section (Langstaff Road to Marc Santi Boulevard)

Reference: This image was created using Streetmix and is subject to the Creative Commons BY-SA 4.0 license (http://creativecommons.org/licenses/by-sa/4.0/)

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Figure 6-2: Preferred Design – Typical Cross-Section (Marc Santi Boulevard to Sir Benson Drive)

Reference: This image was created using Streetmix and is subject to the Creative Commons BY-SA 4.0 license (http://creativecommons.org/licenses/by-sa/4.0/)

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Figure 6-3: Preferred Design – Typical Cross-Section (Sir Benson Drive to Teston Road)

Reference: This image was created using Streetmix and is subject to the Creative Commons BY-SA 4.0 license (http://creativecommons.org/licenses/by-sa/4.0/)

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6.3 Pavement Structural Design The recommended pavement structure is detailed in Table 6-3. Table 6-3: Recommended Pavement Structure Dufferin Street Dufferin Street Major South Project Limit Pavement Component/Parameter Mackenzie Drive to to Major Mackenzie North Project Limit Drive HMA Surface Course 40 40 HMA Binder Course 1303 1104 Granular A 150 150 Granular B Type 1 Subbase Course 600 600 Structural Number Provided 146 138 Design Structural Number 139 & 141 124 In some widened areas, the designed pavement thickness will be less than the pavement thickness of the existing road. Where this occurs, additional Granular B material in excess of the recommended amount will be required in the pavement widening areas (new construction) to provide reliable lateral drainage across the pavement platform. Designs were carried out for a service life extension of 20 years taking into consideration the visual pavement condition evaluation and borehole data. Two rehabilitation alternatives including full depth asphalt replacement and partial depth milling / overlay were considered. The partial depth milling / overlay option resulted in a greater overall impact to the grade raise along the corridor. In addition, this option resulted in a lower per kilometre cost, based on the life cycle cost analysis consisting of one lane (3.5m wide). From a constructability standpoint the mill and overlay strategy affords more flexibility in staging the work in heavy traffic environments and allows a shorter completion timing. But grade raises with this approach may not be acceptable, particularly in the more heavily built up southern portion of the project.

3 65mm thick lifts of upper and lower binder course 4 55mm thick lifts of upper and lower binder course

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In analyzing the constructability of various staging options, it is assumed that new construction strategy is followed. The vertical profile developed for the preliminary design concept generally follows the existing road profile in an effort to reduce the potential for a grade raise. However, the proposed road profile will be reviewed and refined at the detailed design stage to achieve a best fit with the adjacent properties. 6.4 Horizontal and Vertical Alignment The horizontal alignment for the preferred design was developed to provide a “best fit” of the physical constraints described in Section 5.1.1. To accomplish this, the centreline alignment of Dufferin Street was shifted laterally to reduce property impact and fit the constraints as much as possible. The deflections in the horizontal alignment are small and do not require introduction of horizontal curves. In conjunction with the development of the horizontal alignment, the vertical alignment for the roadway was designed to: • Minimize raising the grade of the roadway to reduce impacts on adjacent properties; • Minimize impact to existing stream crossings and culverts; • Ensure drainage overtopping requirements at watercourse crossings were met; and • Satisfy the design criteria and design standards as closely as possible. Based on these design goals, the vertical alignment generally follows the existing road profile. 6.4.1 Embankments The geotechnical report identifies areas where specific side slope tolerances are to be met. These requirements are presented in Table 6-4. Table 6-4: Embankment Slope Requirements Station Embankment Description Slope Geometry 11+825 4m +/- 2.25 HOR : 1 VER or flatter 12+660 7m +/- 2.5 HOR : 1 VER or flatter 14+300 4.5m +/- 2.25 HOR : 1 VER or flatter 15+820 10m +/- 2.5 HOR : 1 VER or flatter Where fill embankments are higher than 8m, mid-height berms should be incorporated into the design. These berms will extend the full length of the embankment and be at least 2m wide with a 2 percent cross slope to drain the berm areas.

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Side slopes for temporary or permanent work generally should not be steeper than 2:1. The planting of street trees has been limited to areas where side slopes of 3:1 or greater can be provided. 6.4.2 Retaining Walls Retaining walls are recommended along both sides of Dufferin Street north of the access into the Maple Nature Reserve, to reduce encroachment into the natural heritage areas associated with the ANSIs and ESAs. Several sections of retaining wall are recommended. The exact lengths of retaining walls will be confirmed during detailed design. The retaining wall is shown on the Preferred Design (Appendix L). 6.5 Traffic and Transportation In locations where Dufferin Street has five lanes, it is preferred that a far-side bus stop be provided when a bus bay is present. In locations where a far- side bus bay cannot be provided due to property or geometric constraints, a near-side stop is preferred. In locations where Dufferin Street has four lanes, near-side bus stops in dedicated right-turn lanes are preferred. The York Region TMP identifies that 15-minute service is planned for Dufferin Street from Steeles Avenue to 19th Avenue (York Region, 2016a). It is assumed that the service will be bidirectional therefore bus stops will be provided at all signalized intersections. Bus stops were also provided on one side of some unsignalized intersections. In the future, if bus stops are to be provided on both sides of unsignalized intersections, protected pedestrian crossings will be needed to discourage jaywalking. 6.6 Intersections and Entrances All existing turning movements at intersections, as well as at entrances along Dufferin Street will be maintained following the improvements. Geometric improvements are needed to increase capacity at signalized intersections. Signal timing plans will be optimized including cycle length and split, and protected left-turn phases will be provided in addition to the current permitted phases. Given that the westbound left-turning volumes at the intersection of Teston Road at Dufferin Street are currently very heavy, the westbound left movement is expected to operate at capacity in the morning period in 2041 with a LOS E. Although it has been recommended that a double-left turn lane on the westbound leg with protected left-turn phase be considered, which will result in a LOS D or better, York Region has expressed a preference to maintain a single left-turn lane. If Teston Road is extended to Keele Street in

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the future, a dual westbound left-turn lane will likely not be required due to changes in traffic patterns and can be replaced with a single left-turn lane. At many intersections, the existing length of turning lanes was maintained to avoid impacting adjacent accesses and intersections. Based on the large crossing distance for pedestrians and cyclists, as well as the wide right-of-way requirements associated with a six-lane roadway, as well as the Design Guidelines for six-lane Regional Streets by York Region, shared through/right lanes should be provided on all northbound and southbound approaches of the proposed six-lane roadway between Langstaff Road and District avenue/Marc Santi Boulevard. Between District Avenue/Marc Santi Boulevard and Sir Benson Drive, any existing right-turn lanes will be maintained. Approaches along the section from Sir Benson Drive to Teston Road were found to fulfill at least one of the MTO and TAC criteria for the provision of right-turn lanes under 2041 conditions. Dedicated right-turn lanes have been provided at these locations. Separate right-turn lanes will also be provided at planned bus stops. Traffic signals were not found to be justified at any of the unsignalized intersections in the Study Area under forecasted future traffic volumes. 6.7 Provision of Cyclists and Pedestrians Pedestrians and cyclists will be accommodated by an in-boulevard 1.8m cycle track adjacent to a 1.8m sidewalk on both sides of Dufferin Street to provide a continuous bicycle and pedestrian network throughout the Study Area. Where cyclists and pedestrian facilities are provided on intersecting roads, connections to these facilities will be provided. The design of the cycle track and sidewalk will be in accordance with the Ontario Traffic Manual (OTM) Book 18. Based on the 38 surveys received following PCC #2, the greatest support was for a Multi-Use Path on both sides, and then for the in-boulevard cycle track and sidewalk. These two options are very similar, however the latter provides a different surface for each user, to provide more clear delineation for cyclists and pedestrians travelling in the same direction. The cycle track will be located closer to the roadway, providing additional buffer between pedestrians and vehicles. Cross-rides marked with appropriate markings will be provided at intersections to provide safe cyclists access across roadways intersecting with Dufferin Street. The cross-rides will be provided adjacent to the pedestrian crosswalks. Cross-rides will be provided for those wishing to cross Dufferin Street where connection to cyclists facilities on the intersecting streets is required. The cyclist and pedestrian connections will be further reviewed and refined during detailed

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design. To reduce conflicts with bus stops, the cycle track and sidewalk will separate, with the sidewalk being located in front of the bus shelter/pad and the cycle track continuing behind the bus-stop waiting areas. 6.8 Drainage and Stormwater Management As a result of the added imperviousness, the implementation of both drainage conveyance features and stormwater management facilities are required to handle the additional runoff. The preferred design concept incorporates a fully urbanized cross-section for the length of the corridor. Surface drainage will be fed to a system of Low Impact Development (LID) facilities including infiltration galleries that are necessary for water quality and to existing storm drainage systems. A list of stormwater best management practices (BMPs) were screened with consideration of the general advantages and disadvantages. Based on the evaluation completed, underground detention (infiltration chambers and perforated system) is recommended, as this system will reduce peak flow and volume and provide effective pollutant removal. It is recommended that these be considered under the cycle track and sidewalk and within the boulevard. The volume targets demonstrate volumes that are in the range of 2000 – 3000 m³, which corresponds with volumes typically 100x larger than the post to pre development water quantity control volumes. Given the lack of property and proposed conditions following improvements, these control rates are not feasible within the Study Area. In addition, with the property constraints, long-term maintenance and proposed design conditions, the use of an underground detention chamber facility underneath or adjacent to the in-boulevard sidewalk/cycle track on the east side of the corridor is recommended for the design treatment. 6.8.1 Drainage patterns Imperviousness will increase by approximately 5 percent within the project Study Area as a result of the road widening. 6.8.2 Minor Drainage System For the minor system flow (minimum 10-year design flow), the drainage from the urban cross-section is drained to the catchbasin/storm sewer networks. The major flows will follow the road system to the major culvert outlets. Table 6-5 shows the minor system sewer capacity analysis under proposed conditions and the required pipe diameters to meet the proposed condition conveyance requirements. Segments have been identified for replacement if insufficient capacity is available.

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Table 6-5: Storm Sewer Assessment Results Pipe ID Existing Pipe Proposed Pipe Length of Pipe Capacity (%) Diameter (mm) Diameter (mm) (m) 13180 525 600 5 96 13184 525 675 20 75 13683 450 525 60 69 13189 525 600 60 76 19385 300 375 79 76 21538 400 450 36 92 21537 400 450 98 96 21536 400 525 18 78

At the storm sewer outlets impacted by the proposed design, outlet improvements in the form of appropriately sized riprap or river stone will be installed to prevent any current or future erosion and scour impacts. Water Quantity will be achieved through the implementation of underground infiltration facilities within the cycle tracks, sidewalks and other boulevard areas controlling post-to-pre development conditions. Water Quality will be achieved through the implementation of mechanical OGS filtration systems at each storm sewer outlet. Stormwater management facilities will be designed to have an open bottom infiltration component to provide quality benefits. Each SWM facility will provide the 5mm infiltration target benefit required for water balance and erosion control. Water balance will be achieved through the open bottom nature and infiltrative design of the SWM facilities recommended for the site under the 5mm minimum requirement. 6.8.3 Culvert Design Based on an assessment of the hydraulic conveyance capacity, the recommendations for the culverts are as follows: • Culvert 7 – a 2.4m x 1.5m concrete box recommended based on conveyance capacity and velocity reduction within proposed structure. • Culvert 8 – existing culvert structure should be maintained, however inlet/outlet improvements are recommended. The existing structure is

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in good condition with adequate capacity. The current hydraulic criteria are satisfied. Channel improvements are required upstream and downstream. If replacement is required based on environmental, structural or other concerns, a 15m span bridge is recommended. • Culvert 9/10 – a 1.2m x 1.2m concrete box is recommended to be placed at Culvert 9, in conjunction with the removal of Culvert 10 based on the conveyance capacity and velocity reduction within the proposed structure. The geotechnical report recommends that new culverts be supported on spread footings, as this results in a high probability of acceptable structural performance and requires relatively shallow excavations. The recommended founding depths and geotechnical resistances for footings (minimum footing width of 1.5m) founded on undisturbed competent native soils are included in Table 6-6. Table 6-6: Recommended Founding Depth and Residence for Footings Station Existing Recommended Founding Factored Factored Ground Number/ Ground Bottom of Elevation Geotechnical Geotechnical Bearing Description Surface Footing Level (m) resistance at Resistance Surface Elevation Below Existing ULS (kPa) at SLS (kPa) (m) Ground (25mm Surface (m) settlement) Sta. 234.3 Below 5.6 Below 475 375 Silty 14+300 228.7 Clay Till BH 20 Culvert 7 Sta. 252.3 Below 11.7 Below 300 225 Silty 15+820 240.6 Clay to BH 27 Clayey Culvert 8 Silt

Footings should be founded at a minimum depth of 1.2m of earth cover below the lowest surrounding grade to provide adequate protection against frost penetration. Footings should extend below any existing fill and surficial organic materials where present. Erosion protection should be provided at the forward and side slopes of the culverts, as well as at the culvert inlets and outlets. Culvert footing design at Culvert 9 will need to be reviewed during detailed design as geotechnical information for this Culvert crossing was not available during preliminary design. Culvert footing design to be refined during detailed design.

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6.9 Utilities A Utilities Assessment was completed and is included in Appendix M. Existing utilities along the Dufferin Street corridor include overhead Hydro One lines, water mains and gas mains. The proposed roadway improvements require relocation of a number of hydro poles/lighting poles, as well as existing waterline valves and fire hydrants based on the conflict analysis completed. The most significant utilities present along the corridor are the overhead power lines on both sides of the road to just north of Ten Oaks Boulevard, and on the west side of the road northerly to north of Eagles Landing where it transitions to the east side. In many instances, these lines are in conflict with the proposed boulevard treatments and will require relocation. The design and coordination of these relocations will be completed during detailed design. These and other utility relocations will be coordinated with the utility companies and York Region, such that they are completed in advance of major roadworks and do not impact the construction staging. A Subsurface Utility Engineering (SUE) Study was completed to identify potential conflicts with the proposed roadway improvements and associated works, as well as identify potential treatment strategies to mitigate potential conflicts. Table 6-7 is a summary of the Preliminary Conflict Assessment. Table 6-7: Preliminary Conflict Assessment Preliminary Conflict Sewer Watermain Telecon Gas Electrical Signal Overhead Assessment No conflict 0 23 26 18 9 0 0 Protect 0 4 9 4 0 0 0 Remove/ 105 3 3 2 1 29 50 Relocate TOTAL 105 30 38 24 10 27 50

6.10 Street Lighting and Traffic Signals An illumination study for the Study Area was completed by Moon Matz and is included in Appendix N. The lighting calculation was designed according to the standards. Dufferin Street is classified as a major road with a pedestrian conflict value of medium. The design for the illumination will include luminaires on both sides of the road that will be mounted on either new street light standards or on existing power poles. On the west side, lighting assemblies have been proposed to be mounted on hydro poles. On the east side, lighting assemblies and poles have been proposed in a staggered

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configuration. The luminaire height on the west side will be 12.2m. The height of the luminaires on the east side will be 8.7m. All arm lengths will be 3.0m, with a fixture wattage of 160. The design of these features will be completed in the detailed design phase of the project. 6.11 Landscaping and Streetscaping An Arborist Report was completed as part of the Natural Environment Report. Proposed streetscaping improvements along Dufferin Street include street trees and vegetation in all boulevard areas that are greater than 3.5m from the curb, as well as in all medians that are greater than 4m. Street trees have been identified for areas that have a suitable slope (i.e., flatter than 3:1). The purpose of the vegetation in the boulevard is two-fold: it will provide a buffer between active transportation users and the roadway, and it will improve street vegetation and corridor aesthetics by providing an urban feel along the corridor. There are opportunities to incorporate additional landscaping including street trees and shrubs, as well as planters. A scenic lookout exists on the west side of Dufferin Street south of Maurier Boulevard. A similar facility is proposed on the west side of Dufferin Street, north of Major Mackenzie Drive overlooking the Eagles Nest golf course. These facilities provide added opportunities for street furniture, wayfinding information and signboards, as well as public art. As noted in Section 6.6, the additional bus stops proposed along the corridor between Langstaff Road and Sir Benson Drive provide opportunities for additional street furniture, shelters and guide signage. 6.12 Property Requirements Property Plans are included in Appendix P. York Region Official Plan (2010) identifies a planned street width of 45m from Langstaff Road up to Major Mackenzie Drive, and a planned street width of 36m from Major Mackenzie Drive northerly). Property required along both sides of Dufferin Street to accommodate the preferred design is detailed in Table 6-8. Table 6-8: Property Required along Dufferin Street Location Area (m²) West 7,161 East 3,377 Total 10,538

Temporary easements may be required in some sections of the corridor to provide grading and blending-in of grading slopes. In some locations,

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temporary easements will be required up to 51m from the centreline on the west side, and up to 38m from the centreline on the east side. The temporary easements will be reviewed during detailed design. 6.13 Noise The results show that changes in sound levels as a result of the proposed improvements are expected to be no higher than 0.2 dBA for the majority of homes in the vicinity. Overall, the majority of homes will experience almost no change in sound level. The loudest predicted sound level is at Receptor 6 (single home in the northeast quadrant of Dufferin Street and Rutherford Road). The sound level is approximately 64 dBA which is above the 60 dBA sound level threshold in York Region’s policy. A noise barrier extending approximately 70m along Dufferin Street would be required to reduce the impact of noise at this location. This recommendation should be reviewed during detailed design. 6.14 Construction Staging Considerations 6.14.1 Traffic Management Dufferin Street is a major arterial in the regional transportation network. Traffic flow on Dufferin Street is to be maintained except for partial lane closures in off-peak periods, as well as at night. A preliminary construction staging concept has been developed that incorporates the lane closure restrictions as presented in Table 6-9. Table 6-9: Lane Closure Restrictions No. Existing Section Lane Closure Restriction Travelled Lanes Langstaff Rd to Marc Santi 4+ 4+ lanes maintained in peak periods, with Blvd lane reductions in off-peak or at night Marc Santi Blvd to Sir 4+ 4+ lanes in peak periods, with lane Benson Dr reductions in off-peak or at night Sir Benson Dr to Teston 2 2 lanes in peak periods, with lane Road reductions in off-peak or at night In sections that are being widened to six travel lanes, at least two travel lanes in both directions are to be maintained in peak periods. In sections that currently have four travel lanes and are to remain at four lanes, these lanes are to be maintained in peak hours with limited lane closures considered in off-peak periods or at night. In the existing two-lane section north of Major Mackenzie Drive, these two lanes are to be maintained during periods with

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partial lane closures considered in off-peak periods or at night. Further details regarding staging are included in Appendix M. 6.14.2 Culverts Culvert 7 The preferred design identifies the need to replace Culvert 7 with a 2.4m x 1.5m concrete box culvert to satisfy hydraulic requirements. The invert of the culvert is approximately 4.5m below the existing road elevation. Culvert construction would occur in advance of roadway construction and will require that the new culvert be located adjacent to the existing culvert so that the existing stream flow can be maintained during construction. The exact location and offset from the existing culvert will be determined during detailed design. Culvert 9 The preferred design identifies the need to replace Culvert 9 with a 1.2m x 1.2m concrete box culvert to satisfy the hydraulic requirement. Culvert construction would occur in advance of roadway construction and require that the new culvert be located adjacent to the existing culvert so that the existing stream flow can be maintained during construction. The exact location and offset from the existing culvert will be determined during detailed design. Once the construction of the roadway is completed at this culvert, the existing ditches between Culverts 9 and 10 will be regraded to the new Culvert 9. The existing Culvert 10 will be abandoned by backfilling and sealing the ends. 6.15 Preliminary Cost Estimate The preliminary cost estimate for the construction of the widening of Dufferin Street, including the replacement of two culverts, storm sewer improvements and the provision of full lighting is $17 million. With approximately $2.6 million for property costs, the total project cost is approximately $20 million. Further detail of the cost estimate is included in Appendix O. 6.16 Construction Timing The recommended improvements between Langstaff Road and Teston Road are currently scheduled for implementation beyond the Region’s 10-year capital plan as identified in the 2018 capital budget.

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7. Potential Environmental Impacts and Mitigation 7.1 Natural Environment 7.1.1 Natural Areas The preferred design concept will impact 0.86 hectares on the west side of Dufferin Street and 1.1 hectares on the east side. The area that will be impacted includes the Oak Ridges Moraine and the ANSIs. A portion of York Region’s Regional Greenland System overlaps with the ORM and ANSI previously discussed north of Major Mackenzie Drive. The ESA is located on the west side and overlaps a portion of the natural area designations previously discussed, of which 0.54 hectares is also within the ESA. Within the mid-block area, the Regional Greenlands System only exists on the east side and appears to be removed from the roadway, with the exception of some trees that will need to be removed. Opportunities to reduce design footprint and minimize impacts to natural areas should be considered during detailed design, particularly in the following areas: ORM, ANSIs, ESA, and Regional Greenlands System. 7.1.2 Vegetation (Wetlands and Woodlands) The total terrestrial disturbance area as a result of the preferred design is 8.67 hectares. Edge effects may occur along the woodland due to the removal of trees and changes in the amount of direct sunlight. The total estimated impact to wetlands and woodlands based on the preferred design is 0.21 and 1.1 hectares respectively. 7.1.2.1 Tree There are 121 trees and shrubs located within the preferred design concept. Table 7-1 provides a summary of the trees by area which are 10cm or greater located within the preferred design. Table 7-1: Trees within the Study Area Area Details Langstaff Road to A total of 79 trees are 10 cm or greater, including 48 trees Rutherford Road on the west side and 31 trees on the east side. Rutherford Road to A total of 22 trees are 10cm or greater, all of which are on Major Mackenzie Drive the east side. Major Mackenzie Drive A total of 35 trees are 10cm or greater, including 18 trees on to Teston Road the west side and two trees on the east side.

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A tree preservation plan will be completed during detailed design following the York Region Street Tree and Forest Preservation Guidelines. Potential for injury and indirect loss may occur through soil compaction and rutting outside of construction zone, as well as damage to trees. 7.1.3 Wildlife and Wildlife Habitat There is a potential to affect wildlife through disturbance and avoidance of habitat as a result of increased noise and light pollution during construction, and increased human presence. Wildlife habitat associated with wetlands and woodlands can present risks during migration and emergence from hibernacula nesting sites or during natural travel patterns to and from habitats. Habitat loss is expected to be minimal with disturbance limited to the edge of vegetation communities. At Culvert 7, the culvert will be enlarged, and for Culvert 8, the impact to the surrounding natural heritage will be far more significant with a larger culvert, than simply restricting the area of impact with retaining walls. Construction timing windows should consider limiting disturbance during sensitive timing windows for breeding amphibians. Amphibian breeding periods are generally governed by weather and overnight temperatures and may be extended from mid-March through to the end of June. Timing windows for migratory bird species regulated under the MBCA in forests within the Study Area is from May 1 to July 31. Construction activities have the potential for incidental killing or harm to local and resident wildlife species. Mitigation strategies include: • Construction timing windows that limit disturbance during sensitive timing windows for breeding amphibians, bats and birds; • Delineating construction areas with fencing to exclude wildlife from entering the work areas; • Having an environmental monitor available in the event that wildlife is encountered to safely document, handle and remove wildlife at risk of conflict with construction activities; • Reporting to the MNRF Aurora office incidents of wildlife injury or mortality during construction; • Include signage to warn drivers to slow down to minimize risk of collisions with animals within the section of road between Major Mackenzie Drive and Teston Road;

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• Minimize the use of artificial lighting adjacent to natural features; • Use low brightness options; and • Use directional lighting to direct light where needed and restrict light elsewhere protecting natural features. 7.1.4 Aquatic Habitat Based on the ten watercourses assessed for fish habitat, including one with moderate to high potential, four with moderate potential and five with low potential, the potential disturbance and serious harm to fish may occur in some of the watercourses where changes are proposed. Potential effects to fish and fish habitat include: • Alteration/loss of riparian vegetation; • Discharge of sediment to watercourse from adjacent work; • Release of fuel into receiving waterbody; and • Change to sensitive life process if near-water works not timed appropriately. There are potential indirect impacts on fish habitat related to displacement and alteration for watercourses within 30m of the project. Dufferin Street roadway improvements will result in replacement and removal of culverts which may result in Serious Harm to fish by reducing the amount of fish habitat. Improvements to Culvert 9 may improve fish habitat potential and linkage functions. Habitat displacement and alteration may be due to changes in water quality through sedimentation, salt spray and accidental spills. Appropriate mitigation measures can minimize the extent and duration of potential impacts. The potential for direct fisheries impacts are most likely at Culvert 8 where the creek supports a coolwater fishery and potential Redside Dace habitat. In-water work shall be permitted on or between June 15 and September 15 of any given year, unless constructing in potential Redside Dace habitat where the in-water work period begins July 1 and ends September 15. In-water work will be performed in the dry where construction works are isolated from creek flows. A sediment and erosion control plan for approval by TRCA should be prepared to minimize erosion.

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7.1.5 Species Risk and Habitat Disturbance to SAR Bats may occur as a result of this Project. There were 12 snag trees noted near the ROW in the woodland where SAR bats were found, however none of them are located within the preferred design concept. Habitat potential has been identified for bats within various woodlands and these species are protected under the ESA and SARA. Timing windows for bat species must be based on the Significant Wildlife Habitat Criteria for Ecoregion 7E (MNRF 2015) where the peak swarming period in forests within the Study Area is in August and can extend into September. Tree removal along the edge of forests or snags removed during clearing can result in an effect to bat habitat, where snags and maternity roosts might be unintentionally removed. Habitat potential for Eastern Wood Pewee and Wood Thrush is present within the deciduous woodlands, however only Wood Thrush is protected under SARA (neither is protected under the ESA). Permits do not apply, however avoidance is required to comply with the MBCA. There is the potential to affect wildlife through disturbance of habitat as a result of increased noise and light pollution during construction and increased human presence. Breeding bird habitat may also be reduced should trees with nests be removed or meadow areas be disturbed. Potential Redside Dace habitat in the East Don River could be disrupted or altered due to changes in the configuration of the Dufferin Street crossing when riparian vegetation is disturbed or the channel is altered (specifically at Culvert 8). 7.1.6 Linkages and Corridors An assessment of wildlife passage found that Watercourses 6 through 9 are currently providing linkage functions. However, barriers currently exist for mid-size and larger animals, as well as for fish. Increasing Culvert sizes will provide opportunities to improve linkages, enhance habitat and reduce risks of wildlife collisions. 7.2 Socio-Economic Environment 7.2.1 Air Quality The results for the Future Build (2041) conclude the following:

• Both the 1-hour and 24-hour NO2 combined concentrations were below their respective MECP guidelines; • Both the maximum 1-hour and 8-hour CO combined concentrations were well below their respective MECP guidelines;

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• The average annual 98th 24-hour PM2.5 combined concentrations, averaged over three consecutive years was below the CAAQS; o The three-year annual average concentration exceeded the guideline with a 5 percent contribution from the roadway • The maximum 24-hour PM10 combined concentration exceeded the MECP guidelines; • The maximum 24-hour TSP combined concentration exceeded the MECP guidelines (however the background concentrations alone exceeded the standard and the roadway contribution is 11 percent of the maximum value); • The maximum 24-hour acetaldehyde combined concentration was well below the respective MECP guideline; • The maximum 1-hour and 24-hour acrolein combined concentrations were below the respective MECP guideline; • The maximum 24-hour benzene combined concentration was below the respective MECP guideline. The annual benzene concentration exceeded the guideline due to ambient concentrations. The roadway contribution to the maximum annual average was 2 percent; • The maximum 24-hour and annual 1,3-butadiene combined concentrations were well below the respective MECP guidelines; and • The maximum 24-hour formaldehyde combined concentration was below the respective MECP guidelines. Mitigation measures are not warranted, due to the small number of days which are expected to exceed the guideline. However, York Region is committed to implementing best practices to mitigate air quality impacts. Environment Canada’s “Best Practices for the Reduction of Air Emissions from Construction and Demolition Activities” document outlines opportunities to reduce emissions during construction, including material wetting, use of chemical suppressants to reduce use, use of wind barriers, limiting exposed areas, which may be creating dust. The best management practices are recommended during construction to reduce air quality impacts that may occur. The recommendations from the Dufferin Street EA support the Region’s initiatives to improve overall air quality in the Region and include:

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• Implementation of active transportation infrastructure, as well as HOV/Transit lanes to reduce the number of single occupant vehicles on the roadway and encourage alternative forms of transportation; • The planting of trees and vegetation encourages healthy and sustainable communities. Plantings and landscaped features have been recommended within the boulevard, as well as along some sections of the median where feasible. York Region continues to be pro-active in its region-wide transportation corridor-specific tree- planting initiatives. York Region’s Official Plan sets out a woodland cover goal of 25 percent and is working to achieve this goal through programs such as York Region’s Greening Strategy, the Region’s Streetscape Program, Municipal Streetscape Partnership Program and Towards Great Regional Streets; • The Greening Strategy focuses on health natural environments and creating sustainable communities today. The strategy provides direction towards a Greener York Region. The strategy supports green infrastructure, tree planting, forest restoration in order to benefit climate change mitigation. In 2017, over 85,000 trees and shrubs were planted including 1,900 trees on urban streetscapes and 23 hectares of Greenlands System were protected in 2017. • York Region’s TMP (Update) plans for a more sustainable region by providing opportunities to move more people by means of public transit, carpooling, and active transportation, therefore shifting the focus away from single-occupancy vehicles to more sustainable travel modes. To support transit operations, an HOV/Transit Lane has been recommended. Greenhouse Gas Assessment Greenhouse gas (GHG) emissions were predicted from the project. Potential impacts were assessed by calculating the relative change in total emissions between the 2017 Existing and the 2041 Future Build scenarios. From a GHG perspective, the contaminants of concern from motor vehicle emissions include carbon dioxide, methane, and nitrous oxide. GHG can be further classified by their Global Warming Potential, which is a multiplier developed for each GHG and allows comparison of the ability of each GHG to trap heat in the atmosphere, relative to carbon dioxide. Therefore, GHG emissions can be classified as CO2 equivalent emissions. The results support that although the traffic volumes increase, the decreases in future emission rates outweighs the increase in traffic volumes, therefore the total GHG emissions will be

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reduced in all roadway sections. Overall there is a 17 percent reduction in GHG emissions between 2017 existing and 2041 Future Build scenarios. 7.2.1.1 Climate Change The MECP’s guide ‘Consideration of Climate Change in EAs in Ontario’ notes ‘climate consideration’ within a project means that consideration has been given to methods to reduce greenhouse gas emissions, as well as to identify a design that is more resilient to future changes in climate, while also helping to maintain the ecological integrity of the local environment. York Region’s approach to considering climate change is guided by provincial policies (Growth Plan and Provincial Policy Statement), and is embedded in several policies including: • The Province’s Growth Plan; • Provincial Policy Statement; • York Region’s Official Plan; and • York Regions’ Transportation Master Plan (Update). Climate change impacts, including the result of extreme weather will affect conditions of the roadway and require more frequent repairs and updates as time progresses. The project specific recommendations that support climate change policies include the following: • Dufferin Street will accommodate cyclists and pedestrians, which will encourage alternative modes of travel and reduce the single occupant vehicle usage; • Opportunities for tree plantings within the boulevard, as well as within the median has been recommended in the preferred design and will be revisited during the detailed design; • Low impact development opportunities have been recommended and will be revisited during the detailed design; • The above noted recommendations support the Region in mitigating climate change. A key objective of the Dufferin Street EA is to reduce single occupancy automobile use and encourage a more efficient transportation system including: o Encourages increased person carrying capacity, through the implementation of HOV lanes and transit lanes; o Supports and recommends the expansion of YRT service along the Dufferin Street corridor;

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o Provides active transportation improvements through the implementation of an in-boulevard sidewalk and cycle-track; o The proposed improvements accommodate all roadway users, while minimizing residences, businesses and striving to reduce impact on the natural heritage in the north end, however mitigation measures have been identified to reduce potential impacts. Further discussion with the MNRF will be required during detailed design. The following best practices are recommended to mitigate potential effects during construction: • Development and implementation of erosion and sediment control measures to be carried out during all construction phases to limit the amount of sediment entering surface water/local watercourses; • Dust suppression techniques should be implemented throughout construction; • A traffic staging plan should be developed during detailed design to identify how to accommodate local and through traffic during construction, as well as to identify opportunities to reduce detours and congestion on alternate routes. Opportunities to reduce idling will be reviewed during detailed design; and • Opportunities to reduce greenhouse gas emissions as a result of construction will be reviewed to identify opportunities to reduce potential effects. 7.2.2 Noise Assessment The loudest predicted sound level is at Receptor 6 which is a single home in the northeast quadrant of Dufferin Street and Rutherford Road. The sound level is approximately 64 dBA which is above the 60 dBA sound level threshold of York Region’s policy. A noise wall was evaluated at this location which reduced the sound level slightly over the minimum 6 dBA reduction required per the policy. The reduction would benefit one home. No noise mitigation is recommended at this time given that the project sound levels were not substantially above the 60 dBA for most of the NSAs and a noise wall to reduce noise levels at Receptor 6 would not be cost-effective. 7.2.2.1 Construction Related Noise A bylaw restricting noise from construction activity exists within the Study Area (City of Vaughan bylaw 062-2018). Under provisions of the bylaw, work required outside the normal times (1700 hours of one day to 0700 hours of

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the next day) is allowed given that it is Necessary Municipal Work as defined by the bylaw, given that it will be work undertaken by York Region. However, only work required to minimize disruptions to traffic should be completed during times when construction is normally prohibited to avoid noise impacts during the night. To minimize the potential for construction noise impacts, the following provisions should be incorporated into the contract documentation: • Where possible, construction should be carried out during the hours normally allowed as specified in the bylaw. However, if work is required outside of those hours, the Contractor should minimize the amount of noise being generated to not be audible in noise sensitive areas; • Contractors are expected to comply with all applicable requirements of the contract; and • All equipment should be properly maintained to limit noise emissions. All construction equipment should be operated with effective muffling devices that are in good working order. 7.3 Cultural Heritage 7.3.1 Archaeology Portions of the Study Area that are not identified as extensively disturbed or with features of low to no archaeological potential are considered to retain archaeological potential. These areas include, but are not limited to areas of overgrown vegetation, grassed margins, woodlots and manicured yards. Given the potential to recover archaeological potential in these areas, a Stage 2 AA will be required. Given the existing land uses, these identified areas will be subjected to a Stage 2 test pit survey at five-metre transects in accordance with Section 2 - 1.2 of the 2011 S&G. 7.3.2 Cultural Heritage Given the proximity of the cultural heritage resources to the proposed improvements, Table 7-2 summarizes the potential impact of the proposed improvements on the property’s heritage attributes. Table 7-2: Impact Assessment and Recommendations Resource Type Analysis of Impact Conservation/Mitigation Measures East Branch of the Immediately adjacent to A Cultural Heritage Evaluation Don River Valley proposed road Report (CHER) is recommended improvements. to determine if it has cultural Potentially may result in heritage value or interest under

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Resource Type Analysis of Impact Conservation/Mitigation Measures corridor – potential limited and temporary the criteria prescribed in O. Reg. CHL adverse impacts through 9/06. If CHVI is confirmed, a changes in topography Heritage Impact Assessment (HIA) should be conducted during detailed design to identify appropriate mitigation. 10401 Dufferin Street The property has The roadway improvements shift – potential BHR contextual value as it is to the west avoiding impacting important in defining, this property. maintaining or supporting the early 20th century character of the area 9282 Dufferin Street – The property has The roadway improvements do potential BHR contextual value as it is not encroach this property, important in defining, therefore, there are no further maintaining or supporting recommendations the early 20th century character of the area 8785 Dufferin Street – Potential limited and Cultural Heritage Impact Baker-Cober Church temporary adverse Assessment should be and Cemetery – impacts to the CHL conducted during detailed design Potential CHL through changes in the to identify appropriate mitigation. topography Monitory for vibration impact during adjacent construction and immediate cease of work is required if vibration thresholds are exceeded 8484 Dufferin St – The property has This property has been torn Potential BHR contextual value as it is down between the time that this important in defining, project was started at the maintaining or supporting conclusion. the early 20th century character of the area

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7.4 Transportation Engineering 7.4.1 Intersections With the proposed improvements, all signalized intersections are expected to operate at an overall intersection of LOS E or better. Most intersections will still be approaching or operating at effective capacity with individual movements operating at LOS F with long delays and queues. The Region has acknowledged the need to manage and make better use of existing infrastructure through Transportation System Management and TDM measures, rather than continually widening roads to add capacity. 7.4.2 Pedestrian Facilities Pedestrian comfort may be negatively affected by the implementation of the preferred design. With the additional traffic lanes, the distance that pedestrians will be required to traverse will increase. Additional lanes may increase vehicle travel speed and induce greater vehicle volumes which will reduce pedestrian comfort. However, the reduction of congestion, and decrease in emission rates in the future as a result of improved technologies, and more stringent vehicle standards will have positive health impacts on pedestrians and residents in the Study Area. In addition, maintaining buffers between the sidewalks and vehicle travel lanes will improve safety. Overall, the addition of sidewalks between Langstaff Road and Teston Road will improve pedestrian connectivity, and accessibility to destinations along the corridor. Proper signage and detour routes will be provided for pedestrians and cyclists to ensure safe access and connectivity throughout the construction zone. 7.4.3 Cycling Facilities Cyclist comfort may be negatively affected by the implementation of the preferred design, as the addition of lanes may increase speed and volume of adjacent automobile traffic on the road. These effects will be mitigated by the provision of in-boulevard cycle tracks which will improve safety by separating cyclists from pedestrians and motor vehicle traffic, while also accommodating higher speeds of cyclist travel. The implementation of cycle tracks will improve connectivity of the cycling network by providing an uninterrupted corridor between Langstaff Road and Teston Road. Proper signage and detour routes are to be provided for pedestrians and cyclists to ensure safe access and connectivity throughout the construction zone. A meeting with the local Vaughan Bicycle User Group (BUG) is recommended during detailed design.

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7.5 Engineering Environment 7.5.1 Stormwater Management and Drainage From Langstaff Road to Rutherford Road: • Two linear SWM facilities to be implemented for runoff quantity control; • Two Oil Grit Separators (OGS) units to be implemented for runoff quality treatment; and • Roadway runoff will be conveyed through the designed storm sewers. From Rutherford Road to Major Mackenzie Drive: • Two linear SWM facilities to be implemented for runoff quantity control; • Two OGS units to be implemented for runoff quality treatment; and • Roadway runoff will be conveyed through the designed storm sewers. From Major Mackenzie Drive to Teston Road: • Two linear SWM facilities to be implemented for runoff quantity control; • Two OGS units to be implemented for runoff quality treatment; and • Roadway runoff will be conveyed through the designed storm sewers. 7.5.2 Contamination Depending on the extent of the proposed roadway improvements, additional subsurface investigations may be required in connection with soil or groundwater disposal during construction or if land acquisition is required. During detailed design, it will be necessary to complete additional subsurface investigations. Within the Study Area, there are 12 APECs which may require additional subsurface investigations depending on the connection with soil or groundwater disposal during construction or if land acquisition is required. Additional subsurface investigations will be required during detailed design. APECs 1, 2, 3 and 5 are all associated with historical petroleum hydrocarbon spills. They have the potential to impact soil and groundwater in the immediate spill locations if they were not properly cleaned up at the time. The extent of any impact would likely be limited to a small area. In the event that petroleum-impacted soil is found during construction, the soil should be excavated and disposed of by the contractor under the supervision of the environmental inspector.

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APEC 4 is related to the possible use of fill soil of unknown quality during previous construction work within the Study Area. The risk associated with this APEC is low, and no further subsurface investigation work is recommended. If it is expected that the fill soil is to be excavated or removed, the soil can be tested for disposal purposes at that time. APECs 6, 8 and 9 are associated with gasoline stations and represent a high risk level to the soil and groundwater. Prior to property acquisition in these areas, a subsurface investigation is recommended, which would include the drilling of 3-6 boreholes at each APEC location, the installation of groundwater monitoring wells and laboratory analysis of soil and groundwater samples. APEC 7 is associated with a dry cleaner where the cleaning is performed on- site and represents a high risk level to the soil and groundwater. Prior to any property acquisition, a subsurface investigation is recommended. APECs 10, 11 and 12 are all associated with smaller commercial/industrial facilities. The risk is considered low and no additional work is recommended. If soil identified for removal is determined to be contaminated, the disposal is to be consistent with Part XV.1 of the Environmental Protection Act and Ontario Regulation 153/04, Records of Site Condition. Activities related to the management of soil through construction should be compliant with MECP’s current guidance document “Management of Excess Soil – A guide for Best Management Practices” updated in 2018. If there is a discharge of a contaminate into the natural environment, notice must be provided in accordance with the provisions of the Environmental protection Act. Proposed works adjacent to properties identified as either moderate or high risk for contamination concern should be assessed during detailed design. 7.5.3 Groundwater The portion of the Study Area located within the ORM is a groundwater recharge area. The reduction of recharge following construction is not anticipated based on the nature of the proposed works. Where culverts are required, they will be supported on spread footings with founding depths within undisturbed competent native soils. It is assumed that footings would be constructed approximately 0.3m within competent native soils. Open cut has been assumed during construction. Based on the proposed design parameters for culvert replacements and improvements, dewatering volumes have been calculated based on shallow groundwater and subsurface conditions. The expected dewatering target for open excavations was assumed at a depth of 0.5m below the base of

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excavations so that dry excavation can be maintained throughout construction. These details are summarized in Table 7-3. Table 7-3: Dewatering Targets for Open Excavations

Total Water Footing Dewatering Footing Groundwater Rainfall Culvert Dewatering Level Depth Target Area control Control ID Volume (mbgl) (mgbl) (mbgl) (m3) (L/day) (L/day) (L/day) 7 4.0 5.9 6.4 123.1 3400 2500 5900 8 9.0 12.0 12.5 6.0 400 200 600 9 7.7 10.1 10.6 84.5 2900 3700 6600 Based on an assumption of a 30mm rainfall event falling into open excavations, it is anticipated that 13,100 L/day of dewatering will be required for the proposed culvert replacements and improvements within the Study Area. Given that this volume is less than the 50,000 L/day cut off, the construction dewatering activities will not require posting to the MECP Environmental Activity and Sector Registry. Groundwater control can be achieved through the use of filtered sumps at the base of excavations. Groundwater discharge can be directed to flow overland to the various tributaries or to the municipal sewer system. Prior to any discharge, a permit agreement with York Region would be required and water quality compliance with applicable discharge bylaws would need to be confirmed. For discharge to surface water, quality compliance with Provincial Water Quality objectives should be confirmed. Treatment of discharged groundwater may be required to meet discharge standards for the proposed discharge receiver. 7.5.4 Surface Water The construction of the recommended improvements has the potential to alter water quality through on-site erosion and exposed materials, as well as the potential for impairment of downstream water quality with sediments and other contaminants. Changes to water quality will be mitigated through the isolation of the work areas behind cofferdams, the treatment of effluent prior to its release into receiving watercourses. Erosion and sediment controls will prevent sediments from reaching the watercourse.

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Roadway runoff should be directed to existing stormwater management facilities where technically feasible. Oil grit separators should be installed to treat water prior to entering the watercourse. In addition, exposed areas should be vegetated once work is complete. These mitigation measures should eliminate potential changes to water quality of the receiving watercourses. 7.5.5 Source Water Protection As described in Section 4.6.6, the Study Area is located within a Highly Vulnerable Aquifer and Wellhead Protection Area – Quantity (WHPA-Q). As a result of the increased impervious surface based on the recommended improvements along Dufferin Street, there may be potential impacts to the receiving groundwater. In addition, based on the expanded roadway surface, the increased salt usage may impact source water protection areas and result in a larger amount of snow storage along the corridor. However, linear stormwater management facilities and OGS units are recommended for quantity control and quality treatment respectively. York Region has also developed a Salt Management Plan for effective winter maintenance to strive towards reducing the amount of salt entering the environment while meeting Provincial legislation related to winter road maintenance standards. Additional contaminants that may end up along the roadside as a result of increased snow removal and storage during the winter months will be treated by stormwater management facilities within the corridor prior to discharging into the receiving watercourses. 7.6 Environmental effects and Mitigation Measures It is recognized that the proposed improvements to Dufferin Street will result in some impact on the existing environment. Table 7-4 provides an assessment of the potential environmental impacts associated with the project and the recommended mitigation measures required to reduce these effects.

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Table 7-4: Environmental Effects and Mitigation Measures Factor Anticipated Effect Proposed Mitigations Natural Environment Vegetation/Trees • Potential impact to mature • Arborist survey and tree preservation plan to be completed trees, and woodlots along during detailed design. Wetlands Dufferin Street • Minimize construction disturbance area to extent feasible. • Injury and indirect loss through • Every opportunity to minimize loss of natural vegetation Woodlands soil compaction and rutting should be explored during detailed design to avoid larger outside of construction zone trees and hedgerows, as well as natural areas (i.e., ORM, ANSI, ESA) where possible. • Identify, locate and target plants of value and significance that should be preserved or protected through avoidance If not feasible, they can be relocated elsewhere to ensure preservation of local native plant biodiversity. • Ensure temporarily disturbed areas adequately restored with native vegetation post-construction and monitor effectiveness of restoration. • Pre-stress future edges of woodlands as part of edge management plan to encourage establishment of edge vegetation prior to construction activities. • Discourage pedestrian access away from sensitive areas except at trail entry points. Wildlife and Wildlife • Minimal habitat loss • Construction timing windows should be followed to limit Habitat • Potential entry of wildlife into disturbance during sensitive timing windows for breeding work zones resulting in amphibians (mid-March to end of June), bats (August Migratory Birds incidental mortality extending to September) and core breeding period for • Potential disturbance as a migratory birds (May 1 to July 31). result of increased noise and • Delineate construction areas with fencing to exclude wildlife from entering work areas.

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Factor Anticipated Effect Proposed Mitigations light pollution during • Have environmental monitor available in event that wildlife is construction encountered to safely address with construction activities. • Potential impact to breeding • Report to MNRF Aurora office incidents of wildlife injury or birds due to increased noise mortality during construction. and light during construction • Include signage to warn drivers to slow down between Major Mackenzie Drive and Teston Road to minimize collisions with animals. • Minimize risk of artificial lighting adjacent to natural features; use low brightness options, as well as directional lighting to direct light where needed and to restrict elsewhere to protect natural features. • Minimize habitat removal through minimization of access, staging, storage and grading footprints where feasible. • Avoid, salvage and replace wildlife features (i.e., woody debris that may be used as maternity roost by bats) where feasible. • Install temporary page wire fence that is consistent with erosion and sediment controls to limit extent of construction and prevent accidental encroachment into undisturbed areas. • Stabilize exposed soils to present sediment entrainment and restore disturbed areas with native vegetation after construction. • Grading and exclusionary fencing can be installed in areas to deter animal access to road surface and direct movements elsewhere to reduce incidence of road mortality. Aquatic • Culvert replacements • Aquatic habitat connectivity should be maintained at all • Potential impact on fish and crossings. fish habitat

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Factor Anticipated Effect Proposed Mitigations • Potential for silt and sediment • In-water work only permitted on or between June 15 and to enter watercourses September 15 of any given year. • Alteration/loss of riparian • All work must be completed in the dry where construction vegetation works are isolated from creek flows. • Discharge of sediment to • Heavy equipment to avoid watercourses or banks. watercourse • All construction storage, staging or refueling areas to be • Potential release of located at least 30m away from all watercourses and unacceptable contaminant into wetlands. receiving water • Ensure trapped fish in work areas safely relocated outside • Change to sensitive life stages work zone with appropriate permits and approvals in place. if near-water work not timed • Intercept sediment laden drainage as close to source as properly possible. • Potential impact to Headwater • Disturbed soils to be stabilized and restored as soon as Drainage Feature (HDF) possible after disturbance. • Potential for injury of fish • Sediment and Erosion Control Plan to be prepared and implemented to avoid negative impacts to headwater drainage feature. • Surface drainage should be maintained to HDF through ditches and LIDs, given that it is primarily fed by surface water. • Instream activities and release of deleterious substances to be avoided during construction and road maintenance phase. • Stage construction such that disturbance within same area is minimized. • Isolate construction from natural lands through installation of sediment fences and erosion control measure to prevent silt and sediment from entering watercourses.

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Factor Anticipated Effect Proposed Mitigations • Discussions with DFO to occur during detailed design related to Request for Review for works associated with Culvert 7 and Culvert 9. Species at Risk • Potential impact on bat species • If construction required in Redside Dace regulated and their habitat. watercourses, in-water work period begins July 1 and ends • Potential Redside Dace habitat September 15. in East Don River could be • Compliance with breeding bird timing windows (discussed altered due to changes in above). Culvert crossing when riparian • Employ ESC to prevent silt/sediment from moving overland vegetation disturbed or channel into terrestrial or aquatic habitat. is altered • Ensure water quality and temperature regimes maintained or • Potential impact to Eastern enhanced. Wood Pewee and Wood • Use barrier fencing to isolate work zone and exclude wildlife Thrush habitat from work zone. • Create monitoring strategy to determine if mitigation measures working effectively. • Create action plan should individual SAR be encountered. Water Quality • Increase in suspended solids • Consider an enhanced level of treatment through the long- due to increase in term removal of 80 percent TSS runoff prior to discharge imperviousness • For discharge to surface water, quality compliance with Provincial Water Quality Objectives should be confirmed. • Maintain existing flow patterns to avoid changing character of vegetation communities and breeding habitat function. • Create salt management plan that identifies sensitive areas adjacent to natural vegetation communities where de-icing agents should be minimized, avoided or less harmful substances used.

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Factor Anticipated Effect Proposed Mitigations • Pre-treatment for discharged water should be provided prior to releasing to existing wetlands or aquatic habitat. • Water balance for watercourses to be maintained. Water Quantity • Increase in peak flow rate and • Design for Low Impact Development measures that allow for volume due to imperviousness infiltration within the cycle tracks, sidewalks, and other boulevard areas to control post to pre-development conditions. • Drainage and storm systems to mimic overland drainage and ensure control of runoff quality and quantity to watercourse features. • Use variety of treatment measures to provide high level of treatment before discharging to receiving features. • Monitor and maintain stream restoration plantings and replace failed plantings. Socio-Economic Environment Air Quality • Increase in particulates during • Best management practices should be implemented during construction construction to reduce impacts in accordance with Environment Canada’s “Best Practices for the Reduction of Air Emissions from Construction and Demolition Activities”, including material wetting, use of non-chloride dust suppressants to reduce use, use of wind barriers, limiting exposed areas, which may be creating dust. • Potential impact to air quality • Cars will be more efficient in the future and although it is with increase traffic and tailpipe projected that traffic will grow, the air quality is anticipated to emissions improve, as emissions improve. Noise • Potential nuisance impacts to • Where possible, construction will be carried out during hours residents during construction specified by City of Vaughan By-laws • Contractor is to comply with the contract

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Factor Anticipated Effect Proposed Mitigations • All equipment is to be properly maintained to limit noise emissions • Potential increase in existing • Project sound levels are not above 60 dBA for most of the noise levels from traffic NSAs - No noise mitigation is recommended at this time. • Noise wall to be considered for one property during detailed design. Residential/Businesses • Impacts on residents/ impacts • Prior to construction, notices will be delivered to all area on businesses residents and property owners informing them of construction details. • Access to individual driveways will be maintained during construction Property Acquisition • Property acquisition • Discussions to occur during detailed design with residents anticipated. and other property owners to confirm requirements. • The formal property acquisition process will be initiated during detailed design. • Requirements for temporary working easements for grading to be confirmed during detailed design. Construction Safety • Safety for corridor users • During construction, open excavations will be fenced. Aesthetics/Streetscape • Potential for reduced aesthetics • Streetscaping recommended within boulevard, and within median to improve aesthetics for roadway users. Disruption to roadway • Inconvenience during • Prior to the start of construction, regulatory agencies and users during construction construction adjacent property/business owners will be notified regarding the scheduling of construction activities. • Impacts will be temporary in nature. The Region will make all efforts to mitigate impacts as much as possible during construction, through construction staging plans and traffic management plans.

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Factor Anticipated Effect Proposed Mitigations • Detour routes for all roadway users will be identified and implemented in the construction staging plans, including provision for safe routes through the construction zone for cyclists and pedestrians. The plans will include proper signage to inform roadway users. Cultural Heritage Archaeology • Potential to disturb • Stage 2 AA to be undertaken during detailed design. archaeological resources • In the event that human remains are found, the police or coroner must be contacted and all work must cease. • Should previously undocumented archaeological resources be discovered, they are subject to Section 48(1) of the Ontario Heritage Act and the person discovering the archaeological resources must cease alteration of the site and engage a licensed archaeologist to carry out the archaeological field work. Cultural Heritage • Potential impact on Cultural • Should work expand the current Study Area, a qualified Heritage Resources heritage consultant should be contacted to confirm impacts of proposed work on potential heritage resources. • Construction activities to be planned during detailed design and undertaken to avoid impacts to cultural heritage resources. Engineering Contamination • Potential for removal of • If soil removed during construction determined to be contaminated soils. contaminated, disposal is to be consistent with Part XV.1 of • Potential to discharge the Environmental Protection Act and Ontario Regulation contaminate into natural 153/04, Records of Site Condition which outline the environment causing adverse requirements related to the site assessment and clean up. If effect.

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Factor Anticipated Effect Proposed Mitigations • Potential impact to properties contaminated soils present, MECP’s York Durham District near area of potential Office is to be contacted. environmental concern. • Activities related to management of excess soil through • There were 12 APECs construction to be in accordance with MECP’s current identified in the Study Area Guidance Document “Management of Excess Soil – A guide which are anticipated to be for Best Management Practices” updated December 2018, impacted by proposed design, The Guide provides guidance on managing excess soil including property acquisition or during construction. grading easement. • Should there be a discharge of a contaminate into the natural • Potential for spill during environment, notice of the discharge must be provided in construction accordance with the provisions of the Environmental Protection Act, R.S.O. 1990, c.E.19 (EPA). • If the management of excavated soil or excess soil causes an adverse effect, including an odour, litter, dust, noise or other impact to the natural environment or water quality, preventative and remedial actions will be taken to alleviate the adverse effect or impact. Until these issues are addressed, soil management activities will need to be suspended. • Proposed works adjacent to properties identified as either a moderate or high risk for contamination should be adequately assessed during detailed design. If subsurface work is to be conducted, more intrusive investigations may be required (i.e., Phase 1 or II ESA) during detailed design. If impact occurs, it should be managed in consultation with qualified professional. • In the event of a spill, the MECP Spills Action Centre must be contacted.

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Factor Anticipated Effect Proposed Mitigations Groundwater • Potential need for dewatering • Given that dewatering associated with culvert replacement activities to maintain dry will be less than 50,000 L/day, no mitigation measures excavation throughout required. construction Hydrogeology • Potential impact to groundwater • Reduction of recharge is not anticipated; ground water recharge following construction control can be achieved using filtered sumps at the base of excavations. • For discharge to surface water, quality compliance with Provincial Water Quality Objectives should be confirmed; treatment of discharged groundwater may be required to meet standards for proposed discharge receiver. Source Water • Potential impact on lands • Linear stormwater management facilities and OGS units are designated as Highly recommended for quantity control and quality treatment. Vulnerable Aquifers and • York Region has developed a Salt Management Plan for Wellhead Protection Area – effective winter maintenance to work towards reducing the Quantity (WHPA-Q) as a result amount of salt entering the environment while meeting of additional impervious surface Provincial legislation related to road maintenance standards • Increased application of road for winter maintenance. salt may increase impacts to • Additional contaminants that may end up along the roadside source water protection area as a result of snow removal will be treated by stormwater • Snow storage management facilities along the corridor prior to discharge into receiving watercourses.

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8. Commitments to Further Work 8.1 Natural Environment 8.1.1 Culverts Proper erosion control measures should be implemented both during and following construction. Temporary erosion and sediment control must be provided in accordance with OPSS 805. Fill slopes should be provided with permanent erosion protection in accordance with OPSS 803 and/or OPSS MUNI 804. The slopes should be designed as much as practical to prevent surface water runoff from flowing directly down the face of slope. Surface water runoff should be directed to outfalls/outlets. Deleterious material that is soft/loose and/or unsuitable soils should be removed from within the construction envelope on slopes not steeper than 1:1 from the toe of the widened embankment. Exposed subgrade should be inspected, approved and properly compacted from surface in accordance with OPSS MUNI 501. 8.1.2 Trees and Vegetation Where possible explore shifting alignment away from larger trees and hedgerows where possible. Complete detailed survey of tree and vegetation locations to identify plant communities to be considered for avoidance. Basal area assessments and calculations for removals of all vegetation types, as well as a detailed compensation plan according to the TRCA Guideline for Ecosystem Compensation (June 2018) will be prepared prior to any vegetation removal. Extent of disturbance and impact to natural areas will include staking of features based on gradient and extent of work zone during detailed design and construction. Tree removals to be reviewed during detailed design and final numbers submitted for consideration within compensation plan. Monitor success and growth of new plantings and trees as part of road construction. 8.1.3 Wildlife and Wildlife Habitat A wildlife connectivity and construction mitigation plan will be prepared during detailed design to ensure all opportunities for wildlife connectivity are reviewed and that appropriate measures to ensure adequate wildlife exclusion measures within construction work zones are considered.

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A Monitoring Plan will be prepared during detailed design to ensure success of restoration, compensation and wildlife mitigation plans, including timing of monitoring, information to be gathered, success criteria and requirements for replacing or other adaptive management measures. Construction monitoring should be completed by an independent environmental monitor to determine if any wildlife have been inadvertently trapped or found within the construction areas. 8.1.4 Aquatic Habitat A DFO self-assessment for each watercourse where a culvert is being recommended for replacement and/or removal (i.e., Culvert 7, 9 and 10) will be completed during detailed design to determine whether a letter of advice or an authorization is required prior to potential harm to fish. Amphibian surveys to be completed during detailed design to inform mitigation and compensation measures given the presence of several wetlands of various sizes and connectivity within the Study Area to determine areas of significance and ecological function. Effectiveness of sediment and erosion control plans are to be monitored. 8.1.5 Species at Risk A maternity roost and snag assessment may need to be conducted prior to clearing to identify potential bat habitat should there be changes to the design or to verify the previous findings. The information collected during the snag and maternity roost should be documented in an information gathering form and submitted to MNRF, to determine potential compensation measures, including for example bat boxes, as well as the preferred timing window for vegetation removal. Acoustic studies to be completed in June to determine species composition and population in areas where Big Brown Bat and Silver-haired Bat were recorded, as well as to confirm presence of SWH. The information collected during the snag and maternity roost should be documented on an information gathering form and submitted to the MNRF. Impacts to Redside Dace habitat may require a permit through the Endangered Species Act, 2007 (ESA 2007) under Section 17(2)(c). These details will be confirmed with the MNRF. Ongoing discussions to occur with MNRF during detailed design to ensure all SAR that exist in Study Area that has potential to be impacted by project addressed through permitting process, including newly updated species which as part of EA was not considered at risk. It is expected that further site

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specific studies will be conducted during detailed design to confirm risks, and determine appropriate mitigation to be included in design. 8.1.6 Streetscaping Streetscaping opportunities identified in the preliminary design should be reviewed. A tree preservation plan will be completed during detailed design following the York Region Street Tree and Forest Preservation Guidelines. Potential for injury and indirect loss may occur through soil compaction and rutting outside of construction zone, as well as damage to trees. 8.2 Socio-Economic Environment 8.2.1 Air Quality During construction, dust is the primary contaminant of concern. Other contaminants including NOx and VOC’s may be emitted from equipment used during construction activities. Given the temporary nature of construction, there are no air quality criteria specific to construction activities. Mitigation measures to reduce emissions during construction are to be based on Environment Canada’s “Best Practices for the Reduction of Air Emissions from Construction and Demolition Activities”, and include material wetting or use of non-chloride dust suppressants to reduce dust, use of wind barriers and limiting exposed areas which may be a source of dust and equipment washing. Best management practices should be implemented during construction to reduce any air quality impacts that may occur. 8.2.2 Noise Assessment Prior to construction, a new noise analysis is recommended to determine the actual changes with additional road design information, as well as road traffic volumes collected closer to the construction date. 8.2.3 Property Impacts At the time that this EA was undertaken, not all of the property information was available. Therefore, during detailed design, it is recommended that property impacts be reviewed to ensure that no property is owned by Infrastructure Ontario (IO). If there is property, an IO EA will be required to be undertaken. Design should be reviewed for opportunities to reduce property acquisition at constrained locations. Where feasible, opportunities for easements should be considered, rather than property acquisitions.

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8.3 Cultural Heritage 8.3.1 Archaeology Clearance will be secured from the MTCS prior to construction. As a result of the archaeological potential within the Study Area a Stage 2 AA is required during detailed design and prior to construction to assess the lands identified in the Stage 1 AA. These areas must be subjected to test pit survey at five metre intervals in accordance with Section 2.1.2 of the 2011 S&G. Should future work extend beyond the current Study Area, then the area will be required to be assessed to determine archaeological potential and the necessary archaeological investigations will need to be completed prior to project implementation. As per the Cemeteries Act, R.S.O. 1990 c. C.4 and the Funeral, Burial and Cremation Services Act, 2002, S.O. 2002, c.33 no intrusive activity may occur within the limits of the Bake-Cober Church and Cemetery without consent from the Bereavement Authority of Ontario. Should lands directly adjacent to the Baker-Cober Church and Cemetery be impacted by construction, a Stage 3 investigation will be required. Stage 3 investigations will need to be undertaken regardless of whether artifacts were recovered during the Stage 2 survey as per Section 2.2. Guideline 4 of the 2011 S&G. Parts of the study corridor that were identified as having archaeological potential removed (i.e., identified deep and extensive disturbance), as well as areas identified as having no or low archaeological potential (i.e., areas with wet areas) need to be confirmed through an on-site property inspection during a Stage 2 AA. Once all matters related to archaeological sites within the project area have been addressed to the satisfaction of the MTCS, a letter will be issued by the ministry stating that there are no further concerns regarding alterations to archaeological sites. It is an offence under Sections 48 and 69 of the Ontario Heritage Act for anyone other than a licensed archaeologist to make any alteration to a known archaeological site or to remove any artifact or other physical evidence of past human use or activity from the site until such time as a licensed archaeologist has completed archaeological fieldwork on the site, submitted a report to the Minister stating that the site has no further cultural heritage value or interest and the report has been filed in the Ontario Public Register of Archaeology Reports.

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Should previously undocumented archaeological resources be discovered, work must cease and a licensed archaeologist engaged to carry out archaeological fieldwork in compliance with Section 48(1) of the Ontario Heritage Act. Should human remains be discovered, the police or coroner and the Registrar of Cemeteries at the Ministry of Consumer Services must be notified. 8.3.2 Cultural Heritage The proposed design has made all reasonable efforts to avoid impacting cultural heritage resources within the Study Area. The design is anticipated to impact only one potential Cultural Heritage Landscape which is the East Branch of the Don River Valley. A cultural heritage evaluation report (CHER) is recommended to determine if it has cultural heritage value or interest (CHVI) under O. Reg. 9/06. If CHVI is confirmed, a HIA should be conducted during detailed design to identify appropriate mitigation. Given the proximity to the Baker-Cober cemetery, vibration monitoring during construction should be undertaken and work should cease of vibration thresholds are exceeded. Should future work extend beyond the current Study Area a qualified heritage consultant should be retained to confirm impacts of the undertakings on potential cultural heritage resources. 8.3.3 Indigenous Consultation During Stage 2 Archaeological Assessment field work, York Region to work with the Huron-Wendat Nation, Curve Lake First Nation, the Mississaugas of the new Credit First Nation, and the Mississaugas of Scugog Island First Nation to identify opportunities for participation in field investigations. 8.4 Transportation Engineering 8.4.1 Active Transportation Material type and treatment of in-boulevard sidewalk and cycle track to be confirmed during detailed design. 8.5 Engineering Environment 8.5.1 Stormwater Management Culvert 7 is to be replaced with a 2.4m x 1.5m concrete box culvert to meet hydraulic requirements. These requirements should be verified during detailed design. Culvert 8 is in good condition with adequate capacity. The inlet and outlets should be improved, as well as channel improvements upstream and downstream.

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Culverts 9 and 10 are to be replaced with a 1.2m x 1.2m concrete box culvert to meet hydraulic requirements, which should be verified during detailed design. The current box culvert replacements should be revisited during detailed design to recognize and further evaluate the environmental preference of open bottom culverts. Open bottom culverts require additional input from structural and geotechnical teams to confirm the appropriateness of this culvert type. Linear stormwater management facilities are recommended for runoff quantity control (e.g., 2 for each segment of the Study Area), as well as two OGS units for runoff quality treatment. Roadway runoff will be conveyed through the designed storm sewers. Storm sewer outfalls are recommended to be reassessed during detailed design. Existing erosion should be repaired and appropriate erosion protection provided at any new outfalls. The detailed design must maintain pre-development groundwater recharge rates and include a site specific water balance consistent with TRCA SWM Criteria. A detailed review of the OGS units should be undertaken during detailed design to ensure that they meet water quality, 80 percent TSS removal requirements for the Study Area. Special consideration is needed to monitor the effects of surface and groundwater with respect to salt loading, mitigation measures include: • Monitor and analysis of surface and groundwater impact from salt, both pre and post construction; • Design road and de-icing plans to reduce need for and use of salt; and • Investigate potential for diversion of salt laden runoff away from watercourses during detailed design. Water quality control measures including LID strategies are to be reviewed during detailed design. 8.5.2 Contamination Additional subsurface investigations may be required in connection with soil or groundwater disposal during construction or if land acquisition is required. The following is a summary of the commitments for future work:

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• APECs 1, 2, 3 and 5: In the event that petroleum-impacted soil is found during construction, the soil should be excavated and disposed of by the contractor under the supervision of the environmental inspector. • APEC 4: If it is expected that the fill soil is to be excavated or removed, the soil should be tested for disposal purposes. • APECs 6, 8 and 9: A subsurface investigation is recommended, which would include the drilling of 3-6 boreholes at each APEC location, the installation of groundwater monitoring wells and laboratory analysis of soil and groundwater samples. • APEC 7: Prior to any property acquisition, a subsurface investigation is recommended. 8.5.3 Groundwater Control Surface water and groundwater control will be necessary to enable construction below the groundwater table. Temporarily diversion of the flow of water in the watercourses away from the construction areas is recommended. Around the perimeter of the excavations, an interceptor perimeter trench should be installed to prevent surface water from entering the excavations. Given the conditions of the clay soils, large groundwater volumes are not expected to occur over very short time periods. As a result, suitable dewatering systems would be gravity drainage and pumping from strategically placed filtered sumps. Silty sand till is below the groundwater table, therefore the water table must be lowered and temporarily maintained at least 0.5m below the base of the excavation, requiring dewatering ahead of excavation. The zone of influence (ZOI) of dewatering work is expected at a maximum radius of approximately 10m surrounding open excavations. 8.5.4 Hydrogeological and Surface Water Policies applicable to the site should be reviewed and addressed in a Source Water Impact Assessment and Mitigation Plan, per the Region’s guideline documents. During detailed design, borehole information is required for Culverts 9, given that this information was not collected as part the EA. For the purposes of the preliminary dewatering assessment, geologic and hydrogeologic conditions at this location were inferred from surrounding boreholes. A water quality sampling and sediment control plan will be required for dewatering activities. The dewatering system must be appropriately filtered to

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prevent the pumping of fines and loss of groundwater during the dewatering activities and is to be designed by the contractor. Sediment control should include sediment control measures including pumping from filtered sump pits, filter socks and rock check dams/hay bales or temporary settlement ponds. Daily monitoring of dewatering discharge should be completed to verify discharge is visually clear and free of suspended solids, sheens or foam. Detailed dewatering records should be maintained by the contractor including locations of dewatering, duration and volume of pumping and timing for open excavations. The maximum ZOI surrounding dewatering work will extend to a radius approximately 10m from open excavations. A more rigorous assessment of dewatering requirement and ZOI calculations to be completed during detailed design based on the culvert replacements. The ZOI is expected to be of limited extent and does not extend to include structures, buildings and associated private services. Potential sources of contamination were not noted within the anticipated ZOI. Given that tributary crossings are located within the ZOI, there is a potential that nearby surface water features will be affected by dewatering activities. Monitoring of surface water body is recommended during construction, and mitigation measures from dewatering operations should be implemented if significant impacts are observed within adjacent surface water bodies. There is potential for surface water to contribute to additional dewatering volumes due to higher infiltration rates near the watercourse. As the aquifer to be dewatered is unconfined, additional contribution of water may affect the dewatering volume during precipitation events. Groundwater is expected to flow south towards Lake Ontario. There were no wells identified within the anticipated ZOI of dewatering works. The dewatering that is anticipated for culvert replacement and improvements is expected to be shallow and will not impact wells present near the Study Area. The following are recommended to be completed during detailed design: • Detailed design field investigations for permanent structures, including replacements, improvements, extensions or retaining walls; • Confirm hydrogeologic recommendations based on detailed design; • Complete detailed dewatering requirements and ZOI calculation for detailed design.

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8.6 Permits and Approvals During construction, monitoring by an independent environmental monitor should be taken to ensure implementation and adherence to permit conditions, based on permits and approvals discussed below. Completion of Phases 1 through 4 of the Municipal Class EA process does not negate the need to obtain pertinent permits or approvals pursuant to other applicable federal, provincial and/or municipal legislation prior to construction. As part of the detailed design phase of this project, permits and approvals will be required from various agencies to facilitate the proposed improvements including: • TRCA Permit (Development, Interference with Wetlands and Alterations to Shorelines and Watercourses) under O. Reg. 166/06, related to work within the regulated floodplain, and works that may impact the natural heritage system, including replacing the existing culverts, relocation and installation of utilities, as well as sign-off on the Stormwater Management Plan; • Federal Fisheries Act Authorization – given the required culvert replacements (i.e., Culvert 7 and 9), as well as the removal of Culvert 10 and the realignment of this water feature to connect with Culvert 9, may cause a serious harm to fish and a Request for Review will need to be submitted to Fisheries and Oceans Canada during detailed design to determine if an authorization under the Fisheries Act is required; • ESA 2007 permit from the MNRF for impacts to Redside Dace habitat as a result of proposed improvements within watercourses of the East Don River; • Environmental Compliance Approval (ECA) will be required from MECP for stormwater management facilities and storm sewers; and • Clearance from the MTCS for archaeology is required based on findings from subsequent archaeological assessments.

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9. References 1. Canadian Environmental Assessment Act, 2012. Dated June 2012. Available online. Accessed February 21, 2017. http://laws-lois.justice.gc.ca/eng/acts/C- 15.21/page-1.html

2. Ontario Ministry of Municipal Affairs. Places to Grow Act, 2005. Dated June 13, 2005. Available online. Accessed February 17, 2017. https://www.placestogrow.ca/index.php?option=com_content&task=view&id=4&It emid=9

3. Ontario Ministry of Infrastructure. Growth Plan for the Greater Golden Horseshoe. Dated May 2017. Available online. Accessed July 28, 2017. http://placestogrow.ca/index.php?option=com_content&task=view&id=430&Itemi d=14

4. Ontario Ministry of Municipal Affairs and Housing. Provincial Policy Statement, 2014. Dated April 30, 2014 . Available online. Accessed February 17, 2017. http://www.mah.gov.on.ca/assetfactory.aspx?did=10463

5. Ontario Ministry of Municipal Affairs and Housing. Greenbelt Plan. Dated May 2017. Available online. Accessed July 28, 2017. http://www.mah.gov.on.ca/Page187.aspx

6. Ontario Ministry of Municipal Affairs and Housing. Oak Ridges Moraine Conservation Plan. Dated May 2017. Available online. Accessed July 28, 2017. http://www.mah.gov.on.ca/Page13788.aspx

7. Metrolinx. The Big Move – Transforming Transportation in the Greater Toronto and Hamilton Area. Dated November 2008. Available online. Accessed February 17, 2017. http://www.metrolinx.com/thebigmove/en/default.aspx

8. Accessibility for Ontarians with Disabilities Act (AODA), 2005. Dated 2005. Available online. Accessed February 22, 2017. http://www.aoda.ca/the-act/

9. Clean Water Act, 2006. Dated October 2006. Available online. Accessed February 22, 2017. https://www.ontario.ca/laws/statute/06c22

10. York Region. Vision 2051. Available online. Accessed February 17, 2016. Available online. http://www.york.ca/wps/wcm/connect/yorkpublic/a6d9d1ce- 0813-4376-a593-daccf2b7fd6e/vision+2051.pdf?MOD=AJPERES

11. York Region. York Region Official Plan 2016 Office Consolidation. Dated April 2016. Accessed February 17, 2016. Available online.

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http://www.york.ca/wps/wcm/connect/yorkpublic/0dc3cfc2-2e0f-49d2-b523- dc7c14b08273/15001_yropConsolidation2016AccessibleMay42016.pdf?MOD=A JPERES

12. York Region. Transportation Master Plan 2009. Dated 2009. Available online. Accessed March 1, 2016. http://www.york.ca/wps/portal/yorkhome/yorkregion/yr/plansreportsandstrategies/ transportationmasterplan/

13. York Region. Pedestrian and Cycling Master Plan Study. Dated April 2008. Available online. Accessed February 17, 2016. http://www.york.ca/wps/wcm/connect/yorkpublic/d1d11ce3-96bc-40b0-9d15- 22660dcf64e3/Pages+from+York+Region+PCMP+Study.pdf?MOD=AJPERES

14. York Region. Regional Streetscape Policy. Available online. Accessed February 17, 2016. http://www.york.ca/wps/wcm/connect/yorkpublic/22802a61-1834-437f- abc8-f56f7e646505/Regional+Streetscape+Policy.pdf?MOD=AJPERES

15. York Region. Towards Great Regional Streets. Dated December 2008. Available online. Accessed February 17, 2016. http://www.york.ca/wps/wcm/connect/yorkpublic/dbebe417-c502-4ad9-86c7- b0cb1e4467fc/TGRS_Chapter1.pdf?MOD=AJPERES

16. York Region. Best Practices for Planning Centres and Corridors. Dated September 20, 2013. Available online. Accessed February 17, 2016. http://candc.york.ca/en/yorkresources/resources/CentresCorridorsGuideSept201 3_web.pdf

17. York Region. 2017 10-Year Roads and Transit Capital Construction Program. Dated December 15, 2016. Available online. Accessed February 17, 2016. https://www.york.ca/wps/wcm/connect/yorkpublic/0d954ef4-12b6-4ac7-931d- 39a3d1269dff/2015+Approved+Roads_8_11_year_Ver2.pdf?MOD=AJPERES

18. York Region Transit. Moving to 2020: YRT/Viva 2016-2020 Strategic Plan. Available online. Accessed February 17, 2016. https://www.yrt.ca/en/about- us/resources/YRT_5YSP_External-web.pdf

19. York Region. Sustainability Strategy. Dated 2007. Available online. Accessed February 22, 2016. http://www.york.ca/wps/wcm/connect/yorkpublic/e6e04658- d63b-4dcf-a2da- 0e4972c8029c/Final%2BSustainability%2Bdocument.pdf?MOD=AJPERES

20. York Region. Long Term Water Conservation Strategy. Dated March 31, 2011. Available online. Accessed February 22, 2016.

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https://www.york.ca/wps/wcm/connect/yorkpublic/d94e134e-4770-45df-b64a- 1c895803c8a1/LongTermWaterConservationStrategy.pdf?MOD=AJPERES

21. York Region. Traffic Noise Mitigation Policy for Regional Roads. Dated March 2006.

22. City of Vaughan. Vaughan Vision 20|20 – Strategic Plan. Dated 2007. Available online. Accessed February 17, 2016. https://www.vaughan.ca/projects/city_government/vv2020/General%20Document s/VaughanVision2020%20-%202013.pdf

23. City of Vaughan. Official Plan 2010. Dated September 7, 2010. Available online. Accessed February 17, 2016. https://www.vaughan.ca/projects/policy_planning_projects/Pages/Vaughan- Official-Plan---Volume-1-and-2.aspx

24. City of Vaughan. Green Directions – Community Sustainability and Environmental Master Plan. Dated April, 2009. Available online. Accessed February 17, 2016. https://www.vaughan.ca/cityhall/environmental_sustainability/General%20Docum ents/Green_Directions_Vaughan_Final%20_Apr%202009.pdf

25. City of Vaughan. A New Path – Transportation Master Plan. Dated July, 2013. Available online. Accessed February 17, 2016. https://www.vaughan.ca/projects/projects_and_studies/transportation_master_pl an/General%20Documents/02_Vaughan%20TMP%20Executive%20Summary.p df

26. City of Vaughan. Pedestrian and Bicycle Master Plan Study. Dated January, 2007. Available online. Accessed February 17, 2016. https://www.vaughan.ca/projects/projects_and_studies/pedestrian_master_plan/ General%20Documents/PED%20AND%20BIKE%20FINAL.pdf

27. City of Vaughan. City-wide Urban Design Guidelines. Under preparation. https://www.vaughan.ca/services/business/urban_design/Pages/City-Wide- Urban-Design-Guidelines.aspx

28. City of Vaughan. Carrville Centre Secondary Plan. City of Vaughan Official Plan Volume 2. Dated December 2, 2013. Available online. Accessed February 17, 2016. https://www.vaughan.ca/projects/policy_planning_projects/General%20Documen ts/Official%20Plan%20Vol%202/Volume%202%20Chapter%2011%20October% 202014%20Office%20Consolidation/11.2%20Carrville%20Centre%20SP.pdf

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29. City of Vaughan. Area Specific Policies. City of Vaughan Official Plan Volume 2. Dated July, 2014. Available online. Accessed February 22, 2016. https://www.vaughan.ca/projects/policy_planning_projects/General%20Documen ts/Official%20Plan%20Vol%202/Volume%202%20March%202014%20Office%20 Consolidation/VOP%202010%20Chapter%2012%20- %20Mar.07.2014%20Consolidation.pdf

30. City of Vaughan. Carrville District Centre Urban Design Streetscape Master Plan Study. Dated June, 2010. Available online. Accessed February 23, 2016. https://www.vaughan.ca//services/business/urban_design/general%20documents /udg%20carville%20district%20centre.pdf

31. City of Vaughan and Town of Richmond Hill. Environmental Study Report – Schedule ‘C’ Environmental Assessment for Rutherford/Carrville Road between Jane Street and Yonge Street. Dated March 31, 2016. Available online. Accessed February 22, 2016. http://www.rutherfordcarrvilleea.ca/Img/rceawebsitematerial/RCEA%20- %20ESR%20Executive%20Summary.pdf

32. City of Vaughan. 2016. North Maple Regional Park Master Plan Public Consultation June 23, 2016. Accessed June 19, 2018. https://www.vaughan.ca/services/recreation/parks_open_space_planning_design _and_construction/Forms/PANELS_final-for_web%20r1.pdf

33. York Region. Teston Road IEA. Under preparation. http://www.york.ca/wps/wcm/connect/yr_content/yorkconstituent/allpublicnotices/t estonroadieacommencementnotice

34. Greenbelt, 2016. Jane’s Walk York: MacMillan Nature Reserve and MacMillan Farm. Accessed January 19, 2018: http://www.greenbelt.ca/janeswalk16_macmillan

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Appendix A: Consultation A1: Notices A2: PCC 1 and PCC 2 Material A3: Meeting Minutes A4: Agency Comment Tables A5: Master Consultation Table A6: Evaluation Tables A7: Study Area Land Uses

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A1: Notices

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A2: PCC 1 and PCC 2 Material

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A3: Meeting Minutes

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A4: Agency Comment Tables

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A5: Master Consultation Table

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A6: Evaluation Tables

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A7: Study Area Land Uses

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Appendix B: Natural Environment Report

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Appendix C: Air Quality Assessment

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Appendix D: Environmental Noise Assessment

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Appendix E: Stage 1 Archaeological Assessment

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Appendix F: Cultural Heritage Assessment Report

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Appendix G: Transportation System Technical Report

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Appendix H: Stormwater Management and Fluvial Geomorphology Report

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Appendix I: Contamination Overview Report

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Appendix J: Geotechnical Report

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Appendix K: Hydrogeological Investigation Report

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Appendix L: L1: Preferred Design L2: Streetscaping Plan L3: Constructability Report

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L1: Preferred Design

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L2: Streetscaping Plan

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L3: Constructability Report

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Appendix M: Utilities and SUE Report

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Appendix N: Illumination Report

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Appendix O: O1: Property O2: Cost

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O1: Property

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O2: Cost

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