Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio- Economic and Land Use Study

Final Draft Report

Reference: RQQ-2014-C1-092

Prepared for: Metrolinx 20 Bay Street, 6th Floor Toronto ON M5J 2W3

Prepared by: Stantec Consulting Ltd. 300W-675 Cochrane Drive Markham ON L3R 0B8

File: 165011004 November 24, 2020

This page intentionally left blank Sign-off Sheet

This document entitled Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study was prepared by Stantec Consulting Ltd. (“Stantec”) for the account of Metrolinx (the “Client”). Any reliance on this document by any third party is strictly prohibited. The material in it reflects Stantec’s professional judgment in light of the scope, schedule and other limitations stated in the document and in the contract between Stantec and the Client. The opinions in the document are based on conditions and information existing at the time the document was published and do not take into account any subsequent changes. In preparing the document, Stantec did not verify information supplied to it by others. Any use which a third party makes of this document is the responsibility of such third party. Such third party agrees that Stantec shall not be responsible for costs or damages of any kind, if any, suffered by it or any other third party as a result of decisions made or actions taken based on this document.

Prepared by (signature) Gillian Mathews, M.Sc. Environmental Scientist

Prepared by (signature) Emma Fisher-Cobb, B.E.S. Environmental Consultant

Reviewed by (signature) Frank Bohlken, B.Sc., MRM Principal

Approved by (signature) Alex Blasko, B.Sc. Project Manager

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Executive Summary

Stantec Consulting Ltd. (Stantec) was retained by Metrolinx, an agency of the Province of Ontario, to complete a Socio-Economic and Land Use Study for the Stouffville Rail Corridor Grade Separations Project (the Project). The Project proposes grade separations at existing at-grade road-rail crossings along the Stouffville Rail Corridor, south of Unionville GO Station, including the Passmore Avenue road-rail crossing between Kennedy Road and Midland Avenue, in the City of Toronto, Ontario. The environmental effects of the Project will be assessed in accordance with the Transit Project Assessment Process (TPAP), as prescribed in Ontario Regulation (O. Reg.) 231/08 under the Environmental Assessment Act.

A Socio-Economic and Land Use Study Area (Study Area) was identified based on the footprint of the Project plus a 400 m buffer around the Project Footprint, representing the highest potential for direct or indirect impacts to the socio-economic environment and land use.

The Project is located is within the Greater Golden Horseshoe (GGH) region. In 2019, the Province of Ontario undertook the Growth Plan for the GGH introduced under the Places to Grow Act, 2005. The Growth Plan vision is to build stronger, prosperous communities by better managing growth in the region. In the Growth Plan the Stouffville Rail Corridor is identified as one of the priority transit corridors that connects a network of urban growth centres within the GGH.

The Stouffville Rail Corridor Grade Separations Project includes proposed modifications required to meet the service goals of GO Expansion and to reduce the number of at-grade rail crossings along the Stouffville Rail Corridor, including the at-grade crossing at Huntingwood Drive. This Socio-Economic and Land Use Study evaluates the existing and future socio-economic conditions of the Huntingwood Drive Study Area and assesses the effects within the Project Footprint associated with the proposed grade separation. The Project will result in temporary environmental effects during construction, and the introduction of new road and bridge structures will permanently affect the local area.

To accommodate the new road under rail grade separation and associated grading, there will be temporary and permanent property impacts along Huntingwood Drive within the Project Footprint. Although specific property requirements will be determined during the detailed design stage, property impacts are expected to be limited to partial acquisition to accommodate new road works or new easements for structural and utility components.

i Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

The construction staging and potential road closures will temporarily disrupt residents and schools within the Project Footprint. Alternative access arrangements, signal optimization and other traffic mitigation measures will be implemented to maintain accessibility for emergency services, business operations and user enjoyment of amenities.

The proposed Project and new structures may conflict with utility corridors fronting and intersecting the Project Footprint, requiring utility realignments and relocations. Relocation and/or realignment of the utilities will occur in consultation with the City of Toronto and other applicable utility owners.

Temporary visual impacts and aesthetic effects may be experienced as a result of construction activities and will be mitigated through design to the extent feasible. Once construction is complete, the newly built road under rail grade separation will result in visual impacts to road and sidewalk users, as the depressed roadway will pass along retaining walls and under the new rail carrying structure which remains at-grade. The road under rail grade separation will result in a depressed roadway through the Project Footprint which means there would be little or no change in visual character experienced from adjacent properties above ground level. The widened pedestrian and cycle lanes along Huntingwood Drive may also improve the visual character of the crossing.

As future GO ridership is anticipated to more than double by 2031, the expansion of the Stouffville Rail Corridor through grade separations is required in order to reduce traffic conflicts. The Project conditions are consistent with the provincial and municipal land use policies, which promote efficient and resilient land use plans through an increase in density and mix of uses that support higher-order transit. Overall, the proposed road under rail grade separation will improve efficiency for the users of Huntingwood Drive.

ii Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Table of Contents

Executive Summary ...... i

Table of Contents ...... iii

Acronyms and Abbreviations ...... vii

1.0 Introduction ...... 1.1 1.1 Description of the Proposed Grade Separation at Huntingwood Drive ...... 1.3 1.2 Methodology ...... 1.3 1.2.1 Study Area ...... 1.3 1.2.2 Data Collection ...... 1.7 1.2.3 Effects Assessment ...... 1.8

2.0 Description of Existing Conditions ...... 2.1 2.1 Planning Policy ...... 2.1 2.1.1 Provincial ...... 2.1 2.1.2 Regional ...... 2.4 2.1.3 Municipal ...... 2.5 2.2 Neighbourhood Profiles ...... 2.10 2.2.1 Agincourt North ...... 2.13 2.2.2 Tam O’Shanter-Sullivan ...... 2.13 2.2.3 Agincourt South-Malvern West ...... 2.14 2.2.4 L’Amoreaux ...... 2.15 2.2.5 Milliken ...... 2.15 2.3 Existing Land Use and Development Applications ...... 2.16 2.3.1 Residential Uses...... 2.21 2.3.2 Commercial Uses ...... 2.21 2.3.3 Employment Industrial ...... 2.21 2.3.4 Utility and Transportation ...... 2.22 2.3.5 Institutional and Other Uses ...... 2.22 2.3.6 Employment Uses ...... 2.23 2.3.7 Parks and Open Space ...... 2.23 2.4 Built Form, Topography and Visual Character ...... 2.23 2.5 Utilities ...... 2.23 2.6 Transportation ...... 2.24 2.6.1 Roads and Traffic Volumes ...... 2.24 2.6.2 Public Transit Service ...... 2.25 2.6.3 Active Transportation ...... 2.26

3.0 Effects Assessment, Mitigation and Monitoring of the Preferred Design ...... 3.1 3.1 Transportation ...... 3.1 3.1.1 Potential Effects ...... 3.1

iii Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

3.1.2 Mitigation and Monitoring ...... 3.2 3.2 Land Use and Property ...... 3.5 3.2.1 Potential Effects ...... 3.5 3.2.2 Mitigation Measures ...... 3.6 3.3 Utilities ...... 3.8 3.3.1 Potential Effects ...... 3.9 3.3.2 Mitigation and Monitoring ...... 3.9 3.4 Visual Impacts and Aesthetics Effects ...... 3.11 3.4.1 Potential Effects ...... 3.11 3.4.2 Mitigation and Monitoring ...... 3.13

4.0 Conclusion ...... 4.1

5.0 References ...... 5.1

List of Tables

Table 1.1: Effect Mechanisms and Measurable Parameters ...... 1.9 Table 2.1: SASPs Overlapped or Near the Study Area ...... 2.9 Table 2.2: Development Applications within the Study Area ...... 2.16 Table 2.3: Utilities within the Study Area ...... 2.24 Table 2.4: Public Transit within the Study Area ...... 2.25 Table 3.1: Summary of Proposed Construction Mitigation Measures and Monitoring for Transportation ...... 3.3 Table 3.2: Summary of Proposed Operations Mitigation Measures and Monitoring for Transportation ...... 3.4 Table 3.3: Summary of Proposed Construction Mitigation Measures and Monitoring for Land Use and Property ...... 3.7 Table 3.4: Summary of Proposed Construction Mitigation Measures and Monitoring for Utilities ...... 3.10 Table 3.5: Summary of Proposed Construction Mitigation Measures and Monitoring for Visual Impacts and Aesthetic Effects ...... 3.13 Table 3.6: Summary of Proposed Operations Mitigation Measures and Monitoring for Visual Impacts and Aesthetic Effects ...... 3.14

iv Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

List of Figures

Figure 1.1: GO Transit Networks ...... 1.1 Figure 1.2: Socio-Economic and Land Use Study Area – Huntingwood Drive ...... 1.5 Figure 2.1: City of Toronto Zoning Categories ...... 2.7 Figure 2.2: City of Toronto Neighborhoods within and Adjacent to the Study Area ...... 2.11 Figure 2.3: Land Use Facilities ...... 2.17 Figure 2.4: City of Toronto Active Development Applications within the Study Area ...... 2.19 Figure 3.1: North East Aerial Existing View of Huntingwood Drive ...... 3.12 Figure 3.2: North East Aerial View of Huntingwood Drive Rendered (Draft) ...... 3.13

List of Appendices

Appendix A Land Use Designations Overlapped by the Study Area

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Acronyms and Abbreviations

CMHC Canadian Mortgage and Housing Corporation

CN Canadian National Railway

CPR Canadian Pacific Railway

EPR Environmental Project Report

GGH Greater Golden Horseshoe

GIS Geographic Information System

GTHA Greater Toronto and Hamilton Area

MTO Ministry of Transportation

O. Reg. Ontario Regulation

RTP Regional Transportation Plan

SASP Site and Area Specific Policies

SGA Strategic Growth Areas

Stantec Stantec Consulting Ltd

The Project Socio-Economic and Land Use Study for Huntingwood Drive – Stouffville Rail Corridor Grade Separations Project

The 2019 Growth Plan The 2019 Growth Plan for the Greater Golden Horseshoe

TIA Traffic Impact Assessment

TPAP Transit Project Assessment Process

TSNS Toronto Strong Neighbourhoods Strategy

TTC Toronto Transit Commission

UGC Urban Growth Centres

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Introduction November 24, 2020

1.0 Introduction

Stantec Consulting Ltd. (Stantec) was retained by Metrolinx, an agency of the Province of Ontario, to complete a Socio-Economic and Land Use Study for Huntingwood Drive for the Stouffville Rail Corridor Grade Separations Project (the Project) located in the City of Toronto, Ontario.

Metrolinx is undertaking GO Expansion, a Program that will transform GO Rail into a comprehensive regional rapid transit network that will provide faster and more frequent two-way, all-day service to core parts of the rail network (refer to Figure 1.1 for the GO Transit Network). Metrolinx completed a full business case for GO Expansion illustrating its benefits and costs, and core requirements to successfully implement the Program (Metrolinx 2018). The long-term goal and vision of the GO Expansion Program is to provide 15-minute two-way all-day service along the Lakeshore East and Stouffville Rail Corridors. Infrastructure modifications are being planned to support the introduction of additional trains on the Stouffville and Lakeshore East Rail Corridors which will enhance on time performance and operational flexibility/reliability.

Figure 1.1: GO Transit Networks

The Stouffville Rail Corridor generally runs in a north-south direction from Lincolnville GO Station, in the Town of Whitchurch-Stouffville, to Scarborough Junction, located just northeast of the Scarborough GO Station, in the City of Toronto. From Scarborough Junction, service continues to Union Station along the Lakeshore East Rail Corridor.

1.1 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Introduction November 24, 2020

The Project includes seven proposed grade separations at existing at-grade road-rail crossings along the Stouffville Rail Corridor and the following roadways (listed according to the municipality responsible for the roadway):

• City of Markham

− Denison Street (Mile 51.981)

• Regional Municipality of York

− Kennedy Road (Mile 52.40)

• City of Toronto

− Passmore Avenue (Mile 53.16)

− McNicoll Avenue (Mile 53.61)

− Huntingwood Drive (Mile 54.88)

− Havendale Road (Mile 55.16)

− Progress Avenue (Mile 56.72)

Metrolinx is conducting preliminary planning studies and developing conceptual design for the Project. Potential environmental effects of the Project are being assessed to meet the requirements of the Transit Project Assessment Process, in accordance with Ontario Regulation 231/08: Transit Projects and Metrolinx Undertakings and with the Ontario Environmental Assessment Act. This Socio-Economic and Land Use Study for Huntingwood Drive considers the potential effects to the socio-economic and land use features at the proposed Huntingwood Drive grade separation along the Stouffville Rail Corridor. A Socio-Economic and Land Use Study for each of Denison Street, Kennedy Road, Passmore Avenue, McNicoll Avenue, Havendale Road and Progress Avenue is available under separate cover.

1 A mile marker indicates distance along the rail network. The Uxbridge Subdivision, which includes the Stouffville Rail Corridor, originates at Lincolnville, Town of Whitchurch-Stouffville, at Mile 39.00 and terminates at Scarborough Junction, City of Toronto, at Mile 61.03. Historically, the Uxbridge Subdivision originated in Lindsay at Mile 0.00.

1.2 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Introduction November 24, 2020

1.1 Description of the Proposed Grade Separation at Huntingwood Drive

The conceptual design for the Huntingwood Drive grade separation includes the following anticipated key components:

• Road under rail grade separation along Huntingwood Drive which will accommodate the road-rail grade separation and the existing two lanes of traffic

• A rail bridge to accommodate two tracks

• Retaining walls and barriers to protect the road and rail corridors, where required

• Grading as required to reduce the need for retaining walls

• Elevated pedestrian sidewalk to replace the existing sidewalk access along Huntingwood Drive

• Dedicated cycle track to replace the existing road access along Huntingwood Drive

• Temporary areas of disturbance (e.g., detours, laydown areas) required during construction

The project details provided herein are considered conceptual and are subject to refinement as planning progresses.

1.2 Methodology

This Socio-Economic and Land Use Study involved the collection of relevant planning and neighborhood information to characterize existing conditions. The effects assessment was based on this background information and the conceptual design of the Project, and specifically the road under rail grade separation at Huntingwood Drive, to assess how the environment will be potentially affected by the Project in a temporary and permanent capacity.

1.2.1 Study Area

The Socio-Economic and Land Use Study Area (Study Area) has been identified based on the footprint of the Project (Figure 1.2). The Project Footprint includes the total area potentially affected by proposed physical works, and includes, but is not limited to, road detours, temporary laydown areas, retaining walls, and new bridges.

1.3 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Introduction November 24, 2020

The Study Area represents the geographical area within a 400 m buffer around the Project Footprint representing the highest potential for direct or indirect impacts to the socio-economic environment and land use. The Study Area includes the area approximately bounded by Finch Avenue East, Kennedy Road, Sheppard Avenue East, and Midland Avenue (Figure 1.2).

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O:\gis_cad\gis\mxds\socioecon\report_figures\SGS_Socio_Economic_Study\165011004_FM_SGS_Fig1_2_Socio_Ec_Study_Area_Map.mxdDisclaimer: Revised: 2020-06-17 By: bcowper This figure has been prepared based on information provided by others as cited under the Notes section. Stantec has not verified the accuracy and/or completeness of this information and shall not be responsible for any errors or omissions which may be incorporated herein as a result. This page intentionally left blank Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Introduction November 24, 2020

1.2.2 Data Collection

Data collected focused on the compilation of information required to describe current and anticipated socio-economic and land use conditions within the Study Area that may be affected by construction and operations of the Project.

1.2.2.1 Desktop Review and Analysis

Desktop review and analysis included both a literature review and geographical information system (GIS) analysis of geospatial data. The reviewed literature included:

• Project information and supporting studies (e.g., design drawings, technical presentations, traffic impact assessment)

• GO Expansion Program (GO Expansion Full Business Case; Metrolinx 2018a)

• 2041 Regional Transportation Plan (Metrolinx 2018b)

• Information on existing institutional uses found on the Open Data Catalogue (City of Toronto 2019c)

• Provincial, Regional, and Municipal Plans, Legislation and Policy Statements

• City of Toronto Official Plan (including land use maps, secondary plans, site and area specific maps, and special policy areas as relevant)

• City of Toronto Zoning maps and by-laws

• Development applications (from City of Toronto)

• Statistics Canada Census information (Statistics Canada 2017)

GIS-based overlay mapping and analysis tools were used to identify current and anticipated land uses within the Study Area. Geospatial data used in the analysis were obtained from the City of Toronto Open Data Catalogue (City of Toronto 2019c). The following geospatial layers were reviewed:

• Neighbourhood boundaries

• Zoning by-laws

• Development applications

• Places of worship

• School locations

1.7 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Introduction November 24, 2020

• GO Station locations

• Watercourses

• Parks and recreation facilities

• Fire services, paramedic and ambulance services, and police station locations Identified data gaps include the lack of geospatial information on privately-owned institutions and select land uses from the City of Toronto Open Data Catalogue (City of Toronto 2019c). To resolve data gaps, publicly available geospatial services (e.g., Google Maps) and address-listing databases (e.g., Yelp, YellowPages) were referenced. GIS-based overlay mapping and analysis tools were used to determine property counts within the Study Area (City of Toronto 2018a).

1.2.2.2 Field Reconnaissance

Field reconnaissance included Project-facing viewpoint photography. Photographs and Google Earth imagery were used to characterize existing built form, topography, and visual character from several viewpoints and to develop artistic conceptual renderings of the grade separation. Metrolinx conducted two field visits including a site visit with staff from Sir William Osler High School in order to assess the Project Footprint’s existing conditions.

1.2.3 Effects Assessment

Potential effects on socio-economic and land use features were assessed for Project construction and operation (see Section 3.0). The potential effects have been determined based on an understanding of the Reference Concept Design and how construction and operation of the proposed Project will interact with the existing socio- economic and land use environment. The Reference Concept Design may evolve as design continues to progress. Potential effects were assessed in consideration of effect mechanisms and measurable parameters presented in Table 1.1. The following analytical techniques were used in the assessment:

• GIS-based overlay mapping and analysis tools were used to identify potential interactions between the Project and existing and anticipated land uses.

• Potential effects on socio-economic and land use characteristics were described qualitatively in relation to Project construction and operation. Where appropriate, information and conclusions from supporting assessments (e.g. the Traffic Impact Assessment (TIA), Noise/Vibration and Air Quality) were cross-referenced, summarized, and incorporated into the assessment.

1.8 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Introduction November 24, 2020

• Project-facing photographs and artistic conceptual renderings were qualitatively reviewed to inform the characterization of existing conditions, visual impacts and aesthetic effects.

Table 1.1: Effect Mechanisms and Measurable Parameters

Socio-Economic/ Phase Effect Mechanism(s) Measurable Parameter(s) Land Use Feature Construction Transportation • Construction-related • Roadway and property Phase road use, traffic (i.e., access locations and vehicular, cyclist and description pedestrian), and traffic management measures1 Land use and • Complete or partial • Compatibility with existing property acquisition of properties and planned land use and the issuance of objectives and zoning temporary easements • Number and description of affected properties and land uses

• Physical works and • Description of nuisance activities effects (e.g., noise decibel levels, dust and vibration)

Built Form, • Physical works and • Description of physical Topography and activities works and changes in Visual Character baseline viewpoint conditions Utilities • Physical works and • Number and description of activities affected utilities Operations Transportation • Traffic (i.e., vehicular, • Roadway and property Phase cyclist and pedestrian) access locations and function during description operations • Traffic flow

Land use and • Project operations • Description of nuisance property effects (e.g., noise decibel levels, and vibration)

Built Form, • Presence of project • Viewpoint characteristics/ Topography and infrastructure description Visual Character

1.9 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Introduction November 24, 2020

Socio-Economic/ Phase Effect Mechanism(s) Measurable Parameter(s) Land Use Feature Utilities • Project operations • Number and description of affected utilities Note: 1) Includes roadway signage, traffic control, temporary road and lane closures, and temporary access closure.

Where potential adverse effects are identified, mitigation measures are recommended in Sections 3.1.2, 3.2.2, 3.3.2, and 3.4.2 to eliminate or reduce these effects.

1.10 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Description of Existing Conditions November 24, 2020

2.0 Description of Existing Conditions

2.1 Planning Policy

This section provides a summary of the provincial, regional, and municipal planning context to which the Project is subject.

2.1.1 Provincial

2.1.1.1 Places to Grow Act, 2005

Recognizing that an integrated and coordinated decision-making process across all levels of government is required to build complete and strong communities, make efficient use of existing infrastructure, preserve natural and agricultural resources, and identify where and how growth should occur (e.g., determining priority infrastructure investments), the Government of Ontario passed the Places to Grow Act, S.O. 2005, C.13 (Places to Grow Act, 2005, c.13, S. Preamble). The Places to Grow Act, 2005 enables the Provincial Government to:

• Designate any geographic region of the province as a growth area with a specific focus.

• Develop growth plans in consultation with local officials, stakeholders, public groups, and members of the public and Indigenous Nations and Peoples for a particular region.

• Make decisions about growth in ways that increase and promote greater housing and transportation options, investments in regional public service facilities in downtown areas, and benefits from infrastructure investments in communities while balancing regional needs for farmland and natural areas (Ontario Ministry of Municipal Affairs and Housing 2013a). Under the Place to Grow Act, 2005 the Government of Ontario passed growth plans for Northern Ontario and the Greater Golden Horseshoe (GGH) 2. The Huntingwood Study Area encompasses areas designated under the Growth Plan for the GGH.

2 For the purpose of the GGH Growth Plan, the GGH is defined as growth area under the Growth Plan Areas Regulation, O. Reg 416/05, as comprising the following 16 geographic areas: Brant, Dufferin, Durham, Haldimand, Halton, Hamilton, Kawartha Lakes, Niagara, Northumberland, Peel, Peterborough, Simcoe, Toronto, Waterloo, Wellington, and York.

2.1 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Description of Existing Conditions November 24, 2020

2.1.1.2 Growth Plan for the Greater Golden Horseshoe

Prepared and approved under the Places to Grow Act, 2005, A Place to Grow: Growth Plan for the Greater Golden Horseshoe, 2019 (The Growth Plan), which was built upon and replaced the 2006 Growth Plan (as amended in 2012, 2013, and 2017), is a long- term planning document that is designed to plan for growth and development in a way that supports economic prosperity, protects the environment, and helps communities achieve a high quality of life. Guiding principles were developed to direct policy statements within the Growth Plan. The guiding principles include a commitment to complete communities that support healthy and active living for people of all ages (Ontario Ministry of Municipal Affairs and Housing 2019). Intensification in Strategic Growth Areas (SGAs)3 should be prioritized to make efficient use of infrastructure and public transportation. Land use and infrastructure planning and investment should be integrated by all levels of government, and climate change should be addressed when planning and managing communities and infrastructure.

Carried forward from the 2006 Growth Plan, the 2019 Growth Plan continues to focus on SGAs and Urban Growth Centres4 (UGC) as long-term focal points for accommodating mixed-use, high-density, and public-transit oriented development (Ontario Ministry of Municipal Affairs and Housing 2019). The time horizon for land use planning established in the 2019 Growth Plan is 2041.

3 SGAs occur within settlement areas, nodes, corridors, and other areas that have been identified by municipalities or the Province to be the focus for accommodating intensification and higher-density mixed uses in a more compact built form. Strategic growth areas include urban growth centres, major transit station areas, and other major opportunities that may include infill, redevelopment, brownfield sites, the expansion or conversion of existing buildings, or greyfields. Lands along major roads, arterials, or other areas with existing or planned frequent transit service or higher order transit corridors may also be identified as strategic growth areas (Ontario Ministry of Municipal Affairs and Housing 2019, 86). 4 UGCs include: Downtown Peterborough, Downtown Barrie, Newmarket Centre, Downtown Oshawa, Downtown Pickering, Markham Centre, Scarborough Centre, Richmond Holl Centre/Langstaff Gateway, North York Centre, Yonge-Eglinton Centre, Downtown Toronto, Vaughan Metropolitan Centre, Etobicoke Centre, Downtown Brampton, Downtown Mississauga, Downtown Guelph, Downtown Milton, Milton Oakville, Uptown Waterloo, Downtown Kitchener, Downtown Cambridge, Downtown Burlington, Downtown Hamilton, Downtown Brantford, Downtown St. Catharines (Ontario Ministry of Municipal Affairs and Housing 2019).

2.2 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Description of Existing Conditions November 24, 2020

Specific to transportation, the 2019 Growth Plan establishes a regional vision for an integrated transit system and sets out to align growth with this vision through the Specific to transportation, the 2019 Growth Plan establishes a regional vision for an integrated transit system and sets out to align growth with this vision through the implementation of minimum density targets for major transit station areas5, other SGAs, and UGCs (Ontario Ministry of Municipal Affairs and Housing 2019). The 2019 Growth Plan targets a minimum density of 150 residents and jobs combined per hectare for major transit station areas that are served by the GO Transit rail network. The plan also identifies priority transit corridors where, in order to increase benefits from investments in higher-order transit6, it is expected that municipalities will complete detailed planning for major transit station areas (Ontario Ministry of Municipal Affairs and Housing 2019).

2.1.1.3 The Big Move: Transforming Transportation in the Greater Toronto and Hamilton Area

Metrolinx completed a Regional Transportation Plan for the Greater Toronto and Hamilton Area (GTHA) in 2008 entitled The Big Move: Transforming Transportation in the Greater Toronto and Hamilton Area. This study states that the future vision for transportation in the Region includes:

• A high quality of life. Our communities will support healthy and active lifestyles, with many options for getting around quickly, reliably, conveniently, comfortably and safely.

• A thriving, sustainable and protected environment. Our transportation system will have a low carbon footprint, conserve resources, and contribute to a legacy of a healthy and clean environment for future generations.

• A strong, prosperous and competitive economy. Our region will be competitive with the world’s strongest regions. Businesses will be supported by a transportation system that moves goods and delivers services quickly and efficiently.

5 Included as a form of SGA, major transit station areas are generally defined as the area within an approximate 500 to 800 metre radius of a transit station, representing about a 10-minute walk (Ontario Ministry of Municipal Affairs and Housing 2019, 75). 6 Transit that generally operates in partially or completed dedicated rights-of-way, outside of mixed traffic. Forms include subways, inter-city rail, light rail, and buses in dedicated rights-of-way (Ontario Ministry of Municipal Affairs and Housing 2019, 73).

2.3 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Description of Existing Conditions November 24, 2020

2.1.1.4 Provincial Policy Statement, 2020

The Provincial Policy Statement (PPS), 2020 sets out the Province’s land use vision for how we settle our landscape, create our built environment, and manage our land and resources over the long term to achieve livable and resilient communities. One of the primary goals of the PPS is building strong healthy communities which is achieved by managing and directing land use to achieve efficient and resilient development and land use patterns.

The Province seeks to promote a mix of residential housing types that are affordable and market-based alongside employment, institutional, recreational, and other land uses that meet the long-term needs of communities (Ontario Ministry of Municipal Affairs and Housing 2020). The Policy Statement also seeks to optimize investments in transportation by integrating land use planning with growth management, transit- supportive development, intensification, and infrastructure planning

The Provincial Policy Statement also provides direction for designing transportation systems. Section 1.6.7.1 of the Provincial Policy states that “transportation systems should be provided which are safe, energy efficient, facilitate the movement of people and goods, and are appropriate to address projected needs” (Ministry of Municipal Affairs and Housing 2020, 20). Connections within and among transportation systems should be maintained and improved where possible to reduce the length and number of vehicle trips while increasing the future use of public and active transportation.

2.1.2 Regional

2.1.2.1 2041 Regional Transportation Plan

The 2041 Regional Transportation Plan (2041 RTP) for the GTHA builds upon Metrolinx’s 2008 transportation plan, ‘The Big Move’, and identifies the process through which governments and transit agencies will work together to create an integrated, multi-modal regional transportation system that serves the needs of residents, businesses and institutions (Metrolinx 2018b). The 2041 RTP supports the Province of Ontario’s 2017 Growth Plan. Five strategies with associated priority actions such as optimizing the transportation system, connecting more of the region with frequent transit and integrating transportation and land use are included within the 2041 RTP.

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Description of Existing Conditions November 24, 2020

A major focus of the 2041 RTP is to continue building and improving upon the GO Expansion Program initiated under ‘The Big Move’. The GO Expansion Program seeks to transform GO Transit from a commuter-focused service into a two-way, all-day service (Metrolinx 2018a). To support the increased train service, rail corridor improvements are required, including the grade separation and other enhancements at the Stouffville, Lakeshore East and West, Barrie, and Kitchener Rail Corridors.

2.1.3 Municipal

The Study Area is located within Ward 22 (Scarborough Agincourt) of the City of Toronto (City of Toronto 2018b). The following sections provide summary information on the municipal planning context relevant to the Study Area.

2.1.3.1 City of Toronto Official Plan

As required under Section 17 of the Planning Act, R.S.O. 1990, C. P.13, the City of Toronto’s Official Plan (City of Toronto 2015) establishes a vision for future growth and describes the location for new land uses (e.g., housing, industry, parks, office and retail spaces, community services). The Official Plan establishes policies for the built environment, improvements to City of Toronto’s hard services (e.g., transit, roads, sewers), and protection of City of Toronto’s natural environment (City of Toronto 2019b). The Official Plan is prepared in consultation with residents and is approved by City Council (City of Toronto 2019b).

Section 2.1.1 of the Official Plan (2015) states the City of Toronto will work with nearby municipalities, the Province of Ontario and Metrolinx to implement the Provincial framework for addressing growth in the Greater Toronto Area. The framework looks to focus urban growth into centres, mobility hubs, and corridors connected by regional transportation. Growth should enhance use of existing urban infrastructure and services.

The Official Plan (2015) also encourages active transportation through integrating pedestrian and cycling infrastructure into the design of streets and neighborhoods. The City will implement Travel Demand Management measures that reduce auto dependency while increasing the number of trips made by walking, cycling, and transit. Policies, programs, and infrastructure will be implemented to enhance pedestrian and cyclist safety throughout the City. Section 2.4 Policy 14 of the Official Plan states that grade-separated crossings of rail lines should be provided where appropriate to support pedestrian movement. Connections to public walkaways in parks and open spaces should also be maximized.

2.5 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Description of Existing Conditions November 24, 2020

The Official Plan (2015) has stated that new neighborhoods should be viable as their own communities. New streets should be designed with a Complete Streets approach that includes full consideration for the needs of pedestrians, cyclists, and public transportation users. Neighborhoods should include a mix of uses and integrate into the surrounding City with access to public transit and connections to surrounding streets and open spaces.

Land use designations outlined in the Official Plan establish the general uses permitted within a given area (City of Toronto 2015). Land use designations define, among other considerations, where new housing can be built, where stores, offices and industry can be located and where a mix of higher density uses is desired (City of Toronto 2015). Appendix A provides a detailed description of the land use designations overlapped by the Study Area

Central to the Official Plan is the establishment of Zoning By-laws (granted to the City of Toronto under Section 34 of the Planning Act, 1990), which are legal documents that implement policies and objectives described in the Official Plan (City of Toronto 2019b). Zoning By-laws regulate the use and development of buildings and lands by, for example, identifying permitted uses and establishing development standards (e.g., lot size and frontage, building setback, height and built form of structures, open space requirements; City of Toronto 2019b).

Figure 2.1 shows the City of Toronto zoning categories overlapped with the Study Area and are comprised as follows: Employment Industrial zoning is the predominant zoning type within the Study Area, comprising 73% of the total area, followed by Residential zoning at 21%. Open Space (3%), Utility and Transportation (1%), Commercial Residential (1%), Commercial (<1%), and Institutional (<1%). The zoning for <1% of the Study Area is zoned as per the Former City of Scarborough Employment District By-law No. 24982 (City of Toronto 2019c).

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O:\gis_cad\gis\mxds\socioecon\report_figures\SGS_Socio_Economic_Study\165011004_FM_SGS_Fig2_1_Zoning_Map.mxdDisclaimer: Revised: 2020-06-17 By: bcowper This figure has been prepared based on information provided by others as cited under the Notes section. Stantec has not verified the accuracy and/or completeness of this information and shall not be responsible for any errors or omissions which may be incorporated herein as a result. This page intentionally left blank Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Description of Existing Conditions November 24, 2020

2.1.3.1.1 Secondary Plans

The City of Toronto Official Plan (City of Toronto 2015) includes Secondary Plans, which establish local policies designed to facilitate and guide development growth and change in specific areas of the City of Toronto. No Secondary Plans overlap the Study Area.

2.1.3.1.2 Site and Area Specific Policies

Site and Area Specific Policies (SASPs) allow for variations to one or more provisions of the City of Toronto Official Plan (City of Toronto 2015). These policies are implemented to reflect unique historic conditions for development sites, or to provide an additional local policy direction for the given site or area (City of Toronto 2015). Policies of the Official Plan apply to sites and specific areas, except where the SASPs vary from the Official Plan (City of Toronto 2015).

SASPs located within the Study Area are identified in Figure 2.1 and summarized in Table 2.1.

Table 2.1: SASPs Overlapped or Near the Study Area

SASPs Number in SASP Description Policy Direction the Study Area 104 Lands Bounded by Steeles Avenue, Business and trade schools, libraries, Kennedy Road, Passmore Avenue and fraternal organizations, long term care Midland Avenue, and Along Midland facilities, recreational uses and places of Avenue, Finch Avenue, Kennedy Road worship are permitted. and McNicoll Avenue Frontages, South of (City of Toronto 2017, p.74) Passmore Avenue 274 2716 – 2718 Kennedy Road Development of this site may occur with frontages substantially smaller than the lot sizes which are characteristic of the neighbourhood (City of Toronto 2017, p.191) 262 Lands along Midland Avenue and Brimley Only detached dwellings and semi- Road, South of Finch Avenue to Highway detached dwellings are permitted. (City of 401; McCowan Road, South of Toronto 2017, p.177) Huntingwood Drive to Highway 401; and Huntingwood Drive, East of CN Railway to McCowan Road

2.9 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Description of Existing Conditions November 24, 2020

SASPs Number in SASP Description Policy Direction the Study Area 263 Lands along Midland Avenue and Brimley Only detached dwellings, semi-detached Road, North of Finch Avenue; the South dwellings and street townhouses are Side of Steeles Avenue, McCowan Road, permitted. (City of Toronto 2017, p.178) North of Huntingwood Drive; and the West Side of Middlefield Road 347 Finch Warden Revitalization Study Recommendations on site planning, resulting in the SASP 347 which includes building massing and design as well as Council adopted Urban Design Guidelines public realm improvements. which provide detailed guidance on the design and organization of the build environment within the revitalization area. 373 Sheppard/Warden Avenue Study Specific development approval conditions for public and private streets/ lanes, building forms and uses and implementations (City of Toronto 2017, p.291) 132 East Side of Silver Star Boulevard, South Places of Worship are permitted. (City of of Kilcullen Castle Gate and 88 Industry Toronto 2017, p.90) Street 236 Lands at the Northwest Corner of Only Places of Worship, and commercial McCowan Road and Finch Avenue uses which focus on goods and services for households. A wide range and variety of goods and services are permitted. No other uses are permitted until a planning review of the area has been completed to Council’s satisfaction. (City of Toronto 2017, p.165) Note: 1) Altered description for reportability. Actual description is comprised of 28 different area definitions. Source: City of Toronto 2017. Site and Area Specific Policies, Chapter 7.

2.2 Neighbourhood Profiles

This section summarizes selected 2016 Census information from the City of Toronto on the location, population, housing stock, and household tenancy for neighbourhoods wholly and partially overlapped by the Study Area (statistics Canada 2017). The locations of neighbourhoods, relative to the Project Footprint and Study Area, are illustrated in Figure 2.2.

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O:\gis_cad\gis\mxds\socioecon\report_figures\SGS_Socio_Economic_Study\Huntingwood_Drive\165011004_FM_SGS_Fig2_2_Toronto_Neighbourhoods.mxdDisclaimer: Revised: 2020-06-17 By: bcowper This figure has been prepared based on information provided by others as cited under the Notes section. Stantec has not verified the accuracy and/or completeness of this information and shall not be responsible for any errors or omissions which may be incorporated herein as a result. This page intentionally left blank Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Description of Existing Conditions November 24, 2020

2.2.1 Agincourt North

Agincourt North is centered along Finch Avenue East and bounded between Midland Avenue and Middlefield Road and Markham Road. Agincourt North is 7.40 km2 in area.

In 2016, the total population of Agincourt North was 29,113 persons (47.9% male and 52.1% female), a decrease of 3.9% from 2011. Approximately 13% of the population were children (0-14 years), 13% youth (15-24 years), 39% working age (25-54 years), 14% pre-retirement (55-64 years) and 20% seniors (65+ years) (City of Toronto 2019d).

Of the 9,371 private dwellings in Agincourt North, 97.2% were occupied by usual residents7. Of occupied dwellings, 37% were single-detached houses, 16% row houses, 9% semi-detached houses, 7% duplex and 31% apartments. The percentage of owner- occupied housing (81%) in Agincourt North is greater than renter households (19%). The median shelter costs for owner-and-tenant-occupied households in 2016 was $1,073 and $1,259 per month, respectively. 2,220 households were in core housing need in 2016.

In 2016, 28% of labour force residing in Agincourt North took public transit to work. Of the commuting labour force, 23% traveled for 60 minutes or over to reach their usual place of work.

2.2.2 Tam O’Shanter-Sullivan

Tam O’Shanter-Sullivan is located between Victoria Park and Kennedy Road within the boundary of Highway 401 and Huntingwood Drive. Sheppard Avenue East runs across the area. Tam O’Shanter-Sullivan is 5.4 km2 in area.

In 2016, the population of Tam O’Shanter-Sullivann was 27,446 (46.9% were males and 53.1% are females) a 0.2% increase over 2011. Approximately 13% of the population were children, 13% youth, 39% working age, 14% pre-retirement and 21% seniors (City of Toronto 2019d).

Of the 10,384 private dwellings in Tam O’Shanter-Sullivan, 96.7% were occupied by usual residents. Of occupied dwellings, 31% were single-detached houses, 9% row houses, 2% semi-detached houses, 6% duplex and 51% apartments. The percentage of owner-occupied housing (56%) in Tam O’Shanter-Sullivan is higher than renter households (44%). The median shelter costs for owner-and-tenant-occupied

7 Defined by Statistics Canada, usual residents are a person or a group of persons who are permanently residing in a private dwelling. Also included are private dwellings whose usual residents are temporarily absent the date of the census count

2.13 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Description of Existing Conditions November 24, 2020 households in 2016 was $1,050 and $1,155 per month, respectively. 2,895 households were in core housing need8 in 2016.

In 2016, 35% of labour force residing in Tam O’Shanter-Sullivan took public transit to work. Of the commuting labour force, 21% traveled for 60 minutes or over to reach their usual place of work.

2.2.3 Agincourt South-Malvern West

Agincourt South-Malvern West is located between Kennedy Road and Markham Road with Highway 401 and Canadian Pacific Railway (CPR). Agincourt South-Malvern West is 7.83 km2 in area.

In 2016, the population of Agincourt South-Malvern West was 23,757 persons (49% male and 51% female), an increase of 8% from 2011. Approximately 13% of the population were children, 14% youth, 42% working age, 14% pre-retirement and 16% seniors (City of Toronto 2019d).Of the 8,535 private dwellings in Agincourt South- Malvern West, 95% were occupied by usual residents. Of occupied dwellings, 34% were single-detached houses, 6% row houses, 4% semi-detached houses, 8% duplex and 46% apartments. The percentage of owner-occupied housing (72%) in Agincourt South-Malvern West is greater than renter households (28%). The median shelter costs for owner-and-tenant-occupied households in 2016 was $1,287 and $1,349 per month, respectively. A total of 1,795 households were in core housing need7 in 2016.

In 2016, 29% of labour force residing in Agincourt South-Malvern West took public transit to work. Of the commuting labour force, 22% traveled for 60 minutes or over to reach their usual place of work.

8 Defined by the Canadian Mortgage and Housing Corporation (CMHC), a household in core housing need is one whose dwelling falls below at least one of the adequacy, affordability, or suitability housing standards and whose income levels are such that the household would have to spend 30% or more of its total before-tax income to pay the median rent of alternative local housing that meets all three housing standards. Adequate housing does not require any major repairs. Housing is considered affordable if less than 30% of household before-tax income is spent on housing costs. Suitable housing is defined as having enough bedrooms for the size and make-up of resident households, according to National Occupancy Standard requirements.

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Description of Existing Conditions November 24, 2020

2.2.4 L’Amoreaux

L’Amoreaux is located between Victoria Park Avenue and CN and Kennedy Road. Huntingwood Drive and Sheppard Avenue East border the area. L’Amoreaux is 7.16 km2 in area.

In 2016, the population of L’Amoreaux was 43,993 persons (47% male and 53% female), a decrease of 2.1% from 2011. Approximately 14% of the population were children, 13% youth, 40% working age, 14% pre-retirement and 20% seniors (City of Toronto 2019d).

Of the 15,486 private dwellings in L’Amoreaux, 97% were occupied by usual residents. Of occupied dwellings, 24% were single-detached houses, 16% row houses, 6% semi- detached houses, 2% duplex and 50% apartments. The percentage of owner-occupied housing (65%) in L’Amoreaux is greater than renter households (35%). The median shelter costs for owner-and-tenant-occupied households in 2016 was $1,248 and $1,096 per month, respectively. A total of 4,265 households were in core housing need in 2016.

In 2016, 33% of labour force residing in L’Amoreaux took public transit to work. Of the commuting labour force, 23% traveled for 60 minutes or over to reach their usual place of work.

2.2.5 Milliken

Milliken is located between Kennedy Road and Markham Road, it is boarded by Steeles Avenue East and Finch Avenue East. Milliken is 9.38 km2 in area.

In 2016, the population of Milliken was 26,572 persons (48.7% male and 51.3% female), a 2.2% decrease from 2011. Approximately 14% of the population were children, 12% youth, 40% working age, 15% pre-retirement and 18% seniors (City of Toronto 2019d).

Of the 7,825 private dwellings in Milliken, 98.2% were occupied by usual residents. Of occupied dwellings, 51% were single-detached houses, 8% row houses, 8% semi- detached houses, 7% duplex and 27% apartments. 89% of residences in Milliken were owner-occupied housing, and 11% renter-occupied. The median shelter costs for owner-and-tenant-occupied households in 2016 was $1,137 and $1,203 per month respectively. 2,010 households were in core housing need9in 2016.

In 2016, 24% of labour force residing in Milliken took public transit to work. Of the commuting labour force, 22% traveled for 60 minutes or over to reach their usual place of work.

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Description of Existing Conditions November 24, 2020

2.3 Existing Land Use and Development Applications

The following sections provide information on existing residential, commercial, employment industrial, utility and transportation, institutional, employment, and parks and open space areas and development applications overlapped by the Study Area. Figure 2.3 shows land use facilities within the Study Area, such as educational facilities, daycare centres, animal hospitals, places of worship, health care facilities, emergency service facilities and cemeteries.

Development applications for properties located within the residential, commercial, and urban transportation zones of the Study Area are presented in Table 2.2. The locations of the development applications are illustrated in Figure 2.4.

Table 2.2: Development Applications within the Study Area

Development Type Development Application Numbers Single family residential 121247,121248, 121311, 121657, 121850, 121906,121907,121908,121974, 122096,122437,164209,164210,171567,171568, 171569 Multi-family residential 121246,121955, 122444, 122445, 122446 Commercial 116626, 116628 Urban Transportation 155644 Source: City of Toronto2019a. Open Datasets.

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Locations Index 1 - Agincourt Collegiate Institute S a 2 - Agincourt Junior Public School nd hurst Circle 3 - Agincourt Montessori Legend 4 - Canada International College School $$ Mccowan Road Milliken ¯ Project Footprint 5 - Lynnwood Heights Junior Public School Milliken Boulevard (130) Brimley Road ( 6 - Maple Leaf Collegiate School Trojan Gate 8 Socio-Economic and Land Use Study Area

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O:\gis_cad\gis\mxds\socioecon\report_figures\SGS_Socio_Economic_Study\Huntingwood_Drive\165011004_FM_SGS_Fig2_4_Developments.mxdDisclaimer: Revised: 2020-06-17 By: bcowper This figure has been prepared based on information provided by others as cited under the Notes section. Stantec has not verified the accuracy and/or completeness of this information and shall not be responsible for any errors or omissions which may be incorporated herein as a result. This page intentionally left blank Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Description of Existing Conditions November 24, 2020

2.3.1 Residential Uses

Residential dwellings are the principal building type within the Study Area. There are 107 residential properties including nine residential apartments are located within the Study Area. The Official Plan designates apartment buildings as residential properties with five or more dwelling units (City of Toronto 2015).

Clusters of residential properties are located throughout the Study Area, including the following locations:

• Kennedy Road and Midland Avenue

• Belgreen Avenue

• Along Huntingwood Drive between Kennedy Road and Midland Avenue Development applications for residential properties include 5 multi-family residential and 16 single family residential development applications the Study Area. Development applications for residential properties located within the residential zone of the Study Area are presented inTable 2.2. The locations of development applications are illustrated in Figure 2.4.

2.3.2 Commercial Uses

Thirty-four commercial properties were identified within the Study Area, of which, 29 are commercial properties and five are commercial residential. These include the small- scale shopping Agincourt Mall, supermarkets and retail uses that serve the local community.

Sheppard Avenue East is the main commercial area within the Study Area. Within the commercial land use is the Agincourt GO Station which is located approximately 1.3 km south of the Project Footprint.

There are two active development applications for commercial use properties in the Study Area (#116626 and # 116628). All two development applications are located more than approximately 400 m from the Project Footprint.

2.3.3 Employment Industrial

There are 11 employment industrial properties within the Study Area including automotive companies (City of Toronto 2019c).

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2.3.4 Utility and Transportation

There are two utility and transportation properties within the Study Area which is represented by the existing Stouffville Rail Corridor. There are no development applications within the utility and transportation zone of the Study Area.

2.3.5 Institutional and Other Uses

There are 35 institutional properties within the Study Area including educational facilities, religious facilities, medical facilities, and other uses (City of Toronto 2019c).

2.3.5.1 Educational Facilities

There are 10 educational facilities within the Study Area (Figure 2.3) including elementary, secondary, Montessori and high schools (City of Toronto 2019c). Lynnwood Heights Junior Public School is the closest proximity to the Project Footprint (70 m) followed by Sir William Osler High School (104.31 m) and Smart Start Montessori School (190 m). Other schools are located approximately 450 m to 1200 m from the Project Footprint.

2.3.5.2 Places of Worship

There are eight places of worship in the Study Area (Figure 2.3). Roman Catholic Episcopal is the closest to the Project Footprint (547 m), while Agincourt Pentescostal Church and Knox Presbyterian Church are the furthest from the Project Footprint at 812 m and 1554 m, respectively.

2.3.5.3 Medical Facility

There is one medical facility identified within the Study Area which is Toronto Paramedic Service Station 24 located approximately 1550 m from the Project Footprint. There are no hospitals, veterinary or other medical facilities within the Study Area. The Toronto Paramedic Service Station 24 is identified location index 21 in Figure 2.3.

2.3.5.4 Other Uses

Two other uses facilities are located within the Study Area which include the Agincourt Library and Toronto Fire Station 224 (location index 21-22) as shown in Figure 2.3.

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Description of Existing Conditions November 24, 2020

2.3.6 Employment Uses

There are 11 employment properties within the employment zone of the Study Area. The main designated employment area is along Finch Avenue East between Kennedy Road and Midland Avenue. Current employment uses in the area included cafes and restaurants, HSBC Bank, Public Storage, Dynacare Laboratory, Health Services Centre and Nuleader International Inc.

No development applications are present in the employment use areas.

2.3.7 Parks and Open Space

There are 11 open space properties within the open space land use category zone of the Study Area. Of which, there are four parks and one public recreation centre.

Havendale Park is the closest park to the Project Footprint (153 m) followed by Knott Park (171 m). Other parks near the Project Footprint include Donalda Park (570 m) and Collingwood Park (1338 m).

There are no active development applications located within the open space areas.

2.4 Built Form, Topography and Visual Character

The general visual character of the Study Area is suburban with a small amount of parkland (Figure 3.1). The Study Area has level topography, with no prominent visible natural features.

The rail corridor crosses Huntingwood Drive via an at-grade road crossing (Figure 3.1) between Kennedy Road and Midland Avenue. Residential family neighbourhoods are located north and south of the rail crossing.

The rail corridor is shielded along each side with noise barriers, tree lines and vegetation, which run parallel to the tracks north and south of the Project Footprint. Train movements may still be visible from residential houses along the rail track despite vegetation shielding. Train movements will be visible from numerous residences near the Huntingwood Drive crossing.

2.5 Utilities

The following list of the utility owners are located along the municipal right of way within the Study Area as presented in Table 2.3. Additional utilities may be identified as the Project progresses through detailed design.

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Description of Existing Conditions November 24, 2020

Table 2.3: Utilities within the Study Area

Utility Type Owners Watermains, Sanitary Sewers and Storm Sewers, City of Toronto Street Lights Pipelines and Gas Distribution Infrastructure Enbridge Gas Inc. Hydro Infrastructure, Utility Poles and Street Toronto Hydro Lighting Railway Signals and Infrastructure Metrolinx Communications Infrastructure Bell Canada, Rogers Cable Communications Inc., Cogeco Peer 2, CN Railway Source: Stantec Consulting Ltd. 2019. 2019 Huntingwood Visual Utilities Conflict Matrix [map]. Scale not given. Markham, ON

2.6 Transportation

Based on a 2016 Transportation Tomorrow Survey, as stated in the TIA Existing Conditions Report (Stantec, 2020), existing transportation demand in the Study Area was determined using a model split approach between the Study Area and City of Toronto. The results indicated that the Study Area was predominately car oriented, with 71% of trips taken by automobile, compared to 21% by transit, 7% by walking, 1% by cycling, and 1% other.

2.6.1 Roads and Traffic Volumes

Within the Study Area, Huntingwood Drive is classified as minor arterial road (City of Toronto 2020b). Minor arterial roads handle an estimated 8,000 to 20,000 vehicles per day with 1,500 to 5,000 bus passengers per day (City of Toronto 2020b). Traffic movement is the primary function of minor arterial roads. Sidewalks are provided on both sides of the street.

Major arterial roads within the Study Area include Finch Avenue East, Kennedy Road, Midland Avenue and Sheppard Avenue East. These roads are expected to have vehicle volumes of greater than 20,000 vehicles per day and have more than 5,000 bus passengers per day (City of Toronto 2020b).

Havendale Road, also within the Study Area, is classified as a collector road. Other roads within the Study Area are considered local (City of Toronto 2020b).

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2.6.2 Public Transit Service

The regional rapid public transit service, GO Transit, consists of up to seven rail corridors covering more than 460 km including bus and rail systems which connect with 17 municipal transit systems across more than 11,000 square kilometers (Metrolinx 2019).

Within the Study Area, Stouffville is the operating GO Rail service. The Stouffville Rail Corridor runs east from Union Station with the Lakeshore East Rail Corridor until separation at the Scarborough Junction. From the Scarborough Junction, the Stouffville Rail Corridor runs north to the Lincolnville GO Station in Whitchurch-Stouffville. The Agincourt Go Station on the Stouffville Corridor is located within the Study Area.

There are 7 bus transit routes within the Study Area, all of them operated by the Toronto Transit Commission (TTC). Public transit corridors with the most frequent operations were centered on the arterial roads of Kennedy Road, Midland Avenue, Sheppard Avenue, and Finch Avenue.

Existing public transit service routes within the Study Area are presented in Table 2.4, identifying peak periods and approximate frequency.

Table 2.4: Public Transit within the Study Area

Route1 AM Peak2 Midday3 PM Peak4 Off-Peak5 39 – Finch East 5 minutes 8 minutes 7 minutes 10 minutes 43 – Kennedy 10 minutes 10 minutes 10 minutes 10 minutes 57 – Midland 8 minutes 13 minutes 9 minutes 15 minutes 85 – Sheppard East 10 minutes 10 minutes 10 minutes 10 minutes 169 – Huntingwood 20 minutes 30 minutes 30 minutes 30 minutes 939 – Finch Express 4 minutes 5 minutes 4 minutes 10 minutes 985 – Sheppard East Express 6 minutes 12 minutes 5 minutes 12 minutes Notes: 1) Timing is approximate 2) AM Peak Period is defined as 6:30 – 9:30 a.m. 3) Midday Period is defined as 9:30 a.m. – 3:30 p.m. 4) PM Peak Period is defined as 3:30 – 6:30 p.m. 5) Off-Peak Period is defined as past 6:30 p.m. Source: Toronto Transit Commission 2019. TTC busses. In Schedules and maps.

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2.6.3 Active Transportation

There are two main pieces of cycling infrastructure within the Study Area: the Huntingwood Drive signed route and the East Highland Creek Trail (City of Toronto 2020a). The Huntingwood Drive signed route runs along Huntingwood Drive from Ridgecrest Drive to McCowan Road. The Huntingwood Drive signed route runs directly through the Project Footprint and crosses the Stouffville Rail Corridor at-grade. The East Highland Creek Trail is a hard-packed multi-use trail that runs along Highland Creek from Finch Avenue to Heather Road. Together, this cycling infrastructure allows for both north-south and west-east movement via bicycle within the Study Area.

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3.0 Effects Assessment, Mitigation and Monitoring of the Preferred Design

This effects assessment identifies potential socio-economic and land use effects associated with the construction and operations phases of the Project and proposes mitigation and monitoring measures where potential effects are predicted, aiming to reduce these adverse effects. The assessment of potential effects and appropriate mitigation measures in this section specifically addresses Project effects on transportation, land use and property, utilities, and visual impacts and aesthetic effects. Project construction and operations will adhere to all applicable planning and regulation standards and requirements, where feasible, in accordance with the City of Toronto.

3.1 Transportation

Transportation includes movement of people through vehicles, public transportation and active transportation, and the associated infrastructure required to accomplish this movement

3.1.1 Potential Effects

3.1.1.1 Construction

During construction of the road under rail grade separation, temporary impacts to road and sidewalk users will occur as a result of activities such as site preparation, temporary laydown areas, and roadworks. A road detour to the north of Huntingwood Drive will be required during construction; however, a minimum one lane of traffic is to be maintained in each direction between Belgreen Avenue to the west and Kittery Boulevard to the east. Only right in and right out movements to/from Kittery Boulevard will be allowed during the construction period. As a result, road segments and intersections along Kennedy Road and Midland Avenue are likely to experience increased traffic congestion and travel times during construction. Bus routes along Huntingwood Drive including the 169A and 169B between Don Mills Station and Scarborough Centre, a popular transit service during weekdays, may also experience increased transit delays given road detours.

During portions of construction the east crosswalk at Belgreen Avenue and Huntingwood Drive may be impacted. A multi-use pathway will be provided on the north side of detour road to provide safe passage for pedestrians and cyclists.

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The existing bus stop located east of Belgreen Avenue is proposed to be temporarily relocated to the west of Belgreen Avenue during construction. Similarly, the existing bus stop located west of Kittery Boulevard is proposed to be temporarily relocated east of Kittery Boulevard. The temporary bus stop locations have the potential for increased walking time for pedestrians, however, the increase is expected to be limited given the close proximity of the temporary bus stop locations to the existing locations.

To accommodate construction of the rail bridge, tracks will be temporarily shifted eastward. Vehicle travel times are expected to be temporarily affected following such detours.

Given the close proximity of two schools (Lynnwood Height Junior Public School and Sir William Osler High School) to the Project, additional traffic and safety measures will be implemented, as appropriate, such as the use of flaggers and alternative access routes along Huntingwood Drive to reduce the risk for accidents and collisions.

3.1.1.2 Operations

During operations, traffic flow along Huntingwood Drive will be improved through reduced congestion and travel times. Upgraded sidewalks with protective barrier fencing interfacing with vehicles along Huntingwood Drive will facilitate increased pedestrian mobility and the existing 2.5 m signed route/storage lane will be reinstated.

Once construction is complete, the bus stops along Huntingwood Drive east of Belgreen will be relocated to the nearside of the intersection and will be constructed to meet City of Toronto standards. The bus stop at stop at Huntingwood Drive and Kittery Boulevard will be removed once construction is complete as per the TTC’s request.

Given the difference in grade from existing to proposed conditions, pedestrians and cyclists may experience some inconvenience and increased travel time due to the 5% slope associated with the grade separation. The grade separation will also result in shaded areas beneath the rail bridge, causing potential safety concerns for pedestrians and cyclists.

3.1.2 Mitigation and Monitoring

3.1.2.1 Construction

Table 3.1 presents the proposed measures to mitigate effects on transportation and associated monitoring activities during construction.

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Table 3.1: Summary of Proposed Construction Mitigation Measures and Monitoring for Transportation

Environmental Potential Mitigation Measure(s) Monitoring Component Effect Traffic Construction • Traffic Control and • Traffic impacts to be may result in Management Plan(s) will be monitored in accordance the need for developed prior to construction with the Traffic Control temporary to maintain reasonable access and Management Plan road or lane through work zones, to the and adjust as necessary closures extent possible. during the construction changing • Access to nearby land uses period. access to will be maintained to the extent • Cycling network impacts nearby land possible. Potentially affected to be monitored in uses residents, tenants and accordance with the business owners will be Construction Traffic notified of initial construction Control and Management schedules, as well as Plan and adjust as modifications to these necessary during the schedules as they occur. construction period. • Potential effects to pedestrian and cyclist activities during construction will be mitigated through the installation of appropriate wayfinding, regulatory, and warning signs. • Metrolinx will communicate changes to traffic and land use access with the staff at Sir William Osler High School during construction to ensure the safety of students. • Traffic signal timing optimization may be assessed/implemented to increase capacity of affected intersections and to aid in the movement of traffic. Traffic signal timing adjustments would require coordination between Metrolinx and City of Toronto, and will be undertaken if required, to determine appropriate changes to traffic signal timings.

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Environmental Potential Mitigation Measure(s) Monitoring Component Effect Public Transit Construction • Metrolinx will ensure that the • Traffic impacts to be may result in public is notified in advance of monitored in accordance access any potential service with the Construction restrictions to disruptions. Traffic Control and local bus • Metrolinx will consult with local Management Plan and routes and transit agencies to establish a adjusted as necessary temporary suitable mitigation strategy to during the construction disruptions to be implemented. period. the existing rail corridor

3.1.2.2 Operations

Table 3.2 presents the proposed measures to mitigate effects on transportation and associated monitoring activities during operations.

Table 3.2: Summary of Proposed Operations Mitigation Measures and Monitoring for Transportation

Environmental Potential Effect Mitigation Measure(s) Monitoring Component Traffic Increased effort for • No mitigation measures available. • No monitoring pedestrians and required. cyclists from the 5% slope associated with the grade separation Traffic Safety concerns • A barrier along the elevated • No monitoring associated with sidewalks will be provided for required. shaded areas and enhanced pedestrian safety. proximity of • Additional pavement markings from pedestrians/cyclists current conditions will enhance the to vehicular traffic safety of cyclists and further demarcate the buffer between cyclist and vehicular traffic. • Sidewalk lighting beneath the rail bridge will be provided for improved visibility and pedestrian safety.

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3.2 Land Use and Property

Land use and property refers to the changes in land use, property ownership (i.e., through either permanent or temporary property acquisition), changes in access, and nuisance effects that may result from construction and operations of the Project.

3.2.1 Potential Effects

3.2.1.1 Construction

To accommodate the Project, temporary property impacts will occur along Huntingwood Drive between Kittery Boulevard and Greenberry Place, affecting City of Toronto rights of way, Sir William Osler School and residential properties along the rail corridor. The temporary property impact at Sir William Osler School will remove a portion of the school’s track. Up to seven permanent easements will occur in properties east of Belgreen Avenue on the north and south sides of Huntingwood Drive to accommodate proposed retaining walls.

Property access for residential and school properties located near project construction such as Sir William Osler School will be maintained during construction. The Project is not expected to limit access for residents within the Study Area.

Occupants of residences located near project construction, as well as staff and students at Sir William Osler School may experience nuisance effects such as construction noise, vibration and loss of privacy due to the increased number of workers and temporary access accommodations. Fugitive dust within the context of socio-economic and land use may also be a nuisance effect but is expected to be low and short term in duration as it’s limited to construction activities. Furthermore, there is the potential for safety concerns based on additional hazards as a result of visual distractions associated with detours and land restrictions required for construction which may lead to an increase in traffic delays and possible traffic accidents. These nuisance effects are expected to be short term during the Project’s construction and will be addressed through mitigation measures. Further information on changes to air quality and noise/vibration from the Project is available in the Air Quality Assessment and the Noise and Vibration Assessment (refer to Appendices A6 and A7 to the Environmental Project Report). Noise barriers are currently installed along the rail corridor at Huntingwood Drive. To accommodate the rail detour, a portion of the noise barriers will require temporary removal during construction.

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Retaining walls will be constructed along a portion of both sides of Huntingwood Drive to limit grading impacts on adjacent properties. The presence of retaining walls will also provide a sound barrier from vehicular traffic resulting in less noise for residents backing onto Huntingwood Drive. This will have a positive effect. In other areas, grading will contour the land towards the road under rail grade separation on Huntingwood Drive.

3.2.1.2 Operations

The Project conforms with provincial and municipal land use policies, which prioritize developments in major transit corridors through an increase in mix of uses that are supportive of future use of transit. The Project is compatible with City of Toronto Official Plan land use designations overlapped by the Study Area, as well as Site and Area Specific Policies. The road under rail grade separation is generally consistent with the City of Toronto’s Official Plan (2015) to support pedestrian movement and reduce traffic conflicts. There are no known changes in land use designations other than the property acquisitions required for the Project.

Retaining walls will be constructed along a portion of both sides of Huntingwood Drive to support the new depressed roadway and limit grading impacts on adjacent properties. The presence of retaining walls will also provide a partial sound barrier from vehicular traffic resulting in less noise for residents backing onto Huntingwood Drive. Given the depressed depth of the road under rail grade separation, the potential for nuisance effects such as noise, dust and vibration effects may be reduced during operations for residents backing onto Huntingwood Drive.

3.2.2 Mitigation Measures

3.2.2.1 Construction

Table 3.3 presents the proposed measures to mitigate effects on land use and property and associated monitoring activities during construction.

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Table 3.3: Summary of Proposed Construction Mitigation Measures and Monitoring for Land Use and Property

Environmental Potential Mitigation Measure(s) Monitoring Component Effect Property Property • Specific property • Follow Metrolinx acquisition – requirements will be guidance with respect to permanent and confirmed during design. monitoring requirements temporary Where access to property is at construction required, ongoing staging/laydown areas. consultation with affected landowners will help identify appropriate site-specific mitigation measures. • Select staging/laydown areas in accordance with Metrolinx procedures. Staging/laydown areas should be located in areas that minimize adverse effects to sensitive receptors. All land uses Nuisance • Mitigation measures related • When applicable, and adjacent effects from to potential nuisance effects monitoring related to lands construction are outlined in the Air Quality potential nuisance effects activities and Noise and Vibration are outlined in the Air commitment tables. Quality and Noise and • An Erosion and Sediment Vibration commitment Control Plan will be tables. developed in accordance • Erosion and sediment with the Greater Golden control monitoring to be Horseshoe Area conducted as per the Conservation Authorities’ contract documents. Erosion and Sediment • Number and resolution of Control Guideline for Urban complaints received. Construction (December, 2006), as amended from time to time, that addresses sediment release to adjacent properties and roadways. • Develop a Communications Protocol in accordance with the contract documents , which will indicate how and when surrounding property owners and tenants will be informed of anticipated upcoming construction

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Environmental Potential Mitigation Measure(s) Monitoring Component Effect works, including work at night, if any. • Develop a Complaints Protocol in accordance with the contract documents. • Metrolinx will communicate with the staff at Sir William Osler High School during construction to ensure the safety of students. Land use and • Provide well connected, • Temporary access paths, access clearly delineated, and walkways, cycling routes disruption appropriately signed and fencing should be walkways and cycling route monitored. options, with clearly marked • Number and resolution of detours where required. complaints received. • Provide temporary lighting and wayfinding signs and cues for navigation around the construction site. • Develop a plan to reduce the effects of light pollution in accordance with the contract documents. • Access to businesses during working hours will be maintained, where feasible. Where regular access cannot be maintained, alternative access and signage will be provided.

3.2.2.2 Operations

Property impacts and acquisition requirements will be addressed during the construction phase, including negotiations related to property access along Huntingwood Drive. No other direct negative effects to land uses are anticipated during the operations phase of the Project; therefore, no mitigation measures are proposed.

3.3 Utilities

This section describes the potential conflicts with utilities resulting from the physical works associated with Project construction and the potential for ongoing maintenance requirements during operations.

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3.3.1 Potential Effects

3.3.1.1 Construction

Project construction will result in impacts to utilities through physical works and construction activities within the Study Area. Temporary utility impacts may occur from relocation, upgrading or replacements to watermains, pipelines, gas, hydro, street lighting, sewers and communication cables along Huntingwood Drive. Where possible, these utilities will be protected in place, however, if required, relocation and/or realignment of the utilities will occur in consultation with the City of Toronto and other applicable utility owners. With the implementation of utility relocation plans, effects on utility services will be limited.

Properties located within the Study Area may experience temporary service interruptions during utility realignment/relocation. In addition, utility works requiring realignment may result in the need for temporary road or lane closures, changing access to nearby properties, and could temporarily affect pedestrian, cyclist and vehicle movement along Huntingwood Drive.

3.3.1.2 Operations

Underground storage tanks have been conceptually designed for the stormwater system. There will be increased maintenance activities required for the stormwater system, compared to the existing system, but the design will otherwise maintain existing capacity and function.

No negative effects to utilities are anticipated during the operations phase of the Project because utilities will be reinstated to maintain existing function.

3.3.2 Mitigation and Monitoring

3.3.2.1 Construction

Table 3.4 presents the proposed measures to mitigate effects on utilities and associated monitoring activities during construction.

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Table 3.4: Summary of Proposed Construction Mitigation Measures and Monitoring for Utilities

Environmental Potential Mitigation Measures Monitoring Component Effect Utilities Utility • Develop and implement a detailed • Maintain regular Planning and serviceability Utility Infrastructure Relocation Plan communication and Construction effects due to that identifies all utilities anticipated coordination through design to be impacted by the construction issuance of regular requirements works, all relevant utility agencies progress reports and and and authorities, and outlines the updates to construction approach to the utility relocation applicable utility process. The Utility Infrastructure agencies. Relocation Plan will be developed in • Record all accordance with the contract installation documents. tolerances and how • Additional surveys shall be they are to be performed prior to construction to monitored. field locate and verify the existing • Perform inspection utilities within the project area and and testing to document their condition. ensure successful • Perform all work identified in the utility relocation and Utility Infrastructure Relocation Plan safe and efficient to protect, support, safeguard, installation. remove, and relocate all Utility • In the event of Infrastructure. potential impacts to • Obtain permits and consents from critical utilities, and with all Utility Companies with instrumentation and respect to the design, construction, monitoring shall be installation, servicing, operation, carried out to protect repair, preservation, relocation, and the critical utilities or commissioning of Utility and structures and Infrastructure. reduce risks of • Ensure minimizing impact to the damage due to Train Service Plans and to continuity construction of service and disruption to property activities. owners and customers of the Utility Companies to the satisfaction of the Utility Companies and Metrolinx

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Effects Assessment, Mitigation and Monitoring of the Preferred Design November 24, 2020

Environmental Potential Mitigation Measures Monitoring Component Effect Utilities Post- Future Utility • Where new utility crossings are • Develop and Construction Maintainability proposed, application for a new implement tracking Phase utility crossing agreement will be system for as-built required. Where modifications to an deliverables. existing utility crossing takes place, updates to an existing utility crossing will be needed. • Post- construction inspections of the new utility infrastructure shall be undertaken for applicable works upon completion of the construction works to document condition. • Obtain as-built plans of the relocated infrastructure from utility agencies per as-built preparation standards CSA S250-11 – Mapping of Underground Utility Infrastructure (2011), as amended from time to time.

3.3.2.2 Operations

Discussions regarding operation and maintenance associated with the storm sewer are ongoing between Metrolinx and the City of Toronto; the confirmation of mitigation measures is an ongoing process and mitigation measures will be identified at a later date.

As other utilities will be reinstated to maintain existing function, no additional mitigation measures are necessary.

3.4 Visual Impacts and Aesthetics Effects

The visual impacts and aesthetic effects of the Project Footprint and surrounding area includes a qualitative assessment of the anticipated changes to the local viewshed.

3.4.1 Potential Effects

3.4.1.1 Construction

The construction of the road under rail grade separation may result in temporary visual impacts and aesthetic effects due to the construction of infrastructure, vegetation removal, temporary storage sites for equipment, staging/laydown areas, stockpiling of material and other construction-related activities. An area of vegetation located in the

3.11 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Effects Assessment, Mitigation and Monitoring of the Preferred Design November 24, 2020 southeast quadrant of the Project Footprint will be removed during construction resulting in increased temporary visual exposure to the Project’s construction.

3.4.1.2 Operation

Once construction is complete, the newly built road under rail grade separation will result in visual impacts to road and sidewalk users, as the depressed roadway will pass along retaining walls and under the new rail carrying structure remains at-grade as illustrated in Figure 3.2.

Retaining walls will be constructed along a portion of both sides of Huntingwood Drive to limit grading impacts on adjacent properties. These retaining walls will be visible to road users, pedestrians, and cyclists as they travel along Huntingwood Drive, and the walls will be visible to adjacent businesses. Vegetation removal resulting from the construction of the retaining walls may potentially impact the visual character of the area. The depressed roadway may be less visible to nearby properties at ground level (depending on their existing views) and occupants of Sir William Osler High School, located along Huntingwood Drive. The widened pedestrian and cycle lanes along Huntingwood Drive may also improve the visual impacts of the crossing.

Figure 3.1: North East Aerial Existing View of Huntingwood Drive

3.12 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Effects Assessment, Mitigation and Monitoring of the Preferred Design November 24, 2020

Figure 3.2: North East Aerial View of Huntingwood Drive Rendered (Draft)

3.4.2 Mitigation and Monitoring

3.4.2.1 Construction

Table 3.5 presents the proposed measures to mitigate effects on aesthetic effects/visual character and associated monitoring activities during construction.

Table 3.5: Summary of Proposed Construction Mitigation Measures and Monitoring for Visual Impacts and Aesthetic Effects

Environmental Potential Mitigation Measure(s) Monitoring Component Effect Visual Visual effects • A screened enclosure for the construction • Construction Characteristics from site will be provided, with particular activities will construction attention to the waste disposal and be monitored areas/activities material storage areas. by a qualified • Consideration will be given to providing Environmental temporary landscaping along the borders Inspector to of the construction site between site confirm that all fencing/enclosure and walkways, where activities are space allows, and where necessary. conducted in • Metrolinx will consider maintenance of accordance vegetation to the extent possible during with mitigation construction and replanting of vegetation plans and within

3.13 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Effects Assessment, Mitigation and Monitoring of the Preferred Design November 24, 2020

Environmental Potential Mitigation Measure(s) Monitoring Component Effect to maintain natural buffers where specified appropriate and feasible. areas. Light Pollution Light trespass, • Comply with all local applicable municipal • Number and glare and light by-laws and Ministry of Transportation resolution of pollution (MTO) practices for lighting in areas near complaints effects or adjacent to highways and roadways received. regarding outdoor lighting for both permanent and temporary construction activities, and incorporate industry best practices provided in ANSI/IES RP-8-18 – Recommended Practice for Design and Maintenance of Roadway and Parking Facility Lighting, as described in the contract documents. • The Constructor will perform the Works in such a way that any adverse effects of construction lighting are controlled or mitigated in such a way as to avoid unnecessary and obtrusive light with respect to adjoining residents, communities and/or businesses.

3.4.2.2 Operations

Table 3.6 presents the proposed measures to mitigate effects on aesthetic effects/visual character and associated monitoring activities during operations.

Table 3.6: Summary of Proposed Operations Mitigation Measures and Monitoring for Visual Impacts and Aesthetic Effects

Environmental Potential Mitigation Measure(s) Monitoring Component Effect Visual Visual • Retaining walls, tunnel walls, and • No monitoring Characteristics effects abutments that are public facing or required. from new accessible to the walking-public will have road under plain surface finishes acceptable by the rail grade local road authority and will require anti- separation graffiti coating treatment (if artwork will be installed by the municipality, anti-graffiti coating shall be applied after artwork installation). On all other wall treatment cases, a patterned concrete finish acceptable by the local road authority and anti-graffiti coating will be applied.

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Conclusion November 24, 2020

4.0 Conclusion

This socio-economic and land use study identified the existing and future conditions of the Study Area and assessed the potential effects of the Project on socio-economic and land use conditions. The effects of the Project are set in the context of the existing Metrolinx Stouffville Rail Corridor within several land use categories.

Project construction will have short-term impacts on traffic, pedestrians and cyclists within the Study Area. Construction of the road under rail grade separation at Huntingwood Drive can be accommodated through a temporary detoured to the north of the existing alignment to maintain connectivity. At a minimum, one lane of traffic will be maintained in each direction throughout construction. The road detour will provide continued traffic flow along Huntingwood Drive and no substantial changes in travel times are anticipated. A temporary sidewalk will be constructed along one side of the detour road to ensure that pedestrians can be accommodated through the construction zone.

The Project conforms to the provincial and municipal land use policies which prioritize developments in major transit corridors through an increase in a mix of land uses that are supportive of future transit use. Project construction and operations will adhere to all applicable planning and regulation standards and requirements, where feasible, in accordance with the City of Toronto and AODA standards. Generally, the road under rail grade separation is consistent with the City of Toronto’s Official Plan (2015) objectives to support pedestrian movement and reduces traffic conflicts.

To accommodate the Project, there will be temporary and permanent property impacts along Huntingwood Drive within the Project Footprint. The construction staging and potential road closures will also temporarily disrupt residents and schools within the Study Area. Alternative access arrangements, signal optimization and other traffic mitigation measures will be implemented to maintain accessibility and connectivity within the Study Area such as maintaining pedestrian and cycling access and connectivity, active frontage on public streets, landscape buffers and accessibility for emergency services.

Utility realignments will also be required where conflicts occur with existing utilities. This may result short-term impacts on utilities to residents, businesses, institutions and surrounding communities through temporary service interruptions and temporary road or lane closures.

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Conclusion November 24, 2020

Temporary visual impacts and aesthetic effects may be experienced as a result of construction activities. Once construction is complete, some visual impacts from new infrastructure will require design considerations to mitigate to the extent possible and match the existing visual character of the neighborhood. The widened pedestrian and cycle lanes along Huntingwood Drive may improve the visual impacts of the crossing.

Overall, temporary effects will be limited to typical nuisance effects experienced during construction, which will be mitigated to the extent possible through best management practices for construction. Permanent effects related to vehicle and pedestrian access along Huntingwood Drive, property requirements for utility and structural components, and visual changes to the area will be addressed through negotiations with adjacent property owners or mitigated through design to the extent feasible.

Long-term benefits of the Project will include more efficient transit services, improved traffic connectivity and traffic flow, and enhanced pedestrian and cyclist access along Huntingwood Drive. The road under rail grade separation will eliminate conflicts between vehicles and cars as the at-grade crossing will be eliminated. With the implementation of proposed mitigation measures, socio-economic and land use effects during construction are anticipated to be short term and limited to the Study Area.

4.2 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

References November 24, 2020

5.0 References

City of Toronto. 2015. Official Plan. Accessed March 20, 2019. https://www.toronto.ca/city-government/planning-development/official-plan- guidelines/official-plan/.

City of Toronto. 2017. Site and Area Specific Policies, Chapter 7. Accessed June 30, 2019. https://www.toronto.ca/wp-content/uploads/2017/11/9832-city-planning- official-plan-chapter-7-saps.pdf.

City of Toronto. 2018a. Address Points (Municipal) – Toronto One Address Repository. Accessed March 20, 2019. https://www.toronto.ca/city-government/data- research-maps/open-data/open-data-catalogue/#f71a13c4-fb51-6116-57b7- 1f51a8190585.

City of Toronto. 2018b. Ward Profiles. Accessed March 31, 2019. https://www.toronto.ca/city-government/data-research-maps/neighbourhoods- communities/ward-profiles/ward-22-scarborough-agincourt/.

City of Toronto. 2019a. Development Applications. Accessed March 20, 2019. https://portal0.cf.opendata.inter.sandbox-toronto.ca/dataset/development- applications/.

City of Toronto. 2019b. Official Plan and Zoning By-Law Amendment. Accessed June 2, 2019 https://www.toronto.ca/city-government/planning-development/application- forms-fees/building-toronto-together-a-development-guide/official-plan-and- zoning-by-law-amendment/.

City of Toronto. 2019c. Open Data Catalogue. Accessed March 29, 2019. https://www.toronto.ca/city-government/data-research-maps/open-data/open- data-catalogue/#4b004922-424b-7860-9e06-2d4fd654daec.

City of Toronto. 2019d. Neighborhood Profiles. Accessed July 2019. https://www.toronto.ca/city-government/data-research-maps/neighbourhoods- communities/neighbourhood-profiles/.

City of Toronto. 2020a. Cycling Network Map. Accessed February 24, 2020. https://www.toronto.ca/services-payments/streets-parking-transportation/cycling- in-toronto/cycling-google-map/.

5.1 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

City of Toronto. 2020b. About the Road Classification System. Accessed February 24, 2020. https://www.toronto.ca/services-payments/streets-parking- transportation/traffic-management/road-classification-system/about-the-road- classification-system/.

Ontario Ministry of Municipal Affairs and Housing. 2013. Places to Grow Act, 2005. Accessed December 18, 2019. https://www.placestogrow.ca/index.php?option=com_content&task=view&id=1&It emid=8.

Ontario Ministry of Municipal Affairs and Housing. 2019. A Place to Grow: Growth Plan for the Greater Golden Horseshoe. Accessed April 28, 2020. https://files.ontario.ca/mmah-greater-golden-horseshoe-place-to-grow-english- 15may2019.pdf.

Ontario Ministry of Municipal Affairs and Housing. 2020. Provincial Policy Statement, 2020 Under the Planning Act. Accessed April 28, 2020. https://files.ontario.ca/mmah-provincial-policy-statement-2020-accessible-final- en-2020-02-14.pdf

Metrolinx. 2008. The Big Move. Accessed December 20, 2019. http://www.metrolinx.com/en/regionalplanning/bigmove/big_move.aspx.

Metrolinx. 2018a. Go Expansion Full Business Case. Accessed July 1, 2019. http://www.metrolinx.com/en/docs/pdf/board_agenda/20181206/20181206_Boar dMtg_GO_Expansion_Full_Business_Case.PDF.

Metrolinx. 2018b. 2041 Regional Transportation Plan. Accessed March 21, 2019. http://www.metrolinx.com/en/regionalplanning/rtp/.

Stantec Consulting Ltd. 2019 Huntingwood Visual Utilities Conflict Matrix [map]. Scale not given. Markham, ON.

Stantec Consulting Ltd. 2020. Stouffville Rail Corridor Grade Separations Project: Traffic Impact Analysis Existing Conditions Report.

Statistics Canada. 2017. 2016 Census Tract Boundary Files. Accessed March 25, 2019. https://www12.statcan.gc.ca/census-recensement/2011/geo/bound-limit/bound- limit-2016-eng.cfm

Toronto Transit Commission. 2019. TTC busses. In Schedules and maps. Accessed February 24, 2020. http://ttc.ca/Routes/Buses.jsp.

5.2 Stouffville Rail Corridor Grade Separations Project: Huntingwood Drive - Socio-Economic and Land Use Study

Appendix A Land Use Designations Overlapped by the Study Area

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Descriptive information for land use designations overlapped by the Study Area is provided in Table A1.1.

Table A1.1: Land Use Designations Overlapped by the Study Area

Land Use Policy Direction Designation (Policy #1 for each land use designation) Neighbourhoods “Neighbourhoods are considered physically stable areas made up of residential uses in lower scale buildings such as detached houses, semi-detached houses, duplexes, triplexes and townhouses, as well as interspersed walk-up apartments that are no higher than four stories. Parks, low scale local institutions [1], home occupations, cultural and recreational facilities and small-scale retail, service and office uses are also provided for in Neighbourhoods” See the City of Toronto Official Plan for Policies 2-4 and Development Criteria 5- 10. Apartment “Apartment Neighbourhoods are made up of apartment buildings and parks, local Neighbourhoods institutions, cultural and recreational facilities, and small-scale retail, service and office uses that serve the needs of area residents. All land uses provided for in the Neighbourhoods designation are also permitted in Apartment Neighbourhoods” See the City of Toronto Official Plan for Development Criteria 2 and 3. Parks and Open “Parks and Open Space Areas are the parks and open spaces, valleys, Spaces watercourses and ravines, portions of the waterfront, golf courses and cemeteries that comprise a green open space network in Toronto” . Included in this definition are Natural Areas, Parks and Other Open Space Areas. See the City of Toronto Official Plan for Policies 2-5 and Development Criteria 6- 8. Mixed Use Areas “Mixed Use Areas are made up of a broad range of commercial, residential and institutional uses, in single use or mixed-use buildings, as well as parks and open spaces and utilities”. See the City of Toronto Official Plan for Development Criteria 2-4. Employment “Employment Areas are places of business and economic activity. Uses that Areas support this function consist of: offices, manufacturing, warehousing, distribution, research and development facilities, utilities, media facilities, parks, hotels, retail outlets ancillary to the preceding uses, and restaurants and small scale stores and services that serve area businesses and workers”. See the City of Toronto Official Plan for Policies 2-5 and Development Criteria 6 and 7. Note: 1 Low scale local institutions “include such uses as: schools, places of worship, community centres, libraries, day nurseries and private home daycare, seniors and nursing homes and long-term care facilities, public transit facilities, utility and telecommunications installations, and public services and facilities provided by the local, provincial and federal governments” (City of Toronto 2015, p. 4-3). Source: City of Toronto 2015. Official Plan.