Schedule ‘C’ Environmental Assessment Study for 16th Avenue from Woodbine Avenue to York/Durham Line

Environmental Study Report

Regional Municipality of York

December 19, 2019

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Schedule ‘C’ Environmental Assessment Study for 16th Avenue from Woodbine Avenue to York/Durham Line Environmental Study Report

Executive Summary Introduction The Regional Municipality of York (York Region) retained HDR to conduct two Municipal Class Environmental Assessment (EA) studies to assess potential improvements along 16th Avenue between Yonge Street and York/Durham Line (16th Avenue Corridor). Study A is from Yonge Street to Woodbine Avenue in the City of Richmond Hill (formerly the Town of Richmond Hill) and City of Markham, and Study B is from Woodbine Avenue to York/Durham Line in the City of Markham. The two EA studies were carried out in accordance with the planning and design process for Schedule ‘C’ projects, as outlined in the Municipal Engineers Association (MEA), Municipal Class Environmental Assessment (MCEA) guidelines (October 2000, as amended in 2007, 2011, and 2015). The Environmental Study Report (ESR) documents the MEA Schedule ‘C’ Class EA process completed for the 16th Avenue Class EA studies, summarizing Phases 1 through 4 of the MCEA Schedule ‘C’ EA process. A separate ESR was prepared for Study Corridor A and Study Corridor B. This document presents the ESR for Study Corridor B between Woodbine Avenue and York/Durham Line. The ESR for Study Corridor A between Yonge Street and Woodbine Avenue is available under separate cover.

Background The 16th Avenue Class EAs span approximately 20.3 km of Regional road. The 16th Avenue Corridor A and Corridor B are shown in ES Exhibit 1. The study corridors are inclusive of all intersections. For the purposes of traffic analysis, the area inclusive of Major Mackenzie Drive to the north and Highway 7 to the south (Study Area) was considered to enhance the project team’s understanding of any potential east-west traffic diversion between parallel arterials that may impact the 16th Avenue corridor as shown. The Rutherford Road/Carrville Road/16th Avenue corridor is a key element of the Regional Road network and the Transit Priority Network, as it is the only continuous east-west corridor across York Region from the Peel Region boundary to the Durham Region boundary. It can be considered the “spine” of the Transit Priority Network in southern York Region connecting with the provincial highway network, commuter GO rail services, the Region’s Rapid Transit network, other Transit Priority Corridors, and the local municipal road networks. Implementation of works along 16th Avenue is scheduled to be staged over different construction years as per the Region’s current approved 2019 10-year Roads and Transit Capital Construction Program.

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ES Exhibit 1: 16th Avenue EAs Study Area and Study Corridors

Study Purpose The purpose of the Class EA study is to determine specific improvements to the 16th Avenue corridor, and to address short-term and long-term transportation needs for pedestrians, cyclists, transit riders and motorists. The 16th Avenue corridor from Woodbine Avenue to York/Durham Line was divided into three distinct segments (B-1, B-2 and B-3) for analysis based on existing and future characteristics. These segments were assessed to develop alternative solutions, which were further developed into alternative design concepts. The corridor segments for the purpose of developing alternative design concepts along with a summary of their key characteristics are presented in the following text below and illustrated in ES Exhibit 2: Segment B-1: Woodbine Avenue to Markham Road/Highway 48 • Land use consists of mostly residential properties, with some commercial and institutional areas • The majority of properties back or side onto 16th Avenue (no direct access to/from 16th Avenue) • Apple Creek, Berczy Creek, Bruce Creek, Eckardt Creek, and Robinson Creek • Possible intensification between Warden Avenue and Kennedy Road due to the proposed York Downs golf course redevelopment (not approved at the time of ESR filing) • Falls within the jurisdiction of the City of Markham • Discontinuous sidewalks (at the time of the existing conditions investigation in Phase 1 of the EA. Some facilities have been connected as a result of more recent developments) • No designated cycling facilities • Trail connections on the south side, particularly between Warden Avenue and Kennedy Road

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Segment B-2: Markham Road/Highway 48 to Donald Cousens Parkway • Land use consists of mostly residential properties, with some commercial and agricultural areas • The majority of properties back or side onto 16th Avenue (no direct access to/from 16th Avenue) • Mount Joy Creek • At-grade crossing of Stouffville GO Rail • Falls within the jurisdiction of the City of Markham • Discontinuous sidewalks (at the time of the existing conditions investigation in Phase 1 of the EA. Some facilities have been connected as a result of more recent developments) • No designated cycling facilities (except for multi-use path (MUP) on both sides between Ninth Line and Cornell Centre Boulevard) • Paved shoulder just west of Donald Cousens Parkway • Trail connections on the north side Segment B-3: Donald Cousens Parkway to York/Durham Line • Segment is dominated by agricultural lands and Rouge National Urban Park • 16th Avenue ends at T-intersection at York/Durham Line • Little Rouge River • Major Creek (crossing York/Durham Line north of 16th Avenue) • Falls within the jurisdiction of the City of Markham • Discontinuous sidewalk

• MUP on the south between Donald Cousens Parkway and Reesor Road • Paved shoulders just west of Donald Cousens Parkway and for a short segment east of the Little Rouge River bridge

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ES Exhibit 2: 16th Avenue Study B Segments Needs Assessment The needs assessment involves the identification and evaluation of existing and future needs of the transportation network with respect to accommodating all users (pedestrians, cyclists, transit riders, and motorists), network capacity, and design and operation. The purpose of the Needs Assessment is to identify and define existing and future capacity, and operational needs along 16th Avenue between Woodbine Avenue and York/Durham Line for all road users. While a separate EA study was undertaken for 16th Avenue between Yonge Street and Woodbine Avenue, the transportation needs and opportunities were assessed concurrently and holistically for both 16th Avenue study corridors.

Transportation Needs York Region’s population is expected to grow from 1.15 million people in 2015 to 1.79 million people in 2041. Employment in York Region is expected to grow from 578,000 jobs in 2015 to 900,000 jobs in 2041. Road improvements to increase capacity and improve connectivity on the existing road network are important parts of planning for the Region’s future. A summary of transportation needs in the 16th Avenue study corridor is summarized as follows: Autos Although the general patterns for future traffic are expected to be similar to existing traffic, in 2041 there will be longer segments of 16th Avenue where the projected traffic volumes exceed the existing roadway capacity. Existing capacity along 16th Avenue between Woodbine Avenue and east of McCowan Road cannot accommodate projected 2041 peak hour traffic in AM or PM peak periods, in the westbound direction during AM and eastbound direction during PM. This further illustrates the need for capacity improvements along 16th Avenue to accommodate future travel demand. The existing at-grade crossing at the Stouffville GO line east of Markham Road/Highway 48 presents several challenges including delays to vehicles as they are required to stop for trains to cross.

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Transit The 2016 York Region Transportation Master Plan (YR-TMP) recommends a Transit Network where transit priority measures are implemented to increase travel speeds and reliability of transit service, and encourage transit as a viable transportation mode. The YR-TMP identifies Rutherford Road/Carrville Road/16th Avenue as a Frequent Transit Network corridor between Highway 27 and Donald Cousens Parkway, with transit service by 2041 at every 15 minutes or less between 6:00AM and 10:00PM, 7-days per week. Opportunities to improve transit along 16th Avenue in support of the Frequent Transit Network include: • Dedicated Transit/High Occupancy Vehicle (HOV) lanes to improve speed and reliability • Transit signal priority or queue jumps at intersections • Connections to cycling and pedestrian facilities to minimize overall travel time and encourage travel mode alternatives to the single occupant automobile Widening for Transit/HOV lanes is consistent with York Region’s policies for roadway expansions, where it is noted that expanding capacity beyond four lanes should be solely for the addition of HOV and/or transit priority lanes. Through its GO Expansion Project, Metrolinx is embarking on a massive transformation of the existing GO rail system. Future plans include more frequent rush-hour service (every 15 minutes) along the Stouffville GO Line, which intersects the 16th Avenue corridor east of Markham Road/Highway 48. At the time of the EA study, the exposure index at the Stouffville GO Rail at-grade crossing is exceeded. There are significant delays and disruption to vehicular traffic due to the rail arms going down when the train is passing. There are also opportunities to improve comfort for cyclists and pedestrians at this location where they are currently crossing at-grade. Cyclists The study corridor is a high traffic volume and high speed corridor with minimal separated or dedicated cycling facilities. As such, cyclists are expected to ride in mixed traffic. The only sections with separated cycling facilities are between Ninth Line and Cornell Centre Boulevard where there is MUP on both sides of 16th Avenue and between Donald Cousens Parkway and Reesor Road where there is an existing MUP on the south. At intersections, cyclists making a left or right turn are not accommodated in a controlled manner and are subjected to crossing several lanes of traffic to make left turns and traversing long right turn lanes. East of Donald Cousens Parkway, the corridor is rural with no dedicated facilities for cyclists (with the exception of the MUP between Donald Cousens Parkway and Reesor Road). There are existing trails within the study corridor, most of which are located on the south side of 16th Avenue between Warden Avenue and Kennedy Road. The trail network in this segment connects to the Rouge Valley Trail leading to Toogood Pond and other key destinations. On the north, existing trails connect to the

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proposed York Downs development lands. There are also trail connections between Markham Road/Highway 48 and Donald Cousens Parkway.

Pedestrians There are gaps in the sidewalk network and opportunities to provide midblock pedestrian crossings to minimize walking distances along 16th Avenue and increase the comfort, operation and attractiveness of walking in the corridor. Between Ninth Line and Cornell Centre Boulevard there is MUP on both sides of 16th Avenue. East of Donald Cousens Parkway, the corridor is rural with no dedicated facilities for pedestrians (with the exception of the MUP between Donald Cousens Parkway and Reesor Road and sidewalk between Reesor Road and just east of the Little Rouge River bridge). There are existing trails within the study corridor, as noted above. There are opportunities to enhance the pedestrian network along the study corridor by providing connections to the existing trails.

The analysis of existing and future needs and opportunities further reinforces the need for improvements to 16th Avenue between Woodbine Avenue and York/Durham Line to accommodate all road users – pedestrians, cyclists, transit riders, and motorists.

Operational and Geometric Needs Collision data provided by York Region was reviewed to determine intersection and segment collision rates within the study corridor. The data identified potential operational improvements along the study corridor including intersection-related countermeasures and treatments, particularly at major arterial intersections to improve the operational needs and performance of the study corridor. The horizontal and vertical alignment along the study corridor was also reviewed against geometric standards. The review determined that several sections of 16th Avenue have opportunities to explore potential improvements to the horizontal and vertical profile based on current design standards.

Problem and Opportunity Statement The 16th Avenue EA study presents an opportunity to improve 16th Avenue between Woodbine Avenue and York/Durham Line for all travel modes – cyclists, pedestrians, transit riders, and motorists. ES Table 1 provides a summary of the problems and opportunities identified for the study corridor.

ES Table 1: Summary of Problems and Opportunities for 16th Avenue Problem Opportunity

Existing road and intersections between Improve 16th Avenue to accommodate projected traffic Woodbine Avenue and Markham Road/Highway demand and provide sufficient east-west transportation 48 cannot accommodate projected traffic volumes capacity through the southern part of York Region With regional roads at capacity, there is the Improve 16th Avenue to provide sufficient capacity to potential for increased traffic on local roads mitigate potential traffic infiltration and traffic increase on local roads

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Problem Opportunity

Lack of continuous pedestrian and cyclist facilities Provide pedestrian and cyclist facilities to accommodate for all users existing users and growth as a result of future development Existing infrastructure does not support enhanced Evaluate for potential addition of Transit/HOV lanes to transit service and results in delays to transit support 16th Ave as a Frequent Transit Network Corridor riders between Woodbine Avenue and Donald Cousens Parkway Anticipated delays at the existing at-grade Evaluate for potential grade separation (underpass or Stouffville GO Line crossing overpass) or improvements to at-grade crossing Operational concerns at various locations Evaluate intersection-related countermeasures and treatments, particularly at major arterial intersections, to improve the operation of the study corridor

Public, Agency, and Indigenous Consultation Public input is an important part of the 16th Avenue Class EA and the public was presented multiple opportunities to participate in the planning process through a number of public and stakeholder consultation activities. While the EA study for 16th Avenue between Woodbine Avenue and York/Durham Line is separate from the EA study for 16th Avenue between Yonge Street and Woodbine Avenue, the majority of milestone events including notices and Open Houses were held jointly and presented information for both corridors. An overview of the key consultation milestones is provided in ES Table 2.

ES Table 2: Key Consultation Milestones Consultation Event Date

Notice of Study Commencement June 2016 Open House #1 November 2016 Open House #2 October 2017 Notice of Study Completion (Study A) December 2018 Notice of Study Completion (Study B) December 2019

Public outreach was conducted using a variety of methods to solicit feedback, including: advertisements in local newspapers, direct mail, email notifications, project website updates, York Region media releases, social media outreach via Twitter and Facebook, and meetings and open houses. A list of stakeholders, including federal departments, provincial ministries, municipalities and agencies, utility company representatives, and adjacent landowners, were contacted for information or comments and to provide input on the study. Agency/stakeholder consultation consisted of letters, emails, phone calls, exchanges of information, and meetings. Indigenous representatives were included in the mailing list for the project, and were contacted via study notices, personalized letters and phone calls throughout the study (including Notice of Commencement, Notice of Open Houses, and Notice of Completion). The mailing list was updated to add additional Indigenous Representatives or update their contact information as requested throughout the study.

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Alternative Solutions Alternative solutions are different means of addressing the problem. The following alternative solutions were presented at Open House #1 for the 16th Avenue study corridor between Woodbine Avenue and Markham Road/Highway 48 based on the identified needs and opportunities for this segment of the study corridor: • Do Nothing • Active Transportation (AT) Improvements Only • Widen 16th Avenue to 4 General Purpose Lanes (GPL) + 2 Transit/HOV lanes, AT Improvements • Widen 16th Avenue to 6 General Purpose Lanes (GPL), AT Improvements • Maintain 4 lanes on 16th Avenue, convert existing curb lanes from GPL to Transit/HOV, AT Improvements The following alternative solutions were considered for the 16th Avenue study corridor between Markham Road/Highway 48 and Donald Cousens Parkway based on the identified needs and opportunities for this segment of the study corridor: • Do Nothing • AT Improvements Only The following alternative solutions were considered for the 16th Avenue study corridor between Donald Cousens Parkway and York/Durham Line based on the identified needs and opportunities for this segment of the study corridor: • Do Nothing • Paved Shoulders • MUP • Semi-Rural Cross-Section with Paved Shoulders The following alternative solutions were considered for the 16th Avenue study corridor at the Stouffville GO Rail Crossing based on the identified needs and opportunities at this location: • Do nothing • Improve at-grade crossing • Overpass (Road over the rail track) • Underpass (Road under the rail track) Upon developing the alternative solutions, each alternative was evaluated using criteria to assess the impacts and benefits to the natural, social, economic and cultural environments and impacts on transportation. The alternative solutions and evaluations were then presented to agencies, stakeholders and the public to obtain input, review, and confirm the recommendations.

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Preferred Alternative Solution Following Open House #1, a review of the physical constraints in the corridor was undertaken. The review of the physical constraints within the segment of the corridor between McCowan Road and Markham Road/Highway 48 determined that there are limited opportunities for property acquisition based on the significant potential for displacement of heritage features, displacement of established commercial properties, and displacement of residential properties. Therefore, the traffic operational benefits of road widening are outweighed by the significant impacts at this section. Notable constraints in this area include the narrow road right-of-way, as well as existing cultural heritage features and landscapes which would be significantly impacted if the road is widened along this segment. The proposed limits to widen for Transit/HOV were revised to Woodbine Avenue to McCowan Road as presented in Open House #2. As well, between Donald Cousens Parkway and York/Durham Line, the recommendation presented at Open House #1 consisted of a semi-rural cross-section with mountable curbs to replace the existing drainage ditches. Upon further drainage assessment, the project team determined that a drainage ditch would be required at this section beyond the curb, diminishing the benefits of a mountable curb. To avoid increased and unnecessary widening, it was recommended to maintain the rural cross-section with drainage ditches and provide paved shoulders. Woodbine Avenue to McCowan Road The preferred alternative solution for the study corridor between Woodbine Avenue and McCowan Road is to widen to six lanes to provide one Transit/HOV lane in each direction, provide continuous cycling and pedestrian facilities, and improve streetscaping. Details and location of AT facilities are confirmed during the identification and evaluation of alternative design concepts. This preferred alternative solution is illustrated in ES Exhibit 3.

*Details and location of AT facilities to be confirmed during identification and evaluation of alternative design concepts ES Exhibit 3: Woodbine Avenue to McCowan Road Preferred Alternative Solution – Widen for Transit/HOV lanes and AT Improvements

McCowan Road to Donald Cousens Parkway The preferred alternative solution for the study corridor between McCowan Road and Donald Cousens Parkway is to retain the existing 4 lanes, provide continuous cycling facilities, and improve

December 19, 2019 | ix Schedule ‘C’ Environmental Assessment Study for 16th Avenue from Woodbine Avenue to York/Durham Line Environmental Study Report sidewalks and streetscaping. Details and location of AT facilities are confirmed during the identification and evaluation of alternative design concepts. This preferred alternative solution is illustrated in ES Exhibit 4.

*Details and location of AT facilities to be confirmed during identification and evaluation of alternative design concepts ES Exhibit 4: McCowan Road to Donald Cousens Parkway Preferred Alternative Solution – AT Improvements

Donald Cousens Parkway to York/Durham Line The preferred alternative solution for the study corridor between Donald Cousens Parkway and York/Durham Line is to retain the existing 2 lanes and provide paved shoulders on both sides (no AT facility). This preferred alternative solution is illustrated in ES Exhibit 5.

ES Exhibit 5: Donald Cousens Parkway to York/Durham Line Preferred Alternative Solution – Paved Shoulders

Stouffville GO Line Crossing At the time of the EA study, the exposure index at the Stouffville GO Rail at-grade crossing was exceeded. Significant delays and disruption to traffic as well as opportunities to promote comfort for cyclists and pedestrians at this location need to be addressed. Limited information was available at the time of the 16th Avenue EA study regarding Metrolinx’s plans and anticipated timing of

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improvements at this crossing. A potential grade separation will be addressed through a future study when more information is available.

Design Alternatives Recommendations carried forward from Phase 2 (Alternative Solutions) informed the development of the Alternative Design Concepts.

Roadway Alternative Design Concepts Three alternative design concepts were developed to address the widening of the 16th Avenue corridor from Woodbine Avenue and McCowan Road. The three options considered include: • Option 1: Widen to the north • Option 2: Widen to the south • Option 3: Widen about the centreline

Active Transportation Design The recommended AT solutions as determined in Phase 2 include continuous cycling and pedestrian facilities along the study corridor between Woodbine Avenue and Markham Road/Highway 48. Five alternative design concepts were developed to address the need for improved pedestrian and cyclist facilities along each segment of the corridor. The five options along with their cross sections are shown in ES Exhibit 6.

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Option A: On-Street Conventional Cycle Lane, one in each direction with sidewalk, on either side (screened out)

Option B: On-Street Cycle Lane with Painted Buffer Zone, one in each direction with sidewalk, on either side (screened out)

Option C: Off-Street Cycle Track with Physical Buffer, one in each direction with sidewalk, on either side (carried forward for further consideration)

Option D: MUP, on either side (carried forward for further consideration)

Option E: Sidewalk on one side, MUP on the other side (carried forward for further consideration)

ES Exhibit 6: Alternative AT Design Concepts

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Recommended Design Concept The alternative design concepts were evaluated using criteria to assess the impacts and benefits to the natural, social, economic and cultural environments and impacts on transportation. The alternative design concepts and evaluations were then presented to agencies, stakeholders and the public to obtain input, review, and confirm the recommendations. The recommendations put forth through the 16th Avenue EA provide additional east-west transportation capacity through the southern part of York Region to help accommodate future growth. Widening for Transit/HOV supports 16th Avenue as a Frequent Transit Network Corridor. In addition to providing additional vehicular capacity and improved transit operations, the proposed improvements provide pedestrian and cyclist facilities to accommodate existing and future users. The recommended design concept supports improved access and operations for all modes. The design concept for 16th Avenue from Woodbine Avenue to York/Durham Line is summarized in ES Table 3.

ES Table 3: Recommended Design Concept for 16th Avenue between Woodbine Avenue and York/Durham Line Segment Recommended Details Design Concept Segment B-1a • Widen about the This option balances impacts on both sides of (Woodbine Avenue to centreline for 16th Avenue, has the potential to minimize Warden Avenue) Transit/HOV significant utility relocation, and provides • Generally provide continuity and cyclist connections to several MUP on the north points of interest on the north side. MUP on and sidewalk on both sides just west of Townson the south (with the Road/Buttonfield Road provides trail exception of a connections on the south side of 16th Avenue. short segment A raised centre median and opportunities for west of Townson streetscaping will be explored where feasible. Road/Buttonfield Road where MUP is provided on both sides) Segment B-1b (Warden • Widen about the This option minimizes impacts where there are Avenue to Kennedy centreline for significant constraints and maximizes Road) Transit/HOV improvements on available land from a • Provide MUP on proposed development. For the rest of the both sides (with the segment, impacts are balanced on both sides of exception of 16th Avenue. MUP on both sides between Warden Avenue to Country Estates Drive/Village Parkway and Country Estates Kennedy Road provides continuity and trail Drive/Village connections to the Rouge Valley Trail system. A Parkway, where a raised centre median and opportunities for sidewalk is streetscaping will be explored where feasible. proposed on the south side)

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Segment Recommended Details Design Concept Segment B-1c (Kennedy • Widen about the This option balances impacts to both sides of Road to McCowan Road) centreline for 16th Avenue and provides continuity and cyclist Transit/HOV connections to several points of interest on the • Provide MUP on north side. A raised centre median and the north and opportunities for streetscaping will be explored sidewalk on the where feasible. south Segment B-1d • Provide MUP on No road widening is recommended for this (McCowan Road to the north and segment as the impacts of road widening Markham Road/Highway sidewalk on the outweigh the traffic operational benefits. MUP 48) south on the north and sidewalk on the south is recommended as this provides continuity and cyclist connections to several points of interest on the north side. Segment B-2 (Markham • Provide MUP on No road widening is recommended for this Road/Highway 48 to the north and segment. MUP on the north and sidewalk on the Donald Cousens sidewalk on the south is recommended as this provides Parkway) south continuity and cyclist connections to several points of interest on the north side. Between Ninth Line and Cornell Centre Boulevard, there will be MUP on both sides as MUPs already exist on the south side. Segment B-3 (Donald • Paved shoulders No road widening or AT improvements are Cousens Parkway to recommended for this segment; east of Reesor York/Durham Line) Road only paved shoulders are recommended through this rural segment of the corridor. Stouffville GO Rail While the need for further investigation was identified at the existing grade Crossing separation, there is insufficient available data at this time to inform the study recommendations. As such, a grade separation study separate from the 16th Avenue EA will be undertaken at a later date.

Preferred Design The preferred design for 16th Avenue was chosen with consideration of transportation service for all road users (pedestrians, cyclists, transit riders and motorists) and potential impacts to the natural environment, community, cultural heritage, operations, aesthetics, driveway access, property requirements, and capital construction and maintenance costs. The preferred design concept best meets the goal of the project with regards to transportation service improvements, while also considering the overall impact of the project as well as mitigation measures. The preferred design was selected, developed, and refined through extensive consultation with agencies, stakeholders and the public. The preferred design is illustrated in the preliminary design drawings in Appendix A.

Proposed Facilities The preferred design between Woodbine Avenue and McCowan Road generally consists of widening the existing 16th Avenue to six lanes to accommodate Transit/HOV lanes, AT facilities consisting of MUP on the north side and sidewalk on the south side, transit bus pads and shelters, boulevards, grading, and a raised median where sufficient space is available. Landscaping within the

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boulevards (and in some cases within the median) is proposed as feasible, allowing for space to accommodate utilities and bus pads. Where there are opportunities, the existing right-of-way is proposed to be widened, generally up to the designated 43 m right-of-way for 16th Avenue per York Region’s Official Plan. The preferred design between McCowan Road and Donald Cousens Parkway generally consists of AT facilities consisting of MUP on the north side and sidewalk on the south side, transit bus pads and shelters, boulevards, grading, and a raised median where sufficient space is available. Landscaping within the boulevards is proposed as feasible, allowing for space to accommodate utilities and bus pads. Between McCowan Road and Ninth Line, the designated right-of-way per York Region’s Official Plan is 43 m. Between Ninth Line and Donald Cousens Parkway, the designated right-of-way is 36 m. The preferred design between Donald Cousens Parkway and York/Durham Line generally consists of paved shoulders (no AT facility). The designated right-of-way between Donald Cousens Parkway and York/Durham Line per York Region’s Official Plan is 36 m.

Typical Cross-Sections The typical cross-section for 16th Avenue between Woodbine Avenue and McCowan Road (with the exception of Country Estates Drive/Village Parkway to Kennedy Road and from approximately 140 m west of Townson Road/Buttonfield Road to Townson Road/Buttonfield Road) is urban and generally consists of: • Four 3.3 m general purpose vehicular lanes (two in each direction) • Two 3.5 m Transit/HOV curb lanes (one in each direction) • A 3.0 m off-road MUP on the north boulevard • A 1.5 m sidewalk on the south boulevard • 1.5 m – 5.0 m raised median where feasible (the median width also accommodates left-turn lanes at intersections) • Landscaping within the boulevards as feasible, allowing for space to accommodate utilities and bus pads (minimum 2.0 m to accommodate utilities and light poles from back of curb; tree planting opportunities will be identified where 2.9 m or wider boulevard space is available) • A 0.5 m curb and gutter • A 0.5 m grading buffer Between Country Estates Drive/Village Parkway and Kennedy Road, MUPs are proposed on both sides to accommodate trail connections to the Rouge Valley Trail system and the proposed York Downs development lands. From approximately 140 m west of Townson Road/Buttonfield Road to Townson Road/Buttonfield Road, MUPs are also proposed on both sides to accommodate trail connections on the south side of 16th Avenue. The typical cross-section between Country Estates Drive/Village Parkway and Kennedy Road and between approximately 140 m west of Townson Road/Buttonfield Road and Townson Road/Buttonfield Road is urban and generally consists of: • Four 3.3 m general purpose vehicular lanes (two in each direction) • Two 3.5 m Transit/HOV curb lanes (one in each direction)

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• Two 3.0 m off-road MUPs (one on each side of the road) • 1.5 m – 5.0 m raised median • Landscaping within the boulevards (and median) where feasible (minimum 2.0 m to accommodate utilities and light poles from back of curb; tree planting opportunities will be identified where 2.9 m or wider boulevard space is available) • A 0.5 m curb and gutter • A 0.5 m grading buffer The typical cross-section between McCowan Road and Donald Cousens Parkway (with the exception of Ninth Line to Cornell Centre Boulevard) is urban and consists of: • Four existing 3.5 m general purpose vehicular lanes (two in each direction) • A 3.0 m off-road MUP on the north boulevard • A 1.5 m sidewalk on the south boulevard • Landscaping within the boulevards where feasible (minimum 2.0 m to accommodate utilities and light poles from back of curb; tree planting opportunities will be identified where 2.9 m or wider boulevard space is available) • A 0.5 m curb and gutter • A 0.5 m grading buffer Between Ninth Line and Cornell Centre Boulevard, the existing road cross-section consists of MUP on both sides of 16th Avenue. This will be maintained in the proposed design, with the addition of MUP on the north side in sections where the current facilities are discontinuous. The typical cross-section between Donald Cousens Parkway and York/Durham Line (with the exception of Donald Cousens Parkway to approximately 65 m east of Reesor Road) is rural and consists of: • Two existing 3.5 m general purpose vehicular lanes (one in each direction) • Two 2.5 m paved shoulders (one on each side of the road) Between Donald Cousens Parkway and Reesor Road, the existing MUP on the south side is maintained in the proposed design. From Reesor Road to approximately 65 m east of Reesor Road, the existing sidewalk on the south side is also maintained in the proposed design. The proposed improvements, including grading will be contained within the existing right-of-way where feasible. In those areas where the proposed improvements and grading extend beyond the existing right-of-way, grading easements, retaining walls and/or property acquisition may be required. Due to constraints along the study corridor, modifications have been made to the typical cross- section at several locations in order to minimize impacts. Modifications include removal of the raised median, reduction of boulevard space, and reduced MUP width. At short constrained sections, the MUP is reduced to 2.4 m in order to reduce the design footprint and minimize impacts to adjacent properties and features. Additionally, the typical cross-section has been modified at bridges and culverts.

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Transit/HOV Provisions The study corridor is currently serviced by transit, however, the preferred design accommodates the Frequent Transit Network with service every 15 minutes instead of every half hour, as identified in the YR-TMP. Dedicated Transit/HOV lanes are proposed in the curb lanes along the study corridor. To accommodate the Frequent Transit Network identified for the corridor, bus stops/pads are incorporated in the preferred design. The bus stops/pads conform to York Region’s 2016 Concrete Bus Pad Specifications and Drawings (YRT-1.02). The proposed bus stops/pads are based on the existing locations and infrastructure, which should be reviewed in consultation with YRT during detailed design. New bus stop locations are not proposed as part of the 16th Avenue EA study.

Cycling and Pedestrian Facilities Continuous pedestrian and cycling facilities, generally consisting of 3.0 m MUP (shared by cyclists and pedestrians) on the north boulevard and 1.5 m sidewalk on the south boulevard are proposed between Woodbine Avenue and Country Estates Drive/Village Parkway (with the exception of a short segment west of Townson Road/Buttonfield Road) and between Kennedy Road and Donald Cousens Parkway (with the exception of the segment between Ninth Line and Cornell Centre Boulevard). Between Country Estates Drive/Village Parkway and Kennedy Road, existing trail connections to the Rouge Valley Trail system connecting to Toogood Pond, proposed York Downs development lands, and other key destinations are present. In order to allow for additional trail connections and connectivity for existing trail connections in this segment, the City of Markham requested that an MUP be provided on both the north and south sides of 16th Avenue between Country Estates Drive/Village Parkway and Kennedy Road. From approximately 140 m west of Townson Road/Buttonfield Road to Townson Road/Buttonfield Road, an MUP is proposed on both the north and south sides of 16th Avenue to provide a connection to the trails to the south. Between Ninth Line and Cornell Centre Boulevard, there is existing MUP on both the north and south sides. The MUP on the north side is proposed to be extended to Reesor Road. East of Donald Cousens Parkway, the landscape consists of a rural setting adjacent to naturally sensitive park lands with fewer cycling and pedestrian origins/destinations. As such, no designated pedestrian and cyclist facilities are proposed within this segment, with the exception of a short segment from Donald Cousens Parkway to Reesor Road, where a 3.0 m MUP is proposed on the north side and MUP currently exists on the south side. Paved shoulders will be provided east of the Little Rouge River bridge. Along the corridor, there are specific locations where right-of-way constraints require the reduction of the roadway platform width. At these locations, the 3.0 m MUP is reduced to 2.4 m which is the absolute minimum as per design standards, and can only be used for short constrained segments. Pedestrian and cyclist will cross signalized intersections via a crosswalk/crossride. The Region is in the process of developing AT guidelines, which should be reviewed during detailed design to ensure the proposed design conforms to the updated guidelines.

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Intersection Design, Traffic Signals and Illumination Intersections have been designed in accordance with Accessibility for Ontarians with Disabilities (AODA) standards and to facilitate the movement of all road users, including pedestrians and cyclists. The existing traffic signals between Woodbine Avenue and York/Durham Line should be maintained and new signalized intersections are proposed at Lockridge Avenue, Harbord Street/Longwater Chase, Alexander Lawrie Avenue, Quarry Stone Drive, Williamson Road, Chancery Road, Alfred Paterson Drive, Reesor Road, and York/Durham Line. The new signalized intersections at York/Durham Line is to be carried out with future widening of York/Durham Line. At Normandale Road East, there is a planned development on the north side of 16th Avenue where the developer has recommended signalization, so intersection improvements at this location will be pending development approval. The proposed intersections to be signalized considered future traffic needs, increases in pedestrian traffic, increased crossing distances for pedestrians, and the vehicular level of comfort associated with unsignalized left-turn movements. All unsignalized intersections that were considered for signalization were screened for the feasibility of implementing a roundabout. Due to localized constraints at some locations (such as right-of-way availability as a result of backyards adjacent to the road), left turn lane storage lengths as proposed in the design may not meet the minimum recommendations from the traffic analysis. This should be revisited during detailed design. Taper lengths for left turn lanes were designed based on TAC road design guidelines (TAC Chapter 8, p. 123). Only the 16th Avenue and York/Durham Line intersection was carried forward from the roundabout screening, and it underwent a more detailed assessment. Based on detailed evaluation, a roundabout at that location would result in significant impacts to surrounding features, and as such, it was not recommended. Instead, the project team recommended a signalized intersection with a northbound left-turn lane at that location. Illumination along the study corridor will consider the roadway profile, the rural and urban cross- section depending on the segment, and AT requirements. Details will be based on York Region’s illumination standards and will be confirmed during detailed design, at which time the type and location of poles and luminaires will be confirmed.

Access The preferred design incorporates a 1.5-5.0 m raised centre median along 16th Avenue between Woodbine Avenue and McCowan Road where compatible with the existing right-of-way characteristics. Where the raised median restricts full access to individual properties, only right-in- right-out (RIRO) access is accommodated. At some locations, access to driveways and intersections will be provided through gaps in the median as feasible. Some driveways along the corridor will need to be re-graded to accommodate the proposed road improvements. Details regarding re-grading will be confirmed during detailed design. Property owners will be notified of temporary impacts to driveway access prior to construction and in advance of work related to their access.

Streetscaping and Landscaping The preferred design was developed in accordance with York Region’s Towards Great Regional Streets design guidelines which states that Regional streets are also an integral element in promoting high quality urban design, serving as entryways to communities and encouraging the

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development of pedestrian-friendly and transit-oriented neighbourhoods. To conform to this policy, streetscaping and landscaping opportunities are identified, as feasible, to enhance and improve the quality of urban design along 16th Avenue. The minimum width required in the centre median to support landscaping is 2.0 m with a minimum width of 4.0 m to support trees. Medians between 2.0 m and 4.0 m in width are able to support landscaping including shrubs and grasses. In the segment between Berczy Creek and Bruce Creek, the proposed design includes a 5.0 m raised median, taking advantage of the tree planting opportunity. Median treatments will be defined during detailed design, in consultation with the City of Markham and subject to available funding. The preferred design considers maximizing the available space for plantings and streetscaping between the roadway, AT facilities, and property line. The space in the boulevard between the AT facilities and the curb lane includes landscaping, as feasible. Boulevard space of 2.9m or greater width is identified as a street tree planting area opportunity, where large form street trees may be planted at 8 m on centre spacing and small form trees at 6 m on centre spacing. All applicable sight triangles are also considered as potential areas for street trees, as per York Region’s Sight Triangle Design Manual. Where existing streetscape features are to be impacted as a result of the proposed improvements, features are to be restored or relocated, where feasible.

Property Requirements Based on York Region’s Official Plan Map 12, York Region may acquire up to 43 m right-of-way for 16th Avenue between Woodbine Avenue and Ninth Line and up to 36 m right-of-way between Ninth Line and York/Durham Line. Additional land may be acquired to accommodate intersection requirements. The proposed design, however, attempts to minimize property requirements. During the development of the preliminary design, the project team consulted with affected property owners to optimize the design and further reduce potential property impacts where feasible. Grading will be contained within the proposed right-of-way where feasible, and property acquisition and grading easements are identified on the preliminary design plans. Temporary and permanent easements will also be considered for construction, maintenance and grading purposes. Property requirements will be confirmed during detailed design.

Geotechnical Foundations Design Based on the existing structure geometry and the subsurface conditions, shallow foundations are considered suitable for the existing culverts with the intent to match existing founding levels. This would apply to Apple Creek (if required at detailed design), Berczy Creek, Eckardt Creek, and Robinson Creek. Deep foundation are considered suitable for the support of the abutments for the Berczy Creek and Bruce Creek structures. While shallow foundations may be feasible, they are not considered practical to support a 60 m span bridge structure at Berczy Creek and unacceptable differential settlement between the existing and new widened structure elements at Bruce Creek. At this preliminary stage, it is anticipated that temporary protection systems will be required along 16th Avenue, in order to facilitate the construction of the widened structures and culverts. The stability of the embankment slopes may be assessed once the configuration (based on structural layout and property restrictions) is available at detailed design.

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Watercourse Crossings There are six (6) watercourse crossings within the 16th Avenue Corridor B project limits. In addition, there is one (1) culvert crossing conveying the outflow from a stormwater management pond to Apple Creek. The proposed improvements and structure size and type at each location were based on existing culvert/structure condition assessments, proposed roadway geometry, grading impacts and hydraulic performance. A summary of the recommended approach at each watercourse crossing is provided in ES Table 4. Culvert/structure designs, including the design of culvert end treatments and embedment design, are to be reviewed and confirmed in detailed design.

ES Table 4: Watercourse Crossing Structure Recommendations Watercourse Existing Structure Recommendations Crossing Size and Type

Apple Creek 2400 x 2100 No impact to culvert. (C-4) Concrete Box Culvert Cell 1- 4550 x 3050 Bridge Replacement and road profile adjustment is Cell 2- 4550 x 3050 required to accommodate roadway improvements and Berczy Creek increase hydraulic capacity. (C-5) 2-cell Concrete Box Culvert 12000 x 2650 Bridge Widening is required on both sides to Bruce Creek accommodate roadway improvements. The required (C-6) Rigid Frame Concrete extension is approximately 7.5 m on the north side Bridge and 8.5 m on the south side. 3660 x 1960 Culvert extension is required on both sides to Eckardt Creek accommodate roadway improvements. The required (C-7) Concrete Box Culvert extension is approximately 5.0 m on the north side and 3.0 m on the south side. 3660 Culvert replacement. Based on the remaining Robinson Creek servicing life and the anticipated roadway construction (C-8) CSP1 Circular Culvert schedule, it is recommended to replace the existing culvert with a rigid frame bridge (13 m clear span).. 7000 x 2740 Bridge widening is required to accommodate the Mount Joy Creek MUP. The required extension is approximately 5.5 m (C-9) on the north side and 3.0 m on the south side. 20000 x 6500 Existing 3-span bridge structure is in excellent Little Rouge River 45000 x 6500 condition and no impacts are anticipated. (C-10) 20000 x 6500 Recommended to maintain existing structure.

Drainage/Stormwater Management Plan Stormwater best management practices, including infiltration trenches, enhanced grass swales, and online storage pipes, are proposed for storm water quality treatment, erosion control and quantity control of the runoff from the roadway right-of-way as well as providing water balance. The proposed road improvements will result in an additional pavement area of 6.20 ha. As part of the stormwater management strategy, a total of 10.99 ha of pavement area will receive quality treatment through the proposed infiltration trenches and enhanced grass swales, which exceeds the MECP requirement of providing treatment to the increased pavement area. A total of 1.32 ha of pavement area will receive quantity control through the proposed online storage pipes and enhanced grass swales.

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Opportunities to implement supplemental Best Management Practice measures to provide additional water quality control shall be considered during the next phases of design in series with the proposed measures to enhance the overall water quality objectives.

Noise Noise barriers were investigated at the representative Outdoor Living Areas (OLAs) that have predicted state of development noise levels greater than 60 dBA and where existing noise barriers were not identified. The following were considered as per the Region’s Traffic Noise Mitigation Policy and Noise Mitigation Standard Operating Procedures (SOP) when further investigating noise barriers: • A noise barrier is considered feasible when it can provide a reduction of 6 dB or greater; • The minimum and maximum permissible heights of noise barriers are 2.2 m and 3.0 m, respectively and the Commissioner of Transportation Services must approve noise barriers over 2.7 m where deemed appropriate; and, • The noise barrier panel material will meet a minimum surface density of 20 kg/m2 and can be continuous without any gaps. Based on the investigation conducted as part of the Noise Impact Study, it was determined that fifteen noise barriers were able to meet the Region’s policy requirements at their respective OLAs. Fourteen of those fifteen noise barriers are recommended as part of the proposed improvements. At the remaining noise barrier (at 57 & 59 Bridlefield Lane), following the completion of the noise assessment the project team was made aware of a development application for homes fronting onto 16th Avenue at that location, and as such a noise barrier no longer meets the Region’s criteria and is therefore no longer recommended. There may be one or more representative OLAs behind the fourteen recommended noise barriers that do not achieve a 6 dB reduction, but a noise barrier was still recommended at these representative OLAs to maintain the modelled performance of the noise barrier by not introducing gaps. The minimum recommended barrier height was based on satisfying the minimum 6 dB reduction at as many of the OLAs behind the recommended noise barrier as possible. During detailed design, the non-acoustic technical (i.e. geotechnical, etc.), economic and administrative feasibility of constructing these recommended noise barriers will need to be assessed. The final design of any walkway openings in the proposed noise barriers will need to be reviewed during detailed design. Additional details from the Noise Impact Study are provided in Appendix J.

Utilities and Municipal Infrastructure Existing utilities along the 16th Avenue study corridor, including the gas line on the north and south boulevards, buried and aerial hydro on both the north and south boulevards, buried Bell on both the north and south boulevards, and buried and aerial CATV on both the north and south boulevards, will be relocated as necessary to accommodate the ultimate design. The location and alignment of existing municipal services are to be confirmed during detailed design, which may result in changes to the identified utility impacts. Formal definition of impacts on utilities will be determined during detailed design, in consultation with individual utility companies. All utility information should be updated prior to construction to ensure that the data is accurate and to finalize

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Metrolinx 16th Avenue intersects the Stouffville GO Rail Line east of Markham Road/Highway 48. With the increasing train frequency on the Stouffville GO line and growth in transportation demand on 16th Avenue, there are opportunities to review a potential grade separation (underpass or overpass). However, limited information was available at the time of the EA study regarding Metrolinx’s plans and anticipated timing of improvements at this crossing. A potential grade separation will be addressed through a future study, separate from this EA, when more information is available.

Environmental Effects and Mitigation Anticipated impacts to the natural, socio-economic and cultural environments together with proposed mitigation measures were identified to address the implementation of the preliminary design. Socio- economic impacts include consideration of property requirements, noise, archaeology, built heritage and cultural landscape impacts, and air quality. Natural environment impacts include consideration of surface water, groundwater, fisheries and aquatic habitat, vegetation and vegetation communities, wildlife and wildlife habitat, soil removal and contaminants. In general, impacts associated with the proposed 16th Avenue improvements are moderate in nature and can be mitigated. Details of environmental effects and mitigation are provided in Section 8.2 of the ESR. Timing of Implementation and Future Commitments Timing of improvements is to be confirmed during detailed design. Construction timing is anticipated to follow the timing outlined in York Region’s current (2019) 10-year Roads and Transit Capital Construction Program. The segment of 16th Avenue between Woodbine Avenue and York/Durham Line is not identified for improvements to commence within the 10-year horizon. The ESR identifies specific items to be reviewed and confirmed during detailed design, as summarized in Section 9.2 of the ESR. Some of these commitments will address specific concerns raised by property owners and review agencies during the EA process. The ESR also includes a summary of required permits and approvals that are anticipated for the project.

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Contents

1 Introduction ...... 1 1.1 Purpose of the Project and the Environmental Study Report ...... 2 1.2 Study Area ...... 2 1.3 Study Organization ...... 3 1.3.1 The Project Team ...... 3 1.4 Study Process ...... 4 1.4.1 Municipal Class Environmental Assessment Process ...... 4 1.4.2 Canadian Environmental Assessment Act (CEAA) ...... 6 1.5 Planning and Policy Context ...... 6 1.5.1 Provincial Planning Context ...... 6 1.5.2 Regional Planning Context ...... 9 1.5.3 Municipal Planning Context ...... 16 1.6 Ongoing and Recently Completed Studies in the Vicinity of 16th Avenue ...... 16 2 Provincial, Regional and Municipal Context and Growth ...... 17 2.1 Population and Employment Growth ...... 17 2.2 Land Use and Future Development Context ...... 17 2.2.1 York Downs Redevelopment ...... 18 2.2.2 Cornell North Local Development Area...... 19 3 Public and Stakeholder Consultation Process ...... 21 3.1 Public Consultation Approach ...... 21 3.1.1 Notice of Commencement ...... 22 3.1.2 Open House #1 ...... 22 3.1.3 Open House #2 ...... 25 3.1.4 Additional Public and Property Owner Meetings ...... 29 3.1.5 Notice of Completion (Study A) ...... 29 3.1.6 Notice of Completion (Study B) ...... 29 3.2 Agency Consultation ...... 30 3.3 Indigenous Consultation ...... 32 4 Existing Conditions ...... 36 4.1 Overview of Existing Conditions and Constraints ...... 36 4.2 Transportation Infrastructure ...... 39 4.2.1 Regional Connectivity...... 39 4.2.2 Road Network ...... 42 4.2.3 Existing Truck Restrictions ...... 46 4.2.4 Transit Network ...... 46 4.2.5 Right-of-Way Characteristics ...... 49 4.2.6 Overview of Existing Accesses within the Corridor ...... 55 4.2.7 Pedestrian Facilities ...... 57 4.2.8 Cyclist Facilities ...... 60 4.2.9 Trails ...... 62 4.3 Natural Environment ...... 62 4.3.1 Aquatic Habitat ...... 62 4.3.2 Vegetation ...... 65 4.3.3 Wildlife ...... 65 4.3.4 Designated Natural Areas ...... 66 4.4 Socio-Economic Environment ...... 67

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4.4.1 Built Heritage and Cultural Landscape Features ...... 67 4.4.2 Archaeology ...... 76 4.4.3 Noise ...... 79 4.5 Geotechnical Engineering ...... 79 4.5.1 Pavement and Foundations ...... 79 4.6 Structural Engineering ...... 81 4.6.1 Berczy Creek Culvert ...... 81 4.6.2 Bruce Creek Bridge ...... 82 4.6.3 Eckardt Creek Culvert ...... 82 4.6.4 Robinson Creek Culvert ...... 82 4.6.5 Mount Joy Creek Culvert ...... 83 4.6.6 Little Rouge River Bridge ...... 83 4.7 Fluvial Geomorphology ...... 83 4.8 Hydrogeology ...... 85 4.9 Source Water Protection ...... 85 4.10 Drainage ...... 87 4.11 Utilities and Municipal Infrastructure ...... 89 4.11.1 Telecom ...... 89 4.11.2 Illumination ...... 89 4.11.3 Gas ...... 89 4.11.4 Water ...... 89 4.11.5 Sanitary Sewers ...... 90 4.11.6 Storm Sewers ...... 90 4.11.7 Cable ...... 91 4.12 Contamination ...... 91 5 Transportation Needs and Opportunities ...... 93 5.1 Vehicular Traffic ...... 93 5.1.1 Existing Transportation Conditions ...... 93 5.1.2 Future Transportation Conditions ...... 98 5.1.3 Anticipated Vehicular Delays at the Stouffville GO At-Grade Crossing ...... 103 5.2 Transit ...... 103 5.2.1 Existing Transit Network ...... 103 5.2.2 Future Transit Network ...... 106 5.3 Cyclists ...... 107 5.3.1 Cyclist Level of Service Methodology ...... 107 5.3.2 Segment and Intersection BLOS along 16th Avenue ...... 109 5.4 Pedestrians ...... 111 5.4.1 Pedestrian Level of Service Methodology ...... 111 5.4.2 Segment and Intersection PLOS along 16th Avenue ...... 113 5.5 Active Transportation Opportunities ...... 115 5.6 Street Geometry and Operational Considerations ...... 115 5.6.1 Street Geometry ...... 115 5.6.2 Collision Analysis ...... 117 5.7 Problem and Opportunity Statement ...... 121 6 Identification and Evaluation of Alternative Solutions ...... 122 6.1 Segmentation of the Corridor ...... 122 6.2 Development of Alternative Solutions ...... 123 6.2.1 Segment B-1: Woodbine Avenue to Markham Road/Highway 48 ...... 123 6.2.2 Segment B-2: Markham Road/Highway 48 to Donald Cousens Parkway ...... 126

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6.2.3 Segment B-3: Donald Cousens Parkway to York/Durham Line ...... 127 6.2.4 Stouffville GO Rail Crossing ...... 128 6.3 Evaluation of Alternative Solutions ...... 129 6.3.1 Evaluation Criteria ...... 129 6.3.2 Traffic Analysis ...... 130 6.3.3 Evaluation of Alternative Solutions ...... 132 6.4 Preferred Alternative Solution ...... 154 6.4.1 Pre-Consultation Alternative Solutions ...... 154 6.4.2 Post-Consultation Alternative Solutions ...... 156 7 Identification and Evaluation of Alternative Design Concepts ...... 158 7.1 Segmentation of the Corridor ...... 158 7.2 Identification of Alternative Design Concepts...... 159 7.2.1 Design Parameters ...... 159 7.2.2 Minimum Typical Cross-Section ...... 159 7.2.3 Roadway Alternative Design Concepts ...... 160 7.2.4 Active Transportation Alternative Design Concepts ...... 161 7.2.5 Stouffville GO Line Crossing ...... 163 7.3 Evaluation of Alternative Design Concepts ...... 163 7.3.1 Evaluation of Roadway Alternative Design Concepts ...... 163 7.3.2 Evaluation of Active Transportation Alternative Design Concepts ...... 176 7.4 Recommended Design Concept ...... 183 8 Project Description ...... 185 8.1 Description of the Recommended Design Concept ...... 185 8.1.1 Design Criteria ...... 185 8.1.2 Road Geometry ...... 197 8.1.3 Typical Cross-Sections...... 199 8.1.4 Transit/HOV ...... 208 8.1.5 Cycling and Pedestrian Facilities ...... 208 8.1.6 Intersections Design, Traffic Signals and Illumination ...... 209 8.1.7 Access ...... 210 8.1.8 Streetscaping and Landscaping ...... 211 8.1.9 Property Requirements ...... 212 8.1.10 Geotechnical Foundations Design ...... 217 8.1.11 Pavement Design ...... 217 8.1.12 Watercourse Crossings ...... 218 8.1.13 Drainage/Stormwater Management Plan ...... 219 8.1.14 Noise ...... 234 8.1.15 Utility and Municipal Infrastructure Impacts ...... 241 8.1.16 Stouffville GO Rail Line ...... 241 8.1.17 Preliminary Cost Estimate ...... 241 8.1.18 Constructability, Staging and Detour Considerations ...... 252 8.1.19 Construction Monitoring and Maintenance Considerations ...... 252 8.2 Potential Environmental Impacts and Mitigation ...... 254 8.3 Summary of Key Agency and Stakeholder Discussion and Direction ...... 271 8.3.1 York Region Internal Stakeholders ...... 271 8.3.2 City of Markham ...... 271 8.3.3 Metrolinx ...... 273 8.3.4 Parks Canada ...... 274 8.3.5 Ministry of Natural Resources and Forestry (MNRF) ...... 275 8.3.6 Ministry of Environment, Conservation and Parks (MECP) ...... 276 8.3.7 Ministry of Tourism, Culture and Sport (MTCS) ...... 276 8.3.8 City of Pickering ...... 277

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8.3.9 Toronto and Region Conservation (TRCA) ...... 277 9 Timing of Implementation and Future Commitments ...... 279 9.1 Project Schedule ...... 279 9.1.1 Lapse of Time ...... 279 9.2 Commitments for Future Work ...... 279 9.3 Timing of Improvements ...... 287

Tables

Table 1-1: Project Team ...... 3 Table 1-2: Provincial Planning Policies ...... 7 Table 1-3: Regional Planning Policies ...... 9 Table 1-4: Municipal Planning Policies ...... 16 Table 1-5: Ongoing and Recently Completed Studies in the Vicinity of 16th Avenue ...... 16 Table 3-1: Key Consultation Milestones ...... 21 Table 4-1: Road Characteristics of 16th Avenue within the Study Corridor ...... 42 Table 4-2: Existing VIVA Service within the 16th Avenue Study Corridor ...... 47 Table 4-3: Existing York Region Transit Service within the 16th Avenue Corridor ...... 47 Table 4-4: Intersections and Driveways on 16th Avenue (Woodbine Ave. to York/Durham Line) ...... 55 Table 4-5: Summary of Watercourse Crossings (Woodbine Avenue to York/Durham Line) ...... 62 Table 4-6: Geotechnical Findings for segments along 16th Avenue between Woodbine Avenue and Markham Road/Highway 48 ...... 80 Table 4-7: Geotechnical Findings for segments along 16th Avenue between Woodbine Avenue and Markham Road/Highway 48 ...... 81 Table 4-8: Summary of Watercourse Culvert/Bridge Crossings (Woodbine Avenue to York/Durham Line) ...... 87 Table 5-1: Link V/C Ratios and Description of Operating Condition ...... 94 Table 5-2: Highway Capacity Manual Level of Service Definitions for Intersections ...... 94 Table 5-3: Summary of Problems and Opportunities for 16th Avenue ...... 121 Table 6-1: Summary of Corridor Segment Characteristics ...... 123 Table 6-2: Alternative Solutions for Woodbine Avenue to Markham Road/Highway 48 ...... 124 Table 6-3: Alternative Solutions for Markham Road/Highway 48 to Donald Cousens Parkway ...... 126 Table 6-4: Alternative Solutions for Donald Cousens Parkway to York/Durham Line ...... 127 Table 6-5: Alternative Solutions for the 16th Avenue and Stouffville GO Rail At-Grade Crossing ...... 128 Table 6-6: Alternative Solutions Evaluation Criteria ...... 130 Table 6-7: Summary of Alternative Solution Evaluation (Woodbine Avenue to Markham Road/Highway 48) ...... 133 Table 6-8: Evaluation of Alternative Solution: Woodbine Avenue to Markham Road/Highway 48 ...... 134 Table 6-9: Summary of Alternative Solution Evaluation (Markham Road/Highway 48 to Donald Cousens Parkway) ...... 138 Table 6-10: Evaluation of Alternative Solution: Markham Road/Highway 48 to Donald Cousens Parkway ...... 139 Table 6-11: Summary of Alternative Solution Evaluation (Donald Cousens Parkway to York/Durham Line) ...... 142 Table 6-12: Evaluation of Alternative Solution: Donald Cousens Parkway to York/Durham Line ...... 143 Table 6-13: Summary of Alternative Solution Evaluation (Stouffville GO Rail Crossing) ...... 148

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Table 6-14: Evaluation of Alternative Solution: Stouffville GO Rail Crossing ...... 149 Table 7-1: Summary of Alternative Designs Evaluation (Woodbine Avenue to Warden Avenue) ...... 164 Table 7-2: Evaluation of Alternative Designs (Woodbine Avenue to Warden Avenue) ...... 165 Table 7-3: Summary of Alternative Designs Evaluation (Warden Avenue to Kennedy Road) ...... 168 Table 7-4: Evaluation of Alternative Designs (Warden Avenue to Kennedy Road) ...... 169 Table 7-5: Summary of Alternative Designs Evaluation (Kennedy Road to McCowan Road) ...... 172 Table 7-6: Evaluation of Alternative Designs (Kennedy Road to McCowan Road) ...... 173 Table 7-7: Road Design Concept Evaluation Summary ...... 176 Table 7-8: Screening of Alternative AT Design Concepts ...... 177 Table 7-9: Summary of AT Alternatives Evaluation ...... 178 Table 7-10: Evaluation of AT Design Concepts ...... 179 Table 7-11: Recommended Design Concept for 16th Avenue between Woodbine Avenue and York/Durham Line ...... 183 Table 8-1: Design Criteria for Woodbine Avenue to McCowan Road (Road Design Parameters) ...... 186 Table 8-2: Design Criteria for Woodbine Avenue to McCowan Road (Cycling and Pedestrian Design Parameters) ...... 188 Table 8-3: Design Criteria for Woodbine Avenue to McCowan Road (Entrance Design Parameters) ...... 189 Table 8-4: Design Criteria for McCowan Road to Donald Cousens Parkway (Road Design Parameters) ...... 189 Table 8-5: Design Criteria for McCowan Road to Donald Cousens Parkway (Cycling and Pedestrian Design Parameters) ...... 192 Table 8-6: Design Criteria for McCowan Road to Donald Cousens Parkway (Entrance Design Parameters) ...... 192 Table 8-7: Design Criteria for Donald Cousens Parkway to York/Durham Line (Road Design Parameters) ...... 193 Table 8-8: Design Criteria for Donald Cousens Parkway to York/Durham Line (Cycling and Pedestrian Design Parameters) ...... 196 Table 8-9: Design Criteria for Donald Cousens Parkway to York/Durham Line (Entrance Design Parameters) ...... 196 Table 8-10: Structure Type by Location ...... 205 Table 8-11: Property Requirements ...... 212 Table 8-12: Pavement Widening Design Recommendations for 16th Avenue between Woodbine Avenue and McCowan Road ...... 218 Table 8-13: Watercourse Crossing Structure Recommendations ...... 219 Table 8-14: Hydraulic Analysis Results for the Watercourse Crossing (Proposed Condition) ...... 221 Table 8-15: Pavement Area Analysis ...... 222 Table 8-16: Summary of Stormwater Management Plan ...... 223 Table 8-17: Preliminary Cost Estimate for 16th Avenue – Woodbine Avenue to Warden Avenue ...... 242 Table 8-18: Preliminary Cost Estimate for 16th Avenue – Warden Avenue to Kennedy Road ...... 243 Table 8-19: Preliminary Cost Estimate for 16th Avenue – Kennedy Road to McCowan Road ...... 245 Table 8-20: Preliminary Cost Estimate for 16th Avenue – McCowan Road to Markham Road / Highway 48 ...... 246 Table 8-21: Preliminary Cost Estimate for 16th Avenue – Markham Road / Highway 48 to Ninth Line ...... 248 Table 8-22: Preliminary Cost Estimate for 16th Avenue – Ninth Line to Donald Cousens Parkway ...... 249 Table 8-23: Preliminary Cost Estimate for 16th Avenue – Donald Cousens Parkway to York/Durham Line ...... 251

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Table 8-17: Summary of Anticipated Impacts and Proposed Mitigation Measures ...... 254 Table 8-18: Hydrogeological Findings along 16th Avenue between Woodbine Avenue and Markham Road / Highway 48 ...... 269 Table 8-19: Potential Contamination/ Issues of Concern within the Study Corridor ...... 270

Exhibits

Exhibit 1-1: 16th Avenue EAs Study Area and Study Corridors ...... 3 Exhibit 1-2: Municipal Class Environmental Assessment Process ...... 5 Exhibit 1-3: York Region TMP Map 8: Proposed 2041 Road Network ...... 12 Exhibit 1-4: York Region TMP Proposed 2041 Transit Network ...... 13 Exhibit 1-5 York Region TMP Proposed 2041 Cycling Network ...... 14 Exhibit 1-6: A ‘Complete Streets Approach’ to Designing Infrastructure ...... 15 Exhibit 2-1 York Region Population Growth between 1971 and 2041 ...... 17 Exhibit 2-2: Existing Land Use and Planned Development along 16th Avenue ...... 18 Exhibit 2-3: York Downs Site...... 19 Exhibit 4-1: Key Features and Constraints (Woodbine Avenue to McCowan Road) ...... 37 Exhibit 4-2: Key Features and Constraints (McCowan Road to York/Durham Line) ...... 38 Exhibit 4-3: 16th Avenue as a Continuous East-West Corridor ...... 40 Exhibit 4-4: Travel Barriers in the Vicinity of the 16th Avenue Study Area ...... 41 Exhibit 4-5: Road Network Jurisdiction between Woodbine Avenue and York/Durham Line ...... 43 Exhibit 4-6: Posted Speed Limits and Signalized Intersections between Woodbine Avenue and York/Durham Line ...... 44 Exhibit 4-7: Vehicle Lane Configuration between Woodbine Avenue and York/Durham Line ...... 45 Exhibit 4-8: YRT Service within the study corridor ...... 48 Exhibit 4-9: Existing right-of-way characteristics between Woodbine Avenue and Warden Avenue ...... 49 Exhibit 4-10: Existing right-of-way characteristics between Warden Avenue and Kennedy Road ...... 50 Exhibit 4-11: Existing right-of-way characteristics between Kennedy Road and McCowan Road ...... 51 Exhibit 4-12: Existing right-of-way characteristics between McCowan Road and Markham Road/Highway 48 ...... 52 Exhibit 4-13: Existing right-of-way characteristics between Markham Road/Highway 48 and Ninth Line ...... 53 Exhibit 4-14: Existing right-of-way characteristics between Ninth Line and Donald Cousens Parkway ...... 54 Exhibit 4-15: Existing right-of-way characteristics between Donald Cousens Parkway and York/Durham Line ...... 54 Exhibit 4-16: Existing Driveway Accesses (Woodbine Avenue to York/Durham Line) ...... 56 Exhibit 4-17: Existing Pedestrian Infrastructure on 16th Avenue between Woodbine Avenue and York/Durham Line ...... 59 Exhibit 4-18: Existing / Planned Cycling Infrastructure on 16th Avenue between Woodbine Avenue and York/Durham Line ...... 61 Exhibit 4-19: Watercourse Crossings (Woodbine Avenue to York/Durham Line) ...... 64 Exhibit 4-20: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (1 of 8) ...... 68 Exhibit 4-21: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (2 of 8) ...... 69

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Exhibit 4-22: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (3 of 8) ...... 70 Exhibit 4-23: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (4 of 8) ...... 71 Exhibit 4-24: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (5 of 8) ...... 72 Exhibit 4-25: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (6 of 8) ...... 73 Exhibit 4-26: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (7 of 8) ...... 74 Exhibit 4-27: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (8 of 8) ...... 75 Exhibit 4-28: Stage 1 Archaeology Assessment Findings (Woodbine Avenue to McCowan Road) (1 of 2) ...... 77 Exhibit 4-29: Stage 1 Archaeology Assessment Findings (McCowan Road to York/Durham Line) (2 of 2) ...... 78 Exhibit 4-30: Source Protection Information in the Vicinity of the Study Corridor ...... 86 Exhibit 4-31: Potential Contaminants/ Issues of Concern within the study corridor ...... 92 Exhibit 5-1 16th Avenue Study Area Existing AM Peak Hour Traffic Volumes ...... 95 Exhibit 5-2: 16th Avenue Existing Study Area PM Peak Hour Traffic Volume ...... 96 Exhibit 5-3: Existing PM Traffic Capacity (Woodbine Avenue to York/Durham Line) ...... 97 Exhibit 5-4: 16th Avenue Study Area Future AM Peak Hour Traffic Volumes ...... 99 Exhibit 5-5: 16th Avenue Study Area Future PM Peak Hour Traffic Volumes ...... 100 Exhibit 5-6: Future PM Traffic Capacity on 16th Avenue (Woodbine Avenue to York/Durham Line) ...... 102 Exhibit 5-7: Existing YRT Transit Network within the Study Corridor ...... 104 Exhibit 5-8 Transit Generators and Ridership along the 16th Avenue Corridor ...... 105 Exhibit 5-9: Bicycling Level of Service (BLOS) Rankings ...... 108 Exhibit 5-10: Bicycle Level of Service (BLOS) along 16th Avenue ...... 110 Exhibit 5-11: Pedestrian Level of Service (PLOS) Rankings ...... 112 Exhibit 5-12: Pedestrian Level of Service (PLOS) along 16th Avenue ...... 114 Exhibit 5-13: Geometric Deficiency Locations along 16th Avenue ...... 116 Exhibit 5-14: Collisions by Severity and Year ...... 119 Exhibit 5-15: Collisions by Severity and Location between Woodbine Avenue and York/Durham Line (Jan-2011 to Dec-2015) ...... 120 Exhibit 6-1: 16th Avenue Corridor B Segments ...... 122 Exhibit 6-2: Woodbine Avenue to Markham Road/Highway 48 Alternative Solution 1 – Do Nothing ...... 124 Exhibit 6-3: Woodbine Avenue to Markham Road/Highway 48 Alternative Solution 2 – AT Improvements ...... 125 Exhibit 6-4: Woodbine Avenue to Markham Road/Highway 48 Alternative Solution 3 – Widen for Transit/HOV lanes and AT Improvements ...... 125 Exhibit 6-5: Woodbine Avenue to Markham Road/Highway 48 Alternative Solution 4 – Widen to 6 GPL and AT Improvements ...... 125 Exhibit 6-6: Woodbine Avenue to Markham Road/Highway 48 Alternative Solution 5 – Convert Existing Curb Lanes to Transit/HOV and AT Improvements ...... 125 Exhibit 6-7: Markham Road/Highway 48 to Donald Cousens Parkway Solution 1 – Do Nothing ...... 126 Exhibit 6-8: Markham Road/Highway 48 to Donald Cousens Parkway Alternative Solution 2 – AT Improvements ...... 126 Exhibit 6-9: Donald Cousens Parkway to York/Durham Line Alternative Solution 1 – Do Nothing ...... 127

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Exhibit 6-10: Donald Cousens Parkway to York/Durham Line Alternative Solution 2 – Paved Shoulders ...... 127 Exhibit 6-11: Donald Cousens Parkway to York/Durham Line Alternative Solution 3 – MUP ...... 128 Exhibit 6-12: Donald Cousens Parkway to York/Durham Line Alternative Solution 4 – Semi-Rural Cross-Section with Paved Shoulders ...... 128 Exhibit 6-13: 16th Avenue and Stouffville GO Rail At-Grade Crossing Alternative Solution 1 – Do Nothing (Maintain At-Grade Crossing) ...... 129 Exhibit 6-14: 16th Avenue and Stouffville GO Rail At-Grade Crossing Alternative Solution 2 – Improve At-Grade Crossing ...... 129 Exhibit 6-15: 16th Avenue and Stouffville GO Rail At-Grade Crossing Alternative Solution 3 – Overpass ...... 129 Exhibit 6-16: 16th Avenue and Stouffville GO Rail At-Grade Crossing Alternative Solution 4 – Underpass ...... 129 Exhibit 6-17: Summary of Preferred Alternative Solution presented at Open House #1 ...... 155 Exhibit 6-18: Summary of Preferred Alternative Solution following Open House #1 ...... 157 Exhibit 7-1: Segmentation of Corridor for Evaluation of Alternative Design Concepts ...... 159 Exhibit 7-2: Minimum Typical Cross-Section ...... 160 Exhibit 7-3: Typical 6-lane Cross-Section for Woodbine Avenue to McCowan Road ...... 160 Exhibit 7-4: Alternative AT Design Concepts ...... 162 Exhibit 8-1: Typical Cross-Section between Woodbine Avenue and McCowan Road with the exception of Country Estates Drive/Village Parkway to Kennedy Road and between approx. 140 m west of Townson Road/Buttonfield Road and Townson Road/Buttonfield Road)...... 200 Exhibit 8-2: Typical Cross-Section between Country Estates Drive/Village Parkway and Kennedy Road and between approx. 140 m west of Townson Road/Buttonfield Road and Townson Road/Buttonfield Road ...... 201 Exhibit 8-3: Typical Cross-Section between McCowan Road and Donald Cousens Parkway ...... 202 Exhibit 8-4: Typical Cross-Section between Donald Cousens Parkway and York/Durham Line ...... 203 Exhibit 8-5: Typical Cross-Section at Long Bridges ...... 206 Exhibit 8-6: Typical Cross-Section at Short Bridges ...... 207 Exhibit 8-7: Typical Cross-Section at Culverts ...... 207 Exhibit 8-8: 16th Avenue Drainage Areas (1 of 10) ...... 224 Exhibit 8-9: 16th Avenue Drainage Areas (2 of 10) ...... 225 Exhibit 8-10: 16th Avenue Drainage Areas (3 of 10) ...... 226 Exhibit 8-11: 16th Avenue Drainage Areas (4 of 10) ...... 227 Exhibit 8-12: 16th Avenue Drainage Areas (5 of 10) ...... 228 Exhibit 8-13: 16th Avenue Drainage Areas (6 of 10) ...... 229 Exhibit 8-14: 16th Avenue Drainage Areas (7 of 10) ...... 230 Exhibit 8-15: 16th Avenue Drainage Areas (8 of 10) ...... 231 Exhibit 8-16: 16th Avenue Drainage Areas (9 of 10) ...... 232 Exhibit 8-17: 16th Avenue Drainage Areas (10 of 10) ...... 233 Exhibit 8-18: Recommended Noise Barriers along 16th Avenue (1 of 6) ...... 235 Exhibit 8-19: Recommended Noise Barriers along 16th Avenue (2 of 6) ...... 236 Exhibit 8-20: Recommended Noise Barriers along 16th Avenue (3 of 6) ...... 237 Exhibit 8-21: Recommended Noise Barriers along 16th Avenue (4 of 6) ...... 238 Exhibit 8-22: Recommended Noise Barriers along 16th Avenue (5 of 6) ...... 239 Exhibit 8-23: Recommended Noise Barriers along 16th Avenue (6 of 6) ...... 240

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Appendices

Appendix A: Preliminary Design Appendix B: Consultation Appendix C: Public Comment Tracking Appendix D: Agency and Stakeholder Correspondence / Minutes Appendix E: Indigenous Consultation Appendix F: Transportation and Traffic Analysis Reports Appendix G: Natural Environment Reports Appendix H: Built Heritage and Cultural Landscapes Report Appendix I: Stage 1 Archaeological Assessment Report Appendix J: Noise Assessment Report Appendix K: Geotechnical and Foundations Report Appendix L: Structural Assessment Appendix M: Fluvial Geomorphology Appendix N: Hydrogeological Report Appendix O: Drainage and Stormwater Management Report Appendix P: Air Quality Assessment Appendix Q: Contamination Overview Study

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Schedule ‘C’ Environmental Assessment Study for 16th Avenue from Woodbine Avenue to York/Durham Line Environmental Study Report

1 Introduction

The Regional Municipality of York (York Region) is responsible for monitoring its transportation network and implementing required improvements. The Region’s transportation and roadway management strategies under the 2016 Transportation Master Plan have established the need for future road improvements for 16th Avenue from Yonge Street to York/Durham Line within the City of Richmond Hill (formerly the Town of Richmond Hill) and the City of Markham. Implementation of works on 16th Avenue is scheduled to be staged over different construction years as per the Region’s current approved 2019 10-year Roads and Transit Capital Construction Program. To assess potential improvements for 16th Avenue between Yonge Street and York/Durham Line (16th Avenue Corridor), York Region retained HDR to conduct two Municipal Class Environmental Assessment (EA) studies. Study Corridor A is between Yonge Street and Woodbine Avenue in the City of Richmond Hill and the City of Markham, and Study Corridor B is between Woodbine Avenue and York/Durham Line in the City of Markham. The two EA studies were carried out in accordance with the planning and design process for Schedule ‘C’ projects, as outlined in the Municipal Engineers Association (MEA), Municipal Class Environmental Assessment (MCEA) guidelines (October 2000, as amended in 2007, 2011, and 2015). The decision to assess the 16th Avenue Corridor as two separate EA studies was based on the different land uses along the 16th Avenue Corridor (primarily industrial, commercial and residential in the west end and residential and agricultural in the east end), overall project length, varying timelines for improvements for 16th Avenue, and varying timelines for improvements associated with projects undertaken by others in the vicinity of the corridor that could benefit from coordination with the 16th Avenue EAs. In particular in the west end of the 16th Avenue Corridor, the Ministry of Transportation (MTO) is undertaking the widening and reconstruction of Highway 404 including work at the 16th Avenue interchange in the short-term horizon. In the east end of the 16th Avenue Corridor, Metrolinx is reviewing the feasibility and planning for the implementation of the GO Expansion Project along the Stouffville GO line in the longer term horizon. Given that the west end and east end of the 16th Avenue corridor are unique and may warrant different recommendations, which will be implemented at different timelines, the 16th Avenue Corridor was divided into Study Corridor A (between Yonge Street and Woodbine Avenue) and Study Corridor B (between Woodbine Avenue and York/Durham Line). The majority of the assessment was conducted concurrently for both study corridors to account for common elements such as traffic patterns in the area, while keeping in mind the unique characteristics and specific needs of each segment. However, the separate study corridors provide the Region flexibility with timing as one study needs to advance ahead of the other. As per the 2019 10-Year Roads and Transit Capital Construction Program, which undergoes annual review, the only segment of the 16th Avenue Corridor with planned improvements scheduled within the next 10 years is from Leslie Street to Woodbine Avenue, with construction scheduled to begin in 2021. Based on this funding schedule, while improvements are recommended along the entire 16th Avenue corridor, improvements within Study Corridor A in the west end are prioritized for implementation and as such the Environmental Assessment for Study Corridor A was completed in December 2018 ahead of the Environmental Assessment for Study Corridor B. The Environmental Study Report (ESR) documents the MEA Schedule ‘C’ Class EA process completed for the 16th Avenue Class EA studies, summarizing Phases 1 through 4 of the MCEA Schedule ‘C’ EA process. A separate ESR was prepared for Study Corridor A and Study Corridor B.

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This document presents the ESR for Study Corridor B between Woodbine Avenue and York/Durham Line. The ESR for Study Corridor A between Yonge Street and Woodbine Avenue is available under separate cover. 1.1 Purpose of the Project and the Environmental Study Report The purpose of the 16th Avenue Class EA studies is to determine specific transportation improvements to accommodate the current and future transportation needs of pedestrians, cyclists, transit riders and motorists along the 16th Avenue Corridor from Woodbine Avenue to York/Durham Line (Study Corridor B).

1.2 Study Area The 16th Avenue Class EAs span approximately 20.3 km of Regional road. The 16th Avenue Corridor A and Corridor B are shown in Exhibit 1-1. Study Corridor A is between Yonge Street and Woodbine Avenue in the City of Richmond Hill and the City of Markham, and Study Corridor B is between Woodbine Avenue and York/Durham Line in the City of Markham. The study corridors are inclusive of all intersections. For the purposes of the traffic analysis, the area inclusive of Major Mackenzie Drive to the north and Highway 7 to the south (Study Area) was considered to enhance the project team’s understanding of any potential east-west traffic diversion between parallel arterials that may impact the 16th Avenue corridor as shown. The Rutherford Road/Carrville Road/16th Avenue corridor is a key element of the Regional Road network and the Transit Priority Network, as it is the only continuous east-west corridor across York Region from the Peel Region boundary to the Durham Region boundary. It can be considered the “spine” of the Transit Priority Network in southern York Region connecting with the provincial highway network, commuter GO rail services, the Region’s Rapid Transit network, other Transit Priority Corridors, and the local municipal road networks.

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Exhibit 1-1: 16th Avenue EAs Study Area and Study Corridors 1.3 Study Organization

1.3.1 The Project Team Members of the Regional project team and consultant project team include:

Table 1-1: Project Team Project Team

Regional Municipality of York

Colin Wong York Region Project Manager

Nasir Aslam York Region Project Coordinator

Consulting Team

Tyrone Gan Project Manager – HDR

Veronica Restrepo Project Coordinator and Transportation Planning – HDR

Jonathan Chai Traffic Engineering and Safety Lead – HDR

Tamkin Naghshbandi Transportation Planning – HDR

Cheryl Murray Roadway Engineering – HDR

Anthony Reitmeier Drainage and Stormwater Management – HDR

Soheil Kashi Drainage and Stormwater Management – HDR

Goby Jeyagoby Structural Design – HDR

Peter Yu Preliminary Design – HDR

Masoud Sivandian Preliminary Design – HDR

Sandra McGaghran Geotechnical Engineering – Golder Associates

John Piersol Hydrogeological Assessment – Golder Associates

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Project Team

Joe Tomaselli Noise Assessment – Golder Associates

Eliza Brandy Archaeology Assessment – ASI

John Sleath Cultural Heritage Assessment – ASI

Judson Venier Natural Environment Assessment – LGL

Ahmed Siddiqui Fluvial Geomorphology – Matrix Solutions

Tham Shanmugarajah Surveying – Tham Surveying Limited

Jenny Vesely Air Quality Assessment – Novus Environmental

1.4 Study Process

1.4.1 Municipal Class Environmental Assessment Process The Environmental Assessment Act of Ontario (EAA) provides for the protection, conservation, and management of the environment in Ontario. The EAA applies to municipalities and to activities including municipal road projects. Activities with common characteristics and common potential effects may be assessed as part of a “class”, and are therefore approved subject to compliance with the pre-approved Class EA process. The Municipal Class Environmental Assessment (MCEA) process is an approved Class EA process that applies to municipal infrastructure projects including roads, water, and wastewater. This process provides a comprehensive planning approach to consider alternative solutions and evaluate their impacts on a set of criteria (e.g. technical, environmental, social, cost) and determine mitigating measures to arrive at a preferred alternative for addressing the problem (or opportunity). The Class EA process involves a rigorous public consultation component that includes various provincial and municipal agencies, Indigenous communities, and the public, at each of the project stages. The 16th Avenue EA studies were undertaken in accordance with the guidelines of the Municipal Engineers Association Municipal Class Environmental Assessment (October 2000, as amended in 2007, 2011 and 2015). Due to the type of project, anticipation for potential effects, and estimated capital costs, the 16th Avenue Class EAs are defined as schedule ‘C’ projects. A Schedule ‘C’ project involves either the construction of new facilities or major modifications to existing facilities. Modifications to existing facilities could include road widening, adjustments, and/or operational improvements. The phases for the sequence of activities within the approved Class EA process leading to project implementation are described as follows and illustrated in Exhibit 1-2: • Phase 1 (Problem and Opportunity) – Identify the problem (deficiency) or opportunity;

• Phase 2 (Alternative Solutions) – identify alternative solutions to address the problem or opportunity considering the existing environment, and establish the preferred solution taking into account public and review agency input;

• Phase 3 (Alternative Design Concepts for Preferred Solution) – Examine alternative methods of implementing the preferred solution, based on the existing

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environment, public and review agency input, anticipated environmental effects, and methods of minimizing negative effects and maximizing positive effects;

• Phase 4 (Environmental Study Report) – Document in an Environmental Study Report (ESR) a summary of the study background, problem statement, alternative solutions, alternative designs, and the public consultation process. Place the ESR on public record for a minimum 30 calendar days for review, and notify completion of the ESR and opportunity for Part II Order requests.

• Phase 5 (Implementation) involving detailed design and the preparation of contract/tender documents followed by construction, operation, and monitoring, is not within the scope of the 16th Avenue EA studies.

Exhibit 1-2: Municipal Class Environmental Assessment Process

After the ESR is finalized, it is filed and placed on public record for a minimum of 30 calendar days for review by the public and review agencies. At the time the report is filed, a Notice of Completion of the ESR will be advertised, to advise the public and other stakeholders where the ESR may be seen and reviewed, and how to submit public comments. The Notice will also advise the public and other stakeholders of their right to request a Part II Order, and how and when such a request must be submitted. Under the Environmental Assessment Act, members of the public, interest groups, agencies, and other stakeholders may submit a written request to the Minister of the Environment, Conservation and Parks to require the proponent (York Region) to comply with Part II of the Environmental Assessment Act (referred to as a Part II Order) before proceeding with the proposed undertaking. Part II of the Act addresses Individual Environmental Assessments. As of July 1, 2018, a Part II Order Request Form must be used to request a Part II Order. The Part II Order Request Form is available online on the Forms Repository website (http://www.forms.ssb.gov.on.ca/) by searching “Part II Order” or “012-2206E” (the form ID number).

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The request for a Part II Order must also be copied to the proponent (York Region) and to the Director of the MECP's Environmental Assessment and Permissions Branch at the same time it is submitted to the Minister. Written requests for a Part II Order must be submitted to the Minister within the minimum 30 calendar day review period. The Minister or delegate then reviews the ESR to ensure that the Class EA process has been followed. The proponent and the requestor have an opportunity to discuss and resolve the issues. Once the proponent has satisfied the requestor’s concerns a requestor should promptly withdraw a Part II Order request. If the proponent and requestor are unable to resolve the concerns, the Minister or delegate will make a decision on a Part II Order: Refer the matter to mediation before making a decision under the provisions of subsection 16(6) of the Environmental Assessment Act Deny the request for an order and inform the proponent and requestor of the decision and rationale. Deny the request for an order but impose conditions. Require the proponent to comply with Part II of the Environmental Assessment Act which requires the preparation of a term of reference and an individual environmental assessment. The Minister’s decision on a Part II Order request is final.

1.4.2 Canadian Environmental Assessment Act (CEAA) Under the Canadian Environmental Assessment Act, 2012 (CEAA 2012), a federal environmental assessment study may be required to the physical activities that constitute a “designated project”, under the project list identified in the Regulations Amending the Regulations Designating Physical Activities, 2013. This project list ensures that federal environmental assessments are focused on the major projects with the greatest potential for significant adverse environmental impacts to matters of federal jurisdiction. The 16th Avenue EA studies do not constitute a “designated project” and therefore do not require an environmental assessment under the CEAA, 2012. However, the Minister of the Environment, Conservation and Parks may order an assessment for any project not included in the project list, where there may be adverse environmental effects related to federal jurisdiction. It should be noted that if property acquisition is required in the vicinity of Rouge National Urban Park (Parks Canada property), a federal EA may be required per comments provided by Parks Canada representatives during the 16th Avenue EA.

1.5 Planning and Policy Context

1.5.1 Provincial Planning Context Provincial planning policies were reviewed to identify their relevance in the 16th Avenue Class EA study. Provincial plans are identified and summarized in Table 1-2.

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Table 1-2: Provincial Planning Policies Provincial Planning Directions Document

Provincial Policy Provides direction on land use planning and development as well as the transportation Statement 2014 system, including: • Providing appropriate development while protecting resources, public health and safety, and the natural and built environments • Building strong, healthy communities by supporting density and land uses that support Active Transportation (AT), are transit-supportive, and are freight-supportive • Investing in safe, energy efficient, transportation systems that move people and goods • Integrating transportation and land use considerations at all stages of the planning process • Using travel demand management (TDM) strategies to maximize efficiency • Considering land use patterns, density, and mix of uses to minimize length and number of vehicle trips, and support current and future use of transit and AT Of particular relevance to the 16th Avenue EA study, the PPS promotes the use of AT and provides for connectivity among transportation modes. This direction has been incorporated in the study as AT improvements were one of the main focuses of the 16th Avenue EA study. The PPS states that natural features and areas shall be protected for the long term, and development and site alteration shall not be permitted in significant wetlands or woodlands, significant wildlife habitat or fish habitat, significant areas of natural and scientific interest, or habitat of endangered species and threatened species, except in accordance with provincial and federal requirements. The PPS also states that significant built heritage resources and significant cultural heritage landscapes shall be conserved. Planning decisions are required to be consistent with the PPS. The EA follow a multi-modal, context sensitive approach, and aim to balance the interests and meet the needs of all road users, while minimizing negative impacts to the natural and cultural environment. Oak Ridges Moraine The Oak Ridges Moraine Conservation Plan (ORMCP), 2017, published by the Ontario Conservation Plan Ministry of Municipal Affairs and Ministry of Housing, provides land use and resource management planning direction to provincial ministers, ministries, agencies, municipalities, municipal planning authorities, landowners and other stakeholders, on how to protect the Moraine’s ecological and hydrological features and functions. No section of the 16th Avenue Study Corridor falls within boundary of the Oak Ridges Moraine.

Greenbelt Plan Published in 2005 and updated in 2017, the Greenbelt Plan identifies environmentally and agriculturally protected lands within the Greater Golden Horseshoe, where urbanization should not occur, in order to protect ecological features. There are several watercourses within the study corridor which fall within the Urban River Valley designation. The Urban River Valley designation provides direction to those areas where the Greenbelt occupies river valleys in an urban context. Under Section 6.2 of the Greenbelt Plan, lands designated as Urban River Valley are governed by the applicable official plan policies provided they have regard to the objectives of the Greenbelt Plan. All existing, expanded or new infrastructure which is subject to and approved under the Environmental Assessment Act, or which receives a similar approval, is permitted provided it supports the needs of adjacent settlement areas or serves the significant growth and economic development expected in southern Ontario and supports the goals and objectives of the Greenbelt Plan.

Only the segment between Donald Cousens Parkway and York/Durham Line falls under the Greenbelt Area and is identified as Protected Countryside. Under Section 4.2.1 (1) of the Greenbelt Plan, all expanded or new infrastructure subject to the Ontario Environmental Assessment Act (OEAA), is permitted within lands classified under the Protected Countryside designation so long as it provides the appropriate infrastructure connections among urban centers. Direction from this document has been incorporated into the recommendations for the 16th Avenue EA, with specific focus on the watercourse crossing locations.

A portion of the lands between Donald Cousens Parkway and York/Durham Line also fall under the Rouge National Urban Park. Rouge National Urban Park has been established for the purposes of protecting for current and future generations the agricultural, natural and cultural heritage of the Park and its diverse landscapes. The Park links Lake Ontario with the Oak Ridges Moraine. In May 2019, the park was transferred from Toronto and Region

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Provincial Planning Directions Document

Conservation Authority (TRCA) jurisdiction to Parks Canada. Upon lands being transferred to the Park, the Rouge National Urban Park Act and Management Plan have become the guiding documents and the Greenbelt Plan or other provincial plans/policies no longer apply at this location.

Planning of surrounding lands outside of the Rouge National Urban Park should be undertaken in a manner that considers the interface with and supports the vision and the ecological and other functions of the Park. This includes connections to surrounding natural heritage, agricultural and open space and trail systems, together with transportation infrastructure, visitor facilities and cultural heritage. In particular, infrastructure traversing the Park should be planned, designed and constructed to limit and mitigate impacts, support recreational uses and promote environmental restoration opportunities. Places to Grow Act / This plan informs decision-making regarding growth management and environmental Growth Plan for the protection in the Greater Golden Horseshoe, and is intended to be read in conjunction with Greater Golden the Provincial Policy Statement (PPS). The Plan guides decisions on a wide range of issues Horseshoe 2005, 2017, and is designed to promote economic growth, increase housing supply, create jobs and build 2019 communities that make life easier, healthier and more affordable for people of all ages. The Plan includes policies for infrastructure to support growth, including policies related to transportation. The 16th Avenue study incorporates the framework set out in the growth plan by developing recommendations which support relevant infrastructure policies. Niagara Escarpment This plan provides for the maintenance of the Niagara Escarpment and land in its vicinity Plan, 2017 substantially as a continuous natural environment and to ensure that the development that occurs is compatible with the natural environment. No section of the 16th Avenue Study Corridor falls within boundary of the Niagara Escarpment Plan Area.

The Big Move 2008, Identifies a 25 year plan for the Regional Rapid Transit and Highway Network and sets forth Updated 2013 a vision for the GO Expansion Project. Within the study corridor, the plan identifies several improvements to Regional Rapid Transit with improvements to the Stouffville GO Expansion. The expansion will offer frequent electrified train service in both directions, with trains every 15 minutes or better, as well as access to four new stations and transit connections. Consideration of the efforts under the scope of this policy, such as the vision for RER, has been incorporated into the 16th Avenue EA, specifically under the scope of future transportation. Transit-Supportive Identifies best practices in Ontario, North America and abroad for transit-friendly land-use Guidelines planning, urban design, and operations. The new communities within the 16th Avenue study corridor are to be planned to encourage all travel modes and follow these transit-supportive guidelines. Direction from this study has been incorporated into the 16th Avenue EA study, specifically in the development of recommendations which are transit-supportive. #CycleON: Ontario’s #CycleON is Ontario’s 20-year vision for cycling in the province. It provides a route map to Cycling Strategy (2013) support and encourage growth in cycling to 2033 and beyond. The 16th Avenue EA study explored options that are cyclist-friendly in accordance with the recommendations of Ontario’s Cycling Strategy. Ontario Climate Change The Ontario Climate change strategy aims to reduce greenhouse gas emissions to 80% Strategy and Action Plan, below 1990 levels by 2050, and build a prosperous low-carbon economy. Following 2016 consultation and input from Ontarians, the Climate Change Strategy highlights five areas of transformation: 1. A prosperous low-carbon economy with world-leading innovation, science and technology 2. Government collaboration and leadership 3. A resource-efficient, high-productivity society 4. Reducing greenhouse gas emissions across sectors 5. Adapting and thriving in a changing climate

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Provincial Planning Directions Document

The Action Plan describes the actions to be taken over the next five years to fight climate change. Most of Ontario's greenhouse gas emissions come from the transportation, industry and buildings sectors. At 35%, transportation emissions are the single-largest source of emissions in the province. Emissions from passenger cars trips alone (well over 10 million per day) are greater than the emissions from Ontario's iron, steel, cement, chemicals sectors combined. Of particular relevance to the 16th Avenue EA study, the Climate Change Strategy and Action Plan describe Ontario's approach to reducing transportation emissions, recognizing the emission reduction potential of different technology and mode choices, and noting that Ontario must transition as many existing drivers as possible to transit, cycling and walking. The recommendations put forward through the scope of the 16th Avenue EA study take a holistic approach to support the strategy put forward in this plan. Credit Valley, Toronto A Source Protection Plan (SPP) has been approved for the Credit Valley - Toronto and and Region and Central Region - Central Lake Ontario (CTC) Source Protection Region. The policies under the Lake Ontario Source approved SPP came into effect as of December 31, 2015 (CTC Source Protection Region, Protection Plan 2015). Based on this document, the project site along the 16th Avenue study corridor between Donald Cousens Parkway and York/Durham Line is within Significant Groundwater Recharge Area (SGRA). Within this area, future activities which take water without returning it to the same source, or which reduce recharge to the aquifer are considered significant water quantity threats.

1.5.2 Regional Planning Context Regional planning policies were reviewed to identify their relevance in the 16th Avenue Class EA Study. These policies were of particular relevance to the EA study as 16th Avenue is a regional road and as such, incorporating direction from these documents were an objective of the EA study. Regional plans are identified and summarized in Table 1-3.

Table 1-3: Regional Planning Policies Regional Planning Directions Document

York Region Official Plan Provides direction to guide economic, environmental, and community-building decisions to (YR-OP) (2010) manage growth. YR-OP incorporates the Planning for Tomorrow study, undertaken to identify how York Region will accommodate the several provincial planning initiatives. The main theme of the YR-OP is to move York Region towards sustainability, completed through policies that emphasize a reduction in automobile reliance and an increase in AT facilities. The YR-OP transportation road network (Map 12 Street Network) designates a right-of-way (ROW) width of up to 43.0 m for 16th Avenue between Woodbine Avenue and Ninth Line and up to 36.0 m between Ninth Line and York/Durham Line. This document is particularly relevant to the 16th Avenue EA as 16th Avenue is a regional road and as such proposed improvements must incorporate direction from the YR-OP. York Region Strategic Vision 2051 is York Region’s long-term strategy. It identifies eight goal areas that will guide Vision (Vision 2051) policies to create strong, caring, and safe communities designed with sustainability in mind. (2011) The Vision identifies actions to help achieve these goals, several pertaining to the design of future transportation facilities and the importance of their positive contribution to vibrant communities. The following are of particular relevance to the 16th Avenue EAs: • Achieving better connections between where people live, work, learn and play • Ensuring a compact, mixed-use built form that minimizes the need for travel and reduces dependence on single occupant vehicles • Providing convenient and reliable alternative modes of travel and prioritizing walking, cycling, public transit and carpooling • Implementing a comprehensive pedestrian system and programs that encourage walking, cycling and transit use

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Regional Planning Directions Document

• Providing a variety of transit facilities and services that are integrated into communities and together provide a comprehensive network of transit options that link people to places • Designing urban streets as public spaces that contribute to achieving livable and vibrant communities by accommodating recreation and community interaction for people regardless of age or mobility, and providing access to destinations • Designing streets to prioritize the most vulnerable users; ensuring accessibility for all • Designing streets to be context sensitive and complement adjacent land uses and environmental needs York Region Provides infrastructure and policy requirements for a 25-year outlook that allows York Transportation Master Region to achieve its strategic vision of an advanced, interconnected system of mobility Plan (TMP) (2016) within the Region to 2041. Further information pertaining to transportation infrastructure improvements as documented in the Region’s TMP as it relates to the 16th Avenue study corridor is described within this section of the EA report. York Region’s York Region’s sustainability strategy is a guide to provide local municipal governments with Sustainability Strategy long-term frameworks to balance economic growth with the natural environment and healthy (2007) communities. The aim of the Sustainability Strategy as it pertains to transportation is to ensure that there is integration between land use planning, growth and transportation; promoting public transit and active modes of transportation; and, ensuring that the system is integrated with the local, intra and inter-regional transportation systems. Key actions most pertinent to the 16th Avenue EA include: • Ensuring that all residents and employees, including new immigrants, the elderly, young people and the disabled have access to different, efficient and affordable modes of transportations • Increasing transit usage, carpooling and alternative modes of transportation by way of Transportation Demand Management York Region’s Pedestrian Provides direction to guide the development of improved AT infrastructure on Regional and Cycling Master Plan roads. To support a more sustainable Region, York Region is actively taking steps to (PCMP) (2008) promote alternative transportation choices that will benefit residents by improving public health and air quality while reducing dependence on the private automobile. The specific recommendations of the PCMP as they pertain to the 16th Avenue study corridor have been incorporated into the 2016 YR-TMP. York Region Transit The purpose of the York Region Transit (YRT) 2016 Annual Service Plan is to advance the 2016 Annual Service goals and objectives of the 2016 to 2020 4-year service plan. It provides an overview of the Plan main service initiatives for 2016 and the proposed rapid transit network plan up to 2020. Of relevance to the 16th Avenue EA, the 2016 Annual Service Plan includes the following objectives: • Increasing Ridership • Expanding Service • Strengthening the Grid Network • Restructuring Routes • Preparing to implement a Frequent Transit Network (of which 16th Avenue is a part of) York Region Towards Provides guidelines to improve Regional streets based on a thorough examination of the Great Regional Streets various needs and objectives within right-of-ways and road design standards. Towards Great (2008) Regional Streets will help inform the proposed solutions and designs to address problems and opportunities along the 16th Avenue study corridor through a multi-modal, context sensitive approach.

York Region Transportation Master Plan 2016 The purpose of the York Region Transportation Master Plan (YR-TMP) Update, 2016, is to support growth in York Region to the year 2041 by defining a long-term transportation vision based on integrated road and transit network planning. The plan aims for “more liveable communities” and “safe, efficient and effective transportation” for people and goods, which is applicable to the subject

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section of 16th Avenue. Applying direction from this plan to develop proposed improvements was an objective of the 16th Avenue EA aimed at supporting the Region’s efforts to create an advanced interconnected system of mobility which address growing transportation needs. YR-TMP has five objectives as they apply to the 16th Avenue study corridor: 1. Creating a world class transit system; 2. Develop a road network fit for the future; 3. Integrate AT in Urban Areas; 4. Maximize the potential of Employment Areas; 5. Make the last mile work1. These five objectives are streamlined into five main policy areas that will influence the development of preliminary design alternatives for the 16th Avenue corridor. These policy areas include developing a finer grid network, corridor evolution, commuter parking management, goods movement network, and boulevard jurisdiction. The 16th Avenue EA Studies will consider key aspects of these policy areas including the utilization of regional roads to maximize capacity to move people, and providing multi-modal transportation options at the fringes of urban areas. Recognizing that the vehicular road network alone cannot accommodate future travel needs, the plan aims to minimize the growth in travel demand and to use the road and transit networks as efficiently as possible. Important initiatives of the YR-TMP include a strategy for transit services and guidelines to ensure that any urban development supports transit. The YR-TMP supports the Regional Official Plan goal of strengthening the connections between the natural and built environment, economic vitality, and healthy communities through developing holistic mobility systems for the corridors of York Region. In addition, the plan elaborates on the YR-OP policies’ integrated approach to transit, land use/transportation integration, parking, walking and cycling. The YR-TMP expands on the 2010 YR-OP’s policy direction to promote transit and reduce automobile dependence. The direction is based on several key policies including: • Reducing auto dependence by planning communities in which AT opportunities are enhanced; • Creation of an AT system that encourages walking, cycling and transit use; and • Ensuring streets are designed to support all modes of transportation. These policies are summarized in a Transportation Demand Management program that is focused on making use of existing and future transportation infrastructure with an emphasis on AT options while reducing reliance on single-occupant automobiles. All of these policies are key considerations in the 16th Avenue EA studies.

1 The “last mile” refers to the last portion of a trip to a rapid transit station, a carpool lot, school, home, place of employment or entertainment. It refers to ways to make the “last mile” less auto dependent, enabling the use of more sustainable modes of travel.

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The TMP’s proposed 2041 Road Network, including recommendations for the 16th Avenue study corridor, is shown in Exhibit 1-3. As identified in the TMP, recommendations for the 16th Avenue study corridor include widening to six lanes between Woodbine Avenue and McCowan Road and a Grade Separation at the Stouffville GO Rail crossing east of 16th Avenue and Markham Road/Highway 48.

Exhibit 1-3: York Region TMP Map 8: Proposed 2041 Road Network

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The TMP’s proposed 2041 Transit Network, including recommendations for the 16th Avenue study corridor, is shown on Exhibit 1-4. More details related to the transit network as it relates to the 16th Avenue study corridor are documented in Section 5.2.2. As identified in the TMP, recommendations for transit along the 16th Avenue study corridor include a frequent transit network from Woodbine Avenue to Reesor Road which would consist of transit service that runs every 15 minutes.

Exhibit 1-4: York Region TMP Proposed 2041 Transit Network

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The TMP’s proposed 2041 Cycling Network, including recommendations for the 16th Avenue study corridor, is shown on Exhibit 1-5. More details related to cycling opportunities along the 16th Avenue study corridor are documented in Section 5.5. As identified in the TMP, recommendations for the 16th Avenue study corridor between Woodbine Avenue and Reesor Road include separated cycling facilities which refer to facilities which are separated from traffic. These may include cycle tracks, raised bike lanes, or multi-use paths (MUPs).

Exhibit 1-5 York Region TMP Proposed 2041 Cycling Network

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A Road Network Fit for the Future As shown in Exhibit 1-6. Regional streets are designed to accommodate a variety of travel modes, including transit vehicles, passenger cars, cyclists, pedestrians and trucks. This supports York Region’s Towards Great Regional Streets design guidelines which state that Regional streets are an integral element in promoting high quality urban design, serving as entryways to communities and encouraging the development of pedestrian-friendly and transit-oriented neighbourhoods. To conform to this policy derivative, opportunities for improvements for all transportation modes are identified, as feasible, to enhance and improve the quality of urban design along 16th Avenue. The Region will review the most effective use of road space over the long term by designing and operating Regional streets to maximize capacity to move people in all travel modes. If road widening is required from four lanes to six lanes, this would be implemented through the addition of two new Transit/HOV lanes (one in each direction) in accordance with policy direction from Regional Council. Accommodation of cyclists and pedestrians as well as landscaping opportunities were also reviewed as part of the EA study.

Exhibit 1-6: A ‘Complete Streets Approach’ to Designing Infrastructure

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1.5.3 Municipal Planning Context Municipal planning policies were reviewed to identify their relevance in the 16th Avenue Class EA Studies. Proposed improvements along the study corridor incorporate direction from these policies. Municipal plans are identified and summarized in Table 1-4.

Table 1-4: Municipal Planning Policies Municipal Planning Directions Document

City of Markham Policies

City of Markham Official Provides guidance on responsible future development in the City of Markham through Plan Update (2014) several guiding principles, including: growth management, environmental stewardship, economic prosperity, and transportation/transit development. It provides a framework for decision-making regarding land-use planning, and the requirement of municipal services to support growth. City of Markham This study identifies and addresses several key constraints facing the City’s future, including: Transportation Planning the need to reduce congestion to maintain a high quality of life for resident through Study (2002) addressing changing travel patterns, and the continuing development of Markham’s business community to maintain economic prosperity. It addresses these issues through its development of a multi-modal transportation solution up to 2021. City of Markham Cycling Provides direction towards a growing need for a city-wide cycling network. Recognition of a Master Plan (2010) growing popularity for cycling both as a recreational activity and a mode of transportation for short distance trips has spurred a plan to develop a connected cycling network.

1.6 Ongoing and Recently Completed Studies in the Vicinity of 16th Avenue Provincial, Regional and Municipal studies recently completed or on-going at the time of the EA study in the vicinity of 16th Avenue are summarized in Table 1-5.

Table 1-5: Ongoing and Recently Completed Studies in the Vicinity of 16th Avenue Study Description

Metrolinx At the time of the EA, GO Transit’s Stouffville line provides weekday rush-hour train service between Initiatives for Lincolnville and Toronto. Trains run south in the morning, and north in the afternoon. Through its GO the Stouffville Expansion Project, Metrolinx is already starting to transform the existing GO rail system from a GO Line commuter service to a whole new rapid transit experience. Improvements include the provision of all-day, two-way rail service every 15 minutes on the Stouffville line between Unionville and Union Station, and 20-minute service from Lincolnville to Union Station in the morning and from Union Station to Lincolnville in the afternoon/evening. Midday, evenings, and weekends, service between Unionville and Union Station is provided every 15 minutes, and every 60 minutes between Union Station and Mount Joy GO Station. Any proposed improvements to the at- grade crossing east of Markham Road/Highway 48 as part of the 16th Avenue EA study will be coordinated with Metrolinx. Other Regional York Region is undertaking multiple Environmental Assessment studies in the vicinity of the 16th EA studies Avenue study corridor, including: • Kennedy Road EA from Steeles Avenue to Major Mackenzie Drive (ongoing) • McCowan Road EA from Steeles Avenue to Major Mackenzie Drive (ongoing) Improvements for the aforementioned studies include road widening as well as AT improvements. Coordination between this study and the 16th Avenue EA will be required to make sure recommendations are consistent and to avoid one study’s recommendations from precluding other studies to move forward as planned. Coordination will be required at intersections to ensure that the respective improvements for each study are not in conflict with each other.

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2 Provincial, Regional and Municipal Context and Growth 2.1 Population and Employment Growth York Region is one of the fastest growing municipalities in the GTA. Since 1971, York Region’s population has increased nearly seven-fold. Population and employment growth are expected to continue across the Region. As such, the transportation system and other infrastructure must be prepared to accommodate future growth. As illustrated in Exhibit 2-1, by 2041 the regional population is expected to approach 1.79 million, while employment is anticipated to approach 900,000.

Exhibit 2-1 York Region Population Growth between 1971 and 2041 Given this level of projected growth, the transportation network must be improved in order to effectively support and accommodate the planned growth in the area.

2.2 Land Use and Future Development Context Existing land uses adjacent to 16th Avenue through the study limits are generally a residential/commercial/agricultural mix, as follows: • Woodbine Avenue to Donald Cousens Parkway: mostly residential properties, with some commercial and institutional areas • Donald Cousens Parkway to York/Durham Line: mostly agricultural lands Exhibit 2-2 shows the current land use designations along the corridor and surrounding area, as well as proposed development locations within and in close proximity to the study corridor. These planned developments will rely on the existing and planned infrastructure in the area, and will substantially increase the future traffic demand on 16th Avenue between Woodbine Avenue and York/Durham Line. The existing 16th Avenue corridor will not be able to accommodate future traffic conditions. As such, the 16th Avenue EA study will provide guidance on the required operational and road network improvements required to accommodate future growth.

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Study Corridor A Study Corridor B

Exhibit 2-2: Existing Land Use and Planned Development along 16th Avenue

More information about some of the key existing areas and planned developments along the study corridor is provided in the following subsections.

2.2.1 York Downs Redevelopment The York Downs Golf and Country Club is located on the north side of 16th Avenue between Warden Avenue and Kennedy Road (refer to Exhibit 2-3). The property, which encompasses 412 acres, was purchased by a joint venture group consisting of Kylemore Communities/Angus Glen Development and Metropia in June 2015. At the time of the EA, a subdivision application, two draft subdivision plans, and implementing zoning by-law amendment applications have been submitted to the City of Markham and were under review. York Region and the project team will continue discussions with the City of Markham on the status of the development application and its implications related to the 16th Avenue EA. It should be noted that the 16th Avenue EA only considered approved development and anticipated growth per the Region’s Official Plan and projected growth models. As such, the 16th Avenue traffic assessment, including the traffic forecasts for the horizon year, were based on the Region’s EMME model which considered growth in the York Downs Redevelopment area based on the Official Plan but not the level of growth related to proposed development. Should the York Downs Redevelopment proposal be approved in the future, transportation needs along the 16th Avenue corridor and other roads in the vicinity of the development location will need to be revisited, including the need for new intersections and intersection improvements.

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Source: City of Markham, 2018 Exhibit 2-3: York Downs Site

2.2.2 Cornell North Local Development Area The Cornell North Local Development Area is part of the Cornell district and is located east of Bur Oak Avenue between 16th Avenue and Donald Cousens Parkway. It is designated in Map 2 of the City of Markham Official Plan (2014) as a Local Centre with “Mixed Use Neighbourhood Area” land use designation. The City of Markham has identified the land use objective at this location as follows: “The Local Centre of Cornell North Centre is intended to serve as an important focal point and main street for the surrounding community providing a range of housing, employment, shopping and recreational opportunities, as well as personal and human services.” The 16th Avenue EA project team is not aware of any approved development applications at this location at the time of writing of this report. Further coordination with the City of Markham will take place regarding potential development applications at this location and their implications related to the 16th Avenue EA. As discussed with regards to the York Downs Redevelopment, it should be noted that the 16th Avenue EA only considered approved development and anticipated growth per the Region’s Official Plan and projected growth models. As such, the 16th Avenue traffic assessment, including the traffic forecasts for the horizon year, were based on the Region’s EMME model which considered growth in the Cornell North Local Development Area based on the Official Plan. Should the Cornell North

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Local Development Area be developed in the future, transportation needs along the 16th Avenue corridor and other roads in the vicinity of the development location will need to be revisited.

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3 Public and Stakeholder Consultation Process

In accordance with the Municipal Class EA ‘Schedule C’ process, three mandatory points of contact with the public and review agencies are required for the EA study to: • Review the project and selection of the preferred solution towards the end of the Phase 2 and obtain input; • In Phase 3, review alternatives to assist in the selection of the preferred design for the chosen solution and obtain comment and input; and • Announce the completion of the Environmental Study Report and placement of the ESR on public record for a minimum 30-day period. The EA study included a consultation program that went beyond the requirements noted above. Opportunities for the public, stakeholders, agencies, and Indigenous representatives to provide input were available throughout the EA study. While the EA studies for 16th Avenue between Yonge Street and Woodbine Avenue and 16th Avenue between Woodbine Avenue and York/Durham Line are separate, the majority of the communications with the public, stakeholders and agencies were held jointly for both studies as appropriate.

3.1 Public Consultation Approach Public input is an important part of the 16th Avenue Class EA and the public was presented multiple opportunities to participate in the planning process through a number of public and stakeholder consultation activities. While the EA studies for 16th Avenue between Yonge Street and Woodbine Avenue and 16th Avenue between Woodbine Avenue and York/Durham Line are separate, the milestone events including notices and Open Houses were held jointly and presented information for both corridors. An overview of the key consultation milestones is provided in Table 3-1. Detailed information on each of the key consultation events is provided in the following sections. Consultation event summaries for the aforementioned events can be found in Appendix B. Public comments received throughout the duration of the study can be found in Appendix C.

Table 3-1: Key Consultation Milestones Consultation Event Date

Notice of Study Commencement June 2016 Open House #1 November 2016 Open House #2 October 2017 Notice of Study Completion (Study A) December 2018 Notice of Study Completion (Study B) December 2019

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3.1.1 Notice of Commencement The notice of study commencement was published in the Toronto Star on June 26 and June 30, 2016, and in the Markham Economist & Sun and Richmond Hill Liberal on June 30, 2016. Social media posts and tweets regarding the notice of commencement were shared on July 5, 2016. The notice was directly mailed to those on the mailing list including properties within the study corridor, stakeholders and agencies, and placed on the study website (www.york.ca/16thavenue). Direct mail of the notice was sent to 5954 members of the public, email notification was sent to 146 individuals on the project email list, and direct mail letter and notice was sent to agencies and Indigenous Communities.

3.1.2 Open House #1 Multiple methods of communication were used to update the public about the 16th Avenue Class Environmental Assessment study and invite them to Open House #1, including: • Direct mail notice of Open House to 5720 members of the public, including property owners along the study corridor and those who previously expressed an interest in the study • Direct mail letter and notice of Open House to agencies and stakeholder group • Direct mail letter and notice of Open House to Indigenous Communities • Email notification to 139 individuals on the project email list promoting drop-in Open Houses and Open House material availability on the project website • Updates to project website, including notification of Open Houses, Open House display materials, and online comment form (survey) on project website (www.york.ca/16thavenue) • Notice and Region Media Release posted on www.York.ca on November 10, 2016 • Newspaper advertisements (Notice of Open House) as follows:

o Markham Economist and Sun – November 10 and 17, 2016 o Richmond Hill Liberal – November 10 and 17, 2016 o Thornhill Liberal – November 10, 2016 o Ming Pao – November 10 and 17, 2016 o Sing Tao – November 10, 2016 o Toronto Star – November 10 and 19, 2016 • Social media updates: YR Facebook and Twitter posts on November 10, 15, 20, 21, 22, and 23 • Postcard distribution to promote the online comment form (survey) as follows:

o Centennial GO Station on February 8, 2017 (distributed approx. 600 postcards) o Richmond Hill GO Station on February 14, 2017 and Langstaff GO Station on February 15, 2017 (combined distribution of approx. 1600 postcards)

o Markham GO Station on February 21, 2017 (distributed approx. 600 postcards)

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o Mount Joy GO Station on February 22, 2017 (distributed approx. 800 postcards) The communication material, including a copy of the newspaper notice, is included in Appendix B. The first round of Open Houses was held in three locations as follows: • Wednesday, November 23rd, 2016 at Pierre Elliot Trudeau High School in the City of Markham; Open House from 6:30 PM to 8:30 PM • Thursday, November 24th, 2016 at the Markham Museum in the City of Markham; Open House from 6:30 PM to 8:30 PM • Wednesday, November 30th, 2016 at the Bayview Hill Community Centre in the City of Richmond Hill; Open House from 6:30 to 8:30 PM Members of the York Region and HDR project team were in attendance at the drop-in style Open Houses to answer questions, record comments and discuss issues with the public. Approximately fifteen staff were in attendance in the events to ensure members of the public had one on one time to ask questions or express concerns. Members of the public filled out the sign-in sheet upon arrival, and indicated whether they wanted to be added to the project mailing list. Those who were not already on the mailing list were added to the mailing list following the Open Houses. Each Open House included the following information: • Display boards, including:

o Overview of the study corridor and study purpose o Summary of the study process o Planning policy and regional context o Existing land uses and proposed development in the area o Existing traffic, transit, cycling and pedestrians conditions and opportunities o Summary of problems and opportunities o Physical and Environmental Constraints along the study corridor o Alternative solutions for each corridor segment (including a dot exercise where attendees could indicate their preference for a specific alternative)

o Highway 404/16th Avenue interchange alternative solutions (specific to Study Corridor A)

o Stouffville GO Crossing alternative solutions o Evaluation Criteria o Evaluation of alternative solutions for each corridor segment o Summary of preferred alternative solutions o Summary of consultation activities and feedback received to date o Schedule and Next Steps • Roll plans showing existing conditions (aerial photographs and existing property lines) for each of the corridor segments at tables; members of the public were encouraged to write comments on the sheets.

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• Roll plans showing preliminary design alternatives for the Highway 404/16th Avenue interchange, to illustrate options for AT facilities in the boulevards or in the median (specific to Study Corridor A) • Interactive street puzzle activity • Hard copies of the Survey Form Key comments received at the Open Houses include: • General consensus that congestion is an issue along 16th Avenue and that current traffic levels will be worsened over time. • Interest in Highway 404 alternatives, including the reconfiguration of the interchange in support of the recommendation of median AT facilities (specific to Study Corridor A). • Concerns about property impacts, potential for expropriation and property values. • Concern about noise, vibration, and air quality impacts due to improvements and current traffic levels. Key responses to comments received at the Open Houses include: • The proposed improvements aim to address congestion through a multi-modal approach that accommodates all road users and modes. • Interchange alternatives will be further reviewed in consultation with key stakeholders. • Potential property impacts will be confirmed during a later phase of the studies and the property owners will be consulted as appropriate. • The recommendations will aim to minimize impacts, and any impacts will be mitigated as feasible.

Online Survey Feedback In addition to the three venues for the Open House, an electronic version of the display boards was posted online, allowing members of the public to view the Open House material online at their convenience and fill out an online comment form (survey) to provide their input. The online comment form was open between November 23, 2016 and October 12, 2017. Four hundred and nine (409) members of the public provided comments through the online survey. Key comments received through the online survey include: • Suggestions to install noise barriers for homes that directly face 16th Avenue which will be directly impacted by the traffic being closer to their homes. • Concern as to the magnitude of the impact on the natural environment. • Concerns that 60 km/h speed limit is too high and should be reduced. • Concerns regarding the number of collisions involving cyclists, motorcyclists and pedestrians presently and with the upcoming improvements. • Concerns that public transportation is lacking along 16th Avenue.

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• Improve opportunities to engage in an active lifestyle (cycling, walking) as part of the commute; improve connection by foot and bicycle of cultural/natural facilities and trails that are attractive to visit. Key responses to comments received through the online survey include: • The noise study assesses noise impacts and the potential for mitigation, based on York Region’s Noise Policy and York Region’s Standard Operating Procedures. • The goal of the 16th Avenue is to identify improvements to the study corridor which minimize impacts to vegetation, wildlife, aquatic habitat, and air quality. Impacts to the natural environment will be mitigated as feasible. • When designing for 6 lanes, the Region follows the Towards Great Regional Streets guidelines, which recommend narrower lane widths compared with existing. This results in drivers naturally reducing their speed. • The recommendations include improvements to accommodate all modes of transportation, including cyclists and pedestrians. Providing separate space for cyclists and pedestrians so they do not have to travel along vehicular lanes will minimize conflicts and improve level of comfort for all modes. • The proposed widening is to provide Transit / HOV lanes which accommodate moving more people in fewer vehicles and provide opportunities for more efficient transit operations, resulting in reduced travel times for these users. The recommendations also include improvements to accommodate other modes of transportation such as cycling and walking, which will improve connections to transit. • The EA study aims to provide more comfortable and convenient AT facilities along the corridor, which is consistent with York Region’s Transportation Master Plan. Consideration is given to connectivity to trails, schools, employment, shopping, and other places of interest. Additional comments received at the Open Houses and through the online survey, and responses from the project team, are included in Appendix B.

3.1.3 Open House #2 Multiple methods of communication were used to update the public about the 16th Avenue Class Environmental Assessment study and invite them to Open House #2, including: • Direct mailing notice of Open House to 5726 members of the public, including property owners along the study corridor and those who previously expressed an interest in the study • Direct mailing letter and notice of Open House to agencies and stakeholder groups • Direct mailing letter and notice of Open House to Indigenous Communities contacts • Email notification to 370 individuals on the project email list promoting drop-in Open Houses and Open House material availability on the study website • Updates to project website, including notification of Open Houses, Open House material, and online comment form (survey) on project website: www.york.ca/16thavenue

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• Notice posted on York.ca/16thavenue project page and public notices page of York.ca on September 28, 2017 • Newspaper advertisements (Notice of Open House) as follows:

o Markham Economist and Sun circulations on September 28 and October 5, 2017 o Richmond Hill Liberal circulations on September 28 and October 5, 2017 o Thornhill Liberal circulation on September 28 and October 5, 2017 o Ming Pao circulation on October 5, 2017 o Sing Tao circulation on October 5, 2017 o Toronto Star circulation on October 7, 2017 o MetroAd circulation on December 18 and 20, 2017 • Social media:

o YR Facebook posts on October 3, 2017 o YR Twitter posts on October 3, 10, 11, 14 and 17 (2017), and on December 28, 2017 to promote the online survey for the open house. The communication material, including a copy of the newspaper notice, is included in Appendix B. The second round of Open Houses was held in three locations as follows: • Tuesday, October 10th, 2017 at Edward T Crowle Public School in the City of Markham; Open House from 6:30 PM to 8:30 PM • Wednesday, October 11th 2017 at Pierre Elliot Trudeau High School in the City of Markham; Open House from 6:30 PM to 8:30 PM • Tuesday, October 17th, 2017 at the York Region Transit/Viva Bus Depot in the City of Richmond Hill; Open House from 6:30 to 8:30 PM Members of the York Region and HDR project team were in attendance at the drop-in style Open Houses to answer questions, record comments and discuss issues with the public. Approximately fifteen staff were in attendance in the events to ensure members of the public had one on one time to ask questions or express concerns. Members of the public filled out the sign-in sheet upon arrival, and indicated whether they wanted to be added to the project mailing list. Those who were not already on the mailing list were added to the mailing list following the Open Houses. Each Open House included the following information: • Display boards, including:

o Overview of the study corridor and study purpose o Summary of the study process o Purpose of Open House #2 o Summary of the feedback received to date o Summary of the preferred solution o Recommendation for future study at the Stouffville GO crossing

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o Design alternatives for road widening between Yonge Street and McCowan Road o Design alternatives for AT facilities between Yonge Street and Donald Cousens Parkway

o Design alternatives at the Highway 404/16th Avenue interchange (specific to Study Corridor A)

o Evaluation criteria for the design alternatives o A list of the key technical studies being undertaken as part of the EA to inform the evaluations and provide input into identification of impacts and mitigation measures

o Evaluations for the road widening design alternatives from Yonge Street to McCowan Road

o Evaluation for the AT alternatives for the corridor o A map showing the summary of the recommendations for the corridor o The recommended typical cross sections for the segment between Yonge Street and McCowan Road, McCowan Road and Donald Cousens Parkway, and Donald Cousens Parkway and York/Durham Line.

o Summary of consultation activities to date and ways to get involved in the process

o Schedule and Next Steps • Roll plans showing a draft of the recommended designs (aerial photographs and existing property lines, existing and proposed centreline, existing and proposed right- of-way, grading, retaining walls, added curb lanes for Transit/High Occupancy Vehicles (HOV), MUP, sidewalk, paved shoulder, and landscaping opportunities) for each of the corridor segments both on tables and mounted on walls; members of the public were encouraged to write comments on the sheets. • Roll plans showing preliminary design alternatives for the Highway 404/16th Avenue interchange, to illustrate options for AT facilities in the boulevards or in the median (specific to Study Corridor A) • A pre-prepared looping presentation summarizing the study details. • Hard copies of the Comment Form Key comments received at the Open Houses include: • General support for widening for Transit/HOV improvements west of McCowan Road. • Questions about the property impacts and acquisition process. • General support for MUP. • Concerns regarding pedestrian and cyclist conflicts on the MUP. • Concerns regarding utilization of transit. • Support for improved streetscaping.

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• Concerns regarding noise and vibration. Key responses to comments received at the Open Houses include: • The existing roadway capacity cannot accommodate existing and future traffic demand. Additional capacity via Transit/ HOV lanes is required to accommodate future traffic volumes. • Affected property owners have been contacted and property impacts have been discussed in subsequent meetings. • MUP will accommodate both pedestrians and cyclists. • Comments and varying opinions regarding AT facilities were noted. • A noise assessment has been undertaken as part of the EA study to assess existing and projected noise levels as a result of the transportation improvements. Impacts will be mitigated as feasible based on York Region’s Noise Policy.

Online Survey Feedback In addition to the three venues for the Open House, an electronic version of the display boards, draft design plans and video providing an overview of the Open House materials was posted online, allowing members of the public to view the Open House material online at their convenience and fill out an online comment form to provide their input. The online comment form was open between October 10, 2017 and September 13, 2018. One hundred and fifty three (153) members of the public provided comments through the online survey. Key comments received through the online survey include: • Concerns regarding noise, vibration and pollution due to widening. • Inquiries and concerns regarding potential property impacts. • Inquiries regarding construction timelines. • Concerns regarding existing trees and whether there is sufficient space available for Streetscaping. • Request for widening other roads first, such as Major Mackenzie Drive Key responses to comments received through the online survey include: • A noise assessment has been undertaken as part of the EA study to assess existing and projected noise levels as a result of the transportation improvements. Impacts will be mitigated as feasible based on York Region’s noise policy. • The recommended design aims to minimize property impacts. At certain locations, the right-of-way is highly constrained and therefore improvements may impact adjacent properties, including existing trees or fences. • Construction timelines will follow York Region’s latest 10-year capital roads and transit capital construction program, which is updated annually. • The recommended design aims to minimize impacts to existing trees. At certain locations, the right-of-way is highly constrained and therefore improvements may impact existing trees. A mitigation/compensation strategy will be developed as part of

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detailed design. Where sufficient space allows, areas for landscaping opportunities have been identified and will be further developed during detailed design. • Widening of other roadways will not address issues along 16th Avenue; however, improvements to other Regional roads are being considered per the recommendations of the Region’s Transportation Master Plan. Additional comments received at the Open Houses and through the online survey, and responses from the project team, are included in Appendix B.

3.1.4 Additional Public and Property Owner Meetings Individuals whose property was identified as being potentially impacted by the proposed designs, particularly those who did not attend the Open Houses, were contacted and invited to meet with the project team. These individuals as well as anyone else interested in the study were encouraged to attend individual meetings with the project team. Approximately 35 individual property owner meetings were held between January 11, 2017 and June 5, 2019. In addition, the York Region team held two all-day drop-in sessions in November 2019 and additional individual meetings in November and December 2019. These drop-in sessions and individual meetings were structured so that individuals could review the draft preliminary design drawings and discuss their concerns and ideas with the project team. Additional meetings with individual property owners were held as necessary. More details are included in Appendix B.

3.1.5 Notice of Completion (Study A) The notice of study completion for Study A (16th Avenue from Yonge Street to Woodbine Avenue) was published as follows: • Markham Economist and Sun circulations on December 13 and December 20, 2018 • Richmond Hill Liberal circulations on December 13 and December 20, 2018 • Thornhill Liberal circulations on December 13 and December 20, 2018 • Ming Pao circulation on December 13, 2018 • Sing Tao circulation on December 13, 2018 • Toronto Star circulation on December 13, 2018 The notice was directly mailed and/or e-mailed to those on the mailing list, including properties within the study corridor, stakeholders and agencies, and placed on the study website. The public review period for the Study A ESR took place from December 13, 2018 to January 27, 2019.

3.1.6 Notice of Completion (Study B) The notice of study completion for Study B (16th Avenue from Woodbine Avenue to York/Durham Line) will be published as follows: • Markham Economist and Sun circulations on December 19 and December 26, 2019 • Thornhill Liberal circulations on December 19 and December 26, 2019 • Ming Pao circulation on December 19, 2019 • Sing Tao circulation on December 19, 2019

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• Toronto Star circulation on December 19, 2019 The notice will be directly mailed and/or e-mailed to those on the mailing list, including properties within the study corridor, stakeholders and agencies, and it will be placed on the study website. The public review period for the Study B ESR will take place from December 19, 2019 to February 3, 2020.

3.2 Agency Consultation While the EA studies for 16th Avenue between Yonge Street and Woodbine Avenue and 16th Avenue between Woodbine Avenue and York/Durham Line are separate, the communications with the agencies were held jointly for both projects given that the notices where joint where feasible. A list of stakeholders, including federal departments, provincial ministries, municipalities and agencies, utility company representatives, and adjacent landowners, were contacted for information or comments and to provide input on the study. Agency/stakeholder consultation consisted of letters, emails, phone calls, exchanges of information, and meetings. Agencies contacted included: • 16th Avenue Public School • Eleanor Circle Homeowners Association • Alectra Utilities • Friends of the Rouge • Amica Mature Lifestyles Inc. Watershed • Angus Glen Ratepayers • German Mills Ratepayers Association Association • Baymills Ratepayers • Grandview Area Residents Association Association • Bayview Country Club Estates • Hillcrest Mall Ratepayers Association • Jefferson Forest Residents • Bayview Fairways Ratepayers Association • Jennings Gate Ratepayers Association • Bayview Hill Ratepayers Association • Langstaff Community Association Inc. • Box Grove Community Association • Legacy Community Ratepayers Association • Brother Andrew Catholic High School • Markham Museum • Cedar Grove Community Club • Markham Board of Trade • City of Markham • Markham Conservation Committee • Cole Engineering Group Ltd. • Markham Golf & Country Club • Cornell Ratepayers Association • Markham Municipal Heritage Committee, Markham Civic • Devil’s Elbow (Cachet Estates) Centre Ratepayers • Markham Village BIA

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• Markham Village Conservancy • Unionville Historical Society • Mill Pond Homeowner’s • Unionville Montessori School, Association South Campus • Mindtech Montessori, West • Unionville Ratepayers Campus Association • Mount Joy Community Centre • Apostolic Christian Church of and Arena Nazarene • Observatory Hill Homeowners • Observatory Hill Homeowners Association Association • Old Markham Village • Leitchcroft Ratepayers Ratepayers Inc. Association • Preserve 16th Action • Unionville Villagers Committee Association • Raymerville Ratepayers • Victoria Square Ratepayers Association Association • Richmond Hill Chamber of • Village Green Ratepayers Commerce Association • Heritage Richmond Hill • Vinegar Hill Ratepayers Association • Richmond Hill Montessori School, 16th Avenue Campus • Ward 1 (South) Thornhill Residents Inc. • Richmond Hill Naturalists • Wismer Ratepayers • Rouge Fairways Residents Association Association • Devine Park LLP (CF/OT • Rouge River Estates Buttonville Properties LP) Resident’s Association • York Downs Golf and Country • S.T.O.R.M (Save The Oak Club Ridges Moraine) • Direction du Service de • Sherwood-Amberglen transport Francobus Ratepayers Association • Student Transportation • Smart Commute, Services of York Region Markham/Richmond Hill • York Region Catholic School • South Unionville Community Board Association (SUCA) • York Region District School • St. Agnes Kouying Tsao Board Catholic Church • Metrolinx/ GO Transit • The Bridge • Ministry of Aboriginal Affairs • Unionville Alliance Church and Northern Development

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• Ministry of Agriculture – • Ministry of Tourism & Culture OMAFRA • Ministry of Transportation • Ministry of Education • Ontario Provincial Police • Ministry of Energy • Infrastructure Ontario • Ministry of the Environment, • CN Rail Conservation and Parks • Fisheries and Oceans Canada • Ministry of Health • Environment Canada • Ministry of Health and Long- Term Care • Health Canada • Ministry of Labor • Transport Canada • Ministry of Municipal Affairs • Toronto Region Conservation and Housing Authority • Ministry of Natural Resources • CAA South Central Ontario and Forestry • York Region Cycling Coalition • Ministry of Public • York Region representatives Infrastructure from various groups • Ministry of the Attorney • Parks Canada General Agency-specific correspondence, including minutes from key meetings, is included in Appendix D. Key agency direction is included in Section 8.3. 3.3 Indigenous Consultation While the EA studies for 16th Avenue between Yonge Street and Woodbine Avenue and 16th Avenue between Woodbine Avenue and York/Durham Line are separate, the communications with the Indigenous representatives were held jointly for both projects given that the notices where joint. The Indigenous consultation program for the EA study involved representatives from the following groups who may have an interest in the study. The list of representatives was developed in consultation with the Ministry of Indigenous Affairs (formerly Ministry of Aboriginal Affairs), and MECP (formerly MOECC): • Aamjiwaang First Nation • Chiefs of Ontario • Alderville First Nation • Chippewas of Georgina Island • Association of Iroquois and • Chippewas of Kettle & Stony Allied Indians Point First Nation • Aundeck Omni Kaning First • Chippewas of Nawash Unceded Nation First Nation (Cape Croker) • Beausoleil First Nation (Christian • Chippewas of Rama First Nation Island) • Chippewas of the Thames First • Bkejwanong Territory (Walpole Nation Island)

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• Curve Lake First Nation • Hiawatha First Nation • Haudenosaunee Confederacy, • Huron-Wendat Nation Chiefs Council • Kawartha Nishnawbe First • Haudenosaunee Development Nation Institute • M’Chigeeng First Nation • Metis Nation of Ontario (Credit River Metis Council) • Mississaugas of Scugog Island First Nation • Mississaugas of the Credit First Nation • Mohawks of Akwesasne • Mohawks of the Bay of Quinte • Moose Deer Point First Nation • Munsee-Delaware Nation • Nipissing First Nation • Peel Aboriginal Network • Saugeen First Nation • Shequiandah First Nation • Six Nations of the Grand River • Union of Ontario Indians • Wahta Mohawks (Mohawks of Gibson) • Williams Treaties First Nations • Zhiibaahaasing First Nation

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Indigenous representatives were included in the mailing list for the project, and were contacted via study notices and phone calls throughout the study (including Notice of Commencement, Notice of Open Houses, and Notice of Completion). The mailing list was updated to add additional Indigenous Representatives or update their contact information as required throughout the study. All those on the mailing list at the time of issuance of each notice were included in the notice distribution. Correspondence with Indigenous Groups took place through letters, e-mails, and phone calls. Specific comments and requests from Indigenous groups included the following: • The Haudenosaunee Confederacy Chiefs Council expressed interest in findings from any archaeological assessments and requested to be kept informed as the study progresses. The project team shared the final Stage 1 Archaeological Assessment Report. • The Huron-Wendat First Nations requested access to the shapefiles of the study zone prior to analyzing the project. The project team provided the shapefiles showing the study corridor boundaries based on a 100 m buffer on both sides of 16th Avenue, covering study corridors A and B. • The Huron-Wendat First Nations requested that a Huron-Wendat monitor be present if feasible during the necessary archeological phases, and that the studies be submitted for their review. The project team shared the final Stage 1 Archaeological Assessment Report. • The M’Chiqeeng First Nations requested to continue to receive updates about the study. No specific comments or concerns were noted. • The Mississaugas of Scugog Island responses to the notice of commencement noting that the project is in two treaty areas and requested to remain on the project contact list and continue to receive project updates. • The Curve Lake First Nation acknowledged receipt of Notice of Commencement and noted that they were not aware of any issues of concern at the time of the EA study but would like to be kept informed of the project findings. • The Beausoleil First Nations (Christian Island) requested the Archaeological Assessment report once complete. The project team shared the final Stage 1 Archaeological Assessment Report. • The Mississaugas of the Credit First Nation stated that they have no concerns at the time of the notice of commencement, and would like to be involved once the project team begins conducting physical work on the ground as well as receive updates on the progress of the project. The project team included an EA commitment to confirm the involvement of Mississaugas of the Credit First Nation representatives for future fieldwork during detailed design. • The Mohawks of the Bay of Quinte noted that they would be concerned if the preliminary archeological investigations found artifacts or burial remains. There is a transitional process that must be followed for the repatriation or reinternment of remains. The Mohawks of the Bay of Quinte requested to receive any cultural and/or Archaeological Assessments. The project team shared the final Stage 1 Archaeological Assessment Report.

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• The Six Nations of the Grand River noted that they had no comments on the project, but would like to be kept up to date. • The Chippewas of Rama First Nation acknowledged receipt of the Notice of Completion for Study A and requested to receive the Stage 2 Archaeological Assessments upon their completion. The project team included an EA commitment for future work to share the Stage 2 Archaeological Assessments upon completion during detailed design. Additional correspondence received from Indigenous representatives and the Project Team’s responses are included in Appendix E.

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4 Existing Conditions

Taking inventory of the existing conditions within the study corridor allows for potential impacts associated with the project to be identified and mitigation measures to be developed. While the EA studies for 16th Avenue between Yonge Street and Woodbine Avenue and 16th Avenue between Woodbine Avenue and York/Durham Line are separate, the existing conditions were assessed concurrently. This section documents the findings for the study between Woodbine Avenue and York/Durham Line.

4.1 Overview of Existing Conditions and Constraints As shown in Exhibit 4-1 and Exhibit 4-2, key features in the vicinity of the study corridor along this segment include: • 8 watercourses (Apple Creek, Berczy Creek, Bruce Creek, and Eckardt Creek, Robinson Creek, Mount Joy Creek, Little Rouge River and Major Creek) • Land use between Woodbine Avenue and Donald Cousens Parkway consists mostly of residential properties, with some commercial areas. Land use between Donald Cousens Parkway and York/Durham Line consists primarily of agricultural lands, with a more rural setting east of Reesor Road • The subdivisions surrounding the study corridor are low-density residential properties • York Downs Golf and Country Club • Markham Centre Key Development Area • Schools and community centres, including William Berczy Public School and Pierre Elliot Trudeau High School, St. Brother André Catholic High School and Mount Joy Community Centre • Religious institutions adjacent to the study corridor, including Saint Agnes Kouying Tsao Catholic Church, The Bridge Markham Community Church • Buttonville Transformer Station • Ten trail/pathway connections between Woodbine Avenue and McCowan Road. One trail connection between McCowan Road and Markham Road/Highway 48. Multiple pathway connections between Markham Road/Highway 48 and Ninth Line from medium density residential properties • Rouge National Urban Park • Commercial properties fronting onto the study corridor near Markham Road/Highway 48 • Amica at Swan Lake Retirement Community • Markham Village Heritage Conservation District, and multiple heritage properties in the vicinity of the 16th Avenue and Markham Road/Highway 48 intersection • Markham Museum

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• Close proximity to Centennial GO station • Stouffville GO Line at-grade rail crossing east of Markham Road/Highway 48 and close proximity to Mount Joy GO station and Markham GO station

Exhibit 4-1: Key Features and Constraints (Woodbine Avenue to McCowan Road)

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Exhibit 4-2: Key Features and Constraints (McCowan Road to York/Durham Line)

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4.2 Transportation Infrastructure This section documents a summary of current conditions with respect to transportation infrastructure and multi-modal level of service, including vehicular traffic, transit, cycling, and pedestrian facilities. Further information can be found in Appendix F.

4.2.1 Regional Connectivity 16th Avenue/Carville Road/Rutherford Road extends through three local municipalities in York Region and connects Peel Region and Durham Region as shown in Exhibit 4-3. As such, 16th Avenue plays a key role in York Region’s east-west connectivity and provides an important transportation link within southern York Region. Within Study Corridor B, there are transportation barriers that inhibit east-west travel patterns, as illustrated in Exhibit 4-4. These include existing infrastructure features such as the Stouffville GO Line rail at-grade crossing and natural heritage features including watercourses and woodlots.

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Exhibit 4-3: 16th Avenue as a Continuous East-West Corridor

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Exhibit 4-4: Travel Barriers in the Vicinity of the 16th Avenue Study Area

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4.2.2 Road Network 16th Avenue is a key east-west roadway in the southern part of York Region, providing an arterial road connection from the City of Pickering to the east of the study corridor, and to the City of Richmond Hill to the west of the corridor. The regional importance of 16th Avenue is illustrated in Exhibit 4 4. A description of the east-west arterial road network within the study corridor is summarized in Table 4-1. Exhibit 4-5, Exhibit 4-6, and Exhibit 4-7 illustrate the roadway configuration within the study corridor regarding roadway jurisdiction, posted speed limits, and vehicle lane configuration.

Table 4-1: Road Characteristics of 16th Avenue within the Study Corridor Name Jurisdiction Classification Number of Through Lanes Posted Speed Limit

16th Avenue York Region Regional Arterial 4 ( Woodbine Avenue to 60 km/h (Woodbine Road Donald Cousens Parkway Avenue to York/Durham 2 (Donald Cousens Parkway Line) to York/Durham Line)

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Exhibit 4-5: Road Network Jurisdiction between Woodbine Avenue and York/Durham Line

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Exhibit 4-6: Posted Speed Limits and Signalized Intersections between Woodbine Avenue and York/Durham Line

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Exhibit 4-7: Vehicle Lane Configuration between Woodbine Avenue and York/Durham Line

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4.2.3 Existing Truck Restrictions At the time of the EA study, there were truck restrictions on 16th Avenue between Woodbine Avenue and York/Durham Line per York Region By-Law number R-1017-93-112 which prohibits heavy trucks between 7:00 PM and 7:00 AM. A heavy truck is defined in this by-law as “a commercial vehicle having a weight, when unloaded, of three tonnes or more, or, when loaded, of five tonnes or more”. The definition also indicates that this does not include a passenger vehicle, an ambulance or any vehicle of a police or fire department. This By-Law does not apply to any vehicle engaged in making a delivery to or from a collection premise which cannot be reached except by way of using 16th Avenue. Additionally, it does not apply to public utility vehicles or vehicles engaged in works undertaken by or on behalf of the Regional Municipality of York or any area municipality.

4.2.4 Transit Network At the time of the EA study, York Region Transit provided transit service on 16th Avenue through the study corridor via Route 16 every 30 minutes on weekdays from about 5AM to Midnight. Route 16 runs from 16th Avenue at Bathurst Street in the west to Markham Stouffville Hospital in the east via 9th Line, and provides east-west connectivity to multiple north-south YRT transit routes including Viva Blue along Yonge Street. Further analysis on existing transit demand is detailed in Appendix F.

GO Transit Stations Mount Joy, Markham, and Centennial GO Stations are located within the vicinity of the study corridor. Mount Joy GO Station is located to the north of the 16th Avenue study corridor while Markham and Centennial GO Stations are located to the south. These stations are served by the Stouffville GO rail line. There are seven southbound GO Trains that stop at these stations in the morning and seven northbound GO Trains that stop at these stations in the afternoon. At the time of the EA, these trains run between the Lincolnville GO Station in Stouffville and Union Station in Toronto from Monday to Friday, and do not run on weekends or holidays. Mount Joy GO station is in close proximity to the study corridor, located east of the 16th Avenue and Markham Road/Highway 48 intersection. When GO Trains are not running, GO Buses (Route 70, 71) serve Mount Joy GO Station as part of the Stouffville Route. These GO Buses run southbound towards Union Station in the morning and northbound from Union Station in the afternoon. The northern terminus of the northbound buses is Lincolnville GO Station. In addition to GO Buses, YRT and TTC buses also serve Mount Joy GO Station. The trains stop at Mount Joy GO station and allow passengers to board and alight. One GO train is approximately ten cars long. GO Trains do not run along these tracks on weekends or holidays. Parking at these stations is usually close to full capacity. • Mount Joy GO Station includes:

o 1333 parking spaces o Bike racks o Enclosed bus shelters o Bus drop-off loop

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o Kiss-and-Ride drop-off area VIVA Service At the time of the EA study, the Viva Purple Bus Service operates near the 16th Avenue corridor on Highway 7, as shown in Exhibit 4-8 and further described in Table 4-2:

Table 4-2: Existing VIVA Service within the 16th Avenue Study Corridor Route Service Service From To Service type Peak / Off-Peak Period No. corridor Direction Frequency

Viva Centre East-West York Markham- Arterial York University to Purple Street / University Stouffville Richmond Hill Centre: Highway Hospital 7.5/15 minutes 7 Source: YRT; information retrieved on March 22, 2017

York Region Transit (YRT) Service The following YRT services, shown in Table 4-3 and Exhibit 4-8, operate within the 16th Avenue study corridor.

Table 4-3: Existing York Region Transit Service within the 16th Avenue Corridor Route Service corridor Service From To Service Peak / Off- No. Direction type Peak Period Frequency

YRT 16th Avenue East-West Markham Ilan Ramon Arterial 30 minutes / 30 16 Stouffville Avenue Minutes Hospital YRT Major Mackenzie East-West Markham Mackenzie Arterial 30 minutes / 45 25 Stouffville Richmond Hill minutes Hospital Hospital YRT Bur Oak East-West Markham Angus Glen Arterial 30 minutes / 1 18 Stouffville Community hour Hospital Center YRT Markham East-West Markham GO Markville Mall Local 30 minutes / 1 41 Station Route hour

YRT 16th North- Markville Mall Woodbine Local 30 minutes / 1 40 Avenue/Highway 7 South Avenue and Route hour Rodick Road YRT Major North- Unionville GO Major Local 1 hour (no off- 42 Mackenzie/16th South Station Mackenzie Drive Route peak service) Avenue/Highway 7 and Ridgecret Road YRT Kennedy North- Kennedy Road Kennedy Road Arterial 15 minutes/30 8 South and Major and Steeles minutes Mackenzie Drive

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Route Service corridor Service From To Service Peak / Off- No. Direction type Peak Period Frequency

YRT 16th Avenue/Major North- Major Markville Mall Local 40 minutes (no 45 Mackenzie South Mackenzie Route off-peak Drive and service) Mingay Avenue Source: YRT: information confirmed on March 22, 2017

Source: YRT System Map (Effective January 8, 2017) Exhibit 4-8: YRT Service within the study corridor

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4.2.5 Right-of-Way Characteristics The existing 16th Avenue right-of-way varies along the corridor’s length between 20 and 79 meters in width. The existing right-of-way is significant to note as it indicates the amount of space available for proposed improvements within which potential property impacts will not be necessary. This allows for consideration of potential constraints within the study corridor while identifying problems and opportunities. The range of existing right-of-way characteristics between Woodbine Avenue and York/Durham Line are illustrated in Exhibit 4-9 to Exhibit 4-15.

Exhibit 4-9: Existing right-of-way characteristics between Woodbine Avenue and Warden Avenue

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Exhibit 4-10: Existing right-of-way characteristics between Warden Avenue and Kennedy Road

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Exhibit 4-11: Existing right-of-way characteristics between Kennedy Road and McCowan Road

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Exhibit 4-12: Existing right-of-way characteristics between McCowan Road and Markham Road/Highway 48

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Exhibit 4-13: Existing right-of-way characteristics between Markham Road/Highway 48 and Ninth Line

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Exhibit 4-14: Existing right-of-way characteristics between Ninth Line and Donald Cousens Parkway

Exhibit 4-15: Existing right-of-way characteristics between Donald Cousens Parkway and York/Durham Line

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4.2.6 Overview of Existing Accesses within the Corridor The existing accesses along 16th Avenue at the time of the EA vary throughout the corridor. To help optimize the transportation network, access management procedures limit the number of access points along a road. Between Woodbine Avenue and west of Reesor Road, there are considerably more accesses due to land use patterns within the area. Between Reesor Road and York/Durham Line, access points are limited. The access points for each section of the corridor are summarized in Table 4-4 and shown in Exhibit 4-16. Between Woodbine Avenue and York/Durham Line, there are 38 streets that intersect 16th Avenue. Some of these roads are main arterials while others are local collectors. Including main arterials, there are 23 signalized intersections between Woodbine Avenue and York/Durham Line.

Table 4-4: Intersections and Driveways on 16th Avenue (Woodbine Ave. to York/Durham Line) Road Link Intersecting Roads Commercial Residential TOTAL (excluding main Parking Driveways arterials) Lots/Driveways

Woodbine Ave. – Warden 5 2 0 7 Ave. Warden Ave. – Kennedy 6 1 0 7 Road Kennedy Road – McCowan 5 4 0 9 Road McCowan Road – 6 9 2 17 Markham Road/Highway 48 Markham Road/Highway 7 10 0 17 48 – Ninth Line Ninth Line – Reesor Road 6 1 0 7 Reesor Road – 0 3 4 7 York/Durham Line

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Exhibit 4-16: Existing Driveway Accesses (Woodbine Avenue to York/Durham Line)

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4.2.7 Pedestrian Facilities At the time of Phase 1 of the EA study there were discontinuous sidewalks along the majority of 16th Avenue between Woodbine Avenue and Ninth Line, as described below. Exhibit 4-17 shows the locations of existing sidewalks. Some facilities have been connected as a result of more recent developments. Further analysis on pedestrian demand and quality of service can be found in Appendix F. Woodbine Avenue to Warden Avenue: There are continuous 1.5 m sidewalks on both the north and south side of 16th Avenue. There is also a segment of sidewalk that runs off the south side of 16th Avenue to the YRT bus stop approximately 15 m south of 16th Avenue on the east side of Rodick Road. There are two trail/pathways connections in this section.

Warden Avenue to Kennedy Road: There is a continuous 1.5 m wide sidewalk on the south side of 16th Avenue. There are small strips of sidewalks that are 1.5 m in width on the north side of 16th Avenue to YRT bus stops at Warden Avenue, Country Estates Drive/Village Parkway, and Normandale Road. Approximately 200 m west of Kennedy Road, there is a sidewalk that starts on the north side of 16th Avenue leading to the commercial development on the north-west side of the 16th Avenue and Kennedy Road intersection. The Rouge Valley Trail has three connections to 16th Avenue. In total, this section has 4 trail/pathway connections.

Kennedy Road to McCowan Road: There is a continuous 1.5 m wide sidewalk on the south side of 16th Avenue. There is also a small segment of sidewalk that is 1.5 m in width between Kennedy Road and the YRT bus stop approximately 15 meters east of Kennedy Road on the north side of 16th Avenue. A segment of sidewalk also begins at William Berczy Boulevard and continues to McCowan Road on the north side of 16th Avenue. There are four trail/pathway connections in this section.

McCowan Road to Markham Road/Highway 48: There is a continuous sidewalk on the south side of 16th Avenue. Segments on the south side of 16th Avenue are generally at 1.5 m with some segments at 1.8 m. A segment of sidewalk begins at 16th Avenue and McCowan Road and ends approximately 270 m east of Roy Rainey Avenue on the north side of 16th Avenue. A segment of sidewalk begins on the east side of Mingay Avenue and ends at Markham Road/Highway 48 on the north side of 16th Avenue. Both segments on the north side of 16th Avenue are 1.5 m in width. There is one trail/pathway connections in this section.

Markham Road/Highway 48 to Ninth Line: There are continuous sidewalks on both the north and south side of 16th Avenue. Sidewalk segment widths on both sides of 16th Avenue range from 1.5 m to 1.8 m. There are four trail/pathway connections in this section.

Ninth Line to Reesor Road: There is a 3 m wide MUP on the south side of 16th Avenue that transitions into a 1.5 m wide sidewalk at Cornell Centre Boulevard and ends approximately 100 m west of Donald Cousens Parkway. A segment of 3 m wide MUP begins at Ninth Line and ends approximately 50 m east of Bur Oak Avenue on the north side of 16th Avenue. There is an MUP that begins east of Donald Cousens Parkway and ends at Reesor Road on the south side of 16th Avenue. There are 17 trail/pathway connections in this section. The number of connections in this section is substantially higher than previous sections due to the residential properties with connections onto 16th Avenue and the MUP present on both sides of 16th Avenue.

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Reesor Road to York/Durham Line: There is a 1.5 m wide sidewalk on the south side of 16th Avenue that ends approximately 270 m east of Reesor Road. There are no trail/pathway connections in this section. In addition to the sidewalk network along 16th Avenue, there are four major recreational trails within the study corridor: • A trail runs adjacent to the Rouge River which intersects 16th Avenue approximately 300 m east of Woodbine Avenue. • A recreational trail runs through the Unionville Valleylands and intersects 16th Avenue twice approximately 600 m and 1.5 km east of Warden Avenue respectively. • A trail runs adjacent to Roy Rainey Pond which intersects 16th Avenue approximately 1 km east of McCowan Road. Pedestrians are able to cross 16th Avenue using the crosswalks located at all signalized intersections. • Between Woodbine Avenue and Warden Avenue, there are four signalized intersections where pedestrians can cross 16th Avenue. • Between Warden Avenue and Kennedy Road, there are four signalized intersections where pedestrians can cross 16th Avenue. • Between Kennedy Road and McCowan Road, there are three signalized intersections where pedestrians can cross 16th Avenue. • Between McCowan Road and Markham Road/Highway 48, there are three signalized intersections where pedestrians can cross 16th Avenue. • Between Markham Road/Highway 48 and Ninth Line, there are three signalized intersections where pedestrians can cross 16th Avenue. • Between Ninth Line and Reesor Road, there are five signalized intersections where pedestrians can cross 16th Avenue. • Between Reesor Road and York/Durham Line, there is one signalized intersection where pedestrians can cross 16th Avenue

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Exhibit 4-17: Existing Pedestrian Infrastructure on 16th Avenue between Woodbine Avenue and York/Durham Line

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4.2.8 Cyclist Facilities In the study corridor, cyclists are generally required to share the roadway with vehicles. At present, there are no designated cycling facilities on 16th Avenue between Woodbine Avenue and Ninth Line. Between Ninth Line and Cornell Centre Boulevard, there is existing MUP on both sides of 16th Avenue. Between Donald Cousens Parkway and Reesor Road, there is existing MUP on the south side. The York Region Transportation Master Plan (YR-TMP) Update notes that cyclist facilities are planned for 16th Avenue; however the individual configurations will depend on the future typical cross-sections. Exhibit 4-18 shows the locations of existing and planned bicycle networks, per the Region’s Pedestrian and Cycling Master Plan. Further analysis on cyclist demand within the study corridor is detailed in Appendix F.

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Exhibit 4-18: Existing / Planned Cycling Infrastructure on 16th Avenue between Woodbine Avenue and York/Durham Line

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4.2.9 Trails The trail network between Warden Avenue and Kennedy Road connects to the Rouge Valley Trail leading to Toogood Pond and other key destinations. On the north side, trails in this segment connect to the proposed York Downs development lands. Trail connections are also present within other segments of the study corridor. The existing trails within the study corridor are shown in Exhibit 4-18. 4.3 Natural Environment The natural environment assessment included a review of aquatic habitat, vegetation, wildlife, and designated natural areas along the study corridor. Key findings are summarized in the following sections, and detailed in Appendix G.

4.3.1 Aquatic Habitat The study corridor for 16th Avenue from Woodbine Avenue to York/Durham line is located within two watersheds: the Rouge River watershed and the Duffins Creek watershed. The watercourses within the Rouge River watershed include Apple Creek, Berczy Creek, Bruce Creek, Eckardt Creek, Robinson Creek, Mount Joy Creek, and Little Rouge River. Major Creek, located at the east limit of the 16th Avenue corridor crossing York/Durham Line north of 16th Avenue, is within the Duffins Creek watershed. All watercourses within the study limits are under the jurisdiction of Toronto and Region Conservation Authority (TRCA), Ministry of Natural Resources and Forestry (MNRF), and Ministry of the Environment, Conservation and Parks (MECP). Watercourse locations are illustrated in Exhibit 4-19. According to background investigations, regulated habitat for one aquatic species at risk occurs within the study limits of 16th Avenue from Woodbine Avenue to York/Durham Line. Redside Dace has been identified by Fisheries and Oceans Canada (DFO) as occurring within the Rouge River watershed (Berczy Creek, Bruce Creek and Robinson Creek). This has been confirmed by MNRF/MECP. As of April 1, 2019, species at risk is under the jurisdiction of MECP. Table 4-5 provides a summary of watercourses within this segment of the study corridor.

Table 4-5: Summary of Watercourse Crossings (Woodbine Avenue to York/Durham Line) Watercourse Watershed Characteristics Redside Dace Habitat Name

Apple Creek Rouge River Permanent Coolwater Not identified as recovery or occupied habitat Watershed for Redside Dace Berczy Creek Rouge River Permanent Coolwater Redside Dace regulated habitat is present in Watershed this segment of Berczy Creek Bruce Creek Rouge River Permanent Redside Dace regulated habitat is present in Watershed Warmwater this length of stream of Bruce Creek Eckardt Creek Rouge River Permanent Not identified as recovery or occupied habitat Watershed Warmwater for Redside Dace Robinson Creek Rouge River Permanent Coolwater Redside Dace regulated habitat is present in Watershed this length of stream of Robinson Creek

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Watercourse Watershed Characteristics Redside Dace Habitat Name

Mount Joy Creek Rouge River Permanent Coolwater Not identified as recovery or occupied habitat Watershed for Redside Dace Little Rouge River Rouge River Permanent Not identified as recovery or occupied habitat Watershed Warmwater for Redside Dace Major Creek 1 Duffins Creek Permanent Coldwater Not identified as recovery or occupied habitat Watershed for Redside Dace

1 Crosses York/Durham Line north of 16th Avenue

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Exhibit 4-19: Watercourse Crossings (Woodbine Avenue to York/Durham Line)

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4.3.2 Vegetation Vegetation communities within the Woodbine Avenue to York/Durham Line study corridor consist of a mixture of grassland, bushes, trees, woodland, forest, wetland communities, and manicured areas. Woodlands and forests identified within the study corridor are located primarily along the riparian corridors associated with tributaries of the Rouge River. Along most of 16th Avenue land has been cleared of original forest cover to accommodate residential, commercial and institutional land uses. The portion of the 16th Avenue study corridor that is predominantly urbanized from the western study limit east to Donald Cousens Parkway is dominated by vegetation that is manicured and regularly maintained, as well as vegetation communities that have been planted, likely by the Region or Municipality. Plant species identified within these areas consist of a high proportion of non-native plant species that are well adapted to persist in areas that are regularly disturbed, including species that are adapted to high light conditions, limited soil moisture, and species that are tolerant of salt spray. The natural/semi-natural features within the study corridor consist of wetland and forest communities. Two types of forest communities were identified including Fresh-Moist Lowland Deciduous Forest and Mixed Forest. The mixed forest was identified just east of Reesor Road. Dog- strangling vine was observed to be well-established within the portion of the deciduous and mixed forests and cultural plantation which were surveyed, south of 16th Avenue. Reed-canary Grass Mineral Meadow Marshes were observed along the west and east banks of Major Creek. Two other small wetland communities were also identified including a small Mineral Shallow Marsh located north of 16th Avenue just west of Yorkton Boulevard, and a narrow Forb Mineral Meadow Marsh located north of 16th Avenue and just south of Angus Glen golf course. All of the vegetation communities identified are considered widespread and common in Ontario and secure globally. Several Kentucky coffee trees (Gymnocladus diocius) were identified within the study area. These trees were planted as streetscape amenity feature trees. Consultation with MECP have advised that Kentucky coffee-trees do not require Endangered Species Act authorizations. In addition, one butternut tree (Juglans cinerea) was identified on the north 16th Avenue west of Warden Avenue, in the rear yard of a residential property. Butternut trees are regulated as Endangered under the Ontario Endangered Species Act, 2007. Four TRCA species of concern were identified within this segment of the study corridor. Species of concern are generally species that are disappearing in the regional landscape, primarily as a result of land use changes. Red pine was identified within the canopy of the cultural plantation east of Reesor Road. No regeneration of this species was observed. Tamarack and white spruce were often observed to be planted within manicured areas and the cultural savannah south of 16th Avenue, east of Reesor Road. Multi-coloured blue-flag was identified within the meadow marsh adjacent and west of Major Creek. Two species identified within the study area are considered rare in York Region. Black walnut and cow parsnip were observed to be occasional within two or more vegetation communities identified within the study corridor.

4.3.3 Wildlife Wildlife and wildlife habitat were found to be distributed across the entire Woodbine Avenue to York/Durham Line study corridor; however, given the highly urbanized/disturbed nature of the landscape, natural heritage features were generally limited. Watercourse crossings, grasslands,

December 19, 2019 | 65 Schedule ‘C’ Environmental Assessment Study for 16th Avenue from Woodbine Avenue to York/Durham Line Environmental Study Report bushes, trees, forest (deciduous, mixed and coniferous) and small inclusions of marsh habitat types provide the majority of natural heritage features. The urban setting found along much of the 16th Avenue study corridor supports limited natural heritage features and consequently supports a modest assemblage of wildlife species which are generally considered urban or tolerant of anthropogenic features and disturbance. A total of six (6) watercourses and one (1) culvert crossing conveying the outflow from a stormwater management pond cross 16th Avenue within this study corridor. One (1) watercourse crosses York/Durham Line north of 16th Avenue. These watercourses and associated riparian habitats are all considered highly disturbed but do support varied levels of natural cover. Given the highly disturbed nature of the study corridor, the habitats associated with these watercourses generally provide the most significant natural heritage features on the local landscape and provide movement opportunity for wildlife across the local landscape. Crossing structures associated with Apple Creek, Eckardt Creek, Robinson Creek and Mount Joy Creek offer some capacity for wildlife movement; however, the limited extent of natural cover associated with these crossings as well as the modest size of the crossing structure does limit their functionality to convey wildlife. The crossing structures and relative abundance of natural features associated with the Little Rouge River, Berczy Creek, Bruce Creek and Major Creek crossings result in these crossings acting as an important component in permeability of 16th Avenue for wildlife. In addition to the above mentioned aquatic habitats, a number of stormwater management (SWM) ponds were identified across the study corridor. The SWM ponds identified are limited in their capacity to provide wildlife habitat as a result of intensive residential development which generally fragments them from surrounding natural heritage features. However, the SWM ponds were found to provide habitat for a number of bird and mammal species and are expected to provide breeding habitat for amphibian species. Unionville Marsh Provincially Significant Wetland (PSW), which is found approximately 500 m south of the right-of-way, contains relatively high-quality wildlife habitat and may influence the wildlife assemblage found along 16th Avenue in its vicinity. As described, much of the 16th Avenue study corridor is composed of a highly disturbed and urbanized environment. However, east of Bur Oak Avenue, densely urbanized lands transition into agricultural lands which provide open country habitat type, in particular for bird species. Of the 62 wildlife species recorded within the study corridor, two are regulated under the Ontario Endangered Species Act, 2007 (ESA) and/or the Canada Species at Risk Act. Bobolink and Barn Swallow, both species regulated as Threatened under the ESA, were identified during 2016 breeding bird surveys. A total of 29 species of birds were observed in the study corridor during field investigations. Four mammal species were identified during field investigations in the study corridor. The majority of mammal activity was found in association with a number of the watercourse crossings. No reptile or amphibian species were observed in the study corridor during field investigations.

4.3.4 Designated Natural Areas There are no Areas of Natural and Scientific Interest (ANSIs), Provincially Significant Wetlands (PSWs) or Environmentally Sensitive Areas (ESAs) located within 120 m of the Woodbine Avenue to York/Durham Line study corridor.

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4.4 Socio-Economic Environment

4.4.1 Built Heritage and Cultural Landscape Features A Cultural Heritage Resource Assessment (CHRA) was conducted. A CHRA takes inventory of built heritage and cultural heritage resources, identifies existing conditions, identifies impacts, and proposes appropriate mitigation measures. The CHRA study area screened all properties within a 100 m buffer zone from 16th Avenue for built heritage and cultural resources. The results of background historical research and a review of secondary source material, including historical mapping, revealed that the study corridor was originally located within rural landscape dating back to the late eighteenth century, with major roadways connecting various settlements in the area and several creeks and smaller tributaries throughout. The area has been subject to considerable urban and suburban development. Also, substantial roadway improvement due to residential development both north and south of 16th Avenue has significantly impacted the width of the roadway and caused intersecting watercourses to be channelized through concrete and metal culverts. A field review was conducted to confirm the location of previously identified cultural heritage resources and to document newly discovered ones. Additional details about the Built Heritage and Cultural Landscapes are included in Appendix H. The field review confirmed that this study corridor retains 15 nineteenth century, three twentieth century, five twenty-first century cultural heritage resources and one Heritage Conservation District within 100 m of 16th Avenue. These are shown in Exhibit 4-20 through Exhibit 4-27. The following provides a summary of the assessment results: • A field review of the study corridor confirmed that there are 24 Cultural Heritage Resources (CHRs) consisting of 16 Built Heritage Resources (BHRs) and eight Cultural Heritage Landscapes (CHLs) within or immediately adjacent to the refined study corridor. • Of these, seven are designated under Part IV of the OHA (BHRs 1-3, 8-10, and CHL 2), seven are designated under Part V of the OHA (BHRs 4-7, BHRs 14-15, and CHL 1), and ten are listed by the City of Markham (BHRs 11-13, BHR 16, and CHLs 3-8); • The 24 identified CHRs consist of 14 homesteads (BHRs 1-13,and BHR 16), five farmscapes (CHLs 2-5, and CHL 8), one modern infill structure (BHR 14), one modern commercial structure (BHR 15), the Markham Village Heritage Conservation District (CHL 1), an early twentieth-century school and museum (CHL 7), and a remnant farmscape (CHL 6); • Identified cultural heritage resources are historically, architecturally, and contextually associated with late-eighteenth to mid-twentieth century land use patterns in the City of Markham.

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Exhibit 4-20: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (1 of 8)

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Exhibit 4-21: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (2 of 8)

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Exhibit 4-22: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (3 of 8)

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Exhibit 4-23: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (4 of 8)

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Exhibit 4-24: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (5 of 8)

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Exhibit 4-25: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (6 of 8)

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Exhibit 4-26: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (7 of 8)

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Exhibit 4-27: Location of Built Heritage Resources (BHRs) and Cultural Heritage Landscapes (CHLs) within the study area (8 of 8)

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4.4.2 Archaeology A Stage 1 Archaeological Assessment was conducted. The Stage 1 Archaeological Assessment identifies any archaeological resources within the study corridor, determines the value of the archaeological resources, recommends conservation strategies, and where warranted, proposed mitigation measures. The key findings are presented and more details are included in Appendix I. The background research determined that 76 previously registered archaeological sites are located within one kilometre of the Woodbine Avenue to York/Durham Line study corridor. A review of the historical and archaeological contexts of the study corridor also suggested that the study corridor has potential for the identification of Indigenous and Euro-Canadian archaeological resources, depending on the degree to which soils have been impacted. The property inspection determined that parts of the study corridor beyond the existing right-of-way retain archaeological potential and require further archaeological assessment (Stage 2 archaeological assessment by test pit and/or pedestrian survey where appropriate, both at 5 m intervals, prior to any proposed impacts to the property), as identified in Exhibit 4-28 and Exhibit 4-29.

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Exhibit 4-28: Stage 1 Archaeology Assessment Findings (Woodbine Avenue to McCowan Road) (1 of 2)

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Exhibit 4-29: Stage 1 Archaeology Assessment Findings (McCowan Road to York/Durham Line) (2 of 2)

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4.4.3 Noise The guiding documents and policies used to establish the criteria for the assessment of noise from road traffic include York Region’s Traffic Noise Mitigation Policy for Regional Roads (March 2006) and York Region’s Transportation Services, Capital Delivery – Roads Standard Operating Procedures (SOP) for Traffic Noise Mitigation on Regional Roads (July 2010). The Region’s Traffic Noise Mitigation Policy and Noise Mitigation SOP provide requirements for noise assessments and mitigation relating to the construction of new or the expansion of existing Regional Roads. They identify the requirements regarding noise control measures for various scenarios, including Capital Program Projects. Mitigation is required when:

• Future noise levels (i.e. mature state of development) at an Outdoor Living Area (OLA) are expected to increase by more than 5 decibels (dB) and start of construction levels are expected to exceed 55 dBA (Leq 16 hrs – 07:00 to 23:00)2; • Or when the start of construction or mature state of development noise levels are expected to exceed 60 dBA.

The Noise Impact Study was conducted to identify existing noise barriers and determine potential noise impacts resulting from road improvement activities. Noise Sensitive Areas (NSAs) and Outdoor Living Areas (OLAs) were assessed per the guiding documents and policies. OLAs with existing noise barriers were not assessed in detail as the Region’s policy for Capital Projects is that the Region will not implement new noise mitigation where noise barriers already exist. The noise assessment identified the following:

• The existing 16th Avenue right-of-way consists of adjacent properties with and without noise barriers. For the properties with barriers, both noise barriers and non- acoustic barriers (i.e., privacy fencing) exist. • A total of 109 representative OLAs were identified. • The Region’s Policy sound level criterion for considering noise barrier mitigation (i.e., Leq DAY 16 hours > 60 dBA) is exceeded at nearly all identified representative Outdoor Living Areas that are generally side or rear facing and do not already have a noise barrier. Additional details from the Noise Impact Study are included in Appendix J. 4.5 Geotechnical Engineering

4.5.1 Pavement and Foundations A preliminary geotechnical investigation was carried out along 16th Avenue between Woodbine Avenue and Markham Road/Highway 48. Findings from the investigation are included in Table 4-6 and Table 4-7.

2 The Region’s Noise Mitigation SOP identifies the noise level descriptor assessed as the 16-hour daytime (i.e., 07:00 to 23:00) sound level, Leq DAY 16 hours.

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Table 4-6: Geotechnical Findings for segments along 16th Avenue between Woodbine Avenue and Markham Road/Highway 48

Section Borehole ID Asphalt Thickness Granular Thickness (mm) (mm) 1 – Woodbine Avenue to Warden 16-07 130 770 Avenue 16-22 200 600

16-23 140 620 16-24 130 670 2 – Warden Avenue to Kennedy Road 16-08A 130 1,070 16-09 130 1,320

16-25 130 630 3 – Kennedy Road to The Bridle Walk 16-10A 150 450

16-26 150 650

16-27 100 700 4 – The Bridle Walk to McCowan Road 16-28 100 700

5 – McCowan Road to Markham 16-29 100 700 Road/Highway 48 16-30 100 200

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Table 4-7: Geotechnical Findings for segments along 16th Avenue between Woodbine Avenue and Markham Road/Highway 48

Section Structural Site Founding Material *Flush Mount well installed

1 – Woodbine Avenue to Warden Apple Creek Compact to Very Dense Silt yes Avenue and Sand Till (Borehole 16-07)

2 – Warden Avenue to Kennedy Berczy Creek Stiff to Hard Clayey Silt yes Road (Borehole 16-08A and 16- 08B) Hard Clayey Silt (Borehole 16-08B)

Same as above Bruce Creek Compact Silty Sand yes (Boreholes 16-09)

3 – Kennedy Road to The Bridle Walk Eckardt Creek Firm to Hard Sandy Silty Clay no Till(Boreholes 16-10A and 16- 10B)

4 – The Bridle Walk to McCowan - - no Road

5 – McCowan Road to Markham Robinson Creek Very Stiff to Hard Sandy Silty no Road/Highway 48 Clay to Clayey Silt Till (Borehole 16-11)

*Flush mount piezometers were installed in accordance with Ontario Regulation 903 (as amended), to permit monitoring of groundwater levels at the borehole locations. The flush mount piezometers consist of a 50 mm diameter PVC pipe with a slotted screen sealed at a depth within the borehole. Groundwater levels are discussed in Section 4.8. The results of the borehole investigations, pavement visual condition inspection, falling weight deflectometer (FWD) testing, and ground penetrating radar (GPR) testing for all the sites which were investigated are detailed in Appendix K. 4.6 Structural Engineering A Structural Assessment based on a visual inspection of all the structures included in the 16th Avenue study corridor was completed between September and December 2016. A summary of the key findings is presented in the following sections, and more details are included in Appendix L.

4.6.1 Berczy Creek Culvert The Berczy Creek Culvert is located approx. 715 m east of Warden Avenue on 16th Avenue, in the City of Markham. It currently carries two eastbound and two westbound lanes of 16th Avenue traffic over Berczy Creek. The existing Berczy Creek Culvert consists of two reinforced concrete closed box cells, with a height of 3.05 m and each cell spanning 4.55 m. The culvert was constructed in 1970 on a 40° skew, and was extended at both ends in 1987 to its current length of 32.65 m.

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The latest available OSIM inspection report dated September 15, 2016 states that the structure is in overall good condition, but recommends maintenance repair on the abutments, soffit, barrier walls, and hand railings. Leaking and local deterioration were also observed during HDR’s site visit.

4.6.2 Bruce Creek Bridge The Bruce Creek Bridge is located approx. 400 m west of Kennedy Road on 16th Avenue, in the City of Markham. It currently carries two eastbound and two westbound lanes of 16th Avenue traffic over Bruce Creek. The existing Bruce Creek Bridge consists of a single span reinforced concrete rigid frame constructed in 1988. The bridge spans 12 m with overall deck width of 17.2 m. The deck slab is variable depth and ranges from 800 mm at the abutments to 400 mm at midspan. The frame is supported on footings founded on HP piles. The latest available OSIM inspection report dated September 15, 2016 states that the structure is in overall good condition, but recommends maintenance repair on the wingwalls, sidewalks, and hand railings.

4.6.3 Eckardt Creek Culvert The Eckardt Creek Culvert is located approx. 1.1 km east of Kennedy Road on 16th Avenue, in the City of Markham. It currently carries two eastbound and two westbound lanes of 16th Avenue traffic over Eckardt Creek. The existing Eckardt Creek Culvert consists of a single reinforced concrete closed box cell, constructed sometime after 1931. The original culvert spans 3.66 m, with a height of 1.96 m and 7.9 m length. The culvert was significantly extended at both ends in 1989 to its current length of 26 m. The latest available OSIM inspection report dated September 15, 2016 states that the structure is in overall good condition, but recommends maintenance repair on the sidewalks and curbs. Leaking and local deterioration were observed during HDR’s site visit. Original as-built drawings were unavailable at the time of this report.

4.6.4 Robinson Creek Culvert The Robinson Creek Culvert is located approx. 1.1 km east of McCowan Road on 16th Avenue, in the City of Markham. It currently carries two eastbound and two westbound lanes of 16th Avenue traffic over Robinson Creek. The existing Robinson Creek Culvert consists of a single corrugated steel pipe (CSP) with a diameter of 3.66 m and a fill height of 1.4 m. The culvert was constructed in 1980 and extended to the south in 1989 to its current length of 29.35 m. The latest available OSIM inspection report dated September 14, 2016 states that the structure is in overall good condition, but recommends maintenance repair on the inlet component. Slight bending was observed during HDR’s site visit. Original as-built drawings were unavailable at the time of this report.

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4.6.5 Mount Joy Creek Culvert The Mount Joy Creek Culvert is located approx. 200 m east of Markham Road on 16th Avenue, adjacent to the Stouffville GO Rail line in the City of Markham. It currently carries two eastbound and two westbound lanes of 16th Avenue traffic over Mount Joy Creek. The existing Mount Joy Creek Culvert consists of a single reinforced concrete closed box cell constructed in 1979. The culvert spans 7 m, has a height of 2.74 m, and an overall length of 18.4 m. The latest available OSIM inspection report dated September 13, 2016 states the structure is in overall good to fair condition, but recommends maintenance repair of the retaining walls, barrier walls, sidewalk curbs, and hand railings. Surface cracking was observed during HDR’s site visit.

4.6.6 Little Rouge River Bridge The Little Rouge River Bridge is located approx. 80 m east of Reesor Road on 16th Avenue, in the City of Markham. It currently carries one eastbound and one westbound lanes of 16th Avenue traffic, as well as one turning lane, over the Little Rouge River. The existing Little Rouge River Bridge consists of a three-span concrete deck on curved steel I- girders constructed in 2012. The original bailey bridge is still located under the new Little Rouge River Bridge, and has been preserved during construction. The span arrangement of the new bridge consists of two 20 m approach spans and one 45 m main span. The deck slab is 18.6 m wide and 225 mm deep, on seven 1.75 m deep steel plate girders. The north and south abutments are both conventional concrete abutments with expansion joints. Abutments and concrete piers are supported on footings founded on HP piles. The latest available OSIM inspection report dated September 14, 2016 and HDR’s site observations suggest no major rehabilitation work is required for the Little Rouge River Bridge at this stage, as the bridge is still relatively new and in overall good condition.

4.7 Fluvial Geomorphology A fluvial geomorphological assessment of the associated watercourse crossings was performed as part of the Class EA. A fluvial geomorphological assessment involves the study of the form and function of streams and their interactions with surrounding landscapes. Quantifying these processes and assessing the trends allows for the identification of impacts and development of recommended mitigation measures. The assessment was completed for nine watercourse crossings of 16th Avenue: Apple Creek, Berczy Creek, Bruce Creek, Eckardt Creek, Robinson Creek, Mount Joy Creek, Little Rouge River, and two unnamed tributaries (referred to as Western Tributary and Eastern Tributary) to Little Rouge River. The fluvial geomorphic assessment is detailed in Appendix M. The following was concluded by the assessment: • Apple Creek is a small channel which is conveyed through stormwater management ponds on the north side of 16th Avenue. There is no geomorphic function to consider in the potential crossing replacement or modification. • Berczy Creek is conveyed through twinned box culverts which do not allow for facilitation of geomorphic function. The alignment and width do not match channel conditions, resulting in downstream impacts, as apparent through the higher rates of erosion along the banks of the channel. Should this crossing be replaced in the

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future, a span of 19 m is recommended at Berczy Creek, which corresponds to a dimension that is three times the average bankfull width of the channel. • Bruce Creek flowed through a clear span bridge. While minimal downstream impacts were noted at the crossing, the wetted width of the channel extended to both abutments. Minimal downstream impacts were noted at the crossing. If the crossing over Bruce Creek is replaced, a span of 20 m is recommended which accommodates the upstream meander amplitude within the crossing. • Robinson Creek is currently conveyed through a large concrete encased CSP. The CSP was noted to be narrower than the bankfull and wetted width. There appeared to be a small channel design downstream to backwater the structure and reduce scour. A crossing that spans the amplitude of the upstream meander, with a span of 13 m, is recommended should this crossing be replaced in the future. • Eckardt Creek is conveyed beneath 16th Avenue through a small box culvert. Severe erosion and widening was noted downstream of the crossing indicating that the crossing is undersized. High velocities were also noted due to a steep drop in elevation exiting the culvert. A new crossing structure would benefit channel form and function. At Eckardt Creek, the channel spans the width of the culvert, with evidence of widening and erosion notes. As such, a crossing that spans the amplitude of the upstream meander, with a span of 13 m, is recommended should this crossing be replaced in the future. • Similar to Apple Creek, Mount Joy Creek outlets from a stormwater management pond immediately upstream of 16th Avenue. There is minimal geomorphic function on the north side. • The Little Rouge River crossing was recently replaced in 2012 with a larger, more appropriately sized bridge. However, the original Bailey Bridge crossing has not been removed and continues to constrict the channel. While the new structure is appropriately sized, the former structure is continuing to constrict the watercourse. Should this be removed, geomorphic function will be restored. • The Western Tributary is conveyed through a small CSP beneath 16th Avenue and can be considered a headwater drainage feature (HDF) with minimal definition. There was no evidence of adjustment and the CSP appears to be appropriately sized. • The Eastern Tributary is also considered to be an HDF and was dry at the time of assessment. Similar to the Western Tributary, the crossing consisted of a small CSP. • Of the smaller watercourses, an assessment of the crossings is not required from a geomorphic perspective for Apple Creek, Mount Joy Creek, and the Eastern and Western Tributaries, due to the lack of geomorphic form and function. Flows within Apple Creek and Mount Joy Creek are controlled by the stormwater management facilities upstream of 16th Avenue. Therefore, a decision on the sizing of these crossings (should they be replaced in the future) should be made based on a review of hydraulic and hydrological conditions. During detailed design, the meander belt widths and recommended spans (should any bridges or culverts require replacement) are subject to the Region’s review. Consideration will be given to

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revisiting, refining, or adjusting the meander belt widths while meeting hydraulic criteria for the various watercourses based on new detailed design modifications.

4.8 Hydrogeology An assessment of the geology and hydrogeology along the study corridor was conducted between Woodbine Avenue and Markham Road/Highway 48, including preliminary dewatering estimates and a discussion of potential impacts to private water well users and the natural environment. The purpose of the investigation was to determine the existing subsurface soil and groundwater conditions at multiple structure crossings in order provide recommendations based on the interpretation of the data. Findings are summarized below: • Shallow, localized deposits of loose silt and sand and/ or soft clay can overlie this uppermost till sheet, and these represent relatively recent deposits, formed in small glacial melt water ponds scattered throughout the Peel Plain and concentrated near river valleys • Along 16th Avenue between Woodbine Avenue and Markham Road/Highway 48, the ground surface ranges from approximate Elevation 176 to 210 metres, with the low point occurring at Bruce Creek. • Based on the review of the MECP Water Well Information System (WWIS) database, there are 289 water well records within a 500 metre radius of the study corridor. • Most (144) of the water wells listed have been abandoned. A total of 75 water supply well records are listed and are primarily for domestic, livestock, and irrigation use, with one commercial, one industrial supply listed. A municipal and a public well were identified, completed in 1953 and 1961 respectively. It is assumed that these wells are no longer in use. Forty-four wells were listed as monitoring/ test holes/ observation wells. The area is now municipally serviced and these water supply wells are assumed to be no longer active and may have been decommissioned. Findings from the hydrogeological report are detailed in Appendix N. 4.9 Source Water Protection Based on correspondence from TRCA, the 16th Avenue EA study corridor transects the following vulnerable areas identified under the Clean Water Act, 2006, as illustrated in Exhibit 4-30: • Significant Groundwater Recharge Area (SGRA) • Highly Vulnerable Aquifers (HVA) Potential threats associated with the 16th Avenue roadway improvements, per the Clean Water Act, 2006, include: • The establishment, operation, or maintenance of a system that collects, stores, transmits, treats, or disposes of sewage (limited to stormwater runoff) • The application of road salt • The storage of snow (limited to roadway clearing operations only) Mitigation strategies to minimize impacts associated with these potential threats are described in Section 8.2.

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Source: TRCA (October 2018 correspondence) Exhibit 4-30: Source Protection Information in the Vicinity of the Study Corridor

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4.10 Drainage There are six (6) watercourse crossings within the 16th Avenue Corridor B project limits. In addition, there is one (1) culvert crossing conveying the outflow from a stormwater management pond to Apple Creek. There are four (4) CSP culvert crossings east of Reesor Road, which convey the flows from agricultural swales and roadside ditches across 16th Avenue. The Toronto and Region Conservation Authority (TRCA) has jurisdiction of the Rouge River watershed, under which the watercourse crossings fall. The Rouge River Watershed encompasses approximately 340 km2 of land area. Tributaries to Rouge River, Apple Creek, Berczy Creek, Bruce Creek, Eckardt Creek, Robinson Creek, Mount Joy Creek, and Little Rouge River, are situated within that area. Table 4-8 summarizes the size, type, and location of the watercourse culvert and bridge structures along the Study Corridor. Note that Major Creek is excluded from this table as it crosses York/Durham Line north of 16th Avenue, and only those watercourses or drainage features crossing 16th Avenue are included in this section. The portion of 16th Avenue between Woodbine Avenue and the Little Rouge River is primarily an urban cross-section and the roadway and boulevard surfaces are drained by a network of catch-basins and storm sewers, discharging to the various watercourse crossings and municipal storm drainage systems. East of the Little Rouge River, 16th Avenue currently has a rural cross section and the right-of way areas are drained by roadside ditches. Hydraulic assessments of the existing transverse crossings within the study corridor were undertaken in accordance to the Ontario Ministry of Transportation’s Highway Drainage Design Standards (2008).

Table 4-8: Summary of Watercourse Culvert/Bridge Crossings (Woodbine Avenue to York/Durham Line) Watercourse Location of Culvert/Bridge Culvert/Bridge Road Water Surface Elevation Remarks Crossing Crossing Dimensions Description Elev. (m) (Width x (m) Height) mm 50-yr 100-yr Reg. (Diameter) mm

Apple Creek Approx. 350 2400 x 2100 Concrete Box - - - - The culvert at this crossing (C-4) metres east of Culvert conveys the outflow from a Woodbine stormwater management Avenue pond to Apple Creek and is not considered a watercourse crossing. As such, a hydraulic assessment is not required to be completed at this location.

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Watercourse Location of Culvert/Bridge Culvert/Bridge Road Water Surface Elevation Remarks Crossing Crossing Dimensions Description Elev. (m) (Width x (m) Height) mm 50-yr 100-yr Reg. (Diameter) mm

Berczy Creek Approx. 730 Cell 1- 4550 x 2-cell Concrete 178.00 178.48 178.54 179.65 Does not meet MTO criteria (C-5) metres east of 3050 Box Culvert 50-yr, 100-yr and Regional Warden Cell 2- 4550 x Storms overtop road Avenue 3050 Bruce Creek Approx. 400 12000 x 2650 Rigid Frame 177.00 175.22 175.33 176.81 Meets MTO criteria (C-6) metres west of Concrete Bridge Kennedy Road Eckardt Creek Approx. 1.1 km 3660 x 1960 Concrete Box 192.00 190.25 190.36 191.75 Meets MTO criteria (C-7) east of Culvert Kennedy Road Robinson Creek Approx. 1.1 km 3660 CSP1 Circular 196.94 195.83 196.09 197.49 Meets MTO criteria (C-8) east of Culvert Regional Storm overtops McCowan roadway Road Mount Joy Creek Approx. 200 7000 x 2740 Single-span 198.78 196.19 196.26 197.57 Meets MTO criteria (C-9) metres east of Concrete Closed- McCowan box Culvert Road Little Rouge River Approx. 85 m 20000 x 6500 Triple-span Steel 199.00 194.79 194.93 196.79 Meets MTO criteria (C-10) east of Reesor 45000 x 6500 Girder Bridge Road 20000 x 6500 1CSP – Corrugated Steel Pipe

Additional information is included in Appendix O.

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4.11 Utilities and Municipal Infrastructure This section summarizes the utilities located in the study corridor based on information available at the time of this EA study. The location and alignment of existing utilities and municipal services is to be confirmed during detailed design.

4.11.1 Telecom Bell Canada and Allstream have indicated that they have facilities within the study corridor. There are existing conduits and/or buried lines within each arterial block of the study corridor both on the north and south side of 16th Avenue. Cogeco has indicated that it has no facilities within the study corridor.

4.11.2 Illumination Hydro One and Alectra/Powerstream have indicated that they have facilities within the study corridor. Buried and aerial hydro runs on the north side and/or the south side of the street. The Utility Poles are owned by Hydro One while the dedicated Streetlight poles as well as the luminaires and brackets attached to the Utility Poles are owned by the City of Markham. Most of the Corridor consists of Combination Utility/Light Poles on one side of 16th Avenue with ordinary light poles on the other side. (North and South sides vary along the corridor).There are fewer streetlights between Reesor Road and York/Durham Line. Newmarket Tay Power Distribution Limited has indicated that it has no facilities within the study corridor.

4.11.3 Gas Enbridge Gas has indicated that it has facilities within the study corridor. A pipeline of unknown size and material runs in the east-west direction in the study corridor. It runs on the north side from Woodbine Avenue to Lockridge Avenue, on the south side from Lockridge Avenue to 16th Lane, from Village Parkway to Normandale Road, and from Normandale Road to McCowan Road, on the north side from McCowan Road to Cairns Drive, and on the south between Stone Mason Drive and Donald Cousens Parkway.

4.11.4 Water All watermain facilities from Woodbine Avenue to Donald Cousens Parkway are owned by the City of Markham. There are two watermains running along the north side of 16th Avenue, one 300 mm pipe of an unknown material running beneath westbound travel lanes between Woodbine Avenue and 16th Lane and a 600 mm Concrete Pressurized Pipe (CPP) running beneath the north boulevard between Woodbine Avenue and Warden Avenue, which also crosses underneath Apple Creek. The 600 mm CPP watermain running beneath the north boulevard in the vicinity of Warden Avenue transitions to a 750 mm High-density Polyethylene (HDPE) at Country Estates Drive/Village Parkway. The 750 mm HDPE continues east until West of Kennedy Road where it transitions back to a 600 mm CPP and continues underneath Eckardt Creek and passes McCowan Road to west of

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Alexander Lawrie Avenue where it crosses to the south boulevard. This watermain continues east beneath Robinson Creek, transitions to a 400 mm pipe of unknown material at Markham Road/Highway 48, and crosses to the north boulevard at Ninth Line. There is a 600 mm CPP watermain that crosses 16th Avenue at Country Estates Drive/Village Parkway and transitions to a 450 mm watermain of unknown material which runs east along the south side of 16th Avenue to McCowan Road, crossing underneath Berczy Creek Bruce Creek, and Eckardt Creek. There is a watermain of unknown diameter and material running along the north side of 16th Avenue between Ninth Line and Bur Oak Avenue, which then runs along the south side of 16th Avenue between Bur Oak Avenue and west of Donald Cousens Parkway. No watermains were identified between Donald Cousens Parkway and York/Durham Line. For fire hydrants that are located adjacent to 16th Avenue, water is provided to these hydrants through services that feed off the main water distribution pipeline. During detailed design, the existing watermain information shall be reviewed and verified.

4.11.5 Sanitary Sewers There is sanitary service with a 250 mm pipe of unknown material crossing 16th Avenue and transitioning to a 500 mm sewer/forcemain running along 16th Avenue from Aitken Circle to Kennedy Road. It then continues south along Kennedy Road. There is a sanitary service of unknown diameter and material running along 16th Avenue from Markham Road/Highway 48 to Elizabeth Street. There are sanitary services of unknown diameter and material running along the north side of 16th Avenue between Ninth Line and Bur Oak Avenue. There is a sanitary service of unknown diameter and material running along the south side of 16th Avenue between Bur Oak Avenue and Cornell Centre Boulevard. During detailed design, the existing sanitary information shall be reviewed and verified.

4.11.6 Storm Sewers The storm sewer network along the corridor is owned by York Region. The network is made up of a large trunk sewer, a smaller trunk sewer, catchbasins and catchbasin leads. The large trunk sewer is made of concrete and has a 2642 mm diameter. It connects to the Highway 404 trunk sewer (travelling North-South) on the north side of 16th Avenue east of Woodbine Avenue and runs underneath various right-of-way elements (North and South boulevards as well as beneath travel lanes) before connecting to another trunk sewer at Ninth Line. The smaller trunk sewer (generally concrete) varies in diameter from 300 mm to 750 mm and runs beneath travel lanes from Woodbine Avenue to west of Donald Cousens Parkway. This sewer receives flow from catch basins and catch basin leads which exist on both sides of the road at 50-70 m intervals from Woodbine Ave to Cornell Centre Boulevard. Catch Basins only exist on the south side from Cornell Centre Boulevard to Donald Cousens Parkway. From Donald Cousens Parkway to east of Reesor Road, catch basins and leads receive water but deliver them to ditches rather than a trunk storm sewer. All catch basin leads along the corridor are 250 mm diameter and most are concrete.

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4.11.7 Cable Rogers Cable and Rogers Communications have indicated that they have facilities within the study corridor. Aerial and/or buried cables run along the length of the 16th Avenue study corridor, both on the north and south sides of 16th Avenue.

4.12 Contamination A desktop study was conducted including a visual site reconnaissance of the study corridor on May 19, 2017. The study corridor was visually assessed for the presence of potential sources of subsurface impacts which could impact the study corridor. Twenty-three properties with issues of potential environmental concern were identified within the study corridor. Properties where potential contaminants/issues of concern are identified are summarized in Exhibit 4-31. Additional details from the Contamination Overview Study are included in Appendix Q.

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Exhibit 4-31: Potential Contaminants/ Issues of Concern within the study corridor

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5 Transportation Needs and Opportunities

York Region’s population is expected to grow from 1.15 million people in 2015 to 1.79 million people in 2041. Employment in York Region is expected to grow from 578,000 jobs in 2015 to 900,000 jobs in 2041. Road improvements to increase capacity and improve connectivity on the existing road network are important parts of planning for the Region’s future. The needs assessment involves the identification and evaluation of existing and future needs of the transportation network with respect to accommodating all users (pedestrians, cyclists, transit riders, and motorists), network capacity, traffic operations and design and overall functionality of the corridor. The purpose of the Needs Assessment is to identify and define existing and future capacity, functionality, and operational needs along 16th Avenue between Woodbine Avenue and York/Durham Line for all road users. While a separate study was undertaken for 16th Avenue between Yonge Street and Woodbine Avenue, the transportation needs and opportunities were assessed concurrently and holistically for both 16th Avenue study corridors.

This section of the report provides a summary of the transportation and traffic analysis of the corridor completed for the study. The analysis of the overall study corridor was conducted holistically from Yonge Street to York/Durham Line. Detailed documentation is provided in Appendix F. 5.1 Vehicular Traffic

5.1.1 Existing Transportation Conditions Existing travel patterns for the study corridor were analyzed by examining eastbound and westbound traffic volumes and comparing them to the existing roadway capacity along 16th Avenue. Existing traffic patterns in the weekday AM and PM peak hours are illustrated in Exhibit 5-1 and Exhibit 5-2 for the overall study area. The relatively lower volumes observed at the east and west ends of the 16th Avenue Study Corridor indicate that the intra-regional traffic role of 16th Avenue is more significant than its inter-regional role. Level of Service (LOS) and Volume to Capacity (V/C) ratios were used to assess the existing traffic operations. LOS is based on the average control delay per vehicle for a given movement. Control delay is an indicator of how long a vehicle must wait to complete a movement and is represented by a letter between ‘A’ and ‘F’, with ‘F’ being the longest delay. The volume to capacity (v/c) ratio is a measure of the degree of capacity utilized at an intersection. Descriptions of V/C ratios and corresponding letter grades are shown in Table 5-1.

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Table 5-1: Link V/C Ratios and Description of Operating Condition Level of Volume to Operating Condition Service Capacity (v/c) (LOS) Ratio

A - C Less than 0.85 Free-flow, very little to moderate delay. D - E Between 0.85 and Approaching or at capacity, users 0.99 experience delays and queuing. F Greater than 1.00 Over capacity, severe delays and queuing.

Note: LOS derived from HCM 2000

V/C ratio definitions for intersections are similar to those outlined in Table 5-1. For LOS, the Highway Capacity Manual (HCM) definitions are summarized in Table 5-2.

Table 5-2: Highway Capacity Manual Level of Service Definitions for Intersections LOS Signalized Intersection Unsignalized Intersection LOS Recommendation Average Vehicle Control Average Vehicle Control Delay Delay

A ≤10 sec ≤10 sec Acceptable B 10-20 sec 10-15 sec Acceptable C 20-35 sec 15-25 sec Acceptable D 35-55 sec 25-35 sec Somewhat undesirable E 55-80 sec 35-50 sec Undesirable F ≥80 sec ≥50 sec Unacceptable

Between Woodbine Avenue and York/Durham Line, existing traffic volumes on 16th Avenue is generally higher in the westbound direction during the weekday AM peak hour, and in the eastbound direction during the weekday PM peak hour. In the AM peak period, traffic volumes are well under capacity in the eastbound direction, and exceed capacity heading westbound towards Highway 404 (study corridor A). In the PM peak period, the reverse occurs, with traffic volumes being well under capacity in the westbound direction, and exceeding capacity heading eastbound from Highway 404 (study corridor A). Vehicular level of service for individual intersections and road segments (links) between Woodbine Avenue and York/Durham Line in the PM peak period are illustrated in Exhibit 5-3. It is observed that the segment of 16th Avenue between Woodbine Avenue and McCowan Road generally experiences more capacity issues, in particular in the eastbound direction. This is consistent with vehicles originating from Highway 404 (study corridor A) during the PM peak hour and travelling eastbound towards the predominantly residential areas.

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Exhibit 5-1 16th Avenue Study Area Existing AM Peak Hour Traffic Volumes

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Exhibit 5-2: 16th Avenue Existing Study Area PM Peak Hour Traffic Volume

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Exhibit 5-3: Existing PM Traffic Capacity (Woodbine Avenue to York/Durham Line)

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5.1.2 Future Transportation Conditions Although the general patterns for future traffic are expected to be similar to existing traffic, in 2041 there will be longer segments of 16th Avenue where the projected traffic volumes exceed the existing roadway capacity. Existing capacity along 16th Avenue between Woodbine Avenue and east of McCowan Road cannot accommodate projected 2041 peak hour traffic in AM or PM peak periods, particularly in the westbound direction in the AM and eastbound in the PM. This further illustrates the need for capacity improvements along 16th Avenue to accommodate future travel demand. 2041 traffic patterns in the weekday AM and PM peak hours are illustrated in Exhibit 5-5. Additional details regarding future transportation conditions are included in Appendix F.

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Exhibit 5-4: 16th Avenue Study Area Future AM Peak Hour Traffic Volumes

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Exhibit 5-5: 16th Avenue Study Area Future PM Peak Hour Traffic Volumes

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Similar to the existing traffic patterns, future traffic on 16th Avenue between Woodbine Avenue and York/Durham Line is generally higher in the westbound direction during the weekday AM peak hour, and in the eastbound direction during the weekday PM peak hour. In the AM peak period, traffic volumes continue to be under capacity in the eastbound direction, and exceed capacity heading westbound towards Highway 404 (study corridor A) from approximately Markham Road/Highway 48. In the PM peak period, the reverse occurs, with traffic volumes continuing to be under capacity in the westbound direction, and exceeding capacity heading eastbound from east of McCowan Road towards Highway 404(study corridor A). Future vehicular level of service for individual intersections and road segments (links) between Woodbine Avenue and York/Durham Line in the PM peak period are illustrated in Exhibit 5-6. It is observed that the segment of 16th Avenue between Woodbine Avenue and McCowan Road experiences significant capacity issues, in particular in the eastbound direction. This is consistent with vehicles originating from Highway 404 (study corridor A) during the PM peak hour and travelling eastbound towards the predominantly residential areas. Congestion at major intersections also results in some delays between McCowan Road and Ninth Line.

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Exhibit 5-6: Future PM Traffic Capacity on 16th Avenue (Woodbine Avenue to York/Durham Line)

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5.1.3 Anticipated Vehicular Delays at the Stouffville GO At-Grade Crossing Existing and future vehicular traffic conditions were assessed with consideration towards the at- grade rail crossing on 16th Avenue east of Markham Road/Highway 48. The traffic analysis indicated that at the time of the EA study, traffic delays occur at this location, where motorists (and other road users) are required to stop every time a train crosses 16th Avenue. Through its GO Expansion Project, Metrolinx plans to implement more frequent rush-hour service, including the provision of all- day, two-way rail services to inner stations on the Stouffville line in the medium to long term. If this enhanced service is provided along the stations adjacent to the 16th Avenue corridor (between Markham GO station and Mt Joy GO station), additional train crossings will equate to increased traffic delays at the at-grade crossing. A grade separation warrant analysis was conducted through an exposure index that measures vehicular and train conflict, as established by the Ministry of Transportation’s (MTO) manual, Inventory Manual – Municipal Roads and Railway Level Crossings, August 1988 (MTO Inventory Manual). According to the inventory manual, if the exposure index exceeds 200,000, then a grade separation is warranted. Based on the 2016 AADT and trains per day, the exposure index was 362,400, exceeding the threshold. To estimate 2041 AADT levels, a growth rate based on the York Region EMME Model was used. Combined with the 2041 number of trains per day, the 2041 exposure index is estimated at 1,593,000, exceeding the warranted value for a grade separation. Using the exposure index methodology, the 200,000 threshold is already exceeded today and will substantially eclipse the allowable threshold by 2041. Further information on the Stouffville GO At-Grade Crossing can be found in Appendix F. 5.2 Transit

5.2.1 Existing Transit Network At the time of the EA study, the study corridor is serviced by one bus route (Route 16) operated by York Region Transit (YRT). This route runs in mixed traffic. On weekdays, this route operates at a frequency of 30 minutes between buses during peak periods. Buses experience traffic congestion and delays along 16th Avenue, particularly during peak periods. For example, from Woodbine Avenue to Ninth Line, a journey on Route 16 takes approximately 23 minutes during off-peak travel times; however, this jumps to approximately 32 minutes during peak hours. These delays are detrimental to transit usage. The YRT bus route along the study corridor, as well as connecting routes from the YRT transit network, are illustrated in Exhibit 5-7. As shown in Exhibit 5-8, the majority of bus boardings and alightings occur at major intersections where transfers are made between connecting bus routes, such as Woodbine Avenue and McCowan Road.

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Source: York Region Transit System Map, effective January 6, 2017

Exhibit 5-7: Existing YRT Transit Network within the Study Corridor

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Exhibit 5-8 Transit Generators and Ridership along the 16th Avenue Corridor

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The Stouffville GO line crosses 16th Avenue at-grade east of Markham Road/Highway 48. The closest GO stations to the study corridor on the Stouffville GO Line are Markham GO station at Bullock Drive, and Mount Joy GO station at Bur Oak Avenue. At the time of the EA study, GO trains run through the Stouffville GO Line during the AM and PM peak hours, with off-peak hours being served by GO buses. The existing at-grade crossing of the Stouffville GO Line east of Markham Road/Highway 48 presents several challenges, including: • Delays to vehicles as they are required to stop for trains to cross • Delays for transit riders, as buses are required to stop for trains to cross, and further delayed by traffic congestion • Opportunities to promote comfort for cyclists and pedestrians • Concerns for motorists due to conflicts with crossing trains • Difficulty accessing nearby properties when rail crossing arms are down for trains to pass, including commercial developments, due to lack of gaps in traffic along 16th Avenue, and conflicts between vehicles travelling along 16th Avenue and those turning in and out of driveways

5.2.2 Future Transit Network The 2016 York Region Transportation Master Plan (YR-TMP) recommends a transit network where transit priority measures are implemented to increase travel speeds and reliability of transit service, and encourage transit as a viable transportation mode. As shown on Exhibit 1-4, the YR-TMP identifies Rutherford Road/Carrville Road/16th Avenue as a Frequent Transit Network corridor between Highway 27 and Donald Cousens Parkway, with transit service by 2041 every 15 minutes or less between 6:00AM and 10:00PM, 7-days per week. Opportunities to improve transit along 16th Avenue in support of the Frequent Transit Network include: • Dedicated Transit/HOV lanes to improve speed and reliability • Transit signal priority or queue jumps at intersections • Connections to cycling and pedestrian facilities to minimize overall travel time and encourage modes of travel alternative to the single occupant automobile Widening for Transit/HOV lanes is consistent with York Region’s policies for roadway expansions, where it is noted that expanding capacity beyond four lanes should be solely for the addition of HOV and/or transit priority lanes. Through its GO Expansion Project, Metrolinx is embarking on a massive transformation of the existing GO rail system. Future plans include the provision of all-day, two-way rail service every 15 minutes on the Stouffville line between Unionville and Union Station, and 20-minute service from Lincolnville to Union Station in the morning and from Union Station to Lincolnville in the afternoon/evening. Midday, evenings, and weekends, service between Unionville and Union Station is provided every 15 minutes, and every 60 minutes between Union Station and Mount Joy GO Station.

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With increasing transportation demand on 16th Avenue, including motorists, transit riders, pedestrians and cyclists, and with increasing train frequency and all-day GO Rail service along the Stouffville GO Line in the future, there are opportunities to review a potential grade separation (underpass or overpass) at the existing at-grade crossing.

5.3 Cyclists

5.3.1 Cyclist Level of Service Methodology A multi-modal level of service (MMLOS) analysis was completed following the methodology employed by the City of Ottawa’s MMLOS guidelines to understand the quality of the cycling environment along 16th Avenue. These guidelines were selected due to their intuitiveness, accommodation of contemporary bicycling facility designs, and emphasis that bicycle level of service ought to be based on user comfort and convenience. Bicycling Level of Service (BLOS) is calculated at two points; the intersection and the mid-block, in recognition that a cyclist’s experience is determined by the conditions both between crossings and at the crossing itself. As shown in Exhibit 5-9, the methodology is based on roadway characteristics and facility type/quality. The methodology measures each segment and intersection’s level of traffic stress (LTS) experienced by the cyclist. Segment BLOS considers facility type, street width, operating speed, and parking characteristics. It is calculated using a weakest link approach; the weakest segment of a link is used to calculate its BLOS, in line with a user-centric focus. Facility type is a key factor for segment BLOS scores as follows:

• BLOS ‘A’ to ‘B’ - Physically separated facilities such as cycle tracks, protected bike lanes, and MUPs are attractive to most cyclists

• BLOS ‘C’ to ‘D’ - Designated bike lanes adjacent to high speed traffic lanes or shared facilities on low volume, low speed streets with wide curb lanes provide some comfort but the majority of potential cyclists typically will not cycle

• BLOS ‘E’ to ‘F’ - Non-separated, shared roadways with high traffic volume and speeds, and no accommodations at intersections Intersection BLOS is calculated for each approach and for both left and right turning conditions, evaluated using a look-up table approach; a typical four-way intersection will have eight scores calculated which are averaged to gain an overall score. Additional details are included in the Transportation and Traffic Analysis Report in Appendix F.

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Cycling Experience LOS

A, B

C, D

E, F

Exhibit 5-9: Bicycling Level of Service (BLOS) Rankings

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5.3.2 Segment and Intersection BLOS along 16th Avenue Current segment BLOS along the study corridor is generally scored as an ‘F’ due to mixed traffic conditions (lane cross-section with 50-60 km/h speed limit) and the lack of separate cyclist facilities. One exception is the 1.2 km section between Ninth Line and Cornell Centre Boulevard, which secures a segment BLOS“A” as it contains an MUP on both sides which serves cyclists and separates them from vehicular traffic.

Intersection BLOS is poor (generally ranges from ‘D’ to ‘F’) as intersections along 16th Avenue do not accommodate, in a controlled manner, cyclists making a left or right turn. Operating in mixed traffic, cyclists are subjected to crossing several traffic lanes to make left turns and traversing long right turn lanes. Intersections in the segment between Ninth Line and Cornell Centre Boulevard where the MUP is provided had a significantly better score, with BLOS ranging from ‘B’ to ‘C’.

Segment and intersection BLOS along the 16th Avenue study corridor are illustrated in Exhibit 5-10.

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Exhibit 5-10: Bicycle Level of Service (BLOS) along 16th Avenue

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5.4 Pedestrians

5.4.1 Pedestrian Level of Service Methodology Similar to the bicycling level of service method employed for understanding the quality of cyclist facilities along the corridor, pedestrian level of service (PLOS) was assessed using a multi-modal level of service analysis for the corridor based on the City of Ottawa MMLOS Guidelines. Identical to BLOS, PLOS is calculated at the intersection and mid-block as the guidelines acknowledge that a pedestrian’s experience is determined by the conditions both between crossings and at the crossing itself. The approach follows a weakest link approach, further emphasizing user experience. In addition to evaluating segments using the PLOS methodology, the connectivity of the pedestrian network was reviewed to highlight the deficiencies of the existing pedestrian network and to allow for a better assessment of pedestrian challenges and opportunities along the 16th Avenue corridor. Certain areas within the study corridor demonstrate a lack of pedestrian network connectivity, meaning that the MMLOS methodology cannot be applied to these segments. As illustrated in Exhibit 5-11, the PLOS methodology is based upon cross-section and roadway characteristics such as sidewalk and boulevard width, traffic volumes, presence of on-street parking, and vehicle speed limits. Scoring ranges as follows:

• PLOS ‘A’ to ‘B’ – Attractive to most pedestrians, including locations where lower vehicle speeds and volumes, wider sidewalks, and larger boulevards with ample separation from moving traffic are present.

• PLOS ‘C’ to ‘D’ – Elements may not appeal including narrow sidewalks, lack of separation from traffic, longer crossing distances, etc.

• PLOS ‘E’ to ‘F’ – Not adequate – locations without any facility or where no buffer is provided adjacent to high speed high volume traffic. No crosswalks provided and long crossing distances at intersections. Higher segment scores are characterized by locations where lower vehicle speeds and volumes, wider sidewalks, and larger boulevards with ample separation from moving traffic are present. Lower segment scores are observed in locations where high vehicle speeds, narrow sidewalks, and minimal separation from traffic are present. The methodology to evaluate intersection PLOS uses the Pedestrian Exposure to Traffic at Signalized Intersections (PETSI) and assigns points based on crossing characteristics such as crossing distance, the presence of a median or crossing refuge, turning restrictions, right hand turn characteristics, and curb radii. Crossing distance is a significant factor in the numeric score; however, other intersection attributes can contribute to the overall PLOS score, making this methodology flexible to a multitude of changing components. This is calculated for each intersection approach and the average is calculated for an overall intersection score. However, each approach’s score should be considered individually when recommending improvements. Additional details are included in the Transportation and Traffic Analysis Report in Appendix F.

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Pedestrian Experience LOS

A, B

C, D

E, F

Exhibit 5-11: Pedestrian Level of Service (PLOS) Rankings

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5.4.2 Segment and Intersection PLOS along 16th Avenue Segment PLOS within the study corridor generally ranges from ‘E’ to ‘F’. Intersection PLOS also varies along the corridor with scores ranging from ‘D’ to F’. Higher scores were observed in locations where there are lower vehicle speeds and volumes, wide sidewalks and larger boulevards with ample separation from moving traffic. For example, the segment between Ninth Line and Cornell Centre Boulevard achieves a higher score of ‘C’ due to the presence of the MUP. Lower scores are observed in locations with high vehicle speeds, narrow sidewalks and minimal separation from moving traffic. Such conditions can be observed on 16th Avenue between Country Estates Drive/Village Parkway and Normandale Road where the absence of a continuous sidewalk on the north side, combined with high vehicle speeds on the four-lane road, create a hostile environment for pedestrians. Intersections along the corridor with a score of ‘D’ are indicative of shorter crossing distances (3-4 lanes) and relatively smaller corner radii. Meanwhile, scores of ‘F’ tend to apply to intersections with longer crossing distances, standard traverse markings and large corner radii. Segment and intersection PLOS along the 16th Avenue study corridor are illustrated in Exhibit 5-12.

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Exhibit 5-12: Pedestrian Level of Service (PLOS) along 16th Avenue

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5.5 Active Transportation Opportunities Given the information presented in Section 5.3 and Section 5.4 there are significant opportunities to improve cycling and pedestrian facilities in the study corridor. Furthermore, at the time of the EA study, 85% of short trips (less than 5 km in length) along 16th Avenue are completed by personal automobiles according to data from the 2011 Transportation Tomorrow Survey (TTS). Therefore, cycling and pedestrian facility improvements that are connected, convenient, comfortable, and appealing are likely to encourage some of these trips to be made by walking or cycling, and present an opportunity to improve the last mile, which is one of the YR-TMP objectives. As shown on Exhibit 1-5, the York Region TMP recommends cycling facilities separated from traffic along the study corridor.

5.6 Street Geometry and Operational Considerations

5.6.1 Street Geometry The horizontal and vertical alignment along the study corridor were reviewed against geometric standards. As illustrated in Exhibit 5-13, 5 out of 20 horizontal curves and 1 out of 39 vertical curves do not meet current standards for the existing design and posted speed and may require improvement. As such, there are opportunities to review potential improvements to the horizontal and vertical alignment throughout the study corridor.

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Exhibit 5-13: Geometric Deficiency Locations along 16th Avenue

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5.6.2 Collision Analysis York Region provided collision records for the 16th Avenue study corridor for a five-year period between January 1, 2011 and December 31, 2015. Collisions reported with classification of ‘Non- reportable’ are assumed to be ‘Property Damage Only’ (PDO), as collisions resulting in injury would be classified as such. Over the five-year period, a total of 1,098 collisions occurred within the study corridor, 976 of which were intersection-related and 122 occurring along segments. The collision rate measures the number of collisions per million vehicle kilometres along the study segment or per million vehicles entering the intersection. Collision rates were calculated separately for intersections and segments using the following formulas: × 1,000,000 = × 365 × 𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁 𝑜𝑜𝑜𝑜 𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼𝐼 𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅 × 1,000,000 = 𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌 × 365 × × 𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁 𝑜𝑜𝑜𝑜 𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 𝑅𝑅𝑅𝑅𝑅𝑅𝑅𝑅 In addition to collision rates, results from the York𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 Region Traffic𝐿𝐿 𝐿𝐿Safety𝐿𝐿𝐿𝐿𝐿𝐿ℎ Study𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌, Development of Safety Performance Functions and Network Screening Final Report (2013), were reviewed and compared against historical collision data. The York Region Traffic Safety Study examined 1,224 intersections and 1,920 segments (non-intersection) across the region using data from 2006 to 2010 with the purpose of comparing road safety standards. Two parameters extracted from the study and used in the collision analysis for the 16th Avenue study are Potential for Safety Improvement (PSI) and the PSI ranking (system-wide). Network screening analysis was used to review the roadway network with the purpose of prioritizing segments and intersections for improvement, resulting in a PSI rating and ranking.

Intersection Collision Rate and Potential for Safety Improvement The following list shows the results of network screening for intersections with collision rates over 1.0 and highest PSI index in Study Corridor B. These intersections have high PSI scores and rankings amongst all other intersections in the Region (top 100 locations in York Region). • McCowan Road and 16th Avenue: 124 collisions were recorded resulting in a collision rate of 1.45. (PSI of 120, ranked 15th) • Markham Road/Highway 48 and 16th Avenue: 142 collisions were recorded resulting in a collision rate of 1.71 (PSI of 97, ranked 24th)

Segment Collision Rate and Potential for Safety Improvement The results of network screening for the midblock road segments within Study Corridor B with highest PSI index and collision rates over 1.0 are shown. These segments have high PSI scores and rankings amongst other midblock segments in the Region (top 100 locations in York Region). • 16th Avenue between Markham Road/Highway 48 and Elizabeth Street: 27 collisions were recorded resulting in a collision rate of 5.49 (PSI of 35.97, ranked 34th) • 16th Avenue between Peter Street and Markham Road/Highway 48: 25 collisions were recorded resulting in a collision rate of 4.46 (PSI of 39.67, ranked 27th)

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• 16th Avenue between Woodbine Avenue and Townson Road/Buttonfield Road: 33 collisions were recorded resulting in a collision rate of 1.37 (PSI of 80.54, ranked 2nd) • 16th Avenue between Aitken Circle & Kennedy Road: 10 collisions were recorded resulting in a collision rate of 1.10 (PSI of 14.90, ranked 127th) The segment between Woodbine Avenue and Townson Road/Buttonfield Road exhibits a high potential for safety improvements with a PSI index of 80.54 and ranking of 2nd in the Region.

Summary of Collision Data along the Study Corridor Along 16th Avenue between Woodbine Avenue and York/Durham Line, there have been a total of 1,098 recorded collisions in the five-year study period, as illustrated in Exhibit 5-14. There is a decreasing trend for the total number of collisions in 2014 and 2015 while the collision frequencies were fairly consistent in previous years. Overall, “Non-fatal Injury” collisions showed similar patterns within the study period. Collision severity is summarized as follows: • 848 collisions were property-damage only • 250 collisions were non-fatal injury collisions • 0 fatal injury collisions

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Exhibit 5-14: Collisions by Severity and Year

Rear-end collisions (53%) account for the highest percentage of all collisions, followed by angle collisions (16%). The remaining 31% of collisions involved a combination of sideswipe (11%), turning movement (10%), SMV other (5%), approaching (3%), and SMV unattended (2%). The majority of collisions occurred at intersections (976, 89%), whereas only 122 (11%) of collisions occurred at midblock segments. Intersection-related countermeasures and treatments, particularly at major arterial intersections, have a high potential to improve the operational performance of the study corridor.

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Exhibit 5-15: Collisions by Severity and Location between Woodbine Avenue and York/Durham Line (Jan-2011 to Dec-2015)

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5.7 Problem and Opportunity Statement The 16th Avenue EA study presents an opportunity to improve 16th Avenue between Woodbine Avenue to York/Durham Line for all travel modes – cyclists, pedestrians, transit riders, and motorists. The transportation assessment identified the need for capacity improvements between Woodbine Avenue and east of McCowan Road, as well as the need for continuous cycling and pedestrian facilities throughout the corridor, and improved transit service along the corridor to support 16th Avenue as part of the Frequent Transit Network. Table 5-3 provides a summary of the problems and opportunities identified for the study corridor.

Table 5-3: Summary of Problems and Opportunities for 16th Avenue Problem Opportunity

Existing road and intersections between Woodbine Improve 16th Avenue to accommodate projected traffic Avenue and Markham Road/Highway 48 cannot demand and provide sufficient east-west transportation accommodate projected traffic volumes capacity through the southern part of York Region

With regional roads at capacity, there is the potential Improve 16th Avenue to provide sufficient capacity to for increased traffic on local roads mitigate potential traffic infiltration and traffic increases on local roads Lack of continuous pedestrian and cyclist facilities for Provide pedestrian and cyclist facilities to all users accommodate existing users and growth as a result of future development Existing infrastructure does not support enhanced Evaluate for potential addition of Transit/HOV lanes to transit service and results in delays to transit riders support 16th Ave as a Frequent Transit Network Corridor between Woodbine Avenue and Donald Cousens Parkway Anticipated delays at the existing at-grade Stouffville Evaluate for potential grade separation (underpass or GO Line crossing overpass) or improvements to at-grade crossing Operational concerns at various locations Evaluate intersection-related countermeasures and treatments, particularly at major arterial intersections to improve the operational performance of the study corridor.

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6 Identification and Evaluation of Alternative Solutions

Alternative Solutions (planning alternatives) are functionally different ways of approaching and addressing a problem or opportunity. The Class EA process requires documentation and examination of all reasonable alternatives to address the problem; these are referred to as Alternative Solutions. A variety of Alternative Solutions were developed for the 16th Avenue corridor. These alternatives range in complexity, cost, and their ability to address the study corridor issues.

6.1 Segmentation of the Corridor The 16th Avenue corridor (Corridor B) was divided into three distinct segments (B-1, B-2 and B-3) for analysis based on existing and future characteristics, as different solutions may be warranted for each segment. The segments are illustrated in Exhibit 6-1 and their key characteristics are summarized in Table 6-1.

Exhibit 6-1: 16th Avenue Corridor B Segments

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Table 6-1: Summary of Corridor Segment Characteristics Segment Characteristics

Segment B-1 • Land use consists of mostly residential properties, with some commercial and Woodbine Avenue institutional areas to Markham • The majority of properties back or side onto 16th Avenue (no direct access to/from 16th Road/Highway 48 Avenue) • Apple Creek, Berczy Creek, Bruce Creek, Eckardt Creek, and Robinson Creek • Possible intensification between Warden Avenue and Kennedy Road due to the proposed York Downs golf course redevelopment (not approved at the time of ESR filing) • Falls within the jurisdiction of the City of Markham • Discontinuous sidewalk (at the time of the existing conditions investigation in Phase 1 of the EA. Some facilities have been connected as a result of more recent developments) • No designated cycling facilities • Trail connections on the south side, particularly between Warden Avenue and Kennedy Road

Segment B-2 • Land use consists of mostly residential properties, with some commercial and Markham agricultural areas Road/Highway 48 • The majority of properties back or side onto 16th Avenue (no direct access to/from 16th to Donald Avenue) Cousens Parkway • Mount Joy Creek • At-grade crossing of Stouffville GO Rail • Falls within the jurisdiction of the City of Markham • Discontinuous sidewalk (at the time of the existing conditions investigation in Phase 1 of the EA. Some facilities have been connected as a result of more recent developments) • No designated cycling facilities (except MUP on both sides between Ninth Line and Cornell Centre Boulevard) • Paved shoulder just west of Donald Cousens Parkway • Trail connections on the north side

Segment B-3 • Segment is dominated by agricultural lands and Rouge National Urban Park Donald Cousens • 16th Avenue ends at T-intersection at York/Durham Line Parkway to • Little Rouge River York/Durham Line • Major Creek (crossing York/Durham Line) • Falls within the jurisdiction of the City of Markham • Discontinuous sidewalk • MUP on the south between Donald Cousens Parkway and Reesor Road • Paved shoulders just west of Donald Cousens Parkway and for a short segment east of the Little Rouge River bridge

Although the Stouffville GO Rail Crossing is located within segment B-2 described above, this location was assessed separately from segment B-2 to account for the unique characteristics, needs and opportunities of this localized area. Assessments for the Stouffville GO Rail Crossing is included in Section 6.2.4. 6.2 Development of Alternative Solutions The following sections summarize the alternative solutions considered for each of the study corridor segments and localized areas to address the Problems and Opportunities identified in Phase 1 of the EA study.

6.2.1 Segment B-1: Woodbine Avenue to Markham Road/Highway 48 Table 6-2 presents the alternative solutions considered to address the problems and opportunities identified for segment B-1 of the 16th Avenue EA study. These are also illustrated in Exhibit 6-2

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Table 6-2: Alternative Solutions for Woodbine Avenue to Markham Road/Highway 48 Alternative # Title Description

1 Do Nothing (illustrated in Exhibit • Maintain existing conditions, including the number 6-2) of lanes, discontinuous sidewalks, and no dedicated cycling facilities

2 AT Improvements Only • Provide continuous cycling and pedestrian facilities (illustrated in Exhibit 6-3) (details and location within the boulevard to be confirmed)

3 Widen 16th Avenue to 4 General • Widen to 6 lanes, with curb lanes designated for Purpose Lanes (GPL) + 2 Transit and HOV only Transit/HOV lanes, AT • Provide continuous cycling and pedestrian facilities Improvements (illustrated in (details and location within the boulevard to be Exhibit 6-4) confirmed)

4 Widen 16th Avenue to 6 General • Widen to 6 lanes, with no Transit or HOV Purpose Lanes, AT designations Improvements (illustrated in • Provide continuous cycling and pedestrian facilities Exhibit 6-5) (details and location within the boulevard to be confirmed)

5 Maintain 4 lanes on 16th • Maintain existing number of lanes Avenue, convert existing curb • Convert the general purpose curb lanes to be lanes from GPL to Transit/HOV, designated for Transit and HOV only AT Improvements (illustrated in • Provide continuous cycling and pedestrian facilities Exhibit 6-6) (details and location within the boulevard to be confirmed)

23 23mm – -9494m m ROWROW

Exhibit 6-2: Woodbine Avenue to Markham Road/Highway 48 Alternative Solution 1 – Do Nothing

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Up to 43m43 m ROW ROW

Exhibit 6-3: Woodbine Avenue to Markham Road/Highway 48 Alternative Solution 2 – AT Improvements

Up to 43m43 m ROW ROW

Exhibit 6-4: Woodbine Avenue to Markham Road/Highway 48 Alternative Solution 3 – Widen for Transit/HOV lanes and AT Improvements

Up to 43m43 m ROW ROW

Exhibit 6-5: Woodbine Avenue to Markham Road/Highway 48 Alternative Solution 4 – Widen to 6 GPL and AT Improvements

Up to 4343m m ROW ROW

Exhibit 6-6: Woodbine Avenue to Markham Road/Highway 48 Alternative Solution 5 – Convert Existing Curb Lanes to Transit/HOV and AT Improvements

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The alternative solutions are based on planned development in the corridor. Additional development may result in the need for additional improvements.

6.2.2 Segment B-2: Markham Road/Highway 48 to Donald Cousens Parkway Based on the traffic analysis conducted in Phase 1 of the EA studies, there is no need to widen this segment of the study corridor for additional travel lanes. Table 6-3 presents the alternative solutions considered to address the problems and opportunities identified for segment B-2 of the 16th Avenue EA study. These are also illustrated in Exhibit 6-7 and Exhibit 6-8. The York Region Official Plan identifies a 43 m right-of-way for the section of 16th Avenue between Markham Road/Highway 48 and Ninth Line, and 36 m between Ninth Line and Donald Cousens Parkway.

Table 6-3: Alternative Solutions for Markham Road/Highway 48 to Donald Cousens Parkway Alternative # Title Description

1 Do Nothing (illustrated in Exhibit • Maintain existing conditions, including the number 6-7) of lanes, discontinuous sidewalks, and no dedicated cycling facilities (except for the MUP on both sides of 16th Avenue between Ninth Line and Cornell Centre Boulevard).

2 AT Improvements Only • Provide continuous cycling and pedestrian facilities (illustrated in Exhibit 6-8) (details and location within the boulevard to be confirmed)

2121m m - -4949m m ROW

Exhibit 6-7: Markham Road/Highway 48 to Donald Cousens Parkway Solution 1 – Do Nothing

Up to 43m43 m ROW ROW

Exhibit 6-8: Markham Road/Highway 48 to Donald Cousens Parkway Alternative Solution 2 – AT Improvements

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These alternative solutions are based on planned development in the corridor. Additional development may result in the need for additional improvements.

6.2.3 Segment B-3: Donald Cousens Parkway to York/Durham Line Based on the traffic analysis conducted in Phase 1 of the EA studies, there is no need to widen this segment of the study corridor for additional travel lanes. Table 6-4 presents the alternative solutions considered to address the problems and opportunities identified for segment B-3 of the 16th Avenue EA study. These are also illustrated in Exhibit 6-9 through Exhibit 6-12. The York Region Official Plan identifies a 36 m right-of-way for the section of 16th Avenue.

Table 6-4: Alternative Solutions for Donald Cousens Parkway to York/Durham Line Alternative # Title Description

1 Do Nothing (illustrated in Exhibit • Maintain existing conditions, including the number 6-9) of lanes, narrow shoulders, MUP on the south between Donald Cousens Parkway and Reesor Road, sidewalk on the south between Reesor Road and just east of Little Rouge River, and rural characteristics (including drainage ditch)

2 Paved Shoulders (illustrated in • Provide paved shoulders on both sides of the Exhibit 6-10) street, and maintain rural characteristics (including drainage ditch). No designated AT facilities.

3 MUP (illustrated in Exhibit 6-11) • Provide continuous, shared space for cyclists and pedestrians, and maintain rural characteristics (including drainage ditch). Designated AT facilities.

4 Semi-Rural Cross-Section with • Provide paved shoulders on both sides of the Paved Shoulders (illustrated in street, and replace drainage ditches with mountable Exhibit 6-12) curb. No designated AT facilities.

20 m20m - 37-37m m ROW ROW

Exhibit 6-9: Donald Cousens Parkway to York/Durham Line Alternative Solution 1 – Do Nothing

Up to 36m36 m ROW ROW

Exhibit 6-10: Donald Cousens Parkway to York/Durham Line Alternative Solution 2 – Paved Shoulders

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Up to 36m36 m ROW ROW

Exhibit 6-11: Donald Cousens Parkway to York/Durham Line Alternative Solution 3 – MUP

Up to 36m36 m ROW ROW

Exhibit 6-12: Donald Cousens Parkway to York/Durham Line Alternative Solution 4 – Semi-Rural Cross-Section with Paved Shoulders

These alternative solutions are based on planned development in the corridor. Additional development may result in the need for additional improvements.

6.2.4 Stouffville GO Rail Crossing 16th Avenue crosses the Stouffville GO Rail line east of Markham Road/Highway 48 at-grade. Table 6-5 presents the alternative solutions considered to address the problems and opportunities identified for the 16th Avenue and Stouffville GO Rail at-grade crossing. These are also illustrated in Exhibit 6-13 through Exhibit 6-16.

Table 6-5: Alternative Solutions for the 16th Avenue and Stouffville GO Rail At-Grade Crossing Alternative # Title Description

1 Do Nothing – maintain at-grade • Road and rail tracks cross at the same level crossing (illustrated in Exhibit 6-13) 2 Improve at-grade crossing (illustrated in • Road and rail tracks cross at the same level Exhibit 6-14) • Improved pedestrian and cyclist separation is provided at the crossing

3 Overpass (Road over the rail track) • Grade separation where road is raised over (illustrated in Exhibit 6-15) the rail tracks

4 Underpass (Road under the rail track) • Grade separation where road lowered under (illustrated in Exhibit 6-16) the rail tracks

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Exhibit 6-13: 16th Avenue and Stouffville Exhibit 6-14: 16th Avenue and Stouffville GO Rail At-Grade Crossing Alternative GO Rail At-Grade Crossing Alternative Solution 1 – Do Nothing (Maintain At- Solution 2 – Improve At-Grade Crossing Grade Crossing)

Exhibit 6-15: 16th Avenue and Stouffville Exhibit 6-16: 16th Avenue and Stouffville GO Rail At-Grade Crossing Alternative GO Rail At-Grade Crossing Alternative Solution 3 – Overpass Solution 4 – Underpass

The alternative solutions are based on planned development in the corridor. It is noted that additional development may result in the need for additional improvements.

6.3 Evaluation of Alternative Solutions To determine the most appropriate solution for the corridor, the advantages and disadvantages of each Alternative Solution identified in Section 6.2 were evaluated using the information collected from the review of existing and future conditions. A list of criteria to compare alternatives was developed. The measure of each alternative’s success was its ability to correct, minimize or mitigate impacts and/or meet the study goals.

6.3.1 Evaluation Criteria The evaluation of the alternative solutions included the formulation of evaluation criteria and the development of a methodology to evaluate these criteria. The evaluation criteria were developed based on impacts to the natural, social, economic and cultural environments and impacts on transportation. The evaluation criteria are presented in Table 6-6.

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Table 6-6: Alternative Solutions Evaluation Criteria Category Criteria

Transportation Service • Improve Public Transit Service • Reduce Traffic Congestion and Delays • Create a Pedestrian-Friendly Environment • Create a Cyclist-Friendly Environment • Improve Safety for All Travel Modes • Improve Mode Choice

Natural Environment • Protect Designated Natural Areas • Protect Vegetation • Protect Wildlife • Protect Aquatic Habitat • Protect Surface Water and Ground Water • Improve Air Quality • Minimize Effects on Climate Change

Social Environment • Minimize Impacts on Existing Residential, Institutional and Recreational Dwellings / Properties • Improve Access to Residential Areas, Institutional and Recreational Facilities • Mitigate Traffic on Local Streets • Minimize Traffic Noise • Preserve Archaeological and Cultural Heritage Features • Improve Visual Aesthetics • Improve Community Character

Infrastructure Design • Minimize Utility Relocation • Minimize Constructability Complexity • Minimize Disruption due to Construction

Economic Environment and Cost • Accommodate Planned Development and Growth Effectiveness • Minimize Impacts on Business Properties • Improve Access to Businesses and Key Employment Areas • Maximize Construction Value • Minimize Operating Costs • Minimize Property Requirements

6.3.2 Traffic Analysis Traffic analysis was undertaken to assess the alternatives where widening was considered, between Woodbine Avenue and Markham Road/Highway 48 (Segment B-1) to inform the overall evaluation of alternative solutions for these segments. Traffic analysis was based on a 2041 horizon year and considered road segments or links as well as intersections. Details of the traffic analysis are documented in the 16th Avenue EAs Transportation Technical Memo #2, dated March 8, 2017. A summary is provided in the following sections. Details are included in Appendix F.

Analysis Methodology Alternatives 1(Do Nothing) and 3 (Widen 16th Avenue to four GPL and two Transit/HOV lanes, and AT Improvements) were analyzed using Synchro. Alternatives 2 (AT improvements only), 4 (Widen 16th Avenue to six GPL, and AT Improvements), and 5 (Maintain four lanes on 16th Avenue, convert existing curb lanes from GPL to Transit/HOV, and AT Improvements) were not analyzed using Synchro for the following reasons: • Alternative 2 (AT improvements only): Potential improvements to 16th Avenue are proposed in the form of dedicated cycling and pedestrian facilities only. As no

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improvements are proposed to the roadway under this option, any direct impacts to traffic are negligible as a result of the proposed facilities. Therefore, a traffic analysis based on these improvements alone would not be meaningful. A 2041 multi-modal level-of-service assessment and a qualitative assessment of Alternative 2 based on the evaluation criteria were performed instead. • Alternative 4 (Widen 16th Avenue to six GPL, and AT Improvements): This alternative was considered; however, widening 16th Avenue to accommodate an additional general purpose lane in each direction does not support existing Regional transit policies along the corridor, and as such, was not carried forward as a feasible option. York Region’s Official Plan identifies 16th Avenue as a Transit Priority Corridor. Widening to accommodate six general purpose lanes would be in direct conflict with these policies, especially given the warrant analysis completed as part of Phase 1 of these studies which supports widening for Transit/HOV along 16th Avenue. • Alternative 5 (Maintain four lanes on 16th Avenue, convert existing curb lanes from GPL to Transit/HOV, and AT Improvements): This alternative was considered. The traffic analysis for Alternative 1 (Do Nothing) identifies the level-of-service along the corridor in the case where no widening is proposed. In addition to not widening, Alternative 5 proposes conversion of the curb lane from a general purpose lane to a Transit/HOV lane which is expected to yield less favourable traffic level-of-service compared to that of Alternative 1, since the capacity of the existing curb lane would potentially be reduced. Therefore, Alternative 5 was not carried forward as a feasible option.

Link Analysis Methodology Midblock road network conditions were assessed using the volume to capacity (V/C) ratios to assess link operations. The V/C ratio reflects peak hour traffic demand measured against roadway capacity. A description of how different levels of V/C ratios relate to level of service was provided in Table 5-1.

Intersection Analysis Methodology Intersection traffic operations for weekday AM and PM peak hours were assessed for all signalized intersections along the Study Corridor. The signalized intersection analysis considered two separate measures of performance: • The V/C ratio, which measures the utilization of an intersection similar to that of the link analysis methodology above; and • The level of service (LOS) for all intersection movements, which is based on the average control delay per vehicle for each of various movements through the intersection, and for the overall intersection. LOS is based on the average control delay per vehicle for a given movement. Delay is an indicator of the additional time needed to traverse the intersection compared to free-flow conditions and is categorized by a letter between ‘A’ and ‘F’, with ‘F’ being the longest delay, per the scale shown in Table 5-1.

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Summary of Recommendations Resulting from Traffic Analysis Based on the traffic analysis carried out for the five alternative solutions, alternative 4 (Widen 16th Avenue to six GPL, and AT Improvements), and 5 (Maintain four lanes on 16th Avenue, convert existing curb lanes from GPL to Transit/HOV, and AT Improvements) were ruled out for further evaluation. Alternative 3 (Widen 16th Avenue to four GPL and two Transit/HOV lanes, and AT Improvements) performed better than alternative 1 (Do Nothing) and 2 (AT improvements only). This informed the detailed evaluation of Segment B-1 (Woodbine Avenue to Markham Road/Highway 48), documented in Section 6.3.3.

6.3.3 Evaluation of Alternative Solutions The following sections document the evaluation of alternative solutions for each of the study corridor segments and localized areas. The evaluation considers the traffic analysis documented in Section 6.3.2 as well as the criteria identified in Section 6.3.1.

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Segment B-1: Woodbine Avenue to Markham Road/Highway 48 The evaluation of alternative solutions for this segment is presented in Table 6-8 and a summary table is shown in Table 6-7.

Table 6-7: Summary of Alternative Solution Evaluation (Woodbine Avenue to Markham Road/Highway 48) Criteria Option 1: Option 2: Option 3: Do Nothing AT Improvements Widen for Transit/HOV and AT Improvements

Transportation  Service

Natural Environment 𝒙𝒙 𝒙𝒙 Social Environment  Infrastructure  Design 𝒙𝒙

Economic Environment & Cost  Effectiveness Recommendation Not Recommended𝒙𝒙 Not Recommended𝒙𝒙 Recommended The current Providing AT Providing AT configuration of 16th improvements results in improvements and Avenue between some balance between widening to provide Woodbine Avenue and transportation lanes for Transit/HOV Markham objectives and impacts results in moderate Road/Highway 48 is to the natural and social impacts to the natural insufficient to achieve environment. However, environment, while economic, social, and these improvements on achieving economic, transportation their own are social, and objectives. With future insufficient to achieve transportation growth planned, economic, social, and objectives. The corridor improvements transportation additional roadway must be made. objectives. With future capacity supports the growth planned, various modes of additional corridor transportation and improvements must be allows for operational made. improvements within the corridor.

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Table 6-8: Evaluation of Alternative Solution: Woodbine Avenue to Markham Road/Highway 48 Woodbine Avenue to Markham Road/Highway 48 Criteria Option 1: Option 2: Option 3: Do Nothing AT Improvements Widen for Transit/HOV and AT Improvements Transportation Service Improve Public Transit • Transit service on 16th Avenue will be significantly delayed as congestion continues to increase • Transit service on 16th Avenue would be enhanced and delays Service minimized, with a reduction in traffic congestion and the provision of Transit/HOV lanes to minimize transit service interactions with automobiles Reduce Traffic Congestion • Insufficient capacity to meet increasing future • Insufficient capacity to meet increasing future demands • Reduced traffic congestion by increasing future capacity to meet and Delays demands • AT improvements can marginally reduce dependence on future demands • Significant increase in traffic congestion will cause automobile, but will not offset insufficient capacity • AT improvements and provision of Transit/HOV lanes can longer delays • Significant increase in traffic congestion will cause longer delays substantially reduce dependence on single-occupant vehicles and provide further congestion mitigation • Provides greatest relief to traffic congestion to mitigate delays Create a Pedestrian-Friendly • No improvement to pedestrian environment which • Significant improvement to pedestrian environment through • Significant improvement to pedestrian environment through Environment includes discontinuous sidewalks on the north completion of the discontinuous sidewalks completion of the discontinuous sidewalks side • Increased pavement width at intersections will result in longer pedestrian walk times Create a Cyclist-Friendly • Poor environment for cyclists, as they must travel • Improved environment for cyclists through the provision of continuous, dedicated cycling facilities Environment in lanes shared with general traffic Improve Safety for All Travel • Higher potential for collisions as congestion • Higher potential for collisions as congestion increases, due to • Reduced collision potential with a reduction in traffic congestion, Modes increases, due to increased potential for conflicts increased potential for conflicts and increased driver frustration management of potential conflicts, and reduced driver frustration and increased driver frustration • High potential to improve cyclist and pedestrian comfort due to AT • High potential to improve cyclist and pedestrian comfort due to AT • No improvement to road operations at locations improvements, by providing dedicated facilities and reducing improvements, by providing dedicated facilities and reducing with high potential for improvement conflicts with motorists conflicts with motorists • No improvement to cyclist and pedestrian comfort • Moderate potential to improve road operations at locations with high potential for improvement through moderate geometry and operational modifications as part of road widening Improve Mode Choice • No change in mode choice, which remains limited • Increased mode choice through AT improvements • Increased mode choice through Transit/HOV lanes and AT improvements Summary of Transportation Not Preferred Not Preferred Preferred Service Natural Environment Protect Designated Natural • There are no Areas of Natural and Scientific Interest (ANSIs), Provincially Significant Wetlands (PSWs) or Environmentally Sensitive Areas (ESAs) located within 120 m of the study corridor Areas Protect Vegetation • No anticipated impact on vegetation • Minor impact to vegetation communities due to wider roadway • Moderate impact to vegetation communities due to wider roadway platform to accommodate AT facilities; however, impacts can be platform to accommodate additional Transit/HOV lanes and AT minimized or mitigated through design facilities; however, impacts can be minimized or mitigated through • This portion of the study corridor is dominated by vegetation that is design manicured and regularly maintained, as well as vegetation • This portion of the study corridor is dominated by vegetation that is communities that are culturally influenced, including plant species manicured and regularly maintained, as well as vegetation that are well adapted to persist in areas that are regularly communities that are culturally influenced, including plant species disturbed that are well adapted to persist in areas that are regularly disturbed Protect Wildlife • No anticipated impact on wildlife • Minor impact on wildlife due to wider roadway platform to • Moderate impact on wildlife due to wider roadway platform to accommodate AT facilities; however, impacts can be minimized or accommodate additional Transit/HOV lanes and AT facilities; mitigated through design however, impacts can be minimized or mitigated through design • Wildlife species identified within the study corridor are largely • Wildlife species identified within the study corridor are largely tolerant of human disturbance tolerant of human disturbance

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Woodbine Avenue to Markham Road/Highway 48 Criteria Option 1: Option 2: Option 3: Do Nothing AT Improvements Widen for Transit/HOV and AT Improvements Protect Aquatic Habitat • No anticipated impact on aquatic habitat with no • Potential for minor to moderate impact at Apple Creek, Berczy • Potential for moderate to significant impacts at Apple Creek, improvement at Apple Creek, Berczy Creek, Creek, Bruce Creek, Eckardt Creek, and Robinson Creek Berczy Creek, Bruce Creek, Eckardt Creek, and Robinson Creek Bruce Creek, Eckardt Creek, and Robinson Creek crossings, can be minimized or mitigated through design crossings, can be minimized or mitigated through design crossings • Opportunities for improvements at these crossings as part of the • Opportunities for improvements at these crossings as part of the road improvements road improvements Protect Surface Water and • No anticipated impact on to stormwater quality or • Minor impact with marginally increased hard surface area to • Moderate impact with increased roadway width and hard surface Ground Water quantity accommodate AT facilities, stormwater quantity will increase and area to accommodate additional Transit/HOV lanes and AT • No anticipated impact on groundwater quality mitigation may be required; however can be addressed facilities, stormwater quantity will increase and quality mitigation through design may be required; however can be addressed through design • No anticipated impact on groundwater • Moderate impact to shallow groundwater system due to potential increase in contaminants related to increased roadway width (i.e. road salt, etc.) Improve Air Quality • High deterioration to air quality through increased • High deterioration to air quality through increased vehicle • Moderate improvement to air quality through increased high- vehicle emissions due to increased congestion emissions due to increased congestion occupancy vehicles and transit use, and reduced congestion • Potential for deterioration in air quality on adjacent • AT improvements can marginally reduce dependence on • AT and transit service improvements can reduce dependence on streets due to traffic diversion automobile and provide minor air quality improvements automobile and provide air quality improvements • Potential for deterioration in air quality on adjacent streets due to • Minor improvement in air quality on adjacent streets due to traffic diversion reduction in traffic diversion Minimize Effects on Climate • High reliance on automobiles and increased • High reliance on automobiles and increased congestion will result • Lower reliance on automobiles through increased non-auto mode Change congestion will result in increased vehicle in increased vehicle emissions and worsen effects on climate share and decreased congestion can reduce vehicle emissions emissions and worsen effects on climate change change and reduce effects on climate change • No improvements to study corridor resiliency to • AT improvements can marginally reduce dependence on • Opportunities for implementation of tree plantings and Low Impact climate change automobile and provide minor improvements to effects on climate Development stormwater management strategies as part of road change improvements can improve the study corridor resiliency to climate • Opportunities for implementation of tree plantings and Low Impact change Development stormwater management strategies as part of road improvements can improve the study corridor resiliency to climate change Summary of Natural Preferred Less Preferred Less Preferred Environment Social Environment Minimize Impacts on Existing • No direct impacts to existing dwellings / properties • No anticipated impacts to existing dwellings / properties, as AT • Potential impact to existing dwellings / properties as a result of Residential, Institutional and improvements can generally be accommodated within the existing reduced distance between travel lanes and properties, and Recreational Dwellings / right-of-way (ROW) potential for property acquisition to accommodate widening at Properties some locations • Temporary grading or drainage easements for construction may be required Improve Access to • Increased difficulty to access 16th Avenue from • Increased difficulty to access 16th Avenue from driveways and • Improvement to access 16th Avenue from driveways and Residential Areas, driveways and unsignalized cross-streets, due to unsignalized cross-streets, due to increased congestion unsignalized cross-streets, due to reduced traffic congestion Institutional and Recreational increased congestion • Improved pedestrian and cycling access • Improved transit, pedestrian and cycling access Facilities • No changes to existing driveways • Potential temporary minor impacts to driveways during • Moderate temporary impacts to driveways during construction; few construction; few driveways/access points with direct access driveways/access points with direct access to/from 16th Ave within to/from 16th Ave within this segment of the study corridor this segment of the study corridor Mitigate Traffic on Local • Moderate increase in traffic diversion to neighbouring collector and local roads may result due to increased traffic • Moderate decrease in traffic diversion to neighbouring collector Streets congestion on 16th Avenue and local roads due to increased capacity to move people with a variety of mode choices on 16th Avenue Minimize Traffic Noise • Anticipated increase in noise levels with future traffic growth and increased congestion • Anticipated increase in noise levels with future traffic growth and • Where warranted, feasible, and effective, noise mitigation would be implemented based on York Region’s Noise Policy and lanes in closer proximity to properties York Region’s Standard Operating Procedures

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Woodbine Avenue to Markham Road/Highway 48 Criteria Option 1: Option 2: Option 3: Do Nothing AT Improvements Widen for Transit/HOV and AT Improvements • Where warranted, feasible, and effective, noise mitigation would be implemented based on York Region’s Noise Policy and York Region’s Standard Operating Procedures Preserve Archaeological and • No anticipated impact to archaeological or cultural • No anticipated impact to archaeological or cultural heritage • Potential impact to archaeological resources if widening extends Cultural Heritage Features heritage resources resources since the changes would generally be accommodated in beyond the disturbed ROW into areas of archaeological potential the existing ROW (already disturbed) (north and south sides of 16th Avenue between Country Estates Drive/Village Parkway and Kennedy Road and on the north side of 16th Avenue, east and west of Heritage Corner Lane) • Potential impact to cultural heritage resources east of Woodbine Avenue (BHR 8), between Village Parkway and Normandale Road (BRH 1), and west of Markham Road/Highway 48 (BHR 2, BHR 3, BHR 4, BHR 5, BHR 14, CHL 1 and CHL 7), if widening extends beyond the existing ROW Improve Visual Aesthetics • No improvement to existing aesthetics • Minor reduction of visual aesthetics, due to increased platform • Moderate reduction of visual aesthetics, due to increased width for AT facilities pavement width for additional Transit/HOV lanes and AT facilities • Moderate improvement to visual aesthetics through localized • Moderate improvement to visual aesthetics through localized plantings or other boulevard treatments, where possible within plantings or other boulevard treatments, where possible within ROW ROW Improve Community • No improvement to community character • Moderate improvement to community character through provision • Moderate improvement to community character through provision Character • Reduction in community connectivity due to of improved pedestrian / cycling opportunities of improved transit / pedestrian / cycling opportunities increased traffic congestion • Reduction in community connectivity due to increased traffic • Moderate improvement to community connectivity due to improved congestion traffic flow and reduction of transit service delays Summary of Social Not Preferred Less Preferred Preferred Environment Infrastructure Design Minimize Utility Relocation • No change in road infrastructure, therefore no • Potential for moderate utility relocation in the vicinity of AT • Significant utility relocation anticipated to accommodate additional anticipated utility relocations required improvements lanes and AT improvements Minimize Constructability • No change in road infrastructure, therefore no • Lower constructability complexity anticipated • Higher constructability complexity anticipated, especially at Complexity constructability issues constrained localized areas; however, can be addressed through design Minimize Disruption due to • No change in road infrastructure, therefore no • Minor disruption to install pedestrian and cycling facilities • Significant disruption to construct additional lanes and install Construction construction disruption pedestrian and cycling facilities • Potential temporary disruptions to driveways Summary of Infrastructure Preferred Less Preferred Less Preferred Design Economic Environment and Cost Effectiveness Accommodate Planned • Does not support planned and committed development within the study corridor, as capacity cannot accommodate planned • Supports planned and committed development in the study Development and Growth growth corridor by providing adequate capacity and transportation choices to accommodate planned growth Minimize Impacts on • No direct impacts to existing business properties • No anticipated impacts to existing business properties, as AT • Potential impact to existing business properties as a result of Business Properties improvements can generally be accommodated within the existing reduced distance between travel lanes and properties, and ROW potential for property acquisition to accommodate widening at some locations • Temporary grading or drainage easements for construction may be required Improve Access to • Increased difficulty to access 16th Avenue to/from • Increased difficulty to access 16th Avenue to/from commercial • Improvement to access 16th Avenue to/from commercial Businesses and Key commercial driveways and cross-streets, due to driveways and cross-streets, due to increased congestion and driveways and cross-streets, due to reduced traffic congestion and Employment Areas increased congestion and reduced gaps in traffic reduced gaps in traffic reduced gaps in traffic • No changes to existing driveways • Improved pedestrian and cycling access • Improved transit, pedestrian and cycling access

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Woodbine Avenue to Markham Road/Highway 48 Criteria Option 1: Option 2: Option 3: Do Nothing AT Improvements Widen for Transit/HOV and AT Improvements • Potential temporary minor impacts to driveways during • Moderate temporary impacts to driveways during construction; few construction; few driveways/access points with direct access driveways/access points with direct access to/from 16th Ave within to/from 16th Ave within this segment of the study corridor this segment of the study corridor Maximize Construction Value • No capital costs • Minor capital costs for AT facilities • Significant capital costs for improvements to 16th Avenue to • No improvements to any travel modes • Improvements focus on cyclists and pedestrians construct additional lanes and provide AT facilities • Greatest improvement for all travel modes Minimize Operating Costs • Moderate increase in operating costs; as traffic • Moderate increase in operating costs; as traffic volumes • Moderate increase in operating costs with additional roadway volumes accelerate road deterioration, Region accelerate road deterioration, Region would need to resurface width (additional lanes) to maintain would need to resurface road more often road more often • Minor increase in operating costs to maintain AT facilities • Minor increase in operating costs to maintain AT facilities Minimize Property • No property acquisition required • No property acquisition anticipated as improvements can generally • Potential for property acquisition to accommodate widening at Requirements be accommodated within the existing ROW some locations Summary of Economic Not Preferred Not Preferred Preferred Environment and Cost Effectiveness Overall Summary Recommendation • The current configuration of 16th Avenue between • Providing AT improvements results in some balance between • Providing AT improvements and widening to provide lanes for Woodbine Avenue and Markham Road/Highway transportation objectives and impacts to the natural and social Transit/HOV results in moderate impacts to the natural 48 is insufficient to achieve economic, social, and environment. However, these improvements on their own are environment, while achieving economic, social, and transportation transportation objectives. With future growth insufficient to achieve economic, social, and transportation objectives. The additional roadway capacity supports the various planned, corridor improvements must be made. objectives. With future growth planned, additional corridor modes of transportation and allows for operational improvements improvements must be made. within the corridor.

NOT PREFERRED NOT PREFERRED PREFERRED

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Segment B-2: Markham Road/Highway 48 to Donald Cousens Parkway The evaluation of alternative solutions for this segment is presented in Table 6-10 and a summary is shown in Table 6-9.

Table 6-9: Summary of Alternative Solution Evaluation (Markham Road/Highway 48 to Donald Cousens Parkway) Criteria Option 1: Option 2: Do Nothing AT Improvements

Transportation Service  Natural Environment  𝒙𝒙 Social Environment  Infrastructure Design  𝒙𝒙 Economic Environment & Cost  Effectiveness Recommendation Not Recommended𝒙𝒙 Recommended The current configuration of 16th Providing AT improvements results Avenue between Markham in some balance between Road/Highway 48 and Donald economic, social, and transportation Cousens Parkway is insufficient to objectives and impacts to the achieve economic, social, and natural environment. transportation objectives, as it provides limited mode choice.

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Table 6-10: Evaluation of Alternative Solution: Markham Road/Highway 48 to Donald Cousens Parkway Markham Road/Highway 48 to Donald Cousens Parkway Criteria Option 1: Option 2: Do Nothing AT Improvements Transportation Service Improve Public Transit Service • Does not provide opportunities to improve AT access and connections • Provides opportunities to improve AT access and connections to transit to transit service service Reduce Traffic Congestion and Delays • No significant traffic congestion and delays along this segment of the study corridor • Existing capacity can adequately accommodate demand Create a Pedestrian-Friendly Environment • No improvement to pedestrian environment which includes • Significant improvement to pedestrian environment through completion discontinuous sidewalks and MUPs of the discontinuous sidewalks Create a Cyclist-Friendly Environment • Poor environment for cyclists, as they must travel in lanes shared with • Improved environment for cyclists through the provision of continuous, general traffic where MUP is not provided (except between Ninth Line dedicated cycling facilities and Cornell Centre Boulevard where there is MUP on both sides) Improve Safety for All Travel Modes • No improvement to road operations at locations with high potential for • Higher potential for collisions as congestion increases, due to increased improvement potential for conflicts and increased driver frustration • No improvement to cyclist and pedestrian comfort • High potential to improve cyclist and pedestrian comfort due to AT improvements, by providing dedicated facilities and reducing conflicts with motorists Improve Mode Choice • No change in mode choice, which remains limited • Increased mode choice through AT improvements Summary of Transportation Service Not Preferred Preferred Natural Environment Protect Designated Natural Areas • There are no Areas of Natural and Scientific Interest (ANSIs), Provincially Significant Wetlands (PSWs) or Environmentally Sensitive Areas (ESAs) located within 120 m of the study corridor Protect Vegetation • No anticipated impact on vegetation • Minor impact to vegetation communities due to wider roadway platform to accommodate AT facilities; however, impacts can be minimized or mitigated through design • This portion of the study corridor is dominated by vegetation that is manicured and regularly maintained, as well as vegetation communities that are culturally influenced, including plant species that are well adapted to persist in areas that are regularly disturbed Protect Wildlife • No anticipated impact on wildlife • Minor impact on wildlife due to wider roadway platform to accommodate AT facilities; however, impacts can be minimized or mitigated through design • Wildlife species identified within the study corridor are largely tolerant of human disturbance Protect Aquatic Habitat • No anticipated impact on aquatic habitat with no improvement at Mount • Potential for minor to moderate impact at Mount Joy Creek crossing, Joy Creek crossing can be minimized or mitigated through design • Opportunities for improvements at this crossing as part of the road improvements Protect Surface Water and Ground Water • No anticipated impact on to stormwater quality or quantity • Minor impact with marginally increased hard surface area to • No anticipated impact on groundwater accommodate AT facilities, stormwater quantity will increase and quality mitigation may be required; however can be addressed through design • No anticipated impact on groundwater Improve Air Quality • Potential for deterioration in air quality due to reliance on automobiles • AT improvements can marginally reduce dependence on automobiles due to lack of mode choice and provide minor air quality improvements Minimize Effects on Climate Change • High reliance on automobiles will result in increased vehicle emissions • High reliance on automobiles will result in increased vehicle emissions and worsen effects on climate change and worsen effects on climate change • No improvements to study corridor resiliency to climate change

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Markham Road/Highway 48 to Donald Cousens Parkway Criteria Option 1: Option 2: Do Nothing AT Improvements • AT improvements can marginally reduce dependence on automobile and provide minor improvements to effects on climate change • Opportunities for implementation of tree plantings can improve the study corridor resiliency to climate change Summary of Natural Environment Preferred Less Preferred Social Environment Minimize Impacts on Existing Residential, Institutional and Recreational • No direct impacts to existing dwellings / properties. • Potential impacts to existing dwellings / properties, in order to Dwellings / Properties implement proposed AT improvements Improve Access to Residential Areas, Institutional and Recreational • No changes to existing access or driveways • Improved pedestrian and cycling access Facilities • Potential minor temporary impacts to driveways during construction; few driveways/access points with direct access to/from 16th Ave within this segment of the study corridor Mitigate Traffic on Local Streets • No increase in traffic diversion to neighbouring collector and local roads • No increase in traffic diversion to neighbouring collector and local roads as this section is not congested as this section is not congested Minimize Traffic Noise • No significant increase in noise levels anticipated Preserve Archaeological and Cultural Heritage Features • No anticipated impact to archaeological or cultural heritage resources • Potential impact to archaeological resources west of Donald Cousens Parkway if changes span beyond the existing ROW. (No anticipated impact to archaeological or cultural heritage resources within the existing ROW as this is already disturbed) Improve Visual Aesthetics • No improvement to existing aesthetics • Minor reduction of visual aesthetics, due to increased platform width for AT facilities • Moderate improvement to visual aesthetics through localized plantings or other boulevard treatments, where possible within ROW Improve Community Character • No improvement to community character • Moderate improvement to community character through provision of improved pedestrian / cycling opportunities Summary of Social Environment Not Preferred Preferred Infrastructure Design Minimize Utility Relocation • No change in road infrastructure, therefore no anticipated utility • Potential for moderate utility relocation in the vicinity of AT relocations required improvements Minimize Constructability Complexity • No change in road infrastructure, therefore no constructability issues • Low constructability complexity anticipated Minimize Disruption due to Construction • No change in road infrastructure, therefore no construction disruption • Minor disruption to install pedestrian and cycling facilities Summary of Infrastructure Design Preferred Less Preferred Economic Environment and Cost Effectiveness Accommodate Planned Development and Growth • Supports planned and committed development in the study corridor by • Supports planned and committed development in the study corridor by providing adequate capacity to accommodate planned growth providing adequate capacity and transportation choices to accommodate planned growth Minimize Impacts on Business Properties • No direct impacts to existing business properties • Minor impacts to existing business properties, as there is potential property acquisition at some locations to accommodate AT improvements Improve Access to Businesses and Key Employment Areas • No changes to existing driveways • Improved pedestrian and cycling access • Potential minor temporary impacts to driveways during construction; few driveways/access points with direct access to/from 16th Ave within this segment of the study corridor Maximize Construction Value • No capital costs • Minor capital costs for AT facilities • No improvements to any travel modes • Improvements focus on cyclists and pedestrians

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Markham Road/Highway 48 to Donald Cousens Parkway Criteria Option 1: Option 2: Do Nothing AT Improvements Minimize Operating Costs • No significant increase in operating costs • Minor increase in operating costs to maintain AT facilities Minimize Property Requirements • No property acquisition required • Potential property acquisition anticipated in order to accommodate proposed AT facilities Summary of Economic Environment and Cost Effectiveness Not Preferred Preferred Summary Recommendation • The current configuration of 16th Avenue between Markham • Providing AT improvements results in some balance between Road/Highway 48 and Donald Cousens Parkway is insufficient to economic, social, and transportation objectives and impacts to the achieve economic, social, and transportation objectives, as it provides natural environment. limited mode choice. NOT PREFERRED PREFERRED

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Segment B-3: Donald Cousens Parkway to York/Durham Line The evaluation of alternative solutions for this segment is presented in Table 6-12 and a summary is shown in Table 6-11.

Table 6-11: Summary of Alternative Solution Evaluation (Donald Cousens Parkway to York/Durham Line) Criteria Option 1: Option 2: Option 3: Option 4: Do Nothing Paved Shoulders MUP Semi-Rural with Paved Shoulders Transportation    Service Natural  Environment 𝒙𝒙

Social Environment 𝒙𝒙  Infrastructure  Design 𝒙𝒙 Economic Environment &  𝒙𝒙  Cost Effectiveness

Recommendation Not Not Not Recommended Recommended𝒙𝒙 Recommended Recommended The current The provision of Providing MUP The provision of configuration of paved shoulders (designated AT paved shoulders 16th Avenue (no designated AT facility) allows for (no designated AT between Donald facility) provides an improved level facility) provides Cousens Parkway potential minor of comfort for potential minor and York/Durham improvement to cyclists and improvement to Line is insufficient cyclist and pedestrians, and cyclist and to achieve pedestrian comfort, results in some pedestrian comfort, economic, social, and provides a balance between and provides a and transportation balance between economic, social, balance between objectives, as it economic, social, and transportation economic, social, provides limited and transportation objectives; and transportation mode choice and objectives; however however, it requires objectives. does comfortably a wider roadway a moderately wider Conversion of the accommodate footprint results in roadway footprint, cross-section from cyclists and impacts to the which results in rural to semi-rural pedestrians. natural impacts to the allows for a environment. natural narrower roadway environment. footprint which minimizes impacts to the natural environment.

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Table 6-12: Evaluation of Alternative Solution: Donald Cousens Parkway to York/Durham Line Donald Cousens Parkway to York/Durham Line Criteria Option 1: Option 2: Option 3: Option 4: Do Nothing Paved Shoulders MUP Semi-Rural with Paved Shoulders Transportation Service Improve Public Transit Service • No existing or planned transit routes along 16th Avenue along this segment of the study corridor Reduce Traffic Congestion and Delays • No significant traffic congestion and delays along this segment of the study corridor • Existing capacity can adequately accommodate demand Create a Pedestrian-Friendly Environment • No improvement to pedestrian • Minor improvement to pedestrian • Significant improvement to pedestrian • Minor improvement to pedestrian environment which includes minimal environment through completion of environment through provision of MUP, environment through provision of paved sidewalks and MUPs paved shoulders; however, paved which pedestrians can share with shoulders; however, paved shoulders shoulders do not provide a buffer or cyclists do not provide a buffer or appropriate appropriate separation between separation between pedestrians and pedestrians and travel lanes, and may travel lanes, and may also be used by also be used by cyclists cyclists Create a Cyclist-Friendly Environment • Poor environment for cyclists, as they • Minor improvement to cyclist • Significant improvement to cyclist • Minor improvement to cyclist must travel in lanes shared with general environment through completion of environment through provision of MUP, environment through provision of paved traffic paved shoulders; however, paved which cyclists can share with shoulders; however, paved shoulders shoulders do not provide a buffer or pedestrians do not provide a buffer or appropriate appropriate separation between cyclists separation between cyclists and travel and travel lanes, and may also be used lanes, and may also be used by by pedestrians pedestrians Improve Safety for All Travel Modes • No improvement to road operations at • Moderate potential to improve cyclist • High potential to improve cyclist and • Moderate potential to improve cyclist locations with high potential for and pedestrian comfort through pedestrian comfort through provision of and pedestrian comfort through improvement provision of paved shoulder, by MUP, by reducing conflicts with provision of paved shoulder, by • No improvement to cyclist and reducing conflicts with motorists motorists reducing conflicts with motorists pedestrian comfort • Pedestrian/cyclist conflicts remain, as • Pedestrian/cyclist conflicts remain, as • Pedestrian/cyclist conflicts remain, as they share the paved shoulder, and they share the MUP they share the paved shoulder, and they remain in close proximity to the they remain in close proximity to the travel lanes travel lanes Improve Mode Choice • No change in mode choice, which • Minor increase in mode choice through • Increased mode choice through AT • Minor increase in mode choice through remains limited provision of paved shoulders improvements provision of paved shoulders Summary of Transportation Service Not Preferred Preferred Preferred Preferred Natural Environment Protect Designated Natural Areas • There are no Areas of Natural and Scientific Interest (ANSIs), Provincially Significant Wetlands (PSWs) or Environmentally Sensitive Areas (ESAs) located within 120 m of the study corridor Protect Vegetation • No anticipated impact on vegetation • Minor impact to vegetation communities • Moderate impact to vegetation • Minor impact to vegetation communities due to wider roadway platform to communities due to wider roadway due to wider roadway platform to accommodate paved shoulders; platform to accommodate MUP; accommodate paved shoulders; however, impacts can be minimized or however, impacts can be minimized or however, impacts can be minimized or mitigated through design mitigated through design mitigated through design, and • This portion of the study corridor is • This portion of the study corridor is conversion from rural to semi-rural dominated by agricultural lands dominated by agricultural lands eliminates the need for roadside • The natural/semi-natural features within • The natural/semi-natural features within ditches, reducing the overall roadway this segment of the study corridor this segment of the study corridor footprint consists of wetland and forest consists of wetland and forest • This portion of the study corridor is communities. No anticipated impacts to communities. No anticipated impacts to dominated by agricultural lands these features as the proposed these features as the proposed • The natural/semi-natural features within improvements can generally be improvements can generally be this segment of the study corridor consists of wetland and forest

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Donald Cousens Parkway to York/Durham Line Criteria Option 1: Option 2: Option 3: Option 4: Do Nothing Paved Shoulders MUP Semi-Rural with Paved Shoulders accommodated within the existing accommodated within the existing communities. No anticipated impacts to ROW. ROW. these features as the proposed improvements can generally be accommodated within the existing ROW. Protect Wildlife • No anticipated impact on wildlife • Minor impact on wildlife due to wider • Moderate impact on wildlife due to • Minor impact on wildlife due to wider roadway platform to accommodate wider roadway platform to roadway platform to accommodate paved shoulders; however, impacts can accommodate MUP; however, impacts paved shoulders; however, impacts can be minimized or mitigated through can be minimized or mitigated through be minimized or mitigated through design design design, and conversion from rural to • This portion of the study corridor is • This portion of the study corridor is semi-rural eliminates the need for dominated by agricultural lands which dominated by agricultural lands which roadside ditches, reducing the overall provide open country habitat type, in provide open country habitat type, in roadway footprint particular for bird species particular for bird species • This portion of the study corridor is • Wildlife species identified within the • Wildlife species identified within the dominated by agricultural lands which study corridor are largely tolerant of study corridor are largely tolerant of provide open country habitat type, in human disturbance human disturbance particular for bird species • Wildlife species identified within the study corridor are largely tolerant of human disturbance Protect Aquatic Habitat • No anticipated impact on aquatic habitat • Potential for minor impact at Little Rouge River or Major Creek crossings, can be minimized or mitigated through design with no improvement at Little Rouge • Opportunities for improvements at these crossings as part of the road improvements River or Major Creek crossings Protect Surface Water and Ground Water • No anticipated impact on to stormwater • Minor impact with marginally increased • Minor impact with increased hard • Minor impact with marginally increased quality or quantity hard surface area to accommodate surface area to accommodate MUP, hard surface area to accommodate • No anticipated impact on groundwater paved shoulders, stormwater quantity stormwater quantity will increase and paved shoulders, stormwater quantity will increase and quality mitigation may quality mitigation may be required; will increase and quality mitigation may be required; however can be addressed however can be addressed through be required; however can be addressed through design design through design • No anticipated impact on groundwater • No anticipated impact on groundwater • No anticipated impact on groundwater Improve Air Quality • Significant impacts to air quality are not anticipated as traffic volumes are not expected • Provision of MUP could increase mode • Significant impacts to air quality are not to increase notably along this segment. share which can marginally reduce anticipated as traffic volumes are not dependence on automobiles and expected to increase notably along this provide air quality improvements; segment. however, traffic volumes along this segment are generally low. Minimize Effects on Climate Change • Significant effects on climate change • Significant effects on climate change • AT improvements can marginally • Significant effects on climate change are not anticipated along this segment are not anticipated along this segment reduce dependence on automobile and are not anticipated along this segment due to low traffic volumes due to low traffic volumes provide minor improvements to effects due to low traffic volumes • No improvements to study corridor • Opportunities for implementation of tree on climate change; however, significant • Opportunities for implementation of tree resiliency to climate change plantings and Low Impact Development effects on climate change are not plantings and Low Impact Development stormwater management strategies as anticipated along this segment due to stormwater management strategies as part of road improvements can improve low traffic volumes part of road improvements can improve the study corridor resiliency to climate • Opportunities for implementation of tree the study corridor resiliency to climate change plantings and Low Impact Development change stormwater management strategies as part of road improvements can improve the study corridor resiliency to climate change

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Donald Cousens Parkway to York/Durham Line Criteria Option 1: Option 2: Option 3: Option 4: Do Nothing Paved Shoulders MUP Semi-Rural with Paved Shoulders Summary of Natural Environment Preferred Less Preferred Not Preferred Less Preferred Social Environment Minimize Impacts on Existing Residential, • This portion of the study corridor is • This portion of the study corridor is • This portion of the study corridor is • This portion of the study corridor is Institutional and Recreational Dwellings / predominantly agricultural predominantly agricultural predominantly agricultural predominantly agricultural Properties • No direct impacts to existing dwellings / • No anticipated impacts to existing • No anticipated impacts to existing • No anticipated impacts to existing properties. dwellings / properties, as paved dwellings / properties, as MUP can dwellings / properties, as paved shoulders can generally be generally be accommodated within the shoulders can generally be accommodated within the existing ROW existing ROW accommodated within the existing ROW, and conversion of cross-section from rural to semi-rural eliminates the need for roadside ditches, reducing the overall roadway footprint Improve Access to Residential Areas, • No changes to existing access or • Minor improvement to pedestrian and • Improved pedestrian and cycling access • Minor improvement to pedestrian and Institutional and Recreational Facilities driveways cycling access • Potential temporary minor impacts to cycling access • Potential temporary minor impacts to driveways during construction; few • Potential temporary impacts to driveways during construction; few driveways/access points with direct driveways during construction; few driveways/access points with direct access to/from 16th Ave within this driveways/access points with direct access to/from 16th Ave within this segment of the study corridor access to/from 16th Ave within this segment of the study corridor segment of the study corridor Mitigate Traffic on Local Streets • No change in traffic diversion to • No change in traffic diversion to • No change in traffic diversion to • No change in traffic diversion to neighbouring collector and local roads neighbouring collector and local roads neighbouring collector and local roads neighbouring collector and local roads Minimize Traffic Noise • No significant increase in noise levels anticipated Preserve Archaeological and Cultural • No anticipated impact to archaeological • No anticipated impact to archaeological or cultural heritage resources since the changes would generally be accommodated in the Heritage Features or cultural heritage resources existing ROW (already disturbed) Improve Visual Aesthetics • No improvement to existing aesthetics • Minor reduction of visual aesthetics, • Minor reduction of visual aesthetics, • Minor reduction of visual aesthetics, due to marginally increased platform due to increased platform width for due to marginally increased platform width for paved shoulders MUP width for paved shoulders • Moderate improvement to visual • Moderate improvement to visual • Potential reduction of visual aesthetics, aesthetics through localized plantings or aesthetics through localized plantings or due to conversion of cross-section from other boulevard treatments, where other boulevard treatments, where rural to semi-rural and elimination of possible within ROW possible within ROW roadside ditches • Moderate improvement to visual aesthetics through localized plantings or other boulevard treatments, where possible within ROW Improve Community Character • No improvement to community • Minor improvement to community • Moderate improvement to community • Moderate improvement to community character character through provision of improved character through provision of improved character through provision of improved pedestrian / cycling opportunities in the pedestrian / cycling opportunities in the pedestrian / cycling opportunities in the paved shoulders MUP paved shoulders • No change to rural character of the road • No change to rural character of the road • Impact to community character through conversion of cross-section from rural to semi-rural and elimination of roadside ditches Summary of Social Environment Less Preferred Less Preferred Not Preferred Preferred

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Donald Cousens Parkway to York/Durham Line Criteria Option 1: Option 2: Option 3: Option 4: Do Nothing Paved Shoulders MUP Semi-Rural with Paved Shoulders Infrastructure Design Minimize Utility Relocation • No change in road infrastructure, • Potential for moderate utility relocation • Potential for moderate utility relocation • Potential for moderate utility relocation therefore no anticipated utility in the vicinity of paved shoulders in the vicinity of MUP in the vicinity of paved shoulders relocations required Minimize Constructability Complexity • No change in road infrastructure, • Lower constructability complexity • Moderate constructability complexity • Higher constructability complexity therefore no constructability issues anticipated anticipated anticipated to convert cross-section from rural to semi-rural, including addition of underground infrastructure and mountable curb to replace roadside ditches; however, can be addressed through design Minimize Disruption due to Construction • No change in road infrastructure, • Minor disruption to install paved • Moderate disruption to install MUP • Significant disruption to convert cross- therefore no construction disruption shoulders section from rural to semi-rural, including addition of underground infrastructure and mountable curb to replace roadside ditches Summary of Infrastructure Design Preferred Less Preferred Not Preferred Less Preferred Economic Environment and Cost Effectiveness Accommodate Planned Development and • Supports planned and committed • Supports planned and committed development in the corridor by providing adequate capacity and transportation choices to Growth development in the study corridor by accommodate planned growth providing adequate capacity to accommodate planned growth Minimize Impacts on Business Properties • No business properties identified along • No business properties identified along this segment of the study corridor • No business properties identified along this segment of the study corridor • No anticipated impacts to existing agricultural lands, as improvements can generally be this segment of the study corridor accommodated within the existing ROW • No anticipated impacts to existing agricultural lands, as improvements can generally be accommodated within the existing ROW, and conversion of cross- section from rural to semi-rural eliminates the need for roadside ditches, reducing the overall roadway footprint Improve Access to Businesses and Key • No business or key employment areas identified along this segment of the study corridor Employment Areas Maximize Construction Value • No capital costs • Minor capital costs for paved shoulders • Minor capital costs to install MUP; • Minor capital costs for paved shoulders • No improvements to any travel modes • Improvements focus on cyclists and capital costs higher than for provision of • Significant capital costs to convert pedestrians, but they do not provide paved shoulders cross-section from rural to semi-rural, adequate pedestrian and cycling • Improvements focus on cyclists and including addition of underground facilities pedestrians infrastructure and mountable curb to replace roadside ditches • Improvements focus on cyclists and pedestrians, and minimizing roadway footprint Minimize Operating Costs • No significant increase in operating • Minor increase in operating costs to • Moderate increase in operating costs to • Moderate increase in operating costs to costs maintain wider pavement surface with maintain MUP maintain wider pavement surface with paved shoulders paved shoulders, and underground infrastructure

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Donald Cousens Parkway to York/Durham Line Criteria Option 1: Option 2: Option 3: Option 4: Do Nothing Paved Shoulders MUP Semi-Rural with Paved Shoulders Minimize Property Requirements • No property acquisition required • Potential property acquisition required • Potential property acquisition required • Potential property acquisition required to accommodate improvements to accommodate improvements to accommodate improvements Summary of Economic Environment and Not Preferred Preferred Preferred Preferred Cost Effectiveness Summary Recommendation • The current configuration of 16th • The provision of paved shoulders (no • Providing MUP (designated AT facility) • The provision of paved shoulders (no Avenue between Donald Cousens designated AT facility) provides allows for the comfortable designated AT facility) provides Parkway and York/Durham Line is potential minor improvement to cyclist accommodation of cyclists and potential minor improvement to cyclist insufficient to achieve economic, social, and pedestrian comfort, and provides a pedestrians, and results in some and pedestrian comfort, and provides a and transportation objectives, as it balance between economic, social, and balance between economic, social, and balance between economic, social, and provides limited mode choice and does transportation objectives; however a transportation objectives; however, it transportation objectives. not comfortably accommodate cyclists wider roadway footprint results in requires a moderately wider roadway • Conversion of the cross-section from and pedestrians. impacts to the natural environment. footprint, which results in impacts to the rural to semi-rural allows for a narrower natural environment. roadway footprint which minimizes impacts to the natural environment. NOT PREFERRED NOT PREFERRED NOT PREFERRED PREFERRED

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Stouffville GO Line Crossing The evaluation of alternative solutions for this localized area is presented in Table 6-14 and a summary is shown in Table 6-13.

Table 6-13: Summary of Alternative Solution Evaluation (Stouffville GO Rail Crossing) Criteria Option 1: Option 2: Option 3: Option 4: Do Nothing Improve At- Overpass Underpass Grade Crossing Transportation   Service

Natural Environment 𝒙𝒙 Social Environment  𝒙𝒙 Infrastructure Design  𝒙𝒙 Economic  Environment & Cost Effectiveness 𝒙𝒙 𝒙𝒙

Recommendation Not𝒙𝒙 For further𝒙𝒙 For further For further Recommended review review review The current at- Improvements An overpass An underpass grade crossing to the at-grade efficiently efficiently does not crossing have accommodates accommodates comfortably and the potential to all transportation all transportation efficiently better modes across modes across accommodate all accommodate the rail crossing, the rail crossing, transportation cyclists and but results in but results in modes. pedestrians by significant social significant improving their impacts by natural level of comfort; introducing a environment however, it physical barrier impacts, does not (and visual particularly at address delays obstruction) into Mount Joy Creek associated with the crossing, as well trains crossing. neighbourhood. as significant capital costs.

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Table 6-14: Evaluation of Alternative Solution: Stouffville GO Rail Crossing Stouffville GO Rail Crossing Criteria Option 1: Option 2: Option 3: Option 4: Do Nothing Improve At-Grade Crossing Overpass Underpass Transportation Service Improve Public Transit Service • Significant increase to transit delays as a result of increased congestion at the at-grade • Moderate improvement to transit operations by reducing delays associated with crossing due to increased train crossing frequency crossing trains Reduce Traffic Congestion and Delays • Significant increase to traffic congestion due to vehicle queuing and delays when trains • Moderate improvement to traffic operations by reducing delays associated with are crossing; delays will lead to queuing and potential impacts to intersection crossing trains operations Create a Pedestrian-Friendly Environment • Pedestrians cross the at-grade tracks • Potential for minor improvements to • Continuous sidewalks and separation • Continuous sidewalks and separation pedestrian environment with AT from rail crossing will improve the from rail crossing will improve the improvements at at-grade rail crossing pedestrian environment pedestrian environment • Moderate impact to pedestrian • Moderate impact to pedestrian environment due to increased travel environment due to increased travel distance for pedestrian through trips distance for pedestrian through trips and travel along an incline and travel along an incline; however, • Moderate improvement to crossing incline can be reduced through design environment and perceived comfort of • Moderate reduction to crossing pedestrian passage, with open air environment and perceived comfort of crossing of rail and pedestrian visibility pedestrian passage, with underground crossing of rail: reduced visibility of pedestrian passage; likely to be noisy Create a Cyclist-Friendly Environment • Poor environment for cyclists, as they • Potential for improvements to cyclist • Continuous cycling facility and • Continuous cycling facility and must travel in lanes shared with general environment with AT improvements at separation from rail crossing will separation from rail crossing will traffic and cross the at-grade tracks, no at-grade rail crossing improve the cyclist environment improve the cyclist environment designated facilities • Moderate impact to cyclist environment • Moderate impact to cyclist environment due to increased travel distance for due to increased travel distance for cycling through trips and travel along an cycling through trips and travel along an incline incline; however, incline can be reduced through design Improve Safety for All Travel Modes • Increased train crossing frequency and • Potential for minor operational • Improved operations with separation of rail crossing from road users crossing exposure to vehicles, improvements for all modes through pedestrians, and cyclists; train exposure addition of AT facilities or other at-grade index exceeds threshold of 200,000 crossing improvements under existing and 2041 conditions Improve Mode Choice • No change in mode choice, which • Minor increase in mode choice through • Increased mode choice through provision of AT improvements and reduction to transit remains limited provision of AT improvements delays Summary of Transportation Service Not Preferred Less Preferred Preferred Preferred Natural Environment Protect Designated Natural Areas • There are no Areas of Natural and Scientific Interest (ANSIs), Provincially Significant Wetlands (PSWs) or Environmentally Sensitive Areas (ESAs) located within 120 m of the study corridor Protect Vegetation • No anticipated impact on vegetation • Minor impact to vegetation communities • Moderate impacts to vegetation • Moderate impacts to vegetation due to potentially wider roadway communities at locations where communities due to disruption of platform to accommodate AT facilities; overpass footings are located, as well existing natural features to build however, impacts can be minimized or as for construction of overpass and underpass mitigated through design embankment • This portion of the study corridor is • This portion of the study corridor is • This portion of the study corridor is dominated by vegetation that is dominated by vegetation that is dominated by vegetation that is manicured and regularly maintained, as manicured and regularly maintained, as manicured and regularly maintained, as well as vegetation communities that are

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Stouffville GO Rail Crossing Criteria Option 1: Option 2: Option 3: Option 4: Do Nothing Improve At-Grade Crossing Overpass Underpass well as vegetation communities that are well as vegetation communities that are culturally influenced, including plant culturally influenced, including plant culturally influenced, including plant species that are well adapted to persist species that are well adapted to persist species that are well adapted to persist in areas that are regularly disturbed in areas that are regularly disturbed in areas that are regularly disturbed Protect Wildlife • No anticipated impact on wildlife • Minor impact on wildlife due to • Moderate impact on wildlife at locations • Moderate impact on wildlife due to potentially wider roadway platform to where overpass footings are located, as disruption of existing natural features to accommodate AT facilities; however, well as for construction of overpass and build underpass impacts can be minimized or mitigated embankment • Wildlife species identified within the through design • Wildlife species identified within the study corridor are largely tolerant of • Wildlife species identified within the study corridor are largely tolerant of human disturbance study corridor are largely tolerant of human disturbance human disturbance Protect Aquatic Habitat • No anticipated impact on aquatic habitat • Potential for minor impact at Mount Joy • Potential for minor impact at Mount Joy • Significant impacts to Mount Joy Creek with no improvement at Mount Joy Creek crossing, can be minimized or Creek crossing during overpass crossing associated with underpass Creek crossing mitigated through design construction construction, as the underpass would • Opportunities for improvements at this • Opportunities for overpass to span the extend past this creek crossing crossing as part of the road watercourse and provide improvements improvements at this crossing as part of the road improvements Protect Surface Water and Ground Water • No anticipated impact on to stormwater • Minor impact with marginally increased • Moderate impact with increased • Moderate impact with increased quality or quantity hard surface area to accommodate roadway width and hard surface area to roadway width and hard surface area to • No anticipated impact on groundwater potential AT facilities, stormwater accommodate overpass, stormwater accommodate overpass, stormwater quantity will increase and quality quantity will increase and quality quantity will increase and quality mitigation may be required; however mitigation may be required; however mitigation may be required; however can be addressed through design can be addressed through design can be addressed through design • No anticipated impact on groundwater • Moderate impact to shallow • Significant impact to surface water due groundwater system due to construction to potential requirement for pumping of overpass footings station and dewatering which may impact downstream watercourses • Potential for significant impact to groundwater (if saturated aquifer is present); may require long-term groundwater control. • Permit to take water likely required during construction and potentially for long term • Additional hydrogeological and environmental investigations will be required Improve Air Quality • Increased vehicle emissions due to • Increased vehicle emissions due to • Minimal anticipated impact to air quality as vehicle delays and queues due to trains increased vehicle queuing when trains increased vehicle queuing when trains crossing are eliminated cross cross • AT improvements can marginally reduce dependence on automobile and provide minor air quality improvements Minimize Effects on Climate Change • Greater reliance on automobiles and • Greater reliance on automobiles and • Lower reliance on automobile through • Lower reliance on automobile through increased delays when trains cross will increased delays when trains cross will increased non-auto mode share and increased non-auto mode share and result in increased vehicle emissions result in increased vehicle emissions elimination of delays due to trains elimination of delays due to trains and effects on climate change and effects on climate change

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Stouffville GO Rail Crossing Criteria Option 1: Option 2: Option 3: Option 4: Do Nothing Improve At-Grade Crossing Overpass Underpass • No improvements to study corridor • AT improvements can marginally crossing can reduce vehicle emissions crossing can reduce vehicle emissions resiliency to climate change reduce dependence on automobile and and reduce effects on climate change and reduce effects on climate change provide minor improvements to effects • Underpass might increase risk of on climate change flooding Summary of Natural Environment Preferred Less Preferred Less Preferred Not Preferred Social Environment Minimize Impacts on Existing Residential, • No direct impacts to existing dwellings / • Potential impacts to existing dwellings / • Significant impacts to existing dwellings • Minor impacts to existing dwellings / Institutional and Recreational Dwellings / properties properties, as improvements may not / properties, including introduction of properties due to construction of Properties fully be contained within the existing visual obstruction due to construction of underpass and retaining walls ROW new structure and embankment Improve Access to Residential Areas, • Increased difficulty to access 16th • Increased difficulty to access 16th • Improved transit, pedestrian and cycling access Institutional and Recreational Facilities Avenue from adjacent driveways, due to Avenue from adjacent driveways, due to • Significant impacts to driveways due to revised roadway profile increased delays associated with trains increased delays associated with trains crossing crossing • No changes to existing driveways • Potential for improved pedestrian and cycling access • Potential temporary minor impacts to driveways during construction Mitigate Traffic on Local Streets • Potential for moderate increase in traffic diversion to neighbouring collector and local • Reduces traffic diversion to neighbouring collector and local roads by easing roads may result due to delays at the GO Crossing congestion and delay at the rail crossing Minimize Traffic Noise • Anticipated increase in noise levels with future traffic growth and increased congestion • Potential for changes in noise pattern • Potential for changes in noise pattern and delays at the at-grade crossing due to the revised profile due to the revised profile, and increased • Anticipated increase in noise with an increase in train horns while approaching the at- • Elimination of train horns at the crossing noise within the underpass grade crossing • Where warranted, feasible, and • Elimination of train horns at the crossing • Where warranted, feasible, and effective, noise mitigation would be implemented effective, noise mitigation would be • Where warranted, feasible, and based on York Region’s Noise Policy and York Region’s Standard Operating implemented based on York Region’s effective, noise mitigation would be Procedures Noise Policy and York Region’s implemented based on York Region’s Standard Operating Procedures Noise Policy and York Region’s Standard Operating Procedures Preserve Archaeological and Cultural • No areas of archaeological potential • No areas of archaeological potential • No areas of archaeological potential • No areas of archaeological potential Heritage Features identified along this segment of 16th identified along this segment of 16th identified along this segment of 16th identified along this segment of 16th Avenue Avenue Avenue Avenue • No anticipated impact to cultural • No anticipated impact to cultural • Potential impact to cultural heritage • Potential impact to cultural heritage heritage resources heritage resources since the changes resources between Markham resources between Markham would generally be accommodated in Road/Highway 48 and Fincham Avenue Road/Highway 48 and Fincham Avenue the existing ROW (BHR 7, BHR 12, BHR 15, and CHL 1), (BHR 7, BHR 12, BHR 15, and CHL 1), if overpass construction requires if underpass construction requires significant profile adjustments at these significant profile adjustments at these locations and construction footprint locations and construction footprint extends beyond the existing ROW extends beyond the existing ROW Improve Visual Aesthetics • No improvement to existing aesthetics • Minor reduction of visual aesthetics, • Significant reduction to visual aesthetics • Moderate reduction to visual aesthetics due to increased platform width for AT for adjacent properties due to visual for the travelling public on 16th Avenue facilities obstruction of new overpass structure with all road users crossing under the • Moderate improvement to visual rail; potential for public art and aesthetics through localized plantings or illumination to mitigate other boulevard treatments, where possible within ROW

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Stouffville GO Rail Crossing Criteria Option 1: Option 2: Option 3: Option 4: Do Nothing Improve At-Grade Crossing Overpass Underpass Improve Community Character • No improvement to community • Moderate improvement to community • Perceived impact to community • Perceived Impact to community character character through provision of improved character by introducing a physical character by introducing a physical • Reduction in community connectivity pedestrian / cycling opportunities barrier and visual obstruction into the barrier into the neighbourhood due to increased traffic delays at at- • Reduction in community connectivity neighbourhood • Moderate improvement to community grade rail crossing due to increased traffic delays at at- • Moderate improvement to community character through provision of improved grade rail crossing character through provision of improved transit / pedestrian / cycling transit / pedestrian / cycling opportunities; however, moderate opportunities; however, moderate increase in access distance to adjacent increase in access distance to adjacent properties for cyclists and pedestrians properties for cyclists and pedestrians • Moderate improvement to community • Moderate improvement to community connectivity due to improved traffic flow connectivity due to improved traffic flow and reduction of transit service delays and reduction of transit service delays Summary of Social Environment Not Preferred Less Preferred Less Preferred Preferred Infrastructure Design Minimize Utility Relocation • No change in road infrastructure, • Potential for moderate utility relocation • Potential for significant utility relocation • Potential for significant utility relocation therefore no anticipated utility in the vicinity of improvements in the vicinity of the overpass in the vicinity of the underpass relocations required Minimize Constructability Complexity • No change in road infrastructure, • Lower constructability complexity • Higher constructability complexity • Highest constructability complexity therefore no constructability issues anticipated anticipated due to construction of anticipated due to construction of overpass structure and embankment underpass and retaining walls in close proximity to watercourse and major intersection Minimize Disruption due to Construction • No change in road infrastructure, • Minor disruption to install improvements • Moderate disruption to construct • Significant disruption to construct therefore no construction disruption overpass, with moderate design underpass, with highest design complexity complexity Summary of Infrastructure Design Preferred Less Preferred Not Preferred Not Preferred Economic Environment and Cost Effectiveness Accommodate Planned Development and • Congestion due to at-grade crossing • Congestion due to at-grade crossing • Supports planned development in the study corridor by improving transportation Growth delays will have an impact on planned delays will have an impact on planned choices and addressing delays at rail crossing development and growth, access to development and growth, access to businesses and adjacent properties businesses and adjacent properties Minimize Impacts on Business Properties • No direct impacts to existing business • No anticipated impacts to existing • Significant impacts to existing business • Minor impacts to existing business properties business properties, as improvements properties due to introduction of new properties due to construction of can generally be accommodated within structure and embankment underpass and retaining walls the existing ROW Improve Access to Businesses and Key • Congestion due to at-grade crossing • Congestion due to at-grade crossing • Improves access to businesses and key employment areas by easing congestion at Employment Areas delays will have an impact on access to delays will have an impact on access to the rail crossing businesses and adjacent properties businesses and adjacent properties • Potential temporary impacts to driveways during construction • Improved pedestrian and cycling access • Potential temporary minor impacts to driveways during construction Maximize Construction Value • No capital costs • Minor capital costs for at-grade crossing • Moderate capital costs to construct road • Significant capital costs to construct • No improvements to any travel modes improvements overpass structure road underpass structure • Improvements focus on cyclists and • Improvements focus on all modes • Improvements focus on all modes pedestrians

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Stouffville GO Rail Crossing Criteria Option 1: Option 2: Option 3: Option 4: Do Nothing Improve At-Grade Crossing Overpass Underpass Minimize Operating Costs • Moderate increase in operating costs; • Moderate increase in operating costs; • Significant increase in operating costs • Significant increase in operating costs as traffic volumes accelerate road as traffic volumes accelerate road with additional structure to maintain with additional structure, retaining walls, deterioration, Region would need to deterioration, Region would need to and potential for pumping station(s) resurface road more often resurface road more often • Minor increase in operating costs to maintain AT facilities and other road improvements Minimize Property Requirements • No property acquisition required • No property acquisition anticipated as • Potential need for property acquisition • Potential need for property acquisition improvements can generally be to accommodate overpass structure to accommodate underpass accommodated within the existing ROW Summary of Economic Environment and Not Preferred Not Preferred Less Preferred Preferred Cost Effectiveness Summary Recommendation • The current at-grade crossing does not • Improvements to the at-grade crossing • An overpass efficiently accommodates • An underpass efficiently accommodates efficiently accommodate all have the potential to better all transportation modes across the rail all transportation modes across the rail transportation modes. accommodate cyclists and pedestrians crossing, but results in significant social crossing, but results in significant and address some of the operational impacts by introducing a physical natural environment impacts, concerns; however, it does not address barrier (and visual obstruction) into the particularly at Mount Joy Creek delays associated with trains crossing. neighbourhood. crossing, as well as significant capital costs. NOT PREFERRED FOR FURTHER REVIEW FOR FURTHER REVIEW FOR FURTHER REVIEW

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6.4 Preferred Alternative Solution

6.4.1 Pre-Consultation Alternative Solutions Based on the evaluation presented in Section 6.3, the preferred Alternative Solution consists of:

• Woodbine Avenue to Markham Road/Highway 48: Alternative 3 (Widen to six lanes to provide one Transit/HOV lane in each direction, provide continuous cycling and pedestrian facilities, and improve streetscaping).

• Markham Road/Highway 48 to Donald Cousens Parkway: Alternative 2 (Retain existing 4 lanes, provide continuous cycling facilities, and improve sidewalks and streetscaping).

• Donald Cousens Parkway to York/Durham Line: Alternative 4 (Semi-rural cross- section with mountable curb. Retain existing 2 lanes). • At the localized area, the preferred Alternative Solution is as follows:

o Stouffville GO Line Crossing: Alternatives for the Stouffville GO Crossing (including improvements to the at-grade crossing, or replacing the at-grade crossing with an overpass or underpass) will be further reviewed in later phases of the EA study This preferred alternative solution was presented at Open House #1 and is summarized in Exhibit 6-17.

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Exhibit 6-17: Summary of Preferred Alternative Solution presented at Open House #1

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6.4.2 Post-Consultation Alternative Solutions Following Open House #1 and in consideration of the input received from stakeholders, a review of the physical constraints in the corridor was undertaken. Subsequently, it was proposed that the limits to widen for Transit/HOV be revised to be from Woodbine Avenue to McCowan Road. The changes were presented in Open House #2. The review of the physical constraints determined that there is a highly constrained right-of-way between McCowan Road and Markham Road/Highway 48. The constrained right-of-way is shown in Exhibit 4-12 (minimum 26.5 m existing right-of-way). There are limited opportunities for property acquisition based on the significant potential for displacement of heritage features, displacement of established commercial properties, and displacement of residential properties. Therefore, the traffic operational benefits of road widening are outweighed by the significant impacts along this segment. Notable constraints in this area include the narrow road right-of-way, as well as existing cultural heritage features and landscapes which would be significantly impacted if the road is widened along this segment. Due to these extensive constraints and the impacts associated with a wider roadway platform to accommodate additional vehicular lanes, the alternative preferred solution described in Section 6.4.1 were revisited and road widening was no longer proposed for the segment from McCowan Road to Markham Road/Highway 48. As such, this segment was removed from widening recommendation and only AT recommendations were carried forward for this segment. As well, between Donald Cousens Parkway and York/Durham Line, the recommendation presented at Open House #1 consisted of a semi-rural cross-section with mountable curbs to replace the existing drainage ditches. Upon further drainage assessment, the project team determined that a drainage ditch would still be required beyond the curb along this segment, diminishing the benefits of a mountable curb. To avoid increased and unnecessary widening, it was recommended to maintain the rural cross-section with drainage ditches and provide paved shoulders. The preferred Alternative Solution recommended following Open House #1, summarized in Exhibit 6-18 consists of:

• Woodbine Avenue to McCowan Road: Alternative 3 (Widen to six lanes to provide one Transit/HOV lane in each direction, provide continuous cycling and pedestrian facilities, and improve streetscaping).

• McCowan Road to Donald Cousens Parkway: Alternative 2 (Retain existing 4 lanes, provide continuous cycling facilities, and improve sidewalks and streetscaping).

• Donald Cousens Parkway to York/Durham Line: Alternative 2 (Retain existing 2 lanes and provide paved shoulders (no designated AT facility) on both sides). • At the localized area, the preferred Alternative Solution is as follows:

o Stouffville GO Line Crossing: Alternatives for the Stouffville GO Crossing (including improvements to the at-grade crossing, or replacing the at-grade crossing with an overpass or underpass) will be further reviewed at a later time, in consultation with Metrolinx.

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*Details and location of AT facilities to be confirmed during identification and evaluation of alternative design concepts Exhibit 6-18: Summary of Preferred Alternative Solution following Open House #1

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7 Identification and Evaluation of Alternative Design Concepts

Recommendations carried forward from Phase 2 (Alternative Solutions) informed the development of the Alternative Design Concepts.

7.1 Segmentation of the Corridor The 16th Avenue corridor from Woodbine Avenue to York/Durham Line was divided into distinct segments for analysis based on existing and future characteristics, as discussed in Section 6.1. These segments were assessed to develop alternative solutions, which were further developed into alternative design concepts. Segment B-1 has been further divided into sub-segments based on the diversity of design needs and opportunities. While this segment is characterized by similar land use, the preferred design concepts will reflect the specific needs and opportunities of each respective sub-segment. Based on the assessment, as well as consultation with the Region, the project team determined that the segments between McCowan Road and York/Durham Line do not need to undergo road widening at this time and as such do not require additional segmentation. The corridor segments for the purpose of developing alternative design concepts are listed below and illustrated in Exhibit 7-1. • Segment B-1a: Woodbine Avenue to Warden Avenue • Segment B-1b: Warden Avenue to Kennedy Road • Segment B-1c: Kennedy Road to McCowan Road • Segment B-1d: McCowan Road to Markham Road/Highway 48 • Segment B-2: Markham Road/Highway 48 to Donald Cousens Parkway • Segment B-3: Donald Cousens Parkway to York/Durham Line

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Exhibit 7-1: Segmentation of Corridor for Evaluation of Alternative Design Concepts 7.2 Identification of Alternative Design Concepts

7.2.1 Design Parameters The following design parameters were used to guide the development of the Alternative Design Concepts and are based on York Region Road Design Guidelines. Design Criteria identified to further develop the designs in later phases of the study are documented in Section 8: • MUP: 2.4- 3.0 m • Sidewalk: 1.5 m • Through lanes: 3.3 m • Curb lanes for Transit/HOV: 3.5 m • Median: 1.5 m - 5 m (accommodates left-turn lanes at intersections)

7.2.2 Minimum Typical Cross-Section The typical cross-section based on the minimum design parameters is shown in Exhibit 7-2.

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Exhibit 7-2: Minimum Typical Cross-Section As shown in the minimum typical cross-section, at least 32 m right-of-way is required in order to implement the proposed road widening and AT improvements. As discussed in Section 6.4.2, the extensive constraints and impacts associated with a wider roadway platform to accommodate additional vehicular lanes between McCowan Road and Markham Road/Highway 48 were revisited after Open House #1 and the segment was removed from widening recommendation. Only AT recommendations were carried forward for this segment.

7.2.3 Roadway Alternative Design Concepts The recommended typical cross-section was developed from the preferred alternative solution confirmed in Phase 2. The recommended alternative solution for the corridor between Woodbine Avenue and McCowan Road includes widening to six lanes to provide one Transit/HOV lane in each direction, providing continuous cycling facilities, and improving sidewalks and streetscaping. Exhibit 7-3 shows the typical cross-section for those segments of the corridor:

Exhibit 7-3: Typical 6-lane Cross-Section for Woodbine Avenue to McCowan Road Three alternative design concepts were developed to address the widening of the 16th Avenue corridor from Woodbine Avenue to McCowan Road. The three options considered include: • Option 1: Widen to the north • Option 2: Widen to the south

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• Option 3: Widen about the centerline The evaluation for each of the segments is presented in Section 7.3.1.

7.2.4 Active Transportation Alternative Design Concepts The recommended AT solutions as determined in Phase 2 include continuous cycling and pedestrian facilities along the corridor between Woodbine Avenue and Donald Cousens Parkway. Five alternative design concepts were developed to address the need for improved pedestrian and cyclist facilities at each segment of the corridor. The five options along with their cross sections are shown in Exhibit 7-4.

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Option A: On-Street Conventional Cycle Lane, one in each direction with sidewalk, on either side (screened out)

Option B: On-Street Cycle Lane with Painted Buffer Zone, one in each direction with sidewalk, on either side (screened out)

Option C: Off-Street Cycle Track with Physical Buffer, one in each direction with sidewalk, on either side (carried forward for further consideration)

Option D: MUP, on either side (carried forward for further consideration)

Option E: Sidewalk on one side, MUP on the other side (carried forward for further consideration)

Exhibit 7-4: Alternative AT Design Concepts

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7.2.5 Stouffville GO Line Crossing Based on alternative solutions developed for this section, three were put forward for further consideration (improve at-grade crossing, overpass, and underpass). Due to insufficient information available from Metrolinx at the time of this EA, a potential grade separation will be addressed in a future study separate from the 16th Avenue EA, and in consultation with Metrolinx.

7.3 Evaluation of Alternative Design Concepts The evaluation of the roadway design concepts is provided in Section 7.3.1 and AT facilities in Section 7.3.2.

7.3.1 Evaluation of Roadway Alternative Design Concepts

Evaluation Criteria The Alternative Design Concepts identified in Section 7.2 were evaluated based on criteria which fall under the following categories: • Transportation Service • Natural Environment • Social Environment • Infrastructure Design • Economic Environment and Cost Effectiveness Table 6-6 lists specific evaluation criteria that were considered in the evaluation for each category. Using the evaluation criteria listed in Table 6-6, the road design concepts for each segment between Woodbine Avenue and McCowan Road were evaluated. The individual evaluation tables for each segment are presented in Table 7-1 through Table 7-6, and summarized in Table 7-7.

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Woodbine Avenue to Warden Avenue The evaluation of alternative design concepts for this segment is presented in Table 7-2 and a summary is shown in Table 7-1.

Table 7-1: Summary of Alternative Designs Evaluation (Woodbine Avenue to Warden Avenue) Criteria Option 1: Option 2: Option 3: Widen to the North Widen to the South Widen About the Centreline Transportation Service    Natural Environment  Social Environment  𝒙𝒙 Infrastructure Design  𝒙𝒙 Economic Environment &  Cost Effectiveness

Recommendation Not Recommended Not Recommended Recommended This option generally This option generally This option achieves achieves the achieves the all objectives of the transportation, transportation study. As impacts are natural and social objectives of the balanced on both environment study. However, sides of 16th Avenue, objectives of the widening to one side the potential for study. However, of 16th Avenue does natural, social, and widening to one side not balance impacts economic impacts, as of 16th Avenue does and this option well as the potential not balance impacts increases the for property and may increase the potential for natural acquisition, are potential for natural, and social impacts minimized. social and economic on the south side. impacts on the north side.

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Table 7-2: Evaluation of Alternative Designs (Woodbine Avenue to Warden Avenue) Woodbine Avenue to Warden Avenue Criteria Option 1: Option 2: Option 3: Widen to the North Widen to the South Widen About the Centreline Transportation Service Improve Public Transit Service • Transit service on 16th Avenue would be enhanced and delays minimized, with a reduction in traffic congestion due to the provision of Transit/HOV lanes to minimize transit interactions with automobiles. Reduce Traffic Congestion and • Reduced traffic congestion and delays by increasing future capacity to meet future demands. Delays • Congestion mitigation provided by AT improvements and the provision of Transit/HOV lanes to reduce dependence on single-occupant vehicles. Create a Pedestrian-Friendly • Potential to improve pedestrian environment through completion of the discontinuous sidewalks Environment • Potential to improvement pedestrian environment at locations where there are currently deficiencies with level of service Create a Cyclist-Friendly • Potential to improve environment for cyclists through the provision of continuous, dedicated cycling facilities. Environment Improve Safety for All Travel • Reduced collision potential with a reduction in traffic congestion, management of potential conflicts, and reduced driver frustration. Modes • High potential for improved cyclist and pedestrian comfort due to AT improvements. The provision of dedicated cyclist and pedestrian facilities will reduce conflict with motorists. Improve Mode Choice • Enhanced transit service from the provision of Transit/HOV lanes and improved AT facilities will reduce dependence on single-occupant vehicles. Road Geometry Satisfies • The preferred alternative will be designed to meet the Desirable Design Criteria. Desirable Design Criteria • Existing geometric deficiencies along 16th Avenue will be addressed. Summary of Transportation Preferred Preferred Preferred Service Natural Environment Minimize impacts to • There are no Areas of Natural and Scientific Interest (ANSIs), Provincially Significant Wetlands (PSWs) or Environmentally Sensitive Areas (ESAs) located within 120 m of the study corridor. Designated Natural Areas Minimize impacts to Vegetation • Potential impacts to vegetation communities and mature tree growth on both sides of 16th Avenue due to wider roadway platform. • The study corridor is dominated by vegetation that is manicured and regularly maintained, as well as vegetation communities that are culturally influenced, including plant species that are well adapted to persist in areas that are regularly disturbed. Minimize impacts to Wildlife • Potential for moderate impacts on wildlife due to a wider roadway platform. • While highly disturbed, vegetative communities yielding wildlife habitat are generally sparse on both sides of 16th Avenue due existing land-use. Minimize impacts to Aquatic • Minimal potential for impacts on fish habitat as features north • Moderate potential for impacts on fish habitat as fish species • Minimal potential for impacts to fish habitat as impacts will be Habitat of Apple Creek crossing do not constitute fish habitat. were observed south of the crossing and the watercourse balanced on both sides of 16th Avenue, generally within the supports permanent fish habitat in vicinity of 16th Avenue. disturbed limits. Minimize impacts to Surface • Moderate impact with increased roadway width and hard surface area to accommodate additional Transit/HOV lanes and AT facilities, stormwater quantity will increase and quality mitigation may be Water and Ground Water required; however can be addressed through design • Moderate impact to shallow groundwater system due to potential increase in contaminants related to increased roadway width (i.e. road salt, etc.) Improve Air Quality • Moderate improvement to air quality through increased high-occupancy vehicles and transit use, and reduced congestion • AT and transit service improvements can reduce dependence on automobile and provide air quality improvements • Minor improvement in air quality on adjacent streets due to reduction in traffic diversion Minimize Effects on Climate • Less reliance on automobiles through increased mode choice and decreased congestion can minimize effects on climate change (i.e. by reducing greenhouse gas emissions). Change • Opportunities for implementation of tree plantings and Low Impact Development stormwater management strategies as part of road improvements can improve the study corridor resiliency to climate change Summary of Natural Less Preferred Not Preferred Preferred Environment Social Environment Minimize Impacts on Existing • Potential impacts to existing dwellings/properties as a result of wider road platform; properties on both sides back onto 16th Avenue. • Potential impacts to existing dwellings/properties as a result of Residential, Institutional and • Potential for property acquisition to accommodate widening at some locations. wider road platform; properties on both sides back onto 16th Recreational Dwellings / Avenue. Properties, Including Driveways • Reduced impacts as they are balanced on both sides of 16th Avenue. • Reduced potential for property acquisition to accommodate widening at some locations.

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Woodbine Avenue to Warden Avenue Criteria Option 1: Option 2: Option 3: Widen to the North Widen to the South Widen About the Centreline Improve Access to Residential • Reduced traffic congestion will improve access to residential areas and unsignalized cross-streets Areas, Institutional and Recreational Facilities Mitigate Traffic on Local Streets • Traffic diversion onto neighboring collector and local roads will moderately decrease due to increased capacity from a variety of mode choices along 16th Avenue Minimize Traffic Noise • Noise levels are anticipated to increase with future traffic growth and lanes in closer proximity to properties • Where warranted, feasible, and effective, noise mitigation would be implemented based on York Region’s Noise Policy and York Region’s Standard Operating Procedures Preserve Archaeological and • No archaeological resources identified on the north side of • No archaeological resources identified on the south side of • No archaeological resources identified on either side of 16th Cultural Heritage Features 16th Avenue in this segment. 16th Avenue in this segment. Avenue in this segment. • No cultural heritage resources identified on the north side of • Potential to impact cultural heritage property on the south side • Potential to impact cultural heritage property on the south side 16th Avenue in this segment. of 16th Avenue east of Woodbine Avenue. of 16th Avenue, east of Woodbine Avenue. • Potential impacts to cultural heritage property will be reduced as widening on both sides of 16th Avenue; therefore, impacts will be balanced, generally within already disturbed lands. Improve Visual Aesthetics • Visual aesthetics will be moderately reduced due to increased pavement width for Transit/HOV lanes and AT facilities • Visual aesthetics can be improved through localized tree plantings and other boulevard treatments wherever possible within right-of-way (ROW) Improve Community Character • Community character will be moderately improved through the provision of improved transit, cycling, and pedestrian facilities • Community connectivity will be moderately improved due to improved traffic flow and reduction of transit service delays Summary of Social Environment Less Preferred Not Preferred Preferred Infrastructure Design Minimize Utility Relocation • Moderate to significant utility relocation anticipated to accommodate additional lanes and AT improvements as utility lines run on both sides of 16th Avenue in this segment Minimize Constructability • Moderate construction complexity due to the realignment of • Moderate construction complexity due to the realignment of • Reduced construction complexity due to the potential impacts Complexity 16th Avenue to the north, and a longer segment containing 16th Avenue to the south, and relocation of utilities on the to utilities on both sides of 16th Avenue; potential to minimize utilities on the north side. south side. utility relocations where sufficient setback exists to accommodate widening. Minimize Disruption due to • Moderate to significant impacts to roadway users and surrounding property owners to construct additional lanes and AT facilities Construction • Potential for temporary disruptions to driveways Summary of Infrastructure Less Preferred Less Preferred Preferred Design Economic Environment and Cost Effectiveness Accommodate Planned • Supports approved development in the study corridor by providing adequate capacity and transportation choices to accommodate planned growth Development and Growth Minimize Impacts on Business • Reduced distance between roadway and properties may result in potential impacts to business properties Properties • Potential for widening at some locations and temporary grading or drainage easements for construction may be required Improve Access to Businesses • Improved access to/from 16th Avenue commercial driveways and cross-streets due to reduced traffic congestion and reduced gaps in traffic and Key Employment Areas • Improved transit, pedestrian and cycling access Maximize Construction Value • Significant capital costs for improvements to 16th Avenue to construct additional lanes and provide AT facilities • Provides improvement for all travel modes Minimize Operating Costs • Moderate increase in operating costs with additional roadway width (additional lanes) to maintain • Moderate increase in operating costs to maintain AT facilities Minimize Property Requirements • Potential for property acquisition on the north side of 16th • Potential for property acquisition on the south side of 16th • Reduced potential for property acquisition on the north and Avenue, property would predominantly consist of backyards Avenue, property would predominantly consist of backyards south side of 16th Avenue, as impacts are balanced on both from residential properties from residential properties sides Summary of Economic Less Preferred Less Preferred Preferred Environment and Cost Effectiveness

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Woodbine Avenue to Warden Avenue Criteria Option 1: Option 2: Option 3: Widen to the North Widen to the South Widen About the Centreline Overall Summary Recommendation This option generally achieves the transportation, natural This option generally achieves the transportation objectives This option achieves all objectives of the study. As impacts and social environment objectives of the study. However, of the study. However, widening to one side of 16th Avenue are balanced on both sides of 16th Avenue, the potential for widening to one side of 16th Avenue does not balance does not balance impacts and this option increases the natural, social, and economic impacts, as well as the impacts and may increase the potential for natural, social potential for natural and social impacts on the south side. potential for property acquisition, are minimized. and economic impacts on the north side. LESS PREFERRED NOT PREFERRED PREFERRED

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Warden Avenue to Kennedy Road The evaluation of alternative design concepts for this segment is presented in Table 7-4 and a summary is shown in Table 7-3.

Table 7-3: Summary of Alternative Designs Evaluation (Warden Avenue to Kennedy Road) Criteria Option 1: Option 2: Option 3: Widen to the North Widen to the South Widen About the Centreline Transportation    Service Natural Environment  Social Environment  𝒙𝒙 Infrastructure Design  𝒙𝒙 Economic Environment & Cost  𝒙𝒙 Effectiveness Recommendation Not Recommended Not Recommended𝒙𝒙 Recommended This option achieves the This option achieves the This option achieves the transportation objectives transportation objectives of transportation objectives of the study, while the study. Due to the large of the study. As impacts minimizing impacts to the number of utilities in close are distributed on both social and economic proximity to the road, the sides of 16th Avenue, the environment. The nature of the vegetation potential for property proposed York Downs and natural features within acquisition is minimized development on the north this segment, and the on both sides. However, side provides an grade difference between this option does not opportunity to implement back yards and the road, maximize opportunities the road improvements this option results in provided by the proposed that minimize impacts on significant impacts to the York Downs development the south side of 16th natural, social and on the north side. As Avenue, where significant economic environments. such, this option is constraints exist. Grading Realignment and significant recommended for differences between the utility relocation contributes locations east and west existing road and back to construction complexity of the York Downs yards will need to be of this option. Grading development, and is addressed as part of the differences between the recommended in design if this option is existing road and back conjunction with Option selected. This option is yards will need to be 1. recommended in addressed as part of the conjunction with Option 3. design if this option is selected.

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Table 7-4: Evaluation of Alternative Designs (Warden Avenue to Kennedy Road) Warden Avenue to Kennedy Road Criteria Option 1: Option 2: Option 3: Widen to the North Widen to the South Widen About the Centreline Transportation Service Improve Public Transit Service • Transit service on 16th Avenue would be enhanced and delays minimized, with a reduction in traffic congestion due to the provision of Transit/HOV lanes to minimize transit interactions with automobiles. Reduce Traffic Congestion and • Reduced traffic congestion and delays by increasing future capacity to meet future demands. Delays • Congestion mitigation provided by AT improvements and the provision of Transit/HOV lanes to reduce dependence on single-occupant vehicles. Create a Pedestrian-Friendly • Potential to improve pedestrian environment through completion of the discontinuous sidewalks Environment • Potential to improvement pedestrian environment at locations where there are currently deficiencies with level of service Create a Cyclist-Friendly • Potential to improve environment for cyclists through the provision of continuous, dedicated cycling facilities. Environment Improve Safety for All Travel • Reduced collision potential with a reduction in traffic congestion, management of potential conflicts, and reduced driver frustration. Modes • High potential for improved cyclist and pedestrian comfort due to AT improvements. The provision of dedicated cyclist and pedestrian facilities will reduce conflict with motorists. Improve Mode Choice • Enhanced transit service from the provision of Transit/HOV lanes and improved AT facilities will reduce dependence on single-occupant vehicles. Road Geometry Satisfies • The preferred alternative will be designed to meet the Desirable Design Criteria. Desirable Design Criteria • Existing geometric deficiencies along 16th Avenue will be addressed. Summary of Transportation Preferred Preferred Preferred Service Natural Environment Minimize impacts to • There are no Areas of Natural and Scientific Interest (ANSIs), Provincially Significant Wetlands (PSWs) or Environmentally Sensitive Areas (ESAs) located within 120 m of the study corridor. Designated Natural Areas Minimize impacts to Vegetation • Moderate impacts to vegetation communities and mature tree • Moderate to significant impacts to vegetation communities and • Reduced impacts to vegetation communities and mature tree growth on north side of 16th Avenue due to wider roadway mature tree growth on south side of 16th Avenue due to wider growth due to road widening being balanced on both sides of platform; large portion of existing vegetation within proposed roadway platform. 16th Avenue, generally within already disturbed areas. York Downs development. Minimize impacts to Wildlife • Moderate to significant impacts on wildlife due to a wider • Moderate to significant impacts on wildlife due to a wider • Reduced impacts on wildlife due to a wider roadway platform roadway platform. roadway platform. balanced on both sides, generally within already disturbed • The crossing structures of Bruce Creek and Berczy Creek and • The crossing structures of Bruce Creek and Berczy Creek and areas. abundance of natural features make both essential corridors abundance of natural features make both essential corridors • The crossing structures of Bruce Creek and Berczy Creek and for wildlife movement, which will potentially be affected by for wildlife movement, which will potentially be affected by abundance of natural features make both essential corridors widening to the north. widening to the south. for wildlife movement; effects may be minimized by balancing • Wildlife habitat on the north side potentially being impacted by widening on both sides. proposed York Downs development. • Wildlife habitat on the north side potentially being impacted by proposed York Downs development. Minimize impacts to Aquatic • Potential for moderate impacts to fish and fish habitat at both • Potential for moderate impacts to fish and fish habitat at both • Potential for moderate impacts to fish and fish habitat at both Habitat Bruce Creek and Berczy Creek; both are identified to have Bruce and Berczy Creek; both are identified to have Bruce Creek and Berczy Creek; both are identified to have permanent fish habitat, with fish species being observed at permanent fish habitat, with fish species being observed at permanent fish habitat, with fish species being observed at Bruce Creek. Bruce Creek. Bruce Creek. • At Bruce Creek, riparian and instream cover are greater • Widening about the centreline balances impacts on both downstream than upstream; widening to the south would sides, reducing overall effect of impacts. increase impacts accordingly. Minimize impacts to Surface • Moderate impact with increased roadway width and hard surface area to accommodate additional Transit/HOV lanes and AT facilities, stormwater quantity will increase and quality mitigation may be Water and Ground Water required; however can be addressed through design • Moderate impact to shallow groundwater system due to potential increase in contaminants related to increased roadway width (i.e. road salt, etc.) Improve Air Quality • Moderate improvement to air quality through increased high-occupancy vehicles and transit use, and reduced congestion • AT and transit service improvements can reduce dependence on automobile and provide air quality improvements • Minor improvement in air quality on adjacent streets due to reduction in traffic diversion

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Warden Avenue to Kennedy Road Criteria Option 1: Option 2: Option 3: Widen to the North Widen to the South Widen About the Centreline Minimize Effects on Climate • Less reliance on automobiles through increased mode choice and decreased congestion can minimize effects on climate change (i.e. by reducing greenhouse gas emissions). Change • Opportunities for implementation of tree plantings and Low Impact Development stormwater management strategies as part of road improvements can improve the study corridor resiliency to climate change Summary of Natural Less Preferred Not Preferred Preferred Environment Social Environment Minimize Impacts on Existing • Potential moderate impacts to existing dwellings/properties as • Potential significant impacts to existing dwellings/properties as • Potential impacts to existing dwellings/properties as a result of Residential, Institutional and a result of widening as properties on the north side back onto a result of widening as properties on the south side back onto widening as properties on both sides back onto 16th Avenue. Recreational Dwellings / 16th Avenue. 16th Avenue. • Impacts are balanced on both sides of 16th Avenue. Properties, Including Driveways • Potential for property acquisition to accommodate widening at • Potential for property acquisition to accommodate widening at • Reduced potential for property acquisition to accommodate some locations. some locations, there are few residential properties on the widening at some locations. • Majority of lands on the north side are part of the proposed south side of 16th Avenue with access to 16th Avenue. • Majority of lands on the north side are part of the proposed York Downs development; if property is required it could be York Downs development; if property is required it could be dedicated through the development application process. dedicated through the development application process. Improve Access to Residential • Reduced traffic congestion will improve access to residential areas and unsignalized cross-streets Areas, Institutional and Recreational Facilities Mitigate Traffic on Local Streets • Traffic diversion onto neighboring collector and local roads will moderately decrease due to increased capacity from a variety of mode choices along 16th Avenue Minimize Traffic Noise • Noise levels are anticipated to increase with future traffic growth and lanes in closer proximity to properties • Where warranted, feasible, and effective, noise mitigation would be implemented based on York Region’s Noise Policy and York Region’s Standard Operating Procedures Preserve Archaeological and • A segment of the study corridor east of Village Parkway on the • A segment of the study corridor east of Village Parkway on the • Segments on both sides of the study corridor retain Cultural Heritage Features north side of 16th Avenue retains archaeological potential and south side of 16th Avenue retains archaeological potential and archaeological potential and will require Stage 2 test pit survey will require Stage 2 test pit survey should this alternative be will require Stage 2 test pit survey should this alternative be should this alternative be pursued and widening occur outside pursued and widening occur outside of the disturbed right-of- pursued and widening occur outside of the disturbed right-of- the disturbed right-of-way. However, lands on the north side way. However, this location is within the proposed York way. where Archaeological potential exists are within the proposed Downs development and will likely be disturbed by the • Potential to impact cultural heritage property on the south side York Downs development and will likely be disturbed by the development itself. of 16th Avenue east of Village Parkway. development itself. • Potential to impact cultural heritage property on the north side • Potential to impact cultural heritage properties on both sides of of 16th Avenue west of Kennedy Road. 16th Avenue Improve Visual Aesthetics • Visual aesthetics will be moderately reduced due to increased pavement width for Transit/HOV lanes and AT facilities • Visual aesthetics can be improved through localized tree plantings and other boulevard treatments wherever possible within ROW Improve Community Character • Community character will be moderately improved through the provision of improved transit, cycling, and pedestrian facilities • Community connectivity will be moderately improved due to improved traffic flow and reduction of transit service delays Summary of Social Environment Preferred Not Preferred Less Preferred Infrastructure Design Minimize Utility Relocation • Potential for moderate utility relocation in the vicinity of AT • Significant utility relocations anticipated to accommodate • Minor to moderate utility relocation anticipated on both sides improvements additional lanes and AT improvements as utilities run on the of 16th Avenue to accommodate additional lanes and AT south side of 16th Avenue improvements Minimize Constructability • Moderate construction complexity due to the realignment of • High construction complexity due to the realignment of 16th • Moderate construction complexity due to the potential impacts Complexity 16th Avenue to the north. Avenue to the south and relocation of utilities. to utilities on the south side of 16th Avenue. • Grading differences on the north side of 16th Avenue • Grading differences and extent of utilities on the south side of • Grading differences on both sides of 16th Avenue contribute contribute to the complexity of construction in this segment, as 16th Avenue contribute to the complexity of construction in to the complexity of construction in this segment, as retaining retaining walls may be required. this segment, as retaining walls may be required. walls may be required on both sides. Minimize Disruption due to • Moderate to significant impacts to roadway users and surrounding property owners to construct additional lanes and AT facilities Construction • Potential for temporary disruptions to driveways Summary of Infrastructure Preferred Not Preferred Less Preferred Design

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Warden Avenue to Kennedy Road Criteria Option 1: Option 2: Option 3: Widen to the North Widen to the South Widen About the Centreline Economic Environment and Cost Effectiveness Accommodate Planned • Supports approved development in the study corridor by providing adequate capacity and transportation choices to accommodate planned growth Development and Growth Minimize Impacts on Business • Reduced distance between roadway and properties may result in potential impacts to business properties Properties • Potential for widening at some locations and temporary grading or drainage easements for construction may be required Improve Access to Businesses • Improved access to/from 16th Avenue commercial driveways and cross-streets due to reduced traffic congestion and reduced gaps in traffic and Key Employment Areas • Improved transit, pedestrian and cycling access Maximize Construction Value • Moderate capital costs for improvements to 16th Avenue and • Significant capital costs for improvements to 16th Avenue and • Moderate to significant capital costs for improvements to 16th realignment to construct additional lanes and provide AT realignment to construct additional lanes and provide AT Avenue to construct additional lanes and provide AT facilities, facilities. facilities, and relocate utilities. and relocate utilities. • Provides improvement for all travel modes • Provides improvement for all travel modes • Provides improvement for all travel modes Minimize Operating Costs • Moderate increase in operating costs with additional roadway width (additional lanes) to maintain • Moderate increase in operating costs to maintain AT facilities Minimize Property Requirements • Majority of lands on the north side are part of the proposed • Potential for property acquisition on the south side of 16th • Reduced potential for property acquisition to accommodate York Downs development; if property is required it could be Avenue, property would predominantly consist of backyards widening at some locations, as impacts are balanced on both dedicated through the development application process. from residential properties sides of 16th Avenue. • Majority of lands on the north side are part of the proposed York Downs development; if property is required it could be dedicated through the development application process. Summary of Economic Preferred Not Preferred Less Preferred Environment and Cost Effectiveness Overall Summary Recommendation This option achieves the transportation objectives of the This option achieves the transportation objectives of the This option achieves the transportation objectives of the study, while minimizing impacts to the social and economic study. Due to the large number of utilities in close proximity study. As impacts are distributed on both sides of 16th environment. The proposed York Downs development on the to the road, the nature of the vegetation and natural features Avenue, the potential for property acquisition is minimized on north side provides an opportunity to implement the road within this segment, and the grade difference between back both sides. However, this option does not maximize improvements that minimize impacts on the south side of yards and the road, this option results in significant impacts opportunities provided by the proposed York Downs 16th Avenue, where significant constraints exist. Grading to the natural, social and economic environments. development on the north side. As such, this option is differences between the existing road and back yards will Realignment and significant utility relocation contributes to recommended for locations east and west of the York Downs need to be addressed as part of the design if this option is construction complexity of this option. Grading differences development, and is recommended in conjunction with selected. This option is recommended in conjunction with between the existing road and back yards will need to be Option 1. Option 3. addressed as part of the design if this option is selected. PREFERRED NOT PREFERRED PREFERRED

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Kennedy Road to McCowan Road The evaluation of alternative design concepts for this segment is presented in Table 7-6 and a summary is shown in Table 7-5.

Table 7-5: Summary of Alternative Designs Evaluation (Kennedy Road to McCowan Road) Criteria Option 1: Option 2: Option 3: Widen to the North Widen to the South Widen About the Centreline Transportation Service    Natural Environment  Social Environment  Infrastructure Design  𝒙𝒙 Economic Environment &  Cost Effectiveness 𝒙𝒙 Recommendation Not Recommended Not Recommended Recommended This option𝒙𝒙 achieves This option achieves This option achieves the transportation the transportation the transportation, objective of the study, objective of the natural, social, and with impacts to the study, with impacts economic objectives natural and social to the natural and of the study. As environments. Due to social environments. impacts are the utilities that run distributed on both through the north sides of 16th Avenue, side of 16th Avenue the potential for and the potential for impacts is minimized. relocation, this option does not achieve the economic objectives of the study.

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Table 7-6: Evaluation of Alternative Designs (Kennedy Road to McCowan Road) Kennedy Road to McCowan Road Criteria Option 1: Option 2: Option 3: Widen to the North Widen to the South Widen About the Centreline Transportation Service Improve Public Transit Service • Transit service on 16th Avenue would be enhanced and delays minimized, with a reduction in traffic congestion due to the provision of Transit/HOV lanes to minimize transit interactions with automobiles. Reduce Traffic Congestion and • Reduced traffic congestion and delays by increasing future capacity to meet future demands. Delays • Congestion mitigation provided by AT improvements and the provision of Transit/HOV lanes to reduce dependence on single-occupant vehicles. Create a Pedestrian-Friendly • Potential to improve pedestrian environment through completion of the discontinuous sidewalks Environment • Potential to improvement pedestrian environment at locations where there are currently deficiencies with level of service Create a Cyclist-Friendly • Potential to improve environment for cyclists through the provision of continuous, dedicated cycling facilities. Environment Improve Safety for All Travel • Reduced collision potential with a reduction in traffic congestion, management of potential conflicts, and reduced driver frustration. Modes • High potential for improved cyclist and pedestrian comfort due to AT improvements. The provision of dedicated cyclist and pedestrian facilities will reduce conflict with motorists. Improve Mode Choice • Enhanced transit service from the provision of Transit/HOV lanes and improved AT facilities will reduce dependence on single-occupant vehicles. Road Geometry Satisfies • The preferred alternative will be designed to meet the Desirable Design Criteria. Desirable Design Criteria • Existing geometric deficiencies along 16th Avenue will be addressed. Summary of Transportation Preferred Preferred Preferred Service Natural Environment Minimize impacts to • There are no Areas of Natural and Scientific Interest (ANSIs), Provincially Significant Wetlands (PSWs) or Environmentally Sensitive Areas (ESAs) located within 120 m of the study corridor. Designated Natural Areas Minimize impacts to Vegetation • Moderate impacts to vegetation communities and mature tree • Moderate impacts to vegetation communities and mature tree • Reduced impacts to vegetation communities and mature tree growth on the north side of 16th Avenue due to wider roadway growth on the south side of 16th Avenue due to wider roadway growth due to road widening being balanced on both sides of platform. platform, vegetation is particularly dense near Eckardt Creek. 16th Avenue, generally within already disturbed areas. • The study corridor is dominated by vegetation that is • The study corridor is dominated by vegetation that is • The study corridor is dominated by vegetation that is manicured and regularly maintained, as well as vegetation manicured and regularly maintained, as well as vegetation manicured and regularly maintained, as well as vegetation communities that are culturally influenced, including plant communities that are culturally influenced, including plant communities that are culturally influenced, including plant species that are well adapted to persist in areas that are species that are well adapted to persist in areas that are species that are well adapted to persist in areas that are regularly disturbed. regularly disturbed. regularly disturbed. Minimize impacts to Wildlife • Moderate impacts on wildlife due to a wider roadway platform, the lack of natural cover around Eckardt Creek reduces its likelihood as a wildlife movement corridor • While highly disturbed, vegetative communities yielding wildlife habitat are generally sparse on both sides of 16th Avenue in this segment due existing land-use. Minimize impacts to Aquatic • Potential for moderate impacts to fish and fish habitat at Eckardt Creek, identified to have permanent fish habitat, with fish species being observed during field investigations. Habitat Minimize impacts to Surface • Moderate impact with increased roadway width and hard surface area to accommodate additional Transit/HOV lanes and AT facilities, stormwater quantity will increase and quality mitigation may be Water and Ground Water required; however can be addressed through design • Moderate impact to shallow groundwater system due to potential increase in contaminants related to increased roadway width (i.e. road salt, etc.) Improve Air Quality • Moderate improvement to air quality through increased high-occupancy vehicles and transit use, and reduced congestion • AT and transit service improvements can reduce dependence on automobile and provide air quality improvements • Minor improvement in air quality on adjacent streets due to reduction in traffic diversion Minimize Effects on Climate • Less reliance on automobiles through increased mode choice and decreased congestion can minimize effects on climate change (i.e. by reducing greenhouse gas emissions). Change • Opportunities for implementation of tree plantings and Low Impact Development stormwater management strategies as part of road improvements can improve the study corridor resiliency to climate change Summary of Natural Less Preferred Less Preferred Preferred Environment

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Kennedy Road to McCowan Road Criteria Option 1: Option 2: Option 3: Widen to the North Widen to the South Widen About the Centreline Social Environment Minimize Impacts on Existing • Potential impacts to existing dwellings/properties as a result of • Potential impacts to existing dwellings/properties as a result of • Potential impacts to existing dwellings/properties as a result of Residential, Institutional and widening; properties on the north sides are generally further widening as properties on the south side back onto 16th widening; residential properties exist on both sides of 16th Recreational Dwellings / set back from 16th Avenue with a local street separating Avenue. Avenue. Properties, Including Driveways buildings from 16th Avenue, with some properties backing • Potential for property acquisition to accommodate widening at • Impacts are balanced on both sides of 16th Avenue, reducing onto 16th Avenue. some locations. individual impacts to any given property. • Potential for property acquisition to accommodate widening at • Reduced potential for property acquisition to accommodate some locations. widening at some locations. Improve Access to Residential • Reduced traffic congestion will improve access to residential areas and unsignalized cross-streets Areas, Institutional and Recreational Facilities Mitigate Traffic on Local Streets • Traffic diversion onto neighboring collector and local roads will moderately decrease due to increased capacity from a variety of mode choices along 16th Avenue Minimize Traffic Noise • Noise levels are anticipated to increase with future traffic growth and lanes in closer proximity to properties • Where warranted, feasible, and effective, noise mitigation would be implemented based on York Region’s Noise Policy and York Region’s Standard Operating Procedures Preserve Archaeological and • No archaeological resources identified on either side of 16th Avenue in this segment. Cultural Heritage Features • No cultural heritage resources identified on either side of 16th Avenue in this segment. Improve Visual Aesthetics • Visual aesthetics will be moderately reduced due to increased pavement width for Transit/HOV lanes and AT facilities • Visual aesthetics can be improved through localized tree plantings and other boulevard treatments wherever possible within ROW Improve Community Character • Community character will be moderately improved through the provision of improved transit, cycling, and pedestrian facilities • Community connectivity will be moderately improved due to improved traffic flow and reduction of transit service delays Summary of Social Environment Less Preferred Not Preferred Preferred Infrastructure Design Minimize Utility Relocation • Significant utility relocations anticipated to accommodate • Potential for moderate utility relocations to accommodate • Minor to moderate utility relocations to accommodate additional lanes and AT improvements, as utilities run on the additional lanes and AT improvements. additional lanes and AT improvements as utility lines run on north side of 16th Avenue in this segment. the north side of 16th Avenue. Minimize Constructability • Moderate construction complexity due to the realignment of • Moderate construction complexity due to the realignment of • Moderate construction complexity due to the potential impacts Complexity 16th Avenue to the north. 16th Avenue to the south. to utilities on the north side of 16th Avenue. • Utility relocation contributes to the complexity of construction. Minimize Disruption due to • Moderate to significant impacts to roadway users and surrounding property owners to construct additional lanes and AT facilities Construction • Potential for temporary disruptions to driveways Summary of Infrastructure Not Preferred Less Preferred Preferred Design Economic Environment and Cost Effectiveness Accommodate Planned • Supports approved development in the study corridor by providing adequate capacity and transportation choices to accommodate planned growth Development and Growth Minimize Impacts on Business • Reduced distance between roadway and properties may result in potential impacts to business properties Properties • Potential for widening at some locations and temporary grading or drainage easements for construction may be required Improve Access to Businesses • Improved access to/from 16th Avenue commercial driveways and cross-streets due to reduced traffic congestion and reduced gaps in traffic and Key Employment Areas • Improved transit, pedestrian and cycling access Maximize Construction Value • Moderate capital costs for improvements to 16th Avenue and • Moderate capital costs for improvements to 16th Avenue and • Moderate capital costs for improvements to 16th Avenue to realignment to construct additional lanes and provide AT realignment to construct additional lanes and provide AT construct additional lanes and provide AT facilities facilities. facilities. • Moderate capital costs for utility relocations • Significant capital costs for utility relocations • Low capital costs for utility relocations • Provides improvement for all travel modes • Provides improvement for all travel modes • Provides improvement for all travel modes Minimize Operating Costs • Moderate increase in operating costs with additional roadway width (additional lanes) to maintain • Moderate increase in operating costs to maintain AT facilities

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Kennedy Road to McCowan Road Criteria Option 1: Option 2: Option 3: Widen to the North Widen to the South Widen About the Centreline Minimize Property Requirements • Potential for property acquisition on the north side of 16th • Potential for property acquisition on the south side of 16th • Reduced potential for property acquisition on both sides of Avenue, property would predominantly consist of window Avenue, property would predominantly consist of backyards 16th Avenue street buffer, and some backyards from residential properties from residential properties Summary of Economic Not Preferred Less Preferred Preferred Environment and Cost Effectiveness Overall Summary Recommendation This option achieves the transportation objective of the This option achieves the transportation objective of the This option achieves the transportation, natural, social, and study, with impacts to the natural and social environments. study, with impacts to the natural and social environments. economic objectives of the study. As impacts are distributed Due to the utilities that run through the north side of 16th on both sides of 16th Avenue, the potential for impacts is Avenue and the potential for relocation, this option does not minimized. achieve the economic objectives of the study. NOT PREFERRED LESS PREFERRED PREFERRED

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Summary of Roadway Design Concept Evaluation between Woodbine Avenue and McCowan Road A summary of the roadway design concept evaluation is presented in Table 7-7.

Table 7-7: Road Design Concept Evaluation Summary 16th Avenue Widen Widen Widen Remarks Segment to the to the about the north south centreline Woodbine Widening about the centreline reduces impacts to Avenue to vegetation communities, watercourse (aquatic Warden Avenue habitat), and properties due to road widening being balanced on both sides of the corridor. With this  option, there is potential to minimize utility relocation where sufficient setback exists to accommodate widening. Warden Avenue Widening to the north is preferred adjacent to the to York Downs development lands because this Kennedy Road 𝒙𝒙 𝒙𝒙 minimizes impacts where there are significant constraints, such as the residential properties adjacent to the existing road on the south side.   East and west of the York Downs lands, widening about the centerline is preferred as it balances impacts to wildlife, watercourses (aquatic habitat), and properties on both sides of the street. 𝒙𝒙 Kennedy Road to Widening about the centerline reduces impacts to McCowan Road vegetation communities and properties due to road widening being balanced on both sides of the corridor. There are minor to moderate utility  relocations to accommodate additional lanes and AT improvements as utility poles run on the north side of 16th Avenue.

7.3.2 Evaluation𝒙𝒙 of Active𝒙𝒙 Transportation Alternative Design Concepts A high level screening analysis was performed to determine which of the five alternatives identified in Section 7.2.4 would be carried forward for detailed evaluation for the study corridor between Woodbine Avenue and Donald Cousens Parkway. The high level screening is presented in Table 7-8.

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Table 7-8: Screening of Alternative AT Design Concepts Alternative Critical Reasoning Recommendation Flaw?

Option A: YES • Cycling facilities have no separation Screened out (do not On-Street Conventional from vehicular lane carry forward) Cycle Lane, one in each • Separate pedestrian facilities direction with sidewalk, on either side

Option B: YES • Buffer provides minimal separation Screened out (do not On-Street Cycle Lane between cycling facilities and vehicular carry forward) with Painted Buffer Zone, lane one in each direction with • Separate pedestrian facilities sidewalk, on either side

Option C: NO • Physical separation from vehicular Carry forward for Off-Street Cycle Track lane detailed evaluation with Physical Buffer, one • Separate pedestrian facilities in each direction with sidewalk, on either side

Option D: NO • Physical separation from vehicular Carry forward for MUP on either side lane detailed evaluation • Pedestrians share facilities with cyclists

Option E: NO • Physical separation from vehicular lane Carry forward for Sidewalk on one side, • Pedestrians share facilities with detailed evaluation MUP on the other side cyclists on one side

Based on the high level screening analysis, only Options C, D, and E are carried forward for detailed evaluation. For further evaluations, “Option C” will be referred to as Option 1 (cycle track and sidewalk on both sides); “Option D” will be referred to as Option 2 (MUP on both sides); and “Option E” will be referred to as Option 3 (MUP on one side and sidewalk on the other side). Options for the segments between Woodbine Avenue and Donald Cousens Parkway are evaluated in detail in Table 7-10, based on the following considerations: • Compatible with adjacent land use • Compatible with access • Direct, continuous, and convenient connections • Separated/ protected from vehicular lanes • Separated/ protected from pedestrians • Accommodates different cyclist users (recreational, commuter, cyclists of different ages) • Property impacts- Ability to implement within proposed right-of-way (ROW) and at constrained locations (i.e. section with narrow ROW) A summary is provided in Table 7-9.

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Table 7-9: Summary of AT Alternatives Evaluation 16th Avenue Option 1 Option 2 Option 3 Remarks Segment Cycle Track MUP MUP on One and Sidewalk on Both Side and on Both Sides Sides Sidewalk on the Other Side Woodbine Avenue This segment is characterized by mostly residential properties with some commercial to Warden Avenue and institutional areas. These points of interest are located on the north side. As such, a north boulevard MUP would connect to Cachet Centre plaza and Saint Agnes Kouying Tsao Catholic Church. There are no residential accesses directly abutting the

 corridor along this segment; however, the limited ROW and proximity to residential properties limit landscaping opportunities along this segment. Warden Avenue to This segment is characterized by mostly residential and recreational areas and some Kennedy Road commercial and institutional areas. These points of interest are located mostly on the north side. As such, MUP on both sides would provide trail connections to Rouge 𝒙𝒙 𝒙𝒙 Valley Trail (connecting to Toogood Pond and other key destinations) and York Downs  development lands. There are greater landscaping opportunities on both sides in this segment as the existing properties are not in close proximity to the roadway. Kennedy Road to This segment is characterized by mostly residential areas with some commercial and McCowan Road institutional areas. . These points of interest are located mostly on the north side. As such, MUP on the north would provide connections to points of interest including Unionville Alliance Church, The Village Grocer, and Unionville Montessori Private 𝒙𝒙 𝒙𝒙 School. The limited ROW and proximity to residential properties limit landscaping opportunities along this segment. McCowan Road to This segment is a characterized by mostly residential areas with some commercial and Markham institutional areas. These points of interest are located mostly on the north side. As Road/Highway 48 such, MUP on the north would provide connections to Markham Museum, The Garden 𝒙𝒙 𝒙𝒙  Basket Food Markets, and Mount Joy GO Station. The limited ROW and proximity to cultural heritage properties limit landscaping opportunities along this segment. Markham This segment is characterized by mostly residential areas with commercial and Road/Highway 48 institutional areas. These points of interest are located mostly on the north side. As to Donald Cousens such, MUP on the north side would provide connections to Mount Joy Community Centre, St. Brother André Catholic School, and existing north side MUP. There are Parkway 𝒙𝒙 𝒙𝒙  greater landscaping opportunities on both sides in this segment as the existing properties are not in close proximity to the roadway. 𝒙𝒙 𝒙𝒙

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Table 7-10: Evaluation of AT Design Concepts Segment

Woodbine Avenue to Warden Avenue Warden Avenue to Kennedy Road Kennedy Road to McCowan Road McCowan Road to Markham Road/Highway Markham Road/Highway 48 to Donald 48 Cousens Parkway

Compatible with Mostly residential properties with some Mostly residential properties with some Mostly residential properties with some Mostly residential properties with some Mostly residential properties with some adjacent land use commercial and institutional areas. commercial and institutional areas. Possible commercial and institutional areas. commercial and institutional areas. commercial and institutional areas. intensification due to York Downs golf course development. Option 1: Cycle Track There are many properties on both sides of There are trail connections on both sides of There are many properties on both sides of There are many properties on both sides of There are many properties on both sides of and Sidewalk on Both 16th Avenue immediately adjacent to this 16th Avenue immediately adjacent to this 16th Avenue immediately adjacent to this 16th Avenue immediately adjacent to this 16th Avenue immediately adjacent to this Sides segment, therefore cycle track and sidewalk segment, therefore MUP on both sides segment, therefore cycle track and sidewalk segment, therefore cycle track and sidewalk segment, therefore cycle track and sidewalk on both sides would cause significant property provides connections to these points of on both sides would cause significant property on both sides would cause significant property on both sides would cause significant property impacts. There are fewer pedestrian/ cyclist interest which include the Rouge Valley Trail impacts. There are fewer pedestrian/ cyclist impacts. There are fewer pedestrian/ cyclist impacts. Cycle track and sidewalk are not destinations on the south side of 16th Avenue. (connecting to Toogood Pond and other key destinations on the south side of 16th Avenue. destinations on the south side of 16th Avenue. warranted on both sides for compatibility with Cycle track and sidewalk are not warranted on destinations) and York Downs development Cycle track and sidewalk are not warranted on Cycle track and sidewalk are not warranted on adjacent land use. both sides for compatibility with adjacent land lands. However, cycle track and sidewalk both sides for compatibility with adjacent land both sides for compatibility with adjacent land use. would take have too large of a footprint which use. use. would cause potential impacts to the properties located on both sides of 16th Avenue. Option 2: MUP on Both There are many properties on both sides of There are trail connections on both sides of There are many properties on both sides of There are many properties on both sides of There are many properties on both sides of Sides 16th Avenue immediately adjacent to this 16th Avenue immediately adjacent to this 16th Avenue immediately adjacent to this 16th Avenue immediately adjacent to this 16th Avenue immediately adjacent to this segment, therefore MUP on both sides would segment, therefore MUP on both sides segment, therefore MUP on both sides would segment, therefore MUP on both sides would segment, therefore MUP on both sides would cause significant property impacts. There are provides connections to these points of cause significant property impacts. There are cause significant property impacts. There are cause significant property impacts. There are fewer pedestrian/ cyclist destinations on the interest which include the Rouge Valley Trail fewer pedestrian/ cyclist destinations on the fewer pedestrian/ cyclist destinations on the several trail connections on the north side of south side of 16th Avenue. MUP on the south (connecting to Toogood Pond and other key south side of 16th Avenue. MUP on the south south side of 16th Avenue. MUP on the south 16th Avenue. MUP on the south side is not side is not warranted for compatibility with destinations) and York Downs development side is not warranted for compatibility with side is not warranted for compatibility with warranted for compatibility with adjacent land adjacent land use. lands. MUP on both sides is warranted for adjacent land use. adjacent land use. use. compatibility with adjacent land use. Option 3: MUP on One There are more pedestrian/ cyclist There are trail connections on both sides of There are more pedestrian/ cyclist There are more pedestrian/ cyclist There are more pedestrian/ cyclist Side and Sidewalk on connections on the north side of 16th Avenue. 16th Avenue immediately adjacent to this connections on the north side of 16th Avenue. connections on the north side of 16th Avenue. connections on the north side of 16th Avenue. the Other Shared pedestrian and cyclist facilities on the segment. Providing MUP on one side and Shared pedestrian and cyclist facilities on the Shared pedestrian and cyclist facilities on the Shared pedestrian and cyclist facilities on the north side and sidewalk on the south side are sidewalk on the other would not adequately north side and sidewalk on the south side are north side and sidewalk on the south side are north side and sidewalk on the south side are compatible with adjacent land use. serve to provide continuous connections to compatible with adjacent land use. compatible with adjacent land use. compatible with adjacent land use. these facilities. Compatible with Limited number of access points and Limited number of access points and Limited number of access points and Limited number of access points and Limited number of access points and access properties that front onto the corridor. properties that front onto the corridor. properties that front onto the corridor. properties that front onto the corridor. properties that front onto the corridor.

Option 1: Cycle Track One-directional cycling is not warranted for One-directional cycling is not warranted for One-directional cycling is not warranted for One-directional cycling is not warranted for One-directional cycling is not warranted for and Sidewalk on Both this segment as there is a limited number of this segment as there is a limited number of this segment as there is a limited number of this segment as there is a limited number of this segment as there is a limited number of Sides properties that front onto the corridor. There is properties that front onto the corridor. There is properties that front onto the corridor. There is properties that front onto the corridor. There is properties that front onto the corridor. There is minimal conflict with accesses. minimal conflict with accesses. minimal conflict with accesses. minimal conflict with accesses. minimal conflict with accesses. Option 2: MUP on Both A two-directional cycling facility will not hinder A two-directional cycling facility will not hinder A two-directional cycling facility will not hinder A two-directional cycling facility will not hinder A two-directional cycling facility will not hinder Sides accessibility to the road for vehicles backing accessibility to the road for vehicles backing accessibility to the road for vehicles backing accessibility to the road for vehicles backing accessibility to the road for vehicles backing out of driveways as there is a limited number out of driveways as there is a limited number out of driveways as there is a limited number out of driveways as there is a limited number out of driveways as there is a limited number of properties that front onto the corridor in this of properties that front onto the corridor in this of properties that front onto the corridor in this of properties that front onto the corridor in this of properties that front onto the corridor in this segment. segment. segment. segment. segment. Option 3: MUP on One A two-directional cycling facility will not hinder A two-directional cycling facility will not hinder A two-directional cycling facility will not hinder A two-directional cycling facility will not hinder A two-directional cycling facility will not hinder Side and Sidewalk on accessibility to the road for vehicles backing accessibility to the road for vehicles backing accessibility to the road for vehicles backing accessibility to the road for vehicles backing accessibility to the road for vehicles backing the Other out of driveways. out of driveways. out of driveways. out of driveways. out of driveways.

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Segment

Woodbine Avenue to Warden Avenue Warden Avenue to Kennedy Road Kennedy Road to McCowan Road McCowan Road to Markham Road/Highway Markham Road/Highway 48 to Donald 48 Cousens Parkway

Direct, continuous and Opportunity to provide a continuous route to A shared pathway on both sides of 16th Opportunity to provide a continuous route to Opportunity to provide a continuous route to Opportunity to provide a continuous route to convenient surrounding facilities. Avenue would accommodate the York Downs surrounding facilities. surrounding facilities. surrounding facilities. connections development on the north and trail connections to the Rouge Valley trail on the south side. Continuity to Toogood Pond and key destinations. Option 1: Cycle Track There are fewer pedestrian/ cyclist There are trail connections on both sides of There are fewer pedestrian/ cyclist There are fewer pedestrian/ cyclist There are fewer pedestrian/ cyclist and Sidewalk on Both destinations on the south side of 16th Avenue. 16th Avenue immediately adjacent to this destinations on the south side of 16th Avenue. destinations on the south side of 16th Avenue. destinations on the south side of 16th Avenue. Sides Cycle track and sidewalk on both sides could segment, therefore MUP on both sides Cycle track and sidewalk on both sides could Cycle track and sidewalk on both sides could Cycle track and sidewalk on both sides could provide direct, continuous and convenient provides connections to these points of provide direct, continuous and convenient provide direct, continuous and convenient provide direct, continuous and convenient connections, although they are warranted on interest which include the Rouge Valley Trail connections, although they are warranted on connections, although they are warranted on connections, although they are warranted on the north side more than on the south side. (connecting to Toogood Pond and other key the north side more than on the south side. the north side more than on the south side. the north side more than on the south side. destinations) and York Downs development lands. However, cycle track and sidewalk would take have too large of a footprint which would cause potential impacts to the properties located on both sides of 16th Avenue. Option 2: MUP on Both There are fewer pedestrian/ cyclist There are trail connections on both sides of There are fewer pedestrian/ cyclist There are fewer pedestrian/ cyclist There are fewer pedestrian/ cyclist Sides destinations on the south side of 16th Avenue. 16th Avenue immediately adjacent to this destinations on the south side of 16th Avenue. destinations on the south side of 16th Avenue. destinations on the south side of 16th Avenue. MUP on both sides could provide direct, segment, therefore MUP on both sides MUP on both sides could provide direct, MUP on both sides could provide direct, MUP on both sides could provide direct, continuous and convenient connections, provides connections to these points of continuous and convenient connections, continuous and convenient connections, continuous and convenient connections, although it is warranted on the north side interest which include the Rouge Valley Trail although it is warranted on the north side although it is warranted on the north side although it is warranted on the north side more than on the south side. (connecting to Toogood Pond and other key more than on the south side. more than on the south side. more than on the south side. destinations) and York Downs development lands. MUP on both sides is warranted for compatibility with adjacent land use. Option 3: MUP on One There are more pedestrian/ cyclist There are trail connections on both sides of There are more pedestrian/ cyclist There are more pedestrian/ cyclist There are more pedestrian/ cyclist Side and Sidewalk on connections on the north side of 16th Avenue. 16th Avenue immediately adjacent to this connections on the north side of 16th Avenue. connections on the north side of 16th Avenue. connections on the north side of 16th Avenue. the Other Shared pedestrian and cyclist facilities on the segment. Providing MUP on one side and Shared pedestrian and cyclist facilities on the Shared pedestrian and cyclist facilities on the Shared pedestrian and cyclist facilities on the north side and sidewalk on the south side sidewalk on the other would not adequately north side and sidewalk on the south side north side and sidewalk on the south side north side and sidewalk on the south side provide direct, continuous and convenient serve to provide continuous connections to provide direct, continuous and convenient provide direct, continuous and convenient provide direct, continuous and convenient connections where warranted. these facilities. connections where warranted. connections where warranted. connections where warranted. Separated/protected Lower cyclist and pedestrian activity in this Shared/ protected facility on either side Lower cyclist and pedestrian activity in this Lower cyclist and pedestrian activity in this Lower cyclist and pedestrian activity in this from vehicular lanes area with more constrained ROW. Facilities promotes comfort for cyclists and is more area with more constrained ROW. Facilities area with more constrained ROW. Facilities area with more constrained ROW. Facilities should be protected but not separated. suitable for implementation with the should be protected but not separated. should be protected but not separated. should be protected but not separated. constrained ROW. Option 1: Cycle Track No difference in options- all options will be No difference in options- all options will be No difference in options- all options will be No difference in options- all options will be No difference in options- all options will be and Sidewalk on Both separated/ protected from vehicular lanes separated/ protected from vehicular lanes separated/ protected from vehicular lanes separated/ protected from vehicular lanes separated/ protected from vehicular lanes Sides Option 2: MUP on Both No difference in options- all options will be No difference in options- all options will be No difference in options- all options will be No difference in options- all options will be No difference in options- all options will be Sides separated/ protected from vehicular lanes separated/ protected from vehicular lanes separated/ protected from vehicular lanes separated/ protected from vehicular lanes separated/ protected from vehicular lanes

Option 3: MUP on One No difference in options- all options will be No difference in options- all options will be No difference in options- all options will be No difference in options- all options will be No difference in options- all options will be Side and Sidewalk on separated/ protected from vehicular lanes separated/ protected from vehicular lanes separated/ protected from vehicular lanes separated/ protected from vehicular lanes separated/ protected from vehicular lanes the Other Separated/protected Shared facility with pedestrians on one side is Shared facility with pedestrians on either side Shared facility with pedestrians on one side is Shared facility with pedestrians on one side is Shared facility with pedestrians on one side is from pedestrians suitable for implementation given the is more suitable for implementation given the suitable for implementation given the suitable for implementation given the suitable for implementation given the constrained ROW and lower cyclist and constrained ROW. constrained ROW and lower cyclist and constrained ROW and lower cyclist and constrained ROW and lower cyclist and pedestrian activity. pedestrian activity. pedestrian activity. pedestrian activity.

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Segment

Woodbine Avenue to Warden Avenue Warden Avenue to Kennedy Road Kennedy Road to McCowan Road McCowan Road to Markham Road/Highway Markham Road/Highway 48 to Donald 48 Cousens Parkway

Option 1: Cycle Track Separated cycle track and sidewalk prevents Separated cycle track and sidewalk prevents Separated cycle track and sidewalk prevents Separated cycle track and sidewalk prevents Separated cycle track and sidewalk prevents and Sidewalk on Both conflict between modes of AT conflict between modes of AT conflict between modes of AT conflict between modes of AT conflict between modes of AT Sides

Option 2: MUP on Both Potential conflict between modes of AT due to Potential conflict between modes of AT due to Potential conflict between modes of AT due to Potential conflict between modes of AT due to Potential conflict between modes of AT due to Sides shared facilities shared facilities shared facilities shared facilities shared facilities

Option 3: MUP on One Potential conflict between modes of AT due to Potential conflict between modes of AT due to Potential conflict between modes of AT due to Potential conflict between modes of AT due to Potential conflict between modes of AT due to Side and Sidewalk on shared facilities on one side shared facilities on one side shared facilities on one side shared facilities on one side shared facilities on one side the Other

Safe and Shared cycle track on one side Shared cycle track accommodates commuter Shared cycle track on one side Shared cycle track on one side Shared cycle track on one side accommodates accommodates commuter and recreational and recreational cyclists. accommodates commuter and recreational accommodates commuter and recreational accommodates commuter and recreational different cyclist users cyclists. cyclists. cyclists. cyclists. (recreational, commuter, cyclists of different ages)

Option 1: Cycle Track Separated cycle track provides an improved Separated cycle track provides an improved Separated cycle track provides an improved Separated cycle track provides an improved Separated cycle track provides an improved and Sidewalk on Both level of comfort for commuter and recreational level of comfort for commuter and recreational level of comfort for commuter and recreational level of comfort for commuter and recreational level of comfort for commuter and recreational Sides cyclists with less conflict between pedestrian cyclists with less conflict between pedestrian cyclists with less conflict between pedestrian cyclists with less conflict between pedestrian cyclists with less conflict between pedestrian and cyclists and cyclists and cyclists and cyclists and cyclists Option 2: MUP on Both Potential conflict between modes of AT due to Potential conflict between modes of AT due to Potential conflict between modes of AT due to Potential conflict between modes of AT due to Potential conflict between modes of AT due to Sides shared facilities shared facilities shared facilities shared facilities shared facilities

Option 3: MUP on One Potential conflict between modes of AT due to Potential conflict between modes of AT due to Potential conflict between modes of AT due to Potential conflict between modes of AT due to Potential conflict between modes of AT due to Side and Sidewalk on shared facilities on one side shared facilities on one side shared facilities on one side shared facilities on one side shared facilities on one side the Other

Property impacts- Shared facilities allow for opportunities to Shared facilities allow for opportunities to Shared facilities allow for opportunities to Shared facilities allow for opportunities to Shared facilities allow for opportunities to Ability to implement provide continuity through the constrained provide continuity through the constrained provide continuity through the constrained provide continuity through the constrained provide continuity through the constrained within proposed ROW existing ROW. existing ROW. existing ROW. existing ROW. existing ROW. and at constrained locations (i.e. section with narrow ROW)

Option 1: Cycle Track Requires greater amount of space to Requires greater amount of space to Requires greater amount of space to Requires greater amount of space to Requires greater amount of space to and Sidewalk on Both implement implement implement implement implement Sides Option 2: MUP on Both Requires the least amount of space to Requires the least amount of space to Requires the least amount of space to Requires the least amount of space to Requires the least amount of space to Sides implement implement implement implement implement

Option 3: MUP on One Requires lesser amount of space to Requires lesser amount of space to Requires lesser amount of space to Requires lesser amount of space to Requires lesser amount of space to Side and Sidewalk on implement implement implement implement implement the Other

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Segment

Woodbine Avenue to Warden Avenue Warden Avenue to Kennedy Road Kennedy Road to McCowan Road McCowan Road to Markham Road/Highway Markham Road/Highway 48 to Donald 48 Cousens Parkway

RECOMMENDATION Option 3: Option 2: Option 3: Option 3: Option 3: MUP One Side and Sidewalk on the MUP on Both Sides. MUP One Side and Sidewalk on the MUP One Side and Sidewalk on the MUP One Side and Sidewalk on the Other Side. Other Side. Other Side. Other Side. MUP on both sides provides trail North boulevard MUP provides connection to the Rouge Valley Trail North boulevard MUP provides North boulevard MUP provides North boulevard MUP provides connections to several points of interest (connects to Toogood Pond and other connections to several points of interest connections to several points of interest connections to several points of interest (including Cachet Centre Plaza and Saint key destinations) and York Downs (including Unionville Alliance Church, The (including Markham Museum, The (including Mount Joy Community Centre, Agnes Kouying Tsao Catholic Church) development lands Village Grocer, and Unionville Montessori Garden Basket Food Markets, and Mount St. Brother André Catholic School, and School) Joy GO Station). existing north boulevard MUP).

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7.4 Recommended Design Concept The alternative design concepts were evaluated using criteria to assess the impacts and benefits to the natural, social, economic and cultural environments and impacts on transportation. The alternative design concepts and evaluations were then presented to agencies, stakeholders and the public to obtain input, review, and confirm the recommendations. The recommendations put forth through the 16th Avenue EA provide additional east-west transportation capacity through the southern part of York Region to help accommodate future growth. Widening for transit/HOV supports 16th Avenue as a Frequent Transit Network Corridor. In addition to providing additional vehicular capacity and improved transit operations, the proposed improvements provide pedestrian and cyclist facilities to accommodate existing and future users. The recommended design concept supports improved access and operations for all modes. The design concept for 16th Avenue from Woodbine Avenue to York/Durham Line is summarized in Table 7-11.

Table 7-11: Recommended Design Concept for 16th Avenue between Woodbine Avenue and York/Durham Line Segment Recommended Details Design Concept Segment B-1a • Widen about the This option balances impacts on both sides of (Woodbine Avenue to centreline for 16th Avenue, has the potential to minimize Warden Avenue) Transit/HOV significant utility relocation, and provides • Generally provide continuity and cyclist connections to several MUP on the north points of interest on the north side. MUP on and sidewalk on both sides just west of Townson the south (with the Road/Buttonfield Road provides trail exception of a short connections on the south side of 16th Avenue. segment west of A raised centre median and opportunities for Townson streetscaping will be explored where feasible. Road/Buttonfield Road where MUP is provided on both sides) Segment B-1b (Warden • Widen about the This option minimizes impacts where there are Avenue to Kennedy centreline for significant constraints and maximizes Road) Transit/HOV improvements on available land from a • Provide MUP on proposed development. For the rest of the both sides (with the segment, impacts are balanced on both sides of exception of 16th Avenue. MUP on both sides between Warden Avenue to Country Estates Drive/Village Parkway and Country Estates Kennedy Road provides continuity and trail Drive/Village connections to the Rouge Valley Trail system. A Parkway, where a raised centre median and opportunities for sidewalk is streetscaping will be explored where feasible. proposed on the south side)

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Segment Recommended Details Design Concept Segment B-1c (Kennedy • Widen about the This option balances impacts to both sides of Road to McCowan Road) centreline for 16th Avenue and provides continuity and cyclist Transit/HOV connections to several points of interest on the • Provide MUP on north side. A raised centre median and the north and opportunities for streetscaping will be explored sidewalk on the where feasible. south Segment B-1d • Provide MUP on No road widening is recommended for this (McCowan Road to the north and segment as the impacts of road widening Markham Road/Highway sidewalk on the outweigh the traffic operational benefits. MUP 48) south on the north and sidewalk on the south is recommended as this provides continuity and cyclist connections to several points of interest on the north side. Segment B-2 (Markham • Provide MUP on No road widening is recommended for this Road/Highway 48 to the north and segment. MUP on the north and sidewalk on the Donald Cousens sidewalk on the south is recommended as this provides Parkway) south continuity and cyclist connections to several points of interest on the north side. Between Ninth Line and Cornell Centre Boulevard, there will be MUP on both sides as MUPs already exist on the south side. Segment B-3 (Donald • Paved shoulders No road widening or AT improvements are Cousens Parkway to recommended for this segment; east of Reesor York/Durham Line) Road only paved shoulders are recommended through this rural segment of the corridor. Stouffville GO Rail While the need for further investigation was identified at the existing grade Crossing separation, there is insufficient available data at this time to inform the study recommendations. As such, a grade separation study separate from the 16th Avenue EA will be undertaken at a later date.

For all the segments, if location-specific constraints were present, localized shifts or modifications to the preferred design concept were considered as required in order to minimize impacts as feasible.

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8 Project Description 8.1 Description of the Recommended Design Concept The preferred design for 16th Avenue was chosen with consideration of transportation service for all road users (pedestrians, cyclists, transit riders, and motorists) and potential impacts to the natural environment, community, cultural heritage, operations, aesthetics, driveway access, property requirements, and capital construction and maintenance costs. The preferred design concept best meets the goal of the project with regards to transportation service improvements, while also considering the overall impact of the project and mitigation measures. The preferred design was selected, developed, and refined through extensive consultation with agencies, stakeholders and the public, as detailed in Appendix B and Appendix C. The preferred design is illustrated in the preliminary design drawings in Appendix A.

8.1.1 Design Criteria Design criteria is used to ensure that the proposed improvements put forward by the EA study meet the functional requirements of all Regional road users. The design criteria balances multiple interests and road functions, including pedestrian and cyclist requirements, transit requirements, utility provider requirements, streetscaping elements, and Accessibility for Ontarians with Disabilities Act (AODA) requirements. The design criteria for Study Corridor B are summarized in Table 8-1 to Table 8-9. The standards and guidelines referenced in preparation of the Design Criteria include: • York Region Road Design Guidelines (YRRDG) – October 2018, Version 1.21 • York Region Towards Great Regional Streets (TGRS) – December 2008 • York Region Transit Concrete Bus Pad Specifications and Drawings - 2016 • Geometric Design Guide for Canadian Roads - (TAC) – September 1999, Updated June 2017 • Ontario Traffic Manual Book 18 (OTM) – December 2013

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Woodbine Avenue to McCowan Road

Table 8-1: Design Criteria for Woodbine Avenue to McCowan Road (Road Design Parameters) ROAD DESIGN PRESENT DESIGN PROPOSED SOURCE (e.g. PARAMETERS CONDITIONS STANDARDS STANDARDS TAC, MTO, YR)

Design Classification UAU60 UAU60 UAU60 TGRS Pg. 126

R.O.W Width 25 m to 60 m 43 m 33 m to 66 m York Region Official Plan 2010 (Map 12)

Posted Speed 60 km/h 60 km/h 60 km/h TGRS Pg. 126

Design Speed 60 km/h 60 km/h 60 km/h TGRS Pg. 126

Minimum Stopping Sight 203 m 85 m 203 m TAC Distance Chapter 2, Pg. 38

Equivalent Minimum ‘K’ 13 Crest 11 Crest 14 Crest TAC Factor 25 Sag 8-9 Sag 25 Sag Chapter 3, Pg. 59 and Pg. 63

Grades Maximum 6% 6% 6% 1 TAC Chapter 3, Pg. 55

Radius Minimum 250 m 1290 m (Normal 230 m 2 TAC Crown) Chapter 3, Pg. 23 185 m (Reverse Crown) 130 m (emax=0.04 m/m)

Maximum Rate of Super 3.5% 4% 4% TAC Elevation Chapter 3, Pg. 23 YRRDG Pg. 52

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ROAD DESIGN PRESENT DESIGN PROPOSED SOURCE (e.g. PARAMETERS CONDITIONS STANDARDS STANDARDS TAC, MTO, YR)

Pavement Width Per direction: Per direction: Per direction: YRRDG 2 x 3.5 m through 2 x 3.3 m 2 x 3.3 m Pg. 53-54 lanes general general purpose 1 x 3.5 m right- purpose through lanes turn lane through lanes 1 x 3.5 m HOV- 1 x 5.0 m left-turn 1 x 3.5 m HOV- transit lane lane (with island) transit lane (5.5 1 x 3.3 m left- m including 1.5 turn lane (with m bicycle lane 1.7 m raised and 0.5 m island) buffer) Off-street cycling 1 x 5.0 m left- facilities to be turn lane (with provided instead island) of on-street facilities

Median Width Varies from 2.0- 4.0 m (two-way 1.5 – 5.0 m YRRDG 5.0 m (raised left –turn lane (raised median Pg. 21,54 concrete curb) to 1.4 – 5.0 m including curb 4.0 m (two-way (raised median) and gutter) left-turn lane)

Signals & Illumination Full signals and Full signals and Full signals and YRRDG Illumination Illumination Illumination Pg. 22

Erosion & Sediment N/A To Be To Be As per the Greater Controls For Design Determined Determined Golden Horseshoe during Design during Design Area Conservation Phase Phase Authorities – ESC Guidelines – December 2006

Minimum Grade 0.35% 0.5% or 0.6% 0.5% 3 TAC minimum Chapter 3, Pg. 56 (depending on local policy)

Intersection Angle 82 – 98 degrees 70 - 110 82 – 98 degrees TAC degrees Chapter 9, Pg. 42

Intersection Curb 13.9 m Radius min. 15 10 YRRDG m Pg. 30

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ROAD DESIGN PRESENT DESIGN PROPOSED SOURCE (e.g. PARAMETERS CONDITIONS STANDARDS STANDARDS TAC, MTO, YR)

Intersection Sight Region and Local Region and Region and YRRDG Triangle roads: 10 m x 10 Local roads: 15 Local roads: 15 DS-107 m m x 15 m m x 15 m DS-108

Region and Region and Region and Regional Road: Regional Road: Regional Road: 15 m x 15 m 20 m x 20 m 20 m x 20 m

Design Notes: 1 Some grades above maximum to match existing grade and minimize property impacts 2 West of Warden Avenue, tangent and superelevation runout lengths reduced to minimize property impacts 3 Some grades below minimum to match existing grade and minimize property impacts

Table 8-2: Design Criteria for Woodbine Avenue to McCowan Road (Cycling and Pedestrian Design Parameters) CYCLING AND PRESENT DESIGN PROPOSED SOURCE (e.g. PEDESTRIAN DESIGN CONDITIONS STANDARDS STANDARDS TAC, MTO, YR) PARAMETERS

Cycling Facility Type N/A On-street 2.4-3.0 m MUP YRRDG (e.g. on-street, off-street, bicycle lane: 1.5 generally on the Pg. 53 MUP) m with 0.5 m north side of Ontario Traffic buffer 16th Avenue with Manual Book 18 some segments Pg. 106 MUP: 2.4 – on the south side 3.0 m at key locations

Minimum Boulevard 0 m 3.5 m from 2.0 m YRRDG Width edge of Pg. 55 pavement Correspondence (absolute with Alectra minimum 2.0 m from edge of curb to accommodate utilities) 5.0 m is desirable pending available space

Proposed Sidewalk 1.5 m 1.5 m – 2.0 m 1.5 m – 2.0 m on YRRDG Width the south side of Pg. 66 16th Avenue

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Table 8-3: Design Criteria for Woodbine Avenue to McCowan Road (Entrance Design Parameters) ENTRANCE DESIGN PRESENT DESIGN PROPOSED SOURCE (e.g. TAC, PARAMETERS CONDITIONS STANDARDS STANDARDS GDM, YR)

Minimum Width 4 m Res. 5 m Res. 7.5 m Res. YRRDG 9 m Com. 9 m Com. 6 m Com. Pg. 69 DS-215 DS-203

Minimum Length (ROW 22 m Res. N/A 22 m Res. As per local to building) 5.7 m Com. 5.7 m Com. municipality standard

Minimum Radius N/A m Res. 5 m Res. N/A Res. YRRDG 5 m Com. 9 m Com. 5 m Com. Pg. 70 DS-215 DS-203

YRRDG Maximum Grade 4% 10% 4% Pg.71

Max. algebraic grade 4.5% 4% 4% YRRDG change (4% Max) Pg.71

McCowan Road to Donald Cousens Parkway

Table 8-4: Design Criteria for McCowan Road to Donald Cousens Parkway (Road Design Parameters) ROAD DESIGN PRESENT DESIGN PROPOSED SOURCE (e.g. TAC, PARAMETERS CONDITIONS STANDARDS STANDARDS MTO, YR)

Design Classification UAU60 UAU60 UAU60 TGRS Pg. 126

R.O.W Width 20 m to 78 m 43 m (Markham 28 m to 66 m York Region Official Road to Ninth (Markham Plan 2010 (Map 12) Line) Road to Ninth Line) 36 m (Ninth Line to Donald 32 m to 78 m Cousens (Ninth Line to Parkway) Donald Cousens Parkway)

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ROAD DESIGN PRESENT DESIGN PROPOSED SOURCE (e.g. TAC, PARAMETERS CONDITIONS STANDARDS STANDARDS MTO, YR)

Posted Speed 60 km/h 60 km/h 60 km/h TGRS Pg. 126

Design Speed 60 km/h 60 km/h 60 km/h TGRS Pg. 126

Minimum Stopping Sight 305 m 85 m 305 m TAC Distance Chapter 2, Pg. 38

Equivalent Minimum ‘K’ 13 Crest 11 Crest 13 Crest TAC Factor 12 Sag 8-9 Sag 12 Sag Chapter 3, Pg. 59 and Pg. 63

Grades Maximum 4% 6% 4% TAC Chapter 3, Pg. 55

Radius Minimum 240 m 1290 m (Normal 240 m TAC Crown) Chapter 3, Pg. 23 185 m (Reverse Crown) 130 m (emax=0.04 m/m)

Maximum Rate of Super 4% 4% 4% TAC Elevation Chapter 3, Pg. 23 YRRDG Pg. 52

Pavement Width Per direction: Per direction: Per direction: 2 x 3.5 m through 1 x 3.5 m 2 x 3.5 m YRRDG lanes general general Pg. 53-54 1 x 3.5 m right- purpose centre purpose turn lane through lane through lanes 1 x 5.0 m left-turn 1 x 3.75 m 1 x 3.5 m right- lane (with island) general turn lane purpose curb 1 x 5.0 m left- through lane turn lane (with 1 x 3.5 m right- island) turn lane 1 x 5.0 m left- turn lane (with island)

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ROAD DESIGN PRESENT DESIGN PROPOSED SOURCE (e.g. TAC, PARAMETERS CONDITIONS STANDARDS STANDARDS MTO, YR)

Median Width Varies from 2.0- 4.0 m (two-way Varies from YRRDG 5.0 m (raised left –turn lane 2.0-5.0 m Pg. 21,54 concrete curb) to 1.4 – 5.0 m (raised 4.0 m (two-way (raised median) concrete curb) left-turn lane) to 4.0 m (two- way left-turn lane)

Signals & Illumination Full signals and Full signals and Full signals YRRDG Illumination Illumination and Pg. 22 Illumination

Erosion & Sediment N/A To Be To Be As per the Greater Controls For Design Determined Determined Golden Horseshoe during Design during Design Area Conservation Phase Phase Authorities – ESC Guidelines – December 2006

Minimum Grade 0.31% 0.5% or 0.6% 0.31% 1 TAC minimum Chapter 3, Ph. 56 (depending on local policy)

Intersection Angle 79 -101 degrees 70 - 110 79 -101 TAC degrees degrees Chapter 9, Pg. 42

Intersection Curb 6.8 m Radius min. 15 6.8 m 1 YRRDG m Pg. 30

Intersection Sight Region and Local Region and Region and YRRDG Triangle roads: 10 m x 10 Local roads: 15 Local roads: DS-107 m m x 15 m 10 m x 10 m DS-108

Region and Region and Region and Regional Road: 6 Regional Road: Regional m x 6 m 20 m x 20 m Road: 6 m x 6 m1

Design Notes: 1 No geometric modifications along this segment, maintain existing conditions

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Table 8-5: Design Criteria for McCowan Road to Donald Cousens Parkway (Cycling and Pedestrian Design Parameters) CYCLING AND PRESENT DESIGN PROPOSED SOURCE (e.g. TAC, PEDESTRIAN DESIGN CONDITIONS STANDARDS STANDARDS MTO, YR) PARAMETERS

Cycling Facility Type N/A On-street 2.4-3.0 m MUP YRRDG (e.g. on-street, off-street, bicycle lane: on the north Pg.53 MUP) 1.5 m with 0.5 side of 16th Ontario Traffic Manual m buffer Avenue Book 18 Pg. 106 MUP: 2.4 - 3.0 m

Minimum Boulevard 3 m 3.5 m from 2 m YRRDG Width edge of Pg. 55 pavement Correspondence with (absolute Alectra minimum 2.0 m from edge of curb to accommodate utilities) 5.0 m is desirable pending available space

Proposed Sidewalk 1.5 m 1.5 m – 2.0 m 1.5 m – 2.0 m YRRDG Width on the south Pg. 66 side of 16th Avenue

Table 8-6: Design Criteria for McCowan Road to Donald Cousens Parkway (Entrance Design Parameters) ENTRANCE DESIGN PRESENT DESIGN PROPOSED SOURCE (e.g. TAC, PARAMETERS CONDITIONS STANDARDS STANDARDS GDM, YR)

Minimum Width 4 m Res. 5 m Res. 4 m Res. 1 YRRDG 9 m Com. 9 m Com. 9 m Com. Pg. 69 DS-215 DS-203

Minimum Length (ROW 50 m Res. N/A 50 m Res. As per local to building) 5 m Com. 5 m Com. municipality standard

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ENTRANCE DESIGN PRESENT DESIGN PROPOSED SOURCE (e.g. TAC, PARAMETERS CONDITIONS STANDARDS STANDARDS GDM, YR)

Minimum Radius N/A Res. 5 m Res. N/A Res. YRRDG 8 m Com. 9 m Com. 8 m Com. 1 Pg. 70 DS-215 DS-203

Maximum Grade 4% 10% 4% YRRDG Pg.71

Max. algebraic grade 4.5% 4% 4.5% 1 YRRDG change (4% Max) Pg.71

Design Notes: 1 No geometric modifications along this segment, maintain existing conditions

Donald Cousens Parkway to York/Durham Line

Table 8-7: Design Criteria for Donald Cousens Parkway to York/Durham Line (Road Design Parameters)

ROAD DESIGN PRESENT DESIGN PROPOSED SOURCE (e.g. TAC, PARAMETERS CONDITIONS STANDARDS STANDARDS MTO, YR)

Design Classification West of Little West of Little West of Little Rouge River: Rouge River: Rouge River: TGRS Pg. 126 UAU60 UAU60 UAU60 East of Little East of Little East of Little Rouge River: Rouge River: Rouge River: RAU80 RAU60 RAU60

R.O.W Width 20 m to 35 m 36 m 36 m to 68 m York Region Official Plan 2010 (Map 12)

Posted Speed 60 km/h 60 km/h 60 km/h TGRS Pg. 126

Design Speed 60 km/h 60 km/h 60 km/h TGRS Pg. 126

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ROAD DESIGN PRESENT DESIGN PROPOSED SOURCE (e.g. TAC, PARAMETERS CONDITIONS STANDARDS STANDARDS MTO, YR)

Minimum Stopping Sight 182 m 85 m 182 m TAC Distance Chapter 2, Pg. 38

Equivalent Minimum ‘K’ 10.6 Crest 11 Crest 10.6 Crest 1 TAC Factor 8 Sag 8-9 Sag 8 Sag Chapter 3, Pg. 59 and Pg. 63

Grades Maximum 3.2% West of West of Little 3.2% West of TAC Little Rouge Rouge River: Little Rouge Chapter 3, Pg. 55 River, 5.6% East 6 % River, 5.6% of Little Rouge East of Little East of Little River Rouge River: Rouge River 7 %

Radius Minimum West of Little 1290 m West of Little TAC Rouge River: 140 (Normal Rouge River: Chapter 3, Pg. 23 m Crown) 140 m East of Little 185 m East of Little Rouge River: N/A (Reverse Rouge River: Crown) N/A 130 m (emax=0.04 m/m)

Maximum Rate of Super 3% 6% 3% TAC Elevation Chapter 3, Pg. 8 YRRDG Pg. 52

Pavement Width Per direction: Per direction: Per direction: 1 x 3.5-3.75 m 1 x 3.5 m 1 x 3.75 m YRRDG through lanes general general Pg. 53-54 0-1 x 3.5 m right- purpose purpose turn lane through lanes through lanes 1 x 3.3 m left-turn 1 x 4.0 m left- 1 x 4.0 m left- lanes turn lane turn lane (without island) (without 0-1 x 3.5 m island) right-turn lane 0-1 x 3.5 m right-turn lane

Shoulder Width (fully 0.5 m (unpaved) 2.5 m 2.5 m YRRDG paved) Pg. 54

Shoulder Rounding N/A 0.5 m 0.5 m YRRDG 1.0 m with 1.0 m with Pg. 54

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ROAD DESIGN PRESENT DESIGN PROPOSED SOURCE (e.g. TAC, PARAMETERS CONDITIONS STANDARDS STANDARDS MTO, YR)

Median Width N/A N/A N/A YRRDG Pg. 21

Signals & Illumination No signalized Signals at Signals at YRRDG Pg. 22 intersections. Reesor Road Reesor Road West of Little and York/ and York/ Rouge River: Full Durham Line Durham Line. illumination. are justified. West of Little East of Little West of Little Rouge River: Rouge River: Rouge River: Full Partial Illumination Full illumination illumination at intersections. East of Little East of Little Rouge River: Rouge River: Partial Partial Illumination at Illumination at intersections intersections

Erosion & Sediment N/A To Be To Be As per the Greater Controls For Design Determined Determined Golden Horseshoe during during Area Conservation Preliminary Preliminary Authorities – ESC Design Design Guidelines – December 2006

Minimum Grade 0.05% 0.5% (To allow 0.05% 1 TAC ditch drainage) Chapter 3, Pg. 56

Intersection Angle 68 – 112 degrees 70 - 110 68 – 112 TAC degrees degrees 1 Chapter 9, Pg. 42

Intersection Curb 11.3 m Radius min. 15 11.3 m 1 YRRDG m Pg. 30

Intersection Sight Region and Local Region and Region and YRRDG Triangle roads: 20 m x 20 Local roads: 15 Local roads: DS-107 m m x 15 m 20 m x 20 m DS-108

Region and Region and Region and Regional Road: 5 Regional Road: Regional m x 5 m 20 m x 20 m Road: 5 m x 5 m 1 Design Notes: 1 No geometric modifications along this segment, maintain existing conditions

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Table 8-8: Design Criteria for Donald Cousens Parkway to York/Durham Line (Cycling and Pedestrian Design Parameters) CYCLING AND PRESENT DESIGN PROPOSED SOURCE (e.g. TAC, PEDESTRIAN DESIGN CONDITIONS STANDARDS STANDARDS MTO, YR) PARAMETERS

Cycling Facility Type Donald Cousens On-street Donald YRRDG (e.g. on-street, off-street, Pkwy to Reesor bicycle lane: Cousens Pkwy Pg. 53 MUP) Rd: 1.5 m with 0.5 to Reesor Rd: Ontario Traffic Manual 3 m MUP on the m buffer 3 m MUP on Book 18 south side the north and Pg. 106 Reesor Rd to York/ MUP: 2.4 - 3.0 south sides Durham Line: N/A m Reesor Rd to York/ Durham Line: 2.5 m paved shoulder

Minimum Boulevard West of Little 3.5 m from West of Little YRRDG Width Rouge River: 3 m edge of Rouge River: 2 Pg. 55 East of Little pavement m Correspondence with Rouge River: N/A (absolute East of Little Alectra minimum 2.0 Rouge River: m from edge N/A of curb to accommodate utilities) 5.0 m is desirable pending available space

Proposed Sidewalk Reesor Rd to Little 1.5 m Reesor Rd to YRRDG Width Rouge River: Little Rouge Pg. 66 1.50 m on the River: south side 1.50 m on the East of Little south side Rouge River: N/A East of Little Rouge River: N/A

Table 8-9: Design Criteria for Donald Cousens Parkway to York/Durham Line (Entrance Design Parameters) ENTRANCE DESIGN PRESENT DESIGN PROPOSED SOURCE (e.g. TAC, PARAMETERS CONDITIONS STANDARDS STANDARDS GDM, YR)

Minimum Width 3 m Res. 5 m Res. 3 m Res. 1 YRRDG N/A Com. 9 m Com. N/A Com. Pg. 69 DS-214 DS-200

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ENTRANCE DESIGN PRESENT DESIGN PROPOSED SOURCE (e.g. TAC, PARAMETERS CONDITIONS STANDARDS STANDARDS GDM, YR)

Minimum Length (ROW 8 m Res. N/A 7 m Res. As per local to building) N/A Com. N/A Com. municipality standard

Minimum Radius 3 m Res. 5 m Res. 3 m Res. YRRDG N/A Com. 9 m Com. N/A Com. Pg. 70 DS-214 DS-200

Maximum Grade 4% 10% 4% YRRDG Pg.71

Max. algebraic grade 4.5% 4% 4% YRRDG change (4% Max) Pg.71

Design Notes: 1 No geometric modifications along this segment, maintain existing conditions

8.1.2 Road Geometry The proposed design optimizes geometric needs while aiming to minimize impacts on watercourse crossings and other sensitive features, and reduce grading impacts to adjacent properties. Details about the proposed horizontal and vertical alignment are included below.

Horizontal Alignment The horizontal alignment for the preferred design (with a 60 km/h design speed) generally parallels the existing centerline of 16th Avenue. However, there are locations where the centerline is shifted slightly to the north or south to better fit the ultimate design of 16th Avenue within the proposed 43 m right-of-way. Adjacent and in proximity to the York Downs proposed development lands, widening to the north is preferred because this minimizes impacts where there are significant constraints, such as the residential properties adjacent to the existing road on the south side. Minor adjustments in the horizontal alignment are proposed in some locations in order to address geometric deficiencies or to minimize impacts to adjacent properties or features. Some of these locations include: • Between Nufield Gate and Warden Avenue, where the centerline is shifted to the south; • Between Warden Avenue and Country Estates Drive/Village Parkway, where the centerline is shifted to the south; • Between Country Estates Drive/Village Parkway and Normandale Road, where the centerline is shifted to the north; and, • Between Yorkton Boulevard and Kennedy Road, where the centerline is shifted to the north.

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In general, the horizontal alignment deficiencies as identified in Section 5.6.1 and shown in Exhibit 5-13 were corrected as feasible. Minor deviations are noted as follows: • 16th Avenue in the vicinity of 16th Lane ( Stn. 17+725 to Stn. 17+750). At this location, in order to minimize impacts to backyards on the north side, superelevation ∼ runout will need to start within the curves. • 16th Avenue, west of Ninth Line ( Stn. 26+250 to Stn. 26+275). At this location, only AT improvements are proposed (no road widening or alignment modifications). ∼ Therefore, the existing alignment with reduced tangent runout between two curves is maintained. • 16th Avenue, east of Reesor Road ( Stn. 28+490 to Stn. 28+510). At this location, no road widening or alignment modifications are proposed. Therefore, the existing ∼ alignment with reduced tangent runout between two curves is maintained. The proposed horizontal alignment is illustrated on the preliminary design drawings in Appendix A.

Vertical Alignment The proposed vertical alignment accommodates a 60 km/h design speed. This vertical alignment was chosen to match the existing road profile where possible, or designing to meet the geometric standards required for the class of the road, as per the design criteria identified in Section 8.1.1. Between Country Estates Drive/Village Parkway and Normandale Road, the vertical profile has been raised in order to increase hydraulic capacity at Bruce Creek. Vertical deficiencies as identified in Section 5.6.1 and shown in Exhibit 5-13 were corrected in the proposed designs. The proposed vertical alignment is illustrated on the preliminary design drawings in Appendix A.

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8.1.3 Typical Cross-Sections The typical cross-section between Woodbine Avenue and McCowan Road (with the exception of Country Estates Drive/Village Parkway to Kennedy Road and between approximately 140 m west of Townson Road/Buttonfield Road and Townson Road/Buttonfield Road) is illustrated in Exhibit 8-1. The typical cross-section generally consists of: • Four 3.3 m general purpose vehicular lanes (two in each direction) • Two 3.5 m Transit/HOV curb lanes (one in each direction) • A 3.0 m off-road MUP on the north boulevard • A 1.5 m sidewalk on the south boulevard • 1.5 m – 5.0 m raised median where feasible (the median width also accommodates left-turn lanes at intersections) • Landscaping within the boulevards as feasible, allowing for space to accommodate utilities and bus pads (minimum 2.0 m to accommodate utilities and light poles from back of curb; tree planting opportunities will be identified where 2.9 m or wider boulevard space is available) • A 0.5 m curb and gutter • A 0.5 m grading buffer Grading will be contained within the proposed right-of-way where feasible. In those areas where grading extends beyond the proposed right-of- way, grading easements, retaining walls, and/or property acquisition may be required as discussed in Section 8.1.9.

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Exhibit 8-1: Typical Cross-Section between Woodbine Avenue and McCowan Road with the exception of Country Estates Drive/Village Parkway to Kennedy Road and between approx. 140 m west of Townson Road/Buttonfield Road and Townson Road/Buttonfield Road)

Between Country Estates Drive/Village Parkway and Kennedy Road, MUPs are proposed on both sides to accommodate trail connection to the Rouge Valley Trail system and the proposed York Downs development lands. Between approximately 140 m west of Townson Road/Buttonfield Road and Townson Road/Buttonfield Road, MUPs are also proposed on both sides to accommodate trail connections on the south side of 16th Avenue. The typical cross-section between Country Estates Drive/Village Parkway and Kennedy Road and between approx. 140 m west of Townson Road/Buttonfield Road and Townson Road/Buttonfield Road is illustrated in Exhibit 8-2. The typical cross-section generally consists of: • Four 3.3 m general purpose vehicular lanes (two in each direction) • Two 3.5 m Transit/HOV curb lanes (one in each direction) • Two 3.0 m off-road MUPs (one on each side of the road)

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• 1.5 m – 5.0 m raised median • Landscaping within the boulevards where feasible and in the median where sufficient space is available (minimum 2.0 m in the boulevards to accommodate utilities and light poles from back of curb; tree planting opportunities will be identified where 2.9 m or wider space is available) • A 0.5 m curb and gutter Per York Region’s standards, in order to accommodate a planted median, its minimum width needs to be 5.0 m. To minimize the potential impacts to properties, the proposed median for the segment is 1.5 m, with the exception of the length of roadway between Berczy Creek and Bruce Creek. In this area, there are limited impacts associated with a wider roadway platform, allowing for landscaping opportunities to be maximized. The proposed median between Berczy Creek and Bruce Creek is therefore a 5.0 m planted median. Grading will be contained within the proposed right-of-way where feasible. In those areas where grading extends beyond the proposed right-of- way, grading easements, retaining walls, and/or property acquisition may be required as discussed in Section 8.1.9.

Exhibit 8-2: Typical Cross-Section between Country Estates Drive/Village Parkway and Kennedy Road and between approx. 140 m west of Townson Road/Buttonfield Road and Townson Road/Buttonfield Road

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The typical cross-section between McCowan Road and Donald Cousens Parkway (with the exception of Ninth Line to Cornell Centre Boulevard) is illustrated in Exhibit 8-3. The typical cross-section generally consists of: • Four existing 3.5 m general purpose vehicular lanes (two in each direction) • A 3.0 m off-road MUP on the north boulevard • A 1.5 m sidewalk on the south boulevard • Landscaping within the boulevards where feasible (minimum 2.0 m to accommodate utilities and light poles from back of curb; tree planting opportunities will be identified where 2.9 m or wider boulevard space is available) • A 0.5 m curb and gutter Grading will be contained within the proposed right-of-way where feasible. In those areas where grading extends beyond the proposed right-of- way, grading easements, retaining walls, and/or property acquisition may be required as discussed in Section 8.1.9.

Exhibit 8-3: Typical Cross-Section between McCowan Road and Donald Cousens Parkway

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Between Ninth Line and Cornell Centre Boulevard, the existing road cross-section consists of MUP on both sides of 16th Avenue. This will be maintained in the proposed design, with the addition of MUP on the north side in sections where the current facilities are discontinuous. On the south side just east of Donald Cousens Parkway, there is a gap in the existing sidewalk. A new sidewalk is proposed at this location to fill in the existing gap. The typical cross-section between Donald Cousens Parkway and York/Durham Line (with the exception of Donald Cousens Parkway to approximately 65 m east of Reesor Road) is illustrated in Exhibit 8-4. The typical cross-section generally consists of: • Two existing 3.5 m general purpose vehicular lanes (one in each direction) • Two 2.5 m paved shoulders (one on each side of the road)

Exhibit 8-4: Typical Cross-Section between Donald Cousens Parkway and York/Durham Line

Between Donald Cousens Parkway and Reesor Road, the existing MUP on the south side is maintained in the proposed design. From Reesor Road to approximately 65 m east of Reesor Road, the existing sidewalk on the south side is also maintained in the proposed design.

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Due to constraints along 16th Avenue as described in Section 4.1, modifications have been made to the typical cross-section at several locations in order to minimize impacts. Modifications include reduction of boulevard space and the MUP width. At short, constrained sections, the MUP is reduced to up to 2.4 m in order to reduce the design footprint and minimize impacts to adjacent properties and features. Locations where the proposed MUP has been reduced to 2.4 m on the north side of 16th Avenue (unless noted otherwise) to avoid impacts to the adjacent properties and features include: • West of Townson Road/Buttonfield Road (south side, across Apple Creek) • East of Townson Road/Buttonfield Road • East of Rodick Road • West and east of Village Gate Drive/Greystone Road • West and east of Nufield Gate/Lockridge Avenue • West of Warden Avenue • West of Country Estates Drive/Village Parkway • East of Country Estates Drive/Village Parkway (north and south sides) • At Bruce Creek (both north and south side, MUP is reduced to 2.7 m at this location) • Between Aitken Circle and Kennedy Road (south side) • West of The Bridle Walk/Shorthill Drive • West of Stonebridge Drive/Saratoga Road • East of Roy Rainey Avenue/Cairns Drive • At Robinson Creek (MUP is reduced to 2.7 m at this location) • East of Mingay Avenue/Stone Mason Drive • East of Heritage Corners Lane • East of Alfred Paterson Drive

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Typical Cross-Sections at Bridges and Culverts The typical cross-section has also been modified at bridges and culverts to protect for greater separation between AT facilities and curb lanes. The typical cross sections at long bridges, short bridges, and culverts are illustrated in Exhibit 8-5 through Exhibit 8-7. The objective of differentiating between long versus short bridges was to minimize impacts to the respective watercourses, while also maintaining a high level of comfort and operation through an appropriate separation between AT facilities and the motorized vehicles. At the time of detailed design, these designs should be reviewed and any changes to design standards and/or industry best practices should be considered. The type of structure (long bridge, short bridge, or culvert) for each location is specified in Table 8-10. Table 8-10: Structure Type by Location

Location Structure Type

Apple Creek Culvert

Berczy Creek Long bridge (new bridge to replace existing)

Bruce Creek Short bridge

Eckardt Creek Culvert

Robinson Creek Short bridge

Mount Joy Creek Culvert

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Exhibit 8-5: Typical Cross-Section at Long Bridges

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Exhibit 8-6: Typical Cross-Section at Short Bridges

Exhibit 8-7: Typical Cross-Section at Culverts

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8.1.4 Transit/HOV At the time of the EA study, the study corridor is already serviced by transit; however, the preferred design accommodates a future Frequent Transit Network service level with service every 15 minutes instead of every half hour, as identified in the York Region Transportation Master Plan. Dedicated Transit/HOV lanes are proposed in the curb lanes. To accommodate the Frequent Transit Network service level identified for the corridor, bus stops/pads are incorporated in the preferred design. The bus stops/pads conform to York Region’s 2016 Concrete Bus Pad Specifications and Drawings (YRT-1.02). The proposed bus stops/pads are based on the existing locations and infrastructure, which should be reviewed in consultation with YRT during detailed design. New bus stop locations are not proposed as part of the 16th Avenue EA studies. The proposed bus stops/pads are illustrated in the preliminary design drawings in Appendix A.

8.1.5 Cycling and Pedestrian Facilities York Region’s Transportation Master Plan aims to make AT more comfortable, connected and convenient, and to help residents choose walking and cycling more frequently to meet their daily travel needs. As such, providing more continuous pedestrian and cycling facilities is one of the primary goals for the 16th Avenue study corridor. Continuous pedestrian and cycling facilities, generally consisting of 3.0 m MUP (shared by cyclists and pedestrians) on the north boulevard and 1.5 m sidewalks on the south boulevard are proposed between Woodbine Avenue and Country Estates Drive/Village Parkway (with the exception of a short segment west of Townson Road/Buttonfield Road) and between Kennedy Road and Donald Cousens Parkway (with the exception of the segment between Ninth Line and Cornell Centre Boulevard). Between Country Estates Drive/Village Parkway and Kennedy Road, existing trail connections to the Rouge Valley Trail system connecting to Toogood Pond, proposed York Downs development lands, and other key destinations are present. In order to allow for additional trail connections and connectivity for existing trail connections in this segment, the City of Markham requested that an MUP be provided on both the north and south sides of 16th Avenue between Country Estates Drive/Village Parkway and Kennedy Road. From approximately 140 m west of Townson Road/Buttonfield Road to Townson Road/Buttonfield Road, an MUP is proposed on both the north and south sides of 16th Avenue to provide a connection to the trails to the south. Between Ninth Line and Cornell Centre Boulevard, there is existing MUP on both the north and south sides. The MUP on the north side is proposed to be extended to Reesor Road. East of Donald Cousens Parkway, the landscape consists of a rural setting adjacent to naturally sensitive park lands with fewer cycling and pedestrian origins/destinations. As such, no designated pedestrian and cyclist facilities are proposed within this segment, with the exception of a short segment from Donald Cousens Parkway to Reesor Road, where a 3.0 m MUP is proposed on the north side and MUP currently exists on the south side. Paved shoulders will be provided east of the Little Rouge River bridge. While these facilities are not formalized cycling or pedestrian facilities and do not officially support mode share, they are available to be used by all transportation modes including cyclists and pedestrians instead of sharing the travel lanes with vehicles. However, wider vehicles such as farm equipment may also use the paved shoulders along this segment.

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Public and stakeholder consultation identified support for the introduction of shared pedestrian and cyclist MUP as proposed. Implementing a shared AT facility rather than separate pedestrian and cycling facilities as originally envisioned, reduces the overall design footprint, thereby minimizing impacts to properties and features adjacent to the corridor. A utility buffer zone that will also accommodate landscaping is located between the edge of the sidewalk/MUP and the edge of the roadside curb. Generally, the proposed AT facilities are located as close to adjacent properties as possible in order to maximize tree planting opportunities in the boulevard, maximize the separation between pedestrians and cyclists and the roadway to promote comfort, and allow for sufficient space for utilities. At locations where the MUP and sidewalk intersect bus pads, where feasible the MUP and sidewalk are to be placed behind the bus pad to minimize conflicts between passengers boarding and alighting buses and those traversing the AT facility. Individual bus pad locations and configuration with AT facilities are to be reviewed during detailed design. The selection of material type and treatment for the MUP and sidewalk will be confirmed during detailed design. The material type and treatment style will consider the interface between the respective AT facility and bus stops. The need for delineation through the bus stop area by signage, tactile warning or change in elevation will also be confirmed during detailed design. Along the corridor, there are specific locations where right-of-way constraints require the reduction of the roadway platform width. At these locations, the 3.0 m MUP is reduced to 2.4 m which is the absolute minimum as per design standards, and can only be used for short constrained segments. Pedestrian and cyclist will cross signalized intersections via a crosswalk/crossride. The Region is in the process of developing AT guidelines, which should be reviewed during detailed design to ensure the proposed design conforms to the updated guidelines.

8.1.6 Intersections Design, Traffic Signals and Illumination Intersections have been designed in accordance with Accessibility for Ontarians with Disabilities (AODA) standards and to facilitate the movement of all road users, including pedestrians and cyclists. Details regarding intersection designs are to be developed during detailed design. The existing traffic signals between Woodbine Avenue and York/Durham Line should be maintained and new signalized intersections are proposed at Lockridge Avenue, Harbord Street/Longwater Chase, Alexander Lawrie Avenue, Quarry Stone Drive, Williamson Road, Chancery Road, Alfred Paterson Drive, Reesor Road, and York/Durham Line. The new signalized intersections at York/Durham Line is to be carried out with future widening of York/Durham Line. At Normandale Road East, there is a planned development on the north side of 16th Avenue where the developer has recommended signalization, so intersection improvements at this location will be pending development approval. Additionally, Old 16th Avenue and Cornell Rouge Boulevard are not recommended for signalization in regards to the 16th Avenue EA; however, there is a potential need for signalization as these intersections may support development in the future. The criteria used to evaluate the alternatives for unsignalized intersections included consideration of creating a pedestrian and cyclist friendly environment. Signalization at the above-mentioned intersections would provide north-south and east-west crossing opportunities for pedestrians and cyclists on all legs of the intersections. The proposed intersections to be signalized considered future traffic needs, increases in pedestrian traffic, increased crossing distances for pedestrians, and the vehicular level of comfort associated with unsignalized left-turn movements.

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All unsignalized intersections that were considered for signalization were screened for the feasibility of implementing a roundabout. Considerations for roundabout feasibility included the number of lanes required for implementation (the intersection was not carried forward for further assessment if three or more lanes were required for implementation) and whether there were significant property or feature constraints surrounding the intersection. Based on this screening, only the 16th Avenue and York/Durham Line intersection warranted further analysis to determine if a roundabout was recommended and was carried forward from the roundabout screening to undergo a more detailed assessment. Based on detailed evaluation, a roundabout at that location would result in significant impacts to the Major Creek watercourse and associated wetland, vegetation communities, cultural heritage landscape, and adjacent properties including agricultural lands. As such, a roundabout was not recommended. Instead, the project team recommended a signalized intersection with a northbound left-turn lane at 16th Avenue and York/Durham Line. Due to localized constraints at some locations (such as right-of-way availability as a result of backyards adjacent to the road), left turn lane storage lengths as proposed in the design may not meet the minimum recommendations from the traffic analysis. This should be revisited during detailed design. Taper lengths for left turn lanes were designed based on TAC road design guidelines (TAC Chapter 8, p. 123). There are numerous turning movements within the corridor anticipated to spill over the existing corresponding storage lengths. This will potentially cause queue spillbacks and blockage of the adjacent through lanes in the future. As such, the following measures should be taken to improve these issues: • The Region should continue to implement travel demand management measures as a condition of site plan approval to encourage travel outside of peak hours, higher occupant vehicle travel, transit use or AT for shorter trips; • Frequent transit network and services should be implemented on 16th Avenue and connecting corridors to encourage modal shift to transit; and, • The development of a finer grid street network should be encouraged through development along the corridor to provide more route options and thus avoid heavily congested movements with no other feasible route option. Details of the analysis for signalization of unsignalized intersections, roundabout screening, and evaluation of the alternative designs considered at 16th Avenue and York/Durham Line are provided in Appendix F. Illumination along the study corridor will consider the roadway profile, the rural and urban cross- section depending on the segment, and AT requirements. Details will be based on York Region’s illumination standards and will be confirmed during detailed design, at which time the type and location of poles and luminaires will be confirmed.

8.1.7 Access The preferred design incorporates a 1.5 m - 5.0 m raised centre median along 16th Avenue between Woodbine Avenue and McCowan Road where compatible with the existing right-of-way characteristics. Where the raised median restricts full access to individual properties, only right-in- right-out (RIRO) access is accommodated. At some locations, access to driveways and intersections will be provided through gaps in the median as feasible. In general, where RIRO access exists it is proposed to remain as RIRO access, and in some locations RIRO access will be introduced through

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the addition of the raised median. For example, the introduction of the raised centre median will result in changes to access at the following locations: • Access at two driveways to the Transformer Station on the south side of 16th Avenue east of Rodick Road will become RIRO • Access at the commercial driveway on the north side of 16th Avenue west of Kennedy Road (the Village Grocer) will continue to have RIRO access, further emphasized through the extension of the raised median along 16th Avenue (RIRO access was previously identified through a pork chop island in the driveway) • Access at the church driveway on the north side of 16th Avenue west of The Bridle Walk will become RIRO • Access at the commercial driveway on the north side of 16th Avenue west of Markham Road/Highway 48 will become RIRO due to the ongoing median island and pavement marking works by YR at the time of the EA The proposed entrance at the church on the north side of 16th Avenue east of Alexander Lawrie Avenue is subject to site plan approval. Details and location are to be confirmed during detailed design. Full access is proposed to be maintained at this location at the time of the EA. Some driveways along the corridor will need to be re-graded to accommodate the proposed road improvements. Details regarding re-grading will be confirmed during detailed design. Property owners will be notified of temporary impacts to driveway access prior to construction and in advance of work related to their access.

8.1.8 Streetscaping and Landscaping The preferred design was carried out in accordance with York Region’s Towards Great Regional Streets design guidelines which state that Regional streets are also an integral element in promoting high quality urban design, serving as entryways to communities and encouraging the development of pedestrian-friendly and transit-oriented neighbourhoods. To conform to the guidelines, streetscaping and landscaping opportunities are identified, as feasible, to enhance and improve the quality of urban design along 16th Avenue. It should be noted that typical Regional landscaping requirements were relaxed for 16th Avenue due to the constraints on both sides of the corridor. The minimum width required in the centre median to support landscaping is 2.0 m with a minimum width of 4.0 m to support trees. Medians between 2.0 m and 4.0 m in width are able to support landscaping including shrubs and grasses. In the segment between Berczy Creek and Bruce Creek, the proposed design includes a 5.0 m raised median, which can accommodate tree planting opportunities. Median treatments will be defined during detailed design, in consultation with the City of Markham and subject to available funding. The preferred design also considers maximizing the available space for plantings and streetscaping between the roadway, AT facilities, and property line. The space in the boulevard between the AT facilities and the roadside curb includes landscaping, as feasible. At locations where additional space exists between the AT facilities and the property line, consideration during detailed design should be given to maximizing this space for landscaping opportunities. Boulevard space of 2.9m or greater width is identified as a street tree planting area opportunity, where large form street trees may be planted at 8 m on centre spacing and small form trees at 6 m on centre spacing. Additional

December 19, 2019 | 211 Schedule ‘C’ Environmental Assessment Study for 16th Avenue from Woodbine Avenue to York/Durham Line Environmental Study Report recommendations for the boulevard tree plantings are summarized as follows and are to be confirmed during detailed design: • The recommended offset distance for tree placement in a boulevard is 3.5 m from the curb to the centre of tree. The absolute minimum that will be accepted is 2.5 m. • Each tree within the boulevard requires a minimum of 16 cubic metres of soil volume with access to an additional 14 cubic metres of shared soil volume. Where the boulevard is less than 2.9m in width, considerations for other landscaping treatments such as grass or other small vegetation will be considered during detailed design. All applicable sight triangles are also considered as potential areas for street trees, as per York Region’s Sight Triangle Design Manual. Where existing streetscape features are to be impacted as a result of the proposed improvements, features are to be restored or relocated, where feasible. Areas for tree planting opportunities are shown on the preliminary design drawings in Appendix A. Streetscaping opportunities are to be confirmed, and a streetscaping plan including individual tree planting locations is to be developed during detailed design.

8.1.9 Property Requirements Based on York Region’s Official Plan Map 12, York Region may acquire up to 43 m right-of-way for 16th Avenue between Woodbine Avenue and Ninth Line, and up to 36 m right-of-way between Ninth Line and York/Durham Line. Additional land may be acquired to accommodate intersection requirements. The proposed design; however, attempts to minimize property requirements. During the development of the preliminary design, the project team consulted with affected property owners to optimize the design and further reduce potential property impacts where feasible, and identify property acquisition and grading easements on the preliminary design plans. Potential property acquisition as a result of the proposed design is shown on the preliminary design drawings in Appendix A, and summarized in Table 8-11. In general, grading will be contained within the proposed right-of-way where feasible. Temporary and permanent easements will also be considered for construction, maintenance, and grading purposes. During detailed design, opportunities to reduce property requirements and for the use of easements instead of property acquisition should be reviewed where feasible.

Table 8-11: Property Requirements

Location and Description of Property Requirement Approximate Area Approximate Area Required (m2) Required (m2) (Acquisition) (Easement)

Woodbine Avenue to McCowan Road

Sta. 15+910 to Stn. 15+925, east of Woodbine Avenue 80 - (south side) Sta. 15+915 to Stn. 16+000, east of Woodbine Avenue 290 - (north side) Sta. 15+932 to Stn. 16+000, east of Woodbine Avenue - 300 (north side) Sta. 16+000 to Stn. 16+183, east of Woodbine Avenue 445 810 (north side)

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Location and Description of Property Requirement Approximate Area Approximate Area Required (m2) Required (m2) (Acquisition) (Easement)

Sta. 16+183 to Stn. 16+300, east of Woodbine Avenue 550 530 (north side) Sta. 16+270 to Stn. 16+290, east of Woodbine Avenue - 100 (south side) Sta. 16+283 to Stn. 16+340, east of Woodbine Avenue - 315 (south side) Sta. 16+300 to Stn. 16+335, east of Woodbine Avenue 215 65 (north side) Sta. 16+330 to Stn. 16+340, east of Townson 30 - Road/Buttonfield Road (north side) Sta. 16+370 to Stn. 16+378, east of Townson 25 - Road/Buttonfield Road (north side) Sta. 16+372 to Stn. 16+410, east of Townson 180 - Road/Buttonfield Road (north side) Sta. 16+375 to Stn. 16+430, east of Townson - 135 Road/Buttonfield Road (north side) Sta. 16+410 to Stn. 16+595, east of Townson 460 - Road/Buttonfield Road (north side) Sta. 16+595 to Stn. 16+638, east of Townson 45 - Road/Buttonfield Road (north side) Sta. 16+638 to Stn. 16+735, east of Townson 345 - Road/Buttonfield Road (north side) Sta. 16+650 to Stn. 16+725, east of Rodick Road - 325 (north side) Sta. 16+725 to Stn. 16+736, east of Rodick Road 60 - (north side) Sta. 16+766 to Stn. 16+775, east of Rodick Road 75 - (north side) Sta. 16+766 to Stn. 16+771, east of Rodick Road 15 - (south side) Sta. 16+771 to Stn. 16+826, east of Rodick Road 105 - (south side) Sta. 16+776 to Stn. 16+924, east of Townson - 630 Road/Buttonfield Road (south side) Sta. 16+780 to Stn. 16+815, east of Rodick Road - 155 (north side) Sta. 16+785 to Stn. 16+815, east of Rodick Road 140 - (north side) Sta. 17+055 to Stn. 17+100, east of Rodick Road 160 - (north side) Sta. 17+150 to Stn. 17+215, east of Village Gate 285 - Drive/Greystone Road (north side) Sta. 17+460 to Stn. 17+525, east of Village Gate 270 - Drive/Greystone Road (north side)

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Location and Description of Property Requirement Approximate Area Approximate Area Required (m2) Required (m2) (Acquisition) (Easement)

Sta. 17+479 to Stn. 17+536, east of Village Gate 115 155 Drive/Greystone Road (south side) Sta. 17+580 to Stn. 17+835, east of Nufield 905 - Gate/Lockridge Avenue (north side) Sta. 18+205 to Stn. 18+250, east of Warden Avenue - 50 (north side) Sta. 18+250 to Stn. 18+295, east of Warden Avenue - 65 (north side) Sta. 18+295 to Stn. 18+345, east of Warden Avenue - 75 (north side) Sta. 18+385 to Stn. 18+420, east of Warden Avenue 75 - (north side) Sta. 18+420 to Stn. 18+455, east of Warden Avenue 100 - (north side) Sta. 18+455 to Stn. 18+490, east of Warden Avenue 145 75 (north side) Sta. 18+525 to Stn. 18+568, east of Country Estates - 215 Drive/Village Parkway (north side) Sta. 18+530 to Stn. 18+570, east of Country Estates 175 - Drive/Village Parkway (north side) Sta. 18+570 to Stn. 19+680, east of Country Estates 4110 - Drive/Village Parkway (north side) Sta. 18+580 to Stn. 18+655, east of Country Estates - 540 Drive/Village Parkway (south side) Sta. 18+605 to Stn. 18+632, east of Country Estates - 150 Drive/Village Parkway (north side) Sta. 18+697 to Stn. 18+950, east of Country Estates - 1840 Drive/Village Parkway (north side) Sta. 18+720 to Stn. 18+775, east of Country Estates - 485 Drive/Village Parkway (south side) Sta. 18+775 to Stn. 18+840, east of Country Estates - 350 Drive/Village Parkway (south side) Sta. 18+980 to Stn. 19+665, east of Normandale Road - 3845 (north side) Sta. 19+590 to Stn. 19+620, east of Normandale Road 145 - (south side) Sta. 19+680 to Stn. 19+715, east of Normandale Road 85 - (north side) Sta. 19+715 to Stn. 19+725, east of Normandale Road 35 - (north side) Sta. 19+725 to Stn. 19+744, east of Normandale Road 50 - (north side) Sta. 19+780 to Stn. 19+870, east of Normandale Road 215 - (north side)

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Location and Description of Property Requirement Approximate Area Approximate Area Required (m2) Required (m2) (Acquisition) (Easement)

Sta. 20+187 to Stn. 20+303, east of Kennedy Road - 95 (north side) Sta. 20+405 to Stn. 20+785, east of Harbord - 2980 Street/Longwater Chase (north side) Sta. 21+080 to Stn. 21+155, east of William Berczy - 475 Boulevard/Longwater Chase (north side) Sta. 21+050 to Stn. 21+078, east of William Berczy - 175 Boulevard/Longwater Chase (south side) Sta. 21+073 to Stn. 21+078, east of William Berczy - 10 Boulevard/Longwater Chase (south side) Sta. 21+078 to Stn. 21+155, east of William Berczy - 500 Boulevard/Longwater Chase (south side) Sta. 21+155 to Stn. 21+175, east of William Berczy 115 - Boulevard/Longwater Chase (south side) Sta. 21+155 to Stn. 21+184, east of William Berczy 125 75 Boulevard/Longwater Chase (north side) Sta. 21+172 to Stn. 21+185, east of William Berczy - 60 Boulevard/Longwater Chase (south side) Sta. 21+184 to Stn. 21+243, east of William Berczy - 395 Boulevard/Longwater Chase (north side) Sta. 21+285 to Stn. 21+445, east of William Berczy - 680 Boulevard/Longwater Chase (north side) Sta. 21+445 to Stn. 21+583, east of The Bridle - 400 Walk/Shorthill Drive (north side) Sta. 21+583 to Stn. 21+586, east of The Bridle - 10 Walk/Shorthill Drive (north side) Sta. 21+586 to Stn. 21+617, east of The Bridle - 85 Walk/Shorthill Drive (north side) Sta. 21+617 to Stn. 21+660, east of The Bridle - 110 Walk/Shorthill Drive (north side) Sta. 21+660 to Stn. 21+710, east of The Bridle - 115 Walk/Shorthill Drive (north side) Sta. 21+710 to Stn. 21+722, east of The Bridle - 25 Walk/Shorthill Drive (north side)

McCowan Road to Donald Cousens Parkway

Sta. 22+005 to Stn. 22+040, east of McCowan Road 65 - (north side) Sta. 22+040 to Stn. 22+135, east of McCowan Road 170 220 (north side) Sta. 22+526 to Stn. 22+708, east of McCowan Road 755 - (north side) Sta. 23+215 to Stn. 23+220, east of Roy Rainey - 20 Avenue/Cairns Drive (north side)

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Location and Description of Property Requirement Approximate Area Approximate Area Required (m2) Required (m2) (Acquisition) (Easement)

Sta. 23+220 to Stn. 23+332, east of Roy Rainey - 575 Avenue/Cairns Drive (north side) Sta. 23+745 to Stn. 23+775, east of Mingay 250 - Avenue/Stone Mason Drive (south side) Sta. 24+310 to Stn. 24+460, east of Markham Road 725 - (north side) Sta. 24+460 to Stn. 24+480, east of Markham Road 160 - (north side) Sta. 24+472 to Stn. 24+500, east of Markham Road - 165 (south side) Sta. 24+480 to Stn. 24+640, east of Markham Road 1220 155 (north side) Sta. 24+500 to Stn. 24+515, east of Markham Road - 75 (south side) Sta. 24+640 to Stn. 24+805, east of Markham Road 520 - (north side) Sta. 25+700 to Stn. 25+802, east of Swan Lake - 430 Boulevard/Mintleaf Gate (north side) Sta. 25+837 to Stn. 25+845, east of Chancery Road 25 - (north side) Sta. 25+842 to Stn. 25+900, east of Chancery Road 130 - (north side) Sta. 25+900 to Stn. 25+945, east of Chancery Road 130 - (north side) Sta. 27+310 to Stn. 27+492, east of Bur Oak Avenue 725 - (north side)

Donald Cousens Parkway to York/Durham Line

Sta. 28+827 to Stn. 29+070, east of Reesor Road 1820 - (south side) Sta. 28+827 to Stn. 29+385, east of Reesor Road 4840 - (north side) Sta. 29+070 to Stn. 30+145, east of Reesor Road 7715 - (south side) Sta. 29+385 to Stn. 30+275, west of York/Durham Line 7540 - (north side) Sta. 30+145 to Stn. 30+180, west of York/Durham Line 290 - (south side) Sta. 30+180 to Stn. 30+275, west of York/Durham Line 890 - (south side)

Property and easement requirements identified in this section and shown on the preliminary design drawings in Appendix A are preliminary and will be finalized during detailed design.

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8.1.10 Geotechnical Foundations Design The foundations investigations recommendations are detailed in Appendix K. Based on the existing structure geometry and the subsurface conditions, the following foundation conditions may be considered suitable for preliminary design: • Shallow foundations are considered suitable for the existing culverts with the intent to match existing founding levels; this would apply to Apple Creek (if required at detailed design), Berczy Creek, Eckardt Creek and Robinson Creek. Shallow foundations would have to be founded below the existing fill, on the native soils, which may result in variable excavation depths that may require temporary excavation support and/or dewatering measures. • Deep foundation are considered suitable for the support of the abutments for the Berczy Creek and Bruce Creek structures. While shallow foundations may be considered feasible, they are not considered practical at these structure sites, as shallow foundations may not be sufficient to support a 60+ m span bridge structure at Berczy Creek and unacceptable differential settlement between the existing and new widened structure elements at Bruce Creek. At this preliminary stage, it is anticipated that temporary protection systems will be required along 16th Avenue, in order to facilitate the construction of the widened structures and culverts. The stability of the embankment slopes may be assessed once the configuration (based on structural layout and property restrictions) is available at detailed design.

8.1.11 Pavement Design The preliminary pavement investigation recommendations are detailed in Appendix K and are provided for both rehabilitation and widening designs. With regards to rehabilitation design, various treatments have been considered. The rehabilitation design recommendations are detailed in Appendix K, which includes recommendations for 16th Avenue between Woodbine Avenue and Markham Road/Highway 48 (the original limits being considered for widening). However, the section below only summarizes the recommendations for the segments between Woodbine Avenue and McCowan Road, as those are the revised recommended limits of widening. The following considerations were taken into account when selecting the preferred rehabilitation strategy for each section: • Geometric and grade restrictions; • Sustainability, in particular opportunities to reuse existing pavement materials; • Available construction technologies and experience with the selected rehabilitation strategy in the Region; • Structural adequacy of rehabilitated pavement; and, • Cost effectiveness. The recommended pavement widening design for 16th Avenue will be required to match the grade of the rehabilitated pavement and meet the structural requirements for future traffic loading and is outlined in Table 8-12.

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Table 8-12: Pavement Widening Design Recommendations for 16th Avenue between Woodbine Avenue and McCowan Road Pavement Widening Design Recommendations for 16th Avenue between Woodbine Avenue and Markham Road/Highway 48

Section 1: Woodbine • Excavate the existing pavement structure materials and/or subgrade soils to Avenue and Warden the top of the subgrade (bottom of granular material) in the adjacent Avenue pavement, or 930 mm below the top of the final pavement surface grade, whichever is deeper; • Place and compact Granular B, Type I to a depth of 310 mm below the final pavement surface grade, or a minimum thickness of 620 mm; • Place and compact 150 mm of Granular A; • Place 110 mm of binder course asphalt, in two lifts, and • Place 50 mm of surface course asphalt.

Section 2: Warden Avenue • Excavate the existing pavement structure materials and/or subgrade soils to and Kennedy Road the top of the subgrade (bottom of granular material) in the adjacent pavement, or 890 mm below the top of the final pavement surface grade, whichever is deeper; • Place and compact Granular B, Type I to a depth of 290 mm below the final pavement surface grade, or a minimum thickness of 600 mm; • Place and compact 150 mm of Granular A; • Place 100 mm of binder course asphalt, in two lifts, and • Place 40 mm of surface course asphalt.

Section 3: Kennedy Road • Excavate the existing pavement structure materials and/or subgrade soils to and The Bridle Walk the top of the subgrade (bottom of granular material) in the adjacent pavement, or 890 mm below the top of the final pavement surface grade, whichever is deeper; • Place and compact Granular B, Type I to a depth of 290 mm below the final pavement surface grade, or a minimum thickness of 600 mm; • Place and compact 150 mm of Granular A; • Place 100 mm of binder course asphalt, in two lifts, and • Place 40 mm of surface course asphalt.

Section 4: The Bridle Walk • Excavate the existing pavement structure materials and/or subgrade soils to and McCowan Road the top of the subgrade (bottom of granular material) in the adjacent pavement, or 790 mm below the top of the final pavement surface grade, whichever is deeper; • Place and compact Granular B, Type I to a depth of 290 mm below the final pavement surface grade, or a minimum thickness of 500 mm; • Place and compact 150 mm of Granular A; • Place 100 mm of binder course asphalt, in two lifts, and • Place 40 mm of surface course asphalt.

Pavement design recommendations need to be confirmed during detailed design by a geotechnical engineer.

8.1.12 Watercourse Crossings There are six (6) watercourse crossings within the 16th Avenue Corridor B project limits. In addition, there is one (1) culvert crossing conveying the outflow from a stormwater management pond to Apple Creek. The proposed improvements and structure size and type at each location were based on existing culvert/structure condition assessments, proposed roadway geometry, grading impacts and hydraulic performance. A summary of the recommended approach at each watercourse crossing is provided in Table 8-13. More details regarding the Drainage and Stormwater Management Assessment and the Fluvial Geomorphic Investigation to support the recommendations are available in Section 8.1.13, Appendix O and Appendix M respectively.

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The four (4) CSP culvert crossings east of Reesor Road are not impacted by the proposed road improvement. However, they are recommended to be replaced with 800 mm diameter culverts (as per the York Region standards) since they are approaching the end of their service life. Culvert/structure designs, including the design of culvert end treatments and embedment design, are to be reviewed and confirmed in detailed design.

Table 8-13: Watercourse Crossing Structure Recommendations Watercourse Existing Structure Recommendations Crossing Size and Type

Apple Creek 2400 x 2100 No impact to culvert. (C-4) Concrete Box Culvert Cell 1- 4550 x 3050 Bridge Replacement and road profile adjustment is Cell 2- 4550 x 3050 required to accommodate roadway improvements and increase hydraulic capacity. Berczy Creek 2-cell Concrete Box (C-5) Culvert Replace culvert with a 82.5 m long bridge (with 60 m perpendicular opening) and raise the roadway profile approximately 1.3 m 12000 x 2650 Bridge Widening is required on both sides to Bruce Creek accommodate roadway improvements. The required (C-6) Rigid Frame Concrete extension is approximately 7.5 m on the north side Bridge and 8.5 m on the south side. 3660 x 1960 Culvert extension is required on both sides to Eckardt Creek accommodate roadway improvements. The required (C-7) Concrete Box Culvert extension is approximately 5.0 m on the north side and 3.0 m on the south side. 3660 Culvert replacement. Based on the remaining Robinson Creek servicing life and the anticipated roadway construction (C-8) CSP1 Circular Culvert schedule, it is recommended to replace the existing culvert with a rigid frame bridge (13 m clear span). 7000 x 2740 Bridge widening is required to accommodate the Mount Joy Creek MUP. The required extension is approximately 5.5 m (C-9) on the north side and 3.0 m on the south side. 20000 x 6500 Existing 3-span bridge structure is in excellent Little Rouge River 45000 x 6500 condition and no impacts are anticipated. (C-10) 20000 x 6500 Recommended to maintain existing structure.

8.1.13 Drainage/Stormwater Management Plan

Roadway Drainage The preferred alternative design concept for 16th Avenue from Woodbine Avenue to McCowan Road recommends widening the road from four to six lanes, as well as adding a multi-use pathway and sidewalks. The design concept does not propose any widening east of McCowan Road, except for the addition of a multi-use pathway and sidewalks at some sections of the road between McCowan Road and Reesor Road. Consequently, there is only an 8% increase in pavement areas and the increase in the quantity of runoff from the right-of way between McCowan Road and Reesor Road (Areas B-9 to B-17 shown in Exhibit 8-12 to Exhibit 8-16) are not anticipated to be considerable. East of Reesor Road to York/Durham Line, 16th Avenue will remain a 2-lane roadway and the

December 19, 2019 | 219 Schedule ‘C’ Environmental Assessment Study for 16th Avenue from Woodbine Avenue to York/Durham Line Environmental Study Report existing gravel shoulders will be paved. Overall, the existing drainage patterns and outlet locations will not be altered as per the proposed roadway improvements. Agricultural tile drainage conditions shall be maintained or improved if affected. Additional details are included in Appendix O.

Minor Drainage System The storm sewer system draining the pavement for the ultimate roadway configuration between Woodbine Avenue and McCowan Road is to be designed for a 10-year storm event as per York Region Road Design Guidelines. To accommodate the proposed roadway widening between Woodbine Avenue and McCowan Road, storm sewer upsizing and catchbasin relocations are anticipated. Proposed roadway drainage will be collected by a series of catchbasins and will be conveyed by storm sewers to the existing storm outlet locations. A parallel storm sewer system can be considered in the detailed design stage that can provide the required capacity increase in combination with the existing system. There would be no impact to the storm sewer system between McCowan Road and Reesor Road, as the increase in pavement areas are very small (8%). Dry swales are proposed to convey the runoff from right-of-way between Reesor Road and York/Durham Line. There is no change in the overall drainage pattern and discharge locations from the existing conditions to the proposed conditions. Agricultural tile drainage conditions shall be maintained or improved if affected. There are a number of existing outlets for 16th Avenue runoff within the study corridor.

Major Drainage System The roadway design should ensure that the major system runoff up to the 100-year storm event can be safely conveyed to watercourse locations and should allow one lane in each direction to be clear of any flooding. Major system relief will occur at major watercourse crossings and intersections. At the locations, major system inlets will capture the 100-year flow and direct it to the outfall. A spread analysis should be completed at the detail design stage to ensure that the ponding at low points encroaches only onto one lane in each direction.

Hydraulic Assessment of Proposed Transverse Crossing Under the proposed conditions, the drainage boundary and design peak flow values for the transverse crossings are considered to remain unchanged compared to the existing conditions. The increased pavement area within the corridor improvements is negligible in comparison to the large external drainage areas contributing to each watercourse crossing location. Therefore, the design flows for the existing conditions is used to access the hydraulic performance of the proposed crossings. The hydraulic assessment for the proposed crossing culvert extension and replacement is based on the preliminary proposed horizontal road design and vertical centerline profile design. Note that the proposed inverts of the culvert are to be confirmed during detail design to accommodate the road design and the roadside ditch grading. In view of the proposed improvements, hydraulic assessments of the existing transverse crossings within the 16th Avenue Class EA Corridor B study area were undertaken in accordance to the Ontario Ministry of Transportation’s Highway Drainage Design Standards (2008) and the York Region Road Design Guidelines (2013). A summary of the proposed crossing hydraulic performance is presented in Table 8-14.

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Table 8-14: Hydraulic Analysis Results for the Watercourse Crossing (Proposed Condition) Crossing ID / Type Size U/S Road Design Storm Free- Remarks Watercourse Invert Elev. Water Surface board (m) (m) Elevation (m) (m)

C-5 (Berczy 3-Span 3-20 m 176.35 179.49 178.33 1.16 Creek) Bridge x 2.95 m C-6 (Bruce Bridge 12.0 m 173.35 177.00 175.36 1.64 Regional Storm Creek) x 2.65 overtops roadway m sag by 0.07 m C-7 (Eckardt Concrete 3.66 m 189.16 192.00 190.28 1.72 Regional Storm Creek) Box x 1.96 overtops roadway Culvert m sag by 0.71 m C-8 Rigid 13.0 m 192.64 196.30 194.34 2.60 (Robinson Frame x 3.66 Creek) Bridge m C-9 (Mount Culvert 7.0 m x 195.51 198.78 196.26 1.60 Joy Creek) 2.74 m

The hydraulic assessment indicates that the proposed crossings will meet the applicable design criteria.

Stormwater Management Strategy The stormwater management plan for the 16th Avenue Class EA Study shall be developed to comply with the York Region Road Design Guidelines, the MECP Stormwater Management Practices Planning and Design Manual and the TRCA Stormwater Management Guidelines.

Water Quality Control Watercourses within the TRCA’s jurisdiction are classified as requiring an “Enhanced” level of protection, which equates to 80% Total Suspended Solids (TSS) removal. Per MECP direction, stormwater management (water quality) measures within the study limits will be designed to provide “Enhanced” water quality treatment, as a minimum, for the increased pavement area as a result of roadway widening/improvements.

Water Quantity Control

MUNICIPAL STORM SEWER SYSTEM Within the project limits, the storm runoff from 16th Ave discharges either into existing storm sewers or outlets at watercourse crossings. For locations where the runoff discharges into an existing system, the minor system design storm (10-yr storm) peak flows must be controlled to the existing peak flows, for which the receiving system was designed. The receiving storm sewer system within the project limits are either municipal systems (City of Markham), for which a 5-yr design storm applies, or regional systems (York Region), for which a 10-yr design storm applies.

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WATERCOURSE CROSSINGS TRCA has established quantity control targets for the watersheds under its jurisdiction (TRCA Stormwater Management Criteria). Accordingly, flood control is not required for storm outfalls at Rouge River or its tributaries downstream of Major Mackenzie Drive. However, Rouge River Hydrology Study Update (Wood, 2018) defined new quantity control criteria for Bruce Creek and Eckardt Creek as controlling the post-development peak flows to pre-development levels for all storms up to and including the 100 year storm using established Unit flow relationships. For the Duffins Creek Watershed, controlling the post-development peak flows to pre-development levels for all storms up to and including the 100 year storm is required. Unit flow relationships have been established and should be used for all sites located in the Duffins Creek watershed.

Pavement Area Analysis pavement area analysis was performed to determine the increase in impervious surface which will result from the roadway widening to 6 lanes, new sidewalks, and new MUPs between Woodbine Avenue and McCowan Road, new sidewalks and MUPs between McCowan Road and Reesor Road, and widening and paving the shoulders between Reesor Road and York/Durham Line. It was determined that the proposed roadway improvements will result in an additional 6.17 ha increase in pavement area within study Corridor B. A summary of the pavement area analysis is provided in Table 8-15.

Table 8-15: Pavement Area Analysis Study Corridor B Existing Proposed Increased Percentage Pavement Area Pavement Pavement Increase (ha) Area (ha) Area (ha) (%)

From Woodbine Ave. to McCowan Rd. 15.89 20.16 4.27 27 From McCowan Rd. to Reesor Rd. 15.31 16.48 1.17 8 From Reesor Rd. to YDL 1.21 1.94 0.73 60

Total 32.41 38.58 6.17 19

Stormwater Management Plan Summary The proposed stormwater management plan for the project has been developed by examining the opportunities and constraints within the entire project area. Runoff from the paved roadway area will be conveyed to the proposed infiltration trenches and roadway storm sewer systems or dry wales and discharge into either existing storm sewer systems or natural watercourses. The total roadway pavement area will increase by 6.2 ha, including the multi-use trail and sidewalk within the boulevard areas. Water quality, water balance, and erosion control treatment will be provided for 9.8 ha of pavement area, exceeding the MECP requirement of providing treatment to the increased pavement area. The stormwater management plan for this project is presented on the Drainage Plans in Exhibit 8-8 to Exhibit 8-17. Table 8-16 provides a summary of the water quality treatment and quantity control strategies proposed to mitigate the increase in impervious surface within the project limits, where road widening is proposed.

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Table 8-16: Summary of Stormwater Management Plan Drainage Existing Additional Pavement Quality Target Corresponding Quantity Area ID Pavement Pavement Area Storage Release Rate Storm Event Storage Area Area Receiving Volume (m3/s) Return Period2 Volume (ha) (ha) Quality Provided Required Treatment (m3) (m3) (ha) B-1 2.40 0.53 0.53 43 N/A N/A N/A B-2 1.86 0.40 N/A N/A 0.59 5-yr 135

B-3 0.43 0.11 N/A N/A 0.15 5-yr 35

B-4 0.78 0.13 N/A N/A 0.30 10-yr 19

B-51 2.54 1.10 3.64 291 N/A N/A N/A

B-61 3.15 1.17 4.32 345 0.87 100-yr 816

B-7 0.92 0.27 N/A N/A 0.32 5-yr 80

B-8 3.81 0.55 0.55 44 0.94 100-yr 793

B-18 0.14 0.06 0.06 11 N/A N/A N/A

B-19 0.27 0.18 0.18 34 N/A N/A N/A

B-20 0.19 0.12 0.12 22 N/A N/A N/A

B-21 0.61 0.37 0.37 69 0.02 100-yr 741

Total 17.10 5.00 9.78 860 - - 2620

1 Total pavement area is treated due to the sensitivity of the receiving watercourse 2 Based on the capacity of the receiving storm sewer system

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Exhibit 8-8: 16th Avenue Drainage Areas (1 of 10)

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Exhibit 8-9: 16th Avenue Drainage Areas (2 of 10)

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Exhibit 8-10: 16th Avenue Drainage Areas (3 of 10)

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Exhibit 8-11: 16th Avenue Drainage Areas (4 of 10)

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Exhibit 8-12: 16th Avenue Drainage Areas (5 of 10)

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Exhibit 8-13: 16th Avenue Drainage Areas (6 of 10)

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Exhibit 8-14: 16th Avenue Drainage Areas (7 of 10)

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Exhibit 8-15: 16th Avenue Drainage Areas (8 of 10)

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Exhibit 8-16: 16th Avenue Drainage Areas (9 of 10)

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Exhibit 8-17: 16th Avenue Drainage Areas (10 of 10)

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8.1.14 Noise Noise barriers were investigated at the representative Outdoor Living Areas (OLAs) that have predicted state of development noise levels greater than 60 dBA and where existing noise barriers were not identified. The following were considered as per the Region’s Traffic Noise Mitigation Policy and Noise Mitigation Standard Operating Procedures (SOP) when further investigating noise barriers: • A noise barrier is considered feasible when it can provide a reduction of 6 dB or greater; • The minimum and maximum permissible heights of noise barriers are 2.2 m and 3.0 m, respectively and the Commissioner of Transportation Services must approve noise barriers over 2.7 m where deemed appropriate; and, • The noise barrier panel material will meet a minimum surface density of 20 kg/m2 and can be continuous without any gaps. Based on the investigation conducted as part of the Noise Impact Study, it was determined that fifteen noise barriers were able to meet the Region’s policy requirements at their respective OLAs. Fourteen of those fifteen noise barriers are recommended as part of the proposed improvements. At the remaining noise barrier (at 57 & 59 Bridlefield Lane), following the completion of the noise assessment the project team was made aware of a development application for homes fronting onto 16th Avenue at that location, and as such a noise barrier no longer meets the Region’s criteria and is therefore no longer recommended. There may be one or more representative OLAs behind the fourteen recommended noise barriers that do not achieve a 6 dB reduction, but a noise barrier was still recommended at these representative OLAs to maintain the modelled performance of the noise barrier by not introducing gaps. The minimum recommended barrier height was based on satisfying the minimum 6 dB reduction at as many of the OLAs behind the recommended noise barrier as possible. During detailed design, the non-acoustic technical (i.e. geotechnical, etc.), economic and administrative feasibility of constructing these recommended noise barriers will need to be assessed. The final design of any walkway openings in the proposed noise barriers will need to be reviewed during detailed design. The locations of the recommended noise barriers are shown in Exhibit 8-18 to Note: “NewBarrier18” is no longer recommended due to a development application at that location. Exhibit 8-23. Additional details from the Noise Impact Study are provided in Appendix J.

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Exhibit 8-18: Recommended Noise Barriers along 16th Avenue (1 of 6)

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Exhibit 8-19: Recommended Noise Barriers along 16th Avenue (2 of 6)

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Exhibit 8-20: Recommended Noise Barriers along 16th Avenue (3 of 6)

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Exhibit 8-21: Recommended Noise Barriers along 16th Avenue (4 of 6)

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Exhibit 8-22: Recommended Noise Barriers along 16th Avenue (5 of 6)

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Note: “NewBarrier18” is no longer recommended due to a development application at that location. Exhibit 8-23: Recommended Noise Barriers along 16th Avenue (6 of 6)

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8.1.15 Utility and Municipal Infrastructure Impacts Existing utilities along the corridor based on available information are described in Section 4.11. Existing utilities along the 16th Avenue study corridor, including gas line on the north and south, buried and aerial hydro on both the north and south, buried Bell on both the north and south, and buried and aerial CATV on both the north and south, will be relocated as necessary to accommodate the ultimate design. All utility poles along the corridor are likely to require relocation due to road or AT facility construction impacts. It is likely that municipal services such as watermains, storm and sanitary sewers beneath or near the footprint of the existing roadway will be impacted by the proposed design. Some segments where the proposed profile involves earth fill or where profile changes are insignificant may not require utility relocation. It is expected that all catch basins and catch basin leads will be relocated or modified as part of any road widening. Some relocation of gas service may be required although the majority is not anticipated to be impacted by proposed works. The location and alignment of existing municipal services are to be confirmed during detailed design, which may result in changes to the identified utility impacts. Formal definition of impacts on utilities will be determined during detailed design, in consultation with individual utility companies. All utility information should be updated prior to construction to ensure that the data is accurate and to finalize relocation requirements as necessary. During detailed design, meetings will be held with utility companies as required where potential impacts to existing or future services are identified.

8.1.16 Stouffville GO Rail Line 16th Avenue intersects the Stouffville GO Rail Line east of Markham Road at an at-grade crossing/Highway 48. With the increasing train frequency on the Stouffville GO line and growth in transportation demand on 16th Avenue, there are opportunities to review a potential grade separation (underpass or overpass). However, limited information was available at the time of the EA study regarding Metrolinx’s plans and anticipated timing of improvements at this crossing. A potential grade separation will be addressed through a future study when more information is available.

8.1.17 Preliminary Cost Estimate Based on preliminary cost estimates, the cost of the recommended improvements is estimated at $149,520,000. This preliminary cost estimate includes costs for road work, bridge and retaining wall construction, utility relocation, addition of streetlights and traffic signals, noise walls, culvert replacement / extension, landscaping, traffic control, and engineering services; however, property acquisition costs are not included in the estimate. The extent of cost sharing with the developers (including stormwater management facilities within the development and storm sewer systems) and with the City of Markham (potentially including sidewalks, boulevards, and illumination) will be confirmed during detailed design. The breakdown of the preliminary cost estimate is provided in Table 8-17 to Table 8-23. It should be noted that the estimated costs are preliminary only and would be updated during detailed design.

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Table 8-17: Preliminary Cost Estimate for 16th Avenue – Woodbine Avenue to Warden Avenue Component/ 2019 Unit Item Description Units Quantity Total Category Price Hydro Pole Relocation each $35,000 67 $2,345,000 Utility Gas Main Relocation m $375 192 $72,000 Conflicts Contingency (20%) $483,400 Sub Total $2,900,400 Full Depth Asphalt removal m2 $5 54710 $273,550 Curb and gutter removal m $15 4120 $61,800 Storm sewer removal m $60 4300 $258,000 Manhole removal each $750 41 $30,750 Removals Catch basin removal each $300 93 $27,900 Subdrain removal m $5 4120 $20,600 Contingency (20%) $134,520 Sub Total $807,120 Excavation/Earthworks m3 $22 59880 $1,317,360 Granular 'A' tonne $46 17420 $801,320 Granular 'B' tonne $36 67620 $2,434,320 Asphalt Base (SP 19) tonne $84 12340 $1,036,560 Asphalt Top (SP 12.5) tonne $125 5610 $701,250 Install curb and gutter (Roadway) m $70 3950 $276,500 Install curb and gutter (Driveway) m $70 170 $11,900 Install curb and gutter (Median) m $70 2950 $206,500 Install raised median m2 $85 2510 $213,350 Install MUP m2 $80 5850 $468,000 Install Sidewalk m2 $80 3110 $248,800 Install storm sewer m $375 2060 $772,500 Road Work Install subdrains m $30 3950 $118,500 Install catch basin each $2,500 47 $117,500 Install catch basin lead m $280 170 $47,600 Install catch basin/manhole each $8,000 47 $376,000 Infiltration trench m $500 270 $135,000 Install Guiderail m $105 0 $0 Install Extruder Terminal each $3,500 0 $0 Retaining Wall (up to 3m height) m $3,500 740 $2,590,000 Noise barrier m $1,100 760 $836,000 Permanent Pavement Marking m $8 14200 $113,600 Contingency (20%) $2,564,512 Sub Total $15,387,072 Both sides (assume 50m spacing) each $7,500 82 $615,000 Streetlights Contingency (20%) $123,000 Sub Total $738,000 Permanent (intersection) each $300,000 5 $1,500,000 Temporary (intersection) each $150,000 4 $600,000 Traffic Signals Contingency (20%) $420,000 Sub Total $2,520,000

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Component/ 2019 Unit Item Description Units Quantity Total Category Price

Culverts N/A Sub Total $0

Bridges N/A Sub Total $0 Landscape LS $520,000 1 $520,000 (4% of road work cost) Landscape Contingency (20%) $104,000 Sub Total $624,000 Traffic Control Traffic control and Staging Plan LS $1,920,000 1 $1,920,000 (10% of construction cost) Design and Engineering Contract Administration LS $5,750,000 1 $5,750,000 (30% of construction cost)

TOTAL $30,650,000

Table 8-18: Preliminary Cost Estimate for 16th Avenue – Warden Avenue to Kennedy Road Component/ 2019 Unit Item Description Units Quantity Total Category Price Hydro Pole Relocation each $35,000 51 $1,785,000 Utility Gas Main Relocation m $375 0 $0 Conflicts Contingency (20%) $357,000 Sub Total $2,142,000 Full Depth Asphalt removal m2 $5 43790 $218,950 Curb and gutter removal m $15 4110 $61,650 Storm sewer removal m $60 4530 $271,800 Manhole removal each $750 24 $18,000 Removals Catch basin removal each $300 99 $29,700 Subdrain removal m $5 4110 $20,550 Contingency (20%) $124,130 Sub Total $744,780 Excavation/Earthworks m3 $22 48940 $1,076,680 Granular 'A' tonne $46 17090 $786,140 Granular 'B' tonne $36 66490 $2,393,640 Asphalt Base (SP 19) tonne $84 12140 $1,019,760 Road Work Asphalt Top (SP 12.5) tonne $125 5520 $690,000 Install curb and gutter (Roadway) m $70 4100 $287,000 Install curb and gutter (Driveway) m $70 20 $1,400 Install curb and gutter (Median) m $70 3710 $259,700 Install raised median m2 $85 4120 $350,200

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Component/ 2019 Unit Item Description Units Quantity Total Category Price Install MUP m2 $80 8320 $665,600 Install Sidewalk m2 $80 2320 $185,600 Install storm sewer m $375 2060 $772,500 Install subdrains m $30 4110 $123,300 Install catch basin each $2,500 50 $125,000 Install catch basin lead m $280 180 $50,400 Install catch basin/manhole each $8,000 50 $400,000 Infiltration trench m $500 4010 $2,005,000 Install Guiderail m $105 700 $73,500 Install Extruder Terminal each $3,500 16 $56,000 Retaining Wall (up to 3m height) m $3,500 110 $385,000 Noise barrier m $1,100 1970 $2,167,000 Permanent Pavement Marking m $8 14180 $113,440 Contingency (20%) $2,797,372 Sub Total $16,784,232 Both sides (assume 50m spacing) each $7,500 82 $615,000 Streetlights Contingency (20%) $123,000 Sub Total $738,000 Permanent (intersection) each $300,000 5 $1,500,000 Temporary (intersection) each $150,000 4 $600,000 Traffic Signals Contingency (20%) $420,000 Sub Total $2,520,000

Culverts N/A Sub Total $0 New Berczy Creek Bridge LS $10,903,750 1 $10,903,750 Widen Bruce Creek Bridge LS $1,040,000 1 $1,040,000 Bridges Contingency (20%) $2,388,750 Sub Total $14,332,500 Landscape LS $560,000 1 $560,000 (4% of road work cost) Landscape Contingency (20%) $112,000 Sub Total $672,000 Traffic Control Traffic control and Staging Plan LS $3,170,000 1 $3,170,000 (10% of construction cost) Design and Engineering Contract Administration LS $9,490,000 1 $9,490,000 (30% of construction cost)

TOTAL $50,600,000

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Table 8-19: Preliminary Cost Estimate for 16th Avenue – Kennedy Road to McCowan Road Component/ 2019 Unit Item Description Units Quantity Total Category Price Hydro Pole Relocation each $35,000 53 $1,855,000 Utility Gas Main Relocation m $375 60 $22,500 Conflicts Contingency (20%) $375,500 Sub Total $2,253,000 Full Depth Asphalt removal m2 $5 55070 $275,350 Curb and gutter removal m $15 4280 $64,200 Storm sewer removal m $60 4680 $280,800 Manhole removal each $750 25 $18,750 Removals Catch basin removal each $300 84 $25,200 Subdrain removal m $5 4280 $21,400 Contingency (20%) $137,140 Sub Total $822,840 Excavation/Earthworks m3 $22 60760 $1,336,720 Granular 'A' tonne $46 17740 $816,040 Granular 'B' tonne $36 69110 $2,487,960 Asphalt Base (SP 19) tonne $84 12610 $1,059,240 Asphalt Top (SP 12.5) tonne $125 5730 $716,250 Install curb and gutter (Roadway) m $70 4230 $296,100 Install curb and gutter (Driveway) m $70 50 $3,500 Install curb and gutter (Median) m $70 3510 $245,700 Install raised median m2 $85 2800 $238,000 Install MUP m2 $80 6940 $555,200 Install Sidewalk m2 $80 3060 $244,800 Install storm sewer m $375 2140 $802,500 Road Work Install subdrains m $30 4230 $126,900 Install catch basin each $2,500 42 $105,000 Install catch basin lead m $280 150 $42,000 Install catch basin/manhole each $8,000 42 $336,000 Infiltration trench m $500 280 $140,000 Install Guiderail m $105 0 $0 Install Extruder Terminal each $3,500 0 $0 Retaining Wall (up to 3m height) m $3,500 170 $595,000 Noise barrier m $1,100 1920 $2,112,000 Permanent Pavement Marking m $8 14770 $118,160 Contingency (20%) $2,475,414 Sub Total $14,852,484 Both sides (assume 50m spacing) each $7,500 86 $645,000 Streetlights Contingency (20%) $129,000 Sub Total $774,000 Permanent (intersection) each $300,000 5 $1,500,000 Temporary (intersection) each $150,000 4 $600,000 Traffic Signals Contingency (20%) $420,000 Sub Total $2,520,000

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Component/ 2019 Unit Item Description Units Quantity Total Category Price

Culvert extension (Eckardt Creek) LS $602,908 1 $602,908 Culverts Contingency (20%) $120,582 Sub Total $723,490

Bridges N/A Sub Total $0 Landscape LS $500,000 1 $500,000 (4% of road work cost) Landscape Contingency (20%) $100,000 Sub Total $600,000 Traffic Control Traffic control and Staging Plan LS $1,900,000 1 $1,900,000 (10% of construction cost) Design and Engineering Contract Administration LS $5,640,000 1 $5,640,000 (30% of construction cost)

TOTAL $30,090,000

Table 8-20: Preliminary Cost Estimate for 16th Avenue – McCowan Road to Markham Road / Highway 48 Component/ 2019 Unit Item Description Units Quantity Total Category Price Hydro Pole Relocation each $35,000 0 $0 Utility Gas Main Relocation m $375 0 $0 Conflicts Contingency (20%) $0 Sub Total $0 Full Depth Asphalt removal m2 $5 50250 $251,250 Curb and gutter removal m $15 0 $0 Storm sewer removal m $60 0 $0 Manhole removal each $750 0 $0 Removals Catch basin removal each $300 0 $0 Subdrain removal m $5 0 $0 Contingency (20%) $50,250 Sub Total $301,500 Excavation/Earthworks m3 $22 0 $0 Granular 'A' tonne $46 16940 $779,240 Granular 'B' tonne $36 58330 $2,099,880 Asphalt Base (SP 19) tonne $84 12730 $1,069,320 Road Work Asphalt Top (SP 12.5) tonne $125 5790 $723,750 Install curb and gutter (Roadway) m $70 0 $0 Install curb and gutter (Driveway) m $70 0 $0 Install curb and gutter (Median) m $70 0 $0

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Component/ 2019 Unit Item Description Units Quantity Total Category Price Install raised median m2 $85 0 $0 Install MUP m2 $80 6430 $514,400 Install Sidewalk m2 $80 260 $20,800 Install storm sewer m $375 0 $0 Install subdrains m $30 0 $0 Install catch basin each $2,500 0 $0 Install catch basin lead m $280 0 $0 Install catch basin/manhole each $8,000 0 $0 Infiltration trench m $500 0 $0 Install Guiderail m $105 0 $0 Install Extruder Terminal each $3,500 0 $0 Retaining Wall (up to 3m height) m $3,500 0 $0 Noise barrier m $1,100 0 $0 Permanent Pavement Marking m $8 9850 $78,800 Contingency (20%) $1,057,238 Sub Total $6,343,428 Both sides (assume 50m spacing) each $7,500 0 $0 Streetlights Contingency (20%) $0 Sub Total $0 Permanent (intersection) each $300,000 2 $600,000 Temporary (intersection) each $150,000 0 $0 Traffic Signals Contingency (20%) $120,000 Sub Total $720,000

Culverts N/A Sub Total $0

New Robinson Creek Bridge LS $1,725,208 1 $1,725,208 Bridges Contingency (20%) $345,042 Sub Total $2,070,250 Landscape LS $220,000 1 $220,000 (4% of road work cost) Landscape Contingency (20%) $44,000 Sub Total $264,000 Traffic Control Traffic control and Staging Plan LS $810,000 1 $810,000 (10% of construction cost) Design and Engineering Contract Administration LS $2,430,000 1 $2,430,000 (30% of construction cost)

TOTAL $12,940,000

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Table 8-21: Preliminary Cost Estimate for 16th Avenue – Markham Road / Highway 48 to Ninth Line Component/ 2019 Unit Item Description Units Quantity Total Category Price Hydro Pole Relocation each $35,000 0 $0 Utility Gas Main Relocation m $375 0 $0 Conflicts Contingency (20%) $0 Sub Total $0 Full Depth Asphalt removal m2 $5 45670 $228,350 Curb and gutter removal m $15 0 $0 Storm sewer removal m $60 0 $0 Manhole removal each $750 0 $0 Removals Catch basin removal each $300 0 $0 Subdrain removal m $5 0 $0 Contingency (20%) $45,670 Sub Total $274,020 Excavation/Earthworks m3 $22 0 $0 Granular 'A' tonne $46 15330 $705,180 Granular 'B' tonne $36 52780 $1,900,080 Asphalt Base (SP 19) tonne $84 11520 $967,680 Asphalt Top (SP 12.5) tonne $125 5240 $655,000 Install curb and gutter (Roadway) m $70 0 $0 Install curb and gutter (Driveway) m $70 0 $0 Install curb and gutter (Median) m $70 0 $0 Install raised median m2 $85 0 $0 Install MUP m2 $80 6220 $497,600 Install Sidewalk m2 $80 1440 $115,200 Install storm sewer m $375 0 $0 Road Work Install subdrains m $30 0 $0 Install catch basin each $2,500 0 $0 Install catch basin lead m $280 0 $0 Install catch basin/manhole each $8,000 0 $0 Infiltration trench m $500 0 $0 Install Guiderail m $105 0 $0 Install Extruder Terminal each $3,500 0 $0 Retaining Wall (up to 3m height) m $3,500 0 $0 Noise barrier m $1,100 0 $0 Permanent Pavement Marking m $8 9530 $76,240 Contingency (20%) $983,396 Sub Total $5,900,376 Both sides (assume 50m spacing) each $7,500 0 $0 Streetlights Contingency (20%) $0 Sub Total $0 Permanent (intersection) each $300,000 3 $900,000 Temporary (intersection) each $150,000 0 $0 Traffic Signals Contingency (20%) $180,000 Sub Total $1,080,000

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Component/ 2019 Unit Item Description Units Quantity Total Category Price

Culvert extension (Mount Joy Creek) LS $644,583 1 $644,583 Culverts Contingency (20%) $128,917 Sub Total $773,500

Bridges N/A Sub Total $0 Landscape LS $200,000 1 $200,000 (4% of road work cost) Landscape Contingency (20%) $40,000 Sub Total $240,000 Traffic Control Traffic control and Staging Plan LS $710,000 1 $710,000 (10% of construction cost) Design and Engineering Contract Administration LS $2,070,000 1 $2,070,000 (30% of construction cost)

TOTAL $11,050,000

Table 8-22: Preliminary Cost Estimate for 16th Avenue – Ninth Line to Donald Cousens Parkway Component/ 2019 Unit Item Description Units Quantity Total Category Price Hydro Pole Relocation each $35,000 0 $0 Utility Gas Main Relocation m $375 0 $0 Conflicts Contingency (20%) $0 Sub Total $0 Full Depth Asphalt removal m2 $5 41420 $207,100 Curb and gutter removal m $15 0 $0 Storm sewer removal m $60 0 $0 Manhole removal each $750 0 $0 Removals Catch basin removal each $300 0 $0 Subdrain removal m $5 0 $0 Contingency (20%) $41,420 Sub Total $248,520 Excavation/Earthworks m3 $22 0 $0 Granular 'A' tonne $46 14910 $685,860 Granular 'B' tonne $36 51360 $1,848,960 Asphalt Base (SP 19) tonne $84 11210 $941,640 Road Work Asphalt Top (SP 12.5) tonne $125 5100 $637,500 Install curb and gutter (Roadway) m $70 0 $0 Install curb and gutter (Driveway) m $70 0 $0 Install curb and gutter (Median) m $70 0 $0

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Component/ 2019 Unit Item Description Units Quantity Total Category Price Install raised median m2 $85 0 $0 Install MUP m2 $80 3210 $256,800 Install Sidewalk m2 $80 150 $12,000 Install storm sewer m $375 0 $0 Install subdrains m $30 0 $0 Install catch basin each $2,500 0 $0 Install catch basin lead m $280 0 $0 Install catch basin/manhole each $8,000 0 $0 Infiltration trench m $500 0 $0 Install Guiderail m $105 0 $0 Install Extruder Terminal each $3,500 0 $0 Retaining Wall (up to 3m height) m $3,500 0 $0 Noise barrier m $1,100 0 $0 Permanent Pavement Marking m $8 8490 $67,920 Contingency (20%) $890,136 Sub Total $5,340,816 Both sides (assume 50m spacing) each $7,500 0 $0 Streetlights Contingency (20%) $0 Sub Total $0 Permanent (intersection) each $300,000 0 $0 Temporary (intersection) each $150,000 0 $0 Traffic Signals Contingency (20%) $0 Sub Total $0

Culverts N/A Sub Total $0

Bridges N/A Sub Total $0 Landscape LS $180,000 1 $180,000 (4% of road work cost) Landscape Contingency (20%) $36,000 Sub Total $216,000 Traffic Control Traffic control and Staging Plan LS $490,000 1 $490,000 (10% of construction cost) Design and Engineering Contract Administration LS $1,460,000 1 $1,460,000 (30% of construction cost)

TOTAL $7,760,000

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Table 8-23: Preliminary Cost Estimate for 16th Avenue – Donald Cousens Parkway to York/Durham Line Component/ 2019 Unit Item Description Units Quantity Total Category Price Hydro Pole Relocation each $35,000 0 $0 Utility Gas Main Relocation m $375 0 $0 Conflicts Contingency (20%) $0 Sub Total $0 Full Depth Asphalt removal m2 $5 21530 $107,650 Curb and gutter removal m $15 0 $0 Storm sewer removal m $60 0 $0 Manhole removal each $750 0 $0 Removals Catch basin removal each $300 0 $0 Subdrain removal m $5 0 $0 Contingency (20%) $21,530 Sub Total $129,180 Excavation/Earthworks m3 $22 0 $0 Granular 'A' tonne $46 10410 $478,860 Granular 'B' tonne $36 35840 $1,290,240 Asphalt Base (SP 19) tonne $84 7820 $656,880 Asphalt Top (SP 12.5) tonne $125 3560 $445,000 Install curb and gutter (Roadway) m $70 0 $0 Install curb and gutter (Driveway) m $70 0 $0 Install curb and gutter (Median) m $70 0 $0 Install raised median m2 $85 0 $0 Install MUP m2 $80 740 $59,200 Install Sidewalk m2 $80 0 $0 Install storm sewer m $375 0 $0 Road Work Install subdrains m $30 0 $0 Install catch basin each $2,500 0 $0 Install catch basin lead m $280 0 $0 Install catch basin/manhole each $8,000 0 $0 Infiltration trench m $600 240 $144,000 Install Guiderail m $105 0 $0 Install Extruder Terminal each $3,500 0 $0 Retaining Wall (up to 3m height) m $3,500 0 $0 Noise barrier m $1,100 0 $0 Permanent Pavement Marking m $8 7180 $57,440 Contingency (20%) $626,324 Sub Total $3,757,944 Both sides (assume 50m spacing) each $7,500 0 $0 Streetlights Contingency (20%) $0 Sub Total $0 Permanent (intersection) each $300,000 2 $600,000 Temporary (intersection) each $150,000 0 $0 Traffic Signals Contingency (20%) $120,000 Sub Total $720,000

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Component/ 2019 Unit Item Description Units Quantity Total Category Price New 800mm CSP Cross Culvert m $450 84 $37,800 Culverts Contingency (20%) $7,560 Sub Total $45,360

Bridges N/A Sub Total $0 Landscape LS $130,000 1 $130,000 (4% of road work cost) Landscape Contingency (20%) $26,000 Sub Total $156,000 Traffic Control Traffic control and Staging Plan LS $410,000 1 $410,000 (10% of construction cost) Design and Engineering Contract Administration LS $1,210,000 1 $1,210,000 (30% of construction cost)

TOTAL $6,430,000

8.1.18 Constructability, Staging and Detour Considerations 16th Avenue is a key east-west route through York Region. As such, construction staging will focus on being able to maintain pedestrian and vehicular movements equal to preconstruction levels whenever possible during construction. However, the nature of the required work is such that traffic disruption and delays cannot be entirely avoided. Impacts will be temporary in nature and the Region will attempt to mitigate impacts as much as possible. During detailed design, a traffic management plan will be developed to determine how traffic and pedestrian access will be accommodates during construction and how access to properties adjacent to 16th Avenue will be maintained.

8.1.19 Construction Monitoring and Maintenance Considerations The reconstruction of 16th Avenue should be staged to maintain both local and through traffic within the study corridor. Any necessary interruptions to traffic should be kept brief and to a minimum. In particular, there should be close coordination with YRT and Metrolinx to minimize impacts on 16th Avenue traffic, YRT buses, rail operations, EMS operations, Police operations, and maintenance operations. In general, local access should be maintained during construction; however, property owners and tenants may experience temporary disruptions. To reduce this impact, all property owners should be notified prior to construction and in advance of work related to their access. Detailed design plans should include details to describe how temporary accesses will be maintained, and contract specifications should specify the allowable lengths of closures and the notification requirements to property owners.

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Construction of the improvements has the potential to create noise and dust for the adjacent property owners. Construction noise is temporary noise and will vary periodically during the construction depending on the specific activities being performed. Contract specifications will include provisions to define the allowable work hours, in accordance with local ordinances, to minimize impacts to the adjacent landowners in the evenings. However, some considerations will be given to the ability of completing the work in a lesser duration by allowing longer work hours. The impact of construction noise will vary based on the type of equipment used, number of pieces of equipment, time and duration of operation, and the proximity to noise sensitive receivers in question. Construction noise will be kept to a minimum through the use of well maintained equipment with appropriate noise controls by the contractors. Removal of existing paved surface and existing landscaping will expose native soils to wind and rain erosion, and result in a temporary increase in dust in the project area. This dust can become airborne as construction traffic runs on the exposed ground, and may be noticeable by the adjacent property owners. This increase in dust levels will be temporary, and the application of best management practices, including the application of non-chloride dust suppressants, by the contractor during his normal operations can help to minimize the exposure of native soils to wind and rain erosion. All waste generated during construction must be disposed of in accordance with ministry requirements and best management practices. Contractors must be made aware of all environmental considerations so that all environmental standards and commitments for both construction and operation are met. Communication protocols for construction will be developed during detailed design. Generally, if a resident has a concern during construction, they can typically contact either the Construction Administrator (CA) or Communications and Community Engagement Specialist (CCES), or if it is an emergency outside of normal business hours they can call York Region Roads Dispatch. A Notice of Construction letter distributed prior to the start of construction lists the contact information for the applicable CA (for construction related inquiries) and CCES (for general inquiries) on the project. This information is also posted on the Road Construction page on york.ca. Concerns are entered into York Region’s internal tracking system (Cityworks) after which an investigation is conducted as necessary. The resident will receive a follow up from either the CA, CCES, or the project manager depending on the nature of the concern. Residents can also contact the York Region Roads dispatch (open 24/7), who then enters it into Cityworks and forwards it to the applicable business unit for investigation. Construction and post-construction monitoring plans should be developed during detailed design in consultation with MECP and other regulatory agencies.

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8.2 Potential Environmental Impacts and Mitigation The 16th Avenue EA recommendations consist of a multi-modal approach with direction from York Region’s Transportation Master Plan and several other planning plans and policies. The proposed design accommodates future traffic demand and provides additional east-west transportation capacity through the southern part of York Region to help accommodate future growth. The improvements focus on road widening for transit/HOV to support 16th Avenue as a Frequent Transit Network Corridor, as well as provision of AT facilities to accommodate existing and future users. The recommended design concept supports improved access and operations for all modes. The EA has taken into account potential improvements at structures and interchanges as well as intersection related countermeasures. The proposed cross-section, horizontal and vertical alignment designs aim to minimize impacts to adjacent lands and features, including sensitive natural areas, vegetation, culturally significant features, buildings, and properties outside the road right-of-way; however, although the benefits outweigh the negative effects, there will be some impacts that will need to be mitigated. A summary of the potential impacts to natural, socio-economic and cultural environments, together with recommended mitigation measures, is provided in Table 8-24.

Table 8-24: Summary of Anticipated Impacts and Proposed Mitigation Measures Factor Details/Anticipated Impact Proposed Mitigation

Social Environment

a. Impacts on residents during construction, including increased i. Prior to construction, specific notices and contact information will be 1. Land Use and travel time or possible detours. delivered to area residents and property owners informing them of Socio- b. Impacts to driveway access during and post-construction. construction details, including temporary impacts to driveway access Economic c. Some driveways will need to be re-graded. prior to construction and in advance of work related to their access. ii. Maintain access to individual driveways during construction Impacts

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Factor Details/Anticipated Impact Proposed Mitigation

a. Potential for the identification of Indigenous and Euro- i. Lands within the study corridor beyond the existing-right that are 2. Archaeology Canadian archaeological resources, depending on soil considered to retain archaeological potential require Stage 2 and Cultural conditions and the degree to which soils have been subject to archaeological assessment by test put survey at 5 m intervals. This Heritage deep disturbance should be performed prior to any proposed impacts to the property b. Parts of the 16th Avenue study beyond the right-of-way retain (during detailed design) archaeological potential ii. Should the proposed work extend beyond the current study corridor, c. The proposed undertaking will result in no impacts to 18 further Stage 1 archaeological assessment should be conducted to identified cultural heritage resources, limited impacts with determine the archaeological potential of the surrounding lands through encroachment of the right-of-way (ROW) in five iii. Construction activities and staging should be suitably planned and identified cultural heritage resources, and moderate impacts undertaken to avoid impacts to identified cultural heritage resources with the removal of heritage landscape attributes in one iv. Where possible, the proposed alternative should be altered to retain identified cultural heritage resource (BHR 11). The identified the existing fence and established trees associated with BHR 11. If cultural heritage resources are illustrated in Appendix H. the retention of the fence and treeline in BHR 11 is deemed infeasible, a resource-specific cultural heritage impact assessment report should be prepared in advance of construction activities. BHR 11 should be subject to photographic documentation and compilation of a resource-specific cultural heritage impact assessment report by a qualified heritage consultant v. Post-construction landscaping and rehabilitation plans should be undertaken in a manner that is sympathetic to the overall setting. Wherever possible, landscaping with appropriate or sympathetic historic plant materials is recommended. Post-construction landscaping is recommended for CHLs 2, 3, 5, and 6, and in any instance where the removal of vegetation or replaceable landscape features (i.e., young trees, shrubs) during construction is anticipated vi. Should future work require an expansion of the study corridor, then a qualified heritage consultant should be contacted in order to confirm the impacts of the proposed work on potential heritage resources a. The Region’s Traffic Noise Mitigation Policy and Noise i. Mitigation is required when future noise levels (i.e. mature state of 3. Noise Mitigation Standard Operating Procedures (SOP) provide development) at an OLA are expected to increase by more than 5 dB requirements for noise assessments and mitigation relating to and start of construction levels are expected to exceed 55 dBA (Leq the construction of new or the expansion of existing Regional 16 hrs – 07:00 to 23:00); or when the start of construction or mature Roads. They identify the requirements regarding noise control state of development noise levels are expected to exceed 60 dBA. If measures for various scenarios, including Capital Program a noise barrier is deemed necessary, it must provide a minimum Projects. A Noise Impact Study (provided in Appendix J) attenuation of 6 dB. Noise mitigation may be deferred until future predicted future projected sound levels along the study noise levels exceed 60 dBA. corridor upon implementation of the proposed 16th Avenue ii. Predicted noise levels and performance of alternative barrier heights improvements. Future projected sound levels at representative for investigated representative OLAs were assessed. Based on the Outdoor Living Areas (OLAs) were predicted to be in the investigation conducted as part of the Noise Impact Study, it was range of 48 dBA to 71 dBA. determined that fourteen noise barriers were able to meet the

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Factor Details/Anticipated Impact Proposed Mitigation

b. Construction of the improvements has the potential to create Region’s policy requirements at their respective OLAs, and are noise for the adjacent property owners. Construction noise is therefore recommended as part of the proposed improvements. temporary noise and will vary periodically during the iii. During detailed design, the non-acoustic technical (i.e. geotechnical, construction depending on the specific activities being etc.), economic and administrative feasibility of constructing these performed. The impact of construction noise will vary based recommended noise barriers will need to be assessed. The final on the type of equipment used, number of pieces of design of any walkway openings in the recommended noise barriers equipment, time and duration of operation, and the proximity will need to be reviewed during detailed design. Additional details to noise sensitive receivers in question. regarding location of the recommended noise barriers are provided in Appendix J. iv. Contract specifications should include provisions to define the allowable work hours, in accordance with local ordinances, to minimize impacts to the adjacent landowners in the evenings. Construction noise can be kept to a minimum through the use of well maintained equipment with appropriate noise controls by the contractors. It is recommended that during the construction period, the following be considered: • All pertinent noise by-laws to be adhered to • General noise control measures to be included in contract documents where applicable • Any noise complaints or concerns to be investigated to ensure compliance with the noise control measures as recommended in the contract documents. The contractor shall be warned for non- compliance and the contract shall be enforced • Additional noise control measures are to be investigated in accordance with the MECP sound level criteria for construction equipment if a persistent complaint has been made a. Potential property acquisition and construction easements are i. Formal definition of property requirements to be confirmed during 4. Property anticipated at some locations as a result of the proposed detailed design Requirements design. Details are provided in Table 8-11. ii. Temporary or permanent easements, modifications to grading slopes b. Impacts to trees located outside of the existing right-of-way. (in accordance with geotechnical recommendations) to reduce the amount of area required, or in some cases considering a retaining wall or other type of soil retention feature to minimize grading footprint iii. Where impacts to trees cannot be avoided, compensation will be provided as per a compensation strategy developed during detailed design. This will consist of a plan to either replant trees at these locations, or provide compensation to the property owner. iv. During detailed design, opportunities to optimize design and cross- sectional elements will be reviewed to identify potential to minimize impacts at constrained locations.

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a. The Ministry of the Environment, Conservation and Parks Consistent with York Region’s sustainability policies and practices, the 5. Climate (MECP) guide, Consideration of Climate Change in project specific recommendations directly support climate change policies. Change Environmental Assessment in Ontario, sets out ministry For example: expectations and supports the province’s Climate Change i. A key objective of the 16th Avenue EA study is to accommodate Plan by outlining climate change considerations for EA cyclists and pedestrians, therefore encouraging alternative modes of studies. The guide notes “climate consideration” within a travel and reducing single occupancy automobile use project means that consideration has been given to methods ii. Opportunities for tree planting within the boulevard will be explored to reduce greenhouse gas emissions and developing a design iii. Low impact development strategies, including thermal mitigation for that is more resilient to future changes in climate and helps surface water entering creeks, will be explored as feasible maintain the ecological integrity of the local environment in the iv. Consideration should be given to mitigation (how the project might face of a changing climate. mitigate climate change such as reducing greenhouse gas emissions b. York Region’s approach to considering climate change is and/or improving carbon storage of the landscape or removal of guided by provincial policies (Growth Plan and Provincial carbon dioxide from the atmosphere) and adaptation (measures to Policy Statement), and embedded in several of the policies, adapt to climate change or make the project more resilient to the including the: effects of climate change). Considering how a project may contribute • Province’s Growth Plan to climate change, through its greenhouse gas emissions or its • Provincial Policy Statement effects on the natural landscape, is important to the planning process • York Region Official Plan; and as it allows proponents to consider climate mitigation measures to • York Region Transportation Master Plan. avoid, minimize, or offset such effects. c. Climate change impacts related to this study are also related v. The project-specific recommendations outlined in Section 7.4 directly to operations and maintenance as the transportation sector is support many of these policies and involve measures that will aid the one of the biggest contributors to CO2, a key greenhouse gas. Region in mitigating climate change. For example, a key objective of Climate Change will also impact the study corridor in the the 16th Avenue EA study is to reduce single occupancy automobile future as extreme weather conditions will affect the conditions use and encourage a more efficient transportation system that: of the roadways and will require more frequent repairs and • Encourages increased person carrying capacity by prioritizing updates as time passes. transit and HOV travel with the Transit/HOV lane • Supports improved YRT service along the study corridor. • Provides AT improvements through dedicated facilities • The proposed improvements make use of an existing transportation route and propose to accommodate all road users in such a way that minimizes impacts to surrounding areas including residences, businesses, and the natural environment.

To mitigate potential effects during the construction phase of the project, the following best practices will be implemented: vi. Development and implementation of detailed erosion and sediment control measures to be carried out during all construction phases in order to limit the amount of sediment/laden material entering receiving drainage systems vii. Dust suppression techniques to be employed for the duration of construction activities

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viii. A traffic staging plan to be developed during detailed design to accommodate local access and through traffic during construction to minimize excessive detouring and congestion in alternate routes. Further opportunities to reduce idling to be considered during detailed design. ix. Potential effects to consider pertaining to construction include the greenhouse gas (GHG) emissions associated with the construction period, including the physical machinery and equipment, travel distance and time for construction workers to get to and from the site, and the sourcing of building materials. Movement and access to the site for construction vehicles are to be described in the contract documents to be prepared at the time of detailed design. Conditions within the contract documents related to idling and hours of work should also be considered.

To mitigate potential effects during the operational phase of the project, aligning with best practices for infrastructure design, practices such as the improvement of hydrological data collection, use of models and monitoring localized effects, more frequent monitoring and maintenance and improvement of road design to be more climate change resistant are recommended. In addition, measures to adapt to climate change impacts and minimize impacts to individuals using 16th Ave in the future may include (but are not limited to): x. Erosion protection techniques will be developed during detailed design to limit the extent of channel and bank erosion in the vicinity of the watercourse crossings along the study corridor xi. Updating plans for weather emergencies, closures and rerouting during severe weather conditions/events, and traveler information systems to include future climate change projections xii. As the amount of impervious surface areas will increase, appropriate stormwater capacity should be considered to mitigate additional runoff, climate change and the likelihood of extreme precipitation, as described in Section 8.1.13. a. The potential impact of the proposed project infrastructure on i. Specific mitigation measures are not warranted as a result of the 6. Air Quality local air quality was assessed at two representative hotspot proposed improvements, due to the small number of days which are locations (16th Avenue at Woodbine Avenue) and Warden expected to exceed the guideline. However, York Region is Avenue). An assessment of GHG emissions was also committed to implementing best practices that will mitigate air quality conducted. The following conclusions and recommendations impacts. are a result of this assessment, and more details are included ii. The Environment Canada “Best Practices for the Reduction of Air in the Air Quality Assessment found in Appendix P. Emissions from Construction and Demolition Activities” document provides several mitigation measures for reducing emissions during

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• The maximum combined concentrations at each hotspot construction activities. Mitigation techniques discussed in the for the future build scenario were all below their document include material wetting or use of chemical suppressants respective MECP guidelines or CAAQS, with the to reduce dust, use of wind barriers, and limiting exposed areas exception of 24-hr PM10 and TSP and annual PM2.5 and which may be a source of dust and equipment washing. It is benzene. Note that for each of these contaminants, recommended that these best management practices be considered background concentrations alone exceeded the guideline. during construction of the roadway to reduce any air quality impacts • Frequency Analysis determined that at Woodbine Avenue that may occur. there are no additional days on which exceedances iii. The recommendations from the 16th Avenue EA study support occurred for PM10 or TSP, for the 2014 Existing and various Region initiatives and plans to help improve the overall air 2041 Future Build Scenarios. For both PM10 and TSP, quality in the Region by implementing AT options that reduce exceedances of the guideline occurred less than 1% of emissions: the time • York Region is managing emissions and greenhouse gases • At Warden Avenue, frequency analysis determined that through sustainable transportation infrastructure planning and there were 2 additional days for PM10 and 1 additional implementation. day for TSP on which exceedances occurred, between • The planting of trees and vegetation promotes healthy and the 2014 Existing and 2041 Future Build Scenarios. For sustainable communities. There will be opportunities for tree both PM10 and TSP, exceedances of the guideline planting and landscape features in the boulevards and segments occurred less than 1% of the time. of the median as part of the EA study. Regional and local • Mitigation measures are not warranted, due to the small municipalities throughout Ontario are working with MECP in number of days which are expected to exceed the taking on tree and vegetation planting initiatives to mitigate air guideline. quality impacts resulting from the growing population and • Total GHG emissions were predicted to be reduced by increasing traffic volumes. For over 15 years, York Region 18% at Woodbine Avenue and reduced by 16% at continues to be pro-active in its region-wide and transportation Warden Avenue between the 2014 Existing and 2041 corridor-specific tree-planting initiatives. The addition of trees Future Build scenarios. creates and maintains healthy natural environments that promote b. During construction of the roadway, dust is the primary healthy, sustainable communities. The York Region Official Plan contaminant of concern. Other contaminants including NOX sets out a woodland cover goal of 25 percent. York Region is and VOC’s may be emitted from equipment used during working to achieve the goal through various programs, such as construction activities. Due to the temporary nature of York Region’s Greening Strategy, the Region’s Streetscape construction activities, there are no air quality criteria specific Program, Municipal Streetscape Partnership Program and to construction activities. Towards Great Regional Streets: c. The MECP Air Quality in 2013 Report states in the executive • The Greening Strategy provides a framework for restoring summary that air quality is improving and emissions are habitat, increasing forest cover, securing greenlands and their decreasing: linkages and promoting and protecting the natural environment. • “Overall, air quality has improved significantly over the One of its targets is planting a minimum of 70,000 trees and past 10 years, especially for nitrogen dioxide (NO2), shrubs annually. Over 93, 000 trees were planted in 2016 and sulphur dioxide (SO2) and carbon monoxide (CO) – over 85,000 trees were planted in 2017 under the Greening pollutants emitted by vehicles and industry as well as fine Strategy. particulate matter (PM2.5) which may be emitted directly • The TMP plans for a more sustainable region by actively taking into the atmosphere as a by-product of fuel combustion… steps to move more people by public transit, carpooling, on foot • Emissions of nitrogen oxides (NOx), CO and SO2 and by bicycle and thus shift the focus away from single continue to decrease due in part to Ontario’s air quality occupant motor vehicles to more sustainable travel modes. To

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initiatives such as… and Drive Clean emissions testing, support increased transit operations, the Region is planning on which supports the federal vehicle emission standards, implementing road improvements including rapid transit and and lower sulphur content in transportation fuels.” transit priority corridors like 16th Avenue. d. The 20/20 Way to Clean Air is another program supported and iv. York Region is committed to ensuring the environmental health of its implemented by the Region. This program provides the link residents. York Region’s Corporate Air Quality Strategy, as between air pollution, energy use, climate change and public approved by Council in 2008, identifies region-wide initiatives (not health and acts as a guide to help participants cut down just road corridor specific) which support the management of vehicle emissions and home energy use. In support of this, emissions and greenhouse gases. The corporate Air Quality York Region offers AT options and programs including: Strategy can be found at: • Metrolinx Smart Commute program - This Transportation https://www.york.ca/wps/wcm/connect/yorkpublic/fcfe024d-f5d6- Demand Management program offers services to 4678-aece- employers interested in promoting carpooling, transit and f703f3c96a8a/York+Regional+Corporate+Air+Quality+Strategy.pdf? other sustainable means of transportation to their MOD=AJPERES&CVID=mukSn.z workforce for commuting purposes. The goal is to reduce v. Regional initiatives in support of the Corporate Air Quality Strategy traffic congestion and vehicle emissions throughout the include the Transportation Master Plan – a key plan/policy document GTA and surrounding areas; that guides the 16th Avenue EA study. • Public Transit: YRT / VIVA and GO Transit; vi. As a signatory to the Clean Air Council (CAC) Inter-Governmental • School Transportation Options: Green Communities Declaration on Clean Air & Climate Change, York Region was also Active and Safe Routes to School; and recognized for meeting targets of the CAC 2012-2014 Inter- • Tips to Reduce Energy Use on the Road. Governmental Declaration on Clean Air and Climate Change, including meeting the AT plan target. One of the four priority action areas identified in the 2015-2018 Inter-Governmental Declaration on Clean Air & Climate Change in accordance with the development of healthy, lower carbon and sustainable communities is: Development and implementation of AT and transportation demand management into transportation planning, policy and decision making. vii. The 20/20 Way to Clean Air is another program supported and implemented by the Region. This program provides the link between air pollution, energy use, climate change and public health and acts as a guide to help participants cut down vehicle emissions and home energy use. In support of this, York Region offers AT options and programs including: • Metrolinx Smart Commute program - This Transportation Demand Management program offers services to employers interested in promoting carpooling, transit and other sustainable means of transportation to their workforce for commuting purposes. The goal is to reduce traffic congestion and vehicle emissions throughout the GTA and surrounding areas; • Public Transit: YRT / VIVA and GO Transit; • School Transportation Options: Green Communities Active and Safe Routes to School; and • Tips to Reduce Energy Use on the Road.

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a. As per the MECP Source Protection Information Atlas and i. The additional impervious surface associated with the roadway 7. Source Water correspondence with TRCA, the study corridor is located in improvements would reduce the amount of groundwater infiltration Protection the Toronto Region Source Protection Area and parts of the from the surface. To offset these impacts and balance water study corridor are located on lands designated as Significant quantity, the stormwater management strategy described in Section Groundwater Recharge Area (SGRA), and Highly Vulnerable 8.1.13 addresses infiltration of stormwater runoff from the road right- Aquifers (HVA), as illustrated in Exhibit 4-30. of-way. In addition, the implementation of Low Impact Development b. Potential threats associated with the 16th Avenue roadway (LID) measures will be considered during detailed design. improvements, per the Clean Water Act, 2006, include: ii. Additional road salt associated with winter maintenance for the • The establishment, operation, or maintenance of a proposed roadway improvements may increase impacts to source system that collects, stores, transmits, treats, or disposes water protection areas. Consistent with best management practices of sewage (limited to stormwater runoff) and as suggested in the Clean Water Act policies, York Region and • The application of road salt the City of Markham have developed Salt Management Plans for • The storage of snow (limited to roadway clearing effective winter maintenance while striving to minimize the amount of operations only) salt entering the environment and at the same time meeting Provincial legislation related to road maintenance standards for winter services. iii. Although the proposed roadway improvements will result in additional areas to be maintained in the winter, the study corridor is not in close proximity to municipal wellheads or surface water intakes. As such, snow storage in the boulevards is not anticipated to result in a serious threat to source water protection areas. In addition, York Region and the City of Markham have developed Salt Management Plans that reduce the amount of salt that is applied during winter maintenance activities, and therefore reduces the amount of salt present in roadside snow banks. The stormwater management strategy (described in Section 8.1.13) addresses other contaminants that may be present in roadside snow banks. These would be treated by stormwater management facilities alongside the corridor prior to discharge into receiving watercourses. a. Impact to existing trees and landscaped features in the i. Where impacts to trees cannot be avoided, compensation will be 8. Streetscaping boulevard provided as per a compensation strategy developed during detailed / Urban design. Design ii. Impacted features will be restored or relocated, where feasible iii. Increased opportunity for aesthetics throughout the corridor with the provision of landscaped boulevards and median where feasible to be implemented within the right-of-way. iv. Consideration should be given to: • Raised landscaped medians where space allows • Street trees on both sides of the road where space allows

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• Coloured concrete splash strips on both sides of the road (where required) • Enhanced railings and parapet walls on bridge structures • Lookouts/rest stations along MUP at areas of significance a. Existing utilities in conflict with proposed improvements. i. A relocation plan will be developed during detailed design as 9. Utilities necessary. ii. All utility information will be updated prior to construction to ensure that the data is accurate and to finalize relocation requirements as necessary, in consultation with utility companies. a. Inconvenience during construction i. Impacts will be temporary in nature. The Region will attempt to 10. Construction mitigate impacts as much as possible. Detours/ ii. During detailed design, a traffic management plan will be developed Temporary to determine how traffic will be accommodated during construction and how access to properties adjacent to 16th Avenue will be Lane maintained. Restrictions

Natural Environment

Improvements to 16th Avenue between Woodbine Avenue and i. All of the vegetation communities identified within the study corridor 11. Vegetation York/Durham Line have the potential to result in impacts to are considered to be widespread and common in Ontario and secure and vegetation and vegetation communities. Details are included in globally. As a result, there will be no impacts on rare, threatened or Vegetation Appendix G. Effects on vegetation related to these modifications endangered vegetation communities. could include: ii. It is expected that plant species displaces and/or disturbed within the Communities a. Displacement of/disturbance to vegetation and vegetation cultural vegetation communities due to the road improvements will communities; and, re-colonize available lands adjacent to the new right-of-way post b. Displacement of rare, threatened or endangered vegetation or construction. significant vegetation communities. iii. Disturbance activities often serve to promote the establishment and/or spread of certain plant species (including the disturbance of tolerant species identified within the existing right-of-way). iv. Compensation for the loss of vegetation within wetland communities should be undertaken through the creation/ enhancement of wetlands within the study corridor. v. Kentucky Coffee tree which is listed as Threatened vegetation was identified within the study corridor; however, Kentucky Coffee trees are not afforded protection under the Endangered Species Act, 2007, and as such, no further action is required in regards to these trees. vi. One butternut tree was identified along the study corridor. Since butternut trees are regulated as Endangered under the Ontario

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Endangered Species Act, 2007, work will be undertaken within the 25 m butternut tree protection zone. Consultation with MECP should be undertaken with respect to butternut trees. A butternut tree health assessment should be undertaken during detailed design to determine if the tree is a Category 1-3 tree. Since butternut trees are regulated as Endangered under the ESA, removal of any Category 2/3 butternut trees will require approval from the MECP, and the Minister, where a Permit is required. In addition, a detailed butternut tree survey should be undertaken during detail design to confirm the absence of additional trees with 25 m of the proposed construction limits, in accordance with MECP guidelines. vii. Two species considered rare were identified within the study corridor (Black walnut and cow parsnip). The regionally and locally significant plant species should be retained to the extent possible. If impacts are unavoidable, regionally and locally significant plant species, including individual shrub and trees that measure less than 10cm DBH, should be transplanted into suitable habitat conditions. Where possible, these plants should be transplanted into the newly created edges of those impacted communities, but outside the limit of disturbance. Improvements to 16th Avenue between Woodbine Avenue and i. The grading at the Redside Dace watercourse crossings meets the 12. Fisheries and York/Durham Line have the potential to result in impacts to aquatic DFO self-assessment criteria for no serious harm to fish or fish Aquatic habitats and communities. Details are included in Appendix G. habitat; however, the in-water works at the other crossings does not Habitat Effects on these features related to modifications could include: meet the self-assessment criteria and will, therefore, require DFO a. Temporary disruption or permanent loss of site-specific habitat screening under the Fisheries Act. In addition, works within Redside b. Temporary changes to water quality Dace habitat may require permitting under the Ontario Endangered c. Changes in water temperature Species Act, 2007, and the Canada Species at Risk Act. At the very d. Barriers to fish passage least, consultation with MNRF and MECP regarding the ESA and DFO regarding SARA will need to be conducted during detailed design to determine additional steps. ii. To avoid impacts to Redside Dace habitat in the study corridor, in- water work/work within riparian habitat should be permitted only from July 1 to September 15 at the Berczy, Bruce and Robinson Creek crossings (to be confirmed by MNRF, MECP and TRCA during detailed design) and July 1 and March 31 at all other watercourse crossings iii. Work areas will be delineated with construction fencing to minimize the area of disturbance iv. Appropriate sediment control structures will be installed prior to and maintained during construction to prevent entry of sediments intro the watercourse

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v. Where cofferdams are to be employed, unwatering effluent will be treated prior to discharge to receiving watercourses vi. Cofferdams will be constructed using pea gravel bags or equivalent to isolate the work area and maintain flow vii. Fish isolated by construction activities will be captured and safely released to the watercourse viii. Good housekeeping practices related to materials storage/ stockpiling, equipment fuelling/maintenance, etc. will be implemented during construction ix. Disturbed riparian areas will be vegetated and/or covered with an erosion control blanket as quickly as possible to stabilize the banks and minimize the potential for erosion and sedimentation x. Changes to water quality will be mitigated through the isolation of the work areas behind cofferdams, the treatment of effluent from unwatering prior to its release back into the receiving watercourses, and the deployment and maintenance of erosion and sediment controls (silt fencing, flow checks, etc.) which will prevent sediments from reaching the watercourses from exposed soils upslope. To improve stormwater quality, roadway runoff should be directed to existing stormwater management (SWM) facilities where technically feasible and sufficient permanent pool volume is available within the SWM facility. Oil grit separators should also be installed to treat water prior to it entering the watercourse. In addition, all exposed areas should be vegetated as quickly as possible once the work is completed. xi. It is expected that there will be no significant increase in temperature as a result of the proposed works as long as appropriate SWM strategies are implemented. xii. No barriers to fish passage will result from the project xiii. The proposed improvements will be achieved based on the replacement structures at Berczy and Robinson. Restoration of disturbed riparian areas associated with culvert/ bridge and retaining wall works should focus on the replacement and enhancement of the riparian vegetation that will be affected by the proposed works. These restoration and enhancement works will increase the diversity of habitat in relation to what is present by increasing riparian cover, increasing habitat diversity and providing good floodplain connectivity.

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Improvements to 16th Avenue between Woodbine Avenue and i. Only minimal infringement to the edge of the natural heritage 13. Wildlife and York/Durham Line have the potential to result in the displacement features within the study corridor will occur as a result of road Wildlife of wildlife and wildlife habitat. Details are included in Appendix G. modification and widening of 16th Avenue. Modification and Habitat Effects on these features related to modifications could include: widening of 16th Avenue within and beyond the right-of-way is not a. Displacement of wildlife and wildlife habitat expected to have any significant impact on wildlife and/or wildlife b. Barrier effects on wildlife passage habitat. Displacement of species at risk habitat is not anticipated c. Wildlife/vehicle conflicts ii. The proposed activities at this site should occur outside of the d. Disturbance to wildlife from noise, light and visual intrusion breeding bird window to minimize disturbance to birds and other e. Potential impacts to migratory birds wildlife species utilizing habitats within the study corridor. f. Displacement of rare, threatened or endangered wildlife and iii. No new permanent migratory barriers to wildlife will be created as a significant wildlife habitat result of the proposed road modifications. The existing barrier posed by the current 16th Avenue right-of-way will be greater due to proposed widening. iv. Construction duration and disturbance in the vicinity of the culverts and bridges should be minimized to the extent possible to reduce the potential for increase in road mortality caused by wildlife avoidance of these structures v. Given that wildlife is acclimatized to the presence of the existing 16th Avenue right-of-way in the study corridor, the tolerance of the wildlife assemblage to human activities and the limited zone of influence of the proposed widening, disturbance to wildlife from noise, light and visual intrusion will have no significant adverse effects vi. To comply with the requirements of the Migratory Birds Convention Act (MBCA), it is recommended that disturbance, clearing or disruption of vegetation where birds may be nesting should be completed outside the window of April 1 to August 31 to avoid the breeding bird season for the majority of the bird species protected under the act vii. In the event that activities must be undertaken from April 1 to August 31, a nest screening survey will be conducted by a qualified avian biologist. If an active nest is located, a mitigation plan shall be developed and provided to Environment Canada- Ontario Region for review prior to implementation viii. Background data provided by the MNRF, Aurora District detailed five species at risk that have been previously identified as present within the vicinity of the 16th Avenue study corridor. The likelihood of the project having a negative effect on species at risk is low. Due to the unlikelihood of adverse effects on species at risk, no permitting requirement under the ESA is anticipated; however, consultation with MNRF and MECP during the detailed design phase is warranted. Follow-up field surveys may be required during detailed

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design to further assess presence/absence and potential habitat function of lands within the study corridor. ix. Wildlife fencing is proposed at all watercourse crossings to direct wildlife under/through the structures rather than across the roadway. a. An assessment of the hydrogeology within the study area was i. As the potential daily withdrawal of each of the construction 14. Hydrogeology conducted, including the dewatering estimates. The findings dewatering estimates summarized may be greater than 50 m3 /day are summarized in Table 8-25. but less than 400 m3 /day, an Environmental Activity and Sector b. Under the Regional storm condition, overtopping of 16th will Registry (EASR) may be required to permit the construction occur at Berczy Creek (C-5), Bruce Creek (C-6), and dewatering as stipulated by MECP. An EASR for construction Robinson Creek (C-8) with depths of 1.65 m, 0.71 m and 0.55 dewatering would apply to the entire project and therefore m respectively. construction would need to be staged such that the dewatering c. Additional details pertaining to the Hydrogeological demands of the entire project do not exceed the 400 m3 /day limit at Investigation are provided in Appendix N. any time. If simultaneous dewatering is required that would result in the project takings exceeding the 400 m3 /day rate, then a Permit to Take Water (PTTW) would be required from the MECP to permit this level of water taking. ii. The occurrence of granular soil layers at the crossings may require the use of wells or wellpoint systems. Given the proximity of the proposed excavations to surface water bodies, exclusion methods should be used to prevent creek inflow into the excavation. iii. Once engineering drawings for structural improvements are finalized, detailed dewatering estimates will be completed prior to commencing construction to determine and support permitting requirements. Specifically, there was limited information for the Eckardt Creek crossing at the time of reporting and dewatering estimates need to be updated when additional design and subsurface information is available. iv. Sediment and erosion control measures should be installed and maintained. It is assumed that any water pumped from the excavations would be discharged to the sewer or nearby ditch greater than 30 m from a watercourse. a. Impacts resulting from any excavating or cut and fill operations i. Erosion and sedimentation mitigation measures will be implemented 15. Surface will be temporary in nature prior to the construction phase. Control measures will include, but Water b. Changes to the existing pavement area may result in an not be limited to: limiting the geographical extent and duration soils increase in quantity runoff are exposed to the elements; implementing standard erosion and sediment control measures in accordance with Ontario Provincial Standard Specification (OPSS); and managing surface water outside of work areas to prevent water from coming in contact with exposed soils. ii. Monitoring of erosion and sediment control measures during and after construction will be implemented to ensure their effectiveness.

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These environmental measures should reduce/ minimize adverse environmental impacts iii. A drainage and stormwater management plan has been prepared to mitigate potential changes to the existing pavement area resulting from potential increase in quantity runoff. Details are included in Section 8.1.13. a. Based on available groundwater information from the previous i. Appropriate temporary construction dewatering will be required to 16. Groundwater and/or existing geotechnical investigations, it is anticipated lower the groundwater level to approximately 1 m below the that the foundation excavations (culverts, shallow footings, pile founding elevation to maintain the integrity of the excavation and caps) will extend below the groundwater level at all sites. subgrade during construction of the foundation elements. b. Based on the review of MECP water well records, there does ii. At this preliminary stage, it is anticipated that a Permit to Take Water not appear to be any water supply wells within the preliminary (PTTW) may be required for construction dewatering for the pile estimated zone of influence for dewatering activities (30 m to caps. Control of the surface water will be necessary for the 40 m radius around each excavation). Therefore, no effect on construction of the culvert and bridge extension/replacements, to water well users is anticipated. allow excavation and foundation construction to be carried out in dry conditions. Depending on the creek flows (Apple Creek, Berczy Creek, Bruce Creek, Eckardt Creek and Robinson Creek) at the time of construction, the surface water being conveyed by the existing culverts could bypass culvert construction area by means of a temporary pipe, or be diverted by pumping from behind a temporary barrier (cofferdam) placed/constructed inside the existing culvert. Precipitation runoff in the construction area should be directed away from the excavation areas, to prevent ponding of water that could result in disturbance and weakening of the subgrade or granular backfill/bedding material. a. Potential for removal of contaminated soils. i. If soil removed during construction is determined to be 17. Soil Removal b. Management of excavated soil must not result in the contaminated, the disposal of contaminated soil is to be consistent and discharge of a contaminate into the natural environment that with Part XV.1 of the Environmental Protection Act and Ontario Contaminants causes or may cause an adverse effect. Should this occur, Regulation 153/04, Records of Site Condition, which detail the appropriate mitigation measures are required. requirements related to site assessment and clean up. In addition, c. Potential impacts to properties associated with issues of should contaminated soil be present at the site, the MECP’s York potential environmental concern and spill locations Durham District Office is to be contacted for further consultation. d. The study corridor contains 23 properties with issues of ii. Activities related to management of excess soil through construction potential environmental concern. Nine properties are should be completed in accordance with MECP’s current guidance anticipated to be impacted by the proposed design. These document called “Management of Excess Soil – A Guide for Best anticipated impacts consist of either proposed property Management Practices” updated in 2017. It provides guidance on acquisition or grading easement. Buildings within the subject how to handle excess soil beginning at the place where the soil is properties are not anticipated to be impacted, and impacted excavated (a “Source Site”), during the transportation of the excess areas are restricted to those adjacent to the existing road soil, and through a site where the excess soil can be reused for a right-of-way. The 23 properties with issues of potential beneficial purpose (a “Receiving Site”).

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Factor Details/Anticipated Impact Proposed Mitigation

environmental concern as well as their associated risk ranking iii. Should there be discharge of a contaminate into the natural are provided in Table 8-26. environment, notice of the discharge must be provided in e. Additional details regarding the Contamination Overview accordance with the provisions of the Environmental Protection Act, Study are included in Appendix Q. R.S.O 1990, c. E. 19 (EPA). iv. If, at any time, the management of excavated soil or excess soil causes an adverse effect, such as odour, litter, dust, noise, or other impacts to the natural environment or water quality, appropriate preventive and remedial actions will immediately be taken to alleviate the adverse effect or impact. Until these issues are addressed, all soil management activities may need to be suspended, including soil excavating, transporting or receiving. v. Proposed works adjacent to properties identified as having either a moderate or high risk ranking for contamination concern should be adequately assessed during detailed design. If subsurface work is to be conducted in the vicinity of any of the properties identified as having issues of potential environmental concern, further intrusive investigations including Phase I and Phase II ESAs may be required and will be undertaken during detailed design. If impact is encountered, it should be managed in consultation with a qualified professional. vi. Each spill location would require additional subsurface environmental investigations to assess related impacts.

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Table 8-25: Hydrogeological Findings along 16th Avenue between Woodbine Avenue and Markham Road / Highway 48 Structure Location Daily Storage of Precipitation Number of Dewatering Total Dewatering Total Dewatering Seepage from Groundwater Removal excavations Volume per Volume Based on Volume with 2x Groundwater removal over 14 over 1 day required for Excavation based Groundwater Factor of Safety (m3/day) days (m3/day) (m3/day) structure on Groundwater Seepage & (m3/day) Seepage & Storage Storage Removal Removal (m3/day) (m3/day)

Apple Creek culvert 1 2 1 2 4 8 16

Berczy Creek bridge 60 884 22 2 966 1,932 3,864

Bruce Creek Bridge 21 266 4 4 291 1,164 2,328

Eckardt Creek culvert 28 414 1 2 443 886 1,772

Robinson Creek culvert 1 15 18 2 34 68 136

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Table 8-26: Potential Contamination/ Issues of Concern within the Study Corridor Property Site Address Potential Risk Ranking Potentially affected I.D. Contaminants/ by proposed Issues of Concern improvements (yes or no)

1 3010 16th Avenue, Markham PHCs, BTEX High yes

9255 Woodbine Avenue, VOCs High yes 2 Markham

3 2130 Rodick Road, Markham PHCs, BTEX Low yes

4 3315 16th Avenue, Markham PCBs, metals Low yes

4134 16th Avenue, Unionville PHC, BTEX, OC Low yes 5 Pesticides

6 4486 16th Avenue, Unionville PHCs, BTEX Low no

Northeast corner of Kennedy PHCs, BTEX Low no Road and 16th Avenue, 7 Markham

8 4898 16th Avenue, Markham PHCs, BTEX Moderate yes

9270 McCowan Road, PHCs, BTEX High yes 9 Markham

10 5270 16th Avenue, Markham PHCs, BTEX Low no

11 5440 16th Avenue, Markham PHCs, BTEX Low yes

1 Stone Mason Drive, VOCs High no 12 Markham 6 Heritage Corners Lane, PHCs, BTEX Low no 13 Markham

346 Main Street North, VOCs High no 14 Markham 380 Main Street North, PHCs, BTEX High no 15 Markham

16 6140 16th Avenue, Markham PHCs, BTEX, ORPs Low yes

6160 16th Avenue East, PHCs, BTEX Low yes 17 Markham

18 10 Fincham Avenue, Markham PHCs, BTEX Moderate no

19 9249 Ninth Line, Markham PHCs, BTEX High no

2667 Bur Oak Avenue, PHCs, BTEX Moderate no 20 Markham 9318 Reesor Road, Markham PHCs, BTEX, OC Moderate no 21 Pesticides 690 m west of York/Durham OC Pesticides, Low yes Line, Markham PHC, 22 BTEX

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Property Site Address Potential Risk Ranking Potentially affected I.D. Contaminants/ by proposed Issues of Concern improvements (yes or no)

7797 16th Avenue, Markham PHCs, BTEX, OC Moderate yes 23 Pesticides

8.3 Summary of Key Agency and Stakeholder Discussion and Direction Key comments, direction, and requirements from agencies are outlined in the following sections. More details are provided in the correspondence in Appendix B, and additional details/correspondence is maintained in York Region’s project files.

8.3.1 York Region Internal Stakeholders York Region’s internal stakeholders provided input throughout the study, including: • Where the right-of-way allows, all new planted trees should have a minimum setback of 3.5 m from the edge of curb. In areas of constraint, the minimum setback should be 2.5 m from the edge of curb. • A centralized Irrigation system is required for any boulevard planters/landscaped centre medians and the system shall be compatible with a Rainbird IQ centralized irrigation system. • In locations where minimal soil volume requirements are not met, soil cells and/or structural soil under hardscape areas should be utilized. The minimum required soil volume is 30 m³ for a single tree or 16 m³ of soil volume with direct access to an additional 14 m³ of shared soil volume for 2 or more trees. • Bridge plaques, architectural detailed parapet walls and columns, and anodized aluminum parapet wall railings should be considered to enhance bridge structures/watercourse crossings. • Where applicable, retaining walls should be enhanced with architectural form liners, armour stone or modular concrete block retaining wall units. • Pedestrian and cyclist railings should be enhanced where possible.

8.3.2 City of Markham The City of Markham provided input throughout the study, including: • Ensuring connections to trails are provided, both during construction and as part of the ultimate design • Traffic infiltration and signal timing are issues which should be reviewed • A raised median could promote traffic infiltration. The project team clarified that breaks in the median will be reviewed at intersections, driveways and access points • Concerns with landscaping along the median and advised that a narrow median will be beneficial to minimize landscaping maintenance costs

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• Concerns with an addition of a wide median and Transit/HOV lanes due to longer crossing distances for pedestrians. The project team clarified that in many cases, the existing right-turn lanes will be converted into the Transit/HOV lane, mitigating further widening and crossing distances • Metrolinx has not identified the Stouffville GO At-Grade Crossing for a grade separation, however it is identified in the Region’s TMP. If a grade separation is to be considered, the City expressed preference of an option with least geometric changes/impacts to homeowners in the area • The City committed to coordinating directly with Markham’s Cycling and Pedestrian Advisory Committee (CPAC) and forwarding study notices • The City provided information related to active development applications along the study corridor. • The City’s Official Plan (OP) identified in-boulevard (separate) cycling facilities due to safety of cyclists and pedestrians • Preference for a consistent type of cycling facility along the corridor as opposed to constant transitions between different facility types • Preference for concrete cycling facilities instead of asphalt if the City must maintain the facilities • Preference for AT facilities that do not exceed 3 m in width (or 1.5 m sidewalk and 1.5 m cycling facility) due to snow clearance constraints • Preference for one-way cycling facilities on each side of the road corresponding with the direction of traffic instead of a combined treatment on one side of the road for both directions, if space allows • The Region should consider the type of pedestrian environment being created with focus on auto-intensive alternatives that compromise landscaping areas where right- of-way is constrained • The City’s Trees for Tomorrow policy should be considered. If trees are impacted, compensation should be based on the species and size of trees being removed • There are different requirements with regards to winter maintenance for wider sidewalk facilities. Based on maintenance responsibilities and available equipment, it may not be practical to maintain the full width of the MUP in the winter. • Since there are more trails on the south side of 16th Avenue, it may be more beneficial to implement MUP on the south instead of the north for the purpose of connectivity. If the EA recommendation to implement MUP on the north side and sidewalk on the south side changes, an EA amendment may be required if significant impacts result from this change. The project team clarified that where multiple trails are located on the south side, consideration would be given to the implementation of MUP on both sides. • As part of tree plantings for compensation, City staff suggested that planting trees in back yards (within private property) could be considered as a compensation strategy, as the City has done for a number of subdivisions in the past

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• There are drainage issues on the north side of 16th Avenue at some locations, where there is water ponding against the rear lot fencing • Noted that there are geometric deficiencies east of McCowan Road such as an offset intersection and horizontal alignment issues • Identified an additional development (Secondary Hub at Donald Cousens Parkway, as part of the Highway 407 Rapid Transitway) • Provided information related to active development applications along the study corridor, including updates regarding the proposed York Downs Redevelopment • Preference to keep the existing MUP east of Ninth Line as it is part of the City’s MUP network • Preference for an MUP to be considered between Donald Cousens Parkway and York/Durham Line (within Rouge National Urban Park), given the proposed trail off 16th Avenue per Parks Canada’s trail network • Request that sight triangles be minimized if possible at York Downs intersections, while still meeting standards • At York Downs, the City noted that implementation of MUP on both sides of 16th Avenue may be sufficient to accommodate AT as pedestrians and cyclists could cross at adjacent signalized intersections. If Berczy Creek and Bruce Creek structures are to be replaced, consideration should be made for AT connections under the bridge • Request for ecological passages and trails at Berczy Creek and Bruce Creek to be considered • Suggestion that an off-road trail would be supported as it is more family friendly • Suggestion to consider proposing more AT facilities for Rouge National Urban Park • Suggestion to consider for a transition of AT facilities at the Little Rouge River bridge • Per the anti-whistle status, a pedestrian gate will be constructed on 16th Avenue in 2018 based on the existing sidewalk location. This will need to be considered during detailed design • Request to York Region to circulate streetlight design during the detailed design phase for review, noting that the cross sections should allow minimum 0.6 m from face of curb to the edge of streetlight pole and 0.45 m from edge of pole to sidewalk or MUP.

8.3.3 Metrolinx Metrolinx was consulted regarding the at-grade Stouffville GO Line east of Markham Road/Highway 48. Input and direction included: • A system-wide grade separation study was conducted at this location. Safety issues were not identified • The exposure index calculations should be based on 15 trains per day for 2016and more than 36 trains per day for 2041.

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• Existing plans for this crossing (per current GO Expansion Project/funding) includes a level crossing with one track • Preference to protect for two tracks; however, the location for the second track has not been identified and Metrolinx plans need to be confirmed • Potential for a second track will be confirmed in early 2017 • Electrification is planned for the Stouffville GO corridor within the 10-year program. Any undertaking as part of the EA should protect for electrification at this crossing, including appropriate horizontal and vertical clearances • Anti-whistle by-law (not yet in effect) may require upgrades to this crossing even if there is no grade separation

8.3.4 Parks Canada Parks Canada provided input and guidance on the EA study, in particular with regards to land considerations, AT connections, and drainage/stormwater management. Direction included: • Rouge National Urban Park should comply with Dark-Sky illumination restrictions (York Region clarified that the roadway design must meet the Region’s illumination standards) • Lands for Rouge National Urban Park adjacent to 16th Avenue were transferred from TRCA to Parks Canada in May 2019. Suggestions to identify any York Region land requirements prior to TRCA land transfer in order to protect for additional land required for roadway improvements, otherwise a Federal EA may be required. • Preference for the road to have a posted speed of no more than 60 km/h with lanes that are wide enough to accommodate farm equipment, and AT facilities for connections to park trails • Request to consider opportunities to provide wildlife crossings • Impacts to agricultural operations, cultural resources, park visitor experience, and tile drainage should all be considered with respect to the roadway improvements. For example, the traffic circle at York/Durham Line at 19th Avenue impacts farming operations • Prioritize improvements to promote the ecological integrity of the area rather than just minimizing impacts • Key considerations include property protection, drainage and stormwater management, trails and connections, and a rural cross section with potential mountable curbs if required. • Concerns regarding any potential vegetation removals (including vegetation within the Region’s right-of-way • Inquiries regarding the possibility of using the original Bailey Bridge (below the new Little Rouge River bridge constructed in 2012) for AT connections • Stormwater management is a priority for Parks Canada. Roadside character is also an important consideration and the park function should be respected

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• Parks Canada is launching conceptual and detailed design of a north-south trail in Fall 2019 that will cross 16th Ave and Little Rouge Creek. During detailed design, the outcome of Parks Canada's north-south trail will be confirmed • No lighting is preferred between the 16th Avenue and Reesor Road and 16th Avenue and York/Durham Line intersections in order to preserve a dark night sky as per direction from the Rouge National Urban Park Management Plan (pages 18, 57, and 66). Parks Canada noted that if safety standards require it, dark sky-compliant lighting should be specified • Parks Canada to be consulted during detailed design regarding the configuration of utilities within the boulevard

8.3.5 Ministry of Natural Resources and Forestry (MNRF) MNRF provided comments and worked closely with the project team throughout the course of the study. MNRF provided direction on the design approach at watercourse crossings, particularly those classified as occupied or recovery habitat for Redside Dace. In particular: • For all Redside Dace regulated watercourses, ESA permit 17(2)(c) may be required if Redside Dace habitat (the meander belt plus 30 m on each side) is impacted. The requirements under the ESA 2007 at the watercourses associated with Redside Dace will be confirmed with the MNRF during detailed design3 • Strong support for the replacement of the existing Robinson Creek crossing structure • One permit can be pursued for all watercourse crossings, with overall benefit requirements also combined instead of an individual permit per watercourse crossing. MNRF’s preference for overall benefit compensation is within the specific watercourse or watershed being impacted • Permit applications require 60% detailed design. Alternatives considered as part of the EA could satisfy alternative avoidance form requirements for a permit • There is no time limit for the species at risk permit, whereas TRCA outlines that construction must occur within two years of a TRCA permit being issued • As part of the EA, MNRF indicated that area calculations/figures for impacts would satisfy requirements for Alternative Avoidance Form. If the area of impact is <300 m2, a permit will not be required • MNRF agrees with the EA team’s approach to modify the designs as feasible to minimize impacts, and document why impacts couldn’t be further minimized • Recommendation to identify butternut trees, bats, and barn swallows at all the watercourse crossings at the start of detailed design • Suggestion to follow the Guelph protocol, whereby any dead tree should be considered to provide bat habitat. Any removal of trees considered to provide bat habitat would need to be replaced with bat boxes. MNRF confirmed that a letter of

3 It should be noted that at the time of the EA study, this was under the jurisdiction of MNRF. This has since been placed in the jurisdiction of MECP and as such, the requirements will be confirmed with MECP during detailed design.

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advice would be sufficient in this circumstance and the need for a full permit would not be required It should be noted that Species at Risk are now under the jurisdiction of the Ministry of the Environment, Conservation and Parks (MECP) and additional consultation with MECP will be required during detailed design, including permit applications.

8.3.6 Ministry of Environment, Conservation and Parks (MECP) MECP was consulted throughout the study to provide guidance on the EA process. Direction included: • Include documentation regarding climate change • Include documentation regarding Source Water Protection detailing whether or not there are vulnerable areas located within the study corridor and any potential impacts and mitigation • An air quality impact assessment should be conducted for the project. A hotspot assessment was suggested based on clusters of sensitive receptors such as schools, community centres, and parks. Residential properties along the roadway are also considered to be sensitive receptors. There were no concerns with the results of the air quality assessment presented to MECP. • Identification of all Indigenous Communities and Aboriginal Groups to be consulted for this study • Should a significant relocation of a municipal service installed below the water table be required, the need for trench plugs should be assessed where servicing trenches have the potential to promote long-term drainage of shallow aquifer units. • Installation of monitoring wells has occurred within the study area as part of geotechnical and hydrogeological investigations. All existing and future wells constructed (and subsequently decommissioned) should be done so in accordance with the Wells Regulation (R.R.O. 1990, Regulation 903 (Wells) as amended under the Ontario Water Resources Act, R.S.O. 1990, c. O. 40). It should be noted that Species at Risk are now under the jurisdiction of the Ministry of the Environment, Conservation and Parks (MECP) and additional consultation with MECP will be required during detailed design, including permit applications.

8.3.7 Ministry of Tourism, Culture and Sport (MTCS) MTCS provided comments and recommendations for the EA process. MTCS’s interest in the EA project related to its mandate of conserving Ontario’s cultural heritage, which includes archaeological resources (including land-based and marine), built heritage resources (including bridges and monuments), and cultural heritage landscapes. Recommendations included: • Consulting with Indigenous communities to discuss known or potential cultural heritage resources that are of value to these communities • Consulting with Municipal Heritage Communities, historical societies and other local heritage organizations regarding identification of cultural heritage resources

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• Screening the project with the MTCS Criteria for Evaluating Archaeological Potential to determine if an archaeological assessment is needed. Should areas with archaeological potential be identified, then an archaeological assessment (AA) should be undertaken by an archaeologist licensed under the OHA who is responsible for submitting the report directly to MTCS for review. A Stage 1 AA was completed. • Screening the project with the MTCS Criteria for Evaluating Potential for Built Heritage Resources and Cultural Heritage Landscapes to determine whether the project may impact cultural heritage resources. If potential or known heritage resources exist, MTCS recommends that a Heritage Impact Assessment (HIA) prepared by a qualified consultant. A Cultural heritage assessment was completed.

8.3.8 City of Pickering The City of Pickering provided input on the study. In particular: • The City confirmed that there are no current plans to add a fourth leg at the 16th Avenue and York/Durham Line intersection. • City staff noted that they are in agreement with both alternatives presented for the 16th Avenue and York/Durham Line intersection. They did not identify a strong preference for either signalized intersection or roundabout, noting that the EA process should determine which alternative is selected. • The City expressed concerns regarding potential impacts to properties resulting from potentially implementing a roundabout at the 16th Avenue and York/Durham Line intersection.

8.3.9 Toronto and Region Conservation (TRCA) TRCA provided comments and worked closely with the project team throughout the course of the study. TRCA provided input and direction on the design approach at watercourse crossings. In particular: • A TRCA permit under Ontario Regulation 166/06- Development, Interference with Wetlands and Alterations to Shorelines and Watercourses will be required for all works within regulated areas (includes channel realignments, where a coordinated design and review process to address both TRCA and DFO requirements will be necessary) • There is existing overtopping under Regional events at Berczy Creek and Bruce Creek. TRCA suggested reviewing opportunities for replacement rather than extension at these locations. • The property east of Donald Cousens Parkway became part of Rouge National Urban Park and was conveyed to Parks Canada in May 2019. TRCA recommends that the design at this location stay within the existing road right-of-way • Provided details about available hydraulic data, including an estimated model or the report for the upstream pond at Apple Creek

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• Request for the MUP alignment to be optimized to minimize impacts along the entire valley and Redside Dace habitat at Robinson Creek • Request for the project team to review the pond design to confirm impacts from the extension at Mount Joy Creek, as this is potentially a wetland pocket • Agreement that the new bridge at Little Rouge River provides a good design and no modifications are required as part of the current project • Suggestion to consider narrowing the cross-section footprint for the entire valley corridor, not just the crossing itself (applies to all watercourses) • TRCA referred to their crossing guidelines for terrestrial passage. It was suggested that documentation include text to identify which of the watercourse crossings provide dry passage for wildlife

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9 Timing of Implementation and Future Commitments 9.1 Project Schedule As part of the Environmental Assessment process, this Environmental Study Report is to be filed and placed on the public record for at least 30 calendar days for review by the public and review agencies. After the review period, provided that no Part II Orders are received, the Region may proceed to Phase 5 of the Class EA process – design and construction. Property acquisition and utility relocation will then be scheduled, followed by construction.

9.1.1 Lapse of Time According to the Municipal Class EA, “If the period of time from the filing of the Notice of Completion of ESR in the public record or the MECP’s denial of a Part II Order request(s), to the proposed commencement of construction for the project exceeds ten (10) years, the proponent shall review the planning and design process and the current environmental setting to ensure that the project and the mitigation measures are still valid given the current planning period. The review shall be recorded in an addendum to the ESR which shall be placed on the public record.” Notice of Filing of Addendum shall be placed on the public record with the ESR, and shall be given to the public and review agencies, for a minimum 30-day public review period. The notice shall include the public’s right to request a Part II Order during the 30-day review period. If no Part II Order request is received the proponent is free to proceed with implementation and construction.

9.2 Commitments for Future Work The ESR identifies specific items to be reviewed and confirmed during detailed design. Some of these commitments will address specific concerns raised by property owners and review agencies during the EA process. Items of particular interest to be addressed include: 1. Property Impacts a. Review opportunities to further optimize the design and minimize impacts to the properties along 16th Avenue. b. Property and easement requirements identified in this report and shown on the preliminary design drawings are preliminary and will be finalized during detailed design. c. Review design opportunities to further minimize property acquisition requirements, in particular to minimize impacts at constrained locations. Where feasible, review opportunities for easements instead of property acquisition (for example, in the vicinity of Country Estates Drive/Village Parkway). d. Review design opportunities to further minimize grading and vegetation impacts (for example, in the vicinity of Sutcliffe Crescent and between Kennedy Road and Harbord Street/Longwater Chase).

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e. Where tree removals cannot be avoided and replacement trees are to be planted, review opportunities to plant larger trees that maximize privacy screening. f. Construction easements are required where culvert works are proposed. g. Permission to Enter Agreements are to be obtained from landowners where access to their property is required. h. Relocation of existing commercial signage along 16th Avenue to be considered. i. Impacted property owners to be consulted during the development of construction staging plans to maintain access to properties and minimize impacts as feasible. 2. Archaeology a. Undertake and incorporate findings and recommendations from Stage 2 Archaeological Assessments. Findings from subsequent archaeological assessments are to be filed with the Ministry of Tourism, Culture and Sport (MTCS) to obtain clearance for archaeology. 3. Noise a. Details of the design of any proposed noise attenuation will be addressed during detailed design. Review opportunities to provide aesthetically pleasing noise barriers. b. The design of any noise attenuation should minimize impacts to adjacent properties and entrance features. Noise attenuation is subject to constructability and the Region’s Traffic Noise Mitigation Policy and Noise Mitigation Standard Operating Procedure (SOP). These SOPs provide requirements for noise assessments and mitigation relating to the construction of new or the expansion of existing Regional Roads. The technical, economic and administrative feasibility of constructing the recommended barriers will be assessed during detailed design. c. The final design of any walkway openings in the proposed noise barriers will need to be reviewed during detailed design. Applicable policies and guidelines will be considered at the time of detailed design and construction. 4. Natural Environment a. A Department of Fisheries and Oceans (DFO) self-assessment will be completed during detailed design to determine if serious harm to fish or fish habitat is expected as a result of activities from the project. b. Channel realignments to match the upstream and downstream channel with the new culvert/structure will be completed by a fluvial geomorphologist using natural channel design principles with the creation of habitat features/structures and the restoration of the banks and riparian vegetation. This work should be done in consultation with aquatic and terrestrial biologists to ensure that an overall habitat improvement will be realized. Efforts will be made to minimize effects to surrounding vegetated areas and vegetation removals will be compensated for via plantings of the same or similar species. c. A TRCA permit under Ontario Regulation 166/06- Development, Interference with Wetlands and Alterations to Shorelines and Watercourses will be required for all works within regulated areas. This will include channel realignments, where a coordinated design and review process to address both TRCA and DFO requirements will be necessary.

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d. The works proposed at the Redside Dace watercourse crossings (Berczy, Bruce and Robinson Creeks) have the potential to adversely affect Redside Dace, which is now listed under Schedule 1 of SAR. During detailed design, consultation with DFO and MNRF/MECP regarding the work proposed at these crossings should be conducted to determine whether a permit is required. e. To comply with the requirements of the Migratory Birds Convention Act (MBCA), it is recommended that disturbance, clearing or disruption of vegetation where birds may be nesting should be completed outside the window of April 1 to August 31 to avoid the breeding bird season for the majority of the bird species protected under the act. In the event that these activities must be undertaken from April 1 to August 31, a nest screening survey will be conducted by a qualified avian biologist. If an active nest is located, a mitigation plan shall be developed and provided to Environment Canada – Ontario Region for review prior to implementation. f. Bird breeding windows are to be considered where habitat removal is required. Specific timing windows are to be confirmed during detailed design. g. Opportunities to minimize vegetation impacts should be reviewed during detailed design. A tree inventory and tree preservation plan is to be developed during detailed design. The need for a tree compensation strategy will be confirmed during detailed design. h. Tree protection zones need to be installed prior to any construction which includes tree removal and utility work, and remain in good repair for the duration of the project. i. If tree removals are proposed, all trees must be assessed as to their use by species at risk bats. j. Impacts to terrestrial natural heritage system will need to be off-set. A detailed inventory and vegetation removal plans, as well as restoration and compensation plans to mitigate impacts will be provided during detailed design. k. Opportunities to reduce the design footprint and minimize impacts to natural features will be reviewed during detailed design. l. Environmental Management Plans per TRCA’s guidelines, or their equivalent if submitted within other technical reports, are to be provided for any active groundwater controls/dewatering required for construction, as both taking and disposal of groundwater may have negative impacts on natural features. m. Construction and post-construction monitoring plans are to be developed in consultation with MECP. n. An Information Gathering Form was submitted to MNRF/MECP, and permit requirements under the Ontario Endangered Species Act, 2007 will need to be confirmed during detailed design. This will confirm if there have been any changes at these agencies and ensure that all the necessary permit requirements are met. If required, the necessary permit(s) will be secured during detailed design. o. Opportunities for wildlife and AT passages at Bruce Creek and Berczy Creek to be explored as feasible during detailed design. p. Consultation with MECP should be undertaken with respect to butternut trees. A butternut tree health assessment should be undertaken to determine if the trees are a Category 1-3

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tree. In addition, a detailed butternut tree survey should be undertaken during detailed design to confirm the absence of additional trees with 25 m of the proposed construction limits, in accordance with MECP guidelines. While Butternut tree assessments will be required, however, it would appear that registration should be sufficient to address Butternut trees. 5. Roadway Design a. The Region will address design requirements through the preparation of contract drawings and specifications. b. At the time of detailed design, any changes to design standards and/or industry best practices compared to those available at the time of the EA are to be considered. c. Feasibility and location of retaining walls to minimize grading impacts to be considered. d. Proposed re-grading at driveways to be confirmed during detailed design once each driveway design is developed. e. Signage and pavement markings are to be confirmed during detailed design. f. Review design at intersections to determine if there is a need or opportunity for the storage length to be increased (for example, at Warden Avenue). 6. Active Transportation Facilities a. Material type and treatment for MUP and sidewalk to be confirmed. b. At the time of the ESR the Region was in the process of developing AT guidelines, which should be reviewed during detailed design to ensure the proposed design conforms to the updated guidelines. This includes consideration of the applicable standards for pedestrian and cyclist treatment across entrances and intersections. c. At the time of detailed design, any changes to design standards and/or industry best practices related to the accommodation of AT users, compared to those available at the time of the EA, are to be considered. d. Intersection and driveway treatments along the study corridor are to be reviewed during detailed design to address bicycle access and pedestrian crossing requirements. AODA compliance will be taken into consideration at all locations during detailed design. e. Consult with Metrolinx regarding construction of the proposed MUP and sidewalk at the rail crossing east of 16th Avenue and Markham Road/Highway 48 and any potential impacts to whistle cessation measures at this location. f. Confirm trail crossing location in the vicinity of Rouge National Urban Park based on outcome of future Parks Canada study. 7. Intersection Design, Signals, and Illumination a. Illumination along the study corridor will consider the roadway profile, the urban cross- section, and AT requirements. Details will be based on York Region’s illumination standards and City of Markham’s Streetlighting and Electrical Standards and will be confirmed during detailed design, at which time the type and location of poles and luminaires will be confirmed. b. Reduced lighting at valley crossings to be considered at the request of the City of Markham.

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c. Coordinate improvements at 16th Avenue and York/Durham Line with future York/Durham Line widening. d. Farm operations and farm vehicles are to be considered, in particular at the 16th Avenue and York/Durham Line intersection as there are farming operations in the area which rely on this intersection. 8. Transit Facilities a. Stop locations and amenities to be confirmed during detailed design in consultation with York Region Transit (YRT). b. The proposed bus stops/pads are based on the existing locations and infrastructure which should be reviewed in consultation with YRT during detailed design. c. The need for delineation through the bus stop area by signage, tactile warning or change in elevation will be confirmed during detailed design. 9. Streetscaping and Landscaping a. Streetscaping opportunities as identified in the preliminary designs are to be confirmed. A streetscaping plan, including individual tree planting locations, is to be developed during detailed design. 10. Geotechnical and Pavement Design a. Additional borehole investigation is recommended during the detail design at all structures to be modified to accommodate the widening of 16th Avenue within the footprint of the new/widened foundation elements to further assess and/or confirm the subsurface conditions and the preliminary recommendations provided as follows: Abutments, culverts, headwalls i. Assessment of the type and depth of fill present; ii. Assess near surface soil deposits within the footprint of the widened embankments, to allow analysis of settlement, where applicable; iii. Confirmation of depth of “100-blow” materials and confirmation of the tip elevation and bearing resistance for driven steel H-piles or pipe piles; iv. Confirmation of the groundwater elevation and the grain size distribution characteristics to aid in the assessment of the need for a Permit to Take Water (PTTW) associated with foundation excavation and dewatering; and v. Observation of the presence of cobbles and/or boulders within the soil deposits, to assess the presence of such obstructions as they may affect excavations and the installation of driven steel H-pile foundations. Pavement vi. At the time of detailed design the pavement visual condition inspection and FWD testing should be repeated to confirm the condition of the pavement within the project limits; vii. The design traffic volumes should be confirmed during the detailed design stage;

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viii. The required design life for the pavement rehabilitation should be verified during the detailed design stage as typically the design life for major rehabilitations would be 20 years, rather than the 13 years identified in the 16th Avenue EA geotechnical rand pavement report. ix. Rehabilitation design analyses should be adjusted to account to changes in the pavement condition and updated design traffic loading; and x. The existing asphalt should be investigated by means of asphalt coring and testing, to evaluate whether steel slag was incorporated in the existing asphalt mix, and if identified to be present, a removal plan should be developed for the subject asphalt layers. 11. Structural Design a. Culvert/structure designs, including the design of culvert end treatments and embedment design, will be reviewed and confirmed in detailed design. 12. Contamination a. If subsurface work is to be conducted in the vicinity of properties with issues of potential environmental concern, further intrusive investigations may be required. If impact is encountered, it should be managed in consultation with a qualified professional. b. Identified spill locations require additional subsurface environmental investigations to assess related impacts. 13. Groundwater, Drainage and Stormwater Management a. Dewatering requirements are to be confirmed during detailed design. As the potential daily withdrawal of each of the construction dewatering estimates may be greater than 50 m3/day but less than 400 m3/day, an Environmental Activity and Sector Registry (EASR) may be required to permit the construction dewatering as stipulated by MECP. An EASR for construction dewatering would apply to the entire project and therefore construction would need to be staged such that the dewatering demands of the entire project do not exceed the 400 m3/day limit at any time. If simultaneous dewatering is required that would result in the project takings exceeding the 400 m3/day rate, then a Permit to Take Water (PTTW) would be required from the MECP to permit this level of water taking. b. Should a PTTW be required, a discharge management plan is to be prepared together with erosion and sediment control measures if work is required around water features. The proposed plans should take into consideration the sensitive natural environment features and fish habitat to protect. c. The storage volume of the infiltration trenches is to be located at an elevation below the outlet of the trench. d. Pre-treatment for the proposed infiltration trenches (e.g. CB inserts) is to be considered subject to operational review during detailed design. e. Infiltration trenches are not to be sited in areas where the alignment is impacted by adjacent property use. f. Additional water quality control measures including Low Impact Development (LID) strategies are to be reviewed during detailed design.

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g. Agricultural tile drainage conditions are to be reviewed during detailed design and shall be maintained or improved if affected. h. TRCA review and approval is required for all works related to groundwater management, drainage alterations and stormwater management. i. Permits under Ontario Regulation 166/06 may be required for many of the works proposed, which are considered to be watercourses and thus regulated by TRCA. j. The need for an Environmental Monitoring Plan, or its equivalent if submitted within other technical reports, will be reviewed in consultation with TRCA. k. Environmental Compliance Approval (ECA) will be required from MECP for stormwater management facilities and storm sewers. l. Salt Management Plans developed by York Region and the City of Markham should be consulted to reduce the amount of salt that is applied during winter maintenance activities. m. During detailed design and prior to construction, the following should be conducted: • refine estimates of dewatering abstraction rates to confirm if an EASR or PTTW is required for the project; • characterize groundwater quality in areas to be dewatered (specifically near properties identified as having potential environmental concerns that located within the anticipated radius of influence of construction dewatering activities); • identify need for treatment of groundwater prior to discharge, and recommend appropriate treatment methods, if required;

o Where treatment of pumped groundwater is required, an Environmental Compliance Approval (“ECA”) from the MECP may be required. • assess potential to mobilize impacted groundwater near identified contaminant sources; • conduct a field reconnaissance and door-to-door survey to identify any supply wells that may still be in use within the zone of influence of construction dewatering activities; • identify impacts associated with geotechnically sensitive soils (i.e., settlement and impact to existing structures and services); and, • develop appropriate monitoring and mitigation plans to address potential impacts. 14. Utilities a. Location of existing utilities and resulting impacts and required relocations are to be confirmed. b. Coordination of utilities, including hydro pole relocation and overhead wiring, is to be reviewed during detailed design.

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c. Formal definition of impacts on utilities will be determined during detailed design, in consultation with individual utility companies. d. All utility information should be updated prior to construction to ensure that the data is accurate and to finalize relocation requirements as necessary. e. During detailed design, meetings will be held with utility companies as required where potential impacts to existing or future services are identified. f. Opportunities for utility relocation (gas/water) to be located within the Region’s right-of-way and possibly within the MUP or sidewalk areas to be explored, to avoid/minimize impacts to natural features adjacent to the corridor. 15. Constructability, Staging and Detours a. Develop a traffic management plan to determine how vehicular and pedestrian traffic will be accommodated during construction and how access to properties adjacent to 16th Avenue will be maintained. 16. Additional Consultation and Coordination a. Notify and invite Indigenous groups, as required, to be present once future fieldwork is conducted during detailed design. Share Stage 2 Archaeological Assessment findings with any Indigenous Community that requests them, upon completion during detailed design. b. Consult with affected property owners including those where property is required or where access to their property will be impacted. c. Consult with regulatory agencies, stakeholders and individual municipalities as required. d. Coordinate with developers as required to determine their status, timelines, and any impacts to the study corridor. e. The extent of cost sharing with the developers (including stormwater management facilities within the development and storm sewer systems) and with the City of Markham (potentially including sidewalks, boulevards, and illumination) will be confirmed during detailed design. f. Consult with York Region internal stakeholders as required. g. Key agency direction should be considered/addressed during detailed design. 17. Separate Study a. There was insufficient available data to inform improvements at the Stouffville GO at-grade rail crossing east of Markham Road/Highway 48 at the time of the EA to inform the study recommendations. As such, a potential grade separation will be addressed in a future study separate from the 16th Avenue EA, in consultation with Metrolinx. 18. Summary of Anticipated Permits and Approvals a. DFO self-assessment. b. TRCA permit under Ontario Regulation 166/06- Development, Interference with Wetlands and Alterations to Shorelines and Watercourses. c. ESA 2007 permit for impacts to Redside Dace Habitat, specifically the 17(2)(c) Overall Benefit permit.

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d. Environmental Activity and Sector Registry (EASR) and/or Permit to Take Water (PTTW) under the Ontario Water Resources Act based on the required water takings. e. Environmental Compliance Approval (ECA) will be required from MECP for stormwater management facilities and storm sewers. f. Permission to Enter Agreements. g. Obtain clearance for archeology from MTCS based on findings from subsequent archaeological assessments. h. Since butternut trees are regulated as Endangered under the ESA, removal of any Category 2/3 butternut tree will require approval from the MECP, and the Minister, where a Permit is required.

9.3 Timing of Improvements Timing of improvements is to be confirmed during detailed design. Construction timing is anticipated to follow the timing outlined in the Region’s current (2019) 10-year Roads and Transit Capital Construction Program. The segment of 16th Avenue between Woodbine Avenue and York/Durham Line is not identified for improvements to commence within the 10-year horizon. This plan is reviewed and approved by Regional Council annually and is subject to change.

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