STAFF REPORT ACTION REQUIRED

"Feeling Congested?" – Update on Progress to Date

Date: May 26, 2014

To: Planning and Growth Management Committee

From: Chief Planner and Executive Director, City Planning Division

Wards: All

Reference P:\2014\ClusterB\PLN\PGMC\PG14076 Number:

SUMMARY

The current review of the Official Plan's transportation policies has been divided into two approval streams. One set of policy amendments is proceeding towards final approval within this term of Council, while the remainder continue under review with a target approval date of early 2015. This latter set of policies comprises four important transportation planning areas, namely: Rapid Transit Evaluation Framework (RTEF); Surface Transit Network; Cycling Policy Framework; and Street Related Maps and Schedules. This report provides an update on the progress being made on the ongoing review of these four transportation policy areas.

RECOMMENDATIONS

The Chief Planner and Executive Director, City Planning Division recommends that:

1. The Planning and Growth Management Committee receive this report for information

Financial Impact

There are no financial impacts resulting from the adoption of this report.

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DECISION HISTORY

Section 26 of the Planning Act requires each municipality to conduct a review of its Official Plan within five years of it coming into force. At its meeting in May, 2011, the Planning and Growth Management Committee adopted, with amendment, the Chief Planner’s recommendations regarding the general work programme and public consultation strategy for the City’s Five Year Official Plan Review and Municipal Comprehensive Review contained in PG5.2 Five Year Review of the Official Plan and Municipal Comprehensive Review. The public consultation strategy for the Official Plan Review was launched in September, 2011.

The review of the Official Plan's transportation policies is being undertaken under the banner of the "Feeling Congested?" initiative which was launched in February, 2013. An earlier status report on the "Feeling Congested?" initiative (see PG29.6 Update on the "Feeling Congested?" Initiative - A Consultative Approach to Transportation Planning) was considered by the Planning and Growth Management Committee at its meeting of December 4, 2013.

Subsequent to the Committee's adoption of item PG29.6, the "Feeling Congested?" work program has advanced along two broad fronts. The first is the major ongoing policy review related to the four areas of: Rapid Transit Evaluation Framework (RTEF); Surface Transit Network; Cycling Policy Framework; and Rights-of-Way Map and Schedules. The second work stream comprises a number of "Other" transportation policy areas where it is proposed that amendments be brought forward and adopted within the current term of Council. These "Other" proposed transportation policies were presented to the Planning and Growth Management Committee at its meeting on April 10, 2014 (see PG32.3 "Feeling Congested?" Draft Transportation Policies: Official Plan / Municipal Comprehensive Reviews) and the Committee authorized their release for public consultation.

This report provides an update on the progress of the ongoing Official Plan policy review related to the four transportation areas mentioned above.

ISSUE BACKGROUND

Much of the early emphasis of the "Feeling Congested?" initiative has been on two principal tasks of developing a comprehensive rapid transit network plan and an accompanying strategy for enhancing surface transit (bus and streetcar) services. These major tasks remain on-going and, as reported previously, are scheduled for completion in early 2015.

The "Feeling Congested?" initiative is also in the process of addressing the following two important transportation policy areas of the Official Plan: • Developing a Cycling Policy Framework; and • Updating street related maps and schedules, namely:

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o Map 3: Right-of-Way Widths Associated with Existing Major Streets; o Schedule 1: Existing Minor Streets with Right-of-Way Widths Greater than 20 Metres; and o Schedule 2: The Designation of Planned but Unbuilt Roads.

COMMENTS

The following sections of this report describe the progress of the "Feeling Congested?" initiative’s ongoing review of the four transportation policy areas related to: Rapid Transit Evaluation Framework (RTEF); Surface Transit Network; Cycling Policy Framework; and Rights-of-Way Map and Schedules. The target completion date for these tasks is the first half of 2015, at which time, final Official Plan amendments will be brought forward for the Committee's consideration.

Concluding in the Fall of 2013, a series of eighteen Focus Group meetings were organized for nineteen Councillors and were attended by a total of approximately 200 people. At each meeting, City staff gave a presentation on the progress of the "Feeling Congested?" initiative as described in the Phase 2 Toolkit. Topics included the Cycling Policy Framework and the Rapid Transit Evaluation Framework (RTEF). The main item of the presentation was the RTEF, its structure and results. The Focus Group discussions are reflected in the update of the RTEF presented below.

1. Rapid Transit Evaluation Framework (RTEF)

The RTEF is being developed to provide a consistent and transparent approach to the task of identifying a recommended long-term comprehensive rapid transit network plan for inclusion in the Official Plan. As described in the November 28, 2013 report entitled Update on the "Feeling Congested?" Initiative, the RTEF comprises eight criteria and over 20 associated measures. A number of these measures are generated as output from the City's Regional Travel Demand Model (GTAModel V2). Refinements are continuing to be made to the RTEF, including the transportation modelling component.

Refinements to the RTEF: As a result of the Focus Group meetings, a number of changes to the RTEF have been proposed, both to the project list of alternative rapid transit proposals and the measures used to evaluate the criteria as set out below:

a) The west extension of the proposed had originally been excluded from the project list because the Downtown Rapid Transit Expansion Study (2012) had found that it was not as high a priority as the core section and east extensions of the line. However, the 2012 study centered on the Relief Line issue only and did not include consideration of any of the other 22 local rapid transit or 11 GO Rail proposals. For the purposes of evaluating a comprehensive set of network elements, the Relief Line West has been added back to the project list. The revised and complete project list, including the current Relief Line proposals, can be found in Attachment 1.

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b) A new measure for auto accessibility is being considered. The measure responds to comments from the public that the evaluation process needs to explicitly consider transit's effect on other modes, particularly the car. The measure would be calculated in a similar way to the Transit Jobs Accessibility Index as described in Attachment 4 to the November 28, 2013 report entitled “Update on the “Feeling Congested? Initiative” (see item PG29.6 Update on the "Feeling Congested?" Initiative - A Consultative Approach to Transportation Planning) using auto travel times instead of transit travel times.

c) After thorough consideration of the evaluation process, a number of measures were refined to eliminate duplication and reduce overlap. Initially, many of the measures were calculated on both a City-wide basis and a GTHA-wide basis. In most cases, the GTHA-wide measure is retained as this provides the fairest basis of comparison between the proposed rapid transit lines and better takes account of the nature of potential travel in the region. In the case of the customer-focused accessibility measures, those related to the Toronto population are retained. Measures which duplicated output related to ridership and connections have also been eliminated.

d) Council has recently adopted new Neighbourhood Improvement Areas (NIAs) to replace Priority Neighbourhoods (see item CD27.5 Toronto Strong Neighbourhoods Strategy 2020 - Recommended Neighbourhood Improvement Areas). In adopting these NIAs, Council also endorsed a method for calculating Neighbourhood Equity Scores (NES). These scores have been adapted in the RTEF to weight, on a zero to one scale, the social significance of NIA’s impacted by the proposed transit lines. Previously, the RTEF simply took the number of residents in a Priority Neighbourhood that are within 500 metres of a proposed transit line as one of the measures of the Social Equity evaluation criterion. Now, the number of impacted residents in an NIA can be weighted by applying the zero to one factor derived from the NES to yield a more refined measure of the social variations between the NIA’s. The revised list of measures can be found in Attachment 2.

Integrating GO Rail: To date, the RTEF has been applied to the comparative assessment of future subway, LRT and BRT proposals. These proposed rapid transit lines feature relatively close station stops and are primarily designed to serve trips within the City throughout the day. By contrast, GO rail services, with faster travel speeds and wider station spacings, primarily serve longer distance, inter-regional, peak-period, commuter trips, mainly into and out of .

Integrating the 11 proposals (see Attachment 1) for expanding and upgrading GO rail services into the existing RTEF requires some adaptation of the evaluation measures, including those generated by the transportation forecasting model. Such adjustments are necessary to reflect GO rail’s different operating characteristics and

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environment, as well as the fact that details on some of the proposals are relatively scant. Notably, assumptions about future GO rail services have to be made with respect to:

a) operating speeds and headways; b) diesel versus electric propulsion; b) new station locations; c) fare structure; d) extent and projected land use characteristics of GO station catchment areas.

There are two basic options to be considered when incorporating the GO Rail projects into the RTEF, depending on whether it is assumed that GO continues as a primarily peak period commuter service or transforms into a more conventional rapid transit system. The latter option can be more readily incorporated into the current RTEF. However, the extension of the status quo option would require future GO Rail proposals to be assessed outside the RTEF and integrated back into the evaluation process at the final “Strategic Fit” stage.

To recall, the Strategic Fit step allows for consideration of broader elements that guide project programming, such as:

• The availability of funds to cover capital, operating and life-cycle costs; • Dollar savings from delivering projects in parallel or in tandem; • The additional network benefits of delivering two projects together; • The necessary speed of capacity expansion which will guide the balance of investment in the short versus long term; • The need to over-program to allow for program slippage, and/or; • The assessment of the project's contribution towards completing the city's transportation network in a geographically balanced manner.

The Strategic Fit step will be informed by public and stakeholder consultation, including Metrolinx and the TTC.

Both GO options (regional versus conventional rapid transit service) will be carried forward for evaluation as part of the "Feeling Congested?" initiative with a final recommendation being decided upon at the conclusion of the study process.

2. Surface Transit Network

Listening to the public through the "Feeling Congested?" initiative, it becomes clear that many people are frustrated by the long and uncertain lead-in time required for rapid transit projects, which only serve relatively small areas of the city, to come into operation. Many feel that more immediate steps to improve transit services throughout the city need to be undertaken. Enhancements to the TTC's surface transit network of streetcar and bus routes provide a quicker and more affordable opportunity to begin addressing these concerns.

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Although the current Official Plan has general statements in support of surface transit priority and accompanying Map 5: Surface Transit Priority Network (Attachment 3), it is less than clear about the concept and its implementation.

Currently, a Technical Advisory Committee (TAC) comprising City, TTC and Metrolinx staff is taking a broader look at a range of measures to improve surface transit services across the entire city and the focus is not on transit "priority" alone. Such measures may include:

• increased frequency/reduced headways; • expanded express bus services; • higher capacity buses and streetcars; • all-door loading; • off-vehicle fare payment; • transit signal priority; • increased turn restrictions for general vehicular traffic; • increased on-street parking restrictions along heavily used routes; and • queue jump lanes where appropriate.

Another feature of the TAC's work is to look at the pattern of current bus routes at the network level and to identify opportunities to balance the radial principle of route design, where buses typically connect into subway lines that feed the downtown, with a demand for an all-directional route design built on the grid principle. A grid network of bus routes enables an abundance of access, which simply means that more people will be able to get to more places more easily, a liberating notion.

The TAC is also working to identify Official Plan policies that would provide the framework within which to implement an improved, more grid-like, network of surface transit routes (i.e. buses and streetcars) to deliver high frequency, reliable, faster and comfortable service across the entire City. To this point the TAC has identified a preliminary Enhanced Surface Transit Network (ESTN) which is shown in Attachment 4. The ESTN incorporates elements from the current Map 5 and the TTC's "Bus Plan" (2009), plus additional strategically located routes that develop the grid concept to close gaps in network connectivity and provide needed coverage to mixed use growth areas, employment areas, Neighbourhood Improvement Areas and under-served parts of the City.

The TAC group is exploring objective, numerical measures (such as coverage and ridership) by which to assess and refine the preliminary ESTN in a manner consistent with the analytical approach taken by the RTEF.

3. Cycling Policy Framework

Since the previous update report, a great deal of progress has been made on developing a Cycling Policy Framework for inclusion in the Official Plan. Such a Framework would guide the expansion of the City's bicycle network in order to promote cycling as a means

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of travel and support the goal of creating an Active City. The vision presented in the Framework embraces Policy 2.1 of which states:

"The cycling networks will bring every GTHA urban resident to within a maximum of one kilometre of a dedicated bicycling facility."

It is proposed that a Cycling Policy Framework Map, appended to this report as Attachment 5, be introduced as a non-statutory map and non-statutory descriptive text be added to Section 2.4 as follows:

The Cycling Policy Framework Map provides the framework for expanding the system to support and encourage the growth of cycling throughout the City. It illustrates how a network of priority cycle and recreational multi-use corridors spaced at approximately 4km, overlain with a minor grid of secondary corridors spaced at 2km or less, can ensure every resident is within no more than 1km of a dedicated cycling facility. Cycling has gained acceptance in a significant portion of the City (Area 1) and will continue to gain in popularity with further support. However, much of the outer part of the City (Area 2) has a different, less inviting cycling environment and major, new initiatives will be needed to build a truly city- wide culture of cycling.

In support of the Cycling Policy Framework, it is proposed that the existing Official Plan Policy 2.4(7) be deleted and replaced with a more comprehensive statement as follows:

In support of the Bicycle Policy Framework, guidelines, programs and infrastructure will be introduced to create a safe, comfortable and bicycle-friendly environment that encourages people of all ages to bicycle for everyday transportation and recreation, including:

a) developing and completing the cycling network by:

i) creating bicycle facilities in street rights-of-way such as bike lanes, contra- flow bike lanes, bicycle boxes, boulevard bikeways and physically separated bicycle lanes; ii) completing key gaps in the existing Bikeway Network and ensuring that every city resident is within of one kilometre of a dedicated cycling route; iii) connecting to cycling networks in adjacent municipalities to help create a regional Bikeway Network; iv) connecting to key places with high levels of bicycle activity, such as schools, colleges and universities, transit stations, and retail shopping areas; v) connecting to rapid transit stations to facilitate multi-modal trips; vi) identifying priority bicycle corridors where the use of road space can be rebalanced, where warranted, by such means as reducing on-street parking and travel lanes for motor vehicles; vii) overcoming major physical and topographical barriers, such as highways, rail corridors, ravines, valleys and waterways; and

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viii) securing connections to bikeway trails through the site plan approval process;

b) providing convenient high-quality short-term and long-term bicycle parking facilities at key locations throughout the city by:

i) retrofitting City workplaces and facilities to provide secure bicycle parking; ii) encouraging retrofitting of other workplaces and facilities such as schools to provide secure bicycle parking; iii) requiring long-term and short-term bicycle parking spaces in new developments; iv) encouraging new developments to provide secure bicycle parking; v) creating adequate secure and weather-protected bicycle parking facilities at rapid transit stations and railway stations; and vi) providing community bicycle parking hubs in areas of high bicycle parking demand;

c) expanding bicycle-sharing facilities and programs in those areas where there is a high demand for short bicycle trips; d) designing and maintaining high-quality cycling infrastructure to be safe, comfortable and, where appropriate, well-lit; and e) developing bicycle education and awareness programs to support the creation of a city in which people of all ages can cycle safely.

The City's Bicycle Parking Guidelines (2008) and forthcoming new Trails Plan will also be referenced in the Official Plan through accompanying sidebars.

4. Street Related Maps and Schedules

As in any large city, Toronto’s street network is continuously undergoing modification. In some cases, these modifications can lead to the need to update certain provisions of the Official Plan. Notably, the Official Plan designates the right-of-way widths of all Major Streets on Map 3 and Schedule 1 designates the right-of-way widths of those exceptional Minor Streets that have right-of-way widths greater than 20 metres. In addition, Schedule 2 provides a designated list of “planned but unbuilt” streets. Map 3 and Schedules 1 and 2 were current at the time of the Official Plan’s adoption by Council in 2002, but the five- year review process now presents a timely opportunity to update the map and schedules. Going forward, the five-year Official Plan review process will continue to provide the appropriate mechanism to review and update the street related map and schedules.

Since the approval of the Official Plan in 2006, there have been relatively few changes to Map 3 and more numerous changes to the streets listed in Schedules 1and 2. These changes are listed in the tables presented in Attachment 6.

City Planning, in consultation with other divisions, will continue to update the Map, Schedules and related policies. The final set of changes will be brought forward as part of the package of proposed Official Plan amendments dealing with all four major

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transportation policy areas for the Committee's consideration during the concluding stages of the "Feeling Congested?" initiative in 2015.

CONCLUSION AND NEXT STEPS

This report provides an update on the ongoing review of four important transportation policy areas of the City’s Official Plan. These four policy areas are: Rapid Transit Evaluation Framework (RTEF); Surface Transit Network; Cycling Policy Framework, and Street Related Maps and Schedules. Final reporting on proposed amendments to these policy areas is scheduled for the first half of 2015 at the conclusion of the “Feeling Congested?” initiative.

CONTACT

Tim Laspa Mike Wehkind Director Program Manager Transportation Planning Transportation Planning Tel. No.: 416-392-8100 Tel. No.: 416-392-8572 Fax No.: 416-392-3821 Fax No.: 416-392-3821 E-mail: [email protected] E-mail: [email protected]

SIGNATURE

______Jennifer Keesmaat, MES, MCIP, RPP Chief Planner and Executive Director City Planning Division

ATTACHMENTS

Attachment 1: Project List for Rapid Transit Evaluation Framework Attachment 2: Description of Measures for Rapid Transit Evaluation Framework Attachment 3: Official Plan Map 5: Surface Transit Priority Network Attachment 4: Preliminary Enhanced Surface Transit Network (ESTN) Attachment 5: Cycling Policy Framework Map Attachment 6: Proposed Changes to Official Plan Map 3, and Schedules 1 and 2

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Attachment 1: Project List for Rapid Transit Evaluation Framework

Table 1: List of Metrolinx and City of Toronto Unfunded Rapid Transit Proposals (excluding GO Rail) Projects Metrolinx City of Toronto1,2

1. Downtown Relief Line (subway) X X

2. Yonge Subway Extension X X

3. Durham-Scarborough (BRT) X

4. West (BRT) X X

5. Don Mills Road (LRT) X X

6. Downtown Relief Line West Extension (subway) X X

7. Eglinton Crosstown West Extension (LRT) X X

8. Finch West Extension to Pearson (LRT) X

9. Finch West Extension to (LRT) X X

10. Highway 427 South (Pearson to Kipling) (BRT) X

11. Highway 427 North (Pearson to Brampton) (BRT) X

12. Jane Street (LRT) X X

13. McCowan Road (BRT) X X3

14. Scarborough LRT Extension X X4

15. Scarborough Malvern (LRT) X X

16. Sheppard East Extension to Meadowvale (LRT) X X

17. Steeles West, Jane to Milliken GO (BRT/LRT) X X

18. Steeles East, Milliken GO to Oshawa (BRT/LRT) X

19. Waterfront West (LRT) X X

20. Bloor Danforth Subway Extension to Sherway X

21. Kingston Road (BRT) X

22. Sheppard West Subway (Yonge to Downsview) X

23. Waterfront East (LRT) X

24. Downtown Relief Line East Extension (subway) X

25. St. Clair Extension to Jane Street (LRT) X

Notes to Table 1: 1. City of Toronto projects consist of those shown on Map 4 of the Official Plan and other projects endorsed by actions of Council since the adoption of the Plan.

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2. City Council, at its meeting of May 7, 8, 9, 2013, in considering Clause EX 31.3 "Metrolinx Transportation Growth Funding" referred a number of rapid transit proposals to the Chief Planner and Executive Director City Planning for consideration in the report scheduled for Planning and Growth Management Committee in November, 2013, which would add to the list of City proposals in Table 1 as follows: a) Replace the Scarborough RT line with an underground extension of the Bloor- Danforth subway line to Scarborough Town Centre and north to Sheppard Avenue; b) The extension of the Sheppard Subway line from to Scarborough City Centre; c) Construct a subway along Finch Avenue west from the University-Spadina Subway line to Humber College; and, d) Further extension of the Sheppard East LRT from Meadowvale to the Toronto Zoo. 3. The Official Plan only provides for the McCowan BRT between Scarborough City Centre and Finch Avenue 4. City Council, at its meeting of July 16, 17 and 18, 2013, gave further approval to the replacement of the Scarborough RT line by extending the Bloor-Danforth subway line, subject to certain funding agreements being in place. Subsequently, at its meeting of October 8, 9, 10 and 11, 2013, City Council approved the funding for the construction of this subway line extension (CC39.5 - http://app.toronto.ca/tmmis/viewAgendaItemHistory.do?item=2013.CC39.5)

Table 2: Description of Metrolinx and City of Toronto Unfunded Rapid Transit Proposals (excluding GO Rail)

NO. PROJECT DESCRIPTION

1 Downtown Relief Line (subway)

The concept is to provide future relief to the Yonge Subway line, particularly at the critical Bloor-Yonge interchange station, by building a new subway line from the existing Danforth subway line to the Downtown. The station locations, Don River crossing point and alignment of the east DRL have yet to be determined. Apart from providing much needed relief to the Yonge Line, the DRL will serve the continued growth of Downtown's regionally important employment area. In addition, the line has the potential to serve other areas of future population and employment growth.

2 Yonge Subway Extension

The six-kilometre subway extension from to Steeles Ave and beyond to Richmond Hill will encourage development at Richmond Hill / Markham Langstaff Gateway centre. The line will connect to other rapid transit services including York vivaNext, GO and the TTC and serves extensive Mixed-Use Growth Areas.

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NO. PROJECT DESCRIPTION

3 Durham-Scarborough (BRT)

The Durham – Scarborough BRT will serve one of Durham’s busiest travel corridors as well as Ellesmere Road in the City of Toronto. The line will provide an important connection to the University of Toronto's Scarborough Campus and to Scarborough City Centre and the Scarborough Rapid Transit line.

4 Dundas Street West (BRT)

Dundas Street is a major east-west corridor in the GTHA, linking Toronto, and Halton Region. The proposed Dundas Street BRT will provide 40 kilometres of new dedicated bus rapid transit lanes on Dundas Street, from Brant Street in Burlington to in Toronto. The 3km of line in Toronto will serve extensive Mixed-Use Growth Areas and other Targeted Growth Areas.

5 Don Mills Road (LRT)

A transit route extending from the Bloor-Danforth subway () to connect with the Don Mills Road corridor at O'Connor extending north into York Region terminating at Highway 7 would provide a major north-south transit connection east of the Yonge Subway in an already heavily used transit corridor. This line would serve the Flemingdon Park-O'Connor Priority Neighbourhood as well as several Targeted Growth Areas. The section of this line between Danforth Avenue and Eglinton Avenue would not be built if the DRL East Extension was in place.

6 Downtown Relief Line West Extension (subway)

This line would extend the DRL from its Downtown terminus on the Yonge/University/Spadina line westwards then northwards to to connect to the Bloor/Danforth line near . No exact alignment for this extension has yet been determined although it is possible that it would be along the existing rail corridor (CNR Newmarket Sub). This branch of the proposed DRL has the potential to further offload the Yonge subway and serve the rapidly developing King West and Queen West neighbourhoods. The Downtown Rapid Transit Expansion Study (2012) found that this high-cost westward extension is unlikely to be needed in the foreseeable future if lower cost options, such as giving greater priority to streetcars, are implemented.

7 Eglinton Crosstown West Extension (LRT)

An 11km extension of the Eglinton LRT line from Black Creek west to Pearson Airport, via Renforth Drive. This line would complete a rapid transit connection between Pearson and Midtown through the middle of Etobicoke. The line would directly serve employment areas around the airport and the Weston-Mt Dennis Priority Neighbourhood.

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NO. PROJECT DESCRIPTION

8 Finch West Extension to Pearson (LRT)

The alignment of this 8.5km extension from Humber College to Pearson Airport has not yet been determined. This line would complete a rapid transit connection through northern Etobicoke to Pearson from the on the Spadina subway extension. The line would serve most of the employment area around the airport and provide a direct link from them to the Priority Neighbourhoods of Jamestown and Jane- Finch.

9 Finch West Extension to Yonge Street (LRT)

This 6.3km extension would connect the Spadina subway (Finch West Station) to the Yonge subway. This connection would greatly enhance accessibility between significant portions of the north part of the City. It would also serve the Westminster- Branson Priority Neighbourhood and a number of significant employment areas.

10 Highway 427 South (Pearson to Kipling) (BRT)

Bloor-Danforth subway (Kipling Station) to Pearson Airport via Dundas/Hwy 427. This line would enhance the existing bus service between the Bloor-Danforth subway and Pearson Airport by placing it in dedicated lanes improving the reliability of the service.

11 Highway 427 North (Pearson to Brampton) (BRT)

Queen Street (Brampton) to Pearson Airport. This line as proposed would only pass through the City without stops as it connects Pearson Airport to the east-west busway through York on Highway 7 and Peel along Queen Street.

12 Jane Street (LRT)

Bloor-Danforth Subway () north to , and beyond to connect to the Spadina subway extension at the Vaughan Corporate Centre. This line provides a major north-south connection in the west part of the City in an already heavily used transit corridor. It serves the Jane-Finch and Weston-Mt Dennis Priority Neighbourhoods as well as significant Mixed-Use Areas within the corridor.

13 McCowan Road (BRT)

A BRT route from Progress Ave north to Steeles Avenue, and beyond to the developing Markham Centre. This would provide new connectivity between the Scarborough City Centre and Markham Centre in addition to serving Targeted Growth Areas.

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NO. PROJECT DESCRIPTION

14 Scarborough LRT Extension

This line represents a further 3.3km extension of the Scarborough RT replacement project from the planned terminus at Sheppard Avenue to Malvern Town Centre. This extension would bring rapid transit service to the Malvern Priority Neighbourhood better connecting it to the rest of the City.

15 Scarborough Malvern (LRT)

A 13.3km LRT line from east along Eglinton Avenue to Kingston Rd and north along Morningside Avenue ending at McLevin Avenue to connect to the Scarborough LRT Extension to Malvern. The line includes a short diversion at Military Trail to serve U of T's Scarborough campus. This line would serve large areas of southern and eastern Scarborough including substantial Mixed-Use Areas and a number of Targeted Growth Areas. It would also bring rapid transit service to the Priority Neighbourhoods of Eglinton East-Kennedy Park, Scarborough Village, Kingston- Galloway and Malvern.

16 Sheppard East Extension to Meadowvale (LRT)

Extend Sheppard East LRT from Morningside to Meadowvale and potentially into the Toronto Zoo. This would further serve the Targeted Growth Areas at the currently proposed terminus of the Sheppard East LRT and would provide a rapid transit connection to the major attraction of the Toronto Zoo.

17 Steeles West, Jane to Milliken GO (BRT/ LRT)

A 17km line from the Spadina subway extension east along Steeles Avenue to the Milliken GO Rail Station. This line would connect to many other rapid transit services along the Toronto-York border including the Spadina subway extension, a potential Yonge subway extension and the Barrie, Richmond Hill and Stouffville GO Rail lines. It would also serve York University, significant Targeted Growth Areas and the Westminster-Branson and Steeles-L'Amoreaux Priority Neighbourhoods.

18 Steeles East, Milliken GO to Oshawa (BRT/ LRT)

From Milliken GO Rail station east along Steeles Avenue to Oshawa. This line would extend the Steeles LRT/BRT through more Targeted Growth Areas with connections to the proposed Havelock GO Rail line, the proposed Seaton Go Rail line in Durham Region and the existing Lakeshore GO Rail line.

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NO. PROJECT DESCRIPTION

19 Waterfront West (LRT)

The exact route of this lengthy surface LRT line has yet to be determined. Conceptually, from Union Station to Park Lawn Road, it would follow Bremner Blvd, Fort York Blvd, the existing rail corridor and the existing separated streetcar right-of-way along the Queensway. West of Park Lawn Road, the line would be in the roadway of Lake Shore Blvd, possibly extending as far west as the vicinity of the Port Credit GO station. Within the City, the line would serve a number of Mixed-Use Growth Areas and other Targeted Growth Areas, including the Exhibition Grounds, and would also improve transit access to the high density residential developments along the western waterfront.

20 Bloor-Danforth Subway Extension to Sherway Gardens

Kipling Station to Sherway Gardens/Dixie GO Station. This line serves extensive Targeted Growth Areas in southwest Etobicoke and would shorten the distance within Toronto which Mississauga buses must travel to connect with the subway.

21 Kingston Road (BRT)

This route would extend from Victoria Park subway station on the Bloor-Danforth subway, along Kingston Road to meet the Scarborough Malvern LRT at Eglinton Avenue. This line serves Mixed-Use Areas as well as the Priority Neighbourhoods of Crescent Town and Scarborough Village. It also has the potential to connect to the Lakeshore GO Rail line.

22 Sheppard West Subway (Yonge to Downsview)

This subway line would provide a direct connection between the Yonge and Spadina subways by extending the existing Sheppard subway line 4km west. The line would only add one station to the subway network but potentially adds some operational flexibility and greatly enhances accessibility across the north of the City.

23 Waterfront East (LRT)

This line would run along between the intersection of Queen Street and Leslie Street and Union Station by way of Commissioners Street. The connection from Queens Quay to Union Station has not yet been determined. This line is necessary to unlock the full development potential of the Port Lands, which envisages the development of more than 3 million square feet of commercial and retail space and housing for 12,500 people in the first phase alone.

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NO. PROJECT DESCRIPTION

24 Downtown Relief Line East Extension (subway)

This line would extend the DRL from its eastern terminus on the Bloor/Danforth line northwards in the vicinity of the Don Mills corridor to connect to the Eglinton Crosstown line. No exact alignment for this extension has yet been determined. This branch of the proposed DRL has the potential to further offload the Yonge subway and reduce the congestion at Yonge-Bloor station allowing further intensification or extension of the Yonge corridor. This line would not be built if the full Don Mills LRT down to the Danforth subway line was in place.

25 St. Clair Extension to Jane Street (LRT)

This short 1.5km extension of the existing St. Clair streetcar right-of-way from Gunns Road Loop to Jane would connect the existing St Clair streetcar separated right-of-way with the proposed Jane LRT enhancing overall system connectivity.

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Table 3: Description of Metrolinx GO Rail Proposals

NO PROJECT DESCRIPTION

METROLINX "NEXT WAVE" PROJECTS (UNFUNDED)

G1 Electrification of GO and Electrification of the Kitchener line and the Union Pearson Express will enable an increase in service levels, shorter station spacings and faster travel times at lower operating costs. The environmental assessment (EA) for electrification of the Union Pearson Express is currently underway and is expected to be completed by 2014.

G2 GO Lakeshore Express Rail Service The GO Lakeshore Express Rail (including electrification) project will provide more frequent, faster, and higher capacity service on the Lakeshore West and Lakeshore East lines at lower operating costs. In the long-term, electrification of GO Rail services could have a transformative effect with more frequent service and the potential for more frequent station stops.

G3 GO Rail Service Expansion – : Aurora Road to Union Station G4 GO Rail Service Expansion – : Mount Joy to Union Station G5 GO Rail Service Expansion – : Bradford to Union Station The current two-way, all-day service already in place on the Lakeshore lines will be introduced on the GO Rail lines serving the areas between Union Station and Richmond Hill, Mount Joy and Bradford GO stations allowing more communities to enjoy fast and reliable regional transit service in and out of downtown Toronto throughout weekdays and on weekends.

METROLINX "OTHER" PROJECTS (UNFUNDED)

G6 Crosstown GO Rail Corridor Dundas West Station (Bloor-Danforth subway) to (Yonge subway) and beyond, using the existing rail track corridor (CPR-CNR North Toronto Sub). This line would allow GO trains to service the Dupont corridor and Yonge/Summerhill area. It could also potentially off-load some of the passenger demand from Union Station by providing GO Rail access points from the north to the core of the City.

G7 Havelock GO Rail Corridor From Locust Hill (Markham) to Union Station via the Richmond Hill line or Summerhill Station using the existing rail track corridor (CPR Havelock Sub). This would increase the accessibility from areas of regional population growth to the region's prime employment centre in the Downtown.

G8 Seaton GO Rail Corridor From Seaton to Union Station via the Richmond Hill line or Summerhill Station using the existing rail track corridor (CPR Belleville Sub). This would increase the accessibility from areas of regional population growth to the region's prime employment centre in the Downtown.

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NO PROJECT DESCRIPTION

G9 Bolton GO Rail Corridor From Bolton to Union Station using the existing rail track corridor (CPR MacTier Sub). This would increase the accessibility from areas of regional population growth to the region's prime employment centre in the Downtown.

G10 GO Express Rail Service – : Cooksville to Union Station G11 GO Express Rail Service – Richmond Hill Line: Richmond Hill/Langstaff Gateway to Union Station These Express Rail projects will provide more frequent, faster, and higher capacity service on their respective lines. Electrification would enable an even greater increase in service levels and faster travel times at lower operating costs. In the long-term, electrification of GO Rail services could have a transformative effect with more frequent service and the potential for more frequent station stops.

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Attachment 2: Description of Measures for Rapid Transit Evaluation Framework

Criterion Measures End of Final Measure Descriptions Focus Groups Experience Transit Ridership The 2031 forecasted change in the number Change of transit riders travelling during the AM peak period. Impact on Yonge The 2031 forecasted change in the peak Subway point ridership on the Yonge subway during the AM peak period. A diversion of riders to other routes will improve user experience. Change in Auto Jobs The change in the time it takes to access Accessibility Index jobs using auto. Change in Transit Jobs The change in the time it takes to access Accessibility Index jobs using transit. Choice Number of transfer The number of stations on the line with stations transfers available to other rapid transit (Subway, LRT, BRT, GO Rail) lines. More transfer stations increases choice. Average number of The 2031 forecasted change in the average transfers made number of transfers required to complete a trip during the AM peak period. Fewer transfers are better. Number of connections The number of opportunities to transfer to available other rapid transit (Subway, LRT, BRT, GO Rail) routes. Social Equity Neighbourhood The number of residents weighted by the Improvement Area Neighbourhood Equity Score who live residents served within walking distance (500m) of rapid transit (Subway, LRT, BRT, GO Rail). Neighbourhood A change in the time it takes for residents Improvement Area Jobs weighted by the Neighbourhood Equity Accessibility Index Score to access jobs using transit compared Differential to the average for residents of the city. Increase in coverage Additional percentage of the City's land area within walking distance (500m) of rapid transit (Subway, LRT, BRT, Go Rail). Shaping the Service to Residential The percentage of the line passing through City Growth Areas areas targeted for residential development. Projected population The projected growth in population to 2031 growth within walking distance (500m) of the line (measured in terms of average growth per kilometre of transit).

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Criterion Measures End of Final Measure Descriptions Focus Groups Existing population The number of people who live within density walking distance (500m) of the proposed line (measured in terms of people per kilometre of transit). Healthy Neighbourhood Impact Proportion of the land within walking Neighbourhoods distance (500m) of rapid transit (Subway, LRT, BRT, GO Rail) that is not designated for growth. The goal is to preserve stable residential neighbourhoods. Population The diversity of uses within walking Employment Balance distance (500m) of the line, calculated as the ratio of population to employment. A more balanced ratio is desirable. Transit Convenience A comparison of the total travel time Index (including time to get to a transit station, time waiting for a vehicle to arrive, boarding time and in-vehicle time) to in- vehicle travel time only. Public Health Change in Vehicle The 2031 forecasted change in total vehicle and Kilometres Travelled kilometres travelled by cars during the AM Environment peak hour as a result of the construction of the line. Auto Mode Share The 2031 forecasted difference in the percentage of trips using cars. A lower percentage is desirable. Supports Service to employment The proportion of the land within walking Growth growth areas distance (500m) of the line which is designated for employment growth. Projected employment The projected growth in employment to growth 2031 within walking distance (500m) of the line (measured in terms of average growth per kilometre of transit). Existing employment The number of jobs within walking distance density (500m) of the proposed line (measured in terms of number of jobs per kilometre of transit). Affordable Life-cycle cost per Total life-cycle cost of the line divided by Rider the 2031 forecasted increase in total ridership.

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Attachment 3: Official Plan Map 5: Surface Transit Priority Network

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Attachment 4: Preliminary Enhanced Surface Transit Network

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Attachment 5: Cycling Policy Framework Map

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Attachment 6: Proposed Revised Official Plan Map 3, and Schedules 1 and 2

Proposed Changes to Official Plan Map 3

EXISTING STREET NAME FROM TO R.O.W. DISTRICT WIDTH ADDITIONS McNicoll Ave Tapscott Rd Morningside Ave 36 Scarborough Dufferin St Queen St W Peel Ave 20 Toronto East York MODIFICATIONS St. Clair Ave W Runnymede Rd Jane St 27 30 Etobicoke York Progress Ave Milner Ave Sheppard Ave E 30 27 Scarborough DELETIONS Peel Ave Gladstone Ave Dufferin St 20 Toronto East York Gladstone Ave Peel Ave Queen St W 20 Toronto East York

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Proposed Changes to Official Plan Schedule 1

PLANNED STREET NAME FROM TO R.O.W. DISTRICT WIDTH ADDITIONS Marine Non- Etobicoke Park Lawn Rd Lakeshore Blvd W Parade Drive Uniform York Esther Shiner Provost Drive Leslie St 33+ North York Blvd Flemington Rd Ranee Dr Varna Dr 27 North York Gerry Fitzgerald Dufferin St Steeles Ave West 23 North York Drive Murray Ross Keele St Tangiers Rd 27 North York Pkwy just north of Replin Road Flemington Rd 27 North York Lawrence Ave W Murray Ross Tangiers Rd Four Winds Dr 30 North York Parkway Auto Mall Milner Ave Conlins Rd 23 Scarborough Drive Milner Ave Grand Marshall Dr Conlins Road 23 Scarborough Morrish Rd Canmore Blvd northerly limit 23 Scarborough Twyn Rivers East City Sheppard Ave E 27 Scarborough Dr Boundary Toronto & Bremner Blvd East of York St Spadina Ave 27 East York Toronto & Fort York Blvd Spadina Ave Lake Shore Blvd 27 East York Lower Simcoe Toronto & Rail Corridor Lake Shore Blvd 27 St East York MODIFICATIONS Blossomfield Flemington Rd Lawrence Ave W 23 27 North York Dr Kenneth Ave Finch Byng Ave Sheppard Ave E 23 North York Talbot Rd Newtonbrook Blvd Lorraine Dr Finch 23 North York North End Four Tangiers Rd Toro Rd 27 North York Winds Dr Varna Dr Ranee Ave Lawrence Ave W 23 27 North York Gordon Terminus 750m All Steeles Ave East 27 Scarborough Murison Ln South

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PLANNED STREET NAME FROM TO R.O.W. DISTRICT WIDTH Passmore Ave Neilson Rd Finch Ave E 27 Scarborough Morningside Ave Reesor Rd Old Finch Ave Meadowvale Rd 27 Scarborough Morningview Trail Neilson Rd Oasis Passmore Ave Middlefield Rd 27 Scarborough Blvd DELETIONS Littles Rd Steeles Avenue East South End 27 Scarborough Passmore Ave Beare Rd West End 27 Scarborough

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Proposed Changes to Official Plan Schedule 2

STREET NAME FROM TO DISTRICT ADDITIONS Bloor St W re- Etobicoke Dunbloor Rd Kipling Ave alignment York Dundas St W re- Dundas St W & Bloor St West &Dunbloor Etobicoke alignment Beamish Dr Rd York Etobicoke New Street Toryork Dr Finch Ave W York Lake Shore Blvd Etobicoke Street A Marine Parade Drive West York Lake Shore Blvd Etobicoke Street B Marine Parade Drive West York Etobicoke Street C Brookers Lane Street D York Lake Shore Blvd Etobicoke Street D Marine Parade Drive West York Ingrams Drive Caledonia/Wingold/Ronald Sheffield Street North York Extension Ave Toronto & Liberty Local Road Dufferin Strachan East York MODIFICATIONS Service Rd West Drewry Ave Ellerslie Hendon Ave North York Loop Tangiers Rd Finch Ave W Petrolia Rd North York Extension Murray Ross Pwy Lamont Ave Lamont Ave Sufferance Rd Emblem Crt Scarborough Extension south end Luella St Conn Beachell St Eglinton Ave Scarborough Smythe Drive Morningside Ave Finch Ave E Steeles Ave E Scarborough 1(see endnote) McNicoll Ave Reidmount Ave Sheppard Ave Sufferance Rd Village Green Scarborough Extension East Square DELETIONS F.G. Gardiner Expwy eastbound off-ramp at Park Etobicoke Park Lawn Rd Legion Rd Lawn Rd York -addition of a westbound lane

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STREET NAME FROM TO DISTRICT Easterly Etobicoke Marine Parade Dr extension of Lake Shore Blvd W York Marine Parade Dr Futurity Gate Steeles Ave W Dufferin St North York Extension S Murray Ross Pkwy Keele St Tangiers Rd Extension North York Extension Oriole Vista Dr Provost Dr Leslie St North York Service Rd East Bishop Ave Norton Ave North York Loop South Downtown Yonge St Anndale Dr North York Service Rd Bellamy Rd N (over) Hwy 401 Milner Ave Scarborough Bridgend St Bridgeport Dr Port Union Rd Scarborough Executive Crt Markham Rd & Hwy 401 Executive Crt Scarborough (Easterly) WB Ramp Finch Ave E Finch Ave E Morningside Ave/CPR Scarborough Grangeway Ave Bushby Dr Ellesmere Rd Scarborough Lebovic Rd Eglinton Ave Ashtonbee Rd Scarborough McNicoll Ave Tapscott Rd Morningside Ave Scarborough Midwest Rd Midwest Rd Ellesmere Rd Scarborough (Northerly) Sheppard Ave (at Sheppard Ave (east of New Link Scarborough Dean Park) Conlins) Milner Ave at Hwy 401 WB New Link Morningside Ave Scarborough Ramp New Link Progress Avenue Novopharm Court Scarborough Existing Select Avenue terminus, east of Markham Rd Scarborough State Crown Blvd Sufferance Rd Sufferance Rd Village Green Village Green CNR/GO Transit rail tracks Scarborough Square Square Dufferin St jog Toronto & Queen St Peel Ave elimination East York

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