Newmarket GO Station Mobility Hub Study 3 1.3 Report Structure 6 1.4 Intended Use 6

Newmarket GO Station Mobility Prepared for Metrolinx by IBI Group Hub Study March 9, 2018

Table of Contents

Acknowledgements List of Acronyms Executive Summary ��i 1. Introduction ��1 1.1 What is a Mobility Hub? 1 1.2 Newmarket GO Station Mobility Hub Study 3 1.3 Report Structure 6 1.4 Intended Use 6

2. Prevailing Planning Framework ��7 2.1 Provincial 7 2.2 Regional 10 2.3 Municipal 11 2.4 Lake Simcoe Region Conservation Authority (LSRCA) 14

3. Existing Conditions ��15 3.1 Transportation 15 3.2 Land Use and Built Form 21 3.3 Summary of Strengths, Weaknesses, Opportunities and Threats within the Mobility Hub 23

4. Transforming the Newmarket GO Station Mobility Hub �� 25 4.1 Vision 25 4.2 Guiding Principles 27 4.3 Newmarket GO Station Mobility Hub Concept Plan 29 4.4 TOD Demonstration Plan 39

5. Implementation �� 44 5.1 Short-Term (2018 – 2025) 45 5.2 Longer-Term (Beyond 2025) 48 Table of Contents (con’t)

Glossary...... 50 References...... 56 Appendix A Summary of Community Consultation...... 60 List of Figures

Figure 1. Location of the Newmarket GO Station Mobility Hub in the Context of the GTHA Figure 2. Metrolinx Mobility Hub Objectives Figure 3. Newmarket GO Station Mobility Hub Study Area Figure 4. Overlay of Existing Municipal Land Use Designations Figure 5. Existing Mobility Hub Conditions and Context Figure 6. Existing Newmarket GO Station Figure 7. Existing and Future GO Rail Service at the Newmarket GO Station Figure 8. Examples of Existing Strengths, Weaknesses, Opportunities and Threats within the Mobility Hub Figure 9. Illustrative Vision for the Newmarket GO Station Mobility Hub Figure 10. Illustrative Examples of Proposed GO Station Improvements Figure 11. Phase 1 Mobility Hub Concept Plan (Anticipated Timing 2018-2025) Figure 12. Pedestrian Circulation - with Proposed Phase 1 Mobility Hub Improvements Figure 13. Phase 2 Mobility Hub Concept Plan (Anticipated Timing Beyond 2025) Figure 14. Transit-Oriented Development (TOD) Demonstration Plan (with Ultimate Mobility Hub Vision) Figure 15. Pedestrian Circulation - with Proposed Phase 2 Mobility Hub Improvements and Demonstrative TOD

List of Tables

Table 1. Summary of Strengths, Weaknesses, Opportunities and Threats Table 2. Proposed Amendments to the Town of Newmarket Official Plan and the Newmarket Urban Centres Secondary Plan

NEWMARKET GO STATION MOBILITY HUB STUDY ACKNOWLEDGEMENTS

Acknowledgements

The Newmarket GO station mobility hub study was prepared by: Metrolinx: Planning and Development, Project Planning and Program Development Consultant Team: IBI Group Metrolinx and IBI Group would like to thank the Town of Newmarket, the Region of York and the Lake Simcoe Region Conservation Authority for their assistance and contributions to the Newmarket GO station mobility hub study. The study team would also like to acknowledge the time and efforts of the various groups and individuals who participated in landowner meetings, the visioning workshop and public open houses. The local knowledge and insight helped establish a vision, set of guiding principles and recommended improvements to help this unique area of Newmarket realize its full potential as a designated mobility hub. image? NEWMARKET GO STATION MOBILITY HUB STUDY LIST OF ACRONYMS

List of Acronyms

AFP Alternate Financing and Procurement BRT Bus Rapid Transit CIP Community Improvement Plan DC Development Charge DRM GO Design Requirements Manual EA Environmental Assessment FSI Floor Space Index GFA Gross Floor Area GTHA Greater Toronto and Hamilton Area LEED Leadership in Energy and Environmental Design LID Low Impact Development LSRCA Lake Simcoe Region Conservation Authority PPS Provincial Policy Statement PPUDO Passenger Pick-Up and Drop-Off RER Regional Express Rail ROW Right-of-Way RTP Regional Transportation Plan SRHC Southlake Regional Health Centre SWOT Strengths, Weaknesses, Opportunities and Threats TDM Transportation Demand Management TOD Transit-Oriented Development TMP Transportation Master Plan YROP York Region Official Plan YRT York Region Transit

NEWMARKET GO STATION MOBILITY HUB STUDY EXECUTIVE SUMMARY

Executive Summary

The Mobility Hub Context Mobility hubs are major Given its location at the intersection of the Barrie GO rail line transit stations and and the Viva Yellow Rapidway, the Newmarket GO station the surrounding area is designated as a mobility hub. The mobility hub includes where different modes approximately 45 hectares of land that are within less than of transportation come 800 metres, or a ten minute walk, of the GO station. together seamlessly. The Metrolinx GO expansion program (also known as

Regional Express Rail – RER) will bring two-way midday, Bayview Parkway Lundy’s Lane evening and weekend service to the Newmarket GO station by 2025, with continued frequent one-way (peak direction) Main Street North service during the morning and evening rush hours. While Penn Avenue East Prospect Street transit ridership at the Newmarket GO station mobility hub Amelia Street Drive is expected to remain low, there is an opportunity to expand Davis the role and function of the GO station. With two-way rail

Niagara Street service, the station’s role as a destination and transfer point Main Street South Ontario Street Queen Street will increase, providing access to the growing range of employment opportunities, services and amenities located within the Newmarket GO station mobility hub and beyond. LEGEND Newmarket GO Station Mobility Hub Many planning tools are in place to facilitate growth Existing Newmarket GO Station and investment within the mobility hub, but the area is Primary Zone constrained by a number of environmental, market and infrastructure conditions, including the location of the GO station within the floodplain of the East Holland River. More Mobility hubs generally detailed study is necessary to build upon the strengths of the have the potential for high mobility hub and address weaknesses and potential threats. concentrations of working, living and other activities. Purpose and Scope of Study Provincial, regional and The Newmarket GO station mobility hub study is intended to: municipal policies do • Establish a vision for the area and provide guidance on recognize that intensification how it should look and function; and certain land uses • Recommend improvements to the GO station; and, may not be possible in all • Demonstrate the potential to integrate future transit- mobility hubs. oriented development (TOD). The findings and recommendations of the mobility hub study will also help support the implementation of prevailing policies, regulations and guidelines and inform on-going and future transportation and planning initiatives.

i NEWMARKET GO STATION MOBILITY HUB STUDY EXECUTIVE SUMMARY

Study Process The mobility hub study was prepared through a combination of background research, technical analysis, design work and Vision for the Newmarket consultation. The valuable input obtained from the study partners, GO Station Mobility Hub: key stakeholders and the community helped to define the strengths, weakness, opportunities and threats (SWOT) within the mobility hub A Vibrant and attractive and to establish a vision statement and set of guiding principles. pedestrian-friendly area Through an iterative design process, concept plans for the mobility where people living, hub were created along with a TOD demonstration plan. working and visiting can enjoy: Findings and Recommendations Drawing on the vision statement and guiding principles • Seamless integration established for the Newmarket GO station mobility hub, as well between new and as direction from the GO Rail Station Access Plan and other improved multiple recent Metrolinx planning and policy initiatives, a number of modes of transit; new and improved transit facilities, amenities and public realm improvements are recommended. The following summarizes the • An intensified mix of improvements, which are intended to be implemented in two uses and activities that phases. are sensitive to, and Phase 1 Mobility Hub Improvements (2018 - 2025) embrace, the natural and • Improved GO signage and wayfinding; historic character of the • Improved pedestrian and cyclist facilities; area; and, • Pedestrian bridge over the rail tracks with a ticket kiosk; • East and west passenger pick-up-drop-off areas (PPUDOs); • An engaging and • Barrier free parking and Mobility Plus drop-off/lay-by space; animated public realm • Transit plazas with weather protection; • Potential controlled intersection (Main Street North); and, that provides a strong • Potential on-street bus lay-bys. sense of place. Phase 2 Mobility Hub Improvements (Beyond 2025) • Integration with redevelopment of the Tannery Mall; • Reconfiguration of the east PPUDO and enlarged plaza; • New station building; • Additional pedestrian and cyclist facilities; and, • Proposed municipal plaza. No additional GO parking is proposed for the Newmarket GO station and no changes to the existing road network are recommended. Further technical analysis, including more detailed mapping and modeling of the floodplain, and design work is required to determine the final GO station layout and design. In addition, Metrolinx will continue working with municipalities to evaluate level crossings between the rail corridor and roadwork, including at Davis Drive. The timing of each phase will need to be confirmed in coordination with the GO expansion program, property acquisition, funding availability and any private development plans within the Primary Zone of the study area.

ii NEWMARKET GO STATION MOBILITY HUB STUDY EXECUTIVE SUMMARY

Transit-Oriented Development Metrolinx will be responsible A TOD demonstration plan was prepared to illustrate the how the mobility hub may transform over time, with appropriate built for implementing the form, and opportunities to integrate new development with the proposed improvements GO station. All future development proposals must demonstrate to the GO station. Other conformity with applicable policies and guidelines and will be public realm improvements subject to approval by York Region, the Town of Newmarket are intended to be led and the Lake Simcoe Region Conservation Authority (LSRCA). by the Region, Town or The Phase 2 concept plan and TOD demonstration plan may be LSRCA, either alone or in revisited if Metrolinx’s ongoing system-wide analysis identifies the need and opportunity to implement a grade separation at partnership. Davis Drive, which is currently a level rail crossing. The full transformation of Implementation the Newmarket GO station mobility hub will occur In conjunction with improvements to the GO station and the adjacent public realm, the mobility hub study also recommends incrementally over many amendments to the Town of Newmarket Official Plan and the years. Future development Newmarket Urban Centres Secondary Plan, in order to incorporate will require approvals from relevant findings and directions from the mobility hub study. Some York Region, the Town of of the recommendations of the study can be classified as relatively Newmarket, and the LSRCA. ‘quick’ or ‘easy wins’ and be implemented within the next few years. Other improvements or actions are expected to be undertaken over the medium to long-term, and will be subject to funding, market conditions, and overall development feasibility. Metrolinx will be responsible for implementing the proposed improvements to the GO station facilities. Other public realm improvements involving sidewalks, streetscape, parks and trails are intended to be led by York Region, the Town of Newmarket or the LSRCA, either alone or in partnership between government agencies or with the private sector. Where appropriate, opportunities may be identified for Metrolinx to contribute to off- site public realm improvements that facilitate active transportation connections to the GO station. Such improvements will be negotiated by the relevant partners on a case-by-case basis. The Newmarket GO station mobility hub concept plans and TOD demonstration plan are innovative and aspirational, yet recognize the unique conditions and challenges within area. The full transformation of the mobility hub will occur incrementally over many years. It will require multiple levels of government and public agencies, landowners, developers and the community to work together, along with flexibility and forward thinking.

iii NEWMARKET GO STATION MOBILITY HUB STUDY 1.0 INTRODUCTION

1. Introduction

Within the Town of Newmarket, the Davis Drive corridor is The Davis Drive corridor is intended to transition from a low density, auto-oriented area into a intended to transition from vibrant mixed-use, pedestrian friendly community. The Newmarket a low density, auto-oriented GO station mobility hub is an important node within the corridor. area into a vibrant mixed- It is served by two rapid transit lines; the recently constructed Viva Yellow Rapidway and the Barrie GO rail line, which is being use pedestrian friendly enhanced as part of Metrolinx’s GO expansion program. community. The Newmarket GO station mobility hub is 1.1 What is a Mobility Hub? an important node within The 2008 Regional Transportation Plan (currently under review) the corridor. identified 51 mobility hubs within the Greater Toronto and Hamilton Area (GTHA). Two are located within the Town of Newmarket: • Newmarket Centre (Anchor Hub): Located at Davis Drive and Yonge Street; and, • Newmarket GO (Gateway Hub): Located at Davis Drive, east of Main Street (see Figure 1). Mobility hubs are major transit stations and the surrounding area that have significant levels of planned transit service and the potential for high concentrations of working, living and other activities. They are places of connectivity where different modes of transportation - from walking to transit - come together seamlessly. Mobility hubs vary in terms of size, type and function, but they all share the same broad objectives for achieving: Seamless Mobility, Placemaking and Successful Implementation (see Figure 2).

Newmarket GO Station Mobility Hub The Newmarket GO station mobility hub currently acts as a home station for commuters travelling south towards Toronto. Its role and function is expected to evolve. More frequent two-way service will Mobility hubs are places allow the Newmarket GO station to also serve as a destination and of connectivity where transfer station, providing regional access to the broad and growing range of employment opportunities, service and amenities within different modes of the mobility hub and beyond. transportation come together seamlessly and Many planning tools are in place to facilitate growth and investment within Newmarket, but certain conditions will continue to impact where there is an intensive the overall function of the Newmarket GO station mobility hub and concentration of working, limit the amount of transit-oriented development (TOD) that can be living and other activities. accommodated. These conditions include stable residential areas, heritage resources, road network constraints and the floodplain of the East Holland River. More detailed study and direction is required to help the mobility hub achieve its full potential.

1 NEWMARKET GO STATION MOBILITY HUB STUDY 1.0 INTRODUCTION

Newmarket GO

Anchor Hub Major transit station areas associated with an urban growth centre (as deﬁned in the Province’s Growth Plan for the Greater Golden Horseshoe) Gateway Hub Major transit station areas located at the interchange of two or more current or planned regional rapid transit lines with anticipated high levels of ridership

Figure 1. Location of the Newmarket GO Station Mobility Hub in the Context of the GTHA (Source: Metrolinx Newmarket GO Mobility Hub Profile)

SEAMLESS MOBILITY

Seamless Safe and efficient A well-designed integration of movement of people transit station for 1 modes at the rapid 2 with high levels of 3 a high quality user 4 Strategic parking transit station. pedestrian priority. experience. management.

PLACEMAKING

A vibrant mixed-use environment with 5 higher land use 6 An attractive public 7 A minimized intensity. realm. ecological footprint.

SUCCESSFUL IMPLEMENTATION

Effective partnerships and incentives for Flexible planning 8 increased public and 9 to accommodate private investment. growth and change.

Figure 2. Metrolinx Mobility Hub Objectives (Source: Metrolinx Mobility Hub Guidelines for the Greater Toronto and Hamilton Area, 2011)

2 NEWMARKET GO STATION MOBILITY HUB STUDY 1.0 INTRODUCTION

1.2 Newmarket GO Station Mobility Hub Study In December 2016, Metrolinx retained a multi-disciplinary consulting team from IBI Group to undertake a study of the The Newmarket GO station Newmarket GO station mobility hub. mobility hub study is needed to ensure land use Purpose and Scope of Study and transportation plans are A mobility hub study is required to ensure that land use and well-integrated and support transportation plans for the area are well-integrated and support appropriate future growth appropriate future growth and multi-modal access. and multi-modal access. The Newmarket Urban Centres Secondary Plan encourages the preparation of a mobility hub study that addresses: a. the long-term role and function of the Newmarket GO station within the broader GO rail network; b. potential for grade separation of the rail line at Davis Drive; c. potential re-location of the Newmarket GO rail station access to Main Street to improve access and reduce traffic impacts on Davis Drive; d. integration between the GO rail station, the Rapidway, the future GO bus services and the GO bus terminal; e. pedestrian connections between the Rapidway station at Davis Drive and Main Street and the GO rail platform; f. pedestrian connections between the active transportation network and the GO rail platform; The mobility hub study is g. opportunities and constraints to development in the vicinity of intended to: the station, including floodplain restrictions; and, • Establish a vision for the h. accessibility and bicycle parking considerations (Policy 9.3.3 ii). area; • Recommend The Newmarket GO station mobility hub study is intended to: improvements to the • Establish a vision for the area and provide guidance on how it GO station; and, should look and function; • Demonstrate the • Recommend improvements to the GO station; and, potential to integrate • Demonstrate the potential to integrate future TOD. transit-oriented Study Area development (TOD). The geographic limits of a mobility hub are broadly defined as the area within 800 metres, or a ten minute walk, of a Major Transit Station. The boundaries for each mobility hub are intended to be refined based on specific physical characteristics and barriers, neighbourhood context and the local planning framework.

3 NEWMARKET GO STATION MOBILITY HUB STUDY 1.0 INTRODUCTION

With input from the Town of Newmarket, a mobility hub study The Newmarket GO station area was established that is generally bounded by: mobility hub study area • Penn Avenue and the existing GO parking lot to the north; covers approximately 45 • Ontario Street and Queen Street to the south; hectares and includes over • Lundy’s Lane and Prospect Street to the east; and, 200 parcels of land that • Vincent Street and Niagara Street to the west. are under both private and The Newmarket GO station mobility hub covers approximately 45 public ownership. hectares and includes over 200 parcels of land that are under both private and public ownership. The study focused on those lands immediately adjacent to the rail corridor, which are identified as part of a ‘Primary Zone’ (see Figure 3). The Primary Zone includes the existing GO station and associated facilities, as well as the immediate surrounding lands that are, within approximately 250 metres or a 2.5 minute walk of the GO station. This area is most influenced by the high level of accessibility offered by the transit services at the station.

Leslie Street LEGEND

London Road Newmarket GO Station Mobility Hub

Davis Drive Highway 404 Existing Newmarket GO Station

Main

Yonge Street Gorham Street Primary Zone Street

Eagle Street Mulock Drive Bayview Parkway Lundy’s Lane

Main Street North

Vincent Street

Prospect Street Penn Avenue

Drive Amelia Street Davis

Niagara Street

Ontario Street Main Street South Queen Street

Lorne Avenue

Figure 3. Newmarket GO Station Mobility Hub Study Area

4 NEWMARKET GO STATION MOBILITY HUB STUDY 1.0 INTRODUCTION

Study Process The mobility hub study was prepared through a combination of background research, technical analysis, design work and The valuable input obtained consultation. The valuable input obtained from key stakeholders from key stakeholders and and the community during the following meetings and events the community helped helped shape the recommendations of the study: shape the recommendations • Study Partner Meetings and Information Exchanges: of the Study. held between December 2016 and November 2017, with involvement of staff from York Region (including York Region Transit and Viva), the Town of Newmarket, the Lake Simcoe Region Conservation Authority (LSRCA), Metrolinx, and IBI Group. • Public Open House #1: held May 18, 2017 at the Newmarket Senior’s Meeting Place. Information on the purpose and scope of the study, initial findings from the site analysis and contextual analysis and opportunities for further participation in the study was provided through a series of display boards, a presentation and an open question and answer period. The Open House was attended by over 100 people. • Visioning Session: held May 29, 2017 at the Newmarket Senior’s Meeting Place. Following a short presentation by Metrolinx and IBI Group, the 26 participants broke out into four working groups and took pen to paper to provide input on two preliminary draft mobility hub concepts and then reported back to the larger group. • Landowners Meetings: held in June 2017. • Public Open House #2: held September 28, 2017 at the Newmarket Senior’s Meeting Place. Information on the study findings, and the draft recommendations was provided through a series of display boards, a presentation and an open question and answer period. The Open House was attended by approximately 50 people.

Please refer to Appendix A for a more detailed summary of the study consultation.

5 NEWMARKET GO STATION MOBILITY HUB STUDY 1.0 INTRODUCTION

1.3 Report Structure This mobility hub report is structured as follows: The mobility hub study • Section One outlines the purpose and scope of the study, the is intended to support format of the report and how it is intended to be used; prevailing policies, • Section Two provides an overview of the prevailing policy and regulations and guidelines, regulatory framework, as well as planning initiatives that are and inform on-going and currently underway; future initiatives. • Section Three describes the existing conditions of the Newmarket GO station and the larger mobility hub and summarizes its strengths, weaknesses, opportunities and threats; • Section Four presents an approach to transforming the mobility hub, with an illustrative vision, a set of guiding principles, recommended GO station and mobility hub improvements and a demonstrative TOD plan; and, • Section Five outlines a phased approach to implementing the study recommendations.

1.4 Intended Use The Newmarket GO station mobility hub study is intended to support the implementation of prevailing policies, regulations and guidelines, inform on-going and future transportation and planning initiatives and guide new development and investment. Metrolinx will be responsible for implementing the As detailed in sections 4 and 5 of this report, the mobility hub study recommends: proposed improvements to the GO station facilities. • Improvements to the GO station and the adjacent public realm; and, Other public realm improvements are intended • Amendments to the Town of Newmarket Official Plan and the Newmarket Urban Centres Secondary Plan, in order to to be led by York Region, incorporate relevant findings and directions from the mobility the Town of Newmarket hub study. or the LSRCA, either alone Future technical analysis and design work is required and will or in partnership between build upon the concept plans, precedent images and guiding government agencies or with principles contained within this report. Metrolinx will be the private sector. responsible for implementing the proposed improvements to the GO station facilities. Other public realm improvements involving sidewalks, streetscape, parks and trails are intended to be led by York Region, the Town of Newmarket or the LSRA, either alone or in partnership between government agencies or with the private sector. All of the proposed improvements are further described in sections 4 and 5 of this report. The Newmarket GO station mobility hub study should be read in conjunction with the policies, regulations and guidelines of other Metrolinx, York Region, Town of Newmarket and LSRCA documents. 6 NEWMARKET GO STATION MOBILITY HUB STUDY 2.0 PREVAILING PLANNING FRAMEWORK

2. Prevailing Planning Framework

The Newmarket GO station is a ‘Major Transit Station’ within a While provincial, regional designated mobility hub. Mobility hubs are intended to have high residential and employment densities, to ensure the viability of and municipal policies existing and planned transit service. While provincial, regional support the intensification and municipal policies support the intensification of mobility of mobility hubs, they hubs, they also direct development away from hazard lands also direct development (such as lands at risk for flooding), and seek to protect heritage away from hazard lands resources and established residential neighbourhoods. and seek to protect As detailed below, over half of the Newmarket GO station heritage resources and mobility hub falls within the designated floodplain of the East established residential Holland River (see Figure 4). Prevailing policies encourage neighbourhoods. intensification along Davis Drive and portions of Main Street, but the remainder of the mobility hub is primarily designated for low- Over half of the Newmarket density residential uses, parkland and natural open space. GO station mobility hub falls within the designated 2.1 Provincial floodplain of the East Provincial Policy Statement (2014) Holland River The Provincial Policy Statement (PPS) provides direction on land use planning and development matters that are of provincial Policies of the PPS allow interest. Policies are grouped into three categories: limited development and • Building Strong and Healthy Communities; site alternation within the • Wise Use and Management of Resources; and, flood fringe, providing the • Protecting Public Health and Safety. project can demonstrate The PPS promotes efficient development patterns that have a adequate protection of mix of housing, employment, recreation, parks / open spaces and health and safety. transportation choices, with densities to support the incased use of active transportation and transit. While the PPS intends for the majority of future growth to be accommodated through the intensification of existing urban areas, its policies direct new development away from the floodplain. Limited development and site alteration within the flood fringe may be permitted, providing it can be demonstrated that: • Development and site alteration meets floodproofing, access and protection works standards; • Vehicles and people can safely enter and exit the area during flooding, erosion and other emergencies; and, • New hazards are not created and existing hazards are not aggravated.

7 NEWMARKET GO STATION MOBILITY HUB STUDY 2.0 PREVAILING PLANNING FRAMEWORK

Bexhill Road

Bolton Avenue

Lundy's Lane

East Holland River

Bayview Parkway

Main Street North

Penn Avenue

Vincent Street

Amelia Street

Prospect Street

Davis Drive Charles Street

Niagara Street Simcoe Street

Queen Street

Ontario Street Main Street South Wellington Street

LEGEND

Town of Newmarket Ofﬁcial Plan Urban Centres Secondary Plan Note: Newmarket GO Station Aerial overlay prepared by IBI Group for illustrative purposes only. Refer to Mobility Hub Stable Residential Secondary Plan Area Schedule A of the Town of Newmarket Ofﬁcial Plan and Schedule 3 of the East Holland River Urban Centres Secondary Plan Parks & Open Space Mixed Use Newmarket.

The floodplain limits are shown for Urban Centre Parks and Open Space screening purpose only and may not reflect the most up-to-date data. The LSRCA should be contacted to confirm Commercial Priority Commercial Area the actual floodplain limits. A topographical survey may be required in order to determine the limit of Floodplain Floodplain and Hazard Lands predicted flooding at a specific site.

Figure 4. Overlay of Existing Municipal Land Use Designations

8 NEWMARKET GO STATION MOBILITY HUB STUDY 2.0 PREVAILING PLANNING FRAMEWORK

Places to Grow: The Growth Plan for the Greater Golden Horseshoe (2017) The Growth Plan for the Greater Golden Horseshoe is a framework to implement the Province’s vision for building stronger and more The Growth Plan defines prosperous communities by better managing growth and optimizing the Newmarket GO station the use of existing and new infrastructure. It directs growth to strategic as a ‘Major Transit Station areas such as designated ‘Urban Growth Centres’, ‘Priority Transit Areas’. These areas are to Corridors’ and ‘Major Transit Station Areas’ and includes policies to achieve multi-modal access improve integration between transportation and land use planning. and to provide, where appropriate, infrastructure The Newmarket GO station is defined as a ‘Major Transit Station to increase the modal Areas’ given it is served by two higher-order rapid transit lines; share for transit and active the Barrie GO rail line and the Viva Yellow Rapidway. Policies of transportation. the Growth Plan intend for Major Transit Station Areas to achieve The Growth Plan recognizes multi-modal access and provide, where appropriate, the following that high levels of infrastructure to help increase the modal share for transit and intensification may not be active transportation: possible in all Major Transit • Connections to local and regional transit services; Station Areas. • Sidewalks, bicycle lanes, and secure bicycle parking; and, • Commuter pick-up/drop-off areas. The Growth Plan does recognize that intensification and higher densities may not be possible in all Major Transit Station Areas and other strategic growth areas. Specifically, Policy 2.2.4 4. The Draft RTP recommends a) i allows for upper- and single-tier municipalities to request continued expansion and Map 6: Detailed Proposed 2041alternative densityFrequent targets through a comprehensive Rapid municipal Transit optimization Network of the region’s review where it is demonstrated that the target cannot be rapid transit network and achieved because development is prohibited by provincial policy places greater emphasis on or severely restricted on a significant portion of the lands within traveller needs at Tothe Allandale core D R Athe delineated F T area. In accordance with policies of the PPS, the of planning and operationsWaterfront. 55 Growth Plan generally directs new development away from 50 Urban Growth Centre 58 hazardous areas such as the floodplain. 87 Burlington GGH Built Boundary Draft 2041 Regional Transportation Plan for the Greater Greenbelt Designation 46 Davis Drive Toronto and Hamilton Area (GTHA) (2017) Newmarket Existing or Future Highway 49 Existing or Future GO Station The Draft Regional Transportation Plan (RTP) for the GTHA is a long- Centre Downtown Hamilton range multi-modal transportation plan that takes into account all Existing, In Delivery & In Development

modes of transportation. It builds on the success of the first RTP, Yonge Street 88 52 Regional Rail and Rapid Transit 47 The Big Move (2008), which established the concept of mobility hubs and identified the Viva Yellow Rapidway on Davis Drive as a Note: Draft RTP mapping and recommendations may be subject to change Proposed Frequent Rapid Transit 51 priority project. Urban Growth Centre GGH Built Boundary Subway / Transitway The Draft RTP recommends continued expansion and Greenbelt Designation LRT / BRT Existing or Future GO Station optimization of the region’s rapid transit network and places GO Rail – 15-min Existing, in Delivery & In Development To greater emphasis on traveller needs at the core of planning and Regional Rail and Rapid Transit Priority Bus 48 operations. As further described in section 3.1 of this report, by Frequent Regional Express Bus Niagara Proposed Frequent Rapid Transit by 2041 2025 the Newmarket GO station mobility hub will benefit from GO Rail - 15min Priority Bus Proposed Regional Rail more frequent service on the Barrie rail line, including new two- Frequent Regional Express Bus HAMILTON way service during middays, evenings and weekends by 2025. GO Rail – All Day 9 YORK DURHAM

PEEL 84 85 86

77 Markham 71 Richmond Hill / Langstaff Centre 89 68 Vaughan Metropolitan Centre 90 80 91 64 65 75 91 To 69 93 98 66 92 96 Kitchener Oshawa 76 99 69 North York 78 79 94 97 Centre 83 74 Brampton 70 72 81 95 62 Pickering Scarborough 100 TORONTO Centre Yonge- 69 LBPI Airport Eglinton 57

Etobicoke 53 HALTON Centre 0 5 10 km 63 82 73 65 59 53 Mississauga Centre 46. Lakeshore West 15-min Extension 65. Dixie 83. Malvern Connection 61 67 47. Hamilton A-Line 66. Airport Road 84. Major Mackenzie West 57 Downtown 48. Hamilton A-Line South 67. Erin Mills 85. Major Mackenzie Milton Toronto 49. Dundas Connector 68. Bovaird / Castlemore 86. Major Mackenzie East 60 50. Hamilton L-Line 69. Steeles West 87. Green Lane 51. Hamilton S-Line 70. Finch West LRT West Extension 88. Barrie Line 15-min Extension 52. Hamilton Mohawk (T-Line) 71. Jane North 89. Stouffville Line 15-min Extension 53. Milton Line 15-min & Freight Corridor 72. Jane South 90. Richmond Hill Line All-Day 56 54. Trafalgar 73. Line 2 and Bloor / Yonge 91. Steeles / Taunton 55. Brant Capacity Enhancements 92. Whites The FRTN includes all proposed projects 56. Bronte / Regional Road #25 74. Sheppard Subway West Extension 93. Brock Road 57. Derry 75. Steeles 94. Westney 54 58 shown on this map together with the projects shown on maps 3 and 4. 58. Harvester / Speers / Cornwall 76. Finch West LRT East Extension 95. Bayly 59. Milton Main Street 77. Leslie North 96. Brock Street / Baldwin Street Oakville 60. Trafalgar North 78. Don Mills / Leslie 97. Lakeshore East 15-min Extension 61. Downtown Mississauga Transitway 79. McCowan South 98. Simcoe All project deﬁnitions are subject to change 62. Brampton Main Street 80. McCowan North 99. Highway 2 Extension DRAFT FOR DISCUSSION based on negotiations and agreements with 63. Britannia / Matheson 81. Sheppard East LRT Extension 100. Lakeshore East Line All-Day railways, environmental assessments, 64. Hurontario North / Mayﬁeld 82. Kingston PURPOSES ONLY business case analysis, and further planning. For more details, see Appendix 3D 55 NEWMARKET GO STATION MOBILITY HUB STUDY 2.0 PREVAILING PLANNING FRAMEWORK

Two-way service during the morning and afternoon peak hours is proposed by 2041.

Metrolinx Mobility Hub Guidelines for the Greater Toronto The Metrolinx Mobility and Hamilton Area (2011) Hub Guidelines provide a The Metrolinx Mobility Hub Guidelines for the Greater Toronto framework for the successful and Hamilton Area provide a framework for the successful planning and development planning and development of mobility hubs. They address of mobility hubs that is topics such as transit station design, circulation and access, based on three objectives: urban design and land use. Detailed strategies, best practices and suggested resources are provided for the three broad • Seamless mobility; objectives of: Seamless Mobility, Placemaking and Successful • Placemaking; and, Implementation. • Successful Implementation. 2.2 Regional York Region Official Plan (2010) The York Region Official Plan (YROP) is intended to guide economic, environmental and community building decisions and The York Region Official manage growth. It contains broad policies, with allocations of Plan contains broad policies population and employment growth, that set the stage for more that set the stage for more detailed planning by local municipalities. detailed planning by local While York Region is expected to grow by almost 300,000 people municipalities. It designates and 40,000 jobs between 2016 and 2031, the Regional Official lands within the Newmarket Plan allocates only a small portion of this growth to the Town of GO station mobility hub Newmarket (i.e. 8,400 new people and 1,800 new jobs). Currently, study as ‘Urban Area’, York Region is undertaking a review of its Official Plan as part of ‘Regional Greenlands System’ a broader Municipal Comprehensive Review. Growth forecasts and ‘Regional Corridor’. and municipal allocations will be reviewed as part of this process, including the Town of Newmarket’s plan for the mobility hub, which anticipates higher levels of growth (see section 2.3 of this report). Within this context, the growth scenario for the Newmarket GO station mobility hub remains uncertain at the time of this study. In terms of land use, Map 1 of the Regional Official Plan designates the lands which comprise the Newmarket GO station mobility hub as ‘Urban Area’ and ‘Regional Greenland System’, with Davis Drive designated as a ‘Regional Corridor’. Regional Corridors are intended to be focal points of commerce, business and cultural activities. Intensification areas along the Regional Corridors are to be identified by local municipalities, but should include lands within a reasonable and direct walking distance from major transit station areas. In terms of design, York Region requires that communities provide an enhanced mobility system using a “people and transit first approach”. This approach seeks to connect land use and transportation by balancing pedestrians, cyclists, public transit and automobile users. 10 NEWMARKET GO STATION MOBILITY HUB STUDY 2.0 PREVAILING PLANNING FRAMEWORK

Finally, with regard to the floodplain, policies of the York Region Official Plan generally prohibit development and site alteration within the floodplain and seek to protect natural heritage features The York TMP is shaped within the Regional Greenlands System. by provincial policy and is aligned with existing regional York Region Transportation Master Plan (2016) and local policies. It proposes The York Region Transportation Master Plan (TMP) is the Region’s dedicated cycling facilities long-term plan to build an interconnected system of mobility. It is shaped by provincial policy, aligned with existing regional and local along Main Street South. policies and informed by stakeholder input. The TMP recommends a number of policies, actions and moves in order to achieve the following objectives: • Objective 1 – Create a World Class Transit System • Objective 2 – Develop a Road Network Fit for the Future OPA # 4 - 22 and 28 Main• SObjectivet N 3 – Integrate Active Transportation in UrbanInset AreasA: Complementary Use Area & Transitional Area

• Objective 4 – Maximize the Potential of Employment Areas Complementary Newmarket Urban Centres Secondary Plan Area AMELIA ST Use Area • Objective 5 – Make the Last Mile Work Flood Plain Open Space Transition Area

C SIMON ST Schedule A

M A In addition to more frequent service on the Barrie GO rail line, the R A

L I

N Land Use O

TMPS identifies other potential transportation improvements that T OPA # 3 - Northwest corner of T T

E wouldN benefit the Newmarket GO station mobility hub. These Roxborough Rd and Queen St S Town of Newmarket T N include dedicated cycling facilities along Main Street South, 0 25 50 OPA # 6 - 649, 693, 657 Queen St investment withinm the ‘Lake to Lake’ trail (one of the three conceptual Stable Residential region-wide trail systems) and potential north/south and east/west 0 50 100 Emerging Residential capacity and collector network improvements. Metres Major Institutional The Town of Newmarket OPA # 4 - 22 and 28 Main St N Inset A: Complementary Use Area & Transitional Area OPA # 9 - 17310 Leslie St Business Park - General Employment Official Plan designates the Complementary Town of East Gwillimbury Newmarket Urban Centres Secondary Plan Area 2.3 Municipal AMELIA ST Use Area Business Park - Mixed Employment Flood Plain Open Space Transition Area Yonge majority of the Newmarket

C SIMON ST Schedule A H Street Commercial

M OPA # 4 - A22 and 28 Main St N Inset A: Complementary Use ArTownea & T rofan siNewmarkettional Area Official Plan (2006) Regional GO station mobility hub as R A

L I N Corridor Land Use O

Complementary S Urban Centres & Corridors T Newmarket Urban Centres Secondary Plan Area OPA # 3 - Northwest corner of T The Town of Newmarket Official Plan sets out a long-term vision for ‘Urban Centres & Corridors’ T Use Area

AMELIA ST E N Flood Plain Open Space Transition Area Roxborough Rd and Queen St S Town of Newmarket OPA # 4 - C 22 aTnd 28 MainSI MSOtN NST Inset A: Complementary Use Artheea & municipality, Transitional Aandrea provides direction for existing and future land with otherSc landshedu designatedle A Historic Downtown Centre H N

M A

R A 0 25 50 useComple mandentary development.OPA # 6Schedule - 649, 693, 657 QAue eofn S tthe Official Plan designates a L I Newmarket Urban Centres Secondary Plan Area Stable Residential N m Use Area as ‘StableLand Residential’ Use and Newmarket Urban Centres Secondary Plan Area AMELIA ST O

T S Flood Plain Open Space Transition Area OPA # 3 - Northwest corner of T T large portion0 50 of100 the Newmarket GO station mobility hub as ‘Urban Emerging Residential C SIMON ST Schedule A E N Roxborough Rd and Queen St H ‘Parks & Open Space’. Parks & Open Space S Metres STUDY AREA M A Town of Newmarket T

R Major Institutional N A Centres & Corridors’. The remaining lands are designated asBOUNDARY ‘Stable L I

N Land Use O OPA # 6 - 649, 693, 657 Queen St Natural Heritage System 0 25 50

S OPA # 9 - 17310 Leslie St T m Residential’, ‘Parks &OP OpenA # 3 - Nor tSpace’hwest corne andr of ‘Commercial’. Much of the SBtuabsinessle Re Psiadenrk -t iaGleneral Employment T T OPA # 16 - Marianneville OPA # 5 - Northeast E N TowDne voeflop Emasentt sGw - forilmliemr bury Roxborough Rd and Queen St ST mobility hub0 50 is100 subject to a ‘Floodplain’ overlay designation. TowEBmunseinessrg inog PRfae rskNei de- Mnitxedialw Emmployamenrtket corner of Leslie St and Oak Ridges Moraine Area OPA # 4 - 22 anNd 28 Main St N Inset A: CompGlenwleay mGoeldn Ctaourrys eUse Area & Transitional Area Yonge Metres Stackhouse Rd The lands labelled Oak Ridges Moraine are OPA # 6 - 649, 693, 657 Queen St Major Institutional subject to policies of Official Plan Amendment 28 0 25 50 Street Complementary SCtoabmmle eRrceisaidenl tial m Newmarket Urban Centres Secondary Plan Area e UrbanUse Area Centres & Corridors are intended to contain the broadest AMELIA ST Regional OPA # 9 - 17310 Leslie St l Business Park - General Employment l Flood Plain Regional Healthcare i Corridor Flood Plain Open Space Transition Area 0 50 100 Davis Drive Regional Emerging Residential Urban Centres & Corridors C SIMON ST Town of East Gwillimburydiversity of use, the greatest level of activity and the highest ScheduCenltree A v Floodplain limits are shown for screening purposes only and may not H f Metres al Corridor g e f M Business Park - Mixed Employment A r Major Institutional reflect the most up-to-date data. The LSRCA should be contacted to ci (See Inset A) t R A n Historic Downtown Centre u Yonge quality of design. They will develop at differingn scales and confirm the actual floodplain limits & to obtain the most up-to-date data. i L I

N Land Use O en Street vi o A topographic survey may be required in order to determine the limit of OPA # 9 - 17310 Leslie St

S K Commercial C Business Park - General Employment t T o Historic OPA # 3 - Northwest corner of T T Regional densities and further direction is provided in r the Newmarket Newmarket Urban Centres Secondary Plan Area predicted flooding at a specefic site. f h S

N P E Town of East Gwillimbury Roxborough Rd and Queen St t Downtown Corridor - S o s w TowBUurnbansiness Coen Pftrae rksNe -& M Cixedorrwido Emrmsployamenrtket T i Centre h Waterbodies N Urban Centres Secondary Plan and the Town’s o zoning by-laws. Parks & Open Space Yonge STUDY AREA r p av c i G OPA # 6 - 649, 693, 657 Queen St r Street 0 25 50 BOUNDARY D CHoismmtorice rDcioawl ntown Centre m h NStaabtulrea lR Heesriidentageti aSl ystem u Regional e- Watercourse an s OPA # 16 - Marianneville Within the Stable Residential area, only single-detachedg and Corridor b OPA # 5 - Northeast h n r Newmarket Urban Centres Secondary Plan Area n 0 50 100 EUmrbanerg iCneng Rtreessi de& nCtoiarrl idors Developments - former c o U corner of Leslie St and Oak Ridges Moraine Area Watercourse - Intermittent t Y semi-detachedw dwellings are permitted. New development must Glenway Gold Course Metres i Stackhouse Rd TPMheaa rljandkosrs I& lna bsOetliledpentu tOionaa kS Rpidgelacse Moraine are STUDY AREA o sHubisjetcot troi cpo lDicioesw ofn Otofficwianl P lCanen Amtrenedment 28 h

e Waste Disposal Assessment Area respectT the existing character of the area. BOUNDARY l OPA # 9 - 17310 Leslie St l BFluoodsiness Pla iPnark - General Employment W Davis Drive Regional Regional Healthcare i Naetwumraal rHkeerti tUagerba Sn yCsentemtres Secondary Plan Area f OPA # 16 - Marianneville Area Referred to the Centre v Floodplain limits are shown for screening purposes only and may not 500m Waste Disposal Area of Influence Town of East Gwillimbury f al Corridor e OPA # 5 - Northeast g f o r reflect the most up-to-date data. The LSRCA should be contacted to ci (See Inset A) Business Park - Mixed Employment Developments - former t Ontario Municipal Board n corner of Leslie St and Oak Ridges Moraine Area 11 u Parks & Open Space n confirm the actual floodplain limits & to obtain the most up-to-date data. i STUDY AREA Glenway Gold Course Yonge n Inset A: Complementary Use & Transitional Areas en The lands labelled Oak Ridges Moraine are vi So tackhouse Rd A topographic survey may be required in order to determine the limit of K C t o BOUNDARY Historic subject to policies of Official Plan Amendment 28 Street r predicted flooding at a specefic site. NCaotmmurael rHceiariltage System w f h S e P t Downtown Regional l - o Site Specific Amendments/OMB Referrals o l OPA # 16 - Marianneville s w i Flood Plain Regional Healthcare i Corridor Centre h OPA # 5 - Northeast Waterbodies o Davis Drive Regional T

r Developments - former p v Urban Centres & Corridors av Centre c Oak Ridges Moraine Area i corner of Leslie St and Floodplain limits are shown for screening purposes only and may not f al G Corridor g e r Glenway Gold Course D f Yonge-Davis Provincial Urban Growth Centre Boundary r Trehefle lcandt thes lmaboesltl edup -Otoa-kda Rtiedge dasta M. oTrheaine LS aRreC A should be contacted to h ci (See Inset A) t Stackhouse Rd u n e- Watercourse u n an scubonjfeircmt ttohe po alicctiuaesl oflfoodp Officlaiainl Plilmanit sA &m teno dobmtenaint t2he8 most up-to-date data. s i g Historic Downtown Centre b en h vi o OPA # 14 - 1166 and e n r OPA # 2 - 372 Eagle St A topographic survey may be required in order to determine the limit of n K C t l o Historic c o U l r Wpredaitcetedrcou floodringse a t -a Isnpetecerfmic siittteen. t Regional Water Wells t Flood Plain Y 1186 Nicholson Rd f Regional Healthcare i h w i S P Davis Drive Regional t Downtown Newmarket Urban Centres Secondary Plan Area - o v o s w Centre h Floodplain limits are shown for screening purposes only and may not i f al Corridor Centre h g e Waterbodies o f Waste Disposal Assessment Area T Yonge r reflect the most up-to-date data. The LSRCA should be contacted to r ci Municipal Boundary p (See Inset A) t c n av W i u G i n Pconafrirkms the & a Octuapenl floodp Slpaian climeits & to obtain the most up-to-date data. r D STUDY AREA Street en f OPA # 13 - 429 and 445 h vi o 5A 00topogmraph Wiasc sutreve yD mispoay bes requal Airedrea in o rodef r Itno fdeluencterminee the limit of Area Referred to the u e- Watercourse K C t o an Historic o s BOUNDARY Regional g r predicted flooding at a specefic site. Harry Walker Parkway b h Ontario Municipal Board f h Railway S n r Natural Heritage System P n t Downtown n c - o Inset A: Complementary Use & Transitional Areas o Corridor U s w Watercourse - Intermittent t OPA # 16 - Marianneville Y i w Centre h i Waterbodies o OPA # 5 - Northeast w r p Roads c Developments - former o av h i G o corner of Leslie St and SOiakte SRpeidgcesific MAmoreaninedm Aenretas/OMB Referrals r D Waste Disposal Assessment Area OPA # 1 - 873 Gorham St T Glenway Gold Course h T The lands labelled Oak Ridges Moraine are u e- W Stackhouse Rd Watercourse an s g subject to policies of Official Plan Amendment 28 b f h Yonge-Davis Provincial Urban Growth Centre Boundary n 500m Waste Disposal Area of Influence r Area Referred to the n e c o o l U Watercourse - Intermittent t l Ontario Municipal Board Y w Flood Plain Oi PA # 14 - 1166 and OPA # 2 - 372 Eagle St Davis Drive Regional Regional Healthcare i n Inset A: Complementary Use & Transitional Areas o Regional Water Wells Centre h1186v Nicholson Rd Floodplain limits are shown for screening purposes only and may not f al Corridor Waste Disposal Assessment Area T g e w f r reflect the most up-to-date data. The LSRCA should be contacted to ci (See Inset A) W t n o Site Specific Amendments/OMB Referrals Yonge u i n Mconunfirmic theip aclt uaBlounda floodplainr ylimits & to obtain the most up-to-date data. f en T 500m Waste Disposal Area of Influence Area Referred to the Streetvi o A topographic survey may be required in order to determine the limit of OPA # 12 - 955 and 995 Mulock Dr K OPA # 13 - 429 and 445 C o t o Historic

Ontario Municipal Board r Oak Ridges Moraine Yproednicgeted -fDlooavdingis a tP a rsovpecienfic isaitel .Urban Growth Centre Boundary f Regional h HarryS Walker Parkway P t Railway Downtown n Inset A: Complementary Use & Transitional Areas - o Corrids or w (Official Plan Amendment 28) OPA # 2 - 372 Eagle St i OPA # 14 - 1166 and Centre h w Waterbodies o r Regional Water Wells p The lands labelled Oak Ridges Moraine are Roads av 11c 86 Nicholson Rd o i Site Specific Amendments/OMB Referrals G OPA # 1 - 8r 73 Gorham St D subject to policies of Official Plan Amendment 28 T h u Yonge- e Watercourse an s Municipal Boundary g b Yonge-Davis Provincial Urban Growth Centre Boundary h

Stren et r n OPA # 13 - 429 and 445 c o U Watercourse - Intermittent Ot PA # 14 - 1166 and OPA # 2 - 372 Eagle St RegioY nal w Hairry Walker Parkway Railway 1186 Nicholson Rd Regional Water Wells o Corridor h Waste Disposal Assessment Area T Roads Yonge OPA # 1 2-W -8 79355 G aondrha 9m95 S Mt ulock Dr Municipal Boundary Area Referred to the Oak Ridges Moraine Street OPf A # 13 - 429 and 445 500m Waste Disposal Area of Influence o Ontario Municipal B(Ooafrfdicial Plan Amendment 28) Regional OPA # 10 - Urban Centres Harry Walker ParkwTayown of Aurora Railway n Inset A: Complementary Use & TranOsPitAiona # 8l A- r6ea65s, 675, 688, OPA # 15 - 536 and 550 Mulock Crt The lands labelled Oak Ridges Moraine are Corridor Secondary Plan subject to policies of Official Plan Amendment 28 w Roads 695 Stonehaven Ave OPA # 1o - 873 Gorham St Site Specific Amendments/OMB Referrals

T Oak Ridges Moraine OPA # 12 - 955 and 995 Mulock Dr Yonge-Davis Provincial Urban Growth Centre Boundary OPA # 2 - 372 Eagle St (Official Plan Amendment 28) OPA # 14 - 1166 and The lands labelled Oak Ridges Moraine are 1186 Nicholson Rd Regional Water Wells subject to policies of Official Plan Amendment 28 OPA # 10 - Urban Centres 0 500 1,000 2,000 Yonge Town of Aurora OPA # 8 - 665, 675, 688, OPA # 15 O- P536A # a 1nd2 -5 95550 M aundlo c9k9 5C Mrtulock Dr Oak RSidgecondesa Mry oPrlaanine Municipal BoundaMetrrey s Street 695 Stonehaven Ave OPA # 13 - 429 and 445 (Official Plan Amendment 28) Regional Harry Walker Parkway Railway The lands labelled Oak Ridges Moraine are Corridor Designed & Produced by Information Technology – GIS. December 2016 Consolidation. Source: Roads, Municipal Boundary, Railway, Waterbodies- Geomatics Division, Planning and Development Services Department © The Regional Municipality of York, 2013; Flood Plain - Lake Simcoe Region Conservation Authority; All other map layers - Town of Newmarket. DISCLAIMER: This document is provided by the Town of Newmarket for your personal, subject to policies of Official Plan Amendment 28 non-commercial use. The information depicted on this map has been compiled from various sources. While every effort has beeRn oadmadse to accurately depict the information, data/mapping errors may exist. This map has been produced for illustrative purposes only. It is not a substitute for a legal survey. Printed: 27/04/2017 OPA # 1 - 873 Gorham St OPA # 10 - Urban Centres Town of Aurora OPA # 8 - 665, 675, 688, OPA # 15 - 536 and 550 Mulock Crt Document Path: G:\Projects 10\Development and Infrastructure Services\Planning\Map Documents\Official_Plan\Schedule_A_Dec2016Consolidation_27Apr2017.mxd Secondary Plan 0 500 1,000 2,000 Metres 695 Stonehaven Ave

Designed & Produced by Information Technology – GIS. December 2016 Consolidation. Source: Roads, Municipal Boundary, Railway, Waterbodies- Geomatics Division, Planning and Development Services Department © The Regional Municipality of York, 2013; Flood Plain - Lake Simcoe Region Conservation Authority; All other map layers - Town of Newmarket. DISCLAIMER: This document is provided by the Town of Newmarket for your personal, OPA # 10 - Urban Centres non-commercial use. The information depicted on this map has been compiled from various sourcTeso. Wwhnile eovefry A effurort hoasra been made to accurately depict the informatOioPn,A d a#t a8/m - a6p6p5ing, 6 75err,o 688rs m,ay exist. This map has been prodOucPeAd #fo 1r 5ill u- s5t36rati vaend pu 5rp5o0s eMsu olnolcy.k ICt irst not a substitute for a legal survey. Printed: 27/04/2017 Secondary Plan OPA # 12 - 955 and 995 Mulock Dr Oak Ridges Moraine 695 Stonehaven Ave (Official Plan Amendment 28) 0 500 1,000 2,000 Document Path: G:\Projects 10\Development and Infrastructure Services\Planning\Map Documents\Official_Plan\Schedule_A_Dec2016Consolidation_27Apr2017.mxd The lands labelled Oak Ridges Moraine are Metres subject to policies of Official Plan Amendment 28 Designed & Produced by Information Technology – GIS. December 2016 Consolidation. Source: Roads, Municipal Boundary, Railway, Waterbodies- Geomatics Division, Planning and Development Services Department © The Regional Municipality of York, 2013; Flood Plain - Lake Simcoe Region Conservation Authority; All other map layers - Town of Newmarket. DISCLAIMER: This document is provided by the Town of Newmarket for your personal, Printed: 27/04/2017 non-commercial use. The information depicted on this map has0 been compiled fr50om0 various source1s,. 00 Wh0ile every effort has been made to 2acc,00ura0tely depict the information, data/mapping errors may exist. This map has been produced for illustrative purposes only. It is not a substitute for a legal survey.

Metres Document Path: G:\Projects 10\Development and Infrastructure Services\Planning\Map Documents\Official_Plan\Schedule_A_Dec2016Consolidation_27Apr2017.mxd

0 500 1,000 2,000 Metres

Document Path: G:\Projects 10\Development and Infrastructure Services\Planning\Map Documents\Official_Plan\Schedule_A_Dec2016Consolidation_27Apr2017.mxd NEWMARKET GO STATION MOBILITY HUB STUDY 2.0 PREVAILING PLANNING FRAMEWORK

Policies of the Official Plan encourage the retention of listed heritage Much of the Newmarket properties and Council approvals are required for any significant GO station mobility hub is SC HEDUalterationsLE 3 or: demolition. New development must be compatible designated as ‘Floodplain’, with, and minimize the impact on, any designated heritage properties. where the following uses LAND USMuchE of the Newmarket mobility hub is designated as floodplain. are prohibited: SC HEDUPoliciesLE of3 the: Official Plan direct new development generally to areas outside of the Floodplain and Hazard Lands. Development or • New residential uses; Y ELG A IN STRE EST W ET E W re-development within these hazardous areas shall be regulated in K • Most institutional uses; SCLAN HEDULE 3: R N A REE P GLAND USaccordanceE with provincial policies and the regulations of the LSRCA.W AD IE • Essential emergency RO V New residential uses, most institutionalOL uses, essential emergencyY IST A services and many types ofBR parking facilities are prohibited withinB services; and, LAND USE Y E A LGIN S TRE E EST the floodplain. The Town encourages legal non-conforming uses to WSTUDY AREA ET E W K • Most new or expandedIV AN R R N L A D REE E relocate or redevelop in conformity with the Official Plan.H Where a P BOUNDARY IV P S

G R T Y parking facilities. D W E T OD E A LGIN A O R I STH W D T R EN ST request is made to develop landsO withinA the floodplain, Council willV W EET P E R O K T G AS W L Y I E E N TO N A R A IS E L R B A R

EN B T P H

RE consider a range of factors including the nature, severityE and potential S G N RE W O T E L

S1 D S I N O A V U E

impact of the environmental hazards,RO the proposedN methods, STUDY AREA R

AD L I Y N V U I O TO A A S

R S D R N I T H O BR M B including cost andD benefits, by which potential impacts may be Y D R

ON H BOUNDARY E L ' S V P

I S E R T DUE T D A OEN E OAV R L H WW S2 T HAN overcome and the recommendation of the LSRCA. T E NS E A STUDY AREA BO P O T G V S I A N I N E

SC HEDULE 3: E R E

R D T H E E H BOUNDARYS A

IV P S T R N E O

E D R T L D A

O D E T L

R O E O R U Newmarket Urban Centres Secondary Plan (2016) U N H W S1 N N S T

N O E U X

E T R N V P KIN S A N O T G G D I N

S I

A N A A U S

E O N A N E E H D

R E

P N

N More thanR T half ofH the V M

O I Over half of the mobilityD hub falls within the Newmarket Urban Y H LAND USE T D L R N S A O D E

L L ' E S E N O V E R

UE G R

G N T L E R I O E I V S L N A E S1 V mobility hub area is

W S2 D E U

A Centres Secondary Plan. The Secondary Plan provides more T N H R S A N O N I D R E N

BO A W I R O N S U R O A

R R D O N E T H Y O F E M EL G A G P detailed directionD related to land use, built form, urban design, Y governed by the NewmarketA IN N V R STR O GT I A D EE ' W S E L S T EN R S E

D E E W L K U D E N E E S E T R R N O E V D L

O U W A S2 transportation,N communityLA services and publicU spaces.E Its policies A N E T A H T O N L E R S T A Urban Centres SecondaryX P

O BON N KIN GS REE AV ST R

G N E N A W E N O W E H C E N E

P IM E I V encourage the redevelopment of Yonge Street and Davis Drive D T I S A E E V L O E D R A A D L Plan. Most ofTR these landsY T L

O S E A V E T L R G S Y D I E B G P E R L R B E

R I

I U into highly walkable, vibrant, transit-orientedU places. T M G P I E N V O A D E EN E R

N T E S X N V A K R I OS R I A N G R R E are designated ‘Mixed D T

NW S A R E N I R R K O E H N N O O

R P E N E V F E E STUDY AREA P G I S I U S A V W V L Q S D I V

A The Town anticipates at fullG build-out,I D the 2.2 kilometre stretch D I S E L P R D T Use’ with a ‘FloodplainE and I E N R R V G L D D R E

G H R BOUNDARY E S I O E I T

S D IV E P S

E V C O R E T Y DD E E T N T L R along Davis DriveT will be homeOD to 5,300 residents andT 10,700 jobs. A O O I E O R O R E S T H W W T R R E EN OE T Hazard Lands’ overlay. W R O Subject to C T R N P C O O G E A S I A F E IM S S S T E G G H N A

P E E E D V A portion of this growth is expected to occur within the Newmarket T E T R

G I Section16.0 O R E D S E U T ET H E T T N R R S R S

D S R U Y T E

E D E S E O N S P O E T E L W S D DeferLrals ET T M R

O U M G L

C P I T E R N E A O A R N IV GO stationT mobility hub. AsL noted,S1E these growthO projectionsRE haveH E H S

O R T IVE V T S R U A R R H R D R A S O R D T N R D T I N

IS D R ES I A G R O U W S V K A C N N O O A

A E R L S R D E N M E D I H L T I S E ON M T S U S E Y E W I M D yet to beE incorporated into the YROP, which means the growthT Q S E R V E ON R I ' L P T T R T S E T I E D S E A L U Y EN E R E E E P E V L L S W A S2 V T M G T E P I HA E E C scenarioY for the mobilityNS A hub remains uncertain at thisE time. R A T BO E A T S R E R O N D R T T E N S I T E O K Subject to N C N N R A UE E S S A S U H S G I W D N E S

A V Q T T E Section16.0 O L I E M D U T P E E D D With regard to land use, Schedule 3 of the Secondary Plan R E

I E R E T LA U U R L N U S G O R R E N T

E D E E E S X

T E U N E V W S S KLIN S T A M N U DeferraGls C E C E Y E R N N A A

E IV V E E O H N H T A T IVE V E E H R R N O H

D A PT O designates the majorityV of the mobility hub as ‘Mixed Use’. This IS R E D R T T I G L D R Subject to C V N A A A A S D Major Institutional L S E N L D L E I V H S R G D M G T E G E T T R I Section16.0 O I E E U designation permits a broad range of uses, such as but not limited V E E E D T R R T N R A O U T S I R R E E D T E W MixeSd Use R E E E W S L V T M DeferralsR O E R R RE NU C E A O IV T E O FH E E H T IV E E S V G T R A DR to, townhouses, apartments,P E office, A retail, hotels, institutional,H V O C R G I T D S L D R N E G I S E V AG R N A R D E LA S R Parks and Open Space E N U D IL N S O D T O O M I E E N E E T E community uses,A urban squares and parking facilities.T ScheduleL TR M O L S S T D S R A R E GL W A E NCaOtural Heritage System S E A E U V E IM N E I S ET E N E E L E 4 delineates AheightV and density permissions. WithinE the mobilityT TR T D T R S A A N EY N G F P Potential School Site L D U R Major InstituTtioMnal G S1 P I A EE R O A S N E A R R hub they range betweenA 2 and 8 storeys and 1.5 and 2.0 FSID R(floor T M R S I D K N N O LA R B E G D FEloodplain and Hazard Lands E T S UMixed Use S U E W I Q S E V T N I E R T P V T I E D I space index).A Some additionalS heightS and density may be achieved L The underlying land use in areas within the FRloodplain and Hazard E Lands E E C L S T S E E C AG Y overlay designation is subject to Policy 6.4.6 ii. R E T PMaarjkosr Iannsdti tOutpioenna Sl pace R E O N N T O E I T through bonusing. Policies of theE Secondary Plan stipulate that Subject to C N A A Floodplain limits are shown for screening purposes only and may not L S S S H S E G D R reflect Sthe cmtoisot nupN1-t6ao-.td0uartea dla Hta.e Trhitea LgSeRC SA yshsotueOldm be contacted T to T A T Mixed Use U EE S E T E E R T E T R I U T S R confirm the actual floodplain limits & toR obtain the most up-to-date data. D E N D S A permitted land uses, density andT height provisions of Schedule 3 E E L W S S L T O E D U Deferrals C M R E E D R R N A topographic survey may be required in order to determine the limit of A V R E C T I O E O H H A R L A T IVE EV R Y GA D AG EV A Poatrekns taianl dS OchpoeHonl Spiteace O E R predicted flooding at a specific site. T R RN D IS E F L DR R G U R N S1 G F V O A S A O L I O F and 4 do not applyD within the floodplain,B unlessE written approvalL N CA E MI A O E L E T C S S R M LIAM R B IL T R D NFlaotoudrapll aHine raitnadg eH Sazyasrtedm Lands S A PA rovincial Urban Growth Centre W E E T V for specific development applicationsN has been received fromE the I E L V I E S I E T D R R The underlying land use in areas within the Floodplain and Hazard Lands A T D S N A T K G F C Proioternityti aCl oSmchmoeorlc Siaitle Area N D O R overlay designation Uis subject to Policy 6.4.6 ii. R S1 L N LSRCA. O U N E M A A E M A Floodplain limits are shown for screening purposes only and may not R LAD E G B Regional Shopping Centre Study Area E R D D NU reflect the most upF-tlo-doadtep dlatain. Tahne dLS RHCaAz sahorudld Lbea cnodntsacted to AR T E V AV T T confirm the actual floodplain limits & to obtain the most up-to-date data. 12 D I (Policy 5.3.4) A E S RO L RD TAh teo puongdrearplyhinicg s luarnvde yu smea iny baere raesq wuiirtehdin i nth oer dFelor otod pdlaeitne ramnidn eH tahzea lridm Lita onfd s O S Major Institutional Y U T VA E O LE opvrerdliacyte dde fsloigondaintigo na ti sa s supbejeccifti cto s iPteo.licy 6.4.6 ii. R B R U N FF Subject to BO G Mobility Hub Station Area Plan Study Area A W E CC O OE A ET Floodplain limits are shown for screening purposes only and may not Mixed Use M D LIAM R E RE Section16.0 IL R T reflect the most u(PpC-troo-dvnaictnee cdpaiattaul. aUThlr)eb (LaPSnRoC lGiAc rsyoh o9wu.ltd3h b. e3C c)oenntatcrted to A T S CW ET E L confirm the actual floodplain limits & to obtain the most up-to-daEte data. D E AG Parks and Open Space M A Deferrals R IV E CLEAR RO D R N R D A topographic survey may be required in order to determine theI limit of Y O VA K O E C Priority Commercial Area L E S L S predicted flooding at a specific site. R U O F O L G Natural Heritage System F S B U A Planned VIVA Rapidway Station A M E E I C O N MC LLIAM R E Regional Shopping Centre Study Area L R AppealedR bDy I A AT D Provincial Urban Growth Centre W N G F Potential School Site VA D E Go Transit Station R S1 IV O (Policy 5.3.4) E R A AppellLant No.4 D R U K B C BO LO D Priority Commercial Area Floodplain and Hazard Lands Subject to U Mobility Hub T M I W S Mobility Hub Station Area Plan StudyT hAe urendaerlying land use in areas within the Floodplain and Hazard Lands O S D S3 T Regional Shopping Centre Study Area Section16.0 overlay designation is subject to Policy 6.4.6 ii. R (Conceptual) (Policy 9.3.3) A D N E AR V E A M E Deferrals (FPuotulicrey G5.O3. T4)ransit Station Floodplain limits are shown for screening purposes only and may not CLEAR E L R reflect the most up-to-date data. The LSRCA should be contacted to U T O T confirm the actual floodplain limits & to obtain the most up-to-date data. B Subject to OAD D Planned VIVA Rapidway S tation R S R A topographic survey may be required in order to determine the limit of W Y A Mobility Hub Station AreaO Plan Study Area O E EV Future_Gateway predicted flooding at a specific site. R A UL D Section16.0 FF O G A Appealed by CA V E B (Conceptual) (Policy 9.3.3) J C O E E M A LLIAM R Go Transit Station RM Deferrals IV O I Provincial Urban Growth Centre CLEA Appellant No.4 DR G W Railway Y E IVE E E LL DR L VA P PMloabninlietyd HCVuKIVbA Rapidway Station Priority Commercial Area L E LO MI R Note: The MpUroposed streets network W R ApSpAealed by S3 O Regional Shopping Centre Study Area S ARDA iGs os hTorwanns cito Sntcaetpiotunally on this E V D Future GO Transit Station Appellant No.4 E (Policy 5.3.4) C L Schedule and will be determined metres U H BO Subject to iMn oabcicliotyrd Haunbce with Policy 8.3.2 0 100 200 300 400 500 I W S Mobility Hub Station Area Plan Study Area N Future_Gateway O A S3D Section16.0 I (Conceptual) (Policy 9.3.3) A V J E A E D M IV O CLEAR Deferrals Future GO Transit Station DR G Railway Y E R E E Designed & Produced by Information Technology – GIS Printed: LOLctober 19, 2016. Source: RI oads, Municipal Boundary, Railway, Waterbodies- Geomatics Division, Planning and Development Services Department © The Regional Municipality of York, 2011; Flood Planned VIVA Rapidway Station VA P V L S Plain - Lake Simcoe Region Conservation Authority; All oItLher map layers - Town of NewmEarket.E DISCLAIMER: This document is provRided by the Town of Newmarket for your personal, non-commercial use. TheF inuftourrmea_tGioant edewpaicyted on this map has been M A Note: The proposed streets network W R Appealed by compiled from various sources. While every eSfAfort has been made to accurately depict the information, data/mapping errors VmaOy exist. This map has been produced for illustrative purposes only. It is not a substitute for a legal survey. Go Transit Station J S AppellantA NoA.4 is shown conceptually on this E O IV E D DR G Railway Y E C Schedule and will be determined Mobility Hub metres LE E L H G:\Projects 10\Development and Infrastructure Services\Planning\Map Documents\Secondary_Plan\SecondaryPlan_Schedule_3_19OCT2016.mxd L VA P S3 in accordance with Policy 8.3.2 0 100 200 300 400 500 IL E I R M N Note: The proposed streets network W R Future GO Transit Station SA I O S A is shown conceptually on this D E D

S C R Schedule and will be determined Future_Gateway metres A Designed & Produced by Information Technology – GIS Printed: October 19, 2016. Source:H Roads, Municipal Boundary, Railway, Waterbodies- Geomatics Division, Planning and Development Services Department © The Regional Municipality of York, 2011; Flood I V V J in accordance with Policy 8.3.2 I A 0 100 200 300 400 500 E O Plain - Lake Simcoe Region Conservation Authority; All other map layers - Town of NewmarkN et.E DISCLAIMER: This document is provided by the ToIwVn of Newmarket for your personal, non-commercial use. The information depicted on this map has been R G Railway D E I Y compiled from various sources. While every effort has been made to accurately depict the information, data/mapping errors may exLiLstE. This map has been produced for illustrative purposeE s only. It is not a substitute for a legal survey. A P D L V L E MI R Note: The proposed streets network R SAW R O Designed & Produced by Information Technology – GIS Printed: October 19, 2016. Source: RI oads, Municipal Boundary, RaGilw:\aPyr,o Wjecattse r1b0o\dDievse- lGopemomenatt icasn dD IinvifsraiosntSr,u Pcltaunren iSnge ravnicde sD\ePvlaenlonpinmge\Mnta Spe Drvoicuems eDneAtpsa\Srtemceontd ©ar yT_hPe laRne\gSieocnoanl dMaurynPicliapna_litSyc ohfe Ydourlke,_ 230_119;O FCloTo2d016.m x d is shown conceptually on this V E D Plain - Lake Simcoe Region Conservation Authority; All other map layers - Town of Newmarket.E DISCLAIMER: This document is provided by the Town of NewmCarket for your personal, non-commercial use. The information depicted on this map has been Schedule and will be determined metres compiled from various sources. While every effort has been made to accurately depict the information, data/mapping errors may exist. This map has beeH n produced for illustrative purposes only. It is not a substitute for a legal survey. in accordance with Policy 8.3.2 0 100 200 300 400 500 I N

G:\Projects 10\Development and InfrastruDcture Services\Planning\Map Documents\Secondary_Plan\SecondaryPlan_Schedule_3_19OCT2016.mxd R

Designed & Produced by Information Technology – GIS Printed: October 19, 2016. Source: RI oads, Municipal Boundary, Railway, Waterbodies- Geomatics Division, Planning and Development Services Department © The Regional Municipality of York, 2011; Flood V Plain - Lake Simcoe Region Conservation Authority; All other map layers - Town of Newmarket.E DISCLAIMER: This document is provided by the Town of Newmarket for your personal, non-commercial use. The information depicted on this map has been compiled from various sources. While every effort has been made to accurately depict the information, data/mapping errors may exist. This map has been produced for illustrative purposes only. It is not a substitute for a legal survey.

G:\Projects 10\Development and Infrastructure Services\Planning\Map Documents\Secondary_Plan\SecondaryPlan_Schedule_3_19OCT2016.mxd NEWMARKET GO STATION MOBILITY HUB STUDY 2.0 PREVAILING PLANNING FRAMEWORK

Zoning By-laws The Town of Newmarket Comprehensive Zoning By-law 2010- 40 zones the majority of lands within the Newmarket GO station The Town of Newmarket mobility hub as ‘Downtown Urban Centres Zone’, ‘Service is preparing a new Urban Commercial Zone’, ‘Residential Duplex Zone’, ‘Residential Centres Zoning By-law. Detached Dwelling 15 m Zone‘, ‘or ‘Open Space Zone’. Much of It will include reduced the mobility hub is subject to a floodplain zoning overlay. parking requirements The Town of Newmarket is preparing a new Urban Centres to encourage transit use Zoning By-law to create more precise development standards and to facilitate land for areas within the Urban Centres. It is introducing including redevelopment. reduced parking requirements to encourage transit use and to facilitate land redevelopment.

Historic Downtown Community Improvement Plan (CIP) Community Improvement Plans (CIPs) may be prepared for lands that are covered by the Community Improvement Policy Properties within the Area shown in Schedule F of the Town of Newmarket Official Historic Downtown CIP Plan. Through a CIP, the Town may provide financial incentives area are eligible for a range to facilitate the improvement or redevelopment of private of financial incentives, that properties. Much of the Newmarket GO station mobility hub is are intended to promote covered by the Historic Downtown CIP where property owners upgrades to properties and may be eligible for the following programs: new development. • Parkland Dedication Exemption (Full or Partial Waiver) Program: To promote new construction, restoration and residential intensification. • Project Feasibility Study Matching Grant Program: To help determine the feasibility of adaptive re-use or new development projects. • Façade Improvement and Restoration Matching Grant and Loan Program: To promote and assist property owners with upgrading, improving and restoring of exterior building facades. • Interior Renovation and Improvement Matching Grant and Loan Program: To promote general upgrading and improvements to the interior of deteriorated or functionally obsolete commercial, industrial and mixed use properties. • Business Sign Grant and Fee Waiving Program: To promote unified updated signage within the Main Street retail area and provide a sign presence elsewhere in the CIP area that require signage. • Development Charge (DC) Equivalent Rebate/Credit Program: To promote the new construction, preservation and restoration of heritage buildings and to stimulate residential intensification. Town of Newmarket New Downtown • Planning and Building Fees Equivalent Rebate/Credit Program: Community Improvement Plan Incentives to create the desire to develop or redevelop.

13 NEWMARKET GO STATION MOBILITY HUB STUDY 2.0 PREVAILING PLANNING FRAMEWORK

• Parking Requirement Relief or Reduction Program: To facilitate development or redevelopment by providing relief or assistance to properties that are unable to meet the Town’s parking requirements. The Newmarket GO station 2.4 Lake Simcoe Region Conservation Authority mobility hub is located (LSRCA) within the jurisdiction of the Lake Simcoe Region The Newmarket GO station mobility hub is located within the jurisdiction of the LSRCA. Conservation Authorities are mandated Conservation Authority to ensure the conservation, restoration and responsible (LSRCA). management of Ontario’s water, land and natural habitats A topographic survey and through programs that balance human, environmental and economic needs. detailed floodplain analysis will be required to confirm The Lake Simcoe Region Conservation Authority Watershed the limits of the flood fringe Development Guidelines (2015) are intended to implement provincial regulations pertaining to the development, and floodplain within the interference with wetlands and alteration to shorelines and mobility hub. watercourses. The Guidelines stipulate a preference for no new development within the floodplain, but a Two-Zone approach permits some limited new non-residential development within the flood fringe. The limits of the floodplain shown within the Town of Newmarket Official Plan, the Newmarket Urban Centres Secondary Plan, and the LSRCA’s regulatory mapping is intended for screening purposes only. Any application for development within the floodplain or flood fringe will require a topographic survey and detailed floodplain analysis to properly delineate the floodplain limits and potential depths of flooding during a flood event. Any site alteration or development within an area governed by Ontario Regulation 179/06 under the Conservation Authorities Act would require a permit from the LSRCA and works would be required to be in accordance with the LSRCA Watershed Development Guidelines. A number of Tri-party agreements exist for properties within the Newmarket GO station mobility hub that allow for some potential redevelopment within the floodplain. Future development proposals must demonstrate conformity with applicable provincial, regional, municipal and LSRCA policies and guidelines. All development applications will be subject to approval by York Region, the Town of Newmarket and the LSRCA, and must satisfy any identified conditions or requirements.

14 NEWMARKET GO STATION MOBILITY HUB STUDY 3. EXISTING CONDITIONS

3. Existing Conditions

The Newmarket GO station mobility hub is well-served by local and regional transit. However, the existing GO station offers Much of the Newmarket limited facilities and amenities. With its location in and behind GO station mobility hub is the Tannery Mall, the station is not well-integrated with the considered stable, where community. Moreover, while the mobility hub contains a range of little growth or change is land uses and unique historic and natural characteristics, it lacks expected, but there are a a sense of vibrancy and feeling of place (see Figure 5). Much of number of vacant or under- the Newmarket GO station mobility hub is considered stable, utilized properties that where little growth or change is expected, but there are a number of vacant or under-utilized properties that could be intensified could be intensified with with TOD. As detailed below, opportunities exist to build upon TOD. the strengths of the area and to address weaknesses and threats pertaining to transportation, land use and built form.

3.1 Transportation Road Network Davis Drive is a major regional arterial road that runs east/ west through the mobility hub. It has four-lanes and contains a dedicated median for the Viva Yellow Rapidway, with protected left-turns and u-turns at signalized intersections. Unsignalized intersections and driveways are restricted to right-in, right- out only. There is no on-street parking. Significant streetscape improvements were recently made to Davis Drive, including Significant streetscape new sidewalks, landscaping, street furniture, bus shelters and a improvements were gateway feature at Main Street. recently made to Davis The Barrie GO rail line has a level crossing at Davis Drive. Traffic Drive, including new control signals are equipped with a railway pre-emption phase sidewalks, landscaping, designed to clear vehicle queues away from the railway crossing in street furniture, bus shelters the event of an approaching train. Once the train has passed, the signals resume normal cycling. The level crossing was upgraded and a gateway feature at with the construction of the Viva Rapidway. While Metrolinx’s Main Street. 2015 System-Wide Grade Separation Analysis did not identify Davis Drive as a priority for grade separation, all level crossing will continue to be evaluated on an ongoing basis, in consultation with municipalities. Main Street is a primary municipal collector road that runs north/ south through the mobility hub. Sidewalks of varying condition exist, but there are few controlled intersections for pedestrian crossings. On-street parking is permitted south of Davis Drive, within the Downtown area.

15 NEWMARKET GO STATION MOBILITY HUB STUDY 3. EXISTING CONDITIONS

Legend Legend Newmarket GO Station vivastation Newmarket GO Station vivastation Mobility Hub Bus Stop DRAFT Mobility Hub Bus Stop Primary Zone DRAFT Primary Zone Properties Designated Under the Properties Designated Under the Floodplain Boundary Heritage Act Floodplain Boundary Heritage Act Non-Designated Heritage Properties Non-Designated Heritage Properties Signalized Intersection Signalized Intersection

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Note: The location of the ﬂoodplain, as shown, is based on Schedule 4 of the Newmarket Urban Centres Secondary Plan and available LSRCA mapping which is intended for screening purposes only. Heritage property information based on the Newmarket Municipal Register of Non- Designated Heritage Properties and the Newmarket Municipal Register of Properties Designated Queen Street Under the Heritage Act.

0 Existing Context DRAFT 2017-10-14 10m 50m 0 10m20 50 050m10m100m50m NEWMARKET GO STATION MOBILITY HUB STUDY 3. EXISTING CONDITIONS

Active Transportation The Nokiidaa Trail is an off-road recreational trail that runs north- south alongside the East Holland River. It links the communities The Nokiidaa Trail is an of East Gwillimbury, Newmarket and Aurora. The Newmarket excellent north-south active portion is also known as the Tom Taylor Trail. Within proximity to transportation amenity, the Newmarket GO station mobility hub, the trail runs along both but the mobility hub lacks the east and west side of the river. Bridges located near London east-west connections and Road and Davis Drive provide access to the GO station and the dedicated on-road bike Tannery Mall lands. facilities. There are no dedicated on-road bicycle facilities within the Newmarket GO station mobility hub. Schedule D of the Town of Newmarket Official Plan (Active Transportation Network) shows both Main Street and Davis Drive as forming part of the ‘Primary Active Transportation Network’ within the road right-of-way (ROW). Although Davis Drive has been subsequently deemed too narrow to accommodate bicycle lanes, the Town has plans to construct bike lanes on Main Street.

GO Transit The Newmarket GO station is located on the Barrie rail line and currently occupies 1.2 hectares of land. Metrolinx’s land The Newmarket GO station ownership is limited to the rail corridor, and it has leasing currently offers limited arrangements with the Town of Newmarket and the Tannery Mall. facilities and amenities. It is The GO station facilities and amenities are concentrated on the not well-integrated with the east side of the rail corridor, north of Davis Drive, and include: community. • A single rail side platform and an accessible mini platform, with four platform shelters; • A small ticket counter within the Tannery Mall; • 269 commuter parking spaces located on Town - owned land; • 40 uncovered bicycle parking spaces and 8 covered bicycle parking spaces; and, • Two outdoor ticket machines (see Figure 6). There is only one vehicular access point to the Tannery Mall and GO station site of Davis Drive and there is no formal passenger pick-up or drop-off (PPUDO) facility. A fenced and lit pathway from Davis Drive serves as the main pedestrian access to the GO station and the rail platform. As noted, pedestrians and cyclists can also access the GO station via the Nokiidaa and Tom Taylor Trails but there are no delineated connections from the trails through the GO station and Tannery Mall parking areas. The Barrie GO rail line currently provides one-way (peak direction) rush hour weekday service and limited weekend service. On average the Newmarket GO station accommodates 575 departures and 25 arrivals during the AM peak period (weekdays). The Newmarket GO station has one of the lowest levels of ridership on the Barrie GO rail line. 17 NEWMARKET GO STATION MOBILITY HUB STUDY 3. EXISTING CONDITIONS

Legend

30m Metrolinx Setback Pedestrian Access to Station Facility Property Line (Lands Adjacent to Station) Tannery Mall Access Points

Floodplain Boundary vivastation Watercourse Bus Stop Existing Viva Shelter Signalized Intersection Viva Yellow BRT Route 54 Bayview Bus Route Existing Rail Platform 55 Davis Drive Bus Route F Existing Multi-Use Path 50 Queensway Bus Route Existing Bridge 520 - 521 Newmarket Community Bus Route Existing 7 GO Station Surrounding Area

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F G H I J

Presto Machine GO Customer Nokiidaa/Tom Taylor Bus Stop on Davis Vivastation on Davis Parking Trail Drive Drive Figure 6. Existing Newmarket GO Station

18 NEWMARKET GO STATION MOBILITY HUB STUDY 3. EXISTING CONDITIONS

The GO station is also currently served by GO Transit bus routes 65, 68 and 69, although bus service is planned to be adjusted as the Even with more frequent frequency of rail service is increased. rail service, the Newmarket GO station is expected to Over half of the current GO station’s customers arrive by car. According to the 2016 GO Rail Station Access Plan, the 269 GO remain a comparatively low parking spots are 91-100% utilized. Additional pay parking is ridership station. available in the Tannery Mall parking lot. Even with no dedicated PPUDO, 18% of GO customers are being dropped off or picked up at the GO station. An estimated 9% of GO customers arrive by local transit. In the future, a slight change in mode of arrival is 2031 DAILY RIDERSHIP (AM PEAK) expected, with an increase in GO customers arriving by walking (18-20%), public transit (16-18%) and bicycling (4-6%). By 2025, the GO expansion project (also known as Regional Express Rail – RER) will bring more frequent and reliable service to the Newmarket GO station in the form of:

• 30 minute, one-way (peak direction) weekday rush hour service; TARGETED MODE TO STATION and (AM PEAK) (2031) • 60 minute, two-way midday, evening and weekend service (see Figure 7). Walk, 18-20% The Draft 2041 RTP calls for the extension of 15-minute service on the Barrie line to, and north of, the Newmarket GO station by 2041. Bike, 4-6% Drive, 46-50%

Even with the expansion of GO rail service, the Newmarket GO Public Transit, 16- station is expected to remain a very low origin station with less than 18% 1,000 AM peak period weekday departures. The introduction of all-day, two-way service will allow it to grow as a destination station, Drop off, 16-18% with an estimated 250 AM peak period weekday arrivals. With GO rail expansion, bus service to Newmarket GO will be incrementally adjusted and eventually eliminated.

CURRENT (2016) SERVICE AT NEWMARKET GO FUTURE (2025) SERVICE AT NEWMARKET GO

WEEKDAY RUSH HOUR AM WEEKDAY RUSH HOUR PM WEEKDAY WEEKEND

PROPOSED STATIONS NEW STATIONS

Figure 7. Existing and Future GO Rail Service at the Newmarket GO Station

19 NEWMARKET GO STATION MOBILITY HUB STUDY 3. EXISTING CONDITIONS

York Region Transit (YRT) The Newmarket GO station is also served by the following York The Newmarket GO station Region Transit (YRT) services: is also served by the Viva • Viva Yellow Rapidway; Yellow Rapidway, several • Bus routes 50, 54, 55, 55B, 520 -521; and, • Mobility Plus - door-to-door, shared ride, accessible public YRT bus routes and Mobility transit service for people with disabilities. Plus. Viva The Viva Yellow Rapidway was completed in 2015. It is a form of bus rapid transit (BRT) that runs along Davis Drive. From Yonge Street to just past Southlake Regional Health Centre (SRHC) it operates within a dedicated bus-only lane. It then carries on within mixed traffic to a new park-and-ride facility located at Highway 404. Within the peak AM and PM periods, 15-minute headway service is provided. The Main Street vivastation is located approximately 300 metres west of the Newmarket GO station within a covered centre median. Controlled intersections at Main Street and the rail tracks allow for pedestrian crossings.

YRT North-south bus service along Main Street is provided by the 54 Viva and YRT ridership is Bayview route. It offers 30-minute headway service in the peak relatively low. Forecasts AM and PM periods. The stops are located just north and south suggest that by 2041 within of Davis Drive on Main Street. East-west bus service along Davis Drive is provided by the 50 Queensway and 55 Davis Drive routes. the 3-hour AM peak period They offer 45-minute and 35-minute headway service, respectively, (weekdays) the combined in the peak AM and PM periods. The stops are located just east boarding and alightings at of the rail tracks on Davis Drive. The 520 Newmarket Community the Newmarket GO station bus serves internal neighbourhoods of Newmarket and runs every stops will total less than 400. two hours. The 55B provides service north, off Davis Drive, during the rush-hours. The GO Station Rail Access Plan encourages YRT to increase the service frequency for routes that serve concentrations of GO passengers (e.g. Main Street, Bayview Avenue, Eagle Street and Gorham Street corridors) and neighbourhoods east of Leslie Street.

Combined Viva and YRT Ridership Currently, during the 3-hour AM weekday peak period, the combined alightings and boardings at the Main Street/Davis Drive/GO station New intensification policies stops is less than 200 for Viva and YRT riders combined. The and the GO expansion York Travel Demand Model estimates that by 2041 the combined program may result in alightings and boardings within the 3-hour AM peak period will total: greater Viva and YRT • 198 total boardings (139 initial, 59 transfer); and, ridership than currently • 187 total alightings (45 final, 142 transfer). projected. The York Travel Demand Model estimates of future Viva and YRT alightings and boardings at the Main Street/Davis Drive/ GO station stops may be low, as they were generated prior to the announcement of funding for the GO expansion program and the completion of the Newmarket Urban Centres Secondary Plan, which introduced new policies to support intensification. Notwithstanding the future growth potential, ridership at/to the station is expected to be low in comparison to other mobility hubs. 20 NEWMARKET GO STATION MOBILITY HUB STUDY 3. EXISTING CONDITIONS

3.2 Land Use and Built Form The Newmarket GO station mobility hub includes over 200 individual properties. The majority of the land is under private The Davis Drive and ownership, but York Region, the Town of Newmarket and the Main Street corridors LSRCA do have a number of important landholdings. contain a mix of uses, The Davis Drive and Main Street corridors contain a mix of but the remainder of the retail, commercial, office, institutional and community uses. Newmarket GO station The remainder of the mobility hub is primarily comprised of mobility hub is primarily low-density residential uses, parkland and open space. The residential or parkland/ Newmarket GO station mobility hub is currently home to an openspace. estimated 5,000 residents and jobs (combined), which is less than typically found in most mobility hubs. There are, however, several important community anchors located just beyond the mobility hub, such as the SRHC district, the core of the historic Downtown and the Newmarket Urban Growth Centre located at Yonge Street and Davis Drive. Various development projects are underway within these areas. With the exception of the Davis Drive streetscape and infrastructure improvements, little change or development has taken place within the Newmarket GO station mobility hub in Commercial / Office on Davis Dr recent years. More intense land use is desirable, but as detailed in section 2 of this report, much of the land within close proximity to the GO station is constrained by the floodplain of the East Holland River. Some non-residential development may be feasible on these lands, but over the next few decades a limited amount of new office and retail/commercial space is expected to be built within the mobility hub. The municipality forecasts that between 2014 and 2031 less than 250,000 square metre of population - related and major office employment space will be Detached Housing built within the Town as a whole. Other areas of the mobility hub are largely developed and contain stable residential and non- residential uses. Dozens of properties contain heritage buildings. As previously illustrated in Figure 3, for the purpose of this mobility hub study, a Primary Zone was established that includes land adjacent to or within close proximity of the rail corridor. The study focused on these lands as they present opportunities to accommodate new or expanded GO station facilities and some Multi-unit Housing transit-supportive development.

21 NEWMARKET GO STATION MOBILITY HUB STUDY 3. EXISTING CONDITIONS

Primary Zone The following land uses and built form conditions exist within the Primary Zone: • The Tannery Mall, a locally listed heritage building with a clock tower feature (former Davis Leather Company Factory). The two-storey mixed-use commercial building is home to a range of office, service and retail uses including the Newmarket

GO station ticket booth. At the time of this study, a number Tannery Mall of units within the Tannery Mall were vacant and for lease. The site includes a large surface pay parking lot that caters to employees and users of the Tannery Mall, as well as the SRHC; • GO station commuter parking lot owned by the Town of Newmarket; • Small, two-storey industrial/commercial building (vacant at the time of the study) and overflow parking for Tannery Mall; • Former Union Hotel, a locally listed two-storey heritage building owned by York Region; Former Union Hotel • Two small home improvement stores: Home Klien Horsman and Greenridge Landscaping Depot; • The Newmarket Chamber of Commerce, which is a provincially designated building (former Newmarket rail station) owned by the Town of Newmarket; • Four residential lots with one or two-storey houses; • Two storey commercial / retail plaza; and, • Vacant land. Detached Housing Most of the buildings within the Primary Zone are located within 30 metres of the rail tracks, where new occupied or active uses are typically not permitted for safety reasons, unless a crash wall is constructed.

Remainder of the Mobility Hub The remainder of the mobility hub lands are within approximately 250 to 700 metres, or a 2.5 to 5 minute walk, of the GO station. As shown in Figure 5, a large portion of this area is comprised Vacant Land of low-density residential, parkland and natural open space. The existing office, commercial/retail, institutional and community uses are largely concentrated along Davis Drive and Main Street. Along these corridors building heights range from 1 to 5 storeys and the streetscape is largely dominated by large surface parking lots. One new development, a 5-storey office building on the south side of Davis Drive, is underway.

Commercial / Retail

22 NEWMARKET GO STATION MOBILITY HUB STUDY 3. EXISTING CONDITIONS

3.3 Summary of Strengths, Weaknesses, Opportunities and Threats within the Mobility Hub A summary of the strengths, weaknesses, opportunities and threats (SWOT) within the Newmarket GO station mobility hub is provided in Table 1. Examples of opportunities to address the existing weaknesses are illustrated in Figure 8.

Table 1. Summary of Strengths, Weaknesses, Opportunities and Threats STRENGTHS WEAKNESSES • Recent and planned transit investment (i.e. • Limited GO station facilities and amenities Viva Rapidway and GO expansion) • Low transit ridership • Nokiidaa and Tom Taylor Trails • Setback of GO station building from Davis • Recent Davis Drive streetscape Drive improvements • Distance between the GO station and the • Key anchors and area draws (e. g. SRHC, vivastations and YRT bus stops Nokiidaa Trail and Downtown Newmarket) • No dedicated on-road bike lanes • Strong neighbourhood character • Auto-oriented environment • Natural and built heritage resources • Limited east-west and north-south connections • Current/up-to-date municipal and regional planning framework • Site access constraints • Multi-government, multi-agency • Low existing population and employment commitment to improving mobility and density and minimal growth forecasted achieving appropriate TOD • Existing vacancies • Downtown Historic CIP and development • Legal non-conforming land uses and activities incentives • Some unattractive streetscape and building • Relatively low number of major landowners conditions, including hydro poles and wires

OPPORTUNITIES THREATS • Improved GO station facilities and amenities • Continued low transit ridership compared • Improved integration between transit modes to other mobility hubs • Introduction of bike lanes on Main Street • Unsafe cycling conditions on Davis Drive • Improved trail and pedestrian connections • Significant physical, environmental and financial challenges to building new east- • Finer grain of streets and blocks west connections • Large, vacant or underutilized lands that • Floodplain of the East Holland River have the potential to accommodate TOD • Limited demand for non-residential • Reduction of impermeable paved surfaces development • Plans to bury the overhead hydro wires • Unknown timing or feasibility of • Mix of public and private land ownership – redevelopment opportunities for Metrolinx, York Region, the • Multiple stakeholders and varying interests Town of Newmarket and the LSRCA to act as and properties leaders and champions for change • Creating a sense of place and arrival to the mobility hub (e.g. gateway features) • Inspiration for placemaking (e.g. Davis Leather Tannery)

23 NEWMARKET GO STATION MOBILITY HUB STUDY 3. EXISTING CONDITIONS

STRENGTHS

Recent and Planned Transit Investments Strong Neighbourhood Character Municipal Planning Tools

EXISTING WEAKNESSES OPPORTUNITIES

Open Unsecured Bike Parking Covered Bike Parking Secure Bike Bench

Lack of Cycling Amenities Dedicated Bicycle Crossings Bike Lanes

Large Paved Underutilized Lands Transit -Oriented Development Improved Landscaping of Street Edges

THREATS

Potential Flooding - East Holland River Market Demand Low Transit Ridership Figure 8. Examples of Existing Strengths, Weaknesses, Opportunities and Threats within the Mobility Hub

24 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

4. Transforming the Newmarket GO Station Mobility Hub

Over the past few years, the Newmarket GO station mobility hub The Newmarket GO station has benefited from a significant amount of public investment, but many elements of a successful mobility hub are not currently mobility hub has benefited being realized. With the introduction of two-way rail service, from a significant amount of improvements to the GO station and the surrounding public realm, public investment but many and the application of planning tools and development incentives, elements of a successful the area will be better positioned to fulfill its role as a designated mobility hub are not mobility hub. currently being realized. As part of the GO expansion program, the long-term role and function of the Newmarket GO station within the broader GO rail network was confirmed. Drawing from the findings of the SWOT analysis and input from key stakeholders and the local community, a vision statement and set of guiding principles were prepared for the mobility hub. Through an iterative design process, a concept plan was created that details a phased approach for undertaking improvements to the mobility hub. As part of this study, opportunities to accommodate new transit- supportive development were also explored within the context of the floodplain and other existing physical conditions and policy restrictions. A TOD demonstration plan was prepared to illustrate how the mobility hub may evolve and intensify over time, Opportunities to provide additional subject to further floodplain analysis and approvals, and how new seating development could be integrated with the GO station. The Newmarket GO station mobility hub concept plan and TOD demonstration plan are innovative and aspirational, yet The mobility hub concept recognize the unique conditions and challenges within area. The plans are innovative and full transformation of the Newmarket GO station mobility hub will aspirational, yet recognize occur incrementally over many years. It will require multiple levels the unique conditions and of government and public agencies, landowners, developers and the community to work together, along with flexibility and challenges within area. forward thinking. The full transformation of 4.1 Vision the Newmarket GO station mobility hub will occur The vision for the Newmarket GO station mobility hub is a vibrant incrementally over many and attractive pedestrian-friendly area where people living, working and visiting can enjoy: years. • Seamless integration between new and improved multiple modes of transit; • An intensified mix of uses and activities that are sensitive to, and embrace, the natural and historic character of the area; and, • An engaging and animated public realm that provides a strong sense of place (see Figure 9).

25 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

Inviting Public Realm Active and Animated Streetscape Pedestrian Friendly Environment Accessible Community Anchors

New Employment Opportunities Safe Active Transportation Routes

Neighbourhood Character Frequent and Reliable Rapid Transit Design Excellence Flexible Open Spaces

Services & Amenities Integrated Transit Multimodal Transportation Options Trip Planning Technology Clear Signage and Wayfinding

Preservation of Heritage Buildings Protection of the East Holland River Appropriate Intensification Respect for Existing Low Density Areas

Figure 9. Illustrative Vision for the Newmarket GO Station Mobility Hub

26 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

4.2 Guiding Principles Future development within the Newmarket GO station mobility Ten area-specific principles hub will be guided by the following ten area-specific principles. Together, they will help achieve Metrolinx’s three broad objectives were created to help for mobility hubs: Seamless Mobility, Placemaking and Successful guide future planning and Implementation. development within the Newmarket GO station Seamless Mobility mobility hub area. 1. Safe and Efficient Mobility: Accommodate all forms of transportation, including automobiles, Safe and efficient with priority given to pedestrians, cyclists and public transit. movement for all forms of 2. Strong Physical and Visual Connections: transportation is critical Facilitate first and last mile transportation by providing safe and within a mobility hub. direct access to the GO station for all modes of transportation Priority should be given and for all people, regardless of age or ability. Clear signage to pedestrians, cyclists and wayfinding systems will help connect the GO station, local and transit users with the transit routes and key destinations within the community. Transit provision of comfortable facilities should be integrated with, and not isolated from, the streets and paths, signage surrounding neighbourhood. and at-grade amenities. 3. Pedestrian Friendly Environment: Provide engaging and comfortable streets, paths and open spaces through high-quality street furniture, other design elements and at-grade building animation to improve the desirability of walking.

Placemaking 4. Culture and Heritage: Respect and enhance existing natural heritage and sensitive environmental features, cultural landscapes and historic buildings, which contribute to a sense of place, community character and overall well-being. 5. Intensification at an Appropriate Scale: Intensification within the Promote compact built form to achieve a critical mass to support mobility hub with a range transit and efficient use of land, ensuring appropriate transitions of uses and activities and minimized adverse impacts on adjacent residential is desirable, but new neighbourhoods. New development should generally be located development must respect outside of the floodplain of the East Holland River. the floodplain of the East 6. Mix of Land Uses and Activities: Holland River and the area’s Encourage a range of housing types, employment opportunities, unique natural and built services and amenities to reduce automobile reliance and strengthen the mobility hub’s role as a destination area. Transit heritage. users will benefit from a mix of uses that allow for trip chaining (i.e. services they can use on the way to and to from the GO station such as daycare and grocery stores). For health, safety and environmental reasons, new development and intensification should be focused outside of the floodplain.

27 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

4.2 Guiding Principles Future development within the Newmarket GO station mobility 7. Design Excellence: hub will be guided by the following ten area-specific principles. Ensure new public and private sector development, including Together, they will help achieve Metrolinx’s three broad objectives There are physical, market buildings, infrastructure, streetscapes and open spaces, are for mobility hubs: Seamless Mobility, Placemaking and Successful well-designed and use high-quality materials. Seek architectural and regulatory constraints Implementation. variety, street-level animation and façade articulation. Surface within the mobility hub Seamless Mobility and structured parking should be screened. that must be recognized. A flexible and innovative 1. Safe and Efficient Mobility: Successful Implementation approach should be taken Accommodate all forms of transportation, including automobiles, 8. Sustainable Development and Services: with priority given to pedestrians, cyclists and public transit. advance new sustainable Plan for realistic and achievable growth and investment that development. 2. Strong Physical and Visual Connections: recognizes the physical, market and regulatory constraints of the Facilitate first and last mile transportation by providing safe and area using a flexible framework that can respond to changing direct access to the GO station for all modes of transportation conditions and opportunities. and for all people, regardless of age or ability. Clear signage 9. Right-Sized and Strategic Parking: and wayfinding systems will help connect the GO station, local Provide an appropriate supply of parking that meets the needs transit routes and key destinations within the community. Transit of users, but does not act as a disincentive to using transit. facilities should be integrated with, and not isolated from, the Encourage reduced parking and maximize opportunities for surrounding neighbourhood. shared parking. The desirability of private structured parking may 3. Pedestrian Friendly Environment: also be pursued to minimize surface parking, where feasible. Provide engaging and comfortable streets, paths and open spaces 10. Partnerships and Innovation: through high-quality street furniture, other design elements and Seek public-private partnerships to advance new development at-grade building animation to improve the desirability of walking. and innovative approaches to building science, flood Placemaking management, transportation technology and master planning. 4. Culture and Heritage: Respect and enhance existing natural heritage and sensitive environmental features, cultural landscapes and historic buildings, which contribute to a sense of place, community character and overall well-being. 5. Intensification at an Appropriate Scale: Promote compact built form to achieve a critical mass to support transit and efficient use of land, ensuring appropriate transitions and minimized adverse impacts on adjacent residential neighbourhoods. New development should generally be located outside of the floodplain of the East Holland River. 6. Mix of Land Uses and Activities: Encourage a range of housing types, employment opportunities, services and amenities to reduce automobile reliance and strengthen the mobility hub’s role as a destination area. Transit users will benefit from a mix of uses that allow for trip chaining (i.e. services they can use on the way to and to from the GO station such as daycare and grocery stores). For health, safety and environmental reasons, new development and intensification should be focused outside of the floodplain.

28 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

4.3 Newmarket GO Station Mobility Hub Concept Plan The design of GO Station facilities is critical to optimizing station access for all passengers and promoting transit usage. The The provision and design of appropriate siting, orientation and layout of station infrastructure GO station facilities is and amenities can ensure efficient and comfortable access, limit critical to optimizing station conflict between different modes of transportation and allow for access and promoting integration of transit-supportive development. transit usage. Based on the recommendations of the GO Rail Station Access Plan, the Barrie Rail Corridor Expansion Environmental Assessment (EA) and the findings of this study, a number of new or improved facilities and amenities are recommended for the Newmarket GO station mobility hub (see Figure 10). As further detailed below, the implementation of the improvements is expected to be undertaken in two phases: Phase 1 (Between 2018 and 2025): • Improved signage and wayfinding; • New pedestrian and cyclist connections; • New transit plazas with seating and weather protection; • Additional covered and secured bicycle parking; • Dedicated PPUDO areas, barrier-free parking and Mobility Plus lay-by area; • Potential on-street bus lay-bys on Davis Drive; and, • Potential controlled intersection on Main Street North. Phase 2 (Beyond 2025): • Enlarged transit plaza; • Additional pedestrian and cyclist facilities; A number of new and • New station building; and, improved transportation • Proposed municipal plaza. facilities and amenities are recommended for the Many of the station improvements are focused on pedestrians, cyclists and transit users. For drivers, Metrolinx is pursuing Newmarket GO station and opportunities to deliver parking expansion using a range the larger mobility hub. of alternative solutions that reduce the upfront capital cost No new GO parking associated with parking; leverage existing underused parking spaces around GO stations; and provide greater flexibility to is proposed for the reduce the amount of parking provided in the future. Rather Newmarket GO station. than expanding GO parking at the Newmarket GO station, peer- Peer-to peer parking to-peer parking options and the use of nearby pay parking will options and nearby pay be sought as alternative parking solutions for meeting future parking will be sought as demand. GO Transit’s more substantial park and ride services will alternative solution for continue to be focused at the East Gwillimbury, Aurora and the meeting future demand. future Mulock GO stations.

29 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

Signage Wayfinding

Passenger Pick-Up and Drop-Off (PPUDO)

Lay-By Area for Mobility Plus Barrier-Free Parking Covered Bike Parking Bicycle Connections

Transit Plaza with Weather Protection and Seating Seating and Placemaking Placemaking and Gateway Feature

Station Building Ticket Kiosk Pedestrian Bridge

Figure 10. Illustrative Examples of Proposed GO Station Improvements

30 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

While the recommended PPUDOs will contribute slightly to peak hour roadway and site access congestion, the facilities have the potential to decrease demand for parking. There may be opportunities for Metrolinx and local transit providers to partners While the recommended PPUDOs will contribute slightly to peak with third-party dynamic carpooling service providers to support The provision of PPUDOs hour roadway and site access congestion, the facilities have ride-matching and shuttle service options for commuters as well. the potential to decrease demand for parking. There may be will have the potential The timing of each phase of the proposed mobility hub opportunities for Metrolinx and local transit providers to partner to decrease demand for improvements will need to be confirmed in coordination with with third-party dynamic carpooling service providers to support parking. GO expansion program, property acquisition, funding availability ride-matching and shuttle service options for commuters as well. and any development plans of private sector landowners within the Primary Zone of the study area. Further technical analysis, Station Location A locational assessment including floodplain analysis, and design work is required to As part of the mobility hub study, options to relocate the GO identified benefits to determine the final GO station layout and design. station were explored. Bringing the station building closer to expanding the Newmarket Recommended Facilities and Davis Drive or Main Street could help facilitate seamless mobility Amenities and placemaking by: GO Station so that it provides facilities and Phase 1 Mobility Hub Concept Plan – Enhanced • Minimizing the distance between the GO station and the existing vivastations and YRT stops; amenities on both sides of Connectivity and Station Presence (anticipated timing the rail corridor. 2025) • Reducing traffic impacts on Davis Drive; and, The Phase 1 mobility hub concept plan introduces two PPUDOs, • Creating a stronger street presence and active urban edge. a pedestrian bridge over the rail corridor and other measures Alternative station locations were tested on all four corners of the to improve safe access and movements for pedestrians, cyclists, mobility hub’s Primary Zone. It was determined, however, that it Mobility Plus vehicles and cars. Two transit plazas will provide was not technically or financially viable to relocate the existing rail amenities, such as seating, weather protection and bike parking, tracks and platforms in order to accommodate a more southerly and help the GO station establish a sense of place within station location. Furthermore, certain standards and design the community (see Figure 11). Streetscape improvements, principles set out in the GO Transit Design Requirements Manual wayfinding and new signage will facilitate a more seamless (DRM) could not be met on the alternative southern and eastern transfer between YRT, Viva, GO and active transportation routes. sites, such as proximity of the PPUDO to the station entrance and optimizing barrier-free access and movement. The Phase 1 improvements can take place within the existing land use context, assuming the continued operation of the Tannery The locational assessment did identify benefits to expanding the Mall, where Metrolinx currently leases space for a GO ticket Newmarket GO station so that it provides facilities and amenities counter. The proposed GO station facilities require approximately on both the east and west side of the rail corridor. 0.43 hectares (ha) of land, including: Road Network Both the Phase 1 and Phase • 0.20 ha on the Tannery Mall site, which would result in the loss of approximately 60 pay (non-GO) parking spaces; and, Both the Phase 1 and Phase 2 concept plans assume the existing 2 concept plans assume the existing road network • 0.23 ha on Franklin Street that contain four detached houses, road network given: located directly adjacent to the GO rail tracks. The Concept • The Metrolinx Board-approved System-Wide Grade Separation including: Plan proposes acquisition of these properties, which Metrolinx Analysis completed in 2015 did not identify Davis Drive as a • The level crossing at would consider on an as-willing seller bases. Portions of these priority for grade separation. Metrolinx will continue to work properties have previously been identified in the BRCE to with communities to improve the safety of level crossings Davis Drive; and, accommodate a potential second rail platform in the long-term through the Level Crossings Community Advisory Committee (beyond 2031). and through the ongoing evaluation of level crossings; and, • A single vehicular access to the GO station of • The mobility hub study concluded that a second access to the GO station, by way of an extension of Penn Avenue Davis Drive. over the rail corridor as proposed in Schedule 4 of the Newmarket Urban Centres Secondary Plan, is not required for the GO station.

31 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

The Town may undertake additional analysis to determine whether The Town may undertake or not new east-west and north-south roads are required within the mobility hub to improve connectivity and to support future additional analysis to development. This could include further investigation of the need determine whether or not for and impacts of building a secondary access to the 3.5 hectares new east-west and north- of land on which the GO station sits. These lands are owned by south roads are required the municipality and the Tannery Mall and are entirely within the within the mobility hub. floodplain of the East Holland River.

Design Excellence It is a mandate of Metrolinx to integrate design excellence into all its capital investments. Design excellence refers to the successful interplay between functionality, durability, beauty and value. It is a mandate of Metrolinx As part of its commitment to environmental protection and to integrate design sustainability, low impact development (LID) strategies will be excellence into all its capital considered with the design of station buildings, pedestrian and investments. cycling facilities, parking and lay-by areas, to mitigate the impacts All new Metrolinx buildings of increased water runoff and stormwater pollution. are to meet a minimum of All new Metrolinx buildings are to meet a minimum of LEED Silver LEED Silver status, with status, with Gold preferred (and a rationale provided where Gold Gold preferred. cannot be achieved).

Concept Plans Concept plans were prepared to illustrate the two-phased Implementation of the approach that is proposed for undertaking the recommended improvements is expected improvements to the Newmarket GO station mobility hub. Phase 1 to be undertaken in two focuses on providing enhanced connectivity and improved station phases. presence within the short-term. Phase 2 illustrates the ultimate vision for the GO station to be achieved over the longer-term. Further technical analysis is Further technical analysis, including mapping and modelling of the required to determine the Both the Phase 1 and Phase floodplain, and design work is required to determine the final GO final GO station layout and 2 concept plans assume the station layout and design for each phase. design for each phase. The existing road network The timing of each phase will need to be confirmed in coordination timing of the improvements including: with the GO expansion program, property acquisition, funding will need to be confirmed availability and any development plans of private sector • The level crossing at landowners within the Primary Zone of the study area. For both in coordination with other Davis Drive; and, phases, the proposed improvements could be accommodated on planning and development other lands within the Primary Zone and reconfigured to ensure efforts. • A single vehicular access optimal integration with future TOD. to the GO station of Davis Drive.

32 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

Phase 1 Mobility Hub Concept Plan Phase 1- West (anticipated timing 2018 - 2025) The Phase 1 improvements can take place within the existing land • Improved GO signage and wayfinding use context, and can be implemented in the immediate term. • Streetscape improvements The Phase 1 Concept Plan assumes the ongoing operation of the • Multi-use path on Simon Tannery Mall, with Metrolinx continuing to lease space for a GO Street ticket counter, and the continued operation of the GO parking lot • PPUDO on the municipally-owned land. • Transit plaza Expansion of the Newmarket GO station is recommended in order • Covered bike parking to provide facilities and amenities on both sides of the rail corridor. • Pedestrian bridge with a New facilities on the west side of the rail corridor include a PPUDO, ticket kiosk covered bicycle parking, transit plaza and accessible pedestrian • Potential controlled bridge with a ticket kiosk. On the east side of the rail corridor, new intersection (Main Street facilities are proposed south of the Tannery building, including a North) modest PPUDO, designated barrier-free parking and Mobility Plus • Potential on-street bus drop-off lay-by area, covered bicycle parking and transit plaza (see lay-bys Figure 11).

Multi-Modal Station Access Phase 1- East Improved access for pedestrians, cyclists and local transit users • Improved GO signage and is key to the station’s success. As such, the Phase 1 Concept Plan wayfinding proposes the following to improve pedestrian circulation and • Improved pedestrian and connectivity between the various modes of transit (including Viva, cyclist connections YRT and GO): • PPUDO • Barrier-free parking • Additional signage and wayfinding within the GO station and along Davis Drive, Main Street and the Nokiidaa trail; • Mobility Plus drop-off/ lay-by space • A new multi-use path on Simon Street; • Linear transit plaza • Upgraded sidewalks on Main Street North; with a canopy for • A pedestrian bridge to connect the two sides of the station; and, weather protection and • New east and west transit plazas (see Figure 12). placemaking • Covered bicycle parking In addition to facilitating pedestrian movement, the transit plazas • Driveway median will also help establish a sense of place and point of arrival within the mobility hub. They will provide amenities such as seating, weather protection and public art.

A number of improvements are also proposed to reduce conflicts between vehicles, pedestrians and cyclists, including: • A traffic median in the driveway entrance to the GO Station/ Tannery Mall; • Defined pedestrian and cyclist crossings through the Tannery Mall and GO station parking lots; • Potential bus lay-bys on Davis Drive; and, • Potential controlled intersection on Main Street North, near Penn Avenue.

33 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

Legend

Newmarket GO Station Mobility Hub Pedestrian Access to Station Facility 30m Railway Setback Tannery Mall Access Points Property Line (Lands Adjacent to Station) vivastation Station Facility Lands: 0.43ha Bus Stop Floodplain Boundary Existing Viva Shelter Watercourse Potential Bus Bay Location Existing Rail Platform Signalized Intersection Improved Pedestrian Realm

Improved Wayﬁnding Proposed Station Facilities 7 Existing Multi-Use Path Proposed Pedestrian Bridge 26 Proposed Multi-Use Path Metrolinx PPUDO, Barrier Free

Multi-Use Path Crossing & Mobility Plus Parking 3

Potential Bike Lane Fra

Penn Avenue East 28 n

l GO Station Surrounding Area in Street 7

Existing 15 5

1 8 Tannery Mall 2 24 GO Station Facility C

2 GO Ticket Kiosk 9 Nokiidaa Bike/Tom Taylor Trail ha r

3 GO Parking Lot (269 Spaces) 10 Bridge lot t 4 GO Bike Parking (8 Covered) 11 East Holland River No Street e Asa Street 9 5 GO Bike Parking (40 Open) 7 6 Platform

7 Rail Platform Shelter M

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th 26

Vi t Phase 1 reetNorth

n 6 11 cent Street cent 5 Covering of 40 Existing Open Bike Parking 24 Multi-Use Path 12 East PPUDO (6 Spaces) 25 Streetscape Improvements

13 Barrier Free Parking (6 Spaces) 26 Multi-Use Path Improvements Fr a

14 YRT/Viva/Mobility Plus/On-Demand S nklin 27 Potential Bike Lane 20 7 Transit Parking 28 Potential Trafﬁc Controls 15

Multi-Use Path Crossing Amelia Street tr eet 16 Median 27 8

17 GO Bike Parking (40 Covered + 16 Secure) 18 19 21 25 18 Transit Plaza Simon Street 22 10 19 Ticket Kiosk/ Platform Access 25 24 7 15 20 West PPUDO (18 Spaces with 1 6 Vehicle Passenger Loading Area) 21 Pedestrian Bridge 22 GO Bike Parking (24 Covered)

23 Pedestrian Canopy 25

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Note: The GO Station Concept Plans show the recommended type and location of future GO 23 13 r k

Station infrastructure and amenities and public realm improvements. Further technical analysis way and design work is required to determine the ultimate layout and design. 18

The location of the floodplain, as shown, is based on Schedule 4 of the Newmarket Urban Cen- tres Secondary Plan and available LSRCA mapping, which is intended for screening purposes Davis Drive

only.

u perior S perior

0 10m 50m treet

FigurePhase 11 1. -Phase Enhanced 1 Mobility Connectivity Hub Concept and Plan Station (Anticipated Presence Timing (Anticipated 2018-2025) Timing 2018-2025) Street Prospect 0 1010m 50m 50m

34 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

Franklin Street Legend Penn Avenue Existing Sidewalk/Walkway

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Phase 1 Mobility Hub Concept Plan - Proposed Pedestrian Amenities (Anticipated Timing 2018 – 2025) Queen Street Phase Figure 12. Pedestrian 1 Mobility Circulation - with Hub Proposed Concept Phase 1 Mobility Plan Hub Improvements - Proposed Pedestrian Circulation 010m 20 50m 500 10m 100m 50m (Anticipated Timing 2018-2025)

rnlnStreet Franklin Legend Penn Avenue Existing Sidewalk/Walkway

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TOD Demonstration Plan (with Phase 2 mobility hub vision) - Proposed Pedestrian Amenities TOD Demonstration Plan (with Phase 2 mobility hub vision) - Queen Street 010m 20 50m 500 10m 100m 50m Proposed Pedestrian Circulation (Anticipated Timing Beyond 2025) NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

The comfort and safety of pedestrians, cyclists and drivers will Metrolinx will require be fully addressed through the provision of appropriate signage, approximately 0.43 lighting, fencing, buffers and other safety and security mechanisms. hectares of land to Property Acquisition accommodate the To support the station expansion, Metrolinx will require proposed GO station approximately 0.43 hectares of land, as shown in the Phase 1 facilities as shown in the concept plan. These lands include: Phase 1 concept plan. • 0.20 hectares on the Tannery Mall site, which would result in the loss of approximately 60 non-GO parking spaces; and, • 0.23 hectares on Franklin Street that contain four detached houses, located directly adjacent to the GO rail tracks. The concept plan proposes acquisition of these properties, which Metrolinx would consider on an as-willing seller bases. Portions of these properties have previously been identified in the Barrie Rail Corridor Expansion to accommodate a potential second rail platform in the long-term (beyond 2031). The proposed improvements could be reconfigured and accommodated on other lands that abut the rail corridor.

36 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

Phase 2 Mobility Hub Concept Plan Phase 2 - East (anticipated timing beyond 2025) • New station building The Phase 2 mobility hub concept plan builds off of the investment • Relocation of east proposed in Phase 1. It assumes the redevelopment of the Tannery PPUDO, barrier-free Mall property and the construction of a new GO station building parking and Mobility (see Figure 13). Plus lay-by With the Tannery Mall redevelopment, more direct access can • Enlarged transit plaza be provided between the GO station facilities, to better meet with a canopy the specifications of the GO Transit DRM. The following east side • Additional covered and facilities that were constructed during Phase 1 will need to be secure bike parking reconfigured: • Relocation of clock tower from the historic • PPUDO; Tannery building • Barrier-free parking; • Proposed municipal • Mobility Plus lay-by area; plaza in front of the • Transit plaza; and Chamber of Commerce • Bicycling parking. A clocktower or another form of public art is proposed within the Phase 2 - West enlarged east side transit plaza. • Multi-use path connection from Davis On the west side of the rail corridor, the Phase 2 improvements Drive to the pedestrian include a gateway feature at Simon Street and Main Street and a bridge and ticket kiosk multi-use path alongside the rail corridor. (and potential future A potential second platform is shown, which may be implemented second platform) in the long-term, beyond the current GO expansion program and • Enhanced wayfinding mobility hub planning horizon. With the addition of the second through a gateway platform, the GO station lands would be fully accessible from all feature at the Simon directions of travel. Street intersection with The Phase 2 expansion of the GO station will require additional Main Street 0.37 hectares of land from the Tannery Mall. The proposed improvements could be accommodated on other lands that abut the rail corridor and reconfigured to ensure optimal integration with any future TOD. The Phase 2 Concept Plan may be revisited if Metrolinx’s ongoing system-wide analysis identifies the need and opportunity to implement a grade separation at Davis Drive, which is currently a level rail crossing.

37 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

Legend Newmarket GO Station Mobility Hub Pedestrian Access to Station Facility 30m Railway Setback vivastation Property Line (Lands Adjacent to Station) Bus Stop Station Facility Lands: 0.8 ha Existing Viva Shelter Note: This Plan illustrates the ultimate vision for the GO Station, within Potential Bus Bay Location the context of potential redevelopment on lands adjacent to the rail corri- Floodplain Boundary Existing Rail Platform dor and in the surrounding area, which may or may not occur. The Phase Watercourse Potential Second Rail Track 2 Station Plan anticipates the redevelopment of the existing Tannery 5 buildings on the east and west side of the rail corridor, however, should Pedestrian Realm the buildings remain over the long-term, the Station layout can be revised Signalized Intersection Proposed Station Facilities 18 to accommodate the proposed Station facilities and amenities. It should Improved Wayﬁnding Proposed Pedestrian Bridge be noted that the prevailing planning policies and regulations generally 2 direct development away from the floodplain, and residential, certain Existing Multi-Use Path Metrolinx PPUDO, Barrier Free F institutional and emergency uses are not permitted within the floodplain.

r Proposed Multi-Use Path a Parking & Mobility Plus Parking Penn Avenue East n The location of the floodplain, as shown, is based on Schedule 4 of the

20 k

l Multi-Use Path Crossing Potential TOD Sites in Newmarket Urban Centres Secondary Plan and available LSRCA mapping

S 5 6 which is intended for screening purposes only. Notwithstanding the gen-

Potential Bike Lane r

e eral restrictions on development within the floodplain, the Station Plan t 1 recognizes there may be potential for non-residential development within 10

Surrounding Area 3 the floodplain on lands where tri-party agreements or grandfathered GO Station C

h development currently exist. Future development within the flood hazard

l area of the East Holland River will be subject to approval by the Lake Sim- t

Existing o e

t coe Region Conservation Authority (LSRCA), which will require detailed

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GO Bike Parking (40 Open) V

n n i 24 n an Environmental Impact Study, and other studies as required.

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38 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

4.4 TOD Demonstration Plan Mobility hubs are intended to accommodate high concentrations of housing and employment, but as detailed in section 2 of this A TOD demonstration plan report, the prevailing policy and regulatory framework does was prepared to illustrate recognize that some mobility hubs are more appropriate than how the Newmarket others for infill, urbanization and densification. GO station mobility hub A TOD demonstration plan was prepared to illustrate how may transform over time, the Newmarket GO station mobility hub may transform over recognizing the area’s time, recognizing the area’s floodplain constraints, stable low- floodplain constraints, density development and heritage attributes. Conceptual future stable low-density development is shown on a select number of sites deemed development and heritage by the study team to be vacant or underutilized (see Figure attributes. 14). The TOD demonstration plan is not intended to represent the ultimate future condition or buildout within the mobility hub. Change may also occur on smaller sites or through land assembly. Furthermore, there are many sites just beyond The TOD demonstration the boundary of the mobility hub that hold opportunity for plan is not intended to intensification and TOD. represent the ultimate In order to protect public health and safety and minimize cost, future condition or buildout risk and social disruption, provincial, regional and municipal within the mobility hub. policies generally direct development away from the floodplain. The TOD demonstration plan does assume that some lands with the floodplain may have the potential to redevelop with non- residential, non-institutional uses, subject to further topographic, hydrological and environmental analysis. All future development All future development proposals within the mobility hub will be subject to approval by proposals within the York Region, the Town of Newmarket and the LSRCA. mobility hub will be subject The TOD demonstration plan incorporates the ultimate Phase 2 to approval by York Region, GO mobility hub concept. It is expected that the implementation the Town of Newmarket and of the Phase 2 improvements will proceed in coordination with the LSRCA. adjacent redevelopment opportunities at the Tannery Mall and will be subject to private negotiations and available funding. Moreover, the Phase 2 mobility hub concept plan and the TOD demonstration plan may be revisited if Metrolinx’s ongoing system-wide analysis identifies the need and opportunity to implement a grade separation at Davis Drive, which is currently a level rail crossing.

39 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

Legend Newmarket GO Station Mobility Hub 30m Railway Setback Property Line (Lands Adjacent to Station) Station Facility Lands: 0.8 ha

Floodplain Boundary Watercourse

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0 10m 50m FigureTransit-Oriented 14. Transit-Oriented Development Development (TOD) (TOD) Demonstration Plan (with Ultimate Plan (withPhase Ultimate2 Mobility MobilityHub Vision) Hub Vision) 0 10m20 50050m10m100m50m

40 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

Building Massing and Design New residential, retail, New development within the mobility hub should respect the office and institutional existing unique character of the area and have regards to the development within the planned urban hierarchy established by the Town of Newmarket mobility hub should strive for Official Plan and the recently approved Newmarket Urban Centres Secondary Plan. design excellence through the use of high-quality The TOD demonstration plan complies with the current height building materials, façade and density provisions of the Newmarket Urban Centres articulation and sustainable Secondary Plan (without bonusing). Subject to further review, the Town should consider whether or not greater heights and environmentally and densities may be appropriate on certain sites within the sensitive design. mobility hub (such as the Tannery Mall lands), as it may help improve the feasibility of new transit-supportive development. To facilitate placemaking Any amendments to the height and density permissions of the and activity within the Secondary Plan would need to consider at a minimum, sun mobility hub, thee Town shadow, view and traffic impacts and servicing capacity. of Newmarket, York New residential, retail, office and institutional development within Region and private the mobility hub should strive for design excellence through the landowners should explore use of high-quality building materials, façade articulation and opportunities to use vacant sustainable and environmentally sensitive design. Where feasible, buildings along Davis Drive and Main Street should provide lands, such as surface street-level animation, opposed to blank walls, and awnings or parking lots in non-peak canopies to provide weather protection. hours, and vacant buildings for interim uses and special Placemaking events (e.g. pop-up retail Natural open spaces, parks are plazas are key elements of a and services, food trucks great place. The proposed GO station and municipal plazas and festivals). are intended to serve transit users and evolve as destinations for socializing and public events. The Town of Newmarket, York Region and private landowners should explore opportunities to Transportation demand also use vacant lands, such as surface parking lots in non-peak management (TDM) hours, and vacant buildings for interim uses and special events programs and incentives (e.g. pop-up retail and services, food trucks and festivals). play an important role in influencing modes and patterns of travel and reducing private automobile use.

41 NEWMARKET GO STATION MOBILITY HUB STUDY 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

Transportation Demand Management Transportation demand Transportation demand management (TDM) programs and management (TDM) incentives play an important role in influencing modes and programs and incentives patterns of travel and reducing private automobile use. Key will play an important TDM initiatives already implemented or underway within the Newmarket GO mobility hub include investment in rapid transit, role in influencing modes streetscape improvements, right-sized parking strategies, ride- and patterns of travel and sharing programs and new transportation technology. The reducing private automobile mobility hub study has also identified opportunities to introduce use. a finer grain pedestrian network throughout the mobility hub (see Figure 15). Developers and employers should be encouraged to also implement TDM strategies, such as shared parking, accommodating car-share vehicles and flex-time work schedules. Nonetheless, accommodating vehicles will continue to be critical to the success of a vibrant TOD district within the Newmarket GO station mobility hub. Where feasible, parking for new development should be provided within parking structures. However, below-grade parking is not permitted on lands within the floodplain, which is reflected on the TOD demonstration plan. With future redevelopment in the mobility hub, opportunities exist to introduce more sustainable, green development practices and renaturalize existing paved areas. The TOD demonstration plan does assume the ongoing requirement for a four lane access to the redeveloped Tannery Mall site and GO parking lot. However, for this site and others, the width and configuration of driveway or roadway access should be confirmed through the site plan approval processes. Moreover, a complete streets approach should form the basis for all roadway design.

42 F

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0 10m 50m Phase 1 Mobility Hub Concept Plan - Proposed Pedestrian Amenities (Anticipated Timing 2018 – 2025) Queen Street Phase 1 Mobility Hub Concept Plan - Proposed Pedestrian Circulation 0 10m20 50050m10m100m50m

(AnticipatedNEWMARKET GO STATION MOBILITY HUBTiming STUDY 2018-2025) 4. TRANSFORMING THE NEWMARKET GO MOBILITY HUB

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0 10m 50m TOD Demonstration Plan (with Phase 2 mobility hub vision) - Proposed Pedestrian Amenities Street TOD Figure 15 .Demonstration Pedestrian Circulation – With Proposed Plan Phase (with 2 Mobility Phase Hub Improvements 2 mobility and Demonstrative hub TOD vision) - Queen 0 10m20 50050m10m100m50m Proposed Pedestrian Circulation (Anticipated Timing Beyond 2025)

43 NEWMARKET GO STATION MOBILITY HUB STUDY 5. IMPLEMENTATION

5. Implementation

Metrolinx, York Region, the Town of Newmarket and the LSRCA This mobility hub study have started to lay the foundation for transformation of the Newmarket GO station mobility hub by investing in rapid recommends improvements transit and active transportation, undertaking streetscape and to the GO station and infrastructure improvements and adopting planning tools and the surrounding public incentives to facilitate private sector development. However, as realm. It also makes detailed in sections 3 and 4 of this report, there are a number recommendations of opportunities to better capitalize on the strengths and pertaining to the local opportunities within the Newmarket GO station mobility hub, transportation network and to address weaknesses and to mitigate, where possible, against threats or barriers to realizing the vision for the mobility hub. opportunities to facilitate TOD and private sector The mobility hub study recommends improvements to the investment. GO station and the surrounding public realm. It also makes recommendations pertaining to the local transportation network and opportunities to facilitate TOD and private sector investment. Some of the study recommendations may Some of the recommendations of this study can be classified as relatively ‘quick’ or ‘easy wins’ and be implemented within the be implemented in next few years. Other improvements or actions are expected the short-term. Other to be undertaken over the medium to long-term, and will be improvements or actions subject to funding, market conditions, and overall development will be undertaken over the feasibility. The full transformation of the Newmarket GO station medium to long-term. mobility hub will occur incrementally over many years. All phases should continue to explore: The full transformation of • Innovative approaches to address the physical, environmental the Newmarket GO station and financial challenges and constraints; mobility hub study will • Opportunities for joint development and partnerships occur incrementally over between the public sectors, the public and private sector and community groups; and, many years. • Ways for all levels of government and public agencies to act as champions for change and improvement and lead by example. As detailed below, Metrolinx will be responsible for implementing the proposed improvements to the GO station facilities. Other public realm improvements are intended to be led by York Region and/or the Town of Newmarket, either alone or in partnership between government agencies or with the private sector. Input from the LSRCA will be sought on improvements within the floodplain. Wherever possible, the Town is encouraged to negotiate for the delivery of mobility hub components through development agreements. Where appropriate, opportunities may be identified for Metrolinx to contribute to off-site public realm improvements that facilitate active transportation connections to the GO station. Such improvements will be negotiated by the relevant partners on a case-by-case basis. 44 NEWMARKET GO STATION MOBILITY HUB STUDY 5. IMPLEMENTATION

The following sections detail the key actions to be undertaken by Metrolinx, York Region, the Town of Newmarket and the LSRCA in order to further plan for and implement the proposed mobility hub improvements.

5.1 Short-Term (2018 – 2025) Key Actions for Metrolinx are to: 1. Secure necessary lands for the GO station facilities and amenities; 2. Undertake additional technical analysis and design work to finalize the details of the Phase 1 improvements; 3. Complete further assessment of flood risk management and sustainable development options. In accordance with Goal 1 of the Metrolinx Sustainability Strategy (2015-2020), which is to ‘become climate resilient’, Metrolinx will be undertaking a study in 2018 to assess flood risks to its assets and to identify mitigation strategies. This study may include an assessment of the proposed GO station improvements; 4. Confirm whether an EA will be required for the proposed pedestrian bridge or any other elements of the GO station improvements; and, 5. Proceed with procurement of the Phase 1 GO station facility work under the GO Expansion Alternate Financing and Procurement (AFP) program, with delivery by 2025. This includes construction of improved signage and wayfinding, new east and west PPUDOs, barrier-free parking, Mobility Plus lay-by spaces, a pedestrian bridge over the rail corridor (with a ticket kiosk), east and west transit plazas, bicycle parking and other on-site pedestrian and cyclist improvements. Key Actions for York Region are to: 1. Identify opportunities for relocating, integrating or restoring the two regionally-owned listed heritage buildings on Davis Drive (former Union Hotel) in order to facilitate TOD; 2. Confirm the feasibility of providing on-street bus bays on Davis Drive for YRT bus routes 50 and 55; 3. Evaluate the potential to provide increased bus service for routes that serve concentrations of GO passengers (e.g. Main Street, Bayview Avenue, Eagle Street and Gorham Street corridors) and neighbourhoods east of Leslie Street; 4. Collaborate with the Town of Newmarket on Town-led analysis of opportunities to improve the local road network (e.g. north/ south and east/west capacity and collector roads). 5. Work with the Town of Newmarket and the LSRCA, where appropriate, to undertake enhancements to lighting, signage and wayfinding along the Nokiidda bike trail.

45 NEWMARKET GO STATION MOBILITY HUB STUDY 5. IMPLEMENTATION

Key Actions for the Town of Newmarket are to: 1. Work with the LSRCA to initiate a topographic survey and floodplain analysis to clearly define the limits of the floodplain, and investigate ways to mitigate flooding in order facilitate TOD; 2. Confirm permissions for listed heritage properties and assist landowners with the completion of Heritage Impact Statements; 3. Undertake enhancements to cycling infrastructure along Main Street and other local roads (e.g. Huron Heights Drive and London Road); 4. Continue to explore other opportunities for improved pedestrian and cyclist connections within the mobility hub area; 5. Explore opportunities for partnership funding on streetscape/ cycling facilities with York Region; 6. Complete further analysis to address broader north/south and east/west capacity and collector network improvement opportunities in close collaboration with York Region; 7. Undertake planning and design work for the proposed plaza adjacent to the historic former train station; 8. Complete the Urban Centres Zoning By-law, ensuring it reflects and facilitates the type of uses and built form recommended by the Secondary Plan and mobility hub study. Specifically: -- Ensure pop-up and mobile businesses are permitted within vacant buildings and lots; and, -- Limit design or land use requirements that could steril- izing the lands given current market conditions and development economics (e.g. mandating below-grade parking, certain at-grade uses, green roofs, etc.). 9. Undertake a review of the height and density permissions for lands within proximity to the GO station, particularly the Tannery Mall site, to determine if increases in height and density is appropriate to facilitate TOD; and, 10. Amend the Newmarket Urban Centres Secondary Plan to implement recommendations of the mobility hub study (see Table 2).

46 NEWMARKET GO STATION MOBILITY HUB STUDY 5. IMPLEMENTATION

Table 2. Proposed Amendments to the Town of Newmarket Official Plan and the Newmarket Urban Centres Secondary Plan

Section Town of Newmarket Official Plan Schedule F: Community • Revise to encompass the entire Newmarket GO station mobility hub Improvement Policy Area area – or at least the Urban Centres lands north of Davis Drive, along Plan Main Street. Schedule D: On-Street Bike • Remove future bike lanes shown on Davis Drive. Lane Plan Section Newmarket Urban Centres Secondary Plan Schedule 3: Land Use • Replace the conceptual mobility hub station study area (i.e. black Schedule 4: Height and dotted circle) with the Newmarket GO station mobility hub boundary, Density as defined inFigure 3 of this report. Schedule 5: Street Network • Replace the ‘Planned VIVA Rapidway station’ (i.e. blue circles) with the ‘vivastations’, shown in their existing locations. Schedule 6: Parks, Open Space & Natural Heritage • Delete the ‘Future Local Road’ extension of Penn Avenue and the Potential ‘Future Bridge’ over the rail corridor. • Revise local road pattern to: -- Delete portion of Franklin Street which does not exist (i.e. Town- owned woodlot); and, -- Delete the Tannery driveway, unless the Town intends for a future road to be built (then it should be noted as ‘Future Local Road’ on Schedule 5). Schedule 5: Street Network • Add ‘Potential Future Assessment for Signal’ icon to Main Street North (near Penn Avenue). Section 2.2. Growth Plan • Add sentence to the second paragraph of Section 2.2 to for the Greater Golden acknowledge that lower densities are acceptable at the Newmarket Horseshoe GO station given the physical constraints: Section 2.2.4.4 a.i of the Growth Plan does recognize that higher densities may not be possible in all Major Transit Station Areas and other strategic growth areas and that development is prohibited by provincial policy or severely restricted on a significant portion of the lands within the delineated area. Section 2.3 Metrolinx Regional • Add sentence to end of Section 2.3 to acknowledge that lower Transportation Plan (RTP) densities are acceptable at the Newmarket GO station given the (November 2008) physical constraints: Metrolinx does recognize that mobility hubs vary in terms of size, type and function and not all mobility hubs will be able to achieve these density targets. Policy 9.3.3 Newmarket GO • Remove / revise points ii and iii to acknowledge that the mobility hub Rail Mobility Hub Station Area study has been completed. Policy 8.3.7(north/south and • Remove reference that study may be conducted in parallel with the east/west road network study) mobility hub station area plan. The policy of the Newmarket GO station mobility hub study could reference that future transportation studies may draw from the findings and recommendations. Policy 6.4.5 Density Transfer • Revise policy to allow density transfers between abutting or proximate properties that have different density designations, to allow transfers from lower-density sites to higher-density sites.

47 NEWMARKET GO STATION MOBILITY HUB STUDY 5. IMPLEMENTATION

5.2 Longer-Term (Beyond 2025) Key Actions for Metrolinx are to: 1. Proceed with the Phase 2 improvements in coordination with adjacent redevelopment opportunities at the Tannery Mall, subject to private negotiations and available funding and Metrolinx’s ongoing grade separation analysis. This includes the new western multi-use path and reconfigured eastern PPUDO (with barrier-free parking and Mobility Plus lay-by area), an enlarged transit plaza with additional bike parking and a new GO station building. As part of this effort Metrolinx will: a. Secure necessary lands for the GO station facilities and amenities; and, b. Undertake additional technical analysis and design work to finalize the details of the Phase 2 improvements.

Key Actions for the Town of Newmarket are to: 1. If no longer required by Metrolinx or other users, repurpose or renaturalize part or all of the 0.8 hectare paved GO customer parking lot.

Glossary NEWMARKET GO STATION MOBILITY HUB STUDY GLOSSARY

GLOSSARY Active Transportation: Non-motorized travel including walking, cycling, roller-blading and movements with mobility devices [Metrolinx mobility hub guidelines for the Greater Toronto and Hamilton Area, 2011] Anchor Hub: Major transit station areas and the surrounding area in urban growth centres as well as Pearson Airport and Union Station due to their roles as the GTHA’s primary international gateways [The Big Move: Transforming Transportation in the Greater Toronto and Hamilton Area, 2008] Build-out: The time in the future when the subject area of land is fully developed in accordance with the vision, objectives and policies of this Plan [Newmarket Urban Centres Secondary Plan, 2016] Complete Community: Complete communities meet people’s needs for daily living throughout an entire lifetime by providing convenient access to an appropriate mix of jobs, local services, a full range of housing, and community infrastructure including affordable housing, schools, recreation and open space for their residents. Convenient access to public transportation and options for safe, non-motorized travel is also provided [Newmarket Urban Centres Secondary Plan, 2016] Gateway Hub: Key nodes in the regional transportation system located where two or more current or planned regional rapid transit lines intersect and where there is expected to be a significant passenger activity [The Big Move: Transforming Transportation in the Greater Toronto and Hamilton Area, 2008] Flooding Hazard: Means the inundation, under the conditions specified below, of areas adjacent to a shoreline or a river or stream system and not ordinarily covered by water: (a) along the shorelines of the Great Lakes-St. Lawrence River System and large inland lakes, the flooding hazard limit is based on the one hundred year flood level plus an allowance for wave uprush and other water related hazards; (b) along river, stream and small inland lakes, the flooding hazard limit is the greater of: 1. the flood resulting from the rainfall actually experienced during a major storm such as the Hurricane Hazel storm (1954) or the Timmins storm (1961), transposed over a specific watershed and combined with the local conditions, where evidence suggests that the storm event could have potentially occurred over watersheds in the general area;

51 NEWMARKET GO STATION MOBILITY HUB STUDY GLOSSARY

2. the one hundred year flood; 3. a flood which is greater than 1) or 2) which was actually experienced in a particular watershed or portion thereof as a result of ice jams and which has been approved as the standard for that specific area by the Minister of Natural Resources; except where the use of the one hundred year flood or the actually experienced event has been approved by the Minister of Natural Resources as the specific watershed (where the past history of flooding supports the lowering of the standard [Provincial Policy Statement, 2014] Floodplain: For river, stream and small inland lake systems, means the area, usually low lands adjoining a watercourse, which has been or may be subject to flooding hazards [Provincial Policy Statement, 2014] Floodway: For rivers and streams, means the portion of the floodplain where development and site alteration would cause a danger to public health and safety or property damage as determined by the Lake Simcoe Region Conservation Authority [Town of Newmarket Urban Centres Secondary Plan, 2016] Floor Space Index (FSI): A measure of the ratio of a building’s gross floor area to the land area upon which it is built [Town of Newmarket Urban Centres Secondary Plan, 2016] Greater Toronto and Hamilton Area (GTHA): The metropolitan region encompassing the City of Toronto, the four surrounding Regional Municipalities (Durham, Halton, Peel and York) and the City of Hamilton. [Source: Metrolinx, The Big Move, 2008] Gross Floor Area (GFA): The area of a building as defined by the Town of Newmarket Development Charges By-law [Town of Newmarket Urban Centres Secondary Plan, 2016] Hazardous Land: Means property or lands that could be unsafe for development due to naturally occurring processes. Along the shorelines of large inland lakes, this means the land, including that covered by water, between a defined offshore distance or depth and the furthest landward limit of the flooding hazard, erosion hazard or dynamic beach hazard limits. Along river, stream and small inland lakes systems, this means the land, including that covered by water, to the furthest landward limit of the flooding hazard or erosion hazard limits [Provincial Policy Statement, 2014]

52 NEWMARKET GO STATION MOBILITY HUB STUDY GLOSSARY

Heritage Impact Statement/Heritage Impact Assessment: Means a statement that will identify all heritage resources of a property; describe and evaluate their heritage significance; and, evaluate their sensitivity to a proposed development, use or reuse, including, where possible, measures to mitigate deleterious consequences [IBI Group] Infill:The term used for new development within existing communities on previously underutilized sites, typically at a higher density [Metrolinx Mobility Hub Guidelines, 2014] Intensification:Means the development of a property, site or area at a higher density than currently exists through, (a) Redevelopment, including the reuse of brownfield sites; (b) The development of vacant and/or underutilized lots within previously developed areas; (c) Infill development; (d) The expansion or conversion of existing buildings [Provincial Policy Statement, 2014] Intermodal Transit Hub: Stations or centres where different transit modes come together and allow for easy transfers from one mode to another. They can also facilitate transfers at different scales: local, regional and intercity [Metrolinx, Mobility Hub Guidelines, 2014] Low Impact Development (LID): A stormwater management strategy that seeks to mitigate the impacts of increased runoff and stormwater pollution by managing runoff as close to its source as possible. LID comprises a set of site design strategies that minimize runoff and distributed, small scale structural practices that mimic natural or predevelopment hydrology through the processes of infiltration, evapotranspiration, harvesting, filtration and detention of stormwater. These practices can effectively remove nutrients, pathogens and metals from runoff, and they reduce the volume and intensity of stormwater flows [Town of Newmarket, Newmarket Urban Centres Secondary Plan, 2016] Major Transit Station Areas: The area including and around any existing or planned higher-order transit station within a settlement area, or the area including and around a major bus depot in an urban core. Station areas generally are defined as the area within an approximate 500 metre radius of a transit station, representing about a 10-minute walk [Growth Plan for the Greater Golden Horseshoe, 2017] Mobility Hub: Major transit station areas, as defined in the Growth Plan for the Greater Golden Horseshoe, that are particularly significant given the level of transit service that is planned for them and the development potential around them. They are places of

53 NEWMARKET GO STATION MOBILITY HUB STUDY GLOSSARY

connectivity between regional rapid transit services, and also places where different modes of transportation, from walking to high- speed rail, come together seamlessly. They have, or are planned to have an attractive, intensive concentration of employment, living, shopping and enjoyment around a major transit station. The primary major transit station area associated with an urban growth centre are also identified as mobility hubs, as are Pearson Airport and Union Station due to their roles as the GTHA’s primary international gateways [Metrolinx, The Big Move, 2008] Modal Split: The proportion of total person trips using each of the various different modes of transportation. The proportion using any one mode is its modal split [Metrolinx, The Big Move, 2008] Multi-modal Streets: Multi-modal streets provide for and balance the needs of different travel modes: pedestrians, cyclists, transit riders, motorists and others. Transportation choice is increased when safe and appealing options for getting from place to place are provided - options to walk and bike provide opportunities for increased community health and reductions in air and noise pollution. Multi-modal streets are part of a network of streets, bicycle paths and walkways with plenty of high quality pedestrian amenities [Metrolinx, Mobility Hub Guidelines, 2014] Pedestrian Mews: A short, pedestrian-only laneway [Newmarket Urban Centres Secondary Plan, 2016] Placemaking: A term that began to be used in the 1970s by architects and planners to describe the process of creating squares, plazas, parks, streets and waterfronts that will attract people because they are pleasurable or interesting [Metrolinx, Mobility Hub Guidelines, 2014] Public Amenities: Public amenities are resources, conveniences, facilities or benefits continuously offered to the general public for their use and/or enjoyment, with or without charge (e.g. restrooms, information displays, public telephones, rain shelters, drinking fountains, etc.) [Metrolinx, Mobility Hub Guidelines, 2014] Public Realm: Consists of public spaces such as streets, parks and sidewalks. The public realm is also a place where the community can come together through collaborative activities such as street festivals and other programmable activity [Metrolinx, Mobility Hub Guidelines, 2014] Rapid Transit: Transit service separated partially or completely from general vehicular traffic and therefore able to maintain higher levels of speed, reliability and vehicle productivity than can be achieved by transit vehicles operating in mixed traffic [The Big Move, 2008] Regional Express Rail (RER): High-speed trains, typically electric, serving primarily longer-distance regional trips with two-way all-day service [Metrolinx, The Big Move, 2008] 54 NEWMARKET GO STATION MOBILITY HUB STUDY GLOSSARY

Right-of-Way (ROW): Land that is reserved, usually through legal designation, for transportation and/or utility purposes, such as for a trail, hydro corridor, rail line, street or highway. A right of-way is often reserved for the maintenance or expansion of existing services. [Metrolinx, Mobility Hub Guidelines, 2014] Sense of Place: Often used in relation to characteristics that make a place special or unique, as well as to those that foster a sense of authentic human attachment and belonging [Metrolinx, Mobility Hub Guidelines, 2014] Streetscapes: The visual elements of a street, including the road, adjoining buildings, street furniture, trees and open spaces, etc, that combine to form the street’s character [Metrolinx, Mobility Hub Guidelines, 2014] Transportation Demand Management (TDM): A program of incentives which influence whether, when, where and how people travel, and encourage them to make more efficient use of the transportation system, in particular transit and active transportation [Town of Newmarket, Newmarket Urban Centres Secondary Plan, 2016] Transit-Oriented Developments (TOD): Transit-oriented developments (TOD) are ‘urban villages’ where all residents are within a 5-10 minute walk of quick, efficient public transit and can ‘live, work, play, shop and learn’ in a pedestrian-friendly environment – without the need of a car. TOD is a planning approach that calls for high-density, Mixed Use business/residential neighbourhood centers to be clustered around transit stations and corridors. TOD is considered a “smart growth” strategy, because it addresses the issue of where growth should occur from a sustainability perspective and it coordinates land use and transportation such that both land and infrastructure are used efficiently. As its name implies, TOD is designed to be served by transit rather than or in addition to the automobile. Networks of streets and multi-use paths are also created to provide a walkable and bikeable environment that is conducive to living, working, and shopping in the same area. TOD is focused within a 800m radius of transit stops, with the highest intensity and mix of land uses concentrated within 400 m or adjacent to the station. Land use intensities and densities decrease away from the core area, with transitions included in development plans to ensure compatibility with existing neighbourhoods [Metrolinx, Mobility Hub Guidelines, 2014] Wayfinding: The means in which people orient themselves in physical space and navigate from place to place. Can include the physical design of spaces and assistive features, such as signage [Metrolinx, Mobility Hub Guidelines, 2014]

55 References NEWMARKET GO STATION MOBILITY HUB STUDY REFERENCES

REFERENCES Altus Group Cost Consulting. 2013. Asset Condition Survey Newmarket GO Station.

Barry Lyon. 2016. Development Potential Adjacent to GO Rail Transit Stations.

GHK International (Canada), Markson Borooah Hodgson Architects Ltd. and TSH Associates. 2001. Newmarket Historic Downtown Community Improvement Plan.

Google Earth. 2016 & 2017. Aerial Imagery.

Hemson Consulting Limited. 2014. Town of Newmarket Development Charges Background Study, Consolidation.

Lake Simcoe Region Conservation Authority. 2015. Guidelines for the Implementation of Ontario Regulation 179/06: Development, Interference with Wetlands and Alteration to Shorelines and Watercourse Regulation.

Metrolinx. 2008. The Big Move: Transforming Transportation in the Greater Toronto and Hamilton Area.

Metrolinx. 2011. Mobility Hub Guidelines for the Greater Toronto and Hamilton Area.

Metrolinx. 2013. GO Rail Passenger Survey and Catchment Maps.

Metrolinx. 2015 – 2017. Barrie Rail Corridor Expansion Environmental Project Report (EPR).

Metrolinx. 2016. GO Rail Station Access Plan.

Metrolinx. 2016. GO Transit Design Requirements Manual.

Metrolinx. 2016. System-Wide Grade Separation Analysis.

Metrolinx. 2017. Draft 2041 Regional Transportation Plan for the Greater Toronto and Hamilton Area.

Ontario Ministry of the Environment and Climate Change. 2009. Lake Simcoe Protection Plan.

Ontario Ministry of Municipal Affairs. 2014. Provincial Policy Statement.

Ontario Ministry of Municipal Affairs. 2017. Places to Grow: Growth Plan for the Greater Golden Horseshoe.

57 NEWMARKET GO STATION MOBILITY HUB STUDY REFERENCES

Ontario Ministry of Natural Resources. 2006. Ontario Regulation 179106: Lake Simcoe Region Conservation Authority: Regulation of Development, Interference with Wetlands and Alterations to shorelines and Watercourses.

R.E. Millward Associates Ltd., Gladki Planning Associates and Freedman Urban Solutions. 2017. Town of Newmarket Urban Centres Zoning By-law Project: Directions Report.

Statistics Canada. 2006, 2011 & 2016. Community Census Profiles and Dissemination Areas.

Town of Newmarket. nd. Municipal Register of Properties Designated Under the Heritage Act.

Town of Newmarket. nd. Municipal Register of Non- designated Heritage Properties.

Town of Newmarket. 2010. Town of Newmarket Cultural Master Plan 2009 – 2019.

Town of Newmarket. 2013. Zoning By-law 2010-40, Consolidation.

Town of Newmarket. 2014. Newmarket Urban Centres Secondary Plan (Official Plan Amendment #10 to the Town of Newmarket Official Plan), Consolidation.

Town of Newmarket. 2014. Newmarket Downtown Development Subcommittee Financial Incentive Report.

Town of Newmarket. 2016. Town of Newmarket Official Plan 2006 – 2026, Consolidation.

Town of Newmarket. 2016. Yonge and Davis Streetscape Master Plan.

Town of Newmarket. 2016 – 2017. Open Newmarket Regional Mapping and Data.

York Region. 2016 York Region Official Plan Consolidation.

York Region. 2016. Transportation Master Plan.

York Region. 2016. Transportation Mobility Plan Guidelines for Development Applications.

Appendix A Summary of Community Consultation NEWMARKET GO STATION MOBILITY HUB STUDY APPENDIX A

Summary of Public Consultation Undertaken for the Newmarket GO Station Mobility Hub Study

Public Open House #1 The first public open house for the Newmarket GO station mobility hub study was held on May 18, 2017, between 6:30 and The first public open house 8:30 pm, at the Senior’s Meeting Place in Newmarket. The Town for the Newmarket GO of Newmarket sent notices by mail to all properties located within station mobility hub study approximately 400 metres of the Newmarket GO station and the was attended by over 100 event was advertised on the Town’s website. people. The purpose of the meeting was to: • Provide an overview of the purpose and scope of the Newmarket GO station mobility hub study; • Present findings from the initial site and contextual analysis and preliminary station design ideas; • Explain how to provide input to the remainder of mobility hub study; and, • Answer questions and receive feedback. Metrolinx and IBI Group made a 30-minute presentation, which was followed by an open question and answer period. Before and after the presentation, the attendees had time to review a series of information boards and to speak one-on-one with members of the study team. The attendees were also asked to respond to a series of preference boards pertaining to land use, built form and elements of a successful mobility hub, and to complete a comment sheet. The open house was attended by over 100 people, including local residents and area businesses/employees, property owners, representatives from community groups and staff from Metrolinx, IBI Group, York Region, the Town of Newmarket and the LSRCA. Key Messages and Themes Many attendees expressed support for the expansion of transit and improvements to the mobility hub. The following summarizes, by themes, the questions and feedback received at the first public open house:

61 NEWMARKET GO STATION MOBILITY HUB STUDY APPENDIX A

• GO Expansion: -- Timing; -- Land requirements; -- Need for grade separation of Davis Drive; -- Frequency of train whistles; and, -- Need for noise walls. • Other Transit Services and Facilities: -- York Region Transit: -- Future of Eagle Street Bus Terminal; and, -- Low ridership on Viva. • Traffic: -- Volumes and constrained turning movements on Davis Drive and Main Street; -- Infiltration through local streets; and, -- Future roads identified on Schedule 5 of the Newmarket Urban Centres Secondary Plan. • Existing Development: -- Status of Region’s heritage buildings on Davis Drive (i.e. former Union Hotel); -- More services and amenities; and, -- Protection of existing residential neighbourhoods • Flooding of the East Holland River

Visioning Session A visioning session for the Newmarket GO station mobility hub study was held on May 29, 2017, between 6:30 and 8:30 pm, at the Senior’s Meeting Place in Newmarket. The opportunity to participate in the session was promoted at the first public open house and the Town of Newmarket helped reach out to other key stakeholders and Council. The purpose of the visioning session was to obtain feedback on two preliminary draft mobility hub options. At the start of the session participants were given an opportunity to review a series of information boards. IBI Group then made a brief presentation that described the goals and objectives for mobility hubs, the existing conditions and constraints, opportunities for improvements and two preliminary draft mobility hub options with new GO station facilities and amenities as well as potential TOD. After the presentation, the participants broke out into three working groups. Each group was provided with large plots of the preliminary concept plans, trace paper and markers. Over the course of an hour the groups brainstormed and provided

62 NEWMARKET GO STATION MOBILITY HUB STUDY APPENDIX A

comments and feedback on the preliminary mobility hub options. Each of the three working groups then reported back to the larger group, summarizing their comments, concerns and suggestions. A total of 22 people attended the visioning session. The participants included members of the local community (residents and special interest groups), IBI Group and Metrolinx staff and representation from York Region, the Town of Newmarket and the Lake Simcoe Region Conservation Authority (LSRCA). Many of the comments and concerns raised at the first open house were reiterated at the visioning session. The following summarizes new input received: • Requirements for land on Franklin Street and/or the Tannery site to accommodate GO expansion (e.g. potential future second platform) and future GO station improvements; • Concerns with privacy and land value; • Need for traffic calming on Main Street and local roads; • Need for safe on-road bicycle lanes – as a recreational trail, Nokiidaa / Tom Taylor is not ideal for commuters; • Need for an accessible connection over the rail tracks; • Opposition to the extension of Franklin Street, Penn Street or Asa Street; • Provide more services and amenities within the GO station and along Davis Drive; • Benefits of providing PPUDO facilities on both sides of the rail corridor; • Concerns with increased vehicular traffic on Franklin Street resulting from a PPUDO and TOD; • Integrating YRT buses and accessible transit within the station; • Need for weather protection (e.g. covered walkway); and, • Options to preserve or redevelop listed heritage sites such as the Tannery and the Union Hotel.

63 NEWMARKET GO STATION MOBILITY HUB STUDY APPENDIX A

Public Open House #2 The second public open house for the Newmarket GO station The second public open mobility hub study was held on September 28, 2017, between house for the Newmarket 6:30 and 8:30 pm, at the Senior’s Meeting Place in Newmarket. GO station mobility hub The Town of Newmarket sent notices by mail to all properties study was attended by located within approximately 500 metres of the Newmarket GO approximately 50 people. station and the event was advertised on the Town’s website.

The purpose of the meeting was to: NEWMARKET GO STATION MOBILITY HUB STUDY OPEN HOUSE #2 Please sign-in

LEGEND WELCOME Study Area • Provide a recap on the purpose and scope of the Newmarket Existing Newmarket GO Station Purpose of the Open House: • Provide a recap on the purpose and scope of the Mobility Hub Study; GO station mobility hub study; • Present the Study findings, recommendations and draft Concept Plans; • Outline next steps for implementation; and • Answer questions and collect feedback. Davis Drive • Present the study findings, recommendations and Draft Main Street Concept Plans;

Before or after the presentation, please review the information on the FORMAT OF THE SEPTEMBER 28, 2017 display panels. Members of the study team are available to answer OPEN HOUSE questions and to collect feedback. 6:30 - 7:00 pm Review of Display Panels • Outline next steps; and, 7:00 - 7:20 pm Presentation 7:20 - 8:00 pm Question & Answer Period 8:00 - 8:30 pm Review of Display Panels

• Answer questions and collect feedback. NEWMARKET GO STATION MOBILITY HUB STUDY OPEN HOUSE | SEPTEMBER 28, 2017 Information was provided on a series of display boards, through a 30-minute presentation delivered by Metrolinx and IBI Group and through an open question and answer period. Participants were also asked to provide feedback by completing a comment sheet. The open house was attended by approximately 50 people, including local residents and area businesses/employees, property owners, representatives from community groups and staff from Metrolinx, IBI Group, York Region, the Town of Newmarket and the LSRCA. Most attendees expressed support for the study and proposed improvements. The following summarizes the comments received on the draft concept plans: • Concerns with a proposed Franklin Street multi-use path; • Concerns with an Asa Street multi-use path and second proposed bridge; • Support for on-street bike lanes; • Concern about the ability to provide frequent GO service without grade separation at Davis Drive; • Disturbance associated with the frequency of train whistles; • Need for a better integration with bus transit (i.e. bus loops, more bus routes running north south); • Need for a controlled intersection at Simon Street and Main Street to accommodate the PPUDO traffic and pedestrian crossings; and, • Opportunities for transit-supportive development beyond the mobility hub. The final concept plans include revisions that reflect the comments received, where appropriate. 64