Major Mackenzie Drive Schedule ‘C’ Environmental Assessment Study From McNaughton Road / Avro Road to Keele Street
Regional Municipality of York
December 20, 2018
From McNaughton Road / Avro Road to Keele Street
east for the horizon year of 2020. A future EA study will assess long-term transportation needs, Executive Summary including capacity and multi-modal improvements to the corridor. In particular, the EA study: Introduction Reviewed existing conditions and operational challenges along this section of Major Mackenzie The Regional Municipality of York (York Region) has completed a Schedule “C” Municipal Class Drive Environmental Assessment (EA) study to review the short-term transportation operational needs Identified opportunities for improvement and possible solutions along Major Mackenzie Drive West (referred to as Major Mackenzie Drive for the purpose of this Investigated and recommended alternative designs for the preferred solution report), from McNaughton Road / Avro Road to Keele Street in the City of Vaughan. Collected, documented and assessed input and feedback from residents and affected groups York Region is responsible for monitoring its transportation network and implementing required within the study area improvements in a timely manner. Concerns raised regarding traffic operations on Major Mackenzie Drive within the study limits included challenging access to and from businesses, congestion, queuing Study Area and need for pedestrian crossings. These issues led York Region to investigate short-term (2020) The study area is 1.4 km long and is bounded by McNaughton Road/Avro Road to the west and operational improvements for the corridor. A future EA study will assess the long-term transportation Keele Street to the east, in the Village of Maple, located in the City of Vaughan. Major Mackenzie needs (as recommended by the YR-TMP 25-year outlook), including capacity and multi-modal Drive within the study limits is currently a 4-lane urban arterial road with a posted speed limit of 50 improvements. km/h. The street intersects McNaughton Road / Avro Road, Killian Road / Netherford Road, Gram York Region retained HDR to conduct the Major Mackenzie Drive Class EA study. This Street, Jackson Street and Keele Street. Environmental Study Report (ESR) documents the study consultation and decision making rationale, This section of Major Mackenzie Drive is characterized by a combination of low-rise residential, following the process outlined in the Municipal Engineers Association (MEA) Municipal Class EA mixed-use, commercial as well as institutional buildings and has a number of closely spaced guidelines for Schedule ’C’ projects (October 2000, as amended in 2007, 2011 and 2015). driveways. The study area is presented visually. The study area crosses the West Don River tributary. Due to the poor structural condition of the culvert at that location, replacement of the structure (ID 25-18 C1180) was recommended. On account of the emergency nature of the culvert replacement, this work is being conducted separately from the Major Mackenzie Drive Schedule “C” EA study in consultation with the Ministry of the Environment, Conservation and Parks, Toronto Region Conservation Authority and City of Vaughan. The culvert replacement is being undertaken as a Schedule “A” Class EA study.
Background This EA study builds on the recommendations from the Region’s 2015 Traffic Operations Assessment * Memorandum which had previously been conducted to determine an appropriate solution to improve traffic operations on Major Mackenzie Drive. The EA reconfirms the previous analysis findings, reviews the needs and justification more closely in terms of corridor-specific constraints, and * West Don River Crossing proceeding under separate EA – Schedule A evaluates alternative solutions and designs to address the existing issues along Major Mackenzie Drive. Active transportation, access modifications and new pedestrian facilities were also examined to The corridor was divided into three segments (west, central, and east) to develop a preferred improve conditions for all travel modes. alternative design concept while taking into consideration existing conditions and the localized constraints of each identified segment. The segment limits were generally defined and characterized Study Purpose by existing and planned built form (intersecting streets, properties/land use and associated access) and existing right-of-way for the purposes of generating alternative design concepts and evaluation. York Region was notified by the City of Vaughan of a number of operational issues in the study corridor, including challenging access to and from the land uses on either side of Major Mackenzie Drive, and heavy through traffic and queuing, particularly in the eastbound direction at Keele Street. The purpose of the Class EA study was to determine specific short-term transportation improvements to Major Mackenzie Drive between McNaughton Road/Avro Road to the west and Keele Street to the
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West Segment - McNaughton/Avro Road to Gram Street Needs Assessment The needs assessment involves the identification and evaluation of short-term needs of the transportation network with respect to accommodating all users (pedestrians, cyclists, transit users, and motorists). The purpose of the Needs Assessment is to identify and define conditions, safety, and operational needs along Major Mackenzie Drive between McNaughton Road/Avro Road and Keele Street.
Transportation Needs The available ROW is approximately 36m The boulevard is wider on the north side A summary of transportation needs for the Major Mackenzie Drive corridor is summarized below: Limited access points fronting onto the street Driving Under existing conditions, all signalized intersections within the study area are operating near Raised centre roadway median in front of the plaza or over the available capacity during peak periods. The conditions are worse at the Major Utility poles are located primarily on the south side; street lights on the north Mackenzie Drive and Keele Street signalized intersection where the overall level of service West Don River tributary crossing (LOS) is ‘F’ during the weekday AM and PM peak hours. Generally, traffic operations appear Central Segment Gram Street to Jackson Street to be worse in the afternoon compared to the morning peak period. Extensive queuing was observed in the segment between Keele Street and Killian Road/Netherford Road, especially in the eastbound direction, resulting from the high volumes of eastbound-through trips at Keele Street.
Because of the existing congestion and the abundance of access points along Major Mackenzie Drive, vehicles attempting to enter or exit the various driveways are often unable to do so immediately. They must wait for gaps in opposing traffic, blocking vehicular flow and further exacerbating congestion along the study area. Traffic conditions are not anticipated to The available ROW varies between 25-28m change significantly by 2020 due to the minimal growth in the study area. The boulevard is wider on the north side The analysis of the five-year collision record (2009-2013) did not indicate any unusual Numerous closely spaced driveways collision rates within the study area limits. The highest collision rate was observed at the Located within the Village of Maple Heritage Conservation District McNaughton Road/Avro Road intersection and in the segment spanning Jackson Street to Utility poles/street lights located primarily on the south side adjacent to the road Keele Street. Existing congestion on Major Mackenzie Drive during peak periods may East Segment Jackson Street to Keele Street increase motorist’s potential exposure to collisions. Conflicting pedestrian activities in the area may become a greater safety issue as the area develops in the future.
Walking The look, feel, and function of the study corridor changes along its length as does the level of comfort experienced by pedestrians. Overall, the pedestrian experience could be improved as Major Mackenzie Drive receives for the most part a ‘D’ score, according to the multi-modal level of service analysis performed. Generally, the north side of Major Mackenzie was found to be more accommodating to pedestrians, through wider sidewalks and boulevards separating them from vehicles. The large separation distance between the intersections at Killian Road / Netherford Road and Keele Street was identified as an issue for pedestrian The available ROW is approximately 28m safety by community members who, prior to this study, had circulated a petition requesting a Narrow ROW at the Keele Street intersection protected crosswalk to facilitate safe crossing in the area. Space limitations due to building facades directly abutting the property lines Located within the Village of Maple Heritage Conservation District Utility poles/street lights located on both sides of the road
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Realignment and consolidation of commercial/residential access points. Cycling At the present time, cyclists do not have a dedicated space in the right-of-way as there are Scheduling delivery during off-peak hours and at night. no designated cycling facilities on Major Mackenzie Drive. Cyclists must share the roadway Installation of a traffic signal and protected pedestrian crossing between Killian Road/Netherford with vehicles or ride on the sidewalks in the study area. Therefore, the cycling level of service Road and Keele Street to enhance safety and accessibility. along the study area was found to be low, receiving a LOS E according to the multi-modal Implementing a centre left-turn lane to provide additional space and storage for driveway access level of service analysis performed. movements. Intersection improvements at Keele Street to reduce vehicle queuing and capacity issues. Transit The corridor is served by four mixed traffic bus routes – Routes 560, 462, 4 and 4A– however Streetscaping enhancements to encourage walking only Routes 4 and 4A provide regular service throughout the day. The average bus stop The addition of a protected crossing between Killian Road / Netherford Road and Keele Street. spacing of 400m is well within the range set by York Region Transit`s Transit Services Guidelines, which state that the typical bus stop spacing for local bus routes should typically As this study focuses on the short-term (2020) operational needs and opportunities of the corridor, a be between 300m and 500m. Because bus service is hindered by existing congestion, future EA study will assess the long-term transportation needs, including capacity improvements. The improvements recommended under this EA study will also benefit transit operations. future EA will be undertaken on the basis of the recommendations/findings of the York Region Transportation Master Plan 25-year outlook and long-term projects. Problem and Opportunity Statement Public, Agency and Aboriginal Group Consultation Major Mackenzie Drive is a continuous, regional arterial road which spans York Region from its western boundary with Peel Region and its eastern boundary with Durham Region, providing a major Public input was an important part of the Major Mackenzie Drive EA. The project team engaged the east-west transportation corridor connecting to north-south regional arterials and Highways 400 and general public online, through mail and email notifications, in print, and through public Open Houses 404. to ensure ample opportunity for participation in the planning process. An overview of the key consultation milestones is provided. The historic Village of Maple is centered at the intersection of Major Mackenzie Drive and Keele Street. As such, between McNaughton Road/Avro Road and Keele Street, the surrounding land use Engagement Strategy Date context is relatively urban and composed of low to mid-rise land uses including residential, mixed- March 30, 2017 and April 6, 2017 – Published in the use, commercial and institutional buildings with a number of driveway accesses located on both sides Vaughan Citizen newspaper with local circulation of the street. Notice of Commencement March 30, 2017 – Notice Issued Major Mackenzie Drive is both a busy traffic thoroughfare and an urban village core. The following transportation issues were identified: October 12, 2017 and October 19, 2017 – Published in Vaughan Citizen newspaper with local circulation Due to heavy through traffic volumes, there are limited gaps in traffic flow, making access to and Notice of Open House #1 from the commercial and residential parking lots challenging. October12, 2017 – Notice Issued Delays in access to driveways exacerbate already heavy traffic queues by blocking through traffic on Major Mackenzie Drive. Open House #1 October 25, 2017 (Vaughan City Hall) The intersection of Major Mackenzie Drive and Keele Street exceeds capacity during peak periods resulting in significant eastbound queuing which further impacts driveway accesses west April 26, 2018 and May 10, 2018 – Published in the of Keele Street. Vaughan Citizen, Thornhill Liberal East and West The significant number of driveway access points creates conflict points reducing the pedestrian Notice of Open House #2 newspapers with local circulation and cyclist experience along the corridor. April 26, 2018 – Notice Issued Current conditions for mixed traffic transit services results in poor transit operating conditions during peak hours. Concerns regarding the lack of a pedestrian crossing between Killian Road / Netherford Road and Open House#2 May 15, 2018 (Vaughan City Hall) Keele Street were raised by members of the public through a signed petition December 20, 2018 & December 27, 2018 Potential opportunities to address the aforementioned transportation issues require further study and Notice of Study Completion Published in the Vaughan Citizen and Thornhill Liberal include: newspapers with local circulation
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Public, stakeholder and agency consultation was critical to ensure concerns from residents and Alternative 2 proposes signal timing optimization and affected groups within the study area are identified, documented, and assessed. A variety of coordination. Despite moderate improvements to road Stakeholder groups have been identified, including the individual agencies and utilities, Indigenous Alternative 2: operations, this alternative does not improve the groups, ratepayer organizations, specific interest groups, and the general public. All of these Transportation System Management socio-economic environment and, on its own, cannot stakeholders were contacted throughout the study and encouraged to provide input and become address the problem and opportunity statement. involved in the development of the solutions and designs to address the problems and opportunities identified for the study area. This alternative proposes to implement a centre left- turn lane to help reduce delays caused by cars Communication with stakeholder groups and the public took place through: Alternative 3: turning left into driveways. It is the option most likely • Letters Widen for Centre Left-Turn Lane to yield the best transportation benefits but also has • Emails the highest cost. The public expressed their support • Phone calls for this alternative at Open House #1. • Notices • Newspaper advertisements Alternative 4 recommends adding an eastbound right- • The project website (www.york.ca/wps/portal/yorkhome/transportation/Major-Mackenzie-Drive- turn lane and extending the eastbound left-turn lane Keele-EA) Alternative 4: at the Keele Street intersection. Having been • Social media posts (York Region Twitter and Facebook accounts) Intersection Improvements at Keele identified as a concern in the needs assessment, • Meetings Street intersection operations at Keele Street will improve • Two rounds of Open Houses under this alternative.
York Region was the central link for all communications. The communication and consultation was Alternative 5 proposes adding a new traffic signal conducted in compliance with the Accessibility for Ontarians with Disabilities Act (AODA). and/or pedestrian crossing between Killian Road / As part of the EA process, individual meetings and conference calls were held with agencies and Netherford Road and Keele Street to facilitate safer stakeholders such as the Ministry of Natural Resources and Forestry (MNRF), the Toronto Region Alternative 5: pedestrian movements and controlling vehicular flow Conservation Authority (TRCA), the Ministry of Environment, Conservation and Parks (MECP, New Traffic Signal / Pedestrian along this segment of the corridor. Analysis has formerly the MOECC), the City of Vaughan and individual property owners. Crossing between Killian Road and shown the potential for moderate improvement to Keele Street transportation operations. The public was supportive Aboriginal Group representatives were included in the mailing list for the project, and were contacted about a new protected crossing between Killian Road via study notices throughout the study (including the Notice of Commencement, Notice of Public and Keele Street. Open Houses, and Notice of Completion). The project team followed up with those groups that had
not provided input, to ensure they had no concerns about the project. The mailing list was updated Alternative 6 proposes to minimize the number of periodically as the study progressed to reflect additional Aboriginal Group representatives or update access points to reduce opportunities for traffic contact information as needed. No major concerns were raised throughout the study. Alternative 6: blockage while eliminating conflict points and Consolidate Commercial Entrances improving pedestrian conditions. This alternative Alternative Solutions and Driveways being contingent on property owner consensus makes it less likely to be adopted. Alternative solutions are functionally different ways of approaching and dealing with a problem or opportunity. The following alternative solutions were considered to address the problems and To determine the most appropriate solution for the corridor, the advantages and disadvantages of opportunities identified for the Major Mackenzie Drive EA study: each of the alternative solutions were evaluated on their abilities to meet socio-economic,
transportation, natural environment and financial goals and objectives.
Alternative 1 assumes that no transportation Alternative 1: Based on the evaluation process performed, the preferred solution consisted of the following: improvements are made. As the existing Do Nothing Alternative 2: Transportation System Management infrastructure is unable to accommodate current Alternative 3: Widening for a centre left-turn lane needs, this alternative does not address the problem. Alternative 4: Intersection improvements at Keele Street (i.e. extended eastbound left-turn lane and new eastbound right-turn lane)
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Alternative 5: New traffic signal / pedestrian crossing between Killian Road and Keele Street. East Segment – Major Mackenzie Drive between Jackson Street and Keele Street Alternative Design 1A (Standard lane widths + RTL + Sidewalks) Stakeholder input supported the inclusion of active transportation facilities in the study area. The Implement an eastbound right-turn lane while shifting the centerline north and using standard preferred solution therefore also aimed to accommodate cyclists and pedestrians to the extent element widths, with the remaining ROW utilized for public space. possible. The feasibility of different active transportation facilities was reviewed as part of the alternative design evaluation process. Alternative Design 1B (Reduced lane widths + RTL + Sidewalks) Implement an eastbound right-turn lane while shifting the centerline north and using reduced Alternative Designs for the Preferred Solution lane widths, with the remaining ROW utilized for public space.
A long list of alternative design concepts was developed around three segments West, Central and To improve transportation conditions along Major Mackenzie Drive, Designs 3B, 2A, and 1B were East, the limits of which were generally defined by existing and planned built form (intersecting recommended for the west, central and east segment, respectively. streets, properties/land use and associated access) and existing right-of-way for the purposes of generating alternative design concepts and evaluation. The long list of alternative design concepts To address the lack of pedestrian crossings and to provide an additional protected crossing, 6 was short- listed following stakeholder input and consultation. The long-list was reduced to the potential locations were examined, including: following design concepts: 1. Gram Street / 2414 Major Mackenzie Drive 2. 2354 Major Mackenzie Drive West Segment – Major Mackenzie Drive between McNaughton Road / Avro Road and Gram Street 3. 2332 Major Mackenzie Drive 4. Golden Spruce Lane / Jackson Street Alternative Design 3A (Reduced lane widths + CLTL + Sidewalks) 5. East of Gram Street, Pedestrian Actuated Reconfigure/repurpose the existing roadway to add a centre left-turn lane from east of the 6. West of Jackson Street, Pedestrian Actuated West Don River tributary to Gram Street while maintaining the sidewalks in their current location. This option attempts to retain existing edges of pavement to the extent possible while A traffic signal at Gram Street / 2414 Major Mackenzie Drive was selected based on a comprehensive reconfiguring the roadway. Where required, widening will occur about the existing centerline review of the alternatives. utilizing reduced lane widths. Preferred Design Alternative Design 3B (Reduced lane widths + CLTL + MUP on one or both sides) Reconfigure/repurpose the existing roadway to add a centre left-turn lane from east of the The preferred design for Major Mackenzie Drive was chosen after consideration of transportation West Don River tributary to Gram Street. Install an MUP on one or both sides. This option service for all road users (motorists, pedestrians, cyclists, and transit users) and impacts to the attempts to retain existing pavement edges to the extent possible while reconfiguring the environment, cultural heritage impact, and socio-economic impacts, safety, aesthetics, drainage, roadway. Where required, widening will occur about the existing centerline utilizing reduced driveway access, property requirements, and capital construction and maintenance costs. lane widths. The preferred design for each segment is one that reflects best the goals of the EA and balanced the Central Segment – Major Mackenzie Drive between Gram Street and Jackson Street infrastructure improvements with the anticipated impacts. The preferred design was developed and refined through extensive consultation with agencies, stakeholders, and the public. Alternative Design 2A (Reduced lane widths + CLTL + Sidewalks) The recommended improvements to Major Mackenzie Drive between McNaughton Road/Avro Road Maintain south edge of pavement and shift the centerline alignment north to implement a two- and Keele Street are as follows: way centre left-turn lane using reduced lane widths. Re-instate a sidewalk on the north side and maintain the existing sidewalk on the south boulevard. Roadway The preferred design generally consists of a new two-way centre left-turn lane between Gram Street Alternative Design 2B (Reduced lane widths + CLTL + MUP on north side) and Jackson Street and a westbound left-turn lane at St. David’s Church access (as there are no Maintain south edge of pavement and shift the centerline alignment north to implement a two- access points on the north side of Major Mackenzie Drive west of Killian Road / Netherford Road). way centre left-turn lane using reduced lane widths. Install an MUP on the north side and The roadway centreline will be shifted to the north between Gram Street and Keele Street to maintain the existing sidewalk on the south side. accommodate the additional centre turning lane while maintaining the curb line on the south side of Major Mackenzie Drive. Between the West Don River tributary (St. David’s Church) and Killian Road / Netherford Road, the proposed lane modifications are to be completed within the existing pavement edges to save costs and minimize disruption. The use of reduced lane widths is recommended for the
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entire study area. A raised median is recommended to separate eastbound and westbound traffic at Streetscaping and Landscaping certain locations such as between the 2266 Major Mackenzie Drive and Keele Street and St. David’s Church and Killian Road / Netherford Road. At the eastern limit of the study area, a right-turn lane is The preferred design acknowledges that the study area lies within the Village of Maple Heritage proposed to alleviate queuing at the Keele Street intersection. No property acquisition is required to Conservation District and reflects the goals and objectives set out in the Village of Maple Heritage implement the preferred design. Conservation District Plan (2006). Between Jackson Street and Keele Street, streetscaping features involve planters, bollards, red unit pavers, ornamental lighting, bollards and street furniture. A visual Active Transportation The preferred design incorporates two-way off-road multi-use paths (MUP) on the north and south depiction of the preferred design is presented below, looking west at Major Mackenzie Drive and sides of Major Mackenzie Drive between McNaughton Road / Avro Road and Killian Road / Keele Street. Netherford Road. The design of the MUPs is based on Ontario Traffic Manual (2014) OTM Book 18 – Cycling Facilities, which provides guidelines for the design of safe active transportation facilities and intersection treatments. The MUPs will have a minimum 3.0 m width. The selection of material type and treatment for the MUPs will be revisited and confirmed during detailed design. Public and stakeholder consultation indicated support for the introduction of active transportation facilities into the preferred design.
The south side of Major Mackenzie Drive will receive an enhanced 2.4m sidewalk from Killian Road / Netherford Road to Gram Street. East of Gram Street, the existing sidewalk will be maintained to Jackson Street. The north side of the road from Killian Road / Netherford Road to Keele Street as well as the south side from Jackson Street to Keele Street will accommodate pedestrians to a greater extent through a more generous public space and enhanced paving treatment.
Other Operational Improvements In addition to the aforementioned design solutions, the project team assessed access restrictions and At the western edge of the study area, the preferred design includes a multi-use path (MUP) on the signalization to further improve operations along the study area. The following operational north and south sides of the street. The MUPs are separated from the roadway by raised concrete improvements were recommended as part of the Preferred Design to supplement the roadway tree planters. The raised planter edges provide space for seating while a concrete median delineates geometric improvements: bi-directional vehicular traffic.
New Traffic Signal at Gram Street and realignment of the 2414 Major Mackenzie Drive driveway Right-in-right-out (RIRO) access at Jackson Street where westbound left turns onto and out of Jackson Street are no longer permitted ¾ access at Golden Spruce Lane where eastbound-left movements are no longer permitted (only right-in, right-out and left-in onto Golden Spruce Lane are allowed). ¾ access at 2266 Major Mackenzie Drive where eastbound left movements are still permitted (only right-in, right-out and left-in into the parking lot are allowed.
It must be noted that Council approvals may be required for the implementation of the traffic signal at Gram Street as the signal does not meet the Traffic Signal Warrant. Signage and pavement markings will be included as part of the detailed design and will be in accordance with the York Region Pedestrian and Cycling Planning and Design Guidelines and
Ontario Traffic Manual (OTM) Book 18: Cycling Facilities. Public amenity areas are planned to connect Major Mackenzie Drive with the future recreational trail along the West Don River Valley. The public amenity areas will enable trail access on both the north and south sides of the street and will include benches, planting beds, shade trees and sitting blocks. It must be noted that streetscape enhancements proposed by the City of Vaughan per the Village of
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Maple Heritage Conservation District Plan will have to be coordinated with York Region at the Environmental Effects and Mitigation Detailed Design stages of the project. As these enhancements are not a regional standard, they are eligible for partnership funding through York Region’s Municipal Streetscape Partnership Program. Anticipated impacts to the natural, socio-economic, and cultural environments together with proposed Geotechnical and Pavement mitigation measures were identified to address the implementation of the preliminary preferred design. Socio-economic analysis included air quality and traffic noise/vibration analysis. Natural environment impacts include aquatic habitat and fisheries, vegetation and vegetation communities, A geotechnical assessment was conducted. The existing pavement structure on this section of Major wildlife and wildlife habitat, and contamination. Cultural impacts include built heritage and cultural Mackenzie Drive does not satisfy York Region’s requirements for an arterial road and significant heritage landscape features, and archaeology. strengthening is required to upgrade the road to support future traffic based on the projected growth. A number of pavement rehabilitation options were reviewed. The preferred option based on the grade In general, impacts associated with the proposed Major Mackenzie Drive improvements are minor in raise restriction is full depth reconstruction. nature and can be mitigated. Although the West Don tributary culvert replacement is a technically Drainage and Stormwater complex undertaking, it is being completed as a separate EA that will ensure impacts are minimized.
Overall, the existing drainage patterns and locations will not be altered with the proposed roadway Timing of Implementation and Future Commitments improvements. However, the improvements will result in an additional pavement area of 0.57 hectares within the existing right-of-way of Major Mackenzie Drive. The Major Mackenzie Drive EA study is not currently identified in York Region’s 10-year Capital Construction Program (2018-2027). Subject to approval of the Environmental Assessment, the timing To augment the increase in pavement area, over-sized storage pipes are proposed immediately of construction will be confirmed through the Region’s project prioritization process. The capital upstream of the storm connection pipes/outfall to provide the required storage volume for peak flow construction program is reviewed annually and projects may be advanced (or deferred) subject to control. In addition, an oil-grit separator is proposed prior to discharge into the West Don River. The other regional priorities and available funding. OGS will provide water quality treatment to a 1.32 hectare pavement area. Proposed roadway drainage will be collected by a series of catchbasins and conveyed by storm sewers to storm outlets at each of the drainage outfall locations along the corridor. The roadway design should ensure that major system runoff up to the 100 year event can safely be conveyed to watercourse locations and should allow one lane in each direction to be clear of any flooding. Preliminary Cost Estimate Based on the preliminary cost estimates, the cost of the recommended improvements is estimated at $6.0 million. The preliminary cost estimate includes cost for roadwork, active transportation, illumination, utilities, landscaping, traffic signals and engineering. The costs associated with the culvert replacement emergency work at the West Don River crossing is not included as part of the Major Mackenzie Drive EA Study. These preliminary cost estimates are to be reviewed and confirmed during detailed design. Culverts and Structures
The findings of the Culvert Inspection Report indicated that the existing corrugated steel arch culvert at the West Don River crossing is in very poor condition and that immediate replacement of the culvert is recommended. Due to the urgent nature of the culvert works, the replacement project is being undertaken separately as a schedule “A” Class EA and is not part of this study.
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4.6 Geotechnical Investigations ...... 23 Table of Contents 4.7 Drainage and Stormwater Management ...... 23 Executive Summary ...... i 4.8 Watercourse Crossing Structures ...... 24 4.9 Utilities and Other Services ...... 24 1 Introduction ...... 1 4.9.1 Water and Wastewater Management ...... 24 1.1 Study Area ...... 1 4.9.2 Illumination ...... 24 1.2 Purpose of the Project ...... 1 4.10 Road Geometrics...... 24 1.3 Study Organization ...... 1 4.10.1 Vertical and Horizontal Alignment ...... 24 1.3.1 The Project Team ...... 1 4.11 Urban Development ...... 25 1.3.2 The Consultant Team ...... 2 5 Needs Assessment...... 25 1.4 Study Process ...... 2 1.4.1 The Municipal Class Environmental Assessment (Class EA) ...... 2 5.1 Existing Transportation Operations ...... 25 1.4.2 Part II Orders ...... 2 5.1.1 Traffic Volumes – Peak Hour Turning Movement Counts ...... 25 1.4.3 Canadian Environmental Assessment Act (CEAA) ...... 3 5.1.2 Existing Intersection Operations ...... 27 5.1.3 Queuing ...... 29 2 Provincial, Regional and Municipal Context and Growth ...... 3 5.1.4 Transit Service Quality ...... 30 2.1 Provincial Planning Context ...... 3 5.1.5 Pedestrian Quality of Service ...... 30 5.1.6 Cyclist Quality of Service ...... 31 2.2 Regional Planning Context ...... 4 5.1.7 Public Petition ...... 32 2.2.1 York Region Transportation Master Plan (2016) ...... 5 5.2 Future Transportation Conditions ...... 33 2.2.2 Traffic Operations Assessment Memorandum (2015) ...... 6 2.2.3 Viva Network Expansion Plan Design ...... 6 5.2.1 Future Population and Employment Growth ...... 33 5.2.2 York Region Model ...... 33 2.3 Municipal and Other Relevant Planning Policies ...... 7 5.2.3 Future Road Network ...... 34 3 Public and Stakeholder Consultation ...... 8 5.2.4 Future Intersection Operations ...... 35 3.1 Consultation Approach ...... 8 5.3 Traffic Safety Needs ...... 37 5.3.1 Collision Analysis ...... 37 3.2 Public Consultation ...... 8 5.3.2 Summary ...... 38 3.3 Agency and Stakeholder Consultation...... 10 6 Problem and Opportunity Statement ...... 39 3.4 Aboriginal Group Consultation ...... 10 7 Alternative Solutions ...... 39 4 Existing Conditions ...... 11 7.1 Generation of Alternative Solutions ...... 39 4.1 Existing Transportation Inventory ...... 11 7.1.1 2015 York Region Memo Alternative Solutions...... 39 4.1.1 Road Network ...... 11 7.1.2 Proposed Alternative Solutions ...... 40 4.1.2 Network Connectivity and Continuity ...... 14 4.1.3 Existing Truck Restrictions ...... 14 7.2 Evaluation of Alternative Solutions ...... 41 4.1.4 Transit Network ...... 14 7.2.1 Evaluation Criteria ...... 41 4.1.5 Pedestrian and Cycling Facilities ...... 15 7.2.2 Traffic Analysis ...... 41 4.1.6 Driveways and Accesses ...... 15 7.3 Evaluation Matrix ...... 43 4.2 Socio-Economic Environment ...... 16 7.4 Preferred Solution ...... 47 4.2.1 Existing Land Use ...... 16 4.2.2 Archaeology ...... 16 8 Alternative Designs for the Preferred Solution ...... 47 4.2.3 Built Heritage and Cultural Landscape Features ...... 19 8.1 Generation of Alternative Design Concepts ...... 47 4.3 Natural Environment ...... 19 8.1.1 Constraints ...... 47 4.3.1 Fisheries and Aquatic Habitat ...... 19 8.1.2 Corridor Segmentation ...... 48 4.3.2 Vegetation and Terrestrial Habitat ...... 20 8.2 Alternative Design Cross-Sections ...... 49 4.3.3 Wildlife and Wildlife Corridors ...... 20 8.2.1 Summary of Cross-Section Long-list ...... 49 4.3.4 Designated Natural Areas ...... 20 8.2.2 Design Team Workshop ...... 50 4.3.5 Fluvial Geomorphology ...... 20 8.2.3 Design Criteria ...... 51 4.4 Contamination ...... 21 8.2.4 Design Cross-Sections Short-list ...... 52 4.5 Source Water Protection ...... 23 8.2.5 Evaluation of Alternative Designs ...... 56
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8.3 Recommended Design ...... 68 10.5 Source Water Protection ...... 84 8.3.1 West Segment – McNaughton Road/Avro Road to Gram Street ...... 68 10.5.1 Stormwater Runoff ...... 84 8.3.2 Central Segment – Gram Street to Jackson Street ...... 68 10.5.2 The Application of Road Salt ...... 84 8.3.3 East Segment – Keele Street to Jackson Street ...... 68 10.5.3 The Storage of Snow Related to Roadway Clearing Operations ...... 84 8.3.4 Operational Improvements ...... 69 10.6 Key Agency Comments ...... 85 8.3.5 Summary of Recommendations ...... 70 10.6.1 Ministry of the Environment, Parks and Conservation (MECP) ...... 85 9 Project Description ...... 70 10.6.2 Toronto and Region Conservation Authority (TRCA) ...... 85 10.6.3 City of Vaughan ...... 85 9.1 Design Criteria ...... 70 9.2 Road Geometry ...... 72 11 Timing of Implementation and Future Commitments ...... 86 9.2.1 Horizontal Alignment ...... 72 11.1 Project Schedule ...... 86 9.2.2 Vertical Alignment ...... 72 11.1.1 Lapse of Time ...... 86 9.3 Structural Design ...... 72 11.2 Commitments for Future Work ...... 86 9.4 Typical Cross-Sections ...... 72 11.2.1 Property Requirements ...... 86 9.4.1 West Segment – McNaughton Road / Avro Road to Gram Street ...... 72 11.2.2 Archaeology...... 86 9.4.2 Central Segment – Gram Street to Jackson Street ...... 73 11.2.3 Cultural Heritage ...... 86 9.4.3 East Segment – Jackson Street to Keele Street ...... 73 11.2.4 Noise ...... 86 11.2.5 Natural Environment ...... 86 9.5 Cycling and Pedestrian Facilities ...... 73 11.2.6 Active Transportation Facilities ...... 86 9.6 Intersections and Access Modifications ...... 74 11.2.7 Streetscaping and Landscaping ...... 87 9.7 Traffic Signals, Illumination and Signage ...... 74 11.2.8 Geotechnical and Pavement Design ...... 87 11.2.9 Groundwater, Hydrogeology, Drainage and Stormwater Management ...... 87 9.8 Streetscaping and Landscaping ...... 74 11.2.10 Utilities ...... 87 9.9 Property Requirements ...... 75 11.2.11 Constructability, Staging and Detours ...... 87 9.10 Drainage / SWM Plan ...... 75 11.2.12 Additional Consultation and Coordination ...... 87 11.2.13 Summary of Anticipated Permits and Approvals ...... 87 9.11 Geomorphology ...... 76 11.3 Timing of Improvements ...... 87 9.12 Geotechnical and Foundations Engineering ...... 76 9.13 Utilities ...... 76 9.14 Preliminary Cost Estimate ...... 77 9.15 Constructability, Staging and Detour Considerations ...... 77 9.16 Construction Monitoring and Maintenance Considerations ...... 77 10 Potential Environmental Effects and Mitigation ...... 78 10.1 Socio-Economic Environment ...... 78 10.1.1 Property Impacts and Access ...... 78 10.1.2 Development Impacts ...... 78 10.1.3 Air Quality Assessment ...... 78 10.1.4 Noise Impact Assessment ...... 79 10.2 Natural Environment ...... 80 10.2.1 Vegetation and Vegetation Communities ...... 80 10.2.2 Wildlife and Wildlife Habitat ...... 81 10.2.3 Mitigation and Environmental Protection ...... 81 10.2.4 Contamination ...... 82 10.3 Cultural Environment ...... 82 10.3.1 Built Heritage Features and Cultural Heritage Landscape Features ...... 82 10.3.2 Archaeological Assessment ...... 83 10.4 Climate Change ...... 83 10.4.1 Approach to Climate Change Consideration ...... 83 10.4.2 Potential Climate Change Effects ...... 83 10.4.3 Climate Change Mitigation ...... 84
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Table 9-6: Geomorphic Assessment summary and Crossing Recommendations ...... 76 List of Tables Table 10-1: Cultural Heritage Assessment Resources and Recommendations ...... 82 Table 2-1: Provincial Planning Context ...... 3 List of Exhibits Table 2-2: Regional Planning Context ...... 4 Table 2-3: Municipal and Other Planning Context ...... 7 Exhibit 1-1: Study Area Map ...... 1 Table 3-1: Key Engagement Strategies and Milestones ...... 8 Exhibit 1-2: Municipal Class EA Process ...... 2 Table 4-1: Summary of Existing Drainage Areas ...... 23 Exhibit 2-1: Proposed ten year cycling network (Source: YR-TMP) ...... 5 Table 4-2: Existing West Don River Culvert Data ...... 23 Exhibit 2-2: Proposed 2017-2021 Transit Network (Source: YR-TMP) ...... 5 Table 4-3: Hydraulic Analysis Results for the West Don River Culvert (Existing Condition) ...... 24 Exhibit 2-3: Proposed 2017-2021 Road network (Source: YR-TMP) ...... 6 Table 5-1: Turning Movement Count Locations and Dates ...... 25 Exhibit 2-4: Viva Network Expansion Program – Silver Curbside Bus Route (Source: YRT/VIVA 2016-2020 Strategic Plan) ...... 6 Table 5-2: Signalized Intersection Level of Service (HCM 2000) ...... 27 Exhibit 4-1: Conceptual Cross-Section of Existing Road Looking East ...... 11 Table 5-3: Existing Signalized Intersection Traffic Operations ...... 27 Exhibit 4-2: Existing ROW from McNaughton Road/Avro Road to Killian Road / Netherford Road (Source: York Table 5-4: Existing Unsignalized Intersection and Entrance Traffic Operations ...... 28 Maps) ...... 12 Table 5-5: Population and Employment Growth Assumptions (York Region EMME Model) ...... 33 Exhibit 4-3: Existing ROW from Killian Road / Netherford Road to Keele Street (Source: York Maps) ..... 12 Table 5-6: York Region Unadjusted Model Volumes for Major Mackenzie Drive ...... 34 Exhibit 4-4: Existing Road Network and Lane Configurations ...... 13 Table 5-7: Constant Annual Growth Rates (2011-2021 model) ...... 34 Exhibit 4-5: Surrounding Area ...... 14 Table 5-8: 2020 AM link volumes (Furnessed) ...... 34 Exhibit 4-6: Location of YRT Bus Stops ...... 14 Table 5-9: 2020 Intersection Traffic Operations (Existing Intersection Configuration) ...... 35 Exhibit 4-7: Barrie GO Line ...... 14 Table 5-10: Intersection Collision Rates ...... 37 Exhibit 4-8: North side of Major Mackenzie Drive looking west at Golden Spruce Lane ...... 15 Table 5-11: Segment Collision Rates ...... 37 Exhibit 4-9: South side of Major Mackenzie Drive looking west at Jackson Street ...... 15 Table 5-12: Intersection Collision Analysis ...... 37 Exhibit 4-10: North side of Major Mackenzie Drive looking west of Killian Road/Netherford Road ...... 15 Table 5-13: Segment Collision Analysis ...... 38 Exhibit 4-11: South side of Major Mackenzie Drive looking west toward McNaughton Road/Avro Road .. 15 Table 5-14: Collision Trends Summary ...... 38 Exhibit 4-12: Location of commercial and residential driveway accesses ...... 16 Table 7-1: Improvements Analyzed in the York Region Memo (2015) ...... 39 Exhibit 4-13: Land uses along Major Mackenzie Drive ...... 16 Table 7-2: Travel Time Savings (York Region Traffic Operations Assessment Memo 2015) ...... 40 Exhibit 4-14: Stage 1 Archeological Assessment Results ...... 18 Table 7-3: Proposed Alternative Solutions ...... 40 Exhibit 4-15: Cultural Heritage Resources Identified in the Study Area ...... 19 Table 7-4: Alternative Solution Evaluation Criteria ...... 41 Exhibit 4-16: Potential Contaminated Sites in the Study Area ...... 22 Table 7-5: Morning Peak Hour Travel Times ...... 41 Exhibit 4-17: Source Protection Information in the Vicinity of the Study Area ...... 23 Table 7-6: Afternoon Peak Hour Travel Times ...... 41 Exhibit 4-18: Development in the study area ...... 25 Table 7-7: Travel Time Savings Results...... 42 Exhibit 5-1: 2015 Existing Weekday AM and PM Peak Volumes ...... 26 Table 7-8: AM Peak Hour Traffic Conditions at the Keele Street intersection ...... 42 Exhibit 5-2: AM Peak Hour Critical Movements ...... 29 Table 7-9: PM Peak Hour Traffic Conditions at the Keele Street intersection ...... 42 Exhibit 5-3: PM Peak Hour Critical Movements ...... 29 Table 7-10: Evaluation of Alternative Solutions Matrix ...... 44 Exhibit 5-4: Existing AM Peak Hour Queuing Conditions ...... 30 Table 8-1: Design Criteria and Assumptions ...... 51 Exhibit 5-5: Segment PLOS 'B' ...... 31 Table 8-2: Evaluation Criteria for Alternative Designs ...... 56 Exhibit 5-6: Segment PLOS 'C' ...... 31 Table 8-3: Evaluation of Alternative Cross-sections (West Segment) ...... 57 Exhibit 5-7: Segment PLOS 'D' ...... 31 Table 8-4: Evaluation of Alternative Cross-sections (Central Segment) ...... 60 Exhibit 5-8: Segment PLOS `E` ...... 31 Table 8-5: Evaluation of Cross-section Alternatives (East Segment) ...... 63 Exhibit 5-9: Segment and Intersection PLOS along Major Mackenzie Drive ...... 31 Table 8-6:Multi-modal Signal Warrant Analysis Results ...... 69 Exhibit 5-10: No dedicated facility, cyclists operate in mixed traffic ...... 32 Table 9-1: Roadway Design Criteria ...... 70 Exhibit 5-11: Aerial view of McNaughton Road/Avro Road intersection, BLOS ‘E’ ...... 32 Table 9-2: Active Transportation Design Criteria ...... 71 Exhibit 5-12: Segment and Intersection BLOS along Major Mackenzie Drive ...... 32 Table 9-3: Access Design Criteria ...... 71 Exhibit 5-13: Model traffic zones adjacent to EA Study Limits ...... 33 Table 9-4: Drainage Area Summary ...... 75 Exhibit 5-14: 2020 AM Peak Hour Traffic at Signalized Intersection ...... 35 Table 9-5: Summary of Stormwater Management Plan ...... 75 Exhibit 5-15: 2020 PM Peak Hour Traffic at Signalized Intersections ...... 35
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Exhibit 5-16: 2020 intersection level of service for drivers during weekday AM peak ...... 36 Exhibit 5-17: 2020 intersection level of service for drivers during weekday PM peak ...... 37 Exhibit 7-1: Signal and PXO Warrant Results ...... 43 Exhibit 8-1: Constraints between McNaughton Road/Avro Road and Killian Road/Netherford Road ...... 47 Exhibit 8-2: Constraints between Killian Road/Netherford Road and Keele Street ...... 47 Exhibit 8-3: Corridor Segmentation ...... 48 Exhibit 8-4: Major Mackenzie Drive looking east at Keele Street ...... 48 Exhibit 8-5: Looking east from 2414 Major Mackenzie Drive Plaza ...... 48 Exhibit 8-6: Looking east along Major Mackenzie Drive from McNaughton Road/Avro Road ...... 49 Exhibit 8-7: Screening process and rationale established through the Design Team Workshop ...... 50 Exhibit 8-8: Alternative Design 3A (Reduced lane widths + CLTL + Sidewalks)...... 53 Exhibit 8-9: Alternative Design 3B (Reduced lane widths + CLTL + MUP on north side) ...... 53 Exhibit 8-10: Alternative Design 2A (Reduced lane widths + CLTL + Sidewalks) ...... 54 Exhibit 8-11: Alternative Design 2B (Reduced lane widths + CLTL + MUP on north side) ...... 54 Exhibit 8-12: Alternative Design 1A (Standard lane widths + RTL + Sidewalks) ...... 55 Exhibit 8-13: Alternative Design 1B (Reduced lane widths + RTL + Sidewalks) ...... 55 Exhibit 8-14: Recommended Design for the West Segment of Major Mackenzie Drive ...... 68 Exhibit 8-15: Recommended Design for the Central Segment of Major Mackenzie Drive ...... 68 Exhibit 8-16: Recommended Design for the East Segment of Major Mackenzie Drive ...... 68 Exhibit 9-1: Recommended Design for the West Segment of Major Mackenzie Drive ...... 72 Exhibit 9-2: Recommended Design for the Central Segment of Major Mackenzie Drive ...... 73 Exhibit 9-3: Recommended Design for the East Segment of Major Mackenzie Drive ...... 73 Exhibit 9-4: Preferred Design for Major Mackenzie Drive at Keele Street, looking west ...... 74 Exhibit 9-5: Preferred Design for Major Mackenzie Drive at Saint David's Church, looking west ...... 74 Appendices
A. Preliminary Design Drawings K. Drainage and Stormwater Management B. Agency and Stakeholder Report Correspondence L. York Region Traffic Operations C. Consultation Assessment Memorandum (2015) D. Aboriginal Group Consultation M. Transportation Technical Report #1 E. Archaeological Assessment N. Public Petition F. Cultural Heritage Assessment O. Transportation Technical Report #3 Report P. Landscape and Streetscape Strategy G. Natural Heritage Report Q. Preliminary Cost Estimate H. Fluvial Geomorphology R. Noise Impact Assessment Assessment S. Structural Inspection Report I. Contamination Overview Study T. Street Tree Inventory and Management J. Geotechnical Investigation Plan
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December 20, 2018 | v 1 Introduction
The Regional Municipality of York (York Region) has completed a Schedule “C” Municipal Class Environmental Assessment (EA) study to review the short-term transportation operational needs along Major Mackenzie Drive West (referred to as Major Mackenzie Drive for the purpose of this report), from McNaughton Road / Avro Road to Keele Street in the City of Vaughan. York Region is responsible for monitoring its transportation network and implementing required improvements in a timely manner. Concerns raised regarding traffic operations on Major Mackenzie Drive within the study limits included challenging access to and from businesses, congestion, and queuing and pedestrian crossing. These issues led York Region to investigate short-term (2020) transportation improvements for the corridor.
York Region retained HDR to conduct the Major Mackenzie Drive Class EA study. This Environmental Study Report (ESR) documents the study consultation and decision making Exhibit 1-1: Study Area Map rationale, following the process outlined in the Municipal Engineers Association (MEA) Municipal Class EA guidelines for Schedule ’C’ projects (October 2000, as amended in 2007, 2011 and 2015). 1.2 Purpose of the Project The EA study was conducted primarily to address existing operational issues for a short term York Region was notified by the City of Vaughan of a number of operational issues in the study (2020) horizon year. The horizon year was chosen as 5 years from the date Vaughan City Council corridor, including challenging access to and from the land uses on either side of Major Mackenzie passed the resolution and identified the problem (November 2015). A future EA study will assess Drive, and heavy through traffic and queuing, particularly in the eastbound direction at Keele Street. the long-term transportation needs (as recommended by the YR-TMP 25-year outlook), including The purpose of the Class EA study is to determine specific short-term transportation improvements capacity and multi-modal improvements. to Major Mackenzie Drive between McNaughton Road/Avro Road to the west and Keele Street to The study area crosses the West Don River tributary. Due to the poor structural condition of the the east for the horizon year of 2020. A future EA study will assess long-term transportation needs, culvert at that location, replacement of the structure (ID 25-18 C1180) was recommended. On including capacity and multi-modal improvements to the corridor. account of the emergency nature of the culvert replacement, this work is being conducted In particular, the EA study will: separately to the Schedule “C” EA study in consultation with the Ministry of the Environment, Review existing conditions and operational challenges along this section of Major Mackenzie Conservation and Parks, Toronto Region Conservation Authority and City of Vaughan and is Drive ongoing at the time of completion of the study. Identify opportunities for improvement and offer possible solutions, including the replacement of the West Don River tributary culvert 1.1 Study Area Investigate and recommend alternative designs for the preferred solution The study area is 1.4 km long and is bounded by McNaughton Road/Avro Road to the west and Collect, document and assess input and feedback from residents and affected groups within the Keele Street to the east, in the Village of Maple, located in the City of Vaughan. Major Mackenzie study area Drive within the study limits is currently a 4-lane urban arterial road with a posted speed limit of 50 km/h. The street intersects McNaughton Road/Avro Road, Killian Road/Netherford Road, Gram 1.3 Study Organization Street, Jackson Street and Keele Street. 1.3.1 The Project Team This section of Major Mackenzie Drive is characterized by a combination of low-rise residential, mixed-use, commercial as well as institutional buildings and has a number of closely spaced The York Region Project Team consisted of: driveways. The study area is presented visually in Exhibit 1-1. Jackson Marin Project Manager
Billy Cheung Deputy Project Manager
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1.3.2 The Consultant Team Phase 3 (Alternative Design Concepts for Preferred Solution) – Examine alternative methods of implementing the preferred solution, based on the existing environment, public and The consultant team included: review agency input, anticipated environmental effects, and methods of minimizing negative Anthony Reitmeier Project Manager – HDR effects and maximizing positive effects. Christine Hawryluk Deputy Project Manager – HDR Phase 4 (Environmental Study Report) – Document in an Environmental Study Report a Karim Nahed Transportation Planning – HDR summary of the rationale, the planning, design, and consultation process of the project. Place Michelle Li Water Resources/Environmental Planning – HDR the ESR on public record for a minimum 30 calendar days for review, and notify completion of Jonathan Chai Traffic Analysis Lead – HDR the ESR and provision for Part II Order requests. Peter Yu Preliminary Design – HDR Nicole Kochmanova Stage 1 Archaeology Assessment – Golder Associates Ltd. Phase 5 (Implementation), which involves detailed design, preparation of contract drawings and Henry Cary Cultural Heritage Assessment – Golder Associates Ltd. tender documents, construction, operation, and monitoring, is not part of this study. The ESR Michael Roy Natural Heritage – SLR Consulting Ltd. provides information on the study background, problem statement, alternative solutions, alternative Ahmed Siddiqui Geomorphology Assessment – Matrix Solutions Inc. designs, and the public consultation process. Darrin Sellick Foundations and Geotechnical – Golder Associates Ltd. Michael Roy Contamination Assessment – SLR Consulting Ltd. Shira Daltrop Noise Assessment – Golder Associates Ltd. James McWilliams Streetscape Design – James McWilliams & Associates 1.4 Study Process
1.4.1 The Municipal Class Environmental Assessment (Class EA) The Municipal Class EA is an approved Class EA process, in accordance with the Environmental Assessment Act of Ontario (EAA) that applies to municipal infrastructure projects including roads, water, and wastewater. This process provides a comprehensive planning approach to consider alternative solutions and evaluate their impact on a set of criteria (e.g. technical, environmental, social, cost) and determine any mitigating measures to arrive at a preferred alternative for addressing the problem (or opportunity). The process involves consulting agencies (technical and regulatory), Aboriginal groups, and public at the various project stages. This Class EA was undertaken and prepared in accordance with the guidelines of the Municipal
Engineers Association Municipal Class Environmental Assessment (October 2000, as amended in Exhibit 1-2: Municipal Class EA Process 2007, 2011 and 2015). Due to the type of project, anticipated potential impacts, and estimated construction cost, the EA was conducted in compliance with a Schedule “C” project. A Schedule After the ESR is finalized, it is filed and placed on public record for a minimum of 30 calendar days “C” project involves either the construction of new facilities or major expansions of existing facilities. for review by the public and review agencies. At the time the report is filed, a Notice of Completion For the existing facilities, this could include road widening, adjustments, and operational of the Environmental Study Report will be advertised, advising the public and other stakeholders improvements. This study has completed the first four phases of the five-phase Class EA Process. where the Environmental Study Report may be seen and reviewed, and how to submit comments. The Notice will also advise the public and other stakeholders of their right to request a Part II Order, Exhibit 1-2 illustrates the sequence of activities within the approved Class EA process leading to and how and when such a request must be submitted. project implementation. The phases for this study are described below:
Phase 1 (Problem or Opportunity) – Identify the problem (deficiency) or opportunity. 1.4.2 Part II Orders
Phase 2 (Alternative Solutions) – Identify alternative solutions to address the problem or Under the EAA, members of the public, interest groups, agencies, and other stakeholders may opportunity by taking into consideration the existing environment, and establish the preferred submit a written request to the Minister of the Environment, Conservation and Parks (the Minister) solution taking into account public and review agency input. to require the proponent (York Region) to comply with Part II of the EAA (referred to as a Part II Order) before proceeding with the proposed undertaking. Part II of the EAA addresses Individual
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Environmental Assessments. The request for a Part II Order must also be copied to the proponent at the same time it is submitted to the Minister. Written requests for a Part II Order must be 2 Provincial, Regional and Municipal Context and submitted to the Minister within the minimum 30 calendar day review period. The Minister or Growth delegate then reviews the Environmental Study Report to ensure that the MEA Schedule ‘C’ Class EA process has been followed. The proponent and the requestor have an opportunity to discuss A summary of the Provincial, Regional, and Municipal planning and policy context is provided in this and resolve the issues. section as they relate to the Major Mackenzie Drive Class EA. As this EA considers operational To submit a Part II Order request and obtain the necessary forms, the applicant can follow the new improvements to deal with pressing issues in the study area, the planning documents were process outlined online at the following link: https://www.ontario.ca/page/class-environmental- reviewed under that lens and focus mainly on recommendations and visions for the near-term assessments-part-ii-order (2020). Once the proponent has satisfied the requestor’s concerns a requestor should promptly withdraw a 2.1 Provincial Planning Context Part II Order request. If the proponent and requestor are unable to resolve the concerns, the Minister or delegate will make a decision on a Part II Order: Provincial planning policies were reviewed to identify their relevance to the Major Mackenzie Drive Class EA. Provincial plans are identified and summarized in Table 2-1. 1. Refer the matter to mediation before making a decision under the provisions of subsection 16(6) of the Environmental Assessment Act. Table 2-1: Provincial Planning Context 2. Deny the request for an order and inform the proponent and requestor of the decision and Provincial rationale. Planning Description/Relevance Document 3. Deny the request for an order but impose conditions. Provides direction on land use planning and development as well as the 4. Require the proponent to comply with Part II of the Environmental Assessment Act which transportation system, including: requires the preparation of a term of reference and an individual environmental assessment. Providing appropriate development while protecting resources, public health The Minister’s decision on a Part II Order request is final. and safety, and the natural and built environments Building strong, healthy communities by supporting density and land uses Provincial which support active transportation, are transit-supportive, are freight- 1.4.3 Canadian Environmental Assessment Act (CEAA) Policy supportive Under the Canadian Environmental Assessment Act, 2012 (CEAA 2012), a federal environmental Statement Safe, energy efficient, transportation systems that move people and goods assessment study may be required to the physical activities that constitute a “designated project”, (2014) Integrated transportation and land use considerations at all stages of the planning process under the project list identified in the Regulations Amending the Regulations Designating Physical Use of travel demand management (TDM) strategies to maximize efficiency Activities, 2013. This project list ensures that federal environmental assessments are focused on Land use pattern, density, and mix of uses to minimize length and number of the major projects with the greatest potential for significant adverse environmental impacts to vehicle trips, support current and future use of transit and active matters of federal jurisdiction. The Major Mackenzie Drive EA study does not constitute a transportation “designated project” and therefore does not require a federal environmental assessment under the Oak Ridges Originally published in 2002, the ORMCP provides direction on how to protect CEAA, 2012. Moraine the Moraine’s ecological and hydrogeological features. Conservation However, the Minister of the Environment may order an assessment for any project not included in The study area does not fall within the boundary of the Oak Ridges Moraine. the project list, where there may be adverse environmental effects related to federal jurisdiction. Plan (2017) Updated in 2017 as a result of the Co-ordinated Land Use Planning Review, the Greenbelt Plan identifies environmentally and agriculturally protected lands within the Greater Golden Horseshoe, where urbanization should not occur, in Greenbelt Plan order to protect ecological features. (2017) Major Mackenzie Drive between McNaughton Road/Avro Road and Keele Street does not fall within the boundaries of the Greenbelt Plan. However, the West Don River tributary crossing is identified as an Urban River Valley and subject to the relevant policies, including 1.2.3 and 6.2(3).
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Provincial Table 2-2: Regional Planning Context Planning Description/Relevance Regional Document Planning Description/Relevance Document Originally adopted in 2006, the 2017 update sets forth a framework for Provides direction to guide economic, environmental, and community-building implementing the Government of Ontario’s 2041 vision for building stronger, decisions to manage growth. YR-OP incorporates the Planning for Tomorrow Places to prosperous communities by better managing growth in the region. Within York study, undertaken to identify how York Region will accommodate the several Grow Act / Region, four Regional Centres (Markham, Richmond Hill/Langstaff Gateway, provincial planning initiatives. The main theme of the YR-OP is to move York Growth Plan Vaughan Metropolitan, and Newmarket) are designated as Urban Growth York Region Region towards sustainability, completed through policies that emphasize a for the Greater Centres. The Growth Plan contains policies applicable to infrastructure planning Official Plan reduction in automobile reliance and an increase in active transportation Golden including directing intensification toward strategic growth areas, supporting a (YR-OP) (2013) facilities. Horseshoe balanced, sustainable and connected transportation system for all modes, The YR-OP transportation road network (Map 12 Street Network) designates a (2006, 2017) facilitating efficient goods movement in and out of employment areas. right-of-way (ROW) width of up to 45.0 m along the majority of Major Mackenzie Drive between McNaughton Road/Avro Road to west of Keele Street and up to The land around the Major Mackenzie Drive corridor is classified as a ‘Built-Up’ 30.0 m in the vicinity of the Keele Street intersection. area in the plan. Vision 2051 is York Region’s long-term strategy. It identifies eight goal areas York Region that will guide policies to create strong, caring, and safe communities designed The Regional Transportation Plan identifies a 25-year plan for the Regional Strategic Plan with sustainability in mind. The Vision identifies actions to help achieve these Rapid Transit and Highway Network and sets forth a vision for Regional (Vision 2051) goals, several pertaining to the design of future transportation facilities and the The Regional Express Rail (RER). (2011) Transportation importance of their positive contribution to vibrant communities. Plan (2008, The plan does not specify any transportation improvements for the study area. Approved However, upgrades to the Barrie Regional Rail line to accommodate full-day, York Region Provides infrastructure and policy requirements for a 25-year outlook that Changes 2013) two-way service are identified in the 15-Year Plan. The line operates between Transportation allows York Region to achieve its strategic vision of an advanced, Union Station and Bradford and has a stop at Maple GO station, 700m east of Master Plan interconnected system of mobility within the Region. Further information the study area. (YR-TMP) pertaining to transportation infrastructure improvements as documented in the (2016) YR-TMP is described within Section 2.2.1 of this report. The Province completed a simultaneous review of the Niagara Escarpment Plan, the Oak Ridges Moraine Conservation Plan, the Greenbelt Plan and the This technical memo documents the study methodology, findings and Greater Golden Horseshoe Growth Plan. This Coordinated Review of the four recommendations to improve the operations of Major Mackenzie Drive from plans recognizes their common geography and the interconnected nature of York Region Killian Road to Keele Street. their policies and provides an opportunity to assess progress to date, address Traffic Widening for a centre left-turn lane on Major Mackenzie Drive between Killian challenges and make improvements to strengthen the plans and ensure a Operations Road and Keele Street is feasible within the existing right-of-way. This study Provincial Co- vibrant, healthy region for current and future generations. The Plan Review’s Assessment concludes that the overall benefits that would be realized by the construction of ordinated Plan role is to develop consensus-based recommendations to the Ministers of Memorandum a left turn lane on Major Mackenzie Drive from Killian Road to Keele Street are Review (2017) Municipal Affairs and Housing, and Natural Resources and Forestry on ways to (2015) low. The study also recommends that broader solutions to traffic congestion in amend and improve the plans. The review recommends increased efforts to this area be addressed through implementation of missing road links on Teston curb sprawl, build complete communities, grow the Greenbelt, support Road and Kirby Road. agriculture and address traffic congestion. The Viva Network Expansion Plan (VNEP) identifies rapid transit services and The proposed revisions were released in May 2017 and do not affect the study corridor. VIVA Network infrastructure elements that are planned for implementation between 2015 and Expansion 2020. Further information pertaining to VIVA Next improvements is described in Plan Design Section 2.2.3. Work associated with the VNEP has not been programmed and 2.2 Regional Planning Context timing is to be confirmed. Regional planning policies were reviewed to identify their relevance to the Major Mackenzie Drive Class EA. Regional plans are identified and summarized in Table 2-2.
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2.2.1 York Region Transportation Master Plan (2016) In the long term, the Major Mackenzie Drive cycling facilities are proposed to connect to the Bartley Smith Greenway North, which begins north of McNaughton Road/Avro Road, passing through York Region’s current Transportation Master Plan (YR-TMP) was completed in 2016. The purpose Mackenzie Glen District Park and ending at Teston Road. of the YR-TMP is to support growth in York Region to the year 2041 by defining a long term transportation vision based on integrated road and transit network planning. The plan aims to At the time of writing of this report, a separate Class EA Study is being undertaken for Major establish “an interconnected mobility system that encourages active transportation, and is Mackenzie Drive between Highway 400 and Jane Street in accordance with the YR-TMP (2016) supported by compact, complete communities to create a healthy, economically-vibrant, socially- recommendations. This EA is reviewing active transportation improvements as part of the overall connected and sustainable Region”. goal to accommodate population growth in York Region including the Vaughan Healthcare Centre Precinct. The major themes outlined in the YR-TMP include prioritizing active and shared modes of transportation, integrating land use and transportation planning, protecting the environment, 2.2.1.2 Transit network enhancing cultural heritage and implementing transportation demand management techniques. Major Mackenzie Drive between McNaughton Road/Avro Road and Keele Street is planned to The following sections summarize the key elements of the YR-TMP and their relevance to the Major become a Rapid Transit Corridor by 2021 with VIVA curbside service through the study area, as Mackenzie EA study within the 2020 horizon year. shown in Exhibit 2-2. Proposed 2017-2021 Transit Network 2.2.1.1 Cycling and Pedestrian networks In its ten-year vision (2016-2026), the York Region Transportation Master Plan does not identify cycling facilities along Major Mackenzie Drive, as can be seen in Exhibit 2-1. Proposed Ten Year Cycling Network
Exhibit 2-2: Proposed 2017-2021 Transit Network (Source: YR-TMP) At the time of writing of this report, a separate Class EA Study is being undertaken for Major Mackenzie Drive between Highway 400 and Jane Street and is considering Transit/HOV lanes for that section of the corridor. Moreover, west of Jane Street, a transit terminal/hub is being planned for on the south side of Major Mackenzie Drive. It is expected the terminal/hub would be used by several transit agencies and offer connections to Canada’s Wonderland, future Vaughan Healthcare
Exhibit 2-1: Proposed ten year cycling network (Source: YR-TMP) Precinct and surrounding areas.
In the ultimate 2041 cycling network vision, the YR-TMP identifies Major Mackenzie Drive as a 2.2.1.3 2017-2021 Road network future separated bike lane route for the entire study corridor, spanning from Keele Street to McNaughton Road/Avro Road. The YR-TMP does not identify Major Mackenzie Drive between McNaughton Road/Avro Road and Keele Street as a candidate for widening by 2021, as shown in Exhibit 2-3. The specific configurations as well as the type of facility (cycle tracks, raised bike lanes, or multi- use paths) will depend on the future (2041) typical cross-sections identified through a separate Class EA process to assess long term needs for Major Mackenzie Drive.
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Proposed 2017-2021 Road Network Broader solutions to traffic congestion in this area to be addressed through implementation of missing road links on Teston Road and Kirby Road as identified in the Transportation Master Plan. The complete memorandum completed by the York Region Roads and Operations Group can be found for review under Appendix L.
2.2.3 Viva Network Expansion Plan Design The Viva Network Expansion Plan (VNEP) identifies rapid transit services and infrastructure elements that are planned for implementation between 2015 and 2020. The objective of the Viva Network Expansion Plan is to enhance rapid transit service by optimizing existing Viva service within dedicated rapidways, and by implementing additional Viva service to increase the connectivity of York Region’s rapid transit network. The Viva Network Expansion Plan is consistent with the rapid transit corridors identified in the YR-TMP. As part of the VNEP, the Viva Silver Route initiative is currently in the final detailed design stage. The design includes improvements to key intersections and transit stops along Jane Street and Major Mackenzie Drive in the City of Vaughan and the Town of Richmond Hill. The route will operate in mixed traffic with transit priority measures and curbside stations, at locations displayed in Exhibit 2-4.
Exhibit 2-3: Proposed 2017-2021 Road network (Source: YR-TMP) The VIVA Silver route will include a Viva station at Keele Street which will be accommodated by widening the north side of Major Mackenzie Drive just east of Keele Street. Changes to the However, widening to six lanes is planned for Major Mackenzie Drive west of the study area intersection of Major Mackenzie Drive and McNaughton Road/Avro Road are also anticipated as between Highway 27 and Jane Street in the 2017-2021 Road Network Plan. At the time of writing of part of the VNEP Silver project, including two new far side bus stops and the associated intersection this report, a class EA study is being undertaken for Major Mackenzie Drive between Highway 400 improvement. The road widening required to accommodate bus bays may compromise valuable and Jane Street to review capacity improvements in accordance with the YR-TMP. pedestrian space, especially on the north and southeast quadrants of the McNaughton Road/Avro Road intersection. Other streetscape upgrades are also included, such as the addition of 2.2.2 Traffic Operations Assessment Memorandum (2015) Accessibility for all Ontarians (AODA) compliant pedestrian ramps, the installation of VIVA bus York Region received a request from the City of Vaughan through a Council Resolution to review shelters and extension of an existing planter wall at the Keele Street intersection. traffic congestion and vehicle delay related to ingress/egress at commercial and residential driveways on Major Mackenzie Drive from Killian Road/Netherford Road to Keele Street. The memorandum, completed in 2015 by the Roads and Traffic Operations group, documented the study methodology and recommendations to improve traffic operations in the study area. The study assessed the three following alternatives:
Alternative 1: Status Quo Alternative 2: Intersection Improvements with Auxiliary Left-turn Lanes Alternative 3: Intersection Improvements with Continuous Two-Way Centre Left-turn Lane
Findings of the memorandum are summarized: The overall benefits that would be realized by the construction of a left-turn lane on Major Mackenzie Drive from Killian Road to Keele Street are low. High traffic volumes through Maple are the result of network discontinuity in the area including Exhibit 2-4: Viva Network Expansion Program – Silver Curbside Bus Route (Source: YRT/VIVA 2016- missing road segments on Teston Road between Keele Street and Dufferin Street and on Kirby 2020 Strategic Plan) Road between Dufferin Street and Bathurst Street. Work associated with the VNEP has not been programmed and timing is to be confirmed.
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Municipal 2.3 Municipal and Other Relevant Planning Policies Planning Description/Relevance Document City of Vaughan planning policies and the National Association of City Transportation Officials (NACTO) guide were reviewed to identify their relevance to the Major Mackenzie Drive EA. A Major Mackenzie Drive from Keele Street to McNaughton Road/Avro Road is designated as a Village of Maple Heritage Conservation District under the City of summary is provided in Table 2-3. Village of Vaughan Official Plan and Village of Maple Heritage Conservation District Plan Maple (VMHCDP). Table 2-3: Municipal and Other Planning Context Heritage Municipal Conservation The District Plan policy states that existing pavement widths should not be Planning Description/Relevance District Road increased. However, the provision of on-street parking in off peak hours, which Document Policies (2007) increases the sense of pedestrian safety, is supported. In general, all aspects of road design that improve pedestrian amenity and foster a walkable community are The Official Plan addresses the City of Vaughan`s long-term planning encouraged. requirements to the year 2031. In addition to consolidating all former land use policy into one document, the Official Plan provides policy directions to facilitate a The Block 27 Secondary Plan Area is located north of Teston Road (Regional City of sustainable and balanced transportation system. Road 49), east of Jane Street (Regional Road 5), south of Kirby Road and west of Vaughan Keele Street (Regional Road 6) and comprises Lots 26 – 43 of Concession 4, in Recognizing the dominant role the automobile has played in defining patterns of Official Plan the City of Vaughan. Block 27 is intended to be a complete community that growth and development in Vaughan, the Plan`s focus is on strengthening the Update (2010, prioritizes people, sustainability and livability with a high quality of urban design. pedestrian, bicycle and transit networks and systems in the future. October 2017 The community is planned to feature a range of low to mid-rise buildings that blend a variety of residential, retail and institutional uses. It will be anchored by a Office Vaughan’ vision for the future can be summarized by the following: Block 27 local centre that features both institutional uses such as schools, community Consolidation) Build strong and diverse communities Secondary facilities and the Kirby GO transit hub. The community will also provide an Promote moving around without a car Plan (Draft) Develop a green and sustainable city integrated and connected multimodal on and off-road transportation system including transit, walking and cycling. Finally, building upon the area’s abundant natural heritage features, a variety of parks and open 7 spaces will provide Through its Transportation Master Plan, the City of Vaughan has identified several residents with space for leisure and recreation. measures designed to make more efficient use of its existing road system. Some City of of the measures support more sustainable modes of transportation, such as The Secondary Plan helped inform the population and employment forecasts for Vaughan buses, rapid transit service, carpooling, walking and cycling. Other initiatives this EA study. involve better integrating the transportation network with land-use planning. Transportation New Community Area Block 41 is approximately 441 hectares in area and Master Plan No road widening is slated for the study area in the Vaughan TMP. The report includes the existing “Purpleville Estates” residential subdivision. It is traversed (2012) designates Major Mackenzie Drive as a rapid transit corridor and proposes higher east-west by the TransCanada Pipeline and associated compressor station, and density residential and mixed-use development in key activity centres and along bordered by Teston Road to the south, Weston Road to the east, Kirby Road to Block 41 major transit corridors, such as Major Mackenzie Drive. the North and Pine Valley Drive to the west. New Community Area Block 41 will be Secondary planned as a complete community with a mix of residential housing, commercial Plan (Draft) The City-Wide Streetscape Manual provides an integrated design framework to uses, and community facilities such as schools, parks and recreational facilities. City of manage the design of streetscapes in Intensification Areas and Heritage Vaughan Conservation Districts in the City of Vaughan. The Streetscape Manual is a The Secondary Plan helped inform the population and employment forecasts for Streetscape reference tool developed to guide the design and construction of urban this EA study. Manual and streetscapes in Vaughan with consideration of maintenance and operations. Financial The National Association of City Transportation Officials (NACTO) represents Strategy – The plan sets the following objectives, which are applicable to Major Mackenzie cities on transportation issues of local, regional and national significance. The Heritage and Drive within the study limits: Guide outlines both a clear vision for complete streets and a basic road map for Intensification Support active transportation NACTO Urban how to bring them to fruition, which are essential components to successfully re- Area (2014) Provide and maintain a consistent quality of design Design Guide imagining Major Mackenzie Drive. Design appropriate streets to context (2016) For instance, recommendations on an optimum crosswalk spacing of 200 feet (60m) is one of many insightful pieces the Guide can bring to the Major Mackenzie Drive EA study.
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All individuals and agencies on the contact lists were contacted at the appropriate stages to inform 3 Public and Stakeholder Consultation them of upcoming meetings and events. In accordance with the Municipal Class EA Schedule “C” process, three mandatory points of contact with the public and review agencies are required for the EA study to: 3.2 Public Consultation
Review the project and selection of the preferred solution towards the end of Phase 2 and obtain Public input was an important part of the Major Mackenzie Drive EA. The project team engaged the comment and input; general public online, through mail and email notifications, in print, and through public Open Houses to ensure ample opportunity for participation in the planning process. Review alternatives in Phase 3 to assist in the selection of the preferred design for the chosen solution and obtain comment and input; and An overview of the key consultation milestones is provided in Table 3-1.
Announce the completion of the Environmental Study Report and placement of the ESR on public Table 3-1: Key Engagement Strategies and Milestones record for a minimum 30-day review period. Engagement Strategy Date The study has met the minimum mandatory points of contact as described in the following sections. March 30, 2017 and April 6, 2017 – Published in Notice of Commencement Vaughan Citizen, newspaper with local circulation 3.1 Consultation Approach March 30, 2017 – Notice Issued Public, stakeholder and agency consultation was critical to ensure concerns from current and future October 12, 2017 and October 19, 2017 – Published residents and affected groups within the study area are identified, documented, and assessed. A in Vaughan Citizen, newspaper with local circulation variety of Stakeholder groups have been identified, including the individual agencies and utilities, Notice of Open House #1 Indigenous groups, ratepayer organizations, specific interest groups, and the general public. All of October12, 2017 – Notice Issued these stakeholders were contacted throughout the study and encouraged to provide input and become involved in the development of the solutions and designs to address the problems and Open House #1 October 25, 2017 (Vaughan City Hall) opportunities identified for the study area. April 26, 2018 and May 10, 2018 – Published in Communication with stakeholder groups and the public took place through: Vaughan Citizen, Thornhill Liberal East and West, • Letters Notice of Open House #2 newspapers with local circulation • Emails • Phone calls April 26, 2018 – Notice Issued • Notices • Newspaper advertisements Open House#2 May 15, 2018 (Vaughan City Hall) • A project website (york.ca/ea) • Social media posts December 20, 2018 & December 27, 2018 • Meetings Notice of Study Completion Published in Vaughan Citizen and Thornhill Liberal • Two rounds of Open Houses newspapers with local circulation York Region was the central link for all communications. The communication and consultation was conducted in compliance with the Accessibility for Ontarians with Disabilities Act (AODA). Detailed information on each of the key consultation events is provided in the following sections. Consultation event summaries for the aforementioned events can be found in Appendix C. A mailing list of all residents in the study area was provided by York Region and was kept up-to-date
throughout the study. Both resident mailing and email lists were revised to include a current record of
mailing addresses and emails, including Open House attendees and all those who submit comments Notice of Commencement or expressed an interest in the current study. The notice of study commencement was published in the Vaughan Citizen on March 30, 2017 and April 6, 2017. The notice was directly mailed to those on the mailing list including properties within the Moreover, a stakeholder contact list was developed and updated regularly based on responses and study corridor, stakeholders and agencies, and placed on the study website. on comments submitted. New additions to the contact list were subsequently sent project updates and notices.
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Open House #1 – October 25, 2017 Notice for this consultation event was provided through the following: 984 Open House mailed invitations to residents, property owners and agencies adjacent to the The first Open House was held on Wednesday, October 25, 2017 in the multi-purpose room at Major Mackenzie Drive corridor between McNaughton Road/Avro Road and Keele Street, and all Vaughan City Hall. The purpose of Open House #1 was to present the preliminary findings of Phases others on the project contact list 1 and 2 (Problem and Opportunity, and Alternative Solutions) for the Study Area and receive input Emails to agencies identified previously as stakeholders and First Nations representatives from the public and stakeholders. 77 emails to residents and property owners that have demonstrated interest in receiving study Notice for this consultation event was provided through the following: updates at Open House #1 (October 2017) 989 Mailed notices to residents and property owners adjacent to the Major Mackenzie Drive Posts on social media platforms: corridor between McNaughton Road/Avro Road and Keele Street, and all others on the project o Study website (www.york.ca/wps/portal/yorkhome/transportation/Major-Mackenzie- contact list (including agency and First Nations representatives and other stakeholders) Drive-Keele-EA), and on the Region’s public notices page on April 26, 2018. Emails to agencies identified previously as stakeholders and First Nations representatives o York Region’s Facebook page ( April 26, 2018, May 3, 2018 and May 10, 2018) Posts on social media platforms: o York Region’s Twitter account (April 26, 2018, May 3, 2018, May 10, 2018 and May 15, o Study website (www.york.ca/wps/portal/yorkhome/transportation/Major-Mackenzie- 2018) Drive-Keele-EA), and on the Region’s public notices page on October 12, 2017. Local newspaper advertisement (print and online): o York Region’s Facebook page (October 12, 2017 and October 19, 2017) o Vaughan Citizen, on April 26, 2018 and May 10, 2018 o York Region’s Twitter account (October 12, 2017 and October 19, 2017) Meeting with City of Vaughan Staff on March 22, 2018 and on April 24, 2018 to present material Local newspaper advertisement (print and online): that will be displayed at the Open House o Vaughan Citizen on October 12, 2017 and October 19, 2017. The open house consisted of a drop-in session from 6:30 pm to 8:30 pm. During this time, community Meeting with City of Vaughan Staff on October 12, 2017. residents and stakeholders had an opportunity to view project displays and discuss their opinions and The open house consisted of a drop-in session from 6:30 pm to 8:30 pm. During this time, residents concerns with the project team, which included representatives from York Region and HDR. Staff and stakeholders had an opportunity to view project background displays and discuss their opinions from the City of Vaughan were in attendance at the Open House. and concerns with the project team, which included representatives from York Region and HDR. Staff A total of 42 people signed in at Open House #2. Attendees were also provided with a Comment from the City of Vaughan were in attendance at the Open House. Form for them to fill out and return to the project team by June 1, 2018. A total of eight forms were A total of 52 people signed in at Open House #1. Attendees were provided with a Comment Form for submitted at the Open House and three subsequent comments were received by the Project Team in them to fill out and return to the project team by November 10, 2017. A total of 11 forms were the weeks that followed the Open House. submitted and additional comments were sent to the Project Team prior to and in the weeks that The Region uploaded the display boards onto the study website. An online comment form was followed the Open House. provided and presented another opportunity for comment for those who did not attend the meeting. The Region uploaded the display boards onto the study website. An online comment form was The proposed corridor improvements were generally well received and the public was especially provided and presented another opportunity for comment for those who did not attend the meeting. supportive of the streetscaping and active transportation considerations made. The comments submitted most frequently noted the difficulty for drivers to enter and exit the The full Open House #2 Summary is provided under Appendix C. commercial plazas between Killian Road/Netherford Road and Keele Street. The provision of a centre left turn lane was generally seen as a solution with potential to solve the current issues. Notice of Completion The full Open House #1 Summary is provided under Appendix C. The notice of study completion was published in the Vaughan Citizen and Thornhill Liberal on December 20, 2018 and December 27, 2018. Social media posts regarding the notice of completion
Open House #2 – May 15, 2018 were shared on the Region’s Facebook page. The notice was directly mailed to those on the mailing The second Open House for the project was held on Tuesday, May 15, 2018 in the multi-purpose list including properties within the study corridor, stakeholders and agencies, and placed on the study room at Vaughan City Hall. The purpose of Open House #2 was to present the alternative designs website. proposed to implement the preferred solution.
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3.3 Agency and Stakeholder Consultation Agency-specific correspondence, including minutes from key meetings, is included in Appendix B. As part of the EA process, multiple technical staff from York Region and partner agencies as well as 3.4 Aboriginal Group Consultation representatives from area developer groups and other stakeholders were consulted on a regular basis. Aboriginal groups to be contacted regarding the study were identified by the MECP (formerly MOECC) in a letter on June 2, 2017 in accordance with the Ministry`s new Aboriginal group The following is a summary of the agencies and stakeholders contacted: consultation process. The Aboriginal consultation program for the EA study involved representatives Ministry of Education Ministry of Municipal Affairs from the following groups: Ministry of Public Infrastructure Ministry of Tourism, Culture and Sport Alderville First Nation Mississaugas of the Scugog Island First Ministry of the Environment, Conservation and Ministry of Municipal Housing Chiefs of Ontario Nation Parks (MECP, formerly MOECC) Ministry of Health and Long-Term Care Curve Lake First Nation Mississaugas of the New Credit First Nation Ministry of Transportation Metrolinx Hiawatha First Nation Williams Treaties First Nations Ministry of Natural Resources and Forestry Infrastructure Ontario (MNRF) Ontario Provincial Police Aboriginal community representatives were included in the mailing list for the project, and were contacted via study notices throughout the study (including Notice of Commencement, Notice of Ministry of Aboriginal Affairs and Northern Canadian Environmental Assessment Open House (2), and Notice of Completion). The mailing list was updated to add additional Aboriginal Development Agency community representatives or updated with their contact information as requested throughout the York Region Transit (YRT) Canadian National Railway (CNR) study, including the addition of Williams Treaties First Nations. Notices were distributed to all of those City of Vaughan, Heritage Vaughan Environment Canada on the mailing list at the time of each notice were issued. Committee Health Canada City of Vaughan, Community Services Fisheries and Oceans Canada Only representatives from the Mississaugas of the New Credit First Nation and the Curve Lake First City of Vaughan, Engineering & Public Works Transport Canada - Ontario Region Nation contacted the project team to acknowledge receipt of some of the notices that were sent to Vaughan Chamber of Commerce Indigenous and Northern Affairs Canada them. For the groups that did not respond, the project team followed up on July 5, 2017 by email to Vaughan Fire and Rescue Services Parks Canada confirm if they have any interest in the study and to provide the opportunity for any comments, questions and feedback. Toronto Region Conservation Authority York Region Catholic School Board (TRCA) York Region District School Board The Mississaugas of the New Credit First Nation (MNCFN) identified a low level of concern regarding Student Transportation Services of York York Regional Police the project but requested that a Field Liaison Representatives (FLR) must be on location whenever Region Direction du Service de transport Francobus any fieldwork for environmental and/or archaeological assessments is undertaken. York Region Alectra Utilities Enbridge Gas provided a response on September 11, 2017. As of the writing of this report, the Region is reviewing Rogers Bell the MNCFN agreement language for inclusion of FLR on regional projects. Developers Correspondence logging communication with Aboriginal community representatives is included in The Ministry of Indigenous Relations and Reconciliation was not contacted as per the MECP’s new Appendix D process. This was confirmed at the York Region and MECP meeting on March 31, 2017. These agencies, stakeholders and staff members were invited to review and provide input on all aspects of the study process, including: the problem and opportunity statement, evaluation criteria, development and evaluation of alternatives, and the preferred alternatives. Comments and concerns were incorporated or acknowledged throughout the study. Agency consultation consisted of letters, emails, phone calls, exchanges of information, and meetings. Individual meetings/conference calls were held with agency representatives and other stakeholders as follows: MECP: Meeting on June 16, 2017, December 11, 2017. MNRF: meeting on June 27, 2018. TRCA: meetings on June 16, 2017, December 7, 2017 and March 5, 2018. City of Vaughan: meetings on December 7, 2017, March 5, 2018, March 22, 2018, April 24, 2018.
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4 Existing Conditions The following section documents current conditions including existing transportation facilities, the socio-economic environment, natural environment and existing infrastructure along the study corridor. 4.1 Existing Transportation Inventory
The current road, transit, cyclist, and pedestrian network for the Major Mackenzie Drive study corridor is described in the subsequent sections.
4.1.1 Road Network
Within the study area, Major Mackenzie Drive is currently a 4-lane urban arterial road with a posted speed limit of 50 km/h. Exhibit 4-1 depicts a typical cross-section of Major Mackenzie Drive within the study limits, looking east of Gram Street.
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Exhibit 4-1: Conceptual Cross-Section of Existing Road Looking East (24 m ROW at 2332/2338 Major Mackenzie Drive looking east from Gram Street) The intersections of Major Mackenzie Drive at McNaughton Road/Avro Road, Killian Road/Netherford Road and Keele Street are signalized and have auxiliary eastbound and westbound left-turn lanes (with medians). There are unsignalized intersections at Gram Street and Jackson Street; no turning lanes are provided at either intersection. There are also a number of driveways and access points along the corridor, especially between Gram Street and Keele Street (more details can be found in
Section 4.1.6).
The existing right-of-way (ROW) varies along the study corridor, generally ranging between 25 m and 28m from west of Gram Street to east of Keele Street. The remainder of Major Mackenzie Drive, from McNaughton Road / Avro Road to west of Gram Street has a ROW generally of 36 m. The ROW is 66 m at the West Don River Tributary crossing, as shown in Exhibit 4-2 and Exhibit 4-3. The planned street width for Major Mackenzie Drive as per the York Region Official Plan 2010 is up to 45 m west of Killian Road / Netherford Road and 30 m east of it. The existing road network and lane configurations are shown in Exhibit 4-4.
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Exhibit 4-2: Existing ROW from McNaughton Road/Avro Road to Killian Road / Netherford Road (Source: York Maps)
Exhibit 4-3: Existing ROW from Killian Road / Netherford Road to Keele Street (Source: York Maps)
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Exhibit 4-4: Existing Road Network and Lane Configurations (Source: Traffic Operations Assessment Memorandum 2015)
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4.1.2 Network Connectivity and Continuity Hillmount Park. It has 30 minute service beginning at 6 a.m. and ending at 1 a.m. The 4A Major Mackenzie bus follows a similar route to 4 Major Mackenzie bus, except that it terminates at Pine Major Mackenzie Drive is a continuous, regional arterial road which spans York Region from its Valley Drive in the west. The YRT westbound and eastbound stops along Major Mackenzie between western boundary with Peel Region and its eastern boundary with Durham Region, providing a major McNaughton Road/Avro Road and Keele Street are shown in Exhibit 4-6. east-west transportation corridor connecting to north-south regional arterials and Highways 400 and 404. In the vicinity of the study area, it provides direct connections to Jane Street and the Highway 400 interchange to the west and Keele and Dufferin Street to the east. East of the study limits, the Maple GO station provides residents with train service southbound to Toronto Union Station and northbound to Barrie Allandale Station. A map showing the context of the area surrounding the study limits is provided in Exhibit 4-5.
0 Kilometers 0.2
Exhibit 4-6: Location of YRT Bus Stops The area is also served by the Barrie GO train line, which runs between Toronto Union Station and Barrie Allandale Station. As of January 2018, train service operates approximately every 15-30
Exhibit 4-5: Surrounding Area minutes in the morning peak period, every 30 minutes in the afternoon peak period and every hour at other times. Outside of peak periods, most trains terminate at Aurora with connecting buses for TheContext study area presents a generally "asymmetric" street arrangement characteristic of residential stations further north. On weekends and holidays, service operates approximately hourly between subdivisions, where the internal road network is separated from the main thoroughfare (Major Aurora and Toronto. Three daily trains in each direction cover the full route from Barrie to Toronto, Mackenzie Drive) except for a few connections (in this case at the intersections at Gram Street, while the remainder have bus connections at Aurora station for stations further north. Jackson Street, Killian Road / Netherford Road and McNaughton Road / Avro Road). The road network north and south of Major Mackenzie Drive is largely discontinuous, and contains several dead-ends and cul-de-sacs. The West Don River tributary valley system also creates a natural barrier dividing the road network east-west.
4.1.3 Existing Truck Restrictions According to the York Region TMP, Major Mackenzie Drive within the study limits is not considered a Strategic Goods Movement Corridor. However, there are currently no truck restrictions within the study corridor
4.1.4 Transit Network Based on the York Region Transit (YRT) 2018 Service Plan, there are currently four YRT bus routes serving the study area, including the 462 Maple High School Special, the 560 Maple Community and the 4 and the 4A Major Mackenzie. The 560 Maple Community bus runs between Vaughan City Hall and Vaughan Mills Shopping Centre every seventy-two minutes. The 462 Maple H.S Special travels between Keele-Rutherford and Maple High School on weekday mornings exclusively. The 4 Major Exhibit 4-7: Barrie GO Line Mackenzie bus serves as a local east-west route connecting Vaughan Mills Shopping Centre and
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The Maple GO Train station is located approximately a kilometre east of the intersection of Keele Street and Major Mackenzie Drive, as illustrated in Exhibit 4-5.
4.1.5 Pedestrian and Cycling Facilities As of November 2018, cyclists do not have a dedicated space in the right-of-way as there are no designated cycling facilities on Major Mackenzie Drive. Cyclists must share the roadway with vehicles or ride on the sidewalks in the study area. However, the pedestrian realm is more developed, especially on the north side of Major Mackenzie from Keele Street to Gram Street. This mainly commercial section is equipped with wide boulevards and larger sidewalks, complete with planters Exhibit 4-10: North side of Major Mackenzie Drive looking west of Killian Road/Netherford Road (Source: Google Maps) and street furniture, as depicted in Exhibit 4-8. The extensive streetscaping and interlocking red paving treatment in that section is intended to act as a gateway to the Village of Maple Heritage However, between the access to St. David’s Catholic Church and McNaughton Road/Avro Road, a District and is a signature feature of the neighbourhood. 160 m segment on the south side of Major Mackenzie Drive has a guardrail between the sidewalk and the road, as can be seen in Exhibit 4-11. The York Region Accessibility Design Guidelines for Trails require the provision of a guardrail to protect pedestrians from adjacent steep slopes, as is the case here due to the West Don River tributary creek crossing.
Exhibit 4-8: North side of Major Mackenzie Drive looking west at Golden Spruce Lane (Source: Google Maps) Exhibit 4-11: South side of Major Mackenzie Drive looking west toward McNaughton Road/Avro Road In contrast, the south side of Major Mackenzie from Keele Street to Gram Street, shown in Exhibit (Source: Google Maps) 4-9 is more utilitarian and has standard sidewalks with no buffer protecting pedestrians from car It is noted that for the study area length of 1.2 km, there are only three protected pedestrian crossings traffic. This can be attributed to the south side’s lower pedestrian activity, resulting from low-rise located at McNaughton Road / Avro Road, Killian Road / Netherford Road and Keele Street. These residential uses along that stretch. crossings operate as part of the Traffic Control Signals at these intersections. The distance between the eastern two intersections is particularly large at 685m and encourages jaywalking for pedestrians looking to cross Major Mackenzie Drive between Killian Road / Netherford Road and Keele Street.
4.1.6 Driveways and Accesses It is the policy of York Region to help optimize the transportation network by applying access management procedures that limit the number of access points along a road. Between Keele Street and McNaughton Road/Avro Road, Major Mackenzie Drive hosts several driveway accesses due to the concentration of commercial services within the area. The access points used for commercial parking and loading are numbered in Exhibit 4-12 according to the following list, from east to west: Exhibit 4-9: South side of Major Mackenzie Drive looking west at Jackson Street (Source: Google Maps) 1. 2269 Major Mackenzie Drive: 9994 Keele Street driveway 2. 2266 Major Mackenzie Drive: Shoppers Drugmart parking lot For the section between Gram Street and St. David Catholic Church, pedestrians are separated from 3. 2316 Major Mackenzie Drive: Retail plaza access vehicular traffic by a wide grassy boulevard, as per Exhibit 4-10. 4. 2332 Major Mackenzie Drive: Retail plaza access 5. 2338 Major Mackenzie Drive: Service access 6. 2354 Major Mackenzie Drive: Retail plaza access
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7. 2396 Major Mackenzie Drive: Courtyards of Maple Condominiums Access 8. 2414 Major Mackenzie Drive: Maple Convenience & Post Office Access 9. 2535 Major Mackenzie Drive: Retail plaza eastern exit 10. 2563 Major Mackenzie Drive: Retail plaza central entrance and exit 11. 2571 Major Mackenzie Drive: Retail plaza western entrance 12. 2600 Major Mackenzie Drive: Apple Tree Montessori School Access 13. 2601 Major Mackenzie Drive: Saint David Catholic Church Access Exhibit 4-12 also shows the prominence of driveways that service the residential properties fronting Major Mackenzie Drive on the south side of the street. These additional residential access points further exacerbate traffic conflicts for driveway ingress/egress, especially between Keele Street and
Gram Street. Exhibit 4-13: Land uses along Major Mackenzie Drive (Source: City of Vaughan Official Plan 2010, October 2017 Office Consolidation)
4.2.2 Archaeology A Stage 1 archaeological assessment was conducted as part of the Class EA for the proposed operational improvements to Major Mackenzie Drive. The assessment involved a review of documents pertaining to the project area including historic maps, topographic maps, satellite images and local histories. A desktop review was completed to evaluate whether the study area retained archaeological potential. The desktop review identified parts of the study area as having archaeological potential removed and parts of the study area as having no or low archaeological potential. The remaining balance of the study area was identified as retaining archaeological potential. Archaeological recommendations have been made based on the background historical research, a desktop review of existing conditions, locations of known or registered archaeological sites, and indicators of archaeological potential. These recommendations include the following: Exhibit 4-12: Location of commercial and residential driveway accesses 1. The portions of the study area that were identified as having archaeological potential removed, 4.2 Socio-Economic Environment such as existing roadways (arterial roads, local roads), sidewalks, building footprints, single home developments, multi-home developments, utilities, need to be confirmed through an on-site 4.2.1 Existing Land Use property inspection during a Stage 2 archaeological assessment. 2. Portions of the study area that were identified as having no or low archaeological potential, such Land uses adjacent to Major Mackenzie Drive throughout the study limits are a mix of low-rise as, the Don River West Branch watercourse and the steeply sloping portions of its valley lands, residential and commercial. From McNaughton Road/Avro Road to west of the Killian-Lamar parkette, need to be confirmed through an on-site property inspection during a Stage 2 archaeological natural areas span north-south along the Mackenzie Glen Park Creek. From the parkette to Killian assessment. Road/Netherford Road , low-rise single family housing dominate on the north side while a low-rise 3. Portions of the study area that were identified as retaining archaeological potential, such as the mixed use area is located on the south. Between Killian Road/Netherford Road and Gram Street, low- grassed yards and the valley lands associated with the Don River West Branch, must be subject rise residential uses front Major Mackenzie Drive from both sides. From Gram Street to Keele Street, to a Stage 2 archaeological assessment. These areas must be subject to test pit survey at 5m the study corridor is designated for low-rise mixed-use. Exhibit 4-13 shows the land use designations intervals in accordance with Section 2.1.2 of the MTCS (2011). along the corridor and surrounding area, as listed in the 2017 City of Vaughan Official Plan (Schedule 4. Select portions of the northwest, northeast, and southeast corners of the Major Mackenzie Road 13 – Land Use). and Keele Street intersection retain archaeological potential for deeply buried archaeological resources beyond the existing road right-of-way. Should the proposed development extend within the property limits of 10020 Keele Street and 2266 Major Mackenzie Drive (northwest corner);
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10037 Keele Street (northeast corner); and/or 9995 and 9983 Keele Street (southeast corner), a Stage 3 archaeological assessment involving backhoe trenching would be required within the core of the planned development area and over any areas of archaeological potential as per Section 2.1.7 of the MTCS Standards and Guidelines for Consultant Archaeologists (MTCS 2011: 36-38) .
The map of the results is displayed in Exhibit 4-14. The Stage 1 Archaeological Assessment is provided in full under Appendix E.
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Exhibit 4-14: Stage 1 Archeological Assessment Results
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4.2.3 Built Heritage and Cultural Landscape Features 4.3 Natural Environment A Cultural Heritage Assessment Report (CHAR) was conducted to inform the design of the proposed operational improvements to Major Mackenzie Drive and is included in in Appendix F. Background The natural environment assessment comprised a review of fisheries and aquatic habitat, vegetation, research and field investigations identified two the following built heritage and cultural landscape wildlife, and designated natural areas along the study corridor. The full Natural Heritage Report is features: included in Appendix G. Key findings are summarized in the following sections.
Two (2) protected heritage properties designated under Part IV of the Ontario Heritage Act, located at: 4.3.1 Fisheries and Aquatic Habitat o 2600 Major Mackenzie Drive The Don River Watershed lies primarily within the City of Toronto and the Regional Municipality of York. The headwaters of the Don River originate in the Oak Ridges Moraine (ORM) and drain south o West lot boundaries of 2414 Major Mackenzie Drive and 2 Gram Street primarily through the Lake Iroquois Plain before out letting into Lake Ontario. The Don River has Fifty-one (51) protected heritage properties within the Maple Heritage Conservation District approximately 34% impervious cover and has been significantly altered by development for over 150 designated under Part V of the Ontario Heritage Act years (TRCA, 2009). o Sixteen (16) of these properties are considered as “contributing” to the cultural heritage Within the study area, the banks of the channel upstream of Major Mackenzie Drive are extensively value or interest of the Village of Maple Heritage Conservation District (HCD). armoured. This includes a large component of gabion baskets, armour stone and the concrete headwall of the culvert under the subject roadway. Although this armoured upstream section does o Roads lined with maple and other mature trees, grassed boulevards, and building follow a natural meander, the steep gabion walls restrict opportunities for the stream to naturally setbacks that contribute to the cultural heritage landscape of the Village of Maple HCD create point bars and other depositional areas. This section upstream of the culvert is narrower and One (1) Ontario Archaeological and Historic Sites Board plaque. more channelized than downstream with an average wetted width of approximately 2.5 m compared Properties exhibiting cultural heritage value are shown in Exhibit 4-15. to 4 m downstream. In comparison, the downstream section lacks any hard armouring and has a large number of point bars with varying widths of 1.25 m to 6 m. Water depths also followed a similar pattern of more consistent levels upstream and more natural and variable levels downstream. Upstream of the culvert, depths were fairly uniform at approximately 10 cm, whereas downstream of the culvert they ranged from 5 to 60 cm. These deeper portions occur within pools and afford refuge habitat during both low discharge and ice over conditions. The substrates within the entire study area were dominated by coarse sand, gravel and cobble with a high degree of substrate sorting throughout the channel. There also appears to be a significant amount of cobble, gravel and other debris that have migrated from the upstream end of the site into the culvert, creating riffles and shallow depositional areas within the culvert. Apart from the culvert, the stream reach within the study area follows a somewhat regular riffle-pool-run sequence, indicative of a relatively natural stream. The stream also follows a somewhat natural meander and could be characterized as moderately sinuous. It also appears that over time the channel, both up and downstream of Major Mackenzie Drive, has been down cutting and consequently the channel is losing its connection to the floodplain.
4.3.1.1 General Fish Community The Upper West Don has historically been home to the most diverse fish community within the Don River system. However, urbanization and other land use change within the sub-watershed have contributed to declines in the number of species present.
Exhibit 4-15: Cultural Heritage Resources Identified in the Study Area The majority of the 12 species of fish currently found within the watershed are generally very tolerant to disturbance. All of the species comprising the fish community are considered to be common across
the landscape, and relatively tolerant to disruption and pollution. Based on thermal data collection and
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interpretation by TRCA, the thermal regime within the Upper West Don River Sub-watershed is 4.3.3.3 Linkage and Corridors considered warm water. Similarly, the fish community present represents a typical warm water stream Due to the urbanized land use that dominates the study area, opportunities for wildlife passage are in Southern Ontario. primarily limited to the Upper West Don River corridor. This corridor is also identified as a Greenbelt 4.3.1.2 Aquatic Species at Risk Plan External Linkage and as an Urban River Valley and is subject to the relevant policies, including 1.2.3 (integration of river valleys into urban areas) and 6.2(3) (growth needs of adjacent settlement A review of fisheries collection records from the TRCA, MNRF and the Department of Fisheries and areas). Oceans (DFO) Distribution of Fish and Species at Risk maps indicates there are no aquatic species at risk (SAR) known to be present within the study area or the Upper West Don River Sub-watershed. Here, the vegetated riparian corridor provides a linear habitat feature for common urban and urban fringe wildlife species. The existing culvert under Major Mackenzie Drive provides a linkage along the 4.3.2 Vegetation and Terrestrial Habitat Upper West Don River, although dry land terrestrial passage through this culvert is non-existent as the river exhibits permanent discharge that likely occupies the entire bottom of the culvert throughout A plant inventory was completed along the riparian corridor of the West Don River within study area. the year. The majority of the plant species observed was non-native species indicative of past disturbance. Of the native species present, all are considered common, widespread and abundant. No Butternut 4.3.4 Designated Natural Areas Trees were encountered during site investigations conducted along the Upper West Don River corridor or amongst the several hundred street trees throughout the study area that were assessed as There are no Areas of Natural and Scientific Interest (ANSIs), Provincially Significant Wetlands or part of the Street Tree Management component of this study. Environmentally Sensitive Areas (ESAs) located within close proximity to the study area. Vegetation communities along the riparian corridor of the Upper West Don River within study area 4.3.5 Fluvial Geomorphology were delineated and characterized using the Ecological Land Classification (ELC) System for Southern Ontario (Lee et. al., 1998). The dominant species identified along the Major Mackenzie A desktop historical review and field assessment were completed to characterize the fluvial Drive study corridor fit into four community classifications, including: Cultural Thicket (CUT), Cultural geomorphology for the unnamed tributary of the West Don River crossed by Major Mackenzie Drive Woodland (CUW), Cultural Savannah (CUS) and Shallow Water Aquatic (MAS). No rare or within the study limits. The West Don River tributary is located approximately 1.18 km east of Jane uncommon communities occur within the study area limits. Street. As part of the assessment, historical and recent aerial photographs were reviewed to delineate the 4.3.3 Wildlife and Wildlife Corridors meander belt width on a reach basis at the crossing, as well as determine channel migration rates. No significant rates of channel migration were noted during the time period analyzed as most 4.3.3.1 Mammals changes to channel platform were acknowledged to be a result of channel realignments. Mammal species were observed directly and their presence was recorded through indirect evidence, To confirm existing geomorphic conditions, document evidence of active erosion, and verify the such as tracks, feces and sounds. Mammal species recorded during terrestrial and aquatic field site results of the desktop assessment, observations and channel measurements were collected on visits included: Grey Squirrel (Sciurus carolinensis), Eastern Cottontail (Sylvilagus floridanus) and September 28, 2017 and included the following general observations: evidence of White-tailed Deer (Odocoileus virginianus) and Common Raccoon (Procyon lotor). No mammal species at risk are known to occur within the study area. A 2.85 x 4.70 m diameter corrugated steel pipe arch culvert currently conveys flows beneath Major Mackenzie Drive. The culvert was found in poor condition but in its current state does not 4.3.3.2 Birds pose any obvious barriers to fish passage channel were contributing to an increase in channel stability. A total of 23 bird species were recorded during breeding bird surveys, conducted as part of the Natural Heritage Assessment. This assemblage of birds is common in mixed habitat in southern Downstream of the crossing is a moderately sinuous channel, characterized by a low gradient. Ontario. These species reflect the habitat available for nesting which includes primarily urban habitat Average bankfull width was measured to be 4.6 m while average bankfull depth was measured to (cultural communities), and portions of wetlands, riparian and forest patches associated with the West be 0.58 m. Riffles and pools were spaced approximately 10-15 m apart. Bank angles ranged Don River corridor. No species at risk were encountered during breeding bird surveys and in between 60 to 90 degrees, with localized erosion and undercuts present. Riparian vegetation particular, no evidence of Barn Swallow nesting was observed within the culvert under Major consisted of a mix of woody vegetation and herbaceous vegetation. Mackenzie Drive. Upstream of the crossing is slightly steeper than downstream, with a lower sinuosity. The upstream section of this reach was generally more ‘natural’ with little evidence of anthropogenic channel modifications. Average bankfull width and depth were measured to be 3.8 m and 0.80 m,
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respectively. A headwall was located on the eastern bank of the watercourse, near the 3. 2347 Major Mackenzie Drive downstream extent of the reach, which had a dual-outlet configuration consisting of two 0.75 m o A record for an active 2,300 L fuel oil underground storage tank was found during the site diameter concrete pipes and intended to convey flows from the adjacent stormwater reconnaissance. management facility. o This property is currently operated as an accounting business. In the case of the study reaches, the channel size is small with moderate vegetation cover. However, localized erosion was noted within the channel. The reaches within the study area were o It is possible that subsurface impacts (if present) from this site could migrate towards the generally unconfined in their valley settings. The study reaches were identified to be in states of roadway. As such, this property is considered to represent medium potential of adjustment or stressed (transitional). The 100-year migration rate, based on the average annual environmental concern. rate of migration was estimated to be 8 m. 4. 2141 Major Mackenzie Drive – Vaughan City Hall The findings from the fluvial geomorphology assessment can be found under Appendix H. o Historic air photos (1960 to 1988) show several smaller site buildings, and potential fill piles. The scale for the air photos does not allow for a detail review of the site operations but given 4.4 Contamination the historical records, it appears that this property may have been a waste storage area and, as such, would be categorized as an APEC. The Contamination Overview Study (COS) consisted of a broad assessment of actual and potential o Given the location of this property (approximately 150 m east of the eastern site boundary) sources of contamination within the study area, based on a review of readily available information and the grading and excavation activities at the site that would have occurred prior to the regarding current and former land uses and visual site reconnaissance. Based on this information, construction of the current City Hall building (i.e. removal of surficial soils), this site is Areas of Potential Environmental Concern (APECs) were identified as having the potential for considered to represent a lower potential of environmental concern. subsurface impacts and recommendations were provided with regards to the needs for further investigation. Exhibit 4-16 provides a map of the APECs, described in further detail below: A total of four (4) current & historical dry cleaning operations were located in the vicinity of the study area. Only one existing gas station is found within the study area and is located at 2660 Major Mackenzie Drive (Mac’s Gas Station and Convenience Store). This property is considered to 1. Three of these four businesses had records for the generation of halogenated solvent waste. represent a higher potential of environmental concern as subsurface impacts (if present) from The properties are located at 9929 Keele Street, 2354 and 2563 Major Mackenzie Drive. this site could migrate south and southeast towards the roadway. 2. The cleaner at 10040 Keele Street is not listed as a generator of hazardous waste. Its dry Four (4) properties within the study area were identified as having former private and retail fuel cleaning activities are suspected to be completed off-site in a secondary location. tanks on site. These include: 3. 2354 Major Mackenzie Drive is considered to be an area with a higher potential of 1. Former Maple Airport environmental concern.
o Plane fuelling and maintenance may have occurred on the site and have the potential to lead 4. 2563 Major Mackenzie Drive is considered to be an area with a higher potential of to impacts on soil and groundwater. However, this property was developed as a residential environmental concern. development following the closure of the airport and, as such, this area is considered to Historic spills were recorded at the intersection of Keele Street and Major Mackenzie Drive. represent a low potential for environmental concern. o Two historic diesel spills, and one historic coolant spill are listed within the Ontario Spills 2. 2396 Major Mackenzie Drive – Historic Gas Station Database. o Formerly a gas station, this site was developed in 2013 into residential condos that include o Only the volume of one of the diesel spills is provided in the database report (20 litres). commercial retail spaces on the ground level. o There is a potential for subsurface impacts to exist in this intersection as a result of these o Environmental investigations would have occurred at the site to confirm that the soil and spills, and the degree of environmental concern these historic events may pose would be groundwater quality at the property meets the residential standards set forth by Ontario correlated with the volume of the spills where a spill quantity is not listed. If the volume of Regulation 153 (as amended). It is unknown whether or not these investigations included those spills is small these records would be considered to represent a lower potential of assessing soil and groundwater quality to the south of the southern property boundary (along environmental concern. Major Mackenzie). As such, this site is considered to represent a higher potential of environmental concern. The Contamination Overview Study can be found under Appendix I.
o
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Exhibit 4-16: Potential Contaminated Sites in the Study Area
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4.5 Source Water Protection 4.6 Geotechnical Investigations Based on correspondence from TRCA, the Major Mackenzie Drive EA study area is located in the Toronto and Region Source Protection Area and transects the following vulnerable areas A geotechnical assessment was conducted and is provided under Appendix J. The existing pavement identified under the Clean Water Act, 2006 (as illustrated in Exhibit 4-17): structure on Major Mackenzie Drive within the study limits does not satisfy York Region’s requirements for an arterial road. Significant strengthening is required to upgrade the road to support future traffic Wellhead Protection Area (Quantity) based on the projected growth. Highly Vulnerable Aquifers (HVA) Potential threats associated with the Major Mackenzie Drive roadway improvements, per the Clean 4.7 Drainage and Stormwater Management Water Act, 2006, include: The portion of the Major Mackenzie Drive between McNaughton Road/Avro Road and Keele Street is The establishment, operation, or maintenance of a system that collects, stores, transmits, treats, primarily an urban cross-section and the roadway and boulevard surfaces are drained by a network of or disposes of sewage (limited to stormwater runoff) catchbasins and storm sewers, discharging to the watercourse crossing and municipal storm drainage systems. Table 4-1 describes the various storm discharge locations as well as the The application of road salt contributing right-of-way drainage area to each drainage outfall. The storage of snow (limited to roadway clearing operations only) Table 4-1: Summary of Existing Drainage Areas
ROW Description Drainage Discharge Location Area (ha)
McNaughton Road/ Avro Road to Killian Road/ 2.03 Outlets to West Don River Netherford Road
Killian Road/ Netherford Road to 150m east of Connects to existing 0.66 Killian Road/ Netherford Road storm sewer system
150m east of Killian Road/ Netherford Road to Connects to existing 1.36 40m west of Jackson Street storm sewer system
Connects to existing 0.44 40m west of Jackson Street to Keele Street storm sewer system
Connects to existing 0.69 Keele Street to 200m east of Keele Street storm sewer system
Within the project limits, Major Mackenzie Drive traverses the West Don River watershed, and the general drainage direction is from north to south. There is one watercourse crossing which conveys the external drainage across the Major Mackenzie Drive right-of-way. Table 4-2 provides a characteristics summary of the crossing.
Table 4-2: Existing West Don River Culvert Data Inlet Outlet Location Culvert Size Length Structure Elevation Elevation Description Type (mm) (m) (m) (m) Exhibit 4-17: Source Protection Information in the Vicinity of the Study Area West Don 1.18 km east of Jane Corrugated River 4720 x 3000 58.3 226.08 225.72 Street Steel Arch tributary
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Pursuant to MTO Design Criteria, the design return period for the culvert crossing is the 50-year o A gas pipeline (NPS 4 SC HP) runs along Major Mackenzie Drive on the south side from event. The existing hydraulic assessment of the West Don River crossing was completed using the McNaughton Road / Avro Road to Killian Road / Netherford Road before diverging to north HEC-RAS hydraulic model provided by TRCA to determine the existing hydraulic performance. The through to Keele Street. hydraulic assessment was used to assess the freeboard and vertical clearance requirements pursuant to the MTO Highway Drainage Design Standards. Based on the hydraulic analysis results, 4.9.1 Water and Wastewater Management the culvert crossing is in compliance with the Ministry of Transportation design Guideline, meeting the The City of Vaughan is replacing the existing 300 mm diameter cast iron and 350 mm diameter 1.0 m freeboard from the design high water level (50-Year storm event). ductile iron watermains on Major Mackenzie Drive from approximately 90 m west of Jane Street to Table 4-3: Hydraulic Analysis Results for the West Don River Culvert (Existing Condition) Keele Street with a 400 mm PVC pipe. Peak Flow Rate Water Surface Elevation Free- The proposed watermain will reconnect to the existing Wonderland water line approximately 90 m 3 Road (m /s) (m) board west of Jane Street, and the 450 mm diameter watermain at Keele Street. The work will also include Structure Elev. Remarks 50 yr the replacement of all substandard service connections from the main to the streetline, including curb 50 100 Reg. (m) 50 100 Reg. Year Year Storm Year Year Storm (m) stops, as well as replacement of existing valves and valve chambers, fire hydrants, and connections to existing watermains and/or chambers at the project limits. The construction is scheduled to be No overtopping West Don completed by the end of fall 2018 10.05 12.32 51.49 233.35 227.40 227.60 230.39 5.95 under the River tributary Regional Storm 4.9.2 Illumination The full Drainage Report and Stormwater Management Report can be found in Appendix K. Major Mackenzie Drive within the study limits is illuminated primarily with conventional streetlight 4.8 Watercourse Crossing Structures systems. Along the north boulevard between Gram Street and Keele Street, varying decorative light fixtures have been placed to enhance the public realm. From Gram Street westerly towards Within the study corridor there is one crossing of the West Don River tributary located1.18 km East of McNaughton Road/Avro Road, standard light poles are placed approximately 55 meters apart on the Jane Street (Culvert ID 25-18 C1180). The existing structure is a 4.7 m diameter multi-plate pipe north side. culvert that was constructed in 1968, with an approximate total length of 58 m and fill depth of 7 m. Light poles on the south side of Major Mackenzie Drive generally have 55 meter spacing between Based on the findings of the visual inspection conducted by HDR in August 2017, the pipe culvert McNaughton Road/Avro Road and Gram Street. The separation distance then decreases into the was found to be in poor structural condition and immediate replacement was recommended. Based range of 35 and 45 meters between Gram Street and Keele Street. on the ‘emergency’ nature of this culvert replacement, the work is being carried out as a separate Class EA, Schedule “A” undertaking 4.10 Road Geometrics The complete Structural Inspection Report can be found in Appendix S. The present geometric conditions in the study area were compared with the York Region Design 4.9 Utilities and Other Services Guidelines and Standards (December 2016 Version 1.20), as well as the Transportation Association of Canada Geometric Design Guide (TAC 2017) and/or the Geometric Design Standards Manual for There are existing utilities within the study corridor, including a hydro pole line on the south side of Ontario Highways (GDSM 2002). For the most part, the reviewed road geometrics meet design Major Mackenzie Drive between McNaughton Road/Avro Road and Keele Street. standards. A review indicated the following utilities are present within the study corridor: 4.10.1 Vertical and Horizontal Alignment Alectra Utilities o Existing Electrical Underground plants were found. The existing horizontal alignment is tangent East and West between McNaughton Road/Avro Road o Above ground hydro poles are also located on the south side of Major Mackenzie Drive and Jackson Street. There are two deflection points, at less than 0.5° without horizontal curves. Bell (Telecommunications) According to MTO GDSM 2002, the maximum deflection angle without horizontal curve is 0.5°. o Existing Bell Canada underground plant were identified in the area. Therefore, there are no horizontal alignment deficiencies along this segment of Major Mackenzie Rogers Drive. From Jackson Street to west of Keele Street the horizontal alignment consist of two back to o Rogers Communications currently has existing underground plants and fiber optic cables. back curves with radii of 1000 m. Both curves exceed the minimum radius of 200 m / 300 m (for 4% Enbridge (Gas service) super elevation and reverse crown respectively) but do not exceed the minimum radius (2000 m) for a normal crown section. Based on TAC 2017 the pavement crossfall should be reverse crown (2%
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superelevation). However, the existing crossfall at this location is at normal crown (-2%) and therefore is below standard based on a design speed of 70 km/hr. 5 Needs Assessment The existing and future transportation operations within the corridor and resultant issues/needs are 4.11 Urban Development discussed in the following sections. As of the completion of this report, only two lots are in the process of redevelopment, abutting the study area. Forty-five (45) townhomes are under construction at 2269-2285 Major Mackenzie Drive 5.1 Existing Transportation Operations while a site plan application was received by the City of Vaughan in May 2018 for a mixed-use Existing traffic operation conditions are documented in the following sections, including traffic development at 2338 Major Mackenzie Drive, as can be seen in Exhibit 4-18. volumes, intersection operations, active transportation and safety. The York Region model, intersection signal timings and volume counts were provided to HDR for use in the analysis.
5.1.1 Traffic Volumes – Peak Hour Turning Movement Counts Turning movement counts (TMCs) were extracted from the Region’s Traffic Operations Assessment Memo (2015), the corridor specific study that was discussed in further detail in Section 0. To fill in data gaps, additional TMCs were provided by York Region while some were obtained by HDR/OTI in 2017. A summary of the count locations and count dates are detailed in Table 5-1. Existing weekday AM and PM peak hour traffic volumes and existing lane configurations are shown in Exhibit 5-1.
Table 5-1: Turning Movement Count Locations and Dates Count Location Count Date Source
Major Mackenzie Drive @ Keele Street
Major Mackenzie Drive @ 2266 Driveway Major Mackenzie Drive @ Gold Spruce Lane-Jackson Street Major Mackenzie Drive @ 2316 Driveway
Major Mackenzie Drive @ 2332 Driveway Tuesday, March 15th 2015 York Region Major Mackenzie Drive @ 2338 Driveway
Major Mackenzie Drive @ 2354 Driveway
Major Mackenzie Drive @ 2396 Driveway
Exhibit 4-18: Development in the study area Major Mackenzie Drive @ 2414 Driveway
Because this study is focused on reviewing access issues between McNaughton Road / Avro Road Major Mackenzie Drive @ Gram Street and Keele Street, only the development within this section of the corridor was reviewed. Major Mackenzie Drive @ Killian Road/Netherford Road
Major Mackenzie Drive @ St. David’s Church Monday, April 25th OTI Entrance/Appletree Montessori School 2017 Tuesday, March Major Mackenzie Drive @ McNaughton Road/Avro Road York Region 15th 2015
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Exhibit 5-1: 2015 Existing Weekday AM and PM Peak Volumes (Source: Traffic Operations Assessment Memo 2015)
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5.1.2 Existing Intersection Operations on April 25th, 2017. Synchro default values were used in the analysis for all parameters including saturated flow rates of 1,900 vehicle per hour green per lane (vphgpl) and lane widths of 3.5m. Existing intersection operations were analyzed using the software program Synchro based on the existing lane configurations shown in Exhibit 5-1. Synchro employs methodology from the Highway Volume data including conflicting pedestrians, peak hour factors, and heavy vehicle percentages from Capacity Manual (HCM 2000) published by the Transportation Research Board National Research the relevant traffic counts were input into Synchro to analyze existing traffic operations at signalized Council. It can analyze both signalized and unsignalized intersections in a road corridor or network intersections, summarized in Table 5-3. Critical movements, defined as those yielding a volume to taking into account the spacing, interaction, queues and operations between intersections. capacity (v/c) ratio greater than 0.85 or with a level of service (LOS) of ‘E’ or ‘F’, are shown in bold in Table 5-3. Generally, LOS ‘E’ or a v/c ratio of 0.85 justifies monitoring, while LOS ‘F’ or v/c ratio The intersection analysis considers two separate measures of performance: exceeding 1.0 suggests the need for improvements. The level of service (LOS) for all intersection movements, which is based on the average control delay per vehicle for each of various movements through the intersection, and for the Table 5-3: Existing Signalized Intersection Traffic Operations overall intersection, and (Source: Major Mackenzie Drive Traffic Operations Assessment Memorandum 2015) Weekday AM Peak Hour Weekday PM Peak Hour The capacity of all intersection movements, which is based on a volume to capacity ratio (v/c); 95th Signalized Intersection & Movement 95th Level of service is based on the average control delay per vehicle for a given movement. Delay is an LOS v/c Queue LOS v/c Queue (m) indicator of how long a vehicle must wait to complete a movement and is represented by a letter (m) between ‘A’ and ‘F’, with ‘F’ being the longest delay. Major Mackenzie Drive @ Keele Street F 1.13 F 1.15 HCM delays and corresponding letter grades are shown below in Table 5-2. EBL C 0.49 18 D 0.76 45
Table 5-2: Signalized Intersection Level of Service (HCM 2000) EBTR F 1.12 285 F 1.08 285 Level of WBL F 0.92 64 F 0.91 82 Control Delay Service Notes per Vehicle (s) WBTR F 1.13 318 F 1.15 331 (LOS) NBL E 0.83 50 E 0.84 86 A ≤ 10 NBTR C 0.39 57 E 0.89 150 B > 10 and ≤ 20 Generally LOS A, B, and C are considered acceptable. SBL C 0.55 54 D 0.70 34 C > 20 and ≤ 35 SBTR E 0.96 200 D 0.44 61 Major Mackenzie Drive @ Killian D > 35 and ≤ 55 LOS D indicates that delays are more perceptible. C 1.08 C 0.88 Road/Netherford Road E > 55 and ≤ 80 LOS E and F indicate notable delays but may be acceptable in EBL A 0.32 5 D 0.76 41 urban contexts and justify monitoring F > 80 EBTR B 0.68 271 B 0.70 283 The volume to capacity (v/c) ratio is a measure of the degree of capacity utilized at an intersection. A WBL B 0.26 14 D 0.53 31 v/c ratio less than 0.85 generally indicates that adequate capacity is available and vehicles are not WBTR C 0.75 240 C 0.83 251 expected to experience significant queues and delays. As the v/c ratio approaches 1.0, traffic delay NBL F 1.08 64 F 0.88 90 and queuing conditions may occur. Once the demand exceeds the capacity (a v/c ratio greater than 1.0), traffic flow is unstable and excessive delay and queuing is expected. Under these conditions, NBTR C 0.14 12 D 0.25 28 vehicles may require more than one signal cycle to pass through the intersection. SBL E 0.22 23 D 0.05 9 SBTR D 0.68 58 B 0.31 20 5.1.2.1 Signalized Intersection Level of Service Major Mackenzie Drive @ D 1.09 D 1.51 As was displayed in Table 5-1, current traffic volumes are based on traffic counts undertaken by York McNaughton Road/Avro Road Region on Tuesday, March 15th, 2015 between the hours of 7:00 a.m. to 9:00 a.m. and 4:00 p.m. to EBL F 1.09 76 F 1.51 135 6:00 p.m. To fill in gaps in data, additional counts were collected by HDR/OTI during the same hours EBT D 0.75 265 D 0.80 277
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Weekday AM Peak Hour Weekday PM Peak Hour Table 5-4: Existing Unsignalized Intersection and Entrance Traffic Operations (Source: Major Mackenzie Drive Traffic Operations Assessment Memorandum) 95th Signalized Intersection & Movement 95th LOS v/c Queue LOS v/c Weekday AM Peak Hour Weekday PM Peak Hour Queue (m) (m) th th Unsignalized Intersection & Movement 95 95 EBR A 0.02 0 A 0.01 0 LOS v/c Queue LOS v/c Queue (m) (m) WBL C 0.74 28 D 0.82 34 2266 Major Mackenzie Drive Driveway- B - - B - - WBT D 0.91 311 C 0.88 304 Shoppers Drug Mart parking lot WBR A 0.04 0 A 0.06 3 EBLT A 0.01 0 A 0.01 0 NBL E 0.25 10 D 0.09 12 SBLR E 0.05 1 F 0.51 15 NBTR E 0.74 100 F 0.93 144 Major Mackenzie Drive and Jackson B - - B - - SBL E 0.46 31 E 0.50 23 Street SBTR E 0.89 108 C 0.37 36 EBLT - - - A 0.02 1 Notes: Operations shown in bold for critical movements only. LOS – Level of Service. V/C – Volume to Capacity Ratio. WBLT A 0.01 0 A 0.02 1 95th Queue – The 95th percentile queue, shown in meters, is a Synchro output and is provided as a reference. See Section 5.1.3 for additional discussion on queuing. NBLTR C 0.03 1 C 0.05 1 Under existing conditions, all signalized intersections within the study area are operating near or over SBLTR F 0.08 2 F 0.47 9 the available capacity during peak periods. The signalized intersection of Major Mackenzie Drive at 2316 Major Mackenzie Drive Driveway- B - - B - - Keele Street is not operating well, with overall level of service ‘F’ during the weekday AM and PM Retail Plaza Access peak hours. The majority of movements at this intersection are operating with level of service ‘F’ and EBLT A 0 0 A 0.01 - ‘E’ and with volume to capacity ratios higher than 0.83, with the exception of the southbound left-turn SBLR B 0 0 B 0.01 - and eastbound left-turn, which are operating with an AM and PM level of service ‘C’ and ‘D’, 2332 Major Mackenzie Drive Driveway- respectively. The westbound left-turn has a LOS ‘F’ and is currently protected / permitted. B - - B - - Retail Plaza Access Conditions are marginally better at the intersection of Major Mackenzie Drive and Killian EBLT A 0.01 0 A 0.01 0 Road/Netherford Road, where the overall level of service is ‘C’ and a v/c ratio of 1.08 and 0.88 during the AM and PM peak hour, respectively. SBLR B 0.01 0 F 0.22 6 2338 Major Mackenzie Drive Driveway- At the western limit of the study area, the intersection of Major Mackenzie Drive and McNaughton B - - B - - Service access Road/Avro Road has a LOS ‘D’ in both AM and PM peak hours. Its eastbound-left approach has v/c ratio of 1.5 during the PM peak hour, higher than all other results along the study corridor. EBLT A 0.01 0 - 0 0 The 95th percentile queues are provided. Section 5.1.3 provides additional discussion on queuing. SBLR B 0.06 1 F 0.07 2 2354 Major Mackenzie Drive Driveway- B - - A - - 5.1.2.2 Unsignalized Intersection Level of Service Retail plaza access
The study area also has a large number of unsignalized driveway access points and two unsignalized EBLT A 0.01 0 A 0.09 2 intersections. These locations were analyzed and the results are presented in Table 5-4. SBLR B 0.01 0 F 1.13 4
2396 Major Mackenzie Drive Driveway- 2396 Major Mackenzie Drive- Courtyards B - - B - - of Maple Condominiums Driveway EBLT A 0 0 A 0 0 SBLR F 0.05 2 F 0.13 3
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Weekday AM Peak Hour Weekday PM Peak Hour th th Unsignalized Intersection & Movement 95 95 LOS v/c Queue LOS v/c Queue (m) (m) 2414 Major Mackenzie Drive Driveway- Maple Convenience & Post Office B - - B - - Access EBLT A 0.03 1 A 0.04 1 SBLR F 0.2 5 F 1.11 37 Major Mackenzie Drive/ Gram Street B - - C - - WBLT A 0.61 0 A 0.05 1 NBLR C 0.07 2 F 0.37 11 2600-2601 Major Mackenzie Drive Driveway – St. David Catholic A - - A - - Church/Appletree Montessori EBT A 0.46 0.2 A 0.66 0.1 Exhibit 5-2: AM Peak Hour Critical Movements WBT A 0.51 0.1 A 0.57 0.2
At the macroscopic level, operations at driveways and non-signalized intersections appear to be acceptable as the overall intersection level of service is ‘C’ or better during the AM and PM peak periods. However, individual movements have lower levels of service which indicates the presence of access issues. Conditions at these critical movements present the opportunity to improve operations. For the most part, critical movements at unsignalized intersections and driveways are operating with v/c ratios between 0.01 and 0.51. Some, like the southbound left-turn movement at Major Mackenzie Drive and 2414 Driveway and at Major Mackenzie Drive and 2354 Driveway, have noticeably higher v/c ratios (reaching 1.1 and 1.13 respectively), indicating demand exceeds capacity Traffic operations appear to be worse in the afternoon compared to the morning peak period, as illustrated by the lower LOS in the afternoon for the Gram Street, 2354 Driveway and 2332 Driveway intersections. Furthermore, almost all intersections and driveways have a movement with level of service F during the PM peak period. The southbound shared left/right turn movement at Major Mackenzie Drive and 2414 Driveway experiences the worst queuing during the PM peak period, with queues reaching 37m into the surface parking lot.
The LOS at critical movements during the AM and PM peaks are illustrated in Exhibit 5-2 and Exhibit 5-3. Exhibit 5-3: PM Peak Hour Critical Movements 5.1.3 Queuing Queuing was examined for all intersections between McNaughton Road/Avro Road and Keele Street to better understand impacts to driveway access. There was extensive queuing observed in the segment between Killian Road/Netherford Road and Keele Street. Queuing conditions were analyzed for existing AM and PM peak hour for that segment, along with existing gap times for left- and right- turning traffic at unsignalized accesses between Killian Road/Netherford Road and Keele Street. Both
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AM and PM peak hour conditions were assessed using Simtraffic; however, the queue lengths and As insufficient gaps are available due to eastbound traffic queues, access to and from unsignalized issues were similar during both peak hours, therefore only the AM peak hour is presented in detail intersections west of Keele Street is limited. below to demonstrate the queuing issues. Simtraffic is capable of a more comprehensive queuing analysis compared to Synchro, as it simulates 5.1.4 Transit Service Quality upstream/downstream queuing effects, queue spillback, intersection spacing, and storage The corridor is served by four mixed traffic bus routes – Routes 560, 462, 4 and 4A– however only deficiencies. The following section is intended to supplement the 95th percentile queuing results for Routes 4 and 4A provide regular service throughout the day. During peak periods, Routes 4 and 4A unsignalized intersections (shown in have a frequency of approximately 30 minutes. Furthermore, peak period travel times are significantly on Major Mackenzie between Killian Road/Netherford Road and Keele Street. hindered by existing traffic. The delay experienced by transit vehicles was examined for the study corridor using the Google Maps travel time query. In September 2017, a 4 minute bus journey from There are numerous driveways west of Keele Street that provide access to commercial plazas on the Keele Street to McNaughton Road/Avro Road during non-peak times becomes a 7 minute trip during north side of Major Mackenzie Drive, as well as stop-controlled intersections on the south side of the morning peak period. The extra 3 minutes spent on the bus represent a 75% increase in travel Major Mackenzie Drive that provide access to built-out residential areas (e.g. Jackson Street, Gram time; a notable decrease in transit quality of service caused by mixed traffic operations. Street). Typical queues for the AM peak hour conditions are illustrated in Exhibit 5-4. Transit quality of service was also assessed based on stop spacing, which is an important consideration when determining the draw or appeal of a bus network. Within the study corridor, the average bus stop spacing of 400m is well within the range set by York Region Transit`s Transit Services Guidelines (2016), which states that the typical bus stop spacing for local bus routes should typically be between 300m and 500m.
5.1.5 Pedestrian Quality of Service To better understand the existing pedestrian conditions, a multi-modal level of service (MMLOS) analysis was undertaken along the corridor. The methodology employed for this study is based on the City of Ottawa MMLOS Guidelines, September 2015. These guidelines were selected over other variations mainly for their intuitiveness, accommodation of contemporary facility designs, and explicit recognition that pedestrian LOS should be based on user comfort, safety, and convenience and are subjective in nature. Pedestrian level of service (PLOS) is calculated at the intersection and mid-block in recognition that pedestrian experience is determined by the conditions both between crossings and at the crossing
Exhibit 5-4: Existing AM Peak Hour Queuing Conditions itself. The methodology generally follows a weakest link approach. This means that the segment is scored at its weakest portion to account for the fact that the pedestrian experience is best defined by The SimTraffic analysis did not show any significant queuing west of Gram Street. However, between the more dangerous segment. Gram Street and Keele Street, there were long queues in the eastbound direction resulting from the high volumes of eastbound-through trips at Keele Street. The eastbound queue at Keele Street also The methodology for the evaluation of segment PLOS utilizes a look-up table approach based on extends more than 400m reaching Gram Street, as illustrated in Exhibit 5-4. cross-section and roadway characteristics (e.g., sidewalk and boulevard width, traffic volumes, presence of on-street parking, and operating speed). Intersection PLOS uses the Pedestrian Due to the eastbound queue spillback and the absence of a two-way centre left-turn lane, eastbound Exposure to Traffic at Signalized Intersections (PETSI) and assigns points based on a number of vehicles attempting to turn left into the various driveways on the north side of Major Mackenzie Drive crossing characteristics (e.g., crossing distance, presence of a median, presence of a crossing are often unable to do so immediately and contribute to through lane blockage. They must wait for refuge, turning restrictions, right hand turn characteristics, curb radii, etc.). This is calculated for each gaps in westbound traffic (i.e. first queue with eastbound-through traffic) which further exacerbates crossing (e.g., north, south, east, west) and their averages are computed to derive an overall eastbound through queues along the corridor. In addition, the eastbound queue does not provide intersection PLOS. However, each crossing’s score should be considered individually when sufficient gaps for vehicles exiting from the unsignalized driveways on Major Mackenzie Drive, recommending improvements. causing significant delays to vehicles exiting southbound-left and northbound-right vehicles (many of which operate at LOS ‘E’ or ‘F’, as detailed in Table 5-4. The study area is notable for the multiple driveway access points which, in addition to impeding the flow of pedestrians on the sidewalks, create conflict points between humans and vehicles. The PLOS methodology is not adapted to address the impacts of vehicle ingress/egress and may potentially
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overestimate the conditions for pedestrians along Major Mackenzie Drive. These are important constraints to keep in mind when assessing improvements to the pedestrian realm. The look, feel, and function of the study corridor changes along its length as does the level of comfort experienced by pedestrians. Overall, the pedestrian experience could be improved as Major Mackenzie Drive receives, for the most part, a ‘D’ score. Along the north side of the study corridor, the segment PLOS achieves scores ‘B’ and ‘C’ for the most part (see Exhibit 5-5 and Exhibit 5-6). Conditions are worse along the south side, with scores varying between `D’ and `E’ (Exhibit 5-7and Exhibit 5-8). The low scores can be attributed to high traffic volumes (i.e. greater than 3000 AADT), Exhibit 5-7: Segment PLOS 'D' Exhibit 5-8: Segment PLOS `E` 1.5m sidewalks (minimum width to meet provincially accessible standards) and narrow buffers (Source: Google Streetview) (Source: Google Streetview) between the roadway and the sidewalk. The results of the PLOS evaluation are summarized graphically in Exhibit 5-9. Because the intersection PLOS methodology only applies to signalized intersections, the intersection PLOS was evaluated for only 3 intersections along the study corridor. Keele Street and McNaughton Road/Avro Road intersections both received a PLOS ‘E’ while the intersection at Killian Road/Netherford Road scored a ‘D’. Intersection PLOS scores of ‘D’ are indicative of somewhat shorter crossing distances (3-4 lanes), relatively small corner radii, and ladder crosswalk treatments. Scores of ‘E’ tend to apply to intersections with longer crossing distances, simple transverse markings and high turn speeds facilitated by large corner radii. For example, the intersection of McNaughton Road/Avro Road and Major Mackenzie has a low score because pedestrians must cross a total of 5-6 lanes with no island refuge. Furthermore, the limited visibility of the crosswalk markings at that location, combined with high turning speeds, makes the pedestrian experience less than desirable. The MMLOS methodology does not incorporate considerations related to the spacing of protected crossings for pedestrians. Given the larger distance (685 m) between the Killian Road / Netherford Exhibit 5-9: Segment and Intersection PLOS along Major Mackenzie Drive Road and Keele Street signalized intersections, the actual pedestrian level of service is likely lower than this methodology projects. The opportunity to cross Major Mackenzie Drive safely is limited 5.1.6 Cyclist Quality of Service which poses an inconvenience to pedestrians and impacts the walking quality of service. At present, cyclists are required to share the roadway with vehicles in the study area as there are no designated cycling facilities on Major Mackenzie Drive. MMLOS analysis was undertaken to assess the quality of the cycling environment along Major Mackenzie Drive. As noted, the methodology employed for this study is based on the City of Ottawa’s MMLOS Guidelines. Bicycling level of service (BLOS) is calculated at the intersection and mid-block in recognition that, unlike vehicular LOS, a cyclist’s experience is determined by the conditions both between crossings and at the crossing itself. The BLOS methodology is similar to the PLOS method, and is based on roadway characteristics and facility type and quality. The methodology measures each segment’s and intersection’s level of traffic Exhibit 5-5: Segment PLOS 'B' Exhibit 5-6: Segment PLOS 'C' stress experienced by the cyclist, established in the Minnesota Transportation Institute Report No. 11- (Source: Google Streetview) (Source: Google Streetview) 19. The assessment is associated with a letter score from A to F. Segment BLOS are calculated using a look-up table approach and considers facility type, street width, operating speed, and parking characteristics. As with segment PLOS, segment BLOS is calculated using a weakest link approach, meaning that the worst portion of a segment is used to calculate its BLOS. This is in line with the methodology’s user-centric focus which evaluates a user’s
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perceived safety from a network perspective (in this case the segment). Intersection BLOS is calculated for each approach and for both left and right turning conditions. Scores are evaluated using a look-up table approach. For a typical 4-way intersection, eight scores are calculated—a left and right movement for each approach. To show one intersection BLOS, the scores are averaged. Segment BLOS is most sensitive to facility type, with physically separated bikeways such as cycle tracks, protected bike lanes and multi-use paths receiving a score of ‘A’. Scores for mixed-traffic and on-street cycling lanes (without separation) are highly dependent on traffic volume and speed as well as facility width (if applicable). A quiet 2-lane residential street with vehicle speeds less than or equal to 40 km/h, for example, would score an ‘A’ while the same mixed-traffic facility would score an ‘F’ if the speeds were greater than 60 km/h. Where there are no dedicated cycling facilities, high operating speeds and wide roadways, the scores would generally tend lower – ‘D’ to ‘F’. Exhibit 5-12: Segment and Intersection BLOS along Major Mackenzie Drive Major Mackenzie Drive between McNaughton Road/Avro Road and Keele Street does not accommodate cyclists in a separate or designated facility. The segment BLOS is ‘E’ for the entire 5.1.7 Public Petition study corridor, due to the four lane cross-section and 50 km/h posted speed (see Exhibit 5-10). Concerns were raised by study area residents regarding pedestrian safety through a petition signed by 25 members of the Maple community. The petition called for the introduction of a protected pedestrian crossing across the commercial plaza on the north side of Major Mackenzie Drive between Keele Street and Killian Road/Netherford Road (a specific location was not noted). The crossing was supported by residents in order to ensure the safe access given the number of shops and services between Gram Street and Keele Street. The petition can be found under Appendix N.
Exhibit 5-10: No dedicated facility, cyclists Exhibit 5-11: Aerial view of McNaughton operate in mixed traffic Road/Avro Road intersection, BLOS ‘E’ (Source: Google Streetview) (Source: Google Maps)
Intersections do not provide special accommodations of cyclists making left or right turns. Cyclists operate in mixed traffic and must cross several lanes to make left turns and traversing long right turn lanes. The signalized intersection at McNaughton Road/Avro Road (Exhibit 5-11) and at Keele Street received an intersection BLOS score ‘E’ while Killian Road/Netherford Road received a score ‘D’. The results of the BLOS evaluation are graphically summarized in Exhibit 5-12.
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5.2 Future Transportation Conditions Land use conditions surrounding Major Mackenzie Drive within the study limits are not anticipated to change significantly by this study’s horizon year of 2020, as the areas north and south of the study limits are already developed and not marked for intensification over the long term. The complete report documenting the transportation system technical analysis for Phase 1 of this study is provided under Appendix M.
5.2.1 Future Population and Employment Growth Population and employment forecast assumptions were extracted from the York Region EMME Model and are summarized in Table 5-5. A map illustrating these growth areas is provided in Exhibit 5-13. Minimal growth in population and employment is anticipated by 2020.
Table 5-5: Population and Employment Growth Assumptions (York Region EMME Model)
Population Employment Model Zone 2011 2021 2031 2011 2021 2031
2099 1,521 1,557 1,554 418 519 522
2101 9,971 10,027 10,003 855 861 867
2105 1,655 1,639 1,635 689 837 839
2156 2,493 2,507 2,501 738 789 794
Total 15,640 15,730 15,693 2,700 3,006 3,022
In the traffic zones adjacent to the study corridor, population is anticipated to increase by 53 residents between 2011 and 2031 while employment is expected to see an increase of 322 workers within that Exhibit 5-13: Model traffic zones adjacent to EA Study Limits time frame. Between 2011 and 2021, population is forecast to grow by 90 residents and employment by 306 workers. 5.2.2 York Region Model The key tool to assess future conditions and the development of the proposed transportation network is the York Region Travel Demand Forecasting Model. The York Region Model is a conventional four- step multi-modal transportation forecasting model that was last updated by York Region in 2014 and validated to 2011 Transportation Tomorrow Survey (TTS) data and cordon counts. The York Region Model is described at length in the York Region Travel Demand Forecasting Model Update Report dated June 30, 2014 and a subsequent memorandum on the 2011 York Region Model Validation dated August 8, 2014. These documents were used for background information on the application of the Model for the 2016 York Region TMP (YR-TMP). The Model predicts AM weekday peak period travel demands for motorized modes – transit, automobile driver and automobile passenger. The Model includes the Greater Toronto and Hamilton Area (GTHA) as well as external areas including the Counties of Peterborough, Simcoe, Dufferin, and Wellington and the Regional Municipalities of Waterloo, Niagara Falls and Brant/Brantford. The model
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zone system is based on the 2006 GTA traffic zone system, and further refined with an additional 41 Once the 2011 and 2021 York Region model forecast volumes were extracted, compound annual disaggregated zones in York Region for a total of 519 zones for York Region. The modified zone growth rates (CAGR’s) were calculated at the 3 signalized intersections in the study area. The CAGR system is referenced as the 2011 zone system. results are presented in Table 5-7.
Traffic volumes were extracted for the 2011 and 2021 years. The 2021 scenario incorporates Table 5-7: Constant Annual Growth Rates (2011-2021 model) projects from the 2017-2021 proposed transportation network, as per the YR-TMP. Growth rates were CAGR from 2011 Model to 2021 Model (unadjusted) derived from the growth in the ten year period between 2011 and 2021, then applied to existing traffic Intersection @ Major volumes to estimate the 2020 volumes. Mackenzie NBin NBout SBin SBout EBin EBout WBin WBout In May 2016, MTO released an amendment to the Growth Plan for the Greater Golden Horseshoe McNaughton Road/Avro 0% -0.80% -0.83% 0% 1.49% 1.82% 0.79% 0.45% (GGH) which identified a new 60% target for intensification. As forecasts for this 60% land use Road intensification will take time to develop, York Region identified an interim 45% land use intensification Killian Road/Netherford - 0.39% 0.03% 1.03% 1.82% 1.76% 1.15% 0.79% scenario. The 45% scenario was used for this analysis and incorporates refined population and Road 1.86% employment forecasts identified in the Draft Block 27 Secondary Plan and the Draft Block 41 Secondary Plan currently being studied in the City of Vaughan. Keele Street 6.21% 3.64% 1.45% 1.23% 1.76% 1.75% 0.54% 1.15% Table 5-6 shows the 2011 and 2021 York Region Model volumes for Major Mackenzie Drive. For locations with negative growth rates, a CAGR of 0.1% was assumed. Furthermore, no growth was assumed for the McNaughton Road/Avro Road’s Northbound In and Southbound Out Table 5-6: York Region Unadjusted Model Volumes for Major Mackenzie Drive approaches due to the unavailability of 2011 and 2021 model volumes. This is a reasonable Intersection @ Major Year NB NB SB SB EB EB WB WB Mackenzie Drive in out in out in out in out assumption given no growth is forecasted within this block (Model Zone 2099 in Table 5-5). McNaughton Road/Avro The volumes discussed in this section focus on the 2020 AM peak hour volumes which dictate the N/A 155 414 N/A 1063 909 1433 1847 Road need for operational improvements. 2020 AM peak hour approach volumes were used to forecast 2011 model Killian Road/Netherford turning movement counts along the corridor. These volumes were calculated by first determining volumes 105 100 334 102 909 932 1218 1433 Road forecast link CAGR’s, applying the CAGR’s on existing approach volumes, and performing Keele Street 226 372 1459 1721 932 739 1433 1218 Fratar/Furness operations on approach forecast volumes to estimate turning movement volumes. McNaughton Road/Avro The Fratar/Furness method is the application of a well-established bi-proportional updating algorithm. N/A 143 381 N/A 1232 1089 1551 1932 Road At a high level, this algorithm takes existing turning movement volumes and 2020 AM peak hour entry 2021 model Killian Road/Netherford and exit approach volumes (target volumes) as inputs, and rebalances existing turning movement volumes 87 104 335 113 1089 1110 1366 1551 Road volumes to match the 2020 target volumes. The Fratar/Furness method is an effective method for future turning movement volume analysis as it takes into account existing travel patterns as part of its Keele Street 413 532 1685 1944 1110 879 1513 1366 rebalancing algorithm, while minimizing errors associated with traditional turning movement growth analysis. 5.2.3 Future Road Network Using this approach, 2020 AM peak hour volumes in the study area were calculated as illustrated in 5.2.3.1 2020 Traffic Volumes Table 5-8.
As specified previously, the Region’s EMME model provides the basis for the 2020 traffic volumes. Table 5-8: 2020 AM link volumes (Furnessed) Due to the absence of new development or redevelopment planned along Major Mackenzie Drive 2020 volumes between existing (2017) and 2020, most growth will take place at major access locations/signalized Intersection @ Major Mackenzie Drive intersections in the study area, whereas growth at unsignalized intersections (i.e. driveways) and NBin NBout SBin SBout EBin EBout WBin WBout residential access locations (e.g. Avro Road) is expected to be marginal. Therefore, traffic volume McNaughton Road/Avro 262 320 659 442 1753 1775 1880 2017 analysis and intersections operations at signalized intersections only are summarized in the following Road sections. Killian Road/Netherford Road 133 70 246 130 1691 1631 1637 1876 Keele Street 635 437 1271 1251 1484 1611 1583 1674
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As illustrated in Table 5-8, the peak direction in 2020 AM peak hour traffic is westbound at McNaughton Road/Avro Road, with approximately 2017 vehicles per hour, which marginally exceeds the single lane capacity of about 900 vehicles per hour per lane for a volume to capacity ratio of 1.12. Based on Highway Capacity Manual level of service definitions, link v/c ratios under 0.85 are acceptable, 0.85 to 1.0 typically result in increased delays and queuing, and v/c ratios in excess of 1.0 have significant delays and queues. Further details on intersection traffic operations can be found in the following section.
5.2.4 Future Intersection Operations As previously mentioned, the Regions EMME model was utilized to estimate future 2020 traffic conditions. The 2020 AM Peak hour traffic volumes were developed using EMME at a link volume level of detail and further refined using a frataring/furnessing process to develop traffic volumes for individual turning movements. Due to the absence of a PM Peak EMME model, the 2020 PM Peak hour turning volumes were based on the calculated AM growth rates of a reversed movement, i.e. PM NBT growth rate would be from the AM SB, NBR from WBL, EBL from SBR, etc. The resultant 2020 AM and PM peak hour turning movement volume projections (no widening scenario) are shown in Exhibit 5-14 and Exhibit 5-15. Both 2020 AM and PM traffic operation analysis results are summarized in Table 5-9. Critical movements, defined as those yielding a v/c ratio greater than 0.85 or with a level of service ‘E’ or ‘F’, are shown in bold.
Exhibit 5-15: 2020 PM Peak Hour Traffic at Signalized Intersections Signal timings in the study area are optimized to accommodate any changes in volume growth between existing and 2020 conditions. Generally, future signal timings are expected to be similar to existing due to relatively low volume growth for all movements.
Table 5-9: 2020 Intersection Traffic Operations (Existing Intersection Configuration) Weekday AM Peak Hour Weekday PM Peak Hour Signalized th th Intersection & 95 95 Movement LOS v/c Queue LOS v/c Queue (m) (m) Major Mackenzie F 1.14 - F 1.13 Drive @ Keele Street EBL C 0.52 18 F 0.95 57 EBTR F 1.07 292 E 1.04 290 WBL F 1.02 65 F 1.06 96 WBTR E 1.05 303 F 1.07 321 NBL F 1.14 83 F 1.07 122 NBTR D 0.65 86 E 1.08 198
Exhibit 5-14: 2020 AM Peak Hour Traffic at Signalized Intersection SBL D 0.64 59 E 0.79 39
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Weekday AM Peak Hour Weekday PM Peak Hour are turning movements within the study area where the projected increase in traffic volumes from Signalized th th existing conditions is expected to reach capacity: Intersection & 95 95 Movement LOS v/c Queue LOS v/c Queue AM Peak Hour: (m) (m) Southbound through movement at Keele Street (increase from 0.96 to 1.14) SBTR F 1.14 241 E 0.80 88 Westbound left-turn at Keele Street (increase from 0.92 to 1.02) Major Mackenzie Northbound left-turn at Keele Street (increase from 0.83 to 1.14) Drive @ Killian C 1.07 - C 0.89 Road/Netherford PM Peak Hour: Road Westbound left-turn at Keele Street (increase from 0.91 to 1.06) EBL A 0.35 5 E 0.81 41 Northbound left-turn at Keele Street (increase from 0.84 to 1.07) Northbound through-and-right turn at Keele Street (increase from 0.89 to 1.08) EBTR B 0.72 278 B 0.73 267 Westbound through at McNaughton Road/Avro Road (increase from 0.88 to 1.0) WBL C 0.33 17 D 0.62 40 Under 2020 conditions, the signalized intersection of Major Mackenzie Drive at Keele Street is WBTR C 0.77 252 C 0.89 285 expected to operate with overall level of service (LOS) ‘F’ during both the weekday AM peak and PM NBL F 1.07 63 F 0.89 95 peak hours. All movements except the southbound left-turn and eastbound left-turn are expected to NBTR C 0.15 13 D 0.20 30 operate at LOS ‘F’ and with volume to capacity ratios higher than 1.00 during both AM and PM peak hours. The westbound left-turn is expected to continue to operate at LOS ‘F’ and with a SBL E 0.24 24 D 0.06 9 protected/permitted phase already. SBTR D 0.70 60 D 0.11 20 The overall intersection LOS at the intersection of Major Mackenzie Drive and Killian Road/Netherford Major Mackenzie Road is ‘C’ for both the AM and PM Peak hour. At Major Mackenzie Drive and McNaughton Drive @ D 0.95 - E 1.08 McNaughton Road/Avro Road, the overall intersection LOS are ‘D’ and ‘E’ for the AM and PM peak hours, Road/Avro Road respectively. The LOS results are depicted visually in Exhibit 5-16 and Exhibit 5-17. EBL E 0.88 89 F 1.09 134 2020 queuing conditions across the corridor were assessed and Major Mackenzie Drive. Given that EBT C 0.85 263 C 0.84 268 eastbound storage at Keele Street is only 30m, the intersection at this location has insufficient storage in the eastbound direction to accommodate future queues, as demonstrated by the 95th EBR A 0.02 0 B 0.01 0 percentile queues in Table 5-9. WBL D 0.79 20 E 0.83 43 WBT D 0.95 292 E 1.05 398 WBR A 0.04 0 B 0.05 4 NBL E 0.22 3 D 0.09 11 NBTR E 0.80 70 F 0.94 129 SBL F 0.69 20 E 0.65 88 SBTR E 0.89 77 D 0.25 31
Notes: Operations shown for critical movements only. LOS – Level of Service. v/c – Volume to th th Capacity Ratio. 95 Queue – 95 percentile queue shown in metres Exhibit 5-16: 2020 intersection level of service for drivers during weekday AM peak Moreover, signal timings in the study area were optimized to accommodate any changes in volume growth between existing and 2020 conditions. Generally, future signal timings are similar to that of existing due to relatively low volume growth for all movements Due to the relatively low magnitude of growth between existing and 2020 traffic volumes, intersections operations are generally expected to be similar to existing conditions. However, there
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Collision rates per million vehicle kilometres (MVK) were also computed for segments using the following formula:
푁푢푚푏푒푟 표푓 퐶표푙푙𝑖푠𝑖표푛푠 × 1,000,000 푆푒푔푚푒푛푡 퐶표푙푙푖푠푖표푛 푅푎푡푒 = 퐴퐴퐷푇 × 365 × 퐿푒푛푔푡ℎ × 푌푒푎푟푠 The 5-year Average Annual Average Daily Traffic (AADT) was retrieved from York Region’s AADT Midblocks Report (2015). Midblock collisions were also provided for the analysis by York Region. The results for segment collisions are depicted in Table 5-11.
Table 5-11: Segment Collision Rates AADT Average Segment Length Midblock Exhibit 5-17: 2020 intersection level of service for drivers during weekday PM peak Segment (5yr- collisions Collision Rate (km) Collisions Average) per year (MVK) Major Mackenzie Drive between 5.3 Traffic Safety Needs 0.14 36,822 22 3.7 2.3 Jackson Street & Keele Street 5.3.1 Collision Analysis Major Mackenzie Drive between Gram 0.32 35,586 10 1.7 0.48 Street & Jackson Street Five-year (2009-2013) collision records were provided by the Region within the study limits. Between Major Mackenzie Drive between Killian Keele Street and McNaughton Road/Avro Road, there were 403 collisions of which 169 (42%) were 0.22 31,062 3 0.5 0.24 Property Damage Only (PDO), 73 (18%) were non-fatal injury collisions and 160 (40%) were non- Road/Netherford Road & Gram Street reportable collisions. No fatalities occurred in the study area within the 5-year time frame. Major Mackenzie Drive between McNaughton Road/Avro Road & 0.54 47,436 38 6.3 0.81 Collision rates for intersections were also retrieved from the Traffic Operations Assessment Memo Killian Road/Netherford Road (2015) provided by York Region and are presented in Table 5-10 as collisions per million entering vehicles (MEV). The location that shows the highest collision rates are the signalized intersection at To supplement the collision analysis, the Regional Safety Study, Development of Safety Performance Major Mackenzie Drive and McNaughton Road/Avro Road, followed by the intersection at Keele Functions and Network Screening Final Report April 2013 was reviewed to identify intersections that Street. may be candidates for safety improvements. This report by York Region looked at 1,224 intersections and 1,920 segments (non-intersection) using data from 2006 to 2010. The results from the Regional Table 5-10: Intersection Collision Rates study show how collision rates at intersections and segments within the Major Mackenzie Drive Average corridor rank in comparison to others within the region from a safety perspective. The two parameters Total Collisions Intersection Collision Intersection collisions per extracted from the Regional study are Potential for Safety Improvement (PSI) and PSI Ranking. (2009-2013) Rate (MEV) year These have been documented in Table 5-12 and Table 5-13. Major Mackenzie Drive & Keele Street 164 27.3 2.32 Table 5-12: Intersection Collision Analysis Major Mackenzie Drive & Jackson Street 8 1 0.18 Network Screening Collision Rate Intersection (MEV) Major Mackenzie Drive & Gram Street 19 3 0.42 PSI Rank Total PSI
Major Mackenzie Drive & Netherford Major Mackenzie Drive & Keele 69 12 1.52 2.32 39 71 Road/Killian Road Street Major Mackenzie Drive & Avro Major Mackenzie Drive & Jackson 143 24 2.37 0.18 834 0 Road/McNaughton Road Street Total 403 Major Mackenzie Drive & Gram Street 0.42 214 11
Major Mackenzie Drive & Killian 1.52 649 0 Overall, intersections within the study area experienced collision rates below the MTO average rate of Road/Netherford Road 2.7 collisions per million entering vehicles (MEV) for non-provincial roads/highways. Major Mackenzie Drive & 2.37 57 50 McNaughton Road/Avro Road
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5.3.2 Summary Table 5-13: Segment Collision Analysis Table 5-14 contains a summary of the key safety issues identified for the study corridor. Collision Network Screening Segment Rate Table 5-14: Collision Trends Summary (MVK) PSI Rank Total PSI Intersection Collision Trends Major Mackenzie Drive between Jackson Street & Keele Major Mackenzie Drive & 164 collisions (81 PDO, 25 Non-Fatal, 29 Non-Reportable) 1.9 38 36 Street Keele Street 40% of collisions were Rear-End initial impact while Angle collisions accounted for 18% of all collisions Major Mackenzie Drive between Gram Street & Jackson 0.4 1005 0 Major Mackenzie Drive & 8 collisions (6 PDO, 2 Non-Fatal) Street Jackson Street Rear-End and Angle collisions were the predominant impact types (75%) Major Mackenzie Drive between Killian Road/Netherford Road 0.2 190 10 Major Mackenzie Drive & 19 collisions (9 PDO, 5 Non-Fatal, 5 Non-Reportable) & Gram Street Gram Street 42% of collisions were Rear-End initial impact Sideswipe (21%) and Angle (21%) collisions were equally common Major Mackenzie Drive between McNaughton Road/Avro 0.7 40 34 initial impact types Road & Killian Road/Netherford Road Major Mackenzie Drive & 69 collisions (31 PDO, 18 Non-Fatal, 20 Non-Reportable) A higher PSI Ranking indicates a high potential for safety improvement. The PSI is the outcome from Killian Road/Netherford Rear-End collisions were the predominant impact type (68%) Road a network screening analysis which is a process for reviewing a roadway network (intersections, Angle collisions made up 13% of collisions while Sideswipe accounted for 9% of the tolal count segments, ramps) in order to prioritize sites for improvement from highest to lowest. A network screening process involves several analytical steps utilizing historical data of the network primarily Major Mackenzie Drive & 143 collisions (49 PDO, 29 Non-Fatal, 66 Non-Reportable) McNaughton Road/Avro Rear-End collisions were the predominant impact type (59% or 85 collision history. Road collisions). Angle collisions made up 21% of collisions while Sideswipe The Network Screening analysis confirms the information provided by collision rates data. For accounted for 8% of the tolal count instance, the segment between Keele Street and Jackson Street has the highest calculated collision Based on the 5-year collision data, there were no unusual collision rates observed along this segment rate and the highest PSI ranking or the highest potential for safety improvement. of Major Mackenzie Drive. Moreover, the Network Screening analysis confirms the information It is important to note that of all reported collisions in the study area, no fatalities were recorded. provided by collision rates data. The segment between Jackson Street and Keele Street, which has the highest calculated collision rate and the highest PSI ranking has the potential for safety Pedestrian and Cyclist Collisions improvement. Records from York Region’s Active Transportation Team were made available and show the following pedestrians and cyclist collisions since 2007: The York Region Traffic Operations Assessment Memo (2015) provided the following list of potential 9 collisions at Keele & Major Mackenzie intersection collision influencing factors: 3 collisions between Jackson Street and Keele Street 2 collisions at Netherford/Killian & Major Mackenzie intersection Existing congested conditions on Major Mackenzie Drive during peak periods may increase 4 collisions at McNaughton/Avro & Major Mackenzie intersection motorist’s potential exposure to collisions;
As cyclists and pedestrians are more vulnerable on roads, conditions for them should be treated with Limited continuous alternative east-west routes increase traffic congestion on Major Mackenzie increased vigilance and importance despite the lower number of overall collisions observed for these Drive causing closely spaced aggressive drivers, potentially influencing the high number of rear two modes. end collisions; and
Conflicting pedestrian activities in the area may impose vehicular delays for turning vehicles at intersections, which could also result in higher level of frustration for motorists.
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6 Problem and Opportunity Statement 7 Alternative Solutions
Major Mackenzie Drive is a continuous, regional arterial road which spans York Region from its Alternative Solutions are functionally different ways of approaching and addressing a problem or western boundary with Peel Region and its eastern boundary with Durham Region, providing a major opportunity. The Class Environmental Assessment process requires documentation and east-west transportation corridor connecting to north-south regional arterials and Highways 400 and examination of all reasonable alternatives to address the problem; referred to as Alternative 404. The historic Village of Maple is centered at the intersection of Major Mackenzie Drive and Keele Solutions. Street. As such, between McNaughton Road/Avro Road and Keele Street, the surrounding land use context is relatively urban and composed of low to mid-rise land uses including residential, mixed-use, 7.1 Generation of Alternative Solutions commercial and institutional buildings with a number of driveway accesses located on both sides of the street. To inform the generation of alternative solutions, a review of the findings and recommendations from the York Region Traffic Operations Assessment Memo (2015) was performed. The report is Major Mackenzie Drive is both a busy traffic thoroughfare and an urban village core. The following referred to as the “York Region Memo (2015)” and is summarized in Section 7.1.1. The memo transportation issues were identified: recommendations helped inform the development of some of the Alternative Solutions identified for this EA study, which are summarized in Section 7.1.2. Due to heavy through traffic volumes, there are limited gaps in traffic flow, making access to and from the commercial and residential parking lots challenging. Delays in access to driveways exacerbate already heavy traffic queues by blocking through traffic 7.1.1 2015 York Region Memo Alternative Solutions on Major Mackenzie Drive. Prior to the commencement of this EA study, York Region’s Transportation Planning group The intersection of Major Mackenzie Drive and Keele Street exceeds capacity during peak received a request to review the issues of traffic congestion and vehicle delay related to periods resulting in significant eastbound queuing which further impacts driveway accesses west ingress/egress at commercial and residential driveways on Major Mackenzie Drive from Killian of Keele Street. Road/Netherford Road to Keele Street. The findings of York Region’s work are documented in the The significant number of driveway access points creates conflict points reducing the pedestrian York Region Memo (2015) (Appendix L), which identified and assessed three alternatives and and cyclist experience along the corridor. are outlined in Table 7-1. Current conditions for mixed traffic transit services results in poor transit operating conditions during peak hours. Table 7-1: Improvements Analyzed in the York Region Memo (2015) The lack of a pedestrian crossing along Major Mackenzie Drive between Killian Road / Netherford Alternative Description
Road and Keele Street (as well as the petition signed by the public) Alternative 1: No infrastructure improvements Do Nothing Signal timing optimization Potential opportunities to address the aforementioned transportation issues require further study and Addition of left-turn lanes on Major Mackenzie Drive at: include: o Gram Street intersection o Jackson Street intersection Realignment and consolidation of commercial/residential access points. Alternative 2: o 2396, 2354 and 2332 Major Mackenzie Scheduling delivery during off-peak hours and at night. Intersection Improvements with Auxiliary driveways Implementing a centre left-turn lane to provide additional space and storage for driveway access Left-turn Lanes A 135 m raised centre median between Killian Road movements. and Gram Street Relocation of 2414 Major Mackenzie driveway to align Intersection improvements at Keele Street to reduce vehicle queuing and capacity issues. with Gram Street Streetscaping enhancements to encourage walking Installation of a traffic signal and protected pedestrian crossing between Killian Road/Netherford Addition of a continuous two-way centre left-turn lane from Gram Street to Jackson Street Road and Keele Street. Alternative 3: Addition of a 135m raised centre median between Intersection Improvements with Continuous Killian Road and Gram Street As this study focuses on the short-term (2020) operational needs and opportunities of the corridor, a Two-Way Centre Left-turn Lane Relocation of 2414 Major Mackenzie driveway to align future EA study will assess the long-term transportation needs, including capacity improvements. with Gram Street
1 Plans and drawings depicting alternative solutions can be found in Appendix L. The 2015 York Region Memo measured the impacts of each alternative based on the following metrics to assess traffic operations:
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Traffic Performance Based on the recommendations, an alternative with a continuous centre-left turn lane was carried forward in the EA study for further consideration. As the 2015 York Region memo determined a The 2020 levels of service, volume-to-capacity ratios, delays and queuing were modeled for all preference for a two-way centre left-turn lane compared to the implementation of auxiliary left-turn movements for signalized and unsignalized intersections. The traffic performance evaluation was lanes on Major Mackenzie Drive at Gram Street, Jackson Street and 2396, 2354 and 2332 Major completed for the weekday AM and PM peak hours. Mackenzie driveways, this alternative solution was not carried forward for further review in the EA The implementation of a continuous centre left-turn lane (Alternative 3) yielded the highest benefit study. to traffic performance. Non-signalized intersections experienced the best operations improvement under Alternative 3, while traffic conditions at signalized intersections remained largely similar 7.1.2 Proposed Alternative Solutions between the alternatives assessed. Based on the Needs Assessment and recommendations from the 2015 York Region Memo, a Travel Time Savings variety of Alternative Solutions were developed for the study area. These alternatives range in Travel times for the 2020 scenarios were modeled using SimTraffic 8 simulation software and complexity, cost, and their ability to address the study area issues. Table 7-3 presents the were compared to actual 2015 travel times, which had been previously recorded through a survey proposed alternative solutions considered to address the problems and opportunities identified for by York Region. Table 7-2 below displays the results of the travel time analysis. the Major Mackenzie Drive EA study.
Table 7-2: Travel Time Savings (York Region Traffic Operations Assessment Memo 2015) Table 7-3: Proposed Alternative Solutions Ranking Alternative Description Alternative AM travel time (s) PM travel time (s) [best (1) to worst Alternative 1: (4)] Maintain existing conditions Do Nothing
2015 Actual Existing 146 (EB), 55 (WB) 142 (EB), 75 (WB) 4 Alternative 2: Transportation System Signal coordination and timing optimization. Alternative 1: Do Nothing 100 (EB), 80 (WB) 80 (EB), 50 (WB) 3 Management (2020) Alternative 3: Widen for Provide a centre left-turn lane to help reduce delays caused by Alternative 2: Intersection Centre Left-Turn Lane cars turning left into driveways. Improvements with Auxiliary 110 (EB), 50 (WB) 60 (EB), 45 (WB) 2 Alternative 4: Intersection Add an eastbound right-turn lane and extend the eastbound Left-turn Lanes Improvements at Keele Street left-turn lane at the Keele Street intersection. Alternative 3: Intersection Alternative 5: New Traffic Improvements with Signal / Pedestrian Crossing Add a new traffic signal and/or pedestrian crossing between 80 (EB), 40 (WB) 65 (EB), 40 (WB) 1 Continuous Two-Way Centre between Killian Road and Killian Road and Keele Street to facilitate safer pedestrian and Left-turn Lane Keele Street vehicular movements along this segment of the corridor
*Note: The above travel time savings are only used to illustrate the performance of the different alternative solutions. Alternative 6: Consolidate Minimize the number of access points to reduce opportunities They are the result of analysis conducted as part of the Traffic Operations Assessment, completed in 2015. For the Commercial Entrances and for traffic blockage while eliminating conflict points and methodology used to derive these values, please refer to Appendix L. Driveways improving pedestrian and cyclist conditions.
The following summarizes the memo’s findings and conclusions:
Alternative 3 prevailed over Alternatives 1 and 2 from a traffic performance and travel time improvement standpoint. The overall benefits that would be realized by the construction of a left-turn lane on Major Mackenzie Drive from Killian Road to Keele Street will produce moderate benefits. Because high traffic volumes are the result of network discontinuity in the area, broader solutions to traffic congestion are needed. Implementation of missing road links on Teston Road and Kirby Road, as identified in the York Region Transportation Master Plan, is recommended.
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7.2 Evaluation of Alternative Solutions 7.2.2.2 Alternative 2: Transportation System Management While Transportation System Management, particularly traffic signal optimization, would provide a To determine the most appropriate solution for the corridor, the advantages and disadvantages of general benefit to vehicular traffic on Major Mackenzie Drive, this alternative on its own is not each of the Alternative Solutions identified in Section 7.1.2 were evaluated. A list of criteria to sufficient to address the issues identified in the problem statement, including safety and driveway compare the alternatives was developed. The measure of the alternative’s success was its ability access concerns. As no traffic analysis was undertaken for this alternative on its own, Alternative to correct, minimize or mitigate impacts and / or meet the study goals. 2 was reviewed in conjunction with others to improve operations in the study area 7.2.1 Evaluation Criteria 7.2.2.3 Alternative 3: Widen for Centre Left-Turn Lane The evaluation criteria used to compare the Alternative Solutions is listed in Table 7-4. Travel times for the year 2020 were modeled for Major Mackenzie Drive between Keele Street Table 7-4: Alternative Solution Evaluation Criteria and Killian Road for the Alternative 1: “Do Nothing” and the Alternative 3: “Widen for Centre Left- Turn Lane” scenarios using SimTraffic 8 simulation software. The results were reviewed to assess Category Criteria the benefits of widening to accommodate a two-way centre left-turn lane. This methodology was Socio- Minimizes impacts to archaeology / cultural heritage resources followed to facilitate comparisons with the York Region Traffic Operations Assessment Memo Economic Accommodates existing and planned development (2015) results. Complies with regional and municipal planning policies Minimizes property acquisition The results, extracted from SimTraffic reports, are illustrated in Table 7-5 and Table 7-6 the AM Improves quality of life and PM Peak hours. Improves air quality Table 7-5: Morning Peak Hour Travel Times Transportation Supports regional and municipal transportation planning strategies Alternative 1 Alternative 3 Time Improves existing / future congestion Travel Direction (Do Nothing) Travel (CLTL) Change (%) Savings (s) Improves road safety Time (s) Travel Time (s) Accommodates all road users, including pedestrians, cyclists and transit users AM – Eastbound 260.1 234.4 -25.7 -9.9% Addresses problem / opportunity statement AM – Westbound 71.8 69.6 -2.2 -3.1% Natural Minimizes impacts to and enhances environmentally sensitive areas Source: SimTraffic Report Environment Minimizes impacts to wildlife, vegetation, aquatic species and habitat, and species at risk Provides stormwater management improvements and mitigates erosion Table 7-6: Afternoon Peak Hour Travel Times Alternative 1 Alternative 3 Costs Optimizes capital costs Time Travel Direction (Do Nothing) (CLTL) Change (%) Optimizes operation/maintenance costs Savings (s) Travel Time (s) Travel Time (s) Optimizes property acquisition costs PM – Eastbound 201.2 177.1 -24.1 -12%
7.2.2 Traffic Analysis PM – Westbound 76.8 73.2 -3.6 -4.7% The following describes the methodology and key findings used to assess the traffic operations of Source: SimTraffic Report the various alternatives. The addition of a two-way centre left-turn lane led to a reduction in travel time for both directions in the AM and PM peaks. The largest travel time savings occurred for vehicles travelling 7.2.2.1 Alternative 1: Do Nothing eastbound during the morning peak while the largest incremental savings occurred for eastbound The analysis and results depicting traffic conditions in 2020 if no improvements were undertaken travellers in the afternoon peak. in the study area were prepared. The results of the “Do Nothing” analysis were used for Westbound traffic also experienced shorter travel times, albeit to a lesser extent. Their time comparison purposes against other alternatives to identify their relevant benefits as described. savings ranged between 2 and 4 seconds. Table 7-7 summarizes the time savings in 2020 with the implementation of a centre left-turn lane.
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Table 7-7: Travel Time Savings Results Source: Synchro Report EA Study Table 7-9: PM Peak Hour Traffic Conditions at the Keele Street intersection Travel Time (s) Alternative Synchro 95th PM Peak Movement V/C LOS EB WB Queue (m) AM 260.1 71.8 EBL 0.95 F 57 Alternative 1: Do Nothing (2020) Alternative 1: PM 201.2 76.8 EBT 1.04 E 289.9 Do Nothing (2020) AM 234.1 69.6 EBR 1.04 E 289.9 Alternative 3: Widen for a centre left-turn lane PM 177.1 73.2 EBL 0.92 F 57 Alternative 4: AM -25.7 -2.2 60m EBL and 60m EBR EBT 0.9 D 218.3 Travel Time Savings Turning Lanes PM -24.1 -3.6 EBR 0.25 A 19.9 Source: Synchro Report Total Travel Time Savings -55.9 During both AM and PM peaks, the eastbound-through (EBT) and eastbound-right (EBR) The results show that the centre left-turn lane boasts benefits in terms of reducing delays and movements experience improvements in their LOS and v/c ratio when compared to the Do total travel time by minimizing through lane blockage and improving overall capacity of Major Nothing alternative. However, the eastbound-left (EBL) movement remains constant during the Mackenzie Drive within the study area. Additional benefits include safety enhancements when morning and afternoon. The queues decrease for the EBT and EBR but remain the same for the making left-turns. EBL movement.
7.2.2.4 Alternative 4: Intersection Improvements at Keele Street 7.2.2.5 Alternative 5: New Traffic Signal / Pedestrian Crossing between Killian Road and Keele Street The 2020 levels of service, volume-to-capacity ratios and queuing were modeled to examine the benefits of implementing localized intersection improvements such as eastbound-right and The Ontario Traffic Manual (OTM 2007 – Book 12) was used as a basis to evaluate the warrant eastbound-left turn lanes. As the critical section of the study corridor is located between Killian for a traffic signal and/or pedestrian crossing between Killian Road/Netherford Road and Keele Road/Netherford Road and Keele Street, traffic performance improvements for eastbound Street (Alternative 5). Because it is unsignalized and located equidistant from adjacent crossings, movements at Keele Street can provide an accurate depiction of the outcomes anticipated. As the Gram Street intersection was a good candidate from which to begin the assessment of such the impacts of Alternative 4: “Intersection Improvements at Keele Street” were measured potential midblock crossings. only for the Keele Street eastbound movements and compared to the Alternative 1: “Do Nothing”. According to the OTM Book 12, for a pedestrian crosswalk (PXO) to be warranted, the total 8- Table 7-8 and Table 7-9 present the findings of the Synchro analysis for the AM and PM peak hour pedestrian volume crossing the main road at an intersection or midblock location must hours. exceed 100 “equivalent adult pedestrians” during the highest pedestrian traffic hours. In addition, no signalized intersection must be located within 200m of the crossing evaluated. Table 7-8: AM Peak Hour Traffic Conditions at the Keele Street intersection Synchro 95th The 8-hour pedestrian volume at the intersection of Gram Street and Major Mackenzie Drive is 42, AM Peak Movement V/C LOS Queue (m) which is well below the OTM threshold. However, the signalized intersection at Killian Road is EBL 0.52 C 17.9 approximately 230m away, which surpasses the acceptable 200m proximity limit set by the Manual. Alternative 1: EBT 1.07 F 292 Do Nothing (2020) To investigate the potential for a traffic signal, volume warrants and collision experience were also EBR 1.07 F 292 examined. Exhibit 7-1 summarizes the results of the signal and PXO warrant analysis.
EBL 0.52 C 17.9 Alternative 4: 60m EBL and 60m EBR EBT 0.94 D 237.1 Turning Lanes EBR 0.24 A 21.4
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A combination of solutions is recommended to tackle the operational concerns at Major Mackenzie Drive within the study limits. In addition to the implementation of Alternatives 3 and 4, it is proposed to undertake transportation system management strategies (Alternative 2) to optimize signal timing and improve traffic flow in the study area. The addition of a new traffic signal or pedestrian crossing (Alternative 5) is carried forward based on resident request for an additional protected crossing and as a result of further discussion with York Region and feedback from affected stakeholders and the community.
Exhibit 7-1: Signal and PXO Warrant Results The volume warrants, collision experience and pedestrian volumes, as well as proximity to the Killian Road/Netherford Road intersection, indicate that neither a traffic signal nor pedestrian crosswalk is warranted at the Gram Street and Major Mackenzie Drive intersection. Although not necessarily warranted, Alternative 5 is recommended for further consideration in light of public support for a midblock pedestrian crossing.
7.2.2.6 Alternative 6: Consolidate Commercial Entrances and Driveways Traffic analyses were not performed for this alternative. A qualitative assessment based on the evaluation criteria was performed instead, and documented in Section 7.3. 7.3 Evaluation Matrix Based on the evaluation criteria identified in Section 7.2.1 and the findings of the traffic analysis presented in Section 7.2.2, an evaluation was conducted to compare the six Alternative Solutions and determine the recommended alternative. The evaluation is provided in Table 7-10. From a traffic perspective, based on the qualitative and quantitative analysis presented, Alternative 1: Do Nothing is least preferred, while Alternative 3: Widen for Centre Left-turn Lane and Alternative 4: Intersection Improvements at Keele Street are preferred.
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Table 7-10: Evaluation of Alternative Solutions Matrix Alternative 2: Alternative 3: Alternative 4: Alternative 5: Alternative 6: Alternative 1: Evaluation Criteria Transportation System Widen for Centre Left-Turn Intersection Improvements at New Traffic Signal / Pedestrian Consolidate Commercial Do Nothing Management Lane Keele Street Crossing between Killian Road Entrances and Driveways and Keele Street Add a new traffic signal and/or Add an eastbound right-turn lane Minimize the number of access pedestrian crossing between Killian Signal coordination and timing Provide a centre left-turn lane to and extend the eastbound left- points to reduce opportunities for Option Description Maintain existing conditions. Road and Keele Street to facilitate optimization. help reduce delays caused by cars turn lane at the traffic blockage while eliminating safer pedestrian and vehicular turning left into driveways. Keele Street intersection. conflict points and improving movements along this segment of pedestrian conditions. the corridor. Socio-Economic
Potential impacts to Potential impacts to Potential impacts to Impacts to Archaeology / No Impacts No impacts archaeological or cultural archaeological or cultural No impacts archaeological or cultural cultural heritage resources heritage resources. heritage resources. heritage resources.
Accommodates existing Does not accommodate Accommodates existing and Supports existing and planned and planned development Supports existing and planned Supports existing and Accommodates Existing and existing and planned planned development as it development, by minimizing by providing a general development by improving planned development by Planned Development development, as it does not increases pedestrian access and driveway conflict points (vehicle overall benefit to vehicles traffic operations. improving traffic operations. improve roadway operations. safety. and pedestrian). along the corridor.
Does not oppose Region’s Does not oppose Region’s Does not oppose Region’s Does not oppose Region’s Does not oppose Region’s Does not oppose Region’s Compliance with Region’s Planning Policies for the EA Planning Policies for the EA Planning Policies for the EA Planning Policies for the EA Planning Policies for the EA Planning Policies for the EA Planning Policies horizon year horizon year. horizon year. horizon year. horizon year. horizon year.
Minimizes property No property acquisition No property acquisition Potential for property Potential for property Potential for property acquisition Potential for property acquisition acquisition required required acquisition acquisition required
Potential improvement to Does not improve driving the driving experience at the Potential improvement to the operations on Major intersection and adjacent Potential for impact to the driving experience on Major Mackenzie Dr segments of Major driving experience on Major Moderate improvement to the Mackenzie Dr Poor active transportation Mackenzie Dr Mackenzie Dr driving experience on Major Potential improvement to Potential improvement to air facilities Potential opportunity to Improved pedestrian experience Mackenzie Dr Improves quality of life the driving experience on quality due to fewer idling Congestion, delays, and air improve active transportation and safety Minimizing driveway conflict Major Mackenzie Dr vehicles, resulting in increased quality will continue to facilities Increased access to existing and points (vehicle and pedestrian). quality of life degrade , resulting in Potential improvement to air planned developments Opportunity for landscape / deteriorated quality of life quality due to fewer idling streetscape improvements vehicles, resulting in increased quality of life
Minimal potential Potential for improvement in air Potential for improvement in improvement to air quality, Improves air quality Does not improve air quality quality due to fewer vehicles air quality due to fewer Does not improve air quality Does not improve air quality due to optimization of idling vehicles idling vehicular flows
Summary Not Preferred Neutral Neutral Neutral Preferred Not Preferred
Transportation/Technical
Does not oppose Region’s Does not oppose Region’s Does not oppose Region’s Does not oppose Region’s Does not oppose Region’s Does not oppose Region’s Transportation Master Plan Planning Policies for the EA Planning Policies for the EA Planning Policies for the EA Planning Policies for the EA Planning Policies for the EA Planning Policies for the EA (TMP) horizon year. horizon year. horizon year horizon year. horizon year horizon year
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Alternative 2: Alternative 3: Alternative 4: Alternative 5: Alternative 6: Alternative 1: Evaluation Criteria Transportation System Widen for Centre Left-Turn Intersection Improvements at New Traffic Signal / Pedestrian Consolidate Commercial Do Nothing Management Lane Keele Street Crossing between Killian Road Entrances and Driveways and Keele Street Add a new traffic signal and/or Add an eastbound right-turn lane Minimize the number of access pedestrian crossing between Killian Signal coordination and timing Provide a centre left-turn lane to and extend the eastbound left- points to reduce opportunities for Option Description Maintain existing conditions. Road and Keele Street to facilitate optimization. help reduce delays caused by cars turn lane at the traffic blockage while eliminating safer pedestrian and vehicular turning left into driveways. Keele Street intersection. conflict points and improving movements along this segment of pedestrian conditions. the corridor.
Does not improve congestion Improves operations by Improves operations by Improves Existing / Future Anticipated growth, though Moderate improvement to extending east-bound left- Slight negative effect on traffic Minimal to no improvement on preventing turning vehicles Congestion minimal, will worsen existing existing congestion turn lane and addition of congestion congestion from blocking through lanes conditions eastbound right-turn lane
Improvement in road safety to Minimal to no impact on Improves road safety for all pedestrians by reducing the Improves Road Safety Does not improve road safety Improves road safety Improves road safety road safety modes number of conflict points with vehicles
Potential opportunity to Improved conditions for vehicles Accommodates All Road Does not accommodate all Does not accommodate accommodate active Does not accommodate exiting/accessing Gram Street Similar to existing conditions, Users, Including Pedestrians, road users active transportation users transportation users, where active transportation users and pedestrian access to north road users are accommodated. Cyclists, and Transit Users feasible side plazas
Does not address problem Does not address problem Addresses Problem / Addresses problem and Addresses problem and Addresses problem and Addresses problem and and opportunity statement and opportunity statement Opportunity Statement opportunity statement opportunity statement opportunity statement opportunity statement on its own.
Summary Not Preferred Neutral Preferred Preferred Neutral Neutral
Natural Environment
Impacts to Designated Natural Areas (PSWs, ESAs No impacts No impacts No impacts No impacts No impacts No impacts & ANSIs) Impacts to Wildlife, Vegetation, Aquatic Species Potential minor impact to No impacts No impacts No impacts No impacts No impact and Habitat, and Species at wildlife Risk
Potential impacts to drainage / erosion Potential opportunity for Potential opportunity for No improvement to drainage / No improvement to No improvements to drainage / No improvements to drainage / Improves Drainage / Erosion improvements to storm improvements to storm erosion drainage / erosion erosion erosion drainage system including drainage system. repair/ replacement of West Don River culvert.
Summary Neutral Neutral Neutral Neutral Neutral Neutral
Costs
High capital costs from High capital costs from Capital Costs No Capital costs One-time capital cost infrastructure improvements to infrastructure improvements Moderate capital costs Moderate capital costs Major Mackenzie to Major Mackenzie
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Alternative 2: Alternative 3: Alternative 4: Alternative 5: Alternative 6: Alternative 1: Evaluation Criteria Transportation System Widen for Centre Left-Turn Intersection Improvements at New Traffic Signal / Pedestrian Consolidate Commercial Do Nothing Management Lane Keele Street Crossing between Killian Road Entrances and Driveways and Keele Street Add a new traffic signal and/or Add an eastbound right-turn lane Minimize the number of access pedestrian crossing between Killian Signal coordination and timing Provide a centre left-turn lane to and extend the eastbound left- points to reduce opportunities for Option Description Maintain existing conditions. Road and Keele Street to facilitate optimization. help reduce delays caused by cars turn lane at the traffic blockage while eliminating safer pedestrian and vehicular turning left into driveways. Keele Street intersection. conflict points and improving movements along this segment of pedestrian conditions. the corridor.
Operation / Maintenance Minimal operation/ Minimal operation/ Additional operation/ Additional operation/ Additional operation/ Potential reduction in operation/ Costs maintenance costs maintenance costs maintenance costs maintenance costs maintenance costs maintenance costs
No property acquisition Potential for property Potential for property Potential for property acquisition Property acquisition costs No property acquisition costs No property acquisition costs costs acquisition costs acquisitions costs costs
Summary Preferred Preferred Not Preferred Not Preferred Neutral Neutral
Overall summary
Impact to socio-economic environment (potential property acquisition) but provides Impact to socio-economic opportunity for landscape / environment (potential streetscape improvements Does not impact or improve property acquisition) Improvement to the socio- Potential improvement to air the socioeconomic or natural Does not impact or improve Limited opportunity for economic environment (quality quality due to fewer idling Limited opportunities for environment the socioeconomic or landscape / streetscape of life, improved access) vehicles driveway consolidation Access to commercial natural improvements May moderately improve Most likely to yield best Difficult to obtain property owner properties will continue to environments Potential improvement to air transportation operations and transportation benefits consensus suffer and result in potential May moderately improve quality due to fewer idling safety for vehicles and Comments Addresses problem and May improve transportation loss of business transportation operations; vehicles pedestrians opportunity statement operations and safety by Does not improve targets drivers Improvements to Addresses problem and Minor impact to natural reducing the number of conflict transportation operations Does not address problem transportation operations opportunity statement environment point for vehicles and pedestrian Does not address problem and opportunity statement Addresses problem and Moderate cost Highest cost Moderate to high cost and opportunity statement Low cost opportunity statement Public support for new crossing Public support expressed Lowest cost High cost expressed Potential opportunity to Requires removal of on-street repair/replace culvert at West parking near intersection Don River Requires removal of on-street parking
Recommendation Not Preferred Preferred Preferred Preferred Preferred Not Preferred
Carry forward Alternatives 2,3,4 and 5
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7.4 Preferred Solution Based on the evaluation presented in the previous section, the preferred solution consists of the following: Alternative 2: Transportation System Management Alternative 3: Widening for Centre Left-Turn Lane Alternative 4: Intersection Improvements at Keele Street (i.e. extended eastbound left-turn lane and new eastbound right-turn lane) Alternative 5: New Traffic Signal / Pedestrian Crossing between Killian Road and Keele Street. Discussions with the City of Vaughan resulted in the consideration of active transportation improvements for the study area. The preferred solution therefore also aimed to accommodate cyclists and pedestrians to the extent possible and was reviewed as part of the alternative design evaluation process.
8 Alternative Designs for the Preferred Solution Exhibit 8-1: Constraints between McNaughton Road/Avro Road and Killian Road/Netherford Road
Recommendations carried forward from Phase 2 – Alternative Solutions informed the development of the Phase 3 - Alternative Designs. While Section 7 confirmed a combination of solutions to address the problem and opportunity, this section examines alternative methods for implementing the preferred solution. Section 8 documents the process used in developing, assessing and evaluating alternative designs to select a preferred design for the study corridor. 8.1 Generation of Alternative Design Concepts 8.1.1 Constraints
Existing conditions and constraints along the Study Area were assessed in the development of Exhibit 8-2: Constraints between Killian Road/Netherford Road and Keele Street alternative design concepts. The main constraints influencing the alternative designs are: a. Available Right-of-Way (ROW) b. West Don River Crossing c. Village of Maple Heritage Conservation District Plan (VM-HCD) d. Residential, Commercial, Low-Rise Mixed Land Use e. Utilities The study area context and constraints are presented visually in Exhibit 8-1 and Exhibit 8-2.
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The East segment also falls within the boundaries of the Village of Maple Heritage Conservation 8.1.2 Corridor Segmentation District (VM-HCD) Plan which acknowledges the greater social and economic role of this segment and aims to nurture a pedestrian-friendly commercial destination. Specifically the intersection of To better address the specific needs, constraints and challenges within the study area, the study Keele Street and Major Mackenzie Drive is located in the commercial core of the VM-HCD. corridor was divided into three segments, East, Central and West, as shown in Exhibit 8-3.
Exhibit 8-4: Major Mackenzie Drive looking east at Keele Street
Central Segment – Jackson Street to Gram Street The existing available ROW along the Central segment between Jackson Street and Gram Street varies between 25m and 28m. The boulevard is wider to the north and is more limited to the south due to adjacent residences, as illustrated in Exhibit 8-5.
Exhibit 8-3: Corridor Segmentation For the purposes of the evaluation of alternative designs, the screening process was organized moving from East to West along Major Mackenzie Drive. This was done because considerations for the more constrained East segment helped define the design possibilities while guiding and informing a continuous and sensible recommendation for the corridor. The constraints pertaining to each segment are discussed along with their context to the development of the alternative design options.
East Segment – Keele Street to Jackson Street
The existing available ROW along the East segment between Keele Street and Jackson Street is Exhibit 8-5: Looking east from 2414 Major Mackenzie Drive Plaza approximately 28m. Utility poles are located on both sides of Major Mackenzie Drive in this section. However, the poles on the north side are more dispersed and are inset from the roadway, while those on the south side abut In this segment, building faces directly abut property lines. Hydro poles are located on the south side the curb and are more abundant. These considerations are important when investigating the viability of the road and light poles are found on both sides. There is limited available right-of-way surrounding of alternative cross-section designs to minimize potential relocation. the Keele Street intersection (see Exhibit 8-4). These characteristics pose a challenge in developing cross-section alternatives that include all desired design features as opportunities for property As part of the Heritage Conservation District, this segment is subject to urban design guidelines to acquisition are limited. help retain the Village of Maple’s character, feel and identity. The plan encourages grassed
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boulevards and plantings and supports all aspects of road design that improve the pedestrian 8.2 Alternative Design Cross-Sections amenity. The Class EA process requires the documentation and examination of all reasonable options in West Segment – Gram Street to McNaughton Road/Avro Road Phase 3 of the study. This section details the development of the long-list of alternative cross-section designs, the short-list screening process (i.e. design workshop), the cross-section element design The existing available ROW in the West segment between Gram Street and McNaughton Road/Avro criteria and the alternative designs short-listed for detailed evaluation. Road is approximately 36m. For the most part, private properties do not front onto Major Mackenzie Drive within this section with 8.2.1 Summary of Cross-Section Long-list the exception of Apple Tree Montessori School, Mac’s Gas Station, St. David’s Church and the commercial plaza located at the south-west corner of Killian Road/Netherford Road and Major The project team considered the following cross-section alternative designs for initial discussions. For Mackenzie Drive. A raised median separates eastbound and westbound traffic from Killian the purposes of the evaluation of alternative designs, the screening process was organized moving Road/Netherford Road west to the Saint David’s Church Driveway. from the East (most constrained) to the West (least constrained) along Major Mackenzie Drive so as to help the selection process. The designs were prepared by segment based on 2016 York Region Hydro poles are located primarily on the south side of Major Mackenzie Drive in this section while Design Guidelines (YR-DGL, December 2016 version 1.2): light standards line the north side, as shown in Exhibit 8-6. Furthermore, the West Don River tributary is present within this segment and crosses under roadway between St. David’s Church and 1 East Segment – Major Mackenzie Drive between Keele Street and Jackson Street the Mac’s Gas Station. A. Implement an eastbound right-turn lane and shift the centerline alignment to the north, with There is greater potential for accommodating roadway and pedestrian realm improvements in the remaining ROW utilized for public space. segment due to the wider right-of-way available. Given the existing property/building constraints, this is the only alternative design that is The limits of the West segment fall outside the boundaries of the Heritage Conservation District Plan. feasible. Widening the cross-section further to accommodate separated active transportation facilities (cycling) is not possible without impacting the adjacent buildings. Similarly widening about the centerline or shifting the alignment to the south would also impact the adjacent buildings.
2 Central Segment – Major Mackenzie Drive between Jackson Street and Gram Street A. Implement a CLTL with sidewalks on both the north and south sides B. Implement a CLTL with multi-use path (MUP) on both or either side C. Implement a Centre Left Turn Lane (CLTL) with separated off-road cycling facilities on both the north and south sides 3 West Segment – Major Mackenzie Drive between Gram Street and McNaughton Road / Avro Road A. Implement a CLTL with sidewalks on both the north and south sides B. Implement a CLTL with MUP on both or either side C. Implement a CLTL with separated off-road cycling facilities on both the north and south sides Exhibit 8-6: Looking east along Major Mackenzie Drive from McNaughton Road/Avro Road Only separated active transportation facilities were considered in the design development. Separated facilities are characterized by a dedicated pathway in the boulevard space and commonly include off- road bike lanes, cycle tracks and multi-use paths. These off-road facilities are preferred over on-road ones, such as conventional bike lanes and lanes with marked buffers for several reasons, namely because: Separated facilities improve cycling safety and level of service by increasing the physical separation between motor vehicles and active modes. Separated facilities avoid the potential for conflicts with curbside transit stops. The study area’s characteristics, including its high traffic volumes (Annual Average Daily Traffic is greater than 15,000 vehicles) and moderate operating speed (greater than 50 km/h) make it more suitable for separated facilities rather than shared uses.
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Similarly, options for two-way off-road cycle track were dismissed to reduce conflict points at NO YES i. Does the alternative fit intersections as pedestrians and turning drivers may not expect contra-flow bicycle traffic. Two-way within the existing ROW? off-road cycle tracks also limit access to the other side of the street (and associated destinations) and may require additional signal equipment at intersections.
8.2.2 Design Team Workshop ii. Consider modifications to the alternative to reduce the A design workshop was held with York Region internal stakeholders and project team staff on proposed ROW. January 8, 2018 to discuss the long-list of alternative designs and screen out options that are not (E.g.: AT facility on one side of the street, lane width reductions) feasible. The workshop was attended by several York Region staff, including representatives from Active Transportation, Streetscape, Corridor Control and YRT/VIVA departments. The main objective of the workshop was to confirm which active transportation facilities are viable for iii. Consider the continuity of design. inclusion in the design and to confirm acceptable cross-section elements and associated widths (e.g. Preference is attributed to facilities that can travel lanes, sidewalk, multi-use path etc.). Design Criteria for the cross-section elements is be accommodated in adjacent segments. presented in Section 8.2.3 and summarizes the workshop recommendations. Screen out alternatives that do not provide this continuity. As this EA was conducted to address short-term improvements, it was confirmed in the meeting that the preferred design should avoid or limit property acquisition to the greatest extent possible. Obtaining the full designated official plan ROW was not within the scope of this EA study as a future iv. Prioritize widening designs about alignments that EA study will determine a long-term solution for the corridor; including active transportation, transit minimize impact on surrounding constraints and recommend and road capacity needs. widening scenario to the north, south or centerline.
The results of the design team workshop were reviewed and discussed with the City of Vaughan at a Exhibit 8-7: Screening process and rationale established through the Design Team Workshop meeting held on March 22, 2018. With this process in mind, the long-list of cross-section alternative designs was screened and a short- list developed. The screening process started by assessing the designs in the east then moved 8.2.2.1 Screening westward. As the eastern section of the study area encompassed more challenges and constraints, The screening process followed for the long-list of alternative cross-section designs can be these considerations helped guide the selection of designs for the subsequent westerly segments. synthesized into three main steps. The proposed alternatives must, first and foremost, fit within the Details supporting the recommendations from the screening process are outlined as follows: existing ROW as no property is intended to be acquired. Furthermore, to ensure consistency and continuity of the proposed facilities throughout the study area, preference should be given to 1 East Segment - Major Mackenzie Drive between Keele Street and Jackson Street improvements that can be accommodated in adjacent segment ROWs. Finally, the screening process A. Implement an eastbound right-turn lane using standard lane widths and shift the centerline should prioritize the designs that strategically minimize and avoid impacts to surroundings based on alignment to the north, with the remaining ROW utilized for the pedestrian boulevard. widening north, south or about the centerline. The preliminary screening process is shown in Exhibit 8-7. This option was carried forward for review following discussion at the Design Workshop. This design was short-listed for further evaluation.
Per York Region direction at the workshop, reduced lane widths were to be considered for this alternative design (Alternative 1B).
B. Implement an eastbound right-turn lane using reduced lane widths and shift the centerline alignment to the north, with the remaining ROW utilized for the pedestrian boulevard. This design was short-listed for further evaluation.
In terms of alignment options, widening to the south and about the centreline were eliminated from consideration for alternative designs 1A and 1B to avoid property impacts and minimize
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relocating existing utilities adjacent to the south curb. Widening to the north was B. Implement a CLTL with MUP on both or either side. recommended. In order to maintain continuity to the central segment, this option is carried forward with the 2 Central Segment - Major Mackenzie Drive between Jackson Street and Gram Street same modifications recommended in the central segment. Therefore, an option with a MUP A. Implement a CLTL with sidewalks on both the north and south sides. on the north side and a sidewalk on south was carried forward for evaluation. Based on the recommendations from the workshop, reduced lane widths will be used for this alternative This option was short-listed for further evaluation as it provides pedestrian connections design. No shifting of the centerline was recommended throughout this section to minimize within the available right-of-way. Based on the recommendations from the workshop, reduced property/utility impacts and match the existing 5-lane cross-section between Killian lane widths will be used for this alternative design. Road/Netherford Road and St. David’s Church
B. Implement a CLTL with a Multi-Use Path on both or either side C. Implement a CLTL with separated off-road cycling facilities on both the north and south sides.
The option with MUP on both sides of the street was eliminated from consideration based on Although there is sufficient ROW to accommodate this option, separate, off-road cycling property requirements. To reduce property impacts a modification to the design with a MUP facilities on both sides were eliminated from consideration due to the lack of continuity and on the north side and a sidewalk on south side was considered. Although this modified option connectivity with the central and east segments of the corridor. In addition, cycling facilities do does not have continuity with the adjacent segment to the east, transition to the active not exist west of McNaughton Road/Avro Road. This option was not carried forward. transportation facility is accommodated. The modified option was short-listed for further evaluation. Based on the recommendations from the workshop, reduced lane widths will be According to these considerations, the long list presented in Section 8.2.1 was refined. The used for this alternative design. design options carried forward for detailed evaluation are presented in Section 8.2.5.
C. Implement a CLTL with separated off-road cycling facilities on both the north and south sides. 8.2.3 Design Criteria The standard and recommended element widths were reviewed and confirmed during the workshop Separated off-road cycling facilities on both sides were eliminated from consideration as this with York Region and are presented in Table 8-1. Standard widths are based on York Region/TAC alternative exceeds the available ROW and would not have continuity with the adjacent guidelines. Due to ROW constraints, standard widths could not be applied and recommended widths segment to the east. Reduction in cross-section element widths was examined but still were therefore based on discussions and direction received during the design workshop. resulted in property impacts while only providing minimal separation distances to vehicular and pedestrian traffic, which is not desired for high traffic areas. This option was not carried Table 8-1: Design Criteria and Assumptions forward. Element Standard Recommended Source / Notes In terms of alignment options, widening to the south and about the centreline were eliminated Width (m) Width (m) from consideration to avoid property impacts and minimize relocating existing utilities adjacent to YR-RDGL1 Through Lane 3.5m 3.3m the south curb. Widening to the north was recommended. Pg. 46
Curb Lane 3.75m 3.5m – 3.75m 3 West Segment - Major Mackenzie Drive between Gram Street and McNaughton Road / Avro DS-104 Road Right-Turn Lane (RTL) 3.5m 3.5m A. Implement a CLTL with sidewalks on both the north and south sides.
Left-Turn Lane (LTL) 3.5m 3.0m – 3.3m This option was short-listed for further evaluation as it provides pedestrian YR-RDGL1 connections within the available right-of-way. Based on the recommendations from the Median Island 1.4-1.7m 1.4m (monolithic) workshop, reduced lane widths were preferred generally. No shifting of the centerline was (adjacent to left-turn Pg. 46 recommended throughout this section to minimize property/utility impacts and match the lane) E-6.03/E-6.05 existing 5-lane cross-section between Killian Road/Netherford Road and St. David’s Church.
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Element Standard Recommended Source / Notes 8.2.4.2 Central Segment – Gram Street to Jackson Street Width (m) Width (m) The short-listed designs to be carried forward for detailed evaluation for the Central Segment are: TAC 2017 Two-way Centre Left 4.0m- 5.0m 4.40m Alternative Design 2A (Reduced lane widths + CLTL + Sidewalks) Chapter 8 Turn Lane (TWCLTL) (4.0m min.) Pg. 29 Maintain the south edge of pavement and shift the centerline alignment north to implement a two- Sect. 8.6.2 way centre left-turn lane using reduced lane widths. Re-instate sidewalk on the north side and maintain existing sidewalk on the south. Design 2A is illustrated in Exhibit 8-10. Sidewalk 1.5m (min.) - 3.0m 1.5m (min.) YR-RDGL1 Pg. Alternative Design 2B (Reduced lane widths + CLTL + MUP on north side) (max.) 57 Maintain the south edge of pavement and shift the centerline alignment north to implement a two- Multi-Use Path 2.4m (min.) - 3.0m 2.4m (min.) - 3.0m YR-RDGL1 Pg. way centre left-turn lane using reduced lane widths. Install MUP on the north side and maintain (max.) (max.) 57 the existing sidewalk on the south side. Design 2B is illustrated in Exhibit 8-11.
Boulevard 3.5m – 5.0m Varies YR-RDGL1 Pg.47 8.2.4.3 East Segment – Keele Street to Jackson Street Includes sidewalk, transit The short-listed designs to be carried forward for detailed evaluation for the East Segment are: facilities etc. Alternative Design 1A (Standard lane widths + RTL + Sidewalks) 1 York Region Design Guidelines (December 2016 version 1.20) Implement an eastbound right-turn lane while shifting the centerline north and using standard 8.2.4 Design Cross-Sections Short-list element widths, with the remaining ROW utilized for public space. Alternative Design 1A is shown in Exhibit 8-12 This section summarizes the short-listed alternative designs resulting from the workshop and preliminary screening process. Cross-sections are provided to illustrate each alternative. Alternative Design 1B (Reduced lane widths + RTL + Sidewalks) Implement an eastbound right-turn lane while shifting the centerline north and using reduced lane 8.2.4.1 West Segment – McNaughton Road / Avro Road to Gram Street widths, with the remaining ROW utilized for public space. Design Alternative 1B is shown in Exhibit The short-listed designs to be carried forward for detailed evaluation for the West Segment are: 8-13.
Alternative Design 3A (Reduced lane widths + CLTL + Sidewalks) Reconfigure/repurpose the existing roadway to add a centre left-turn lane from east of the West Don River tributary to Gram Street while maintaining the sidewalks in their current location. This option attempts to retain existing edges of pavement to the extent possible while reconfiguring the roadway. Where required, widening will occur about the existing centerline utilizing reduced lane widths. Alternative design 3A is illustrated in Exhibit 8-8.
Alternative Design 3B (Reduced lane widths + CLTL + MUP on north side) Reconfigure/repurpose the existing roadway to add a centre left-turn lane from east of the West Don River tributary to Gram Street. Install a MUP on the north side and maintain the existing sidewalk on the south side. This option attempts to retain existing pavement edges to the extent possible while reconfiguring the roadway. Where required, widening will occur about the existing centerline utilizing reduced lane widths. Design 3B is displayed in Exhibit 8-9.
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TWO WAY CLTL
Exhibit 8-8: Alternative Design 3A (Reduced lane widths + CLTL + Sidewalks)
TWO WAY CLTL
Exhibit 8-9: Alternative Design 3B (Reduced lane widths + CLTL + MUP on north side)
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CLTL
Exhibit 8-10: Alternative Design 2A (Reduced lane widths + CLTL + Sidewalks)
CLTL
Exhibit 8-11: Alternative Design 2B (Reduced lane widths + CLTL + MUP on north side)
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Exhibit 8-12: Alternative Design 1A (Standard lane widths + RTL + Sidewalks)
Exhibit 8-13: Alternative Design 1B (Reduced lane widths + RTL + Sidewalks)
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8.2.5 Evaluation of Alternative Designs 8.2.5.2 Evaluation The cross-section alternative designs were evaluated using the established criteria listed in the 8.2.5.1 Evaluation Criteria Section 8.2.5. Each criterion presents important considerations with respect to potential impacts, The evaluation of cross-section alternatives included the formulation of evaluation criteria and a and was considered with equal relevance in choosing a preferred cross-section design for each method to evaluate these criteria. The evaluation criteria were developed based on transportation segment. considerations as well as impacts to the natural, cultural, and social environments and The evaluations of the cross-section alternative designs for Major Mackenzie Drive are presented in considerations pertaining to costs and infrastructure design. The assessment of alternative designs Table 8-3, Table 8-4 and Table 8-5 and by segment. was conducted through the lens of the study’s ultimate objectives to:
Improve the existing operational issues along Major Mackenzie Drive for the short-term; Limit property impacts and avoid the need to obtain additional right-of-way (where feasible); and Improve streetscaping and enhance the active transportation experience where feasible, depending on the extent of impacts to accommodate these. The alternative cross-section alternatives identified were evaluated based on the criteria listed in Table 8-2 below.
Table 8-2: Evaluation Criteria for Alternative Designs Category Criteria Improves Congestion and Delays Maintains a Cyclist-Friendly Environment Maintains a Pedestrian-Friendly Environment Transportation Service Improves Safety for All Travel Modes Maintains Mode Choice Maintains Public Transit Service Minimizes Impacts to Environmentally Sensitive Areas Minimizes Impacts to Wildlife, Vegetation, Aquatic Species and Habitat, and Species at Risk Natural Environment Provides Stormwater Management Improvements and Mitigates Erosion Improves Air Quality Minimizes Impacts on Adjacent Areas Improves Access to Adjacent Areas Mitigates Traffic on Local Streets Minimizes Traffic Noise Social Environment Preserves Archaeological and Cultural Heritage Features Improves Visual Aesthetics Improves Community Character and Quality of Life Minimizes above ground Utility Relocation Infrastructure Design Minimizes Constructability Complexity Minimizes Disruption due to Construction Optimizes Capital Costs Economic Environment and Optimizes Operation/Maintenance Costs Cost Effectiveness Optimizes Property Acquisition Costs
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West Segment – Gram Street to McNaughton Road/Avro Road Table 8-3: Evaluation of Alternative Cross-sections (West Segment) West Segment - Major Mackenzie Drive between Gram Street and McNaughton Road/Avro Road Evaluation Criteria Alternative Design 3A Alternative Design 3B Reconfigure the existing roadway to add a two-way centre left-turn lane (CLTL) using reduced lane Reconfigure the existing roadway to add a two-way centre left-turn lane (CLTL) using reduced lane widths with a multi-use widths with sidewalks on both sides. path on the north side and an enhanced sidewalk on the south. Transportation Service The CLTL lane will facilitate ingress and egress to St. David’s Church, Apple Tree The CLTL lane will facilitate ingress and egress to St. David’s Church, Apple Tree Montessori School. Improves Congestion and Montessori School. No significant change is anticipated for the commercial plaza as No significant change is anticipated for the commercial plaza as access will remain similar to the Delays access will remain similar to the existing condition. existing condition.
Creates a Cyclist-Friendly Cyclists are not accommodated in dedicated facilities and have to share the road Cyclists are accommodated through the MUP provided on the north side of the street under this design Environment with vehicles and sidewalks with pedestrians. alternative. Creates a Pedestrian- Pedestrians are accommodated on both sides of the street. Pedestrians are accommodated on both sides of the street. Friendly Environment There is the potential for cyclist – vehicle conflicts due to lack of dedicated cycling The potential for cyclist – vehicle conflict is drastically reduced through the provision of a MUP. Improves Safety for All facilities. Though there is the potential of cyclist – pedestrian conflict on the MUP, it is to a much lesser extent Travel Modes Cyclist – pedestrian conflict is also possible on both north and south sides if cyclists than in Alternative Design 3A. choose to ride on the sidewalk. May encourage driving or taking transit due to improvements to traffic flow. May encourage driving or taking transit due to improvements to traffic flow. Improves Mode Choice Provision of cycling facilities is known to increase the cycling mode share. Does not improve mode choice. Continuous AT facilities provide first/last mile connections to transit. Improves Public Transit Improved traffic flow may provide benefits to planned transit operations. Improved traffic flow may provide benefits to planned transit operations. Service Summary Less Preferred Preferred Natural Environment This alternative design only reconfigures the existing road pavement and does not This alternative design only reconfigures the existing road pavement and does not have any widening Minimizes Impacts to and have any widening associated. However, the culvert at the West Don River will be associated. However, the culvert at the West Don River will be replaced under both Alternative Design Enhances replaced under both Alternative Design 3A and 3B. 3A and 3B. Environmentally Sensitive Areas Impacts to the West Don River tributary and surrounding wetland are anticipated to Impacts to the West Don River tributary and surrounding wetland are anticipated to be the same for be the same for both Alternative Design 3A and 3B. both Alternative Design 3A and 3B This alternative design only reconfigures the existing road pavement and does not This alternative design only reconfigures the existing road pavement and does not have any widening Minimizes Impacts to have any widening associated. However, the culvert at the West Don River will be associated. However, the culvert at the West Don River will be replaced under both Alternative Design Wildlife, Vegetation, replaced under both Alternative Design 3A and 3B. 3A and 3B. Aquatic Species and Impacts on wildlife, vegetation, aquatic species and habitat in this segment are Impacts on wildlife, vegetation, aquatic species and habitat in this segment are anticipated to be the Habitat, and Species at anticipated to be the same for both Alternative Design 3A and 3B. same for both Alternative Design 3A and 3B. Risk No Species at Risk have been identified. No Species at Risk have been identified. This alternative design only reconfigures the existing road pavement and does not This alternative design only reconfigures the existing road pavement and does not have any widening Provides Stormwater have any widening associated. However, the culvert at the West Don River will be associated. However, the culvert at the West Don River will be replaced under both Alternative Design Management replaced under both Alternative Design 3A and 3B. 3A and 3B. Improvements and Mitigates Erosion Impacts to stormwater management are anticipated to be the same for both Impacts to stormwater management are anticipated to be the same for both Alternative Design 3A and Alternative Design 3A and 3B. 3B.
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West Segment - Major Mackenzie Drive between Gram Street and McNaughton Road/Avro Road Evaluation Criteria Alternative Design 3A Alternative Design 3B Reconfigure the existing roadway to add a two-way centre left-turn lane (CLTL) using reduced lane Reconfigure the existing roadway to add a two-way centre left-turn lane (CLTL) using reduced lane widths with a multi-use widths with sidewalks on both sides. path on the north side and an enhanced sidewalk on the south. Potential improvement to air quality due to accommodation of the centre-left turn lane (reduction in Improve Air Quality Potential improvement to air quality due to accommodation of the centre-left turn idling vehicles). lane (reduction in idling vehicles). The provision of a multi-use path may improve air quality marginally over Alternative Design 2A by providing connections to additional MUPs despite the short length of this segment.
Summary Preferred Preferred
Social Environment Minimizes Impacts on The design has a minimal impact on the adjacent area as it uses the available ROW The design has a minimal impact on the adjacent area as it uses the available ROW and reconfigures Adjacent Areas and reconfigures the existing road pavement (curb-to-curb). the existing road pavement (curb-to-curb). Improves Access to The two-way CLTL will improve vehicular access to the commercial plaza parking The two-way CLTL will improve vehicular access to the commercial plaza parking lots. Adjacent Areas lots. The proposed MUP will enhance the area’s accessibility to cyclists. Mitigates Traffic on Local Improvement in traffic flow through the implementation of a two-way CLTL has the Improvement in traffic flow through the implementation of a two-way CLTL has the potential to divert Streets potential to divert traffic away from local streets. traffic away from local streets. Minimizes Traffic Noise There is the potential for increase in noise levels with future traffic growth. There is the potential for increase in noise levels with future traffic growth. Preserves Archaeological No anticipated impact on archaeological and cultural heritage features due to No anticipated impact on archaeological and cultural heritage features due to previously disturbed and Cultural Heritage previously disturbed conditions. conditions. Features Improves Visual Visual aesthetics are largely influenced by the public realm, streetscaping and public Visual aesthetics are largely influenced by the public realm, streetscaping and public art, for which Aesthetics art, for which there are opportunities for under this design alternative. there are opportunities for under this design alternative. Improves Community Community character and quality of life are largely influenced by the public realm and civic amenities. Community character and quality of life are largely influenced by the public realm and Character and Quality of The MUP will contribute a missing piece of infrastructure that will improve the quality of life for cyclists. civic amenities. Opportunities exist for public realm/streetscaping improvements. Life Opportunities also exist for public realm/streetscaping improvements.
Summary Less Preferred Preferred
Infrastructure Design Minor impacts to utilities are anticipated as this alternative design primarily utilizes Minor impacts to utilities are anticipated as this alternative design primarily utilizes the existing road Minimize Utility the existing road pavement (curb-to-curb) with widening limited in the vicinity of St. pavement (curb-to-curb) with widening limited in the vicinity of St. David’s church and the east end of Relocation David’s church and the east end of the segment. the segment.
Minimize Constructability A similar degree of constructability complexity is anticipated between the two A similar degree of constructability complexity is anticipated between the two alternative designs. Complexity alternative designs.
Disruption is expected to widen the roadway (where applicable) to implement the Minimize Disruption due Disruption is expected to widen the roadway (where applicable) to implement the CLTL. CLTL. to Construction There is the potential for temporary disruptions to driveways. There is the potential for temporary disruptions to driveways.
Summary Preferred Preferred
December 20, 2018 | 58 From McNaughton Road / Avro Road to Keele Street
West Segment - Major Mackenzie Drive between Gram Street and McNaughton Road/Avro Road Evaluation Criteria Alternative Design 3A Alternative Design 3B Reconfigure the existing roadway to add a two-way centre left-turn lane (CLTL) using reduced lane Reconfigure the existing roadway to add a two-way centre left-turn lane (CLTL) using reduced lane widths with a multi-use widths with sidewalks on both sides. path on the north side and an enhanced sidewalk on the south. Economy and Cost Effectiveness Capital costs are expected to be slightly lower than Alternative Design 3B as the Capital costs are expected to be slightly higher than Alternative Design 3A due to the MUP addition on Optimizes Capital Costs sidewalks can be maintained in their current condition. the north side. Optimizes Operating and maintenance costs are expected to be similar to Alternative Design Operation/Maintenance Operating and maintenance costs are expected to be similar to Alternative Design 3A. 3B. Costs Optimizes Property No property acquisition is required under this design. No property acquisition is required under this design. Acquisition Costs
Summary Preferred Less Preferred
Overall Recommendation
Not recommended Recommended
December 20, 2018 | 59 From McNaughton Road / Avro Road to Keele Street
Central Segment – Jackson Street to Gram Street Table 8-4: Evaluation of Alternative Cross-sections (Central Segment) Central Segment - Major Mackenzie Drive between Jackson Street and Gram Street Evaluation Criteria Alternative Design 2A Alternative Design 2B Implement a two-way centre left-turn lane (CLTL) using reduced lane widths with sidewalks on both sides by Implement a two-way centre left-turn lane (CLTL) using reduced lane widths with a multi-use path on the north side and shifting the alignment to the north. a sidewalk on the south side by shifting the alignment to the north. Transportation Service Improves Congestion and The two-way CLTL lane is expected to address traffic issues due to ingress and egress The two-way CLTL lane is expected to address traffic issues due to ingress and egress from Delays from commercial driveways, thus improving vehicular flows and delays. commercial driveways, thus improving vehicular flows and delays. Cyclists are not accommodated under this alternative design (beyond existing Creates a Cyclist-Friendly Cyclists are accommodated through the MUP provided on the north side of the street under this conditions). Cyclists are not accommodated in dedicated facilities and have to share the Environment design alternative. road with vehicles and sidewalks with pedestrians. Creates a Pedestrian- Pedestrians are accommodated on both sides of the street. However, the south side Pedestrians are accommodated on both sides of the street. However, the south side sidewalk is Friendly Environment sidewalk is sub-standard width due to the constrained ROW. sub-standard width due to the constrained ROW. There is the potential for cyclist – vehicle conflicts due to lack of dedicated cycling The potential for cyclist – vehicle conflict is reduced through the provision of a MUP. Improves Safety for All facilities. Though there is the potential of cyclist – pedestrian conflict on the MUP, it is to a much lesser Travel Modes Cyclist – pedestrian conflict is also possible on both north and south sides if cyclists extent than in Alternative Design 2A. choose to ride on the sidewalk. May encourage driving or taking transit due improvements to traffic flow. May encourage driving or taking transit due improvements to traffic flow. Improves Mode Choice Does not improve mode choice for active modes. Provision of cycling facilities is known to increase the cycling mode share. Improves Public Transit Improved traffic flow may provide benefits to planned transit operations. Improved traffic flow may provide benefits to planned transit operations. Service Continuous AT facilities provide first/last mile connections to transit.
Summary Less Preferred Preferred
Natural Environment Minimizes Impacts to and Enhances There are no Areas of Natural and Scientific Interest Provincially Significant Wetlands or There are no Areas of Natural and Scientific Interest Provincially Significant Wetlands or Environmentally Sensitive Environmentally Sensitive Areas located within this segment. Environmentally Sensitive Areas located within this segment. Areas Minimizes Impacts to Wildlife, Vegetation, No anticipated impact on vegetation and habitat in this segment. Wildlife and aquatic No anticipated impact on vegetation and habitat in this segment. Wildlife and aquatic species in Aquatic Species and species in the study area are largely tolerant of human disturbance. the study area are largely tolerant of human disturbance. Habitat, and Species at Risk Provides Stormwater This alternative design involves a widened pavement compared to existing conditions and This alternative design involves a widened pavement compared to existing conditions and may Management may adversely impact stormwater runoff. The level of impact is anticipated to be similar to adversely impact stormwater runoff. The level of impact is anticipated to be similar to that of Improvements and that of Alternative Design 2B. Alternative Design 2A. Mitigates Erosion Potential improvement to air quality due to accommodation to the centre-left turn lane (reduction Potential improvement to air quality due to accommodation to the centre-left turn lane in idling vehicles). The provision of a multi-use path may improve air quality marginally over Improve Air Quality (reduction in idling vehicles). Alternative Design 2A by providing connections to additional MUPs despite the short length of this segment.
December 20, 2018 | 60 From McNaughton Road / Avro Road to Keele Street
Central Segment - Major Mackenzie Drive between Jackson Street and Gram Street Evaluation Criteria Alternative Design 2A Alternative Design 2B Implement a two-way centre left-turn lane (CLTL) using reduced lane widths with sidewalks on both sides by Implement a two-way centre left-turn lane (CLTL) using reduced lane widths with a multi-use path on the north side and shifting the alignment to the north. a sidewalk on the south side by shifting the alignment to the north.
Summary Less Preferred Preferred
Social Environment
The design will impose significant impact on the adjacent area (compared to Alternative 2A) as Minimizes Impacts on The design has a minimal impact on the adjacent area as it uses the available ROW while implementation of a MUP will limit streetscaping opportunities and cannot be accommodated in Adjacent Areas reducing the existing but under-utilized grass buffer on the north side. constrained locations without acquiring additional ROW.
Improves Access to The two-way CLTL will improve vehicular access to the commercial plaza parking lots. The two-way CLTL will improve vehicular access to the commercial plaza parking lots. Adjacent Areas The proposed MUP has the potential to enhance the area’s accessibility to cyclists. Mitigates Traffic on Local Improvement in traffic flow through the implementation of a two-way CLTL has the Improvement in traffic flow through the implementation of a two-way CLTL has the potential to Streets potential to divert traffic away from local streets. divert traffic away from local streets. Minimizes Traffic Noise There is the potential for increase in noise levels with future traffic growth. There is the potential for increase in noise levels with future traffic growth. Preserves Archaeological No anticipated impact on archaeological and cultural heritage features due to previously No anticipated impact on archaeological and cultural heritage features due to previously disturbed and Cultural Heritage disturbed conditions. conditions. Features Opportunities for the enhancement of the social environment are limited to pedestrian Visual aesthetics are largely influenced by the public realm, streetscaping and public art, for which Improves Visual realm enhancements. Compared to Alternative Design 2B, this option provides more opportunities are limited under this design alternative. The majority of the available space will go Aesthetics opportunity for streetscaping and improvements to visual aesthetics. toward servicing the MUP. Improves Community Community character and quality of life are largely influenced by the public realm and civic Community character and quality of life are largely influenced by the public realm and civic Character and Quality of amenities. This alternative design offers more opportunities for pedestrians and is in line amenities. The MUP will contribute a missing piece of infrastructure that will improve the quality of Life with the City of Vaughan’s vision for the Village of Maple Heritage Conservation District. life for cyclists.
Summary Preferred Preferred
Infrastructure Design Shifting the centerline north helps accommodate the road improvements while avoiding Shifting the centerline north helps accommodate the road improvements while avoiding the the relocation of utilities on the south side (e.g. hydro poles). relocation of utilities on the south side (e.g. hydro poles). Minimize Utility Relocation Impacts to utilities on the north side of the street are anticipated to be similar to Impacts to utilities on the north side of the street are anticipated to be similar to Alternative Design Alternative Design 2B. 2A.
Minimize Constructability A similar degree of constructability complexity is anticipated between the two alternative A similar degree of constructability complexity is anticipated between the two alternative designs. Complexity designs.
Disruption is expected to widen the roadway, to a lesser extent than Alternative Design Minimize Disruption due Additional disruption is expected to widen the roadway due to property acquisition required. 2B. to Construction There is the potential for temporary disruptions to driveways There is the potential for temporary disruptions to driveways.
Summary Preferred Not Preferred
December 20, 2018 | 61 From McNaughton Road / Avro Road to Keele Street
Central Segment - Major Mackenzie Drive between Jackson Street and Gram Street Evaluation Criteria Alternative Design 2A Alternative Design 2B Implement a two-way centre left-turn lane (CLTL) using reduced lane widths with sidewalks on both sides by Implement a two-way centre left-turn lane (CLTL) using reduced lane widths with a multi-use path on the north side and shifting the alignment to the north. a sidewalk on the south side by shifting the alignment to the north. Economy and Cost Capital costs are expected to be higher than Alternative Design 2A due to property acquisition Optimizes Capital Costs Capital costs are expected to be similar to Design 2B. costs. Optimizes Operation/Maintenance Operating and maintenance costs are expected to be similar to Alternative Design 2B. Operating and maintenance costs are expected to be similar to Alternative Design 2A. Costs The extent of property acquisition required to accommodate a MUP may not be justified given the Optimizes Property No property acquisition is anticipated under this design alternative. absence of an overall cycling network in the immediate area and given the City of Vaughan’s vision Acquisition Costs for the Village of Maple.
Summary Preferred Not Preferred
Overall Recommendation
Recommended Not recommended
December 20, 2018 | 62 From McNaughton Road / Avro Road to Keele Street
East Segment – Keele Street to Jackson Street Table 8-5: Evaluation of Cross-section Alternatives (East Segment) East Segment - Major Mackenzie Drive between Jackson Street and Keele Street Evaluation Criteria Alternative Design 1A Alternative Design 1B Implement an eastbound right-turn lane while shifting the centerline north and using standard element widths. Implement an eastbound right-turn lane while shifting the centerline north and using reduced lane widths. Provide Maintain sidewalks on the north and south sides. enhanced sidewalks on the north and south sides. Transportation Service Improves Congestion and The right-turn lane is expected to reduce eastbound queuing, thus reducing traffic and The right-turn lane is expected to reduce eastbound queuing, thus reducing traffic and delays. Delays delays.
Creates a Cyclist-Friendly Cyclists cannot be accommodated in dedicated facilities due to the narrow ROW in this Cyclists cannot be accommodated in dedicated facilities due to the narrow ROW in this segment. Environment segment. Cyclists have to share the road with vehicles and sidewalks with pedestrians. Cyclists have to share the road with vehicles and sidewalks with pedestrians.
Creates a Pedestrian- Pedestrians are accommodated on both sides of the street. However, the sidewalks are Pedestrians are accommodated on both sides of the street in increased capacity compared to Friendly Environment narrower compared to those in Design Alternative 1B. Alternative Design 1A. Boulevards/sidewalks are slightly wider under this design alternative.
There is the potential for cyclist - vehicle conflicts due to lack of dedicated cycling facilities. There is the potential for cyclist - vehicle conflicts due to lack of dedicated cycling facilities. Improves Safety for All If cyclists choose to ride on the sidewalk, the potential for cyclist - pedestrian conflicts on both The potential for cyclist - pedestrian conflicts on both north and south sides is relatively Travel Modes north and south sides is reduced compared to that in Alternative Design 1A, due to the additional high if cyclists choose to ride on the sidewalk. space attributed to pedestrians in this design. Improves Mode Choice May encourage driving or taking transit due to improvements to traffic flow. May encourage driving or taking transit due to improvements to traffic flow. Improves Public Transit Improved traffic flow may provide benefits to planned transit operations. Improved traffic flow may provide benefits to planned transit operations. Service
Summary Less Preferred Preferred
Natural Environment Minimizes Impacts to and There are no Areas of Natural and Scientific Interest, Provincially Significant Wetlands or Enhances There are no Areas of Natural and Scientific Interest (ANSIs), Provincially Significant Environmentally Sensitive Areas located within this segment. Environmentally Sensitive Wetlands (PSWs) or Environmentally Sensitive Areas (ESAs) located within this segment.
Areas Minimizes Impacts to Wildlife, Vegetation, No anticipated impact on vegetation and habitat in this segment. Wildlife and aquatic No anticipated impact on vegetation and habitat in this segment. Wildlife and aquatic species in Aquatic Species and species in the study area are largely tolerant of human disturbance. the study area are largely tolerant of human disturbance. Habitat, and Species at Risk Provides Stormwater Narrower roadway (pavement) width compared to Alternative Design 1A Management Wider roadway (pavement) may adversely impact stormwater runoff. Improvements and Potential for improved stormwater management through the incorporation of plantings and Low Impact Development (LID) in the wider pedestrian boulevard in this design. Mitigates Erosion Potential for improvement to air quality due to reduced congestion (reduction in idling Improve Air Quality Potential for improvement to air quality due to reduced congestion (reduction in idling vehicles). vehicles). Minor improvement in air quality on adjacent streets due to reduction in traffic diversion. Minor improvement in air quality on adjacent streets due to reduction in traffic diversion.
Summary Preferred Preferred
December 20, 2018 | 63 From McNaughton Road / Avro Road to Keele Street
East Segment - Major Mackenzie Drive between Jackson Street and Keele Street Evaluation Criteria Alternative Design 1A Alternative Design 1B Implement an eastbound right-turn lane while shifting the centerline north and using standard element widths. Implement an eastbound right-turn lane while shifting the centerline north and using reduced lane widths. Provide Maintain sidewalks on the north and south sides. enhanced sidewalks on the north and south sides. Social Environment Minimizes Impacts on The design for this alternative uses the available ROW while reducing the pedestrian The design for this alternative uses the available ROW with less sacrifice to the pedestrian Adjacent Areas amenity, which may impact adjacent businesses adversely. realm, which may benefit adjacent businesses. Improves Access to Proposed median island extension may impose right-in/right-out access restrictions for the Proposed median island extension may impose right-in/right-out access restrictions for the Adjacent Areas Shoppers Drug Mart parking lot. Shoppers Drug Mart parking lot. Mitigates Traffic on Local Improvement in traffic flow through the implementation of a right turn lane (RTL) has the Improvement in traffic flow through the implementation of a RTL has the potential to divert traffic Streets potential to divert traffic away from local streets. away from local streets. There is the potential for increase in noise levels with future traffic growth and a right-turn lane in closer proximity to properties on the south side. However, reduced lane widths in this design There is the potential for increase in noise levels with future traffic growth and a right-turn Minimizes Traffic Noise have traffic calming consequences and may yield improvements to noise levels compared to lane in closer proximity to properties on the south side. standard lanes recommended in Design 1A (ITE: Canadian Guide to Neighbourhood Traffic Calming)
Preserves Archaeological No anticipated impact on archaeological and cultural heritage features due to previously No anticipated impact on archaeological and cultural heritage features due to previously and Cultural Heritage disturbed conditions. disturbed conditions. Features
Improves Visual Visual aesthetics are largely influenced by the public realm, streetscaping and public art, for Visual aesthetics are largely influenced by the public realm and streetscaping, for which Aesthetics which opportunities are limited under this design alternative. opportunities are more available due to the larger sidewalks under this design alternative. Improves Community Community character and quality of life are largely influenced by the public realm and civic Community character and quality of life are largely influenced by the public realm and civic Character and Quality of amenities, for which opportunities are more available due to the larger sidewalks under this amenities, for which opportunities are limited under this design alternative. Life design alternative.
Summary Less Preferred Preferred
Infrastructure Design Shifting the centerline north helps accommodate the road improvements while avoiding the Shifting the centerline north helps accommodate the road improvements while avoiding the Minimize Utility Relocation relocation of hydro poles to the extent possible. Reduction in lane widths further reduces the relocation of hydro poles to the extent possible. potential for utility impacts.
Minimize Constructability A similar degree of constructability complexity is anticipated between the two alternative A similar degree of constructability complexity is anticipated between the two alternative designs. Complexity designs.
Minimize Disruption due Significant disruption is expected to construct an additional lane. Significant disruption is expected to construct an additional lane. to Construction There is the potential for temporary disruptions to driveways. There is the potential for temporary disruptions to driveways
Summary Preferred Preferred
Economy and Cost Effectiveness Compared to Alternative Design 1B, lower capital costs are likely to be incurred under this Capital costs have the potential to be slightly higher than Alternative Design 1A due to the wider Optimizes Capital Costs design due to the narrower pedestrian amenities which tend to drive costs. public realm which tends to drive costs.
December 20, 2018 | 64 From McNaughton Road / Avro Road to Keele Street
East Segment - Major Mackenzie Drive between Jackson Street and Keele Street Evaluation Criteria Alternative Design 1A Alternative Design 1B Implement an eastbound right-turn lane while shifting the centerline north and using standard element widths. Implement an eastbound right-turn lane while shifting the centerline north and using reduced lane widths. Provide Maintain sidewalks on the north and south sides. enhanced sidewalks on the north and south sides. Optimizes Operation/Maintenance Operating and maintenance costs are expected to be similar to Design 1B. Operating and maintenance costs are expected to be similar to Alternative Design 1A. Costs Optimizes Property No property acquisition is anticipated under this design. No property acquisition is anticipated under this design. Acquisition Costs
Summary Preferred Less Preferred
Overall Recommendation
Not recommended Recommended
December 20, 2018 | 65 From McNaughton Road / Avro Road to Keele Street
8.3 Recommended Design
8.3.1 West Segment – McNaughton Road/Avro Road to Gram Street The recommended design for Major Mackenzie Drive between McNaughton Road / Avro Road and Gram Street is Design 3B, as shown in Exhibit 8-14. The design requires the reconfiguration of the existing roadway to add a centre left-turn lane (CLTL) east of the West Don River tributary with an MUP on the north side. Following comments from the City of Vaughan, the enhanced sidewalk on the south side was recommended to be modified to a 3.0m MUP similar to the north side. This option attempts to maintain pavement edges, repurposes the space currently used by the median for the CLTL. Reduced lane widths will allow for enhanced sidewalks. Advantages of this design also include the minimization of construction activities, the provision of a multi-use path and cost efficiencies. Exhibit 8-14: Recommended Design for the West Segment of Major Mackenzie Drive No private properties front onto Major Mackenzie Drive between McNaughton Road / Avro Road and Apple Tree Montessori School, so no auxiliary lane is needed for this section of Major Mackenzie Drive. Also, between the Apple Tree Montessori and Gram Street, there are no accesses on the north side of the study area. Therefore, the CLTL is only required in the westbound direction to facilitate access to south side properties such as St. David’s Church and the commercial plaza located at the south-west corner of Killian Road / Netherford Road. A raised median separating eastbound and westbound traffic is proposed, spanning from Killian Road / Netherford Road west to the Church Driveway. West of Gram Street, the CLTL will tie into the existing turn lane/centre median.
8.3.2 Central Segment – Gram Street to Jackson Street The recommended design for Major Mackenzie Drive from Gram Street to Jackson Street is Design 2A, as shown in Exhibit 8-15. The design involves the installation of a centre left-turn lane (CLTL) with sidewalks on the north and south sides. This design is to be implemented by shifting the
alignment to the north, maintaining the existing south curb and using reduced lane widths. Exhibit 8-15: Recommended Design for the Central Segment of Major Mackenzie Drive Advantages of this design include operational and access improvements, a maximized pedestrian realm in the commercial section of the study area and the minimization of utility relocation and property acquisition. Sidewalks may be enlarged where space permits.
8.3.3 East Segment – Keele Street to Jackson Street The recommended design for Major Mackenzie Drive from Keele Street to Jackson Street is Alternative Design 1B, as displayed in Exhibit 8-16. The design proposes to implement an eastbound right-turn lane while shifting the centerline north using reduced lane widths and allocating the remaining available space for the pedestrian realm. Advantages of this design include improvements to traffic operations through the Keele Street intersection, an enhanced pedestrian realm compared to other designs, and a potential for traffic calming achieved through the reduction in lane widths.
Exhibit 8-16: Recommended Design for the East Segment of Major Mackenzie Drive
December 20, 2018 | 68 From McNaughton Road / Avro Road to Keele Street
8.3.4 Operational Improvements Option 1 was recommended as the preferred option. It was carried forward instead of Option 5; because the signalization of Gram Street combined with the proposed driveway realignment (at 2414 Additional recommendations for operational improvements are identified in the following section. Major Mackenzie Drive) would facilitate safer traffic movements. These protected movements at Refer to the Transportation Technical Report #3, found under Appendix O, for the complete traffic Gram Street would provide drivers with a safe alternative to the Killian Road/Netherford Road analysis, methodology and rationale followed for the development of signalization, access and intersection. intersection modification recommendations for the study area. While it is acknowledged that the traffic signal warrant was not met, there is an operational benefit not 8.3.4.1 Traffic Signals captured in the warrant analysis. This benefit is due to the proposed driveway relocation (at 2414 Major Mackenzie Drive) which removes the conflict between eastbound left-turning vehicles looking to The addition of traffic signals along the corridor can improve operations for vehicles while providing access 2414 Major Mackenzie Drive and westbound left-turning vehicles looking to access Gram protected crossings for pedestrians and cyclists. Several locations along the corridor were reviewed Street. for potential signalization to control both east-west and north-south traffic, or only east-west movement. Further to the operational benefits noted, the signalization of Gram Street and 2414 Major Mackenzie Drive provides an additional protected pedestrian crossing along the corridor while also increases the The six options considered were: capacity of Gram Street to handle growth and potential diversion of traffic. It is further noted that the 1. New traffic signal with realignment of the 2414 Major Mackenzie Drive driveway to align with new signal will provide gaps in traffic at adjacent driveways to the east. Gram Street. 2. New traffic signals at 2354 Major Mackenzie Drive This option will reduce the spacing between protected crossings and is anticipated to decrease 3. New traffic signals at 2332 Major Mackenzie Drive jaywalking as pedestrians no longer have to walk to Keele Street or Killian Road / Netherford Road to 4. New traffic signals at Golden Spruce Lane and Jackson Street cross Major Mackenzie Drive safely. 5. Pedestrian actuated traffic signals approximately 50m east of Gram Street 6. Pedestrian actuated traffic signals approximately 50m west of Jackson Street It must be noted that Council approvals may be required for the implementation of the traffic signal at Gram Street as the signal does not meet the Traffic Signal Warrant despite the safety benefits The results of the review are summarized in Table 8-6. The potential signal locations are evaluated associated. based on their adherence to York Region policies, the OTM signal warrant analysis and their contribution to connectivity within the study area. 8.3.4.2 Intersection Modifications at Jackson Street Due to the proximity to the Keele Street intersection to Jackson Street, further access restrictions Table 8-6:Multi-modal Signal Warrant Analysis Results are recommended at Jackson Street to improve traffic operations. Firstly, Jackson Street is OTM Signal Regional Road expected to have increased usage past the 2020 EA study horizon due to the proposed Option Location Warrant Connectivity Recommendation Spacing development on the south side between Jackson Street and Keele Street. Currently, the eastbound Analysis left turn storage lane at Keele Street and Major Mackenzie Drive spans the full 140 m segment Gram Street/2414 1 OK Not warranted High Carry Forward between Jackson Street and Keele Street. As a result, there is potential queue backup from the Major Mackenzie Drive eastbound left turn lane at Keele Street which would conflict with and block westbound left turning 2354 Major Mackenzie 2 OK Not warranted Moderate Screen out vehicles at Jackson Street. Drive It is recommended that Jackson Street operate as right-in right-out (RIRO) access. This 2332 Major Mackenzie 3 OK Not warranted Low Screen out Drive improvement would facilitate safer turning movements and address driver difficulties. Notably, drivers seeking to turn left out of Jackson Street have limited opportunities to do so due to limited Golden Spruce Lane / Does not meet Not analyzed Not analyzed gaps particularly in proximity to anticipated queues on Major Mackenzie Drive at Keele Street. Left 4 Jackson Street requirement - due to Screen out due to spacing Screen out spacing turning vehicles entering and exiting Jackson Street can be accommodated via Gram Street. Based on the existing counts (2015), westbound left turn volumes at Jackson Street were 2 and 8 during East of Gram Street, 5 OK N/A High Screen out Pedestrian Actuated the AM and PM respectively, no northbound left turn volumes were observed during the peak hours. The proposed full signalization at Gram Street would provide sufficient capacity and a safer place to West of Jackson Close to accommodate these diverted volumes and the volumes to/from the new development. 6 Street, Pedestrian N/A Moderate Screen out requirement Actuated
December 20, 2018 | 69 From McNaughton Road / Avro Road to Keele Street
8.3.4.3 Access Modifications at Golden Spruce Lane 9 Project Description Due to anticipated conflicts with the eastbound left-turn storage at Keele Street, Golden Spruce Lane is recommended for ¾ access where left-turns from this street onto Major Mackenzie 9.1 Design Criteria Drive eastbound would no longer be permitted. Eastbound left turning vehicles accessing Golden Spruce Lane will still be permitted due to limited access options for eastbound traffic. The criteria for roadway, active transportation and access design along Major Mackenzie Drive are Vehicles exiting Golden Spruce Lane wishing to travel eastbound on Major Mackenzie Drive may do summarized in Table 9-1, Table 9-2 and Table 9-3, respectively. so via the access off of Keele Street and subsequently making a left turn from Keele Street to Major Mackenzie Drive. Table 9-1: Roadway Design Criteria ROAD DESIGN PRESENT DESIGN PROPOSED SOURCE 8.3.4.4 Access Modifications at 2266 Major Mackenzie Drive PARAMETERS CONDITIONS STANDARDS STANDARDS It is recommended that the Shoppers Drug Mart access on Major Mackenzie Drive (2266 Major TAC 2017 DESIGN Chapter 2 Mackenzie Drive) operate as ¾ access, where left-turns from the parking lot onto Major 4 Lane UAU70 4 Lane UAU70 4 Lane UAU70 CLASSIFICATION Pg. 47 Mackenzie Drive eastbound would no longer be permitted. Other movements such as left-into Table 2.6.2 the parking lot, right-in and right-out are still permitted under this ¾ access. Eastbound-left turning TAC 2017 70 km/h (except east vehicles accessing Shoppers Drug Mart will still be permitted due to limited access options for Chapter 2 DESIGN SPEED N/A 70 km/h of Keele Street where eastbound traffic. Vehicles exiting the Shoppers Drug Mart parking lot wishing to travel eastbound Pg. 47 it is 50 km/h) on Major Mackenzie Drive may do so by initially heading westbound and u-turning at Gram Street. Table 2.6.2 This improvement would facilitate safer turning movements and address driver difficulties due to POSTED SPEED 50 km/h 50 km/h 50 km/h YR-RDGL Pg. 17 anticipated conflicts with the eastbound left-turn storage at Keele Street. It is recognized that this TAC 2017 recommendation modifies the existing turning movements into this driveway and is the only Chapter 3 EQUIVALENT 17 crest Pg. 59 driveway access for the business. A raised median will separate the eastbound-left at 2266 Major 29 Crest MINIMUM 'K' 30 crest 23 sag (headlight) Table 3.3.2 37 Sag Mackenzie Drive and the storage lane for the eastbound-left turn at Keele Street. FACTOR 37 sag 10-12 sag (comfort) Pg. 62,63 Table 3.3.4 8.3.5 Summary of Recommendations Table 3.3.5 YR-RDGL Pg. 18 The recommended improvements to Major Mackenzie Drive between McNaughton Road / Avro Road GRADES TAC 2017 and Keele Street are as follows: MAXIMUM 1.1% 5%(Rolling) 1.2 % Chapter 3 Pg. 55 Centre left-turn lane from the West Don River tributary crossing to Jackson Street Table 3.3.1 Multi-use path on the north and south side from McNaughton Road / Avro Road to Killian Road / East of Keele 82m (min. Tangent) Netherford Road Street: 200m - 4% Super TAC 2017 48m (Tangent Elevation Enhanced sidewalk and public space on the north side from Killian Road / Netherford Road to RADIUS MINIMUM East of Keele Street: Chapter 3 between curves) 300m - Reverse 110 m Pg. 23 Keele Street and on the south side from Jackson Street to Keele Street (as space permits) and Crown Table 3.2.8 A 2.4 metre sidewalk on the south side between Netherford Road / Killian Road and Gram Street 125m (Curve 2000m - Normal New Traffic Signal at Gram Street and realignment of the 2414 Major Mackenzie Drive driveway Radius) Crown Right-in-right-out (RIRO) access at Jackson Street where westbound left turns onto and out of TAC 2017 Maximum Rate of 2.5% Jackson Street are no longer permitted 4.0% Chapter 3 Super Elevation East of Keele 4 % East of Keele Street Pg. 23 ¾ access at Golden Spruce Lane where eastbound-left movements are no longer permitted (only (4% Max) Street Table 3.2.8 right-in, right-out and left-in onto Golden Spruce Lane allowed).¾ access at 2266 Major 2 Lanes @ 3.3m Through Lane 3.5m Through Lane YR-RDGL Mackenzie Drive where eastbound left movements are still permitted (only right-in, right-out and PAVEMENT WIDTH left-in into the parking lot allowed. 3.5-3.75m 3.5m Curb Lane 3.75m Curb Lane Pg. 46 Dedicated Right-turn lane at Keele Street SHOULDER WIDTH N/A N/A N/A N/A (fully paved)
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ROAD DESIGN PRESENT DESIGN PROPOSED CYCLING AND SOURCE PRESENT DESIGN PROPOSED PARAMETERS CONDITIONS STANDARDS STANDARDS PEDESTRIAN SOURCE CONDITIONS STANDARDS STANDARDS SHOULDER DESIGN N/A N/A N/A N/A PARAMETERS ROUNDING Varies. TAC 2017 4m min. 4-4.4m Centre left Chapter 7 Minimum 1.2m on MEDIAN WIDTH N/A Centre left turn lane turn lane Pg. 29 south side between Sect. 8.6.2 Killian Road / Netherford Road and OP Map 12 1.5m width, 0.5m Jackson Street Proposed Sidewalk 1.5m (North side) YR-RDGL 45m max. buffer(adjacent to Between Netherford Width 1.2m (South side) Up to 3.0m wide Pg. 57 As existing curb) Road and Gram York Region sidewalks, extending to R.O.W. WIDTH conditions: R.O.W 25 m to 66 m Street Official Plan- Map the property line in the width varies between 30m max. 12 Heritage District. 25m and 66m. Between Gram Street and Keele 0.5m buffer (adjacent Street to curb)
Table 9-3: Access Design Criteria Replace traffic signals Replace at Keele Street ENTRANCE SIGNALS & Full illumination, N/A PRESENT DESIGN PROPOSED illumination, replace New signals at Gram DESIGN SOURCE ILLUMINATION full signals CONDITIONS STANDARDS STANDARDS signals Street PARAMETERS Replace illumination YR-RDGL 4 m Res. 5 m Res. 5 m Res. As per the Greater MINIMUM WIDTH DS-215 (Res.) EROSION & Golden Horseshoe 6 m Com. 9 m Com. 9 m Com. (e.g. rip-rap, DS-203 (Com.) SEMENT (e.g. filter socks, (e.g. filter socks, Area Conservation gabions, rock As per local CONTROLS FOR vegetated mats) vegetated mats) Authorities – ESC MINIMUM LENGTH 8 m Res. 8 m Res. check dams) N/A municipality DESIGN Guidelines – (ROW to building) 3 m Com. 3 m Com. December 2006 standard YR-RDGL 0 m Res. 5 m Res. 5 m Res. Table 9-2: Active Transportation Design Criteria MINIMUM RADIUS DS-215 (Res.) 0 m Com. 9 m Com. 9 m Com. CYCLING AND DS-203 (Com.) PRESENT DESIGN PROPOSED PEDESTRIAN SOURCE MAXIMUM GRADE 7 % 10 % 10 % YR-RDGL Pg. 62 CONDITIONS STANDARDS STANDARDS DESIGN MAX. ALGEBRAIC PARAMETERS Cycling Facility GRADE CHANGE (4% 3 % 4% max. 4 % YR-RDGL Pg. 62 Type (e.g. on- YR-RDGL Max) N/A 3.0m max 3.0m street, off-street, Pg. 57 MUP) Design Standard References: York Region Road Design Guidelines (December 2016, version 1.20); 3.5m min. from edge TAC Geometric Design Guidelines (June 2017); of pavement Minimum 1.9 m (including Varies throughout YR-RDGL MTO Geometric Design Standards for Ontario Highways (June 2017). (including sidewalk, Boulevard Width sidewalk) design Pg. 47 transit facilities and guiderail)
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9.2 Road Geometry 9.4 Typical Cross-Sections
9.2.1 Horizontal Alignment 9.4.1 West Segment – McNaughton Road / Avro Road to Gram Street The horizontal alignment for the preferred design is generally consistent with the existing centreline of The typical cross-section (looking east) for the West Segment is illustrated in Exhibit 9-1. Major Mackenzie Drive, with the exception of a northerly horizontal alignment shift west and east of The typical cross-section generally consists of: the intersection of Keele Street and Major Mackenzie Drive. West of the Keele Street intersection, the Two (2) 3.5 m curb lanes (one in each direction) alignment accommodates the required minimum roadway curvature radius of 2000 m based on a 70 Two (2) 3.3 m through-lanes (one in each direction) km/h design speed. The resultant back-to-back curve minimizes the grading impact to the adjacent A raised median at McNaughton Road / Avro Road properties on the south side and allows sufficient space for the new eastbound right turn lane. East of A 4.4 m centre left-turn lane, depicted as a painted median. the Keele Street intersection, the proposed alignment is designed with a roadway curvature radius of A 3.0 m multi-use path on the north side of Major Mackenzie Drive between McNaughton Road / 110 m with a 50 km/h posted speed and 70 km/hr design speed (with the exception of east of Keele Avro Road and Killian Road / Netherford Road Street where the design speed is also 50km/hr). A 3.0m multi-use path on the south side of Major Mackenzie Drive between McNaughton Road / The central segment of the corridor from Jackson Street to Gram Street, the roadway horizontal Avro Road and Killian Road / Netherford Road alignment is proposed to shift to the north and maintaining the existing south curb. The horizontal A 2.4 m sidewalk on the north side of Major Mackenzie Drive between Killian Road / Netherford alignment will tie into the existing centerline alignment west of Gram Street. Road and Gram Street A 2.4 m sidewalk on the south side of Major Mackenzie Drive between Killian Road / Netherford The proposed horizontal alignment is illustrated on the preliminary design drawings in Appendix A. Road and Gram Street 9.2.2 Vertical Alignment The proposed vertical alignment was designed to generally follow the existing road profile where possible. 9.3 Structural Design The findings of the Culvert Inspection Report indicated that the existing corrugated steel arch culvert at the West Don River crossing is in very poor condition. Immediate replacement of the culvert is recommended. Due to the urgent nature of the culvert works, the replacement project is being undertaken separately as a schedule “A” Class EA and is not part of this study.
Exhibit 9-1: Recommended Design for the West Segment of Major Mackenzie Drive During detailed design, illumination design will consider the type and location of poles and luminaires.
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9.4.2 Central Segment – Gram Street to Jackson Street 9.4.3 East Segment – Jackson Street to Keele Street The typical cross-section (looking east) for the Central Segment is illustrated in Exhibit 9-2. The The typical cross-section (looking east) for the East Segment is illustrated in Exhibit 9-3. The typical typical cross-section generally consists of: cross-section generally consists of: Two (2) 3.5 m curb lanes (one in each direction) Two (2) 3.5 m curb lanes (one eastbound and one westbound) Two (2) 3.3 m through-lanes (one in each direction) Two (2) 3.3 m through-lanes (one in each direction) One 4.0 m two-way centre left-turn lane ` One (1) 3.0 m left-turn lane (eastbound) A 1.2 m sidewalk on the south side of Major Mackenzie Drive (which varies throughout the One (1) 3.5 m right-turn lane (eastbound) segment) A 1.4 m median (treatment for the median will be defined during detailed design) A 1.5 m minimum sidewalk with public space extending to the property line on the north side of A 3.0 m public space on the south side of Major Mackenzie Drive Major Mackenzie Drive A 2.5 m public space on the north side of Major Mackenzie Drive Streetscaping through decorative pavers and planters within the boulevard
Exhibit 9-2: Recommended Design for the Central Segment of Major Mackenzie Drive Exhibit 9-3: Recommended Design for the East Segment of Major Mackenzie Drive 9.5 Cycling and Pedestrian Facilities The preferred design incorporates a one-way off-road multi-use path (MUP) on the north and south side of Major Mackenzie Drive between McNaughton Road / Avro Road and Killian Road/Netherford Road. The design of the MUP is based on Ontario Traffic Manual (2014) OTM Book 18 – Cycling Facilities, which provides guidelines for the design of safe active transportation facilities and intersection treatments. The multi-use trail on the north side will have a minimum 3.0 m width. The selection of material type and treatment for the multi-use path will be revisited and confirmed during detailed design. East of the Killian Road/Netherford Road intersection to Keele Street, the north boulevard will maintain a sidewalk that will vary in width and be integrated with public space that is adjacent to the commercial properties in this segment. The south side of Major Mackenzie Drive will receive a 2.4m wide sidewalk from Killian Road / Netherford Road through Gram Street, east of which the existing sidewalk will be maintained through Jackson Street. The north side of the road from Killian Road / Netherford Road to Keele Street as well
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as the south side from Jackson Street to Keele Street will accommodate pedestrians to a greater 9.8 Streetscaping and Landscaping extent through a more generous public space and enhanced paving treatment. The preferred design was carried out in accordance with York Region’s Regional Streetscape Policy Public and stakeholder consultation indicated support for the introduction of active transportation which highlights the role of Regional streets in promoting high quality urban design, serving as facilities into the preferred design. entryways to communities and encouraging the development of pedestrian-friendly and transit- oriented neighbourhoods. To conform to this policy directive, streetscaping and landscaping were 9.6 Intersections and Access Modifications used to enhance and improve the quality of urban design along Major Mackenzie Drive. The design Intersections will be designed in accordance with AODA standards and to facilitate the movement of also follows York Region’s "Street Tree Preservation and Planting Design Guidelines". all road users, including pedestrians and cyclists. Intersection modifications for Major Mackenzie The preferred design acknowledges the study area`s location within the Village of Maple Heritage Drive are summarized: Conservation District (VM-HCD) and reflects the goals and objectives set out in the VM-HCD Plan Between McNaughton Road / Avro Road and Killian Road / Netherford Road, the preferred road (2006). Between Jackson Street and Keele Street (East Segment), streetscaping features involve design will match into the existing intersections. No physical modifications are anticipated for planters, bollards, red unit pavers, ornamental lighting, bollards and street furniture. A visual depiction these intersections as the road improvements will not necessitate changes to curb returns. of the preferred design is presented in Exhibit 9-4, looking west at Major Mackenzie Drive and Keele Street. Signalization and driveway realignment will need to be undertaken at Gram Street to implement a protected crossing. These modifications would facilitate safer traffic movements and enhance pedestrian connectivity in the area. Works will be mostly confined to the north side of the street.
At Golden Spruce Lane, a ¾ access is proposed where eastbound left movements are still permitted.
At Jackson Street where a Right-In-Right-Out access is proposed, physical modifications are in the form of a concrete median that prevents left egress. Left-turning vehicles currently entering and exiting Jackson Street can be accommodated via the proposed traffic signal at Gram Street. Exhibit 9-4: Preferred Design for Major Mackenzie Drive at Keele Street, looking west At the Shoppers Drug Mart parking lot, a ¾ access is proposed where eastbound left movements From McNaughton Road/Avro Road to Gram Street, the preferred design includes a multi-use path are still permitted. (MUP) on the north side and south side of Major Mackenzie Drive. The MUPs are separated from the At Major Mackenzie Drive and Keele Street, major intersection works will be required to roadway by raised concrete tree planters. The raised planter edges provide space for seating while a accommodate the eastbound right-turn lane as well as tie-in the east and west sides of the concrete median delineates bi-directional vehicular traffic, as seen in Exhibit 9-5. intersection. The recommended design includes removal of the channelized right-turn island on the north-east quadrant. 9.7 Traffic Signals, Illumination and Signage A traffic signal is recommended at Gram Street along with the realignment of the driveway at 2414 Major Mackenzie Drive. Signal timing and phasing should be reviewed at this intersection and monitored over time. The existing traffic signals at Keele Street will require replacement as the recommended design shifts the roadway alignment north. Temporary signals will also be required at this location during construction. Exhibit 9-5: Preferred Design for Major Mackenzie Drive at Saint David's Church, looking west Signage and pavement markings will be included as part of the detailed design and will be in Public amenity areas are planned to connect Major Mackenzie Drive with the future recreational trail accordance with the York Region Pedestrian and Cycling Planning and Design Guidelines and along the West Don River Valley. The public amenity areas will enable trail access on both the north Ontario Traffic Manual (OTM) Book 18: Cycling Facilities. and south sides of the street and will include benches, planting beds, shade trees and sitting blocks. The Landscape and Streetscape Plan is included in Appendix P.
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9.9 Property Requirements Major Drainage System The roadway design should ensure that the major system runoff up to the 100-year storm event can The proposed operational improvements attempt to minimize property requirements, as such, there be safely conveyed to watercourse locations and should allow one lane in each direction to be clear are no property takings anticipated as per the preferred design. There is the opportunity to review of any flooding. The proposed roadway profile is consistent with the existing roadway profile. Major planter and decorative paving re-installment during detailed design. system relief will occur at the major watercourse crossing at the West Don River. At roadway low point locations, major system inlets will provide capture of the 100-year flow and direct it to the outfall. 9.10 Drainage / SWM Plan For major system flow route details, refer to the Drainage Area Plans provided in Appendix K. The following sections summarize the drainage and stormwater management findings and recommendations for Major Mackenzie Drive. Details are included in Appendix K. 9.10.1.2 Stormwater Management Strategy The proposed stormwater management plan for the project has been developed by examining the 9.10.1.1 Roadway Drainage opportunities and constraints within the entire project area. Runoff from the paved roadway area will The study area is within the area regulated by the TRCA and a portion of the corridor is within the be conveyed to the proposed roadway storm sewer systems and discharge directly into a natural regulatory floodplain of the West Don River. The proposed roadway improvements will not alter the watercourse (wetland/West Don River) or to the existing storm sewer systems south of Major existing drainage pattern. A hydraulic analysis using HEC-RAS was completed for existing and Mackenzie Drive. The total roadway pavement area will increase by 0.57 ha within the right-of-way. proposed conditions to demonstrate that the proposed culvert replacement work will not have a Various stormwater best management practices (BMP) are proposed for quality treatment and peak negative impact on flood elevations and will meet the requirements of the MTO Drainage Design flow reduction of the runoff from the additional pavement area. As part of the SWM strategy, 1.32 Standards. The culvert replacement is being undertaken as a separate Class Environmental hectares of pavement area will receive water quality treatment via a proposed oil-grit separator unit. Assessment due to the Emergency nature of the works. Table 9-5 provides a summary of the water quality treatment and peak flow control strategy proposed The proposed roadway improvements will result in an additional pavement area of 0.57 hectares to mitigate the increase in impervious surface within the project. within the existing right-of-way of Major Mackenzie Drive. The existing catchbasins along the Table 9-5: Summary of Stormwater Management Plan westbound curb will be relocated to accommodate the proposed northerly shift of the roadway. Preliminary Target Preliminary Minor Drainage System Existing Proposed Additional Pavement Stormwater Quantity Required Drainage Pavement Pavement Pavement Area Management Control Storage The storm sewer system draining the pavement for the ultimate roadway configuration is to be Area ID Area Area Area Treated Measures Release Volume designed for a 10-year storm event as per York Region Road Design Guidelines. Proposed roadway (ha) (ha) (ha) (ha) 3 Rate (m ) drainage will be collected by a series of catchbasins and will be conveyed by storm sewers to existing (m3/s) outfall locations. For the storm sewer discharge locations, refer to the Drainage Area Plans in OGS, Peak Appendix K. A summary of the drainage areas is provided in Table 9-4. A flow control 10+020 to 1.13 1.32 0.19 and Storm 1.32 0.426 92.2 Table 9-4: Drainage Area Summary 10+590 sewer outfall Drainage mitigations Drainage From To Station Area Discharge Location B Peak flow Area ID Station (ha) 10+590 to 0.20 0.25 0.05 control - 0.063 22.7 10+700 mitigation A 10+020 10+590 2.03 Outlet to West Don River C Peak flow Connect to existing storm sewer system at Sta. 10+700 to 0.69 0.87 0.19 control - 0.217 82.0 B 10+590 10+700 0.46 10+620 11+070 mitigation Connect to existing storm sewer system at Sta. D Peak flow C 10+700 11+070 1.11 10+910 11+070 to 0.37 0.48 0.11 control - 0.116 45.1 11+250 mitigation Connect to existing storm sewer system at Sta. D 11+070 11+250 0.48 11+105 E Peak flow 11+250 to 0.57 0.60 0.03 control - 0.179 45.7 Connect to existing storm sewer system at Sta. E 11+250 11+450 0.69 11+450 mitigation 11+204
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Preliminary Table 9-6: Geomorphic Assessment summary and Crossing Recommendations Target Preliminary Average Meander 100-Year Existing Existing Proposed Additional Pavement Existing Proposed Opening Stormwater Quantity Required Bankfull Valley Belt RGA Migration Structure Drainage Pavement Pavement Pavement Area Structure Structure Width Management Control Storage Width Setting Width Score Rate Opening Area ID Area Area Area Treated Type Type (m) Measures Release Volume (m) (m) (m) Width (m) (ha) (ha) (ha) (ha) 3 Rate (m ) (m3/s) 4.55 48 0.41 Pipe Unconfined 8 Arch 3.0 x 4.7 Concrete 12 Total Pavement Area Treated 1.32 ha 3.80 48 0.25 Culvert Box
Required Pavement Area to be Treated 0.57 ha Note that the culvert replacement will be undertaken as a separate Schedule ‘A’ Class EA and all the permitting and approvals will be secured independently. Note: During detailed design stage, the preliminary target release rate and preliminary target storage volume will be reviewed and reassessed based on the final roadway design. 9.12 Geotechnical and Foundations Engineering Opportunities to implement storm sewer outfall mitigation to provide additional water quality control and erosion control shall also be considered in series with the proposed oil-grit separator unit to A geotechnical assessment was conducted and is provided under Appendix J. The existing achieve the overall water quality target. Over-sized storage pipes are proposed immediately upstream pavement structure on this section of Major Mackenzie Drive does not satisfy York Region’s of the storm connection pipes/outfall to provide the required storage volume for peak flow control. requirements for an arterial road and significant strengthening is required to upgrade the road to Supplemental measures are to be evaluated and designed in series with the proposed oil-grit support future traffic based on the projected growth. separator during detailed design to provide additional water quality mitigation to the storm sewer outfall to the existing wetland and West Don River tributary. A number of pavement rehabilitation options were reviewed, including Option 1: Mill 90 mm / Pave 210 mm (EAM) Option 2: Pulverize Existing Pavement Structure and underlying granular materials to 300 mm 9.11 Geomorphology and Pave 210 mm new HMA (CIREAM) In accordance with the TRCA Crossing Guideline for Valley and Stream Corridors (TRCA, 2015), the Option 3: Full Depth Reconstruction preferred approach for a crossing replacement for existing crossings should consider the meander belt, 100-year erosion limit, and less preferentially, a geomorphic realignment of the channel. Options 1 and 2 were rejected due to the presence of a number of intersections, commercial Similarly, the Fluvial Geomorphic Guidelines prepared by the Credit Valley Conservation Authority driveways, manholes and catch basins, which will require frequent changes/adjustments due to the (CVC, 2015), recommends a span at minimum, three times the bankfull width of the channel. length of the CIREAM/EAM train. The preferred option based on the grade raise restriction is Option 3. Full depth reconstruction entails removing the existing hot mix asphalt (HMA) and underlying In the case of the replacement crossing of Major Mackenzie Drive over the tributary of the West Don granular materials and subgrade soil to a depth of 910 mm below finished grade and placing the River, a crossing that spans three times the bankfull width is recommended, as this provides an following: appropriately conservative approach. An open concrete box culvert, which incorporates a natural bed 160 mm new HMA substrate, should be used. The substrate should be hydraulically sized to limit entrainment through 200 mm new Granular A, base material the anticipated range of flows. 550 mm new Granular B, Type I, subbase material Table 9-6 summarizes the recommendations for the proposed crossing, from a geomorphic perspective. The effective Structural Number (SN) for Option 3 is 145 mm and exceeds the144 mm required SN for 20 year life. 9.13 Utilities Existing utilities along the corridor based on available information are described in Section 4.9. Coordination with the utilities stakeholders will be required during detailed design to confirm the existing utility location and alignment, which may result in design adjustments and/or changes/relocation due to the roadway improvement. Formal definition of impacts on utilities will be determined during detailed design, in consultation with individual utility companies.
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Hydro poles are located primarily on the south side of Major Mackenzie Drive within the study corridor interruptions to traffic, including the need for lane closures, should be minimized as feasible. No full while light standards line the north side. Based on the preferred design, it is not anticipated that road closure is anticipated. hydro pole relocations will be required. Property owners may experience temporary interruptions to their property access during construction. The location and alignment of existing municipal services including storm sewers, sanitary sewers, To reduce this impact, all property owners should be notified prior to construction and in advance of communication cable and watermain is to be confirmed during detailed design, which may result in work related to their access. Detailed design plans should include details to describe how temporary changes to the identified utility impacts. All utility information should be updated prior to construction accesses will be maintained, and contract specifications should specify the allowable lengths of to ensure that the data is accurate and to finalize relocation requirement as necessary. During closures and the notification requirements to property owners. detailed design, meetings will be held with utility companies as required where potential impacts to Construction of the improvements has the potential to create noise and dust for the adjacent property existing or future services are identified. owners. Construction noise is temporary and will vary periodically during the construction depending Note that the culvert replacement will be undertaken as a separate EA and all utilities requiring on the specific activities being performed. Contract specifications should include provisions to define relocation including Alectra, Enbridge Gas, communication cables, sanitary sewers, watermain and the allowable work hours, in accordance with local ordinances, to minimize impacts to the adjacent storm sewers within the culvert replacement project limits will be undertaken independently. landowners in the evenings. However, some consideration should be given to the ability of completing the work in a lesser duration by allowing longer work hours. The impact of construction noise will vary 9.14 Preliminary Cost Estimate based on the type of equipment used, number of pieces of equipment, time and duration of operation, and the proximity to noise sensitive receivers in question. Construction noise can be kept to a Based on the preliminary cost estimates, the cost of the recommended improvements is estimated at minimum through the use of well maintained equipment with appropriate noise controls by the $6.0 million. The preliminary cost estimate includes cost for roadwork, active transportation, contractors. illumination, utilities, landscaping, traffic signals and engineering. The costs associated with the culvert replacement emergency work at the West Don River crossing is not included as part of the It is recommended that during the construction period, the following be considered: Major Mackenzie Drive Operational Improvements Class EA. More details on the preliminary cost All pertinent noise by-laws are to be adhered to; estimate are provided in Appendix Q. These preliminary cost estimates are to be reviewed and General noise control measures to be included in contract documents where applicable; confirmed during detailed design. Any noise complaints or concerns to be investigated to ensure compliance with the noise control measures as recommended in the contract documents. The contractor shall be warned for non- 9.15 Constructability, Staging and Detour Considerations compliance and the contract shall be enforced; Additional noise control measures are to be investigated in accordance with the MECP sound The proposed reconstruction of Major Mackenzie Drive includes the implementation of an eastbound level criteria for construction equipment if a persistent complaint has been made. right-turn lane and shifting the centerline alignment to the north between Keele Street and Jackson Street, widening the boulevard to implement a center left-turn lane, addition of multi-use paths and Removal of the existing paved surface and existing landscaping will expose native soils to wind and sidewalks between Jackson Street and McNaughton Road/ Avro Road. The reconstruction should be rain erosion, and result in a temporary increase in dust in the project area. This dust can become staged to maintain both local and through traffic within the Study Area to the extent possible, and airborne as construction traffic runs on the exposed ground, and may be noticeable by the adjacent minimize disruptions. A minimum of one lane in each direction including an auxiliary lane for turning property owners. This increase in dust levels will be temporary, and the application of best movements should be maintained at all times during construction management practices, including the application of non-chloride dust suppressants, by the contractor during their normal operations can help to minimize the exposure of native soils to wind and rain The critical component of the construction will be the replacement of the West Don River tributary erosion, and mitigate any air quality impacts caused by construction dust. culvert. Since the culvert replacement is proceeding as a separate undertaking outside of this Class Ea, the anticipated road staging and detour considerations will be determined during the culvert All waste generated during construction must be disposed of in accordance with ministry replacement detailed design. Any necessary interruptions to the traffic, including the potential need requirements and best management practices. Contractors must be made aware of all environmental for lane closures for the West Don River crossing replacement should be minimized to the extent considerations so that all environmental standards and commitments for both construction and possible. operation are met. Construction and post-construction monitoring plans should be developed during detailed design in consultation with MECP and other regulatory agencies. 9.16 Construction Monitoring and Maintenance Considerations The reconstruction of Major Mackenzie Drive should be staged to maintain both local and through traffic within the Study Area to the extent possible, and minimize disruptions. Any necessary
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Active transportation improvements are proposed 10 Potential Environmental Effects and Mitigation The qualitative review is provided in the subsequent section.
10.1 Socio-Economic Environment 10.1.3.1 Qualitative Review The MECP Air Quality in Ontario 2016 Report states in the executive summary that air quality is 10.1.1 Property Impacts and Access improving and emissions are decreasing: No property requirements are associated with the proposed Major Mackenzie Drive operational “Overall, air quality has improved significantly over the past 10 years due to substantial decrease in improvements, as presented in Section 9.9. harmful pollutants such as nitrogen dioxide sulphur dioxide and carbon monoxide that are emitted by Moreover, no impacts to buildings are anticipated. Some existing driveways along the study area may vehicles and industry. be impacted as part of the proposed improvements and may need to be re-graded when the ultimate There has also been a significant decrease in fine particulate matter design is implemented. Specific locations are identified on the preliminary design plates. The continued decrease in these pollutants is due in part to Ontario’s air quality initiatives such as In addition, access at the following locations is proposed to be modified: Drive Clean testing of vehicle emissions” Realignment of the driveway at 2414 Major Mackenzie Drive with Gram Street (full access York Region is managing emissions and greenhouse gases through sustainable transportation maintained) infrastructure planning and implementation. Jackson Street, where a proposed raised median will make the street right-in-right-out York Region is committed to ensuring the environmental health of its residents. In addition to the 2266 Major Mackenzie Drive, where a ¾ access is proposed for the Shoppers Drugmart parking Ontario initiatives, York Regions’ Corporate Air Quality Strategy, as approved by Council in 2008, lot identifies region-wide initiatives (not just road corridor specific) which support the management of emissions and green house gases. Full access is proposed to be maintained at all remaining existing access locations. Regional initiatives in support of the Corporate Air Quality Strategy are on-going, including:
10.1.2 Development Impacts York Region Transportation Master Plan - The TMP is a strategic planning document designed to The proposed design was developed in consideration of planned and ongoing development in the define the policies, programs and infrastructure improvements required to address York Region’s study area such as at 2338 and 2269-2285 Major Mackenzie Drive. The recommended transportation needs for the future. In order to support a more sustainable region, York Region is improvements’ minimal effect on adjacent developments did not require extensive developer actively taking steps to move more people by public transit, carpooling, on foot and by bicycle consultation. Developers were invited to engage with the project to the extent of the other and thus shift the focus away from single occupant motor vehicles to more sustainable travel stakeholders such as the public and property owners. modes. To support increased transit operations, the Region is planning on implementing road improvements including rapid transit and transit priority corridors. In the case of future redevelopment, developers are encouraged to work with the City of Vaughan to minimize traffic impacts on the study area through the consolidation of access points. York Region Pedestrian and Cycling Master Plan (PCMP) - Cycling and pedestrian facilities are vital to the Regional multi-modal strategy by providing alternative transportation options. The 10.1.3 Air Quality Assessment PCMP builds on connecting and expanding existing cycling and pedestrian facilities in the region to establish an integrated and readily accessible region-wide network serving both urban and A Category 3 Air Quality Impact Assessment was completed for this EA study per the MECP’s rural areas. The PCMP supports a more sustainable Region with a goal of providing a range of protocol for traffic related air pollution for projects shorter than 2km. alternative transportation choices that will benefit residents, employees and visitors in York Under the Category 3 AQIA, impacts to air quality can be assumed minimal for this EA for the Region by improving public health and air quality while reducing dependence on the private following reasons: automobile. The study area is short in length (~1.4 km) and predominantly straight and flat. As a signatory to the Clean Air Council (CAC) Inter-Governmental Declaration on Clean Air & Climate The addition of centre-left turn lane is proposed to improve operations and reduce congestion Change, the Region was also recognized for meeting targets of the CAC 2012-2014 and idling within the corridor InterGovernmental Declaration on Clean Air and Climate Change, including meeting the active The addition of an eastbound right-turn lane is proposed to improve operations at the Keele transportation plan target. One of the four priority action areas identified in the 2015-2018 Street intersection. InterGovernmental Declaration on Clean Air & Climate Change in accordance with the development No widening for capacity improvements is proposed (i.e. no capacity increase for single occupant of healthy, lower carbon and sustainable communities is: vehicles)
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Development and implementation of active transportation and transportation demand transportation, the program is focussed on increasing the number of trees within the boulevards management into transportation planning, policy and decision making. and medians and optimizing street tree health to improve air quality and reduce energy use.
The 20/20 Way to Clean Air is another program supported and implemented by the Region. This The Municipal Streetscape Partnership Program (MSPP) assists York Region’s nine local program provides the link between air pollution, energy use, climate change and public health and municipalities in cost sharing on streetscape design projects on Regional roads. The Region acts as a guide to help participants cut down vehicle emissions and home energy use. In support of commits up to $1 million annually towards this program. This funding program is critical to the this York Region offers active transportation options and programs including: success of streetscape design in York Region. The MSPP benefits both local municipalities and York Region in achieving higher quality streetscape design within our communities. Metrolinx’s Smart Commute program - This Transportation Demand Management program offers services to employers interested in promoting carpooling, transit and other sustainable means of York Region developed its Regional Streetscape Policy to formalize a methodology for the transportation to their workforce for commuting purposes. The goal is to reduce traffic congestion development of streetscapes that will reinforce the role of Regional Streets as an urban “place”. and vehicle emissions throughout the GTA and surrounding areas. Key requirements include enhanced tree planting and landscaping in the boulevards and medians, continuous sidewalks and the consideration of cycling facilities where feasible. Public Transit: York Region Transit / VIVA and GO Transit The recommended design for the Major Mackenzie Drive Road corridor includes landscaping School Transportation Options: Green Communities Active and Safe Routes to School in the right-of-way. Tips to Reduce Energy Use on the Road The recommended design includes planters and streetscaping elements as per the Streetscape The recommendations from the Major Mackenzie Drive EA study support various Region Program. The improvements include planting strips in the north and south boulevards to initiatives and plans to help improve the overall air quality in the Region by implementing accommodate new landscaping and street trees are also recommended. Planting plans will be active transportation options that reduce emissions. prepared during Detail Design to determine the specific spacing, locations and the types of trees to York Region is actively mitigating air pollutants through extensive tree planting initiatives be planted. The planting of trees and vegetation promotes healthy and sustainable communities. Regional and York Region will follow best practices to mitigate air quality issues during construction local municipalities throughout Ontario are working with MECP in taking on tree and vegetation During construction, the Region will follow best practices to mitigate air quality issues; for example, planting initiatives to mitigate air quality impacts resulting from the growing population and increasing vehicles/machinery and equipment should be in good repair, equipped with emission controls, as traffic volumes. Durham Region, for example, completed an EA in 2015 (Simcoe Street from Conlin applicable, properly maintained and operated within regulatory requirements. Construction-related air Road to Winchester Road Municipal Class EA Study), which proposed the widening Simcoe Street in quality impacts should be minimized through dust suppression. Dust control measures may include Oshawa to six lanes. Based on the Air Quality Assessment conducted as part of the EA and with the the wetting of surfaces using a non-chloride based compound. support of MECP, Durham recommended mitigation measures to address air quality impacts that involved adding vegetation and landscaping in the right-of-way. 10.1.4 Noise Impact Assessment For over 15 years, York Region continues to be pro-active in its region-wide and transportation A noise impact assessment was completed for the Major Mackenzie Drive EA study based on York corridor-specific tree-planting initiatives. The addition of trees creates and maintains healthy natural Region’s Noise Mitigation Policy, York Region’s Standard Operating procedures (SOP’s), as well as environments that promote healthy, sustainable communities. The York Region Official Plan sets the MECP Noise Protocol. The complete Noise Impact Assessment is provided under Appendix R. out a woodland cover goal of 25 percent. York Region is working to achieve the goal through various programs, such as York Region’s Greening Strategy, the Region’s Streetscape Program, 10.1.4.1 Traffic Noise/Vibration Municipal Streetscape Partnership Program and Regional Streetscape Policy: The Region’s Noise Policy stipulates that the noise impacts from Capital Road Projects shall consider The Greening Strategy provides a framework for restoring habitat, increasing forest cover, the outdoor living area (OLA) at residential dwellings. The OLA is considered to be those areas at securing greenlands and their linkages and promoting and protecting the natural environment. residential dwellings that are reverse or side frontage to the corridor. One of its targets is planting a minimum of 70,000 trees and shrubs annually. Over 91,000 trees Based on the results of the Noise Impact Assessment, the following conclusions were determined: were planted in 2014 and over 95,000 trees were planted in 2015 under the Greening Strategy. It is expected the project will result in future noise levels above 60 dBA at three (3) OLAs, York Region’s Streetscape Program has an objective to achieve the successful coordination of specifically at 59 Curtiss Road, 66 Mathewson Street and 44 Mathewson Street. Mitigation was the road, sidewalks, trails, walking and transit facilities within Regional road corridors. Achieving not considered at these OLAs as they were already shielded by existing acoustic barriers. universal accessibility, focussing on pedestrian comfort and safety to encourage walking and cycling are of prime importance. To establish an environment that is welcoming to all modes of The project did not result in a change in noise levels of greater than 5 dB at any of the representative OLAs.
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The predicted future noise levels met 60 dBA at two OLAs that were not shielded by existing Investigate the noise complaint and identify the source of the noise complaint. Document the acoustic barriers. Mitigation was considered at these OLAs, but was not able to meet the Region’s investigation. requirement of providing a minimum of 6 dB reduction. Therefore, noise mitigation at the two If the noise complaint is justified, in that excessive noise levels were generated, minimize or OLAs is not recommended. eliminate the source of the noise complaint. Document the action taken.
10.1.4.2 Construction Noise Assessment Follow up with the complainant and provide the results of the noise complaint investigation. The construction phase of any project is typically considered temporary or short term relative to the entire life cycle of a project. The following is a summary of the items to be considered relating to 10.2 Natural Environment construction noise according to the MTO Noise Guide. The Natural Heritage Impact Assessment Report (NHIA) presents the findings and recommendations As construction noise could impact receptors in the vicinity of the study area, some general of the natural heritage investigations including a discussion of the potential impacts and mitigation recommendations to assist in minimizing noise impacts due to the project’s construction equipment associated with the preferred alternative. Due to the nature of the proposed undertaking and the and activities are provided below: existing conditions consisting of a mature urbanized neighbourhood containing a combination of low- rise residential and mixed-use commercial as well as institutional buildings, impacts to significant All construction equipment should be properly maintained according to manufacturer’s aquatic and terrestrial natural heritage features are not anticipated to occur as result of this project. recommendations and be in accordance MOECC Model Municipal Noise Control by-law (i.e., NPC-115, etc.). The complete NHIA report can be found under Appendix G.
If any of the construction activities involve piling or blasting, they will need to be carried out in This project will involve the movement and/or removal of soils. Excess soil will be managed in accordance with OPSS 120 and MOECC NPC-119. accordance with the MECP's current guidance document titled “Management of Excess Soil – A Guide for Best Management Practices” (2014). Construction equipment and/or activities typically known to be of annoyance (e.g., piling) should consider one of the following: 10.2.1 Vegetation and Vegetation Communities o limit operating time within the daytime period when ambient noise levels are expected to be Major Mackenzie Drive within the study limits is characterized by a mature urbanized neighbourhood higher; containing a combination of low-rise residential and mixed-use commercial as well as institutional o maintain an acceptable setback distance from the identified nearby NSAs; buildings. From a Natural Heritage perspective, significant natural heritage features do not occur within the study area limits. The Upper West Don River tributary and a small provincially significant o carry out additional noise studies or monitoring program to verify and document noise levels; wetland community occur adjacent to the subject Study Area between Avro Road and lands to the o implement temporary acoustic barriers or other localized noise mitigation measures; and west of Saint David’s Parish Church. o investigate other alternative construction equipment or processes to complete the task. For this reason, the 261 streetscape trees identified as part of the Street Tree Inventory and Management Plan comprise the single natural heritage feature of importance to the Class EA study. 10.1.4.3 Noise Complaints Process The inventory, condition assessment and potential impacts of each of these trees together with tree A process for dealing with noise complaints during the construction phase is required. Noise preservation measures and mitigation strategies are provided under separate cover in the Street Tree complaints are usually received directly from the complainant or a municipal by-law officer. Note that Inventory and Management Plan (Appendix T). compliance with noise guidelines or regulations does not ensure noise complaints will not occur. The Using an overlay of the preliminary design for the preferred roadway improvements, potential impacts following is a general recommended process dealing with noise complaints based on Golder’s past to street trees were determined to be minimal to the south and generally restricted to the north. While project experiences: there will be a road shift, potential impacts along the north side of Major Mackenzie Drive are Identify an individual or group on the Project (i.e., Site Supervisor, Health and Safety primarily associated with the upgrading of the existing sidewalk to a multiuse path, and replacement representative, etc.) to handle the noise complaints and someone that can be easily contacted. of planters in some areas. Earthworks required for this work will potentially impact existing boulevard trees situated between the sidewalk and road. Document the noise complaint. Include the date, time and the individual’s contact information from whom the noise complaint was received. Specific information such as the location, duration, time In total, approximately 100 trees are anticipated to be impacted and are recommended for removal. and type of sound heard (i.e., steady, impulsive, etc.) should be included as it will assist in the Many of these trees are small and within the upper limits of suitably for transplanting. This investigation process. Be aware of any time constraints put in place by the municipality for the assessment also considered mature trees or mature trees on adjacent properties with the potential to noise complaint to be addressed. be impacted by the construction (e.g. roots damage, dripline encroachment, etc.) of the proposed
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roadway and pathway improvements. Tree tolerance to disturbance varies according to species, size 10.2.3.1 Erosion and Sediment Control and the type of stressor. Therefore, removal recommendations account for trees whose limits of A comprehensive sediment and erosion control (ESC) plan will be developed in subsequent design disturbance are undefined or where significant encroachments on the root system is likely, as a phases and implemented to prevent migration of sediment laden runoff (or other contaminants) from precautionary approach to determining potential impacts. the construction zone into stormwater catch basins or the adjacent Upper West Don River. This plan The findings and recommendations of the Street Tree Inventory and Management Plan (Appendix T) will include inspection and maintenance of the measures until final cover is established. Specific were used to inform the conceptual street scape enhancement plan also provided as part of the Class aspects will include: EA study to reinstate and replace all trees removed or damaged due to the construction of the Perimeter sediment fence installed between the work areas and the banks of the watercourse preferred alternative. adjacent to the area of construction; 10.2.2 Wildlife and Wildlife Habitat Temporary sediment protection will be utilized around stormwater catch basins throughout the active construction zone; and, In Ontario, preferred habitat for Little Myotis is generally considered to be restricted to anthropogenic structures. Northern Myotis and Tri-coloured Bats are known to prefer woodlands to provide the micro Sediment fence and catch basin protections will properly installed and regularly inspected and climates necessary for rearing young and are less likely to use individual landscaped street trees for maintained. such habitat. 10.2.3.2 Tree Protection Many of the street trees inventoried within the right-of-way limits were not the typical species or size preferred by SAR bats for maternity roosts sites. However, some trees are of suitable size, have Tree protection measures for streetscape trees will be required. Upon receiving the necessary loose bark, cavities, and/or are species (i.e. Silver Maple, Norway Maple) to potentially provide approvals and prior to the commencement of tree removals, areas designated for tree preservation habitat opportunities (day roosts) for provincially endangered bat species (Northern Myotis, Little are to be delineated on site. Street tree protection and mitigation design drawings will be required as Myotis and Tri-coloured Bats). These trees are mature street trees generally located along the south part of the Detailed Design phase. side of Major Mackenzie Drive. The preferred alternative shifts the roadway to the north to The following are key considerations of the tree protection plan to be provided as part of the detail accommodate an additional turning lane and MUP. Limited works, including sidewalk replacement design and tendering phases of this project: and minor grading are anticipated along the south side of the road. Therefore, while potential exists Minimum protection distances (no disturbance to soils), or Tree Protection Zones (TPZ) vary for some streetscape trees to provide summer day roost habitat for individual SAR bats, the potential based on a tree’s dripline. For street trees, the Region provides case by case guidance for to result in harm (interference or removal of trees) to SAR bat habitat is low as a result of this project. determining TPZs for roadway improvement projects, especially when driplines can be significant Current direction regarding SAR bats is evolving. On similar projects MNRF has requested avoidance and may impede work zones. The TPZ for trees to be protected are outlined in Street Tree windows for tree removal as mitigation for bat habitat removal. This avoidance window is typically the Inventory and Management Plan (Appendix T). period between April to September when bats are likely to be most active. No hibernation habitat is York Region’s Road Construction Guidelines and Standards should be consulted during the known to be present on site. It is recommended that during detailed design, consultation with MECP development of the tree protection plan at detailed design. and MNRF occur to confirm the avoidance window approach and the specific time period for the protection of SAR bats. Tree removals must occur in accordance with the federal Migratory Bird Convection Act and the ESA, 2007. 10.2.3 Mitigation and Environmental Protection Mulching of roots in a “doughnut” fashion not Volcano (outward not upward) is recommended for During construction, mitigation encompasses implementation of all relevant standard and all trees that are to be preserved. nonstandard / site-specific protection measures and management practices including Operational Root pruning along planting beds to be replaced and those near utility trenches may also be Constraints and Construction Specifications. These measures and all the site specific measures will required. All tree pruning must be completed by an experienced ISA Certified Arborist and be refined during the detailed design phase. The mitigation measures will be finalized based on the monitored during construction. final design, and its potential effects on the aquatic and terrestrial environment. In addition, comprehensive construction mitigation involves recognition and implementation of additional control Where sediment and erosion control may be required in conjunction with tree preservation fencing measures that may be identified through good construction practices and environmental inspection. along the TPZ, sediment fence should not be used as it is required to be trenched-in which can damage tree roots. Instead, silt sock (or equivalent) of adequate size (to be determined by the engineer) is to be used to avoid impacting tree roots.
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10.2.4 Contamination Resource Type & Civic Address Conservation/Mitigation Measures Based on the results of the contamination overview study, the properties located at 2660 Major Mackenzie Drive, 2563 Major Mackenzie Drive, 2396 Major Mackenzie Drive are considered to Protected Part V heritage represent a higher potential of environmental concerns due to historic site activities, and it is possible properties: that subsurface (soil and groundwater) impacts from these sites could migrate toward the roadway. 2414 Major Mackenzie Drive 2 Gram Street As no additional property is required to support the preferred design, a Phase I ESA is not anticipated 1 Gram Street to be required. 2401 Major Mackenzie Drive 2396 Major Mackenzie Drive 10.3 Cultural Environment 2389 Major Mackenzie Drive 2377 Major Mackenzie Drive 10.3.1 Built Heritage Features and Cultural Heritage Landscape Features 2354 Major Mackenzie Drive 2355 Major Mackenzie Drive No mitigation measures are required. From the results of background research, field investigations and impact assessment, detailed and 2388 Major Mackenzie Drive specific actions are recommended for the cultural heritage resources in the study area, and are 2332 Major Mackenzie Drive summarized in Table 10-1 as follows. 2316 Major Mackenzie Drive 2327 Major Mackenzie Drive Table 10-1: Cultural Heritage Assessment Resources and Recommendations 2302 Major Mackenzie Drive 2311 Major Mackenzie Drive Resource Type & Civic Address Conservation/Mitigation Measures 2300 Major Mackenzie Drive 2298 Major Mackenzie Drive Monitor for vibration impact during excavation in the vicinity of 2296 Major Mackenzie Drive property and immediately cease work if vibration thresholds are 2301 Major Mackenzie Drive Protected Part IV heritage property: exceeded. Protected Part V heritage Monitor for vibration impact during excavation in the vicinity of 2600 Major Mackenzie Drive If design changes require an encroachment on any of these properties: property and immediately cease work if vibration thresholds are properties, a CHIA should be conducted in accordance with the 2291 Major Mackenzie Drive exceeded. City’s Guidelines for Cultural Heritage Impact Assessments. 9986 Keele Street If design changes require an encroachment on any of these Protected Part V heritage 9980 Keele Street Monitor for vibration impact during excavation in the vicinity of properties, a CHIA should be conducted in accordance with the properties: 10020 Keele Street property and immediately cease work if vibration thresholds are City’s Guidelines for Cultural Heritage Impact Assessments. 2365 Major Mackenzie Drive exceeded. 2347 Major Mackenzie Drive If design changes require an encroachment on any of these Protected Part V heritage 2339 Major Mackenzie Drive properties, a CHIA should be conducted in accordance with the properties: 2333 Major Mackenzie Drive City’s Guidelines for Cultural Heritage Impact Assessments. 2292 Major Mackenzie Drive 2321 Major Mackenzie Drive 2290 Major Mackenzie Drive No mitigation measures are required. 2288 Major Mackenzie Drive 2286 Major Mackenzie Drive 2266 Major Mackenzie Drive 9994 Keele Street
However, as no additional property nor encroachment onto heritage property is required to support the preferred design, CHIAs are not anticipated to be required. Additionally, the following actions are recommended the following actions to further reduce the potential for indirect impact on the Maple Heritage Conservation District (HCD):
Develop Interpretive Signage: Interpretive Signage that follows Maple HCD guidelines should be developed to encourage interaction with the HCD and to establish identity.
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Develop a Tree Preservation Plan: The maple trees are the namesake and distinctive feature of would be required within the core of the planned development area and over any areas of the HCD. A preservation plan should be developed to ensure their retention and encourage archaeological potential as per Section 2.1.7 of the MTCS Standards and Guidelines (MTCS planting of species characteristic of the District, as identified by the Maple HCD objectives. 2011: 36-38). However, as no additional property is required to support the preferred design, additional archaeological work is not anticipated to be required. Develop a Streetscape Plan: As identified in the Maple HCD, all road improvements must preserve and enhance the heritage character of the District and create a pedestrian and bike friendly environment. For residential areas, streetscaping must enhance the historical character of 10.4 Climate Change the road allowances. For commercial areas, streetscaping must create a pedestrian-friendly shopping environment and provide amenities to serve visitors of all ages and mobility access 10.4.1 Approach to Climate Change Consideration requirements. The Ministry of the Environment, Conservation and Parks (MECP, formerly MOECC) guide Overall, the Major Mackenzie Drive expansion must comply with the design guidelines of the Consideration of Climate Change in Environmental Assessment in Ontario sets out ministry Village of Maple Heritage Conservation District Plan (2007). Section 9.6 (Streetscaping) of the expectations and supports the province’s Climate Change Action Plan by outlining climate change HCD Plan specifically identifies that work within the road allowance should be designed and considerations for Environmental Assessment studies. executed to meet modern requirements, amenity and convenience, without detriment to the The guide notes ‘climate consideration’ within a project means that consideration has been given to heritage character of the district. The goals of streetscaping are to enhance the historical methods to reduce greenhouse gas emissions and developing a design that is more resilient to future character of the road allowances in the residential areas and create a pedestrian-friendly changes in climate and helps maintain the ecological integrity of the local environment in the face of a shopping environment in the commercial core changing climate. Specifically, consideration should be given to mitigation (how the project might Refer to the Appendix P for landscaping details proposed along the study corridor and Appendix mitigate climate change such as reducing greenhouse gas emissions and/or improving carbon F for the Cultural Heritage Assessment Report. storage of the landscape or removal of carbon dioxide from the atmosphere) and adaptation (measures to adapt to climate change or make the project more resilient to the effects of climate 10.3.2 Archaeological Assessment change). Considering how a project may contribute to climate change, through its greenhouse gas emissions or its effects on the natural landscape, is important to the planning process as it allows The Stage 1 Archaeological Assessment determined that 31 previously registered archaeological proponents to consider climate mitigation measures to avoid, minimize, or offset such effects. sites are located within the study area limits. In light of the results of this assessment, the following recommendations are made: Planning and design of road infrastructure should take into consideration key factors and climate change trends, such as building to withstand extreme precipitation and extreme heat. These climate 1. The Portions of the study area that were identified as having archaeological potential removed, events will impact the physical infrastructures as well as those using the improved Major Mackenzie such as existing roadways (arterials road, local roads), sidewalks, building footprints, single Drive corridor in the future. It is understood that that impacts of climate change on transportation home developments, multi-home developments, utilities, need to be confirmed through an on- systems are already visible and include: site property inspection during a Stage 2 archaeological assessment. More travel disruptions due to flooding, winter storms, and road washouts 2. Portions of the study area that were identified as having no or low archaeological potential, such Increased pavement damage from higher temperatures and freeze-thaw cycles as, the West Don River tributary (watercourse) and the steeply sloping portions of its valley Increased maintenance requirements for roads, medians and boulevards including hardscape and lands, need to be confirmed through an on-site property inspection during a Stage 2 vegetative materials archaeological assessment. 3. Portions of the study area that were identified as retaining archaeological potential, such as the 10.4.2 Potential Climate Change Effects grasses yards and the valley lands associated with the West Don River tributary, must be During construction, road infrastructure being built should be as climate ready as possible. Potential subject to test pit survey at 5m intervals in accordance with Section 2.1.2 of the Ministry of effects to consider include the greenhouse gas (GHG) emissions associated with the construction Tourism, Culture and Sport Standards and Guidelines for Consultant Archaeologists (MTCS period including the physical machinery and equipment, travel distance and time for construction 2011). workers to get to and from the site, and the sourcing of building materials. 4. The northwest, northeast, and southeast corner of the Major Mackenzie Drive and Keele Street Climate change impacts related to this study are also related to operations and maintenance as the retains archaeological potential for deeply buried archaeological resources beyond the existing transportation sector is one of the biggest contributors to CO2, a key greenhouse gas. Once Major road right-of-way. Should the proposed development extend within the property limits of 10020 Mackenzie Drive has been improved, there is the potential for stormwater capacity and drainage Keele Street and 2266 Major Mackenzie Drive (northwest corner); and/or 9995 and 9983 Keele system issues as the amount of impervious surface areas will increase. Climate change will also Street (southeast corner), a Stage 3 archaeological assessment involving backhoe trenching
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impact the study area in the future as extreme weather conditions will affect the conditions of the As the amount of impervious surface areas will increase, appropriate stormwater capacity should roadways and will require more frequent repairs and updates as time passes. be considered to mitigate additional runoff, climate change and the likelihood of extreme precipitation, as described in Section 9.10. 10.4.3 Climate Change Mitigation Consistent with York Region’s sustainability policies and practices, the project-specific 10.5 Source Water Protection recommendations outlined in Section 9 directly support many of the climate change policies. For Potential impacts related to the threats described in Section 4.5, along with associated mitigation example: measures, are described below. No additional vehicular lanes which would add capacity and increase greenhouse gas emissions are proposed. Instead, a continuous two-way centre left-turn lane will be provided to improve 10.5.1 Stormwater Runoff vehicular operations and address congestion, thereby reducing idling and curb greenhouse gas The additional impervious surface associated with the roadway improvements (such as the emissions. implementation of a continuous centre left-turn lane and the implementation of a multi-use path) Active transportation facilities are recommended to accommodate cyclists and pedestrians, would reduce the amount of groundwater infiltration from the surface. To offset these impacts and therefore encouraging alternative modes of travel and reducing single occupancy automobile use. balance water quantity, the stormwater management strategy described in Section 9.10 recommends Tree plantings are proposed to be accommodated in the boulevards, as space permits. the runoff be conveyed to the proposed roadway storm sewer systems and discharge directly into a Low impact development strategies are proposed to be explored as feasible. natural watercourse (wetland/West Don River tributary) or to the existing storm sewer systems south The proposed design makes use of an existing transportation route and proposes to of Major Mackenzie Drive. accommodate all road users in such a way that minimizes impacts to surrounding areas including residences, business and valIeylands. 10.5.2 The Application of Road Salt To mitigate potential effects during the construction phase of the project, the following best practices Additional road salt associated with winter maintenance for the proposed roadway improvements are recommended: (such as the implementation of a continuous centre left-turn lane) may increase impacts to source Development and implementation of detailed erosion and sediment control measures to be water protection areas. Consistent with best management practices and as suggested in the Clean carried out during all construction phases in order to limit the amount of sediment/laden material Water Act policies, York Region has developed a Salt Management Plan (2004) that ensures entering receiving drainage systems. effective winter maintenance for the safety of all roadway users while striving to minimize the amount Dust suppression techniques to be employed for the duration of construction activities. of salt entering the environment and at the same time meeting Provincial legislation related to road A traffic staging plan to be developed during detailed design to accommodate local access and maintenance standards for winter services. through traffic during construction to minimize excessive detouring and congestion in alternate routes. Further opportunities to reduce idling to be considered during detailed design. 10.5.3 The Storage of Snow Related to Roadway Clearing Operations Movement and access to the site for construction vehicles is to be described in the contract Although the proposed roadway improvements will result in additional areas to be maintained in the documents to be prepared at the time of detailed design. winter (such as the implementation of a continuous centre left-turn lane and the implementation of a To mitigate potential effects during the operational phase of the project, aligning with best practices multi-use path), the study area is not in close proximity to municipal wellheads or surface water for infrastructure design, practices such as the improvement of hydrological data collection, use of intakes. As such, snow storage in the boulevards is not anticipated to result in a serious threat to models and monitoring localized effects, more frequent monitoring and maintenance and source water protection areas. improvement of road design to be more climate change resistant are recommended. In addition, York Region developed a Salt Management Plan (2004) that reduces the amount of salt In addition, measures to adapt to climate change impacts and minimize impacts to individuals using that is applied during winter maintenance activities, and therefore reduces the amount of salt present Major Mackenzie Drive in the future may include (but are not limited to): in roadside snow banks. The stormwater management strategy (described in Section 9.10) addresses other contaminants that may be present in roadside snow banks. Erosion protection techniques will be developed during detailed design to limit the extent of channel and bank erosion in the vicinity of the Major Mackenzie Drive crossing of the West Don River tributary. Updating plans for weather emergencies, lane closures and rerouting during severe weather conditions/events, and traveler information systems to include future climate change projections.
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10.6 Key Agency Comments 10.6.2 Toronto and Region Conservation Authority (TRCA) Key comments and requirements from agencies are outlined in the following sections. Details are TRCA provided comments and worked closely with the project team throughout the course of the provided in the key correspondence in Appendix B, study. TRCA provided direction on the design approach at the watercourse crossings. Direction included:
10.6.1 Ministry of the Environment, Parks and Conservation (MECP) Support for replacing the existing culvert at West Don River due to poor physical condition.
MECP provided input throughout the study. MECP provided direction on the design approach with Request to consider wetland water balance. regards to environmental factor areas such as ecosystem protection and restoration, surface water, Request to consider tree removal and compensation strategy on the existing natural heritage air quality, servicing and facilities, contaminated soils, and mitigation and monitoring. In particular: system. All heritage features should be identified and described in detail to assess potential impacts and Request to consider opportunity to improve the channel at the West Don River Crossing and to to develop appropriate mitigation measures. MECP recommends further consultation with MNRF, improve fish passage. DFO and local conservation authority to determine if additional study will be required to preserve these features. In addition, project team may consider the provisions of the Rouge Park TRCA recommended carrying out hydraulic assessment, meandering belt assessment, fluvial Management Plan. assessment as part of the ESR.
Quality and quantity measures to treat stormwater runoff should be considered for all new During detailed design, TRCA suggests consideration for the use of a soil trench system in the impervious areas and, where possible, existing surfaces. The ministry’s Stormwater Management median or boulevard, to address water quality and quantity control. Planning and Design Manual (2003) should be referenced in the ESR and utilized when designing stormwater control methods. 10.6.3 City of Vaughan
Potential impacts to groundwater-dependent features should be addressed. Any changes to The City of Vaughan provided input throughout the study. The City requested the accommodation of groundwater flow or quality from groundwater taking may interfere with the ecological processes cyclist and pedestrian along the Study Area and further requested that active transportation facilities of streams, wetlands, or surficial features. Any potential effects should be identified, and and connections east and west of the corridor, as well as potential connection to/from Major appropriate mitigation measures should be recommended. Mackenzie Drive to a potential future recreational trail adjacent to West Don River, be reviewed during detailed design in consultation with City staff. The ESR should consider the potential impacts of adverse air quality and increased noise levels during the operation of the undertaking due to potentially higher traffic volumes resulting from this Throughout the project, the City indicated its desire to maintain the existing roadway width, protect project. The proponent should explore all potential measures to mitigate significant noise impacts the large street trees and replicate the Maple streetscape character. during the assessment of alternatives. The City expressed concerns regarding the scope of the EA. It was clarified that this EA study is As the removal and movement of soils may be required, appropriate tests to determine being conducted to improve traffic operations – specifically access to properties on the north and contaminant levels from previously land uses or dumping should be undertaken. If the soils are south sides of the street – in the short-term (2020 horizon year). It was emphasized that contaminated, the proponent will refer to Part XV. 1 of the Environmental Protection Act (EPA) improvements to increase capacity were not being considered. A larger EA, considering capacity and and Ontario Regulation 153/04: Records of Site Condition which details the requirements related multi-modal improvements will be done in the future, however the timing of this EA is not known. to site assessment and clean up.
Activities involving the management of excess soil should be completed in accordance with MECP’s current guidance document titled “Management of Excess Soil – A Guide for best Management Practices” (2014) available online
Design and construction reports and plans should be based on a best management approach that centres on the prevention of impacts, protection of existing environment, and opportunities for rehabilitation and enhancement of any impacted areas. Contractors must be made aware of all environmental considerations so that all environmental standards and commitments for both construction and operation are met.
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11 Timing of Implementation and Future Commitments 11.2.2 Archaeology Conduct a Stage 2 Archaeological Assessment (AA) at locations possessing archaeological 11.1 Project Schedule potential as identified by the Stage 1 AA. As part of the Environmental Assessment process, this Environmental Study Report is to be filed and Findings from subsequent archaeological assessments are to be filed with the Ministry of Tourism, placed on the public record for at least 30 calendar days for review by the public and review Culture and Sport (MTCS) to obtain clearance for archaeology. agencies. 11.2.3 Cultural Heritage After the review period, provided that no Part II Orders are received, the Region may proceed to Phase 5 of the Class EA process – design and construction. Property acquisition and utility relocation Coordination with City of Vaughan Heritage staff and landowners regarding mitigation strategies will then be scheduled, followed by construction. for the preferred design in the Village of Maple Heritage Conservation District.
11.1.1 Lapse of Time 11.2.4 Noise According to the Municipal Class EA, “If the period of time from the filing of the Notice of Completion No need for noise mitigation measures was identified through the Noise Impact Assessment found of ESR in the public record or the MECP’s denial of a Part II Order request(s), to the proposed under Appendix R. commencement of construction for the project exceeds ten (10) years, the proponent shall review the All property owners should be notified prior to construction and in advance of work related to their planning and design process and the current environmental setting to ensure that the project and the access. mitigation measures are still valid given the current planning period. The review shall be recorded in Construction noise control measures are to be included in contract documents where applicable. an addendum to the ESR which shall be placed on the public record.” Contract specifications should include provisions to define the allowable work hours, in Notice of Filing of Addendum shall be placed on the public record with the ESR, and shall be given to accordance with local ordinances and municipal noise by-laws, to minimize impacts to the the public and review agencies, for a minimum 30-day public review period. The notice shall include adjacent landowners in the evenings. the public’s right to request a Part II Order during the 30-day review period. If no Part II Order request is received the proponent is free to proceed with implementation and construction. 11.2.5 Natural Environment
Some trees within the study Area are of suitable size, have loose bark, cavities, and/or are 11.2 Commitments for Future Work species to potentially provide habitat opportunities (day-roosts) for provincially endangered bat The ESR identified specific items to be reviewed and confirmed during detailed design. Some of species (Northern Myotis, Little Myotis and Tri-coloured Bats). Although the potential to result in these commitments will address specific concerns raised by property owners and review agencies harm (interference or removal of trees) to SAR bat habitat is low, consultation with MECP and during the EA process. Items of particular interest to be addressed are outlined in the subsequent MNRF is recommended during detailed design to confirm the avoidance window approach and section. the specific time period for the protection of Species at Risk bats.
This project will involve the movement and/or removal of soils. Excess soil will be managed in 11.2.1 Property Requirements accordance with the MECP's current guidance document titled “Management of Excess Soil – A Review design opportunities to confirm no property acquisition due to roadway improvement during Guide for Best Management Practices” (2014). detailed design. Tree protection measures for streetscape trees will be required. Upon receiving the necessary Construction easements are required on the north-east quadrant of Major Mackenzie Drive and approvals and prior to the commencement of tree removals, areas designated for tree Keele Street (where retaining walls are proposed). preservation are to be delineated on site in accordance with the street tree protection plan and provided on design drawings developed during the detailed design phase of the project. Roadway Permission to Enter Agreements to be obtained from landowners where access to their property is Design required. No impacts due to grading and retaining systems impacts
11.2.6 Active Transportation Facilities
Material type and treatment for multi-use path and sidewalks to be confirmed.
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Multi-use path treatment at intersections and across driveways to be confirmed during detailed 11.2.11 Constructability, Staging and Detours design. During detailed design, a traffic detouring strategy should be developed to provide motorist with North and south connections to the future trail West Don River tributary trail to be reviewed during alternative routes around the construction zone. The plan should also address how access to all detailed design in consultation with City of Vaughan staff. properties along Major Mackenzie Drive will be maintained at all times. 11.2.7 Streetscaping and Landscaping The reconstruction should be staged to maintain both local and through traffic within the study area to the extent possible, and minimize disruptions. Minimum of one lane in each direction Streetscaping opportunities as identified in the preliminary designs are to be confirmed. The including an artillery lane for turning movement should be maintained at all times during Streetscaping Plan found in Appendix P is to be finalized during detailed design. construction.
The culvert replacement at the West Don River tributary is being undertaken separately as a 11.2.8 Geotechnical and Pavement Design schedule “A” EA and any anticipated road staging and detour consideration will be determined Additional geotechnical investigation for the culvert replacement is to be undertaken separately as during culvert replacement detailed design. part of the West Don River culvert replacement detailed design. 11.2.12 Additional Consultation and Coordination Streetscape enhancements proposed by the City of Vaughan per the Village of Maple Heritage Consult with affected property owners including those where access to their property will be Conservation District Plan will have to be coordinated with York Region at the Detailed Design impacted. stages of the project. As these enhancements are not a regional standard, they are eligible for partnership funding through York Region’s Municipal Streetscape Partnership Program. Consult with regulatory agencies and individual municipalities as required.
Coordinate with City of Vaughan as required. 11.2.9 Groundwater, Hydrogeology, Drainage and Stormwater Management Coordinate with Aboriginal Groups as required. The West Don River culvert replacement will be undertaken as a separate EA and all the permitting and approvals related to the water crossing will be done independently. 11.2.13 Summary of Anticipated Permits and Approvals Water Quality treatment will be provided to offset, as a minimum, the increase in roadway Given that the culvert replacement will be undertaken as a separate EA, all the permitting and pavement area as a result of roadway widening. Options including the use of OGS units for approvals will be done independently. TRCA permit under Ontario Regulation 166/06 – treating drainage from existing pavement are proposed. Development, Interference with Wetlands and Alterations to Shorelines and Watercourses will be Additional water quality control measures including Low Impact Development (LID) strategies are obtained separately. Environmental Compliance Approval (ECA) will be required from MECP for to be reviewed during detailed design. stormwater management facilities and storm sewers.
Detailed design to explore options to provide additional water quality treatment without Permission to Enter Agreements. Obtain clearance for archaeology from the Ministry of Tourism, encroaching on the wetland, such as moving the outlet back from the wetland. Culture and Sport based on findings from subsequent archaeological assessments.
Environmental compliance Approval (ECA) will be required from MECP for stormwater management facilities and storm sewers. 11.3 Timing of Improvements
TRCA review and approval is required for all works related to drainage alterations and stormwater The Major Mackenzie Drive EA study is not currently identified in York Region’s 10-year Capital management that discharges to West Don River. Construction Program (2018-2027). Subject to approval of the Environmental Assessment, the timing of construction will be confirmed through the Region’s project prioritization process. The capital 11.2.10 Utilities construction program is reviewed annually and projects may be advanced (or deferred) subject to other regional priorities and available funding. Location of existing utilities and resulting impacts and required relocations are to be confirmed during detailed design including Rogers, Enbridge Gas, Alectra and Bell. As this study focuses on the short-term (2020) operational needs and opportunities of the corridor, a future EA study will assess the long-term transportation needs, including capacity improvements. The Coordination of utilities, including hydro pole relocation and overhead wiring, is to be reviewed future EA will be undertaken on the basis of the recommendations/findings of the York Region during detailed design. Transportation Master Plan 25-year outlook and long-term projects.
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