Appendix N York Region TMP Red Cedar Road Excerpt Schedule “C” Class Environmental Assessment Study for Red Cedar / Cedar Avenue
September 2020
Appendix E.1 – YR-TMP McCowan Road Project Sheets McCowan Road Environmental Assessment between Steeles Avenue and Major Mackenzie Drive
Background Report
Project Details and Summary Sheets
York Region Transportation Master Plan
Prepared for Regional Municipality of York by IBI Group
October 2016
IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
Table of Contents
1 Introduction ...... 1
2 Project Details and Summary Sheets ...... 2 2.1 Existing and Future Conditions ...... 2 2.2 Problem or Opportunity Statement ...... 3 2.3 Alternatives Considered ...... 3 2.4 Recommended Improvement and Justification...... 3 2.5 Alignment with TMP Objectives ...... 3 2.6 Costs ...... 3 2.7 Related Projects ...... 3 2.8 Key Intersections and Constraints ...... 4
3 Project List ...... 4
Appendices
Appendix A – Road Projects Appendix B – Transit Projects
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IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
1 Introduction
The York Transportation Master Plan (TMP) was conducted following the Master Plan process as described in Section A.2.7 of the Municipal Class EA. The Municipal Class EA allows municipal projects covered in the Class EA to be carried out in a pre-approved process. The Municipal Class EA lays out the types of projects approved, the process for approval, consultation requirements, and additional directions to conduct Municipal Class EAs. The types of projects covered include municipal road, water and wastewater, and transit. Note that transit infrastructure projects are subject to the provisions of Ontario Reg. 231/08 and must follow the Transit Project Assessment Process, unless it is considered exempt under the regulation. The TPAP is a streamlined environmental assessment process by regulation used for transit projects including light rail transit and bus rapid transit services and routes as well as new transit stations, maintenance facilities or storage facilities. Under the Municipal Class EA, municipal projects are categorized according to their environmental significance and potential effects they may impose on the environment. These categories, described by specific Class EA “schedules”, prescribe planning methodologies for each category. At present, there are four schedule classification types as described in Section A.1.2.2 in the Municipal Class EA: Schedule ‘A’, ‘A+’, ‘B’ and ‘C’. The main difference between the Schedules is the degree to which each project may adversely affect the existing environment; for example, Schedule ‘A’ covers projects with few/minimal impacts and Schedule ‘C’ covers projects with significant impacts. Each of the Schedules follows a different process, which is comprised of a combination of the five phases that make up the Municipal Class EA process. For instance, a Schedule ‘A’ project requires the completion of only the first and last phase, while Schedule ‘C’ projects require that all five phases are conducted. The phases and Schedules are summarized as follows:
Phases Basic Description Schedule A A+ B C Phase 1: Problem or Identify and describe the problem(s) and/or Opportunity opportunity(ies).
Phase 2: Alternative Identify, evaluate and select alternative Solutions solutions to the problem, prepare a general inventory of the environment, and consultation. Phase 3: Alternative Identify, evaluate and select alternative Design Concepts for designs for the preferred solution, identify the Preferred potential impacts of the designs on the Solution environment, and consultation.
Phase 4: Complete the Environmental Study Report Environmental Study (ESR), file to the public record for 30 days, and Report respond to any Part II Order requests.
Phase 5: Implement preferred design. Implementation
October 2016 1 IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
As noted in the MEA Municipal Class EA document, there are a variety of ways to conduct Master Plans. York Region’s TMP has been completed following a modified Approach #2 for Master Plans as outlined in Appendix 4 (Section 4.4) of the MEA Municipal Class EA. The approach involves preparation of the Master Plan document at the conclusion of Phases 1 and 2 of the MEA Municipal Class EA process where the level of detail is sufficient to satisfy Phases 1 and 2 at the project specific level. The resulting Master Plan provides the basis for further investigation for specific Schedule C projects (Phases 3 and 4). For Schedule B projects, York Region has modified Approach #2 by deferring the filing of project files post TMP. This is due to the fact that most Schedule B projects are implemented in conjunction with other projects, and the resulting overall project bundle falls under Schedule C and proceeds through the full MEA Municipal Class EA planning process. In the event that a Schedule B project does proceed independently to the notice of completion stage, the filing of the project file and notice of completion will be addressed by York Region post TMP. During future project specific EAs (Phases 3 and 4), should significant issues arise that warrant revisiting the findings of Phases 1 and 2, York Region will consider revisiting Phases 1 and 2 of the MEA Municipal Class EA process in consultation with affected stakeholders. For projects that propose a new crossing of the natural heritage system, the future project specific EAs will revisit Phases 1 and 2 of the MEA Class EA process. Thus, the York TMP is intended to fulfil the requirements of Phases 1 and 2 of the EA process for the projects that form the recommended 2041 transportation network. The majority of the projects fall under Schedule ‘C’ of the Municipal Class EA process or the Transit Project Assessment Process (TPAP). This background document provides details and a summary of the assessment of infrastructure projects by means of the project summary sheets included in Appendices A and B. The project summary sheets document the Problem or Opportunity (Phase 1) and Alternative Solutions (Phase 2). The project summary sheets provide a broad level of assessment and will become the basis for future detailed investigations at the project-specific level in order to fulfil all requirements of specific Schedule ‘C’ projects, including the requirements of Phases 3 and 4 prior to filing an Environmental Study Report for public review. These project summary sheets are one part of the overall development of the TMP and recommended networks. They are a companion to the main TMP document and other background documents which describe the overall process, key TMP objectives, analysis of network wide scenarios, development of performance measures and an extensive stakeholder engagement process.
2 Project Details and Summary Sheets The components of the project summary sheets are described in the following sections. 2.1 Existing and Future Conditions The description of the existing conditions is based on background documents, 2011 traffic forecasts from the York Region Travel Demand Model and a desktop review of natural and built environment features based on natural heritage mapping provided by the Region, aerial photography and urban structure maps. The Environmental Features map used for this assessment is shown in Exhibit 1. Future transportation conditions are based on forecasts from the York Region Travel Demand Model for the 2041 Do Nothing and 2041 Proposed network scenarios. These forecasts will be
October 2016 2 IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
reviewed in subsequent phases of the EA to account for any changes in circumstances or assumptions. It should be noted that the forecasts generally reflect unadjusted model outputs and a detailed link by link validation was not carried out.
2.2 Problem or Opportunity Statement This section lists the problem or opportunity identified for the subject project through the TMP. These problem or opportunities refer to corridor specific conditions. Consideration of broader region-wide problems and opportunities are described in the main TMP document.
2.3 Alternatives Considered This section lists the alternative solutions considered, along with a brief statement of whether that solution addressed the problem or opportunity. In addition to these corridor specific alternatives, the TMP considered a broad set of network alternatives including a Do Nothing option, Base Case scenario (representing committed improvements) and the recommended network scenario.
2.4 Recommended Improvement and Justification The recommended improvement is described in this section along with a description of how the project addresses the need identified in the TMP. Timing of the subject project is documented.
2.5 Alignment with TMP Objectives Five objectives were defined for the TMP (See main TMP Report). They are: 1. Support Transit – “Create a World Class Transit System” 2. Support Road Network – “Develop a Road Network Fit for the Future” 3. Support Active Transportation – “Integrate Active Transportation in Urban Area” 4. Support Goods Movement – “Maximize the Potential of Employment Areas” 5. Support Last Mile – “Making the Last Mile Work” Each project was assessed on how well it met the objectives of the TMP and given a rating of 0 to 4 using corresponding icons. The measures to rate each project for each objective are outlined in Exhibit 2.
2.6 Costs The estimated costs to design and construct the project, along with the incremental annual road operating and maintenance/rehabilitation costs, are documented. Costs were estimated using the Region’s 2015 Road Cost Estimator template. All costs should be considered concept level and subject to refinement through follow-on EAs and engineering designs. 2.7 Related Projects Adjacent projects along the corridor that are identified by the TMP are noted in this section. Related grade-separation or interchange projects within the limits of the subject project are also listed.
October 2016 3 IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
2.8 Key Intersections and Constraints The key (Regional road / Regional road) intersections are documented here along with any major physical constraints identified through the desktop review.
3 Project List
The Project Details and Summary Sheets for the TMP projects are included in Appendix A for road-related projects and Appendix B for rapid transit projects. The summary sheets are presented in numerical order by Project ID number in the Appendices; the project numbering key is presented in the tables below.
Road Projects – Capacity Improvements
PROJ. PROJ. TMP PROJECT PAGE NO. ROAD NAME PROJECT LIMITS TYPE PHASE(S) SCHEDULE EA STATUS NO. 2078 14th Avenue Markham Road to Widen to 2022 to 2026 Schedule C Not started A-277 York/Durham Line 4 lanes and 2032 to (Municipal 2041 Class EA) 2049 15th Sideroad Highway 400 to Jane Missing 2032 to 2041 Schedule C Not started A-177 Street Link (Municipal Class EA) 2050 15th Sideroad Jane Street to Keele Missing 2032 to 2041 Schedule C Not started A-181 Street Link (Municipal Class EA) 2051 15th Sideroad Keele Street to Widen to 2032 to 2041 Schedule C Not started A-185 Bathurst Street 4 lanes (Municipal Class EA) 2086 16th Avenue Yonge Street to Widen to 2022 to 2026 Schedule C Underway A-305 Leslie Street 6 lanes (Municipal Class EA) 2087 16th Avenue Leslie Street to Widen to 2017 to 2021 Schedule C Underway A-309 Woodbine Avenue 6 lanes (Municipal Class EA) 2088 16th Avenue Woodbine Avenue to Widen to 2022 to 2026 Schedule C Underway A-313 McCowan Road 6 lanes (Municipal Class EA) 2036 19th Avenue Jefferson Forest Widen to 2017 to 2021 Schedule C Completed A-125 Drive to Bayview 4 lanes (MCEA) Avenue 2037 19th Avenue Bayview Avenue to Widen to 2022 to 2026 Schedule C Not started A-129 Woodbine Avenue 4 lanes and 2027 to (MCEA) 2031 2046 2nd Doane Road to Widen to 2032 to 2041 Schedule C Completed A-165 Concession Queensville 4 lanes (MCEA) Sideroad 2156 Baseline Road McCowan Road to Widen to 2032 to 2041 Schedule C Not started A-495 Dalton Road 4 lanes (MCEA) 2047 Bathurst Street Steeles Avenue to Widen to 2022 to 2026 Schedule C Not started A-169 Centre Street 6 lanes (MCEA)
October 2016 4 IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
PROJ. PROJ. TMP PROJECT PAGE NO. ROAD NAME PROJECT LIMITS TYPE PHASE(S) SCHEDULE EA STATUS NO.
2048 Bathurst Street Highway 7 to Widen to 2022 to 2026 Schedule C Completed A-173 Gamble Road 6 lanes (MCEA) 2043 Bayview Steeles Avenue to Widen to 2022 to 2026 Schedule C Underway A-153 Avenue Highway 407 6 lanes (MCEA) 2044 Bayview Highway 7 to Major Widen to 2022 to 2026 Schedule C Underway A-157 Avenue Mackenzie Drive 6 lanes (MCEA) 2045 Bayview Elgin Mills Road to Widen to 2017 to 2021, Schedule C Completed A-161 Avenue Wellington Street 4 lanes 2027 to 2031, (MCEA) (Elgin Mills to and 2032 to Stouffville); 2041 not started (rest of corridor) 2052 Bloomington Woodbine Avenue to Widen to 2032 to 2041 Schedule C Not started A-189 Road York/Durham Line 4 lanes (MCEA) 2085 Carrville Road Bathurst Street to Widen to 2027 to 2031 Schedule C Completed A-301 Yonge Street 6 lanes (MCEA) 2040 Davis Drive Woodbine Avenue to Widen to 2032 to 2041 Schedule C Not started A-141 Highway 48 4 lanes (MCEA) 2056 Doane Road Yonge Street to Widen to 2022 to 2026 Schedule C Completed A-205 Woodbine Avenue 4 lanes (MCEA) 2054 Donald Major Mackenzie Widen to 2032 to 2041 Schedule C Not started A-197 Cousens Drive to 16th Avenue 4 lanes (MCEA) Parkway 2053 Donald Woodbine Avenue to Widen to 2027 to 2031 Schedule C Not started A-193 Cousens Major Mackenzie 4 lanes and 2032 to (MCEA) Parkway (19th Drive 2041 Avenue) 2063 Dufferin Street Langstaff Road to Widen to 2027 to 2031 Schedule C Not started A-225 Rutherford Road 6 lanes (MCEA) 2064 Dufferin Street Major Mackenzie Widen to 2022 to 2026 Schedule C Not started A-229 Drive to 15th 4 lanes and 2032 to (MCEA) Sideroad 2041 2060 Elgin Mills Woodbine Avenue to Widen to 2027 to 2031 Schedule C Not started A-221 Road Donald Cousens 4 lanes and 2032 to (MCEA) Parkway 2041 2042 Glenwoods Woodbine Avenue to Widen to 2027 to 2031 Schedule C Not started A-149 Avenue Highway 404 4 lanes (MCEA) Extension 2023 Green Lane 2nd Concession to Widen to 2022 to 2026 Schedule C Not started A-77 Highway 404 6 lanes (MCEA) 2126 Green Lane Yonge Street to 2nd Widen to 2022 to 2026 Schedule C Not started A-429 Concession 6 lanes (MCEA) 2030 Highway 27 Steeles Avenue to Widen to 2032 to 2041 Schedule C Not started A-105 Major Mackenzie 6 lanes (MCEA) Drive
October 2016 5 IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
PROJ. PROJ. TMP PROJECT PAGE NO. ROAD NAME PROJECT LIMITS TYPE PHASE(S) SCHEDULE EA STATUS NO.
2031 Highway 27 Major Mackenzie Widen to 2022 to 2026 Schedule C Completed A-109 Drive to King Road 4 lanes (MCEA) (up to Nashville Road - WVIEA); not started (remainder of corridor) 2032 Highway 27 King Road to Widen to 2032 to 2041 Schedule C Not started A-113 Highway 9 4 lanes (MCEA) 2077 Highway 48 Major Mackenzie Widen to 2032 to 2041 Schedule C Not started A-273 (MTO) Drive to Bloomington 4 lanes (MCEA) Road 2024 Highway 50 Steeles Avenue to Widen to 2032 to 2041 Schedule C Not started A-81 Highway 7 6 lanes (MCEA) 2025 Highway 50 Rutherford Road to Widen to 2022 to 2026 Schedule C Completed A-85 Albion-Vaughan 6 lanes (MCEA) Road 2115 Highway 7 Kipling Avenue to Widen to 2027 to 2031 Schedule C Not started A-393 Helen Street 6 lanes (MCEA) 2007 Highway 7 Donald Cousens Widen to 2027 to 2031 Schedule C Not started A-21 (MTO) Parkway to 4 lanes (MCEA) York/Durham Line 2039 Highway 9 Highway 27 to east Widen to 2027 to 2039 Schedule C Not started A-137 (MTO) of West Canal Bank 4 lanes (MCEA) Road 2130 Islington Willis Road to Widen to 2027 to 2031 Schedule C Not started A-441 Avenue Langstaff Road 4 lanes (MCEA) 2065 Jane Street Teston Road to 15th Widen to 2027 to 2031 Schedule C Not started A-233 Sideroad 4 lanes and 2032 to (MCEA) 2041 2160 Jane Street Highway 7 to Major Widen to 2022 to 2026 Schedule C Not started A-507 Mackenzie Drive 6 lanes (MCEA) 2019 Jefferson Bathurst Street to Widen to 2027 to 2031 Schedule C Not started A-65 Sideroad Yonge Street 4 lanes (MCEA) 2004 Keele Street Steeles Avenue to Widen to 2017 to 2021 Schedule C Completed A-13 Highway 407 6 lanes and 2022 to (MCEA) 2026 2005 Keele Street Highway 7 to Widen to 2022 to 2026 Schedule C Not started A-17 Rutherford Road 6 lanes (MCEA) 2001 Kennedy Road Steeles Avenue to Widen to 2022 to 2026 Schedule C Not started A-1 Highway 407 6 lanes (MCEA) 2002 Kennedy Road Highway 7 to Major Widen to 2022 to 2026 Schedule C Not started A-5 Mackenzie Drive 6 lanes and 2027 to (MCEA) 2031 2003 Kennedy Road Major Mackenzie Widen to 2027 to 2031 Schedule C Not started A-9 Drive to Donald 4 lanes and 2032 to (MCEA) Cousens Parkway 2041
October 2016 6 IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
PROJ. PROJ. TMP PROJECT PAGE NO. ROAD NAME PROJECT LIMITS TYPE PHASE(S) SCHEDULE EA STATUS NO.
2011 King Road Caledon-King Widen to 2032 to 2041 Schedule C Not started A-33 Townline to Highway 4 lanes (MCEA) 27 2012 King Road Highway 27 to Widen to 2032 to 2041 Schedule C Not started A-37 Highway 400 4 lanes (MCEA) 2018 King Vaughan Pine Valley Drive to Widen to 2032 to 2041 Schedule C Not started A-61 Road Bathurst Street 4 lanes (MCEA) 2034 Kirby Road Pine Valley Drive to Widen to 2027 to 2031 Schedule C Not started A-117 Dufferin Street 4 lanes and 2032 to (MCEA) 2041 2035 Kirby Road Dufferin Street to Missing 2027 to 2031 Schedule C Not started A-121 Bathurst Street Link (MCEA) 2079 Langstaff Road Weston Road to Widen to 2027 to 2031 Schedule C Not started A-281 Jane Street 6 lanes (MCEA) 2080 Langstaff Road Jane Street to Keele Missing 2027 to 2031 Schedule C Not started A-285 Street Link (MCEA) 2081 Langstaff Road Keele Street to Widen to 2022 to 2026 Schedule C Not started A-289 Dufferin Street 6 lanes (MCEA) 2013 Leslie Street Elgin Mills Road to Widen to 2017 to 2021 Schedule C Not started A-41 19th Avenue 4 lanes (MCEA) 2014 Leslie Street 19th Avenue to Widen to 2022 to 2026, Schedule C Completed A-45 Wellington Street 4 lanes 2027 to 2031, (MCEA) (19th to and 2032 to Stouffville and 2041 Bethesda to Bloomington); not started (rest of corridor) 2015 Leslie Street Wellington Street to Widen to 2017 to 2021 Schedule C Completed A-49 Mulock Drive 4 lanes (MCEA) 2016 Leslie Street Green Lane to Widen to 2022 to 2026 Schedule C Not started A-53 Colonel Wayling 4 lanes (MCEA) Boulevard 2017 Leslie Street Mount Albert Road to Widen to 2027 to 2031 Schedule C Not started A-57 Queensville 4 lanes and 2032 to (MCEA) Sideroad 2041 2026 Major Highway 50 to Widen to 2017 to 2021 Schedule C Completed A-89 Mackenzie Highway 27 6 lanes (MCEA) Drive 2027 Major Highway 27 to Jane Widen to 2017 to 2021 Schedule C Completed A-93 Mackenzie Street 6 lanes (MCEA) from west of Hwy Drive Hwy 400 to 400 (WVIEA); Jane Street not started (Hwy 400 to Jane) 2125 Major Leslie Street to Widen to 2022 to 2026 Schedule C Not started A-425 Mackenzie Kennedy Road 6 lanes and 2027 to (MCEA) Drive 2031
October 2016 7 IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
PROJ. PROJ. TMP PROJECT PAGE NO. ROAD NAME PROJECT LIMITS TYPE PHASE(S) SCHEDULE EA STATUS NO.
2128 Major Donald Cousens Widen to 2027 to 2031 Schedule C Not started A-437 Mackenzie Parkway to Delray 4 lanes (MCEA) Drive Drive 2076 Markham Road Steeles Avenue to Widen to 2022 to 2026 Schedule C Not started A-269 north of 14th Avenue 6 lanes (MCEA) 2074 McCowan Steeles Avenue to Widen to 2022 to 2026 Schedule C Not started A-261 Road Major Mackenzie 6 lanes and 2032 to (MCEA) Drive 2041 2075 McCowan Major Mackenzie Widen to 2032 to 2041 Schedule C Not started A-265 Road Drive to Donald 4 lanes (MCEA) Cousens Parkway 2055 Ninth Line Steeles Avenue to Widen to 2022 to 2026 Individual EA Completed A-201 Box Grove Area 4 lanes 2069 Pine Valley Rutherford Road to Widen to 2022 to 2026, Schedule C Not started A-245 Drive King Vaughan Road 4 lanes 2027 to 2031, (MCEA) and 2032 to 2041 2127 Pine Valley Steeles Avenue to Widen to 2032 to 2041 Individual EA Completed A-433 Drive Highway 7 6 lanes (WVIEA) 2089 Queensville Leslie Street to Widen to 2032 to 2041 Schedule C Not started A-317 Sideroad Woodbine Avenue 4 lanes (MCEA) 2041 Ravenshoe Woodbine Avenue to Widen to 2027 to 2031 Schedule C Not started A-145 Road Highway 48 4 lanes and 2032 to (MCEA) 2041 2082 Rutherford Highway 50 to Widen to 2027 to 2031 Individual EA Completed A-293 Road Weston Road 6 lanes and 2032 to (WVIEA) 2041 2084 Rutherford Jane Street to Widen to 2017 to 2021 Schedule C Completed A-297 Road Bathurst Street 6 lanes (MCEA) 2028 St John's Bathurst Street to Widen to 2027 to 2031 Schedule C Not started A-97 Sideroad Yonge Street 4 lanes (MCEA) 2029 St John's Bayview Avenue to Widen to 2017 to 2021 Schedule C Completed A-101 Sideroad Highway 404 4 lanes (MCEA) 2116 Steeles Highway 50 to Steeles 2032 to 2041 Schedule C Not started A-397 Avenue Islington Avenue (Widen to (MCEA) 6 lanes) 2117 Steeles Pine Valley Drive to Steeles 2032 to 2041 Schedule C Not started A-401 Avenue Jane Street (Widen to (MCEA) 6 lanes) 2118 Steeles Bathurst Street to Steeles 2022 to 2026 Schedule C Not started A-405 Avenue Hilda Avenue (Widen to (MCEA) 6 lanes) 2121 Steeles Kennedy Road to Steeles 2027 to 2031 Schedule C Underway A-409 Avenue Markham Road (Widen to (MCEA) (Kennedy to 6 lanes) Midland), Completed (rest of corridor)
October 2016 8 IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
PROJ. PROJ. TMP PROJECT PAGE NO. ROAD NAME PROJECT LIMITS TYPE PHASE(S) SCHEDULE EA STATUS NO.
2122 Steeles Markham Road to Steeles 2017 to 2021 Individual EA Completed A-413 Avenue 11th Concession (Widen to and 2027 to and Schedule (west of 9th 6 lanes) 2031 C (MCEA) Line); Class EA update required for rest of corridor 2123 Steeles 11th Concession to Steeles 2027 to 2031 Schedule C Class EA A-417 Avenue York/Durham Line (Widen to (MCEA) update 6 lanes) required 2020 Stouffville Yonge Street to Widen to 2022 to 2026 Schedule C Underway A-69 Road Highway 404 4 lanes (MCEA) 2057 Teston Road Pine Valley Drive to Widen to 2022 to 2026 Schedule C Completed A-209 Weston Road 4 lanes (MCEA) 2058 Teston Road Keele Street to Missing 2022 to 2026 Individual EA Not started A-213 Dufferin Street Link 2059 Teston Road Dufferin Street to Widen to 2022 to 2026 Schedule C Not started A-217 Yonge Street 4 lanes (MCEA) or Individual EA 2070 Warden Steeles Avenue to Widen to 2027 to 2031 Schedule C Not started A-249 Avenue McNabb Street 6 lanes (MCEA) 2072 Warden Highway 7 to Major Widen to 2027 to 2031 Schedule C Not started A-253 Avenue Mackenzie Drive 6 lanes and 2032 to (MCEA) 2041 2073 Warden Major Mackenzie Widen to 2027 to 2031 Schedule C Not started A-257 Avenue Drive to Donald 4 lanes (MCEA) Cousens Parkway 2021 Wellington Yonge Street to Widen to 2022 to 2026 Schedule C Not started A-73 Street Industrial Parkway 4 lanes (MCEA) 2066 Weston Road Steeles Avenue to Widen to 2022 to 2026 Individual EA Completed A-237 Major Mackenzie 6 lanes and 2027 to (WVIEA) Drive 2031 2067 Weston Road Teston Road to King Widen to 2027 to 2031 Schedule C Not started A-241 Road 4 lanes and 2032 to (MCEA) 2041 2009 Woodbine Highway 7 to Major Widen to 2027 to 2031 Schedule C Not started A-25 Avenue Mackenzie Drive 6 lanes (MCEA) 2010 Woodbine Victoria Square Widen to 2027 to 2031 Schedule C Not started A-29 Avenue Boulevard to 19th 4 lanes (MCEA) Avenue 2159 Woodbine Pollock Road to Old Widen to 2032 to 2041 Schedule C Not started A-503 Avenue Homestead Road 4 lanes (MCEA) 2124 Yonge Street Davis Drive to Green Widen to 2017 to 2021 Schedule C Completed A-421 Lane 6 lanes (MCEA) 2038 York/Durham Steeles Avenue to Widen to 2032 to 2041 Schedule C Not started A-133 Line Stouffville Road 4 lanes (MCEA) MCEA = Municipal Class EA
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Road Projects – Midblock Crossings PROJ. PAGE NO. PROJECT LIMITS TMP PHASE PROJECT SCHEDULE EA STATUS NO.
2094 Highway 400 north of Kirby Road 2032 to 2041 Schedule C (MCEA) Not started A-335 2093 Highway 400 north of Major Mackenzie 2027 to 2031 Schedule C (MCEA) Completed A-331 Drive 2092 Highway 400 north of Rutherford Road 2032 to 2041 Schedule C (MCEA) Not started A-327 2091 Highway 400 south of Highway 7 2027 to 2031 Schedule C (MCEA) Not started A-323 2097 Highway 404 north of 16th Avenue 2017 to 2021 Schedule C (MCEA) Completed A-347 2101 Highway 404 north of Doane Road 2032 to 2041 Schedule C (MCEA) Not started A-363 2099 Highway 404 north of Elgin Mills Road 2032 to 2041 Schedule C (MCEA) Completed A-355 2100 Highway 404 north of Green Lane 2032 to 2041 Schedule C (MCEA) Not started A-359 2096 Highway 404 north of Highway 7 2017 to 2021 Schedule C (MCEA) Completed A-343 2098 Highway 404 north of Major Mackenzie 2027 to 2031 Schedule C (MCEA) Underway A-351 Drive 2095 Highway 407 at Cedar Avenue 2017 to 2021 Schedule B or C (MCEA) Not started A-339 2090 Highway 427 north of Langstaff Road 2027 to 2031 Schedule C (MCEA) Completed A-321 MCEA = Municipal Class EA
Road Projects – Highway Interchanges
PROJ. PROJECT PAGE NO ROAD NAME PROJECT LIMITS TMP PHASE SCHEDULE EA STATUS NO.
2114 Highway 400 at Highway 7 - 2017 to 2021 Schedule A+ (MCEA) Completed A-391 Interchange Vaughan Metropolitan Improvements Centre 2113 Highway 400 at Langstaff Road 2027 to 2031 Schedule C (MCEA) Not started A-389 Interchange or Group B Improvements (Provincial Class EA) 2164 Highway 400 at Steeles Avenue 2032 to 2041 Schedule C (MCEA) Not started A-517 Interchange or Group B Improvements (Provincial Class EA) 2111 Highway 400 New at 15th Sideroad 2032 to 2041 Schedule C (MCEA) Not started A-385 Interchange or Group B (Provincial Class EA) 2112 Highway 400 New at King Vaughan 2032 to 2041 Schedule C (MCEA) Not started A-387 Interchange Road or Group B (Provincial Class EA) 2158 Highway 400 New at Kirby Road 2027 to 2031 Schedule C (MCEA) Not started A-501 Interchange or Group B (Provincial Class EA) 2106 Highway 404 at 16th Avenue 2017 to 2021 Group B (Provincial Completed A-375 Interchange Class EA) (Hwy 404 EA) Improvements 2103 Highway 404 at Mulock Drive 2022 to 2026 Group B (Provincial Completed A-369 Interchange Class EA) (Hwy 404 EA) Improvements 2105 Highway 404 New at 19th Avenue 2027 to 2031 Schedule C (MCEA) Not started A-373 Interchange or Group B (Provincial Class EA)
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PROJ. PROJECT PAGE NO ROAD NAME PROJECT LIMITS TMP PHASE SCHEDULE EA STATUS NO.
2104 Highway 404 New at St John's Sideroad 2027 to 2031 Schedule C (MCEA) Not started A-371 Interchange or Group B (Provincial Class EA) 2102 Highway 404 New at Doane Road 2022 to 2026 Schedule C (MCEA) Completed A-367 Interchange 2110 Highway 407 at Donald Cousens 2022 to 2026 Individual EA Completed A-383 Interchange Parkway Improvements 2109 Highway 407 at Ninth Line 2032 to 2041 Schedule A+ (MCEA) N/A A-381 Interchange Improvements 2108 Highway 407 New at Centre Street 2032 to 2041 Schedule C (MCEA) Not started A-379 Interchange or Group B (Provincial Class EA) 2107 Highway 407 New at Martin Grove Road 2027 to 2031 Schedule C (MCEA) Not started A-377 Interchange or Group B (Provincial Class EA) MCEA = Municipal Class EA
Road Projects – Rail Grade Separations
PROJ. PROJECT PAGE NO ROAD NAME PROJECT LIMITS TMP PHASE SCHEDULE EA STATUS NO.
2131 Barrie GO Grade Rutherford Road east 2017 to 2021 Schedule C (MCEA) Not started A-445 Separation of Keele Street 2132 Barrie GO Grade Wellington Street west 2022 to 2026 Schedule C (MCEA) Not started A-447 Separation of Industrial Parkway 2136 Barrie GO Grade Langstaff Road east of 2022 to 2026 Schedule C (MCEA) Not started A-455 Separation Keele Street 2140 Barrie GO Grade Green Lane east of 2022 to 2026 Schedule C (MCEA) Not started A-463 Separation 2nd Concession 2142 Barrie GO Grade King Vaughan Road 2032 to 2041 Schedule C (MCEA) Not started A-467 Separation west of Keele Street 2143 Barrie GO Grade St John's Sideroad 2027 to 2031 Schedule C (MCEA) Not started A-469 Separation east of Yonge Street 2145 Barrie GO Grade Dufferin Street north of 2032 to 2041 Schedule C (MCEA) Not started A-473 Separation King Road 2146 Barrie GO Grade Teston Road east of 2022 to 2026 Schedule C (MCEA) Not started A-475 Separation Keele Street 2147 Barrie GO Grade Kirby Road west of 2027 to 2031 Schedule C (MCEA) Not started A-477 Separation Keele Street 2151 Barrie GO Grade Davis Drive east of 2027 to 2031 Schedule C (MCEA) Not started A-485 Separation Main Street 2152 Barrie GO Grade 15th Sideroad west of 2032 to 2041 Schedule C (MCEA) Not started A-487 Separation Bathurst Street 2157 Barrie GO Grade Mulock Drive west of 2022 to 2026 Schedule C (MCEA) Not started A-499 Separation Bayview Avenue 2154 CN Bala Grade Aurora Road east of 2032 to 2041 Schedule C (MCEA) Not started A-491 Separation Woodbine Avenue
October 2016 11 IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
PROJ. PROJECT PAGE NO ROAD NAME PROJECT LIMITS TMP PHASE SCHEDULE EA STATUS NO.
2155 CP Havelock Grade 14th Avenue east of 2032 to 2041 Individual EA Completed A-493 Separation Donald Cousens Parkway 2161 CP Havelock Grade Steeles Avenue east 2032 to 2041 Schedule C (MCEA) Not started A-511 Separation of Tapscott Road 2141 CP MacTier Grade Major Mackenzie 2017 to 2021 Individual EA Completed A-465 Separation Drive west of Highway 27 2144 CP MacTier Grade Rutherford Road west 2032 to 2041 Individual EA Completed A-471 Separation of Highway 27 2149 CP MacTier Grade Islington Avenue north 2032 to 2041 Schedule C (MCEA) Not started A-481 Separation of Steeles Avenue 2139 Richmond Hill GO Elgin Mills Road east 2022 to 2026 Schedule C (MCEA) Not started A-461 Grade Separation of Yonge Street 2148 Richmond Hill GO Leslie Street south of 2027 to 2031 Schedule C (MCEA) Not started A-479 Grade Separation Stouffville Road 2150 Richmond Hill GO 19th Avenue west of 2027 to 2031 Schedule C (MCEA) Not started A-483 Grade Separation Bayview Avenue 2133 Stouffville GO Grade Steeles Avenue east 2017 to 2021 Schedule C (MCEA) Not started A-449 Separation of Kennedy Road 2134 Stouffville GO Grade Kennedy Road north 2022 to 2026 Schedule C (MCEA) Underway A-451 Separation of Steeles Avenue 2135 Stouffville GO Grade Highway 7 west of 2022 to 2026 Schedule C (MCEA) Not started A-453 Separation Kennedy Road 2137 Stouffville GO Grade Kennedy Road north 2022 to 2026 Schedule C (MCEA) Not started A-457 Separation of Highway 7 2138 Stouffville GO Grade McCowan Road north 2022 to 2026 Schedule C (MCEA) Not started A-459 Separation of Highway 7 2153 Stouffville GO Grade 16th Avenue east of 2032 to 2041 Schedule C (MCEA) Not started A-489 Separation Highway 48 2162 Stouffville GO Grade Ninth Line north of 2032 to 2041 Schedule C (MCEA) Not started A-513 Separation Elgin Mills 2163 Stouffville GO Grade Major Mackenzie east 2032 to 2041 Schedule C (MCEA) Not started A-515 Separation of Highway 48 MCEA = Municipal Class EA
October 2016 12 IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
Transit Projects PROJ. PROJECT PAGE NO ROAD NAME PROJECT LIMITS TMP PHASE SCHEDULE EA STATUS NO.
1022 Clark Avenue-New Centre Street to 2017 to 2021 Schedule A+ N/A B-69 Westminster Drive Yonge Street (MCEA) 1011 Don Mills Road - Steeles Avenue to 2027 to 2031 Schedule C (MCEA) On Hold B-39 Leslie Street Highway 7 1021 Green Lane Yonge Street to GO 2032 to 2041 Schedule C (MCEA) Completed B-65 Station 1006 Highway 7 Highway 50 to Helen 2027 to 2031 Individual EA Completed B-21 Street and 2032 to 2041 1007 Highway 7 Helen Street to Yonge 2017 to 2021 Individual EA Completed B-25 Street 1009 Highway 7 Town Centre Under Individual EA Completed B-31 Boulevard to Kennedy construction Road 1010 Highway 7 Unionville GO Station 2022 to 2026 Individual EA Completed B-35 to Cornell Terminal 1017 Jane Street Highway 7 to 2027 to 2031 Schedule C (MCEA) Not started B-55 Rutherford Road or TPAP 1018 Jane Street Rutherford Road to 2027 to 2031 Schedule C (MCEA) Not started B-59 Major Mackenzie Drive or TPAP 1012 Leslie Street Highway 7 to Major 2027 to 2031 Schedule C (MCEA) On Hold B-43 Mackenzie Drive 1013 Major Mackenzie Jane Street to Leslie 2027 to 2031 Schedule C (MCEA) Not started B-47 Drive Street or TPAP 1014 Major Mackenzie Leslie Street to Donald 2027 to 2031: Schedule C (MCEA) Not started B-51 Drive Cousens Parkway Viva Curbside or TPAP Service 2032 to 2041: Dedicated Rapidway 1024 Steeles Avenue Spadina Subway to 2027 to 2031 Schedule C (MCEA) Not started B-77 Milliken GO or TPAP 1025 Viva Expansion Plan Jane St/Major 2017 to 2021 Schedule A+ N/A B-83 Mackenzie Dr/Leslie (MCEA) St/Hwy 7/Clark Ave 1023 Woodbine Avenue Steeles Avenue to 2027 to 2031: Schedule C (MCEA) Not started B-73 Major Mackenzie Viva Curbside or TPAP Service 2032 to 2041: Dedicated Rapidway 1001 Yonge Street Highway 7 to Major 2017 to 2021 Individual EA Completed B-1 Mackenzie Drive 1002 Yonge Street Major Mackenzie Drive 2017 to 2021 Individual EA Completed B-5 to Gamble Road/19th Avenue 1003 Yonge Street Gamble Road/19th 2022 to 2026 Schedule C (MCEA) Completed B-9 Avenue to Mulock Drive
October 2016 13 IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
PROJ. PROJECT PAGE NO ROAD NAME PROJECT LIMITS TMP PHASE SCHEDULE EA STATUS NO.
1004 Yonge Street Mulock Drive to Davis 2017 to 2021 Schedule C (MCEA) Completed B-13 Drive 1005 Yonge Street Davis Drive to Green 2032 to 2041 Schedule C (MCEA) Completed B-17 Lane 1026 Yonge Street Downtown Aurora, 2017 to 2021 Schedule C (MCEA) Not started B-85 Downtown Richmond Hill 1019 Yonge Subway Steeles Avenue to 2022 to 2026 TPAP Completed B-63 Extension Richmond Hill Centre MCEA = Municipal Class EA
October 2016 14 IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
Exhibit 1: Environmental Features with Recommended Network Overlay
October 2016 15 IBI GROUP BACKGROUND REPORT PROJECT DETAILS AND SUMMARY SHEETS Prepared for Regional Municipality of York
Exhibit 2: Typical Measures to Assess Alignment with TMP Objectives Rating Objective Support Transit • Does not benefit transit • Improves traffic operations along a • HOV Network (widen to 6 lanes) • Supports Frequent Transit Network (FTN) • Rapid transit (RT) corridor (including corridor with transit service • Provides new link across barrier (i.e. • Provides connection to GO station or interim RT projects and "rapid transit midblock crossing) other major transit hub subject to further study") • Grade separation on frequent transit • Grade separation on RT corridor. network corridor. Support Road • Does not impact traffic • Provides additional capacity. • Grade separation on 2-lane road • Grade separation on 4-lane road • Midblock connection Network operations • V/C ratio improves, but max v/c ratio and New/improved interchange connection • Missing link average v/c ratio still >1.0 with highway network not directly • Grade separation on 6-lane road or RT connected to employment area corridor • v/c ratio improves and average v/c ratio is • New/improved interchange connection <1.00 with highway network with connection to employment area • v/c ratio improves and max v/c ratio is <1.00 Support Active • Does not impact active • Rail grade separation • Provides improved AT facilities along a • Provides dedicated cycling facility where • Eliminates sidewalk gap along major Transportation transportation • Either cycling facilities or sidewalks (both corridor where basic facilities already one does not exist transit route (FTN, RT) sides) already exist and are to be exist (Shared to dedicated cycling • Eliminates sidewalk gap in urban area not • Provides separated cycling facility where maintained facilities; sidewalk on one side only to associated with significant transit. one does not exist sidewalk on both sides). • Midblock crossing w/ dedicated cycling • Midblock crossing with separated cycling • Both cycling facilities and sidewalks (both facilities facilities sides) exist and are to be maintained • Midblock crossing (new link across barrier) w/ no cycling facilities Support Goods • Does not impact goods • Widening/capacity improvement not on • Widening/capacity improvement not on • New/improved interchange not on • New/improved interchange to/from major Movement movement (truck strategic goods movement network but strategic goods movement network but strategic goods movement network employment area volume not on YR- serves a low volume of trucks (<1000/day serves a moderate volume of trucks • Improvement on Secondary Strategic • Improvement on Primary Strategic Goods provided map) per as YR map) (1000>x>3000/day as per YR map) Goods Movement Network Movement Network • Midblock connection (no employment • Midblock connection (employment area • Widening/capacity improvement not on areas/not on SGMN) on one sides) strategic goods movement network but • Grade separation on secondary SGMN serves a high volume of trucks (>3000/day as per YR map) • Midblock connection (employment area on both sides) • Grade separation on primary Strategic Goods Movement Network Support Last • Does not impact last • Urban road projects not directly adjacent • Road project adjacent to existing or • New/improved interchange at current or • New/improved full AT facilities (separated Mile mile to existing or proposed major transit proposed major transit station or proposed commuter parking facility cycling infrastructure and continuous (e.g. TDM, station or commuter parking facility commuter parking facility sidewalks on both sides) adjacent to FTN commuter • New/improved basic cycling facilities parking, address • Rail grade separation • New AT facilities (not shared) not directly (dedicated lanes) and sidewalks adjacent or major transit station active adjacent to FTN or major transit stops to FTN or major transit stations transportation • New midblock connection over a barrier • RT corridor gaps) without cycling infrastructure
October 2016 16 2095 - Midblock Crossing of Highway 407 - at Cedar Avenue
Project Description Location Midblock Crossing of Highway 407 Project ID 2095 Municipality Richmond Hill, Markham Road Segment ID 94-07 Project Limits at Cedar Avenue Length 630 m Project Type New Midblock Crossing Map
TRUE
Existing Conditions Physical and Transportation Conditions OP Designated ROW Proposed up to 26 metres Peak Hour Peak Hour Auto Volume V/C Ratio Model Forecast Maximum Average Maximum Average 2011 Existing N/A N/A N/A N/A Daily truck volume N/A N/A
Description Approaches to midblock crossing are 2-lane industrial roads with no sidewalks and no dedicated cycling facilities. No transit service.
Natural and Built Environment Natural Environment Observations: Existing development on both sides.
Land Use and Built Retail/commercial north of Highway 407 and industrial uses to the south. Designated Richmond Hill Centre Environment and Langstaff redevelopment areas. Pre-constructed overpass structures at Highway 407 and Highway 7.
Future Transportation Conditions Peak Hour Peak Hour Auto Volume V/C Ratio Maximum Average Maximum Average 2041 Do Nothing N/A N/A N/A N/A 2041 Proposed Network 720 720 0.90 0.90
October 2016 A-339
June 2016A-339 2095 - Midblock Crossing of Highway 407 - at Cedar Avenue (continued)
Problem or Opportunity Statement • Network improvements needed to address existing congestion. • Network improvements needed to accommodate future travel demands. • Network improvements needed to support walking and cycling. • Network improvements needed to support transit.
Alternatives Considered 1. Do Nothing - Does not address Problem or Opportunity Statement. 2. Widen parallel/adjacent corridor - May not fully address travel demand needs as adjacent corridor is at capacity. No improvements to walking and cycling. No improvement to transit service. 3. Construct mid-block crossing - Addresses travel demand. Opportunity to provide walking and cycling facilities. Potential to improve transit service.
Recommended Improvement and Justification Recommendation Construct mid-block crossing of 400-series highway. Alternative alignments to be evaluated as part of subsequent Environmental Assessments. Timing of construction to be coordinated with the Town of Richmond Hill.
Justification New crossing of Highway 407 supports growth and intensification of Richmond Hill Centre and Langstaff Gateway. Crossing will provides improved facilities for walking, cycling and transit access between Richmond Hill Centre and Langstaff Gateway. Highway 407 and Highway 7 structures over the new road alignment are already in place.
TMP Phase 2017 to 2021
Alignment with TMP Objectives Support Road Support Goods Support Transit Network Support Active Transportation Movement Support Last Mile ՀԾ Ծ Ճ Ծ Costs
Capital Cost $ 3,093,500 Incremental Annual Road Operating Cost $ 52,300 Incremental Road Maintenance and Rehabilitation Cost $ 23,800
Related Projects
Name Project ID
October 2016 A-340
June 2016A-340 2095 - Midblock Crossing of Highway 407 - at Cedar Avenue (continued)
Key Intersections and Constraints
Highway 407 at Cedar Avenue TRUE ↑ FALSE N
FALSE FALSE
October 2016 A-341
June 2016A-341
Background Report
Future Needs Assessment Report
York Region Transportation Master Plan
Prepared for Regional Municipality of York by IBI Group
June 2016
IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Table of Contents
1 Introduction ...... 1 1.1 TMP Update Process ...... 1 1.2 Purpose of Report ...... 1 1.3 Key Trends ...... 2 1.4 Public Input ...... 5 1.5 Travel Demand Model ...... 5
2 Understanding the Challenge ...... 6 2.1 Development Growth ...... 6 2.2 Travel Demand Growth ...... 11 2.3 Alternative Growth Scenarios ...... 17
3 Future Conditions ...... 18 3.1 Do Nothing Scenario ...... 18 3.2 2041 Base Scenario ...... 22 3.3 2041 ‘Build-out’ Scenario ...... 24 3.4 Performance of Alternative Networks ...... 26
4 Findings / Needs ...... 29
5 Recommended Road and Transit Projects ...... 31 5.1 Transit Network ...... 31 5.2 Road Network ...... 35
June 2016 i IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
1 Introduction
York Region’s 2016 Transportation Master Plan (TMP) is an update to the 2009 Transportation Master Plan and the 2008 Pedestrian and Cycling Master Plan. It is the Region’s plan to achieve the transportation related goals of Vision 2051, the objectives of the York Region Official Plan (2010) and the 2015 to 2019 Strategic Plan. The TMP is shaped by Provincial policy, aligned with existing Regional and local policies and informed by stakeholder input. It will guide planning and investment in the Region’s transportation network, policy implementation and service development.
1.1 TMP Update Process The process to development of the 2016 TMP consists of four main stages: Stage 1: Understanding what is happening in York Region: This stage examined baseline information including information on travel patterns and behaviour, demographic and land use trends and critical issues. It also included a review of progress since the previous 2009 TMP. This review served to inform the plans key policy topics and strategic priorities. The TMP Background Report B Foundations Report presents the key results of this phase. Stage 2: Determining transportation priorities and opportunities The second stage focused on the identification of needs and opportunities based on existing and projected travel patterns and trends. These trends then inform the development of network scenarios and critical infrastructure improvements to address future needs and opportunities. This Future Needs Assessment Report summarizes the analysis undertaken for this phase. Stage 3: Creating transportation solutions for tomorrow The third stage builds on the previous stages to identify required strategies and actions to achieve the preferred network scenario. These strategies and actions are presented in the main TMP report. Stage 4: Implementing the plan The final stage of the TMP serves to detail the proposed projects, strategies and actions including the development of project costs and phasing. This stage also included the development of project summary sheets (under a separate cover) which includes an evaluation of specific projects, including a more detailed examination of need, impacts and alternatives on a corridor basis.
1.2 Purpose of Report The purpose of this report is to document the needs assessment (Stage 2) and development of and analysis of network scenarios (Stage 3) for the York Region Transportation Master Plan Update. The needs assessment examines future conditions and travel trends to the year 2041 and compares different network scenarios and their ability to address future needs. The primary focus of this report is on road and transit network needs. The development of pedestrian and cycling networks is presented in a separate background report.
June 2016 1 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
1.3 Key Trends The TMP Background Report B Foundations Report (under separate cover) provides an analysis of key trends that have been occurring in York Region. Among the key findings are a number of trends that inform the future needs assessment:
1.3.1 Population and Employment York Region was the fastest growing region in the GTHA between 2001 and 2011 in absolute terms. From 2001 to 2011, it grew by more than 300,000 people, making it the seventh largest census subdivision in Canada. Markham and Vaughan saw the largest growth adding 96,100 people and 109,000 people, respectively, and accounting for 66% of York Region’s growth. This rapid growth in the southern portion of York Region has been positive for transit, but has also led to increased congestion on York Region’s main arterial roads.
1.3.2 Travel patterns York Region is becoming an increasingly attractive place to live and work and a higher proportion of people are adjusting their behaviour to bring their origins and destinations closer together. As a result, there has been an increasing percentage of trips remaining internal to York Region. In 1991, 48% of motorized AM peak period trips were internal. By 2001, this had grown to 56% and by 2011, 60%. It is also worth noting that an increasing number of motorized trips are remaining inside their own local municipality, increasing from 37% in 2001 to 41% in 2011. One of the challenges with these patterns is that presently only 3% of all trips internal to York are made by transit in the AM peak period. This is a stark contrast to trips made to Downtown Toronto in the AM peak period, of which 74% were made by transit in 2011. These trends highlight the need to make transit, as well as walking and cycling, more competitive for trips that start and end in York Region.
1.3.3 Travel behaviour The majority of trips in York Region are currently made by private automobiles. Auto mode share has remained relatively unchanged since 2001 at 83% (70% auto driver and 13% auto passenger). This has resulted in more than 100,000 new auto trips hitting York Region’s roads since 2001. Among other modes: On a percentage basis, cycling trips increased substantially, but their overall share remains less than 1% of the AM peak period total Overall transit share (GO+YRT/Viva) increased from 7% to 10%, a testament to the success of Viva and improvements to GO train service These trends highlight a major risk for York Region. In simple terms, for every 10 new trips that are added, seven of these trips will be made by car drivers if current travel behaviour continues. This reinforces the need to identify aggressive actions to provide greater mode choice for York Region residents and employees and to adopt strategies that shift travel behaviour (i.e. reduce, re-time, re-mode). However, it also highlights the reality that road improvements to address auto travel growth will still be required.
1.3.4 Transportation Supply York Region Transit has made significant progress on expanding transit networks and service hours. Overall, transit service hours increased by 12% over the five year period from 2009 to 2014. Service levels on the GO Train saw even more rapid increased with a 33% increase in seats provided.
June 2016 2 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
In contrast to transit, there has been relatively little increase in road supply. Between 2009 and 2014, overall lane kilometres increased by 4% (133 lane-km). This is significantly less than the planned level of road expansion in the 2009 TMP for the five year period. Very little progress was made on the planned transit priority network (widening from 4 to 6 lanes).
Exhibit 1.1: Progress on 5 year road plan from 2009 TMP
1.3.5 Goods Movement York Region generates a significant amount of goods movement activities. Based on data from the Ministry of Transportation’s 2012 Commercial Vehicle Survey (CVS) it is estimated that truck trips destined to/from York Region account for 17% of all truck trips in Ontario. As shown on Exhibit 1.2, employment areas along Highway 400 and Highway 404 have the largest concentration of truck trips. Large concentrations are observed around the CN MacMillan Rail Yard in Vaughan (a rail to rail intermodal hub), the CP Vaughan intermodal terminal on Highway 50, as well as the CN intermodal terminal in Peel Region. Given the significance of goods movement to York Region’s economy, the needs of trucks (and rail) must be considered as part of the network development process. One of the major challenges in areas with high truck volumes is balancing the need to accommodate trucks with competing needs for pedestrians, cyclists and transit.
June 2016 3 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Exhibit 1.2: Truck Activity in York Region
Source: Map created by IBI Group using data from 2012 Ministry of Transportation Commercial Vehicle Survey
June 2016 4 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
1.4 Public Input Engagement with the public and stakeholders was a key component of the development of the TMP. York Region reached out to the public through open houses, fairs, kiosks in community centres, ‘pop ups’ at GO stations and shopping centres, and through social media and online tools. Some of the key themes of input received by the project team through the consultation and engagement process were: Addressing traffic congestion Road widening – both for and against Improving transit service and connectivity Providing a more connected sidewalk and bikeway network Addressing needs of changing demographics and aging population Managing parking Details on the TMP engagement process are provided under separate cover in the TMP Background Report A Consultation and Engagement Summary Report. An on-line survey conducted during Phase 1 of the TMP gathered input from over 2,000 respondents. When asked to rank their priorities, 81% of respondents rated congestion management as their first or second priority out of 8 options. About 50% of locations identified on a map of York Region cited traffic congestion as an issue or opportunity (including 23% citing heavy traffic). Respondents also rated transit as a high priority with 63% of respondents rating Public Transit as their first or second priority out of 8 options, with local route improvements rated as the most important initiative. Of those who rated Public Transit as a priority, 87% support continued Viva expansion and investment in rapidways.
1.5 Travel Demand 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 the 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 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 York Region 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 zone system is based on the 2006 GTA traffic zone system, and further refined with an additional 41 disaggregated zones in York Region for a total of 519 zones for York Region. The modified zone system is referenced as the 2011 zone system.
June 2016 5 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
2 Understanding the Challenge
York Region is home to over one million people, the third largest municipality in Ontario, and one of the fastest growing urban regions in Canada. York Region is projected to grow to 1.8 million people and 900,000 jobs by 2041. This growth continues past trends of rapid expansion and urbanization, particularly in the southern municipalities. The result of rapid growth is increased pressure on transportation infrastructure throughout York Region. Congestion continues to be an issue with impacts on travel times, economic productivity, and quality of life. The Transportation Master Plan update will assess whether the current policies and plan will meet the future needs of York Region to the year 2041.
2.1 Development Growth
Population Today, 1.1 million people live in York Region. In the 25 years between 1986 and 2011, York Region’s population tripled from 350,600 to 1,065,500 at an average rate of almost 5% per year. In the upcoming 30 years (2011 to 2041), rapid growth in York Region will continue with a projected increase of 646,000 people, or growth of almost 2% per year, as shown in Exhibit 2.1.
Exhibit 2.1: York Region Population Growth—1986 to 2041
Average Annual Growth Population 1986 2011 2041 1986- 2011 2011 -2041 York Region 350,600 1,065,500 1,790,000 4.5% 28,600 1.7% 24,200
Source: 1986 data from Census, 2011 and 2041 data from York Region.
A substantial proportion of the growth has occurred in the southern municipalities of York Region in Markham, Vaughan and Richmond Hill, a trend that will continue. Historically, the City of Vaughan has been the fastest growing at an average of over 6% per year. Looking forward, the Town of East Gwillimbury will become the fastest growing municipality with an average growth of 6% per year.
Employment Employment, measured as the number of jobs in York Region, has also been growing rapidly, although not quite at the same pace as population. In the 20 years between 1991 and 2011, employment has more than doubled. Even so, the average annual rate of growth of 4% is slower than that of population at 5% annually. Over the next 30 years (2011 to 2041), the pace of employment growth will exceed that of population, with over 390,000 jobs created, as shown in Exhibit 2.2. The major employment centres are currently located in the southern municipalities of Markham and Vaughan. However, employment in East Gwillimbury has been growing rapidly and will continue to lead growth over the next 30 years.
Exhibit 2.2: York Region Employment Growth—1991 to 2041
Average Annual Growth Employment 1991 2011 2041 1991- 2011 2011- 2041 York Region 224,300 510,000 900,000 4.2% 14,300 1.9% 13,000
Source: 1991 data from TTS (1986 TTS did not collect place of work data), 2011 and 2041 data from York Region.
June 2016 6 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Allocation of Growth Through the Growth Plan for the Greater Golden Horseshoe, the Province has implemented policy direction to direct growth and the supporting transportation infrastructure. Four urban growth centres are identified within York Region – Markham Centre, Newmarket Centre, Richmond Hill / Langstaff Gateway and Vaughan Metropolitan Centre. These urban centres are to be the focus of major transit infrastructure with a significant share of the population and employment growth. The Places to Grow Concept is illustrated in Exhibit 2.3. In May 2016, the Province released the Proposed Growth Plan for the Greater Golden Horseshoe for public input and feedback. Changes in the Proposed Growth Plan includes a higher minimum intensification target in the built up area (60%, up from 40%). If approved, updates to the distribution of population and employment forecasts in York Region would be required. For the purpose of the York Region TMP, three alternative growth scenarios were assessed to identify the implications of higher intensification targets. These scenarios are discussed in Section 2.3.
Exhibit 2.3: Places to Grow Concept
Source: Schedule 2 of the Growth Plan for the Greater Golden Horseshoe
The York Region Official Plan (2010) builds upon the policy framework from the provincial growth plan in identifying the Regional Structure (see Exhibit 2.4). The Regional Structure is made up of four Regional Centres, which coincide with the Province’s Urban Growth Centres, and the Regional Corridors of Yonge Street and Highway 7, along with two shorter segments of Green Lane and Davis Drive.
June 2016 7 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Exhibit 2.4: Regional Structure
June 2016 8 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
York Region’s growth management targets focus the projected growth to built-up areas within York Region, with the highest levels of intensification in the Regional Centres. The growth management targets as outlined in the York Region Official Plan (2010) include: Minimum 40% of residential intensification within the built-up area by 2015 and beyond Minimum 50 residents and jobs per hectare within the designated greenfield areas 2.5 floor space index in the Regional Centres 3.5 floor space index in and around major subway stations Land use density is a major factor in supporting transit development. Higher density land uses are needed to generate and attract the levels of transit demand required for a successful and effective system. The existing and future land use densities are shown in Exhibit 2.5. While intensification is observed throughout the urban area, the areas along the Yonge Street and Highway 7 corridors have some of the highest land use densities. These densities are needed to support the rapidways under construction on these corridors.
June 2016 9 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Exhibit 2.5: 2011 and 2041 Land Use Density
June 2016 10 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
2.2 Travel Demand Growth The rapidly evolving nature of York Region affects the transportation choices of the people who live and work in York Region. Origin and destination patterns, mode choice preferences, and the magnitude of trips are changing as York Region becomes more urbanized. Future travel demand was estimated for the 2041 horizon year using the York Region Model. The future travel demand documented in this report is based on the land use projections provided by the Region and a 2041 base network (see Section 3.3 for more information) which includes improvements from the Region’s 10-year capital program, funded rapid transit services and funded highway improvements. For comparison purposes, historic travel demand for transit and automobile (driver and passenger) have been extracted from the Transportation Tomorrow Survey (TTS) database. The TTS is a comprehensive travel survey that has been undertaken every 5 years since 1986. The 2011 survey is the most recent completed survey and provides a baseline of existing travel demand.
Travel Demand Growth The result of growth in population and employment in York Region is the associated growth in travel demand. Exhibit 2.6 presents the historic and projected motorized travel demand originating in York Region as well as destined to York Region. In the last 25 years, travel demand has been increasing at an average of 5% per year, slightly faster than population growth. Over the next 30 years, demand is expected to grow about 2% per year, keeping pace with population growth. Overall, travel demand in York Region is projected to grow by 61% compared to population growth of 68% over the same period.
Exhibit 2.6: Growth in Trips Starting in York Region (AM Peak Period)
Trips Average Annual Growth 1986 2011 2041 1986- 2011 2011- 2041 Trip Origin in York Region 144,900 492,300 791,000 5.0% 13,900 1.6% 10,000 Trip Destination in York Region 127,600 427,200 721,000 5.0% 12,000 1.8% 9,800
Source: 1986 to 2011 Transportation Tomorrow Survey. 2041 York Region Model.
June 2016 11 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Origin-Destination Travel Patterns As York Region has become more urbanized, it has also become more self-contained. Exhibit 2.7 presents AM peak period trips originating in York Region by destination. The growth of York Region to York Region trips has been the fastest growing market with trips almost quadrupling in the 25 year period. Internal York Region to York Region trips will continue to be the most significant growth segment as intra-regional trips are predicted to grow 77% by 2041 while total trips originating in York Region grows 61% over the same time period. Three-quarters of all new trips originating in York Region will be internal trips.
Exhibit 2.7: Trips Originating in York Region (AM Peak Period)
Trips Growth Origin -Destination 1986 2011 2041 1986 -2011 2011- 2041 York-York 63,400 293,000 517,300 229,600 362% 224,300 77% York-Downtown Toronto 16,000 49,600 68,600 33,600 210% 19,000 38% York-Rest of Toronto 55,300 111,700 155,000 56,300 102% 43,400 39% York-Durham 2,000 6,200 12,600 4,200 207% 6,400 104% York-Peel 5,900 23,100 27,800 17,200 289% 4,700 21% York Other 2,200 8,700 9,600 6,600 304% 900 11% Total from York 144,900 492,300 791,000 347,400 240% 298,800 61%
Source: 1986 to 2011 Transportation Tomorrow Survey. 2041 York Region Model.
Exhibit 2.8 presents the AM peak period trips destined to York Region by origin. Historically, York Region has been, and will continue to be, a net exporter of trips in the AM peak period. That is, there remains a component of York Region that remains a commuter suburb to Toronto. However, looking forward, the growth in new trips destined to York Region exceeds that of new trips originating in York Region.
June 2016 12 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Exhibit 2.8: Trips Destined to York Region (AM Peak Period)
Trips Growth Origin -Destination 1986 2011 2041 1986 -2011 2011- 2041 York-York 63,400 293,000 517,300 229,600 362% 224,300 77% PD1-York 1,700 3,200 4,700 1,500 85% 1,500 47% Rest of Toronto-York 50,400 74,500 99,100 24,100 48% 24,600 33% Durham-York 4,100 17,500 35,000 13,300 321% 17,500 100% Peel-York 6,800 20,600 35,900 13,800 204% 15,400 75% Other-York 1,100 18,500 29,000 17,400 1544% 10,400 6% Total to York 127,600 427,200 721,000 299,600 235% 293,700 69% * Other trip origins are under-represented in the 1986 TTS due to the smaller geographic survey area.
Source: 1986 to 2011 Transportation Tomorrow Survey. 2041 York Region Model.
In the last 25 years, more trips stay within York Region (growing from 44% to 60%). This significant change can be attributed those formerly commuting to York Region relocating to also live in York Region. The most significant travel demand partner for York Region remains the City of Toronto. Although there has been a decrease in interaction with Toronto as a percentage of total trips, the travel demands between York Region and its southern neighbour far exceed the total interactions between York Region and all its other municipal neighbours combined. The origin-destination trends for the AM peak hour indicate that York Region is developing into a more established urban area where more residents can choose to live, work and play.
Travel Modes As the distribution patters of trips to and from York Region has changed, so too has the travel modes of those trips. In the 15 years after 1986 (1986 to 2001) there was a downward trend in transit mode share with very little growth in transit ridership while auto trips increased rapidly. Since 2001, with the amalgamation of the five municipal transit systems to form York Region Transit (YRT) in 2001, the launch of Viva services in 2005, YRT service improvements and expansion to GO Train services, there has been an increase in transit share from a low of 8.9% in 2001 to 12.5% in 2011.
June 2016 13 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Looking forward, the predicted change in transit share over the next 30 years is similar to past growth, see Exhibit 2.9, as projected in the Model’s base case estimation and existing trends and travel characteristics upon which the model was calibrated.
Exhibit 2.9: Mode Share Trends for Trips Originating in York Region (AM Peak Period)
1986 2011 2041 Base Case Mode Mode Mode Mode Trips Share % Trips Share % Trips Share % Transit (Local, GO) 16,600 11.4% 61,300 12.5% 106,000 13.4% Auto (Driver+Passenger) 128,300 88.6% 430,900 87.5% 685,100 86.6% Total 144,900 492,300 791,100
Source: 1986 and 2011Transportation Tomorrow Survey. 2041 York Region Model. Notes: Excludes modes that are not modelled in the York Region Model.
Mode share is strongly related to travel distribution patterns and the availability of transit connecting a specific origin-destination pair. Exhibit 2.10 summarizes transit trips originating in York Region by destination and Exhibit 2.11 summarizes the trips destined to York Region by origin. In the 25-year period between 1986 and 2011, transit trips have tripled for internal York Region trips and for York Region to downtown Toronto trips. The growth in transit trips is partially due to the population growth in York Region but also a strong attraction for jobs in downtown Toronto, a high level of congestion on the roadway network towards downtown Toronto, and the availability of GO Rail, GO Bus and YRT connections to downtown Toronto. Transit improvements within York Region, such as the Viva Rapidways, serve both local trips and facilitate trips connecting to other transit services to Toronto.
June 2016 14 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Exhibit 2.10: Transit Trips Originating in York Region (AM Peak Period)
Transit Trips Growth Origin -Destination 1986 2011 2041 1986 -2011 2011- 2041 York-York 2,600 10,100 23,300 7,500 292% 13,300 132% York-PD1 8,600 36,500 55,900 27,800 323% 19,500 53% York-Rest of Toronto 5,300 14,000 24,100 8,700 167% 10,100 72% York-Durham 0 300 300 300 - 0 0% York-Peel 0 300 2,100 300 611% 1,700 545% York-Other 100 200 200 100 175% 0 0% Total from York 16,600 61,300 106,000 44,800 270% 44,600 73% Source: 1986 to 2011Transportation Tomorrow Survey. 2041 York Region Model
Exhibit 2.11: Transit Trips Destined to York Region (AM Peak Period)
Transit Trips Growth Origin -Destination 1986 2011 2041 1986 -2011 2011- 2041
York-York 2,600 10,100 23,300 7,500 292% 13,300 132% PD1-York 400 700 1,200 200 53% 600 84% Rest of Toronto-York 5,600 6,700 12,400 1,100 19% 5,800 86% Durham-York 0 0 1,800 0 0% 1,700 6427% Peel-York 100 500 1,500 400 258% 1,000 185% Other-York 0 100 300 100 229% 200 131% Total to York 8,900 18,100 40,600 9,300 105% 22,500 124% Source: 1986 and 2011 Transportation Tomorrow Survey. 2041 York Region Model.
Internal York Region trips is the most significant component of travel in York Region, representing over 517,000 total trips in the AM peak period. However, internal York Region trips are predominantly made by the automobile, either as a driver or passenger, as shown in Exhibit 2.12. If current travel trends continue, the travel demand forecast model predicts that the 2041 transit share for internal York Region trips will remain low, at about 5%. In comparison, there has been a significant shift in travel by transit from York Region to downtown Toronto. The total volume of automobile trips to downtown Toronto has remained fairly constant since 1986 with all new trips to downtown Toronto being made by transit. Transit share for trips to downtown Toronto is anticipated to increase from 54% in 1986 to 82% in 2041. The increased transit share to downtown Toronto is a significant achievement and supports increased capacity that will be provided by the Toronto York Spadina Subway Extension and the planned Yonge North Subway Extension and Regional Express Rail. However, it is only one component of overall travel demand; York Region to downtown Toronto trips represent about 10% of total demand generated in York Region.
June 2016 15 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Exhibit 2.12: Mode Trends for York to York Trips (AM Peak Period)
Source: 1986 to 2011Transportation Tomorrow Survey. 2041 York Region Model
Transit mode choice is highly dependent on commuter flow patterns. Transit share from York Region to downtown Toronto is about three times higher than the reverse from downtown Toronto to York Region. Transit share for all York Region trips by origin-destination are presented in Exhibit 2.13.
Exhibit 2.13: Transit Share for Trips Originating in York Region (AM Peak Period)
Transit Share Origin -Destination 1986 2011 2041 Trips Originating in York Region York-York 4.1% 3.4% 4.5% York-Downtown Toronto 54.0% 73.5% 81.6% York-Rest of Toronto 9.5% 12.5% 15.6% York-Durham 0.0% 4.8% 2.5% York-Peel 0.8% 1.4% 7.4% York-Other 3.2% 2.1% 1.7% Total from York 11.4% 12.5% 13.4% Trips Destined within York Region York-York 4.1% 3.4% 4.5% Downtown Toronto-York 25.4% 21.1% 26.4% Rest of Toronto-York 11.2% 9.0% 12.6% Durham-York 0.7% 0.2% 5.0% Peel-York 2.2% 2.6% 4.2% Other-York 4.0% 0.8% 1.2% Total to York 6.9% 4.2% 5.6%
June 2016 16 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Source: 1986 to 2011 Transportation Tomorrow Survey. 2041 York Region Model.
2.3 Alternative Growth Scenarios Analysis completed in preparation of the TMP tested the impacts of three alternative growth scenarios on travel patterns and network performance. The total growth for York Region is the same under all scenarios, with a total population of 1.8 million and employment of 900,000, and thus the resulting overall travel demands are similar. Comparing the three alternatives of 40% intensification, 50% intensification and ‘No Urban Boundary Expansion’ (equivalent of approximately 65% intensification), the following was projected: 2% to 2.5% more transit trips in the higher intensification scenarios due to higher densities in the built up and future urban areas 1% to 2% reduction in auto vehicle-kilometres travelled due to more compact development and higher transit share in the higher intensification scenarios 6% to 7% fewer road sections that are severely congested A higher intensification scenario will: Reinforce the justification for planned rapid transit corridors, including the Yonge North Subway Extension Improve the cost recovery of transit services proposed for designated growth areas Support planned improvements for active transportation and “first and last mile” connections A higher intensification scenario will not substantially change the recommended transportation networks. Areas of difference include: Reduced or postponement of the need for certain roadway expansion projects in growth areas including North Markham, North Vaughan and East Gwillimbury Potential for accelerated implementation of rapid transit corridors on the remaining sections of Yonge Street and Highway 7, as well as new corridors on Major Mackenzie, Leslie Street, Woodbine Avenue and Steeles Avenue Frequent Transit Network can be more compact The analysis of future needs in this report is based on the growth scenario with 40% of residential growth in the built boundary (i.e. 40% intensification scenario).
June 2016 17 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
3 Future Conditions
As discussed in Chapter 2, population and employment growth will increase travel demand in York Region by about 60% by 2041. Without additional transportation capacity to accommodate this growth, significant capacity constraints on the transportation system are expected. The assessment of future conditions in this chapter is based on the growth scenario with 40% of residential growth in the built boundary (i.e. 40% intensification scenario).
3.1 Do Nothing Network Scenario A 2041 Do Nothing Network scenario was assessed to identify constraints on the network in the case where additional transportation capacity is not provided. The 2041 Do Nothing Network includes the extension of Highway 404 north of Green Lane to Woodbine Avenue that was not in the 2011 Network, but no other network improvements beyond the 2011 existing conditions. A review of traffic volumes at a screenline level identified major traffic constraints. Screenlines are used to provide a quantitative measure of network performance to identify key capacity constrained locations and takes into account all the roadways that cross the screenline, grouping the demands and capacities of parallel roads to assess the network at a broader scale. A screenline is usually defined as a line along a roadway, boundary or natural barrier. For this assessment, screenlines defined in the previous York Region TMP were used (see Exhibit 3.1). The screenline analysis results for the existing conditions and 2041 Do Nothing conditions are shown in Exhibit 3.2. Significant capacity constraints are evident in the central parts of York Region, especially east-west travel crossing the Highway 400 and Highway 404 screenlines and north-south travel crossing the South York screenline. It is noted that the screenlines traverse the whole of York Region and the inclusion of roads in more rural areas of York Region generally skew the screenline results such that localized congestion areas are masked. A network plot of all road links and their respective volume-to- capacity ratio is shown in Exhibit 3.3, which illustrates the extent of traffic constraints in the York Region network.
June 2016 18 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Exhibit 3.1: Screenline Locations
June 2016 19 June 2016 2016 June Red Exhibit3.2:Screenline Analysis Summary (2011 Dovs Nothing Scenario) REPORT York of Municipality Regional for Prepared ASSESSMENT NEEDS FUTURE GROUP IBI
Screenline Screenline
: Screenlineat or over capacity;screenlinev/c >0.90. East York- Raven- South York Hwy 404 Hwy 400 Durham York-Peel York-Toronto
Gwillim Simcoe
shoe screenline screenline screenline boundary Boundary Boundary
-bury boundar Leslie St Leslie Bathurst Hwy 404 St Jane 11 Conc Lane RoadStouffville Ave Steeles 9 South boundary Ave Steeles Miles Road Road Road Herald Drive Drive Park Hoover Ave Steeles Hwy 27 9 King boundary South boundary Ave Steeles Hwy 404 St Jane Hwy 50 BACKGROUND REPORT REPORT BACKGROUND
y
King boundary
– – – –
– – – – –
Yonge St Hwy 400 Leslie StLeslie Don MillsRd
Hwy 400 York Hwy 48
York York –
– – – –
– Lake SimcoeLake
19 19 South South King Ravenshoe Ravenshoe -
- - Durham Line – Durham Line Durham Line Durham th th
Green
Ave Ave –
Davis
King – –
Hwy Hwy
NB SB NB SB NB SB NB SB NB SB EB WB EB WB EB WB EB WB (in) WB/NB EB/SB (out) (in) WB EB (out) (in) WB EB (out) (in) WB EB (out) SB (in) NB (out) EB (in) (out) WB EB (in) (out) WB NB (in) SB (out) NB (in) SB (out) NB (in) SB (out) Direction
Volume Volume 11,700 11,700 13,900 21,000 14,000 10,200 22,600 10,100 10,100 12,100 13,600 12,900 12,700 Auto 1,300 1,300 8,600 3,800 7,700 6,400 3,200 3,200 2,500 7,400 3,900 2,600 7,100 1,900 7,500 7,700 5,900 1,900 2, 1,800 1 4,900 ,300 ,300 700 500 800 500 300 700 600 400
Capacity Capacity 2011 Auto 11,500 11,500 12,400 15,000 18,100 18,100 31,600 31,600 15,600 15,600 34,300 36,100 17,100 17,100 17,100 11,700 11,700 11,800 11,800 17,500 17,500 19,900 19,900 10,100 2,900 2,900 2,900 6,800 6,800 6,800 9,900 9,900 9,100 9,100 3,800 3,800 7,300 7,300 3,300 3,300 8,950 8,950
ratio ratio v/c 0.69 0.69 0.2 0.12 0.12 0.47 0.14 0.43 0.11 0.11 0.23 0.17 0.65 0.43 0.44 0.67 0.41 0.90 0.30 0.63 0.33 0.33 0.87 0.26 0.72 0.20 0.82 0.65 0.50 0.69 0.78 0.51 0.65 0.65 0.64 0.04 0.09 0.18 0.12 0.20 0.15 0.49
5
Volume Volume 17,000 17,000 17,900 25,900 16,600 14,500 27,800 14,900 14,900 11 10,500 11,800 10,200 16,600 18,300 20,100 16,900 13,000 13,000 15, Auto 2,400 2,400 1,300 9,300 7,900 5,700 5,700 3,900 3,100 4,100 3,500 1,100 1,300 3,300 2,500 7,500 4,500 4,500 2,000 2,000 4,100 4,800 ,900 700 700 800 600 2041 Do Nothing Do 2041
Capacity Capacity Auto 11,500 11,500 18,100 18,100 31,600 31,600 15,600 15,600 34,300 36,100 12,600 12,600 12,600 12,800 12,800 17,500 17,500 19,900 19,900 10,100 12,400 12,400 15,000 17,800 17,800 17,800 2,900 2,900 2,900 9,900 9,900 9,900 9,100 9,100 3,800 3,800 7,300 7,300 3,300 3,300 8,950 8,950 6,800 6,800 6,800
ratio ratio v/c 0.30 0.30 0.61 0.27 0.87 0.45 1.18 0.40 1.20 0.34 1.15 0.92 0.80 0.95 1.05 1.09 0.92 1.01 0.85 0.09 0.16 0.40 0.24 0.37 0.27 0.75 0.20 1.05 0.30 0.44 0.25 0.94 0.52 0.57 0.82 0.51 1.06 0.42 0.77
20
IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Exhibit 3.3: Network Performance - 2011 vs 2041 Do Nothing
June 2016 21 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
3.2 2041 Base Network Scenario A future Base Network scenario comprised of funded and committed transit and road improvements. This included projects in the Region’s (2015) 10-Year Capital Program, VivaNext, Metrolinx’s First Wave projects and Regional Express Rail. The transit and road network improvements in the Base Scenario are described below.
Transit The transit network in York Region has been undergoing significant changes since the implementation of Viva service in 2005 and the opening of the Highway 7 East rapidway in 2014. For the 2041 Base Network, the following transit improvements by YRT and Viva are included: Davis Drive rapidway Highway 7 West rapidway Yonge Street rapidway YRT Five-Year Service Plan improvements Other funded rapid transit improvements in the Greater Toronto Area are also included in the Base Network. The improvements that are within York Region, as identified in the Metrolinx 5- year Strategy, include: The Toronto-York Spadina Subway Extension from Downsview Station to Vaughan Metropolitan Centre, with YRT/Viva services reoriented to feed into the subway. GO Rail extension north of Richmond Hill GO Station to Gormley and Bloomington stations. Regional Express Rail (RER) service with 15-min service on the Barrie corridor up to Aurora GO Station and on the Stouffville corridor up to Unionville GO Station.
Roads The basis of the future Base Network is the Region’s (2015) 10-Year Capital Program as shown in Exhibit 3.4. The planned road improvements by York Region include a number of roads widened from 2 to 4 lanes, roads widened from 4 to 6 lanes (with the intention that the new lanes are designated for transit/HOV), and new midblock crossings of the 400-series highways. For roadways that are not under the jurisdiction of York Region, the following are assumed in the 2041 Base Network: Highway 407 East Extension, with West Durham Link and East Durham Link Highway 427 Extension northerly to Major Mackenzie Drive
June 2016 22 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Exhibit 3.4: York Region 10-Year Capital Program Improvements
June 2016 23 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
3.3 2041 ‘Build-out’ Network Scenario The 2009 TMP, and subsequent 2012 Development Charge program, identified a network that would support the build-out of York Region to 2031. High-level analysis of this ‘Build-out’ Network was completed to provide an indication of future conditions if the Region continues with previously identified network improvements. This scenario was also assessed with the 40% intensification growth forecasts.
‘Build-out’ Transit Network For the assessment of the ‘Build-out’ scenario, rapid transit improvements that have been previously identified by Metrolinx but which do not yet have full funding commitment were assumed to be in place - these projects were identified as the “Next Wave” of transit improvements in the 2015-2020 Metrolinx Five-Year Strategy. The most relevant improvement for York Region is the Yonge Subway extension from Finch Station to Highway 7 in Richmond Hill.
‘Build-out’ Road Network The additional improvements identified in the Region’s 2012 Development Charge program but not included in the Base Network, as illustrated in Exhibit 3.5, were added to the ‘Build-out’ road network. Other road network improvements include: Highway 404 Extension north of Ravenshoe Road Highway 427 Extension to GTA West GTA West Highway 400 / Highway 404 Link The ‘Build-out’ road improvements represent an additional 676 lane-km of roads in York Region compared to the Base Network.
June 2016 24 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Exhibit 3.5: 2012 Development Charge Road Projects
June 2016 25 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
3.4 Performance of Alternative Networks Although a number of network improvements are in place, the tremendous growth in the travel demand over the next 25 years will result in significant capacity constraints and congested conditions in the future Base conditions and, to a lesser extent, Build-out conditions. From a screenline perspective, the network experiences much higher v/c ratios in the 2041 Base than under 2011 conditions, but is an improvement over 2041 Do Nothing conditions for most screenlines. This indicates that the capacity improvements in the transportation network is not able to keep up with the growing demand. The 2041 Build-out conditions further improve network performance. The screenline analysis is summarized in Exhibit 3.7. As the development area expands northerly, there will be significant increases in demand across the South York screenline that far exceeds current planned capacity improvements. The majority of planned capacity improvements occur south of Major Mackenzie Drive. For these reasons, the South York screenline is predicted to be over capacity while the Toronto boundary screenline appears to have excess capacity. Overall, under the Base scenario, the network-wide volume-to-capacity ratio for York Region road links increases from 0.70 under existing conditions to 0.90. This congestion reduces the mean travel speed within York Region from 51 km/h to 43 km/hr. Under the Build-out scenario, there is a small shift (about 1%) in travel demand from York-to- York trips to York-to-Toronto trips and York-to-Peel trips as a result of the higher available road capacity and transit service to those markets. Network-wide volume-to-capacity is improved in the Build-out scenario (0.86 under ‘build-out’ conditions versus 0.90 under base conditions) and the resulting travel speeds are slightly higher at 45 km/h compared to 43 km/hr. Exhibit 3.8 illustrates the congested network links for the 2041 Base and Build-out Networks. To provide an additional, indicative measure of future conditions, a comparison of travel time for short, medium and long distance trips were extracted from the Model. Exhibit 3.6 presents the auto and transit travel times for the 2011, 2041 Do Nothing and 2041 Base conditions. The already programmed and funding infrastructure will ameliorate, to a degree, future congestion through capacity and transit improvements.
Exhibit 3.6: Travel Time Comparisons
2041 2041 2041 Indicator Existing 2011 “Do Nothing” Base Build -out Short Trips (0 -5 km) Transit travel time 23 min 27 min 22 min 20 min Auto travel time 5 min 7 min 7 min 6 min Medium Trips (5 -15 km) Transit travel time 49 min 49 min 42 min 40 min Auto travel time 15 min 24 min 20 min 17 min Long Trips (> 15 km) Transit travel time 75 min 86 min 70 min 65 min Auto travel time 35 min 61 min 50 min 43 min All Trips Transit travel time 65 min 74 min 60 min 55 min Auto travel time 20 min 34 min 27 min 24 min
June 2016 26 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Exhibit 3.7: Screenline Analysis Summary (All Scenarios) 2011 2041 Do Nothing 2041 Base 2041 Build -out Auto Auto Auto Auto Auto Auto Auto Auto Screenline Direction Volume Capacity v/c ratio Volume Capacity v/c ratio Volume Capacity v/c ratio Volume Capacity v/c ratio York-Toronto Hwy 50 – Hwy 400 SB (out) 22,600 36,100 0.63 27,800 36,100 0.77 28,200 34,500 0.82 29,200 36,300 0.80 Boundary NB (in) 10,200 34,300 0.30 14,500 34,300 0.42 15,000 34,500 0.43 14,400 34,500 0.42 Jane St – Don Mills Rd SB (out) 14,000 15,600 0.90 16,600 15,600 1.06 16,400 16,400 1.00 17,200 18,000 0.95 NB (in) 6,400 15,600 0.41 7,900 15,600 0.51 7,700 16,400 0.47 8,100 18,000 0.45 Hwy 404 – York-Durham Line SB (out) 21,000 31,600 0.67 25,900 31,600 0.82 26,500 33,300 0.80 27,100 36,100 0.75 NB (in) 13,900 31,600 0.44 17,900 31,600 0.57 17,500 33,300 0.52 17,100 36,100 0.47 York-Peel Steeles Ave – South King boundary WB (out) 7,700 18,100 0.43 9,300 18,100 0.52 10,100 18,600 0.54 13,500 24,900 0.54 Boundary EB (in) 11,700 18,100 0.65 17,000 18,100 0.94 17,200 18,600 0.92 20,100 24,900 0.81 South King boundary – Hwy 9 WB (out) 500 2,900 0.17 700 2,900 0.25 1,200 3,600 0.32 400 3,600 0.11 EB (in) 700 2,900 0.23 1,300 2,900 0.44 1,500 3,600 0.42 1,200 3,600 0.33 York-Simcoe Hwy 27 – Yonge St NB (out) 3,800 15,000 0.25 4,500 15,000 0.30 5,800 22,400 0.26 7,000 23,600 0.30 boundary SB (in) 8,600 12,400 0.69 13,000 12,400 1.05 15,200 21,000 0.73 17,000 22,200 0.76 Durham Steeles Ave – 19th Ave EB (out) 1,300 11,500 0.11 2,400 11,500 0.20 2,600 13,200 0.20 3,000 18,600 0.16 boundary WB (in) 4,900 10,100 0.49 7,500 10,100 0.75 8,700 11,800 0.74 11,400 17,200 0.66 Hoover Park Drive – Davis Drive EB (out) 1,300 8,950 0.15 2,500 8,950 0.27 2,200 8,300 0.27 2,200 8,300 0.26 WB (in) 1,800 8,950 0.20 3,300 8,950 0.37 3,000 8,300 0.36 2,700 8,300 0.32 Herald Road – Ravenshoe Road EB (out) 400 3,300 0.12 800 3,300 0.24 1,000 3,300 0.29 900 3,300 0.28 WB (in) 600 3,300 0.18 1,300 3,300 0.40 1,200 3,300 0.37 900 3,300 0.26 Miles Road – Lake Simcoe EB/SB (out) 700 7,300 0.09 1,100 7,300 0.16 1,100 7,300 0.15 700 7,300 0.10 WB/NB (in) 300 7,300 0.04 700 7,300 0.09 500 7,300 0.07 600 7,300 0.08 Hwy 400 Steeles Ave – South King boundary WB 12,700 19,900 0.64 16,900 19,900 0.85 16,700 21,900 0.76 18,500 27,000 0.69 screenline EB 12,900 19,900 0.65 20,100 19,900 1.01 21,000 21,900 0.96 22,300 27,000 0.83 South King boundary – Hwy 9 WB 2,500 3,800 0.65 3,500 3,800 0.92 3,300 3,800 0.86 2,600 3,800 0.68 EB 1,900 3,800 0.51 4,100 3,800 1.09 3,600 3,800 0.95 2,200 3,800 0.58 Hwy 404 Steeles Ave – 19th Ave WB 13,600 17,500 0.78 18,300 17,500 1.05 19,800 22,700 0.87 22,300 26,300 0.85 screenline EB 12,100 17,500 0.69 16,600 17,500 0.95 17,300 22,700 0.76 18,300 26,300 0.70 Stouffville Road – Green Lane WB 5,900 11,800 0.50 10,200 12,800 0.80 9,300 14,000 0.67 9,500 14,000 0.68 EB 7,700 11,800 0.65 11,800 12,800 0.92 12,500 14,000 0.90 12,100 14,000 0.86 South York Conc 11 – Hwy 400 SB 7,500 9,100 0.82 10,500 9,100 1.15 10,700 10,100 1.06 12,700 11,300 1.12 screenline NB 1,900 9,100 0.20 3,100 9,100 0.34 3,100 10,100 0.30 3,600 11,300 0.32 Jane St – Leslie St SB 7,100 9,900 0.72 11,900 9,900 1.20 12,100 11,200 1.08 11,700 11,200 1.05 NB 2,600 9,900 0.26 3,900 9,900 0.40 4,000 11,200 0.35 3,600 11,200 0.32 Hwy 404 – York-Durham Line SB 10,100 11,700 0.87 14,900 12,600 1.18 16,100 14,800 1.09 16,400 16,500 0.99 NB 3,900 11,700 0.33 5,700 12,600 0.45 6,000 14,800 0.40 6,200 16,500 0.38 East Bathurst – York-Durham Line SB 7,400 17,100 0.43 15,600 17,800 0.87 16,200 18,500 0.88 17,000 18,300 0.93 Gwillimbury NB 2,500 17,100 0.14 4,800 17,800 0.27 5,500 18,500 0.29 5,800 18,300 0.32 Screeenline Ravenshoe Leslie St – Hwy 48 SB 3,200 6,800 0.47 4,100 6,800 0.61 4,200 6,800 0.61 4,900 10,400 0.47 Screenline NB 800 6,800 0.12 2,000 6,800 0.30 2,100 6,800 0.31 2,400 10,400 0.24 Red: Screenline at or over capacity; screenline v/c >0.90.
June 2016 27 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
Exhibit 3.8: Network Performance - 2041 Base vs 2041 Build-out
June 2016 28 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
4 Findings / Needs
The above sections documents the assessment of existing trends and anticipated future conditions in York Region based on current plans. A summary of the findings is provided below:
Growth / Land Use Transportation demand is increasing faster than road network capacity. Future peak period travel demand will grow by 60% while the lane-km increase in the road network is only 15%. As a result, the transportation network will be congested, have major capacity constraints, and the level of service will worsen for all users. Commute patterns have been changing as development growth has brought new people and jobs to York Region. Historic trends have shown that peak directional travel to Toronto has become less prominent. Trends indicate that internal trips within York Region are becoming more and more prevalent during the commute period. The projected rapid employment growth will contribute to a change in travel patterns and allow for more residents of York Region to work in York Region as well. In addition, inbound commute trips from adjacent municipalities will increase. New development and intensification in the Regional Centres and Corridors are just starting to be established and have thus far relied predominantly on residential development to meet density and growth targets. Attracting employment will be critical in providing quality job options in York Region to realize the travel pattern changes predicted in this analysis.
Connectivity Growth in the adjacent regions will also play a factor in travel demand in York Region given the interactions between York Region and Durham, Peel and Simcoe. A continuous and efficient transportation system over the municipal boundaries is needed to serve the growing demand. Discontinuities in the overall grid pattern also exist due to natural or man-made barriers – i.e. Teston Road west of Dufferin Street, Langstaff Road west of Islington Avenue, Major Mackenzie Drive at Highway 27 and Langstaff Road west of Keele Street – which limit route options and contributing to congestion on parallel arterial corridors. Connectivity between modes and the ease of access to transit are major factors to transit demand. The availability of sidewalks and path connections to transit stops, as well as park-and-ride lots at major transit stations are needed to provide mode choice options and accommodate multi-modal trips for the “first and last mile”.
Road Capacity The assessment of the future base and future ‘build-out’ networks indicate that continuing to widen Regional roads alone will not address the needs of York Region as demand will continue to exceed capacity. Applying alternative solutions through Transportation System Management and Travel Demand Management measures that make better use of the existing infrastructure to improve flow and reduce delay could provide relief in a more cost-effective manner. Measures could include traffic signal coordination, signal priority for transit vehicles, queue jump lanes, or operational improvements at specific locations to address local capacity constraints.
June 2016 29 IBI GROUP BACKGROUND REPORT FUTURE NEEDS ASSESSMENT REPORT Prepared for Regional Municipality of York
The current policy in York Region is to designate lanes for transit/HOV use on all 6- lane road widenings. While this results in a sizeable network of transit/HOV lanes, a strategic plan for supporting infrastructure and inter-regional connections is needed to effectively maximize the person-carrying capacity of the transit/HOV lane. At a number of locations, the jurisdiction of a Regional road changes as it traverses through the centre of the community, i.e. Markham Main Street, sections of Yonge Street in downtown Richmond Hill and Aurora, etc. In these sections, the function of the road has changed from primarily moving people to facilitating the adjacent land uses.
Transit Capacity/Service Planned rapid transit service improvements and expansions are primarily focused on trips to/from Toronto. This segment of the travel demand market is and will continue to be very well served by transit, and transit share will exceed 80% for trips to downtown Toronto. Additional transit service focused on serving the growing demand of internal York Region trips is needed. The rapid transit corridors on Yonge Street and Highway 7 are within a 400 m walk of only 10% of the population. Transit share for internal trips in the future base conditions is only 5%. A suburban/urban area with a strong grid-based transit system has the potential for a transit mode share of 25%. This is exhibited in the suburban areas of Toronto (excluding transit trips to/from downtown) today. The vast geographic size of York Region, and the lower density development in most of it is a challenge to developing a transit system that is attractive to the user and cost-effective for the Region. Long distances which separate growth centres, employment areas and outlying urban areas make the private automobile the preferred mode of travel for many. The grid-pattern of the arterial road network in York Region is based on 2 km by 2 km concession blocks. There is a lack of minor, or mid-block, arterials in much of York Region which limit the provision of efficient transit and active transportation networks and results in an over-reliance on the Regional road network for both short and long-distance travel. The transit systems in York Region are provided by a number of different operators – York Region Transit/ Viva, GO Transit, and TTC. While recent improvements have been made towards fare integration, there is a need for a more coordinated and integrated system that operates seamlessly from the riders’ perspective.
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5 Recommended Road and Transit Projects 5.1 Transit Network The proposed 2041 Transit Network is illustrated in Exhibit 5.1. The proposed network is an integrated, comprehensive transit system that builds on investment in the Toronto-York Spadina Subway Extension, Regional Express Rail, vivaNext rapidways and York Region Transit/Viva frequent transit network service expansions to help manage traffic congestion in York Region. The development of the transit network was based on the following guidelines for transit improvements: Designate transit/HOV lanes where peak passenger demand, including transit, exceeds 1,000 passengers per hour in the peak direction. Construct median rapidways where peak transit demand exceeds 2,000 passengers per hour. Construct Light Rail Transit where peak transit demand exceeds 2,000- 5,000 passengers per hour. Components of the proposed transit network are discussed in the following sections.
5.1.1 Yonge North Subway Extension The Yonge North Subway Extension is the critical missing link in the dedicated Regional rapid transit system, a vital gap in creating a seamless transit network in the GTHA and remains a top priority for York Region and in the TMP. The 2015 Yonge Relief Network Study report to the Metrolinx Board of Directors recommended that Metrolinx work with the Region, City of Toronto and the TTC to advance the project development of the Yonge North Subway Extension to 15% preliminary design and engineering. In June 2016, the Government of Ontario announced a funding commitment for the approved preliminary engineering program and the Region continues to pursue both Provincial and Federal funding for additional engineering, design and capital construction. York Region and York Region Rapid Transit Corporation staff continue to meet and work with Metrolinx and City of Toronto staff to assess the impacts of the various municipal transportation planning initiatives throughout the GTHA to ensure that Yonge North Subway Extension retains its critical status as York Region's number one transportation project.
5.1.2 Rapid Transit Corridors Rapid transit corridors identified in the proposed 2041 Transit Network build on the original vivaNext Plan (Yonge Street, Highway 7 and Davis Drive) to include the Viva Network Expansion Plan (Jane Street, Major Mackenzie Drive and Leslie Street/Don Mills Road) and future rapid transit corridors to accommodate growth to 2041 (Major Mackenzie Drive East, Green Lane, Yonge Street north of Davis Drive and Woodbine Avenue). Yonge Street Rapid Transit Corridor. The vivaNext rapidway from Highway 7 to 19th Avenue is currently under construction, with the exception of the historic core of Richmond Hill from Major Mackenzie Drive to Levendale Avenue where service will remain in mixed traffic operations. In addition, construction is underway on the Yonge Street Rapidway from Davis Drive to Savage Road at the south end of Newmarket.
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Exhibit 5.1: Proposed 2041 Transit Network
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Construction of a dedicated rapidway from 19th Avenue/Gamble Road to south of Mulock Drive (excluding downtown Aurora) is not included in the Metrolinx Next Wave projects but will be required to support continued growth in York Region. The TMP Update recommends full dedicated rapid transit on this segment of Yonge Street by 2041. Yonge Street north of Davis Drive is planned for widening to six lanes as part of the approved Ten-Year Roads Capital Plan. This widening is to accommodate High Occupancy Vehicle lanes and is being designed to allow for conversion to a dedicated rapidway in the future. The constrained segments of the Yonge Street rapid transit corridor through downtown Aurora and downtown Richmond Hill pose a challenge for improving transit trip times and maximizing service reliability. Given the importance of the Yonge Street rapid transit corridor within York Region’s overall transit network, the TMP update recommends a special areas study to consider the best approach to improve transit service and enable quick operation through these areas, while at the same time, protecting the heritage of downtown Aurora and downtown Richmond Hill. This will involve partnerships with the Towns of Aurora and Richmond Hill. Highway 7 Rapid Transit Corridor. In western Vaughan, a key constraint along the Highway 7 rapid transit corridor occurs near Islington Avenue. This TMP Update proposes eliminating this pinch point with construction of a median rapidway plus six traffic lanes through this area (Helen Street west to Kipling Avenue). From Helen Street east to Highway 400, this rapidway segment is a Metrolinx First Wave funded project and scheduled to be completed by 2019. East of Highway 400 to Bowes Road, the rapidway is under construction and is being coordinated with the opening of the Toronto-York Spadina Subway Extension in late 2017. Once these segments are completed, there will be a continuous rapidway from Helen Street in the City of Vaughan to Unionville Station in the City of Markham, with the exception of a mixed traffic segment from Bathurst Street to Bayview Avenue. This TMP Update reconfirms the recommendations of the approved environmental assessment to extend the Highway 7 rapidway from Unionville Station to Cornell Terminal in the east. The environmental assessment identifies a median rapidway plus four general purpose lanes. Jane Street. Jane Street is part of the Viva Network Expansion Plan with curbside stations being constructed between Highway 7 and Major Mackenzie starting in 2018. Jane Street was identified for widening to six lanes in the 2009 Plan. Rapid transit along Jane Street will provide a service connection with the Toronto-York Spadina Subway Extension. The TMP Update proposes that this corridor evolve to rapidway by 2041 with Viva service expansion in mixed traffic for the initial stage followed by road widening to six lanes for HOV/transit as an intermediate stage. The 2041 network includes rapidway plus four general purpose lanes between Highway 7 and Major Mackenzie Drive. Leslie Street/Don Mills Road. Leslie Street is also part of the Viva Network Expansion Plan with curbside stations being constructed in 2018 between Steeles Avenue and Major Mackenzie Drive. The TMP Update recommends rapid transit by 2041. The ultimate timing and technology for this rapid transit corridor will be influenced by the Don Mills rapid transit plan in the City of Toronto. An environmental assessment was initiated in 2009 but put on hold pending further network planning through this TMP Update as well as by the City of Toronto and Metrolinx. Major Mackenzie Drive. The central section of Major Mackenzie Drive, from Jane Street to Leslie Street, is part of the Viva Network Expansion Plan with curbside stations being constructed starting in 2018. The central section connects the Jane Street rapid transit corridor and the Leslie Street rapid transit corridor. The central section should be extended to Woodbine Avenue to also connect with the potential rapid transit corridor on Woodbine Avenue. Two areas
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of constraint along this corridor are the sections east and west of Keele Street (Maple) and east of Yonge Street (Richmond Hill). The TMP Update assumes rapidway plus four general purpose lanes. Re-designating traffic lanes for rapidway through constrained sections should be considered within the 2041 horizon. Woodbine Avenue. Woodbine Avenue is a potential rapid transit corridor connecting the future Buttonville development as well as the Highway 404/7 employment node. North of Highway 7, Woodbine Avenue has been identified for widening to six lanes for High Occupancy Vehicle/Transit lanes with potential for full rapidway treatment. The corridor is constrained through the historic area of Buttonville so alternative alignments for transit may need to be considered. South of Highway 7, Woodbine Avenue is a six lane corridor. The TMP Update recommends converting the outside lanes to High Occupancy Vehicle/Transit while protecting for the potential for full rapidway. The need for full rapidway will be influenced by the timing of rapid transit on Leslie Street and redevelopment along the Woodbine Avenue corridor. Steeles Avenue. Steeles Avenue was identified as a rapid transit corridor in the Metrolinx Big Move as well as the 2009 TMP. The Steeles Avenue Rapid Transit project was also reviewed as part of the recent City of Toronto “Feeling Congested” process, including implementation of rapid transit from Black Creek Pioneer Village Station (Spadina Subway Extension) to Milliken Station (Stouffville GO Rail corridor). The plans provide for the inclusion of bus rapid transit on Steeles Avenue from Jane Street east to the Durham boundary. Green Lane. A phased approach for Green Lane from Yonge Street to the East Gwillimbury GO Station is proposed. Green Lane west of the GO station will be widened to six lanes providing for curbside rapid transit and High Occupancy Vehicle lanes. The timing of the Highway 400-404 link and completion of a planned four lane east-west collector road north of Green Lane, from Bathurst Street to the Harry Walker Parkway Extension, will inform the final timing of widening of Green Lane to six lanes.
5.1.3 Conversion to LRT After the 2041 horizon of this TMP, the Region expects to convert some or all Viva rapidways into higher-capacity light rail facilities. Key issues that could influence the timing of this include: LRT systems typically attract more riders than BRT systems but the creation of additional transfers (e.g. by replacing express bus routes with hub-and-spoke combinations of local bus and LRT routes) can dampen ridership gains Conversion from BRT to LRT would require substantial capital costs and service disruptions during construction. These costs would have to be weighed against the possible operating cost savings LRT systems operate on electricity and generate fewer local air emissions than diesel or hybrid buses. The pace at which bus technologies evolve toward full electrification will determine how long this advantage of LRT technology remains
5.1.4 GO Rail Network The 2041 GO rail network includes significant service improvements on the three existing GO Transit rail corridors (Barrie, Richmond Hill and Stouffville) plus new service on the Mactier Subdivision to Bolton and the Havelock Subdivision rail corridor to Locust Hill in the City of Markham. The Province has committed to implementing the first phase of Regional Express Rail within ten years. This will include 15 minute two-way all day service to Unionville on the Stouffville rail
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corridor and to Aurora on the Barrie rail corridor. The 2041 recommended network includes extensions of Regional Express Rail service to Major Mackenzie Drive on the Stouffville rail corridor and Green Lane on the Barrie rail corridor to service new growth areas in Markham and East Gwillimbury. New GO Stations: Metrolinx is currently in the process of conducting a ‘New Stations Analysis’. Within York Region, the Metrolinx study identifies seven potential new GO Stations. On the Barrie GO rail corridor, these include Concord, Kirby Road, 15th Sideroad and Mulock Drive. On the Richmond Hill GO rail corridor two new stations are identified at John Street/Greenlane and 16th Avenue, in addition to the new stations at Gormley and Bloomington Road which are underway. On the Stouffville GO rail corridor, a potential new station is identified at 14th Avenue. York Region is working with Metrolinx to further assess the feasibility of these new stations. In addition to potential new stations identified by Metrolinx, the TMP has further identified additional stations to accommodate growth to 2041. These include a potential station at Major Mackenzie Drive on the Stouffville GO rail corridor and two potential stations on the Richmond Hill GO rail corridor at 19th Avenue and Aurora Road. Further work is required, in cooperation with Metrolinx, to assess these potential locations.
5.2 Road Network The proposed road network for 2041 is illustrated in Exhibit 5.2. The focus of the proposed road network is to make strategic road improvements that add capacity, address traffic bottlenecks, complete missing links and optimize system performance. The development of the road network was based on the following guidelines for capacity improvements: Widening to four lanes (outside of the urban area) where peak volume-to-capacity ratios exceed 0.9 and/or daily truck volumes exceed 2,500 trucks per day. Widening to four lanes (within the urban area) where peak volume-to-capacity ratios exceed 0.90. Widening to six lanes with transit/HOV lanes where peak volume-to-capacity ratios exceed 1.2. Components of the proposed road network are discussed in the following sections.
5.2.1 Four-lane Roads As York Region’s urban areas expand to accommodate population and employment growth to 2041, there will be a need to improve the existing network of roads serving new communities. The expansion of the four-lane network in a phased manner to coincide with development will achieve a number of objectives including: Ensuring a continuous grid of multimodal streets within the growing urban area Facilitating active transportation improvements, as part of road construction, consistent with the Region’s context sensitive solutions approach Expanding capacity in line with population and employment growth Improving connectivity and efficiency of roads that serve longer distance trips between communities and between adjacent municipalities Achieving a four-lane arterial road standard in southern York Region
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Exhibit 5.2: Proposed 2041 Road Network
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5.2.2 Major Arterial Network Maximizing person-carrying capacity on the arterial road network is essential to accommodate growth and manage congestion. In addition to providing rapid transit, approaches for maximizing person-carrying capacity include introducing transit priority measures and adding or converting existing general purpose lanes to High Occupancy Vehicle (HOV) lanes. The proposed six-lane road network supports the proposed rapid transit network by expanding capacity in parallel corridors to provide for HOV and/or transit priority lanes. The six-lane network is based on the Region’s existing policy of expanding capacity beyond four lanes only for the addition of HOV or transit-only lanes. Additional lanes would generally begin as HOV lanes and then be converted to transit-only lanes where volumes/ridership warrant conversion. For existing six-lane corridors, lanes could be converted to HOV or transit-only lanes if/when thresholds for combined transit and HOV volume are met. This conversion supports mode shift from single occupant vehicles to transit and HOV usage in the corridor.
5.2.3 Special Study Areas The road network and phasing maps identify four special study areas: Woodbine Avenue. Woodbine Avenue between Highway 7 and 16th Avenue is an area that will be subject to significant change given the redevelopment of Buttonville Airport. The TMP identified a need to widen Woodbine Avenue to six lanes to address vehicular demands however the existing Buttonville heritage area is recognized as a key constraint to widening. At the same time, Woodbine Avenue is also a candidate for rapid transit to support the transit-oriented development of Buttonville and to provide an effective north-south transit option connecting residential areas in north Markham to employment areas to the south. As plans for Buttonville are advanced, further assessment of alternatives for this corridor will be analyzed respecting the many trade-offs in terms of capacity expansion, rapid transit provision and heritage protection. Pine Valley Drive. The missing link of Pine Valley Drive between Langstaff and Rutherford Road creates challenges for network connectivity in the western part of Vaughan. This missing link has been the subject of study since before the 2009 TMP. In February 2006 the Ministry of the Environment and Climate Change approved the EA Terms of Reference for the Pine Valley Drive Corridor, including a condition stipulating that any alternative through the Boyd Conservation Area could not be considered in the EA. Based on the approved EA Terms of Reference for the Pine Valley Drive Transportation Corridor, the Western Vaughan Individual Environmental Assessment (IEA) was initiated in 2007 to explore alternatives to address the transportation deficiencies in western Vaughan to the 2031 horizon year. The study area for the Western Vaughan IEA was bounded by Steeles Avenue to the south, Teston Road to the north, Highway 50 to the west and Highway 400 to the east. The Western Vaughan IEA was completed in 2011 and approved by the Ministry of the Environment and Climate Change in July 2012. Subsequent to the Minister’s Decision on the EA Terms of Reference which excluded the consideration of any alternative through the Boyd Conservation Area, the City of Vaughan declared the original road allowance of Pine Valley Drive between Rutherford Road and Club House Road as surplus lands and authorized the conveyance of those lands to the Toronto and Region Conservation Authority for the purpose of the protection and enhancement of the surrounding natural environment. The subject lands were conveyed by the City of Vaughan to the Toronto and Region Conservation Authority in 2009.
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Analysis undertaken as part of this TMP, which includes 10 years of additional growth to the 2041 horizon year, indicates that there will be transportation deficiencies in north-south capacity in the Pine Valley Drive corridor area. In recognition of this need and respecting that no options for connecting Pine Valley on the traditional grid are viable, a future study is recommended to examine solutions to 2041. Davis Drive Area. The general area to the north and south of Southlake Regional Health Centre and east of Main Street to Leslie Street is constrained in terms of network capacity. This area will be subject to further analysis undertaken jointly by the Town of Newmarket and the Region to address broader north/south and east/west capacity and collector network improvements both within and outside the Urban Centres. The study will include a detailed analysis to identify a preferred option for a direct connection between Prospect Street and Bayview Parkway as well as necessary modifications to signalized intersections. The study may be conducted as part of a Mobility Hub Station Area Plan. The increasing frequency of crossings of GO Trains across Davis Drive and the associated delays to both cars and transit vehicles have been identified as key issues and follow-on studies are needed to explore alternative solutions. Kirby Road. Kirby Road is currently a two-lane rural local municipal road providing east-west access through North Vaughan. It forms the northern boundary of the Block 41 and Block 27 expansion areas and, as a result, is part of the future urban area. While Kirby Road is largely continuous, there is a missing link between Bathurst Street and Dufferin Street. Various plans, including the City of Vaughan Transportation Master Plan, have identified the Kirby Road missing link as a deficiency. This deficiency is related to both capacity and connectivity. The impact of the Kirby missing link on connectivity will increase over time as development in northern Vaughan proceeds. Kirby Road is also part of an emerging east-west link comprised of Donald Cousens Parkway, 19th Avenue, Gamble Road and the potential GTA West corridor. There is also a potential future GO Station at Keele Street. Despite the growing importance of Kirby Road, it is also recognized that the missing link traverses largely undeveloped lands including an Environmentally Significant Area and an Area of Natural and Scientific Interest. As such, it is proposed that this area be identified for a special study to further evaluate potential solutions to address transportation needs in the context of environmental protection. 15th Sideroad. 15th Sideroad is currently a two-lane rural local municipal road providing east- west access through King Township. 15th Sideroad is an extension of Bloomington Road west of Bathurst and while it is largely continuous, there is a missing link between Keele Street and Jane Street. This missing link is a deficiency in the Regional road network. This deficiency is related to both capacity and connectivity. The impact of the 15th Sideroad missing link on connectivity will increase over time as development throughout York Region continues, requiring additional access to Highway 400. There is also a potential future GO Station west of Bathurst Street. Despite the growing importance of 15th Sideroad, it is recognized that the missing link traverses largely undeveloped lands including an Environmentally Significant Area and an Area of Natural and Scientific Interest. As such, it is proposed that this area be identified for a special study to further evaluate potential solutions to address transportation needs in the context of environmental protection.
5.2.4 Mid-block Crossings The wide, two-kilometre spacing of York Region’s arterial road network is an outdated concession road system developed more than a century ago. Many of York Region’s communities are contained in blocks bounded by former concession roads, which now carry the bulk of traffic. In some areas, access from Regional roads into neighborhoods tends to be
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through congested intersections with a limited number of mid-block collector roads. Development of a finer-grid Regional road network will allow the Region to improve the attractiveness and efficiency of transit routes within communities, improve walkability within and between adjacent neighborhoods and reduce congestion at community access points along arterial roads. A finer grid network would mean that collector and Regional roads are one kilometre apart or less. All travel modes would have additional route options and reduced travel time. Working with MTO and local municipalities, the Region will play a role in the protection and delivery of a series of mid-block crossings over both Highway 400 and Highway 404. Midblock crossings will be programmed as part of the Region’s rolling 10-Year Capital Construction Program according to need and prioritization among all required roads-related capital improvements. In consideration of the impacts that mid-block crossings may potentially have on established communities, the Region will continue to work alongside local municipalities to ensure that a collaborative and context-sensitive approach is applied to the design of any future mid-block crossings. This approach will ensure that the safe movement of pedestrians, cyclists and transit vehicles will be accommodated and that the structure will be compatible with adjacent existing residential communities. In the long-term, the Region will continue to protect for a future mid-block crossing over Highway 400 in Block 32, between Rutherford Road and Major Mackenzie Drive in Vaughan. A mid-block collector road crossing of Highway 400 in this location will provide additional east-west connectivity to help relieve congestion. It will also provide mobility options for residents of established communities and planned new communities. It will also support other future land use changes, such as the new hospital. Understanding that a number of capacity upgrades are required to help ease congestion in the short-term, such as the expansion of Rutherford Road and Major Mackenzie Drive and the extension of Bass Pro Mills Drive, the TMP proposes to deliver the Block 32 crossing within the 2031 to 2041 time horizon.
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