Pedestrian and Cycling Master Plan Study Report

Prepared for Town of Richmond Hill Pedestrian and Cycling Master Plan Study Report

March 2010 | D16-010-20

Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

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TABLE OF CONTENTS

ACKNOWLEDGEMENTS……………...... A-1

EXECUTIVE SUMMARY………………………………………………….. EX-1 1.0 INTRODUCTION ...... 1-1

1.1 What is the Pedestrian and Cycling Master Plan?...... 1-1

1.2 Study Vision and Goals ...... 1-2

1.3 How the Plan was Developed...... 1-3

2.0 THE NEED FOR A PLAN...... 2-1

2.1 Local Context and How Richmond Hill Compares...... 2-1

2.2 Existing Policies and Initiatives ...... 2-6

2.2.1 Federal...... 2-6

2.2.2 Province of Ontario ...... 2-8

2.2.3 Metrolinx...... 2-10

2.2.4 York Region...... 2-11

2.2.5 Town of Richmond Hill ...... 2-12

2.3 Consultation Strategy and What We Heard...... 2-14

2.4 Benefits of Walking and Cycling ...... 2-18

2.4.1 Recreation, Health and Fitness Benefits ...... 2-18

2.4.2 Transportation Benefits...... 2-19

2.4.3 Environmental Benefits...... 2-21

2.4.4 Economic Benefits ...... 2-22

2.5 Why Richmond Hill Needs a Pedestrian and Cycling Master Plan....2-24

3.0 AN OUTREACH STRATEGY TO SUPPORT WALKING AND CYCLING...... 3-1

3.1 Education...... 3-1

3.1.1 Pedestrian and Bicycle Education Information...... 3-1

Table of Contents i

3.1.2 Distributing Pedestrian and Cycling Education Information ...... 3-3

3.1.3 Cycling, Walking and Children...... 3-3

3.2 Encouragement...... 3-4

3.2.1 Community-based Social Marketing ...... 3-5

3.2.2 Leadership by Example...... 3-6

3.2.3 End-of-Trip Facilities...... 3-7

3.2.4 Intermodal Connections ...... 3-8

3.2.5 Walking and Cycling Maps...... 3-8

3.2.6 Active and Safe Routes to School...... 3-9

3.3 Enforcement ...... 3-10

3.3.1 York Regional Police ...... 3-10

3.3.2 Town By-Law Enforcement Officers...... 3-11

4.0 THE RECOMMENDED PEDESTRIAN SYSTEM AND CYCLING NETWORK...... 4-1

4.1 Existing Network...... 4-1

4.1.1 Existing Cycling Context ...... 4-2

4.1.2 Existing Pedestrian Context ...... 4-2

4.1.3 Major Destinations...... 4-2

4.1.4 Barriers to Walking and Cycling...... 4-3

4.2 Pedestrian System and Cycling Network Development...... 4-3

4.2.1 Network Development Approach...... 4-3

4.2.2 Route Selection Principles ...... 4-5

4.3 Types of Cycling and Pedestrian Facilities Proposed...... 4-6

4.3.1 Cycling Facilities ...... 4-6

4.3.2 Off-Road Multi-Use Facilities ...... 4-13

4.3.3 Pedestrian Facilities ...... 4-14

4.4 Recommended Pedestrian and Cycling Network ...... 4-16

4.5 Planning, Design and Operation Guidelines...... 4-18

ii MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

5.0 IMPLEMENTING THE PLAN...... 5-1

5.1 The Implementation Strategy ...... 5-3

5.2 Network Phasing Approach and Priorities ...... 5-5

5.2.1 Approach to Prioritizing Network Improvements...... 5-6

5.2.2 Network Implementation Schedule...... 5-7

5.2.3 Prioritizing Sidewalk Improvements...... 5-9

5.3 Funding Strategy ...... 5-12

5.3.1 How Much Will it Cost to Implement and Maintain?...... 5-12

5.3.2 Where Will the Money Come From?...... 5-16

5.3.3 Why Should the Town Make the Investment? ...... 5-17

5.4 How to Implement the Master Plan...... 5-18

5.4.1 Who Does What? ...... 5-18

5.4.2 A Network Management Tool...... 5-20

5.4.3 A Five-Step Network Implementation Process...... 5-20

5.5 A Complete Streets Approach ...... 5-25

5.6 Liability and Risk Management ...... 5-27

5.7 Measuring Success – Monitoring and Performance Indicators ...... 5-28

5.8 Pedestrian and Cycling Supportive Policies...... 5-31

5.9 Master Plan Proposed Actions...... 5-34

5.10 Where Do We Go From Here?...... 5-39

APPENDICES Appendix A – Provincial Policies Table Appendix B – Online Outreach Survey Results Summary Appendix C – Maintenance Cost Breakdown and Unit Cost Schedule

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Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

ACKNOWLEDGEMENTS

The Town of Richmond Hill Pedestrian and Cycling Master Plan Study Team would like to express their appreciation to the following key people and organizations that contributed to the development of this Master Plan.

Town Study Team and Internal Technical Advisory Committee

Marcel Lanteigne Engineering and Public Works

George Flint Engineering and Public Works

Maria Flores Planning and Development

Jeff Meggitt Engineering and Public Works

Nancy Sue-Mark Finance

George Chau Engineering and Public Works

Dan Olding Office of the CAO

Tracy Steele Parks, Recreation and Culture

Sasha von Kursell Parks, Recreation and Culture

Bruce McLaren Engineering and Public Works

External Technical Advisory Committee

Stephanie Snow City of Vaughan

Jennifer Niece GO Transit

Briana Illingworth Metrolinx

Amy Ibrahim Ministry of Transportation

Loy Cheah Region of York

Lorenzo Mele Town of Markham

Victoria Morely Region of York

Melanie Shaw York Region Transit

Chris Bullen York Regional Police

Acknowledgements A-1

Consultant Study Team

J. David McLaughlin Project Manager

Robert Grimwood Project Engineer

Jay Cranstone Landscape Architect

Bob Koziol Transportation Engineer and Road Designer

Samuel Baptiste Transportation Planner and GIS Mapping

Jason Li Transportation Engineer and GIS Specialist

Pam Foster Land Use and Policy Planner

Claire Basinski Transportation Planner

Joanne McLaughlin Graphics Designer

A-2 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

EXECUTIVE SUMMARY

The Town of Richmond Hill has developed a comprehensive Pedestrian and Cycling Master Plan (PCMP) to guide the Town over the next 25+ years in implementing a Town-wide pedestrian system and cycling network. The PCMP also includes planning, design and operation guidelines as well as supporting policies and programs to encourage walking and cycling. The Town initiated this study in July 2008 and established a study team, led by the Engineering and Public Works Department that consulted with residents and stakeholders over the course of the study. A final report was completed and presented to Town Council in the Fall of 2009. The objective of this The Town of Richmond Hill’s Official Plan Consolidation (1998), calls for the Pedestrian and Cycling consideration of pedestrian and other non-motorized movement in all existing and new developments in the Town. A draft new Official Plan that promotes connectivity, Master Plan study was mobility, and pedestrian and transit-oriented development is currently being developed, to formulate a plan and is expected to be completed in early 2010. A Guide to Parks & Trails in Richmond consisting of short, Hill provided an early framework of a primarily recreational off-road, multi-use trail mid and long-term network for the Town. In October 2006, Town Council approved the Richmond Hill Transportation Master Plan, which included a recommendation for the development of actions and a sustainable transportation system prior to 2011. recommendations that will establish and The objective of the PCMP Study was to formulate a plan consisting of short, mid and long-term actions that will establish and support a desired level of walking and cycling support a desired level for Town of Richmond Hill residents. The plan recognizes cycling and walking as of walking and cycling viable modes of transportation, and will facilitate their use as a feasible means of for Town of Richmond commuting as well as for leisure and recreational opportunities. Hill residents. Vision:

The Town of Richmond Hill is a pedestrian and cycling supportive community that embraces the “complete streets” concept by encouraging both utilitarian and recreational travel by walking, cycling and using public transit through a safe and desirable Town-wide network of on-road and off-road pedestrian and cycling facilities. Pedestrians and cyclists are encouraged to leave their cars at home and commute to work, school and other destinations by active modes, while visitors come to enjoy the healthy lifestyle and attractions along the trail systems.

Goals of the Pedestrian and Cycling Master Plan Study:

A set of proposed goals for the Town of Richmond Hill Pedestrian and Cycling Master Plan were drafted by the study team, reviewed with local municipal staff as well as

Executive Summary EX-1

stakeholders and the public, and confirmed. The primary goals of the Master Plan include:

. Consult with the public, key stakeholder groups and local and Regional municipal staff and other partners to identify the role of the Town, Region and other partners in facilitating walking and cycling and to identify the elements of a Pedestrian and Cycling Master Plan that is right for Richmond Hill. . Recommend actions to improve conditions for walking and cycling in Richmond Hill for people of all ages by providing a convenient and continuous pedestrian sidewalk system as well as an on and off-road Town-scale cycling network that is integrated with Regional network facilities. . Develop an effective and practical implementation strategy that will identify priorities, annual costs, best practices for facility design and support an improved sidewalk system and proposed cycling network that can also be integrated with Regional transit. The implementation strategy will also recommend management tools and approaches to assist Town staff in both implementation and monitoring of the plan. . Identify and recommend strategies and programs that the Town can lead, or partner with others, to encourage more people to walk and cycle more often for utilitarian and recreational purposes.

Approach

The Richmond Hill Pedestrian and Cycling Master Plan Study was initiated in August 2008. MMM Group Limited was retained by the Town to assist Town staff in the development of a comprehensive Master Plan that would identify links and extensions of existing bikeways, sidewalks and trails, as well as create safe and convenient walking and cycling connections throughout the Town.

The study approach that led to the development of the PCMP included the following six phases:

Develop Vision, Goals and Objectives – The first phase involved defining the purpose and approach for the study, as well as a consultation strategy; highlighting some of the benefits to walking, cycling and active transportation; initial meetings with Town staff and stakeholders; and the first public consultation event.

Undertake Inventory and Assess Existing Conditions, Analysis and Summary – This phase of the study was a background assessment that focused on compiling and analyzing information related to walking and cycling, and relevant studies and initiatives in the Town of Richmond Hill. It summarized key Town, Regional, Provincial and Federal policies regarding walking, cycling and active transportation; included a benchmarking review that compared Richmond Hill to a sample of other municipalities; and examined innovative and best practices in pedestrian and cycling

EX-2 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT facility design from across North American and internationally. The findings from the first two phases of the study were summarized in a Background Report, including maps of existing and previously proposed pedestrian and cycling facilities at both the local and Regional level, as well as key destinations within the Town of Richmond Hill; the findings from the benchmarking review; and interim online survey results.

Development of Options, Conceptual Designs and Consultation – Based on the technical assessments and background information review conducted in earlier phases, pedestrian and cycling route selection/ evaluation criteria were developed, and based on these criteria draft pedestrian improvements and cycling network maps were created. In addition, the alternative cycling and pedestrian facility types that are proposed to make up the pedestrian system and cycling network were defined, and candidate routes were investigated in the field by the study team.

Policies and Guidelines; Marketing, Education and Promotion Programs – This phase involved the development of draft official plan policies to support walking and cycling, a set of guidelines for the planning, design and operation of pedestrian and cycling facilities, plus a strategy for encouraging more people to walk and cycle more often in Richmond Hill.

Implementation Program, Priorities and Budget – Based on consultation with Town staff and stakeholders, the draft pedestrian improvements and cycling network maps were refined and finalized, and an implementation strategy was developed which made recommendations for implementation of the plan; described a proposed implementation process and funding strategy; identified estimated costs and priorities for implementation; addressed liability and risk management; recommended monitoring implementation and performance measures; detailed recommended policies to support walking and cycling in Richmond Hill; and outlined a schedule for implementation of the plan. The implementation strategy forms part of this Master Plan report, and will guide the Town in bringing the plan’s recommendations to fruition.

Meetings with Advisory Committees, Consultation with Stakeholders, Presentations, Deliverables and Final Report – The findings and proposed actions of the PCMP study were presented to the study advisory committees and stakeholders, and a final public consultation event was held. The Master Plan was documented in a comprehensive report which details the study process from beginning to end, and the final PCMP was presented to municipal staff and Town Council for final approval.

Executive Summary EX-3

Consultation Strategy

The Pedestrian and Cycling Master Plan study included a comprehensive consultation strategy designed to engage the public, Town and Regional staff, technical agencies (such as York Region Transit and GO Transit), adjacent municipalities, local community organizations and other key stakeholders. A consultation strategy was developed at the outset of the study, and was designed to engage Richmond Hill residents and stakeholders so that they could provide their input to the study through a variety of methods including:

. The PCMP study steering committee / Internal Technical Advisory Committee (iTAC); . External Technical Advisory Committee (eTAC); . Public Information Centres; . An online web-based survey; and . Written submissions to the study team and telephone conversations with the Town’s project manager.

Over the course of the study, a Project Record was maintained which documents all of the input received from various stakeholders and the public. The Project Record is provided as a separately bound appendix to the PCMP final report.

Benefits of Walking and Cycling

Walking and cycling provide significant health, transportation, environmental and economic benefits. Municipalities in southern Ontario and throughout North America are implementing initiatives to promote and encourage walking and cycling as feasible alternatives to the private automobile for short-distance trips and as a method of promoting a more active and healthy lifestyle. Richmond Hill’s PCMP recognizes and is designed to capitalize upon these benefits.

Why Richmond Hill Needs a Pedestrian and Cycling Master Plan

There are a number of reasons why there is a need for a Pedestrian and Cycling Master Plan in Richmond Hill.

The continuous population growth throughout the Greater Toronto and Hamilton Area (GTHA), and the simultaneous need for improved transportation and transit services have triggered both provincial, regional and local governments to provide further support to transportation initiatives. The Town of Richmond Hill’s Official Plan and Strategic Plan both speak to the need to provide for pedestrians and cyclists.

EX-4 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

In addition to government support for active transportation initiatives, consultation with Richmond Hill residents suggests that more people would walk and cycle more often if a connected system of on and off road pedestrian and cycling facilities were provided. As a result, the Town has determined the need exists to develop a Pedestrian and Cycling Master Plan that can guide the Town in improving conditions for walking and cycling, and help make non-motor vehicle driving options more attractive. These factors further confirm the need for a Pedestrian and Cycling Master Plan for the Town of Richmond Hill.

Outreach A complete strategy to A successful pedestrian and cycling network is one that is actively and properly used. promote and facilitate To this end, a complete strategy to promote and facilitate walking and cycling walking and cycling addresses the need for outreach, or more specifically the need for: needs to address the . Education – Informing and educating users of the transportation system. so-called “four E’s” . Encouragement – Promoting walking, cycling and the use of the pedestrian and cycling network. which include: . Enforcement – Ensuring that users of the pedestrian and cycling network adhere to Engineering, applicable rules and regulations, and penalizing those who do not. Education,

The PCMP proposes an outreach strategy that addresses these three key areas. Encouragement and Enforcement. Network Development

The draft pedestrian system and cycling network was developed through an iterative process. The following are the key network development steps that the study team followed:

1. Identified and mapped existing facilities and key destinations and residential and employment nodes in the Town. 2. Developed route selection principles. 3. Developed and posted an on-line survey inviting Richmond Hill residents to provide suggestions on routes and facilities that they think should form part of the pedestrian system and cycling network for the Town. 4. Obtained route and facility type suggestions from an internal Town staff committee (iTAC) and a key stakeholders group (eTAC). 5. Conducted a public open house and invited participants to mark on display maps their route and facility type suggestions. 6. Prepared a draft candidate route network and reviewed it with the study team. 7. Field investigated all of the candidate routes to assess feasibility at a master plan level of detail.

Executive Summary EX-5

8. Reviewed the results of the network field work with iTAC and eTAC and presented a refined draft candidate route network. 9. Identified a network hierarchy of routes that consists of a Primary (Spine) system of cycling and pedestrian facilities on designated Regional roads, Town collector roads and key linear trails and a Secondary (Neighbourhood) system that includes designated local streets and local trail connectors that form part of the network and would feed into the Spine network. In developing the Neighbourhood tier, consideration was given to those residents who would prefer to walk or cycle on lower volume roads or primarily off- road on trails and thus have more of a recreational focus, compared to other residents who would like to commute to destinations and therefore require a more direct and linear spine connection. 10. Proposed facility types by route segment based on the refined candidate route network, information collected in the field and by applying a set of facility selection criteria (detailed in Newsletter 2 and the Background Report). 11. Reviewed the draft network by facility type with iTAC and refined it to incorporate an initial round of comments. 12. Classified the draft network by system tier. Primary routes located on Regional roads and major Town collector roads as well as major linear trails will serve as the “spine” of the Town’s designated network while all other routes fall under the “neighbourhood” tier of facilities.

Recommended Pedestrian System and Cycling Network

The recommended network presented in this Pedestrian and Cycling Master Plan is composed of a mix of on-road and off-road facilities designed to respond to the needs of a range of users (i.e. recreation and utilitarian/commuter), age and skill levels. Given there is no one facility type that meets the needs of all users, route and facility selection was based on the route selection principles established and confirmed with Town staff and the public early on in the study. In addition, consideration was given to connectivity, linking walking and cycling with public transit, roadway characteristics (i.e. vehicle speed, truck volumes, number of lanes, transit routes, crossings of major barriers, adjacent streetscape and land uses, etc.) and on the study team’s understanding of the types of users who would most likely use primary and secondary routes and facilities.

In developing this network plan the study team made every effort to balance the needs of users with appropriate routes and facility types. The complete recommended PCMP network should be viewed as a connected system of different facility types (e.g. multi- use trails, sidewalks, bike lanes, signed only routes, etc.) that are designed to be comfortable and convenient for both existing and future users. However, the PCMP has also been designed to evolve and change over time. A route on a roadway that is proposed in the PCMP today to have bike lanes installed may be built with a physically

EX-6 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT separated cycle track, in-boulevard multi-use trail or separated cycling and pedestrian facilities in the boulevard (dedicated bike path and separate sidewalk) in the future.

Cycling Network

The cycling component of the proposed PCMP network consists of on-road bike lanes, paved shoulder bikeways, signed only bike routes and multi-use trails, though other facility types such as dedicated bike paths, bicycle boulevards or cycle tracks may also be considered. Figure EX-1 shows the recommended long term cycling network. A total of 249 kilometres of new on-road cycling facilities and 22 kilometres of new multi-use trails in boulevards and in parks/greenways/ hydro corridors are proposed over the long term.

Pedestrian Network

The pedestrian component of the proposed PCMP network consists of sidewalks on one or both sides of Town and Regional Roads. Pedestrian can also use multi-use trails, which are shared with various other trail users. Figure EX-2 shows the recommended long-term pedestrian system. Over 89 kilometres of new sidewalks are proposed over the long term.

Planning, Design and Operation Guidelines

A set of Planning, Design and Operation Guidelines were developed as part of the PCMP study and are provided under separate cover as a Technical Appendix. These guidelines are intended as a general reference for pedestrian and cycling network planners and designers at the Town. They are a compilation of guidelines from a variety of sources, and are believed to represent “best practices” in pedestrian and bicycle route and facility planning, design and operations in Canada and the United States. They contain general information about pedestrian and cyclists, their abilities and their needs from a network planning, design and maintenance point of view. The guidelines will serve as a supporting technical reference to be used along with good engineering judgement in planning, designing and maintaining future active transportation facilities.

Implementation – A Twenty-Five + Year Plan

The implementation of Richmond Hill’s Pedestrian and Cycling Master Plan is expected to be accomplished through both short- and long-term actions.

Executive Summary EX-7

an important step by successfully applying for and securing substantial joint Federal and Provincial funding through the 2009 – 2011 Infrastructure Stimulus Fund to implement the majority of the cycling network segments identified in Phase 1 of the PCMP. This funding from other levels of government enables Richmond Hill to take a significant step and proceed with implementing the first phase of the plan at a much reduced cost to local taxpayers.

The implementation strategy proposes a 25 + year implementation horizon as a target to implement the PCMP and consists of two phases: short-term (Phase 1: 2010 to 2011) and long term (Phase 2: 2012 to 2036+). It defines a proposed process, management structure and a set of steps considered necessary for implementation. It also estimates costs for the various proposed infrastructure and programming actions that fall within Phase 1 (for which is Council is asked to endorse now) as well as a longer term strategy (Phase 2) that is expected to be reviewed by Town staff and then select projects prioritized, scheduled and submitted to Council on an annual basis for funding approval. Table EX-1 identifies the proposed long term Implementation Plan by facility type and implementation phase.

Table EX-1: Proposed Length of Pedestrian and Cycling Network by Facility Type and Implementation Phase

Facility Type [Distance (Km)] Signed Bike Route Multi - Paved Signed Total Bike Lane with or without edge Sidewalk % Use Trail Shoulder Bike Route (Km) lines or sharrows Existing 17.1 3.1 0.0 0.0 0.0 555.6 575.7 61.7% Short Term (2010-2011) 0.0 23.5 6.1 75.6 56.8 0.0 161.9 17.3% Long Term (2012-2036+) 19.6 62.0 5.1 16.0 4.2 89.2 196.2 21.0% Total (Km) 36.7 88.5 11.2 91.6 61.0 644.8 933.8 100.0%

Funding Strategy

It is estimated that the total investment to implement new programs and infrastructure and maintain the network is about $27,269,700 over the next 25+ years. This cost consists of approximately $19,308,100 for the proposed network, $5,211,600 for maintenance and $2,750,000 for updates, outreach and programs. Out of the total investment of the 25+ year longer-term strategy, $16,736,700 or 61% is estimated to be The Town of Richmond Hill’s share. The remaining $10,533,000 or 39% would be the responsibility of York Region as the proposed facilities fall on roads under their jurisdiction. The Town was awarded in 2009 some Federal – Provincial Infrastructure Stimulus Funding to offset some of the capital costs of implementation.

EX-8 MMM Group Town of Pedestrian and Cycling Master Plan Study RICHMOND HILL www.richmondhill.ca FIGURE EX-1 Recommended Cycling and Trail Route Network by Facility Type Town of Aurora µ Township of King

Town of Whitchurch- Stouffville

Legend Proposed Richmond Hill Cycling and Trail Network

Existing Bike Lane

Proposed Bike Lane

E Proposed Signed Only Bike Route

S Proposed Signed Only Bike Route with or without Shoulder Edge Lines

L or Sharrows

L Proposed Multi-Use Trail

This map illustrates a draft cycling and trail route network concept for the Town of Richmond Hill. The dashed lines represent the various on and off road facility types currently being considered by the Study Team. The solid colour lines Bernard identify the already approved York Region Pedestrian and Cycling Master Plan Terminal network.

All of the routes shown on this map are also proposed to include pedestrian facilities (e.g. sidewalks). A separate map has been prepared to show existing and proposed sidewalks on Town roads.

The plan is expected to be implemented in phases over a twenty-five year period and beyond, subject to Council approval of funding and implementation priorities on an annual basis. A separate map identifying the Study Team’s recommended implementation priorities bas been prepared and should be read in conjunction with this map.

City of Planned York Region Pedestrian and Cycling Network Vaughan Bike Lane Richmond Hill Paved Shoulder Bikeway Station Signed Bike Route Multi-Use Trail Lake to Lake Route (Lake Ontario to Lake Simcoe)

Existing Town Trails Network (Source: A Guide to Parks & Trails in Richmond Hill)

Existing Hard Surface Trails Existing Soft Surface Trails

Oak Ridges Corridor Park Trails (Source: Oak Ridges Corridor Park Management Plan, 2006)

Existing Primary Trail (Soft Surface trail) Planned Secondary Trail (Soft Surface trail)

Other (Source: Town of Richmond Hill) Proposed Road Improvements as indicated in the Town of Richmond Hill Transportation Master Plan

!! !!

!! Industrial Area with Secondary Plan as indicated by Town of Richmond Hill

!! !! !! !! Official Plan (Area subject to future study)

!! !!

!! Future Urban Area with Secondary Plan as indicated by Town of Richmond

!! !! !! !! Hill Official Plan (Area subject to future study) GO Train and Bus Station GO Rail Line Rail Lake or Watercourse Richmond Park Hill Centre Municipal Boundary Langstaff Station Æa Viva Transit Stop (Source: York Region) Viva Station

00.125 0.25 0.5 0.75 1 Kilometres Data Source: Town of Richmond Hill and Region of York March 2010

Town of Pedestrian and Cycling Master Plan Study RICHMOND HILL www.richmondhill.ca FIGURE EX-2 Recommended Pedestrian System Town of Aurora µ Township of King

Town of Whitchurch- Stouffville

Legend Proposed Richmond Hill Pedestrian System

Proposed Sidewalk Connection (Add Sidewalk on One Side of the Street)

E Proposed Sidewalk Connection

R (Add Sidewalk on Both Sides of the Street)

I L This map illustrates a draft pedestrian system concept for the Town of Richmond

L Hill. The dashed lines represent the pedestrian routes currently being considered by the Study Team. The solid blue lines represent the existing pedestrian system of the Town of Richmond Hill. The thick solid colour lines identify the already approved York Region Pedestrian and Cycling Master Plan network.

All of the routes shown on this map are also proposed to include cycling facilities. A separate map has been prepared to show existing and proposed cycling Bernard facilities on Town Roads. Terminal The plan is expected to be implemented in phases over a twenty-five year period, subject to Council approval of funding and implementation priorities on an annual basis. A separate map identifying the Study Team’s recommended implementation priorities has been prepared and should be read in conjunction with this map.

Planned York Region Pedestrian and Cycling Network Previously Planned Sidewalk Connections (one side of the street)

Previously Planned Sidewalk Connections (two sides of the street)

City of Lake to Lake Route (Lake Ontario to Lake Simcoe) Vaughan Richmond Hill Station Existing Pedestrian System (Source: Town of Richmond Hill) Existing Sidewalk (one side of the street)

Existing Sidewalk (two sides of the street) Existing Town Trails Network (Source: A Guide to Parks & Trails in Richmond Hill)

Existing Hard Surface Trails Existing Soft Surface Trails Oak Ridges Corridor Park Trails (Source: Oak Ridges Corridor Park Management Plan, 2006)

Existing Primary Trail (Soft Surface trail) Planned Secondary Trail (Soft Surface trail)

Other (Source: Town of Richmond Hill) Proposed Road Improvements as indicated in the Town of Richmond Hill Transportation Master Plan

!! !!

!! Industrial Area with Secondary Plan as indicated by Town of Richmond Hill

!! !! !! !! Official Plan (Area subject to future study)

!! !!

!! Future Urban Area with Secondary Plan as indicated by Town of Richmond

!! !! !! !! Hill Official Plan (Area subject to future study) GO Train and Bus Station GO Rail Line Rail Lake or Watercourse Richmond Park Hill Centre Municipal Boundary Langstaff Sta tion Æa Viva Transit Stop (Source: York Region) Viva Station

00.15 0.3 0.6 0.9 1.2 Kilometres Data Source: Town of Richmond Hill and Region of York March 2010

Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

Monitoring Implementation and Performance Measures

It is proposed that the Town implement the town-wide pedestrian system and cycling network infrastructure plan on an annual basis in accordance with the proposed phasing and available capital funding, and as authorized by Town Council. Collecting data to evaluate the different and changing aspects of pedestrian and cyclist behaviour will assist in evaluating the effectiveness and overall contribution of various activities to achieve the stated vision and goals of the Plan.

Proposed Actions

The PCMP includes a set of proposed actions in the areas of outreach, the pedestrian and cycling network and implementation. The proposed actions relate to Town practices, policies, by-laws and initiatives relevant to walking and cycling in Richmond Hill. Table EX-2 lists the proposed actions included in the PCMP and outlines the implementation schedule for each action, as well as associated network and program costs for the long term Implementation Plan.

Executive Summary EX-9

Table EX-2: Proposed Actions

IMPLEMENTATION PROPOSED ACTION INVESTMENT SCHEDULE

 Implementation Phase  Continued in this Phase PHASE 1 PHASE 2

Section 3 – An Outreach Strategy to Support Walking and Cycling

Develop (or adapt from other jurisdictions) pedestrian and cycling education information, Existing 3.1   including regular newsletters and informational Resources guides on specific topics. Distribute pedestrian and cycling education information to Town residents and visitors by a 3.2 variety of methods including the Town’s website,   $250,000 hard copy distribution and partnerships with other groups / agencies. Consider the Child and Youth Friendly Land Use Transport Planning Guidelines as walking and Existing   3.3 cycling educational materials are developed, Resources particularly for those that specifically target children and youth.

Apply the principles of community-based social Existing   3.4 marketing in marketing and promotional efforts Resources related to the PCMP. Lead by example in encouraging walking and cycling by implementing walking and cycling 3.5   $150,000 supportive initiatives at Town facilities and for Town employees. Capitalize on the Town’s existing relationship with Smart Commute 404-7 when refining and Existing 3.6   implementing the outreach strategy for Resources encouraging walking and cycling. Make the development of end-of-trip facilities – such as bike racks, bike lockers plus shower and 3.7 change facilities at key municipal owned   $500,000 destinations – a priority in implementing the PCMP. Encourage multi-modal trips that integrate walking or cycling with other modes, particularly Existing   3.8 transit, by providing and maintaining sidewalk Resources connections to transit, as well as promoting bike racks on buses and bike racks at bus stops. Continue to produce the Parks & Trails (pedestrian) map, and revise it to include cycling 3.9   $500,000 or produce a similar map for cycling, and update the map(s) every one to two years.

EX-10 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

IMPLEMENTATION PROPOSED ACTION SCHEDULE INVESTMENT

 Implementation Phase  Continued in this Phase PHASE 1 PHASE 2

Work with Active and Safe Routes to School (ASRTS), the York District School Board, York Catholic District School Board, and local schools Existing 3.10   to implement ASRTS initiatives that encourage Resources children in Richmond Hill to walk and bike to and from school more often.

Continue to enlist the services of York Regional Existing   3.11 Police to educate local residents on pedestrian and Resources bicycle safety.

Continue to conduct cycling patrols and safety Existing   3.12 blitzes along walking and cycling routes and Resources pathways. Encourage York Regional Police to analyze Richmond Hill’s pedestrian and cycling collision Existing 3.13   data and develop materials to make collision Resources reporting easier for pedestrians and cyclists.

Subtotal $1,400,000

Section 4 – Pedestrian System and Cycling Network

Adopt the Pedestrian and Cycling Master Plan, Existing 4.1   including the route selection principles. Resources

Implement the pedestrian system and cycling As per network generally consistent with the route 4.2   proposed alignments and facility types proposed in the action 5.3 Master Plan. Refer to the Planning, Design and Operation Guidelines when implementing designated on and As per 4.3 off-road pedestrian and cycling facilities for   proposed guidelines on implementation procedures and action 5.3 practices.

As per

Subtotal proposed action 5.3

Section 5 – Implementing the Plan

Submit a staff report to Council recommending that Council approve in principle the Town of Existing   5.1 Richmond Hill Pedestrian and Cycling Master Resources Plan along with any modifications or amendments as proposed by staff.

Executive Summary EX-11

PROPOSED ACTION IMPLEMENTATION SCHEDULE INVESTMENT

 Implementation Phase  Continued in this Phase PHASE 1 PHASE 2

Include the strategic policies and network maps Existing   5.2 from the PCMP as a schedule in the next update to Resources the Town’s Official Plan.

Give consideration, as part of the Town’s annual Outreach: As budget process, to providing annual funding to: per proposed implement the education, promotion and actions for 5.3 enforcement actions proposed in Section 3; and   Section 3 construct and maintain the PCMP network generally in keeping with the phasing illustrated Network: in Section 5 of the PCMP. $14,322,300

Assign responsibility for coordinating implementation, preparing an annual progress Existing   5.4 report and future updates to the PCMP to the Resources Town’s Transportation, Environmental and Development Engineering Section. Consider the PCMP proposed actions prior to proceeding with all applicable capital works Existing   5.5 projects including road resurfacing, widening or Resources rehabilitation projects and new major trail and sidewalk enhancement projects. Formally update the PCMP through a public process at least every five years. Additional pedestrian and cycling routes can be established 5.6 through the Secondary Plans for the Regional and   $600,000 Local Centres and further studies on Key Development Areas and Local Development Areas. Consider every street in Richmond Hill a pedestrian and cycling street, regardless of Existing 5.7   whether it forms part of the designated PCMP Resources network. As a matter of common practice, seek initiatives that can improve, where feasible, conditions for Existing 5.8   walking and cycling as part of all future municipal Resources road planning and design projects. Integrate the proposed sidewalk improvements from the PCMP with the Town’s existing Capital Existing 5.9   Works Sidewalk Construction Program and Resources sidewalk evaluation (rating) process.

Review the Town’s existing level of service standards regarding maintenance and consider Existing 5.10   adopting the Minimum Maintenance Standards for Resources Municipal Highways (MMSMH).

EX-12 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

PROPOSED ACTION IMPLEMENTATION SCHEDULE INVESTMENT

 Implementation Phase  Continued in this Phase PHASE 1 PHASE 2

Consider in the next review of the Town’s road rights-of-way and design guidelines/standards that To be   5.11 additional snow storage space be designed into the determined road cross section for roads with existing or planned on-road cycling facilities. Develop and implement a program to update the Town’s existing pedestrian and cycling To be   5.12 infrastructure to current guidelines (as noted in the determined Planning, Design and Operation Guidelines) and adequately maintains those facilities.

Develop and adopt a Complete Streets strategy to Existing   5.13 inform and guide urban design, streetscape design Resources and road design in Richmond Hill. Establish and document, in concert with the Town’s legal advisors, procedures for risk management as it relates to the design, Existing 5.14   maintenance and operation of active Resources transportation facilities in the Town of Richmond Hill. Consider the PCMP performance measures when 5.15 evaluating the implementation of the PCMP and   $150,000 updating the Master Plan every five years. In addition to the current Town of Richmond Hill Official Plan statements and objectives regarding walking, cycling and trails, an “Active Transportation” sub-section should be added to the existing “Transportation” section in the next Existing 5.16   update to Official Plan and this section should Resources include a more detailed set of supporting policy statements and objectives, similar to the draft policy statements presented in the Pedestrian and Cycling Master Plan.

Subtotal $15,072,300

Total (Town’s cost) $17,072,300

Next Steps

There are a number of recommended steps that the Town of Richmond Hill should take in 2009 to advance the PCMP, including announcing completion of the PCMP study, distributing copies of the final report to partners and other agencies, and beginning network implementation.

Executive Summary EX-13

The Town of Richmond Hill Pedestrian and Cycling Master Plan presented in this report is the product of the hard work and effort of many people. On behalf of the study team, agency representatives, members of the public and all those who contributed to this Master Plan, it is hoped that the Richmond Hill Pedestrian and Cycling Master Plan provides the Town and its partners with the tools and guidance necessary to improve conditions for walking and cycling in the Town.

EX-14 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

1.0 INTRODUCTION

1.1 Why a Pedestrian and Cycling Master Plan?

The Town of Richmond Hill’s Official Plan Consolidation (1998) calls for the consisting of short, consideration of pedestrian and other non-motorized movement in all existing and new mid and long-term development in the Town. A draft new Official Plan (OP), that promotes connectivity, actions and mobility and pedestrian- and transit-oriented development, is currently being developed recommendations that and is expected to be completed in early 2010. A Guide to Parks & Trails in Richmond Hill provided an early framework for a primarily recreational off-road multi-use trail will establish and network for the Town. In October 2006 Town Council approved the Richmond Hill support a desired level Transportation Master Plan, which included a recommendation for the development of of walking and cycling a sustainable transportation system prior to 2011. for Town of Richmond York Region’s award-winning Pedestrian and Cycling Master Plan, approved in 2008, Hill residents. lays the framework for the development of a regional cycling and pathways network that includes routes in the Town of Richmond Hill, primarily in Regional Road rights- of-way.

Recent initiatives by the Provincial Government, including the approved Greenbelt Plan and the passing of enabling legislation for the Places to Grow Plan will further increase the intensification of existing urban and settlement areas. A comprehensive, multi-faceted set of strategies that build upon policies already established in the Town’s Official Plan and 2007 Transportation Master Plan are needed to accommodate projected growth and provide a more sustainable transportation system. As well, the Greater Toronto and Hamilton Area (GTHA) Regional Transportation Plan, prepared by Metrolinx, a provincial agency, recommends ten strategies, one of which is to build communities that are pedestrian, cycling and transit-supportive.

In the context of these planning and policy initiatives at the local, regional and provincial levels, the Town decided to undertake a Pedestrian and Cycling Master Plan

Introduction 1-1

Study. The objective of the Study was to formulate a plan consisting of short, mid and long-term actions and recommendations that will establish and support a desired level of walking and cycling for Town of Richmond Hill residents. The plan recognizes cycling and walking as viable modes of transportation, and will facilitate their use as a feasible means of commuting as well as for leisure and recreational opportunities.

1.2 Study Vision and Goals

A Pedestrian and Cycling Master Plan study should be guided by specific goals, but it should also present a vision that will result from successfully implementing the Plan. The following vision and goals for the Town of Richmond Hill Pedestrian and Cycling Master Plan were established based on consultation with the Town of Richmond Hill.

Vision: A Pedestrian and Cycling Master Plan The Town of Richmond Hill is a pedestrian and cycling supportive community that embraces the “complete streets” concept by encouraging both utilitarian and should be guided by recreational travel by walking, cycling and using public transit through a safe and goals, objectives and desirable Town-wide network of on-road and off-road pedestrian and cycling facilities. principles but it should Pedestrians and cyclists are encouraged to leave their cars at home and commute to also establish a vision work, school and other destinations by active modes, while visitors come to enjoy the healthy lifestyle and attractions along the trail systems. that will result from successfully Goals of the Pedestrian and Cycling Master Plan Study: implementing the Plan. A set of proposed goals for the Town of Richmond Hill Pedestrian and Cycling Master Plan were drafted by the study team, reviewed with local municipal staff as well as stakeholders and the public, and confirmed. The primary goals of the Master Plan include:

1-2 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

. Identify and recommend strategies and programs that the Town can lead, or partner with others, to encourage more people to walk and cycle more often for utilitarian and recreational purposes.

1.3 How the Plan was Developed

The Richmond Hill Pedestrian and Cycling Master Plan Study was initiated in August 2008. MMM Group Limited was retained by the Town to assist staff in the development of a comprehensive Master Plan that would identify links and extensions of existing bikeways, sidewalks and trails, as well as create safe and convenient walking and cycling connections throughout the Town. It would also help to identify priorities for network implementation projects and determine appropriate levels of funding for operations and maintenance. A comprehensive implementation strategy would also be a key feature of the plan.

A key part of the approach included the development of an integrated cycling network and improved pedestrian system. The network approach included two key components A pedestrian system that can best be described as distinct layers that together form a single integrated that identified missing pedestrian and cycling plan. The components included: sidewalk links and an . A pedestrian system planning approach that identified missing sidewalk links, and reviewed the Town’s sidewalk programs and policies to evaluate how they can on-road and off-road better meet the needs of Richmond Hill residents; and designated cycling . An on-road and off-road designated cycling network that is integrated and built network that built upon existing facilities, connected neighbourhoods and key destinations, promoted utilitarian and commuting trips and supported public transit. upon existing facilities and key destinations The study approach that led to the development of the PCMP included the following six phases: form a single integrated pedestrian Develop Vision, Goals and Objectives – The first phase involved defining the purpose and approach for the study, as well as a consultation and communication strategy; and cycling plan. highlighting some of the benefits to walking, cycling and active transportation; initial meetings with Town staff and stakeholders; and the first public consultation event at Hillcrest Mall on November 15, 2008.

Introduction 1-3

first two phases of the study were summarized in a Background Report, including maps of existing and previously proposed pedestrian and cycling facilities at both the local and regional level, as well as key destinations within the Town of Richmond Hill; the findings from the benchmarking review; and interim online survey results.

Implementation Program, Priorities and Budget – Based on consultation with the Town staff and stakeholders, the draft pedestrian improvements and cycling network maps were refined and finalized, and an implementation strategy was developed which made recommendations for implementation of the plan; described a proposed implementation process and funding strategy; identified estimated costs and priorities for implementation; addressed liability and risk management; recommended monitoring implementation and performance measures; detailed recommended policies to support walking and cycling in Richmond Hill; and outlined a schedule for implementation of the plan. The implementation strategy forms part of this Master Plan report, and will guide the Town in bringing the plan’s recommendations to fruition.

Meetings with Advisory Committees, Consultation with Stakeholders, Presentations, Deliverables and Final Report – The findings and recommendations of the PCMP study were presented to the study advisory committees and stakeholders, and a final public consultation event was held at the Richmond Hill Municipal Operations Centre on May 23, 2009, as part of the Town of Richmond Hill’s National Public Works Week Open House. The Master Plan was documented in a comprehensive report which details the study process from beginning to end, and the final PCMP was presented to municipal staff and Town Council for final approval.

1-4 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

This introduction to Richmond Hill’s Pedestrian and Cycling Master Plan describes what the PCMP is, the vision and goals that guided the study, and the process that was followed to develop the Master Plan. Section 2 discusses the need for a plan in Richmond Hill by “making the case” for walking and cycling.

Introduction 1-5

Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

2.0 THE NEED FOR A PLAN

Developing a Pedestrian and Cycling Master Plan for the Town of Richmond Hill represents a significant undertaking for the municipality. This section describes the need for such a plan based on the local context of the Town, existing policies and initiatives by different levels of government, public demand for walking and cycling solutions, and the benefits of walking and cycling.

2.1 Local Context and How Richmond Hill Compares

Richmond Hill is a unique Town with various characteristics that distinguish it from other municipalities. The characteristics of the Town provide a “local context” that was an important consideration in developing a Pedestrian and Cycling Master Plan that meets the needs of Richmond Hill.

A benchmarking exercise was conducted in order to characterize the Town of Richmond Hill relative to other comparable communities in southern Ontario, and to provide insight on the local context for the study. In consultation with Town staff, the study team selected five municipalities for benchmarking. A “community profile” was generated for each municipality based on selected indicators from the latest publicly available Statistics Canada Census (2006) data. The indicators selected were:

. Total population; . Population density per square kilometre; . Land area; . Median age of the population; . Median household income; and . Mode of transportation to work/ mode share.

The community profiles are presented below in Table 2-1. The same data is presented graphically in Figures 2-1 to 2-6, and illustrates the comparison in community profile indicators across the six municipalities.

The Need for a Plan 2-1

Table 2-1: Community Profile Summary City of City of Town of City of Town of Town of Indicator Figure Cambridge London Markham Windsor Oakville Richmond Hill Total population Figure 1 120,371 352,395 261,573 216,473 165,613 162,704 Population density per square Figure 2 kilometre 1066.5 837.9 1230.5 1473.5 1195.2 1612.7 Land area (square km) Figure 3 112.9 420.6 212.6 146.9 138.6 100.9 Median age of the population Figure 4 36.4 38.2 38.1 37.5 38.4 37.8 Median household income (2005) Figure 5 $65,311 $53,684 $79,924 $50,884 $92,394 $78,976 Mode share Car; truck; van; as driver 81.6% 73.1% 73.8% 79.3% 73.4% 75.8% Car; truck; van; as passenger 9.9% 9.2% 8.8% 8.1% 7.2% 7.6% Public transit Figure 6 3.6% 8.6% 14.4% 4.3% 14.3% 13.2% Walked or bicycled 4.3% 8.2% 2.3% 7.1% 4.1% 2.7% All other modes 0.7% 0.9% 0.8% 1.1% 1.0% 0.8% Total 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% Source: Statistics Canada (www.statcan.ca), 2006 Census.

400,000

352,395 350,000 Figure 2-1 identifies the population of each of 300,000 the municipalities 261,573 selected for the 250,000 benchmarking review 216,473 200,000 based on 2006 Statistics

Population Canada data. 165,613 150,000 162,704 120,371

100,000 The population of these 50,000 mid sized cities vary from just over 100,000 0 to 375,000, with the City of City of Cambridge Town of Town of Richmond Hill London City of Markham Town of Windsor Oakville Town of falling just below the Richmond Municipality Hill average of the sample

Figure 2-1:Total Population surveyed (231,188) at 162,700.

2-2 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

1800

1600 1612.7 1473.5 Figure 2-2 compares 1400 the population density 1230.5 of each municipality. ) 2 1200 1195.2 1066.5

1000 837.9 The Town of 800 Richmond Hill, with a population density

Density (population per km km per (population Density 600 of 1613 people per square kilometer, has 400 the highest population

200 density of all six municipalities that 0 were compared.

City of City of London Cambridge Tow n of Markham City of Windsor Tow n of Tow n of Municipality Oakville Richmond Hill

Figure 2-2: Population Density

450 420.6 Figure 2-3 illustrates the 400 land area for each municipality and 350 indicates that Richmond Hill’s land area is 300 approximately 100 ) 2 250 square kilometres. 212.6 200 Area (km Richmond Hill is 150 146.9 112.9 138.6 similar in land area to

100 Cambridge, Windsor 100.9 and Oakville. 50

City of City of Cambridge Town of London City of Markham Town of Windsor Oakville Town of Richmond Municipality Hill

Figure 2-3: Land Area

The Need for a Plan 2-3

45 Figure 2-4 indicates the 40 38.2 38.1 36.4 38.4 median age for each 37.5 37.8 35 municipality. As illustrated in the graph, 30 all six of the municipalities have a 25 similar median age that 20 ranges from about 36 to Median Age (years) just over 38 years. 15

City of City of Cambridge Town of London City of Markham Town of Windsor Oakville Town of Richmond Municipality Hill

Figure 2-4: Median Age of Population

$100,000

$92,394 $90,000 Figure 2-5 identifies and compares the $79,924 $80,000 $78,976 median household income for the $70,000 $65,311 municipalities

$60,000 surveyed. $53,684 $50,884 $50,000

$40,000 The Town of Richmond Hill is Median Household Income Household Median $30,000 above the average

$20,000 median income of $70,255 for all of the $10,000 municipalities’ surveyed based on $0 2005 data. City of City of Cambridge Town of London Markham City of Windsor Town of Oakville Town of Richmond Municipality Hill

Figure 2-5: Median Household Income (2005)

2-4 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

Figure 2-6 illustrates one of the key indicators, 90.0% which is travel mode split. According to Statistics 81.6% 80.0% Canada the Town of 79.3% Richmond Hill currently 73.1% 73.8% 75.8% 70.0% 73.4% exhibits a walk/cycle mode split of 2.7%, which is comparable to 60.0% Markham at 2.3%.

50.0% It should be recognized that other municipalities,

40.0% specifically London and Windsor, have major Number of people of Number 30.0% universities/colleges and student populations that tend to rely on walking, 20.0% cycling and public transit 14.4%

9.9% as their primary mode of 8.8% 9.2%

10.0% 14.3% 8.6% 8.2% transportation. 4.3% 3.6% 13.2% 8.1% 7.1% 7.2% 0.7% 4.3% 7.6%

0.0% 0.9% Driver 2.3% 0.8% 4.1%

1.1% Passenger in car/truck/van

City of 2.7% City of 1.0% Cambridge Town of 0.8% Public transit London City of Markham Town of Walk or cycle Windsor Oakville Town of Other Richmond Municipality Hill

Figure 2-6 : Mode Split

The Town of Richmond Hill’s mode share, similar to the other municipalities surveyed, is dominated by the automobile, with a 2006 mode share of 75.8%. However, in a comparison of 2001 and 2006 Statistics Canada data, there has been a decrease of approximately 1.5% percent in the automobile “as driver” mode share. This reflects a minor shift over the last five years from driving alone to other modes such as automobile “as passenger”, public transit and walking or cycling.

In addition to the benchmarking analysis, historical weather data for Richmond Hill provides additional local context information. Weather data indicators relevant to walking and cycling include days with minimum temperature, days with rainfall, and days with snowfall. These key statistics, summarized below in Table 2-2, indicate:

. Seven months of the year with less than 15 days exhibiting a minimum temperature below zero degrees Celsius; . Nine months of the year with less than 5 days with rainfall of at least 5 mm; and . Six months of the year with less than one day of snowfall.

The Need for a Plan 2-5

Table 2-2: Historical Weather Data for Richmond Hill

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Days with Minimum Temperature <= 0 oC

29.6 26.7 25.4 12.6 1.3 0.0 0.0 0.0 0.3 5.9 17.9 28.0

Days with Rainfall >= 5 mm

1.8 1.6 2.8 4.2 5.1 5.4 4.4 5.0 4.9 4.3 4.4 2.7

Days with Snowfall >= 0.2 cm

15.0 11.2 9.3 3.3 0.1 0.0 0.0 0.0 0.0 0.9 5.7 12.6

Source: Government of Canada – Canada’s National Climate Archive (http://www.climate.weatheroffice.ec.gc.ca/) historical weather data for Richmond Hill weather station.

2.2 Existing Policies and Initiatives

This section identifies and discusses key policies that directly influence pedestrian and cycling in the Town of Richmond Hill. These existing policies provide an understanding of the existing policy framework and establish a base to build upon through the Pedestrian and Cycling Master Plan.

Policies pertaining to transportation including cycling, pedestrians, transit, trails and alternative modes of transportation are provided by the Province. York Region’s Transportation Master Plan, Pedestrian and Cycling Master Plan and the Town of Richmond Hill’s Official Plan, Transportation Master Plan (2006) and the 2001 Strategic Plan also provide cycling, pedestrian, transit and alternative modes of transportation policies. These policies should be referred to when developing and implementing the Town’s Pedestrian and Cycling Master Plan.

2.2.1 Federal

Transport Canada released a report in 2005 titled “Strategies for Sustainable Transportation Planning: A Review of Practices and Options”. The purpose of this report is to provide a foundation on which to build a set of guidelines for incorporating sustainable transportation principles into municipal transportation plans.1 Some of these principles include the creation of policies related to walking and cycling that can

1 Strategies for Sustainable Transportation Planning: A Review of Practices and Options, Transport Canada, 2005

2-6 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT be used to develop effective, implementable transportation plans that promote sustainable transportation on a federal level. Some relevant strategies and policies are listed below:

Integration with Land Use Planning

. Encourage desirable land use form and design (e.g. compact, mixed-use, pedestrian/bike-friendly) through transportation plan policies.

Environmental Health

. Identify strategies to mitigate the air impacts of transportation activities; . Identify strategies to mitigate the noise impacts of transportation activities; . Identify ways that transportation systems influence the achievement of the community’s economic and social objectives. Provide support in the plan’s strategic directions; . Recognize the importance of ensuring access to opportunity for disabled and low- income persons, recent immigrants, youth and the elderly. Set goals and objectives for reducing the need to travel, improving transit mobility, and preserving minimum levels of service on roadways. Identify related strategies; . Address the transportation needs of persons with disabilities, notably with regard to public transit service and barrier-free design in public rights-of-way; . Recognize the public health impacts of transportation activity arising through road safety, pollution and physical activity levels. Identify effective strategies to strengthen positive impacts and lessen negative ones; and . Recognize the impact of transportation related death and injury on quality of life and the economy. Set goals and objectives for multimodal road safety. Identify effective road safety strategies.

Modal Sustainability

. Identify strategies, policies, facilities and services to increase walking, cycling, other active transportation, transit, ridesharing and teleworking; . Recognize synergies and tensions among different modes (e.g. potential for multimodal cycling-transit trips, potential for modal shift from transit to ridesharing). Address possible implications for transportation objectives; and . Include objectives, strategies, policies, facilities and services to make transit operations more sustainable.

The publishing of this document and the recommended policies and strategies identified within it illustrate the federal initiatives currently being undertaken to develop national standards and practices and improve conditions for walking and cycling across Canada.

The Need for a Plan 2-7

2.2.2 Province of Ontario

The Provincial Policy Table, presented in Appendix A, summarizes the key Provincial Policies that impact cycling in the Town of Richmond Hill. The key policies are organized by themes. Policy areas that focus on cycling, transit, pedestrians, trails and alternative modes of transportation include:

1. Land Use and Development; 2. Bicycle and Trail Networks; 3. Transit; Bill 51 includes 4. Coordination; changes to the 5. Enforcement; planning process that 6. Integration; are intended to support 7. Maintenance; intensification, 8. Transportation Efficiency; and sustainable 9. Transportation Demand Management (Alternative Modes). development and The following provides highlighted information on relevant provincial policies. protection of green space by giving Bill 51 – Planning Reform municipalities greater Bill 51 includes reforms to the Planning Act, which provides the legislative framework powers, flexibility and for land use planning in Ontario. Bill 51 includes changes to the planning process that tools to use land, are intended to support intensification, sustainable development and protection of green space by giving municipalities greater powers, flexibility and tools to use land, resources and resources and infrastructure more efficiently. infrastructure more efficiently. Bill 51 is in line with Ontario’s recent policy shift towards sustainable land use development and planning. For instance, Bill 51 permits municipalities to require environmental sustainability design requirements for both individual buildings and entire neighbourhoods. It also adds sustainable development as a provincial interest in the Provincial Policy Statement.

Provincial Policy Statement

The Provincial Policy Statement (PPS) sets the foundation for regulating land use and development within the Province and supports Provincial goals. The PPS provides for appropriate development and protects resources of provincial interest. The vision of the land use planning system in PPS is that the “long-term prosperity and social well-being

2-8 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT of Ontarians depend on maintaining strong communities, a clean healthy environment and a strong economy”.2

The PPS promotes transportation choices that facilitate pedestrian and cycling mobility and other modes of travel. The term “transportation systems” under the PPS means a system consisting of corridors and rights-of-way for the movement of people and goods The PPS promotes and the associated transportation facilities, which include cycling lanes and park’n’ride transportation choices lots. Policies pertaining to transportation, such as cycling, pedestrians and transit are that facilitate dispersed throughout the PPS. pedestrian and cycling Municipal Act, 2001 mobility and other

The new Municipal Act, 2001 gives municipalities a broad new flexibility to deal with modes of travel. local circumstances, and to react quickly to local, economic, environmental or social changes. It recognizes municipalities as responsible, accountable governments with respect to matters within their jurisdiction.3 The Municipal Act, 2001 provides policies relating to the municipalities jurisdiction over municipal highways and the maintenance of those highways, which has an impact on cycling.

Highway Traffic Act

Bicycles are recognized as a vehicle, as defined in the Highway Traffic Act (HTA), which can operate on public roadways with the same rights and responsibilities as motor vehicles. However, bicycles are not permitted on controlled access freeways such as the 400-series highways and or any roadway designated by municipal by-laws. The Highway Traffic Act contains a number of policies relating to bicycles, including bicycle lanes on municipal roadways, vehicles interacting with bicycles, bicycles being overtaken, and regulating or prohibiting bicycles on highways.

Growth Plan for the Greater Golden Horseshoe

The Growth Plan for the Greater Golden Horseshoe was adopted in June 2006 under the provisions of the proposed Places to Grow Act, 2005. This Act implements the Province’s vision for developing stronger communities and managing the growth within those communities. The Province requires municipalities to take into consideration the policies and directives of the Growth Plan in their planning activities. The Growth Plan integrates and builds upon other key provincial initiatives, including the PPS, and municipal official plans must be in conformity with the Growth Plan.

2 Provincial Policy Statement, Ministry of Municipal Affairs and Housing, 2005.

3 Ministry of Municipal Affairs and Housing: ww.mah.gov.on.ca/userfiles/HTML/mts_1_7748_1.html

The Need for a Plan 2-9

With respect to pedestrian and cycling, the Growth Plan envisions that “an integrated transportation network will allow people choices for easy travel both within and between urban centres throughout the region. Public transit will be fast, convenient and affordable. Automobiles, while still a significant means of transport, will be only one of a variety of effective and well used choices for transportation. Walking and cycling will be practical elements of our urban transportation systems. A healthy natural environment with clean air, land and water will characterize the Greater Golden With respect to Horseshoe”.4 The Growth Plan provides broad-level policies that direct more pedestrian and cycling sustainable growth and development in Greater Golden Horseshoe and specific targets activity, the Growth for implementation among municipalities. Plan envisions that “an Greenbelt Plan integrated Ontario’s Greenbelt Plan works complementary with the Growth Plan for the Greater transportation network Golden Horseshoe by providing clear direction as to what and where should be will allow people protected from growth in Ontario. It builds upon the policy framework established in choices for easy travel the Provincial Policy Statement, and includes the lands and builds upon the ecological protection provided by the Oak Ridges Moraine Conservation Plan and the Niagara within and between Escarpment Plan, as well as supports and complements the Parkway Belt West Plan urban centres and the Rouge Park Management Plans. The vision of the greenbelt presented in the throughout the region. plan is to provide for a diverse range of economic and social activities associated with rural communities, agriculture, tourism, recreation and resource uses. The Culture, Recreation and Tourism goals for Ontario provided by the Greenbelt Plan related to cycling and pedestrian movement include:

. Provision of a wide range of publicly accessible built and natural settings for recreation including facilities, parklands, open space areas, trails and water-based shoreline uses that support hiking, angling and other recreational activities; and . Enabling continued opportunities for sustainable tourism development.

2.2.3 Metrolinx

Metrolinx, formerly known as the Greater Toronto Transportation Authority, was established in 2006 by the Government of Ontario. This agency of the Provincial Government was created in response to the need for a centralized organization to improve the coordination and integration of all modes of transportation in the Greater Toronto and Hamilton Area (GTHA). Metrolinx was tasked with developing a Regional Transportation Plan (RTP) for the GTHA based on a seamless, integrated transportation network, with a real focus on public transit, that will allow people and

4 Places to Grow, Growth Plan for the Greater Golden Horseshoe, Province of Ontario, June 2006.

2-10 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT businesses to move more easily from York and Durham, through Toronto, Peel, Halton and onward to Hamilton.

The RTP, adopted in November 2008 and entitled The Big Move: Transforming Transportation in the Greater Toronto and Hamilton Area, is primarily focused on enhancing and expanding public transit. In addition, the Plan includes a number of Metrolinx’s Regional proposed initiatives related to sustainable transportation, and in particular to active transportation (walking and cycling). The Plan explicitly notes that the active Transportation Plan transportation network includes on and off-road trails that accommodate non-motorized includes a number of travel. Included among the 10 “strategies” in the Plan are: proposed initiatives #2 – Enhance and Expand Active Transportation; and related to sustainable #7 – Build Communities that are Pedestrian, Cycling and Transit-Supportive. transportation, and in

Within each of these “strategies”, the Plan lists a series of specific priority actions and particular to walking supporting policies. Recommendations relevant to active transportation within the two and cycling. strategies identified above include:

. Plan and implement complete, integrated walking and cycling networks for the GTHA, including Toronto’s PATH system, that address key barriers such as bridges over 400-series highways, rail corridors and major rivers, and missing sidewalks on major roads. The cycling networks will bring every GTHA urban resident to within a maximum of one kilometre of a dedicated bicycling facility. This will be supported by a provincial funding commitment increased over time to at least $20 million per year for municipalities to complete the walking and cycling networks. . Create pilot bike-sharing programs in major urban centres. . Research, standardize and promote best practices to integrate walking and cycling in road design, such as scramble intersections, bike boxes, and signal prioritization . Implement or expand safe cycling training programs, similar to the Commuter Cycling Skills Course offered in the Vancouver area, or the CAN-BIKE courses offered by municipalities across Canada. . Undertake Active Transportation Master Plans and incorporate them into municipal Transportation Master Plans

2.2.4 York Region

York Region will be a key partner in developing and implementing the Town’s Pedestrian and Cycling Master Plan. The York Region Cycling and Pedestrian Master Plan (2008) is set to guide the Regional Municipality of York and its municipalities over the next 25 years and beyond to implement a comprehensive pedestrian system and on and off-road region-wide cycling network. The primary vision of the Master Plan is to create a pedestrian and cycling supportive environment that encourages both utilitarian and recreational travel by walking, cycling and using public transit. The

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cycling and pedestrian infrastructure is also included in the plan’s implementation schedule. The plan will be implemented in three phases based on feasibility, The York Region infrastructure and political support. These include: Cycling and Pedestrian . The first two phases from a recommended ten-year implementation plan, and Master Plan (2008) is includes both infrastructure and program initiatives and associated costs; and set to guide the . Third phase: longer-term strategy (year 10 to 25) Regional Municipality Pedestrian and cycling infrastructure will include the implementation of multi-use of York and its trails, bike lanes, paved shoulders, signed-only routes and sidewalks. The Region has municipalities over the developed a number of on and off-road cycling and pedestrian facilities on Regional next 25 years and roads in a conceptual cycling and pathways network, with several routes through the Town of Richmond Hill. The mapping presented in Section 4 includes these proposed beyond to implement a routes. comprehensive Relevant general recommendations from the Regional Plan include: pedestrian system and on and off-road . Improve the integration of cycling with transit by encouraging YRT to implement a bicycle racks on buses program and improve bicycle parking and pedestrian and region-wide cycling bicycle access at major transit stops and terminals network. . Investigate what other jurisdictions have learned in developing their own cycling maps . York Region would work to encourage pedestrian and cycling friendly streetscaping, urban design and pedestrian-oriented land development through the proposed inter-Municipal Working Group as well as the Municipal Streetscape Partnership Policy, the Municipal Pedestrian and Cycling Partnership Policy and through planning/design studies and development review where the Region and local municipalities and conservation authorities together have a role. . Investigate and establish a position and a process for working with local municipalities and interest groups who wish to designate a specific section of the Regional Pedestrian and Cycling Network as a recreational destination. . Work in conjunction with local municipalities to develop segments of the Regional network that are under local municipal ownership. . These principles, policy statements and infrastructure plans were key inputs to the Town’s Pedestrian and Cycling Master Plan.

2.2.5 Town of Richmond Hill

The Town of Richmond Hill has a number of policies, by-laws and plans that directly or indirectly affect active transportation. This section highlights some of these key documents.

The Town of Richmond Hill’s current Official Plan consolidation (1998) makes reference to pedestrians and cyclists in its reference to development related to

2-12 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

“pedestrian and non-motorized traffic”. The policy makes reference to the integration of pedestrians and cyclists into both new and redeveloped areas throughout the Town and developing linkages which will connect key destinations.

Section 2.2.3.7 of the Official Plan states the following:

1. In all new development and redevelopment, consideration shall be given to pedestrian and other non-motorized movement. 2. A system of pedestrian-ways linking activity centres shall be developed, where appropriate, in conjunction with development proposals. 3. A system of bicycle ways linking activity centres shall be developed, where appropriate, in conjunction with development proposals. 4. Parks and other open space areas should accommodate both pedestrian and bicycle ways. 5. Where a heavy volume of non-motorized movement has to be accommodated on major Arterial Roads, a bicycle way may be provided within or adjacent to the Arterial Road right-of-way. 6. Where sidewalks are provided within a road right-of-way, boulevards shall separate pedestrians from vehicles wherever possible. “Improving Our 7. Sidewalks should be provided within Urban Development Areas as follows: a. On both sides of Arterial Roads; Transportation b. At least on one side of Collector Roads; and System” was one of c. Along Local Roads where warranted. the action steps that It is important to note that due to the requirements outlined in the aforementioned Bill resulted from the 51 amendments to the Planning Act and several Provincial plans and policy Town of Richmond requirements, the Town is developing a new Official Plan based on extensive public Hill’s Strategic Plan input and an updated vision and goal for pedestrian- and cycling-related transportation routes throughout the Town. A draft of the new Official Plan is expected to be (2001). completed in early 2010.

In 2007, the Town initiated the People Plan Richmond Hill consultation process to help inform the Town’s new Strategic Plan and the new Official Plan. The Town of Richmond Hill Strategic Plan, “A Plan for People, A Plan for Change,” was completed in 2009. One of the action steps emanating from the Strategic Plan was “Better Options to Move Around,” which included the following objectives:

1. Construct and promote safe routes for cyclists and pedestrians; 2. Identify and Prepare for necessary infrastructure projects to support better transportation options here; 3. Pursue better use of roadways through high occupancy vehicle lanes and other improvements; and. 4. Promote and enhance the Smart Commute program.

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The Town has identified these objectives in order to “reflect the diversity of transportation needs expressed by the community and therefore address public transportation, road networks and non –motorized methods of transport such as cycling walking”.

The Strategic Plan was developed as an “umbrella document” which is used to provide guidance and direction for future plans, programs and services throughout the Town. One of these plans is the Town’s Transportation Master Plan, which was originally developed in 2007. Section 7.5 of the Transportation Master Plan recommends the development of a Pedestrian and Cycling Master Plan prior to 2011. The Transportation Master Plan is currently being reviewed and updated in light of recent Provincial-Regional transportation initiatives, and as part of the background work for the Town’s new Official Plan process.

2.3 Consultation Strategy and What We Heard

. The PCMP study steering committee / Internal Technical Advisory Committee; . External Technical Advisory Committee; Effective public . Public Information Centres; consultation is a key . An online web-based survey; and element to the . Written submissions to the study team and telephone conversations with the Town’s project manager. development of a meaningful pedestrian The strategy included specific objectives, which included: and cycling (active . To engage Town staff, Councillors, residents and stakeholders about the purpose, approach and findings of the Richmond Hill Pedestrian and Cycling Master Plan transportation) master (PCMP) study; plan. . To encourage stakeholders to participate in the study process; . To promote active transportation, particularly walking and cycling for residents of all ages; . To promote the benefits of combining walking and cycling travel modes with public transit when commuting; and

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. To encourage pedestrian and cycling friendly land development and reduce single occupant motor vehicle use.

Key messages were identified for the consultation strategy, which were:

. Active transportation (primarily walking and cycling) should be an important component of the Town’s and Region’s Transportation System; . The Richmond Hill Pedestrian and Cycling Master Plan will include recommendations to support a more connected and integrated local system of on- road and off-road pedestrian and cycling facilities; . Safety will be a key consideration when identifying improvements; and . Walking, cycling and other active transportation modes can provide significant environmental, health and economic benefits and improve the quality of life of all Richmond Hill residents.

Study Steering Committee / Internal Technical Advisory Committee

The Study Steering Committee / Internal Technical Advisory Committee (iTAC) was comprised of the Town’s project manager, representatives from Town departments including Engineering & Public Works, Planning and Development, Parks, Recreation An External Technical & Culture, Finance and the Office of the Chief Administrative Officer, as well as Advisory Committee members of the consultant team. This committee reviewed study materials through the course of the project and provided direct input to the study through regularly scheduled (eTAC) was meetings. established to provide a link between the External Technical Advisory Committee study team and An External Technical Advisory Committee (eTAC) was established to provide a link technical stakeholders between the study team and technical stakeholders in the development of the Master in the development of Plan. The committee was comprised of representatives from various agencies, municipalities and levels of government who were invited to participate in the the Master Plan. consultation process, including: York Region Transit; the York Region Planning & Development Services Department; the York Region Health Services Department; the York Regional Police; the City of Vaughan; the Town of Markham; the Town of Aurora; GO Transit / Metrolinx; the Toronto and Region Conservation Authority; and the Ontario Ministry of Transportation. eTAC meetings were held over the course of the study. The first, held on October 30, 2008, focused on the study vision, route selection principles, the Benchmarking Report and the existing pedestrian and cycling context within the Town of Richmond Hill. The

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committee was given the opportunity to review and provide comments on the material presented, including draft network maps. In addition, a draft copy of the Pedestrian and Cycling Master Plan Study Report was provided to all eTAC agency representatives for their review and comments.

Public Information Centres

Pursuant to the Class EA process for Master Plans of this type, two Public Information Centres (PICs) were held during the course of the study, one at Hillcrest Mall, the other as part of the Town’s National Public Works Week at the Town’s Municipal Operations Centre; both events were well attended.

The first PIC, held on November 15, 2008, focused on presenting the study vision, route selection principles and typical walking and facility types. Additionally, figures presented the existing cycling and pedestrian context, and gave residents the ability to comment on candidate alternative pedestrian and cycling transportation routes as well as provide input to where the Town should consider improving conditions for pedestrians and cyclists. Public comments from the first PIC were very positive and supportive about the Town’s decision to undertake the study, and also noted the need to improve walking and cycling connections along arterial routes and between neighbourhoods (specifically connections between the communities north of the Oak Ridges Moraine to the rest of the Town, south of the Moraine).

The second PIC, held on May 23, 2009, focused on presenting the draft network and network development approach for cycling network and pedestrian system and draft key proposed actions of the study. Additionally, maps were presented that showed the proposed PCMP network, by facility type and priorities for implementation. Residents and stakeholders were given the opportunity to comment on the material presented as well as provide comments on the Master Plan study in general. Comments received at the second PIC included stressing the need to: increase the continuity of the multi-use trail system in the Town; generally improve pedestrian connections throughout the Town provide more on-road bike lanes and designated bike routes; put more emphasis on education of drivers and cyclists in regards to proper behaviour by all road users; and provide adequate pedestrian and cycling crossings of Highway 407 and Highway 7.

All comments from both PICs have been documented in the Project Record.

Study Website

A website (www.richmondhillwalkandbikestudy.ca) was developed and maintained exclusively for the Master Plan study, with reference information, announcements, internet links, background documents, reports and public consultation materials that

2-16 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT were updated regularly and served as a central source for those interested in the study. The website was managed by MMM Group for the duration of the study and was handed over to the Town at its conclusion. The survey asked a series of questions Online Web-Based Survey about Richmond Hill As part of the PCMP study, a web-based survey was developed and hosted using the residents’ opinions online service SurveyMonkey (www.surveymonkey.com). The survey, which was regarding walking and issued early in the study and concluded on July 15, 2009, was also accessible from the PCMP study webpage and the Town’s main webpage. Surveys stations were also set up cycling and what they for use at PIC #1. think could be done to

Although not statistically valid, the survey results provided the study team with encourage them to important inputs to the study, including: walk and cycle more

. Reasons why people walk and cycle; often. . Commuting habits, travel times and distances; . How people might be encouraged to walk and cycle more often; and . Locations for new or better connected trails, sidewalks or on-road cycling facilities.

The final survey results are based on 74 respondents, of which 62 completed the entire survey. All responses are summarized and presented in Appendix B.

Key findings from the online survey include the following:

. Question 1 of the survey asked respondents to state their level of agreement with a series of statements. Of the respondents surveyed: 100% of respondents either strongly agreed or agreed that cycling and walking support healthy and active lifestyles; 94.4% either strongly agreed or agreed that cycling and walking present feasible alternatives to private automobile use for shorter-distance trips or when combined with public transit use; and 95.7% either strongly agreed or agreed that cycling and walking should be a key part of a comprehensive transportation strategy for the Town of Richmond Hill . Question 2 of the survey asked respondents to rank the important reasons why they walk or cycle. The top 3 reasons were: to get exercise / improve health; personal choice; and to save money. . Question 4 asked respondents to the state the approximate distance from their home to their workplace or school. Of all respondents, 47% stated that their approximate distance was less than 10 kilometres. . Question 7 asked “on a typical day, how many minutes is your one-way commute to work/school?” Of the respondents surveyed, 38.5% stated that their one-way commute was under 20 minutes. . Question 9 asked respondents to rank the top 15 improvements that might encourage them to walk or bike more often. The top five reasons listed were: more

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bike lanes or paved shoulders (on-street); more bike and pedestrian trails (off- street); improved pedestrian and cycling supportive community design; better connections to transit stops and key destinations (school, retail / employment node, community centre etc); and more sidewalks.

2.4 Benefits of Walking and Cycling

2.4.1 Recreation, Health and Fitness Benefits

Walking and cycling provide an enjoyable, convenient and affordable means of Improving active exercise and recreation. The most effective fitness routines are moderate in intensity, individualized and incorporated into our daily activities. transportation methods such as walking and In 2001, approximately $2.8 billion was spent on health care due to physical inactivity in Canada, which could be reduced by $280 million if physical activity was increased cycling and reducing by 10%.5 Our health system is shifting from protecting people from hazards in the automobile traffic can environment to developing healthy environments in which people can live. Evidence help make suggests that improved cycling facilities leads to increased bicycle use. Increased communities more physical activity such as walking, cycling and other trail related activities could help to reduce the risk of coronary heart disease, premature death, high blood pressure, livable by creating an obesity, adult-onset diabetes, depression and colon cancer. A more active population environment that is can reduce the cost of medical care, decrease workplace absenteeism, and maintain the pleasant and safe independence of older adults. without noise and Sedentary lifestyles have serious consequences for public health. The most visible is pollution, such as the sharp rise in obesity across Canada in recent years. Almost half of Canadians, ages greenhouse gases. 12 and over, report being physically inactive and 26% of youth between the age of 2 and 17 years old are overweight or obese (Statistics Canada 2005). In Canada, the prevalence of obesity has more than doubled in the last 20 years (Katzmarzyk & Mason, 2006).

Obesity is not simply a cosmetic issue, but is associated with serious health conditions, notably increased risks of diabetes and cardiovascular diseases. Physical inactivity

5 The Business Case for Active Transportation, The Economic Benefits of Walking and Cycling; Section 4.7.2; Go for Green, March 2004.

2-18 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT contributes substantially to the global burden of disease, death and disability. Increasing walking and cycling and reducing Canadians’ reliance on cars can increase physical activity levels, lower the risk of obesity, lower the risk of hospitalizations from asthma and address other health conditions such as heart disease, some cancers and type 2 diabetes caused by inactivity.

There are other health benefits in addition to the physical fitness gains. Cycling can enhance one’s mental outlook and well-being, improve self-image, social relationships and increase self-reliance by instilling a sense of independence and freedom. These can contribute to healthier and happier personal relationships, and improve work and school productivity.

Improving active transportation methods such as walking and cycling and reducing automobile traffic can help make communities more liveable by creating an environment that is pleasant and safe with reduced noise and pollution, such as greenhouse gases. This can help to encourage more social interaction within a neighbourhood and create a stronger sense of community. Cycling can provide a form of mobility for people who do not have regular access to an automobile and live in communities with limited transportation alternatives.

Making an investment to include walking and cycling in daily commuting habits and errands can help to promote a healthy and active lifestyle for Town of Richmond Hill residents.

2.4.2 Transportation Benefits Walking and cycling Walking and cycling are both popular recreational activities and a means of are both popular transportation that are efficient, affordable and accessible. They are the most energy recreational activities efficient mode of transportation and generate no pollution. The transportation benefits of walking and cycling include reduced road congestion and maintenance costs, less and a means of costly infrastructure, increased road safety and decreased user costs. For distances up to transportation that are 10 km in urban areas, cycling can be the fastest of all modes from door to door. efficient, affordable Canadians make an average of 2,000 car trips per year over distances less than 3 km. and accessible. They Surveys show that 66% of Canadians would like to cycle more than they presently do. are the most energy Seven in ten Canadians say they would cycle to work if there “were a dedicated lane efficient mode of which would take me to my workplace in less than 30 minutes at a comfortable pace”.6 These facts clearly demonstrate the potential for increasing the number of trips by transportation and bicycle. generate no pollution.

6 Ontario Trails Strategy, Ministry of Health Promotion, 2005, Province of Ontario.

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In Edmonton, a survey of 2,400 cyclists in 1989 found that 75% of reported bicycle trips were for utilitarian reasons. Almost 20% of the cyclists surveyed rode all year round, indicating that winter cycling is viable.

There is strong evidence that given complete networks of high-quality cycling routes, a significant number of people will cycle. The value of such complete networks is demonstrated in Davis, California and Boulder, Colorado. With 20% of trips by bicycle, these communities have the highest levels of bicycle usage in North America. This high level of cycling is facilitated by mature networks, which include bike lanes on almost all of their arterial roads and extensive off-road commuter bicycle paths. Residents can simply get on their bicycles with confidence knowing there will always be a safe route to their destination (British Columbia Cycling Coalition Budget Submission, 2007).

The addition of even a small volume of traffic to a congested road can create enormous A roadway can carry 7 delays for all users. In fact, at capacity conditions, increasing traffic by 5% can reduce to 12 times as many speeds by up to 25%. Congestion costs in Ontario were estimated to be $6.4 billion people per lane per annually and could grow by an additional $7 billion annually by 2021 without increased investment in alternative modes of transportation.7 Shifting a little traffic off hour by bicycle busy roads can create substantial time savings for individuals as well as for time- compared to that of sensitive commercial vehicles.8 motor vehicles in It has been estimated that due to rising gasoline prices, more than 10 million cars – urban areas operating mostly belonging to low income families – will disappear from families in the US in at similar speeds. the next five years, and a similar trend is expected in Canada (CIBC World Markets, 2008). Providing safe options for bicycle and pedestrian travel is going to become increasingly important for all communities, including the Town of Richmond Hill.

Typical roadway funding requirements include maintenance costs, safety and enhancement costs plus the addition of roadway capacity through lane widenings or additions. Furthermore, the costs for road construction, reconstruction and maintenance are usually paid for by road users through property and gas taxes. An emphasis on walking, cycling and other active transportation modes can result in a reduction in roadway costs. For example, bicycles are lightweight vehicles that take up little space and cause little wear and tear on a road surface.

7 Transportation Demand Management Strategy, City of Ottawa - TravelWise (Transportation, Utilities and Public Works), April 2003.

8 Transportation Demand Management Strategy, City of Ottawa - TravelWise (Transportation, Utilities and Public Works), April 2003.

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Road improvements to increase the safety of pedestrians and cyclists can and should enhance the safety of other road users. The U.S. Federal Highway Administration reports that paved shoulders on two-lane, rural roads have been shown to reduce run- off-the-road, head-on and sideswipe collisions by 30% to 40%. In addition, many municipalities have found that paved shoulders reduce maintenance costs related to shoulder deterioration, grading and snow ploughing.

A roadway can carry 7 to 12 times as many people per lane per hour by bicycle compared to that of motor vehicles in urban areas operating at similar speeds. It is also much cheaper to provide paved shoulders on a road for cyclists than to provide two additional motor vehicle travel lanes. A small portion of a municipality’s transportation budget can be used to facilitate high levels of bicycle use.

Another benefit of reduced car use is a decrease in the amount of parking spaces Short distance, motor required. Parking is a significant cost of operating an automobile. Encouraging more vehicle trips are the people to walk and cycle to work could lead to a reduction in the number of parking least fuel efficient and spaces required at a place of employment. Bicycle parking facilities could be provided in an existing surface or underground parking lot with no additional parking lot generate the most expansion required. pollution per kilometre. These trips 2.4.3 Environmental Benefits have the greatest Walking and cycling are energy-efficient, non-polluting modes of travel. Short potential of being distance, motor vehicle trips are the least fuel efficient and generate the most pollution replaced by walking or per kilometre. These trips have the greatest potential of being replaced by walking or cycling trips and cycling trips and integrated walking-transit and cycling-transit trips. Shifting to these modes can mitigate global climate change, local air pollution, photochemical smog, integrated walking- acid rain, water pollution and hydrologic disruptions, land use and noise pollution. transit and cycling-

Reducing the number of motor vehicles on the road reduces the number of pollutants transit trips. that are emitted into the atmosphere by motor vehicles. Climate change is another problem that can be mitigated by encouraging drivers to use other modes, or to travel outside rush hours. Motor vehicles, roads and parking facilities are major sources of water pollution and hydrologic disruptions due to such factors as road de-icing, air pollution settlement, roadside herbicides, road construction along shorelines, and increased impervious surfaces.

Noise refers to unwanted sound and vibration. Motor vehicles generate various types of unwanted noise that cause disturbance and discomfort to residents. This includes engine acceleration, tire/road contact, braking, horns and vehicle theft alarms. Bicycles make little or no noise, and are not disruptive to communities from a noise perspective. Automobile dependent communities require more land for road rights-of-way and

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parking than communities that are not as reliant on the automobile. Making communities less auto-dependant by providing infrastructure for alternative transportation modes, such as walking and cycling, can reduce the amount of land required to construct new communities, thus creating more compact subdivisions that make more efficient use of available land. There is ample 2.4.4 Economic Benefits evidence that on-road and off-road trails A study published by Go for Green in March of 2004 establishes a convincing Business Case for Active Transportation in the report entitled “The Economic Benefits of provide significant Walking and Cycling”.9 These benefits include a reduction in: economic benefits for . Road construction, repair and maintenance costs; adjacent landowners . Costs due to air pollutants and greenhouse gas emissions; and local businesses . Health care costs due to increased physical activity and reduced respiratory and cardiac disease; . Fuel, repair and maintenance costs to users; . Costs due to increased road safety; . External costs due to traffic congestion; . Parking subsidies; . Costs due to air pollution; and . Costs due to water pollution.

Benefits also include:

. The positive economic impact of bicycle tourism; . The positive economic impact of bicycle sales and manufacturing; . Increased property values along greenways and trails and in pedestrian and cycling friendly neighbourhoods; and . Increased productivity and a reduction of sick days and injuries in the workplace.

There is ample evidence that on-road and off-road trails provide significant economic benefits for adjacent landowners and local businesses. Trails provide benefits to the local economy during both construction and operation. Trail construction results in direct benefits such as jobs, including the supply and installation of materials.

Following construction, benefits emerge in the form of expenditures by trail users. A few examples include:

9 The Business Case for Active Transportation, Go for Green, Better Environmentally Sound Transportation - BEST, March 2004.

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. The Adanac Bikeway in Vancouver was completed in 1993 and bicycle volumes increased 225% during the period from 1992 to 1996; . Trails in New Brunswick employ around 1,500 people for an average of six months per year; . 70% of Bruce Trail users cite the trail as the main reason for visiting the area, and they spend an average of about $20 per user per visit within a 10 km corridor on either side of the trail; . Annual expenditures linked to La Route Verte rose to $95.4 million in 2000, representing 2,000 jobs and $15.1 million and $11.9 million for the governments of Quebec and Canada, respectively; . In 2002, Quebec hosted 190,000 bicycle tourists who spend an average of $112 per day and an average of 6.5 nights compared to $52 per day and an average of 3.1 nights spent by other tourists; . In Ontario, the Eastern Ontario Trails Alliance estimated that at the end of a ten year build-out period, 320 km of their system, constructed at a cost of $5.4 million, will generate approximately $36 million in annual economic benefits in the communities through which it passes, and create/sustain over 1,100 jobs; . The “National Human Powered Mobility Network” in Switzerland, comprised of nine national cycling routes totalling 4,500 km has an estimated annual economic benefit of $130 million from spending on food and lodging, with 4,500 tours and 24,000 room nights accounted for in 2008;10 and . According to the Dutch National Cycling Platform, tourists using their system annually spend an average of €20,000 per kilometre versus an annual maintenance and development cost of €110 per kilometre.

On and off-road trails systems can have varied levels of attraction for tourists. They can be travel destinations in themselves, encouraging visitors to extend their stay in the area or enhancing business and pleasure visits. By increasing the level of tourist draw, travelers can be expected to stay longer, resulting in an additional night’s lodging and meals, a major direct new benefit to local businesses. A 1997 survey of Canadian tourists active in the outdoors showed that 30% of Ontario tourists cycled on at least one occasion while on vacation. The Ontario Ministry of Transportation reported that touring cyclists spend an average of $130 per day in Ontario, and bicycle retail and tourist industry contributes to a minimum of $150 million a year to the Ontario economy. Bed and breakfast operators between Ottawa and Kingston report that the majority of their business is from touring cyclists. Cyclists in Vermont spend an average of $180 U.S. per day, the same amount as someone traveling by car.

10 Ontario Cycle Tourism Forum (January 23, 2009), Toronto, Ontario. Notes by Rob Romanuk, Region of Niagara Bike Committee.

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Bicycle manufacture, sales and repairs, as well as bicycle tourism, recreation and delivery services contribute to the economy with little to no public investment or subsidy. In 2002, Canadian households spend an average of $42 on bicycles, parts and accessories for a total of approximately $500 million.11

As outlined in this section, there is clear evidence of benefits associated with designing pedestrian and cycling friendly communities and encouraging people to walk and bike more often for both recreation and utilitarian purposes. Nearly every sector of our society and economy stands to gain by embracing and promoting walking and cycling. Promoting walking and cycling, especially through the development of an integrated on and off-road trail system that provides transportation and recreation options is a simple and obvious answer to these problems. Providing options that will encourage people to reduce their use of their personal automobile by walking and cycling more has the possibility of cutting health care costs, enabling Canada to meet our Kyoto obligations, and create sustainable, more liveable communities. Over the last ten years, the concept of community trail networks and Active Transportation has been gaining popularity because the health, social, environmental, and economic benefits are so substantial.

2.5 Why Richmond Hill Needs a Pedestrian and Cycling Master Plan

There are a number of reasons why there is a need for a Pedestrian and Cycling Master Plan in Richmond Hill.

The continuous population growth throughout the Greater Toronto and Hamilton Area (GTHA), and the simultaneous need for improved transportation and transit services have triggered both provincial, regional and local governments to provide further support to sustainable transportation initiatives. The Town of Richmond Hill’s Official Plan and Strategic Plan both speak to the need to provide for pedestrians and cyclists.

Other municipalities of comparable size have developed pedestrian and cycling or active transportation master plans within the last ten years and are taking steps to

11 The Business Case for Active Transportation, Better Environmentally Sound Transportation - BEST, Go for Green, March 2004. Section 4.5.4, pg. 24.

2-24 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT implement new infrastructure and promote active transportation. Governments, as well as businesses, other organizations and the public are increasingly recognizing the significant health, transportation, environmental and economic benefits of walking and cycling. Having a Council approved Pedestrian and Cycling Master Plan in place also significantly improves the ability of the Town to apply for and obtain funding from other levels of government to off-set the cost to local taxpayers of implementing this type of plan. These factors further confirm the need for a Pedestrian and Cycling Master Plan for the Town of Richmond Hill.

This section establishes the existing context and demonstrates the need for a Pedestrian and Cycling Master Plan for Richmond Hill. Section 3 focuses on the outreach elements that form part of the recommended PCMP.

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Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

3.0 AN OUTREACH STRATEGY TO SUPPORT WALKING AND CYCLING

A successful pedestrian and cycling network is one that is actively and properly used. To this end, a complete strategy to promote and facilitate walking and cycling needs to address the so-called “four E’s”, which include:

. Engineering – The way in which walking and cycling facilities and amenities are planned, designed, constructed and maintained. This topic is addressed in Section A complete strategy to 4. promote and facilitate . Education – Informing and educating users of the transportation system. walking and cycling . Encouragement – Promoting walking, cycling and the use of the pedestrian and cycling network. needs to address the . Enforcement – Ensuring that users of the pedestrian and cycling network adhere to so-called “four E’s” applicable rules and regulations, and penalizing those who do not. which include:

This section describes a recommended outreach strategy to address the latter three Engineering, elements, and makes specific recommendations related to education, encouragement Education, (promotion) and enforcement. Encouragement and Enforcement. 3.1 Education

Education can have a positive influence on the behaviour and attitudes of pedestrians, cyclists, motorists and the general public to produce safer conditions for all, and provide incentives to encourage more walking and cycling. Formal pedestrian and cycling education and training encourages people to use alternative modes, and can shift their transportation choices to walking and cycling.1

People of all ages and abilities should be educated on the proper use of the Town’s pedestrian system and cycling network for both recreational and commuting purposes. Implementing educational programs will teach proper pedestrian habits, improve cycling skills and raise public awareness of the benefits of walking and cycling.

3.1.1 Pedestrian and Bicycle Education Information

Making information easily available is a core element of any educational strategy. The Town should consider the implementation of pedestrian and bicycle education

1 Bike BIZ. “BikeAbility Training Converts Cyclists Says Research” (http://www.bikebiz.com/news/30845/BikeAbility-training-converts-cyclists-says-research), July 21, 2009.

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programs and partner with other groups, local municipalities, and agencies to educate residents on walking and cycling. Richmond Hill could follow the examples of other municipalities and organizations in developing a variety of educational materials. Examples of such materials from other jurisdictions are numerous, and could be adapted for a nominal cost for use in Richmond Hill. Many of these publications have a host of contributing partners, including Healthy Living, Ministry of Transportation of Ontario, Transport Canada, Health Canada and the Canadian Safety Council, as well as private sector sponsors. This underscores the importance of cooperation and the need to share expertise and resources.

Newsletters or digital e-newsletters could focus on walking and cycling, with information about existing and planned facilities, statistics, recommended routes and Educational destinations, safety and training information, and tips for pedestrians and cyclists. They information should be could also include information about initiatives by others, for example walking and developed in a cycling events (local trail organizations, charities, etc.), bike racks on buses (YRT and language and style GO Transit), bicycle parking at local destinations (businesses and Town / Regional facilities) and the benefits of walking and cycling (York Region Health Service, Health appropriate for the age Canada, etc.). group being targeted, The Town could also adapt / develop guides to walking and cycling that address such as children and specific concerns, such as those related to: seniors. . Implementation of the Pedestrian and Cycling Master Plan; . Pedestrian and cyclist safety; . Walking or cycling to school or work; . Winter / inclement weather conditions; . Particular age groups, such as elderly persons or young children; . The rules and regulations for pedestrians and cyclists, plus walking / cycling etiquette for on-road and off-road routes; . The benefits of active transportation (health, financial, environmental, etc.); and . Intermodal connections, for example between cycling and transit, or walking and carpooling.

Educational information should be developed in a language and style appropriate for the age group being targeted, such as children and seniors. Similarly, consideration should be given to the languages in which the materials are provided, given the prevalence in Richmond Hill of residents whose mother tongue is neither English nor French (over half the population in 2006).2

2 Statistics Canada. “Community Profile for Richmond Hill, Town” (http://www.census2006.ca/census-recensement/2006/dp-pd/prof/92-591/index.cfm?Lang=E), 2006.

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3.1.2 Distributing Pedestrian and Cycling Education Information

Information on pedestrian and cycling education could be provided to residents, employees and visitors to Richmond Hill through the following methods:

. The Town’s website, ideally via a specific web page(s) dedicated exclusively to pedestrian and cycling issues, with posted information, downloadable files, and links to other relevant walking- and cycling-related websites; . The production of hardcopy pamphlets and brochures to inform and educate residents on safe operating procedures for pedestrians, cyclists and other road and trail users, which could be made available at Town facilities (e.g. Town Hall, community centres, arenas, libraries, etc.), delivered as part of mailings (e.g. Councillor newsletters, resident information mailings, etc.), distributed at events (e.g. Town Public Works Week event, Canada Day celebrations, etc.) and circulated through community partners (e.g. York Region, York Regional Police, York Region Transit, etc.); and The Town should . The implementation of education programs through partnerships between the continue to encourage Town and Region of York, agencies, and other groups to educate Richmond Hill residents on walking and cycling in general. children to use

The same methods could generally be used for the distribution of promotional sustainable modes of materials, described further in Section 3.2. transportation such as walking, cycling and 3.1.3 Cycling, Walking and Children public transit, and The mobility needs of children are often overlooked in transportation and land use reduce their auto- planning. The Town should continue to encourage children to use sustainable modes dependency (through of transportation such as walking, cycling and public transit, and reduce their auto- dependency (through their parents) so they may be more inclined to choose active their parents) so they modes of transportation when they are adults. The University of Winnipeg-based may be more inclined Centre for Sustainable Transportation has studied these issues and produced Child and to choose active modes Youth Friendly Land Use Transport Planning Guidelines for Ontario. This document of transportation when provides reasons why land use and transport planning should be made more child and youth friendly, sets out 27 guidelines for municipalities or other agencies and provides they are adults. a discussion of implementation issues. Key excerpts from the Guidelines include:

. Guideline 4 – Identify where children and youth want to go or need to go and, to the extent possible, provide ways of getting there by foot; . Guideline 5 – Explore pedestrian routes used or to be used by children to ensure that they are as usable by them as possible; . Guideline 6 – Explore pedestrian routes to be used by children to ensure that they are as safe for them as possible; . Guideline 7 – For younger children, arrange walking buses and other means of supervision;

An Outreach Strategy to Support Walking and Cycling 3-3

. Guideline 9 – Ensure that sidewalks are always cleared of snow; . Guideline 10 – For older children and youth, ensure that destinations that cannot be a walk away are no more than a bicycle ride away; . Guideline 11 – For younger children, ensure that sidewalks are suitable for their tricycles and bicycles; . Guideline 13 – Ensure that bicycle riders are well provided for at intersections and have sufficient priority for forward movement; and . Guideline 14 – At destinations, provide secure, convenient bicycle parking.

The Guidelines should be considered by the Town as walking and cycling educational materials are developed, particularly for those that specifically target children and youth.

Education – Proposed Actions:

3.1 - Develop (or adapt from other jurisdictions) pedestrian and cycling education information, including regular newsletters and informational guides on specific topics.

One of the objectives 3.2 - Distribute pedestrian and cycling education information to Town residents and visitors by a variety of methods including the Town’s website, hard copy of this Plan is to distribution and partnerships with other groups / agencies. change the attitudes 3.3 - Consider the Child and Youth Friendly Land Use Transport Planning and behaviours of Guidelines as walking and cycling educational materials are developed, residents, employees particularly for those that specifically target children and youth. and visitors within the Town, resulting in a 3.2 Encouragement higher number of In order to encourage residents, workers and visitors in Richmond Hill to walk and people of all ages that bike more often, a strong and focused range of programs aimed at encouraging and walk and cycle, and a promoting walking and cycling, as well as a supporting marketing strategy and convenient infrastructure, is required. One of the objectives of this Plan is to change the greater frequency of attitudes and behaviours of residents, employees and visitors within the Town, walking and cycling resulting in a higher number of people of all ages that walk and cycle, and a greater trips. frequency of walking and cycling trips.

3-4 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

3.2.1 Community-based Social Marketing

People can be encouraged to adopt more sustainable transportation habits, including walking and cycling more often, through community-based social marketing (CBSM) 3. CBSM is a practical approach that stresses direct contact among community members and focuses on removing structural barriers that prevent people from changing their behaviour. A CBSM program involves five steps:

1. Identify the desired behaviour change; 2. Identify barriers; 3. Design the program; CBSM is a practical 4. Pilot the program with a small segment of the community; and approach that stresses 5. Evaluate and improve the program on an ongoing basis as it is implemented. direct contact among A number of examples of CBSM programs from other communities show how public community members attitudes and behaviours can effectively be influenced, and include “tools” such as: and focuses on . Obtaining a commitment – People are asked to pledge or agree to carry out a removing structural specific action (example: the City of Mississauga’s “Towards an Idle-Free Zone” anti-idling campaign asked drivers to commit to reducing the frequency and barriers that prevent duration of engine idling and to declare their commitment by placing a decal on people from changing their vehicle’s windshield). their behaviour. . Prompts – Prompts are used to remind people to perform a particular action (example: the City of Ottawa’s “Walk the Talk” program provided participants with a bright yellow card and memo holder to remind them to track their walking, cycling and transit trips). . Personalized communication – Information is tailored to a target audience’s specific needs, with particular information and images (example: the City of Vancouver’s “TravelSmart” program provides a form to interested households with which they can request specific materials on select topics that suit their travel needs, be it transit maps, cycling guides, trail maps, bike shop discount coupons, etc.). . Norm appeals – Making group standards, or the behaviour and attitudes that people observe around them, more apparent to encourage a desired behaviour (example: the national “Commuter Challenge” encourages the senior staff of participating workplaces to lead by example in adopting more sustainable transportation choices for their commute). . Word-of-mouth – Information that people hear from family, friends or colleagues, which they often respond best to because it comes from someone they trust (example: the City of Seattle’s “In Motion” initiative provided lawn signs to

3 Transport Canada Urban Transportation Showcase Program. “The Role of Community-based Social Marketing in Supporting Active and Sustainable Transportation”, May 2008.

An Outreach Strategy to Support Walking and Cycling 3-5

participants who received information about travel options, stimulating conversation within their neighbourhoods about the program). . Overcoming specific barriers – Information or initiatives targeted at specific issues or groups that have been identified as significant (example: British Columbia’s “Bike Smarts” program provided specific information about bicycle safety to parents and children, since this was identified as the primary concern for parents). . Incentives and disincentives – Rewards for desired behaviour or punitive measures for the behaviour being discouraged (example: the Government of Canada’s change to the Canadian Income Tax Act to make the cost of monthly transit passes deductible in order to encourage regular transit use). . Feedback – Demonstrating the outcomes, particularly the positive impacts, or behaviour changes (example: the successes of the City of Boulder’s “Go Boulder” program were publicized in local newspapers and on the community television channel, highlighting the results of the program’s initiatives aimed at encouraging residents to shift to more sustainable travel modes).

A comprehensive The Town should apply the principles of CBSM in its marketing and promotional efforts related to the PCMP. approach should be put

in place to encourage 3.2.2 Leadership by Example municipal employees Expanding the utilitarian walking and cycling population will be essential to reaching to walk or cycle to future mode share targets. To achieve this, employers should be motivated to work, and to combine encourage and support walking and cycling among their employees. The Town of these modes with Richmond Hill can show leadership in promoting walking and cycling and set an example for others to follow. transit for longer distance trips. A comprehensive approach should be put in place to encourage municipal employees to walk or cycle to work, and to combine these modes with transit for longer distance trips. A Pollution Probe Survey in 2001 provided information on the number of employers in the United States and Canada that have included walking / cycling- supportive initiatives and programs to encourage more employees to walk or ride their bicycles to work and decrease the use of single-occupant motor vehicles for work related trips.4 Initiatives included bike racks, showers, lockers, cycling subsidies and transportation allowances. As well as fighting congestion, these programs reduced expenses, increased workplace morale and were considered a valuable employee recruiting and retention tool.

The Town can lead by example in encouraging walking and cycling by:

. Offering a pool of bicycles for use by municipal staff on business trips, rather than motor vehicles;

4 Pollution Probe. “North American Workplace-based Trip Reduction Programs”, November 2001.

3-6 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

. Encouraging the private sector to partner with the Town to develop a bike share program, whereby bikes are made available to registered users to sign-out for short-term use; . Provide a form of compensation to municipal staff who use their own bikes for work purposes, similar to the compensation offered to staff for the use of their motor vehicles; . Create an incentive program and develop contests for employees who walk or cycle to work, perhaps based around car-free commuter days; . Organize a bicycle mentoring program that allows employees who want to cycle to work to find a colleague with whom they can share the ride; . Make CAN-BIKE courses available to all Town staff to maximize their exposure safe cycling skills when commuting to work and using a bicycle for municipal business; . Ensure bicycle access to all Town-owned buildings by conducting an inventory of trip-end facilities available at these buildings, then create a prioritized schedule to install expanded or new facilities; and . Incorporate trip-end facilities within building lease negotiations.

In fact, the Town of Richmond Hill is already leading by example through its support and participation in Smart Commute 404-7, the local Transportation Management Association (TMA). Smart Commute 404-7 is a non-profit association based in Richmond Hill and Markham that helps employers and employees with commuting options that reduce traffic congestion and improve the environment. The organization’s initiatives include encouraging walking and cycling as more sustainable modes of transportation through events such as the “Clean Air Commute” and “Bike to Work Day”, and the Town already supports and participates in these events. The Town’s existing role as a partner in Smart Commute 404-7 represents an opportunity for synergies in terms of the development and distribution of promotional materials related to walking and cycling in Richmond Hill, particularly related to utilitarian (e.g. commuting) uses. The Town should capitalize on this existing relationship when refining and implementing its outreach strategy for encouraging walking and cycling.

3.2.3 End-of-Trip Facilities

The use of the pedestrian system and cycling network can be encouraged by making their use more convenient for users through the provision of end-of-trip facilities. These facilities provide support to users at destinations, which in many cases is essential to facilitating walking and cycling.

End-of-trip facilities that encourage walking and cycling include:

. Showers and change facilities at workplaces, which helps to promote walking and cycling for utilitarian purposes. Lockers can be used to store personal belongings

An Outreach Strategy to Support Walking and Cycling 3-7

such as cycling accessories, in-line skates or a change of clothing. Businesses or institutions with more than 20 employees / students commuting by foot, bicycle or in-line skates should be encouraged to offer these facilities. . Convenient and secure bicycle parking and storage, which is a necessity for most cyclists. Bike racks can be provided for short term use, while bike lockers or a bike cage are more appropriate for long-term use.

The development of end-of-trip facilities should be a priority for the Town in implementing the PCMP. These facilities encourage walking and cycling by making active modes of transportation more feasible and convenient for residents and workers.

3.2.4 Intermodal Connections

Facilitating intermodal connections – particularly between walking or cycling and public transit – is another way of encouraging walking and cycling. A longer distance trip (generally greater than 10 kilometres) may not be feasible by walking or cycling alone, but may easily be completed as a chain of trips that incorporates public transit in addition to walking or cycling. This trip chaining effectively increases the feasible trip distance that a person can make without the use of a personal vehicle, and thereby makes walking and cycling more viable transportation options. Similarly, trip chains can also incorporate trips by car, for example in the case of a person who cycles from home to a Park-n-Ride lot to catch a ride with a carpool.

The Town can encourage walking and cycling as part of trips that incorporate intermodal connections by:

. Providing and maintaining pedestrian (sidewalk) access to transit stops and stations, including prioritizing the clearing of snow from sidewalks on transit routes and connecting to transit stops / stations; . Encouraging York Region Transit and Viva to provide bike racks on all buses, and GO Transit to designate areas within GO Trains for bicycle storage; . Encouraging York Region Transit, Viva and GO Transit to ensure the provision of secure bicycle parking at major transit stops, nodes and terminals; . Promoting the use of bike racks on buses and bike racks at bus stops by Town residents and workers; and . Promoting walking and cycling as part of longer distance trips combined with public transit and carpooling.

3.2.5 Walking and Cycling Maps

The Town’s “A Guide to Parks & Trails in Richmond Hill” is an excellent map for showing residents and visitors the various parks and off-road trails that are available for use throughout the Town. The map also shows destinations and amenities such as GO stations, the library, washrooms, picnic areas and parking. By keeping this map up-

3-8 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT to-date and available to the public, the Town essentially has a pedestrian map that shows the information that people need for walking trips. Consideration should be given to showing transit information on the map, such as Viva and YRT routes and a similar map should be developed for cycling in the Town. It could be based on the Parks & Trails map, and show the same destinations and amenities, as well as on-road and off-road cycling facilities plus recommended cycling routes / circuits. Alternatively, walking, cycling and trails information could be combined on a single map, however the clarity and legibility of the information would have to be ensured.

The Town should develop the map(s) and update them every one to two years thereafter. The maps could be made available to the public at a nominal fee to generate revenue that can then be reinvested in future map editions and used to fund educational initiatives, or provided at not cost to residents. The current City of Ottawa cycling map is sold for $2.00, while the City of Toronto’s cycling maps are available free of charge.

3.2.6 Active and Safe Routes to School

Children’s daily trips to and from school represent a significant opportunity for increasing walking and cycling in Richmond Hill. The trips made most regularly by children are to and from school, although these trips are less and less often made by walking or cycling. In a typical community, 20-25% of person trips during rush hour (peak period) are travel to and from school.5 Active and Safe Routes to School (ASRTS) is a program administered by Green Communities Canada that promotes the use of active and efficient transportation for the daily trip to school, addressing health and traffic safety issues while taking action on air pollution and climate change.

The Town should work with ASRTS, the York District School Board, York Catholic District School Board, and local schools to implement initiatives such as IWALK (International Walk to School Day), Walking School Buses, Walking / Wheeling Wednesdays, neighbourhood walkabouts, and other initiatives aimed at encouraging children to walk and cycle to and from school more often.

Encouragement – Proposed Actions:

3.4 - Apply the principles of community-based social marketing in marketing and promotional efforts related to the PCMP.

5 Active and Safe Routes to School (Green Communities Canada). “Ontario Walkability Study”, May 2001.

An Outreach Strategy to Support Walking and Cycling 3-9

3.5 - Lead by example in encouraging walking and cycling by implementing walking and cycling supportive initiatives at Town facilities and for Town employees.

3.6 - Capitalize on the Town’s existing relationship with Smart Commute 404-7 when refining and implementing the outreach strategy for encouraging walking and cycling.

3.7 - Make the development of end-of-trip facilities – such as bike racks, bike lockers plus shower and change facilities – a priority in implementing the PCMP.

3.8 - Encourage multi-modal trips that integrate walking or cycling with other modes, particularly transit, by providing and maintaining sidewalk connections to transit, as well as promoting bike racks on buses and bike racks at bus stops.

3.9 - Continue to produce the Parks & Trails (pedestrian) map, and revise it to include cycling or produce a similar map for cycling, and update the map(s) every one to two years.

3.10 - Work with Active and Safe Routes to School (ASRTS), the Halton District School Board, Halton Catholic District School, and local schools to implement ASRTS initiatives that encourage children in Richmond Hill to walk and bike to and from school more often.

3.3 Enforcement

Enforcement is key to pedestrian and cycling safety, with the principal objective of reducing incidents causing property damage, injury and death. It is important to note that enforcement should be applied to all sidewalk, road and pathway users, not only pedestrians and cyclists, since all should be aware of proper operating procedures in the vicinity of pedestrians and cyclists.

3.3.1 York Regional Police

The responsibility for enforcement rests primarily with the York Regional Police, who are already active in educating and enforcing pedestrian and cycling safety in Richmond Hill. As with each district within York Region, Richmond Hill has a Community Oriented Response or “COR” Unit. These units use officers on bicycles during the cycling season to undertake traffic enforcement, patrol special events, and patrol parks at night alongside municipal by-law officers. There are also Street Beat officers, teaching safety information to secondary school students in the Town. York

3-10 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

Regional Police Services also offer safety information on their website (www.police.york.on.ca).

The York Regional Police are also partners in the Town of Richmond Hill Road Watch program, a community driven program that provides citizens with a means to report dangerous or unlawful driver behaviour. This program is another tool that supports enforcement of proper use of the Town’s pedestrian and cycling network, particularly related to the behaviour of motorists.

To strengthen the effectiveness of enforcement in Richmond Hill, the Town, in association with York Regional Police Services, should consider the following:

. The creation of cycling patrols and safety blitzes along walking and cycling routes and pathways enforcing safe operating procedures for pedestrians, cyclists and other sidewalk, road and pathway users; . The collection of accurate cycling collision data in an effort to help identify any potential problem areas as well as safety and enforcement priorities; and . The development of materials to inform pedestrians and cyclists about the steps they should take if they are involved in a collision. The York Regional It is important that police officers receive instruction in the proper training of cyclists Police should continue and cyclists’ rights, and understand the operating characteristics of bicycles to better to be an active identify causal factors when investigating cycling collisions. Once trained, officers can aid in the instruction of safe cycling at special events. The York Regional Police should member in the continue to be an active member in the development and delivery of cycling safety development and programs in the Town and throughout the Region. delivery of cycling safety programs in the 3.3.2 Town By-Law Enforcement Officers Town and throughout The enforcement activities of York Regional Police may be supplemented by the the Region. Town’s by-law enforcement officers, although Town by-laws generally do not relate to pedestrian and cycling issues. In some cases their involvement may be required, for example where a parked vehicle obstructs a sidewalk and interferes with pedestrian access (i.e. enforcement of the Town’s parking by-laws).

Enforcement – Proposed Actions:

3.11 - Continue to enlist the services of York Regional Police to educate local residents on pedestrian and bicycle safety.

3.12 - Continue to conduct cycling patrols and safety blitzes along walking and cycling routes and pathways.

An Outreach Strategy to Support Walking and Cycling 3-11

3.13 - Encourage York Regional Police to analyze Richmond Hill’s pedestrian and cycling collision data and develop materials to make collision reporting easier for pedestrians and cyclists.

3-12 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

4.0 THE RECOMMENDED PEDESTRIAN SYSTEM AND CYCLING NETWORK

This section describes the existing pedestrian system and cycling network within Richmond Hill; destinations, opportunities and barriers that were identified; and the approach to developing the recommended pedestrian improvements and cycling network. A route hierarchy is presented, as well as recommended pedestrian improvements and cycling network and the typical facilities that are proposed. These include on-road bike lanes, signed-only bike routes, in-boulevard multi-use trails, off- road trails and sidewalks, but could also include new and emerging facility solutions. The network is based The network is based on a grid of north-south and east-west routes that builds upon existing transportation corridors and linear park and valley corridors. on a grade of north- south and east-west 4.1 Existing Network routes that builds upon

The first key phase in developing and improving a pedestrian system and cycling existing transportation network involved preparing an inventory of existing and previously proposed corridors and linear pedestrian and cycling facilities in Richmond Hill. This was crucial in order to park and valley understand where and what types of facilities currently exist or have been proposed corridors. throughout the Town.

The Town provided the study team with a Geographic Information System (GIS) database and digital aerial photography for the entire municipality. The information included:

. Existing and proposed roads; . Existing sidewalks and walkways; . Points of interest and attractions (including recreational facilities and schools); . Existing trails; and . Parks, lakes and rivers.

A significant amount of background material was reviewed in developing the inventory of existing and previously proposed facilities. The following sources were incorporated directly into the inventory mapping:

. Town of Richmond Hill Trails Master Plan . A Guide to Parks & Trails in Richmond Hill . York Region Pedestrian and Cycling Master Plan . Regional (Viva) and Inter-regional (GO) Transit networks

The Recommended Pedestrian System and Cycling Network 4-1

All of the information available was then used to prepare context maps showing existing and previously planned pedestrian and cycling facilities in the Town of Richmond Hill.

4.1.1 Existing Cycling Context

Figure 4-1 shows the existing cycling context within the Town of Richmond Hill, this map includes other relevant features, such as municipal boundaries, the street and highway network, GO Transit stations, parks and major watercourses.

4.1.2 Existing Pedestrian Context

Figure 4-2 shows the existing pedestrian context within the Town of Richmond Hill, which includes existing and previous planned sidewalks and trails. Also illustrated on the map are other relevant features, such as municipal boundaries, the street and When developing and highway network, GO Transit stations, parks and major watercourses. improving a pedestrian system and cycling 4.1.3 Major Destinations network, it is also When developing and improving a pedestrian system and cycling network, it is also important to identify important to identify major or potential attractions and destinations. These include key recreational, commuter and utilitarian destinations for pedestrian and cyclists as well as major or potential natural areas such as parks and conservation areas, public lands and prominent vistas. attractions and Other attractions and destinations typically located in urban areas include major destinations. commercial and employment centres, educational institutions, municipal buildings and civic centres including libraries and recreational facilities. Figure 4-3 shows key attractions and destinations throughout the Town, such as the following:

. Richmond Hill Regional Centre . Downtown Local Centre . Oak Ridges Local Centre . Yonge and 16th Key Development Area (KDA) . Yonge and Bernard KDA . York-Central Hospital Local Development Area (LDA) . Newkirk Go Station LDA . Bayview and Major Mackenzie LDA . Highway 7 and Leslie Employment KDA

This information was used to assist in confirming existing or improved pedestrian and cycling access may be warranted.

4-2 MMM Group Town of Pedestrian and Cycling Master Plan Study RICHMOND HILL www.richmondhill.ca FIGURE 4-1

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AN S E S ! T S H L S R E U L G L U P E C N U A A N aÆ Q UE A M ARK AVEN H A DRIVE O E 4 R P FORMOS

O N V C T D T U R M C R R C T FO S D A N E A BE L R GE COU A LEY DRIVE ITTRED L E K R L R P P S A T G R L

E U T M E U I UE E V N OAK AVEN C L E OLD A S O H G E R Y R D Y E

C A T R T I UE UTURA AVEN RR F N U V S E E B R E IL D A B E 4 E B N ET I T I TRE 0 MILL S O R H R N T A 4 P L LE O V O T T S NT E T STREE RESCE E LOP C IER C SC

T STREET DUN O T CART AL GALA CRE Y H T UR ! IG R Y S WR H E W E E JONAGO W E G U L O VEN N SIDE A D T N WAY T R H E A E C A N AD T T O N R EY R O A LL N HE W S R N L E R T U S E T W A O R T A L O C T R Y E T L E L L S P A N S U

W E T R E E E N N LL R O I C R A E H RE L ERE CRESC Y S C R ELVED T C U R C B D R N E G N L Y O T U M BA F T C S A M O T OV TRY C I D S EN E H

H I D A R R A N B I L E S E A S E G O D P H L H I H I E C L R E N Z M G H NT G CE R S D B RE T I T C R D STREET AI LPINE MON N RICH A C R E E T E A E E D NU B AVE R E I RD O E N R TF G

T V E V A NT W ! E RESCE ERT K I CKPORT C N HERB H O R S R I E R U C R

T R I D T F A H S T D U O E

M S Y C T I AS E S RE STREET O ENT R Z E C D

R City of T X A N S D OA E D AD R TE R O RMS E E FA I T E H E ES J ROAD TREET W S N ENTRE S T U S AVENUE O C S I AM K T S L RE

Y U VER ST

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L C A E A R Rich U E E mond H il B T l L O R O M S

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S A E I N BROOKE C N CRE LANE S R V NI S K E H I T O S N C D ESCE

Y E CR IVE T N S EMINI J

K DR T R G OO ! A BR H T

KERRY EN CRESCENT K A E C S S D L B I T M E L R M O A T

T E N E C O O S F N R

A C E B R F

Y G

Sta V R E E E O E ti on S A R U E C

NUE U RNE AVE S E LO T E S

Z H RTIC R I R I N W I N

ENT P SC G T 4 D CRE N T

T RNOL B A O 0 COURT L T R A E O 4 P

V S O O K E DRIVE L DRIVE CARRINGTON E G Y N H D W UNSMORE C R R H C VENUE E T EW A S S EVI ROS O EA N C IVE A DR E E ZIE D EN

N K !

R C A T S R M

T JO E A RIV TAL D O M YS CR AVENUE U CASSATA

T T 4

Vaughan H S EA 0 E 4 RIV E D Y I A ALLEN COURT ENZ ACK W R M H O G MAJ I ST

IVE EA H ! MAJOR MACKENZIE DR

A S

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E R KHAM ROAD X OLD MAR E HILL

A H N U Æa M H V EST C N R B

E W E IV T ZIE DR A N E O ACKE E R M S JOR C MA L U N I aÆ P S D M T

R E A H

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S F D

F V N !

B O I E O E L S C E L R O

E A N R E T O E X A O I AM DRIV T D CR T NH N E N AR K L E W V SCE F O

T E K L S E A E E U VENU A R L OD O I R X MWO L EL E L U B T E P E V O R E Y E A C O N N H A O H M R E

V U D

A V H C U E I O NU A O M P T VE R H KIN OD A N S MWO E L ST EL N RE V E E T D R U E E R S L N I A U N E

S E L T N R T R CRESCENT D CEN OR U ES R E E D A CR N E D R U L ND R V SA H E S M S N N I CA U V A R D U G A A

E O A V A C H U E STEP O E H I R IE I P E O G N C V C C S ' V I R C ENT T E SC O R RE W R R M Z O E R E L A VENUE E I E U ENLOCK A U W E D A N T H A E V N

A T I A W ! H R R R E R D M S E

U V E U T D I T N K C

S D O R I N Y A E V N A G C C U T I 4 G I A U V

E T E S A N 0 O T B M B

S I R E E 4 O E M O D C S A S A

E S N C T Y N U N S E R E E R D E U C R LIPPINCOTT CO A P D O I U L U AVENUE X ER N U L LM O PA W V R E S H E S J E M

E T T H V A V ! A I UE S T N D A ALMER AVE A I P

N V C E R R E Legend IL R M W E

L O O D X E A G N UNT CR F T ES U C W O CENT E NORTH M E E ENT F U ESC A R CR B E PALISE G R R O R S NUE H IN T E VE O U A V R E ALE ISD U L T T BO I K EV G D A S E N R O D T

M H C

N C E 4 E O V I

E N 0 T U I E H Z

N E O T 4 EVARD M UL N O E C G B G W R IN M T HARD L Y L TH A E U U T CENT SO A IN LISER CRES C YFAIR COURT PA K W VE C O I MCCALLUM DRI RE ET S R R S TRE N T HAM S I C C N BING K G H E R 'S R E E C A E R

NT O RESCE S ! GRAY C OS O E M G U B C T S A GA N S E N A D H R E N C L V EA O O L V L E T URY COURT T I N J NT Y CANTERB A U CE N A H REET MARY GAPPER CRES H E ILLINGER ST E A F A BR R M C R T E H AN EE S T T URT LUND STR IV K D EPSIDE CO E C A STE R A R C G S D T C S RT N R O E O BY COU T K D L A E C URT C S

O Y I ST R O T R DW C A GUIL D P A L M S AN R C ES AV Existing Trails Network M E

E E N R R E NUE L ARCHWOOD C NO E E R L E T R E H N GREENHILL AVENUE

U E E

T O T ! C R N N G O T O AY AVENUE T D

M R S

A V

DUNB WELDRICK ROAD EAST O D

N E L S V

D E T R E CRESCENT I DAL R T STOCK R ERY COUR D F AV (Source: A Guide to Parks & Trails in Richmond Hill)

A I

H V E

W I T

ENUE T E ORD AV E OSIE DRIV ALLEYF D J V H A

MARSI ROAD O AD O O I I R E S E N V

R B ES MA TA DR R A IVE V W BR O B I OKSHIL

R L CRES !

R CENT R N

T I

G D O COURT D

MONTAN A

H A

Y V

T O

C E A B

E D R OA

URST R E D U EH IV YONG W DR N O V HILLSVIE

A L E U A

R Existing Hard Surface Trail K N O E E NT T T O E E U LD C EMBERTON ROAD DRIVE PARK LA R ES

P SA N R M IS E E N AR T E CL N WINGATE C T

A R L

M E N E A

N E A

A C C I IL GRAYDON CRESC

G S S

W D !

E R I E IVE A S AR DR D R R O P T T

T S C S C O

ORRENTO DRIVE T R S T W A Y U T H E N A Existing Soft Surface Trail E E L IG E T O C V R CRESCENT E A C S N S I Y CRE D K BLUESK T COURT R R G HEAD INA C N FO SABR C RD AVENUE I N M

E D S H A I O O W K T T X E O U aÆ N E D P N R N

R I L A T T !!!!!!!!! E O R A S H

T H E C N ! E D S C R S S VA SA DRIVE N W L E S S N YTT UL O E ON BO U Y Existing On-Road Connection R L EST S R I WELDRICK ROAD W C E C O

S UR P Æa N T R E T LANE I MOONLIGHT R N D N E E G RIV R ATE B C H DRUMERN CRES D A G O C E D W E EN S N L AD H N I T N B A O O LL V E E W R D Y E D RI E D R

R L R E R Y L A A ! Y

V C I T N R G G I E E VATORTY LAN L R SER G T E E A OB G L A O M H D R L BAIF BOULEVAR E R T R F E R T G Planned Regional Cycling Network

A E D U OO W D K

B O R C T N R B C E Y R K A E

E S T OURT R S N Y C GRE Y RIDGLE F C C

T E E S F S N C T N O R R L E UL R O L

C B E E M C HIL HOL V A L

L T S S A CE L H R LE E NT I N U LAW CR D T S

E H IGH C D R S C E O (Source: York Region Pedestrian & Cycling Master Plan) L UR E

RT T ! A A S D CO W T

C M E U B D N T A R R E WILFRED COU N V O B C U C L A R S O R S R T C HA N T E W BO SO COU E E T N O ULEVA C IM SCENT E R E R R R N E D R E R L U D T E D D O A R E R T C M C I N O S V E K C E A N D C O C C U IN E R I E DRIVE R RT I NUS M CO N V E N D CYG E W E S A E N E O N C W U C N T E D N D A E D V F V E I S P E A S O T E V D R Multi-Use Trail G A H R C E R E A O P T A O O T E E R T C

D R R A R D ! N M

R E E E G E C R U A N C C T N U T T D S E S T E V N U N A N A E N R R E H E C E T R E S V 6 O K I E L 1 C V R G I E S A D S C V L N C EY L I A R R I L S E V S R E E M E N V D R EL R A R Y E N W T A A A C R N O O M S LINDA COU H R BE M K R T T A E E O 6 S O N D B I 1 E S Bike Lane D

E R F

A 16TH A VE E ON H O W CENT G Y RES N WE C ! GORDON RO E 4 0 NU 4 V VE 4 A 0 H 6T S 1 4

RA M Y P aÆ A W H E UE U 16TH AVEN Signed Route AD N RO NT LE aÆ E CE L V S VI H A E RR AD OLD 16T R CA RVILLE RO C CAR N ROAD O D T E FOR W R LO

HE REDANA CO URT UT ! R P V

I KEVI CRESCENT M R

D E C ENUE AV N R CLIFFE

E DOW I MEA Paved Shoulder URT E O F C O

V HORIZON I

D T

E R R E ANI AVENU N

M LAG D

N A

E V A ROAD

R A AN V OURT DUNC I RT COURT PETROLIA C E A TERPO E AVENU P WIN L SPRUC ROAD G R V HURST S GLEN L L

A D E

I E E

L S E

Y !

S N K K

T R

U C TE O C H PEARL GA UR T O R T C

E R G N M E U

I A S O C E E A B U EN D U T H ANE ROAD C PATHL I R N S R NT T E N ESC E E GATE CR A S TH T OU Other (Source: Town of Richmond Hill) UE S H AVEN E R L IRC R B E L ORTH T N M E VE C B R LYNNGRO BIRCH AVENUE OAK AVENUE S E R

T A E Y T R

V SCENT E NUE IRIAM CRE S VE M E E ER A L GREY ALD S

CRE E N L UT S H

I LACK WALN CENT ! O L B T T

U W V

E RT E COU Y E ILOG B TR R

ENT I AVENUE H T C ANNA RES H E C RCH CR F E K ESCEN T I S O R E T GO Train and Bus Station T N

R E T HEILA CRESC S T S E T IV L N N DR CE T NUEL S RES A E E DS C EMM E LLAN R

Y AVENUE LEVE V EF T TE C OAD V R E E CREEK I E E R AVENU S VE T EDGAR R WEST BEA N E R R E R E C U E S T R PR ING ! D S BRO

O O K DR E C IVE M

S R C

S G C D ORE AVENUE N R BLACKM E A

I N E U W T L L O ROAD K

N O GO Rail Line SO ENNI B H

T A L R N T N I

V O E E C E E Y ORLON C SIL T P R R CENT VER LIND E C G J E RES EN D T

R EN S IV SC M A S C E O EN ASH CRE M E A GRE D M I E C IV IA K A C R R C E R L R H N D E B C O L S

C T E I ENT D

M T H E L G aÆ

D M I R AR T D CL T A W T A G R

B A R V Q O UE U TIC I T O

I T O D M C

E R ORE O IVE IVE H ! TT DR E O Y Æa SCO O G H WALT

R E N E N R L

D I E

D R Rail

I K K E E A T CENT E NE T S CRES

IV E SIM M E R R D S S D N

E E SO A T R Y R R T IDE R A E U V B S R H DRIVE NUE I NALD AVE I L E RO V R

C N

R L C H U UE E I N E I E VE E J RONALD A D

R S T

O E V V D I E I DRIV L KAY E MAC N L C D SEL B KIR A R A K DRIVE E V R L O N B D A

P R I M T O R E R E ! F Lake or Watercourse B N L F ANE K F U WILM BL WEST OT B F LANE O ST O E L D C RE L A E T K A T U O T N B S L E U C

I C BA A NTRY A Y O D LANE VEN T S T ESTWOO UE REE E U T W I EAST WILMOT ST E R S AVENUE F T G S BRIG

E E U

T LA V NE O U F I S LANE D C R N LANE E Park D Y L E T

L P E E B E A I H V SS E ! TT AVEN E L UE T A PLACE A E ONLE M CA M AV G LL E OWHILL B AVE E N S R U A E R I RESC R N ENT

E U T N

S R C T T

B R E S S E S

G A

T N S UR N E CO N AHANN T TESEO I I DR ENT I IVE E CRESC D U L A R LIS R I E S CA 4 ME D LL V IA DRIVE R Q E T E A E 0

S E T

N V 4 E N G

R S U A O IVE P N DR E N ROOSEVELT G Y R I V AS I WAY SL L N A M O N A LT Municipal Boundary DS FU AVEN T S T UE TR N Q L I R A W P IR Y T O U E E N HO EE E R N F SE AVE S CO E N A U R VE E P LLE E DRI H W G T E T R O

E Y T ET A E C STRE W H ! A E E A R D TERT R I O N N M CRE R W E O SC E E B N A G F R N D E T E E T T

O E S E Z

A S R R D T E S

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E O A V A C H U E STEP O E H I R IE I P E O G N C V C C S ' V I R C ENT T E SC O R RE W R R M Z O E R E L A VENUE E I E U ENLOCK A U W E D A N T H A E V N

A T I A W ! H R R R E R D M S E

U V E U T D I T N K C

S D O R I N Y A E V N A G C C U T I 4 G I A U V

E T E S A N 0 O T B M B

S I R E E 4 O E M O D C S A S A

E S N C T Y N U N S E R E E R D E U C R LIPPINCOTT CO A P D O I U L U AVENUE X ER N U L LM O PA W Existing Sidewalk (one side of the street) V R E S H E S J E M

E T T H V A V ! A I UE S T N D A ALMER AVE A I P

N V C E R R E IL R M W E

L O O D X E A G N UNT CR F T ES U C W O CENT E NORTH M E E ENT F U ESC A R CR B E PALISE G R R O R S NUE H IN T E VE O U A V R E ALE ISD U L T T BO I K EV G D A S E N R O D T

M H C

N C E 4 E O V I

E N 0 T U I E H Z

N E O T 4 EVARD M UL N O E C G B G W R IN M T HARD L Y L TH A E U U T CENT SO A IN LISER CRES C YFAIR COURT PA K W VE C O I MCCALLUM DRI RE S R R Existing Sidewalk (two sides of the street) ET S TRE N T HAM S I C C N BING K G H E R 'S R E E C A E R

O Y I ST R O T R DW C A GUIL D P A L M S MAN R C ES AVE E E N N R R E UE L ARCHWOOD C NO E E R L E T R E H N GREENHILL AVENUE

U E E

T O T ! C R

N N G T Existing Trail System O O AY AVENUE T D

M R S

A V

DUNB WELDRICK ROAD EAST O D

N E L S V

D E T R E CRESCENT I DAL R T STOCK R ERY COUR

D F AV

A I

H V E

W I T

ENUE T E ORD AV E OSIE DRIV ALLEYF D J V H A

MARSI ROAD O AD O O I I R E S E N V

R B ES MA TA DR R A IVE

V W (Source: A Guide to Parks & Trails in Richmond Hill) BR O B I OKSHIL

R L CRES !

R CENT R N I E

G D O COURT D

MONTAN A

H A

Y V

T O

C E

A D B R OA

URST R E D U EH IV YONG W DR U N O V HILLSVIE

A L E U A R K N O E E NT T T O E E U LD C EMBERTON ROAD DRIVE PARK LA R ES

P SA N R M IS E N AR T E CL N WINGATE C T

A R L N M E N E A

N E A

A C C I IL GRAYDON CRESC

G S S

W Existing Hard Surface Trail D !

E I IVE E A S AR DR E D R R O P T T

T S C S C O

ORRENTO DRIVE T R S T W A Y U H E A N E V E L IG E T O C V R CRESCENT E A C S N S I Y CRE D K BLUESK T COURT R R G HEAD INA C N FO SABR C RD AVENUE I N M

E D H A I O A O W K T T X E O U aÆ N E D P R N N

R I L A T T

E O R A S Existing Soft Surface Trail H

T H E C N ! E D S C R S S VA SA DRIVE N W S S LYTT ULE O U E ON BO Y R L WELDRICK ROAD WEST S W R C E C O

S UR P Æa N T R E T LANE E I MOONLIGHT N D N E E G RIV I R ATE B C H DRUMERN CRES D A G O C E D W E EN S N L AD H T N A N O O ILL V E B W R D Y E D RI E D R

R L R E R Y L A A ! Y V

V C I T N R G G I E E VATORTY LAN L R SER G T E E A OB G L A O M H D R L BAIF BOULEVAR E R T R

E A R T G E D U OO W D K

B O R C T N R Y B C E Y R K A E

E S T OURT R S N Y C GRE Y RIDGLE F C C

T E E S S N C T N O R R L E A UL R O L

C B E E M C HIL HOL V A L

L T S S A CE L H R

N I N LAW CR E T D TLE S

E H Other (Source: Town of Richmond Hill) D B IGH C R S C LE OUR E

RT T ! A A S D CO W T

C M E U B N T A R R E WILFRED COU N V O B C U C L A R S O R S R T C HA N T E W BO SO COU E E T N O ULEVA C IM SCENT E R E R R R N E D R E R L U D T E D D O A R E R T C M C I N O S V E K C E A N D C O C C U IN E R I E DRIVE R RT I NUS M CO N V E N D CYG E W E S A E N E O N C W U C N T D N D A E D V F V E I S P E A S O T E V D G R A H R C E R E A O P T A O O T E E R T C

D R R A R D ! N M GO Train and Bus Station

R E E E G E C R U A N C C T N U T T D S E S T E V N N A N A E N R R E H E C E T R E S V 6 O K I E L 1 C V R G I E S A D S C V L N C EY L I A R R I L S E V S R E E M E N V D R EL R A R Y E N W T A A A C R O O M S LINDA COU H R BE M K R T T A E E O 6 S O N D B I 1 E S D

R F

A 16TH A VE E ON H O W G GO Rail Line CENT Y RES N WE C ! RO GORDON 40 4 4 S 0 E 4 U VEN R A A H Y 16T M P aÆ W E H U 16TH AVENUE AD N RO NT LE Æa E CE L V S VI H A E RR AD OLD 16T R CA RVILLE RO C CAR N ROAD O FORD T E R LO

HE REDANA CO URT UT ! R P Rail V

I KEVI CRESCENT M R

D C ENUE AV N

R CLIFFE E W URT MEADO E O F C

V HORIZON I

D TO

E R

R E ANI AVENU N

M LAG D

N A

E A ROAD

R A AN V OURT DUNC I RT COURT PETROLIA C E A TERPO E AVENU P WIN L SPRUC ROAD G R V HURST S GLEN L L

A D E

I E E L

S E Lake or Watercourse !

S N K K

T R

U C TE O C H PEARL GA UR T O R T C

E R G N M E U

I A S O C E E B U EN D U T H ANE ROAD C PATHL I R N S R NT T E N ESC E E GATE CR A S TH UE T SOU H AVEN E R L IRC R B E L ORTH T N M E VE C R LYNNGRO BIRCH AVENUE OAK AVENUE S E R

T A E Y T R

V SCENT E NUE IRIAM CRE S VE M E E ER A Y ALD S L GRE Park CRE E N L UT S H

I LACK WALN CENT ! O L B T T

U W V

E RT E COU Y E ILOG B TR R

ENT I AVENUE H T C ANNA RES H E C RCH CR F E K ESCEN T I S O R E T T N

R E T HEILA CRESC S T S E T IV L N N DR CE T NUEL S RES A E E DS C EMM E LLAN R

Y AVENUE LEVE V EF T TE C OAD V R E E CREEK I E E R ENU S VE T EDGAR AV R WEST BEA N E R R E R E C U E S T R P RING !

D S BRO O Municipal Boundary O K DR E C IVE M

S R C

S G C D ORE AVENUE N R BLACKM E A

I N E U W T L L O ROAD K

SON O ENNI B H

T A L R N T N I

V O E E C E E Y ORLON C SIL T P R R CENT VER LIND E C G J E RES EN D T

R EN S IV SC M A S C E O EN ASH CRE M E A GRE D M I E C IV IA K A C R R C E !!! R L R H N D E B C O L S

C T E I ENT D

M T H E L G Æa

D M I R AR T D CL T A W T A G R

B A R V Q Hydro Corridor (Source: York Region) O UE U TIC I T O

I T O D M C

E R ORE O IVE IVE H ! TT DR E O Y Æa SCO O G H WALT

R E N E N R L

I E D R

I K K E E A T CENT E NE T S CRES

IV E SIM M E R R D S S D N

E E SO A T R Y R R T IDE R A E U V B S R H DRIVE NUE I NALD AVE I L E RO V R

C N

R L C H U UE E I N E I E VE E J RONALD A D

R S T

O E V V D I E I DRIV L KAY E MAC N L C D SEL B KIR A R A K DRIVE E V R L O N B D A

M Æa P R I T O R E R E ! BB F N Viva Transit Stop (Source: York Region) L F ANE K F U WILM WEST OT B F L LANE O ST O E L D C RE L A E T K A T U O T N B S L E U C

I C BA A NTRY A Y O D LANE VEN T S T ESTWOO UE REE E U T W I EAST WILMOT ST E R S AVENUE F T G S BRIG

E E U

T LA V NE O U F I S LANE D C R N LANE E D Y L E T

L P E E B E A I H V SS E ! TT AVEN E L UE T A PLACE M Viva Station A E ONLE CA M AV G LL E OWHILL B AVE E N S R U A E R I RESC R N ENT

E U T N

S R C T T

B R E S S E S

G A T S UR N N E CO N AHANN T TESEO I I DR ENT I IVE E CRESC D U A L R LIS R I E S CA 4 ME D LL V IA DRIVE R Q E T E A E 0

S E T

N V 4 E N G

R S U A O

IVE P N ELT DR E N ROOSEV G Y R I V AS I WAY SL L N A M O NDS A FULT AVEN T S T UE TR N Q L I R A W P IR Y T O U E E N HO EE E R N F SE AVE S CO E N A U R VE E P LLE E DRI H W G T E T R O

E Y T ET A E C STRE W H ! A E E A R D TERT R I O N N M CRE R W E O SC E E B N A G F R N D E T E E T T

O E S E Z

A S R R D T E S

E R M E D

T T T R I V L L N D T I Y E

E S S I S M E 7 CRES T E V GE Y RIV ID C W ER D R E I S MB N ND A B O R CA T E R D E E

S E M N T Y S D I A O E R R E O R E E T

W R R R I D K R W E RIV ST R V E ARD R N OLL P H E R A C E M A E E O E C I L O R U V

F G R P M C A O N

IVE D A R E D SHAWE M Note: Previously planned trails may be subject to an upcoming AN L N F E H

S E A E M ! C V R R

E A H HIG H TECH IVE 7 R Y R NE N OAD DE PARK D CE STREET INCHESTER LA R T PEAR W EAS Y T A TREET KEW GARDENS WEST PEARCE S W D H

E F

C F

O review and/or update, and are subject to change.

D S HW UE Y 7 E GARDEN AVEN O 4 Æa R E RIV N H CASTLERIDGE D 0 O Æa 4 F P W F Æa I D C Y Richmond Hill Centre Y ! Y aÆ A O C

N A W

G O H D

W E R

L !

L C S ENT O D R E

T ! Y ! R N

O E

R C Y

R ! L T E O H

LAN N EY A

OLD SURR ! L O N C R

S W M !

A R K A

R N I E

P ! B Y T S

R D Y C D ! O

R C O R E A L 4 I

E V

U ! A U E La C n R gstaf C 0 f S L IVE ta DR tio E OYLE Y n S O B H 4

H C C L D T T SA N URT N W CO O M A M A A A THEI WER D E BRE P R ! R L L E E L E A V M

E O I U M C RT M

V R A L I U ! HW D R A P Y 7 E L ON O I R F R

F R N D

C R R B

O D H E W

S E ! O E O T U 7 V

H N N

M U

0 A U N R A

A R A 4

Y T N D S T L O E G Y T T D EAS RK E W HWAY 7 S S A A HIG I R P E

V O T E W D ST I EA ' 7 M AY S W R V H A P H HIG

A V N N P M C 7 E Æa M O W Y

O A A U Æa W

S R H

P ! E G G

R I I E H

D I N ! Æa P V E

T V W M A Æa

A S

O W aÆ 7 R D R E T I 0 I

Y 7

R V Æa 0 4 W B 4 A Y ! A Y R I Y 7 A

V F 0 W W 4 H O E IG H WY H A N N H O N O D Y 7 S T A S W IGH H T E LANGSTAFF ROAD S NG E YO

OLD LANGSTAFF ROAD ONG Y !

! HIGHWAY 7 WEST

H ! WY 40 07 7 4 W AY O W F H F G Y 407 I WA B H HIGH ATH

URST ST RAMP ! Data Source:

! !

! Town of Richmond Hill and Region of York !

! !

00.511.520.25 ! ! H

! IGHW Kilometres !

AY 4 March 2010

! 0 ! 7 !

Town of Pedestrian and Cycling Master Plan Study RICHMOND HILL www.richmondhill.ca FIGURE 4-3 Destinations

ROAD BLOOMINGTON

OAD EAST R AST E N OAD O E ON R T T G MING N LOO Town of AuroraBLOOMI B T ES U OAD W P TON R M MING A OO R BL N S WEST AD T LOOMINGTON RO RIVE 4 B D 0 E SACHET E 4 U LOOM E B G E A E N E TE Y D R A C E U O R C E V W ID T A S N R H A T H

5 T S 1 E T L

N E S E P O N N V C E E T V I O E H E G P A R

T N AGEAN DRIVE L N I I E C T

H S T M S W S T D S E R E T E R IGH S K R V A I IE L B W O DR W I R VE R W V N RRO HA A C Y O

P T A

Y E G B

V R LE DRIV N L E I O ADE R AR P M R

E W O T G

B E O L E R BLOOMFIELD TRAIL B R A T B E S

T E I ESCENT N NT CR G CE E LLEY CRES R D T FERN VA I C O A MS R S C M O N E T V L R AVENUE A U S C N'S ROAD K COO E E R Y T N I A NT A R ESCE B CR CENT LA E S D RE E RT C C IN IVELY STREET K P SN R A B U D LU Y I N R B R W

D N E E D O E COURT O LOW V BLACK WIL V

C L L E ST. LAURENT DRIVE A I C R F S IS AVENUE R S RYLL E AMA H

S O

A E

I O C N RES V E CENT

O B N E E A Y T N D U F A U O

B C RT E H C E R I Y T U L R N N L L E S R T E N I OAD C O HIA S S CRE E A S

C V R E

A E G T T DELP IUM AVE N RESCEN A T HIN NU RAL C L E CO R W R T RIVE U A INT D O G PO E D LON E C I C N E V I I O I V N CENT H E LEITH CRES R D IG C Y U CRA C D T U R N I A T R L IVE N T A DR B R A ODA E G E U R D PA C S ACIEN V H O Y W C A C A µ D E R T C E WE DRIV C O R E N O D E E O FL O ILDFLOW N TLE H W R W MIS W A O T VEN CR R U ESCE U E R N I R W T O O T N R V C TH E ING N AVENU Y R TO G A O R ID N UE B N GE R EWMAN AVEN AND DRIVE I A OAD HUMBERL L D W RESCENT LLIAM AVENUE C ZWI E O GREY ES FIT R FR T U IA L RS A A C VENUE O N B O R E L C V A R I A C ENUE D IA AV K G RAFF E F W E O O S L I R T A L

E EGA R D CAPELLE STREET P SU S E S D W E R T I V T O E D A R VE L O Y I I D V R S

E D S A

IM E V R U E AVENUE M U REGATTA E D CO U T U N R N O E BA T N N LOWTHER A YS E V O U W U E E ENUE E E ATER AVENU LOWTHER AV V C E N W V N

S U A E

E E

V W EET S BLYTH STR R A E

C U I

Y AVENUE E G V MADISON N A UE O DRIVE Y ELM GROVE AVEN EB KAITLIN R L R Y A AR G E O M B V R F

E E ESTBOU M W E R R N N LAURIER AVENUE D E MEADOW CRESCENT E VENUE E U LAURIER A I C CHER AVENUE R LA U GAL M O N

O U N A E E R Q A V E R U V E I T T E UR ENT E V C ED A CRES

Z R N O SIDE U U E PORTAGE AVEN S H C LAK D BOROUG A I

K PORTAGE AVENUE N L D Y L

L N E IE W I F R A

V H AS G

A B

A S E AVENUE M Y LE GROV R MAP W T D T

A A E

E O E L

HUR AVENU S O

RT K L E A W PRINC IVE E VITLOR DR R O

L R

I Y E

R A T

A D

P A

V N V

E I E R

N W P U SIDEROAD S BETHESDA C E H P AND CRESCENT PUCCINI DRIVE O A LAKEL PENNY PLACE M ORTH LAKE ROAD D B N D S

E AUBREY AVENUE L Y R E L G

G T R VAN CRESCEN

O A D A T

E A R D GEO GE

O S IDEROAD T A S TR URT BETHESD R OE CO

E CAN E

I ET

I R

H T G ROAD G

KIN U H

KING ROAD KING ROAD E

V B I O

R S T D OAD W DOUGLAS R E

E IC V !m I D W K ELLSPR

R A I N C D

ER CRESCENT T G L D I D R U

C A E G EN N K V Swa S n Lake C A E C N S N E J A CRE O N D C O WALDR U N IN

E T R T D

A RESCENT I N BOND C V Future O C ak Ridges A UE LAKE AVEN E O

U AVENUE G NEWBRIDGE R AD T BEACH RO C C

T SUNSET ! ommunity Centre E

E IMBER VALLEY AVENUE

R T

O ANTIQUE DRIVE RESCENT O C T ARK POULIAS AVENUE ESTATE GARDEN DRIVE P E E

AUGUSTINE AVENUE W E Town of E

Township of V

T U O

DAIRY AVENUE R NANTUCKET DRIVE

N G AVENUE SNOWY MEL ADOW O N I

R T

T E U L

E E H E S

R NT

IAL CRESCE R T I N O E

COZENS DRIVE D L S E V S ST O T AN V

E RE RIVE

ET N DBANKS D E T C N

E I E

T V

L C E E

T S I NUE

V GGY AVE E

MA E I

A R V E

E C R

E I L CANTO

R R BE

D A R D E K

D H OA R IS

ENGL

K D T

C S

E S

O E

I R V

S I E

R V

X I Y E R R L R D

B E B D B U S L W

R L

E I T NE LL E

L E RIVE CK D A T HUB LEBOVIC DRIVE RESCENT T Whitchurch- HOMAS LEGGE C O E

King H E V O I D AD KINGSHILL ROAD OLD COLONY RO V

U E Y

I T

R E

D E R

V TR

I I VE

R S RI

H D S

T R

T E

I B

E E H

D W

E MAROON DRIVE

R U

O Stouffville R

R Future Oak Ridges Corridor Park D

S I

V T

F O

F U

U F

O P T V

S I L F A L

F E

O N

R S 4 D

4 0

0 4 W 4

Y Y P O

A W W H N R H H

S N W

E O

4 L 0 D 4 S E !Ï R N C N S T T E E R R R C L A E M L

L P IL S I P E TO H Jefferson Forest UFFV M V D I T L A L F E A O R R S OA E D F L R IL E FV U F L U I S TO

O S T M 4 T

E 0 TEAD DRIVE S 4

S E M Y U R

R T W

H B S

AD EAST GORMLEY COURT RO N D GORMLEY PITNEY AVENUE W O T A O D OAD WES A Y R

O MLE O R ENT R GO W CRESC E

R D L RHEA L MUI VI

FF R

U D

D STO R

N I UE E BROWER AVEN O

I L W L T I

B A V I T F P R F S M H U C BARK COURT PEXTON AVENUE A O R T D S R COU P E UN M AD ER R R L RO E T N D A L UGHA I VA R V KING H F IG S F A H 4 D O U S 0

O A

P A 4 K T E

O T R Y A E S

N IL R

V F V AVENUE I F HISTLE H I T E

R O L N W

D N P O

D 4

A A

D E 0

L 4

M O

I D

V RIVE SHIRRICK D R Y R O IVE E R B

DR I W L FOREST E R

E G LAK E W L A H I

H V D E L

N I L

T I

G G V G

C F

S E

NT H D

L CRESCE E I

US R IP AVENUEFARMHO W F O TOWNSH O

S M A U E R

U R B T T O DRIVE S QUIN I S E E R S R O L T

C E R T A A L O S O E I D I K E R F C A K N IV S E

H F I R R E T S

E T VENUE R E S A BETH R S E E O SC C E T N A T N C D A E I R D R RIV

E D

ES E ESC CENT E E T NT KETT DRIVE T BOW I EROAD H ERSON SID E JEFF W U T

N R U E O

V C E A PROVENC

B HARRIS AVENUE HARRIS AVENUE FORES T RIDGE ROAD

WNWOOD DRIVE E O T D

E BRASS DRIVE

WICKER DRIVE T COU E NTRY E HEIGHTS DRIVE

S S

E T WO L R R LEY W HAL A E L G V ATE

H E Y I

L R V

M N

I D A

O R R O TOWER HILL ROAD G A

C D

MAR N L

E K T P A S

A I

T K D

N C

E Y E G U

A W N N

B E V D O A

N NDA CRESCENT I NORA R HARA

O O R A I

V D D G E D

D E R

V I R

I V E

I R V ENUE D WEISS AV E EDEL K A

C R A HEART D HSID M E E AVE TAR FOREST DRIVE NUE N JEFFERSON

A LL E WOLF TRAIL MIT TRA V E C UM IL I R S D R Y ELL DRIVE R D MISTY W ES IV E N S C E TO T N G R T IN E NS

E E K C T E DRIVE AN RAVINE EDG T D R L U E O L C S I S G H LAUREN BETH DRIVE IA H A TH T D T A

D N M

E W

R C

V S F GLEN MEA E A DO E W R G L L C R L E A E S NE Y N B D E A E LL N R HVA K IV RIC D E Town of R IV VE P U S DRI LATINUM AVENUE E D ESCAPADE D

A G R I O L V

R E E N

R S N A E S U O N N P VE O A

O E L 9TH

R 1 V E L L C

I L

I V

S P

N I

O LONG HILL DRIVE D G R

E D AWGRASS AVENU S

S R D H

T I VE

V I I

O N L V

E I

L E A L

R G

O A N

A A TH AVENUE I 19 V

D UE 19TH AVEN RESCE NT E E C D T A L L RO C E UE E A N L A I E Markham R V

G B

S A AM R TH G A A 9 C 1 M

A L E G

E L M E T R N C R A

W B U R D S O M D LE ROA I C A L AMB G

O O E R T A A

Y E B N R D I S O K R

O R N G C R E I

E V

D L L E

E E N B D IVE T R DR T RIVE N FALLING T

H C R

B I E R C DRIV

V A E ZIPPOR

O S E D C R E L D N E ENHEAD AVENUE Y U T AIK M S R E AVENUE A B WOODSTON U T O F N R I CO R E R R F C O A W SO I S O DRIVE C L E E D OOD R R O O O CEDARCREST CR R C LLWOOD AVENUE U K DY A I E E T E S R N EN NU UNT AVE L C C R MO T T S WAY INE CRE O A E

O N RY M BU T D 4 WEST C A E O O V U D O R L Legend E T H OD AVENU N U BRACKENWO S BA E L A 0 E VEN W I I U G G E

H 4 B T

S O

D C LE

R A VA

I R S N AVENUE V MAYA D Y

A IVE PEAK DR M EAGLE E

S I

G R Destinations GE DRIVE L RID A R OW IVE A OOD DR N OOKW A A BR E N

N V D I Y

O R

E P D S RE O C S S D E T T V C T U I A ENT N R S W J R AVENUE R ROCKSPRINGS A T E E O E

D E N R ET R M G I T VE C O T (Source: Town of Richmond Hill) H DR I IVE INE BOUGH MANOR M P M SALT CREEK AVENUE U T S R G U O C C I CE TE NTEX COURT DA Z CA R A S VENUE H PAINTED ROCK A SW PR E IN R E G T W S O CENT T CRES CO A A D LOYAL BLUE SUBRIS VENUE T H E R ALAD R I DIN V B C

E U R C

P E R R

S R E

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HIGH

Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

4.1.4 Barriers to Walking and Cycling

When developing the cycling and pedestrian network, it is important to understand the nature of perceived or real barriers to walking and cycling. Barriers to walking and cycling that exist in the Town of Richmond Hill include primary barriers such as the 400-series highways, railways, wetlands and ravines and in many cases, private Although a 15 year property. Other secondary barriers related to cycling and that may deter less- horizon was assumed experienced cyclists include cycling along narrow or busy arterial and collector roads, for implementing the lack of designated on-road cycling facilities and/or connectivity, narrow bridge entire network plan, it underpasses and trails with difficult terrain. Some specific barriers include: is recognized that . King’s series highways including Highway 404 and Highway 407ETR, as well as major arterial roads such as Highway 7; Town Council will . The north-south GO railway line; make the ultimate . Density of on-street parking and high traffic volumes along roads; decision on . Bicycle theft at shopping centres and at transit stations; implementation, . Difficult terrain to navigate by bicycle such as ravines and wetlands; timing and funding . Conflicts between different user groups on hiking trails (pedestrians and cyclists); through the annual . Lack of connectivity between cycling routes; and budget review and . Narrow on and off-road rights-of-way for shared-use facilities (pedestrians, confirmation process. cyclists, motor vehicles).

This information was used to facilitate the development of the recommended pedestrian and cycling networks so that primary and secondary barriers can be overcome to encourage walking and cycling in Richmond Hill.

4.2 Pedestrian System and Cycling Network Development

4.2.1 Network Development Approach

Although it is anticipated that it may take 25 or more years to implement the entire network plan, it is recognized that Town Council will make the ultimate decision on implementation timing and funding through the annual budget review and confirmation process. The first (short term) phase of the PCMP network will be scheduled for development in the years 2010 and 2011, with federal/provincial funding received as part of the Infrastructure Stimulus Fund. The second phase of the network (2012 to 2036 +) is not specifically scheduled and will need to be reviewed by Town staff, confirmed, and budget allocated on an annual basis. This approach is discussed in more detail in Section 5.

The Recommended Pedestrian System and Cycling Network 4-3

The draft pedestrian system and cycling network was developed through an iterative process. The following are the key network development steps that the study team followed:

1. Identified and mapped existing facilities and key destinations and residential and employment nodes in the Town.

2. Developed route selection principles.

3. Developed and posted an on-line survey inviting Richmond Hill residents to provide suggestions on routes and facilities that they think should form part of the pedestrian system and cycling network for the Town.

4. Obtained route and facility type suggestions from an internal Town staff committee (iTAC) and a key stakeholders group (eTAC).

5. Conducted a public open house and invited participants to mark on display maps their route and facility type suggestions.

6. Prepared a draft candidate route network and reviewed it with the study team. Figure 4-4 shows the candidate routes for the cycling network.

7. Field investigated all of the candidate routes to assess feasibility at a master plan level of detail.

8. Reviewed the results of the network field work with iTAC and eTAC and presented a refined draft candidate route network.

9. Identified a network hierarchy of routes that consists of a Primary (Spine) system of cycling and pedestrian facilities on designated Regional roads, Town collector roads and key linear trails and a Secondary (Neighbourhood) system that includes designated local streets and local trail connectors that form part of the network and would feed into the Spine network. In developing the Neighbourhood tier, consideration was given to those residents who would prefer to walk or cycle on lower volume roads or primarily off- road on trails and thus have more of a recreational focus, compared to other residents who would like to commute to destinations and therefore require a more direct and linear spine connection.

10. Proposed facility types by route segment based on the refined candidate route network, information collected in the field and by applying a set of facility selection criteria (detailed in Newsletter 2 and the Background Report).

11. Reviewed the draft network by facility type with iTAC and refined it to incorporate an initial round of comments.

12. Classified the draft network by system tier. Primary routes located on Regional roads and major Town collector roads as well as major linear trails will serve

4-4 MMM Group Town of Pedestrian and Cycling Master Plan Study RICHMOND HILL www.richmondhill.ca FIGURE 4-4 Candidate Routes: Cycling

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M E N E A Existing Cycling Network

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A Y H E U N E A L E IG E T O V R CRESCENT E C A C S N S I RE D K Y C BLUESK T URT R R G HE (Source: A Guide to Parks & Trails in Richmond Hill) CO AD INA C N FO SABR C RD AVENUE I N M

E D H A I O

W O K T T X E O U N E D P N R N

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E O R H A S H T E C N S E C RD S A DRIV S VA S S E N W LYTT ULE S U E ON BO O Y R L T S R WELDRICK ROAD WES C E C O U S R

P N T

R E T Existing Hard Surface Trail NE I MOONLIGHT LA D N N E G E IV R TE R H A B C DRUMERN CRES D A G O C E D D W E S N L A H E N N I T N B A O O LL V E Y DW R DRI E D R R L R E R Y LE A A Y

V I T N C R G G E I E R RVATORTY LAN L SE G T E E A OB G L A O H R M RD L BAIF BOULEVA E R T R E R T G

A E D U OO W D K B O R

C T C N R B E R K A Y E T E S T Existing Soft Surface Trail UR R N Y CO S GRE Y RIDGLE F C C

T E E S S N C T O N

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C B E E M

C HI HOL V A LL L T E S S A C L E H L R N I N LA CR E T D W S T

E H IGH D R S E CO C L UR RT T E A A

S O D C W T

C M E U B N T A COUR R E WILFRED N V O B C U C L A

R S O R S N RT T C HA O E W BO S COU E E T N O ULE IM SCENT E R E VA CR N R E RD R L E R D T D U Previously Planned Cycling Network E O C R E R D A T M C I N O S V E K C E A N D C O C C U IN E R I E US DRIVE R ORT IV GN M C N E N D CY E W E S A E N E O N C W U C N A T E D N D E D E V V F S I S P E A O T E V D G R A H R C E R E A O P T O O T E A R E E T C U D R R R D A M N N R E G E E C E R A V

N C C T D U T A T S S T U E H N N N N R A E E R T C E E S E 6 R O K IV E 1

G C V R I L S E (Source: York Region Pedestrian & Cycling Master Plan) S A D C V L Y A N C E S L R R I I L E V S R E E M E

L R N V D R E A R Y E N W T A A C A R N O O M S INDA COU H R BEL M K R T T A E E O 6 S O N D B I 1 E S D

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ROAD N RFORD O E T E H W UT LOREDAN R A COURT P V

I I CRESCENT M Previously Planned Bike Lane KEV

R O

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D T E

R E R ANI AVENU N

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E E I Previously Planned Signed Route L

S E S Y N K K T R U E CO C H ARL GAT UR R PE T O T C R E G N M E I U A O S E C A B E E U D NT H U NE ROAD C THLA I PA R N S R NT T E N ESC E E ATE CR A S UTHG UE T SO H AVEN E R L BIRC R E L ORTH T M E C N VE E B R LYNNGRO BIRCH AVENU OAK AVENUE S E R

T A E Previously Planned Paved Shoulder Y T R V SCENT E NUE IRIAM CRE S VE M E ER A E Y ALD S L GRE RE N L UT C S H E I LACK WALN CENT

O L B

T T U W V

E RT E COU Y E ILOG B TR R

ENT I AVENUE H T C ANNA RES H E C RCH C F E K RESCEN T I S O R E T T N

R EILA CRE E T S H SC S T E T IV L N R N CE T NUEL D S ES A E E CR M E NDS EM LLA R Y AVENUE LEVE V

TEEF T C OAD V R E E CREEK I UE E ER R AVEN S V T EDGA R WEST BEA E Other (Source: Town of Richmond Hill) N R R E

R E U

C T E S R PRING

D S BRO O O K DR E C IVE M

S R C C S G D RE AVENUE N R BLACKMO E A

I N E U W T L L O K

ON ROAD O ENNIS B H A N

T L R T N V O I E E C E E Y ORLON C SIL T P R R CENT VER LIND E C G J E RES EN D

R NT S A IV CE M S C E O N ASH CRES E A GREE D M M I E C IV IA K A C R R C E

R L R H N D E B C

O L S T I C E ENT D M T H

E L DG M D I R AR T CL T A W T A R B G A R

O V QU U ETICO I T O T E C

I D MO E RIVE RIVE R O TT D E H O Y GO Train and Bus Station SCO O G H WALT T

R N E N R

D I E

R D

K I K E A E T ENT IVE NE T SIMS CRESC E E R M R S D S D N

E E O T S A R Y R R T IDE R A E U V B D S R H RIVE E I AVENU I NALD L E RO V R

C N

R L C H E E U U I EN E I V J E A E RONALD D

R S V T O E V I D VE DRI I KAY L E MAC N L C D SEL B K IR A R A K DR E V GO Rail IVE R O

L A N B D M I P R T O R E R E B F N L F ANE K F U WILM B WEST OT B F L LANE L O ST E D O C RE L A E T AN U K T O T

B S

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I C BANT A RY A Y O V S LANE EN T T TWOOD UE REE E U T WES I EAST WILMOT ST E R AVENUE F T S S BRIGG

E E U Rail

LA V NE O I U F

ST LANE C D R N LANE E D Y L E T

P E E B E V ASSETT I H AVENU E E T L LEA PLACE A E ON G M CALL M AV OWHILL E A E B VE N S R U A E R ES I N R CENT R

E U T N C S R T T

O B R E S S E S G A S RT N N E OU N AHAN T ESEO C N T I I DRIV SCENT I E E E D L U A CR R LIS R I E S CA 4 ME D L V LIA Q DRI R Lake or Watercourse VE E E A T E 0

E T

N V 4 E G N

R U S A O P IVE N T DR E N ROOSEVEL G Y V RA I I WAY SS L N LA M LTO NDS A FU AVE T S T NUE T L R R Q I N A W IR P Y U T E E ON H EE E O N RSE AV S C E F EN R A O IVE U LL R H E P D W EGE T E T O R

E Y T ET E C E A STR W H A E E R TERT R A ID O N N C R M RE W E O S E CE B G A F N R N D E T E E T T

O E S E Z

A S R R T D E S M E D E R

T T T R I V L N L D T I Y E

S S I M S E 7 CRES E V DGE Y TE DRIV I C W R

S Park R E AMB N IND A B O R C T E D E R E E S M T Y N S D I O A E R R E O R E E T

W R R R I K R W E DRI T R V S V E ARD R LL N PO H E R A C E M A E

E O E C I L O R U V

F G R P M C A O N RIVE D E A E D ANSHAW M L N F E H S E A E M

C V R R

E A H HIG H TECH VE 7 R Y I N OAD DE PARK DR RCE STREET HESTER LANE R T PEA WINC S Y Municipal Boundary EA T A TREET KEW GARDENS WEST PEARCE S W D H

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D R E T Y R N

E O E R C Y R 7 L T O H Y REY LANE A N A LD SUR O L O C R W N S W H M

C A K G R A N R I HI E P Y T S B R Y D C D O O R R C E A L 4 I U E A U EV

R C E DRIVE C L 0 OYL Y O B S E H 4

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C L T D C T A N URT N W S CO O MA IM A A A THE WER D E R BRE P R L L E E L E A V M

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R B D O H W E A S E E O O T U 7 V

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W AY O W F H F IG AY 407 B H HIGHW A THURST ST RAMP Town of Richmond Hill and Region of York 00.2 0.4 0.8 1.2 1.6 HIGH March 2010 Kilometers WAY 407

Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

as the “spine” of the Town’s designated network while all other routes fall under the “neighbourhood” tier of facilities.

4.2.2 Route Selection Principles

The following guiding principles were used to develop the network component of the Richmond Hill Pedestrian and Cycling Master Plan:

. Visible: Cycling and pedestrian routes should be a visible component of the transportation system. . Direct / Connected: Cycling and pedestrian routes should be connected to form an overall pedestrian system and cycling network. . Destinations: The pedestrian system and cycling network should provide access to major destinations in the town including natural, cultural and service facilities, as well as routes to schools, community and neighbourhood parks and shopping facilities. . Integration with other modes: The pedestrian system and cycling network should be integrated with other modes of transportation, particularly public transit. Routes should be selected to provide access to transit stops and stations. . Attractive and Scenic: Cycling and pedestrian routes should take advantage of attractive and scenic areas, views and vistas. . Diverse Experience: The pedestrian system and cycling network should provide a diverse on and off-road walking and cycling experience. . Easily accessible: Cycling and pedestrian routes should be easily accessible from local neighbourhoods within the town, and every effort should be made to integrate The proposed PCMP these routes with local area networks. network (presented in . Reduce Risk: The pedestrian system and cycling network should be designed to subsection 4.4) improve the safety of all users. The confidence and acceptance of the network can be instilled in users by reducing real and perceived risks. identifies a system of . Complete Streets: Streets in redevelopment areas and proposed new or widened routes throughout the road rights-of-way should be planned and designed following the “Complete Streets” method where feasible to ensure streets are designed at a pedestrian and Town that are cycling scale and supported by appropriate urban design and streetscape principles. proposed to The method is premised on the idea that planning and engineering for users (pedestrians, cyclists, and motorists, which includes cars, buses and trucks) and accommodate active municipal servicing requirements (sewers, utilities etc.) should not compete for modes (pedestrians space in the design process but rather be planned in an inclusive and holistic process. This may result in some deviation from typical engineering and design and cyclists). guidelines. . Broad Based: The pedestrian system and cycling network should appeal to a range of user abilities and interests. This requires the design of a variety of route types. . Supporting Services and Facilities: Supportive services and facilities such as benches and bicycle parking should be available along routes and at destinations.

The Recommended Pedestrian System and Cycling Network 4-5

Routes should be selected that provide opportunities to develop supporting facilities.

4.3 Types of Cycling and Pedestrian Facilities Proposed

The proposed PCMP network (presented in subsection 4.4) identifies a system of routes throughout the Town that are proposed to accommodate active modes (pedestrians and cyclists). This subsection introduces the various types of typical The facility types facilities that comprise the recommended PCMP network. The Planning, Design and proposed are generally Operation Guidelines document (provided as a separately bound technical appendix to consistent with the this report) outlines recommended design practices and suggested guidelines for each facility type. Ministry of Transportation (MTO) 4.3.1 Cycling Facilities and the Transportation The cycling routes proposed as part of the proposed PCMP network are comprised of Association of Canada several facility types, each with its own set of minimum design parameters that should (TAC) guidelines for guide their implementation. These are generally consistent with the Ministry of the design of on-road Transportation (MTO) and the Transportation Association of Canada (TAC) guidelines for the design of on-road facilities and standards for signing the on-road cycling facilities and standards system. for signing the on-road All designated cycling routes proposed in the Master Plan consist of one or more of cycling system. these cycling facilities. In some cases, one cycling route may consist of different facility types throughout its length due to changing road geometry, motor vehicle traffic speeds, traffic volumes, or when a road changes from an urban to rural cross- section. In some situations the proper design of certain sections of the cycling system may require a design specialist who is familiar with common guidelines and innovative techniques that have been successfully applied elsewhere.

General descriptions of the cycling facility types proposed for the PCMP network are presented in the following sections.

On-Road Cycling Facilities

Bike Lanes

Bike lanes are typically located on urban cross-section roads (with curb and gutter) to create a physical space in the traveled portion of the roadway that is designed for one- way bicycle travel. Bike lanes are demarcated with pavement markings and signage. Where road right-of-way widths are limited, where narrowing or removing traffic lanes is not feasible, and/or where the relocation or removal of parking is not an option, Figure 4-5 shows a typical roadway cross-section that includes bike lanes.

4-6 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

Bicycles are designated as a vehicle under the Highway Traffic Act (HTA) and as such are required to obey all of the same rules and regulations

as automobiles when Figure 4-5: Typical Bike Lanes Adjacent to On-street Parking being operated on a In areas where on-street parking is permitted, continuing the bike lane as shown in public roadway. Figure 4-6 is the ideal method where space permits.

Figure 4-6: Typical Bike Lanes Adjacent to On-street Parking

Bicycles are designated as a vehicle under the Highway Traffic Act (HTA) and as such are required to obey all of the same rules and regulations as automobiles when being operated on a public roadway. It is important to note that even when bike lanes are provided, cyclists are not obligated to use them. Should they choose to do so, cyclists are legally permitted to travel with mixed traffic in a standard motor vehicle travel lane.

With the exception of public transit buses, stopping or parking of motor vehicles is generally not permitted in bike lanes, and the bike lane marking through a bus stop zone may be indicated with a dashed line. Current legislation requires vehicles – including bicycles – to yield to buses, as indicated by markings on the rear of all buses.

The Recommended Pedestrian System and Cycling Network 4-7

Paved Shoulder Bikeway

Where paved space has been provided, cyclists may choose to ride in the shoulder Adding or improving portion of the roadway between the edge line of the travel lane and the edge of existing paved pavement. A paved shoulder bikeway is typically recommended on rural cross section roads (no curb and gutter) where traffic volume and speed are high, where sight lines shoulders can be the are poor, and/or where truck volumes are higher than average. The paved shoulder best way to bikeway is demarcated with signage that identifies the facility as a cycling route. accommodate cyclists Adding or improving existing paved shoulders can be the best way to accommodate in rural areas, and cyclists in rural areas, and paved shoulders can also benefit other road users by paved shoulders can providing a wider pavement width. Research indicates that paved shoulders can reduce also benefit other road erosion and long-term maintenance costs of the road, extend pavement life, and reduce the potential for single vehicle run-off-the-road incidents. Some jurisdictions such as users by providing a the Region of Niagara and City of Ottawa have recently approved policies to pave rural wider pavement width. road shoulders when roads are resurfaced or reconstructed. Figure 4-7 illustrates a typical paved shoulder bikeway.

Figure 4-7: Typical Paved Shoulder Bikeway

Signed-Only Bicycle Routes

The objective of designating a signed-only bicycle route is to promote a road for cycling because it is well suited for travelling by bicycle and it provides an important connection between destinations, however the road does not warrant or can not

4-8 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT accommodate higher level bike facilities like designated bicycle lanes. Signed-only bicycle routes can be located on roads with standard curb lane widths or wide curb lane Signed-only bicycle widths. In both cases, the travel lane is shared by motorists and cyclists. Signed-only routes can be located bicycle routes are typically found along roads where traffic volumes and vehicle speeds on roads with standard are low. Typical of quieter residential streets (low volume and low speed), core urban areas (higher volume and low speed) and lower order rural roads (low volume and curb lane widths or moderate speed), cyclists can share the road with motor vehicles and there is no need to wide curb lane widths. create a designated space for cyclists. Bicycle route marker signs located at In both cases, the intersections and at regular intervals aid users with wayfinding. Along signed routes travel lane is shared by where the street is very narrow, “Share the Road” signs and/or shared lane pavement markings (“Sharrows”) can also be added to encourage cooperative behaviour between motorists and cyclists. cyclists and motorists. Figure 4-8 shows a typical signed-only bicycle route along a Along signed routes wide curb lane. where the street is very

narrow, “Share the Road” signs and/or shared lane pavement markings (“Sharrows”) can also be added to encourage cooperative behaviour between cyclists and motorists.

Figure 4-8: Typical Signed-Only Bicycle Route along a Wide Curb Lane

In urban areas where there is no opportunity to provide formal bike lanes, edge lines may be added to the road as a traffic calming measure. The practice of adding edge lines along both sides of an urban residential street generally has several effects, some of which may benefit pedestrians and cyclists. The edge line can act as a traffic calming measure, by narrowing the motor vehicle travel lane to help reduce vehicle speeds, and by directing vehicles away from the boulevard and sidewalk which creates a wider buffer zone between pedestrians and moving vehicles. It also reduces wear- and-tear on curb-side catch basins by reducing the incidence of vehicles "hugging the curb" and travelling directly over catch basins. In addition, whether intentional or not,

The Recommended Pedestrian System and Cycling Network 4-9

it provides an informal but delineated space on the street that many on-road cyclists are comfortable using. In situations where roadway width is limited and/or bike lanes are not appropriate because of a demand for on-street parking, a signed-only bike route combined with edge lines or sharrows is an alternative approach that some cyclists believe is better than a signed-only route. The edge line treatment should also be considered in conjunction with the posting of seasonal peak hour on-street parking restrictions. Edge lines located less than 1.5 m from the face of curb are typically not recommended on urban roads with curbs due to an increased risk of cyclists striking the curb and “bouncing” back into the motor vehicle travel lane and potentially colliding with a motor vehicle. Existing urban cross-section roads with edge lines less than 1.5 m from the face of curb should not be signed as bike lanes. Should a cycling route be In some areas, preferred on this type of road, consideration should be given to providing a signed-only particularly urban route. residential Bicycle Priority Streets or Bikeway Boulevards neighbourhoods, traffic calming In some areas, particularly urban residential neighbourhoods, traffic calming techniques such as through travel restrictions for cars, traffic circles and reduction in techniques such as the number of stops signs can be used to create “bicycle priority streets” (or “bikeway through travel boulevards”) which allow the cyclist to travel more efficiently by not having to break restrictions for cars, momentum and stop at frequently placed four way stops. Figure 4-9 shows an traffic circles and example of a neighbourhood traffic circle that has been installed along a bikeway boulevard. reduction in the number of stops signs can be used to create “bicycle priority streets”

Figure 4-9: Example of a Bikeway Boulevard with Neighbourhood Traffic Circle (Photo credit: Bicycle Transportation Alliance, Portland, 2008)

4-10 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

Cycle Tracks

One alternative to standard on-road bike lanes now being considered by a number of jurisdictions across North America, most notably New York City and Montreal, is the separated bike lane, often referred to as a “Cycle Track”. The concept is based on on- street bikeways and bikeway boulevards popular in some European countries, especially the Netherlands. The facility is located on the road surface and not above the curb in the boulevard, and is typically unidirectional (although they can be bidirectional). Cycle tracks may also be physically separated from vehicular traffic lanes, for example by a mountable concrete curb (e.g. raised bike lane). Figure 4-10 illustrates a typical unidirectional cycle track, in one case with on-street parking and in the other case without on-street parking.

One alternative to standard on-road bike lanes now being considered by a Figure 4-10: Typical Cycle Track With or Without On-Street Parking (Source: “Cycle number of Tracks: Lessons Learned”, Alta Planning + Design, 2008) jurisdictions across Variations on the cycle track concept described above have been applied in other North America, most jurisdictions. Some examples of these variations include: notably New York  Raised bike lanes, where a mountable curb separates the bike lane from City and Montreal, is the vehicular travel lane, as shown in the example from Eugene, Oregon in Figure 4-11; the separated bike lane, often referred to  Bi-directional cycle tracks, where two-way bicycle traffic shares a physically separated portion of the roadway, as shown in the example as a “Cycle Track”. from Montreal, Quebec in Figure 4-12; and

 Cycle tracks adjacent to on-street parking with planted curb extensions, as shown in the example from Amsterdam in Figure 4-13.

The Recommended Pedestrian System and Cycling Network 4-11

Figure 4-11: Example of a Raised Bicycle Lane on Ayres Road in Eugene, Oregon(Source: City of Eugene, Oregon)

Figure 4-12: Example of a Two-way Cycle Track in Montreal, Quebec (Source: Flickr)

4-12 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

Figure 4-13: Example of a Cycle Track in Amsterdam, The Netherlands (Source: “Cycle Tracks: Lessons Learned”, Alta Planning + Design, 2008)

Cycle tracks may be appropriate for application in Richmond Hill on a project-specific These types of trails basis, and should be further investigated early on in the implementation of the PCMP. are typically designed As implementation proceeds, there is the opportunity to revisit the facility types to support the widest proposed in this Master Plan for certain routes – for example where bike lanes are proposed along a major road (arterial or collector), or where a road diet is anticipated in range of users order to implement bike lanes – to consider the implementation of a physically including pedestrians, separated cycling facility on a demonstration or pilot project basis. Such opportunities cyclists, in-line skaters could be identified and investigated in partnership with York Region as the Town and and skateboarders Region proceed to implement their planned cycling networks. where trail surfaces 4.3.2 Off-Road Multi-Use Facilities permit such activities.

A multi-use trail is a facility that is completely separate from the travelled portion of a roadway, and may take the form of an in-boulevard trail in a public road right-of-way or an off-road multi-use trail within a greenway, abandoned rail corridor, or utility/hydro corridor. These types of trails are typically designed to support the widest range of users including pedestrians, cyclists, in-line skaters and skateboarders where trail surfaces permit such activities. Multi-use trails located in parks primarily serve recreational pedestrians and cyclists but can also be used for commuting. These can include trails along valley lands, river and canal corridors, active or abandoned rail lines, hydro corridors and other linear routes that serve the needs of both recreational and utilitarian pedestrians and cyclists. Multi-use trails that form part of the proposed PCMP network should include appropriate signing to inform users that this trail segment is also part of the Town’s PCMP network. Figure 4-14 4shows a typical in- boulevard multi-use trail.

The Recommended Pedestrian System and Cycling Network 4-13

For walking to become an attractive and

feasible alternative to Figure 4-14: Typical In-boulevard Multi-use Trail travel by other modes, the provision of a high 4.3.3 Pedestrian Facilities quality and For walking to become an attractive and feasible alternative to travel by other modes, comfortable walking the provision of a high quality and comfortable walking experience is essential. A experience is essential. significant component of the walking experience is a pedestrian system. When A significant thinking about moving people by various modes of transportation, planners often think about networks. Although pedestrian movement also relies on a network, there are component of the some key differences between pedestrian and other modes of travel. The following walking experience is unique aspects to pedestrian travel present both challenges and opportunities: a pedestrian system. 1. Pedestrian travel is very “portable”. Pedestrians can make the transition to other modes of travel with relative ease. For example, unlike automobile or bicycle travel, storage facilities such as parking areas for vehicles are not needed.

2. Every trip begins or ends with a pedestrian trip. Everyone is pedestrian at some point in the day, whether it is a short walk to the bus stop, a walk from home to work, or a walk from the parking lot to the front entrance of the local mall.

3. Trips are short. 95% of all pedestrian trips are less than 2.5 km in length.1

4. Pedestrians tend to seek the most direct routes. Pedestrians travel much more slowly than other self-propelled and motorized modes of travel and only short distances can be covered in a “20 minute walk” as illustrated in Figure

1 Transportation Tomorrow Survey, in Hamilton Cycling Master Plan (1996) http://www.myhamilton.ca/NR/rdonlyres/3654FE08‐9A49‐4D7D‐9595‐ 23D3557BB77A/0/ShiftingGears.pdf

4-14 MMM Group Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT

4-15. Barriers and indirect routes can be significant and may discourage pedestrian travel. A motorist or cyclist (to a lesser degree) on the other hand will often tolerate a less direct route.

Figure 4-15 : 20 minute walking, distances, times and speeds (Source: In comparison to http://www.pednet.org/) automobiles and bicycles that require 5. Pedestrians can travel many places that don’t always require formalized routes. In comparison to automobiles and bicycles that require roads and roads and pathways, pathways, pedestrians can, and often do use short cuts/informal routes, pedestrians can, and alleyways, public plazas, go through buildings and malls to get to their often do use short destination and direct routes and short cuts are an important part of the pedestrian trip. cuts/informal routes, alleyways, public 6. Pedestrian travel tends to be more geographically contained in some areas plazas, go through than others. Today for example, larger numbers of pedestrians would be expected in downtown Richmond Hill on Yonge Street than along Stouffville buildings and malls to Road. get to their destination

7. Origins and destinations are unique and many, they are unique to each and direct routes and pedestrian, and the same pedestrian may take different routes between the short cuts are an same origin and destination on any given day. Pedestrian travel could be important part of the therefore considered to be more organic than other modes of travel. pedestrian trip. These unique aspects of pedestrian travel influence network planning in some fundamental ways. For example, short trip lengths and the organic form of travel may imply that the “corridor” concept is less significant for pedestrians than when planning for automobiles, transit vehicles and bicycles. Secondly, a wide variation occurs in the density of pedestrians encountered in different parts of the Town, and this implies that the range, density and type of pedestrian infrastructure may vary geographically, and be dependent on the characteristics of the location.

The Recommended Pedestrian System and Cycling Network 4-15

In Richmond Hill, pedestrian facilities should be provided on at least one side of local roads, where warranted. Where transit routes operate along roads identified in the PCMP network, pedestrian facilities should be provided to allow direct access to transit One of the primary stops (i.e. on both sides of the road where appropriate). Similarly, major employers, objectives of the schools and other key destinations located on PCMP network routes should have direct Pedestrian and Cycling pedestrian access.

Master Plan is to In rural areas, the pedestrian system will primarily be located along rural arterial roads. provide a convenient Where pedestrian demand exists, sidewalks should be provided. In rural areas with lower pedestrian demand, a paved or granular shoulder will normally serve as the and continuous Town- pedestrian facility. wide pedestrian system and cycling The Planning, Design and Operation Guidelines document prepared for this study identifies a number of pedestrian facility design measures and possible solutions. network that minimizes risk to users 4.4 Recommended Pedestrian and Cycling Network and is integrated with One of the primary objectives of the Pedestrian and Cycling Master Plan is to provide a other facilities convenient and continuous Town-wide pedestrian system and cycling network that (Regional, bordering minimizes risk to users and is integrated with other facilities (Regional, bordering municipalities, transit, municipalities, transit, end of trip, etc.). The network development approach described end of trip, etc.). in subsection 4.2.2, which involved a set of iterative steps, was followed to establish the PCMP network for the Town of Richmond Hill.

An initial candidate route map was developed and reviewed with the study team, and then field investigated in the fall of 2008. Alternative (candidate )routes were assessed based on the route selection principles and field work observations. Also considered were the comments received from stakeholders and the public, including the online survey and Public Information Centre of November 15, 2008, plus other correspondence, which was compiled and assessed. Based on these assessments, and where stakeholder and public suggestions were consistent with the route selection criteria, a draft PCMP network map was developed. This draft network was then refined based on additional input received from Town staff, the public and stakeholders, as well as the results of field investigations. The revised network was then provided to stakeholders for review and comment, and was presented at a second Public Information Centre on May 23, 2009 for public comment. The input received was documented and assessed and the network was further refined and then finalized. Figure 4-16 illustrates the proposed network hierarchy, consisting of a Primary (Spine) tier of routes and a Secondary (Neighbourhood) tier of routes.

The cycling component of the proposed PCMP network consists of on-road bike lanes, paved shoulder bikeways, signed-only bike routes and multi-use trails, though other

4-16 MMM Group Town of Pedestrian and Cycling Master Plan Study RICHMOND HILL www.richmondhill.ca FIGURE 4-16 Pedestrian and Cycling Route Network Hierarchy

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A V C H U O UE I A M N R H O PK T D AVE N IN O E L Richmond Hill Pedestrian and Cycling Network Hierarchy S WO S ELM N TRE V E E D U T E R E R L S N I A U N E

S E L

T N R T R CRESCENT D ESCEN OR U R R E E D A C N E R D ND U V L SA R E S H CA M S N N I U A V R D U G A A O E A A V C H U E STEP H I O E R IE

O P E N C G I C V C S ' V I R C CENT T E O RES W R R M R Z A E O E R E L VENUE I E U LOCK A U EN E W D A A V N T H E A T N I A W R H E R R R D M S E V E U T D U I T N K C

N S D R I O Y V N A E A G C C U I T 4 G U A I

V E A T E S N 0 O M T B B S E I R E 4 M O E O D C A S S A

E S N C T U S Y N E N E R E D E U CR D R O LIPPINCOTT CO A P E I U L U ER AVENU N U L X LM O PA W V R E S H E S J

E M E T H V A T V A I NUE S D I A T PALMER AVE A

V C E N V E R R I R M Primary (Spine) Route L W E

L O O D X A E

G N NT CR F T U ES U C W O CEN E T TH M E E NOR F U ENT A RESC B E ALISER C G R P R O R S NUE H IN T E E O U AV V LE R E A ISD U L T T BO I K EV G D A S E O N RD T

M H C N C E 4 E O V I E N 0 T U I Z E H

N T E O 4 VARD M LE E OU C N ING B G W R RD M T HA

L Y L TH A E U U I T ENT SO A N LISER CRESC C YFAIR COURT PA K W C O I MCCALLUM DRIVE RE ET S R R S TRE T AM S IN C C N BINGH K G H E R 'S R E E C A E R RESCENT O O S GRAY C S O M G U E B C T S A GA N S E N A D H R E N C L V EA O O L V L E T URY COURT T I N J Y CANTERB A U ENT N A RESC H H STREET MARY GAPPER C E F Secondary (Neighbourhood) Route A BRILLINGER E A R M C R T E H AN STREE S T D T URT LUND IV K EPSIDE CO E C A STE R A R C G S D T C S RT R O E O BY COU T K D L A EN C URT C S

O Y I ST R WO T R GUILD C D AP

A L M S MAN R C ES AVE E E N N R R E UE L ARCHWOOD C NO E E R L E T H R E N GREENHILL AVENUE U E E T O T C R N N G O T O MAY AVENUE RT D A S V

DUNB WELDRICK ROAD EAS O D

N E L S V

E T E CRESCENT I R STOCKDAL R R ERY COURT

D F AV

A I

H V E W E T I VENU T FORD A E RIVE EY D JOSIE D VALL H A

MARSI ROAD O D O A E RO I I E S N V

R B ES MA TA D R A RIVE W V BR B I OOKSHIL R L CRES

R CEN R T N

G D

OURT D O C MONTAN A

H A

Y V

T O

C E A AD B D

R RST RO EHU E N

U YONG DRIV O V

HILLSVIEW L

E U A R K N OA E

E T T N T E E U OLD C EMBERTON ROAD DRIVE PARK R ES

P A LA M ISS N N R E R T E CLA N WINGATE C T

A R L M E N E A

N E A

A C C I IL GRAYDON CRESC

G S

W S D

E I E IVE A S AR DR D R P R O T T

T S C This map illustrates the proposed pedestrian and cycling network hierarchy for O S C

RRENTO DRIVE T R SO T W

A Y H E U N E A L E IG E T O C V R CRESCENT E C S A N S I E D K B SKY CR UE T COURT R L R G HEA NA C N DF SABRI C ORD AVENUE I N M

E D H A I O W O K T T X E O U Æa N E D P N R N

R I L T T A

E O the Town of Richmond Hill. The hierarchy of routes consists of a Primary (Spine) R A S T H H E C N S E C RD S A DRIVE N S VA S S W S LYTT ULE O U E ON BO Y R L WELDRICK ROAD WEST S R C E C O

S UR P aÆ N T R

E T ANE I MOONLIGHT L D system of cycling and pedestrian facilities on designated Regional Roads, Town N N E G E IV R TE R H A B RN CR C O DRUME ES D A G CE E D W E N S N L AD H N I T N B A O O LL V E Y DW R DRI E D R R L R E AR Y Y LE A V I

T N C G G I R E VATORTY LANE L R ER G T L E A OBS EO M H A G E R L R T BAIF BOULEVARD R T G E A R E D U OO W D B O R K collector roads and key linear trails and a Secondary (Neighbourhood) system C

T C R B N E R K A Y E T E S RT R N COU S G E Y RIDGLEY F C R C

T E E S S N C T N O

R L R E UL R L O

C E E M B C HIL HOL V A L

L T S S A CE L H R LE

N I N LA R E T D W C S T

E H IGH D R S E CO C L U that includes designated local streets and local trail connectors that form part T RT E A R A S D CO W T C M E N U A B

COURT R E WILFRED N V O B

C C L A U R S O R SH N RT T C AW BO SO COU E E E T N O ULEV IM SCENT E R E A CR N R RD R L E E R U D T E D O R E R D A T C C I O S M V E K C N E A N O D C C U IN E R C E IVE T of the network and would feed into the spine network. I S DR R R IV GNU M CO N E E N D CY W E S A E N E N C W U C O N A T E D D N D V E E V E F S S P A O I T E R D G V H R C A A E O R E E P O T T A R O E E T C U D R R R D N M A N R E G E E C E V R A N C U C T D A T T S S T U E H E N N N N R A E T R C E S E E 6 R O K IV 1 E C V R L G I E S A D S C V C L Y N E L A I R R I L S E V S R E E M E N V D R EL R A R Y E N W T A A A R C O O N M S A COU H R BELIND M K R T T E E A O 6 S O N D B I 1

E S D

E R F A 16TH AVE E ON H O W ENT G Y OWE CRESC N GORDON R E 4 0 NU 4 V E V 4 A 0 H 6T S 1 4

RA MP Y Æa A W E H U 16TH AVENUE AD N RO NT Æa E E LE C IL V ES RV LD 16TH A R AR VILLE ROAD O C CARR C

D ROAD N RFOR O E T E H W UT LOR R EDANA CO URT P V NT I Other (Source: Town of Richmond Hill) KEVI CRESCE M R O

C D E VENUE R A CLIFFE N

E ADOW I ME

E COURT F O

V HORIZON I

D T

E R R NI AVENUE N

M LAGA D

A N

E V

A OAD A R AN R V COURT DUNC RT COURT PETROLIA E I A NTERPO E AVENU P WI L SPRUC ROAD R RST G V HU S GLEN L L Proposed Road Improvements as indicated in the Town of Richmond Hill A D E I E E

L S Y E

S N K K T R U TE CO C A H ARL G UR T O R PE T C

E R G N M E I U A O S E C

E A B U E D NT H U NE ROAD C THLA I PA R N S R NT N T ESCE E E ATE CR A S UTHG T O Transportation Master Plan NUE S CH AVE E R L BIR R E L ORTH T M E C N VE E B R LYNNGRO BIRCH AVENU OAK AVENUE S E R

A E Y T

R V SCENT E NUE IRIAM CRE S VE M E DER A E AL S L GREY !! !!

N CRE E L ALNUT SC H I LACK W ENT O L B

T T U W V A

E RT E COU Y E ILOG B TR R

ENT I AVENUE H T C NA RES HAN C F E RCH CR !! E K ESCEN T I Industrial Area with Secondary Plan as indicated by Town of Richmond Hill S O R E T T N

R E T S HEILA CRESC S T T RIVE L N N E T NUEL D S ESC E E S CR MMA E LAND R E VENUE LEVEL

EEFY A V T T C OAD V R

E E CREEK E I UE VER R AVEN S A T EDGA R EST BE W !! !! N R R E

R E E U !! !!

C T E SPR R ING D S BR

OO O K D Official Plan (Area subject to future study) E C RIVE M

S R C C S G D E AVENUE N R BLACKMOR E A

I N E U W T L L O OAD K

ON R O ENNIS B H A N T L R

N T !! !! V I O E E C E E Y ORLON C SIL T P R R CENT VER LIND E C G J E RES EN D RIVE O ENT S A S C N ASH CRESC M A GREE D M E E M I

K A C IV IA C R R C E R L R H N D E B C O L S C T !! I E ENT D M T H

E G L Æa Future Urban Area with Secondary Plan as indicated by Town of Richmond

D M I R R T D CLA T A W T A R B G

O V QU A R U E

T TICO I T CO I D M E IVE RIVE ORE O TT DR E H O Y aÆ SCO O G H WALT T

R N E

R N D L I E

R D

I K K E E A T SCENT

IVE NE T SIMS CRE E E

R M R D S S D N !! !!

T E O E YS A R R !! !! R T IDE R A E U V B D S R H RIVE NUE I I RONALD AVE R L E Hill Official Plan (Area subject to future study) V

C N

R L C

U H UE E E I I N J E AVE E RONALD D S R T O E V V

I D E I DRIV L KAY E MAC N L C D SEL B KIR A R A K DRIVE E V R L O N B D A

P R I M T O R E R E B F N L F ANE K F U WILM BL WEST OT B F LANE O ST O E L D C RE L A E T A K T U O T NE B S

L U C

I C BA A NTRY A Y O D LANE VEN T S T ESTWOO UE REE E W I ST GO Train and Bus Station U T EAST WILMOT E R S AVENUE F T G S BRIG

E E U

T LA V N O U E F I S LANE D C R N LANE E D Y L E T

L P E E B I V ASSE E H TT AVE E N T L UE PLACE A NLEA E O M CA M AV G LL OWHILL E B AVE E N S R U A E R I GO Rail Line RESC N ENT R E N U C S T R T T

O R E B S S E G S A

T N S N OUR A T E C N HANNI TESEO I DRI ENT I VE E CRESC D U L A R LIS R I E S CA 4 ME D LL V IA DRIV R Q E E A T E E 0 S

E T

N V 4 E N G

R U S A O VE P DRI N E N ROOSEVELT G Y R I AY V A I W SSL L ON A M LT ND A FU S AVE T S T NUE T Q L R N A I R W IR P Y T O U E E N HO EE E RSE AVE NS CO E F N A E U R L IV H E P LE E DR W T G T E R O

E Y T EET A E C TR H S E R Rail W AT E A D ERT R I O N N M C R O RES W E C E E B F N A G R N D E T E E T T O E E S Z

A S R R T D S E M E D E R

T T T R I V L N L D Y T E I

E S I S S M RES E 7 GE C T IVE V D C Y E DR I W R R E S I B MB N ND A O R A T C E D E R E

E M N S T Y S D I O A R R E E O R E E T

W R R R I K R W E DRIV ST R V E ARD R L N POL H E R A E C M A E E O E C I L O R U V

F R G P M C A O Lake or Watercourse N IVE D E A DR SHAWE M L N FAN E H

S E A E M

V C

R R

E A H H IG H TECH R IVE 7 O Y DR ANE N AD DE PARK ARCE STREET ESTER L R PE WINCH AST Y T E A REET KEW GARDENS WEST PEARCE ST W D H

E F

C F

D HW S E Park Y 7 Richmond UE GARDEN AVEN O 4 Æa R E IV N H CASTLERIDGE DR 0 O Æa 4 F P W F Æa I D C Y

Y Y Æa C A O A W N

7 G O H D

E R

L S SC L ENT O

D E T Y R N E E O R C Y R 7 L T O H Y E AN N RREY L A A SU Hill Centre OLD L O N C R S W W H M

C A K Municipal BoundaryG R A I R N I

E H

P T S B Y R D Y C D O O R C R E A L

I 4 E V U A U E

R C DRIVE C L 0 YLE E Y O BO S H 4

La ngsta K H ff St C L C at D ion T T SA N OURT N W M A IM C A O A A RTHE WE ED E R BR P E R L L L E A E V M

E O I URT M M C V

A L R I

U HW D R A P Y E L I 7 ON R O R F

F R N D C R R B D

O H W E A S E E T O O U Æa 7 V

H N N M U 0 A N R Viva Transit Stop (Source: York Region) U A

R Y A A 4 N T D S T O

E L T G Y T D S E EA S RK W WAY 7 A A HIGH S I R P E

V O T E W ST D A ' I Y 7 E M WA R S V H A P H HIG

A V

N N

P M C aÆ M E O W O A U aÆ S R P E G R I E D I N Æa P E 7 V N AY T V W M A W Æa

S H A G I O 7 W Æa H D R R E T I 0 I

Y 7 R V Æa 4 0 W 4 B Viva Station AY A Y R I Y 7 A V F 0 W W 4 H O E G H Y HI W A N N H 7 O N O D AY S T IGHW S H AD T E LANGSTAFF RO G E S ON ROAD NG Y OLD LANGSTAFF YO HIGHWAY 7 WEST

H WY 40 07 7 4

W AY O W F H F IG AY 407 B H HIGHW A THURST ST RAMP 00.15 0.3 0.6 0.9 1.2 HI Kilometres GHW Data Source: Town of Richmond Hill and Region of York AY 407 March 2010

Town of Richmond Hill PEDESTRIAN AND CYCLING MASTER PLAN STUDY REPORT facility types such as dedicated bike paths, bicycle boulevards or cycle tracks may also be considered. The pedestrian system consists of sidewalks on two sides for arterial and The recommended collector roads and on one side for local roads, plus multi-use trails. Figures 4-17 and network presented in 4-18A and B present the Proposed Cycling and Trail Route Network and Pedestrian this Pedestrian and System respectively. Cycling Master Plan is The recommended network presented in this Pedestrian and Cycling Master Plan is composed of a mix of composed of a mix of on-road and off-road facilities designed to respond to the needs of a range of users (i.e. recreation and utilitarian/commuter), age and skill levels. on-road and off-road Given there is no one facility type that meets the needs of all users, route and facility facilities designed to selection was based on the route selection principles established and confirmed with respond to the needs of Town staff and the public early on in the study. In addition, consideration was given to a range of users (i.e. connectivity, linking walking and cycling with public transit, roadway characteristics (i.e. vehicle speed, truck volumes, number of lanes, transit routes, crossings of major recreation and barriers, adjacent streetscape and land uses, etc.) and on the study team’s understanding utilitarian/commuter), of the types of users who would most likely use primary and secondary routes and age and skill levels. facilities.

For example, young children (11 and under), new adult cyclists and some older adults often note that they would prefer to cycle on multi-use trails in parks or in roadway boulevards or on facilities separated from motor vehicle traffic on “busy” roads. On the other hand more experienced commuter cyclists often note that they prefer the most direct route, want to operate their bike as a vehicle (since a bike is legally classified as a vehicle under the Highway Traffic Act) and prefer bike lanes (or paved shoulders on roads without curbs) while other experienced cyclists are generally comfortable sharing a travel lane with motor vehicle traffic, but would prefer a slightly wider lane for this purpose. Some pedestrians indicated a preference to walk on trails and sidewalks where cycling was prohibited while other pedestrians were comfortable with the option of sharing an in-boulevard multi-use trail with other trail users (cyclists, joggers, in-line skaters etc.) on one side of the road, while still having the choice to walk on the other side of a road on a dedicated pedestrian sidewalk.

In developing this network plan the study team made every effort to balance the needs of users with appropriate routes and facility types. The complete recommended PCMP network should be viewed as a connected system of different facility types (e.g. multi- use trails, sidewalks, bike lanes, signed-only routes, etc.) that are designed to be comfortable and convenient for both existing and future users. However, the PCMP has also been designed to evolve and change over time. A route on a roadway that is proposed in the PCMP today to have bike lanes installed may be built with a physically separated cycle track, in-boulevard multi-use trail or separated cycling and pedestrian facilities in the boulevard (dedicated bike path and separate sidewalk) in the future.

The Recommended Pedestrian System and Cycling Network 4-17

The Implementation Strategy set out in Section 5.0 of this Master Plan provides a recommended process to review and confirm the route and facility type at the time a network segment is scheduled for implementation and allows for this evolution if the need requires.

4.5 Planning, Design and Operation Guidelines

When implementing designated on and off-road pedestrian and cycling facilities, the Planning, Design and Operation Guidelines developed for the PCMP should be referred to for guidelines on implementation procedures and practices. The separately bound Planning, Design and Operation Guidelines document was prepared to assist the Town and other local and regional partners in the development and implementation of the PCMP. It contains recommended planning, design and operation guidelines as well as pedestrian and cycling facility implementation solutions. The guidelines are intended to provide technical guidance to the Town and other partners in the expansion, implementation and maintenance of a town-wide pedestrian and cycling network.

These guidelines are intended as a general reference for pedestrian and cycling network variety of sources, and are believed to represent “best practices” in pedestrian and bicycle route and facility planning, design and operations in Canada and the United States. They contain general information about pedestrian and cyclists, their abilities and their needs from a network planning, design and maintenance point of view. The guidelines will serve as a supporting technical reference to be used along with good engineering judgement in planning, designing and maintaining future active transportation facilities. The guidelines are not meant to be inclusive of all design These guidelines are considerations and standards. Rather, they are a carefully selected set of currently intended as a general accepted design practices in North America and should be treated as a reference to be consulted during the development and construction of the pedestrian and cycling reference for network. These guidelines should not over-ride good engineering and fiscal judgment pedestrian and cycling by the Town’s professional staff. In addition, they should be reviewed at least every network planners and five years. designers at the Town. Recommended Pedestrian System and Cycling Network – Proposed Actions:

4.1 - Adopt the Pedestrian and Cycling Master Plan, including the route selection principles.

4.2 - Implement the pedestrian system and cycling network generally consistent with the route alignments and facility types proposed in the Master Plan.

4-18 MMM Group Town of Pedestrian and Cycling Master Plan Study RICHMOND HILL www.richmondhill.ca FIGURE 4-17 Recommended Cycling and Trail Route Network by Facility Type Town of Aurora µ Township of King

Town of Whitchurch- Stouffville

Legend Proposed Richmond Hill Cycling and Trail Network

Existing Bike Lane

Proposed Bike Lane

E Proposed Signed Only Bike Route

S Proposed Signed Only Bike Route with or without Shoulder Edge Lines

L or Sharrows

L Proposed Multi-Use Trail

All of the routes shown on this map are also proposed to include pedestrian facilities (e.g. sidewalks). A separate map has been prepared to show existing and proposed sidewalks on Town roads.

Existing Town Trails Network (Source: A Guide to Parks & Trails in Richmond Hill)

Existing Hard Surface Trails Existing Soft Surface Trails

Oak Ridges Corridor Park Trails (Source: Oak Ridges Corridor Park Management Plan, 2006)

Existing Primary Trail (Soft Surface trail) Planned Secondary Trail (Soft Surface trail)

Other (Source: Town of Richmond Hill) Proposed Road Improvements as indicated in the Town of Richmond Hill Transportation Master Plan

!! !!

!! Industrial Area with Secondary Plan as indicated by Town of Richmond Hill

!! !! !! !! Official Plan (Area subject to future study)

!! !!

!! Future Urban Area with Secondary Plan as indicated by Town of Richmond

00.250.50.7510.125 Kilometres Data Source: Town of Richmond Hill and Region of York March 2010

Town of Pedestrian and Cycling Master Plan Study RICHMOND HILL www.richmondhill.ca FIGURE 4-18 Recommended Pedestrian System Town of Aurora µ Township of King