Transportation Master Plan

Transcription

1 Attachment 2 Transportation Master Plan Final Report Town of Whitchurch Stouffville February 24, 2017

2 Contents 1 Introduction What is a Transportation Master Plan (TMP)? Goals and Objectives of the Study Study Process and Public Consultation Planning Framework The Provincial Planning Context The Regional and Municipal Planning Context Problem and Opportunity Regional Context Travel Distribution Connectivity Environmental Context and Constraints Demographics and Travel Trends Population and Employment Trends Population and Employment Growth in Secondary Plan Areas Modal Share Employment Survey Travel Trends Travel Distribution in the Town The Town s Transportation System Roads Active Transportation Inter-Regional Transit Regional Transit Taxi Service within Whitchurch-Stouffville Carpool Parking Transportation Demand Management Existing Conditions Vehicular Traffic Assessment Active Transportation Transit Future Conditions...30 i

3 3.6.1 Currently Planned Road Improvements Active Transportation Improvements Transit Improvements Future Traffic Problem and Opportunity Key Themes Identified Through Public Consultation Problem and Opportunity Statement Transportation Vision and Strategic Directions Transportation Vision Strategic Directions Alternative Solutions Alternative 1: Do Nothing Alternative 2: Optimize the Network Alternative 3: Active Transportation and Accessibility Alternative 4: Expand the Road Network Alternative 5: Expand Transit Service Alternative 6: Multimodal Approach Evaluation Methodology Evaluation and Preferred Alternative Recommended Transportation Strategy Promote Environmental Sustainability and Community Health Complete Streets Policy Guidelines Roundabout Implementation Policy Manage Travel Demand and Optimize the Network Travel Demand Management Policy and Recommendations Highway 404 Carpool Parking Lots New Signalized Intersections Intelligent Transportation Systems Traffic Operations / Signal Coordination Studies Road Classification Update Road Jurisdiction Transfers Build a Multimodal Network Cycling Network Plan...71 ii

4 6.3.2 Transit Recommendations New Connection from Lakeshore Road to Aurora Road Tenth Line Capacity Improvements Tenth Line and Main Street Jog Elimination Ringwood Drive Extension Provide a Safe and Accessible Network Support for the Town s Accessibility Plan Street Lighting Requirements Sidewalk Improvements Operational Safety Improvements Road Reconstructions Implementation Plan Financial Plan Costing Methodology Preliminary Cost Estimate of the Plan Funding Strategies and Sources Plan Monitoring Tables Table 2-1: Provincial Planning Policies... 4 Table 2-2: Regional and Municipal Planning Policies... 5 Table 2-3: Function of Road Facilities... 6 Table 3-1: Population and Employment by Settlement Area...14 Table 3-2: HCM Level of Service Criteria...23 Table 3-3: Mode of Access to Stouffville and Lincolnville GO Stations...30 Table 3-4: Currently Planned Future Road Improvements...31 Table 3-5: Link Volume to Capacity (V/C) Ratio Definitions...39 Table 3-6: Key Themes from PIC# Table 5-1: Evaluation Criteria...51 Table 5-2: Analysis of Alternatives...52 Table 5-3: Evaluation Summary...54 Table 6-1: Hoover Park Drive at Mostar Street Signalization Sensitivity Analysis...62 Table 6-2: Recommended Road Classifications...65 Table 6-3: Recommended Road Jurisdiction Transfers...68 Table 6-4: Regional Road Assumption Policy Criteria...69 Table 6-5: Cycling Network Plan Facility Lengths by Jurisdiction and Type...78 Table 6-6: Highway 48 at Lakeshore Road New Link Sensitivity...82 iii

5 Table 6-7: Accessible Transportation Goals and Actions ( Accessibility Plan)...87 Table 6-8: Street Lighting Improvements...88 Table 6-9: Sidewalk Improvements...88 Table 7-1: Summary of Recommendations and Implementation Timing...93 Table 8-1: Costs by Jurisdiction...97 Table 8-2: Cost estimate by Time Period...98 Exhibits Exhibit 1-1: Elements of a Transportation Master Plan... 1 Exhibit 1-2: Transportation Master Plan Process... 3 Exhibit 3-1: Regional Context for the Town... 7 Exhibit 3-2: Regional Travel Distribution in the AM Peak Period... 8 Exhibit 3-3: Connectivity with Surrounding Municipalities... 9 Exhibit 3-4: Official Plan Schedule A Greenlands System...10 Exhibit 3-5: Population Growth...11 Exhibit 3-6: Demographic Trends (Population by Age)...12 Exhibit 3-7: Whitchurch-Stouffville Population and Employment Growth...13 Exhibit 3-8: Modal Share...14 Exhibit 3-9: Internal Distribution of Trips within the Town (AM Peak)...16 Exhibit 3-10: Road Jurisdiction, Transit Services and Carpool Parking Lots...18 Exhibit 3-11: Existing Daily Traffic Volumes (York Region and MTO data)...22 Exhibit 3-12: Aurora Road Carpool Parking Lot Demand versus Capacity ( )...24 Exhibit 3-13: Davis Drive Carpool Parking Lot Demand versus Capacity ( )...24 Exhibit 3-14: Top 10 High Collision Intersections in Whitchurch-Stouffville...26 Exhibit 3-15: Average Annual Daily Truck Traffic...27 Exhibit 3-16: Trip Length Distribution...29 Exhibit 3-17: Percentage of trips less than 1km made on foot...29 Exhibit 3-18: Currently Planned Future Road Improvements...32 Exhibit 3-19: Stouffville Trails and Parks Concept Plan...34 Exhibit 3-20: Ballantrae-Musselman Lake Trail Opportunities & Constraints...35 Exhibit 3-21: Currently Planned Active Transportation Network...36 Exhibit 3-22: Currently Planned Future Transit Network...38 Exhibit 3-23: 2031 Model Volume to Capacity Ratios...40 Exhibit 3-24: 2031 Estimated Daily Traffic Volumes...42 Exhibit 6-1: Recommended Road Classifications...67 Exhibit 6-2: Desirable bicycle facility pre-selection nomograph...72 Exhibit 6-3: Proposed Town-wide cycling network and facility type...74 Exhibit 6-4: Proposed cycling network and facility type within Stouffville...75 Exhibit 6-5: Potential Main Street configuration with parking on 1 side 20 m...77 Exhibit 6-6: Potential Main Street configuration with parking on both sides 20 m...77 Exhibit 6-7: Recommended Transit Network...80 Exhibit 6-8: New Connection between Lakeshore Road and Aurora Road...81 Exhibit 6-9: Lakeshore Road Connection in relation to Ballantrae Secondary Plan...82 iv

6 Exhibit 6-10: 2031 Traffic Forecast with and without 10 th Line Widening...83 Exhibit 6-11: Ringwood Drive Extension...86 Exhibit 6-12: Bethesda Sideroad Existing Roadway Conditions...91 Exhibit 6-13: Tenth Line Existing Roadway Conditions...92 Exhibit 7-1: Recommended Road Improvements and Implementation Timing...95 Exhibit 8-1: Percentage of Total Cost by Improvement Type...97 Appendices Appendix A Public Consultation Appendix B Background Conditions Report Appendix C Future Traffic Conditions Appendix D Recommended Improvements, Timing, and Cost Table Appendix E Council Report on Highway 48 Issues v

7 DRAFT 1 Introduction Transportation is the lifeline of a community. It shapes the urban fabric that impacts our economic well-being, and is one of the primary factors driving the Town s environmental, economic, and social sustainability. A transportation system can influence the travel choices that people make and these choices will have a significant effect on the sustainability of the area and its growth. This comprehensive Transportation Master Plan (TMP) will serve as a blueprint for the Town to strategically advance the development of the Town s long-term transportation network to ensure community prosperity and sustainability in support of its vision to be Ontario s most welcoming and vibrant small town. 1.1 What is a Transportation Master Plan (TMP)? The Town of Whitchurch-Stouffville s Transportation Master Plan (TMP) Study is a long-term, strategic, Town-wide plan developed in compliance with the Provincial Policy Statement and Growth Plan, the York Region Official Plan and Transportation Master Plan, and the Town of Whitchurch-Stouffville Official Plan. The TMP considers all travel modes, guides decisions on community transportation planning, and is an open public process following Phases 1 and 2 of the Municipal Class Environmental Assessment process (more details in Section 1.3) The elements of a TMP are illustrated in Exhibit 1-1. Exhibit 1-1: Elements of a Transportation Master Plan February 24,

8 1.2 Goals and Objectives of the Study This Plan will guide the development of the Town s long-term transportation network with a strong focus on active transportation, connectivity and accessibility. The Plan will also provide input to the update of the Town s Official Plan. The key goals and objectives of this study include: Assessing current travel conditions, the impacts of growth and defining these issues in a problem and opportunity statement. Developing the overall vision for the transportation system reflective of goals and aspirations of the Town s citizens and community leaders, and external stakeholders; Identifying and evaluating alternative solutions to address the problem and opportunity statement Selecting a preferred alternative for a sustainable, multimodal transportation network that decreases auto dependency and is truly accessible to all; Identifying policies that support the recommended multimodal network and manage travel demand in peak periods Reaching out to the general public and stakeholders through public engagement process; Meeting the requirements of the Environmental Assessment Master Plan process augmented by the principles of sustainable transportation planning; and Establishing detailed action, implementation and monitoring plans for transportation network initiatives that are carried through to a project ready mode. The TMP builds on the approaches and ideas conveyed in the Sustainable Planning Guidelines report (developed by Transport Canada and the Transportation Association of Canada), is supported by the Province of Ontario s Places to Grow Act, and adheres to the Municipal Class Environmental Assessment process. 1.3 Study Process and Public Consultation The Transportation Master Plan (TMP) follows Municipal Class Environmental Assessment Guidelines (October 2000, as amended in 2007 and 2011) and serves as direct input to any subsequent Environmental Assessment (EA) studies for specific infrastructure projects. The TMP study addresses Phases 1 and 2 of the of the five-phase Municipal Class EA process. Phase 1 identifies problems and/or opportunities whereas Phase 2 identifies and evaluates alternative solutions, considers environmental implications, and consults with the public and affected agencies. Phases 3 through 5 are carried out through subsequent EA studies. Exhibit 1-2 illustrates the TMP Process. 2

9 Exhibit 1-2: Transportation Master Plan Process Public Information Centre (PIC) #1 was held February 25, The PIC was held in an interactive visioning format which gave the public an opportunity to provide their thoughts on the current state of transportation in the Town and what they would like to see in the future. Public Information Centre #2 was held October 26, Building upon the input from the first open house, the public was presented with the problem and opportunity statement, the vision statement, alternative solutions and the draft preferred solution, and was invited to comment upon the draft preferred solution and prioritization of transportation investments. Additional details on materials and what we heard from the two Public Consultation sessions are provided in Appendix A, and include public consultation summary reports, display boards, and presentations. 3

10 2 Planning Framework Planning guidance that informs this TMP study includes strategic documents from the Province of Ontario, Regional Municipality of York, and the Town s own Plans. Relevant documents are identified and documented in Appendix B, Background Conditions Report and summarized within this section. 2.1 The Provincial Planning Context A number of provincial policy documents provide the basis and guidance for the transportation vision for this TMP study. Provincial plans are identified and summarized in Table 2-1. Table 2-1: Provincial Planning Policies Provincial Planning Document Provincial Policy Statement 2014 Growth Plan for the Greater Golden Horseshoe 2006, 2013 The Big Move 2008 Transit- Supportive Guidelines #CycleON: Ontario s Cycling Strategy Directions Provides direction on land use planning and development, including: Provide appropriate development while protecting resources, public health and safety, and the natural and built environments Build strong, healthy communities by supporting denstiy and land uses which support active transportation, are transit-supportive, are freight-supportive Safe, energy efficient, transportation systems that move people and goods Integrated transportation and land use considerations at all stages of the planning process Use of TDM strategies to maximize efficiency Land use pattern, density, and mix of uses to minimize length and number of vehicle trips, support current and future use of transit and active transportation Originally created in 2006, the 2013 amendment sets forth a vision for 2041 including identification of Urban Growth Centres across the GTA, Major Transit Station Areas and Intensification Corridors. Identifies a 25 year plan for the Regional Rapid Transit and Highway Network. The Town will continue to be served by commuter rail services along the Stouffville GO Rail line, while the Richmond Hill GO Rail line is planned to be extended to Aurora Road in the vicinity of the Community of Vandorf. Regional Express Rail (all-day 2-way service at 15 minute headways) is planned along the Stouffville GO Rail line terminating in Markham. Identifies best practices in Ontario, North America and abroad for transitfriendly land-use planning, urban design, and operations. Provides a route map to support and encourage growth in cycling over the next 20 years 4

11 2.2 The Regional and Municipal Planning Context A number of Regional and Municipal planning documents inform the Whitchurch-Stouffville TMP study Table 2-2 presents key documents of influence over the transportation network planning while a detailed discussion of documents identified plus additional ones are provided in the Background Conditions Report (Appendix B). Table 2-2: Regional and Municipal Planning Policies Provincial Planning Document York Region Transportation Master Plan 2009 Whitchurch- Stouffville Official Plan 2000 Directions The 2009 Regional TMP addresses York Region s future transportation needs to The Region is currently updating the 2009 plan, extending the horizon to The Official Plan establishes a general framework for the future planning of the municipality and provides the overall vision, principles and objectives to guide decision making by the Town. The Plan also incorporates detailed policies for each community within the Town, the Gormley Industrial Area and the Vandorf-Preston Lake Area. Of specific relevance to the TMP: Function and general design requirements for different road classifications (Table 2-3); Additional provisions for intensification and updates to the population, housing, and employment forcasts, provision fo high density resdiential development, greater flexibility in locating community facilities, and policies for the protection of signficiatant habitat (See OPA No. 137, discussed in Appendix B); Significant natural heritage and environmental areas, representing constraints to developing the transportation system (Exhibit 3-4); Rich aggregate resource areas (Official Plan Schedule B-1, Appendix B). Ballantrae- Musselman Lake and Environs Secondary Plan/Highway 48 Corridor Study 2012 (OPA No. 136) Functional Servicing Study Update for the Community of Stouffville 2013, Issue 2 May, Community of Stouffville Trails & This document amends to the Secondary Plan and Zoning By-law as well as to the Access Management Guidelines for the Ballantrae- Musselman Lake and Environs area. It provides a concept plan and urban design guidelines for the Highway 48 Corridor, a proposed trail and open space system (Exhibit 3-20), and natural heritage system and servicing pan. See Appendix B for detailed directions arising from the technical studies. The Functional Servicing Study (FSS) provides an overall engineering framework related to the road network, water system, sanitary sewer system and stormwater management system. A number of road improvements building upon the York TMP, as well as intersection level improvements are identified, which the Town-wide TMP will build upon. Additional details are provided in Appendix B. The Community of Stouffville Trails and Parks Plan identifies the existing and proposed parks throughout the Community of Stouffville, 5

12 Provincial Planning Document Parks Plan Directions as well as a network of on and off-road trails for pedestrians and cyclists (see Appendix B and Exhibit 3-19). In addition to recreation, the plan aims to connect neighborhoods with key destinations across the community, thereby increasing pedestrian and cycling modal share for utilitarian trips. Table 2-3: Function of Road Facilities Road Classification Regional and Major Arterial Roads Function Serve inter-regional, regional, and local travel demands, including truck movements Minor Arterial Roads and Serve local travel demands Collector Roads Connects major arterial and local roads Local Roads Serves local and neighbourhood travel demand Connects individual properties to collectors and arterials Lanes Provides access to individual properties for parking and loading Design Requirements Direct access from abutting properties is generally restricted Maximum of four through lanes and transit/hov lanes, if required Right-of-way width of 30 to 45 metres (98 to 148 feet) except for specific areas such as sections 9th Line between Aurora and Vivian Roads, around Musselman Lake, where a reduced right-of-way is required Direct access from abutting properties permitted with some restrictions Maximum two travel lanes Right-of-way width 27 metres (89 feet) maximum No access control Maximum two travel lanes Right-of-way width 20 metres (66 feet) maximum, however, reduced standards may be established for individual development applications to a minimum right-of-way width of 17 metres (55.7 feet) Generally prohibited, but where permitted: No access control Right-of-way width 5 metres (16 feet) minimum 6

13 DRAFT 3 Problem and Opportunity This chapter documents Whitchurch-Stouffville s existing transportation infrastructure, current levels of travel demand, its characteristics and influencing factors, and travel conditions observed on the existing transportation network in the Town. 3.1 Regional Context The Town of Whitchurch-Stouffville is situated within the Regional Municipality of York in the Greater Toronto Area (GTA). It is connected to the rest of the GTA via the Regional Road and transit systems and the provincial highway network and commuter rail services (Exhibit 3-1). Exhibit 3-1: Regional Context for the Town Travel Distribution The distribution of travel to, from, and within the Town is a key driver in identifying needs and opportunities for the transportation network. Based on 2011 Transportation Tomorrow Survey information, morning peak period trip origins and destinations are summarized in Exhibit 3-2. February 24,

14 AM Peak Trip Origins: 18,000 AM Peak Trip Destinations: 11,000 Exhibit 3-2: Regional Travel Distribution in the AM Peak Period A total of 18,000 AM weekday peak period trips are made by Town residents in One third of AM trips stay within the Town while about 40% head elsewhere in York Region and 4% head to Durham Region. Finally, 24% of the residents commute to Downtown Toronto, for which GO Transit rail and bus services provide key connections that allows Town residents to enjoy country close to the City. Significantly less (11,000) trips are destined to the Town in the AM. Over half of these trips are internal. A higher proportion of trip origins come from northern municipalities and Durham Region, indicating that the Town does serve as an employment base for more rural communities Connectivity The strong attraction with Durham Region is notable as the road network to the east has limited connectivity. Many of the Town s east-west roads, i.e. Stouffville Road, end in T-intersections and discontinue at the York-Durham border. As illustrated in Exhibit 3-3, only Davis Drive, Bloomington Road / Durham 47 and Hoover Park / Uxbridge Pickering Townline provide York- Durham network continuity. However since Durham Region and the Town of Uxbridge directly to the east of Whitchurch-Stouffville are primarily rural, there may not be a strong need to improve this connectivity in the future. The Town is well connected to the west and to the south via the Regional road network, also shown in Exhibit 3-3. Commuter transit services to Downtown Toronto are provided by GO rail 8

15 and bus services while York Region Transit provides connections to the Town of Richmond Hill and City of Markham. The current transportation system is discussed further in Section 3.4. Exhibit 3-3: Connectivity with Surrounding Municipalities 3.2 Environmental Context and Constraints The Oak Ridges Moraine (ORM) covers the majority of the Town of Whitchurch-Stouffville and as such significant growth outside of the Secondary Plan Areas is not anticipated. The Transportation network should strive to protect and enhance the ORM protected areas by maintaining existing road ROW s as much as possible and encouraging efficient use of the existing road network. The ORM and the Town s Greenlands system are identified in Official Plan Schedule A, and Exhibit

16 Exhibit 3-4: Official Plan Schedule A Greenlands System 10

17 3.3 Demographics and Travel Trends Trends in population and employment and future growth influence travel behaviour and needs, these trends and patterns are summarized within this chapter Population and Employment Trends Census information from Statistics Canada including the most recent 2011 Census was extracted to identify demographic trends for the Town. This information was supplemented with York Region estimates of population and employment between 2011 and 2014 to provide an understanding of the latest growth trends in the Town. Historic population and employment growth in the Town is summarized in Exhibit 3-5. Exhibit 3-5: Population Growth Source: Statistics Canada, York Region, Corporate Services, Long Range Planning Branch, 2013 and While Whitchurch-Stouffville was the third fastest growing Town in Canada at about 10% per year between 2006 and 2011, growth has slowed down since 2011 to 3% per year. Employment growth was modest at 3% per year from 2006 to 2011, but growth increased to 5% per year since Changes in the age demographic of the Town are also observed, and this is illustrated in Exhibit

18 Exhibit 3-6: Demographic Trends (Population by Age) Source: Statistics Canada Signs of an aging community are seen in the 2001 to 2006 data where the 45+ age range grew from 38% to 45% as many baby boomers started to reach their 50s in this time. At a town-wide level, the aging trend has been balanced by the new growth areas in the Community of Stouffville, which has resulted in a large influx of young families. The age range declined sharply from 29% to 24% from 2001 to 2006, but then increased back to 2001 levels to 28% by Both the aging segment of the population and the younger family demographic require attention to increasing accessibility needs in the Town, particularly with respect to wheeled mobility items including wheelchairs, mobility scooters and strollers Population and Employment Growth in Secondary Plan Areas The Town s Secondary Plan Areas, current population and employment and projected growth, are depicted in Exhibit 3-7. The Community of Stouffville is the largest Secondary Plan Area within the Town. It is located in the south-east corner of the Town of Whitchurch-Stouffville, and is generally bound by Highway 48 to the west, York-Durham Line to the east, Bethesda Side Road to the north, and 19 th Avenue to the south. The Gormley Industrial Area is located in the Southwestern quadrant of the Town, and consists primarily of employment uses. 12

19 Vandorf-Preston Lake is located in the western part of the Town, consisting of residential communities along Woodbine between Aurora Road and Bloomington Road and industrial employment uses east of Woodbine along the rail corridor. Ballantrae-Musselman Lake is located in the north east part of Town, and is the second largest residential community, centered around the intersection of Highway 48 and Aurora Road and Musselman Lake on Ninth Line. Finally, the remainder of the Town is simply referred to as rural. Exhibit 3-7: Whitchurch-Stouffville Population and Employment Growth The population and employment projections used in this study are based upon York Region Official Plan targets (amended June 20, 2013), which project a population of 60,600 and an employment of 23,000 by the year The population and employment projections for the Secondary Plan Areas to 2021 and 2031 are summarized in Table 3-1. Between 2011 and 2031 the overall Town s population is expected to grow by 54% while employment is expected to grow by 69%. The majority of population growth will occur in the Community of Stouffville where 13

20 there will be 84% growth while the remaining areas will experience very little growth or some negative growth due to aging and migration to urban centres. Table 3-1: Population and Employment by Settlement Area Secondary Plan Area Population Employment Growth (2011 to 2031) Population Employment Stouffville 24,800 38,200 45,600 7,800 14,100 16,700 84% 114% Gormley ,300 2,600 2,800 0% 22% Vandorf 1,600 1,500 1, % -11% Ballantrae 6,400 6,900 7, ,000 1,000 11% 25% Rural 5,800 5,800 5,700 1,800 1,700 1,700-2% -6% Total 39,300 53,100 60,600 13,600 20,200 23,000 54% 69% Source: York Region Similarly, employment growth will also be focused in the Community of Stouffville at 114% growth (doubling), followed by 25% and 22% employment growth in Ballantrae and Gormley, respectively Modal Share Modal share describes the proportion of trips made within a specified time period by various travel modes including walking, cycling, transit, auto drivers and auto passengers. The modal share for weekday AM and PM peak period travel by Town residents is illustrated in Exhibit 3-8. Weekday AM Peak Period Weekday PM Peak Period Exhibit 3-8: Modal Share 14

21 Modal share has remained relatively constant between 2001 and 2011 as the Town s urban and rural form and transportation network have changed very little in that time despite significant population growth between 2006 and The vast majority of trips within the community are completed with private auto. During the weekday AM peak period there is a higher proportion of auto passenger trips as well as walk and cycle trips, as the AM peak is typically composed of a higher number of commuter (work) and school trips. Trips by students on school buses are also captured under auto passengers. It is likely that the higher proportion of auto passenger and walk and cycle trips is due to students being driven to school, taking the school bus, and walking and cycling to school. In the PM peak period, which falls after the school hours, most students have already returned home from school, thus there are a greater proportion of autodriver trips reflecting the employees returning home from work Employment Survey Travel Trends Smart-Commute Central York conducted Employee Commuter Travel Habits surveys for two major employers in the Town the Town of Whitchurch-Stouffville and Strategic Information Technology Ltd. (SIT), a software company with its head offices in Stouffville. The first was conducted in 2013 for the Town of Whitchurch-Stouffville and the second in 2014 for SIT. The results of these surveys provide a snapshot of specific employers in Town to supplement the TTS data. The detailed surveys are provided in Appendix B. The Town of Whitchurch-Stouffville employs approximately 150 full-time staff of which 96% drive alone, 1% carpool and 3% walk. This modal share is similar to overall Town results from the TTS with the exception of very few carpool trips. This low proportion of carpool trips may be a function of the specific origin locations of Town employees as 50% of survey respondents indicated that they need help finding suitable people to share the ride with. The need for their car for work was the second highest barrier to carpooling. SIT employs approximately 161 persons, of which 79% drive alone, 14% carpool 2% take transit, 2% walk, and the remaining 3% get dropped off, telework, or vanpool (employee subsidized). This modal share is similar to overall Town results Travel Distribution in the Town The internal distribution of trips within the Town is illustrated in Exhibit 3-9. In the AM peak period approximately 5,800 trips are made for all trip purposes. The Community of Stouffville is the focal point of travel with 74% trips internal to Stouffville and another 12% of trips destined to or from Stouffville from another part of the Town. Ballantrae-Musselman Lake is the next largest generator of trips while rural areas tend to generate more travel than Vandorf or Gormley. 15

22 Exhibit 3-9: Internal Distribution of Trips within the Town (AM Peak) 3.4 The Town s Transportation System The Town of Whitchurch-Stouffville s transportation network includes provincial, regional and local roads, sidewalks and trails, and transit service via York Region Transit / Viva and GO rail and bus. The Town-wide transportation system, including road network with respect to jurisdiction, existing YRT transit services, GO services, and MTO carpool parking lots, are illustrated in 16

23 Exhibit Additional discussions on the different elements of the transportation system are provided in the following sections Roads The Town of Whitchurch-Stouffville is serviced by a grid-based road network comprised of provincial highways, regional arterial roads, and the Town s system of arterial, collector, and local roadways. Arterial Road concessions are approximately 2.0km apart for east-west roads and 4.1km apart for north-south roads. Highway 404 forms the westerly boundary of the Town and provides a high-speed and highcapacity north-south route through York Region. Highway 404 terminates in Georgina to the north, and transitions into the Don Valley Parkway which enters downtown Toronto to the south. Highway 48 is a rural provincial highway which also runs north south through the middle of the Town and just west of the Town Centre. Highway 48 continues to the north until hitting the south side of Lake Simcoe, at which point it connects to Highway 12 which runs north-south to the east of Lake Simcoe. To the south, Highway 48 passes through the City of Markham and the City of Toronto and terminates near Lake Ontario. Highway 48 and Highway 404 both connect to Highway 7, Highway 407 and Highway 401. York Region maintains several arterial roadways in the Town. North-south regional roads include Woodbine Avenue, Warden Avenue, Kennedy Road, McCowan Road, Ninth Line, and York/Durham Line. East-west regional roads include Davis Drive, Vivian Road, Aurora Road, Bloomington Road, and Stouffville Road Active Transportation The Town s transportation facilities for cyclists and pedestrians include sidewalks, trails, walkways, bicycle paths, on-road signed bicycle routes, and multi-use trails. The majority of active transportation facilities in the Town serve the Community of Stouffville. Trails and walkways are also present in Gormley (Bruce s Mill Conservation Area), Vandorf, Ballantrae-Musselman Lake, and run through York Regional Forest Areas. However, there is a significant amount of natural environmental areas, open space, and parkland within Whitchurch- Stouffville that lacks active transportation connections. Furthermore, there is little connectivity between Whitchurch-Stouffville communities and within the smaller communities. The lack of connectivity of sidewalks and other active transportation facilities makes it difficult for pedestrians and cyclists to travel throughout the Town and between communities, and to access Town facilities and services. There are opportunities to provide active transportation connections throughout the Town of Whitchurch-Stouffville, either on or off road, some of which are already identified in the Community of Stouffville Trails and Parks Plan the Ballantrae-Musselman Lake Secondary Plan. Additional details on these plans are provided in Section

24 Exhibit 3-10: Road Jurisdiction, Transit Services and Carpool Parking Lots 18

25 3.4.3 Inter-Regional Transit Inter-regional public transit between York Region and surrounding regions and counties is limited to GO Transit via rail and bus, YRT/VIVA transit connecting to City of Toronto Finch Terminal, and via some TTC routes servicing the southern areas within York Region. However, the only inter-regional public transit servicing the Town of Whitchurch-Stouffville is GO Transit. GO Transit provides two train stops within the Town along the Stouffville Rail Line, at the Stouffville and Lincolnville GO stations. GO Buses also operate parallel to the Stouffville Train Line. North-east of Lincolnville the service is extended to Goodwood and Uxbridge via bus only. To the south, the Stouffville GO line continues into the City of Toronto, and eventually to Union Station. There are 6 trains departing from Lincolnville GO and Stouffville GO Stations during the AM peak period between 5:18 AM and 7:49 AM, and destined for Union Station. There are 6 trains departing Union Station during the PM peak period between 4:18 PM and 7:18 PM, and destined to Stouffville GO and Lincolnville GO stations Regional Transit The Town is connected via York Region Transit (YRT) services to the Town of Richmond Hill via YRT Route 15 and to the City of Markham via YRT Route 9. Route 15 runs along Stouffville Road between Yonge Street and the Community of Whitchurch- Stouffville. About one bus is run per hour, during weekday AM (6:00 AM to 10:00 AM) and PM (3:00 PM to 7:30 PM). Saturday and Sunday/Holiday service is also provided during the day, also at one bus per hour. The 2016 YRT/Viva Annual Service Plan, approved by council in September 2015, recommends YRT s service plan for 2016 will change Saturday and Sunday/Holiday service to dial-a-ride service, resulting in passengers being required to call to request transit service on weekends. Route 9 operates along Ninth Line between 14 th Avenue and Main Street Stouffville and provides a key transit connection between the Town and key destinations in City of Markham, such as Highway 7 Viva service and Markham-Stouffville Hospital. Route 9 operates on weekdays only between 6:00 AM and 9:00 PM with headways of approximately 43 minutes Taxi Service within Whitchurch-Stouffville Taxi service in the Town is limited. The services appear to be mostly limited to bookings only (including limousine bookings). As such, taxi service appears to be reserved primarily for special purposes and events and is not likely to be a viable option for most residents for use on a daily basis Carpool Parking The Ministry of Transportation Ontario provides free carpool parking lots adjacent to highway interchange ramps throughout Ontario. The Town of Whitchurch-Stouffville is served by two carpool parking lots at Highway 404, at the interchanges of Davis Drive and Aurora Road. 19

26 These lots do not require registration or permit, are unsupervised, and allow overnight parking. Entrances to the lots are marked by a parking lot sign with a P inside a green circle Transportation Demand Management Transportation Demand Management (TDM) is a general term for strategies which result in more efficient use of transportation resources. These strategies typically include but are not limited to: Improving transit service Improving pedestrian and cycling conditions Carsharing Ridesharing Place of work policies, such as encouraging flexible daily work schedules, telework, guaranteed ride home (for non-drivers in emergency situations). While the Town itself does not manage or promote any TDM policies or programs, it is currently working with York Region and Smart Commute Central York to promote these strategies to increase transportation efficiency. 3.5 Existing Conditions Existing needs and opportunities with respect to personal vehicles, pedestrians and cyclists, and transit, are summarized in the following sections Vehicular Traffic Assessment Vehicular traffic was assessed in terms of screenline and roadway link capacities, intersection capacity, and finally from a traffic safety perspective EXISTING TRAFFIC CONDITIONS Historic daily traffic counts on some sections of Town roads were provided by York Region. The collection years ranged from 2006 to Average Annual Daily Traffic (AADT) volumes were also available from the Ministry of Transportation of Ontario for Highway 404 and Highway 48. Existing daily traffic volumes are shown in Exhibit 3-11 to provide an indication of the roads that are primarily being utilized for commuting throughout the Town and to help understand existing traffic patterns. Additional AADT information from the year 2012 is shown in Exhibit 3-11, as excerpted from the York Region 2013 Transportation Fact Book. As shown in Exhibit 3-11, the highest north-south traffic volumes in the Town occur on Highway 48, and appear to grow in general evenly amongst all north-south arterials towards the southern part of the Town. East-west traffic on the other hand is focused primarily on Aurora Road, Bloomington Road, and Stouffville Road which have interchanges with Highway 404. This pattern occurs due to the high proportion of longer distance commuter travel; specifically work trips travelling south primarily to Toronto and Markham, as shown in the existing travel patterns in Exhibit 3-2 The highest traffic volumes are along Stouffville Road, which connects the Community of Whitchurch-Stouffville to the Highway 404 interchange and on Highway

27 SCREENLINE AND LINK ANALYSIS Screenline analysis involves assessing the total amount of traffic crossing certain predefined points of the road network and comparing that total traffic against roadway capacity. The purpose of this analysis is to determine if any network-wide deficiencies exist in a grid-based road system. In a grid-based system, congestion on a specific road may not necessarily warrant road improvements where a feasible alternative route exists. However, when the total traffic crossing a screenline indicates capacity deficiencies, there is a clear need for improvements. Localized congestion issues still need to be considered where the road network is not able to accommodate traffic diversion. Overall existing traffic screenlines are under capacity. However localized capacity issues are noted during peak periods, particularly on Bloomington Road throughout the Town and along Woodbine Avenue. Details on the screenline and link capacity analyses are provided in the Background Conditions Report, Appendix B. 21

28 Exhibit 3-11: Existing Daily Traffic Volumes (York Region and MTO data) 22

29 INTERSECTION CAPACITY A total of 10 intersections were identified for operational analysis. The selected intersections are fully or in-part under Town s jurisdiction and carry higher traffic volumes, may have historically documented safety issues, or are expected to play a more significant role in in the future. The analysis was completed using Highway Capacity Manual 2000 (HCM) methodology. Level of service (LOS) criteria as per HCM differs for signalized and stop controlled intersections, and is outlined in Table 3-2. Table 3-2: HCM Level of Service Criteria Level of Service Average Control Delay (sec/veh) Recommended Improvement Criteria Unsignalized Intersections Signalized Intersections A Acceptable B > 10 and 15 > 10 and 20 Acceptable C > 15 and 25 > 20 and 35 Acceptable D > 25 and 35 > 35 and 55 Monitor E > 35 and 50 > 55 and 80 Monitor F > 50 > 80 Unacceptable All signalized intersections analyzed are operating with level of service C or better during the weekday AM and PM peak hours. At unsignalized intersections, most movements are operating with level of service D or better. One exception is the westbound left-turn movement at Woodbine Avenue and Gormley Industrial Avenue during the weekday AM peak hour, which is operating at level of service E. The delay issues at both intersections are due to high through volumes on Woodbine Avenue. Details on the analysis are provided in the Background Conditions Report, Appendix B CARPOOL PARKING DEMAND A capacity assessment shows that the Aurora Road carpool parking lot has been at capacity for the past three years while the Davis Drive carpool lot has seen fluctuating demand. As Stouffville Road is the key connection from the Community of Stouffville to Highway 404 in addition to the future improvements to Stouffville Road in the Town of Richmond Hill, there may be a an opportunity to improve regional mobility with the introduction of a new carpool lot at this location. 23

30 Exhibit 3-12: Aurora Road Carpool Parking Lot Demand versus Capacity ( ) Exhibit 3-13: Davis Drive Carpool Parking Lot Demand versus Capacity ( ) 24

31 TRAFFIC SAFETY York Region s 2015 annual traffic safety report identified the top 10 high collision intersections (see Exhibit 3-14) in the Town of Whitchurch-Stouffville including five intersections along Stouffville Road and four intersections along Woodbine Avenue. All intersections are under Regional Municipality of York jurisdiction. The highest collision intersection identified is Main Street at 9 th Line which has since been reconstructed to eliminate the jog between the north and south legs of 9 th Line. There appears to be a correlation in the remaining 9 intersections which are at higher volume, higher speed Regional Road intersections. Additional safety reviews were completed at Aurora Road at Woodbine Avenue, Aurora Road at Highway 48, and at Lakeshore Road at Highway 48. Only the intersections of Aurora Road and Woodbine Avenue, and Aurora Road and Highway 48 had enough collisions to be statistically significant. The majority of those collisions were identified as rear-end collisions. Since these intersections are located along major arterials, one explanation could be the high speeds and drivers not expecting to be required to come to a complete stop. Observations showed that the intersections are fully actuated, which supports this argument, since drives may tend to expect green phases particularly along Aurora Road. Additional details on the safety review are provided in Appendix B. 25

32 Exhibit 3-14: Top 10 High Collision Intersections in Whitchurch-Stouffville TRUCK TRAFFIC Average annual daily truck volumes (AADTT) for the year 2006 were available from the MTO using the icorridor tool. The 2006 AADTT volumes are shown in Exhibit

33 Exhibit 3-15: Average Annual Daily Truck Traffic Major truck volumes are noted on three east-west roads within the Town, including Stouffville Road / Main Street, Bloomington Road, and Davis Drive. These three corridors provide truck access through the Town between Highways 404 and 48. While Davis Drive and Stouffville Road truck traffic is primarily between Highway 404 and 48, Bloomington Road serves as a primary connection between Highway 404 and the communities of Goodwood and Uxbridge in Durham Region thus there is significant truck traffic that passes through the Town of Whitchurch-Stouffville on Bloomington Road. 27

34 North-south truck demand is seen on Highway 404, Highway 48, and a short section of Tenth Line between Main Street and Bloomington Road. The 10 th line truck demand appears to serve truck travel between the Community of Stouffville and Uxbridge, while Highway 404 and 48 demands appear to be mostly through traffic serving longer distance demand. Also noted in the exhibit are percentage truck traffic figures from the 2011 Cordon Count program for the screenline west of York-Durham Line. These percentages confirm that similar levels of truck traffic are observed as in the 2006 MTO data. The Cordon Count information also provides a glimpse of truck traffic on minor arterials, particularly Vivian Road, 10 th Line and Bethesda Sideroad which all have a percent trucks of 27% or higher (albeit relative to low general traffic volumes). Finally, the United Soils Management fill site is noted in red, located northeast of Ninth Line and Bloomington Road. This site generates a significant level of truck traffic today and will continue to do so into the future Active Transportation As indicated by the modal share information presented in Exhibit 3-8, the majority of trips in the town are made by private automobile. Looking more specifically at trips of a shorter trip length can reveal the latent walking and cycling potential in the community, as the modal share is often a function of trip origins and destinations, and the distance between them. Of the total 79,000 trips made by Town of Whitchurch-Stouffville residents each weekday, 4% are less than 1km in length. Of these trips, 70% are made by single occupancy vehicles (SOV) while 30% are walk or cycle. This is in-line with neighbouring municipalities but lower than more urbanized municipalities such as Markham, Newmarket and Vaughan which suggest opportunity for achieving greater share in non-auto trips the future. The percentage share of walk trips for trips in York Region municipalities less than 1km is summarized in Exhibit 3-16 and Exhibit

35 Exhibit 3-16: Trip Length Distribution 40% 35% 30% 25% 20% 15% 10% 5% 0% %Trips Less than 1km made on foot Exhibit 3-17: Percentage of trips less than 1km made on foot 29

36 3.5.3 Transit As mentioned previously, GO Rail and GO Bus services provide vital commuter connections for the Town s residents. While Stouffville GO station tends to capture ridership for residents within the Community of Stouffville, Lincolnville GO station captures a wider range of origins including communities to the north and east in Durham Region. At Stouffville GO Station, 47% of commuters park and ride, 31% get dropped off or arrive to the station as passengers, and 22% walk or cycle. Lincolnville mode of access is significantly different with 81% driving and parking, 12% arriving by GO bus, and no passengers accessing the station by walking or cycling. As the Town continues to develop particularly closer to Lincolnville, there are certainly opportunities to encourage non-auto access to the Station. Besides the GO rail and bus services, Whitchurch Stouffville is connected with York Region by York Region Transit routes. YRT route 9 connects passengers north and south on the Ninth Line, and route 15 carries passengers along Stouffville road to the Stouffville District Secondary School and Stouffville GO station. YRT s service plan for 2016 proposed to convert the weekend/holiday service of route 15 to an on-demand service due to low ridership. Mode of access for the two GO stations is summarized in Table 3-3. Table 3-3: Mode of Access to Stouffville and Lincolnville GO Stations Station Drove myself (parked at GO station) Passenger in a vehicle (parked at GO station) Passenger in a vehicle (dropped off) Carpooled (as driver or passenger) GO Bus Cycle Walk Total Sample Size (%) Stouffville % 47% 8% 18% 5% 0% 4% 18% 100% Lincolnville % 81% 0% 7% 0% 12% 0% 0% 100% Source: Metrolinx 2013 GO Rail Origin-Destination Survey 3.6 Future Conditions Based on the planned growth identified previously in Section 3.3.2, future transportation conditions consider currently planned improvements in relation to planned population and employment growth, and are discussed in the following sections Currently Planned Road Improvements There are a number of planned future roadway improvements which will affect the Town s future travel patterns and needs. These improvements are summarized in Table 3-4. It is noted that these changes are preliminary and subject to change. In many cases, such as for interchanges, commuter parking facilities etc., the suggested improvements may fall within a different agencies jurisdiction, and will require additional input. Further, the timing identified is for 2041, but certain improvements may be required sooner as the phasing and implementation of the TMP is still to be determined at the time of writing this report. 30

37 Table 3-4: Currently Planned Future Road Improvements Improvement Source Status Highway 404 HOV lanes from 407 to Stouffville Road MTO Identified by MTO in the 5 year construction program Highway 404 HOV lanes from Stouffville Road to MTO Identified as a future project Green Lane Davis Drive widening 2 to 4 lanes from Bales Drive West to Highway 48 York Region TMP (Preliminary December 2015) TMP - by 2041 Highway 48 widening 2 to 4 lanes from Bloomington Road to south Town limits Bloomington Road widening 2 to 4 lanes throughout Town York-Durham Line widening from Stouffville Road to south Town limits (2 to 4 lanes) Improved Highway 404 interchange at Vivian Road and commuter parking facilities - addition of two ramps to and from the north New Highway 404 interchange at St. John s Sideroad and commuter parking facilities Commuter parking facility at Bloomington Road and Highway 404 Commuter parking facility at Stouffville Road and Highway 404 York Region TMP (Preliminary December 2015) York Region TMP (Preliminary December 2015) York Region TMP (Preliminary December 2015) York Region TMP (Preliminary December 2015) York Region TMP (Preliminary December 2015) York Region TMP (Preliminary December 2015) York Region TMP (Preliminary December 2015) TMP - by 2041 TMP - by 2041 TMP - by 2041 TMP - by 2041 TMP - by 2041 TMP - by 2041 TMP - by 2041 The currently planned future road improvements identified above are illustrated in Exhibit The Town s Functional Servicing Study and other secondary plan studies identified a number of intersection level improvements which are carried forward in this TMP, and these were identified previously in Section 2.2, with a detailed listing in Appendix B. 31

38 Exhibit 3-18: Currently Planned Future Road Improvements 32

39 3.6.2 Active Transportation Improvements The Community of Stouffville Trails and Parks Plan identifies both on and off-road pedestrian and cycling facilities within the Community of Stouffville. The concept plan is illustrated in Exhibit Similarly, the Town developed a trails network for the Ballantrae-Musselman Lake Secondary Plan Area, which is illustrated in Exhibit According to the York Region Transportation Master Plan (YRTMP, November 2009), pedestrian accommodation improvements in the Town of Whitchurch-Stouffville include new sidewalks primarily in the Community of Stouffville along Ninth Line, as well as in Ballantrae along Aurora Road. In addition, the YRTMP identifies pedestrian zones within which sidewalks should be implemented on streets. The pedestrian zones within the Town identified in the YRTMP include the Secondary Plan areas as well as the hamlet of Bloomington at Ninth Line and Bloomington Road. In terms of cycling facilities, the TMP recommendations include proposed bike lanes along Ninth Line through the Community of Stouffville between Bethesda Side Road and 19 th Avenue. Additionally, proposed paved shoulders and signed routes are recommended throughout the entire Town of Whitchurch-Stouffville providing both internal and external cycling connections. Further to the Region s TMP, the 600km Ontario Greenbelt Cycling Route was announced in May 2013 and launched in August 2015 and spans six Regions from Northumberland County to Niagara Region. The Route passes through the Town of Whitchurch-Stouffville in the form of mostly on-road signed routes via Hoover Park Drive, Ninth Line, Aurora Road, McCowan Road and St. John s Sideroad. Also forming part of the proposed cycling network is the Oak Ridges Trail which generally runs east-west through the Town, and the Lake to Lake Route which runs north-south generally parallel west of Highway 404 and connecting Lake Simcoe to the south side of York Region. The planned active transportation network for the Town is illustrated in Exhibit

40 Exhibit 3-19: Stouffville Trails and Parks Concept Plan February 24,

41 Exhibit 3-20: Ballantrae-Musselman Lake Trail Opportunities & Constraints 35

42 See Exhibit 3-19: Stouffville Trails and Parks Concept Plan Exhibit 3-21: Currently Planned Active Transportation Network February 24,

43 3.6.3 Transit Improvements According to the Big Move Regional Transportation Plan and the York Region Transportation Master Plan update (preliminary recommendations as of December 2015) the transit related improvements impacting the Town include: All day two-way Regional Express Rail service on the Stouffville GO rail line to Mount Joy GO Station (just south of the southern Town limits); peak Regional Rail service to its current terminus at Lincolnville GO Station into Durham Region. New GO train line through Richmond Hill and crossing into the Town near Bloomington Road, terminating near Warden Avenue and Aurora Road, Frequent transit service along Ninth Line from Main Street south through Markham to Steeles Avenue and connecting to TTC (YRT Route 9, currently terminates south of Highway 407)Rural transit links: o Highway 48 between Stouffville and Ballantrae, and between Ballantrae and Mount Albert to the north (continuing into Georgina). o Aurora Road between Ballantrae and Highway 404 o Stouffville Road between Stouffville and Highway 404 / Richmond Hill, connecting to Yonge Street (YRT Route 15) o New bus service (DRT Route 960) will connect Uxbridge and Newmarket along Davis Drive between Highway 404 and Regional Road 30/York Durham Line The planned transit network is illustrated in Exhibit

44 Exhibit 3-22: Currently Planned Future Transit Network 38

45 3.6.4 Future Traffic The York Region EMME model used for the 2009 York Region TMP was obtained and modified for use on the Whitchurch-Stouffville TMP. The model was modified to provide for better representation of the socio-economic conditions and the road network within the Town. The model forecasts AM peak hour traffic and is meant to be used as a tool to guide decisions on the future needs of the Town. Key inputs to the model were discussed earlier in this chapter and include population and employment forecasts and transportation network assumptions. Additional details on the traffic modeling assumptions and outputs are provided in Appendix B, Background Report, while future 2031 intersection operations are documented in Appendix C forecast traffic flows and volume to capacity ratios are illustrated in Exhibit The ratio of travel demand versus travel supply (commonly referred to as volume to capacity ratio) is measured across these screenlines the higher the volume to capacity ratio, the more congestion there is. This volume to capacity ratio on road and freeway links can also be described in terms of level of service. These definitions are summarized in Table 3-5. Table 3-5: Link Volume to Capacity (V/C) Ratio Definitions V/C Ratio Level of Service Operating Condition Less than 0.85 LOS A-C Free-flow, very little, to moderate delay Between 0.85 and 0.99 Greater than 1.00 LOS D-E LOS F Approaching or at capacity, users experience delays and queuing Over capacity, severe delays and queuing For a particular road link or section, a v/c ratio of less than 0.85 represents flow conditions in which little or acceptable delay is experienced. Between 0.85 and 0.99, as the link reaches capacity, congestion and a high amount of delay are experienced. At a v/c ratio of 1.00 or higher, there are stop-and-go conditions and traffic flow breaks down. Localized congestion is identified on Bloomington Road, Stouffville Road, Highway 48, 10 th Line south of Hoover Park Drive, and on Woodbine, Warden, and Kennedy, south of Stouffville Road. 39

46 Exhibit 3-23: 2031 Model Volume to Capacity Ratios IMPACT OF DONALD COUSENS PARKWAY York Region is planning to extend Donald Cousens Parkway from its current terminus at Major Mackenzie Drive northwesterly towards Nineteenth Avenue at Warden Avenue, where it will connect to Highway 404 with a new interchange. The City of Markham is also planning to develop the lands south of the Donald Cousens Parkway extension, calling these lands the North Markham Future Urban Area. Ultimately, the new roadway may have some minor benefit to Town residents in the future, particularly those who may wish to use Nineteenth Avenue to access Highway 404 instead of Stouffville Road. 40

47 DAILY TRAFFIC 2031 daily traffic was estimated based upon the peak hour model, and provides an overall picture of increasing traffic demands throughout the Town in Exhibit Relative to the existing daily traffic volumes exhibit (Exhibit 3-11), 2031 demand appears to grow substantially, in proportion to population and employment growth as expected. Generally, daily traffic volumes exceeding 15,000 carry around 1,500 vehicles in the peak hour and exceed the capacity of a single travel lane which ranges between 900 and 1,200 vehicles per hour for a major arterial road. Where two lanes of traffic are not provided, traffic delays and queuing would be expected in the peak direction of travel. These links are represented in red in Exhibit In the existing daily traffic conditions, illustrated in Exhibit 3-11, only Stouffville Road west of Highway 48 exceeded 15,000. By 2031 however, all of Bloomington Road, Stouffville Road west of Highway 48 to Highway 404, Warden Avenue, and McCowan Road are projected to exceed this threshold. Stouffville Road has already been widened to two travel lanes per direction while there are plans to widen Bloomington Road. Traffic conditions on other roadways should be monitored in the future on Warden Avenue and McCowan Road, as there are other arterial road alternatives which may delay any need for widening these particular roads. 41

48 Exhibit 3-24: 2031 Estimated Daily Traffic Volumes 42

49 3.7 Problem and Opportunity Phase 1 of a TMP study concludes with a Problem and Opportunity Statement, which identifies the issues and opportunities that the study will address Key Themes Identified Through Public Consultation Through PIC#1, this Transportation Master Plan study presented preliminary findings to the public and gathered critical input to identify key themes and issues that the public is concerned with. These themes were summarized to develop the problem and opportunity statement and are summarized below in Table 3-6. A full public consultation summary report for PIC#1 is provided in Appendix A. Table 3-6: Key Themes from PIC#1 Theme # Description 1 While traffic movements are generally acceptable today, congestion is noticeably increasing at certain times of day. 2 The community is currently designed for the car need focus on pedestrian safety and traffic calming 3 Lack of sidewalks and crosswalks particularly near school areas and commercial plazas 4 Improve safety and accessibility for pedestrians and cyclists by continuing to expand the active transportation network 5 Improve connectivity and accessibility for all travel modes 6 Transit services are limited rural communities such as Vandorf and Ballantrae in particular need access to services such as the Hospital 3.8 Problem and Opportunity Statement Based upon the findings of the preceding chapter, a Problem and Opportunity Statement is identified to define the transportation issues facing the Town, and the opportunities it faces: PROBLEM AND OPPORTUNITY The Town of Whitchurch-Stouffville is the third fastest growing municipality in Canada, and transportation is becoming a major challenge. The TMP will address local issues but also to unify and connect the Town s distinct communities in a healthy and sustainable manner, with a focus on all travel modes. 43

50 4 Transportation Vision and Strategic Directions The word Vision comes from the Latin word vidre, meaning to see. The Town s Transportation Vision creates a picture of what we seek to create, and thus defines what the final product of this TMP seeks to create. The Town s Transportation vision shall: Recognize the complex relationships between land use and transportation Describe the steps in creating a sustainable community Reflects the real ambitions and concerns of the citizens Be integrated into all aspects of the TMP project Serve as the core principle for future decisions 4.1 Transportation Vision Building upon the Problem and Opportunity Statement and through consultation with the public, the Town s transportation vision statement is identified below, which will serve as a guide the development of the TMP. TRANSPORTATION VISION The Town of Whitchurch-Stouffville is experiencing steady growth with increasing demands on the transportation system. By 2031, the Town, with its partners, will manage this demand with a well-connected, safe, and accessible network that provides a diversity of travel choices for a vibrant, healthy community. 4.2 Strategic Directions Building upon the Vision Statement and ultimately informing the identification and assessment of alternative solutions, evaluation criteria, and selection of the preferred alternative, four strategic directions were identified and include: 1. Promote environmental sustainability and community health, to increase quality of life and make the Town Ontario s most welcoming and vibrant small town. 2. Manage travel demand to optimize the efficiency of existing infrastructure, which 44

51 includes encouraging people to make fewer trips, shorter trips, or more efficient trips; and improving the operation of existing infrastructure to enable better performance to be obtained without increasing road capacity; 3. Build a multi-modal, well connected network that is suitable for and able to accommodate all users; 4. Provide a safe and accessible network for all travellers, ensuring transportation services are delivered in a safe, accessible and equitable way for all members of the community to use; 45

52 5 Alternative Solutions Alternative planning solutions are identified, assessed, and evaluated to ultimately select a preferred solution. The alternative solutions considered for the Town s TMP include five distinct network investment and policy approaches that vary by focus and that will produce distinctly different end-products in terms of transportation systems: Do Nothing No investment in our transportation network Optimize the Network Travel Demand Management (TDM) Transportation System Management (TSM) Operational Improvements Safety Improvements Active Transportation & Accessibility Making our streets comfortable for all users Expanding the cycling network Expand the Road Network New Roads Capital Road Improvements Expand Transit Service How can we get more people to use transit? Consider expanded or new services 6 Multimodal Approach Combination of the Alternative Solutions 5.1 Alternative 1: Do Nothing A key scenario as part of the environmental assessment process, the do-nothing scenario both establishes a baseline for transportation conditions and provides a potential alternative should other alternatives not provide enough benefit. The Do Nothing scenario for the Town includes current Regional and provincial planned improvements, including all planned road, active transportation, and transit improvements identified in Section

53 5.2 Alternative 2: Optimize the Network Alternative 2 considers a number of low-cost improvements to the transportation network aimed at optimizing the existing transportation network, including Transportation Demand Management (TDM), Transportation System Management (TSM) / operational improvements, and safety improvements. TDM was discussed previously in Section 3.4.7, and generally refers to those strategies which result in more efficient use of transportation resources. These strategies in this context refer to car sharing, ridesharing, and place of work policies, such as encouraging flexible daily work schedules, telework, and guaranteed ride home (for non-drivers in emergency situations). TSM refers to strategies which maximize transportation system capacity and efficiency, particularly operational improvements including traffic signal coordination and signal timing improvements. It may also refer to strategies which seek to better manage incidents such a collisions by minimizing traffic disruption. Key themes identified by the public related to Alternative 2 include the need to improve sightlines, improve street lighting, traffic signal coordination, and eliminating excessive stop signs. Specific recommendations for Alternative 2 include: 1. Work with Smart Commute Central York to increase awarenes for employer related trips to: a. Manage travel demand by providing and supporting non-auto travel choices b. Promote active transportation & transit use and reduce usage of single occupant vehicles c. Encourage alternatives to single occupant vehicles 2. Work with community based agencies, including the York Region District School Board, major retailers, community centres, etc., to promote increased awareness of making sustainable travel choices. 3. Consider use of Intelligent Transportation Systems (ITS) to help manage traffic and improve network efficiency, including: a. Variable message signs encouraging alternate routes where feasible b. Traffic speed sensors to encourage drivers to slow down 4. Monitor changes in traffic patterns and intersection operations, and adjust traffic signals accordingly 5. Identify corridors such as Main Street which might benefit from improved traffic signal coordination and undertake a signal coordination study 6. Consider roundabouts at all new intersections, and where intersection improvements are warranted 7. Identify and address areas for safety improvement and implement safety improvements including but not limited to: 47

54 a. Centre-median turning lanes b. Zebra markings c. Traffic calming measures d. Roundabouts 8. Encourage the construction of a new carpool lot at Highway 404 and Stouffville Road 5.3 Alternative 3: Active Transportation and Accessibility Alternative 3 focuses on improving the active transportation network for the Town as a whole and planning for key connections between the Secondary Plan areas of the Town as well as other rural communities. Active transportation has strong recreational use within the Town as it is ideally situated among natural environmental features conducive to cycling and hiking activities. The Greenbelt Cycling route passes through the Town providing a key east-west spine to the recreational cycling network. Based on input from PIC#1, active transportation and accessibility are priorities for the Town. Key input from public consultation included: Create direct connections to destinations Promote active transportation to school Place crosswalk at train station Provide more walking trails and encourage walking Build dedicated bike lanes with physical barriers Prioritize pedestrians in design expand on the idea of Complete Streets Design to meet provincial standards for accessibility Accessibility should be improved Based on the above, specific recommendations for Alternative 3 include: 1. Make walking and cycling the first option for short trips 2. Users of all ages and abilities should feel comfortable on our streets 3. Plan for safe and convenient network based on provincial guidelines (OTM Book 18) 4. Achieve a fully connected Regional and Town active transportation network 5. Review the Town s design guidelines to ensure all transportation facilities are fully accessible. 6. Encourage bicycle friendly infrastructure at the development approval level, including bicycle parking, shower facilities, active transportation site circulation plans, etc. 5.4 Alternative 4: Expand the Road Network Alternative 3 considers key expansions to the existing and currently planned road network which would provide needed capacity improvements and new connections the improve connectivity for all modes. Input from the PIC#1 included a number of comments related to expanding the road network and include: Congestion is growing Insufficient parking in the Downtown Better align Lakeshore Rd and Highway 48 48

55 By-pass Old Town Build new connection between Lakeshore Rd and Aurora Rd Implement Elm Rd improvements Key potential recommendations of the plan include: 1. Jog elimination at 10 th Line and Main Street 2. Jog elimination at Bethesda Road at Highway 48 and / or Ninth Line 3. Reconstruction of Bethesda Road 4. Widening of 10 th Line south of Hoover Park Drive 5. New Lakeshore Road connection to Aurora Road 6. Potential Ringwood Drive Extension south to Hoover Park Drive 5.5 Alternative 5: Expand Transit Service Alternative 5 considers expanded or improved transit services beyond the existing service provided by York Region Transit (YRT) / Viva and GO Transit / Metrolinx. The public provided input on transit which included: Low frequency one-way loops do not serve the community well Advocate for improvements related to Regional Express Rail (RER) Improve access to transit services The public also noted that they would take transit if there were more locations to access it, if express or more frequent service was provided, and finally if there was better integration with the GTA transit network. Key destinations identified by Town residents included: Main Street Library Farmers Market Hospitals Regional Forests & Trails, Musselman s Lake, Timber Creek Newmarket Finch Subway Station Stouffville and Lincolnville GO Station Key goals include: 1. Improve upon existing YRT Services 2. Make transit a viable option 3. Increase regional commuter GO Rail service 5.6 Alternative 6: Multimodal Approach Alternative 6 considers a combination of Alternative 2 through Alternative 5 as essential components to a multimodal transportation plan. Each of the elements of the previous Alternatives 2 through 5 are included in Alternative 6. 49

56 A truly balanced transportation network must consider the diverse travel needs and desires of all members of the Town s communities. As such the multimodal approach, which spreads out transportation investments amongst all travel modes is considered as an Alternative Solution to address the Problem Statement. 5.7 Evaluation Methodology Each of the six Alternative Solutions is evaluated against 5 primary evaluation criteria, including Transportation Service, Natural Environment, Policy Environment, Economic Environment, and Cost. Each of these primary criteria considers specific performance measures. Table 5-1 summarizes the criteria and specific performance measures. 50

57 Table 5-1: Evaluation Criteria Evaluation Criteria Transportation Service Manages travel demand by encouraging fewer, shorter, more efficient trips Maximizes network efficiency, assessing screenline volume to capacity ratios and intersection level of service, and travel speeds Builds a Multimodal Network for all users Provide for safety and ease of use, assessing % network coverage for pedestrians, cyclists and transit Natural Environment Minimizes construction impact on natural environment areas Minimizes long-term impact on natural environment areas, natural resources, and air quality Policy Environment Ensures compatibility with provincial Policy Statement Meet s the Region s TMP and Official Plan objectives Support the Town s growth objectives including the Corporate Strategic Plan, Growth Management Strategy, and Official Plan Economic Environment Supports the existing and future business community Maximizes land development potential and provides opportunities for planned growth Cost Minimizes capital and maintenance costs and impacts to the residential tax base, assessing a high-level cost estimate of each alternative solution. 5.8 Evaluation and Preferred Alternative The alternative solutions are evaluated based on the criteria and performance measures identified in the previous section. A detailed analysis of the alternatives is provided in Table 5-2, while a summary of the evaluation is provided in Table

58 Table 5-2: Analysis of Alternatives Criterion Alternative 1: Do Nothing Transportation Service Encourage fewer, shorter, more efficient trips Reduce traffic congestion Builds a multimodal Network Improves safety, accessibility, % coverage for nonauto modes Natural Environment Construction impacts on natural environment Long-term impacts on natural environment areas, resources, air quality Policy Environment Least satisfying criterion Town-wide screenlines have a total sum v/c ratio of Least satisfying criterion Least satisfying criterion None Long-term negative impacts of congestion Alternative 2: Optimizing the Network Encourages fewer trips and improves efficiency Local corridor improvements would improve traffic flow. TDM policies seek to reduce traffic flows. Encourages nonauto travel Improves safety Most elements have no impact except for proposed 404 Carpool Lot Long-term positive impact Alternative 3: Active Transportation and Accessibility Encourages most shorter trips, fewer trips and efficiency New facilities would have minimal impact to peak hour v/c ratios, impact likely greater on off-peak travel. However any potential reduction to vehicular traffic will benefit. Improves walking and cycling Improves safety, accessibility, % coverage for sidewalks and trails Minor construction impacts Encourages the use of active modes with the fewest resource requirements and emissions Alternative 4: Expand the Road Network Least satisfying criterion Incorporating all road network expansions, townwide screenlines have a total sum v/c ratio of Least satisfying criterion New roads inclusive of active transportation facilities will increase % coverage and accessibility Major construction impacts Road improvements alone will not have long-term positive impacts on the environment Alternative 5: Expand Transit Services Encourages more efficient travel New dial-a-ride services would have minor impacts to peak hour demands. Greater benefit to off-peak travel, particularly shopping trips. Improves transit service Improves % coverage for transit None to minor construction impacts if any new infrastructure is required Long-term positive impact through net reduction in vehicular travel Alternative 6: Multi-modal Approach Most improvement in efficiency, and reduction in trips and trip lengths Altogether, the combination of each alternative except the do nothing scenario would provide the greatest reduction in traffic congestion. Combination of all alternatives is the most multimodal Combination of all alternatives provides largest benefit Major construction impacts Long-term positive impact February 24,

59 Compatible with provincial, regional and municipal policies Economic Environment Supports existing and future business communities Maximizes land development potential Cost Estimated capital cost of plan Estimated maintenance costs of plan A problem has been identified in policy. Do nothing does not satisfy policy recommendations and requirements Short term, no construction interruption to business but no long-term benefit No transportation improvements will not increase land development potential No additional capital costs No additional maintenance costs Supports policies for increasing travel choices and maximizing efficiency Low potential, improved access via more efficient network Low potential greater network efficiency could provide new development opportunities Low to moderate anticipated capital costs Low to moderate anticipated maintenance costs Supports policies for increasing travel choices and maximizing efficiency Moderate potential, improved access via active transportation Low potential land use types supported solely by active transportation are limited Moderate anticipated capital costs Moderate anticipated maintenance costs Supports Regional policy for a linked and efficient network, and City policy for accommodating local travel demand High potential, increasing connectivity and available land High potential - new connections will open up new land for development Very high anticipated capital costs High anticipated maintenance costs Supports policies for increasing travel choices and maximizing efficiency High potential, improving non-auto connections to businesses Low potential - new transit services could provide new development opportunities High anticipated capital costs High anticipated maintenance costs Policy supports multi-modal approach to developing the transportation system Highest potential, supports a diversity of travel choices to existing and future businesses Highest potential Highest anticipated capital cost Highest anticipated maintenance costs 53

60 Table 5-3: Evaluation Summary 54

61 As identified in Table 5-2 and Table 5-3, Alternative 6 provides the greatest benefit to the overall transportation system. While Alternative 1 minimizes cost and has low impact on the natural environment, it does not make any improvements to existing transportation service, does not support current planning policies, and finally does not benefit the continued growth of the community, existing and future businesses. Alternative 2 and 3, while providing transportation improvements at minimal impact to the environment, are less preferred as alternatives unto themselves (with consideration that current modal share is primarily auto drivers and passengers) the need to improve the road network remains a priority. Similarly, Alternative 4 which focuses on road expansions is also less preferred as it must be supplemented by non-auto improvements to meet the provincial, regional, and Town s goals to provide a truly multi-modal transportation network. Alternative 5 which focuses on improving how Transit serves the Town is an important component to a multimodal solution but less preferred as a solution by itself. Alternative 6 which combines Alternatives 2 through 5 to provide a multimodal strategy for the Town is the Preferred Alternative. February 24,

62 6 Recommended Transportation Strategy The Recommended Transportation Strategy builds upon the Preferred Alternative 6: A Multimodal Approach. Specific actions and recommendations are grouped based upon the Strategic Directions identified in Section 4.2. General timeframes for recommendations are provided, with short-term within the next 5 years, medium term from 5 to 10 years, and longterm beyond 10 years. 6.1 Promote Environmental Sustainability and Community Health The first, overarching strategic direction of the Preferred Alternative is to ensure that the longterm transportation network promotes environmental sustainability and the health of the Town s communities. This goal is foremost in Official Plan policies and the specific recommendations that follow promote this strategic direction Complete Streets Policy Guidelines Many municipalities across Canada are taking steps to make the move towards Complete Streets, which are defined as streets designed for all ages, abilities, and modes of travel with safe and comfortable access for pedestrians, bicycles, transit users and the mobility-impaired as integral features of the planning and design process and not merely as an afterthought. The premise of Complete Streets is Creating Places Where People Want to Be. This philosophy is supported by five themes (the Five Cs ) to ensure that mobility goals are balanced with the goals for building community, creating a sustainable transportation system and protecting the environment. Community No plan or project can truly be successful without engaging the community and supporting community goals. Choices Communities realize that cycling, walking and transit are critical components of the transportation system. Capacity Capacity for private automobiles and trucks must continue to be addressed, balancing roadway capacity with mobility needs across modes. Calming Planning and design of streets will encourage appropriate driving behaviours and speeds. Connection Providing connections between sites, neighbourhoods, modes, and jurisdictions is crucial to maintaining healthy transportation systems and communities. Complete Streets serve a number of purposes. The Complete Streets approach recognizes that streets serve a variety of mobility functions, but that they also help to define neighbourhoods and are places for social connections. Attributes of Complete Streets include: Provision for many modes, encouraging travel by walking, cycling and transit; Active frontages that support livable neighbourhoods, increase public space, encourage interaction and support the economic well-being of businesses and residents; Aesthetically pleasing environments that generate a sense of pride; and 56

63 Environmentally sustainable, supporting reduced street water runoff and lower energy consumption, resulting in lower greenhouse gas emissions. Complete Streets should not be mistaken as an approach to hinder or discourage automobile use. The necessary roadway capacity needs should be provided, but in a manner that is sensitive to the surrounding environment and consistent with the multiple functions of the street. This may mean some slowing of travel speeds in areas of high pedestrian and other street activity. The Complete Streets approach also acknowledges that capacity can be provided in many ways. Mobility continues to be the priority function on arterial streets, other activity will be allowed for within the large rights-of-way provided for arterial streets. On local streets, particularly in residential areas, cars are expected to share the street space with other users, and as a result, streets are designed for slower travel speeds. Many industrial streets have wide lanes and as such present an opportunity to add pavement markings to define space for cyclists without the need for any major construction. The Town s Strategic Plan encourages an improved road and sidewalk network, better neighbourhood planning and improved safety, and will ultimately promote the Vision statement in creating a well-connected, safe, and accessible network that provides a diversity of travel choices for a vibrant and healthy community. It is recommended to implement in the Official Plan Complete Street policies for all new roads and to improve existing roads as opportunities arise. These policies will ensure transportation planners and engineers consistently design the entire street network in Whitchurch-Stouffville to include all road users, including those with disabilities RECOMMENDATIONS Recommendation #1: Town of Whitchurch-Stouffville should develop a Complete Street policy document that will identify design requirements, approaches and standards for implementation of Complete Streets for urban and rural road cross sections under Town jurisdiction. Timing: Develop and adopt Complete Street Design Guidelines in the short-term Roundabout Implementation Policy Roundabouts are being considered as alternatives to four-way stops and in some cases to traffic signals in many jurisdictions in Ontario. The advantages of roundabouts versus signalized and all-way stop-controlled intersections include the following: Less travel delay on average Safer due to reduced speeds and vehicle conflict points Friendly towards U-turning traffic 57

64 Good transition area between high speed and low speed environments Lower long-term operating maintenance costs than signalized intersections The advantages listed above should be weighed against the disadvantages which include high initial construction costs sometimes due to additional right-of-way space required at intersections, and lower capacity operations. In addition, roundabouts may present a challenge in accommodating cyclists and pedestrians. Candidate locations for roundabouts might be established based on the following criteria: The Town is considering implementing a new traffic signal The current traffic control type is signalized or two-way stop controlled There is a history of injury, fatal collisions, head-on, angle, or turning collisions There is a transition point between high and low speed roads or a rural and urban area A gateway feature is required as an entry to a community Traffic calming is required The Town is already considering roundabouts at numerous locations within the Community of Stouffville (including Ninth Line at Bayberry Street) while the Ministry of Transportation Ontario is considering a roundabout at Highway 48 and Bloomington Road (on-going) RECOMMENDATIONS Recommendation #2: It is recommended that the Town firstly update the Official Plan to recognize roundabouts as a potential traffic control at new intersections as well as a means of traffic calming or safety improvement at existing intersections where warranted. Secondly, the Town should develop its own roundabout screening tool to help guide decisions on where best to implement roundabouts for both existing and future intersections. Finally, a network screening study can be completed using the tool to identify priority locations for roundabout implementation. Roundabouts identified as part of the 2013 DC Study and capital budget are identified in the list of recommended improvements in Appendix D. Recommendations are summarized in the following table: Item Recommendation Timing Owner 1 Update the Official Plan to recognize roundabouts as a Shortterm Town potential traffic control at new intersections as well as a means of traffic calming or safety improvement at existing intersections where warranted. 2 Develop roundabout screening policy / tool Short- Town 3 Complete network screening study of rural and urban roadways to identify roundabout locations term Shortterm Town 6.2 Manage Travel Demand and Optimize the Network The overall goal of the second strategic direction is to encourage people to make fewer trips, shorter trips, and more efficient trips. To do so, it is essential firstly to implement policies that 58

65 encourage more efficient travel behaviours, and secondly to make operational changes to improve the operation of existing infrastructure Travel Demand Management Policy and Recommendations Travel Demand Management (TDM) refers to various strategies that are used to change travel behaviour, including how, when and where people travel, in order to increase the efficiency of the transportation system and achieve specific planning objectives. 1 Specifically, TDM is often used to encourage sustainable, non-auto modes of transportation. Key planning objectives for the Town of Whitchurch-Stouffville, as indicated in this Plan, include the development of a multi-modal transportation network that provides for the safe and efficient mobility of transit vehicles, motorists, cyclists and pedestrians while minimizing impacts on the natural environment and air quality. TDM initiatives can play an important role in influencing transportation choices and there are various TDM strategies that the Town could consider, such as: Land Use Planning: Land-use planning that supports alternative, non-auto travel modes is a key component to encouraging non-auto use. Effective land-use planning methods include compact and mixed-use development (e.g. commercial development integrated with residential development); a connected transportation network that includes connected roads, sidewalks and pedestrian paths; streets designed to accommodate various transportation modes; and smaller building blocks, for example. Investing in redevelopment of existing, vacant, or underutilized serviced areas instead of expanding outwards, since the forecasted population growth is low. Parking Management Strategies: Parking strategies can be used to reduce auto usage and encourage motorists to consider alternative transportation modes. Examples of parking management strategies include not providing an over-supply of parking at major destinations, charging motorists directly for parking, as well as charging higher parking fees for long-term parkers or during most congested times. Promoting Commuting by Non-Motorized Travel: This can be encouraged by providing facilities for cyclists such as changing rooms at workplaces and secure bicycle parking at places of employment, community centres, shopping malls and schools, as well as at transit stops. Employers can also provide bicycles to employees for rent or loan to encourage more bicycle commuting. Variable Work Schedules: Initiatives to encourage employers to allow for variable work schedules such as flextime, where employees have flexibility in daily work schedules, or a compressed work week, where employees can work longer hours over fewer days, to help reduce peak-hour commuting demands on the transportation system. Variable work schedules assist in spreading out commute trips over a longer commuting period, rather than concentrating all trips within a single hour. Rideshare, Carpooling and Vanpool programs: These types of initiatives will firstly increase awareness of the benefits of carpooling, and secondly provide additional options to 1 What is Transportation Demand Management?, Victoria Transport Policy Institute, 21 Jan < 59

66 persons who may not be able to drive by themselves or do not have access to Transit, such as persons living in the outskirts of the Town. These programs can be established with major employers or major retail destinations to encourage ridesharing and maximizing the efficiency of the road network. Marketing TDM: The marketing and promotion of TDM strategies should begin with surveys to identify potential users of alternative modes of transportation and to identify their needs, preferences and barriers. TDM marketing campaigns should be directed at individuals and groups who are most willing to change their travel behaviour. The implementation and monitoring of TDM programs and strategies need to be supported by allocating funds to alternative (non-auto) travel modes, increased support for TDM programs and changes in land-use planning practices. The implementation of TDM strategies can support the Town in its transportation planning objectives and assist in reduced traffic congestion, road and parking facility cost savings, energy conservation, pollution emissions reduction and improved mobility for non-motorists RECOMMENDATION Recommendation #3: The TMP has identified several measures that could be introduced, or existing measures that could be enhanced that will lead to improved travel demand management. Listed according to their potential impact, the measures are as follows: 1. Increase the efficiency of land utilization by increasing densities, land use mix which in turn support the non-auto travel including transit, walking and cycling. 2. Enhance pedestrian experience by transforming streets within neighbourhoods and downtown areas to complete streets with amenities such as cycling lanes, bicycle parking at bust stops, bus shelters, pedestrian rest areas, etc. 3. Work with YRT to provide reliable and accessible transit service, limiting parking supply and charging parking fees. 4. Limit parking supply and consider parking fees in high demand areas such as Main Street. 5. Support employer-based TDM programs such as variable work schedules, carpooling and ridesharing 6. Consider adding infrastructure requirements in support of non-auto travel, such as sidewalks, bicycle lanes, bicycle parking, to site plan review and approval process and encourage use of TDM programs by the Town s employees and other large employers in the area. 7. Continue to work with Smart Commute Central York to: a. Manage travel demand by providing and supporting non-auto travel choices b. Promote active transportation & transit use and reduce usage of single occupant vehicles. c. Encourage alternatives to single occupant vehicles 8. Complete the active transportation network The above recommendations largely supplement environmental health and sustainability policies within the Town s Official Plan. Opportunities to add transportation specific policies per the above should be considered following the conclusion of this TMP study. Timing: Short-term 60

67 6.2.2 Highway 404 Carpool Parking Lots As identified in Section , the Aurora Road at Highway 404 Carpool Parking Lot has reached capacity since Based on this data, it is recommended that the Ministry of Transportation revisit its analysis from the 2007 Carpool Lot Opportunity study to consider further study for a new carpool parking lot at Stouffville Road and Highway 404. Need and opportunity for carpool parking this location further to the capacity issue at existing lots, are noted in light of the recent improvements to Stouffville Road east of Highway 404, York Region s ongoing Environmental Assessment Study for Stouffville Road west of Highway 404, and Metrolinx plans for a Gormley GO Station. York Region s ongoing Transportation Master Plan has also identified a carpool lot at this location in its preliminary HOV and Commuter Parking Network for It also identified carpool lots at all other existing and future interchanges with Highway 404 by 2041 including Bloomington Road, Mulock Drive / Vivian Road, and a future planned interchange at St. John s Sideroad. Carpool lots along Highway 404 would meet the goals identified in the Provincial Policy Statement including maximizing regional mobility and choice. New lots would also support the planned extension of HOV lanes on Highway 404 north of Highway 7, which is currently undergoing an Environmental Assessment study RECOMMENDATION Recommendation #4: It is recommended that given the existing capacity needs, that the Town engage York Region and the Ministry of Transportation to consider a carpool lot at Stouffville Road and Highway 404. Timing: Short-term Highway 404 carpool lots at Bloomington Road, Mulock Drive / Vivian Road, and St. John s Sideroad should also be considered. Timing: Medium to Long-term New Signalized Intersections To determine if signalization is justified for each intersection that is currently unsignalized we have performed a signal warrant analysis. The signal warrant analyses were performed using methodology outlined in the Ontario Traffic Manual Book 12 Traffic Signals (February 2007), and using Justification 7 Projected Volumes. Based on the analysis, signalization is not warranted under 2031 total traffic conditions for any of the currently unsignalized intersections. However, it is important to note that the future 61

68 warrant analysis is based on only two hours of projected volumes converted to average hourly volume. The average hourly volume is considerably lower than the peak hour volumes. This means that while the operational capacity analysis may indicate the need for an improvement such as signalization, the signal warrant may itself not be triggered. Therefore the future traffic signal warrant should be used as a rough guide and the Synchro model analysis of peak hour conditions would therefore take precedent. As such, the intersection of Hoover Park and Mostar Street warrants further consideration. Since the intersection of Hoover Park Drive and Mostar Street will be operating at capacity under 2031 total conditions during peak hours with all-way stop control, we have provided an analysis of signalized operations, despite the fact that the signal warrant is not met. Operations are shown in Table 6-1 based on an optimized cycle length of 70 seconds. Table 6-1: Hoover Park Drive at Mostar Street Signalization Sensitivity Analysis AM Peak Hour PM Peak Hour Intersection and Movement Delay LOS v/c Delay LOS v/c Hoover Park Mostar Street B 0.42 B 0.55 Key: Eastbound Left-turn 26.7 C B 0.33 Eastbound Through-right 15.2 B B 0.77 Westbound Left-turn 13.9 B E 0.83 Westbound Through-right 19.3 B B 0.43 Northbound Left-turn 10.3 B B 0.03 Northbound Through-right 10.5 B B 0.04 Southbound Left-through-right 11.1 B B 0.24 Delay Average delay per vehicle shown in seconds LOS Level of Service v/c Volume to Capacity Ratio Signalization will mitigate all capacity concerns, although the westbound left-turn is reported as operating with level of service E. This would be improved by providing an advance left-turn phase. We recommend monitoring this intersection to determine if and when signalization is justified since the future peak hour projections are so far in the future and a typical 8 hour signal warrant is not yet possible. Detailed Traffic Signal Warrants are provided in Attachment A to Appendix C while detailed Synchro Reports are provided in Attachment B to Appendix C. 62

69 Further to the analysis above, the Town s Development Charges Study 2013 and Capital Budget identified traffic signals the following intersections: Highway 48 and Bethesda Road North Leg, medium-term Sandiford Drive and Hoover Park Drive, short-term Tenth Line North and Forsyth Farm Drive, short-term York-Durham Line (Regional Road 30) and Hoover Park Drive, short-term While current traffic analysis does not warrant signalization, it is anticipated that future studies and development applications may trigger the need for improvements at these locations. It is recommended that the Town continue to consider these projects in future plans RECOMMENDATION Recommendation #5: Include intersection improvements in the Towns future planning and review needs as development occurs. Timing: Short to long-term depending on development applications Intelligent Transportation Systems Intelligent Transportation Systems (ITS) and their benefits should be considered and explored further to help manage traffic and improve network efficiency. Other municipalities are utilizing the following technologies to assist in maximizing the efficiency and safety of their transportation networks by employing: 1. Variable message signs encouraging alternate routes in the event of an incident or an emergency situation 2. Traffic speed sensors to encourage drivers to slow down 3. Implementaion of a traffic monitoring program including ongoing data collection to identify changes in travel demand and to adjust the transportation network accordingly Given large distances between alternative routes, within the Town, variable message signs may not be needed. However, traffic calming and safety can be benefitted by the use of traffic speed sensors on problematic residential streets. Signal timing can ensure efficient traffic operations, and investing in a system would greatly benefit the Town RECOMMENDATION Recommendation #6: The Town should consider investing in traffic speed sensors and a traffic monitoring program to improve traffic safety and maximize efficiency of traffic operations. Timing: Short-term, by

70 6.2.5 Traffic Operations / Signal Coordination Studies To improve overall traffic flow within the Town and to maximize its efficiency, traffic operations and / or signal coordination studies are recommended to be undertaken where required. Ongoing work is recommended biannually between 2017 and One project in particular was identified through public consultation, where various persons have noted that the Town would benefit by undertaking a traffic signal coordination study for Main Street RECOMMENDATION Recommendation #7: Traffic operations and / or signal coordination studies should be undertaken biannually, one such study should include a traffic signal coordination study on Main Street through the Community of Stouffville. Timing: Main Street study in the short-term, ongoing studies from 2017 to Road Classification Update The current street network hierarchy in the Town is defined by Official Plan Schedule B: Land Use and Transportation, with defined road classes summarized in Table 2-3. The current designations should be refined to better characterize each of the roadways in the Town. A number of key actions are recommended as follows: 1. Distinguish between Regional Arterial Roads and Town Arterials. Those roads under jurisdiction of York Region need not be further classified according to Town standards. 2. Designate Main Street as an Urban Arterial which still recognizes its wide right-of-way width, while at the same time recognizing the need for access and provision of facilities for all modes, building upon the complete streets recommendations within this document. 3. Designate Tenth Line as an Urban Arterial north of Main Street to Bethesda Sideroad 4. Maintain Tenth Line as a Collector Road south of Main Street, however a future study should determine the need and justification to upgrade Tenth Line s role and function including required right-of-way width versus current width. 5. Define Millard Street, Hoover Park Drive, Park Drive / Reeves Way Boulevard, and Baker Hill Boulevard as Collector Roads. These streets perform a different role in the street network as opposed to smaller local streets, while providing more local access points to the arterial network and thus distinguishing them from minor arterials. A recommended revised Official Plan Section 5, Table 1, is provided below in Table 6-2. A corresponding update to Official Plan Schedule B illustrating the recommended revised road classifications is provided in Exhibit

71 Table 6-2: Recommended Road Classifications Road Classification Provincial Freeway Provincial Highway Regional Road Urban Arterial Roads Rural Arterial Roads Urban Collector Roads Function Serve inter-regional travel Serve inter-regional travel Serve inter-regional, regional, and local travel demands, including truck movements Serve local travel demands in urban areas Serve local travel demands Connects major arterial and local roads Serve local travel demands Connects major arterial and local roads Local Roads Serves local and neighbourhood travel demand Connects individual properties to collectors and arterials Lanes Provides access to individual properties for parking and loading Design Requirements High speed, fully restricted access corridor Direct access from abutting properties is generally restricted Desired spacing of approximately 1600m between full-move access points Direct access from abutting properties is generally restricted Desired spacing of approximately 400m between full-move access points Right-of-way width of 30 to 45 metres (98 to 148 feet) except for specific areas such as sections 9th Line between Aurora and Vivian Roads, around Musselman Lake, where a reduced right-of-way is required Direct access from abutting properties is generally restricted Maximum of four through lanes and transit/hov lanes, if required Right-of-way width of 30 to 45 metres Encourage separated or designated facilities for pedestrians and cyclists Direct access from abutting properties permitted with some restrictions Maximum two travel lanes Right-of-way width 27 metres (89 feet) maximum Direct access from abutting properties permitted with some restrictions Maximum two travel lanes Right-of-way width 27 metres (89 feet) maximum Encourage separated or designated facilities for pedestrians and cyclists No access control Maximum two travel lanes Right-of-way width 20 metres (66 feet) maximum, however, reduced standards may be established for individual development applications to a minimum right-of-way width of 17 metres (55.7 feet) Generally prohibited, but where permitted: No access control Right-of-way width 5 metres (16 feet) minimum 65

72 RECOMMENDATION Recommendation #8: Amend Official Plan Section 5, Table 1 with defined road classes summarized in Table 2-3, and Official Plan Schedule B: Land Use and Transportation, with recommendations in Exhibit 6-1. Timing: Short-term 66

73 Exhibit 6-1: Recommended Road Classifications 67

74 6.2.7 Road Jurisdiction Transfers In order to ensure that the Town s transportation network is optimally maintained and operated, some potential jurisdictional transfers have been identified. These are summarized in Table 6-3. Table 6-3: Recommended Road Jurisdiction Transfers Roadway Transfer from Transfer to Boulevard street elements - construction and Town Region maintenance of sidewalks, street lighting, and boulevard cycle paths on Regional Roads, between intersections Highway 48 through the Town (Davis Drive to Major Province Region Mackenzie Drive) Ninth Line around Musselman Lake Region Town BOULEVARD JURISDICTION The transfer of construction and maintenance responsibilities for the in-boulevard elements of Regional Roads between intersections from the Town to the Region would streamline the process for the provision of multimodal elements within the right-of-way of Regional Roads in the future. In coordination with York Region s on-going Transportation Master Plan, the Town is supportive of this strategy HIGHWAY 48 JURISDICTION Highway 48 is currently a provincial King s highway, but with the growth within Stouffville and Ballantrae, the need for potential jurisdictional changes of the roadway adjacent to these communities is becoming prevalent with the Town s desire to develop adjacent to the roadway and provide new connections to it. Town council previously identified a number of issues in a March 2009 Council Report. Highlights of the report include the following: Posted speed limit reduction to 60km/h on Highway 48 through Ballantrae should be extended to approximately 150m north of Ballantrae Road / Ballantrae Common. Posted speed limit reduction to 70km/h on Highway 48 from 150m north of Bethesda Road north leg to Norman Jones Place Posted speed limit reduction to 60km/h on Highway 48 from Norman Jones Place to 200m south of Sam s Way Access requirements for adjacent land use developments 14m building setback requirements, particularly where sufficient right-of-way is already available Permits and approvals for road improvements and underground services Due to the issues that the Town is facing, it is recommended that potential jurisdictional transfers regarding Highway 48 adjacent Ballantrae and Stouffville be explored further to 68

75 maximize the potential of adjacent land uses to the corridor and to ensure safe and efficient operations along the corridor. The March 2009 Council Report is attached to the report as Appendix E. In response to the issues MTO has provided the following statements which may inform future development adjacent to the Highway 48 corridor: Our studies indicate that six entrances per kilometre could be tolerated on Class 4 highways (i.e., Highway 48). This is an average of one entrance every 150 m. To ensure the operational efficiency of the highway, the ministry would be seeking to maintain this average spacing criteria. A comprehensive plan which meets the requirements for land development and ensures highway operational efficiency would be beneficial to all agencies. It was determined by Senior Ministry staff that a substandard minimum setback of 6 m from the ultimate right-of-way width could be applied in principal. A minimum 6 m setback would be required to accommodate any necessary utilities and would constitute the approximate existing building line Recognizing the Ministry s efforts, it may still be beneficial to plan for Regional assumption of Highway 48 in the future. Based on discussions with York Region, a review of the Highway 48 corridor through the Town was completed in relation to the Region s Regional Road Assumption Policy Update, adopted October 17, This review is provided in Table 6-4 to facilitate the discussions with York Region about this potential shift to Regional jurisdiction. Table 6-4: Regional Road Assumption Policy Criteria Item # Criteria (Rural) 1 Connects designated rural settlements having existing major commercial / industrial development of more than 150 persons to each other and a Regional Road or Provincial Highway 2 Connects a Provincial Highway or Regional Road to: a. Provincial Highway b. Major commercial or industrial areas c. Major institutional complexes such as colleges and hospital 3 Provides service close to consistent major attractors or generators of heavy vehicles 4 Provides service parallel to and, where justified, crossing major barriers to free traffic movement Meets criteria? Yes - connects Markham, Stouffville, and Ballantrae Yes - will connect major commercial areas between Main Street Markham and Stouffville Yes - York Region's TMP update 2015 identifies Highway 48 as a strategic goods movement corridor Yes - no other continuous north-south Regional Road between Kennedy Road (RR3) and York Durham Line (RR30) - a gap of 3.7km along Aurora Road. 69

76 Item # Criteria (Rural) 5 Provides service on those roads which are extensions of roads designated as Regional roads in urban areas and to a Regional road or Provincial Highway 6 Provides service on those roads which are extensions of roads designated as Regional or County Roads in neighbouring jurisdictions and to a Regional road or a Provincial Highway 7 Roads should have a current traffic volume greater than 4,000 AADT 8 Roads should be part of the original concession road grid Meets criteria? Yes - currently a Provincial Highway Yes - currently a Provincial Highway Yes - Highway 48 exceeds 5,000 AADT throughout the Town Yes Further to the above criteria, the Region s Draft TMP Update document identifies the widening of Highway 48 to 4 lanes between Bloomington Road and Major Mackenzie Drive. Transfer to York Region would provide the Region with full control over the Environmental Assessment process for improvements to the roadway. In addition, while not identified by the Draft TMP as a cycling facility, transfer to Regional jurisdiction might allow for the future consideration of separated cycling facilities along Highway 48 which would better connect the communities of Ballantrae, Stouffville both externally and internally. From a provincial standpoint, the future extension of Highway 404 to Highway 12 would create a redundancy in the provincial network with Highway 48 running along the same route, and as such in the long-term there may be a desire to transfer the entirety of Highway 48 through York Region to the Region NINTH LINE JURISDICTION Ninth Line around Musselman Lake has extremely steep grades and low speeds and as such does not function as a major Regional Arterial Road. Transfer to the Town would allow the Town to better maintain the roadway and serve local residents more appropriately RECOMMENDATIONS Recommendation #9: Continue discussions with the Ministry of Transportation and York Region about potential jurisdiction transfers to better manage the road network. Timing: Short to medium term 70

77 6.3 Build a Multimodal Network Strategic Direction #3 focuses on infrastructure improvements aimed at developing a transportation network that is suitable for and able to accommodate all users Cycling Network Plan The Cycling Network Plan for the Town is built upon current cycling network plans by York Region, adjacent municipalities plans including Town of Richmond Hill, City of Markham, Town of Aurora, the Township of East Gwillimbury, and finally the Town s own plans. The following sections firstly identify the methodology behind the Town-wide cycling network recommendations and finally the plan itself BICYCLE FACILITY SELECTION METHODOLOGY A bicycle facility selection process was undertaken for the major road network within the town boundaries to determine the ideal cycling network and facilities. The findings of which can act as a reference for investment decisions in implementing the recommendations of the TMP. Bicycle facilities fall into three categories: 1. Shared space cyclists share road space with motor vehicles with signs indicating the existence of the route. Option to include sharrow street stencils demarking bike route. 2. Designated space cyclists travel on their own right of way, separated from vehicular traffic by a lane marking. These facilities can take the form of a bike lane (with painted line or buffer space) or paved shoulder along rural routes 3. Separated space cyclists travel on their own right of way physically separated from traffic by a grass/treed medium, curb, or other physical barriers, such as planter boxes or bollards. Book 18: Cycling Facilities part of the Ontario Traffic Manual offers a comprehensive and authoritative methodology for cycling facility planning, design, and operation. Exhibit 6-2 shows the Book 18 guide to facility pre-selection based on traffic speed and volume. 71

78 Exhibit 6-2: Desirable bicycle facility pre-selection nomograph The level of separation sought should reflect the traffic volumes and speed as well as other contextual considerations such as existing and latent cycling potential and the local and regional plans. Generally it can be said that as traffic volumes and speed increase, so to does the need for greater separation of cyclists from general traffic RECOMMENDED CYCLING NETWORK PLAN A facility pre-selection was performed on the Whitchurch-Stouffville road network using available AADT figures and posted speed limits. A preliminary cycling network plan was derived from this process. The recommendations were then reconciled with existing conditions and the current cycling network plans envisioned in the following documents: York Region Pedestrian and Cycling Master Plan Community of Stouffville Trails and Parks Master Plan Ballantrae-Musselman Lake and Environs Secondary Plan Greenbelt Route Feasibility Study The final recommended network map is illustrated in Exhibit 6-3, and consists of a connected network with facilities ranging from buffered paved shoulders on the high speed and volume rural road to protected bike facilities on major thoroughfares within Stouffville itself. On-street signed routes or bike lanes are recommended where a facility is desired but the vehicle traffic and volumes are slower. 72

79 RURAL CYCLING NETWORK The proposed rural cycling network illustrated in Exhibit 6-3 network mainly on the Region s Cycling Master Plan and recognizes that large distances between destinations will discourage high volumes of utilitarian cyclists along most rural corridors. For this reason, paved shoulders are recommended as a cost-effective way to connect communities with some degree of separation between active modes and high traffic volumes and speed. It is recommended to apply OTM recommended design minimums, striving for the ideal where possible, when widening or re-surfacing the network roads. For roads with an AADT over 4,500 a threshold surpassed by all the roads recommended for paved shoulder treatment the ideal paved width is 2.0 m, including a 0.5 m painted buffer and/or rumble strip. The Region or Town may also consider upgrading existing paved shoulders to meet the OTM standard during the planning and construction of road improvements and maintenance. The plan also recommends signed routes where traffic volumes are lower. 73

80 See Exhibit 6-3 Exhibit 6-3: Proposed Town-wide cycling network and facility type 74

81 STOUFFVILLE BICYCLE NETWORK The proposed cycling network for Stouffville builds mainly on the Stouffville Trails and Parks Master Plan (STPMP) and is illustrated in Exhibit 6-4. To date, the Town has made significant progress in building out the STPMP concept network. The construction of the Ninth Line and Hoover Park Boulevard in-boulevard bike facility connect a number of neighbourhoods and key destinations with a high quality facility that welcomes to all ages and abilities. The Town should continue to pursue expansion. Exhibit 6-4: Proposed cycling network and facility type within Stouffville During the facility selection process, Main Street between Ninth and Tenth Line was identified as a key link connecting the existing and planned separated cycling network in the town. The STPMP concept network has designated this segment of Main Street as a candidate for a signed route. An analysis of traffic volumes and speeds indicates that this segment justifies a separated facility. The benefits of upgrading this facility to a separated facility are multi-fold, namely: Complete the network non-separated and shared facilities on busy streets are considerd to be a barrier to many cyclist, especially youth and the elderly. A separated cycling facility through the downtown would provide users with an uninterrupted network connecting the planned east-west facilities on the rest of Main Street, the existing Park 75

82 Drive/Hoover Park facility, as well as the existing and planned facility on Ninth Line, Tenth Line, and York-Durham Line. Improve access to key destinations provides a safe connection to a number of key destinations downtown including schools, medical offices, shopping, restaurants, places of worship, and community facilities. Connects to the GO station the entire community of Stouffville is within 5 km of the GO station, a distance that has been empircally demonstrated to be cyclable if proper facilities are provided. More commuters arriving to the station by bike reduces parking pressures downtown and improves overall health of the community by allowing residents the opportunity to integrate physical activity into their commute. Economic uplift research has shown that downtowns with complete street elements and those which have a high bicyle modal share, perform better economically when compared to their auto-oriented counterparts. 2 Separated facilities downtown will reinforce Main Street s position as a destination and a place to stop, mingle, and shop. While the right-of-way width is constrained on Main Street downtown down to 20 m for much of its length there are a number of alternative configurations that can be pursued to accommodate upgraded cycling facilities while maintaining and even enhancing the existing functions of the street. Exhibit 6-5 offers one potential reconfiguration option where on-street parking is maintained on one side allowing for an in-boulevard cycle track, wide sidewalks, street trees and two vehicular travel lanes. Exhibit 6-6 offers another solution where curb side parking is maintained on both sides at the expense of other sidewalk street elements such as vegetation sidewalk widths are maintained. 2 Clifton, K. et al Consumer Behaviour and Travel Choices: A Focus on Cyclists and Pedestrians. 92 nd Annual Meeting of the Transportation Research Board. 76

83 Exhibit 6-5: Potential Main Street configuration with parking on 1 side 20 m NOTE: Above cross-section is conceptual and subject to further study. Exhibit 6-6: Potential Main Street configuration with parking on both sides 20 m NOTE: Above cross-section is conceptual and subject to further study. 77

84 RECOMMENDATION The cycling network plan is comprised of a Town-wide network of multi-use pathways in boulevard, paved shoulders, shared routes, off-road multi-use trails, and naturalized trails. A summary of the total length of recommended facilities in this plan is provided in Table 6-5. Table 6-5: Cycling Network Plan Facility Lengths by Jurisdiction and Type Cycling Network Town Region Province* Total Multi-use pathways in boulevard Paved Shoulders Shared Route Treatments Off-Road Multi-Use Trails Naturalized Trails Total *Based on discussions with MTO, it is noted that any cycling facilities on Highway 48 be implemented and financed by the Town. A detailed listing of all facilities is provided in the full summary of TMP infrastructure improvements in Appendix D. Recommendation #10: Implement the Town-wide cycling network plan as per recommended timings in Appendix D. Timing: Short to medium-term Transit Recommendations The Town relies on its partnerships with York Region Transit and GO Transit to provide local and commuter rail transit services to the Town, respectively. Currently, local transit service ridership in the Town is low (see Section 3.5.3), and opportunities exist to improve upon current ridership levels. Following discussions with YRT and GO Transit as part of the technical steering committee for this study, recommendations to improve transit service are made to the respective agencies to provide key internal and external transit connections for the Town. Firstly, because YRT ridership within the Town is low, it is recommended to consider Dial-a- Ride zone buses that operate from bus stop to bus stop within the W-S service area. Service 78

85 would likely be combined with Mobility Plus, and use a combination of smaller vehicles, and provide a connection with the 9th line corridor and other key destinations within the Town such as shopping centres and Main Street. Secondly, the Regional Transit connections should be maintained. Route 15 in particular has low ridership, but despite that challenge, it provides a key connection to Yonge Street Viva service as well as a future connection to the planned Gormley GO Station. Route 9 meanwhile provides a key connection to the City of Markham, particularly to Markham-Stouffville Hospital and Highway 7 Viva service. In addition, Ninth Line, which Route 9 runs along, is identified for frequent transit service in the Regions future 2041 Transit Network in the preliminary Transportation Master Plan. Thirdly, current plans for Regional Express Rail (RER) service on the GO Stouffville Rail line terminate at Mount Joy GO Station in Markham. The Town requests further consideration for RER service is into the Town to Stouffville or Lincolnville GO Station. This would potentially provide a key, long-distance, frequent commuter rail connection between the Town and the City of Toronto. Finally, the Town is supportive of Metrolinx plans to extend the Richmond Hill GO Rail Line north to Vandorf including potential stations in Vandorf at Aurora Road, at Bloomington Road and Highway 404, and at Stouffville Road and Highway 404 in Gormley. The latter two stations are located in close proximity to the planned Highway 404 commuter parking lots. The Town is also supportive of Metrolinx s intention for a future extension of the Stouffville GO line beyond Lincolnville to Uxbridge, and YRT plans for rural transit services along Highway 48 and Aurora Road. The Recommended Transit Network is illustrated in Exhibit

86 Exhibit 6-7: Recommended Transit Network 80

87 RECOMMENDATION Recommendation #11: Advance discussions with the appropriate transit agency (YRT or GO/Metrolinx): 1. Dial-a-Ride 'Zone Bus' for in-town services, particularly within Stouffville 2. Maintain Regional Transit connections via YRT Routes 9 and 15: 3. Expand Regional Express Rail (RER) for all-way 2-way GO Rail service to Stouffville and Lincolnville GO stations Timing: Short-term New Connection from Lakeshore Road to Aurora Road A new connection has been proposed between Lakeshore Road and Aurora Road to provide an alternate connection to the arterial road network from Lakeshore Road. The potential location of the proposed road is illustrated in Exhibit 6-8 and Exhibit 6-9 relative to aerial imagery and the Ballantrae-Musselman Lake Secondary Plan, respectively. As seen in Exhibit 6-8, there is currently no north-south connection to Aurora Road from the Musselman Lake community, with access provided via Highway 48 or 9 th Line. In Exhibit 6-9, the new connection is illustrated in relation to the Ballantrae-Musselman Lake and Environs Secondary Plan, which identifies a future residential area. The proposed road would pass through and provide access to Aurora Road for the future residential area identified in light yellow in the Plan. Exhibit 6-9 also shows the proposed road connecting to Aurora Road at an existing unsignalized intersection. Should the lands identified in the Secondary Plan be developed, a future traffic impact study would determine the required intersection controls. Exhibit 6-8: New Connection between Lakeshore Road and Aurora Road 81

88 Exhibit 6-9: Lakeshore Road Connection in relation to Ballantrae Secondary Plan Preliminary travel demand forecasting estimates a 16% reduction in trips towards Highway 48 with the new connection. Excluding any potential new development adjacent to the new connection, it is anticipated that about 700 vehicles per day would use it to access Aurora Road. The intersection capacity for both scenarios was further assessed by applying the 16% reduction to 2031 intersection turning movements (calculated based upon a growth factor being applied to existing turning movement counts details in Appendix C 2031 Traffic Analysis). The analysis is summarized in Table 6-6. Table 6-6: Highway 48 at Lakeshore Road New Link Sensitivity Intersection and Movement Highway Lakeshore Road Highway Lakeshore Road with new connection (16% diversion) Key: Delay Average delay per vehicle shown in seconds LOS Level of Service v/c Volume to Capacity Ratio AM Peak Hour PM Peak Hour Delay LOS v/c Delay LOS v/c Westbound Left-right 44.3 E D 0.19 Southbound Left-through 0.4 A A 0.06 Westbound Left-right 39.1 E D 0.16 Southbound Left-through 0.4 A A

89 Based on this analysis, the reduced volumes will result in a marginal improvement to unsignalized intersection operations at Highway 48 and Lakeshore Road, as estimated by the traffic model. However it is important to note that the traffic model does not account for the lack of gaps in southbound traffic to safely make a westbound left-turn in the AM peak. As such we would anticipate a higher diversion of traffic to the new connection at Aurora Road should the westbound left-turn continue to be challenging in the future RECOMMENDATION Recommendation #12: Because of these benefits to the transportation network within Ballantrae-Musselman Lake and the benefit to potential future development, the new connection between Lakeshore Road and Aurora Road is recommended to be added to the Town s list of road improvements for Development Charges. A Schedule C Class EA should also be completed to confirm the need and justification, preliminary design and potential environmental impacts. Timing: To be included in the Town s next Development Charges Study, and Schedule C Class EA to be completed by Tenth Line Capacity Improvements As identified in Section 3.6.4, 10 th Line south of Hoover Park Drive is approaching capacity. Improving this section of 10 th Line will allow traffic wishing to access Highway 404 or Highway 7 or 407, to disperse along 19 th Avenue instead of driving through Stouffville. Improving 10 th Line here will generally improve travel choices and reduce congestion for traffic in this part of Stouffville. Volume to capacity ratios with and without a capacity improvement (in this case a widening to four lanes was modeled) are illustrated in Exhibit Exhibit 6-10: 2031 Traffic Forecast with and without 10 th Line Widening 83

90 As seen in Exhibit 6-10, without the improvement, 10 th Line is approaching capacity with a V/C ratio exceeding 0.85 (also noted in Exhibit 3-23), which is a generally accepted threshold for considering transportation capacity improvements (see Appendix B Background Report). With a widening to four lanes, the V/C ratio is reduced to 0.57, and provides drivers additional capacity to access the arterial road network from the Community of Stouffville. It is noted that the resulting capacity on 10 th Line increases traffic on 19 th Avenue, however the V/C ratio on 19 th Avenue is between 0.7 and 0.8 according to the EMME model, and still below the threshold of With currently limited travel options extending outside of the Community of Stouffville, an improved vehicular connection to 19 th Avenue via 10 th Line would provide an improvement to overall transportation conditions in the Town. Improvements in this location can also be planned in conjunction with planned road reconstruction works and active transportation facilities connecting into the City of Markham. Because of the potential benefits, improvements to 10 th Line from Hoover Park Drive to 19 th Avenue are recommended for further study. It is further noted that 10 th Line is under City of Markham jurisdiction about midway between Mantle Avenue and 19 th Avenue, and as such the City should be involved in any discussions regarding improvements to this roadway RECOMMENDATION Recommendation #13A: Given the potential benefits to the transportation network that improvements to 10 th Line might have, a Schedule C Environmental Assessment study is recommended to be undertaken (in close coordination with York Region and City of Markham) to protect for road improvements by EA study could be undertaken for the entire 10 th Line corridor through Stouffville, including potential jog elimination at Main Street. Timing: Schedule C Class EA to be completed by Tenth Line and Main Street Jog Elimination Similar to the jog elimination of Ninth Line at Main Street, jog elimination at Tenth Line would improve connectivity, reduce vehicular conflict points, and improve vehicular traffic flow within the Community of Stouffville. Based on intersection capacity analysis of this intersection (see Appendix C), with projected 2031 traffic volumes the intersections will continue to operate well, with individual movements operating with volume to capacity ratios of 0.80 or better and with level of service C or better. However, the eastbound left-turn 95 th percentile queue at the east intersection will be over 45 metres, while the storage provided is only 25 metres. It will primarily be a concern when the eastbound movements at the west intersection have green time, since eastbound vehicles could be caught in the west intersection when they hit the back end of queue at the east intersection. 84

91 Although the projected 2031 traffic capacity of the jogged intersection appears to be acceptable with some queuing, jog elimination at this intersection would firstly eliminate the impact of traffic queue spillback for east-west travel, and also facilitate improved north-south mobility along 10 th Line. However, this improvement would likely significantly impact surrounding properties. The assessment of potential impacts to properties should be studied further in a future environmental assessment study. As such, it is only recommended at this time to protect for jog elimination in the longer term as properties redevelop over time. Traffic conditions surrounding the intersection should be monitored and an environmental assessment study can be undertaken in the longer-term to reassess the need and justification and potential impacts at a finer level of detail RECOMMENDATION Recommendation #13B: A Schedule C Class EA is recommended for the 10 th Line jog elimination at Main Street. The EA study could be combined in a future study for the 10 th Line corridor through Stouffville. Impacts with respect to the environment and properties should be assessed by the EA study. Timing: Longer-term monitor conditions and assess through EA study Ringwood Drive Extension The potential Ringwood Drive Extension (see Exhibit 6-11), was identified in the Community of Stouffville Secondary Plan. This extension would provide additional network connectivity in the block south of Main Street to Hoover Park Drive, and east of Highway 48. In particular, it would provide a direct connection from new neighbourhoods north of Main Street along Baker Hill Boulevard to Hoover Park Drive neighbourhoods, schools, and retail. 85

92 Exhibit 6-11: Ringwood Drive Extension Traffic volume impacts in the peak hour in particular appear to be minimal (see detailed analysis in Appendix C). However, community connectivity impacts would be very beneficial to the growth and development of the Block. These benefits will need to be weighed against potential environmental impacts of two stream crossings and the costs of two structures RECOMMENDATION Recommendation #14: The need for this connection should be further assessed in the Community of Stouffville Gateway Mixed Use Area study in conjunction with potential land use plan refinements. Timing: Subject to further study in the on-going Community of Stouffville Gateway study. 6.4 Provide a Safe and Accessible Network The fourth strategic direction of the Preferred Alternative is ensuring that the transportation network is safe, accessible and equitable for all members of the community. Further to the multimodal improvements identified previously, other policy and infrastructure improvements are recommended specifically to improve network safety and accessibility, including street lighting, the sidewalk network, safety improvements, and finally road reconstructions. 86

93 6.4.1 Support for the Town s Accessibility Plan The goal for a safe and accessible transportation network is in keeping with the Province s Accessibility for Ontarians Disability Act (AODA) and the Town s own Accessibility Plan and annual Accessibility Plans which seek to identify, remove and prevent barriers within Town facilities and services. The Town s Accessibility Plan identified the following initiatives in Table 6-7, which this TMP document endorses to continue. Table 6-7: Accessible Transportation Goals and Actions ( Accessibility Plan) Accessibility Issue Interrupted access network of sidewalks between new and existing roads Town Engineering and Design Standards Town New Capital & Infrastructure Projects Pedestrian signal control buttons and sidewalk maintenance Downtown Stouffville public realm audit Action Continue to co-ordinate with subdivision developers, site plan and municipal consent / utility applicants to complete sidewalk networks (e.g., Hoover Park Drive, Main Street, Weldon Road) Review and update Town Standards to ensure consistency and compliance with the Town s Accessibility Plan. Consider combining this item with Section Complete Streets Design Guidelines Review design work and project communications to ensure consistency and compliance with Town s Accessibility Plan Ongoing asset management review and maintenance of the Town s transportation assets should be conducted annually. Identify barriers for persons with physical, visual, and hearing disabilities RECOMMENDATION Recommendation #15: Support transportation policies to improve Town-wide accessibility, including the Town s Accessibility Plan Timing: Short-term Street Lighting Requirements Adequate street lighting on Town, Regional and Provincial roads within urbanized areas is essential to providing a safe and accessible transportation network. The locations in Table 6-8 were identified as part of the Town s 2013 Development Charges study and carried forward as recommendations in the TMP. Additional locations should be illuminated coinciding with urbanization on an as needed basis. 87

94 Table 6-8: Street Lighting Improvements Street From To Jurisdiction 2013 DC Timing Length (km) Highway 48 Millard Street Stouffville Road Provincial Highway Highway 48 Bethesda Road Millard Street Provincial Highway Tenth Line Mantle Avenue S Limit of Development Town Minor South Arterial Tenth Line Main Street Bethesda Rd N. Town Major North Arterial York- S Limit of Development Mantle Avenue Regional Durham Line (Stouffville) Arterial York- Mantle Avenue Hoover Park Drive Regional Durham Line Arterial York- Hoover Park Drive Main Street Regional Durham Line Arterial York- Main Street Forsyth Farm Drive Regional Durham Line Arterial York- Forsyth Farm Drive N Limit of Development Regional Durham Line (Stouffville) Arterial Ninth Line S limit of Hamlet of N limit of Hamlet of Regional Bloomington Bloomington Arterial Ninth Line S limit existing Musselman N limit existing Musselman Regional Lake Lake Arterial Aurora Road Savoia entrance Ballantrae School Regional Arterial Hwy #48 Middleburg Savoia Phase 3 entrance Provincial Highway Bloomington Road West limit of Hamlet of Bloomington East limit of Hamlet of Bloomington Regional Arterial Recommendation #16: Implement identified street lighting requirements Timing: Short-term Sidewalk Improvements Gaps in the sidewalk network should be addressed to provide a complete, connected network with full accessibility for pedestrian. Gaps were previously identified in the 2013 Development Charges study and identified in Table 6-9. Table 6-9: Sidewalk Improvements Street From To Sidewalk width (m) Ninth Line Ninth Line S limit of Hamlet of Bloomington S limit existing Musselmans Lake N limit of Hamlet of Bloomington N limit existing Musselman Lake One side / both sides? 1.5 Both Regional Arterial 1.5 Both Regional Arterial Jurisdiction 2013 DC Timing Length (km)

95 Street From To Sidewalk width (m) One side / both sides? Bloomington Road W limit Hamlet of Bloomington E limit of Hamlet of Bloomington 1.5 Both Regional Arterial Aurora Road Grayfield Drive Ballantrae School 1.5 Both Regional Arterial Hwy 48 Pinevista Savoia Phase Both Provincial entrance Highway Hwy 48 Stouffville Rd Millard Blvd 1.5 One side Provincial Highway Hwy 48 Stouffville Rd Sam's Way 1.5 One side Provincial Highway Downtown Various locations 1.5 Both Town Intensification collectors / Area local roads Ninth Line Millard St Bayberry St 1.8 One side Regional Arterial Tenth Line 110m north of Forsyth Farm Drive 1.8 One side Town Major North St Arterial Ninth Line Bayberry St Bethesda Rd N. 1.8 One side Regional Arterial York-Durham S. Townline Hoover Park Drive 1.8 One side Regional Line Arterial York-Durham Hoover Park Dr Main Street 1.8 One side Regional Line Arterial York-Durham Main St Forsyth Farm Drive 1.8 One side Regional Line Arterial York-Durham Forsyth Farm Bethesda Rd N. 1.8 One side Regional Line Drive Arterial Tenth Line Forsyth Farm Drive RECOMMENDATION Recommendation #17: Bethesda Rd N. 1.8 One side Town Major Arterial Implement identified sidewalk improvements throughout the Town Timing: Short-term Jurisdiction 2013 DC Timing Length (km) Operational Safety Improvements Generally safety improvements should be identified and implemented. Key improvements that can be made include: 1. Centre-median turning lanes 2. Zebra markings at all intersections 3. Traffic calming measures 4. Roundabouts 5. Work with York Region to address safety issues at the top 10 high collision Regional Road intersections (Exhibit 3-14) 6. Continue to monitor collision data and undertake a network screening study to identify locations with potential need for safety improvements 89

96 These improvements can be identified through the biannual traffic operations studies identified previously RECOMMENDATION Recommendation #18: Identify operational safety improvements through recommended traffic operations studies. Timing: Short-term Road Reconstructions To ensure state of good repair conditions on the Town s roadways, reconstructions should continue to be planned and budgeted for further to the Town s 2011 Road Needs Study. In addition to road reconstruction priority recommendations, the study identified the need to collect traffic data on an annual basis and undertake an update to the Study every three years. Given the planned development in the Community of Stouffville identified in the Functional Servicing Study, the TMP has evaluated the need for road reconstruction and potential partial widening at intersections to allow for additional left and/or right turn lanes on Bethesda Road and on Tenth Line. Despite the recent resurfacing of Bethesda Road between Highway 48 and Tenth Line, the roadway remains substandard with respect to having no shoulder width providing a clear zone which would allow a driver to stop safely off of the travel lane. Based on rural road standard cross-sections in the Town s set of Engineering Standard Drawings (WS-110 and WS-111), the recommended shoulder width minimum is 1.2m to 3.0m. As seen in Exhibit 6-12, the existing shoulder width is almost zero with vegetation directly adjacent to the paved travel lane. The need for shoulders is particularly important for rural roadways which are often not well lit. The clear zone also provides space for drivers to regain control of a vehicle should it leave the travelled way for any reason. As such, the Road should be fully reconstructed to a 26m Rightof-Way width per drawing WS-111 including 3.0m shoulder width. A portion of the shoulder width may also accommodate paved shoulders (as recommended previously), to allow for active transportation use. 90

97 Exhibit 6-12: Bethesda Sideroad Existing Roadway Conditions (Source: With the impact to vegetation, an Environmental Assessment may need to be completed for improvements to Bethesda Sideroad. The study should consider Bethesda Sideroad from Highway 48 to York-Durham Line, also consider the need for jog eliminations at Highway 48 and 9 th Line as well as intersection turning lane requirements. Tenth Line south, which is recommended for road improvements by 2031 south of Mantle Avenue, was also identified for reconstruction in the 2013 Development Charges study. The section of Tenth Line particularly in the rural section north of 19th Avenue has similar conditions as on Bethesda Road with little shoulder width / clear zone. These improvements should be combined with the previously identified EA study for improvements to 10 th Line. Tenth Line today is illustrated in Exhibit

98 Exhibit 6-13: Tenth Line Existing Roadway Conditions (Source: RECOMMENDATION Recommendation #19: Continue to implement the findings of the 2011 Road Needs Study Collect traffic data annually and update the 2011 Road Needs Study every three years Conduct Environmental Assessment for Bethesda Sideroad from Highway 48 to York-Durham Line including roadway widening for clear-zone width plus active transportation facilities, jog eliminations and intersection improvements. Timing: Short-term Conduct Environmental Assessment for Tenth Line through Stouffville, including reconstruction of the pavement structure (identified in the 2011 Road Needs Study) between Mantle Avenue and the southern Town boundary, and improvements to the clear zone and any capacity improvements and active transportation facilities identified by the EA study. Timing: Medium-term 92

99 7 Implementation Plan Recommendations resulting from the Preferred Alternative for the Transportation Master Plan are given priority based upon need and potential ease of implementation. Table 7-1 summarizes all recommendations identified in the previous chapter, including infrastructure improvements and follow-up studies and recommended timing. Exhibit 7-1 illustrates the location of infrastructure improvements by improvement type and timing. It is noted that cycling network improvements are mapped separately, in Exhibit 6-3 and Exhibit 6-4, while the recommended transit network is illustrated in Exhibit 6-7. Table 7-1: Summary of Recommendations and Implementation Timing # Recommendation Timing 1 Develop and adopt Complete Street Design Guidelines Short-term 2 Update the Official Plan policy on roundabouts, develop roundabout Short-term screening policy / tool, conduct network screening study to identify potential locations 3 Travel Demand Management Policy recommendations including: Short-term 1. Increase land utilization efficiency 2. Encourage complete street design for all travel modes 3. Decrease auto travel by: a. Improve transit services b. Improve active transportation facilities c. Limit parking supply 4. Support employer-based TDM programs 5. Incorporate TDM supportive infrastructure into site plan review and approval process 6. Continue working with Smart Commute Central York 4 Carpool lots at Stouffville Road and Highway 404, Bloomington Road, Mulock Drive / Vivian Road, and St. John s Sideroad Short-term to long-term 5 New signalized intersections at: 1. Highway 48 and Bethesda Road North Leg Short-term to Long-term 2. Sandiford Drive and Hoover Park Drive 3. Tenth Line North and Forsyth Farm Drive 4. York-Durham Line (Regional Road 30) and Hoover Park Drive 5. Mostar Street and Hoover Park Drive (longer-term) 6 Traffic speed and monitoring programs to improve safety and efficiency Short-term 7 Traffic signal coordination and operations studies Main Street in the short-term Short-term to Long-term 8 Amend Official Plan Section 5, Table 1 and Schedule B: Land Use and Short-term Transportation with TMP road classification recommendations 9 Road jurisdiction transfers as follows: Boulevard jurisdiction of Regional Roads transferred to York Region Highway 48 jurisdiction transferred from MTO to York Region adjacent Ballantrae and Stouffville Ninth Line jurisdiction transferred from Region to Town around Musselman Lake Short to Medium-term 93

100 # Recommendation Timing 10 Cycling Network Plan Short to 11 Advance discussions regarding potential transit network improvements: 4. Dial-a-Ride 'Zone Bus' for in-town services, particularly within Stouffville 5. Maintain Regional Transit connections via YRT Routes 9 and 15: 6. Expand Regional Express Rail (RER) for all-way 2-way GO Rail service to Stouffville and Lincolnville GO stations Medium-term Short-term 12 New connection between Lakeshore Road and Aurora Road Complete EA Study in the Short-term th Line improvements between Lincolnville GO Station and southern Town boundary Complete EA Study in the Medium-term 14 Ringwood Drive Extension to be studied further in the Community of Short-term Stouffville Gateway study 15 Support transportation policies to improve Town-wide accessibility, Short-term including the Town s Accessibility Plan 16 Street lighting requirements throughout the Town (on-going program) Short-term 17 Sidewalk improvements throughout the Town (on-going program) Short-term 18 Operational safety improvements to be identified through recommended Short-term traffic operations studies 19 Road reconstructions ongoing review of Town s Road Needs study. Particularly consider needs on Bethesda Sideroad and 10 th Line. Short- to Medium-term 94

101 Exhibit 7-1: Recommended Road Improvements and Implementation Timing 95