HomeMy WebLinkAboutPSD-035-01
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REPORT
PLANNING SERVICES DEPARTMENT
Meeting:
GENERAL PURPOSE AND ADMINISTRATION COMMITTEE
Report #:
MONDAY, NOVEMBER 5, 20070 ~
PSD-035-01 File #: PLN 23.6.1
Resolution #:&/IJ -7<10 -() /
Date:
By-law #:
Subject:
DURHAM TRANSPORTATION MASTER PLAN
PUBLIC CONSULTATION DRAFT, SEPTEMBER 2001
Recommendations:
It is respectfully recommended that the General Purpose and Administration Committee
recommend to Council the following:
1. THAT Report PSD-035-01 be received;
2, THAT Clarington Council endorse PSD-035-01 as Clarington's comments on the
Durham Transportation Master Plan Public Consultation Draft, September 2001;
and
3. THAT the Region of Durham Works, Planning and Finance Departments be sent
a copy of this report and be advised of Council's decision.
Submitted by:
Davi . Crome, M.C.I.P.,R.P.P.
Director, Planning Services
ReviewedC:)~J~"4 ,
ranklin Wu
Chief Administrative Officer
BN*DC*df
31 October 2001
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1.0 BACKGROUND
The Durham Transportation Master Plan is a joint study of the Region of Durham
Works, Planning and Finance Departments initiated in September 1999. The
Plan was developed with the assistance of TSH Associates, McCormick Rankin
Associates, Cumming and Company, Peter Dalton Consulting and Angus Reid
Group. The purpose the Transportation Master Plan is to provide a "blue print" to
identify what improvements are need in the transportation system to
accommodation anticipated growth in the Region of Durham to the year 2021
and beyond.
The Region is requesting comments on the draft Plan by November 7, 2001.
The purpose of this report is to highlight the report proposals and review the
recommendations particularly as they relate to Clarington.
2.0 DISCUSSION
2.1 Highlights of the Plan
The Draft Durham Transportation Master Plan begins with a Transportation
Vision for Durham Region.
BV the vear 2021:
The transportation system for the Region of Durham is integrated and balanced,
using a range of transportation strategies to address the mobility requirements of
the entire community, to sustain investment in industry, agriculture and tourism,
to maintain community "wellness", and to integrate with the environment.
The auto continues to be dominant mode of transportation; however, the
community has realized a shift towards greater use of transit, pedestrian and
cycling facilities.
The changes in modal usage have been accomplished by increased land use
densities, mixed use development, development policies that encourage reduced
auto use, higher order transit facilities linking centres within Durham and other
urbanized areas in the GTA and improved integration of the various modes of
transportation.
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The necessary funding from all levels of government has been put in place and
all possible opportunities for private sector funding to achieve the improvements
necessary to ensure a liveable community have been investigated.
The Plan identifies goals, programs and infrastructure improvements required to
accommodate growth in the Region. The following goals are identified for the
Durham Region Transportation Plan:
1. To provide and maintain a transportation system that supports the
retention of existing businesses and enhances the ability of the Region to
attract new investments and economic activity in an increasingly
competitive market.
2. To provide and maintain a transportation system that is safe, efficient and
reliable for all users and modes.
3. To preserve, maximize and monitor the use of existing and under utilized
facilities as a means of avoiding or deferring the need for new
infrastructure.
4. To provide and maintain a transportation system that offers mobility
choices other than the single-occupant auto for all Durham residents, in
both the rural and urban areas.
5. To provide and maintain a transportation system that supports sustainable
growth and respects the natural, social and cultural environments.
Associated with each of these goals are a number of principles that are
proposed to be utilized in implementing these goals.
To achieve the goals of the Plan four strategies and a number of actions
associated with each strategy are proposed. Highlights of the strategies and
associated actions include:
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1. Reducing environmental and community impacts through the
establishment of truck and hauling routes, the establishment of noise
abatement policy for Regional road projects and road drainage policy.
2. Providing more travel choices with the aim of reducing automobile
dependency. This will be achieved through Transportation Demand
Management Strategies (TDM), improved transit services with more
connections and greater coverage (see Attachment 1 for details), creation
of higher densities urban development in close proximity to public transit
and providing more opportunities for cycling and walking.
3. Preserving and optimising the Regional Road System through enhanced
maintenance, safety traffic management and movement of goods.
4. Expanding the transportation system to accommodate current and future
growth. The Plan proposes 42 new Regional Road widening projects,
several Highway 401 grade separations and interchanges and the
improvement of 3rd Concession/Rossland Road currently an area municipal
responsibility (see Attachment 2). Anticipated provincial highway
improvements and expansions are also addressed in this Plan.
2.2 Staff Comments
This response to the Draft Durham Transportation Master Plan was prepared in
consultation with the Clarington Engineering Services Department.
In general, staff supports the Plan's objective of reducing automobile dependency
and fostering a multi-modal transportation and a transit supportive land use
system as these initiatives are in keeping with the principles of "Smart Growth".
The Plan's target to reduce peak hour auto travel by up to 15% by the year 2021
is aggressive but an important step to sustainable development. Notwithstanding
our general support, however, staff have the following specific concerns.
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Cost
The total capital cost for the Region's share of the Transportation Master Plan is
estimated at $438 million over twenty years. This includes the cost for
rehabilitation, reconstruction and replacement of roads and bridges, expansion of
regional roads and highway 401 interchanges and grade separations and
intersections and corridor improvements. The Plan does not provide an estimate
of the municipalities share of the cost to implement the Plan, hence it is difficult to
evaluate the financial impacts on municipalities.
Transit
The Plan recommends the increased use of transit and the establishment of an
interconnected regional transit system.
A Transit Priority Network is defined on Figure 6. The Plan identifies
Transportation Centres which are to facilitate transfers between different modes of
travel or between transit services. The Bowmanville GO Station site identified in
earlier studies by Clarington and designated in the Durham Regional Official Plan.
It has not been identified as part of the Transit Priority Network. The Plan only
provides for the protection of corridors for the future service. It is critical that this
station be identified in the Transportation Master Plan in order to secure lands and
commence development on an inter modal station within the 20 year period, even
if GO Rail service may take longer.
To encourage the use of transit, supportive measures are recommended
including:
. grid road system;
. introduction of two new land use designations in the Durham Regional Official
Plan (DROP) called Activity Centres and Transit Corridor Districts;
. land use planning guidelines requiring 90% of residences, jobs and activities to
be located within 400 metres of a transit stop; and
. establishment of transit shelters and other facilities.
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There are no indications in the Plan as to how the Activity Centres and the Transit
Corridors Districts differ from the existing Central Areas land use designations
currently in the DROP. It is staff's view that it is premature to propose two new
designations in support of transit in the DROP without a complete analysis of the
commercial hierarchy and other related land uses in the Region. It is assumed
that this analysis will be undertaken within the context of the DROP review
currently underway.
The "90%" requirement must be clarified. It is unclear whether the 90% would
apply Region wide or be applied to each municipality. It is not practical to
implement this in Clarington other than a few very specific areas. Since many
potential transit corridors are not Regional Road (e.g. Nash Road), the potential
effects on municipal road allowances should be further reviewed and discussed.
CvclinG
The Plan recommends that a Regional Cycle Plan be developed in cooperation
with local municipalities. Bicycle routes would include:
. traditional bicycle paths with year round maintenance;
. on street bicycle lanes;
. boulevard paths on Regional Road;
. paved shoulders on rural Regional Roads.
The overall network would be connected between municipalities. It is not clear if
the Region or local government would pay for bike lanes/boulevard paths. It is
anticipated that this question together with the identification of specific locations
will be addressed through the development of the Regional Cycle Plan.
Traffic Control and ManaGement
The Plan recommends a number of new or modified initiatives in this area. Many
appear to be aimed at improving pedestrian and bicycle safety. Measures such
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as traffic calming are mentioned but there is no indication regarding the
obligations of local municipalities under this Plan. Section 2.4.3 recommends the
establishment of an Intelligent Transportation Systems Strategy (ITS). ITS refers
to a broad range of diverse and emerging technologies aimed at improving the
safety, reliability and efficiency of the transportation system without altering the
existing infrastructure. The potential implications, financial or otherwise of the
system, for the Municipality must be further examined.
Road Drainaae
Recommendation 7 on page 14 of the Plan "supports the conversion of rural cross
sections to urban only where necessary to control drainage, enhance safety,
manage access, or address right of way constraints." This is viewed as a more
environmentally friendly approach, allowing ditches to filter storm water. This
approach is good in an area like the Lake Iroquois Beach where stormwater and
groundwater issues are critical. However, urbanization of the road cross-sections
is also necessary to support the population densities created by development in
urban areas. This is particularly important for commercial areas. Staff requests
that the Region expand on the proposed approach for road drainage.
Adelaide A venue
Recommendation 66 together with 67 proposes the deletion of the Class C
Arterial Road designation between Trulls Road and Courtice Road only. This
section of the road is deleted in recognition of the Black-Farewell provincially
significant wetland provided that network capacity could be obtained through other
improvements (Rossland, Townline, Bloor). The Region will proceed with the
Class EA required for Adelaide in 2002. Staff is supportive of this initiative.
Other Road Proiects
With the planning timeframe:
. Regional Road 57 between Highway 401 and Highway 2 is designated to be a
6 lane road; and
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. Regional Road 22 has some sections which will be designed and built as 4 or
5 lanes; and
. Concession Street between Scugog Street and Liberty Street is deleted as a
Type "C" arterial road in the Regional Official Plan but will remain as a
collector in the Clarington Official Plan. Staff concur with the designation of
collector road.
Two items are not addressed satisfactorily in the proposed Study as follows.
. The Townline Road bridge over the Farewell Creek has not been identified as
a project within the Plan. It is staff's view that it is a necessary connection by
2021 in order to provide an adequate network for traffic circulation in Courtice.
. A by-pass for Taunton Road through Mitchell Corners was identified by
Clarington staff for investigation during the preparation of the Clarington
Official Plan (Section 19.5.5). Recommendation 64 proposes that a Regional
Road By-Pass Policy be prepared with criteria for the need and justification of
future roads around communities. Given the rate of development in northeast
Oshawa and Clarington, the quality of life for residents in Mitchell Concerns
will continue to be eroded with ever increasing traffic volumes. The Region
should consider the Mitchell Corners by-pass within the 20 year period.
Staff is concerned that the general public may be provided with a mechanism to
pursue changes in (eg. traffic calming including the improper use traffic signals on
Regional roads) that may be unwarranted or not cost effective.
In general, it is unclear how binding many of the non-specific recommendations in
the Plan will be on local municipalities, or if Clarington will be effectively forced to
implement the recommended items.
(Revised Page)
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3.0 CONCLUSION
In general, staff is supportive of the thrust of the Draft Regional Transportation
Plan. However, staff has a number of concems with the Plan, particularly as they
relate to implementation.
The Clarington Engineering Services Department reviewed this report and concur
with it.
Attachments:
Attachment 1 - Future Transit Opportunities
Attachment 2 - Table 6 - Analysis of Specific Road Segments
Interested parties to be advised of Council's decision:
Gene Chartier
Manager of Transportation
Regional Public Works
105 Consumer Drive
Whitby, ON
L1N 6A3
Alexander L. Georgieff
Commissioner of Planning
Regional Planning Department
1615 Dundas Street East
4th Floor, Lang Tower, West Building
P.O. Box 623, Whitby, ON
L1N6A3
R.J. Clapp
Commissioner of Finance
Region of Durham
2 Simcoe Street South
4th Floor
Oshawa, ON
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CHAPTER 2 - THE PLAN ELI!MENTS
ATTACHMENT 1
13.
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CorridorlFacility Opportunities and Challenges Recommended Action
CP Belleville Subdivision
. Rapid transit connection from . Crosses most Transit Corridors and connects with commuter (GO) rail at Oshawa GO Conduct feasibility study to
Bowmanville to future North Station/Oshawa Centre Transportation Centre examine potential ridership,
Pickering/Seaton Transportation Centre . Traverses residential and employment areas, including Bowmanville West, Oshawa station locations, technology
downtown, Whitby downtown and future Seaton Main Central Areas options, and property protection
. May require consolidation of freight rail traffic on CN Kingston, which would eliminate rail requirements
movements through the predominately residential areas abutting the CP Belleville
. Could alleviate the need for future Regional Road grade separations
. May be possible to use upgraded Rossland Road as westem connection or Interim
routina
· Commuter (GO) rail connections from . Crosses Scarborough-Markham link and connects into GO Transit rail system Conduct feasibility study to
future North Pickering/Seaton . Provides additional service into downtown Toronto, and possibly along the highly examine potential ridership,
Transportation Centre to downtown developed Finch area, into Pearson International Airport station locations, technology
(Union Station) and mid-town (Eglinton . Provides transit connection to Seaton and the Federal Airport Lands In Pickering options, and corridor protection
Avenue/S!. Clair Avenue) in Toronto · Could use Steeles AvenuelTaunton Road as an interim facility until the rail corridor can requirements
. Rapid transit connection from future North be acquired and developed
Pickering/Seaton Transportation Centre . May be concerns about traversing the Rouge Park area
to Finch Hvdro Corridor In Toronto
CP Havelock Subdivision
. Passenger rail connection from Toronto to . Provides transit connection to the Federal Airport Lands in Pickering Protect corridor to preserve
Peterborough, traversing Durham . Traverses primarily rural area, including portions of the Oak Ridges Moraine, which Is future options
unlikely to experience urban development
. Limited ridership potential in Durham, given orientation of travel and small population
base In close proximity
Former CN Uxbridge Subdivision
. Commuter (GO) rail extension from · Traverses primarily rural area, including portions of the Oak Ridges Moraine, which is Protect corridor to preserve
Stouffville to Uxbridge unlikely to experience urban development future options
. Limited ridership potential in Durham, given orientation of travel and small population
base in close proximity
TABLE 3 - Future Transit Opportunities
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CHAPTER e - THE PLAN ELEMENTS
TABLE 3 - Future Transit Opportunities
J
CorridorlFacility Opportunities and Challenges Recommended Action
Highway 401
. Interregional transit service from . Connects to Scarborough Town Centre (Scarborough RT), future Victoria Park sUbway Request GO Transit to
Pickering GO Station Transportation station (Sheppard subway line), York Mills subway station (Yonge subway line), YOrkdale Investigate implementation
Centre to Pearson Airport subway station (University-Spadina subway line) and Pearson International Airport
· Provides enhanced service to Scarborough, North York Centre, the Downsview lands,
Yorkdale and the Airport
· Connects to commuter (GO) rail system at Pickering GO Station Transportation Centre
. Complements commuter (GO) rail system, which doesn't provide service in this corridor
. Serves longer-distance, inter-regional travel
. May be concern if a dedicated facility is required and it has 19 be provided by taking a
general use lane away
. May be limited interest in ridesharing or it may divert transit use
. Subject of previous studies, inciuding recent GTSB Transit Corridor Priorities and
Phasing stUdy
Highway 407
. Interregional transit service from future . Connects with major destinations in Markham at the Beaver Creek Business Park and in Request GO Transit to
North Pickering/Seaton Transportation the area of 14" AvenuelWoodbine Avenue monitor for future
Centre to Pearson International Airport, . Provides service to Markham, Vaughan, Brampton and Pearson International Airport Implementation
possibly in dedicated transitway . Provides a transit link between the Federal Airport Lands in Pickering and Pearson
Airport
. Could use Steeles AvenuefTaunton Road as an interim facility until the service is
imolemented
Regional Road Hi!lhwav 47
· Possible interregional transit service from . Connects to Stouffville, Newmarket, Aurora, Markham and Richmond Hill, travelling Conduct feasibility study with
Uxbridge to Stouffville GO Station and along Bloomington Side Road or other east-west route in York Region to Highway 404 GO Transit and York Region
into York Region · Connects to commuter (GO) rail system at Stouffville GO Station to Investigate potential
. Complements commuter (GO) rail system and may be replacement for proposed rail
service in this corridor, since more flexible service options exist
· Serves longer-distance, inter-regional travel
. May be limited interest In ridesharing or it may divert transit use
Hydro Corridors in Durham
. Potential transit, cycling andlor hiking . Traverse the Region Conduct feasibility study to
routes . Right-of-way may be available, but encumbered by towers and restrictions determine merit
. Uncertain as to merit at this time for transit due to possible right-of-way constraints,
obstructions and orientation of lines
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ATTACHMEINT 2
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CHAPTER 2 - THE PLAN ELEMENTS
TABLE 6 - Analysis of Specific Road Segments
Segment Municipality Recommended Response and Rationale
Deletion of the Clements Road extension between Ajax The extension of Clements Road is not required for network capacity purposes under the
Westney Road (Regional Road 31) and Church Street Trend or Regional Official Plan scenarios if Bayly Street and Highway 401 are widened. As
well, the crossing of the West Duffins Creek could pose negative environmental impacts,
However, the connection would provide access to the employment lands in south Ajax and
Pickering, and would complete the road system for emergency evacuation and transit service
purposes. It would also provide a needed connection in the event Bayly Street and Highway
401 are not widened.
Retain the future Type C arterial road designation for the Clements Road extension
between Westney Road and Church street In the Regional OffIcial Plan until such time
as an Environmental Assessment Is completed.
Designation of Lake Driveway between Carruthers Ajax Lake Driveway is not expected to serve an arterial road function in the future, given its
Creek Drive and Harwood Avenue (Regional Road 44) location, connectivity and adjacent land uses. The Type C arterial road designation for
and Harwood Avenue (Regional Road 44) between Harwood Avenue south of Westney Road should also be deleted if Lake Driveway is
Westney Road (Regional Road 31) and Lake Driveway redesignated since it will not connect to another arterial road, The roads should remain at
least collector designations in the Ajax Official Plan to reflect their role in providing access to
the waterfront area.
If Harwood Avenue is redesignated, its jurisdiction should be examined through the Public
Works Officials Who Does What initiative in keeping with its more local function,
Delete Type C arterial road designation for Lake Driveway between Carruthers Creek
Drive and Harwood Avenue, and for Harwood Avenue between Westney Road and
Lake Driveway In the Regional OffIcial Plan.
Examine the jurisdiction of Harwood Avenue through the Public Works OffIcials Who
Does What Initiative.
Extension of Kerrison Drive between Salem Road and Ajax The extension of Kerrison Drive to Audley Road would improve the distribution of traffic in this
Audley Road area and provide traffic relief to the heavily traveled and congested Kingston Road (Highway
2) corridor, This will help distribute traffic away for the intersection of Carruthers Creek Drive
and Kingston Road, expected to be highly traveled once the interchange is completed and
Carruthers Creek Drive is extended further north. It will also provide an important mid-block
, connection through this developing area of Ajax, the location of considerable commercial land
use,
Extend the Type C arterial road designation for Kerrlson Drive between Salem Road
and Audley Road In the Regional OffIcial Plan.
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TABLE 6 - Analysis of Specific Road Segments
Segment Municipality Recommended Response and Rationale
Extension of new Type C arterial road in the A8 Ajax The extension of the new Type C arterial road to the Audley Road would improve the
community between Salem Road and Audley Road distribution of traffic in this area and provide relief to Kingston Road (Highway 2), Rossland
Road and Taunton Road, The travel demand forecasting illustrated the importanoe of this
continuous connection, from Taunton Road to Audley Road, in serving future Iraffic, As such,
it has been specifically identified in the Plan's recommended road expansion.
Extend the designation of the proposed Type C arterial road designation from Salem
Road to Audley Road In the Regional Official Plan.
Interconnection of Highway 7 and Ravenshoe Road Brock The connection of Highway 7 east of Highway 12 to Ravenshoe Road west of Regional Road
(York Road 32) 23 is not required for network capacity purposes, given the availability of other adjacent
routes, There would be impacts to existing residents living on Ravenshoe Road, which were
raised through a recent Class EA study the Region of York completed,
The connection would provide a more direct route between York Region and the City of
Kawartha Lakes, especially for recreational and commercial vehicle traffic. It may also help
to divert automobile and truck traffic away from other Regional Roads, such as Regionai
Road 10 (Sunderland) and Regional Road 13 (Leaskdale), which may benefit area residents,
The Township of East Gwillimbury and the City of Kawartha Lakes have both requested the
Region to consider constructing the road, At present, the project is not a high priority
compared 10 other Regional needs, but the opportunity to implement the connection should
be retained and considered in the context of the future Highway 404 extension.
Retain the future Type A arterial road designation for the proposed interconnection of
Highway 7 and Ravenshoe Road.
Deletion of Adelaide Avenue extension between Clarington The extension of Adelaide Avenue east of Townline Road is not required for network capacity
Courtice Road (Regional Road 34) and Townline Road purposes under the Trend scenario if the Rossland Road extension is constructed, Townline
(Regional Road 55) Road is widened between Adelaide Avenue and Rossland Road, and the Bloor
StreeVTownline Road south area is improved, A crossing of the Provincially significant Black-
Farewell wetland complex, generally located to the east of Trulls Road, could pose significant
environmental impacts. However, the road network in this area is discontinuous and
incomplete, which has led to significant traffic and safety concems in the Highway 2 corridor
at Townline Road, As well, the extension would address a screen line capacity deficiency
under the Regional Official Plan scenario,
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TABLE 6 - Analysis of Specific Road Segments
Segment Municipality Recommended Response and Rationale
A shorter extension of Adelaide Avenue to Trulls Road could help address operational
difficulties, while minimizing impacts on the natural environment. A link would also benefit
emergency and future transit services. The option for constructing the road should continue
to be protected until a Class Environmental Assessment (Schedule C) study is completed,
Proceed with an Environmental Assessment study for the Adelaide Avenue extension,
from Townllne Road to Trults Road. Continue to protect the corridor until the
Environmental Assessment study Is complete.
Designation of Concession Street between Scugog Clarington This portion of Concession Street is not expected to serve an arterial road function in the
Street and Liberty Street (Regional Road 14) future, given its location, connectivity and adjacent land uses, The road should remain at
least a collector designation in the Clarington Official Plan to reflect its role in providing
access to the downtown area and in distributing traffic to the adjacent arterial road system,
Delete the Type C arterial road designation for Concession Street between Scugog
Street and Liberty Street In the Regional Official Plan.
Interconnection of Gibb Street and Olive Avenue Oshawa The analysis illustrated that the Gibb-Ollve connection is a less desirable option for serving
(Regional Road 59) future travel demands than other alternatives under the Trend scenario, but could be required
in the future to serve travel demands under the Regional Official Plan scenario. The
interconnection would improve access to this area of Oshawa and would eliminate the
discontinuity of the road system and the operational difficulties that presents. The option for
constructing the road should continue to be protected until a Class Environmental
Assessment (Schedule C) study Is completed,
Proceed with an Environmental Assessment study for the Glbb Street - Olive Avenue
Interconnection. Continue to protect the corridor untlt the study Is complete.
Designation of Finch Avenue between Altona Road Pickering Given the discontinuity of the area road network, the Rouge Park policy prohibiting new roads
(Regional Road 27) and Pickering Townline Road through the Park south of Steeles Avenue, and the presence of the Agricultural Preserve, it is
between Finch Avenue and Pickering Townline Road unlikely that either road will serve a significant arterial road function in the future. Designating
and Taunton Road (Regional Road 4) these roads as Type C arterials is consistent with their expected roles and function,
Redesignate Finch Avenue, between Altona Road and Pickering Townllne Road, and
Pickering Townline Road, between Finch Avenue and Taunton Road, from Type B
arterial roads to Type C arterial roads In the Regional Official Plan.
Designation and extension of Dixie Road between Pickering The analysis illustrated the need to maintain the Type B arterial road designation for Dixie
Kingston Road (Highway 2) and the future Seaton Road in order to serve future travel demands, Changing the designation to a Type C arterial
community road would reduce its capacity, thereby forcing traffic that would be using Dixie Road onto
other continuous adiacent arterial roads, including Whites Road, Fairport Road, Valley Farm
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TABLE 6 - Analysis of Specific Road Segments
Segment Municipality Recommended Response and Rationale
Road and Brock Road, However, insufficient capacity exists in the preferred arterial routes,
Whites Road and Brock Road, to accommodate additional traffic. Even with minimal
development of the Seaton community as assumed with the Trend scenario, Dixie Road,
when taken in conjunction with the proposed 3'" Concession Road extension westeriy,
provides an important connection in a somewhat discontinuous arterial road network in the
Pickering area,
Further extension of Dixie Road north should be considered in future development plans for
the Seaton community to provide connections with the south Pickering area for local traffic
and transit service. The connection would also provide needed relief to Brock Road and
Whites Road, which will be carrying larger volumes of more inter-municipal and inter-regionai
traffic, However, a separate crossing of the West Duffins Creek is not recommended for
Dixie Road, as operational solutions may be feasible to make use of the proposed crossing
for 3'" Concession Road. The ultimate fate of the Dixie Road connection will be decided once
development plans for the proposed Seaton community become more definitive.
Retain the Type B arterial road designation for Dixie Road between Kingston Road and
3'" Concession Road and the future Type B arterial road designation for Dixie Road
north of the 3'" Concession Road.
Determine the ultimate alignment of the Dixie Road extension through future planning
studies for the north Pickering area.
Designation of Fairport Road between Kingston Road Pickering The analysis illustrated the need to maintain the Type C arterial road designation for Fairport
(Highway 2) and 3'" Concession Road Road in order to serve future travel demands, Changing the designation to a collector or
local road would reduce its capacity, thereby forcing traffic that would be using Fairport Road
onto other continuous adjacent arterial roads, including Whites Road, Dixie Road, Valley
Farm Road and Brock Road, However, insufficient capacity exists in the preferred arterial
routes, Whites Road and Brock Road, to accommodate additional traffic.
For the road to change its function, physical geometric changes, likely in the form of traffic
calming measures, would need to be implemented to have any effect on volumes or speeds.
This would conceivably divert traffic to adjacent roads, If physical measures were not
Implemented, it is unlikely the road would change character just by modifying its designation,
given its design and connectivity, Significant levels of enforcement would be needed to
reinforce traditional solutions of speed limit reductions and additional all-way stop controls,
Retain the Type C arterial road designation for Fairport Road between Kingston Road
and its proposed extension to 3'" Concession Road.
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CHAPTER 2 - THE PLAN ELEMENTB
TABLE 6 - Analysis of Specific Road Segments
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Segment Municipality Recommended Response and Rationale
Interconnection of Sfu Concession Road and 14fu Pickering The analysis illustrated that the Sfu Concession Road -14" Avenue interconnection would be
Avenue, proposed Allona Road by-pass of Whitevale required for network capacity purposes under the Trend scenario, While further expansion of
and designation of AIlona Road north of the proposed Highway 407 beyond its current four lane configuration may help to alleviate this capacity
S" Concession Road -14. Avenue connection deficiency, additional connections to York Region are needed to provide network connectivity
and travel options for a variety of users, including emergency and future transit vehicles, It
would also serve as a by-pass of Whitevale, helping to resolve long standing through traffic
concerns In that community. For these reasons, the project has been identified in the
recommended road expansion program. There may be further justification for the connection,
depending on the outcome of the long-standing matters surrounding the Federal Airport
Lands and the proposed Seaton community.
However, the interconnection would require another crossing of the West Duffins Creek,
which could pose environmental impacts, As well, the project could impact the Whitevale
Golf Course and its future expansion plans, The extension could also affect residents in the
Box Grove community in Markham who reside adjacent to 14" Avenue. The design of
existing 14" Avenue and adjacent land uses may not be consistent with the characteristics of
a higher-order arterial road as envisioned.
Given the discontinuity of the area road network, the absence of alternative connection
opportunities, and the expected traffic capacity deficiency at the west Durham boundary, the
option for constructing the road should continue to be protected until a Class Environmental
Assessment (Schedule C) study is completed, Until the Class EA study Is completed, the
proposed AIIona Road by-pass designation contained in the Pickering Official Plan should
remain deferred, The proposed by-pass would form part of the S" Concession Road - 14"
Avenue interconnection If it were warranted, or would need to be assessed on its own merits
if the connection is not justified, The designation of AIIona Road, north of the proposed S"
Concession Road -14" Avenue connection should be deferred for the same reason,
Proceed with an Environmental Assessment study for the StlI Concession Road -14th
Avenue interconnection, Continue to protect the corridor until the study Is complete.
Continue to defer the Pickering Official Plan designation related to the proposed
Altona Road by-pass and Altona Road north of the proposed 5th Concession Road _
14th Avenue connection.
Designation of a Highway 7 by-pass around the Pickering Through the Pickering Official Plan, the City proposed a future east-west pass of Brougham
community Brougham for traffic travelling on Highway 7, The proposal was deterred for further consideration when
the Pickering Official Plan was approved in 1997, given unresolved technical concerns,
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Pege ISB
PUBLIC CONSULTATION ORAFT - Bep"ember 2DD1
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CHAPTER Ii! - THE PLAN ELEMENTS
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TABLE 6 - Analysis of Specific Road Segments
Segment Municipality Recommended Response and Rationale
Upon further review, the technical and financial feasibility of the project remains in doubt.
The by-pass would involve a significant diversion of existing Highway 7 north, because the
close proximity of Highway 407 and a cemetery severely limit options to the soutli, The
presence of water courses and wood lots further complicate viability to the north, As weil, the
project would be very costly given the extent of work required, For these reasons, it is
recommended that the by-pass not be identified in the Pickering and Regional Official Plans,
A policy to consider fulure by-pass locations on a need and justification basis is
recommended, During the Regional Official Plan review, other by-pass locations identified in
the Official Plan should be reconsidered on this basis,
Request the City of Pickering to delete the Highway 7 by-pass of Brougham from the
Pickering Official Plan to resolve outstanding deferrals 024 and 042.
Establish a policy In the Regional Official Plan to set out general guidelines for
designating by.pass locations. Reconsider existing by-pass locations designated in
the Regional Official Plan based on the new policy.
Designations and alignment of roads in the Seaton and Pickering Mallers related to the area specific designations and alignments of future roads in the
East Duffins areas proposed Seaton and East Duffins communities should continue to be addressed through the
specific planning studies being conducted for those respective areas, with the exception of
those roads addressed in this table (Table 5).
Continue to address matters related to the road patterns In the proposed Seaton and
East Duffins communities through on.golng planning studies,
Jurisdiction of 3" Concession Road/Rossland Road Pickering, Ajax Rossland Road will serve an important inter-municipal function for both auto and transit
between Vailey Farm Road and Cochrane Street and Whitby service in the future and should be considered for Inclusion in the Regional Road network.
(Regional Road 43) As other east-west roads in the vicinity (Taunton Road and Highway 2) reach capacity,
Rossland Road will assume a greater role, especiaily if future expansion of Highways 401
and 407 is further deferred, Rossland Road is also proposed to be a Minor Transit Corridor,
providing an important higher-order public transportation connection, In this role, Rossland
Road could become one of the most significant Priority Transit Network routes, given its
proximity to residential land uses and its westerly termination location, uitimately near the
T oronlolDurham boundary,
The travel demand forecasting illustrated the importance of extending 3" Concession Road
westerly across the West Duffins Creek to complete the arterial connection to Whites Road,
The Public Works Officials Who Does Whal initiative is currently examining the issue of road
juriSdictions and relaled implementation mallers, includiflR financi~g. Thllgroup shOUld be
P..ga ISH
PUBLIC CONSULTATION ORAFT _ SapC..mb"r 2001
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CHAPTER 2 - THE PLAN ELEMENTS
1:1
TABLE 6 - Analysis of Specific Road Segments
Segment Municipality Recommended Response and Rationale
asked to explicitly consider Rossland Road for assumption into the Regional Road system
given its expected roles and function,
Assume Rossland Road Into the Regional Road system. Address the implementation
Issues through the Public Works Officials Who Does What Initiative.
Designation of new road on Sgugog Island Scugog An additional road is not required on Scugog Island for network capacity purposes, given the
low volume of traffic and minimal development. There would be impacts to existing residents
living on the island from new road construction.
The road would provide an emergency, relief route in case of an incident on Regional Road 7.
It would help to divert automobile and truck traffic away from Regional Road 7 by providing
additional capacity to serve the Great Blue Heron casino, But the cost to implement the
facility would be high, in the range of$8 to 12 million, depending on land availability,
No action,
Designation of Regional Roads 8 and 11, west of Uxbridge Davis Drive provides the most viable connection with York Region in this vicinity and should
Regional Highway 47 remain the Type B arterial road, Consideration should be given to designating Regional
Road 8 and Regional Road 11 as Type C arterial roads in the Regional Official Plan, in
recognition of their arterial road functions.
The jurisdiction of Davis Drive, Regional Road 8 and Regional Road 11 should be examined
through the Public Works Officials Who Does What initiative. Should Regional Roads 8 and
11 be considered for reversion to the Township of Uxbridge, it may not be appropriate to
specifically designate these facilities in the Regional Official Plan,
Designate Regional Road 8 and Regional Road 11, west of Regional Highway 47, as
Type C Arterial roads In the Regional Official Plan.
Examine the jurisdiction of Davis Drive, Regional Road 8 and Regional Road 11
through the Pubtlc Works Officials Who Does What Initiative.
Extension of Water Street between Thickson Road Whitby The extension of Water Street is not required for network capacity purposes under the Trend
(Regional Road 26) and South Blair Street scenario, but would provide excellent access to the vacant industrial lands along the
lakeshore. It would also complete the road system for emergency evacuation, transit service
and bicycle routing, would help to distribute traffic and would provide an alternative routing in
the vicinity of the heavily used Thickson RoadMctoria Street intersection,
Retain the future Type C arterial road designation for Water street between Thickson
Road and South Blair street.
Pege SO
PUBLIC CONSULTATION DRAFT _ September 2001