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ENG 03-21
Report to Executive Committee Report Number: ENG 03-21 Date: March 1, 2021 From: Richard Holborn Director, Engineering Services Subject: Integrated Transportation Master Plan Study - File: A-1440 Recommendation: 1.That the Draft Integrated Transportation Master Plan prepared by IBI Group dated January 2021 be endorsed in principle; 2.That the recommendations from the Draft Integrated Transportation Master Plan be considered, along with all other municipal priorities, through future annual municipal plans and budget processes; and, 3.That the appropriate officials of the City of Pickering be authorized to take the necessary actions as indicated in this report. Executive Summary: The Integrated Transportation Master Plan (ITMP) was initiated in October 2017. IBI Group was retained by the City of Pickering to complete the ITMP. The ITMP will be the City’s long-term, strategic planning document that directs policies and infrastructure for Pickering’s transportation system to meet the needs of pedestrians, cyclists, transit riders, motorists and goods movement. This is the City’s first Transportation Master Plan and it includes an update of the City’s 1996 Cycling Network Plan. The ITMP is a long-term, strategic planning document and is not intended to address only site- specific or corridor-specific issues. Rather, it is intended to present a package of actions that, when implemented over time, will help the City achieve its transportation vision. The ITMP is a dynamic document that is responsive to changing conditions and new innovations through reviews and updates on a regular basis. It is important to note that while approval in principle of the ITMP document by the City of Pickering reflects endorsement of the Master Plan and the overall transportation system requirements, it does not represent formal approval of any individual element of the transportation system. Further Council and government agency approvals, studies and public engagement/consultation will be required prior to implementation of specific projects and programs. ENG 03-21 March 1, 2021 Subject: Integrated Transportation Master Plan Study Page 2 Financial Implications: Through an iterative modelling process in Stage 2 of the draft ITMP, a list of the long-term road network projects to 2031, and beyond 2031, was developed and is presented in Appendix A of the ITMP report (Attachment 1). The associated estimated capital investment (in $ millions) for the recommended network to 2031, and beyond 2031, from Appendix A of the ITMP report is shown below. Short-term (2021-2024) Medium-term (2025-2031) Total (By 2031) Long-term (Beyond 2031) Total Road – Expansion Projects a $65.9 $76.1 $142.0 $44.3 $186.3 Cycling and Trails – Expansion Projects $1.8 $5.8 $7.6 $15.3 $22.9 Regional Cycling Plan Projects b $8.3 $8.3 $16.6 n/a $16.6 Total $76.0 $90.2 $166.2 $59.6 $225.8 a.Includes cost of cycling infrastructure if identified in cycling network. b.City’s share of costs for Regional Cycling Plan projects. The Road Expansion Projects costs include Church Street widening (Highway 401 to Bayly Street) and Church Street partial interchange, which are not under the jurisdiction of the City of Pickering, however, these projects are recommended as part of the ITMP long-term road network. The timing and the above costs for these future investments will be refined through an ongoing transportation system performance and requirement. These are high level costs and might be revised in future. The Environmental Assessment Studies (EA) will also be required to determine the feasibility of the proposed roads. The EA cost, relocation or installation of new utilities, and consulting engineering fees is not included in the above cost estimates. Discussion: The Integrated Transportation Master Plan (ITMP) was initiated in October 2017. IBI Group was retained by the City of Pickering to complete the ITMP. The study is being undertaken according to the Municipal Class Environmental Assessment (Class EA) Master Planning process. The ITMP will fulfill all the requirements of Phases 1 & 2 of the Class EA process; that is to identify the need and justification and the design process for all the recommended projects. The ITMP is the City’s long-term, strategic planning document that directs policies and infrastructure for Pickering’s transportation system to meet the needs of pedestrians, cyclists, transit riders, motorists and goods movement. This is the City’s first Transportation Master Plan and it includes an update of the City’s 1996 Cycling Network Plan. ENG 03-21 March 1, 2021 Subject: Integrated Transportation Master Plan Study Page 3 The ITMP has been developed in four stages: Stage 1: Establishing a Transportation Vision & Identifying Three Transportation Alternatives Stage 2: Assessment of Transportation Alternatives and Identification of a Preferred Alternative Stage 3 Supporting Strategies Stage 4: Achieving the Plan Stage 1: Establishing Transportation Vision & Identifying Three Transportation Alternatives In this stage, the City of Pickering transportation vision and three transportation alternatives were identified. Establishing Transportation Vision, Goals and Objectives During Stage 1 of the study, a transportation specific vision was established to articulate Pickering’s strategic city building priorities. The vision for transportation in Pickering is: “A safe and well-connected transportation system that offers inclusive mobility, supports complete and sustainable communities and facilities continued economic growth” The vision was developed with input from a variety of groups, including the Technical W orking Group (TWG) composed of members of several City of Pickering departments, the Stakeholder Advisory Group (SAG) composed of members of various organizations and agencies, and members of the public, whose input from a Public Information Centre was used to develop the vision. During this phase, the consultant completed a comprehensive review of the City’s current plans, policies and objectives. An online survey was also completed during Stage 1 of the study to gather the views of Pickering residents and businesses to better understand the transportation challenges and issues that are faced within the municipality. The online Public Engagement Report is available on the City’s ITMP website page and is attached to this report (Attachment #2). Identifying Transportation Alternatives – three transportation alternatives were considered for shaping the future transportation system for the City of Pickering. •Incremental Improvements – this alternative encompasses a ‘business as usual’ approach, aligning improvements with planned regional projects and leveraging the regional network changes to add local connections. •Complete Communities – this alternative integrates transportation changes with proposed land uses and policies to provide connectivity for all modes. This scenario builds on Pickering’s completed plans and studies that emphasize the importance of mixed-use developments, intensification, and multi-modality. ENG 03-21 March 1, 2021 Subject: Integrated Transportation Master Plan Study Page 4 •Infrastructure Focus – this alternative considers major network changes to transform the way people and goods move through Pickering and the GTHA. This alternative’s approach is to leverage “big ticket” projects to impact travel behaviour. This is expected to have a larger impact on the GTHA trips travel market, but will also likely impact regional trips travelling through Pickering. Stage 2: Assessment of Transportation Alternatives and Identification of a Preferred Alternative: The first alternative, “Incremental Improvements”, relies heavily on planned regional network changes and does not address many of the more local transportation needs of a growing Pickering. The second alternative, “Complete Communities”, has a heavier focus on the local Pickering trips marked by emphasizing connectivity between neighbourhoods and land uses. This approach ensures there are travel options within Pickering to address the disproportionate auto mode share for local trips. The third alternative, “Infrastructure Focus”, may have the most influence on changing travel demands and travel patterns, but will also have significant costs and potentially negative impacts to the environment. While the alternative includes significant transit investment, it also includes significant road network expansion that does not align with supporting sustainable transportation choices, healthy communities, and development strategies. The recommended alternative is primarily Complete Communities, but with key infrastructure projects to address strategic growth needs. A focus on land uses and policies to support and encourage sustainable transportation modes will reduce vehicular travel demand, minimizing infrastructure expansion needs. The Future Recommended Road Network Development – The City of Pickering has a well- developed grid of arterial, collector and roads, anchored by Provincial freeways and Regional arterial roads. Freeways in Pickering (Highways 401, Highway 407, and 407 ETR) run east-west and predominantly serve longer-distance travel. Highway 401 has three interchanges in Pickering –two full interchanges at Whites Road and at Brock Road, and one partial westbound interchange at Liverpool Road. The predominant flow of traffic in Pickering is westbound in the morning peak towards Toronto and York Region and eastbound in the afternoon peak towards Pickering and other municipalities in Durham Region. Overall, the road network in Pickering operates reasonably well, with peak period congestion challenges on the major north-south corridors that connect to or cross Highway 401 and the major east-west corridors of Highway 401, Kingston Road, and Bayly Street exceed capacity. Spread throughout the City are a number of “hotspot” intersections that experience congestion during peak periods. These are primarily located near major commercial centres, the GO Station or freeway access. The Durham Region Transportation Planning Model (DRTPM) was used to forecast traffic demand for 2031 and assess and compare road network alternatives. The DRTPM is a four-stage multimodal transportation demand model was first developed in 2008-2009. A long list of potential ENG 03-21 March 1, 2021 Subject: Integrated Transportation Master Plan Study Page 5 road expansions were considered based on corridors that are experiencing or anticipated to experience congestion, future road corridors identified in the Official Plan, and new or widened roads identified in other studies. The long-term road network was developed with consideration for planned Regional and Provincial network improvements while incorporating proposed network expansions that align with the vision of the City of Pickering and development of complete communities. Through an iterative process, the following road network expansions are recommended: •A new Notion Road to Squires Beach Road road crossing of Highway 401; •A new City Centre road crossing of Highway 401 (West of Brock Road); •Widening of Church Street from Highway 401 to Bayly Street; •A new Highway 401 interchange at Church Street; •A westerly extension of Clements Road to Sandy Beach Road; •Planned arterials and collectors in the Seaton Urban Area as identified in completed Environmental Assessments; and, •Other arterials and collectors to support growth areas, including: o East-west arterial (Walnut Lane Extension) connection west of Liverpool Road; o East-west collector (Plummer Street) connection in City Centre; and o Northeasterly extension of Valley Farm Road from Third Concession Road to Brock Road. Other road corridors were identified for corridor protection in the 2031 horizon for potential future transportation needs beyond 2031. These corridors include: •Fifth Concession Road – the need for the extension of Fifth Concession Road from Sideline 4 to Lake Ridge Road was not identified as needed prior to 2031. Beyond 2031, future growth along Taunton Road and Highway 7 may increase traffic to the point where the additional east-west capacity is needed and Fifth Concession Road could serve as an alternative parallel route; •Clements Road easterly extension across Duffins Creek – a significant bridge structure (approximately 300 m in length) would be required to cross Duffins Creek, associated wetlands and a designated area of natural and scientific interest. The need for this connection was not been identified prior to 2031. As with the Durham Region TMP, there is merit in protecting this corridor for longer-term needs and supporting potential growth in the Bayly Street corridor as well as the employment lands in south Pickering; and, ENG 03-21 March 1, 2021 Subject: Integrated Transportation Master Plan Study Page 6 •Twyn Rivers Drive – an existing road connecting Sheppard Avenue/Twyn Rivers Drive in Pickering across the Rouge River to Sheppard Avenue in Toronto is one of only four roads (excluding Hwy 401) that connect Pickering and the City of Toronto. Although a low-volume road, Twyn Rivers Drive serves as a valuable local connection across the Rouge River in an area with few alternative routes and should be protected as a road connection. For details, please refer to Attachment #3. Stage 3: Supporting Strategies Developing Cycling Network/Active Transportation Plan Active transportation refers to the movement of people or goods using primarily human-powered modes. As part of the ITMP, the consultant has also updated the City of Pickering cycling plan. The City of Pickering’s existing “Trails and Bikeway Master Plan” was prepared in 1996. The proposed cycling network is developed through an iterative process, drawing on the following resources and inputs: Existing Network – the existing municipal and regional cycling network within Pickering includes important network spines such as the Waterfront Trail. Improving network connectivity and missing connections were key considerations in identifying the proposed network. A variety of previous planning studies were considered to develop the plan. Stakeholder Input – stakeholders provided key input on desired routes and trails throughout Pickering, including Durham Region Cycling Coalition (DRCC), Toronto & Region Conservation Authority (TRCA) and Parks Canada. This input was provided formally through the ITMP Stakeholder Advisory Group, but also informally via map mark-ups shared with the project team. Public Input – at various public open house events, members of the public provided input on links or intersections that required upgrades, or where they would like to walk/cycle to and from. An online survey was also completed. Key Destination Review – connectivity to important community destinations such as schools, community centres, recreational facilities, major transit hubs etc. was considered to develop the plan. Gateways and Municipal/Regional Connections – in addition to considering key destinations and networks within Pickering, the network review considered connections from Pickering to adjacent municipalities and the Regional network. A GIS based impact analysis was completed to identify potential links within the City that are associated with higher potential demand for cycling. This analysis provides a useful methodology for evaluating and comparing potential corridors to include within the cycling network. Cycling Network Facility Selection – one of the key goals of the proposed cycling network in Pickering is to improve the comfort and safety of cyclists within Pickering. Therefore, it is important to identify cycling facilities that are appropriate for the roadway context. To inform the network feasibility review, a cycling facility selection analysis was completed to identify the class of cycling ENG 03-21 March 1, 2021 Subject: Integrated Transportation Master Plan Study Page 7 facility that is warranted along each corridor: shared, designated or separated. The facility selection was completed based on the Ontario Traffic Manual (OTM) Book 18. Network Phasing Each cycling project identified as part of the ultimate Cycling and Trails Network was assigned to one of the three ITMP study horizons: Short-Term – 2021 – 2024 Medium-Term – 2025 – 2031 Long-Term – 2031 & Beyond For details, please refer to Attachment #4. Transportation Demand Management (TDM) Strategy Transportation Demand Management (TDM) is a suite of policies, programs, services and initiatives that aim to reduce travel demand by single-occupant vehicles by influencing how, how much, when, where, and why people travel. TDM is an effective tool to defer capital investments in new infrastructure by maximizing the use of existing transportation facilities and services. TDM can also reduce greenhouse gas emissions and encourage active lifestyles by promoting sustainable transportation modes. Collectively, TDM aims to influence travel by: •providing travel choices and options; •providing incentives to take transit, cycle, walk, or carpool to commute to work or school; •providing regulations aimed at limiting single-occupant car trips (e.g., parking regulations, land use policies, congestion pricing); and •providing active or transit-based alternatives to single-occupant car trips. The ITMP recommends to work with Durham Region, neighbouring municipalities, workplaces, and schools to achieve the long term TDM transportation goals. For details, please refer to the Attachment #5. Parking Management Strategy This strategy examines the existing parking policies in the City of Pickering and parking management best practices in other jurisdictions to develop a parking management strategy to accommodate current and anticipated parking demands in Pickering. The municipal parking management strategy will address issues related to public parking, both on-street and off-street, in a cohesive program that is aligned with the City’s vision. ENG 03-21 March 1, 2021 Subject: Integrated Transportation Master Plan Study Page 8 As parking demand increases to the point of exceeding the effective capacity threshold, strategies to help manage parking demand or an expansion in parking supply can be considered. Periodic monitoring of parking supply and demand is required to determine the timing of implementing parking demand management strategies or expanding parking supply. The parking management strategy aims to address issues related to public parking, both on-street and off-street, in a cohesive program that is aligned with the City’s vision. The parking management recommendations of the ITMP focus on actions to manage parking supply. The parking strategy recommends to review/update the parking space requirements, consider cash in lieu of parking in City Centre and adopt shared parking city wide. For complete details, please refer to Attachment #6. Access Management Strategy Access management is the process of managing the interactions of driveway entrances and side street intersections in the road network with a focus on the arterial road network. Access management serves an important role in traffic operations and road user safety. A consistent and predictable distribution of access points that reflects the role and function of a roadway can help to reduce traffic friction and conflicts that contribute to delay and collisions. In this this report, the consultant has reviewed the City of Pickering’s current policies, guidelines, and by-laws on access management. The consultant has also reviewed the Durham Regional Official Plan and Arterial Corridor Guidelines, Transportation Association of Canada (TAC), Geometric Design Guide for Canadian Roads (2017) to prepare this report. The Access Management Strategy recommends a set of access management guidelines that can be used by developers of residential, commercial, and industrial developments and redevelopments to rationalize the number of access connections onto urban and rural roads. For details, please refer to the Attachment #7. Complete Streets Strategy Complete Streets are streets that are designed, operated and maintained to improve road safety for all modes and users. All modes and users refers to people who walk, bicycle, take transit or drive, and people of varying ages and levels of ability. This strategy will provide the City of Pickering with a Complete Street Strategy that will be a tool for the planning, design, operation and maintenance of streets to enable safe movement for users of all ages and abilities. The strategy will also allow for a more efficient, adaptable and sustainable transportation system. For details, please refer to Attachment #8. ENG 03-21 March 1, 2021 Subject: Integrated Transportation Master Plan Study Page 9 Goods Movement Strategy An essential function of the transportation system, particularly the road network, is to support the movement of goods. Safe and efficient goods movement plays a major role in Pickering’s economic success and to the success of complete and sustainable communities. Goods movement includes all shipments and services that move on the transportation network. These shipments can include the delivery of products to homes and businesses, the shipping of materials to and from a manufacturing facility, shipping commodities to and from the national and international marketplace, and service workers moving between work locations. The following corridors are proposed as local Pickering goods movement connections: •Whites Road (from Taunton Road to Bayly Street) and the future extension north of Taunton Road to Highway 7; •Bayly Street (from Whites Road to Brock Road); •Brock Road (from Bayly Street to Montgomery Park Road); •Squires Beach Road south (from Pickering Parkway to McKay Road); and •Sandy Beach Road (from Bayly Street to Montgomery Park Road). For details, please refer to Attachment #9. Stage 4: Achieving the Plan The Draft ITMP report is prepared by integrating: the transportation vision and associated goals and objectives developed in Stage 1 of the study; future transportation networks derived from the selection of a preferred transportation alternative in Stage 2; and, key policy and program directions outlined through each strategy of Stage 3. A comprehensive implementation, funding, and monitoring plan is an essential component of the ITMP to provide guidance for the City of Pickering and its partners in implementing the ITMP. Implementation and Phasing – The recommended timeframe for actions to be undertaken has been organized into three timeframes: short-term (2021 to 2024); medium-term (2025 to 2031); and long-term (2031 and beyond). The recommended ITMP road capital projects by phase are presented in Appendix A of the attached ITMP report. A summary of the key recommended actions of the ITMP has been provided on page 66 of the ITMP report. Monitoring and Plan Updates – The ITMP is a living document that must be regularly reviewed to ensure it continues to meet the transportation needs of Pickering. Changing community expectations, growth patterns, and development pressures can necessitate a review of the ITMP. ENG 03-21 March 1, 2021 Subject: Integrated Transportation Master Plan Study Page 10 The Municipal Class Environmental Assessment process recommends that master plans be reviewed every five years to determine the need for a detailed formal review and/or update. Next Steps: •Upon endorsement in principle of the Draft ITMP by Council, the EA Notice of Completion for the ITMP Update Study will be issued, and the Draft ITMP will be posted for a formal 30-day public review period to complete the Municipal Class EA Master Planning process. Staff will respond to any comments received during this period and revise the Draft ITMP as required. •Upon completion of the 30-day public review period the Final ITMP will be made available to the public, area municipalities, agencies and other stakeholders. Attachments: 1.Draft Integrated Transportation Master Plan Report 2.Public and Stakeholder Consultation Summary 3.Road Network Development 4.Cycling Network Development 5.Transportation Demand Management Strategy 6.Parking Management Strategy 7.Access Management Strategy 8.Complete Streets Strategy 9.Goods Movement Strategy ENG 03-21 March 1, 2021 Subject: Integrated Transportation Master Plan Study Page 11 Prepared By: Approved/Endorsed By: Scott Booker Richard Holborn, P. Eng. Manager, Capital Projects & Infrastructure Director, Engineering Services Nadeem Zahoor, P.Eng., M.Eng Transportation Engineer SB:NZ:mjh Recommended for the consideration of Pickering City Council Marisa Carpino, M.A. Chief Administrative Officer Original signed by:Original signed by: Original signed by: Original signed by: A City of Pickering Integrated Transportation Master Plan Prepared for the City of Pickering by IBI Group January 2021 DRAFT Attachment #1 to Report #ENG 03-21 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN B Contents E.S. Executive Summary....................................................................................................................... 1.0 About This Plan................................................................................................................................ 1.1 Background.............................................................................................................................................. 1.2 Engagement and Consultation................................................................................................................. 1.3 About this Report..................................................................................................................................... 2.0 A Transportation Vision for Pickering.................................................................................... 3.0 Study Context................................................................................................................................... 3.1 Planning Foundation................................................................................................................................ 3.2 Social and Economic Environment......................................................................................................... 3.3 Natural Environment.............................................................................................................................. 3.4 Emerging Transportation Technologies.................................................................................................. 3.5 Trends Affecting Transportation............................................................................................................. 3.6 Shaping the Transportation System....................................................................................................... 4.0 Roads.................................................................................................................................................. 4.1 A Complete Streets Approach................................................................................................................ 4.2 The Future Road Network...................................................................................................................... 4.3 Goods Movement................................................................................................................................... 5.0 Active Transportation.................................................................................................................. 5.1 Background........................................................................................................................................... 5.2 Connecting the Network........................................................................................................................ 5.3 Building Community Support................................................................................................................. 5.4 Creating Walk- and Bike-friendly Destinations...................................................................................... 6.0 Supporting Strategies................................................................................................................. 6.1 Access to Transit.................................................................................................................................... 6.2 Transportation Demand Management.................................................................................................... 6.3 Parking Management............................................................................................................................. 6.4 Access Management.............................................................................................................................. 7.0 Achieving the Plan....................................................................................................................... 7.1 Implementation and Phasing................................................................................................................. 7.2 Capital Costs.......................................................................................................................................... 7.3 Monitoring and Plan Updates................................................................................................................. Appendix A: Road Network Phasing and Costs............................................................................. Appendix B: Maps..................................................................................................................................... i 1 1 2 3 5 7 7 10 10 14 14 17 25 25 28 33 39 39 44 46 48 51 51 52 55 61 63 63 63 64 72 74 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN A Exhibits Exhibit 3.1: Policies and Plans of Relevance to the ITMP................................................................................. Exhibit 3.2: Key Natural Heritage Features (Official Plan Schedule III B).......................................................... Exhibit 3.3: Key Hydrological Features (Official Plan Schedule III C)................................................................ Exhibit 3.4: Change in Pickering Population Age Distribution, 2011–2016...................................................... Exhibit 3.5: Commuting Durations for Pickering and Durham Region Residents, 2016.................................... Exhibit 3.6: Increase in Number of AM Peak Period Trips from Pickering, 2011–2031..................................... Exhibit 3.7: Work Trips Destined for Pickering in the AM Peak, 2016.............................................................. Exhibit 3.8: Modal Split for Elementary and Secondary School Trips Originating in Pickering, 2016................ Exhibit 3.9: Mode Choice by Distance for Trips Originating in Pickering, 2016................................................ Exhibit 4.1: Glenanna Road as Envisioned in the Pickering City Centre Urban Design Guidelines.................... Exhibit 4.2: Existing Road Network by Class.................................................................................................. Exhibit 4.3: Existing Road Network by Jurisdiction......................................................................................... Exhibit 5.1: Summary of Existing Cycling Facilities........................................................................................ Exhibit 5.2: Existing Pedestrian Network........................................................................................................ Exhibit 5.3: Existing Cycling Network............................................................................................................. Exhibit 5.4: Planned Bikeways and Trails in Seaton Urban Area...................................................................... Exhibit 5.5: Potential Improvements for Existing Cycling Facilities.................................................................. Exhibit 5.6: Bicycle-Friendly Communities in Durham Region........................................................................ Exhibit 7.1: Estimated Capital Costs by Phase (millions)................................................................................ Exhibit 7.2: ITMP Monitoring Indicators......................................................................................................... 7 12 13 15 15 16 16 17 17 26 29 30 40 41 42 43 45 47 64 65 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN B IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN i E.S. Executive Summary Introduction The Integrated Transportation Master Plan (ITMP) is Pickering’s long-term, strategic planning document that directs transportation policies, programs, and infrastructure. The ITMP is designed to help Pickering’s transportation system meet the needs of pedestrians, cyclists, transit riders, motorists, and goods movement traffic. As a long-term strategic planning document, the plan presents a package of actions that will help the City achieve its transportation vision over time. The ITMP is a dynamic document that is responsive to changing conditions and new innovations through reviews and updates on a regular basis, typically every five to ten years. The ITMP is built on a foundation of Provincial, Regional, and City policies that work together to direct growth and build complete communities. This ITMP is Pickering’s first comprehensive transportation plan, and it comes at a pivotal time for the City’s growth. As Pickering develops and intensifies, its transportation needs will evolve. This change presents opportunities and challenges that ITMP recommendations Exhibit E.1: Study Timeline and Engagement Activities can help manage. Development and intensification can mean more compact and vibrant communities, greater opportunity for economic growth, and increased justification for infrastructure renewal or expansion. Uncontrolled or poorly planned development can also lead to increased traffic congestion, urban sprawl, and negative impacts on the natural environment. A transportation system that accommodates environmentally, socially, and economically sustainable growth is instrumental to providing a high quality of life for residents. The Pickering ITMP is a key mechanism for achieving such a transportation system in Pickering. Plan Development The ITMP was developed in four stages, as illustrated in Exhibit E.1, with public and stakeholder engagement in stages one, two, and four. The Plan was prepared under the guidance of the Technical Working Group, consisting of City of Pickering staff from multiple departments including Engineering Services, City Development, Community Services, Finance, Sustainability, and Pickering Fire. Stage 1 Establish a Vision Winter 2017 Stage 2 Assess Alternatives Spring 2018 Stage 3 Develop Supporting Strategies Fall 2018 Stage 4 Develop the ITMP Spring 2019 Public Information Centre #1 Public Information Centre #2 Public Information Centre #3 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN ii Engagement and Consultation A range of consultation activities provided opportunities for both members of the public and stakeholders to provide feedback and help shape the ITMP. Three rounds of Public Information Centres (PICs) were held. Attendees at the PICs were invited to submit written comments or questions using comment forms or via email and had the opportunity to discuss issues with study team members. An online community survey with over 200 responses was conducted concurrently with the first PIC to give the public an opportunity to identify transportation needs and to help shape the transportation vision for Pickering. To support the development of the ITMP, a Stakeholder Advisory Group (SAG) was formed consisting of representatives from local municipalities, technical agencies, community groups, and industry groups. Over the course of the study, three meetings were held with the SAG to gather information, share interim findings, and present draft recommendations. Population Growth and Transportation Trends in Pickering The ITMP was developed to help manage Pickering’s growing population and corresponding increasing demand for transportation. Pickering’s population is anticipated to double from 95,000 in 20161 to about 190,000 by 2031, and employment is set to more than double from 34,800 in 20192 to 77,000 jobs by 2031.3 The four main growth areas in Pickering are the City Centre, Kingston Mixed Corridor Intensification Area, Brock Mixed Node Intensification Area, and Seaton in Central Pickering. Furthermore, there are more than 2,700 businesses located in Pickering in various sectors, including energy, environment and engineering (EN3), advanced manufacturing, and agriculture. The ITMP was also developed with the goal of increasing sustainable mode use. With more people living and working in Pickering the number of trips to, from, and within the City will increase. By 2031, travel demand in the morning peak period is anticipated to grow by 76%. These additional trips will increase pressure on 1 2016 Census population of 91,771 adjusted for census undercount of approximately 4%. 2 2019 Durham Business Count. 3 Durham Regional Official Plan Policy 7.3.3. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN iii major transportation corridors in the City, including local and Regional roads, highways, and transit lines. Daily travel in Pickering is dominated by car use. Today more than 75% of all trips starting in Pickering in the morning peak period are made by car. Work trips destined to Pickering in the morning peak are also dominated by private cars (90% of trips). In addition, just under half of all trips originating in Pickering are ‘short trips’ (less than 2 km). Currently, most of these trips are made by car. However, short trips are excellent candidates for encouraging the shift to transit and active transportation; a shift that can contribute to significantly reducing congestion and its environmental impacts. A Transportation Vision for Pickering As part of Stage 1 of ITMP development, a transportation specific vision was crafted to articulate Pickering’s strategic priorities and guide decision making in subsequent stages of plan development. The vision was developed with input from a variety of groups, including the TWG, the SAG, and Pickering residents. The vision for transportation in Pickering is: "A safe and well-connected transportation system that offers inclusive mobility, supports complete and sustainable communities, and facilitates continued economic growth." Four pillars, each articulating how the ITMP and the overall transportation system support the vision, were identified: A Safe, Well-Connected Transportation System • Improves transit access • Supports and encourages active transportation • Provides efficient movement of people and goods Inclusive Mobility • Provides safe transportation options for all ages and abilities Complete and Sustainable Communities • Minimizes impacts on the environment • Provides community health benefits • Fits the City’s development strategies Economic Growth • Supports the City’s economic development strategies • Provides efficient goods movement in and around Pickering • Financially sustainable for the City Recommendations The ITMP focuses on strategies and infrastructure investment for roads, cycling and pedestrian facilities, and access to transit to meet the needs of Pickering to 2031. The ITMP leverages previously planned investments and seeks to ensure that growth contributes positively to Pickering’s neighbourhoods. The ITMP is structured around three main action areas to achieve the City’s vision for transportation: the long-term road network, active transportation infrastructure and policies, and four supporting strategies. Roads The City of Pickering’s road system must respond to growing travel demand and changing travel patterns. The long-term road network aims to address congestion, improve access and connectivity between neighbourhoods, and support increased travel using transit and active modes. The road system is not just for cars but for everyone; people who walk, cycle, use mobility aids, or take transit, and people of all ages and abilities. The road system also serves goods movement, which is vital to supporting a prosperous City of Pickering that is attractive to potential investors and businesses. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN iv Complete Streets To balance the needs of all road users the ITMP took a Complete Streets approach. Complete Streets are streets that are designed, operated, and maintained with the needs and safety of all road users – such as cars, buses, cyclists, and pedestrians – in mind. Accommodating all road users makes travel by active modes and transit more pleasant and reduces traffic congestion. The key action identified in the ITMP with respect to complete streets is the development of a Complete Streets Policy to ingrain the Complete Streets approach in all City processes related to roads including planning, design, and operations and maintenance. This policy should apply to both new roads and existing roads that are being reconstructed and resurfaced. This will result in the gradual transformation of Pickering’s road network into one that accommodates the safety and needs of all road users on more corridors. Network Upgrades A set of new road connections, widenings, and other improvements are recommended that apply the Complete Streets approach. As Pickering grows, roads and intersections with peak period congestion are expected to become more challenging to manage. These include major north-south roads that connect to or across Highway 401 (e.g. Whites Road, Liverpool Road, and Brock Road), major east-west corridors (e.g. Highway 401, Kingston Road, and Bayly Street), and intersections located near major commercial centres, the GO Station, or freeway interchanges. Through an iterative process that included consideration for planned Regional and provincial network improvements, the proposed road network expansions through 2031 include: • A new Notion Road crossing of Highway 401; • A westerly extension of Clements Road to Sandy Beach Road; • Widening of Church Street and the development of a new Highway 401 interchange at Church Street;4 and • Planned arterials and collectors in the Seaton Urban Area as identified in completed Environmental Assessments. The ITMP also identifies other road corridors for corridor protection in the 2031 horizon for potential future transportation needs beyond 2031. These corridors include: • Fifth Concession to serve future growth along Taunton Road and Highway 7; • Clements Road easterly extension across Duffins Creek to support potential growth in the Bayly Street corridor as well as the employment lands in south Pickering; and • Twyn Rivers Drive to provide local connection across the Rouge River in an area with few alternative routes. An essential function of the road network and the transportation system is to support goods movement. Through the ITMP, additional local goods movement connections in Pickering were developed, formalizing local and Regional roads that are already being used for goods movement and reflecting proposed regionally significant goods movement corridors. These connections include portions of Whites Road, Bayly Street, Brock Road, Squires Beach Road, and Sandy Beach Road. Active Transportation Active transportation (AT) refers to the movement of people or goods using primarily human-powered modes. Active transportation is generally focused on walking (including the use of mobility aids) and cycling but can also include other transportation modes such as roller- blading, riding a skateboard, or riding a kick scooter. Currently, cycling only represents 0.5% of all daily trips in Pickering, while walking accounts for 9% of daily trips. Increasing active transportation (and transit) use will help to alleviate pressure on Pickering’s existing transportation network. Growing the adoption of active transportation 4 The widening of Church Street and new Highway 401 interchange at Church Street are not under the City’s jurisdiction, but these projects are still recommended for long-term implementation given the Durham Live development. As this development progresses, the City will work together with MTO and the Region to review both projects and conduct further studies, including Environmental Assessments, to determine feasibility. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN v also has numerous community benefits, including benefits to health, the environment, and the economy. Developing a comprehensive plan for increasing active transportation use is an integral component of the ITMP. Planning for a long-term cycling network and identifying priorities will also allow the City to focus investments and achieve a connected, functional network sooner. Three major objectives have been identified for active transportation in Pickering: • Connecting, upgrading, and expanding the network; • Building community support; and • Creating walk- and bike-friendly destinations. To connect, upgrade, and expand the network, the ITMP recommends new walking and cycling facilities be implemented as part of road reconstruction and resurfacing projects through a Complete Streets approach. Upgrades to the existing network address gaps in the pedestrian and cycling network, and many make use of space in the existing roadway with minimal reconstruction. These improvements include narrowing vehicular lane widths, re-striping bike lanes, adding signage, applying restrictions to on-street parking, or a combination of changes. Expanding the network and undertaking cycling infill projects will provide a comprehensive set of cycling facilities and off-road multi-use trails, encouraging more trips and helping serve Pickering’s future transportation demands. In particular, there are many opportunities to provide low-cost, quick-win improvements within the urban area, which have been identified as part of the network development process. The ITMP proposes developing supportive policies and programs to build community support and empower residents to use active transportation more often. A key recommendation to achieve this is increasing active transportation resources by hiring a Transportation Demand Management (TDM) / AT coordinator. This individual would help implement TDM initiatives and oversee the delivery of active transportation plans as part of the development application review process. The TDM/AT coordinator would also help to improve awareness of active transportation options through public outreach and developing active- transportation focused programs and initiatives for Pickering, such as Bike to Work Week and Open Streets programs. A well-connected and inclusive active transportation network creates opportunities for walk- and bike- friendly destinations. A fundamental component of this is the integration of short-distance, first and last mile active trips with longer-distance transit trips to increase the range and flexibility of using sustainable modes. Consideration for creating walk- and bike-friendly IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN vi destinations also includes the provision of network amenities, bike parking, and other end-of-trip facilities. These can include benches, washrooms, and bike racks along major active transportation corridors in the city. Although the City of Pickering currently requires all new office, retail, and residential buildings within the City Centre to provide on-site bicycle parking, the ITMP recommends that the city explores expanding this requirement to include all high-density residential, commercial and major industrial buildings within the urban area. Supporting Strategies Four supporting strategies work with the Roads and AT infrastructure and policy changes to further improve transportation in Pickering and support the transportation vision. Access to Transit Improving access to transit includes measures to improve how people get to and from Durham Region Transit (DRT) and GO services in Pickering. This helps to maximize the impacts of planned service improvements by Metrolinx and DRT. Planning policies for major transit corridors and around major transit hubs, such as the Pickering GO station, can also help achieve transit-supportive densities. The ITMP recommends prioritizing the infill of sidewalk gaps and the development of safe crossing opportunities on transit corridors to strengthen pedestrian and cycling connections to bus stops and transit hubs. Transportation Demand Management Transportation Demand Management (TDM) is a suite of policies, programs, services, and initiatives that aim to reduce travel by single-occupant vehicles through influencing how, how much, when, where, and why people travel. Four key TDM opportunities are identified for Pickering, to be supported by the hiring of a TDM/AT coordinator: • Improving transit and active mode access to Pickering GO station; • Developing TDM guidelines for new developments; • Supporting school travel programs; and • Supporting workplace TDM programs. Parking Pickering’s parking supply is already abundant, and it is set to grow with forthcoming developments. Left unmanaged, this can make it more challenging to encourage the use of transit and active modes and support a multi-modal transportation system. The ITMP recommends updating parking space requirements for developments and reducing parking supply through cash in-lieu of parking or shared parking. In some locations or neighbourhoods, the ITMP also recommends implementing paid parking and setting up a residential on-street parking program. Access Management Access management is the process of managing the interactions of driveway entrances and side street intersections with other parts of the road network. Access management serves an important role in traffic operations and road user safety as it helps to balance the needs of moving traffic and accessing properties adjacent to the city’s roadways. A consistent and predictable distribution of access points that reflects the role and function of a roadway can help to reduce traffic friction and conflicts that contribute to delay and collisions. The ITMP recommends that the City consider developing Pickering-specific access management guidelines based on the Region’s Arterial Corridor Guidelines and the TAC Geometric Design Guide, among other manuals. Achieving the Plan A comprehensive implementation, funding, and monitoring plan is an essential component of the ITMP to provide guidance for the City of Pickering and its partners in implementing the ITMP. The network recommendations of the ITMP build on system elements that are outside the jurisdiction of Pickering. These include continued expansion and investment by Metrolinx in the GO Transit IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN vii system, by the Region in the regional road network and transit system, and by the Ministry of Transportation in Highway 401 and Highway 407 expansions. These recommendations will require coordination with outside agencies. The actions detailed in this plan are recommended for implementation over three timeframes; short term (2021 to 2024), medium term (2025 to 2031), and long term (2031 and beyond). The timing for these capital investments will be refined through on-going monitoring of transportation system performance, land development, and the annual capital budget process. The estimated capital investment for the recommended network to 2031 is $142.0 million for road capacity projects and $24.2 million for cycling network projects as summarized in Exhibit E.2. Combined, this reflects an average annual investment of $15.1 million. Long-term projects beyond 2031 include $44.3 million for roads and $15.3 million for cycling, an additional $59.6 million. Projects will be funded through internal sources, such as property taxes and development charges, and external sources, such as the gas tax. The ITMP is a living document that must be regularly reviewed to ensure it continues to meet the transportation needs of Pickering. Changing community expectations, growth patterns, and development pressures can necessitate a review of the ITMP, as would changes in the expected timing of major infrastructure outside Pickering’s jurisdiction. Technology-driven changes are also influencing how people travel in ways that are challenging to predict. The Municipal Class Environmental Assessment process recommends that master plans be reviewed every five years to determine the need for a detailed formal review and/or update. In addition to the five-year review following the Environmental Assessment guidelines, the ITMP recommends supporting data collection initiatives to monitor the transportation conditions and needs for all modes and road users and considering the recommendations of the ITMP in future amendments and updates to the Official Plan. Exhibit E.2: Estimated Capital Costs by Phase (millions) Short-Term (2021-2024) Medium-Term (2025-2031) Total (by 2031) Long-Term (Beyond 2031)Total Roads – Expansion Projectsa,b $65.9 $76.1 $142.0 $44.3 $186.3 Cycling and Trails – Expansion Projects $1.8 $5.8 $7.6 $15.3 $22.9 Regional Cycling Plan Projectsc $8.3 $8.3 $16.6 n/a $16.6 TOTAL $76.0 $90.2 $166.2 $59.6 $225.8 a Includes cost of cycling infrastructure if identified in cycling network. b Includes an estimated $23 million for the widening of Church Street and new Highway 401 interchange at Church Street in the medium term that are not under the City’s jurisdiction, but are still recommended for long-term implementation. c City’s share of costs for Regional Cycling Plan projects – subject to change. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN viii IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 11 1.1 Background The City of Pickering is growing significantly. With growth comes both opportunities and challenges. New residential subdivisions, intensification in the City Centre, and development of commercial centres and employment areas will result in increased travel demand in many areas of Pickering. Without supporting transportation policies and infrastructure to help manage and direct traffic growth, congestion will increase. Growth will also bring about new opportunities to incorporate changes to Pickering’s transportation program that will provide stronger community connections and influence how people travel. The Integrated Transportation Master Plan (ITMP) sets out a transportation vision that complements growth in Pickering. The plan will direct infrastructure investment for roads, cycling and pedestrian facilities, and improve access to transit to meet the needs of Pickering to 2031 and beyond. The ITMP focuses on strategies and infrastructure that leverage previously planned investments and seeks to ensure that growth contributes positively to Pickering’s neighbourhoods. The ITMP will support the City’s Official Plan, which provides a framework for growth and development in Pickering based on the key principles of complete communities, efficient use of infrastructure, and encouraging active and sustainable modes of travel. 1.0 About This Plan What is an Integrated Transportation Master Plan? The ITMP is the City’s long-term, strategic planning document that directs policies, programs and infrastructure for Pickering’s transportation system to meet the needs of pedestrians, cyclists, transit riders, motorists and goods movement. As a long-term strategic planning document, the plan is not intended to address only site-specific or corridor-specific issues. Rather, it is intended to present a package of actions that, when implemented over time, will help the City achieve its transportation vision. The ITMP is a dynamic document that is responsive to changing conditions and new innovations through reviews and updates on a regular basis, typically every five to ten years. Why does Pickering need an Integrated Transportation Master Plan? This ITMP is Pickering’s first comprehensive transportation plan and it comes at a time when Pickering’s transportation needs are evolving. Pickering is growing and intensifying. Population is anticipated to double, from approximately 95,000 in 20165 to 190,000 in 2031. At the same time, travel demand in the morning peak period will grow by 76%. This growth presents opportunities and challenges. 5 2016 Census population of 91,771 adjusted for census undercount of approximately 4%. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 22 Growth can mean more compact and vibrant communities, greater opportunity for economic development and increased justification for infrastructure renewal or expansion. Growth also means that transportation policies and infrastructure need to be in place to support the needs of a larger population to contribute to a high quality of life for Pickering residents and to help Pickering grow in a way that is environmentally, socially, and economically sustainable. One of the key mechanisms for providing a high quality of life for residents of all ages, incomes and abilities, is a well-planned, sustainable transportation system that can accommodate growth. A transportation master plan is an opportunity to look at the system as a whole and understand how each element is related to the others. The product of this process is a coordinated suite of infrastructure, programs and policies that work together to encourage the development of a transportation system that is able to accommodate growth by supporting all modes of travel As a transportation master plan is forward-looking, it also considers the impacts of climate change on infrastructure needs and supports projects that are resilient and have minimal negative impacts on the environment. How was this ITMP prepared? The ITMP was prepared by IBI Group under the guidance of the Technical Working Group, consisting of City of Pickering staff from multiple departments, including Engineering Services, City Development, Community Services, Finance, Sustainability and Pickering Fire. The ITMP study was initiated in the fall of 2017 and was structured around four main stages as illustrated below. All transportation construction projects are subject to Environmental Assessment (EA) legislation and processes to identify and mitigate impacts to the environment. The Municipal Class EA allows municipal projects, such as road, water and wastewater, and transit infrastructure projects, to be carried out using a pre- approved process that ensures public and stakeholder participation throughout. The ITMP study was conducted in accordance with the requirements of Phases 1 and 2 of the Municipal Class Environmental Assessment process, which is an approved process under the Environmental Assessment Act. This ITMP is coordinated with other land use plans to make sure that growth contributes positively to every neighbourhood in the City. It leverages planned investments to implement complete streets and more sustainable design approaches. 1.2 Engagement and Consultation A range of consultation activities provided opportunities for both stakeholders and members of the public to provide feedback and help shape the ITMP. Key activities included stakeholder advisory group meetings, a trails- related meeting with targeted stakeholders, three rounds of Public Information Centres (PICs) and an online survey. Stage 1 Establish a Vision Winter 2017 Stage 2 Assess Alternatives Spring 2018 Stage 3 Develop Supporting Strategies Fall 2018 Stage 4 Develop the ITMP Spring 2019 Public Information Centre #1 Public Information Centre #2 Public Information Centre #3 Phase 2 Alternative Solutions Phase 1 Problem or Opportunity Transportation Master Plan Phase 5 Implementation Phase 4 Environmental Study Report Phase 3 Alternative Design Concepts Project-Specific Environmental Assessment IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 33 Consideration was given to all concerns and comments brought forward by stakeholders and the public. Stakeholders A Stakeholder Advisory Group (SAG) was formed consisting of representatives from local municipalities, technical agencies, community groups, and industry groups. Over the course of the study, three meetings were held with the SAG to gather information, present interim findings and draft recommendations. The SAG consisted of representatives from: Public For the general public, three rounds of PICs were held. Each PIC was promoted with advertisements in the local newspaper, notices on the City’s website, and online posts through the City’s social media channels. Attendees at the PICs were invited to submit written comments or questions using comment forms or via email, and had the opportunity to discuss issues with study team members. Concurrent with the first PIC, an online survey was conducted to provide an opportunity for those who could not attend the public meeting in person to participate in the study and provide feedback. Over 200 respondents provided input. Further information on the consultation process is provided in Background Report A – Public and Stakeholder Consultation Summary. 1.3 About this Report The ITMP is organized in such a way as to capture the process of deriving the plan itself. The content of each chapter is intentionally kept to a high level in order to maintain the document’s readability. If required, further detail is always available in the referenced documents. The chapters are organized as follows: Chapter 2: A Transportation Vision for Pickering sets the vision for the future transportation system. Chapter 3: Study Context describes the present day context and factors that impact transportation. Chapter 4: Roads presents the plan for Pickering’s road network. Chapter 5: Active Transportation presents a path forward to increase active transportation in Pickering. Chapter 6: Supporting Strategies describes the strategies that will help achieve the goals and objectives of the plan. Chapter 7: Achieving the Plan describes how to implement and monitor the plan. Background Reports Eight background reports accompany the ITMP. These reports are intended to provide a greater level of detail on specific components of the plan and provide additional potential actions that Pickering could pursue. The key themes and actions were carried forward from the background reports and form the basis for the ITMP report. A – Public and Stakeholder Consultation Summary B – Complete Streets Strategy C – Road Network Development D – Goods Movement Strategy E – Cycling Network Development F – Transportation Demand Management Strategy G – Parking Management Strategy H – Access Management Strategy • City of Pickering: Public Works, City Development, Accessibility, and Engineering Services • Region of Durham: Planning, Public Works • Durham Region Transit • Region of York • Town of Ajax • City of Toronto • City of Markham • Town of Whitchurch- Stouffville • Toronto Region Conservation Authority • Parks Canada • Durham Region Cycling Coalition • 407 ETR IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 44 Sustainable Pickering Sustainability is one of Pickering’s five corporate priorities structured around five core objectives: Healthy Environment, Healthy Economy, Healthy Society, Responsible Development, and Responsible Consumption. Responsible development and transportation are closely linked. The City has initiatives including Sustainable Neighbourhood Development Guidelines and principles of sustainable placemaking. One of the principles is to design and plan for people: “In making each decision, choose the one that will increase social interaction, that will be inclusive rather than exclusive, that offers opportunities for encounters and conversations. The City of Pickering's public spaces (parks, streets, sidewalks, open spaces) should be welcoming to people of all ages and all cultures. This means paying attention to seating, safety, sightlines, noise levels, pathways, sun, shade, and shelter, and all the other details that make people feel comfortable in public.” – Sustainable Neighbourhood Development Guidelines IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 55 As part of the ITMP development, a transportation specific vision was crafted to articulate Pickering’s strategic city building priorities. The vision was developed with input from a variety of groups, including the Technical Working Group, composed of members of several City of Pickering departments; the Stakeholder Advisory Group, composed of members of organizations and agencies with an interest in the ITMP; and members of the public whose input from Public Information Centre one was used to develop the vision. Vision "A safe and well-connected transportation system that offers inclusive mobility, supports complete and sustainable communities and facilitates continued economic growth" This vision has guided the development of the networks, strategies, and policies articulated throughout this document and in the background strategies. Pillars To support the vision four pillars were identified, each with statements articulating how the ITMP and the overall transportation system will support each pillar and in turn the vision. 2.0 A Transportation Vision for Pickering A Safe, Well-Connected Transportation System • Improves transit access • Supports and encourages active transportation • Provides efficient movement of people and goods Inclusive Mobility • Provides safe transportation options for all ages and abilities Complete and Sustainable Communities • Minimizes impacts on the environment • Provides community health benefits • Fits the City’s development strategies Economic Growth • Supports the City’s economic development strategies • Provides efficient goods movement in and around Pickering • Financially sustainable for the City IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 66 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 77 3.1 Planning Foundation Provincial, regional and municipal policies work together to direct growth towards safe, healthy and complete communities. Exhibit 3.1 groups plans and policies that are relevant to the ITMP by jurisdiction and provides a brief explanation of the document and its impact on the ITMP. 3.0 Study Context Policy or Plan Impact on ITMP Provincial Provincial Policy Statement (2020) The Provincial Policy Statement (PPS) provides provincial policy direction on matters of provincial interest related to land use and development, and is authorized by the Planning Act. The focus of the PPS is to manage land use to accommodate appropriate development to meet the full range of current and future needs. The PPS includes direction on: Building Strong Healthy Communities, Wise Use and Management of Resources, and Protecting Public Health and Safety. It supports land uses that promote multimodal transportation systems that are safe, efficient, and appropriate for current and projected transportation needs. The 2020 PPS includes stronger policy direction for intensification, active transportation, and transit- supportive development. Growth Plan for the Greater Golden Horseshoe (2019) This plan sets out the framework for growth and development in the Greater Golden Horseshoe (GGH) to support liveable and equitable communities, enhance the economy, and protect the natural environment. The Growth Plan has population and employment forecasts set out by the Province to help municipalities anticipate and plan for growth. The Growth Plan’s minimum density target for Pickering City Centre is 200 residents and jobs combined per hectare by 2031. The ITMP has been developed based on this target, as well as Growth Plan policies regarding where and how to grow, transportation infrastructure recommendations to support growth, and recommendations for protecting natural and heritage features. Like the 2020 PPS, the 2019 Growth Plan also includes stronger policy direction for intensification, particularly in Major Transit Station Areas and corridors with frequent transit, active transportation, and transit-supportive development. 2041 Regional Transportation Plan (2018) The 2041 Metrolinx Regional Transportation Plan is a multi-modal long-range regional transportation plan for the Greater Toronto and Hamilton Area (GTHA). The Plan includes strategies, proposed policies, and a proposed long-term multi- modal transportation network to accommodate the Region’s transportation needs until 2041. Exhibit 3.1: Policies and Plans of Relevance to the ITMP IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 88 Policy or Plan Impact on ITMP #CycleON – Ontario’s Cycling Strategy (2018) A long term provincial strategy to promote cycling in Ontario to people of all ages and abilities, CycleON envisions a province-wide network of cycling routes which are safe, accessible and connected, and delivered in partnership with private and public stakeholders. Oak Ridges Moraine Conservation Plan (2017) The Oak Ridges Moraine Conservation Plan provides land use and resource management direction for all land and water within the Moraine with the goal of protecting the ecological and hydrological features of the Moraine. New transportation infrastructure is only permitted within the Moraine if there are no reasonable alternatives and all new infrastructure is subject to strict review and approval standards. Greenbelt Plan (2017) The Greenbelt Plan applies to the entire Greater Golden Horseshoe, including Pickering. It describes policies to protect the agricultural land base, sensitive ecological features, and a range of recreational and tourism land uses in the GGH. While these policies do not preclude new transportation infrastructure in protected areas, they strictly define the conditions under which any new development in the Greenbelt can occur to minimize impacts on the natural environment and the agricultural system. Freight-Supportive Guidelines (2016) Freight-Supportive Guidelines were published by the Ontario Ministry of Transportation in 2016 to help create safe and efficient freight-supportive communities. The guidelines include strategies for land use planning and design to maximize flexibility and productivity for businesses while preserving quality of life in nearby neighbourhoods. The guidelines are grouped under four main themes, namely land use and transportation planning guidelines, site design guidelines, road design and operational guidelines, and implementation strategies. Transit-Supportive Guidelines (2012) Transit-Supportive Guidelines were published by the Ontario Ministry of Transportation in 2012 to provide wide-scale and site-specific policies that may be applied in Ontario municipalities. The guidelines include recommendations for transit-supportive street layouts and urban forms, as well as guidance for the development of complete streets. Transportation Plan for the Greater Golden Horseshoe (ongoing) The Ontario Ministry of Transportation is developing a Multimodal Transportation Plan for the Greater Golden Horseshoe (GGH) with a planning horizon of 2051. Once completed, the GGH Transportation Plan will include a combination of policy and infrastructure recommendations that will guide provincial and Metrolinx transportation investments, provide guidance for municipalities, and a platform for partnership with the federal and private sector partners on transportation priorities in the region. The Plan will outline provincial transportation priorities for the region for all modes of transportation, and as such, may impact municipal official plan and transportation master plan priorities. Regional Durham Regional Official Plan (2017 Office Consolidation) The Durham Regional Official Plan (ROP) provides long-term policy direction for the growth and development of the Region. The ROP, in keeping with the provincial Growth Plan, includes overall goals to create healthy, complete, and sustainable communities. It also has population and employment forecasts to 2031, based on the Growth Plan for the GGH. The ROP also outlines goals for an integrated transportation system that is safe, efficient and reliable, and offers a variety of mobility choices for Durham residents. Since the 2017 Office Consolidation of the ROP, Amendment #171 to the ROP was adopted by Regional Council in June 2018, which implemented key transportation network recommendations from the Durham Region Transportation Master Plan. Durham Region is currently updating its Official Plan, including its transportation policies. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 99 Policy or Plan Impact on ITMP Durham Region Transportation Master Plan (2017) The Durham Region Transportation Master Plan (RTMP) is a long-term strategic plan that defines the policies, programs and infrastructure modifications needed to manage transportation demands in Durham Region through to 2031. The plan focuses on all modes of transportation, including walking, cycling, transit, autos and goods movement. It takes the strategic approach of focusing on transportation improvements to address shorter and more localized trip patterns as per the Growth Plan’s population and employment forecasts. Durham Vision Zero Strategic Road Safety Action Plan (2019) The Region of Durham has adopted a strategic road safety action plan based on Vision Zero principles. This plan has the goal of reducing fatal and injury collisions across the region by at least ten percent by 2023, eventually reducing the number of fatal collisions to zero. The plan identifies eight emphasis areas to focus on road safety, ranging from infrastructure to road user behaviours, and also describes countermeasures that can be implemented. Municipal Official Plan (2018 Office Consolidation, 8th ed.) The City of Pickering Official Plan (OP) provides the overall policy direction for growth and development for the City. It also sets out guidance for specific area development to address detailed land use mix and arrangement, scale and density, the transportation network, and community design requirements and servicing arrangements. The City of Pickering is currently undertaking a Comprehensive Zoning By-Law Update. South Pickering Intensification Study (2019) The South Pickering Intensification Study explored opportunities for growth and development in South Pickering, outside of the City Centre. Through a series of public consultation activities, the first phase of the study identified the Kingston Road Corridor as the focus for intensification. Phase two of the study – the Kingston Road Corridor and Specialty Retailing Node Intensification Study – identified a new vision and strategy for the Kingston Road Corridor and Specialty Retailing Node through the development of an Intensification Plan and draft Urban Design Guidelines. At the same time as City Council endorsed in principle the Intensification Plan and draft Urban Design Guidelines, they authorized staff to initiate an Official Plan Amendment to implement the vision and plan. The Official Plan Amendment process is underway and will include opportunities for stakeholder and community participation. The Official Plan amendment includes transportation related policies including, but not limited to, policies related to priority pedestrian and cycling connections, encouraging built form and streetscapes to support active transportation, higher density transit supportive development, and designing streets as complete streets. For more information please see proposed Official Plan Amendment 38.6 6 Proposed Amendment 38 to the Pickering Official Plan, November 2020 (https://corporate.pickering.ca/weblink/ElectronicFile. aspx?docid=234240&dbid=1) IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 1010 7 2016 Census population of 91,771 adjusted for census undercount of approximately 4%. 8 2019 Durham Business Count. 9 Policy 7.3.3 of the Durham Regional Official Plan indicates a 2031 population of 226,000 which represents an upper limit for the City of Pickering that must be considered in conjunction with Policy 7.3.11 p) and all other applicable policies of the Plan. Policy 7.3.11 p) includes consideration of lands for Urban Area expansion within the City of Pickering east of the airport lands, and outside of the Greenbelt Plan, only through a comprehensive review. These lands are not included in the analysis for 2031 in the ITMP. Federal Airport Lands The Federal Airport Lands in northern Pickering have been protected by the Government of Canada since 1972. Properties on these lands are currently leased to residential, agricultural and commercial tenants. A portion of the original airport lands were transferred to the Rouge National Urban Park in 2013 with the remaining 9,600 acres reserved for the future airport and adjacent economic development. The timing of the potential airport is uncertain. The 2011 Needs Assessment Study released by Transport Canada anticipated development between 2027 and 2037. The 2019 Aviation Sector Analysis study released by Transport Canada refined this window, noting that a new southern Ontario airport may be needed by 2036, and suggested that a Pickering airport could serve industrial aviation and specialty passenger needs. It is anticipated that the federal government will undertake additional studies to identify transportation infrastructure to support the airport and surrounding lands. The City of Pickering supports an airport in north Pickering. 3.2 Social and Economic Environment The City of Pickering is one of the eight area municipalities under the Regional Municipality of Durham (Durham Region). Pickering is situated east of the City of Toronto and City of Markham, south of the Town of Uxbridge and west of the Town of Ajax and Town of Whitby. Pickering covers a land area of 231.6 km2. However, existing built- up area is concentrated in approximately 45 km2, or 20% of the City’s total area, mostly within 7 km from the shore of Lake Ontario. Northern Pickering is primarily rural with several distinct settlement areas and hamlets, and the protected Federal Airport Lands, and 1,700 hectares of Rouge National Urban Park. The current population of Pickering is approximately 95,0007 with 34,8008 jobs. Until recently, population growth in Pickering has been fairly stable, with population growing 2% in the 10-year period between 2001 and 2011. Growth has started to increase, with population growing 3% in the 5-year period between 2011 and 2016. Growth is anticipated to increase significantly in the coming years to about 190,0009 by 2031. The two main growth areas in Pickering are the City Centre, a provincially designated Urban Growth Centre with density targets for residential and employment intensification, and the new growth area known as Seaton in central Pickering. By 2031, Seaton will be home to 61,000 people and 30,500 jobs. (And, ultimately, home to 70,000 people and 35,000 jobs through long-term intensification.) In addition, growth is expected within the Kingston Road Corridor and Specialty Retailing Node (east of Brock Road, north of Highway 401), with growth targets of 22,000 people and 7,500 jobs. Pickering’s key business sectors include energy, environment and engineering (EN3), advanced manufacturing, and agriculture. Of the more than 3,000 businesses located in Pickering, Ontario Power Generation is the City’s largest employer. 3.3 Natural Environment Pickering has significant natural heritage and hydrological features and areas including Duffins Creek, Petticoat Creek, Frenchman’s Bay, Rouge Valley, Oak Ridges Moraine, and numerous streams and other natural areas throughout the City. Schedules III A to III E of the City of Pickering Official Plan map various aspects of the City’s natural heritage system, areas of natural and scientific interest, wildlife corridor, wetlands, watersheds, and aquifer vulnerability areas. Exhibit 3.2 shows the key natural heritage features (OP Schedule III B) and IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 1111 Seaton Seaton was originally conceived in the 1970s when the Province proposed a new community northeast of Toronto in what is now central Pickering. There have been many different concepts proposed for Seaton over the years, but in 2006 an established vision for Seaton was achieved when the province completed the Central Pickering Development Plan. The plan calls for 70,000 people and 35,000 jobs in a sustainable urban community, an agricultural community, and an open space system. In 2014, the decision of the Ontario Municipal Board to approve Amendment 22 to the Pickering Official Plan was confirmed by Order in Council which “sets in place policies for the development of urban Seaton as a walkable, transit supportive community at densities that support an attractive community and an active street life, including neighbourhood shops, social facilities and parks.” Exhibit 3.3 shows the key hydrologic features (OP Schedule III C) in Pickering. In some cases, natural heritage and hydrological features are barriers to the transportation network. For example, Frenchman’s Bay and West Duffins Creek limit the number of east-west connections and reduce connectivity particularly for pedestrians and cyclists as alternative crossings result in much longer routes that may not be practical. The Seaton Urban Area has been planned around the City’s natural heritage and hydrological features, resulting in limited road connections across natural features and more separated neighbourhoods in some areas but supplemented with neighbourhood connecting trails and recreational trails. The ITMP recognizes that a connected and robust and natural heritage system plays an important role for climate change mitigation and adaptation. Transportation infrastructure projects recommended in the ITMP will attempt to minimize impacts to the natural heritage system to the extent possible, and opportunities to restore and enhance Pickering’s natural heritage should be considered as part of infrastructure improvements. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 1212 Exhibit 3.2: Key Natural Heritage Features (Official Plan Schedule III B) E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E E Highway 407 WhitesRoadFairport RoadGreenwoodRoadLiverpoolRoadRougemountDriveH ig h w a y 4 0 1 Eighth Concession Road Brock RoadK in g s to n Road Finch Avenue Salem RoadCentral Street Sheppard Avenue Westney RoadWestShoreBoulevardKinsale RoadNorth RoadGlena nnaRoad Sideline 14Notion RoadThird Concession Road Highway 7 Fifth Conc ession Road Altona RoadMajor Oa ksRoadMowbrayS treetS trou ds La n e Pickering Pa r k w a yVal l eyFarmRoadDixie RoadSeventh Concession Road Whitevale Road Glendale DriveSquires Beach RoadYork Durham LineMarkham-Pickering Townline RoadPeter Matthews Drive Twyn Rivers Drive Rosebank RoadClements Road Sixth Concession Road Montgomery Pa rkRo adBayly Street DillinghamRoad Ninth Concession Road Sideline 22Church Street SMcKay RoadSideline 20Taunton RoadFourthConcessionRoad Scarborough Pickering TownlineSideline 30Sideline 8Sideline 34Paddock RoadGolfClubRoadSideline 24Sideline 28Sideline 12Sideline 6Sideline 4Sideline 2Audley Road NSideline 32Sideline 16Sideline 26Sideline 26Brock RoadWestney RoadSideline 14Sideline 2Sideline 4Sideline 6Sideline 12Sideline 20Sideline 24Sideline 26Sideline 24North RoadAltona RoadWhites RoadSideline 28Seventh Concession RoadSideline 32C.P.R. Trans-Northern P i p e l i n e C.P.R.C.N.R.C.N.R.Trans-Canada Pipeline Claremont Kinsale Spring Creek Balsam Greenwood Barclay Estates Cherrywood and Area Whitevale Green River Staxton Glen Brougham Forest Creek Estates 407 407 401 24 1 22 2 31 23 7 5 23 38 4 27 222 38 38 27 4 29 37 1 4 7 7 31 1 5 27 30 30 30 5 7 ¹Lake Ontario Resource Management: Key Natural Heritage Features Frenchman's Bay CPRCity of Pickering City Development Department © July, 2018 This Map Forms Part of Edition 8 of the Pickering Ofiicial Plan and Must Be Read in Conjunction with the Other Schedules and the Text. Schedule III B to the Edition 8 Pickering Official Plan Other Map Elements Oak Ridges Moraine Boundary Greenbelt Boundary Significant Woodlands Areas of Natural and Scientific Interest Rouge-Duffins Wildlife CorridorEEE EEE Altona Forest Policy Area E D55 Lake Ontario Frenchman's Bay Former Lake Iroquois Shoreline Source: Pickering Official Plan, Edition 8, Schedule III B, 2018 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 1313 Exhibit 3.3: Key Hydrological Features (Official Plan Schedule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uLake Ontario 5HVRXUFH0DQDJHPHQW .H\1DWXUDO+HULWDJH)HDWXUHV .H\+\GURORJLF)HDWXUHV Frenchman's Bay &LW\RI3LFNHULQJ &LW\'HYHORSPHQW'HSDUWPHQW -XO\ 7KLV0DS)RUPV3DUWRI(GLWLRQRIWKH3LFNHULQJ2ILLFLDO3ODQDQG 0XVW%H5HDGLQ&RQMXQFWLRQZLWKWKH2WKHU6FKHGXOHVDQGWKH7H[W 6FKHGXOH,,,&WRWKH (GLWLRQ 3LFNHULQJ 2IILFLDO3ODQ Lake Ontario Frenchman's Bay &35 & ' )LVK+DELWDW :DWHUVKHG%RXQGDU\ )ORRG3ODLQ6SHFLDO3ROLF\$UHDV 3HUPDQHQW ,QWHUPLWWHQW6WUHDPV 6KRUHOLQHV6LJQLILFDQW9DOOH\/DQGV DQG6WUHDP&RUULGRUV 0D\LQFOXGH+D]DUGRXV/DQGV :HWODQGV 'XIILQV&UHHN :DWHUVKHG &DUUXWKHU V &UHHN :DWHUVKHG /\QGH &UHHN :DWHUVKHG )UHQFKPDQ V%D\ /DNH2QWDULR :DWHUVKHG 3HWWLFRDW &UHHN :DWHUVKHG %HOOD 9LVWD :DWHUVKHG Source: Pickering Official Plan, Edition 8, Schedule III C, 2018 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 1414 3.4 Emerging Transportation Technologies Pickering, along with other municipalities across the country, is adapting to technology-driven changes in how people travel. These include electric vehicles, mobility as a service, and emerging connected and automated vehicle technologies. As evidenced by the growing number of electric vehicle charging stations in the city, Pickering is adapting to serve the growing number of all-electric and hybrid-electric vehicles operating on its roads. Electric vehicles provide a more environmentally-friendly alternative to conventional gas or diesel vehicles, producing no greenhouse gases or harmful emissions. Vehicle charging infrastructure can already be found at locations in Pickering including the SmartCentres retail complex, and more chargers are expected to be introduced in the coming years. Mobility as a service is an umbrella term that encompasses services or technologies such as car- sharing, ride-hailing, ride-sharing, bike-sharing, and micro-transit. Generally, mobility as a service enables travellers to use their smartphone to access alternative, shared modes of transportation quickly and easily. Some of these services are already in place in Pickering, such as ride-hailing, and more may emerge as regulations and demand change. While mobility as a service can help achieve the goals of the ITMP, Pickering should understand the risks and opportunities it may bring. Connected and automated vehicles (CAVs) are another technology that has the potential to impact transportation in Pickering. CAVs are vehicles that can communicate with each other and connected infrastructure, and also have the ability to sense the road environment and make driving decisions on their own. It is expected that CAVs will eventually reduce or eliminate the need for people to drive vehicles, and this technology may also lead to increased car-sharing and reduced auto ownership. Such changes are expected to influence how people make trips, where they travel, and how much they travel. CAVs may take the form of personal automobiles, such as cars and SUVs, but they may also take the form of commercial vehicles. 3.5 Trends Affecting Transportation The Pickering ITMP has been developed to meet current and future transportation needs in the City, but also to influence travel trends and create a more sustainable future. The following five key trends describe how Pickering is expected to grow in the future and how this growth relates to existing travel patterns and behaviours. 3.5.1 Pickering is About to Grow Rapidly Pickering is on the cusp of a major change with the development of the Seaton lands and intensification in south Pickering. In contrast to Pickering’s relatively stable population over the past 15 years, new developments in Seaton are expected to grow the City’s population by 61,000 people between 2016 and 2031. These new residents will reside in a variety of housing types and densities, ranging from suburban detached homes to urban mixed- use developments. In addition, intensification in south Pickering will further grow the City’s population through the addition of new higher density residential and mixed- use developments. Together, these changes are estimated to increase Pickering’s population from approximately 95,00010 in 2016 to 190,00011 to 77,00012 in 2031, an increase of 121%. Employment in Pickering is also expected to grow quickly with the development of the Innovation Corridor and other sites in Seaton, which will add 30,500 jobs to the City between 2016 and 2031. With 800 acres of prestige 10 2016 Census population of 91,771 adjusted for census undercount of approximately 4%. 11 Policy 7.3.3 of the Durham Regional Official Plan indicates a 2031 population of 226,000 which represents an upper limit for the City of Pickering that must be considered in conjunction with Policy 7.3.11 p) and all other applicable policies of the Plan. Policy 7.3.11 p) includes consideration of lands for Urban Area expansion within the City of Pickering east of the airport lands, and outside of the Greenbelt Plan, only through a comprehensive review. These lands are not included in the analysis for 2031 in the ITMP. 12 Durham Regional Official Plan Policy 7.3.3. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 1515 employment lands, the Innovation Corridor is expected to feature employers in the light manufacturing, business services, and data and communications sectors, among others. Developments in south Pickering, such as the Durham Live entertainment complex, will also boost employment in the City. Together, these changes will grow Pickering’s employment from 34,800 in 2019 to 77,000 in 2031, an increase of 121%. With more people living and working in Pickering, the number of trips to, from, and within the City are expected to increase. By 2031, an additional 60,000 trips are forecast in the AM peak period alone, representing an increase of 92%. These additional trips will increase pressure on major transportation corridors in the City, including local and Regional roads, highways, and transit lines. Finding ways to manage these new trips in a sustainable way will be essential for Pickering as it grows. 3.5.2 Demographic Trends Differ from Durham Region in Key Ways Compared to Durham Region, the City of Pickering exhibits a number of different demographic trends that impact how transportation should be planned and provided. The following trends come from Statistics Canada Census data collected in 2011 and 2016. Between 2011 and 2016, Pickering’s population grew by 3.4%, while the total population of Durham Region grew by 6.2%. Over this same period, the population across Durham Region aged and the share of individuals 65 years and older grew by nearly four percentage points to about 14.5%. This trend has been observed in most municipalities across Ontario and Canada as the “baby boomer” population continues to age. While Pickering and Durham have a similar proportion of seniors, children and young teenagers (0 to 14 years old) make up a larger share of the Region’s population (18.0%) compared to Pickering’s population (16.3%). Compared to 2011, the proportion of children and young teenagers in Pickering and in the Region has fallen by more than half a percentage point. In fact, the number of individuals in Pickering between 0 and 14 years of age fell from 15,200 to 14,900 between 2011 and 2016. These changes in Pickering’s population are shown in Exhibit 3.4. Considering other demographic attributes, Pickering and Durham Region are relatively similar. The average household size in Pickering is 2.9 individuals, compared to 2.8 individuals across the Region, while the average family size in Pickering is 3.1 individuals, compared to 3.0 individuals across the Region. Exhibit 3.4: Change in Pickering Population Age Distribution, 2011–2016 Average household incomes in Pickering are close to $120,000, which is somewhat higher than the Regional average of $107,000. Commuting trends in Pickering are similar to those across the Region, but with a few key differences. The distribution of commuting modes is generally similar, with most commuters driving a car, truck or van, although a slightly higher proportion of Pickering commuters use public transit compared to the Region-wide average. Commuting durations for Pickering residents are also generally longer than those across the Region, as shown in Exhibit 3.5. The proportion of Pickering commuting trips lasting 30 minutes or longer is nearly eight percentage points higher than the Durham average. Exhibit 3.5: Commuting Durations for Pickering and Durham Region Residents, 2016 Source: Statistics Canada, 2011 and 2016 Source: Statistics Canada, 2016 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 1616 3.5.3 Trip Destinations are Changing With the addition of new residential and employment developments in Seaton, as well as intensification in south Pickering, travel patterns in the City are expected to shift by 2031. Not only will these land use changes create more trips within Pickering, but they will attract travelers from elsewhere in Durham Region and the Greater Toronto Area. By 2031, the number of trips within Pickering will increase more than the number of trips to and from external locations. In the AM peak period (6:00 a.m.-8:59 a.m.), total trips within Pickering are expected to increase by 123% (20,000 person-trips), while trips between Pickering and other municipalities in Durham Region are expected to increase by 101% (18,000 person-trips). Over the same period, AM peak period trips between Pickering and Toronto are forecast to increase by only 36% (8,000 person-trips). These changes are shown in Exhibit 3.6. Exhibit 3.6: Increase in Number of AM Peak Period Trips from Pickering, 2011–2031 The impact of these changing destinations on transportation in the City will be twofold. With more internal trips, local roads will face additional demand and may become capacity constrained, requiring expansion or new roads to be constructed. Second, the increase in travel between Pickering and other municipalities, especially those in Durham Region, will demand better inter-municipal connections. These impacts can be managed through proactive development, but also through implementing transportation demand management strategies. 3.5.4 Private Automobiles Still DominateTravel With a few notable exceptions, travel to, from, and within Pickering primarily relies on private automobiles. More than 75% of all trips starting in Pickering in the morning peak period are made by car, either as a driver or a passenger. Since trips in the morning peak period are primarily made for work or school, these trips are repeated hundreds of times each year. Making these trips by car contributes significantly to local traffic in the City, and even to more widespread traffic across the Greater Toronto and Hamilton Area (GTHA). Work trips destined to Pickering in the AM peak period, including trips that originate in Pickering, are even more auto dominant. Auto drivers account for nearly 90% of trips while local transit trips account for only 3%, as shown in Exhibit 3.7. This statistic improves when only considering work trips internal to Pickering, increasing the share of transit trips to 6% while reducing the share of auto driver trips to just over 75%. These findings are not surprising given that travel from Toronto and York Region is relatively uncongested in the morning peak, inter-regional transit connections are poor, and Pickering workplaces provide free parking. Exhibit 3.7: Work Trips Destined for Pickering in the AM Peak, 2016 51% - Brock 31% Rest of Toronto 227% York Region +500% Uxbridge 16% Scugog 109% Clarington 60% Oshawa 183% Whitby 121% Ajax12% Scarborough Downtown Toronto 123% Within Pickering Data Source: Transportation Tomorrow Survey, 2016 Note: Trip growth to Brock is negligible Data Source: Transportation Tomorrow Survey, 2016 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 1717 There are two major exceptions to auto-dominated travel in Pickering: trips to elementary or secondary school and trips to Downtown Toronto. Less than 30% of school travel in the City is made by car, either as a driver or a passenger, while over one-third of school trips are made by school bus and over 25% of school trips are made by walking or cycling. Exhibit 3.8 shows the modal split for school trips starting in Pickering. Trips from Pickering to Downtown Toronto in the AM peak period also do not rely heavily on cars. Instead, over 60% of these trips use GO Transit, or a combination of GO and local transit service. While 60,000 more morning peak period trips are forecast to, from, and within Pickering between now and 2031, only 7,000 of these trips are expected to use transit. The examples of school trips and trips to Downtown Toronto show that there are opportunities to reduce auto use while increasing transit and active mode shares. Changing travel mode preferences for Pickering residents and employees will be important for managing congestion and developing sustainable travel patterns over the coming years. Exhibit 3.8: Modal Split for Elementary and Secondary School Trips Originating in Pickering, 2016 3.5.5 Short Trips Provide Opportunities for Sustainable Travel Approximately 80,000 daily trips that originate in Pickering are less than 5 km, and more than half of these trips are ‘short trips’ (less than 2 km). These trips represent just under half of all daily trips originating in Pickering, and are excellent candidates to be made using active modes and local transit. Current mode choices for trips starting in Pickering, sorted by trip length, are shown in Exhibit 3.9. Exhibit 3.9: Mode Choice by Distance for Trips Originating in Pickering, 2016 While more than 10% of short trips (less than 2 km) are made using active modes, including walking and cycling, very few trips longer than 2 km in length use active modes. An even smaller share of short trips use local transit, although the share of transit trips grows as trip lengths increase. Still, auto modes dominate all trip distances, including short trips and slightly longer (3 to 5 km) trips starting in Pickering. Together, trips less than 5 km in length represent nearly half of all daily trips starting in Pickering. Increasing the share of these trips that use active modes or transit can contribute significantly to reducing congestion on City roads and reducing the environmental impacts of transportation. Continued reliance on personal automobiles for travel, and for short trips in particular, may become infeasible as Pickering grows and intensifies. 3.6 Shaping the Transportation System 3.6.1 Needs and opportunities The analysis of the existing conditions and trends identified a number of transportation challenges and Data Source: Transportation Tomorrow Survey, 2016 Data Source: Transportation Tomorrow Survey, 2016 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 1818 3.6.2 Alternative Solutions The vision of the ITMP is to ensure that the City of Pickering’s transportation network supports the development of complete communities, promotes inclusive mobility, and creates a plan that can implemented in a financially responsible manner. Three alternatives were considered for shaping the future transportation system. These alternatives are intended to illustrate different approaches to transportation system development and do not by themselves represent a list of recommendations. The ITMP will develop recommendations that are in line with the preferred alternative. 1. Incremental Improvements Encompasses a ‘business as usual’ approach, aligning improvements with planned regional projects and leveraging the regional network changes to add local connections. This scenario was developed to address constraints and gaps in the system using a programming approach. As such, it may include identifying specific deliverables in conjunction with planned capital improvements (e.g. filling in missing sidewalk links during road reconstruction). Variable Changes Programs and Policies • Development continues as planned – Seaton, South Pickering Intensification, etc. • Continue participation in region-wide TDM initiatives (e.g. Smart Commute Durham) • Moderate changes to transportation related policies (e.g. reductions in required parking for development) Road Network • Build planned Seaton road network per the Central Pickering Development Plan, and regionally-planned road network improvements per the Durham TMP • Carry out planned improvements to the local road network Transit Service and Network • Finish construction of BRT infrastructure for DRT PULSE 900 service on Kingston Road (as a median service) • Work with Durham Region Transit on route changes opportunities. As the City of Pickering grows and evolves, transportation demand will also grow and become more complex: • The city’s population will grow substantially by 2031, through intensification of the existing urban area and new development in the Seaton Urban Area. • The movement of people and goods between Pickering and other communities in the GTHA will continue to grow. • Current travel in Pickering is primarily by private automobile, and much of the City’s infrastructure has developed around the automobile being the main mode for accessing employment, delivering goods and services, and travelling for social and recreational reasons. • Almost half of the daily trips originating in Pickering are short trips less than 5 km. Many of these can be made by active modes instead of the automobile. • In the past, accommodating growing traffic demand meant building more roads or adding lanes to existing roads. But as the road network is becoming built- out, with major arterials already having six lanes and freeways having as many as twelve lanes, continuing to add road capacity has only encouraged more traffic demand. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 1919 2. Complete Communities Integrates transportation changes with proposed land uses and policies to provide connectivity for all modes. This scenario builds on Pickering’s completed plans and studies that emphasize the importance of mixed-use developments, intensification, and multi-modality. Variable (continued) Changes (continued) Active Transportation Network • Designate signed routes to connect with regionally-designated cycling routes • Implement new bike lanes on an opportunity basis (e.g. as part of major road construction) • Ensure new developments feature sidewalks and trail/path connections Variable Changes Programs and Policies • Strengthen process for aligning transportation improvements and land use plans • Ensure plans for neighbourhood intensification consider traffic impacts • Pedestrian-friendly design standards for non-residential neighbourhood developmentsto support multi-modal access • Multimodal connections as a requirement for newly designated/developed employment lands • Provide support for neighbourhood-focused TDM, such as car- or bike-share • Continue reducing parking supply in new developments with adequate transit and active transportation access • Transit-oriented development policy land use changes Road Network • Build planned Seaton road network and regionally-planned roads • Retrofit roads and sidewalks in established communities to form a more connected network and improve multimodal access • Perform traffic calming by removing lanes, reducing speeds, and reducing on- street parking supply • Promote the development of a finer-grain road network through the redevelopment and intensification of the City Centre, the lands along the Kingston Road Corridor, and within the Specialty Retailing Node Transit Service and Network • Work with the Region and Metrolinx to continue planned transit network and service improvements as outlined in the DRT Service Strategy and Metrolinx RTP • Finish construction of BRT infrastructure for DRT PULSE 900 service on Kingston Road (as a median service) Active Transportation Network • Take advantage of existing pavement widths to build a more complete active transportation network • Add pedestrian connections along new and modified roads • Provide shorter pedestrian and cyclist crossings along roads that are eligible for traffic calming • Improve visibility, markings, and lighting at pedestrian and cyclist crossings • Connect local active transportation infrastructure to regional infrastructure IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 2020 3. Infrastructure Focus Considers major network changes to transform the way people and goods move through Pickering and the GTHA. This alternative’s approach is to leverage “big ticket” projects to impact travel behaviour. This is expected to have a larger impact on the GTHA trips travel market, but will also likely impact regional trips travelling through Pickering. Variable Changes Programs and Policies • Continue with planned land uses (employment, residential, etc.) • Establish a commuter-focused TDM program • Encourage third-party car sharing or bike sharing services to operate in Pickering by providing necessary infrastructure and resources, e.g. dedicated parking spaces at major trip generators • Establish a city parking authority to manage on-street and lot parking in the city centre and waterfront • Pilot a city-run bike share program • Allow for commercial and employment land to be developed adjacent to existing and proposed transit hubs Road Network • Build planned Seaton road network and regionally-planned roads • Advocate to MTO for new interchange ramps with Highway 401 at Liverpool Road, Church Street or Notion Road • Advocate to MTO to establish HOV/managed lanes on Highway 401 • New Whitevale by-pass (Alexander Knox Road) • Designate a local goods movement network to work within and support the regional goods movement network Transit Service and Network • Work with Metrolinx on the long-term implementation of a Seaton GO Rail service, providing multi-modal connections to the Seaton station • Work with MTO, Metrolinx, and the Region to provide access to the proposed 407 Transitway by creating park-and-ride lots and local transit access • Support the development and ongoing infrastructure improvements for the BRT infrastructure for DRT PULSE 900 service on Kingston Road • Work with the Region to establish high-frequency north-south and east-west priority bus corridors as proposed in the Metrolinx RTP along Whites Road, Brock Road, Bayly Street, Taunton Road, and Highway 7 Active Transportation Network • Develop a dedicated off-road cycling network utilizing hydro corridors, parks, and boulevards • Advocate to MTO to construct more pedestrian connections over Highway 401, e.g. Fairport Road, Valley Farm Road, Rosebank Road IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 2121 The first alternative, Incremental Improvements, relies heavily on planned regional network changes and does not address many of the more local transportation needs of a growing Pickering. With travel demand keeping pace with the rate of population and employment growth, planned regional road and transit improvements are not sufficient to address local needs. The second alternative, Complete Communities, has a heavier focus on the local Pickering trips market by emphasizing connectivity between neighbourhoods and land uses. This approach ensures there are travel options within Pickering to address the disproportionate auto mode share for local trips. The third alternative, Infrastructure Focus, may have the most influence on changing travel demands and travel patterns, but will also have significant costs and potentially negative impacts on the environment. While the alternative includes significant transit investment, it also includes significant road network expansion that does not align with supporting sustainable transportation choices, healthy communities, and development strategies. Recommended Solution The recommended solution is primarily Complete Communities, but with key infrastructure projects to address strategic growth needs. A focus on land uses and policies to support and encourage sustainable transportation modes and better connections between modes will reduce vehicular travel demand, minimizing infrastructure expansion needs. The development of the long-term road network aims to address areas of congestions, improve access and connectivity between neighbourhoods, and support increased transit and active transportation. A larger share of future travel demand will need to be accommodated through other modes such as walking, cycling and transit to alleviate congestion pressures on the existing networks and minimize costly infrastructure expansions. Investing in walking, cycling and transit has other benefits to the community, including: • Reducing greenhouse gas emissions and their environmental impacts; • Encouraging more active lifestyles, which has positive impacts on public health and preventing chronic disease; • Promoting equity for all road users by providing options for those who do not own or drive a car; and • Attracting young professionals, families and business investors who want to live and work in urban areas with flexible and convenient transportation options. 3.6.3 Action Areas Providing transportation choice is a critical factor in promoting equity for all road users, and supporting the health and economic vitality of the community. Supporting transportation choice and opportunities to access alternative modes, for all residents regardless of age or ability, is a core component of enabling a high quality of life and system efficiency. This Plan directs the City towards a higher use of alternative travel options by investing in cycling and pedestrian facilities that provide residents with a wider range of options for getting around and meeting their daily needs. The actions identified in these areas support sustainability, which is one of Pickering’s five corporate priorities. The following chapters describes the future networks and supporting transportation strategies that will shape the transportation system in Pickering. Roads Adopting a Complete Streets approach will be fundamental to the successful implementation of this Plan. The complete streets approach provides a policy framework for managing roads as a public resource with multiple roles. Streets are the backbone of the transportation system where people and goods move from one place to another. The complete streets approach presented in this Plan (Section 4.1) provides a framework for making often difficult trade-offs and managing the road network for the greatest public benefit. The City has the opportunity to focus transportation investments to create a multi-modal system that offers IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 2222 improved choice, maximizes connectivity, and makes Pickering more attractive to potential residents and investors. Through improvements to roads (Section 4.2) and cycling infrastructure (Section 5.2), the City can meet residents’ need for flexible, convenient and affordable ways to move around. Improving goods movement (Section 4.3) is vital to supporting a prosperous City of Pickering that is attractive to potential investors and businesses. Active Transportation Expanding the City’s existing walking and cycling infrastructure (Section 5) to improve connectivity, connections to transit, and comfort will provide residents and visitors with a real alternative to the automobile. The City has been slowly adding cycling facilities as roads are reconstructed or rehabilitated. Unfortunately, this incremental approach often results in disconnected bike lanes and paths that are underused. Developing a long-term cycling network and identifying priorities will allow the City to focus investments and achieve a connected, functional network sooner. Supporting Transportation Strategies While the ITMP considers strategic expansions to road infrastructure and expanding upon its basic active transportation infrastructure, the plan must also work to proactively boost demand for walking, cycling and public transit. Strategies to supporting the transportation vision include: • Supporting access to transit to maximize the impacts of planned service improvements by Metrolinx and Durham Region Transit by supporting land use intensification and providing pedestrian and cycling connections to bus stops and the train station (Section 6.1); • Reducing demand for single-occupant vehicles through transportation demand management (Section 6.2); • Managing the supply of parking to support a multi-modal transportation system (Section 6.3); and • Managing access spacing and locations to balance the needs of moving traffic and access to adjacent properties on the city’s roadways (Section 6.4). Age-Friendly Community Plan The City of Pickering has developed its first Age Friendly Community Plan. This Plan is part of Pickering’s commitment to being an age friendly City which: • Recognizes the great diversity among older persons; • Promotes their inclusion and contribution in all areas of community life; • Respects their decisions and lifestyle choices; and • Anticipates and responds flexibly to aging-related needs and preferences. The Plan identifies age friendly policies, practices, features, programs, and initiatives that support older adults. The recommendations are intended to align with the World Health Organization’s eight dimensions of an age-friendly community, including transportation. Pickering defines age-friendly transportation as “ensuring public transit is available and affordable, improving signage, crosswalks, sidewalks and lighting, implementing large signs, beeping crosswalks etc.” IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 2323 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 2424 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 2525 4.0 Roads The City of Pickering’s road system must respond to growing travel demand and changing travel patterns as the connections between Pickering and the neighbouring municipalities grow stronger. The road system is not just for cars but for everyone who uses it. This includes people who walk, cycle or take transit, and people of all ages and abilities. A Complete Streets approach provides a policy framework for managing roads as a public resource with multiple roles and often requiring decisions for difficult trade-offs. 4.1 A Complete Streets Approach 4.1.1 Background Complete Streets are streets that are thoughtfully designed, operated, and maintained with the needs and safety of all road users in mind. This means that streets consider those who walk, use mobility aids, ride bicycles, take the bus, or drive. It means that a street accommodates all of the people who use it throughout the course of a day. By improving the safety of streets for all users, it is possible to attract users to non-automobile modes and maximize the capacity of the transportation network to move people while working towards the Region’s Vision Zero goals. Streets are not only links between places, but are public spaces integrated closely with the adjacent land uses to create ‘places’ that build communities. A Complete Streets approach is one that recognizes this relationship between transportation and land use. It aims to balance the objective of streets to move people with that of promoting and supporting economic vitality, civic engagement, human health, and environmental sustainability. Complete streets can also incorporate “green streets” elements where appropriate, extending the natural heritage system with the inclusion of street trees and other landscaping. The results of a complete streets approach can be different for every street, depending on its context; Pickering already has many complete streets. For example, a rural road with low vehicular volumes, no pedestrian demand, and paved shoulders accommodates both drivers and recreational cyclists quite well, just as a quiet local road can accommodate pedestrians, cyclists, and motorists with minimal infrastructure. However, Pickering also has many road that do not safely accommodate all road users. For example, a road with high traffic volumes, discontinuous sidewalks and no bike lanes is not an inviting nor safe place for pedestrians and cyclists, despite it being an excellent route for drivers. The complete streets approach is about making streets accommodating to more road users. This includes simply taking a wide street and adding bike lanes or reallocating road space to give priority to transit vehicles. The specific contexts and needs of the corridor determine what needs to be done, although in some cases, certain existing rights-of-way will not be able to accommodate all desired modes and facilities. The process of converting streets to complete streets will be gradual. The more inviting the network becomes, the more likely it is that people will consider sustainable, non-automobile modes for more of their trips. Benefits of Complete Streets The benefits of increasing travel by sustainable modes are substantial. Active transportation has health benefits IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 2626 for individual users and for the community as a whole as active transportation produces no air pollution. Transit riders also benefit from a complete streets approach to planning; adequate and accessible pedestrian infrastructure to bus stops makes it easier for people to access transit. Streets that better accommodate transit – through transit lanes and/or signal priority measures – make transit faster, more reliable and more attractive. When more people choose to travel by active modes and transit instead of a car, traffic congestion is reduced and streets are more pleasant for all users. Complete streets also have economic benefits. Complete streets that reduce auto traffic with traffic calming measures have been found to increase property values. Complete streets can benefit local businesses—research cited by Transport Canada notes that safe and convenient pedestrian amenities boost foot traffic, which can increase retail sales.13 Complete streets with additional protections for vulnerable road users support the Region’s Vision Zero plan. Overall, complete streets support the development of complete communities, which are a central component of the ITMP and Pickering’s Official Plan. What does Pickering do now? The Official Plan identifies strategies for Pickering to become a Complete Community – one that recognizes the interconnectedness of the urban, rural and ecological systems. The role of the transportation network in a Complete Community is to facilitate mobility for residents. The Downtown Pickering (2013) study identified opportunities to implement complete streets in the City Centre, with policy recommendations to enhance pedestrian and cycling connectivity, and rebalance road space allocation to accommodate all users. Example cross-sections for streets in the City Centre were illustrated to show the potential for various street types including pedestrian streets. The Kingston Road Corridor and Specialty Retailing Node Intensification Plan (2019) proposed a number of street cross-sections for Kingston Road and others in the study area. These cross-sections aim to provide dedicated space for pedestrians and cyclists through dedicated sidewalks, multi-use paths, and bicycle lanes, in addition to auto lanes. This plan also identifies how streets in the city, such as Kingston Road, have multiple priorities that must be balanced when providing space for various road users. Further, this plan proposed five new controlled intersections within Pickering to improve safety and connectivity for all road users. Three intersections are proposed within the Brock Precinct, near Brock Road and Pickering Parkway, while two are proposed along Kingston Road near Rosebank Road. Exact locations of these proposed controlled intersections will be established in collaboration with the Region. An additional signalized intersection is also planned for Denmar Road and Kingston Road. The Seaton Sustainable Place-Making Guidelines (2011) and the Pickering City Centre Urban Design Guidelines (2017) address some aspects of making streets more complete. Exhibit 4.1 shows an example cross-section of a complete street in the Pickering City Centre from the Pickering City Centre Urban Design Guidelines. Exhibit 4.1: Glenanna Road as Envisioned in the Pickering City Centre Urban Design Guidelines 4.1.2 Guiding Principles The complete streets appraoch is supported by guiding planning principles. Given Pickering’s wide range of land use contexts, the ITMP recommends that the City adopt 13 Transport Canada, Complete Streets: Making Canada’s roads safer for all (2009). Data Source: Pickering City Centre Urban Design Guidelines, 2017 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 2727 an area-wide approach to address different land use contexts in the: 1) South Pickering Urban Area; 2) Seaton Urban Area; and 3) Rural area. This will ensure that policies reflect the unique needs and opportunities of each area. While all streets should safely accommodate all users, many streets in Pickering will have a distinct modal hierarchy in thatthe needs of certain users should be prioritized over others. A street typology provides guidance on how to focus improvements on the needs of certain users. Street types that have a distinct modal priority include: • Transit streets are typically arterial roads that prioritize transit to accommodate higher-order transit routes, high-frequency routes, or a high volume of transit services; • Primary cycling corridors are designated cycling routes in the ITMP plus the primary cycling network identified in the Durham Region Transportation Master Plan (Durham TMP). These can be on arterial, collector, or local roads and include a wide range of cycling facilities; • Pedestrian streets are typically local or collector roads that prioritize pedestrian movement. Pedestrian streets can also be arterial roads that function as main streets in the city centre, or pedestrian-oriented commercial/retail areas; • Goods movement corridors are arterial roads that make up the truck route network; and • Freeways are under provincial jurisdiction, prioritize the through movement of vehicles and prohibit cycling and walking. Evaluating how streets meet the needs of different users is a central part of the complete streets approach. Multi- modal level of service indicators help measure and plan for the needs of all road users. This means that the focus is shifted away from solely measuring vehicular flow to measures that include how well all users are able to travel through a corridor. 4.1.3 Implementation Strategies The success of Pickering’s complete streets appraoch depends on making it applicable to all city process related to roads. As such, implementation will be ongoing, and should be applied to planning, design, operations and maintenance projects, activities and processes.14 The ITMP recommends that the City adopt the following implementation strategies as part of the development of a complete streets policy. These strategies do not constitute an exhaustive list and the complete streets policy should consider these strategies among others. Planning • Encourage pedestrian connections between streets, shorter block lengths, and pedestrian facilities in new growth areas to improve neighbourhood connectivity and access to transit; • Encourage street-oriented development in intensification areas to create a sense of place; and • Accommodate on-street parking in intensification areas, where feasible, accounting for transit and maintenance needs. Design • Accommodate all road users as needed on all streets and provide enhanced features for primary users on priority networks wherever possible and appropriate; • Include roundabouts as a complete streets solution for intersections based on their safety benefits; • Improve wayfinding signage for pedestrians and cyclists to major destinations and transit stops/ stations; and • Apply best practices for designing transportation infrastructure to be more resilient in response to climate change, extreme weather conditions, and managing stormwater run-off. Operation and Maintenance 14 While these processes are intended for public streets, complete streets principles can apply to private streets. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 2828 • Develop a priority winter maintenance network for active transportation, recognizing that many of Pickering’s established trails cannot accommodate snow ploughing equipment; • Review traffic operational study policies and procedures to ensure that they explicitly consider the safety of all users; • Review pavement marking and signage guidelines to enhance safety of vulnerable users (high visibility crosswalks, cycling facility intersection markings, etc.), where warranted; and • Consider restricting on-street parking where road width does not allow for comfortable passing of cyclists. To retrofit complete streets in established areas requires an opportunistic approach. The concept of complete streets needs to be embedded in all projects and procedures related to streets – from projects as large as road reconstructions, resurfacing and rehabiliation to procedures as routine as traffic signal operations, maintenance activities, etc. The incremental cost of Recommended Actions 1. Develop a Complete Streets Policy for Council approval following the guiding principles and the identified planning, design and operations and maintenance recommendations. 2. Identify internal stakeholders representing the City Development, Engineering Services, and Public Works departments to champion the complete streets approach and incorporate it into respective policies, processes and procedures. 3. Routinely incorporate the needs of all road users, including pedestrians, cyclists, transit, drivers and goods movement as part of the planning, design, operations and maintenance of road infrastructure. considering all modes upfront is less than the cost later to rebuild or upgrade for specific modes. More information is provided in Background Report B – Complete Streets Framework. 4.2 The Future Road Network The development of the proposed road projects for the future network, including strategically widening sections of existing roads and constructing new road connections, are described below. 4.2.1 Background Existing Network The City of Pickering has a well-developed grid of arterial, collector and roads, anchored by Provincial freeways and Regional arterial roads. Exhibit 4.2 illustrates the road network in Pickering by class, and Exhibit 4.3 illustrates the road network by jurisdiction (municipal, Regional, or Provincial). Freeways in Pickering (Highways 401, Highway 407, and 407ETR) run east-west and predominantly serve longer- distance travel. Highway 401 has three interchanges in Pickering – two full interchanges at Whites Road and at Brock Road, and one partial westbound interchange at Liverpool Road. Highway 407 has three full interchanges at York-Durham Line, Brock Road, and Lake Ridge Road. A new 407ETR interchange is under construction at the future Whites Road extension. Highway 7 also provides ast-west connectivity in parallel with Highway 407/407ETR. Regional roads form a large grid of arterial roads across Pickering. The north-south Regional road corridors are: Altona Road, Whites Roads, Liverpool Road, Brock Road, Westney Road and Lake Ridge Road. The east-west Regional roads are: Regional Road 5, Taunton Road, Finch Avenue, Kingston Road (Highway 2) and Bayly Street. Existing Network Performance The predominant flow of traffic in Pickering is westbound in the morning peak towards Toronto and York Region and IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 2929 Exhibit 4.2: Existing Road Network by Class K IN G S T O N R O A D AUDLEY ROAD NORTHHIGHWAY7TAUNTON ROAD EAST LAWRENCE AVENUE EASTCENTENNIAL ROADMAIN STREET KINGSTON ROAD WEST MA G I LL DRIVE COCHRANESTREETKINGSTON ROAD EASTRAVENSCROFT ROADROSSLAND ROAD WEST HARWOODAVENUESOUTHRI N GERROAD LAKERIDGEROADSOUTHCHAPMAN DRIVE LAKE DRIVE W AY WE STREESOR ROADDUNDAS STREET WESTWESTNEY ROAD NORTHEAST AVENUEBAYLY STREET EAST DRE Y ER D R I V E WINCHESTER ROAD WEST10TH LINEPORT UNION ROADTAUNTON ROAD WEST LAWSON ROAD BAYLY STREET WEST OLDHARWOODAVENUEANNES STREETSALEMROADSOUTHCHURCH STREET NORTHSHEPP ARDAVE NUE E AS T ELIZABETHS TREETCOUNTRYLANEMCQUA Y BOULEVARDDELANEY DRI VEVICTORIA STREET WESTBEARE ROADROSSLAND ROAD EAST F RIEND S HI PAVENUE AUDLEYROADSOUTHHENRY STREETHARWOODAVENUENORTHBONACO R D AVENUE SHOAL POINT ROADSALEMROADNORTHHI G H WA Y 401 RIVERSIDE DRIVEHIGHWAY 401 IS L AND ROAD STEELES AVENUE EAST H IG H W A Y 407CORONATION ROADHIG H W AY 401 COLLECTOR COCHRANE STREET14TH AVENUE LAKE RIDGE ROADCOLUMBUS ROAD WEST GREENWOODROAD BRAWLEY ROAD WEST MYRTLE ROAD WEST HI G HW A Y 2 A HIGHWAY 407 19TH AVENUE HIGHWAY412CONCESSION 416TH AVENUE BROCKROADTWYN RIV E RSDRIVE HALLS ROAD NORTHLAKE RIDGE ROAD NORTHCOUNTRY LANEH ighway 407 WhitesRoadYork Durham LineUxbridge Pickering Townline Road Brock RoadHig hw a y 4 0 1 Eighth Concession Road K in g s to n R o a d Rougemo unt Drive Lake Ridge RoadFinch Avenue Salem RoadSheppard Avenue ModlinRoadLinwood Str e etKinsale RoadWest Shore BoulevardWilliamJa ckso n D riv e Usm anRoadDustyDrive Ramble b erry A v enueSideline 14Notion RoadCentral Street PineGroveAvenue A nnland StreetHighway 7 Sa n o k DriveFifth Concession Road ShadybrookD rive M aj orOaks Road Krosno BoulevardHighview Road AspenRoad Stroud s L a n eDarwinD r iveL ynn H ei ght sDriveP ic k e r ingP a r k w a yValleyFarmRoadFieldlightBoulevard Breezy DriveBeato nWayVis tulaDriveHillcrestR o a d Fairport RoadThicketCres cent Dixie RoadOklahoma Drive Foxwood TrailSeventh Concession Road P a rkCrescentWhitevale Road ChurchStreetSDe ll b rook Ave nueSquiresBeachRoadMowbrayStreetEyerDriv eOldForestRoad Oakwood DriveTillings RoadMarkham-PickeringTownlineRoadThird Concession Road Acorn Lane Clements RoadWoodview AvenueSixth Concession Road SalkRoadMaldenCrescentRosebank RoadElsaStorryAvenueB e a c h p o i n t Promenade Twyn Rivers Drive Montgomery Park Road Granite Court Bayly Street DillinghamR oadSideline 20Sideline 4GetaCircleAltonaRoad Sandy Beach RoadAppleviewRoadTaunton Road Hollyw oodCourtGlendale DriveNinth Concession Road Kellino Street MckayRoadSideline 30HoxtonStreet Sideline 8Sideline 34Paddock RoadGolfClubRoadFourth Concession Road Westney RoadScarborough Pickering TownlineSideline 28Sideline 6Sideline 2Sideline 12Sideline 24Audley Road NGreenwoodRoadSideline 32Sideline 16North RoadSideline 26Sideline 22Bronte SquareWey burn Squ areA bb eyRoad S u n b ir dT ra ilLake Ontario TOWN OF AJAX CITY OF MARKHAM TOWN OF WHITCHURCH-STOUFFVILLE TOWNSHIP OF SCUGOG CITY OF TORONTO TOWN OF WHITBY TOWNSHIP OF UXBRIDGEExisting Road Network ± 1:35,000 02.55 KM City of Pickering Municipal Boundary Interchange Expressway / Freeway Type A Arterial Type B Arterial Type C Arterial Collector Road Local Road Ramp Rail Line Hydro Line Watercourse Waterbody Park / Open Space Wooded Area Data Source: City of Pickering, 2020 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 3030 Exhibit 4.3: Existing Road Network by Jurisdiction ITY OF ARKHAM TOWN OF WHITCHURCH-STOUFFVILLE TOWN OF AJAX TOWNSHIP OF SCUGOG CITY OF TORONTO TOWN OF WHITBY TOWNSHIP OF UXBRIDGE BROCK ROADYORK DURHAMLINEVALLEYF ARMROADKI NG STON R OAD GREENWOODROADWHITES ROADK IN G S T O N R O A D LIVERPOOL ROADALTONA ROADP IC K E R I N G P ARKWAY8TH CONCESSION ROAD WHITESROADFINCH AVENUE BROCK ROADGLENANNA ROAD CENTRAL STREET BROCK ROADKINSALE ROADNORTHROADWESTSHOREBOULEVARD8TH CONCESSION ROAD 3RD CONCESSION ROAD BROCK ROADLIVERPOOLROAD3RD CONCESSION ROAD STRO U D S L ANE BROCKROA D 5TH CONCESSION ROAD FAIRPORTROADDIXIEROADBAYLY STREET 7TH CONCESSION ROAD WHITEVALE ROAD SHEPPARD AVENUE 9TH CONCESSION ROAD SANDYBEACHROAD9TH CONCESSION ROAD TWYN RIVERS DRIVE WESTNEYROAD6TH CONCESSION ROAD ALTONAROADFAIRPORT ROADYORK DURHAMLINEROSEBANK ROADTAUNTON ROAD WESTNEY ROADT A U N T O N R O A D MULBERRY LANEROSEBANKROADMONTGOMERY PARK ROAD 4TH CONCESSION ROAD YORKDURHAMLINESIDELINE 22GOLFCLUBROADSIDELINE 28AUDLEY ROAD NORTHSIDELINE 24NORTH ROAD407 7 401 2 5 37 31 1 22 29 38 4 27 HIGHWAY 407 HIGHWA Y 401 HIGHWAY 7 H IG H W A Y 4 0 1 C O L L E C T O R Lake Ontario Road Jurisdiction 1:35,000 02.55 KM Road Jurisdiction Municipal Road Regional Road Provincial Road City of Pickering Municipal Boundary Rail Line Hydro Line Watercourse Waterbody Wooded Area Data Source: City of Pickering, 2020 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 3131 eastbound in the afternoon peak towards Pickering and other municipalities in Durham Region. Overall, the road network in Pickering operates reasonably well, with peak period congestion challenges on the major north-south corridors that connect to or across Highway 401 and the major east-west corridors of Highway 401, Kingston Road, and Bayly Street exceed capacity. Spread throughout the City are a number of “hotspot” intersections that experience congestion during peak periods. These are primarily located near major commercial centres, the GO Station or freeway access. What does Pickering do now? The City of Pickering addresses road infrastructure needs through its regular Road Needs Study (last completed 2016). The Road Needs Study assesses pavement conditions, other road deficiencies, and opportunities to coordinate with other capital improvement projects (such as watermains, sewers, etc.) to prioritize road works to be included the capital budget. Most of the City’s current road capital projects are for reconstruction, rehabilitation or resurfacing of existing roadways, with very few road expansion projects not directly related to a specific development. 4.2.2 Network Development The Durham Region Transportation Planning Model (DRTPM) was used to forecast traffic demand for 2031 and assess and compare road network alternatives. The DRTPM is a four stage multimodal transportation demand model first developed in 2008-2009. An update was performed in 2014 to calibrate the model to 2011/2012 using the 2011 Transportation Tomorrow Survey (TTS) data and 2012 road and transit networks. The Durham Model is described at length in two reports – DRPTM 2011/2012 Update and Recalibration (HDR, September 2014) and DRTPM Model Users’ Guide V2 (HDR, October 2015). The starting point, or Base Case, for the road network assessment was the future road network as identified in the Durham Region Transportation Master Plan (Durham TMP). The Regional road widening projects in Pickering include: • Widening of Altona Road between Strouds Lane and Finch Avenue; • Widening and extension of Whites Road between Kingston Road and Highway 7; • Westerly extension of Rossland Road (as Peter Matthews Drive) between Brock Road and to Highway 7; • Widening of Liverpool Road between Kingston Road and Bayly Street; • Widening of Brock Road between Finch Avenue and Highway 7; • Widening of Fifth Concession Road/Whitevale Road between Sideline 16 and Peter Matthews Drive, and westerly realignment to York Durham Line (as Alexander Knox Drive); • Widening of Taunton Road across Pickering; • Widening of Finch Avenue between Altona Road and Brock Road; • Widening of Bayly Street east of Liverpool Road; and • Realignment of Westney Road south of Highway 7 (Greenwood Bypass). The travel demand forecasts for the Base Case indicate that the Highway 401 and Highway 407 corridors carry a significant volume of east-west traffic, and sections of the freeways will continue to be congested even with planned improvements. Beyond the freeways, the Regional road corridors carry much of the peak period traffic volumes, with volumes approaching or exceeding capacity near Highway 401 interchanges and crossings. A long list of potential road expansions were considered based on corridors that are experiencing or anticipated to experience congestion, future road corridors identified in the Official Plan, and new or widened roads identified in other studies. Several network alternatives were modelled to test the effectiveness of potential road expansions to address demand while considering the vision and intent of the ITMP. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 3232 needs beyond 2031. These corridors include: • Fifth Concession: The need for the extension of Fifth Concession form Sideline 4 to Lake Ridge Road was not identified for 2031. Beyond 2031, future growth along Taunton Road and Highway 7 may increase traffic to the point where the additional east-west capacity is needed and Fifth Concession could serve as an alternative parallel route; • Clements Road easterly extension across Duffins Creek: A significant bridge structure (approximately 300m in length) would be required to cross Duffins Creek, associated wetlands and designated area of natural and scientific interest. The need for this connection was not been identified for 2031. As with the Durham Region TMP, there is merit in protecting this corridor for longer-term needs and supporting potential growth in the Bayly Street corridor as well as the employment lands in south Pickering; and • Twyn Rivers Drive: An existing road connecting Sheppard Avenue in Pickering across the Rouge River to Sheppard Avenue in Toronto is one of only four roads that connect Pickering and the City of Toronto. Although a low-volume road, Twyn Rivers Drive serves as a valuable local connection across the Rouge River in an area with few alternative routes and should be protected as a road connection. 4.2.3 Recommended Long-term Road Network The Long-term road network was developed with consideration for planned Regional and Provincial network improvements while incorporating proposed network expansions that align with the vision of the City of Pickering and development of complete communities. Through an iterative process that involved input from the Technical Working Group and Stakeholder Working Group, the following road network expansions are recommended: • A new Notion Road crossing of Highway 401; • A new City Centre crossing of Highway 401; • Widening of Church Street from Highway 401 to Bayly Street; • A new Highway 401 interchange at Church Street; • A westerly extension of Clements Road to Sandy Beach Road; • Planned arterials and collectors in the Seaton Urban Area as identified in completed Environmental Assessments; and • Other arterials and collectors to support growth areas, including: East-west arterial (Walnut Lane) connection west of Liverpool Road; East-west collector (Plummer Street) connection in City Centre; and Northeasterly extension of Valley Farm Road from Third Concession to Brock Road. While the widening of Church Street and new Highway 401 interchange at Church Street are not under the City’s jurisdiction, these projects are still recommended for long- term implementation. Together, the projects will support the Durham Live development by providing more direct connections between Highway 401 and the Durham Live site. As this development progresses, the City will work together with MTO and the Region to review both projects and conduct further studies, including Environmental Assessments, to determine feasibility. Other road corridors were identified for corridor protection in the 2031 horizon for potential future transportation Recommended Actions 4. Construct and maintain the Long-term Road network, protecting future corridors for implementation with corresponding growth. 5. Work with City of Toronto and Parks Canada to maintain the Twyn Rivers Drive connection between City of Pickering and City of Toronto. 6. Work with the Ministry of Transportation, Durham Region, Town of Ajax and Pickering Developments (Durham Live developer) to explore opportunities for Highway 401 interchange at Church Street and the widening of Church Street from Highway 401 to Bayly Street. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 3333 Map 1 illustrates the recommended Long-term Road Network. It should also be noted that the Kingston Road Corridor and Speciality Retailing Node Plan and the corresponding proposed Official Plan Amendment 38 include additional conceptual local road links in the Kingston Road corridor. Further information on the identification of the recommended road network and future corridors can be found in Background Report C – Road Network Development. 4.3 Goods Movement 4.3.1 Background An essential function of the transportation system, particularly the road network, is to support the movement of goods. Safe and efficient goods movement plays a major role in Pickering’s economic success and to the success of complete and sustainable communities. Goods movement includes all shipments and services that move on the transportation network. These shipments can include the delivery of products to homes and businesses, the shipping of materials to and from a manufacturing facility, shipping commodities to and from the national and international marketplace, and service workers moving between work locations. In Pickering, goods movement primarily takes place through trucks travelling between Highway 401 and the logistics, warehousing, manufacturing, retail, and other industries located throughout the city. What does Pickering do now? The City’s Official Plan identified the need to “examine a signed network of truck routes to facilitate the efficient movement of goods and services within and across the City.” For the City Centre, a set of urban design guidelines were prepared that include six specific recommendations supporting freight movements. These relate to the provision and signage of loading/unloading areas and truck accesses, the provision of short-term drop-off spaces for couriers, and improvements to freight facilities. For Seaton, the OP states that the City should “enable the year-round movement of people, goods and services within the Seaton Urban Area in a manner that is safe, convenient, reliable, and efficient goods movement.” Through the Durham TMP, Highway 7, Taunton Road, Lake Ridge Road and sections of Brock Road and Bayly Street are designated strategic goods movement arterial corridors. Existing Conditions In Pickering, goods are primarily moved by trucks, 15 The City of Pickering Traffic and Parking by-law further defines a “heavy vehicle” as: “a vehicle, object or contrivance for moving loads, having a gross weight, including vehicle, object or contrivance and load, in excess of 4,500 kilograms but does not include emergency vehicles, school purpose vehicles or any vehicle operated by or on behalf of the City, regardless of weight, while on City business.” IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 3434 which are defined by the Ontario Highway Traffic Act as a vehicle, other than a bus, that has an actual or registered gross weight of more than 4,500 kg.15 There are over 3,000 medium and heavy truck movements every day to and from the logistics, warehousing, manufacturing, retail, and other industries located in Pickering. There are also more than 10,000 light vans and light trucks that serve Pickering’s residential, commercial and industrial neighbourhoods with parcel and mail delivery service. A high volume of through truck traffic – over 20,000 trucks per day – travels through Pickering on Highway 401. Goods also move through Pickering on four railway corridors owned by Canadian National Railway (CNR) and Canadian Pacific Railway (CPR). While almost all of the rail traffic is through traffic, there is a spur connection south from CNR’s Kingston subdivision to several Pickering industrial sites in the southeast which carries up to two trains per day. Large volumes of oil, gas, and petroleum products flow through Pickering every day in three pipelines. These include: • TransCanada Canadian Mainline runs near Ninth Concession, carrying natural gas east from Western Canada; • Trans-Northern Ontario-Quebec runs near Taunton road, carrying refined petroleum products (gasoline, diesel fuel, aviation fuel, and heating fuel) west from Montreal; and • Enbridge Line 9B runs near Finch Avenue and Taunton Road, carrying light, medium, and heavy crude oil east from Western Canada. Airports also serve an important role in goods movement networks. Should an airport be built in north Pickering, goods movement will be an important consideration when developing transportation connections to the site. As with other airports serving both cargo and passengers, it will be important to provide separate road and/or rail connections for goods movement and passengers. These connections can be tailored to support the needs of each group of users while avoiding conflicts between goods movement and passenger vehicles. Beyond the airport site, improvements to road infrastructure may be necessary to support the increased volume of goods movement vehicles travelling to and from the airport. Issues While some goods movement issues are unique to Pickering, many freight issues are nearly universal. Traffic congestion is among the most often cited concerns of the goods movement industry. Congestion slows shipments and sporadic congestion in off-peak hours decreases travel time reliability, forcing drivers to add a buffer to travel times to ensure on-time delivery. Spring Load Restrictions limit vehicle weights to 5,000 kg per axle in April and March on roads that are more vulnerable to spring thaw damage. This can have a significant impact on shippers that rely on routes that have load restrictions. Community liveability and the needs of the goods movement industry are also often at odds; pedestrian- friendly streets and freight movement are often not easy partners. Trucks create noise, vibrations, emissions, and are often an imposing presence on roads. Trucks also have wider turning radii which has implications on desired urban street designs. As the Pickering City Centre intensifies, challenges will include conflicts over curbside space when parked delivery vehicles compete with other uses, increased traffic congestion that impedes goods movement vehicles, increased night time noise from delivery vehicles, and land use compatibility when residential intensification occurs close to existing industrial uses or high-volume goods movement corridors. Future Conditions As Pickering’s population grows and intensifies, developing more detailed goods movement policies will be critical in balancing the needs of goods movement with the needs of residents. Significant employment growth is expected in the southeast Pickering industrial area and in central Pickering along the Pickering Innovation Corridor. The Innovation Corridor is approximately 800 acres of land located in IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 3535 16 Metrolinx 2041 Regional Transportation Plan, Map 8 (p. 85), 2018. the north part of the Seaton Urban Area from south of Highway 407 north to Highway 7, and stretching from approximately West Duffins Creek in the west to Brock Road in the east. The lands are planned to accommodate 35,000 jobs in the long term, as per the Official Plan, and are designated as a mix of prestige employment, community node, mixed corridor, and mixed use. Dedicated employment lands in Seaton are designated as prestige employment. Airports also serve an important role in goods movement networks. Should an airport be built in north Pickering, goods movement will be an important consideration when developing transportation connections to the site. Major trends that will continue to affect goods movement include changes to consumer behaviour as consumers are making more and more purchases through online retailers, resulting in more delivery trucks on the road, especially at seasonal and peak times. New delivery and logistics services, such as just-in-time delivery, mobile inventories, and logistics-as-a-service, can also change how and where goods movement networks and infrastructure are needed. Connected and automated commercial vehicles, broadly defined here as vehicles that can operate with an advanced level of autonomy, including driverless operation, have the potential to significantly change goods movement.In the long term, this technology has the potential to offer cost savings to operators, improve road safety, reduce congestion and emissions, and increase the capacity of existing road infrastructure by enabling closer spacing of vehicles. Automated goods movement, like automated vehicles in general, will have social and economic impacts that are difficult to predict. One such issue is presence or lack of a driver will have an impact on loading and unloading operations. 4.3.2 Local Goods Movement Connections Truck routes serve the purpose of facilitating the safe and efficient movement of truck traffic between goods movement generators and the regional/provincial transportation network. They do this by connecting major industrial areas, commercial areas, and regional road network/provincial highway facilities using continuous and direct routes, where possible. Trucks can either be encouraged to use certain routes through signage and promotion or prohibited from using certain roads through local traffic by-laws and accompanying signage and enforcement. It should be noted, however, that on the final leg of a truck’s route, drivers may use any road to reach the final destination (e.g. if the final destination is on a restricted residential street, drivers are permitted to use the restricted street to reach the final destination). In Pickering, trucks may use any Regional road (subject to height and weight restrictions) but are encouraged to use roads included within the Region’s Strategic Goods Movement Network. This network connects major truck generation areas across the Region’s boundaries to highways and intermodal facilities. Additional local goods movement connections in Pickering were developed in collaboration with the Technical Working Group, formalizing local and Regional roads that are already being used for goods movement. Some new routes also reflect proposed goods movement corridors in the 2041 Metrolinx RTP.16 The following corridors are proposed as local Pickering goods movement connections: • Whites Road from Taunton Road south to Bayly Street and the future extension north from south of Taunton Road to Highway 7. This corridor would provide an alternate route to Brock Road from the Seaton Urban Area south to Highway 401, and would provide a closer connection to many prestige employment lands in Seaton; • Bayly Street from Whites Road west to Brock Road. Extending the Strategic Network on Bayly Street would provide connectivity with the proposed White Road designation. Bayly Street is currently used by trucks and the route will likely become more important with the planned Highway 401 Liverpool Road interchange upgrade. This corridor is identified as a freight cluster connector in the 2041 Metrolinx IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 3636 of an airport in north Pickering would also justify an expansion of the goods movement connection network. The proposed local goods movement connections are shown in Map 2. 4.3.3 Managing Goods Movement The following are industry best practices that Pickering should consider to help manage freight needs while maintaining the liveability of dense mixed-use urban areas: Provide off-street loading: Ideally new developments should be designed with off-street loading facilities able to accommodate the types of vehicles that typically serve that type of development. Provide on-street loading bays: On-street loading bays can be used in areas where property size do not allow for off-street loading facilities. The on-street facilities may be time restricted to avoid peak periods. Provide nearby delivery areas: Nearby delivery areas are becoming increasingly popular in dense urban areas. Nearby deliveries are on- or off-street spaces designated for vehicles making deliveries to nearby residents and businesses. Goods are moved between the delivery location and the truck by trolley, bike, electric vehicle, etc. In some cities these delivery areas are staffed. Delivery areas have the benefit of freeing up curbside space on nearby streets for other uses and can be situated to avoid active transportation infrastructure. Support night time deliveries: Night time deliveries allow delivery companies to make deliveries to non- residential locations in the overnight hours, operating in less congested road conditions. Delivering overnight allows for shorter and more reliable travel times and the potential to make deliveries using fewer vehicles, which can bring supply chain costs down. Of course, in mixed- use areas with residential development noise can be an issue. However, regulation and noise mitigation techniques can reduce concerns and impacts. Support a shift in personal driving trips to other 17 The Highway 401 Road Crossing from Notion Road to Squires Beach Road is currently undergoing a Schedule ‘C’ Municipal Class Environmental Assessment. Recommended Actions 7. Add the following roads as local goods movement connections in Pickering: • Whites Road (Taunton Road to Bayly Street); • Future Whites Road (Highway 7 to Taunton Road); • Bayly Street (Whites Road to Brock Road); • Brock Road (Bayly Street to Montgomery Park Road); • Squires Beach Road (Pickering Parkway to McKay Road); and • Sandy Beach Road (Bayly Street to Montgomery Park Road). RTP; • Brock Road from Bayly Street south to Montgomery Park Road. This extension would acknowledge that trucks are the predominant users of this segment of Brock Road south of Bayly. This corridor is also identified as a freight cluster connector in the 2041 Metrolinx RTP; • Squires Beach Road south from Pickering Parkway to McKay Road.17 This road would provide an alternative crossing of Highway 401 between Pickering Parkway and Bayly Street and would acknowledge that trucks are the predominant users of Squires Beach Road south of Bayly Street; and • Sandy Beach Road from Bayly Street south to Montgomery Park Road. This would provide an alternate to Brock Road south of Bayly Street and would acknowledge that trucks are a major user of Sandy Beach Road. Both corridors provide direct connections to businesses in Pickering’s southeast industrial area. These corridors provide access to the major southeast industrial area in the City and new connections to the employment lands in Seaton. As the employment lands around Highway 407 develop, the City may wish to consider adding additional local goods movement connections. The development IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 3737 modes: Policy and infrastructure that support more sustainable transportation choices have numerous benefits, including reducing traffic congestion for commercial vehicles, contributing to shorter and more reliable travel times. As Pickering grows, it will be essential to continue to encourage active transportation and transit. Work with residential developers: When the City approves higher-density residential development along high volume goods movement corridors, the City should encourage developers to adopt noise, vibration, and traffic mitigation measures. These can include designing buildings with floor plans that minimize noise intrusion, especially into bedrooms, incorporating noise and vibration control into building design, and where possible, having vehicle access on a side street. Enhance partnerships, communication, and advocacy: Collaboration with government and industry partners will help the City develop better goods movement practices and policies, and a stronger goods movement network. Advocating to government bodies including Durham Region, Metrolinx, and MTO can help improve Regional and inter-regional goods movement network planning in Pickering. Strengthening connections between government and private sector groups, potentially establishing a data sharing program, can also ensure that local goods movement issues are identified and resolved. Reduce environmental impacts of goods movement: Best practices from the Region of Peel and the MTO Freight Supportive Guidelines should be adopted to help reduce emissions, including GHGs, and other environmental impacts of goods movement in Pickering. The City can promote innovation and green technologies for reducing fuel consumption and vehicle emissions, leveraging existing relationships with local businesses. Further, the City should recognize businesses that are making positive changes to reduce climate change impacts. For more information, see Background Report D – Goods Movement Strategy. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 3838 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 3939 5.0 Active Transportation 5.1 Background Active transportation refers to the movement of people or goods using primarily human-powered modes. Active transportation is generally focused on walking (including the use of mobility aids) and cycling, but can also include other transportation modes such as roller-blading or riding a skateboard or kick scooter. Growing the adoption of active transportation has numerous community benefits, including: • Health Benefits – Incorporating active transportation into a daily routine of increased physical activity helps to reduce the risk of diseases related to sedentary lifestyles and has numerous public health benefits. Safety improvements for active transportation can reduce the number or severity of collisions, improving the overall safety of the road network and supporting the Region’s Vision Zero plan. • Environmental Benefits – Walking and cycling produce less greenhouse emissions, pollution and energy consumption than other modes. A reduction in emissions improves air quality, impacting both the overall environment and health of residents. • Economic Benefits – Where walking and cycling trips can replace vehicle trips, they can help reduce demand on the existing road network and delay or eliminate the need for road projects which are costly to construct. They also offer affordable choices for those without access to a motor vehicle for work, school or other trips. Cyclist and pedestrians are also more likely to spend money at local businesses than motorists.18 This section outlines the City of Pickering’s current active transportation network and presents strategies for the City to develop a well-connected, inclusive network and to increase mode shares for walking and cycling. What does Pickering do now? The City’s Official Plan identifies policies to enhance pedestrian and cyclist safety in order to encourage walking and cycling, including traffic calming measures and accessible design. The Region’s Vision Zero plan also identifies policies and infrastructure improvements to enhance safety for all road users, especially vulnerable road users such as pedestrians and cyclists. The existing pedestrian network is comprehensive within the urban part of Pickering, with sidewalks provided along most streets in residential areas. In the developing area of Seaton, sidewalks are planned or under construction. The northern, rural part of Pickering is less pedestrian- friendly and contains very few sidewalks. The City is working towards improving the pedestrian network to meet accessibility standards, including tactile warning plates and curb cuts at intersections, as well as building and upgrading multi-use paths. Pickering also contains an extensive network of trails suitable for both walking and cycling. The Pickering Waterfront Trail provides east-west connections to Toronto and Ajax and is a part of the larger Waterfront Trail 18 Clifton, Kelly, “Consumer Behavior and Travel Choices: A Focus on Cyclists and Pedestrians” (2012) https://nacto.org/docs/usdg/ consumer_behavior_and_travel_choices_clifton.pdf. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 4040 which stretches along the shore of Lake Ontario. Another popular trail is The Great Trail (previously known as the Trans-Canada Trail). It is a part of a nation-wide trail network, and follows the Waterfront Trail across Pickering from the west, then turning north in Ajax before re-entering Pickering at Fifth Concession Road and heading on towards Uxbridge. The existing cycling network consists of over 25 km of bike lanes, boulevard multi-use paths, edgelines, paved shoulders and shared use lanes. A breakdown of the facility types and lengths is provided in Exhibit 5.1. Exhibit 5.1: Summary of Existing Cycling Facilities Source: City of Pickering mapping data, 2019 The existing cycling network has mainly been constructed as roadwork opportunities arose, rather than through an overarching cycling network plan. As a result, the existing network has many gaps. This lack of a cohesive network limits opportunities for cyclists in Pickering. Much of the currently cycling network consists of shared on-road facilities. Shared facilities may be a deterrent for many cyclists where they are located on roads with high vehicular speeds and volumes. Cycling facilities separated Facility Length (km) Bike Lanes 6.4 Boulevard Multi-Use Path 5.1 Edgelines 5.7 Paved Shoulder 6.8 Shared-Use Lane 1.3 from traffic are generally preferred by a wider cross- section of cyclists, and also promote cycling for people of all ages and abilities. The existing pedestrian and cycling networks are shown in Exhibit 5.2 and Exhibit 5.3. In the Seaton Urban Area, planning for bikeways, neighbourhood trails and recreational trails was completed as part of the secondary plan for the community. Exhibit 5.4 shows the planned cycling facilities that are interwoven into the future cycling network for the city as a whole. 5.1.1 Objectives and Opportunities Developing a comprehensive plan for increasing the use of active transportation is an integral component of achieving the City’s ITMP. Three major objectives have been identified for active transportation in Pickering: • Connecting the network; • Building community support; and • Creating walk and bike-friendly destinations. These three themes were identified with consultation from the public and from key stakeholders and they draw from and build upon the overall ITMP vision. Cycling is not currently a widely-used transportation mode within Pickering, representing only 0.5% of all daily trips. Walking is a more commonly used mode, accounting for 9% of daily trips. Active transportation is most prevalent among youth, with people over 20 years of age rarely use active transportation. Each day in Pickering over 38,000 short trips, defined as trips of 2 km or less, are made. This represents over 52% of all internal trips within Pickering. These trips are suited towards cycling and walking, but 80% of these trips are currently made via automobile. This indicates that there is great potential for growth with respect to active transportation in Pickering. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 4141 Exhibit 5.2: Existing Pedestrian Network !!! K IN G S T O N R O A D AUDLEY ROAD NORTHHIGHWAY7TAUNTON ROAD EAST WESTNEYROADSOUTHBAYLY STREET WEST LAWRENCE AVENUE EASTCENTENNIAL ROADMAIN STREET KINGSTON ROAD WEST MA G ILL DRIVE COCHRANESTREETKINGSTON ROAD EASTRAVENSCROFT ROADROSSLAND ROAD WEST HARWOODAVENUESOUTHRI N GERROAD LAKERIDGEROADSOUTHCHAPM AN DRIVE LAKE DRIV E W A Y WE STREESOR ROADDUNDAS STREET WESTWESTNEY ROAD NORTHEAST AVENUEBAYLY STREET EAST DRE Y E R D R I V E WINCHESTER ROAD WEST10TH LINEPORT UNION ROADTAUNTON ROAD WEST LAWSON ROAD OLDHARWOODAVENUEANNES STREETSALEMROADSOUTHCHURCH STREET NORTHSHEP P ARDAVENUE E A S T ELIZABETHS TREETCOUNTRYLANEMCQUA Y BOULEVARDDELANEY DRI VEVICTORIA STREET WESTBEARE ROADROSSLAND ROAD EAST F RIEND S H I PAVENUE AUDLEYROADSOUTHHENRY STREETHARWOODAVENUENORTHBONACO R D AVENUE SHOAL POINT ROADSALEMROADNORTHH IGHWA Y 401 RIVERSIDE DRIVEHIGHWAY 401 IS L AND ROAD STEELES AVENUE EAST H IG H W A Y407CORONATION ROADHIG H W AY 401 COLLECTO R COCHRANE STREET14TH AVENUE LAKE RIDGE ROADCOLUMBUS ROAD WEST GREENWOODROAD BRAWLEY ROAD WEST MYRTLE ROAD WEST HI G HW AY 2 A HIGHWAY 407 19TH AVENUE HIGHWAY412CONCESSION 416TH AVENUE BROCKROADTWYN RIV E RSDRIVE HALLS ROAD NORTHLAKE RIDGE ROAD NORTHCOUNTRY LANEHi ghway 407 WhitesRoadYork Durham LineUxbridge Pickering Townline Road Brock RoadH ig hw a y 4 0 1 Eighth Concession Road King s t o n Roa d Rougemo unt Drive Lake Ridge RoadFinch Avenue Salem RoadSheppard Avenue ModlinRoadLinwood Str e etKinsale RoadWestShoreBoulevardWilliamJa ckso n D riv e Usm anRoadDustyDrive Rambleb erry A v enueSideline 14Notion RoadCentral Street PineGroveAvenue Annland StreetHighway 7 San o k DriveFifth Concession Road PetticoatCreekAltonaRoad ShadybrookD rive Maj orOaks Road Krosno BoulevardHighview Road WilliamStre et AspenRoad Stroud s L a ne BowlerD riveLynn H ei ght sDriveP i c k e ring P arkwayValleyFarmRoadFieldlightBoulevard Breezy DriveBeato nWayVi s tulaDriveHillcrestR o a d Fairport RoadThicketCres cent Dixie RoadOklahoma DriveWoodview AvenueFoxwood TrailSand h u r st C res centSeventh Concession Road P a rkCrescentWhitevale Road ChurchStreetSD e l l brook A v enue SquiresBeachRoadMowbrayStreetEyerDriv eOldForestRoad Oakwood DriveTillings RoadMarkham-PickeringTownlineRoadThird Concession Road Acorn Lane Clements Road Sixth Concession Road Bayly Street SalkRoadMaldenCrescentRosebank RoadElsaStorryAvenueB e a c h p o i n t Promenade Twyn Rivers Drive Montgomery Park Road Granite Court DillinghamR oadSideline 20Sideline 4GetaCircle Sandy Beach RoadAppleviewRoadTaunton Road Hollyw oodCourtGlendale DriveNinth Concession Road Kellino Street MckayRoadSideline 30HoxtonStreet Sideline 8Sideline 34Paddock RoadGolfClubRoadFourth Concession Road Westney RoadScarborough Pickering TownlineSideline 28Sideline 6Sideline 2Sideline 12Sideline 24Audley Road NGreenwoodRoadSideline 32Sideline 16North RoadSideline 26Sideline 22Bronte SquareWey burn Squ areA bb eyRoad S u n b ir dT r a ilLake Ontario TOWN OF AJAX CITY OF MARKHAM TOWN OF WHITCHURCH-STOUFFVILLE TOWNSHIP OF SCUGOG CITY OF TORONTO TOWN OF WHITBY TOWNSHIP OF UXBRIDGEExisting Pedestrian Infrastructure ± 1:35,000 02.55 KM !!!Pedestrian Bridge Existing Sidewalk Boulevard Multi-Use Path Trail Pedestrian Walkway City of Pickering Municipal Boundary Expressway / Freeway Arterial Road Collector Road Local Road Ramp Rail Line Hydro Line Watercourse Waterbody Park / Open Space Wooded Data Source: City of Pickering, 2020 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 4242 Exhibit 5.3: Existing Cycling Network K IN G S T O N R O A D AUDLEY ROAD NORTHHIGHWAY7TAUNTON ROAD EAST WESTNEYROADSOUTHLAWRENCE AVENUE EASTCENTENNIAL ROADMAIN STREET KINGSTON ROAD WEST M A G ILL DRIVE COCHRANESTREETKINGSTON ROAD EASTRAVENSCROFT ROADROSSLAND ROAD WEST HARWOOD AVENUE SOUTHR I N G ERROAD LAKERIDGEROADSOUTHCHA P MAN DRIVE LAKEDRIVEW A Y WES TREESOR ROADDUNDAS STREET WESTWESTNEY ROAD NORTHEAST AVENUEBAYLY STREET EAST DR E Y ERD R I V E WINCHESTER ROAD WEST10TH LINEPORT UNION ROADLAWSON ROAD BAYLY STREET WEST OLD HARWOOD AVENUEANNES STREETTA UNTON ROAD WEST SALEMROADSOUTHCHURCH STREET NORTHSHE PP ARDAVE NUEEAST ELIZABETHS T REETCOUNTRYLANEMCQUAYB OULEVARDDELANEY D RIVEVICTORIA STREET WESTBEARE ROADROSSLAND ROAD EAST FRI ENDS H I P AVENUEAUDLEYROADSOUTHHENRY STREETHARWOODAVENUENORTHBONACORD A V E NUE SHOAL POINT ROADSALEMROADNORTHH IGH W A Y 40 1 RIVERSIDE DRIVEHIGHWAY 401 I S L A ND ROAD STEELES AVENUE EAST H IG H W A Y 407CORONATION ROADHIGHWAY 401 C O L L E C T O R COCHRANE STREET14TH AVENUE LAKE RIDGE ROADCOLUMBUS ROAD WEST GREENWOODROADBRAWLEY ROAD WEST MYRTLE ROAD WEST H IGH W AY 2 A HIGHWAY 407 19TH AVENUE HIGHWAY412CONCESSION 416TH AVENUE BROCKROADHALLS ROAD NORTHLAKE RIDGE ROAD NORTHCOUNTRY LANEHi ghw ay 407 Whites RoadYork Durham LineLiverpoolRoadUxbridge Pickering Townline Road Brock RoadHighwa y 401 Eighth Concession Road King s to n R o a d Rougemount Drive Lake Ridge RoadFinch Avenue Salem RoadSheppard Avenue ModlinRoadLinwood Stre etKinsale RoadAmberlea Ro adWilliamJ a ckso n D ri v e Rambl eberry A v enueWinvilleR oad Gl e na nna Road Sideline 14Notion RoadCentral Street PineGroveAvenue Annland S treetHighway 7 S a n okD riveFifth Concession Road AltonaRoadSouthcottRoad Shadybrook D rive Ma jo r OaksRoad K rosnoBoulevardHighviewRoad As penRoadStrouds Lane Saf fronDriveBowlerD riveLynnH ei ght sDriveP i c k e rin g P a r k w a y C o wanCircleValleyFarmRoadBreezy DriveBeat o nWayV istulaDriveHillcrestR oa d Fairport RoadThicketCrescent Dixie RoadOklahoma Drive Dunbart o n R o adFoxwood T r ailSeventh Concession Road P a rkCrescentWhitevale Road ChurchStreetSDe llbrookAve nueSquiresBeachRoadMowbrayStreetOl dForestRoad Oakwood DriveTillings RoadMarkham-PickeringTownlineRoadThird Concession Road Spr uceHillRoadAcorn Lane Clements RoadWoodview AvenueSixth Concession Road Bayly Street SalkRoadRosebank RoadElsaStorryAvenueB e a c h p o i n t Promenade Twyn Rivers Drive Gr a n iteCourt DillinghamR oadSideline 20Sideline 4Sandy Beach RoadAppleviewRoadTaunton Road Hollyw oodCourtNinth Concession Road Kellino Street Mckay RoadSideline 30HoxtonStreet Sideline 8Sideline 34Paddock RoadGolfClubRoadFourth Concession Road Westney RoadScarborough Pickering TownlineSideline 28Sideline 6Sideline 2Sideline 12Sideline 24Audley Road NGreenwoodRoadSideline 32Sideline 16North RoadSideline 26Sideline 22Bronte Sq uareA bb eyRoad S u n b ir d T r a ilLake Ontario TOWN OF AJAX CITY OF MARKHAM TOWN OF WHITCHURCH-STOUFFVILLE TOWNSHIP OF SCUGOG CITY OF TORONTO TOWN OF WHITBY TOWNSHIP OF UXBRIDGEExisting Cycling Network ± 1:35,000 02.55 KM Bike Lane / Buffered Bike Lane Boulevard Multi-Use Path Off-Road Multi-use Trail Edgelines Marked Shared-use Lane Paved Shoulder Major Cycling Routes Waterfront Trail Trans-Canada Trail (Great Trail) Expressway / Freeway Arterial Road Collector Road Local Road Ramp Rail Line Hydro Line Watercourse Waterbody Rouge National Urban Park Park / Open Space Wooded Area Data Source: City of Pickering, 2020 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 4343 Exhibit 5.4: Planned Bikeways and Trails in Seaton Urban Area Highway 7 Brock RoadHighway 407 Taunton Road Whitevale Road Sideline 26Sideline 22Sideline 24SCHEDULE VII TO THE PICKERING OFFICIAL PLAN ¹ EDITION 8 SEATON URBAN AREA TRAILS Legend Primary Bikeway Secondary Bikeway Primary Neigbourhood Connecting TrailsSeaton Natural Heritage System (NHS) Primary Recreational Trails Secondary Recreational Trails Trailheads City of Pickering City Development Department © July, 2018 This Map Forms Part of Edition 8 of the Pickering Ofiicial Plan and Must Be Read in Conjunction with the Other Schedules and the Text. Data Source: Pickering Official Plan, Edition 8, Schedule VII, 2018 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 4444 5.2 Connecting the Network One of the most common pieces of input received from the public and stakeholders throughout the development of the ITMP was the need to create a better-connected walking and cycling network that serves key destinations. In order to create a connected network, several parallel streams of actions are needed: • Routinely accommodating walking and cycling infrastructure as part of road capital projects, in keeping with the complete streets philosophy; • Upgrading the existing network to provide high-quality infrastructure that reflects best practices in design; and • Expanding the network through a series of infill cycling projects (including both short and long-term interventions) to accelerate the connections between facilities. This work includes the application of high- quality linear infrastructure as well as intersection treatments and upgrades. Routinely Accommodating Walking and Cycling As part of the complete streets policy, new walking and cycling facilities should be implemented as part of road reconstruction and resurfacing projects when feasible. A more detailed discussion on complete streets is provided in Section 4.1. This includes new road corridors and improvements identified through the ITMP, including major barrier crossings such as the Notion Road crossing of Highway 401, the proposed north-south City Centre road crossing of Highway 401, widening of Church Street, and extension of Clements Road. Upgrading the Existing Network Consultation feedback indicated a need for upgrades to the existing cycling network to address small gaps, lack of signage, faded pavement markings or facilities that do not meet current guidance for cycling facility design. A preliminary summary of potential improvements to existing on-road cycling facilities located along City of Pickering roads is provided in Exhibit 5.520. The potential improvements make use of the existing roadway width with minimal, if any, reconstruction. The potential improvements may require narrowing vehicular lane widths, re-striping bike lanes, adding signage and/or applying restrictions to on-street parking. The Ontario Traffic Manual Book 18: Cycling Facilities (2013)20 provides design guidance on selecting the appropriate facilities based on the traffic volume and speed of the roadway; minimum and desired widths for shared routes, bike lanes, buffers, cycle tracks and paved shoulders; and signage and pavement markings. Book 18 provides design guidance for both urban and rural contexts. In addition to the existing on-road cycling network, a multi-use trail design and safety audit is recommended to identify recommended upgrades to existing multi-use trails accommodating cyclists and pedestrians in the City’s network. The audit should consider: pavement markings and signage, geometrics (including the width of trail and street buffers, horizontal and vertical curves) and intersection upgrades (including crossrides at road intersections with multi-use paths to allow cyclists to cycle across the intersection). Expanding the Network Developing a connected cycling network is essential to increase cycling mode share and maximize the value of existing infrastructure. The current network is not well-connected, with many gaps, and therefore fails to provide an adequate alternative to automobile usage. A proposed long-term cycling network has been developed for the City, with input from City staff, Parks Canada, Toronto Region Conservation Authority, Durham Region Cycling Coalition (a cycling advocacy group), and other stakeholders. More information on 19 This review provides high-level guidance on the types of interventions needed, however, these upgrades should be confirmed through subsequent corridor review/design stages. 20 A revised Ontario Traffic Manual Book 18: Cycling Facilities is expected in 2020. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 4545 Location Facility Type Potential improvements Dyson Road from Waterfront Trail to Rougemont Drive Paved Shoulder / Edgelines • Restrict parking on shoulder • Repaint edgelines • Provide bike route signage and consider the use of wayfinding sharrows Fairport Road from Sheppard Avenue to Finch Avenue Edgelines • Upgrade edgelines to designated bike lanes with signage and pavement markings, apply parking restrictions • Extend bike lanes up to intersections Glenanna Road from Pickering Parkway to Dixie Road Bike Lanes • Fill cycling network gap between The Esplanade and Kingston Road by adding bike lanes through lane narrowing / lane reconfiguration • Add designated bike lane signage • Extend bike lanes to intersections • Add conflict zone markings through intersections • Consider bike boxes at signalized intersections to aid cyclists in making left turns Granite Court from Rosebank Road to Whites Road South Edgelines • Repaint edgelines • Extend edgelines to intersections • Provide bike route signage and consider the use of wayfinding sharrows Oakwood Drive from Rougemont Drive to Toynevale Road Paved Shoulder / Edgelines • Restrict parking on shoulder • Provide bike route signage and consider the use of wayfinding sharrows Rosebank Road from Rodd Avenue to Rougemont Drive Paved Shoulder / Edgelines • Restrict parking on shoulder • Repaint edgelines • Provide bike route signage and consider the use of wayfinding sharrows Rosebank Road from Sheppard Avenue to Finch Avenue Edgelines • Upgrade edgelines to designated bike lanes with signage and pavement markings, parking restrictions • Extend bike lanes up to intersections Rougemont Drive from Rosebank Road to Toynevale Road Paved Shoulder • Restrict parking on shoulder • Repaint edgelines • Provide bike route signage and consider the use of wayfinding sharrows Strouds Lane from Altona Road to Rosebank Road Bike Lanes • Add designated bike lane signage and reserved bicycle lane pavement markings • Extend bike lanes to intersections West Shore Boulevard from Oklahoma Drive to Bayly Street Edgelines • Upgrade edgelines to designated bike lanes with signage and pavement markings, parking restrictions • Extend bike lanes up to intersections Woodview Avenue from Pine Grove Avenue to Finch Avenue Bike Lanes • Add designated bike lane signage Exhibit 5.5: Potential Improvements for Existing Cycling Facilities IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 4646 5.3 Building Community Support In addition to developing appropriate active transportation infrastructure, it is also important to build community support and encourage participation in walking and cycling. Implementing supportive policies and programs will help ensure that residents are empowered to use active transportation modes more often. Resourcing Active Transportation and TDM The City should explore hiring a Transportation Demand Management (TDM) / Active Transportation coordinator to implement TDM initiatives (refer to Section 6.2) and oversee the delivery of active transportation plans as part of the development application review process. In addition to ensuring pedestrian and cycling infrastructure is incorporated in new developments, the TDM/AT coordinator would also promote initiatives to reduce car usage and promote sustainable modes of transportation such as walking and cycling. It is also recommended that the TDM/AT coordinator work with the Region’s new Transit Oriented Development office. Examples of potential AT-focused TDM initiatives the City may support or undertake include: • Bike to Work Week; • Open Streets Program; and • City Leadership Program. the development of the proposed cycling network is provided in Background Report E – Cycling Network Development. The proposed network draws heavily on the following key resources: • Durham Region’s Regional Cycling Plan and Primary Cycling Network, including updates from the 2017 Transportation Master Plan; • Trails and Bikeway Master Plan developed for the City in 1996; • Desirable cycling and trails connections proposed by the Durham Region Cycling Coalition; • Network plans of surrounding gateway municipalities; and • TRCA Trail Strategy and Parks Canada Trails Planning work through the Rouge National Urban Park, including the Rouge National Urban Park Management Plan (2019). The proposed cycling network is intended to be an overarching, long-term vision for the City of Pickering to pursue. It consists of a comprehensive network of cycling facilities and off-road multi-use trails which provide the City with a connected system to attract new users and help meet the transportation demands of a rapidly- growing community. Moreover, the City should endeavour to undertake cycling infill projects, prioritizing locations located in the urban core, within a five-year horizon to provide a core connected network. There are many opportunities to provide low-cost, quick-win improvements within the urban area. These corridors have been identified as part of the network development process. An overall map of the network is provided in Map 3. Additional maps showing the proposed facility types for the entire City, and for the urban core are shown in Map 4 and Map 5. As the City continues to evolve, a formal review of the network every five years is recommended, in keeping with industry standard practice. The network review should account for other on-going studies and plans, such as the update of the Durham Regional Cycling Plan, which will encourage actions and initiatives to improve and expand the cycling network. Recommended Actions 8.Routinely incorporate active transportation infrastructure into capital projects. 9. Upgrade the existing network, including upgrading existing cycling facilities to meet current standards and undertaking a safety and design review of existing multi-use trails. 10. Adopt the Long-term Cycling Network as the guiding vision for developing a connected cycling network in Pickering, working collaboratively with major partners and stakeholders. Develop a program to infill higher-priority network gaps in the short to medium term. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 4747 Friendly Ontario recognition program is a project of Canada Walks. Currently, no municipalities within Durham Region have a walk-friendly status. The Bicycle Friendly Community designations are an initiative organized by Share The Road, an Ontario cycling advocacy organization. To achieve a bicycle-friendly designation, communities must submit a thorough application and are judged on their achievements as they relate to the five ‘E’s: Engineering, Education, Enforcement, Encouragement, and Evaluation and Planning. Communities deemed to be bicycle-friendly are awarded either a Bronze, Silver, Gold, Platinum, or Diamond level designation. A summary of bicycle-friendly communities in Durham Region is provided in Exhibit 5.6. Exhibit 5.6: Bicycle-Friendly Communities in Durham Region As part of the application process, the municipality receives a check-list and technical assistance on steps to improve bicycle-friendliness. This would be a useful resource for the City of Pickering to identify best practices in other jurisdictions to apply in Pickering. Recommended Actions 11. Hire a Transportation Demand Management/Active Transportation (TDM/AT) Coordinator to oversee the delivery of the active transportation network, including the cycling network, and supporting programs. 12. Under the direction of the TDM/AT Coordinator, undertake an active transportation wayfinding study and pilot project, focused on key trails and cycling corridors. TDM strategies are discussed in more detail in Section 6.2. Improving Awareness For walking and cycling to compete with other travel modes, the public needs to be reminded that these options available to them and have access to information on how to use these modes (i.e. trail maps, cycling “rules of the roads”, safety tips, etc.). Providing the public with resources and information regarding locations of active transportation facilities builds awareness. These resources can be provided through maps or wayfinding signs. Public feedback indicated a desire for increased signage along principal cycling routes. The Waterfront Trail in particular was noted for having poor wayfinding where signs are missing or have fallen under disrepair. Wayfinding includes signage, maps, and other visuals informing users of directional and locational information. Wayfinding highlights walking and cycling locations, thereby increasing the visibility of the active transportation network. Cycling tourism is a growing industry which can provide economic benefits to Pickering. Cycling visitors generally spend more per trip than other visitors, with cycling tourists spending $255 per trip compared to just $171 per trip for all visitors.21 The proximity of the Rouge National Urban Park presents opportunities to strengthen cycle tourism by improving cycling connections between Pickering to the Rouge Valley and Rouge National Urban Park. An active transportation wayfinding study and pilot project, focused on key trail and cycling corridors, would be a meaningful way to highlight the City’s network investments. To further promote active transportation for both tourists and residents, the City should produce a Cycling Routes and Trails pocket map. The map would be an informative resource for cyclists and pedestrians to plan potential routes. The City may partner with neighbouring municipalities or Durham Region in the delivery of the Pickering cycling map. The City should also explore pursuing official walk-friendly and bicycle-friendly community designations. The Walk 21 Ontario's Cycling Tourism Plan (2018). Municipality Bicycle-Friendly Status City of Oshawa Bronze Town of Ajax Silver Town of Whitby Bronze Source: Share The Road, 2018 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 4848 5.4 Creating Walk- and Bike-friendly Destinations The ability to walk or cycle to major destinations is a fundamental component of building a well-connected and inclusive active transportation network. “First and Last Mile” Integration Integrating short-distance, first and last mile cycling trips and longer-distance transit trips provides a high level of sustainable mobility. Methods to encourage residents to combine transit and cycling include providing secure bike storage at transit stops, and ensuring walking and cycling connections in and out of major transit nodes. As cyclists can travel much faster than pedestrians, providing cycling connections and bike parking at major transit stops can increase the catchment area of the transit stop about ten-fold.22 Additional information on recommendations for active transportation integration at Pickering GO Station is provided in the Transportation Demand Management Strategy (Section 6.2). Network Amenities, Bike Parking and End-of-Trip Facilities Providing amenities such as benches, washrooms, bike racks, air pumps and drinking fountains along major active transportation routes increases the ease of access for pedestrians and cyclists. It is recommended the City undertake a cycling and trails amenities plan to identify existing locations and prepare a plan for future locations within the public right-of-way of major trail corridors. As noted in the Parking Management Strategy, the City of Pickering currently requires all new office, retail and residential buildings within their City Centre area to provide on-site bicycle parking. The City should explore expanding this requirement to include all high-density residential, commercial and major industrial buildings within their urban area. Moreover, the requirements for end-of-trip facilities such as showers and change 22 Victoria Transport Policy Institute, “Bike/Transit Integration” (2018). rooms enable employees and commuters to travel longer distances via walking and cycling. As noted in the TDM Strategy (refer to Section 6.2), the introduction of new TDM guidelines and/or checklist to encourage implementation of TDM measures in all new development projects could incorporate and include comprehensive end of trip facilities. Bike ‘N’ Fly If a new airport in north Pickering goes forward, the City should work with the federal government, Durham Region and other key stakeholders to help ensure that the airport is accessible to both pedestrians and cyclists. The airport would provide an opportunity to create a new active transportation hub, with connections west to Toronto and south towards Pickering’s urban centre. See also recommended actions under Transportation Demand Management and Parking Management for additional actions that are relevant to active transportation, such as: • Providing active transportation connections to bus stops and the Pickering GO station; • Exploring expanding bicycle parking requirements to include all high density residential, commercial and major industrial buildings within the urban area; and • Creating TDM guidelines and/or checklist to encourage implementation of TDM measures in all new development projects. Recommended Actions 13. Under the direction of the TDM/AT Coordinator, undertake a cycling and trails amenities plan to identify existing and future locations for amenities within the public right-of-way along major active transportation corridors. 14. Work with the federal government, Durham Region and other key stakeholders to ensure any new airport in Pickering is accessible to pedestrians and cyclists, including cycling-tourism supportive connections. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 4949 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 5050 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 5151 The City should support Metrolinx in the implementation of the GO Expansion and electrification program. The City should also advocate to Metrolinx and the Province for the extension of GO Rail service to Seaton, and support the provision of passenger rail service along the CPR Havelock subdivision. Additionally, the City should work with Durham Region to implement transit priority measures, including signal priority, on Regional roads with planned Priority Bus service as the service is introduced. To accommodate the anticipated demand resulting from the GO Expansion, a concerted effort should be made to increase the use of active modes to access the Pickering GO station, consistent with the recommendations of the Metrolinx GO Rail Station Access Plan. These efforts should include improving walk and cycle access to the Pickering GO station, and may also include collaboration with Metrolinx and other developers on the implementation of secure bicycle parking at the station and other major transit hubs. Currently, 63% of GO station patrons drive to and park at the station, and if current trends continue, parking demand will exceed available parking capacity. Together with increasing the use of active modes to access the Pickering GO station, land use and parking management plans should be prepared for the area around the station. Further discussion on transportation demand management opportunities at the Pickering GO station is provided in Section 6.2. Pickering can also support transit through planning for transit-supportive density and land uses along 6.0 Supporting Strategies 6.1 Access to Transit Transit plays a vital role in the overall transportation system. Transit services in Pickering are provided by two operators: Durham Region Transit (DRT) and Metrolinx (GO Transit). DRT was founded in 2006 when the local transit systems of Ajax/Pickering, Whitby, Oshawa and Clarington were transferred to the Region. DRT now operates over 50 bus routes serving all eight area municipalities in Durham. DRT is moving towards a grid network of higher-frequency transit routes including, in Pickering, rapid transit on Highway 2 (Kingston Road) and frequent routes on Whites Road, Brock Road, Bayly Street and Taunton Road. DRT reviews routes on a continual basis to respond to changing transit demands. GO Transit, a division of Metrolinx, operates the inter- regional rail and bus network that connects Pickering to the Greater Toronto and Hamilton Area (GTHA) and beyond. Metrolinx is currently undertaking business case work, in partnership with local authorities, to expand the DRT PULSE 900 service along Kingston Road to a full-scale bus rapid transit (BRT) system with dedicated bus lanes that connect Scarborough Centre to downtown Oshawa. Another major initiative is the GO Expansion and electrification on the Lakeshore East line that will provide Pickering with 15-minute, two-way all-day rail service. In addition, the Metrolinx RTP identifies several priority bus corridors in Pickering. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 5252 major transit corridors, in the City Centre, around the Pickering GO Station, and in the Kingston Road Corridor and Specialty Retailing Node Intensification Plan area, reducing ‘last mile’ distances for transit riders. Accessible sidewalk connections to transit stops and safe crossing opportunities are also important components of the transit network. Prioritizing the infill of sidewalk gaps on transit corridors further removes barriers to accessing transit. 6.2 Transportation Demand Management 6.2.1 Background Transportation Demand Management (TDM) is a suite of policies, programs, services and initiatives that aim to reduce travel demand by single-occupant vehicles by influencing how, how much, when, where, and why people travel. TDM is an effective tool to defer capital investments in new infrastructure by maximizing the use of existing transportation facilities and services. TDM can also reduce greenhouse gas emissions and encourage active lifestyles by promoting sustainable transportation modes. Collectively, TDM aims to influence travel by: • Providing travel choices and options; • Providing incentives to take transit, cycle, walk, or carpool to commute to work or school; • Providing information to educate commuters on their travel options (e.g., wayfinding, maps, real time information); • Providing regulations aimed at limiting single- occupant car trips (e.g., parking regulations, land use policies, congestion pricing); • Eliminating the need to make some trips (e.g., telecommuting, virtual meetings); and • Providing active or transit-based alternatives to single-occupant car trips. TDM initiatives have many economic, social, environmental, and health benefits that can benefit both the City of Pickering and residents. TDM allows the City to make more efficient use of its transportation infrastructure when trips are distributed among different modes, spread out outside of the peak periods or, in some cases, not made at all. Residents benefit by saving money on vehicle operating costs and those who use active modes can realise health benefits that cannot be achieved on an auto commute. The recommended TDM policies and programs in Pickering will complement the policies and programs already in place at the Regional level. The 2017 Durham Region Transportation Master Plan included various strategies that apply to the entire region, including strategies aimed at improving travel choices and integrating land use and transportation. For more information see the Transportation Demand Management Background Paper. What does Pickering do now? Through the Official Plan, the City of Pickering has identified the need to manage travel demand and optimize existing infrastructure by promoting and supporting initiatives like ride share, bus priority and HOV lanes. The City of Pickering also takes part as one of the employers in the Smart Commute Durham program providing opportunities for City employees to participate in workplace TDM initiatives. 6.2.2 TDM Initiatives for Pickering The recommended TDM strategy aims to build a robust program for the City of Pickering and capitalize on opportunities to reduce single-occupant vehicular travel Recommended Actions 15. Plan for higher-density and transit-supportive land uses within the City Centre, Kingston Road Corridor and Specialty Retailing Node, around the Pickering GO station, and in other areas well-served by transit. 16.Prioritize infill of sidewalk gaps and safe crossing opportunities on transit corridors. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 5353 Transportation Demand Management Transport Canada’s Transportation Demand Management for Canadian Communities describes three key dimensions of sustainability that municipalities pursue when implementing TDM policies and programs: • Quality of Life: Sustainable transportation systems reduce travel delays that affect families and increase costs to business. They increase physical activity levels and reduce the health impacts of air pollution. They improve safety by shifting travel from cars to transit, reducing travellers’ risk of being involved in a collision. They increase opportunities for all people to participate in educational, recreational and social activities without the need to use a car. • Environmental Health: Sustainable transportation systems have lower emissions of greenhouse gases and smog-causing air pollutants, and help reduce intrusion into natural areas by urban development. • Economic Growth: Sustainable transportation systems have lower long-term costs, including the costs of transportation infrastructure (e.g. new and wider roads), transportation operations (e.g. vehicle fuel, repair, insurance) and their health impacts (e.g. hospital care for collision victims and asthma patients). Car travel is expensive both for citizens and governments. Shifting travel demand from cars to more sustainable modes frees up public and private resources to invest in other priorities. in the city. Further information and the TDM opportunities and initiatives for Pickering are provided in Background Report F – Transportation Demand Management. The four key TDM opportunities for Pickering are: Pickering GO Station Access The Pickering GO Station attracts approximately 3,000 trips every weekday and is forecasted to increase to over 8,000 daily trips by 2031 with the planned GO Expansion. With 3,560 vehicular parking spaces and no plans for further parking expansion,23 an increase the non-auto mode share to the GO station will be essential. Currently, over 63% of GO train patrons drive and park at Pickering GO station, but this will not be sustainable with growing GO transit ridership. A well-developed cycling network in and around the Pickering GO station area is key to supporting the “first and last mile” for transit riders within a short trip from the station. Secure bike parking, air pumps, drinking fountains are practical amenities that can be added to the station area increase the appeal of walking or cycling to access the train. 23 GO Station Access Plan (2016). Promotion of available transit connections and the co-fare discount will raise awareness of the ease of access and potential cost-savings of taking transit to the station. At this time parking at the GO station is free, but Metrolinx has acknowledged that continuing to build free parking to accommodate demand is not financially or environmentally sustainable in the long term. Paid parking at the GO station is an option to manage demand and encourage alternative access to the station. However, this must be done in a manner that does not shift demand away from transit entirely nor result in an overflow of parking on residential streets or parking lots for other businesses in the area. TDM Guidelines for New Developments City of Pickering Transportation staff currently review development applications but do not provide any comments from a TDM perspective. As Pickering intensifies, new development present an excellent opportunity to incorporate TDM measures at the planning and design stage of new communities that encourage IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 5454 the use of active transportation, transit, and carpooling. Potential TDM measures in new developments include incorporating design features such as bicycle parking, shared and/or reduced vehicular parking, and active transportation connections to and from the site, as well as incentives to encourage transit and active transportation. With increasing population density anticipated for the City Centre and Kingston Road Corridor and Specialty Retailing Node Intensification Plan areas in particular, TDM can play an important part in supporting high active and sustainable mode shares. Building upon the direction of the City’s OP (policy 11.25) that “City Council shall require, in support of draft plans of subdivision, an assessment of intersection and road capacity/level of service which shall be undertaken for the neighbourhood within which the draft plan is situated and which shall address travel demand sensitivity and demonstrate that the capacity of the transportation network and community design objectives of this Plan will be achieved”, the City of Pickering should establish a development review process that integrates TDM requirements into development approvals. A TDM guideline and/or checklist should be developed to provide guidance on TDM measures that should be considered at all new development projects along with incentives, such as reduced parking requirements, to encourage implementation. The TDM guidelines can be incorporated into the City’s draft plan of subdivision or site plan application process. Once developed, a new policy to make the use of the guidelines mandatory can be adopted in the Official Plan. School Travel Programs School trips are an important target for TDM initiatives. School trips represent nearly 20% of all morning peak trips in Pickering and many are short trips that are well suited to active modes: 55% of all school trips are 2 km or less. Although more than 30% of school trips are made by school bus and 20% are made by walking or cycling, about one in three school trips is made by car. Not only do school trips represent a substantial share of morning peak period trips, schools are located throughout the city and high automobile mode shares (including drop-offs and pick-ups) impact many city streets. Durham Region, in partnership with Green Communities Canada, supports and promotes school travel planning services through the Ontario Active School Travel program. School travel planning is an action planning process enabling school communities to identify barriers students face when travelling by active modes. School travel planning means collaborating with the school IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 5555 end-of-trip facilities (e.g. showers, lockers, etc.), and preferred carpool parking spaces. 6.3 Parking Management 6.3.1 Background The provision and management of off-street parking and on-street parking through policies, bylaws and enforcement can define the urban landscape of a city and influence the travel behaviour of its residents. Parking is abundant across Pickering including the City Centre. Parking supply is primarily provided by private development through on-site surface parking areas for individual uses, be it an office building, a commercial site, or a single-family residence. The City provides public parking at only a few locations in Pickering – at all City- owned facilities (i.e. community centres, City Hall), marked on-street parking spaces on a few streets, and at one municipally-owned, standalone parking lot. As Pickering evolves, the parking management strategy must evolve along with it. The ITMP’s proposed parking management strategy accommodates current and anticipated parking demands while supporting Pickering’s city-building objectives, encompassing on-street and off- street public parking, paid parking, parking req-uirements boards, public health officials, parents, educators, children, municipal staff, and elected officials, to increase the number of students using active transportation modes to and from school. Educating elementary, high school, and post-secondary students on the benefits of active travel is a strategy that can create lasting behavioural change. By encouraging students to choose a sustainable mode to get to school, congestion in school zones is reduced, making it safer for all students. School travel programs are an opportunity to engage with students, as well as parents, teachers, and staff. Workplace Programs Workplace TDM programs encourage employees at participating organizations to walk, cycle, take transit, and carpool to and from work. Currently, workplace TDM programs in Durham Region are managed by Smart Commute Durham, part of the Smart Commute program managed by Metrolinx across the GTHA. As of July 2019, Metrolinx is no longer funding the Smart Commute program and there is some uncertainty during this transition period. Durham Region has expressed their commitment to TDM programming and funding of workplace initiatives. With forecasted employment growth in Pickering, there is an opportunity to increase the reach of workplace TDM programming. The City of Pickering can support workplace TDM programs by identifying and encouraging organizations in Pickering, primarily along the DRT PULSE 900 (Kingston Road) route and in proximity to the GO station to participate. The City of Pickering itself is a “Gold” Smart Commute organization and won the Employer of the Year award in 2012. The City can lead by example and continue to showcase its efforts to other organizations in Pickering, demonstrate the value of investing resources into a TDM workplace program, and show how to successfully implement a workplace program. A marketing campaign amongst City staff to encourage active and sustainable modes of travel to/from work and for business travel can highlight preferred transit routes to access City Hall and other Pickering facilities, availability of bike parking and Recommended Actions - Action #11 identified hiring a Transportation Demand Management/Active Transportation Coordinator to oversee the TDM programs and policies as well as the delivery of the cycling network. 17. Work with Metrolinx and Durham Region to promote sustainable access modes to Pickering GO station by improving active transportation connections and amenities, and promoting transit services. 18. Work with Durham Region, Durham District School Board, and Durham Catholic District School Board to launch school travel planning at more schools in Pickering to promote active travel and transit modes to school. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 5656 in new developments, and parking policies. What does Pickering do now? The Official Plan identifies the need for a comprehensive parking strategy that considers reduced parking requirements where transit options are available. Official Plan policy 12.10I for City Centre Parking further states that that consideration shall be given to reducing the number of parking spaces required where bicycle parking facilities or other transportation demand management measures are provided. The Downtown Pickering study recommended policies to limit surface parking and locate parking in a manner that promotes pedestrian-oriented design in the City Centre. Existing Parking Supply On-street parking within the road right-of-way can be divided into two distinct types. First, there are several areas with marked parking spaces that are generally intended to support adjacent commercial area or other land uses. Second, on-street parking is permitted on all municipal roads where not prohibited by signage. This typically fulfills a short-term parking function for adjacent land uses. Marked on-street parking can be found at the following locations: • Liverpool Road south of Commerce Street (landscaped parking bays south of Wharf Street); • St. Martins Drive south of Bayly Street (parking bay in front of live-work units); • Pickering Parkway west of Glenanna Road (painted parking spaces on the north side); and • Glenanna Road between Pickering Parkway and The Esplanade South (painted parking spaces on both sides). The City also owns parking lots that serve municipal facilities such as community centres, recreation centres, public libraries and civic complex. Generally, these lots are intended for use by visitors to the adjacent site rather than general public parking for the greater area. The single City of Pickering parking lot that is open to general public parking is located at 505 Liverpool Road and serves visitors to the waterfront parks, Millennium Square, businesses along Liverpool Road, and the marina. All municipally-owned parking lots are free. Metrolinx provides over 3,500 parking spaces at Pickering GO Station in two parking structures and two surface parking lots. Additionally, a 339-space park-and- ride/carpool lot is located at Brock Road south of the Highway 407 interchange for GO bus users and general carpool parking. The vast majority of the parking supply in Pickering is on-site surface parking on private property. As development has occurred, each development site was required through the applicable zoning by-law to provide off-street parking to accommodate the users of the site (e.g. residents, visitors, employees, customers, etc.). The number of parking spaces required is dependent on the type of land use and size of development. Large off- street parking lots have been built to support the retail commercial areas along Kingston Road and the major office buildings in various business parks. Similarly, single family homes and townhomes are typically built with garages and/or driveways to supply parking for residents/ tenants. Future Parking Supply With the development of Highway 407 through Pickering, and the forthcoming 407 Transitway, the city’s parking supply is expected to grow. In addition to the existing Brock Road park-and-ride/carpool lot at Highway 407 and Brock Road, similar lots are planned along Highway 407 at Whites Road, Westney Road, and Salem Road. These facilities may be phased in prior to the completion of the 407 Transitway, serving commuters carpooling via Highway 407. When the 407 Transitway is completed and service is introduced, the facilities will also support park- and-ride. An additional park-and-ride facility is expected at the planned Seaton GO station, to be located near Brock Road and Taunton Road. This facility would serve commuters in the Seaton and Duffin Heights areas. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 5757 24 See Section 3.5.1 for more information regarding future population and employment for City of Pickering. 25 More information on the Comprehensive Zoning By-law Review is available here: https://www.pickering.ca/en/city-hall/comprehensive- zoning-by-law-review.aspx As further parking supply is added in Pickering, it will be important to consider how parking facilities are structured and what additional amenities are provided. The majority of existing parking facilities in Pickering are in the form of surface lots and above-ground parking structures. Future parking facilities may come in these forms, but they may also take the form of underground lots/structures. Further, with the growing prevalence of electric vehicles (EVs), the provision of vehicle charging infrastructure will become increasingly important. While some EV charging stations are already provided in Pickering (such as Tesla Superchargers in the Pickering SmartCentres retail complex), they are predominantly located in privately- owned parking facilities. Future Parking Demand/Planning Context As the City of Pickering continues to grow so too will the demand for parking. The targets of the Provincial Growth Plan for Pickering, and particularly the City Centre, will significantly increase population and employment density. While parking demand will increase with growth, a successful ITMP will mean that parking demand increases at a slower rate as walking, cycling and transit become real, viable options as alternatives to driving. The following findings are anticipated to have impacts on future parking demand: • As population and employment increases, parking demand is also projected to increase concurrently. Population is projected to grow from approximately 95,000 in 2016 to 190,000 by 2031. Additionally, employment is projected to grow from 34,800 to 77,000 within the same period;24 • Personal vehicle ownership has increased at a faster rate than population between 1996 and 2016. However, the use of active modes such as walking and cycling is on the rise by those under the age of 30. In other words, the rate at which personal vehicle ownership has historically increased is anticipated to decline in the future. With a decrease in vehicle ownership, parking demand is anticipated to be managed; and • Personal vehicles has remained the mode of choice for the majority of trips originating from Pickering. However, transit has gained popularity between 1996 and 2016. Given the focus on alternative modes of transportation in Pickering planning documents, the use of alternative modes is anticipated to increase while use of personal vehicles is anticipated to decrease. As personal vehicle mode share decreases, parking demand is also anticipated to be managed. How parking supply is provided and managed will influence how developable lands are used and the intensity of uses. Seaton Urban Area and the City Centre have relatively recent zoning by-laws that outline the parking space requirements that reflect the intensity of new development and vision for a multi-modal transportation system. 6.3.2 Recommendations The parking management strategy aims to address issues related to public parking, both on-street and off-street, in a cohesive program that is aligned with the City’s vision. The parking management recommendations of the ITMP focus on actions to manage parking supply. Further information and the TDM opportunities and initiatives for Pickering are provided in Background Report G – Parking Management Strategy. Actions to influence behaviours and manage parking demand are presented under transportation demand management in Section 6.2. The City of Pickering is also currently undertaking a Comprehensive Zoning By-law Review that will include a review of the City’s zoning related parking policies.25 Update Parking Space Requirements The City’s Zoning By-laws set minimum requirements for parking spaces that must be provided for new development or redevelopment. The minimum number of spaces required varies with the type of use (i.e. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 5858 residential, retail, etc.) There are six general zoning by- laws that apply to different areas of Pickering. Four of the City’s general zoning by-laws were set in the 1960s and 1970s and two zoning by-laws are more recent – one for the Seaton Urban Area (in 2014) and one for the Pickering City Centre (in 2017). The newer zoning by-laws generally require less parking, reflecting the City’s vision for urban development that is less automobile-oriented. The City Centre zoning by-law is the only one that includes bicycle parking space requirements for residential (apartment dwelling, stacked dwelling, long-term care facility and retirement home) and non- residential uses. From a parking requirement perspective, the existing by-laws are not consistent in recognizing the differences in parking need for single-family units versus apartment units or for eating establishments versus general commercial uses. The current by-laws also state parking requirements by a mix of area measurements (floor area, gross floor area or gross leasable floor area). Parking requirements from parking demand surveys, current practice in Pickering through approved by-law amendments and examples from other municipalities are a starting point in updating the parking space requirements to address current needs in parking demand, new land uses and vehicle ownership models, and to have more consistent requirements across Pickering.26 Additional considerations for updated parking space requirements include: • Parking requirement reductions for developments that provide carshare vehicles as part of the on-site parking supply; • Parking requirement reductions for developments that provide long-term bicycling parking; and • Parking requirement reductions for large office employment developments that install showers and change facilities. Pickering’s off-street accessible parking requirements are consistent with the Accessibility for Ontarians with Disabilities Act (AODA). For on-street parking, the AODA does not specify accessible parking requirements. Section 80.39 of the Act suggests municipalities consult with their Accessibility Advisory Committee to establish the number and locations of on-street accessible spaces. Reduce Parking Supply Strategies that could help reduce parking requirements and the oversupply of parking in not just the City Centre but across Pickering are presented below. These strategies are not anticipated to require significant additional staffing resources as most of these factors are intended to be considered during the development application process (which City of Pickering staff already perform). Cash-in-lieu of parking Currently, all private developments are required to provide sufficient parking supply on-site to meet expected parking demand. However, as density increases with projected growth, developers in certain parts of the City, such as the City Centre where land is anticipated to become less available and more expensive, may experience difficulty in meeting the zoning by-law parking requirements. A municipal parking system operating as a shared resource serving multiple City Centre developments could be one approach to meet the area’s parking needs. The availability of funds necessary to operate, maintain, and improve the existing parking system is a key challenge faced by many municipalities. One strategy for generating funds to support public parking is cash-in- lieu of parking. Cash-in-lieu of parking allows developers to pay cash as an alternative to providing the minimum number of parking spaces required by the Zoning By- Recommended Actions 19. Update parking space requirements to identify a reduced parking rate for developments in proximity to higher-order transit and requiring minimum bike parking standards. 26 The Comprehensive Zoning By-Law Review includes a Discussion Paper on parking, active transportation, and loading related by-law considerations, including parking space requirements. It is available here: https://www.pickering.ca/en/city-hall/resources/ZBR /Draft-DP-7_ Accessible.pdf IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 5959 Shared parking encourages more efficient use of the parking supply. Pickering currently has a shared parking formula for the City Centre, but shared parking can be beneficial in all areas of Pickering wherever there is potential for a mix of land uses within close proximity. TDM Initiatives As discussed in Section 6.2, TDM initiatives are used by municipalities to influence travel behaviour. This improves transportation system efficiency and helps manage parking demand by decreasing the volume of single- occupancy vehicles on roads and in parking lots. These initiatives take many forms, including policies, programs, services, and products to influence why, when, where, and how people travel. Paid Parking Many municipalities provide and manage public parking to law. The collected funds are placed in the parking reserve fund, which are normally used for the acquisition, improvement, and construction of municipally owned parking facilities. The City Centre could be ideal for a cash-in-lieu policy. The City of Pickering should consider using cash-in-lieu to develop a municipal parking system in the City Centre to support the parking needs of future development. If a policy is adopted, the City should set the cash-in-lieu of parking rate equal to 50% of the cost required to construct parking based on local factors. Shared Parking Shared parking involves the use of one parking facility by a mix of land uses, taking advantage of different parking demands by time of day or day of week to reduce the total number of parking spaces required. Shared parking ensures that parking spaces are not designated for any particular use, but operate as a pooled parking resource. This strategy can be considered on a “micro” scale within a single development, or on a “macro” scale between several developments. The biggest benefits are realized with mixed-use developments, where uses have different peak demand times. For example, a restaurant with peak parking demands in the evening and an office with peak parking demands in the midday can share a parking facility with fewer total parking spaces than would otherwise be required for two separate parking facilities to accommodate the individual peak parking demands. Recommended Actions 20. Consider a cash-in-lieu of parking program in the City Centre to generate funds to provide off-street public parking in the City Centre. 21. Expand shared parking concept city-wide wherever an appropriate mix of land uses can share parking resources. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 6060 streets and is not recommended at this time. Residential On-Street Parking Program In denser residential neighbourhoods where on-site parking is limited but car ownership remains high, such as Duffin Heights or other established neighbourhoods, a residential on-street parking permit program can help meet the parking needs of local residents. This program would allow residents within an approved zone to purchase on-street parking permits which grants them exemptions to certain parking by-laws allowing them to parking their vehicles on-street for extended periods of time or overnight. For Pickering, a residential on-street parking program can supplement and support the City’s goal of reduce reliance on the automobile. As discussed, reducing parking requirements in the zoning by-laws is one mechanism to discourage vehicle use and lower parking demand. However, while new developments with lower parking supply are being built now, the supporting transit service and pedestrian and cycling networks may not yet provide a practical service level for households to forego owning multiple vehicles. A residential on-street parking program would allow the City to manage a “flexible” supply of on-street parking. In the short to medium term, a number of parking permits can be issued as residents transition to becoming less reliant on driving and car ownership. In the longer-term, when frequent transit or rapid transit services are in place and the active transportation network is connected and continuous, then fewer permits can be issued. An on-street parking program will require coordination with the City’s road operations and maintenance requirements, particularly during winter maintenance activities. Other municipalities with residential on-street support businesses in their downtowns or other defined areas. For municipalities similar in size to City of Pickering, public parking is typically managed by municipal staff rather than a parking authority. There is a mix of free or paid parking practice in other municipalities similar to Pickering. Municipalities that choose to charge fees for public parking typically have defined downtown areas with lively ‘main streets’ that include shopping, restaurants, and other destinations such as civic buildings but limited space for private off- street parking. In Pickering, the two areas with the greatest potential for paid parking are the City Centre and Liverpool Road waterfront areas. In the City Centre, the current land uses and availability of free parking make it difficult to implement paid parking on-street and at municipal lots. However, as redevelopment occurs, the City should look for opportunities to consolidate off-street parking supply and, as retail uses develop at street-level, charge fees for on-street parking. In the Liverpool Road waterfront area, there is a high demand for public parking, both on-street and in the municipal lot for visitors to the waterfront, parks and commercial establishments. However, implementing paid parking could divert parking to the surrounding residential Recommended Actions 22. As the City Centre develops and intensifies, explore opportunities to consolidate off-street parking supply and, as retail uses develop at street-level, charge fees for on-street parking and at municipal lots. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 6161 parking programs manage this in various ways – having designated snow routes or notifications of temporary permit restrictions – to allow for necessary maintenance activities. On-street parking should also be planned into future developments with winter maintenance needs in mind. An on-street program will also require policies and procedures relating to visitor or temporary on-street parking needs. 6.4 Access Management 6.4.1 Background Access management is the process of managing the interactions of driveway entrances and side street intersections in the road network, primarily the arterial road network. Access management serves an important role in traffic operations and road user safety. A consistent and predictable distribution of access points that reflects the role and function of a roadway can help to reduce traffic friction and conflicts that contribute to delay and collisions. Access management is related to road classification, where the level of access helps define the role and function of a particular roadway. Higher-order roads such as major arterials have access restrictions, whereas lower-order roads such as collectors or local roads are intended to provide access to individual properties. What does Pickering do now? The City’s Official Plan identifies, at a high level, the intended level of access for each road category but without specific minimum guidelines. The Pickering City Centre Urban Design Guidelines speak to a desire for a finer-grained road network in Recommended Actions 23. Explore a paid on-street residential parking program to manage parking demand in the shorter- term while working towards the goal of reducing overall parking supply and encouraging more sustainable modes of travel in the longer-term. the City Centre to balance the road functions of moving traffic and providing access to urban developments. The guidelines also encourage driveways to individual businesses be consolidated or relocated to rear lanes. The Kingston Road Corridor and Specialty Retailing Node Intensification Plan & Draft Urban Design Guidelines also advocate for these changes to access management in the city. 6.4.2 Recommendations The City of Pickering practice for access management on arterial roads follows the guidance provided in the Region’s Arterial Corridor Guidelines which applies to both urban and rural contexts. Where new development proposes a new access on a Regional arterial road, approval from the Region is required. For plans of subdivision, the City of Pickering is the approval authority. Where proposed roads intersect Regional roads, Durham Region provides approval to the City to ensure consistency with Regional goals and policies. Where proposed roads cross provincial highways or freeways, or where new intersections or interchanges with provincial highways or freeways are proposed, MTO approval is required. Without a formal access management guideline for intersection spacing and driveway spacing, the City’s practice for access management is to follow the guidance provided in the Region’s Arterial Corridor Guidelines for Regional roads and other design manuals for City roads, including the Transportation Association of Canada’s Geometric Design Guide, on a case-by-case basis. The ITMP recommends developing a formalized, Pickering-specific set of access management guidelines that can serve to improve the consistency of managing property access through the City. These guidelines should apply to not only arterial roads, but also to collector roads and local roads. These guidelines would help to rationalize the number and location of access connections in a way that is consistent with the Region’s policy on arterial roads, but also provide further guidance for application on Pickering road types that are not specifically covered by the Region’s guidelines. These proposed guidelines are detailed in Background Report H – Access Management. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 6262 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 6363 network to 2031 is $142.0 million for road capacity projects and $24.2 million for cycling network projects as summarized in Exhibit 7.1. Combined, this reflects an average annual investment of $15.1 million. In addition, the City will need to fund on-going road operations and maintenance work to renew and maintain the existing and proposed transportation network. The timing for these capital investments will be refined through on-going monitoring of transportation system performance, land development and the annual capital budget process. 7.2.2 Funding Sources Internal funding sources for the City’s road capital program include property taxes and development charges. External funding sources include provincial and federal grants and transfers. Internal Funding Sources Property taxes are the City of Pickering’s main source of revenue to fund day-to-day services and programs such as fire services, recreation programs, parks, libraries, road maintenance, and stormwater management. 7.0 Achieving the Plan A comprehensive implementation, funding, and monitoring plan is an essential component of the ITMP to provide guidance for the City of Pickering and its partners in implementing the ITMP. 7.1 Implementation and Phasing To implement the ITMP, the implementation plan must reflect the vision of the ITMP and address opportunities to meet the transportation needs of Pickering’s residents today and in the future. Consistent with the Durham Region TMP, implications for service level standards, operating and maintenance practices, and life cycle costs are considered when planning for and implementing these infrastructure investments. The network recommendations of the ITMP build upon system elements that are outside the jurisdiction of Pickering. These include continued expansion and investment by Metrolinx in the GO Transit system, by the Region in the regional road network and transit system, and by the Ministry of Transportation in Highway 401 and Highway 407 expansions. The recommended timeframe for actions to be undertaken has been organized into three timeframes: short term (2021 to 2024); medium term (2025 to 2031); and long term (2031 and beyond). The recommended ITMP road capital projects by phase are presented in Appendix A. 7.2 Capital Costs 7.2.1 Capital Investment The estimated capital investment for the recommended Recommended Actions 24. Subject to the City of Pickering’s annual capital budget process, invest in the recommended transportation infrastructure projects to accommodate travel demand growth. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 6464 Short-Term (2021-2024) Medium-Term (2025-2031) Total (by 2031) Long-Term (Beyond 2031)Total Roads – Expansion Projectsa,b $65.9 $76.1 $142.0 $44.3 186.3 Cycling and Trails – Expansion Projects $1.8 $5.8 $7.6 $15.3 $22.9 Regional Cycling Plan Projectsc $8.3 $8.3 $16.6 n/a $16.6 TOTAL $76.0 $90.2 $166.2 $59.6 $225.8 Development charges are fees charged to new development to fund new capital infrastructure required as a result of growth. Development charges are governed by the Development Charges Act, 1997. In June 2019, the Province proposed changes to the Development Charges Act and Planning Act that will have implications on the municipal services that can be funded through development charges and how and when these charges are to be collected. Transportation-related services continue to be eligible for development charge funding. External Funding Sources The Province distributes a portion of the Ontario Gas Tax revenue to municipalities primarily to support public transit investments. In Pickering, Durham Region operates public transit and gas tax revenue are typically paid to the Region. Other opportunities for a share of provincial gas tax revenues or grants should be continually explored. The Federal Government administers a similar Gas Tax Fund that can be used by municipalities to fund 18 categories of infrastructure projects, including projects under the following categories: public transit, local roads and bridges (including active transportation infrastructure), and highways. The involvement of other levels of government in the funding of municipal transportation projects is crucial to the City of Pickering. 7.3 Monitoring and Plan Updates The ITMP is a living document that must be regularly reviewed to ensure it continues to meet the transportation needs of Pickering. Changing community expectations, growth patterns, and development pressures can necessitate a review of the ITMP, as would changes in the expected timing of major infrastructure outside Pickering’s jurisdiction. The Municipal Class Environmental Assessment process recommends that master plans be reviewed every five years to determine the need for a detailed formal review and/or update. Monitoring the progress of the ITMP will guide continued implementation and future updates by determining what projects have been completed, where and how the City has grown and how travel behaviour has changed. Exhibit 7.2 presents a range of indicators to measure the effectiveness of the ITMP. Exhibit 7.1: Estimated Capital Costs by Phase (millions) a. Includes cost of cycling infrastructure if identified in cycling network. b. Includes an estimated $23 million for the widening of Church Street and new Highway 401 interchange at Church Street in the medium term that are not under the City’s jurisdiction, but are still recommended for long-term implementation. c. City’s share of costs for Regional Cycling Plan projects – subject to change. Recommended Actions 25. Explore provincial and federal government grant funding opportunities to obtain sustainable, dedicated funding sources for financing transportation infrastructure and services. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 6565 Exhibit 7.2: ITMP Monitoring Indicators Indicator Data Source Schedule Long-term Road Network – percent Complete Capital Program Annual Long-term Cycling Network – Percent Complete Capital Program Annual Number of Accessible Intersections Capital Program Annual Reduction in Sidewalk Gaps Capital Program Annual Transit Ridership DRT, GO Transit Annual Cyclist and Pedestrian Volumes at Key Network Locations Count program Annual Sustainable Mode Share for Trips to Work Transportation Tomorrow Survey / Census Journey to Work data Every 5 years Sustainable Mode Share for Trips to School Transportation Tomorrow Survey Every 5 years Sustainable Mode Share for Short Trips (<2 km)Transportation Tomorrow Survey Every 5 years Sustainable Mode Share for Key Growth Areas (e.g., City Centre and Kingston Road corridor)Transportation Tomorrow Survey Every 5 years Recommended Actions 26.Support data collection initiatives that assist in the monitoring of transportation conditions and needs, including traffic counts, cyclist counts, pedestrian counts, ridership counts and travel surveys. 27.Review the Integrated Transportation Master Plan every five years following Environmental Assessment guidelines, or as needed, to determine the need for a detailed review and update. 28.Implement the Integrated Transportation Master Plan through future amendments or updates to the Official Plan. The monitoring process will rely on observed data measured against performance indicators set for the ITMP. Monitoring of some indicators may be done annually or timed with Census and travel survey updates. Data sources include the City’s annual capital program, traffic count program, the Transportation Tomorrow Survey and Census. The following actions are recommended to support monitoring and tracking the performance of the ITMP: IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 6666 Action Summary The following is a summary of the recommended actions of the ITMP. The phasing indicates when the action should be started. Recommended Actions Phasing Short-Term (2021-2024) Medium-Term (2025-2031) Long-Term (Beyond 2031) Roads A Complete Streets Approach 1. Develop a Complete Streets Policy for Council approval following the guiding principles and the identified planning, design and operations and maintenance recommendations. D 2. Identify internal stakeholders representing the City Development, Engineering Services, and Public Works departments to champion the complete streets approach and incorporate it into respective policies, processes and procedures. D 3. Routinely incorporate the needs of all road users, including pedestrians, cyclists, transit, drivers and goods movement as part of the planning, design, operations and maintenance of road infrastructure. DD D Long-Term Road Network 4. Construct and maintain the Long-term Road network, protecting future corridors for implementation with corresponding growth.DD D 5. Work with City of Toronto and Parks Canada to maintain the Twyn Rivers Drive connection between City of Pickering and City of Toronto. DD D 6. Work with the Ministry of Transportation, Durham Region, Town of Ajax and Pickering Developments (Durham Live developer) to explore opportunities for Highway 401 interchange at Church Street and the widening of Church Street from Highway 401 to Bayly Street. D IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 6767 Recommended Actions (continued) Phasing (continued) Short-Term (2020-2024) Medium-Term (2025-2031) Long-Term (Beyond 2031) Goods Movement 7. Add the following roads as local goods movement connections in Pickering: • Whites Road (Taunton Road to Bayly Street); • Future Whites Road (Highway 7 to Taunton Road); • Bayly Street (Whites Road to Brock Road); • Brock Road (Bayly Street to Montgomery Park Road); • Squires Beach Road (Pickering Parkway to McKay Road); and • Sandy Beach Road (Bayly Street to Montgomery Park Road). DD Active Transportation Long-Term Road Network 8.Routinely incorporate active transportation infrastructure into capital projects.DD D 9. Upgrade the existing network, including upgrading existing cycling facilities to meet current standards and undertaking a safety and design review of existing multi-use trails.DD 10. Adopt the Long-term Cycling Network as the guiding vision for developing a connected cycling network in Pickering, working collaboratively with major partners and stakeholders. Develop a program to infill higher-priority network gaps in the short to medium term. DD D Building Community Support 11. Hire a Transportation Demand Management/Active Transportation (TDM/AT) Coordinator to oversee the delivery of the active transportation network, including the cycling network, and supporting programs. D 12. Under the direction of the TDM/AT Coordinator, undertake an active transportation wayfinding study and pilot project, focused on key trails and cycling corridors.DD Creating Walk- and Bike-Friendly Destinations 13. Under the direction of the TDM/AT Coordinator, undertake a cycling and trails amenities plan to identify existing and future locations for amenities within the public right-of-way along major active transportation corridors. DD IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 6868 Recommended Actions (continued) Phasing (continued) Short-Term (2020-2024) Medium-Term (2025-2031) Long-Term (Beyond 2031) 14. Work with the federal government, Durham Region and other key stakeholders to ensure any new airport in Pickering is accessible to pedestrians and cyclists, including cycling-tourism supportive connections. DD Supporting Transportation Strategies Access to Transit 15. Plan for higher-density and transit-supportive land uses within the City Centre, Kingston Road Corridor and Specialty Retailing Node, around the Pickering GO station, and in other areas well-served by transit. DD D 16.Prioritize infill of sidewalk gaps and safe crossing opportunities on transit corridors.DD D Travel Demand Management 17. Work with Metrolinx and Durham Region to promote sustainable access modes to Pickering GO station by improving active transportation connections and amenities, and promoting transit services. DD D 18. Work with Durham Region, Durham District School Board, and Durham Catholic District School Board to launch school travel planning at more schools in Pickering to promote active travel and transit modes to school. DD D Parking Management 19. Update parking space requirements to identify a reduced parking rate for developments in proximity to higher-order transit and requiring minimum bike parking standards.D 20. Consider a cash-in-lieu of parking program in the City Centre to generate funds to provide off-street public parking in the City Centre.DD 21.Expand shared parking concept city-wide wherever an appropriate mix of land uses can share parking resources.DD D 22. As the City Centre develops and intensifies, explore opportunities to consolidate off-street parking supply and, as retail uses develop at street-level, charge fees for on- street parking and at municipal lots. DD D 23. Explore a paid on-street residential parking program to manage parking demand in the shorter-term while working towards the goal of reducing overall parking supply and encouraging more sustainable modes of travel in the longer-term. D IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 6969 Recommended Actions (continued) Phasing (continued) Short-Term (2020-2024) Medium-Term (2025-2031) Long-Term (Beyond 2031) Achieving the Plan 24. Subject to the City of Pickering’s annual capital budget process, invest in the recommended transportation infrastructure projects to accommodate travel demand growth. DD D 25. Explore provincial and federal government grant funding opportunities to obtain sustainable, dedicated funding sources for financing transportation infrastructure and services. DD D 26. Support data collection initiatives that assist in the monitoring of transportation conditions and needs, including traffic counts, cyclist counts, pedestrian counts, ridership counts and travel surveys. DD D 27. Review the Integrated Transportation Master Plan, every five years following Environmental Assessment guidelines, or as needed, to determine the need for a detailed review and update. DD 28.Implement the Integrated Transportation Master Plan through future amendments or updates to the Official Plan.DD IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 7070 Acronym Definition AODA Accessibility for Ontarian with Disabilities Act AT Active Transportation BRT Bus Rapid Transit CAV Connected and Autonomous Vehicles DRT Durham Region Transit DRTPM Durham Region Transportation Planning Model EA Environmental Assessment GTHA Greater Toronto and Hamilton Area HOV High-Occupancy Vehicle ITMP Integrated Transportation Master Plan LOS Level of Service OP Official Plan PIC Public Information Centre TDM Transportation Demand Management TTS Transportation Tomorrow Survey Glossary IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 7171 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 7272 IBI GROUP |CITY OF PICKERING INTEGRATED TTRARNSPOORTRTATAIOONN MAMASTSTERER PPLALANN 772772772727227727272727272727227227222227777772727272777272722727272727277777222772772777227222772727722 Road Network Phasing and Costs Appendix A: IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 73 ID Corridor Limits Project Length Timing ITMP Cost Estimate Remarks 1 City Centre N-S Type C arterial Kingston Road to Bayly Street New 2-lane Type C arterial with 4-lane crossing of Highway 401 1.50 2025-2031 $ 34,260,000 2 City Centre E-W Collector (Plummer) Plummer Street to Alliance Road New 2-lane collector road 0.38 2021-2024 $ 1,310,000 3 Notion Road-Squires Beach, new 401 crossing Kingston Road to Bayly Street New 2-lane Type C arterial with 4-lane crossing of Highway 401 2.00 2021-2024 $ 54,610,000 Draft construction cost for overpass and roadwork. This project will be subject to developer cost sharing. 4 Clements Road extension Dillingham Road to Sandy Beach Road New 2-lane Type C arterial 0.60 2021-2024 $ 4,540,000 5 Church Street partial interchange Highway 401 New partial interchange — 2025-2031 $ 20,000,000 Estimate. Not under the City's jurisdiction 6 Church Street Highway 401 to Bayly Street Widening 2 to 4 lanes 1.00 2025-2031 $ 3,010,000 Not under the City's jurisdiction 7 Valley Farm Road extension Concession 3 to Brock Road New 2-lane Type C arterial 1.20 2025-2031 $ 18,800,000 8 New arterial (Walnut Lane) Kingston Road to Liverpool Road New 2-lane Type C arterial 0.55 2021-2024 $ 5,470,000 9 New arterial and collector roads Seaton Urban Area New arterials and collector roads — 2021-2031 —Transportation services attributable to Seaton are funded directly by the landowners 10 Fifth Concession extension Sideline 4 to Lake Ridge Road Corridor Protection (New 2-lane rural road) 1.70 2031+$ 5,110,000 11 Clements Road extension across Duffins Creek Clements Road to Clements Road West Corridor Protection (New 2-lane urban and bridge structure)0.80 2031+$ 39,140,000 TOTAL — Road Capacity Projects $186,250,000 Phasing Cost by Phasing 2021-2024 $ 65,930,000 2025-2031 $ 76,070,000 2031+$ 44,250,000 $186,250,000 Road Network Phasing and Costs IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 7474 MapsAppendix B: IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 7575 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 7676 IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 7777 !! 4 4 4 4 4 4 4 4 4 4 4 44 44 4 44 4 4 4 4 4 4 4 4 4 c b _ a d c (!ú (!ú (!ú (!ú (!ú (!ú (!ú (!úYORK DURHAM LINEGREENWOODROADKINSALE ROADNORTH ROAD8TH CONCESSION ROAD 3RD CONCESSION ROAD CENTRAL STREET SCARBOROUGH PICKERING TOWNLINEK IN G S T O N R O A D 5TH CONCESSION ROAD UXBRIDGE PICKERING TOWNLINE ROAD BAY LY S T R EET SANDY BEACH ROAD7TH CONCESSION ROAD WHITEVALE ROAD FINCH AVENUE WESTNEY ROAD6TH CONCESSION ROAD DIXIE ROADROSEBANK ROADALTONAROADWHITES ROADVALLEYFARMROADYORK DURHAM LINEBROCK ROAD9TH CONCESSION ROAD BROCK ROADSIDELINE 28LAKE RIDGE ROADAUDLEY ROAD NORTHSIDELINE 24TAUNTON R O A D H i ghw a y 407 LiverpoolRoadLake Ridge RoadH i g h wa y 401 Rougemoun t Dri veSalem RoadModlinRoadAmberlea Ro adWilliamJackso n D riv e Sideline 14Notion RoadPineGroveAvenue Annlan dStreetHighway 7 Fifth Concession Road K in gs ton Road Ma j orOa ksRoad Krosno BoulevardHighview Road Tillings RoadStrouds La n e Foxwoo d TrailBowlerD riveL y nn Hei ght sDriveWalnutLaneFieldlightB ouleva rd Breezy DriveD e l lbrookAv enue Asp enRoadSpruce Hill RoadHillcrestR o a d Rosebank RoadDunbarton R o a d Tatra Drive Seventh Concession Road Whitevale Road G l e n ann a RoadWestneyRoadChurchStreetSValleyFarmRoa d SquiresBeachRoadYork Durham LineMarkham-PickeringTownlineRoadThird Concession Roa d Ninth Concession Road Twyn Rivers Drive Finch Avenue Clements RoadWoodview AvenueFairport RoadGr a n iteCourt Bayly StreetAppleviewRoad Sandy Beach RoadWhitesRoadDixie RoadBrockRoadMckayRoadAltona RoadTauntonRoad PickeringParkway Lake Ontario Map 3: Long-Term Cycling Network ± 1:35,00002.55 KM Potential Trans-Canada Trail Alternate Connection Any recommended cycling routes on Regional roads that are not part of the Regional Cycling Plan will require Regional approval, and the Region will not cost share on any such routes. Existing Cycling Network Cycling Network Off-Road Multi-use Trail Major Cycling Routes Waterfront Trail Trans-Canada Trail (Great Trail) #CycleON Network Proposed Network Cycling Network Off-Road Multi-use Trail Off-Road Multi-use Trail (Conceptual by others) Proposed Seaton Trails & Bikeway Network Seaton Trail Connection Seaton Bike Route Road Network Rail Line Hydro Line Federal Airport Lands Rouge National Urban Park Park / Open Space Wooded Area Waterbody !!Pickering GO Station TypeSimple 4 School (!ú Bridge b Gateway Desired Connection IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 7878 Potential Trans-Canada Trail Alternate Connection (!ú (!ú (!ú (!ú (!ú (!ú (!ú (!úYORK DURHAM LINEGREENWOODROADKINSALE ROADNORTH ROAD8TH CONCESSION ROAD 3RD CONCESSION ROAD CENTRAL STREET SCARBOROUGH PICKERING TOWNLINEK ING S T O N R O A D 5TH CONCESSIO N ROAD UXBRIDGE PICKERING TOWNLINE ROAD BAYLY ST R EE T SANDY BEACH ROAD7TH CONCESSION ROAD WHITEVALE ROAD FINCH AVENUE WESTNEY ROAD6TH CONCESSION ROAD DIXIE ROADROSEBANK ROADALTONAROADWHITES ROADVALLEYFARMROADYORK DURHAM LINEBROCK ROAD9TH CONCESSION ROAD BROCK ROADSIDELINE 28LAKE RIDGE ROADAUDLEY ROAD NORTHSIDELINE 24TAUNTON R O A D H i g hw a y 407 LiverpoolRoadLake Ridge RoadH i ghw ay 401 Rougemount Dri veSalem RoadModlinRoadAmberlea Ro adWilliamJackso n D riv e Sideline 14Notion RoadPineGroveAvenue Annla n dStreetHighway 7 Fifth Concession Road Ki n g st o n Ro a d Ma j orOa ksRoad Krosno BoulevardHighview Road Tillings RoadStrouds La n e Foxwoo d TrailBowlerD riveL y nn Hei ght sDriveWalnut LaneFieldlightB oulevard Breezy DriveD e l lbrook Av enue Asp enRoadSpruce Hill RoadHillcrestR o a d Rosebank RoadDunbarton R o a dTatra Drive Seventh Concession Road Whitevale Road Gl e n ann a RoadWestneyRoadChurchStreetSValleyFarmRoa d SquiresBeachRoadYork Durham LineMarkham-PickeringTownlineRoadThird Concession Roa d Ninth Concession Road Twyn Rivers Drive Finch Avenue Clements RoadWoodview AvenueFairport RoadG ra n iteCourt Bayly StreetAppleviewRoad Sandy Beach RoadWhitesRoadDixie RoadBrockRoadMckayR oadAltona RoadTauntonRoad PickeringParkway Lake Ontario 1:35,00002.55 KM See Enlargement for Detail ± Map 4: Long-Term Cycling Network - Facility Type Existing Cycling Network On-Road Cycling Facility Boulevard Multi-use Path Off-Road Multi-use Trail Proposed Network Off-Road Multi-use Trail Off-Road Multi-use Trail (Conceptual by others) Boulevard Multi-use Path Signed Route / Bicycle Boulevard Bike Lane / Buffered Bike Lane Cycle Track Paved Shoulder Proposed Seaton Trails & Bikeway Network Seaton Trail Connection Seaton Bike Route Road Network Rail Line Hydro Line Federal Airport Lands Rouge National Urban Park Park / Open Space Wooded Area Waterbody (!ú Bridge Desired Connection Any recommended cycling routes on Regional roads that are not part of the Regional Cycling Plan will require Regional approval, and the Region will not cost share on any such routes. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 79 (!ú (!ú (!ú (!ú (!ú (!ú (!ú (!ú TWYN RIVERS DRIVE FAIRPORT ROADWHITES ROADALTONA ROADPICKERING PARKWAY SHEPPARD AVENUE WEST SHORE BOULEVARD3RD CONCESSION ROAD SCARBOROUGH PICKERING TOWNLINEK IN G S T O N R O A DBROCK ROADK IN G S T O N R O A D LIVERPOOL ROADOKLAHOMA DRIVE BAY LY STRE E T SANDYBEACHROADSTROUDS L A N E GL ENANNAROADVALLEY FARM ROADFINCH AVENUE DIXIE ROADFINCH AVENUE LIVERPOOL ROADBROCK ROADROSEBANK ROADCHURCH STREET SOUTH3RD CONCESSION ROAD MONTGOMERY PARK ROADWHITESROADTAUNTON ROAD ALTONA ROADWhitesRoadHigh w ay 401 Rougemount DriveModlin RoadTillings RoadSheppard Avenue Rossland Road W Amberlea RoadNotion RoadWaterford Gate Bainbridge Drive Pine Grove AvenueAnnland StreetMarshcourtDriveKingst on Ro a d Ma ple Ridge Drive BatoryAvenueShadybrook DriveDownlandDrive MajorOaks Road Eyer DriveKrosno Boulevard Highview Road Foxwood Trail BowlerDriv e Lynn H e i g h t s Drive WalnutLaneFrontRoadFieldlightBoulevardBreezyDrive DellbrookAven ueNapaneeRoadDe nmarRoadAspen RoadSpruce Hill RoadHuntsmillDriveHillcrestRoadFawndaleRoadWildflower DriveOklahoma Drive Dunbarton Road EdmundDriveMaple Gate RoadToynevale Road Douglas AvenueWoodview AvenueDenbyDriveTatra Drive Rado m StreetLongbow DriveGlenviewRoadGlenannaRoadChurch Street SValleyFarmRoadBushmill Street Squires Beach RoadSunrise Avenue Surf Avenue Steeple Hill Rosefield RoadThird Concession Road Finch Avenue Rosebank RoadClements Road Bayly StreetFairport RoadStrouds La ne Brock RoadLiverpool RoadGraniteCourtAltona RoadAppleviewRoadAutumnCrescentDersan Street Twyn Rivers Drive P i c k e r i n g P a rkwayDixie RoadMckay RoadSandy Beach RoadLake Ontario Map 5: Long-Term Cycling Network - Facility Type (South) ± Existing Cycling Network On-Road Cycling Facility Boulevard Multi-use Path Off-Road Multi-use Trail Proposed Network Off-Road Multi-use Trail Off-Road Multi-use Trail (Conceptual by others) Boulevard Multi-use Path Signed Route / Bicycle Boulevard Bike Lane / Buffered Bike Lane Cycle Track Paved Shoulder Proposed Seaton Trails & Bikeway Network Seaton Trail Connection Seaton Bike Route Road Network Rail Line Hydro Line Federal Airport Lands Rouge National Urban Park Park / Open Space Wooded Area Waterbody (!ú Bridge 1:15,00001.53 KM Any recommended cycling routes on Regional roads that are not part of the Regional Cycling Plan will require Regional approval, and the Region will not cost share on any such routes. IBI GROUP | CITY OF PICKERING INTEGRATED TRANSPORTATION MASTER PLAN 8080 IBI Group 55 St. Clair Avenue West 7th Floor Toronto ON M4V 2Y7 Tel 416 596 1930 Fax 416 596 0644 ibigroup.com Background Report Pickering Integrated Transportation Master Plan Engagement Summary Prepared for the City of Pickering by IBI Group July 2020 Attachment #2 to Report #ENG 03-21 IBI GROUP DRAFT REPORT ENGAGEMENT SUMMARY Prepared for the City of Pickering July 2020 i Page left intentionally blank. IBI GROUP DRAFT REPORT ENGAGEMENT SUMMARY Prepared for the City of Pickering July 2020 1 Engagement Events 30-Day Public Review Public Review Comments and Responses – Dates TBD Stakeholder Consultation Stakeholder Advisory Committee Meeting #1 – November 8, 2017 Stakeholder Advisory Committee Meeting #2 – September 13, 2018 Stakeholder Advisory Committee Meeting #3 – June 12, 2019 Public Consultation Public Open House #1 and Survey – November 4, 2017 (November 4, 2017 – December 31, 2017) Public Open House #2 – June 21, 2018 Public Open House #3 – June 19 and June 20, 2019 City Council Engagement Road and Active Transportation Network Meetings Ward 1 – May 9, 2019 Ward 2 – May 9, 2019 Ward 3 – April 30, 2019 Mayor Ryan Pickering Integrated Transportation Master Plan Phase One Public Engagement Report Prepared for the City of Pickering by IBI Group March 14, 2018 IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering Table of Contents March 14, 2018 i 1 Introduction ............................................................................................... 1 2 Public Information Centre ........................................................................ 1 2.1 Notification of Public Information Centre ........................................... 1 2.2 Information Centre Structure............................................................. 4 2.3 Attendance and Participation ............................................................ 6 3 Feedback .................................................................................................... 6 3.1 Active Transportation ........................................................................ 6 3.2 Transit ............................................................................................. 10 3.3 Roads ............................................................................................. 12 4 Community Survey .................................................................................. 14 4.1 Survey Platform .............................................................................. 14 4.2 Community Survey Promotion ........................................................ 14 4.3 Community Survey Results............................................................. 15 5 Email Submissions ................................................................................. 23 Appendix A – Display Boards Appendix B – Comments Received on Display Boards Appendix C – Online Questionnaire IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 1 1 Introduction This report summarizes the public engagement for the first phase of the City of Pickering’s Integrated Transportation Master Plan (ITMP). The engagement activities consisted of a Public Information Centre (PIC), on Saturday, November 4, at the Pickering Town Centre from 9:30 a.m. to 6:00 p.m., and an online survey from November 4 to December 31, 2017. 2 Public Information Centre The first round of public information centres for the ITMP was held as a drop-in event at the Pickering Town Centre on Saturday, November 4, 2017 from 9:30 a.m. to 6:00 p.m. Two subsequent rounds of public consultation will follow as the study progresses. The intent of this first PIC was to solicit feedback regarding existing conditions in order to identify problems and opportunities, as well as to gather input on residents’ vision for the evolution of transportation for the City of Pickering. 2.1 Notification of Public Information Centre The PIC was promoted through various channels including: • A statutory notice was posted on the City’s website; • A statutory notice was published in the Pickering News Advertiser on October 25 and November 1, 2017 (see Exhibit 2.1); • A Tweet on the City’s Twitter account on November 2, 2017 (see Exhibit 2.2); • A newspaper article on DurhamRegion.com on October 30, 2017 • A newspaper article published in the November 1, 2017 print editions of the Pickering News Advertiser and the Ajax News Advertiser. • A listing on the Pickering Town Centre website event page. The notification of the study commencement and first Public Information Centre was also sent to First Nations and other agencies and stakeholders to provide them the opportunity to get involved on November 1, 2017. Overall, eight First Nations were notified, in addition to the Assembly of First Nations and the Métis Nation of Ontario. First Nations with a potential interest in transportation in Pickering that were notified include Alderville, Beausoleil, Chippewas of Georgina Island, Chippewas of Mnjikaning (Rama), Curve Lake, Hiawatha, Oshawa and Durham Métis Council and Mississaugas of Scugog Island. IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 2 Survey promotion is discussed separately in Section 4.2, however, any PIC promotion that directed readers to the project website between November 4 and December 31, 2017, also promoted the survey, as there was a link to the survey on the City’s website. IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 3 Exhibit 2.1: Statutory notice of commencement for the ITMP published in the Pickering News Advertiser on October 25 and November 1, 2017 IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 4 Exhibit 2.2: City of Pickering PIC Promotion Tweet 2.2 Information Centre Structure The event was structured as a public open house at the Pickering Town Centre (1355 Kingston Road) from 9:30 a.m. to 6:00 p.m. Ten display boards were set up on easels in the centre of the mall corridor on the upper level. In addition to the display boards, there were also a set of large scale maps of southern Pickering, comment cards, hard copies of the community survey, and iPads with electronic surveys available on a table. For part of the day (from 9:30 a.m. to 2:00 p.m.) the ITMP display shared the space with the City of Pickering’s Pet Adoption and Licensing Day event. The display boards were as follows: 1. Welcome and study process 2. Background 3. Trends 4. Map of existing pedestrian infrastructure 5. Map of existing cycling infrastructure 6. Map of existing transit network 7. Map of existing road network 8. What can the ITMP do for Pickering (space for participant suggestions) 9. What can the IMTP do for Pickering (space for participant suggestions) 10. Next steps IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 5 Exhibit 2.3: Display Board Set-Up A copy of the display boards are included as Appendix A to this report. Participants were invited to highlight locations on the existing conditions maps (boards 4 to 7) where transportation infrastructure and/or services were effective or deficient. Participants were also invited to help shape the vision for the ITMP and express how the plan could improve mobility in Pickering by adding notes to two display boards (boards 8 and 9). Members of the consultant and City project teams were available throughout the day to answer questions and engage with participants. In conjunction with the PIC, an online community survey was conducted, which was available from November 4 to December 31, 2017. The survey is discussed in detail in Section 4 of this report. IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 6 2.3 Attendance and Participation Approximately 100 participants stopped to view the boards and many dialogued with staff. Given that the event was held in a mall, very few participants signed- in to the event or provided contact information. 3 Feedback This section summarizes feedback from comments received on the display boards, from conversations with Project Team staff, and from hot-spots identified on the maps. A complete list of comments is provided in Appendix B. 3.1 Active Transportation Improving connections: Improving active transportation connections to major destinations was a common theme from participants. Attendees noted that there should be more sidewalks in the city and better connections from the streets to commercial sites, especially commercial sites that are set far back from the street. Several attendees also stressed the need to connect gaps in sidewalk and cycling infrastructure to provide continuous routes to major destinations. Improving east-west connections was also noted in several comments. Specific locations highlighted in the feedback include: • Need for continuous sidewalks on Kingston Road; • Need for mid-block pedestrian connections to Pickering Town Centre; • Need for better east-west sidewalk connections between Liverpool Road and Whites Road; • Positive feedback on sidewalk improvements in Frenchman’s Bay; • Suggestion for bike lanes on Rougemount Drive to provide a good north-south connection; • Suggestion for bike lanes on Sandy Beach Road; • Need for bike lanes on Glenanna Road to be continuous; and • Need for bike lanes on Whites Road and Finch Avenue. In terms of the types of infrastructure, a few attendees expressed a preference for cycle tracks and separated facilities in general, rather than painted edgelines and painted bike lanes. Safety: Closely related to improving connections, safety was an often expressed concern. It was noted that there is a need for safe sidewalk and cycling IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 7 connections through construction zones, maintenance of trails in the winter, and concerns that there are often parked cars in the bike lanes on Glenanna Road that create issues for cyclist and motorists alike. IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 8 Existing Cycling Network Map Dots added by public to indicate what’s working (green) and what’s not working (red). IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 9 Existing Pedestrian Infrastructure Map Dots added by public to indicate what’s working (green) and what’s not working (red). IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 10 3.2 Transit Although transit services in the City of Pickering are provided by Durham Region or GO Transit and beyond the scope of the Pickering ITMP, many comments were received relating to the transit network. Comments on the quality of the service were mixed with some feeling that the service worked well and others feeling that there was room for improvement. Those who felt that the service worked well cited good connections with GO Transit services and the reliable travel on the Kingston Road bus lanes. Comments indicating that the service needed improvement emphasized the following topics: • The service should connect to more destinations, such as schools, shopping destinations, and senior’s centres, potentially using a grid route network; • The frequency of service should be improved; • Buses should be better timed to connect with GO trains; • There should be more connection with TTC services; and • There should be more bus shelters and more information provided in bus shelters. IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 11 Existing Transit Network Map Dots added by public to indicate what’s working (green) and what’s not working (red). IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 12 3.3 Roads The road network in Pickering is comprised of local streets managed by the City, regional roads managed by the Region, and highways under the jurisdiction of the Province. Comments pertaining to Regional roads will be forwarded to the Region. Comments on the road network generally expressed concerns over growing traffic congestion. Specific areas highlighted include: • Brock Road leading to Highway 407 should have more lanes; • The lack of eastbound exit from Highway 401 to Liverpool Road creates traffic; • York-Durham Line south to Highway 7 is very congested; • Major Oaks Road experiences a lot of traffic infiltration from Brock Road; and • Kingston Road traffic is too heavy and not sustainable. Other comments suggested that wider roads will be needed to accommodate the projected population growth and it was also suggested that employers be encouraged to stager working hours to relieve traffic congestion. In addition, there were several comments expressing concern over the bus lanes on Kingston Road. Some noted that better driver education and police enforcement was needed. Others felt that the space allotted for right turning vehicles to enter the curb lane was not long enough. IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 13 Existing Road Network Map Dots added by public to indicate what’s working (green) and what’s not working (red). IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 14 4 Community Survey In addition to an in-person public information centre, an online survey was developed to gather feedback on issues, opportunities and priorities in Pickering. The survey was useful for encouraging participation from individuals who did not attend the in-person information session. The survey was also useful for obtaining feedback in response to specific questions, rather than the largely open ended feedback that was obtained at the PIC. 4.1 Survey Platform LimeSurvey was chosen as the platform to implement the survey. IBI Group has previous experience implementing and operating surveys with LimeSurvey, which meant that the questionnaire could be implemented within a shorter timeline. The platform also had the following features: • Multi-language support (not used); • AODA-compliant (WCGA2); • No external hosting required – the survey was hosted directly on the project website; • Data stored in Canada; • Ability to handle large numbers of simultaneous responses; • Ability to embed videos and maps; • Mobile friendly; and • Readily available technical support in the case of a disruption. 4.2 Community Survey Promotion The survey was promoted through the following mediums: • A Tweet on the City of Pickering’s Twitter account on November 29, 2019; • A post on the City of Pickering’s Facebook page on December 14, 2017 (see Exhibit 4.1); and • Facebook ads targeting residents of Pickering. Project Team staff also mentioned the survey to PIC attendees. Furthermore, any promotion of the PIC discussed in Section 2.1 that directed participants to IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 15 the project website would also direct participants to the survey, as a link to the survey was provided on the project website. Exhibit 4.1: Post on the City of Pickering’s Facebook Page 4.3 Community Survey Results Q1. Please rate each of the following statements based on how important you think it is to Pickering's future transportation system. Exhibit 4.2: Question 1 Results Summary Statement Very Important Somewhat Important Neither Important nor Unimportant Somewhat Unimportant Very Unimportant Adopt a transparent and fiscally responsible approach to prioritizing investments 79 60.3% 42 32.1% 7 5.3% 2 1.5% 1 0.8% Support development in the City Centre, waterfront and employment areas 81 61.4% 38 28.8% 6 4.5% 5 3.8% 2 1.5% Monitor and consider opportunities to adopt new technology 60 45.5% 59 44.7% 10 7.6% 1 0.8% 2 1.5% Improve connections within and between communities by all modes (i.e. walking, cycling, transit, driving etc.) 101 77.1% 26 19.8% 1 0.8% 2 1.5% 1 0.8% Offer a range of mobility choices for individuals of all ages and abilities 78 59.1% 42 31.8% 9 6.8% 1 0.8% 2 1.5% IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 16 The statements relating to the vision all rated reasonable well. The majority were rated all statements as “very important” while the vast majority rated each statement “very” or “somewhat important”. Q2. What is your vision for transportation in Pickering? As noted above, there was already widespread general agreement with the transportation vision as presented in the survey. As such, respondents took the opportunity to respond to this question by pointing to specific issues or deficiencies in the existing system that they would like to see rectified, advocating for improvements to specific modes, or presenting general comments on the future of transportation in the City. Responses varied, but several themes emerged. A significant number of responses focused on improving transit, with multiple mentions of straightening out transit routes, integrating fares and service with neighbouring systems, providing more frequent service, offering more network coverage and operating longer service hours. An additional focus was on regional travel, where several respondents indicated a desire to move away from the GO station-centric approach of the system, preferring a grid-like network that could be used for internal trips and speedier connections to the rest of Durham, York and Toronto, particularly Scarborough and other non-downtown locations. Respondents also focused on issues with the road network mentioning the lack of Highway 401 crossings, the relative lack of continuous east-west roads and the high level of traffic congestion. A frequent comment also indicated a desire to remove the bus-only lanes from within the City. Many comments were received pertaining to the pedestrian and cycling network. These comments focused on improving network connectivity and coverage as well as improving safety by building off-street paths instead of painted bike lanes, particularly on busier, faster streets. In addition to these recurring ideas, several specific problems and opportunities were identified. These, as with all feedback, have been reviewed by project staff and will be taken into considered moving forward with the ITMP. IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 17 Q3. What is your main mode of transportation to get around Pickering? Exhibit 4.3: Question 3 Results Summary 64% 17% 7% 5%5%2% Drive alone Transit Get a ride/carpool Cycle Walk Other 71% of respondents use personal vehicles as their main mode of transportation (drive alone and get a ride/carpool), while 17% report using transit predominantly and 10% walk or cycle. It is important to note that responses to this survey will over-represent transit and active modes by varying degrees, and as a function of that, under-represent auto-based modes. The 2011 Census showed that 87% of all trips originating in Pickering were made by automobile (driver or passenger), while only 6% used transit (though 12% used transit during the AM peak period), and 5% used active modes. However, it is typical of a survey such as this to receive disproportionately larger feedback from transit and active transportation users, particularly in a system largely designed for and dominated by automobile-based modes. Results are likely not impacted significantly, but it is important to know the makeup of respondents in order to make informed interpretations of the results. IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 18 Q4. What is your experience when using the following modes to get around Pickering? Exhibit 4.4: Question 4 results summary Mode Very Satisfied Satisfied Neutral Dissatisfied Very Dissatisfied I Don't Use This Mode Walking 12 9.8% 40 32.8% 33 27.0% 18 14.8% 10 8.2% 9 7.4% Cycling 5 4.0% 17 13.7% 16 12.9% 19 15.3% 18 14.5% 49 39.5% Driving Alone 22 17.5% 58 46.0% 25 19.8% 10 7.9% 1 0.8% 10 7.9% Carpooling/ Getting a Ride 12 9.6% 23 18.4% 20 16.0% 7 5.6% 5 4.0% 58 46.4% Transit 3 2.4% 13 10.2% 26 20.5% 31 24.4% 17 13.4% 37 29.1% Few respondents reported being very satisfied with their experiences, regardless of the mode identified. Driving alone led the way with 22 respondents (19% of those who use that mode) reporting being very satisfied. Results are simplified and summarized in Exhibit 4.5 below. Respondents who do not use the specified mode were not included in this chart. As shown, only 9.5% of drivers and 17.9% of people who carpool or ride as passengers report dissatisfaction. Roughly half of all respondents who use transit or cycle report dissatisfaction with their experiences. 46% of respondents who walk report they are satisfied or very satisfied. IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 19 Exhibit 4.5: Question 4 results summarized by combining "very satisfied" and "satisfied" as well as "very dissatisfied" and "dissatisfied". 46.0% 69.0% 29.3% 17.8% 52.2% 29.2% 21.6% 21.3% 28.9% 29.9% 24.8% 9.5% 49.3% 53.3% 17.9% 0%20% 40% 60% 80%100% Walking Driving Alone Cycling Transit Carpooling/ Getting a Ride Very Satisfied or Satisfied Neutral Very Dissatisfied or Dissatisfied Q5. What are your main transportation issues in Pickering? (You can choose all that apply) Exhibit 4.6: Question 5 results summary Transportation Issue Count Percent Too much traffic congestion 67 51% Lack of pedestrian infrastructure (not enough sidewalks, cross-walks, trails) 58 44% Not enough bus stop amenities (bus shelters, benches, garbage bins, passenger information) 49 37% Speeding (vehicles often travel above the speed limit) 44 33% Safety (I don't feel safe when I'm walking, cycling, taking the bus or driving) 43 33% Lack of connectivity in the pedestrian network (it's difficult to reach my destination by walking) 42 32% Lack of cycling infrastructure (not enough bike lanes and bike-friendly roads) 40 30% Lack of connectivity in the cycling network (it's difficult to reach my destination by cycling) 37 28% Too much truck traffic 35 27% Too much through-traffic in my neighbourhood 23 17% Parking availability (it's difficult to find parking in the city) 14 11% IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 20 Q6. Based on your experience, how would you prioritize the following improvements for the pedestrian network in Pickering? Exhibit 4.7: Question 6 results summary Improvement High Priority (address immediately) Medium Priority (address in the near future) Low Priority (address in the far future) Fill in missing sidewalk/trail connection 46 36.5% 62 49.2% 18 14.3% Improve sidewalk condition (maintenance, accessibility or safety concerns e.g. snow removal, width, cross fall, tripping hazard) 56 45.2% 54 43.5% 14 11.3% Add street furniture (e.g. add more benches, add more garbage bins) 29 23.2% 44 35.2% 52 41.6% Q7. Based on your experience, how would you prioritize the following improvements for the cycling network in Pickering? Exhibit 4.8: Question 7 results summary Improvement High Priority (address immediately) Medium Priority (address in the near future) Low Priority (address in the far future) Add new bike lane connection (including painted lanes, separated lanes/multiuse paths/trails) 28 22.8% 42 34.1% 53 43.1% Improve existing cycling infrastructure (maintenance, accessibility, or safety concern e.g. snow removal, street sweeping, add buffer, obstacle/hazard) 33 26.6% 44 35.5% 47 37.9% Add more bike racks for public use 15 12.4% 40 33.1% 66 54.5% IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 21 Q8. The City of Pickering does not plan or change DRT or GO routes, but we can look at ways to improve how you access the services. Based on your experience, how would you prioritize the following improvements for accessing transit in Pickering? Exhibit 4.9: Question 8 results summary Improvement High Priority (address immediately) Medium Priority (address in the near future) Low Priority (address in the far future) Add new sidewalk/trail connections to existing bus stops 41 33.1% 53 42.7% 30 24.2% Improve bus stop amenities (e.g. bus shelter, garbage bin, bench, route information) 52 41.6% 44 35.2% 29 23.2% Q9. Based on your experience, how would you prioritize the following improvements for driving in Pickering? Exhibit 4.10: Question 9 results summary Improvement High Priority (address immediately) Medium Priority (address in the near future) Low Priority (address in the far future) Improve capacity of roads and intersections 76 63.3% 36 30.0% 8 6.7% Make truck movements easier (e.g. provide curbside delivery spaces, provide truck routes) 29 25.7% 56 49.6% 28 24.8% Improve parking options in the City Centre and at the waterfront 50 45.5% 42 38.2% 18 16.4% Q10. Tell us your ideas to improve transportation in Pickering: Like Question 2, responses received to this question were varied. Common comments included providing more parking availability at the waterfront, providing better access to Highway 401 (particularly at Liverpool Road), improving signal coordination and timing, building more roundabouts, removing the bus-only lanes or converting them to HOV lanes, adding bus bays so drivers IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 22 do not have to wait for buses, and adding commuter parking lots at key areas in the City. Reducing congestion in general was a major theme, especially in light of Pickering’s expected growth. Respondents mentioned several specific corridors areas for road widening or intersection modification projects, though nearly all were along Regional roads, which are likely to be addressed by the recently approved Durham Region Transportation Master Plan. Local roads were mentioned as corridors where through traffic should be discouraged by adding traffic calming elements where appropriate. In general, respondents are in favour of increasing the attractiveness of transit as a way to decrease reliance on driving. Common suggestions included integrating transit fares and routes with neighbouring municipalities, improved frequency, more direct routes, and more bus shelters. Active transportation was also frequently mentioned. Respondents desire more sidewalks and cycling infrastructure, and improved continuity and connectivity between the sidewalks and paths that already exists. Adding more streetlights was also mentioned by a number of respondents in order to help improve pedestrian safety. All comments received have been reviewed in detail and will be considered as the ITMP study progresses. Q11. How old are you? Exhibit 4.11: Question 11 results summary Age Range Count Percent 19 - 24 11 8.8% 25 - 34 19 15.2% 35 - 44 33 26.4% 45 - 54 23 18.4% 55 - 64 23 18.4% 65+ 13 10.4% Prefer not to answer 3 2.4% Q12. Please select your occupation: Exhibit 4.12: Question 12 results summary Employment Status Count Percent Full-time employee 72 57.6% Part-time employee 9 7.2% Self-employed 13 10.4% IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 23 Homemaker 4 3.2% Full-time student 6 4.8% Part-time student 0 0.0% Retired 13 10.4% Unemployed 2 1.6% Prefer not to answer 6 4.8% Q13. What is your postal code? (First 3 characters only) Exhibit 4.13: Question 13 results summary Postal Code Description Count Percent L0B Eastern Durham 1 0.8% L1R Whitby 1 0.8% L1V Pickering South (North of Hwy 401) 60 49.6% L1W Pickering South (South of Hwy 401) 37 30.6% L1X Pickering South (North of Finch Ave) 18 14.9% L1Y Pickering (Claremont) 2 1.7% M1C Scarborough (Port Union/Highland Creek) 1 0.8% M1N Scarborough (Birch Cliff) 1 0.8% Q14. How did you hear about this survey? Exhibit 4.14: Question14 results summary Source Count Percent Newspaper 3 2.4% Social Media 77 61.6% Public Information Centre 4 3.2% City Website 13 10.4% From a friend 8 6.4% Other – City Email List 20 13.6% Other – Ajax/Pickering Board of Trade 2 1.6% Other – Newsletter 1 0.8% 5 Email Submissions Through the end of December 2017, the project team received four email submissions. These emails are summarized in this section, and will be included as part of a complete communications record to be appended to the Integrated IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 24 Transportation Master Plan. Several emails were also received asking for general information or to be added to the project mailing list. These emails are not included in the discussion below. The first submission received requests that bike lanes or a multi-use-path be added to Church Street as part of the forthcoming update to the City’s Bikeway and Trails Master Plan. The second submission praises the widening of Kingston Road approaching major intersections, particularly when emphasis is on bus lanes and bike lanes. The writer also inquires on the feasibility of light rail transit in Durham Region, with a suggestion that the Eglinton Crosstown LRT be extended from Scarborough into Pickering. The third submission discusses the development of the transit network in Pickering, emphasising the growing need for transit solutions that help residents move about within Pickering, rather than getting them in and out of the city. The submission continues, discussing vehicle traffic moving through Pickering, which makes it difficult to travel by car within the city without encountering congestion-related delays. Because of this growing congestion, the writer focuses on the need for improved transit within the city, potentially taking the form of demand-responsive micro transit. The fourth submission focuses on the cycling network within the city. The writer recommends that cycling be incorporated into the ITMP with an aggressive implementation plan, that the Bayly Street multi-use path be extended to Pickering GO station and beyond, that the Kingston Road bike lanes be extended to the Toronto border, that connectivity to the Waterfront Trail be improved by providing north-south routes on Liverpool and Whites Roads, that Granite Court receive upgraded cycling infrastructure and that 30 km/h speed limits should be adopted in all residential areas. IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 A-1 Appendix A – Display Boards 1 Welcome Thank you for attending the first Public Information Centre for the City of Pickering Integrated Transportation Master Plan! An Integrated Transportation Master Plan (ITMP) is a long-term, strategic planning document that directs policies and infrastructure for the City’s transportation system to meet the needs of pedestrians, cyclists, transit riders, motorists and goods movement. Study Process The study has begun and we expect to complete the plan by mid-2019. Two more rounds of Public Information Centres will be scheduled as the study progresses. Visit our website pickering.ca/ITMP for updates! Please sign up if you’d like to be added to the project contact list. We want to hear from you –fill out our questionnaire and tell us how the transportation system can serve you better. 2 Background Municipal Class EA Process The Integrated Transportation Master Plan (ITMP) is being conducted in accordance with the requirements of Phases 1 and 2 of the Municipal Class Environmental Assessment process, which is an approved process under the Environmental Assessment Act. The Municipal Class Environmental Assessment process provides for a transparent public process for planning and building municipal infrastructure that ensures public and stakeholder participation throughout. This ITMP will be coordinated with other land use plans to make sure that growth contributes positively to every community in the City. It will leverage planned investments to implement complete streets and more sustainable design approaches. Outcomes of the study will include: •A new Integrated Transportation Master Plan •A Complete Streets Strategy •Supporting transportation policies and guidelines 3 Trends Between 1991 and 2011, the population of Pickering increased by 29% while the total number of cars in the city increased by 46%. In Pickering, significantly more trips are made by car than by all other modes combined. This trend is similar to other municipalities in Durham Region. Of trips starting in Pickering during the morning peak (6:30 to 9:30 am), 22,000 remain in Pickering. Of trips ending in Pickering during the morning peak, 11,600 come from other municipalities in Durham Region. Of trips originating in Pickering, 25% are shorter than 2 km. Short trips by car have a large impact on congestion and have been increasing in Pickering. 4 Walking Using the dots, show us: what’s working what’s not working 5 Cycling Using the dots, show us: what’s working what’s not working 6 Transit Using the dots, show us: what’s working what’s not working 7 Roads Using the dots, show us: what’s working what’s not working 8 What can the ITMP do for Pickering? Help shape the vision e.g. Offer options 9 What can the ITMP do for Pickering? Help shape the vision e.g. Enhance connections 10 Next Steps We will: Review the feedback to understand your priorities Develop the transportation vision and identify the key goals and objectives of the ITMP Assess the transportation network, develop and test alternative transportation strategies Hold the second Public Information Centre in spring of 2018 –see you there! You can: Get involved: •Take the questionnaire and stay up to date by visiting pickering.ca/ITMP •Questionnaire open until November 30th 1 2 3 4 Scan the QR code above to access the questionnaire! Send us your questions or ideas at ITMP@pickering.ca Or contact the project managers: Nadeem Zahoor, P.Eng ., M.Eng Transportation Engineer City of Pickering One The Esplanade Pickering, ON L1V 6K7 905.420.4660 ext. 2213 Brian Hollingworth, P.Eng . Consultant Project Manager IBI Group 55 St. Clair Avenue West Toronto, ON M4V 2Y7 416.596.1930 ext. 61270 IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 B-1 Appendix B – Comments Received on Display Boards IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 B-2 Active Transportation • Pedestrian connections – there is a large section of Kingston Road with no sidewalk • Need off-road bike infrastructure • Traffic needs to be safer/slower. There are a lot of kids and families biking and walking. • Better pedestrian connections at commercial sites to the main roads • Mid-block pedestrian crossing at Pickering Town Centre needed • Whites Road should have bike lanes, so should Finch. • Non-contiguous bike lanes on Glenanna (problems for drivers when cyclists leave non-existent bike lanes) • Improvements on sidewalks in Frenchman’s Bay are good • More connections to groceries • Winter maintenance on trials • Walking and biking is healthier and quicker • More laneways for pedestrian connections • Cars parked in bike lanes on Glenanna • No cycling connections to Scarborough or Toronto • Have active transportation committee (committee of council) • Cycle tracks or separated paths – better than edgelines or bikelanes • Rougemuont Drive would offer better bike connection north-south • Connect gaps in the pedestrian and cycling network • Look at work done on previous plans, waterfront particularly • Accommodate e-bikes and improve accessibility on trails • More east-west cycling connections • Bike lanes on Sandy Beach • Maintain safe/continuous pedestrian access through construction • Strava heat map, north Pickering “Dark Zone” cycling • Sidewalks that connect from the mall to the road IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 B-3 • City should require internal sidewalks on commercial areas to connect to existing sidewalks on roads. Continuous bike lanes needed. • Plan for safe sidewalk paths –Liverpool to Whites Road • Walking over 401 on Liverpool noisy! Disconnected from South Pickering Transit • Bus routes work well • Create grid network • Bus routes need to serve subdivisions at least twice a day. • Bus routes change too frequently • No timed connections to GO Trains • Bus service isn’t easy to use • Long term need for dedicated bus lanes on the 401 • Bus routes work well (e.g. 223) • Plan BRT service to make connections • More connection points between BRT and TTC • Buses serve GO train well , not so much within the City • Lots of empty buses • System should be more convenient (e.g. bus coordination with train) • More frequent transit • Better transit to GTA west area (Brampton) • Bus shelters need more information in them • Improve transportation options for seniors • Bus stops closer to seniors centres (Liverpool/Bayly) • Better bus/transit connections to schools • Transit lanes on highway 401 • Better transit access, maybe grid-based routes • Lots of transit detours – confusing for the commute • Isolated bike path on Kingston IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 B-4 • Dedicated bus lanes are good • Schedules posted at DRT stops! • Bus signal priority • Transit around the mall Roads • Too short of a distance to make right turn across bus lanes on Kingston Road • New traffic light at Brock and Major Oaks • Need to educate drivers on how bus lanes work • More crowded - need to improve options for getting around – safer trails • Brock road to 407 – no lights, should have more lanes • Yellow and white road lines are faded – should be marked more often • No eastbound exit on Liverpool road – creates traffic • York-Durham line south onto Highway 7 – very congested, needs a plan, Brock interchange is unsafe • Brock Road/Major Oaks – many safety concerns/traffic infiltration • Advance left turn arrows at Liverpool and Valley Farm all day! • Wider streets for growing development • Kingston Road traffic is too heavy! Congestion is not sustainable • Dixie, Highway 2, off-set/rise • Stager work hours – Banks 10:30 – 6:30 – Govt Offices 7 – 3 – School 8 - 3 • Better police enforcement IBI GROUP PHASE ONE PUBLIC ENGAGEMENT REPORT Prepared for the City of Pickering March 14, 2018 C-1 Appendix C – Online Questionnaire INTEGRATED TRANSPORTATION MASTER PLAN QUESTIONNAIRE The City of Pickering is developing an Integrated Transportation Master Plan to define the policies programs and infrastructure improvements required to address existing and future transportation needs. Please take a few minutes to answer these questions. By doing so, you can help us understand how the transportation system is working for you, and what your priorities are for improvements. What’s your vision? The vision for the transportation system is carried throughout the project and helps to guide the study, from identifying policies, to funding and implementation. 1. Please rate each of the following statements based on how important you think it is to Pickering's future transportation system. Very Important Somewhat Important Neither Important nor Unimportant Somewhat Unimportant Very Unimportant Adopt a transparent and fiscally responsible approach to prioritizing investments O O O O O Support development in the City Centre, waterfront and employment areas O O O O O O O O O O O O O O O Monitor and consider opportunities to adopt new technology Improve connections within and between communities by all modes (i.e. walking, cycling, transit, driving etc.) O O O O O Offer a range of mobility choices for individuals of all ages and abilities _________________________________________________________________________________________________ ________________________________________________________________________________________________ 2. What is your vision for transportation in Pickering? INTEGRATED TRANSPORTATION MASTER PLAN QUESTIONNAIRE What are your challenges? These questions help us to understand how you travel around Pickering, and what your experience is with the transportation system. 3. What is your main mode of transportation to get around Pickering? O Transit O Drive Alone O Cycle O Get a ride/carpool O Walk O Other:_____________________________ 4. What is your experience when using the following modes to get around Pickering? Very Satisfied Satisfied Neither Satisfied nor Dissatisfied Dissatisfied Very Dissatisfied I don’t use this mode Cycling O O O O O O O O O O O O O O O O O O Walking Driving Alone Carpooling/Getting a Ride O O O O O O O O O O O O Transit 5. What are your main transportation issues in Pickering? (You can choose all that apply) O Lack of pedestrian infrastructure (not enough O Not enough bus stop amenities (bus sidewalks, cross-walks, trails) shelters, benches, garbage bins, passenger information) O Lack of connectivity in the cycling network (it's O Too much truck traffic difficult to reach my destination by cycling) O Safety (I don't feel safe when I'm walking, O Speeding (vehicles often travel above the cycling, taking the bus or driving) speed limit) O Parking availability (it's difficult to find parking in O Too much through-traffic in my the city) neighbourhood O Too much traffic congestion O Lack of connectivity in the pedestrian network (it's difficult to reach my destination by walking) O Lack of cycling infrastructure (not enough bike lanes and bike-friendly roads) O Other:_____________________________ INTEGRATED TRANSPORTATION MASTER PLAN QUESTIONNAIRE What are your priorities? Your priorities for improvement let us know what's important to you, and where recommendations may have the most impact. 6.Based on your experience, how would you prioritize the following improvements for the pedestrian network in Pickering? High Priority (address immediately) Medium Priority (address in the near future) Low priority (address in the far future) Fill in missing sidewalk/trail connection O O O O O O O O O Improve sidewalk condition (maintenance, accessibility or safety concerns e.g. snow removal, width, cross fall, tripping hazard) Add street furniture (e.g. add more benches, add more garbage bins) 7.Based on your experience, how would you prioritize the following improvements for the cycling network in Pickering? High Priority (address immediately) Medium Priority (address in the near future) Low priority (address in the far future) Add new bike lane connection (including painted lanes, separated lanes/multiuse paths/trails) O O O O O O O O O Improve existing cycling infrastructure (maintenance, accessibility, or safety concern e.g. snow removal, street sweeping, add buffer, obstacle/hazard) Add more bike racks for public use INTEGRATED TRANSPORTATION MASTER PLAN QUESTIONNAIRE 8. The City of Pickering does not plan or change DRT or GO routes, but we can look at ways to improve how you access the services. Based on your experience, how would you prioritize the following improvements for accessing transit in Pickering? O O O O O O O O O O O O High Priority (address immediately) Medium Priority (address in the near future) Low priority (address in the far future) Add new sidewalk/trail connections to existing bus stops Improve bus stop amenities (e.g. bus shelter, garbage bin, bench, route information) 9. Based on your experience, how would you prioritize the following improvements for driving in Pickering? High Priority (address immediately) Medium Priority (address in the near future) Low priority (address in the far future) Improve capacity of roads and intersections Make truck movements easier (e.g. provide curbside delivery spaces, provide truck routes) Improve parking options in the City Centre and at the waterfront O O O ________________________________________________________________________________ ________________________________________________________________________________ 10. Tell us your ideas to improve transportation in Pickering: ________________________________ INTEGRATED TRANSPORTATION MASTER PLAN QUESTIONNAIRE 11. How old are you? O Under 18 O 35 – 44 O 65+ O 19 – 24 O 45 – 54 O Prefer not to answer O 25 – 34 O 55 – 64 12. Please select your occupation: O Full-time employee O Homemaker O Retired O Part-time employee O Full-time student O Unemployed O Self-employed O Part-time student O Prefer not to answer 13. What is your postal code? (First 3 characters only) ____________________________________ 14. How did you hear about this survey? O Newspaper O City Website O Social Media O From a friend O Public Information Centre O Other: __________________________________ Tell us about yourself: These questions help us learn a bit more about you, which gives us a better picture of your travel needs. They also help us to know how well our outreach is working, and where we can improve. Report Pickering Integrated Transportation Master Plan Public Information Centre #2 Summary Report Prepared for the City of Pickering by IBI Group July 3, 2018 IBI GROUP PUBLIC INFORMATION CENTRE #2 SUMMARY REPORT Prepared for the City of Pickering Table of Contents July 3, 2018 i 1 Introduction ............................................................................................... 1 2 Public Information Centre ........................................................................ 1 2.1 Notification of Public Information Centre ........................................... 2 2.2 Information Centre Structure ............................................................ 5 2.3 Attendance and Participation ............................................................ 6 3 Feedback .................................................................................................... 7 3.1 Transportation Alternatives ............................................................... 7 3.2 Active Transportation ........................................................................ 7 3.3 Roads and Driving ............................................................................ 8 Appendix A – Display Boards Appendix B – Comments Received IBI GROUP PUBLIC INFORMATION C ENTRE #2 SUMMARY REPORT Prepared for the City of Pickering July 3, 2018 1 1 Introduction The City of Pickering is in the process of developing an Integrated Transportation Master Plan (ITMP) – a comprehensive plan to guide investment in the transportation system to meet the travel needs of the entire city. The ITMP meets the requirements of Phases 1 and 2 of the Municipal Class Environmental Assessment Process, and as such, incorporates public and stakeholder participation throughout the study. This report summarizes the Public Information Centre (PIC) for the second phase of the ITMP. The PIC was held on Thursday, June 21, 2018 from 5:00p.m. to 8:00p.m. in the lobby of Pickering City Hall (1 The Esplanade S.). This PIC was the only formal public engagement component of this phase of the study. The first PIC, held in November of 2017 during the first phase of the study, collected input from the public regarding issues and opportunities in the existing transportation network. There was also an online survey that ran from November 4 to December 31, 2017. There will be one more round of public consultation during the fourth phase of the study. 2 Public Information Centre The main purpose of the PIC was to present an overview of the transportation strategies that will be developed in phase three of the study and to present three transportation planning alternatives, one of which will be selected as a preferred scenario to guide transportation network and policy development. The strategies presented include the following: Complete streets Active transportation Goods movement Municipal parking Transportation demand management Access management The transportation alternatives presented include the following: Incremental Improvements: represents a “business as usual” approach, where incremental improvements will be integrated with IBI GROUP PUBLIC INFORMATION C ENTRE #2 SUMMARY REPORT Prepared for the City of Pickering July 3, 2018 2 anticipated network changes, including improvements planned in the Regional Road network. Complete Communities: builds on existing City plans and studies to integrate transportation improvements with proposed land uses and policies, such as the South Pickering Intensification Study. Infrastructure Focus: leverages major infrastructure projects to dramatically change how people move around Pickering. 2.1 Notification of Public Information Centre The PIC was promoted through various channels including: A statutory notice posted on the City’s website; A statutory notice was published in the Pickering News Advertiser on June 13, 2018 (see Exhibit 2.1); Tweets on the City’s Twitter account on June 13, 2018 and June 20, 2018 (see Exhibit 2.2); and Facebook posts on the City’s Facebook account on June 13, 2018 and June 20, 2018 (see Exhibit 2.3). The notice of the second PIC was also sent to specific stakeholders and agencies that requested notification of public meetings, and to First Nation communities in the study area. IBI GROUP PUBLIC INFORMATION C ENTRE #2 SUMMARY REPORT Prepared for the City of Pickering July 3, 2018 3 Exhibit 2.1: Notice of PIC#2 published in the Pickering News Advertiser on June 13, 2018 IBI GROUP PUBLIC INFORMATION C ENTRE #2 SUMMARY REPORT Prepared for the City of Pickering July 3, 2018 4 Exhibit 2.2: City of Pickering PIC Promotion Tweet (June 13, 2018) Exhibit 2.3: City of Pickering PIC Promotion Facebook Post (June 20, 2018) IBI GROUP PUBLIC INFORMATION C ENTRE #2 SUMMARY REPORT Prepared for the City of Pickering July 3, 2018 5 2.2 Information Centre Structure The PIC was structured as a drop-in event in the Pickering City Hall lobby. City Hall is conveniently located in downtown Pickering with available parking and transit service. The venue is also wheelchair accessible. Attendees had the opportunity to drop-in and review display boards and discuss the study with the project team who were on hand to answer questions. In addition to display boards there were large maps for the attendees to put comments on to highlight specific issues and/or opportunities. The display boards were as follows: 1. Welcome and study process 2. Why is transportation important 3. What we’ve heard 4. What we’ve heard (continued) 5. Pickering ITMP vision 6. Transportation alternatives 7. Transportation alternative (continued) 8. Complete streets strategy 9. Complete streets (overview) 10. Active transportation strategy 11. Cycling network concept 12. Cycling facility types 13. Goods movement strategy and municipal parking strategy 14. Transportation demand management strategy and access management strategy 15. Next steps Exhibit 2.4 shows the set-up of the open house. A copy of the display boards is included as Appendix A to this report. Participants were invited to sign in, given the option to join the study mailing list, and provided with comment sheets for their feedback. The comment sheets included space for general comments, and asked for feedback on the alternatives and supporting strategies. IBI GROUP PUBLIC INFORMATION C ENTRE #2 SUMMARY REPORT Prepared for the City of Pickering July 3, 2018 6 Exhibit 2.4: Open House Set-Up 2.3 Attendance and Participation Approximately 22 participants stopped to view the boards and dialogue with staff. Nearly all the attendees signed in, and requested to be included in the project mailing list. Almost all participants came to City Hall with the sole purpose of attending the event with the exception of a few members of the City’s Accessibility Committee who stopped by the PIC after and/or before their meeting being held at City Hall. IBI GROUP PUBLIC INFORMATION C ENTRE #2 SUMMARY REPORT Prepared for the City of Pickering July 3, 2018 7 3 Feedback This section summarizes feedback from comments received on the display boards, from conversations with project team staff, and from written comments and sticky notes placed on the maps. The majority of comments were collected in conversations with the project team. A complete list of comments is provided in Appendix B. 3.1 Transportation Alternatives While there were few specific comments received on the transportation alternatives presented, several participants expressed support for the Complete Communities alternative. The cited benefits included supporting a mix of land uses and the provision of increased active transportation options. 3.2 Active Transportation As in PIC One, improving connections for pedestrians and cyclists was a major theme heard. Specific locations highlighted include: Better connections across Highway 401 in general A connection across Highway 401 between Valley Farm Road and Brock Road Better connections between the city centre and Diana Princess of Wales Park Better connections to recreational destinations in general Several comments were also received regarding cycling facilities. Specific suggestions include: Building more “purpose built” off-road cycling facilities rather than using the existing road network to accommodate cycling facilities Using hydro corridors for better/child friendly connections to various recreational areas Improving wayfinding on existing cycling infrastructure; the boulevard multi-use path on Altona Road was highlighted as a facility with limited and unclear signage IBI GROUP PUBLIC INFORMATION C ENTRE #2 SUMMARY REPORT Prepared for the City of Pickering July 3, 2018 8 Add cross-rides1 at locations where major regional roads intersect with multi-use paths Include end of trip facilities in the active transportation strategy In addition, a comment was received about pedestrian safety at bus stops on Taunton Road. The comment expressed concern that bus stops are exposed to high speed vehicle traffic. The comments received are applicable to the Active Transportation Strategy and Complete Streets Strategy. 3.3 Roads and Driving The majority of comments received related to driving and roads involved connections over Highway 401 and parking challenges. Specific comments related to connections over Highway 401 include: Support for the proposal to add a connection between Notion Road and Squire Beach Road A suggestion for a connection between Valley Farm Road and Sandy Beach Road Specific comments related to parking include: Parking at the waterfront, particularly for events, is a challenge Parking is becoming a challenge at the Whitevale Community Centre. In relation to parking, a comment suggested that a Durham Region Transit stop should be added at the Highway 407 & 7 carpool lot There were also several other comments received in relation to roads and driving in general. There was concern expressed for congestion at Valley Farm Road and Kingston Road. Finally, it was noted that affordable, fast, and convenient transportation options for those without access to a vehicle are limited. The comments received are applicable to the Access Management Strategy and Municipal Parking Management Strategy. 1 A cross-ride is a crosswalk for bikes that usually runs parallel to a crosswalk for pedestrians. Cross-rides are usually identified with thick painted blocks on either side and are sometimes further identified with bicycle symbols and/or green paint. July 3, 2018 A-1 Appendix A – Display Boards 1 Welcome City of Pickering Integrated Transportation Master Plan Public Information Centre #2 – June 21, 2018 What is an Integrated Transportation Master Plan? The Integrated Transportation Master Plan (ITMP) is a comprehensive plan for the transportation needs of the entire City. It is a plan that will be used to support the City’s Official Plan, which provides a framework for growth and development in Pickering based on key principles that include complete communities, efficient use of infrastructure, and encouraging the use of active and sustainable modes of travel. Study Process At this Public Information Centre, find out more about: • What we’ve heard from you so far • The vision for the Pickering ITMP • Transportation alternatives • Overview of supporting strategies • Next steps of the study Why is transportation important? Public Health There are various ways in which land uses and transportation systems influence public health including: •Air quality - there has been a concerted effort toreduce greenhouse gas emissions through policydirection at all levels of government•Safety - there have been significant changes invehicle and roadway design, complemented bypublic education campaigns and stricter regulationson distracted driving•Physical activity - sedentary lifestyles are a majorcontributor to increasing rates of cardiovasculardiseases, obesity, and diabetes. The design of ourcities and transportation systems has a role inequipping people to choose active travel modesProportion of trips by mode: i.e. Pickering residents drive for almost eight out of every ten trips shorter than 2kmMobility and Accessibility The transportation system plays a role in how well individuals can travel around to fulfill their basic daily activities. By supporting mobility and access to services for people of all ages and abilities, the City of Pickering can improve the quality of life for its residents and workers. Climate Change Transportation emissions contribute to 35% of Ontario’s greenhouse gas emissions (GHG) – higher than any other sector. The Ontario Climate Change Strategy has set a target to reduce total GHG emissions by 37%. The ITMP can take a two-pronged approach to help meet that target: •improving infrastructure to support sustainablemodes, and•managing demand through programs and policies2 What We’ve Heard Phase 1 Consultation – by the numbers Main themes of comments received: •Improve safety for all road users•Improve pedestrian and cycling connections tomajor destinations•Increase connectivity and frequency of transit tomajor destinations•Traffic congestion is increasing in Pickering•Locations of transportation issues and concerns(see map on next board)3 What We’ve Heard The following specific issues were identified by the public during the first PIC and the community survey 4 Pickering ITMP Vision A safe and well-connected transportation system that offers inclusive mobility, supports complete and sustainable communities and facilitates continued economic growth. Safe, Well-Connected Transportation System •Improves transitaccess•Supports andencourages activetransportation•Provides efficientmovement ofpeople and goodsInclusive Mobility •Provides safetransportationoptions for all agesand abilitiesComplete and Sustainable Communities •Minimizes impactson natural heritage•Providescommunity healthbenefits•Fits Pickering’s developmentstrategiesEconomic Growth •Supports City’sdevelopmentstrategies•Provides efficientgoods movementin and aroundPickering•Financiallysustainable for theCity5 6 Transportation Alternatives To address the transportation needs of Pickering and achieve the vision of the ITMP, the following alternatives were identified: Alternative 1: Incremental Improvements •“Business as usual” – incrementalimprovements integrated withanticipated network changesAlternative 2: Complete Communities •Building on existing City plans and studies,integrating transportation changes withproposed land uses and policiesAlternative 3: Infrastructure Focus •Leverages major infrastructure projects todramatically change how people movearound PickeringPrograms and Policies •Development continues as planned –Seaton, South Pickering Intensification, etc•Continue participation in region-wide TravelDemand Management (TDM) initiatives(e.g. Smart Commute Durham)•Moderate changes to transportation relatedpolicies (e.g. reductions in required parkingfor development)•Strengthen process for aligning transportation.improvements and land use plans•Ensure plans for neighbourhood intensificationconsider traffic impacts•Pedestrian-friendly design standards to supportmulti-modal access•Multimodal connections as a requirement fordeveloping employment lands•Neighbourhood-focused Travel DemandManagement, such as car- or bike-share•Promote recreation- and institution-basedTravel Demand Management programs•Reduce parking supply in neighbourhoods withgood transit and active transportation access•Transit-oriented development land use changes•Continue with planned land uses (employment,residential, etc.)•Establish a commuter-focused Travel DemandManagement program•Encourage third-party car sharing or bike sharingservices to operate in Pickering by providingnecessary infrastructure and resources, e.g.dedicated parking spaces at major tripgenerators•Establish a city parking authority to manage on-street and lot parking in the city centre andwaterfront•Pilot a city-run bike-share program•Allow for commercial and employment land to bedeveloped adjacent to existing and proposedtransit hubsRoad Network •Build planned Seaton road network per theCentral Pickering Development Plan, andregionally-planned road networkimprovements per the DurhamTransportation Master Plan•Carry out planned improvements to themunicipal road network•Build planned Seaton road network andregionally-planned roads•Retrofit roads and sidewalks in establishedcommunities to eliminate gaps and improvemultimodal access•Leverage opportunities for traffic calming byremoving lanes, reducing speeds, and reducingon-street parking•Build planned Seaton road network (including aWhitevale by-pass) and regionally-planned roadsto their maximum widths•Increase access to Hwy 401 with newinterchange ramps, potentially at Liverpool Roador Church Street•Additional crossings of Hwy 401 at Notion Roadand in Downtown Pickering•Establish high-occupancy vehicle / managedlanes on Hwy 401•Designate a local goods movement network tosupport the Regional goods movement network Transportation Alternatives (cont.) Alternative 1: Incremental Improvements • “Business as usual” – incremental improvements integrated with anticipated network changes Alternative 2: Complete Communities • Building on existing City plans and studies, integrating transportation changes with proposedland uses and policies Alternative 3: Infrastructure Focus • Leverages major infrastructure projects to dramatically change how people move around Pickering Transit Service and Network • Finish construction of Pulse infrastructure on Kingston Road (as curb-side bus lanes) • Work with Durham Region Transit on route changes • Continue with planned transit network and service improvements as outlined in the DurhamRegion Transit Service Strategy and Metrolinx 2041 Regional Transportation Plan • Explore the use of micro-transit and new mobility options for neighbourhoods • Reconfigure transit to work with mini hubs in neighbourhoods and leverage new mobility • Support the implementation of Seaton GO Rail service, providing multi-modal connections to the Seaton station• Provide access to proposed 407 Transitway by creating park-and-ride lots and configuring local transit connections • Support the development of, and ongoing infrastructure improvements for, the Highway 2 Rapid Transit Corridor • Establish high-frequency north-south and east-west priority bus corridors Active TransportationNetwork • Designate signed cycling routes to connect with regionally-designated cycling routes • Implement new cycling facilities (shared lanes, bike lanes etc.) on an opportunity basis (e.g. as part of major road construction) • Ensure new developments feature sidewalks and trail/path connections • Take advantage of road diets to build active transportation network, including signed routes on traffic-calmed neighbourhood roads • Improve visibility, markings, and lighting at pedestrian and cyclist crossings • Connect local active transportation infrastructure to regional infrastructure • Designate a spine route cycling network including signed routes and on- and off-road facilities • Develop a dedicated off-road cycling network utilizing hydro corridors, parks, and boulevards • Construct more pedestrian connections over Hwy 401, potential locations are in the vicinity of Fairport Road, Notion Road, or Valley Farm Road7 Evaluation Criteria Alternatives will be evaluated based on the following criteria: • ITMP Vision • Network Impacts • Community Impacts • Environmental Impacts • Cost Effectiveness Complete Streets Strategy A complete streets strategy ensures that all streets are planned, designed, operated and maintained to allow safe, convenient and comfortable mobility for all users, regardless of age or ability. What does Pickering do now? •The Official Plan identifies road categories,associated right-of-way widths, and accessrestrictions•The Downtown Pickering study identifiedopportunities to implement complete streets in thecity centre, with policy recommendations toenhance pedestrian and cycling connectivity, andrebalance road space allocation to accommodateall usersDirections for the ITMP •A street typology that prioritizes functional mobilityas well as attracting users of all modes•Multimodal performance standards to be used inidentifying gaps in the network and prioritizingimprovements•Identify options for retrofitting streets to includepedestrian and cycling infrastructure in areaswhere an increase in density is planned8 Complete Streets Complete streets include roadway elements and boulevard elements that balance the need for all users. Elements can be prioritized to support the needs of users based on the context of each specific road. For Pedestrians •Sidewalks or multi-use paths•Visible and accessible crossings withappropriate markings•Curb cuts and tactile walking surfaceindicators at intersectionsFor Motorists •Travel lanes•Parking and loading areas•Traffic signals and controls at intersectionsBenefits of Complete Streets: •Ensure Pickering residents have safe options totravel around the city for school, work, andrecreation•Improve safety for vulnerable road users andpeople with disabilitiesFor Cyclists •Bike facilities suitable for the context (e.g.shared lanes on traffic calmed residentialstreets, cycle tracks on arterial roads)•Bike parking•Intersection crossing markingsFor Transit Users •Visible and accessible transit stops•Transit shelters and/or benches•Sidewalk connections to transit stops•Transit priority measures•Help create safe, livable, and sustainablecommunities by encouraging activetransportation•Create a network of streets to serve allusers, including goods movement9 Active Transportation Strategy Pickering’s active transportation network consists of infrastructure for pedestrians and cyclists such as sidewalks, trails, bike lanes, and multi-use paths. What does Pickering do now? • The City’s Official Plan identifies policies to enhance pedestrian and cyclist safety in order to encourage walking and cycling, including traffic calming measures and accessible design • Pickering’s cycling network includes − Bicycle lanes and boulevard multi-use paths on regional roads such as Kingston Road, Altona Road, and Brock Road − Bicycle lanes or edgelines providing cyclists with dedicated space on local corridors such as Rosebank Road, Strouds Lane, Fairport Road, and Glenanna Road − Trail network including Waterfront Trail, Seaton Trail, Duffins Trail and Trans Canada Trail − Bike shelters and bike racks at municipal buildings • The City is improving the pedestrian network to meet accessibility standards, including tactile warning plates and curb cuts at intersections, as well as building and upgrading multi-use paths Directions for the ITMP • Focus on increasing connectivity in the existing network by addressing gaps (e.g. establish multimodal connections to community facilities, improve east-west connections to boost the active transportation commuter network) • Explore creative solutions and retrofit options that do not solely rely on road widening to improve the active transportation network 10 Cycling Network Concept Network development will draw on the existing City of Pickering network, the existing and planned Durham Region Network and other connections as noted above. 11 Facility Types A variety of facility types will make up the Active Transportation Network. Multi-Use Paths • Pathways that allow pedestrian and cyclists, as well as other users to share space • Where these facilities are located through green space, they are often referred to as multi-use trails Cycle Tracks • Cycle tracks (also referred to as protected bike lanes or separated bike lanes) provide some form of physical protection between cyclists and moving cars – such as bollards, curbs, or parked cars • Cycle tracks are most appropriate on arterial roads, depending on the speed and volume of traffic Bike Lanes and Buffered Bike Lanes • Bike lanes are lanes dedicated exclusively for use by cyclists through a combination of pavement markings and signage. Buffered bike lanes incorporate a painted buffer area to provide additional clearance and comfort between cyclists and vehicles • Bike lanes are most appropriate on collector or minor arterial roads, depending on the speed and volume of traffic Bicycle Boulevards • Bicycle boulevards are streets that incorporate a variety of pavement markings, signage and traffic calming measures to create a comfortable cycling route • Bicycle boulevards are typically implemented as part of a network of connected streets to provide connectivity through a neighbourhood and are most appropriate on local roads Paved Shoulder • In some rural areas, a paved shoulder can provide dedicated space for cyclists and pedestrians along rural roads where other improvements are not feasible 12 Goods Movement Strategy Efficient goods movement impacts the competitiveness and prosperity of businesses in Pickering. Due to proximity to large markets and access to the highway and rail networks, a significant value of goods travel in and though Pickering. What does Pickering do now? • The City’s Official Plan identifies the need to examine signed truck routes for efficient goods movement • Brock Road, Taunton Road and Bayly Street are identified as part of Durham’s Regional Strategic Goods Movement Network Directions for the ITMP • Explore designated truck routes on City roads • Explore policies for the allocation of curbside space to support the “last mile” of goods movement • Incorporate a process for implementing grade separations at major rail lines Municipal ParkingManagement Strategy The management of public parking supply through policies, bylaws and enforcement can influence land use and travel behaviour. Unrestricted on-street parking is a challenge to road maintenance activities. What does Pickering do now? • The Official Plan identifies the need for a comprehensive parking strategy that considers reduced parking requirements where transit options are available • The Downtown Pickering study recommended policies to limit surface parking and locate parking in a manner that promotes pedestrian-oriented design Directions for the ITMP • Explore the idea of a municipal parking authority and/or area-wide approaches to parking management • Review the City’s parking policies and develop recommendations for: − Shared parking facilities and parking reductions − Specialty parking – bike, carpool, electric vehicle, car-sharing, etc. 13 Transportation Demand Management Strategy Transportation demand management (TDM) strategies are used to influence travel behaviour to reduce travel demand by single-occupant vehicles. What does Pickering do now? • The Official Plan identifies the need to manage travel demand and optimize existing infrastructure by promoting and supporting initiatives like ride share, bus priority and high-occupancy vehicle lanes. • Residents and employers in Pickering have the opportunity to participate in programs offered by Smart Commute Durham. Directions for the ITMP • Provide policy support and incentives for workplaces in Pickering to influence commuting travel behaviour. • Create guidelines for new developments to address their transportation impact. Access ManagementStrategy Access management directs the location of intersections and private entrances to assist in preserving the safety and efficiency of the transportation network. What does Pickering do now? • The Region’s Arterial Corridor Guidelines discourage driveways and drive-throughs in regional centres and corridors to minimize conflict with turning vehicles and other users of the road. Directions for the ITMP • Align with the Region’s review of their Arterial Corridor Guidelines, and take a context sensitive approach for collector and local roads • Establish guidelines for connecting new developments to the existing transportation network 14 Next Steps We will: 1 Review and consider your feedback. 2 Continue to develop the supporting Continue to develop the supporting strategies that will accompany the strategies that will accompany the ITMP.ITMP.3 Prepare the draft ITMP. 4 Hold the final Public Information Centre in spring of 2019 – see you there! Get Involved! Send us your questions or ideas at ITMP@pickering.ca Visit our website pickering.ca/ITMP for updates. Contact the project team: Nadeem Zahoor, P.Eng., M.Eng Transportation Engineer City of Pickering One The Esplanade Pickering, ON L1V 6K7 905.420.4660 Suzette Shiu, P.Eng. Consultant Project Manager IBI Group 55 St. Clair Avenue West Toronto, ON M4V 2Y7 416.596.1930 15 July 3, 2018 B-1 Appendix B – Comments Received July 3, 2018 B-2 This is a compendium of comments received during conversations between PIC attendees and members of the project team. Transportation Alternatives Complete communities is my preferred alternative because it can provide benefits to multiple aspects of life. Entertainment, business, etc. developments. More sustainable to walk if the options are close Active Transportation Amenities needed – washrooms, shelters, bike rentals, food trucks Tourist signage on Lakeshore Park (e.g. directions to Glen Rouge Camp, maps etc.) Hwy 401 is a barrier for cyclists Purpose-built cycling connections need to connect with Regional and Provincial efforts. Better/kid-friendly cycling connections to recreational destinations, such as parks, are needed. More pedestrian connections over Hwy. 401 needed Speed limit on Taunton Rd. is high and the bus stops seem quite exposed. Improvements needed for pedestrians connecting the City Centre to Diana Princess of Wales Park. Add cross-rides for multi-use paths at major regional Intersections (OTM Book 18) Green paint, symbols, sharrows More recreational cycling to natural areas More buffered bike lanes needed Connect to Meadoway in Toronto Altona road multi-use path lacks clear signage As a teenager/young adult, affordable, fast options are not available. I depend heavily on Uber, especially on evenings and weekends. Speed limit on Taunton Rd. is high and the bus stops seem quite exposed. July 3, 2018 B-3 Roads and Parking Notion Rd./Squires Beach Rd. connection is positive Valley Farm Rd to Sandy Beach Rd. connection over Hwy 401 needed Valley Farm Rd./Kingston Rd. intersection is congested Proposed Third Concession Rd. alignment at Whitevale Rd. will need to go around height of land and historically significant houses Parking Challenges at Whitevale Community Centre. Parking is challenging at Liverpool Rd. near the water A DRT stop is needed at the Hwy 407 & 7 carpool lot to allow people to use Route 603 to get to Pickering City Centre Pickering Integrated Transportation Master Plan Public Information Centre #3 Summary Report Prepared for the City of Pickering by IBI Group August 8, 2019 IBI GROUP PUBLIC INFORMATION C ENTRE #3 SUMMARY REPORT Prepared for the City of Pickering Table of Contents August 8, 2019 i 1 Introduction ............................................................................................... 1 2 Public Information Centre ........................................................................ 1 2.1 Notification of Public Information Centre ........................................... 1 2.2 Information Centre Structure............................................................. 2 2.3 Attendance and Participation ............................................................ 5 3 Feedback .................................................................................................... 6 3.1 Active Transportation ........................................................................ 6 3.2 Road Network ................................................................................... 6 Appendix A – Display Boards Appendix B – Maps IBI GROUP PUBLIC INFORMATION C ENTRE #3 SUMMARY REPORT Prepared for the City of Pickering August 8, 2019 1 1 Introduction This report summarizes the third and final round of Public Information Centres (PICs) for the City of Pickering’s Integrated Transportation Master Plan (ITMP) – a comprehensive plan to guide transportation policy and infrastructure investments to meet the travel needs of the entire city. The ITMP meets the requirements of Phases 1 and 2 of the Municipal Class Environmental Assessment Process, and as such, incorporates public and stakeholder participation throughout the study. For the final round of public engagement there were two PICs: one held on Wednesday, June 19, 2019 from 5:00 p.m. to 8:00 p.m. at Pickering City Hall and one held on Thursday June 20, 2019 from 5:00 p.m. to 8:00 p.m. at the Dr. Nelson F. Tomlinson Community Centre in Claremont. The first PIC, held in November 2017, collected input from the public regarding issues and opportunities involving the existing transportation network. There was also an online survey that ran from November 4 to December 31, 2017. The second PIC, held in June 2018, presented an overview of the transportation strategies that were subsequently developed in the next phase of the study. The PIC also presented three transportation planning alternatives; the complete communities alternative was subsequently selected as the preferred alternative and guided development of the ITMP and supporting strategies. 2 Public Information Centre The purpose of this round of PICs was to present draft recommendations from each of the supporting strategies and present draft road, active transportation, and goods movement networks. 2.1 Notification of Public Information Centre The PICs were promoted through various channels including: A statutory notice on the City’s website beginning on June 12, 2019; A statutory notice in the Pickering News Advertiser on June 5, 2019 (see Exhibit 2.1); Tweets on the City’s Twitter account on June 13, 2019 and June 17, 2019 (see Exhibit 2.2); and Posts on the City’s Facebook page on June 13, 2019 and June 17, 2019; and IBI GROUP PUBLIC INFORMATION C ENTRE #3 SUMMARY REPORT Prepared for the City of Pickering August 8, 2019 2 An email to individuals on the project mailing list was sent on June 10, 2019. The notification of the PICs were also emailed on June 12, 2019, to First Nations and other agencies including Assembly of First Nations, Alderville First Nation, Beausoleil First Nation, Chippewas of Mnijikaning (Rama) First Nation, Hiawatha First Nation, Oshawa and Durham Métis Council, and Mississaugas of Scugog Island First Nation. 2.2 Information Centre Structure Both events were structured as public open houses. Participants were invited to view 15 display boards and a set of three large scale maps of the draft road network, and draft south and north Pickering cycling networks. Participants were able to talk to Project Team staff and/or provide comments on comment cards. The set-up at each venue is shown in Exhibit 2.3 and Exhibit 2.4 respectively. The display boards were as follows: 1. Welcome and study process 2. What We’ve Heard 3. What We’ve Heard (continued) 4. Pickering ITMP Vision 5. Transportation Alternatives 6. Draft 2031 Road Network 7. Complete Streets 8. Complete Streets (continued) 9. Active Transportation 10. Cycling Network 11. Draft Cycling Network 12. Goods Movement 13. Transportation Demand Management 14. Parking Management 15. Access Management and Next Steps A copy of the display boards are included as Appendix A to this report. The maps are included as Appendix B. IBI GROUP PUBLIC INFORMATION C ENTRE #3 SUMMARY REPORT Prepared for the City of Pickering August 8, 2019 3 Exhibit 2.1: Statutory notice of commencement for the ITMP published in the Pickering News Advertiser on June 5, 2019 IBI GROUP PUBLIC INFORMATION C ENTRE #3 SUMMARY REPORT Prepared for the City of Pickering August 8, 2019 4 Exhibit 2.2: City of Pickering PIC Promotion Tweet IBI GROUP PUBLIC INFORMATION C ENTRE #3 SUMMARY REPORT Prepared for the City of Pickering August 8, 2019 5 Exhibit 2.3: Displays Boards and Maps at Pickering City Hall Exhibit 2.4: Display Boards and Maps at the Dr. Nelson F. Tomlinson Community Centre 2.3 Attendance and Participation Approximately 15 participants attended the open house sessions. There were also two emails from members of the public received at ITMP@pickering.ca IBI GROUP PUBLIC INFORMATION C ENTRE #3 SUMMARY REPORT Prepared for the City of Pickering August 8, 2019 6 3 Feedback This section summarizes feedback from comments received on the draft network maps and from conversations with Project Team staff. 3.1 Active Transportation Comments on the active transportation network included the following: There are gaps in the sidewalk network on many streets in Pickering. Many sidewalks are in poor condition – particularly “temporary” asphalt sidewalks. This is an accessibility concern for people using mobility devices. The painted edge lines on Granite Court do not provide enough width for use as bike lanes. Where there are established desire lines (e.g. a dirt trail created by frequent use), the City should investigate formalizing that pedestrian route. Cycling is unsafe on many of the city’s higher speed/higher volume corridors. The Rougemount Drive bridge across Highway 401 is too narrow for cyclists and cars to share. A connection across the gap in the waterfront trail at the entrance to Frenchman’s Bay is needed. 3.2 Road Network Comments on the road network included the following: Traffic signals are essential for making left turns onto busy streets. There are narrow residential streets in the City Centre area, and other new development areas, where vehicles are permitted to park on both sides of the road. This makes it difficult to pass on-coming vehicles and also difficult for emergency vehicles to access residences. The ‘jog’ in the road on Rosebank Road at Sheppard Avenue makes proceeding northbound difficult during congested periods. Road expansion is not the way to accommodate population growth and traffic congestion. Pickering needs to make better use of its existing infrastructure. IBI GROUP PUBLIC INFORMATION C ENTRE #3 SUMMARY REPORT Prepared for the City of Pickering August 8, 2019 7 Appendix A: Display Boards Welcome City of Pickering Integrated Transportation Master Plan Public Information Centre #3 – June 19 and 20, 2019 What is an Integrated Transportation Study Process Master Plan? The Integrated Transportation Master Plan (ITMP) is a comprehensive plan for the transportation needs of the entire City. It is a plan that will be used to support the City’s Official Plan, which provides a framework for growth and development in Pickering based on key principles that include complete communities, efficient use of infrastructure, and encouraging the At this Public Information Centre, find use of active and sustainable modes of travel. out more about: • The vision for the Pickering ITMP • Draft networks and recommendations • Next steps of the study 1 What We’ve Heard Public Consultation – by the numbers Main themes of comments received: • Improve safety for all road users • Improve pedestrian and cycling connections to major destinations • Increase connectivity and frequency of transit to major destinations • Traffic congestion is increasing in Pickering • Locations of transportation issues and concerns (see map on next board) 2 What We’ve Heard (cont.) 3 More multi-modal connections over Hwy 401 e.g. Notion Road, Valley Farm Road More signage and wayfinding for active transportation Cyclists do not feel safe riding in Pickering More transit connections to GO Station More winter maintenance of pedestrian connections and bus stops Kingston Road traffic is too heavy. Congestion is not sustainable. Pickering ITMP Vision A safe and well-connected transportation system that offers inclusive mobility, supports complete and sustainable communities and facilitates continued economic growth. 4 Safe, Well-Connected Transportation System • Improves transit access • Supports and encourages active transportation • Provides efficient movement of people and goods Complete and Sustainable Communities • Minimizes impacts on natural heritage • Provides community health benefits • Supports City’s development strategies Inclusive Mobility • Provides safe transportation options for all ages and abilities Economic Growth • Supports City’s development strategies • Provides efficient goods movement in and around Pickering • Financially sustainable for the City Transportation Alternatives The ITMP considered three scenarios to guide plan development. Scenario 1: Incremental Improvements “Business as usual” – incremental improvements integrated with anticipatednetwork changes. Scenario 2: Complete Communities Building on existing City plans andstudies, integrating transportation changeswith proposed land uses and policies, emphasizing connectivity. Scenario 3: Infrastructure Focus Leverages major infrastructure projects to dramatically change how people andgoods move around Pickering. Preferred Alternative – Complete Communities Policies and Programs Road Network Active Transportation Network • Strengthen process for aligning transportation improvements and land use plans • Pedestrian-friendly design standards to support multi-modal access • Neighbourhood-focused Travel Demand Management • Manage parking supply in neighbourhoods with good transit and active transportation access • Encourage transit-oriented development in growth areas • Build planned Seaton road network and regionally-planned roads • Retrofit roads and sidewalks in established communities to eliminate gaps and improve multi-modal access • Increase network capacity at strategic locations to accommodate growth and improve connectivity • Take advantage of existing pavement widths to build cycling network, including bike lanes or signed routes on neighbourhood roads • Connect active transportation infrastructure to regional, TRCA/Parks Canada, Toronto, Markham, and Ajax infrastructure • Improve pedestrian and cyclist crossings 5 Draft 2031 Road Network Road network development considerations: • Pickering Official Plan • Durham Region TMP • Potential new road connections Draft 2031 Network includes: • Seaton Urban Area (as planned) • Durham Region TMP recommendations Plus: • Church Street widening and Hwy 401 interchange • Notion Road crossing of Hwy 401 • City Centre crossing of Hwy 401 • Clements Road to Sandy Beach Road • Type C Arterials and Collector roads to support growth areas 6 Complete Streets Complete Streets are streets that are planned, designed, operated and maintained to improve road safety for all modes and users. The Complete Streets strategy includes the following key policy directions: • Take an area-wide approach to address different land use contexts: South Pickering Urban Area, Seaton Urban Area, and Rural Area. • Adopt a street typology, which includes guidance for streets with a distinct modal hierarchy focused on the most vulnerable road users. • Update design guidelines and standard drawings to improve accessibility for all ages and abilities • Consider the mobility needs of all users when implementing all road projects (e.g. road resurfacing, road reconstruction, new construction projects). • Apply a multi-modal lens to measuring level of service. • Enhance maintenance standards to improve year-round mobility. • Identify a procedure for documenting and addressing exceptions to the Complete Streets policy. 7 Complete Streets The success of the Complete Streets strategy depends on making it applicable to all city processes related to streets. Planning Recommendations • Encourage grid/fused-grid developments for new subdivisions to improve connectivity for all modes. • Encourage street-oriented development in intensification areas, to create a sense of place. • Accommodate on-street parking in intensification areas. Design Recommendations • Include minimum accommodations for all users on all streets, and enhanced features for primary users on priority networks in city design guidelines. • Include roundabouts as a complete streets solution for intersections based on their safety benefits. • Improve wayfinding signage for pedestrians and cyclists. Operation and Maintenance Recommendations • Develop a priority winter maintenance network for active transportation. • Review traffic operational study policies and procedures to ensure that they explicitly consider the safety of all users. • Review pavement marking and signage guidelines to enhance safety of vulnerable users (high visibility crosswalks, cycling facility intersection markings, etc.), where warranted. • Consider restricting on-street parking where road width does not allow for comfortable passing of cyclists. 8 Active Transportation Increasing the use of active transportation is a key objective of the ITMP. Strategies • Connect and grow the network - Focus on increasing connectivity in the existing network by addressing gaps (e.g. establish multimodal connections to community facilities, improve east-west connections to boost the active transportation commuter network) ‒ Adopt the long-term network as the guiding vision ‒ Implement cycling facilities as part of road construction projects where possible ‒ Explore creative and retrofit options for infill projects ‒ Improve crossing opportunities • Build a walking and cycling culture through programming and initiatives that support walking and cycling, such as wayfinding, cycling route maps, etc. • Plan for walk-friendly and bike-friendly destinations by incorporating pedestrian and cycling facilities and amenities as new development/re-development occurs. Cycling Impact Analysis Five factors were considered when identifying potential links: • Connectivity: connect existing and planned pieces of cycling infrastructure to improve the usability of standalone links • Density: areas of higher population and employment density often have built form and land use patterns that support active transportation • Potential Demand: areas with many short trips (2 km or less) have high cycling potential • Key Destinations: connect major community destinations (schools, libraries, parks, places of worship, transit stations, etc.) • Barriers: infrastructure that crosses barriers (highways, rail corridors, water courses, etc.) can provide critical connections 9 i liCycling Network Cycling Facility Types Retrofit Opportunities Photo Source: ITRE B cyc e and Pedestr an Program Multi-Use Paths / Trails • Pathways that allow pedestrian and cyclists, as well as other users to share space. Cycle Tracks • Cycle tracks (or protected/separated bike lanes) provide some form of physical protection between cyclists and moving cars – such as bollards, curbs, or parked cars. Bike Lanes and Buffered Bike Lanes • Bike lanes are exclusively for use by cyclists through a combination of pavement markings and signage. Buffered bike lanes include a painted buffer area to provide additional clearance and comfort for cyclists. Bicycle Boulevards • Bicycle boulevards incorporate a variety of pavement markings, signage and traffic calming measures to create a comfortable cycling route. Paved Shoulder • In some rural areas, a paved shoulder can provide dedicated space for cyclists and pedestrians along rural roads where other improvements are not feasible. Many cycling facilities can be implemented without major construction. • Lane narrowing or other low impact strategies – In some cases, it may be possible to provide additional width for a cycling facility and by implementing lane narrowing of existing wide lanes. • Parking reduction – In some cases, on-street parking can be removed or consolidated to one side provide additional width to introduce a cycling facility (for example, removal of parking to provide a buffered bike lane that can be physically separated with bollards, planters or concrete curbing). • Road diet/lane reduction opportunities – In some instances, cycling facilities can be provided by implementing a road diet (depending on several factors: current roadway AADT, peak hour volume, transit service, etc.). • Shoulder paving – Along rural road with sufficient base/granular shoulder, the shoulder can be paved to provide a cycling facility along rural roads - it is anticipated there are limited opportunities within Pickering. • Signed routes – No physical changes may be required to accommodate cycling facilities along low-volumes, low speed roadways. 10 Draft Cycling Network 11 Goods Movement As Pickering grows and intensifies, the City will have to proactively manage freight needs in a way that supports a liveable community. Key Actions for Pickering: Land Use Draft Goods Movement Network • Develop guidelines for evaluating land use plans from a goods movement perspective. • Create standards for access and loading for different land use types, including standards for on-street loading, off-street loading, and nearby loading areas. • Develop guidelines for noise and vibration mitigation for new residential developments. Data Collection • Work with Durham Region to collect goods movement data to inform decision making. Passenger Travel • Continue to work with Durham Region and Metrolinx to implement policy and infrastructure to encourage and grow the use of transit and active transportation. Goods Movement Network • Create a local goods movement network. • Work with Durham Region to expand the Regional Strategic Goods Movement Network to include sections of Whites Road, Brock Road and Bayly Street. 12 40,000 35,00030,00025,00015,000 20,00010,0005,000 -Auto DriNumber of Trips 0 Transportation Demand Management Transportation demand management will reduce congestion and support more sustainable modes of travel. There are almost 50,000 daily trips starting in Pickering that are 2 km or less. Of these, 80% are made by car (driver + passenger). Access to Pickering GO Station 1% 63% 17% 7% Drive and Park 8%4% Drop-Off Carpool Local Transit Cycling Walking (< 2 km) 5% Auto Driver 65%12% Auto 2% PassenTransit 16% Active Other Trip Length ver Auto Passenger Transit Active Other -1 km 1-2 km 3-5 km 6-10 km 11-20 km 21+ km Travel Mode by Trip DistanceMode Share of Short trips ger Currently, access to Pickering GO Station is primarily by car. Key TDM Opportunities for Pickering: • Pickering GO Station access: The GO station attracts approximately 3,000 trips each day. Increasing the active and transit mode share will be necessary as GO ridership increases in the coming years. • TDM guidelines for new developments: As Pickering grows and intensifies, new developments present an excellent opportunity to incorporate TDM measures at the planning and design stage. • School programs: School trips represent nearly 20% of morning peak period travel in Pickering and many are short trips that are well suited to active modes. • Workplace programs: With forecasted employment growth in Pickering, there is an opportunity to increase the reach of workplace TDM programming. 13 Parking Management As parking demand grows, strategies to help manage demand and supply will be needed. Recommended Actions • Update parking space requirements in zoning by-law: The city should review and update its current parking space requirements to address demand, new land uses, and vehicle ownership trends. • Consider cash-in-lieu of parking in the City Centre: The City should consider using cash-in-lieu to generate funds to construct public parking to support land uses in City Centre instead of requiring each developer to construct parking. • Adopt shared parking: Shared parking helps manage the parking supply of private development. Shared parking can be applied wherever an appropriate mix of land uses can pool parking resources. • Adopt bicycle parking space requirements: Bicycle parking requirements should be adopted across the city to support and encourage cycling. • Paid Parking: As development occurs, the City should look for opportunities to consolidate off-street parking supply in the City Centre to provide paid parking. As retail uses develop at street-level, charge fees for on-street parking. • Residential On-Street Parking Program: A residential on-street parking permit program, accounting for street maintenance requirements, should be considered in neighbourhoods where on-site parking is not sufficient to meet residents’ needs. • Carshare: The City should consider granting parking requirement reductions to developers proposing to include carshare vehicles as part of the on-site parking supply. 14 Access Management Managing the interactions of driveway entrances and side streets in the road network serves an important role in traffic operations and road user safety. A consistent and predictable distribution of access points that reflects the function of a roadway can help reduce traffic friction and conflicts that contribute to delay and collisions. Recommended Actions • Take a context-sensitive approach to access on City streets and apply the Region’s Arterial Corridor Guidelines where appropriate • Establish/formalize City guidelines for connecting new developments to the existing road network: ‒ Intersection spacing ‒ Driveway spacing ‒ Corner clearance Next Steps 1 Refine strategies and recommendations based on your feedback Prepare Draft ITMP 2 3 Present Final Draft ITMP to City Council and provide for public review Implement ITMP 4 Get Involved! Send us your questions or ideas at ITMP@pickering.ca Visit our website pickering.ca/ITMP for updates. Contact the project team: Nadeem Zahoor, P.Eng., M.Eng Suzette Shiu, P.Eng. Transportation Engineer Consultant Project Manager City of Pickering IBI Group One The Esplanade 55 St. Clair Avenue West Pickering, ON L1V 6K7 Toronto, ON M4V 2Y7 905.420.4660 416.596.1930 15 IBI GROUP PUBLIC INFORMATION C ENTRE #3 SUMMARY REPORT Prepared for the City of Pickering August 8, 2019 8 Appendix B: Maps gg g gg gg g g g g gggg g g ggg g 4 4 4 4 4 4 4 4 4 4 4 4 c b _ a (!ú (!ú (!ú (!úYork Durham LineBrock RoadFinch AvenueAltona RoadWilliamJacksonDriveSideline 14Central Street BainbridgeDrive Amberlea Road Highway 7 Dixie RoadMaple Ridge Dr iveGlenanna Roa dRosebank RoadMajor O a ks RoadTillings RoadK ingst o n R oa d B o wlerDriveLynn H e i g h ts Drive FieldlightBoulev a rd Fifth Concession Road Dellbrook Av e nueAspenRo ad Maple GateRoadDenbyDriveWhitevale Road Valley Farm RoadSeventh Concession Road Markham-PickeringTownlineRoadThird Concession Road Spruc eHill RoadNotion RoadFairport RoadLiverpoolRoadWhitesRoadDersan Street Zents Drive Highway 407 Woodview AvenueTaunton Road Ninth Concession Road Scarborough Pickering TownlineWestney RoadPotential Trans-Canada Trail Alternate Connection AREA 1 Lake Ontario CITY OF PICKERING KEY MAP 02.55 KM 1:300,000 ± DRAFT Ultimate Cycling Network - Area 1 01.53 KM Existing Cycling Network On-Road Cycling Facility Boulevard Multi-use Path Trail/Pedestrian Path Major Cycling Routes Waterfront Trail Trans-Canada Trail (Great Trail) #CycleON Network Proposed Network Bike Lane / Buffered Bike Lane Cycle Track Signed Route / Bicycle Boulevard Paved Shoulder Boulevard Multi-use Path Off-Road Multi-use Trail Proposed Seaton Trails & Bikeway Network Road Network Rail Line Hydro Line Federal Airport Lands Park / Open Space Wooded Area Waterbody !!Pickering GO Station 4 School (!ú BridgegGateway 1:20,000 Desired Connection ± !!ggggggggggggggggg4444444444444444444444444dc(!ú(!ú(!ú(!ú(!ú(!ú(!úWhites Road Highway 401Brock RoadKingstonRoadR o u g e m o u n tD r iv eFinch AvenueLiverpool RoadSheppard AvenueModlin RoadTillings RoadAltona RoadRossland Road WWest Shore BoulevardAmberleaRoadGlenannaRoadNotion RoadWaterfordGateBainbridge DrivePineGroveAvenueAnnland StreetMarshcourtDriveLittlefordStreetMapleRidgeDriveBatoryAvenueShadybrook DriveDownlandDriveMajorOaksRoadEyer DriveKrosno BoulevardHighview RoadStrouds LaneFoxwoodTrailBowlerDriveLynnHeightsDrivePickeringParkwayWalnutLaneFront R o a dValley Farm RoadFieldlightBoulevardDixieRoadBreezyDriveDellbrookAvenu e NapaneeRoadDenmar Road Aspen RoadSpruce Hill RoadHuntsmillDriveHillcrestRoadFairport RoadFawndaleRoadWildflower DriveOklahoma DriveDunbartonRoadEdm u n d DriveMaple Gate RoadToynevale RoadHoover DriveDouglas AvenueWoodview AvenueDenbyDriveSandy Beach RoadTatra DriveRadomStreetLongbow DriveGlenviewRoadChurch Street SBushmill StreetSquires Beach RoadSunrise AvenueSurfAvenueSteepleHillRosefield RoadThird Concession RoadTwyn Rivers DriveRosebank RoadClements RoadTaunton RoadBayly StreetGraniteCourtMontgomery Park RoadAppleviewRoadAutumnCrescentDersan StreetScarborough Pickering TownlineMckay RoadLake OntarioExisting Cycling NetworkOn-Road Cycling FacilityBoulevard Multi-use PathTrail/Pedestrian PathMajor Cycling RoutesWaterfront Trail Trans-Canada Trail (Great Trail)#CycleON NetworkProposed NetworkBike Lane / Buffered Bike LaneCycle TrackSigned Route / Bicycle BoulevardPaved ShoulderBoulevard Multi-use PathOff-Road Multi-use TrailProposed Seaton Trails & Bikeway NetworkRoad NetworkRail LineHydro LineFederal Airport LandsPark / Open SpaceWooded AreaWaterbody!!Pickering GO Station4School(!úBridgegGatewayDesired Connection±AREA 2Lake OntarioCITY OF PICKERINGKEY MAP02.55KM1:300,000±01.53KM1:15,000DRAFT Ultimate Cycling Network - Area 2 >(>!! !!S/S/ CITY OF MARKHAM TOWN OF WHITCHURCH-STOUFFVILLE Lake Ridge RoadHighway 40 1 Kingsto n R o a d LiverpoolRoadFinch AvenueWhites RoadSheppard Avenue ChurchStreetSGle n a nna Road Notion RoadCentral Street AltonaRoadStroud s L a n e Pickerin g ParkwayValleyFarmRoad Fairport RoadDixieRoadThird Concession Road Fifth Concession Road Seventh Concession Road Whitevale Road SquiresBeachRoadSandy Beach RoadNinth Concession Road Twyn Rivers Drive Clements Road Highway 7 BaylyStreetRosebank RoadHighway 407 Taunton Road BrockRoadWestney RoadSalemRoadSideline 14Lake Ontario TOWN OF AJAX TOWNSHIP OF SCUGOG CITY OF TORONTO TOWN OF WHITBY TOWNSHIP OF UXBRIDGE 'UDIW 2031 Road Expansion Projects ± 1:35,000 02.55 KM Provincial Road Modifications Provincial Freeway Expansion Existing Interchange >Existing Partial Interchange Future Interchange >Future Partial Interchange (Interchange Modification (MTO Class EA Studies) City of Pickering Municipal Boundary Expressway / Freeway Road Rail Line Hydro Line Watercourse Waterbody Wooded Area Road Widening 3 Lanes 4/5 Lanes 6/7 Lanes Widening to Accomodate Bus-Only Lanes New Connection 2 Lanes 3 Lanes 4/5 Lanes 5 Lanes 6/7 Lanes Road Modifications !!Railway Grade Separation S/New Crossing of Hwy 401 Background Report Road Network Development Pickering Integrated Transportation Master Plan Prepared for City of Pickering by IBI Group July 2020 Attachment #3 to Report #ENG 03-21 DRAFT IBI GROUP Background Report Road Network Development Prepared for City of Pickering Table of Contents July 2020 i 1 Introduction ............................................................................................... 1 1.1 Durham Region Transportation Planning Model (DRTPM) ............... 1 2 Background ............................................................................................... 2 2.1 Population and Employment Growth ................................................ 2 2.2 Planned 2031 Road Network ............................................................ 2 2.3 Pickering Official Plan ....................................................................... 4 3 Future Road Network in Pickering ........................................................... 8 3.1 Planned 2031 Road Network – Future “Base” Network .................... 8 3.2 Potential Road Network Improvements .......................................... 11 4 Other Considerations .............................................................................. 20 4.1 Durham Live Build-Out ................................................................... 20 4.2 Twyn Rivers Drive ........................................................................... 22 5 Proposed 2031 Road Network ................................................................ 24 Appendix A – Planned Network Improvements IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 1 1 Introduction The City of Pickering’s new Integrated Transportation Master Plan (ITMP) defines transportation policies and strategies, and identifies infrastructure requirements to meet the future transportation needs of the city. A key element of the ITMP is the development of a road network that will address the existing and future needs of the City of Pickering. This report documents the development of the future road network and the network assessments undertaken using the Durham Region Transportation Planning Model. 1.1 Durham Region Transportation Planning Model (DRTPM) A key tool used to inform the development of the transportation network was the Durham Region Transportation Planning Model (DRTPM). The DRTPM is the Region’s four stage multimodal transportation demand model. The DRTPM is described at length in two reports –DRPTM 2011/2012 Update and Recalibration (HDR, September 2014) and DRTPM Model Users’ Guide V2 (HDR, October 2015). These reports were used for background information, setting up model runs and validating base year forecasts. For the City’s ITMP, the DRTPM was used to forecast traffic demand for the 2031 horizon. 1.2 Road Network Development Process The development of Pickering's 2031 proposed road network involved the development and evaluation of a 2031 future base case followed by the evaluation of additional potential network improvements. Recommended network improvements were gathered from existing plans and studies such as Durham Region’s Transportation Master Plan and Pickering’s Official Plan. The future base network was evaluated using the DRTPM to identify corridors with high amounts of congestion and areas of need. A list of potential infrastructure improvements to address future needs was developed through an iterative process involving network modelling, discussions with City staff, and consideration of ITMP goals. The potential improvements were then evaluated based on travel demand forecasts, potential impacts, and input from City staff and stakeholders to form the proposed 2031 road network. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 2 2 Background 2.1 Population and Employment Growth Significant growth is planned in the City of Pickering. The Seaton Urban Area is the City’s primary new growth area and the City Centre is the City’s primary intensification area. Exhibit 2.1 and Exhibit 2.2 presents the population and employment forecasts for the City of Pickering between 2016 and 2031 as reported in the 2017 Durham Regional Official Plan. Population is projected to grow by 60% and employment by 40%. However, with the Regional Official Plan Amendment (ROPA) 128, more recent 2031 forecasts exclude growth in Northeast Pickering. Exhibit 2.1: Population Forecast for Pickering, 2021–20311 Area 2021 2026 2031 Urban Pickering 173,635 199,980 221,340 Rural Pickering 4,280 4,305 4,330 All Pickering 177,915 204,285 225,670 Growth (from 2016) +26% +45% +60% Source: 2017 Durham Region Official Plan Exhibit 2.2: Employment Forecast for Pickering, 2021–2031 Area 2021 2026 2031 Pickering 67,910 73,590 76,720 Growth (from 2016) +24% +34% +40% Source: 2017 Durham Region Official Plan 2.2 Planned 2031 Road Network The road network in Pickering is continually changing through additions of new roads and expansions of existing roads. Planned improvements to the road network have been proposed in the Ministry of Transportation’s 2017-2022 Southern Highways Program, Durham Region TMP and City of Pickering 2017 Draft Capital Budget. The starting point for the transportation network assessment is the recommended 2031 road network as identified in the Durham Region TMP (see 1 The population and employment forecast in the Region’s Official Plan includes Northeast Pickering, which is no longer in the 2031 development horizon. The forecast also includes a 2031 population of 70,000 people and 35,000 jobs for Central Pickering (Seaton), which has since been reduced to 61,000 people and 30,500 jobs. The adjustments were made as a result of Regional Official Plan Amendment 128. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 3 Exhibit 2.3). The planned provincial and regional road improvements, as identified in the Durham Region TMP, include: Widening of Highway 401 and extension of core/collector system easterly through Ajax New Highway 407 interchanges at Whites Road extension, Rossland Road extension, Westney Road and Salem Road Widening of Altona Road from Strouds Lane to Finch Avenue Widening and extension of Whites Road to Highway 7 Widening and extension of Rossland Road to Highway 7 Widening of Liverpool Road from Kingston Road to Bayly Street Widening of Brock Road from Finch Avenue to Highway 7 Whitevale Bypass Widening of Taunton Road Widening of Finch Avenue from Altona Road to Brock Road Widening of Bayly Street Realignment of Westney Road at Highway 7 (Greenwood Bypass) Also considered in the transportation network assessment is the state of local and regional transit routes as recommended in Durham Region TMP (see Exhibit 2.4). The planned Regional transit improvements include: Implement bus rapid transit on Highway 2 High frequency bus service in HOV lanes on Whites Road, Taunton Road, Brock Road, and Bayly Street High frequency bus service in shared lanes on Highway 7 and Rossland Road GO Train service extended to Bowmanville (two-way all day service) Regional Express Rail service frequency (two-way all day with 15 minute headways) Improved local/community transit coverage Finally, a number of municipal projects are currently planned to upgrade existing roads to hard surfaces, particularly in north Pickering, but no capacity expansions are committed in the Capital Program. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 4 2.3 Pickering Official Plan The City’s Official Plan (OP) identifies a policy to protect and plan for an integrated transportation system (see Exhibit 2.5). The transportation system identified existing and future roads that support pedestrians, permit cycling and encourage transit use while accommodating vehicular traffic and where appropriate, provide for local road, bikeway and trail connections to link people, places and activities. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 5 Exhibit 2.3: Planned 2031 Road Network (Durham Region TMP 2031 Road Network) Source: Durham Transportation Master Plan - 2017 IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 6 Exhibit 2.4: Planned Higher-Order Transit Network (Durham Region TMP 2031 Higher-Order Transit) Source: Durham Transportation Master Plan - 2017 IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 7 Exhibit 2.5: City of Pickering Official Plan – Transportation System Source: Pickering Official Plan – Edition 8 - 2018 IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 8 3 Future Road Network in Pickering 3.1 Planned 2031 Road Network – Future “Base” Network The planned 2031 Road Network (as discussed in Section 2.2) formed the basis of the Future “Base” Network for the ITMP. The performance of the Base Network under 2031 AM peak hour conditions is show in Exhibit 3.1 for south Pickering. (For illustration purposes, the volumes on Highway 401 and/or Highway 407 have been hidden on some maps in order to show volumes on the non-freeway links.) Road segments with volume to capacity (v/c) ratios over 0.85 are considered to be approaching capacity, and segments with v/c ratios over 1.0 are over capacity. The travel demand forecasts indicate that Highway 401 and Highway 407 carry a significant proportion of east-west traffic though Pickering, and sections of the freeways will continue to be congested even with planned Provincial and Regional improvements. The Regional road corridors carry much of the peak period traffic volumes, with volumes approaching or exceeding capacity particularly in the areas near or crossing Highway 401. The network performance in the PM peak hour is similar to the AM peak hour but with peak demands in the reverse direction. In the northern areas of Pickering, the rural roads generally operate within capacity as shown in Exhibit 3.2. Some congestion is anticipated at the York- Durham boundary. It is noted that the Model does not fully capture the real capacity of HOV lanes on Whites Road, Taunton Road and Brock Road (as proposed in the Regional TMP). Typically, the capacity of an HOV lane is 10-15% lower than a general purpose lane. As such, the Model results may be underestimating the amount of congestion on the HOV corridors. Vehicles on Whites Road and Taunton Road maybe subject to moderate amounts of congestion while Brock Road may be closer to capacity. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 9 Exhibit 3.1: 2031 AM – Future Base Network (South Pickering) Highway 401 volumes are not shown in bottom map. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 10 Exhibit 3.2: 2031 AM – Future Base Network (North Pickering) Highway 401 and Highway 407 volumes not shown. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 11 3.2 Potential Road Network Improvements A list of potential road network improvements was identified to support the Complete Community vision for the City of Pickering. The list of potential infrastructure improvements were identified through an iterative process involving network modelling, discussions with City staff, and consideration of ITMP goals. The potential road network improvements also includes projects identified in other studies, corridors that are protected in the City or Region’s Official Plan, and corridors that are anticipated to be at or over capacity under future conditions. For the purpose of the demand modelling, only improvements that result in changes to network capacity were modelled (such as new roads, road widening, and road extensions) and does not include other road improvements that may be considered in the ITMP such as complete streets design or improvements to pedestrian and cycling facilities within the road right-of-way. The future collector roads identified in the City’s OP are assumed to be constructed as development of the surrounding land proceeds. These roads are anticipated to provide access to adjacent lands and connections to the arterial road network. Potential of road network capacity improvements in Pickering, in addition to the planned provincial and regional network elements, includes: a) A new arterial (Type C) crossing of Highway 401 in Pickering City Centre b) A new east-west collector connection in Pickering City Centre (Plummer Street to Alliance Road connection) c) A new arterial (Type C) crossing of Highway 401 at Notion Road d) Westerly arterial (Type C) extension of Clements Road to Sandy Beach Road e) A new partial interchange on Highway 401 at Church Street f) Widening of Church Street south of Highway 401 to Bayly Street g) North-easterly arterial (Type C) extension of Valley Farm Road to Brock Road h) A new arterial (Type C) connection from Kingston Road (at Walnut Lane) to Liverpool Road i) New arterial (Type C) and collector roads in the Seaton Urban Area j) Concession Road 5 extension from Sideline 4 to Lake Ridge Road k) A Clements Road extension across Duffins Creek The 2031 future network with all of the above projects is shown in Exhibit 3.3. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 12 The 2031 AM and PM peak hour forecasts the scenario with all the above network improvements are presented in Exhibit 3.4 and Exhibit 3.5, respectively. A discussion on the impacts of each network element is provided below. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 13 Exhibit 3.3: Potential Network Capacity Projects a b c g f d h e i j k IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 14 Exhibit 3.4: 2031 AM Peak Hour – Network Analysis (Southeast Pickering) Exhibit 3.5: 2031 PM Peak Hour – Network Analysis (Southeast Pickering) Highway 401 volumes are not shown on map. Highway 401 volumes are not shown on map. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 15 3.2.1 New Arterial Crossing of Highway 401 in Pickering City Centre A future Type C Arterial crossing of Highway 401 and CN Rail in Pickering City Centre was added to the City’s OP in 2015 (OPA 26). The road crossing supports provincially-designated Urban Growth Centre and the City’s vision for a vibrant City Centre. The new road crossing is anticipated to serve local traffic within the City Centre, connecting the City Centre lands on both sides of Highway 401, and provide an alternative to Brock Road which is expected to be at capacity. The new crossing also improves connectivity for transit, cyclists and pedestrians supporting the TMP vision of a connected transportation system and inclusive mobility. Future demand on the crossing indicate that a 2-lane crossing will provide insufficient capacity and a 4-lane cross-section is required. 3.2.2 New East-West Collector in Pickering City Centre A future east-west collector connecting Plummer Street to Alliance Road is shown in the City’s OP. The collector will connect to the proposed north/south City Centre arterial crossing (see Section 3.2.1). This connection is anticipated to promote redevelopment in the area and provide access to adjacent lands. The collector extension will have moderate travel demands. 3.2.3 New Arterial Crossing of Highway 401 at Notion Road A future Type C arterial crossing of Highway 401 and CN Rail connecting Notion Road to Squires Beach Road is included in the Pickering OP and Regional OP. The Durham Region TMP included the Notion Road crossing of Highway 401 as a beyond 2031 future road connection. The City completed an Environmental Assessment for Notion Road and Squires Beach connection across Highway 401 in October 2019. A four-lane section is proposed between Pickering Parkway and the former Kellino Street (now converted to a private road serving the Durham Live site) and a three-lane cross-section for the remaining sections with auxiliary lanes at the major intersections of Bayly Street and Notion Road. 2031 forecasts indicate that travel demand on the new crossing will exceed the capacity of a 2-lane road and a 4-lane cross-section will be required. The new crossing will help alleviate north-south traffic demands on the parallel corridors of Church Street and Brock Road, providing an alternative route to access the employment lands south of Highway 401. The new road crossing also provides an opportunity to improve pedestrian and cycling connections across Highway 401 and CN Rail. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 16 3.2.4 Extension of Clements Road to Sandy Beach Road A future Type C arterial extension of Clements Road westerly to Sandy Beach Road is identified in the City’s OP. The extension would cross the hydro corridor and connect to employment lands along Sandy Beach Road. The travel demand model indicates limited traffic benefits for vehicular traffic with low to moderate traffic volumes. The new road would improve connectivity for the employment lands on Sandy Beach Road, connecting these lands to the larger employment area east of the hydro corridor, and provide an alternative east-west route for pedestrians, cyclists and transit between Bay Ridges neighbourhood and the employment lands. 3.2.5 Partial interchange on Highway 401 at Church Street and Widening of Church Street south of Highway 401 to Bayly Street With the opening of the Westney Road interchange in the late 1980s, the Highway 401 interchange at Church Street was closed. A new partial interchange at Church Street, with access to westbound Highway 401 and access from eastbound Highway 401, is currently being considered to support growth and development in south Pickering, in particular Durham Live. The MTO’s planned Highway 401 improvements do not include a new interchange at Church Street, nor does the planned improvement preclude a future interchange at this location. The spacing of a new Church Street interchange is less than 2 km from the Brock Road interchange and less than 1 km from the Westney Road interchange. This is less than the typical spacing of interchanges on 400-series freeways. For an interchange at this location design options and operational analysis will need to meet the requirements and approval of MTO. North of Highway 401, in the Town of Ajax, Church Street has residential frontage and a number of designated historic properties. A new interchange has the potential to draw more traffic to this section of Church Street which may be undesirable to Ajax residents and the Town of Ajax. A new interchange will increase network capacity and access to support the development of currently undeveloped employment lands south of Highway 401, which supports the TMP vision to facilitate continued economic growth in Pickering. Further discussion regarding Durham Live is provided in Section 4.1. 3.2.6 Extension of Valley Farm Road to Brock Road The Valley Farm Road extension (Type C arterial) connects residential areas to the south (and, further south, to the City Centre) with future medium-density residential and mixed uses at Brock Road to the north. The extension provides an alternative to the high volumes on Brock Road and could relieve congestion at the Brock Road / Rossland Road intersection. As the road crosses natural areas and a hydro corridor, its need does not rely on providing access to adjacent lands. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 17 The model does not provide a good indication of future demand on the extension of Valley Farm Road. The need for the extension will depend mainly on the timing of future development at the north and the level of congestion on Brock Road and at the Brock Road / Rossland Road intersection. 3.2.7 New Connection from Kingston Road to Liverpool Road The future Type C arterial connection from Kingston Road (at Walnut Lane) to Liverpool Road (at Highway 401 ramp) provides access to adjacent mixed use lands and increases connectivity to the City Centre. The need for the connection will depend mainly on the timing of future development and redevelopment of the mixed use lands. The City is currently conducting an Environmental Assessment for Walnut Lane to assess alignments for the new connection. 3.2.8 Planned roads in the Seaton Urban Area The planned Type C arterial and collector roads that serve the future residential and employment areas in Seaton have been assumed to be in place. These roads are anticipated to provide access to adjacent lands and connections to the Regional road network for this major growth area. Previous regional and municipal Class EA studies have been completed that identified road alignment and require cross-section to support planned growth. 3.2.9 Extension of Concession Road 5 The extension of Concession Road 5 from Sideline 4 to Lake Ridge Road is included in the City’s OP. One of the findings from the Durham Region TMP was that the connection of Concession Road 5 from Lake Ridge Road through the Heber Down Conservation Area to Brock Street is a candidate for removal from the Regional OP. The Lake Ridge Road - Brock Street section was removed from the Regional OP by ROPA #171. A sensitivity analysis of an extension of Concession Road 5 to Lake Ridge Road was undertaken to identify the impact the road extension on the surrounding network. Exhibit 3.6 shows the projected 2031 AM travel demands for Concession Road 5. The land to the north and south of the Concession Road 5 corridor is designated Greenbelt with no planned development. The Model shows that the Concession Road 5 extension to Lake Ridge Road would serve 400-600 vehicles in the AM peak hour. The vehicles utilizing the extension are diverting from Highway 7 to the north and Taunton Road to the south. For 2031, the Concession Road 5 extension is not required, and traffic demands can be accommodated on parallel routes. Beyond 2031, future development in Northeast Pickering or areas of Whitby and Oshawa may increase traffic demands to the point where the additional east- west capacity is needed The Concession Road 5 corridor should be protected for future needs. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 18 3.2.10 Clements Road Crossing of Duffins Creek A Clements Road extension from Church Street to Green Court is identified as a future Type C arterial in the Region’s OP. The extension connects the industrial and employment lands on both sides of the Pickering-Ajax boundary. A sensitivity analysis of an extension of Clements Road across Duffins Creek was undertaken to identify the impact the road extension on the surrounding network. Exhibit 3.7 shows the projected 2031 AM travel demands for Clements Road. A significant bridge structure (approximately 300 m in length) will be required to cross Duffins Creek, associated wetlands and designated area of natural and scientific interest. The Durham Region TMP recognized the merit of protecting the corridor for the longer term to support future growth in the Bayly Street corridor and included the crossing of Duffins Creek as a future road connection (beyond 2031). A new crossing of Duffins Creek could improve connectivity in this area of Pickering for all modes, including pedestrians and cyclists. Additionally, it could serve as a local alternative to Bayly Street which carries high volumes of traffic, especially during peak periods. The traffic benefits are modest as Clements Road is not a continuous east-west corridor for longer-distance trips. The cost to build the crossing and the potential negative environmental impacts would be significant. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 19 Exhibit 3.6: 2031 AM – Concession Road 5 Extension Exhibit 3.7: 2031 AM – Clements Road Extension across Duffins Creek Connection between Lake Ridge Road and Baldwin Street was removed from the Regional OP through Amendment #171 (June 2018) Highways 407 and 412 volumes are not shown on map. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 20 4 Other Considerations 4.1 Durham Live Build-Out The City of Pickering has approved the development of a major tourist destination in Pickering which is proposed to include a casino, restaurants, performing arts centre, hotel, and other commercial and employment uses. A traffic impact study has been completed to address the traffic impacts of the first phase of Durham Live. Further analysis will be undertaken by the developer to lift the City’s holding provisions and to allow for future expansions. It is estimated that Durham Live at full build-out will generate up to 10,000 jobs. The current employment forecast used in the Durham Region Travel Demand Model does not envision such a significant development site at this location. As a sensitivity test, the Model was re-run with a modified land use scenario with 10,000 jobs in the traffic zone representing Durham Live and with both the Church Street interchange and Notion Road crossing of Highway 401 in place. (Note – employment levels were not reduced elsewhere in Pickering or Durham Region to compensate for the increase in employment in this traffic zone.) The resulting forecasts are presented in Exhibit 4.1 and Exhibit 4.2 for the AM and PM peak hours, respectively. With full build-out of Durham Live, the road network in the vicinity of the site will reach or exceed currently planned capacity. North-south crossings of Highway 401 will reach or exceed capacity. The 4-lane Notion Road crossing will exceed capacity. Church Street will be capacity constrained north of Highway 401. Further detailed review of network capacity and operational requirements will be required to fully assess the needs of the Durham Live at full build-out. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 21 Exhibit 4.1: 2031 AM Forecasts – Durham Live Build-out Scenario Exhibit 4.2: 2031 PM Forecasts – Durham Live Build-out Scenario Highway 401 volumes are not shown on map. Highway 401 volumes are not shown on map. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 22 4.2 Twyn Rivers Drive Twyn Rivers Drive is an existing two-lane collector road that connects Altona Road in City of Pickering to Sheppard Avenue in City of Toronto through the Rouge National Urban Park. The bridges on Tywn Rivers Drive are narrow, allowing only one vehicle to cross at a time, and are prone to flooding and closures. The roadway current carries an average traffic volume of approximately 6,100 vehicles per day based on a 2017 City of Toronto operations review. Although a lower volume collector road, Twyn Rivers Drive is critical to the City of Pickering Road network as it is one of only five connections between Pickering and Toronto (Highway 401, Kingston Road, Twyn Rivers Drive, Finch Avenue and Steeles Avenue). The Finch Avenue connection is longer, indirect and also constrained by narrow bridges across the Rouge River. Twyn Rivers Drive is projected to operate at capacity, carrying approximately 520 vehicles in the AM Peak hour as shown in Exhibit 4.3. Some of the westbound traffic on Twyn Rivers Drive travel to Meadowvale Road to access Highway 401. If Tywn Rivers Drive were to be closed as shown in Exhibit 4.4, the majority of users will divert to Kingston Road and Highway 401. The additional traffic from Twyn Rivers Drive will increase congestion on the already highly congested sections of Kingston Road and Highway 401. A small proportion of users, approximately 10%, will divert to the north and use Finch Avenue. The added distance to access Finch Avenue, plus the longer, indirect route to connect across Rouge National Urban Park reduces the attractiveness of Finch Avenue as an alternative to Twyn Rivers Drive. Twyn Rivers Drive carries a non-trivial volume of daily traffic. Maintaining a local connection between Pickering and Toronto is critical for network connectivity and network redundancy across the Rouge River which has few alternative crossings. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 23 Exhibit 4.3: 2031 AM Peak Hour – Twyn Rivers Drive Exhibit 4.4: Diverted Traffic without Twyn Rivers Drive IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 24 5 Proposed 2031 Road Network The preceding assessment of travel demand forecasts and potential impacts of road infrastructure projects, along with input from City staff and stakeholders, has informed the development of a proposed road network for the City of Pickering. The proposed 2031 Road Network is shown in Exhibit 5.1. The road network will accommodate transit, cycling and walking in addition to vehicular traffic. IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 25 Exhibit 5.1: Proposed 2031 Road Network IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 Appendix A Planned Network Improvements IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 A-1 Appendix A – Planned Road Network Improvements Jurisdiction Location Limits Description To be Completed by 2031 Province Highway 401 Brock Road easterly to Highway 412 Extend express-collector system Province Highway 401 Whites Road Modify interchange Province Highway 407 York-Durham Line to Brock Road Widen 4 to 6 lanes Province Highway 407 Whites Road Extension Construct interchange Province Highway 407 Rossland Road Extension Construct interchange Province Highway 407 Westney Road Construct interchange Province Highway 407 Salem Road Construct interchange Durham Brock Road (RR 1) Finch Avenue to Taunton Road Widen 5 to 7 lanes Durham Brock Road (RR 1) Taunton Road to Whitevale Road Widen 2 to 6 lanes Durham Brock Road (RR 1) Whitevale Road to Highway 7 Widen 4 to 6 lanes Durham Taunton Road (RR 4) York-Durham Line to Ajax Widen 4/5 to 6/7 lanes Durham Central Street (RR 5) William Street to Brock Road Urbanize and improve Durham Bayly Street (RR 22) Liverpool Road to Brock Road Widen 5 to 6/7 lanes Durham Bayly Street (RR 22) Brock Road to Church Street Widen 5 to 7 lanes Durham Altona Road (RR 27) Strouds Lane to Finch Avenue Widen 2 to 3 lanes Durham Rossland Road (RR 28) Brock Road to Sideline 24 Construct 4 lanes Durham Rossland Road (RR 28) Sideline 24 to Highway 7 Construct 5 lanes Durham Liverpool Road (RR 29) Highway 401 to Kingston Rd Widen 5 to 6 lanes Durham Westney Road (RR 31) Hamlet of Greenwood Construct 2/4 lanes Durham Finch Avenue (RR 37) Altona Road to Brock Road Widen 2 to 3 lanes Durham Whites Road (RR 38) Kingston Road to Finch Avenue Widen 5 to 6 lanes Durham Whites Road (RR 38) Finch Avenue to Third Concession Road Widen 2 to 6 lanes Durham Whites Road (RR 38) Third Concession Road to Highway 7 Construct 6 lanes Durham Whitevale Road Extension York-Durham Line to East of West Duffins Creek Construct 2 lanes Durham Whitevale Road Extension East of West Duffins Creek to Brock Road Construct 4/5 lanes, widen 2 to 4 lanes Durham Whitevale Road Brock Road to East of Sideline 16 Widen 2 to 4 lanes IBI GROUP Background Report Road Network Development Prepared for City of Pickering July 2020 A-2 Jurisdiction Location Limits Description Pickering Kinsale Road Highway 407 to Seventh Concession Road Upgrade to hard surface Pickering Sandy Beach Road Montgomery Park Road to Bayly Street Upgrade to urban cross section Pickering Seventh Concession Road Sideline 32 to Brock Road Upgrade to hard surface Pickering Sideline 14 Highway 407 to Seventh Concession Road Upgrade to hard surface Pickering Sideline 24 Whitevale Road to Highway 407 Upgrade to hard surface Pickering Westney Road Seventh Concession Road to Ninth Concession Road Upgrade to hard surface Background Report Cycling Network Development and Feasibility Review Pickering Integrated Transportation Master Plan Prepared for City of Pickering by IBI Group December 2020 Attachment #4 to Report #ENG 03-21 DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering Table of Contents December 2020 i 1 Background ............................................................................................... 1 2 Network Development ............................................................................... 1 3 Cycling Impact Analysis ........................................................................... 2 4 Cycling Network Facility Selection and Feasibility Review ................... 5 4.1 Case Studies .................................................................................. 11 5 Network Phasing ..................................................................................... 19 6 Funding Considerations ......................................................................... 24 Appendix A – Summary of Proposed Cycling Network Links DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 1 1 Background IBI Group was retained by the City of Pickering to prepare the City’s first Integrated Transportation Master Plan. Improving mobility choice, including active transportation choices, in Pickering is one of the goals of the Integrated Transportation Master Plan (ITMP). Providing individuals with travel choices supports social equity, public health, compact development, community liveability, and the environment. As part of the ITMP, an updated cycling network has been developed. This technical background report summarizes the development of the proposed cycling network, including details about the network development and identification, feasibility review and facility selection. 2 Network Development The cycling network identified as part of the Integrated Transportation Master Plan was developed through an iterative process, drawing on the following resources and inputs: Existing Network – The existing municipal and regional cycling network within Pickering includes important network spines such as the Waterfront Trail. Improving connectivity to the existing network is an important objective of the cycling network plan. Existing network links and missing connections were key considerations in identifying the proposed network. Previous Network Planning Studies – A variety of network planning documents were available as a starting point for cycling network development, including: Regional Cycling Plan (2012) – Durham Region Transportation Master Plan (2017) – Durham Region Trails & Bikeway Master Plan (1996) – City of Pickering Central Pickering Development Plans & Seaton Trails Plans (Various) – City of Pickering City Centre Urban Design Guidelines (2017) – City of Pickering #CycleON Province-wide Cycling Network – Ministry of Transportation of Ontario (MTO) Trails Strategy for the Greater Toronto Region (November 2018 Draft) – Toronto Region Conservation Authority Regional Transportation Plan Cycling Network Study (2017) – Metrolinx DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 2 Rouge National Urban Park Management Plan (2019) – Parks Canada Stakeholder Input – Stakeholders provided key input on desired routes and trails throughout Pickering, including Durham Region Cycling Coalition (DRCC), Toronto Region Conservation Authority (TRCA) and Parks Canada. This input was provided formally through the ITMP Stakeholder Advisory Group, but also informally via map mark-ups shared with the project team. Public Input – At various public open house events, members of the public provided input on links or intersections that required upgrades, or where they would like to walk/cycle to and from. Key Destination Review – Connectivity to important community destinations such as schools, community centres, recreational facilities, major transit hubs etc. Gateways and Municipal/Regional Connections – In addition to considering key destinations and networks within Pickering, the network review considered connections from Pickering to adjacent municipalities and the Regional network. Multi-Modal Integration – Through the ITMP, identified road and transit improvements provide an opportunity to bundle the delivery of active transportation facilities. Accordingly, these improvements were integrated into the proposed cycling network. Cycling Impact Analysis – A cycling impact analysis was completed to identify potential links within the City that are associated with higher potential demand for cycling. Further discussion is included in the following section. Drawing on these resources, and through an iterative process with the project team and stakeholders, a proposed cycling network was identified and refined over the course of developing the ITMP. 3 Cycling Impact Analysis To inform network selection and help to provide justification for the proposed cycling network, a GIS-based impact analysis tool was employed using ArcGIS. This analysis provides a useful methodology for evaluating and comparing potential corridors to include within the cycling network. The tool can be used to provide a strong data-based argument for the importance of these links to the overall cycling network, as well as the potential for cycling along these corridors relative to each other. The list of criteria used and evaluated by the methodology and the relative weighting of each criteria is presented below in Exhibit 3.1. DRAFT December 2020 3 Exhibit 3.1: Infill Analysis Tool for Evaluating Cycling Impact CRITERION RATIONALE EVALUATION OVERVIEW CALCULATION PTS Connectivity A primary goal of the network is to help to connect existing and planned pieces of cycling infrastructure in order to improve the usability of standalone links and to provide a connected network that encourages cycling for transportation purposes. The number of links that connect on either end of an infill corridor or midway through the link are calculated and used to determine its rating for the criteria. A link scores differently for connecting to different types of facilities (i.e. existing versus planned) since existing facilities are already in place (less uncertainty around project phasing) and already have established users (expanded reach of network). Connections to each of the following assigned points by type: Existing Regional or municipal cycling network = 10 pts Capital plan or TMP projects = 5 pts Other infill corridor =2 pts 25 Population & Employment Density Population and employment density can support additional active transportation trips. Areas of higher population and employment density often have built form and land use patterns that support active transportation. In other cases, they may represent strategic locations for investment in multi-modal connections due to their trip generation potential i.e. major employment areas. A 500m buffer of the corridor is created. A total density is calculated based on area within a buffer and the density of the zone in that area. Thresholds based on the average density are used to determine the rating for the criteria. The analysis assumes that density is evenly distributed throughout the zone. The following points are assigned based on density thresholds: <15 people +jobs /ha = 0 pts 15 – 50 people + jobs / ha = 10 pts >50 people + jobs /ha = 15 pts 15 Potential Demand (Short Trips) Trips of 2 km or less are equivalent to about a 5-10 minute bike ride. As a result, areas where there are many short trips currently being A 500m buffer of the corridor is created. A weighted number of existing daily auto short trips is calculated based on the area within a buffer and the number of trips in that area. Thresholds The following points are assigned based on short trip thresholds: < 25 = 0 pts 25 - 50 = 10 pts 20 DRAFT December 2020 4 CRITERION RATIONALE EVALUATION OVERVIEW CALCULATION PTS made by autos may have high cycling potential based on the number of short trips are used to determine the rating for the criteria. The analysis assumes that the number of short trips is evenly distributed throughout the zone. 50 – 100 = 15 pts 200+ = 20 pts Key Destinations Major trip generators such as schools, and recreation/ community centres should be accessible by active transportation so that residents have options when accessing essential services. Major trip generators are identified, including arenas, city facilities, community centres, schools, conservation areas, fire stations, libraries, places of worship, police stations and parks. A 500m buffer is assigned around each corridor and the number of trip generators within the buffer is used to determine its rating for the criteria. Each major generator is assigned 5 pts, except schools are weighted at double (10 pts) 25 Barriers Major barriers can severely restrict opportunities for active transportation. Corridors that cross a major barrier can be considered to provide a critical linkage, but are costly to implement. Therefore, it is important to recognize the value added to the network from a connectivity perspective. Major barriers are identified including Frenchman’s Bay rail, Highway, river and lake features. The number of barriers that each corridor crosses is used to determine its rating for the criteria. Each barrier is assigned 15 pts. 15 DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 5 4 Cycling Network Facility Selection and Feasibility Review One of the key goals of the proposed cycling network in Pickering is to improve the comfort and safety of cyclists within Pickering. Therefore, it is important to identify cycling facilities that are appropriate for the roadway context. To inform the network feasibility review, a cycling facility selection analysis was completed to identify the class of cycling facility that is warranted along each corridor: shared, designated or separated. The review was based on applying the first step of the Ontario Traffic Manual (OTM) Book 18 Facility Selection Process, the pre-selection nomograph (shown in Exhibit 4.1). The selection analysis looked beyond existing conditions and considered projected 2031 roadway volumes and speeds developed for the ITMP using the Durham Region Transportation Planning Model. Exhibit 4.1: Cycling Facility Pre-Selection Nomograph Source: OTM Book 18 (2013), p. 30 DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 6 Once the class of cycling facility was identified through the use of the pre- selection nomograph, a more detailed feasibility review was completed to identify a specific implementation strategy and facility type for the cycling facility to meet or exceed the pre-screening class. The assigned facility class based on the nomograph represents the minimum desirable facility class, i.e. if a designated facility is indicated by the pre-selection process, then an implementation strategy would consider providing designated or separated facilities. A higher-order facility is acceptable should other factors call for enhancing the cycling facility. Instances where the decision may be made to provide a higher-order cycling facility include routes that serve school-aged children or routes that provide access to an important community destination such as a school, hospital, community centre or major retail centre. The cycling facility class may also be upgraded at the time of implementation if the future roadway context has changed significantly from what is currently anticipated in this review process, or if there is a new opportunity to bundle the delivery of the cycling facility with a capital road project. The following implementation strategies (refer to Exhibit 4.2) for each class of cycling facility were evaluated and considered for the City of Pickering. DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 7 Exhibit 4.2: Summary of Cycling Facility Implementation Strategies Class Cycling Facility Implementation Strategy Description Shared Shared Roadways Quiet street Sign and mark route Traffic-calmed quiet street Sign and mark route with traffic calming devices to increase the comfort of the shared roadway Designated Bike Lanes Stripe bike lanes on existing road Sign and mark bike lanes to wide roadway (no changes to other pavement markings / travel lanes) Retrofit bike lanes to existing road Narrow travel lanes or remove parking to re- stripe roadway with bike lanes Buffered Bike Lanes Stripe bike lanes on existing road Sign and mark bike lanes to wide roadway (no changes to other pavement markings / travel lanes) Retrofit buffered bike lanes to existing road Narrow travel lanes or remove parking or travel lane to re-stripe roadway with bike lanes Paved Shoulder Retrofit paved shoulder to existing rural road Provide grading, subbase, base and asphalt to accommodate paved shoulder on existing rural road as part of a mill and overlay Provide new paved shoulder on rural road Provide paved shoulder at time of rural road resurfacing / reconstruction Separated Cycle Tracks / Protected Bike Lanes Retrofit protected bike lane to existing travel lane Remove travel lane to retrofit with bike lane, buffer and separators (combination of flexible posts, curbs and planters) Road reconstruction and widen for cycle tracks Sign and mark cycle tracks with concrete curb separator installed by widening road coordinated with transportation project Widen for curbed separated bike lanes Sign and mark cycle tracks with concrete curb separator installed by widening road (not coordinated with transportation project) Multi-use Trail Remove existing sidewalk and construct boulevard multi-use trail Remove existing concrete sidewalk and construct new 3.0 m wide asphalt trail Construct boulevard multi-use trail or multi- use trail through open space Construct new 3.0 m wide asphalt trail through green / open space Road reconstruction with multi-use trail in boulevard Construct boulevard multi-use trail as part of road reconstruction project DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 8 In selecting between the possible facility types and implementation strategies within each identified class, professional judgement was applied, considering the detailed evaluation factors (Step 2) of the OTM Book 18 Facility Selection Process. Network links were evaluated using a desktop review that considered a number of conditions relevant to identifying a cycling facility, including: urban or rural cross-section, surrounding land use, presence of on-street parking, roadway function, approximate pavement width, topography, physical constraints (such as water crossings) or narrow sections of right-of-way, available platform for rural roads with granular or partially paved shoulders, and frequency of driveways / intersection spacing. For implementation strategies involving the reconfiguration of roadway lanes, a baseline check was used to identify potential candidates for road diets. Four lane roadways were identified as candidates for conversion – from four through lanes to two through lanes, a centre two-way left turn lane, and cycling facilities – only if they met the criteria of having an average daily volume of less than 20,000, based on future 2041 road volumes (to be conservative). The threshold daily volume of 20,000 is based on highly regarded sources including the US Federal Highway Administration (FHWA) publication Road Diet Informational Guide (2014). Nonetheless, the daily traffic volume indicator provides a high level screening only, and potential road diets should be subject to further evaluation. In some cases, interim and ultimate cycling facilities were identified. For example, many of the rural corridors within Pickering have low volumes, such that shared facilities were identified as appropriate through the pre-screening process. However, it is generally recommended that any rural roads identified as part of a cycling network should include paved shoulders, so future resurfacing projects provide an opportunity to bundle the delivery of the paved shoulder with future road works. The proposed long-term Cycling and Trails Network is shown in Exhibit 4.3 (city- wide) and Exhibit 4.4 (south Pickering). A table summarizing the location, implementation strategy and preliminary phasing for each infill link is included in Appendix A. DRAFT Potential Trans-Canada Trail Alternate Connection (!ú (!ú (!ú (!ú (!ú (!ú (!ú (!úYORK DURHAM LINEGREENWOODROADKINSALE ROADNORTH ROAD8TH CONCESSION ROAD 3RD CONCESSION ROAD CENTRAL STREET SCARBOROUGH PICKERING TOWNLINEK ING STO N R O A D 5TH CONCES SI O N ROAD UXBRIDGE PICKERING TOWNLINE ROAD BAYLY STREE T SANDY BEACH ROAD7TH CONCESSION ROAD WHITEVALE ROAD FINCH AVENUE WESTNEY ROAD6TH CONC ES S I ON ROAD DIXIE ROADROSEBANK ROADALTONAROADWHITES ROADVALLEYFARMROADYORK DURHAM LINEBROCK ROAD9TH CONCESSION ROAD BROCK ROADSIDELINE 28LAKE RIDGE ROADAUDLEY ROAD NORTHSIDELINE 24TA UNT ON R O ADH i g h w a y 4 07 LiverpoolRoadLake Ridge RoadHighway 401 Rougemoun t Dr i v e Salem RoadModlinRoa d Amberlea Ro adWilliamJac k s o nDrive Sideline 14Notion RoadPineGroveAve nue Annl a n dStreetHighway 7 Fifth Concession Road Kingston RoadM a j orOaksRoad Krosn o BoulevardHighviewRoad Tillings RoadS trouds L a n e Foxw oo d TrailBowlerDriveL y n n Hei g h t s DriveWalnut LaneFieldlightB o u l e va rd Breezy DriveD e ll brookAv e nue As p e nRoadSpruce Hill RoadHillcrestRoa d Rosebank RoadDunbarto n RoadTa tra Driv e Seventh Concession Road Whitevale Road Gle nanna RoadWestneyRoadChurchStreetSValleyFarmRoad SquiresBeachRoadYork Durham LineMarkham-PickeringTownlineRoadThi rd Conce ssi on Ro a d Ninth Concession Road Twyn Rivers Drive Finch Avenue Clements RoadWoodview AvenueFairport RoadG r a n i teCourt Bayly StreetAppleviewRoad Sandy Beach RoadWhitesRoadDixie RoadBrockRoadMckayR oadAltona RoadTauntonRoad P ickering Pa rkw a y Lake Ontario 1:35,00002.5 5 KM See Enlargement for Detail ± Exhibit 4.3: Long-Term Cycling Network - Facility Type Existing Cycling Network On-Road Cycling Facility Boulevard Multi-use Path Off-Road Multi-use Trail Proposed Network Off-Road Multi-use Trail Off-Road Multi-use Trail (Conceptual by others) Boulevard Multi-use Path Signed Route / Bicycle Boulevard Bike Lane / Buffered Bike Lane Cycle Track Paved Shoulder Proposed Seaton Trails & Bikeway Network Seaton Trail Connection Seaton Bike Route Road Network Rail Line Hydro Line Federal Airport Lands Rouge National Urban Park Park / Open Space Wooded Area Waterbody (!ú Bridge Desired Connection Any recommended cycling routes on Regional roads that are not part of the Regional Cycling Plan will require Regional approval, and the Region will not cost share on any such routes.DRAFT (!ú (!ú (!ú (!ú (!ú (!ú (!ú (!ú TWYN RIVERS DRIVE FAIRPORT ROADWHITES ROADALTONA ROADPICKERI NG PARKWAY SHEPPARD AVENUE WEST SHORE BOULEVARD3RD CONCESSION ROAD SCARBOROUGH PICKERING TOWNLINEK IN G STO N R O A DBROCK ROADK IN GSTONROADLIVERPOOL ROADOKLAHOMA DRIVE BAYLY STREE T SANDYBEACHROADSTROUDS L A N EGLE N A NNAROADVALLEY FARM ROADFINCH AVENUE DIXIE ROADFINCH AVENUE LIVERPOOL ROADBROCK ROADROSEBANK ROADCHURCH STREET SOUTH3RD CONCESSION R O AD MONTGOMERY PARK ROADWHITESROADALTONA ROADWhitesRoadHighway 401 Rougemount DriveModlin RoadTillings RoadSheppard Avenue Rossland Road W Amberlea RoadNotion RoadWaterford G a te Bainbridge Drive Pine Grove AvenueAnnland StreetMarshcourtDriveKingston RoadMa ple Ri dge Drive BatoryAvenueShadybrook DriveDownlandDrive MajorOaks Roa d Eyer DriveKrosno Boulevard HighviewRoad Foxwood Tra il BowlerDriveLynn H e ig h t s Drive WalnutLaneFrontRoa dFieldlightBoulevardBreezyDrive DellbrookAven u e NapaneeRoadDe n marRoadAspen RoadSpruce Hill RoadHunt smillDriveHillcrestRoadFawndaleRoadWildflower DriveOklahoma Drive Dunbarton Road EdmundDriveMaple Gate RoadToynevale Road Douglas AvenueWoodview AvenueDenbyDriveTatra Drive RadomStre e tLongbow DriveGlenviewRoadGlenannaRoadChurch Street SValleyFarmRoadBushmill Street Squires Beach RoadSunrise Avenue Surf Ave nue Steeple Hill Rosefield RoadThird Concession Road Finch Avenue Rosebank RoadClements Road Bayly Stree tFairport RoadS tr ouds La ne Brock RoadLiverpool RoadGraniteCourtAltona RoadAppleviewRoadAutumnCrescentDersan Street Tw yn Rive rs Drive P ic k e r in g P a rkwayDixie RoadMckay RoadSandy Beach RoadLake Ontario TAUNTON ROADExhibit 4.4: Long-Term Cycling Network - Facility Type (South) ± Existing Cycling Network On-Road Cycling Facility Boulevard Multi-use Path Off-Road Multi-use Trail Proposed Network Off-Road Multi-use Trail Off-Road Multi-use Trail (Conceptual by others) Boulevard Multi-use Path Signed Route / Bicycle Boulevard Bike Lane / Buffered Bike Lane Cycle Track Paved Shoulder Proposed Seaton Trails & Bikeway Network Seaton Trail Connection Seaton Bike Route Road Network Rail Line Hydro Line Federal Airport Lands Rouge National Urban Park Park / Open Space Wooded Area Waterbody (!ú Bridge 1:15,00001.5 3 KM Any recommended cycling routes on Regional roads that are not part of the Regional Cycling Plan will require Regional approval, and the Region will not cost share on any such routes.DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 11 4.1 Case Studies The following case studies illustrate the proposed implementation strategies identified through the network review and provide additional guidance to inform subsequent design stages for the following corridors: Glenanna Road, Fairport Road to Dixie Road – Exhibit 4.5 Pickering Parkway, Liverpool Road to Glenanna Road – Exhibit 4.6 Woodview Avenue, Twyn Rivers Drive to Pine Grove Avenue – Exhibit 4.7 Exhibit 4.5: Glenanna Road Case Study GLENANNA ROAD CASE STUDY Limits: Fairport Road to Dixie Road Roadway Characteristics Two-lane Type C Arterial Roadway AADT = 2000 Posted speed = 40 km/hr Transit = Route 103+ Glenanna (Limited Route) On-street parking permitted (assumed low demand) Cycling Facility Selection Per Pre-Selection Nomograph, a shared or designated facility (bike lane) is appropriate Consider providing protection to proposed bike lanes wherever feasible to provide a more comfortable facility, but protection is not mandatory Wide existing pavement width (~12.8m) provides an opportunity to stripe bike lanes to existing roadway FAIRPORT ROAD DIXIE ROAD GLENANNA ROAD DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 12 GLENANNA ROAD CASE STUDY Existing Cross-Section Proposed Cross-Sections In these alternatives, apply the following design criteria: Vehicular travel lanes: 3.0m – 3.5m typical (3.35m min. for transit) Bike lanes: 1.5m – 2.0m typical (1.2m min. for constrained conditions) Bike lane buffer: .5m minimum (.8m adjacent parking) Parking lanes: 2.0-2.4m typical Proposed Alternate 1 – Parking Restriction for Protected Bike Lanes Assuming minimal parking demand along the corridor (requires review prior to implementation), there is an opportunity to provide protected bike lanes through a restriping and installation of protection for the cycling facilities: Vehicular travel lanes: 2 x 3.5m Bike lanes: 2 x 2.0m Bike lane buffer: .9m allowing for bollard, planters or other delineators DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 13 GLENANNA ROAD CASE STUDY Proposed Alternate 2 – Parking- Protected Bike Lane Assuming there is a desire to continue to accommodate parking along the corridor (which can be reviewed through a parking utilization study), an alternative would be to consolidate parking on one side of the street and provide parking-protected bike lanes on the same side as the parking, with: Vehicular travel lanes: 2 x 3.3m Parking lane: 2.4m Bike lanes: 2 x 1.5m Bike lane buffer: .8m on parking side to allow for door zone to bike lane All cross-sections developed using Streetmix: streetmix.net This case study illustrates a typical condition for many minor arterial (Type C Arterial) / collector roadways in the urban area of Pickering, with wide existing pavement width and multiple configurations to accommodate cycling infrastructure. Key considerations for these corridors include: As protected bike lanes are preferred by a larger percentage of the population and may be more likely to attract higher ridership, it is important to determine the relative importance of maintaining on- street parking, considering supply and demand factors along the corridor and the surrounding neighbourhood. Regardless of the type of cycling facilities, treatments at transit stops should be carefully reviewed with consideration for pavement markings, signage and/or boulevard improvements to reduce conflicts between transit vehicles, cyclists and pedestrians. DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 14 Exhibit 4.6: Pickering Parkway Case Study PICKERING PARKWAY CASE STUDY Limits: Liverpool Road to Glenanna Road Roadway Characteristics Multi-lane Type C Arterial roadway AADT = 4000 (2031) Posted speed = 50 km/hr Transit: Pickering Parkway Terminal located along this portion of the Pickering Parkway. Includes: Route 603, Route 193(a, b and +), Route 223, Route 111+, Route 916+, Route 110+ and Route 103+ along Pickering Parkway On-street parking not permitted Cycling Facility Selection Per Pre-Selection Nomograph, designated facility is appropriate Consider providing separated facility due to presence of multiple transit routes and major arterial intersections Existing Cross-Sections Within this block there are several different cross-sections including on-street parking (near Glenanna Rd), auxiliary turn lanes at intersections and medians near the signalized intersections. Two representative cross-sections are shown below. This segment of Pickering Parkway is identified for redevelopment through the City Centre Urban Design Guidelines, so any retrofit implementation should be low-cost and quick win. DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 15 Existing Cross-Section - Glenanna to Durham College Existing Cross-Section - East of Liverpool Rd to Durham College Proposed Cross-Sections Consider the following design criteria: Vehicular travel lanes: 3.35m (min. to accommodate Durham Region Transit) Auxiliary turn lane: 3.0m min. Parking lane: 2.4m Bike lane buffer: .5 minimum, .8m minimum adjacent parking to allow for door zone Bike lanes: 1.5m – 2.0m (1.2m for constrained conditions) Proposed Alternate – Section 1 Through the section of Pickering Parkway east of Durham College, there is sufficient pavement width to re-stripe the existing wide lanes with narrower widths to accommodate buffered / protected bike lanes. DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 16 Proposed Alternate – Section 2 In the section of Pickering Parkway with multiple turn lanes, removal of the through/right turn lane will free up space to provide protected bike lanes. Traffic analysis would be needed to confirm acceptable operations with these lanes removed, however given a future AADT of 4000 vehicles/day it is not anticipated that these changes should significantly impact operations DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 17 Exhibit 4.7: Woodview Avenue Case Study WOODVIEW AVENUE CASE STUDY Limits: Twyn Rivers Drive to Pine Grove Avenue Roadway Characteristics Collector Roadway AADT = 3500 Posted speed = 40 km/hr Transit: Route 110+ along Woodview Avenue On-street parking permitted Cycling Facility Selection Per Pre-Selection Nomograph, a shared or designated facility is appropriate Wide existing pavement width (~9.5) provides an opportunity to stripe bike lanes to existing roadway DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 18 WOODVIEW AVENUE CASE STUDY Existing Cross-Section In existing conditions, there are two shared travel / parking lanes. There are sidewalks on one side of the street. Single family homes fronting along the corridor have separate driveways and most homes have two driveways, resulting in anticipated low demand for on-street parking. Proposed Cross-Section In this alternative, stopping/parking is restricted and conventional bike lanes are striped to the existing wide pavement width assuming the following design criteria and limited parking demand: Vehicular travel lanes: 3.35m (min. to accommodate Durham Region Transit) Bike lanes: 1.5m – 2.0m (1.2m for constrained conditions) All cross-sections developed using Streetmix: streetmix.net DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 19 5 Network Phasing Each cycling project identified as part of the ultimate Cycling and Trails Network was assigned to one of the three ITMP study horizons: Short-Term – 2020-2024 Medium-Term – 2025-2031 Long-Term – 2031 & Beyond The phasing of various links within the cycling network was based on a variety of factors including: Cycling Impact Analysis Results – Links scoring higher in the Cycling Impact Analysis are considered to be higher priority from the perspective of expanding and connecting the network, and therefore were included in the short- or medium-term horizons, wherever feasible Ease of Construction – Some corridors are extremely simple and cost-effective to implement (for example, striping bike lanes to an existing wide road), and therefore may be easier to provide in the short-term horizon. As the complexity of projects increases, additional lead time is needed for project delivery, as some projects may need to progress through various stages of planning, design and finally construction. Timing of Coordinated Projects / Development – For cycling facilities to be bundled with a corresponding ITMP road or transit project (including development-driven corridors), the timing was linked to the timing of the roadway project The identified phasing, as shown in Exhibit 5.2 and Exhibit 5.3, is considered preliminary, for planning purposes only. The most important factor in phasing the delivery of the cycling network over the ITMP is that network build-out should follow a coordinated and logical workflow, as well as considering opportunities for cost savings. For example, where an infill cycling facilities is proposed between a capital road project and an existing cycling facility, the infill corridor should be implemented following or in conjunction with the capital project. If it is possible to coordinate the construction of the cycling project as part of the construction contract for the road capital project, some cost savings may be possible. As the ITMP is intended to be updated every 5 years, the phasing of the cycling network should be reviewed as part of the ITMP update. Each project identified at the master planning level will be subject to further refinement and development prior to implementation. At a high-level, it is anticipated that each project will undergo a feasibility review, preliminary & detailed design and some form of stakeholder/ public consultation, depending on the project class. A high-level overview of EA requirements and additional consultation by cycling facility implementation strategy is provided in Exhibit 5.1. DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 20 Exhibit 5.1: Summary of Steps to Project Implementation Class Cycling Facility Implementation Strategy Anticipated EA Class1 EA Requirements Stakeholder & Public Consultation Shared Shared Roadways Quiet street A Pre-approved Traffic-calmed quiet street A+2 Pre-approved –public notice required Public consultation regarding traffic calming encouraged Designated Bike Lanes Stripe bike lanes on existing road A+ Pre-approved –public notice required Retrofit bike lanes to existing road A+ Pre-approved –public notice required Public consultation regarding lane reconfiguration encouraged Buffered Bike Lanes Stripe bike lanes on existing road A+ Pre-approved –public notice required Retrofit buffered bike lanes to existing road A+ Pre-approved –public notice required Public consultation regarding lane reconfiguration encouraged Paved Shoulder Retrofit paved shoulder to existing rural road for bikeway A+ Pre-approved –public notice required Provide new paved shoulder on rural road for bikeway A+ Pre-approved –public notice required Separated Cycle Tracks / Protected Bike Lanes 1 The types of projects and activities listed are generally categorized into Schedule s A, A+, B and C with reference to the magnitude of their anticipated environmental impact, but these classifications should be confirmed at time of project implementation. In specific cases, a project may have a greater environmental impact than indicated by the Schedule and may, at the discretion of the City of Pickering, be elevated to a higher schedule, such as where there are major impacts identified including requiring property, removing trees, affecting watercourses, affecting fisheries, etc. 2 Assuming traffic calming features such as horizontal and vertical deflection, roundabouts / traffic circles and other operational improvements DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 21 Class Cycling Facility Implementation Strategy Anticipated EA Class1 EA Requirements Stakeholder & Public Consultation Retrofit protected bike lane to existing travel lane A+ Pre-approved –notice required Public consultation regarding lane reconfiguration is encouraged Road reconstruction and widen for cycle tracks B or C, depending on cost & impacts Phases 1 & 2 fulfilled by Master Plan Phases 3-5 to be completed Public & agency/stakeholder consultation required Multi-use Trail Remove existing sidewalk and construct boulevard multi- use trail A+ Pre-approved –notice required Construct boulevard multi- use trail A Pre-approved Construct multi- use trail through open space A Pre-approved Public & agency/stakeholder consultation strongly encouraged, particularly for trails within valley systems Depending on the proposed route, Parks Canada and/or TRCA may be key stakeholders Road reconstruction with multi-use trail in boulevard B or C, depending on cost & impacts Phases 1 & 2 fulfilled by Master Plan Phases 3-5 to be completed Public & agency/stakeholder consultation required General Construction of new water crossings or new underpasses / overpasses for pedestrian or cycling uses B or C, depending on cost & impacts Phases 1 & 2 fulfilled by Master Plan Phases 3-5 to be completed Public & agency/stakeholder consultation required Depending on the proposed crossing, Parks Canada and/or TRCA may be key stakeholders DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 22 Exhibit 5.2: Proposed Cycling Network Phasing (City-wide) DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 23 Exhibit 5.3: Proposed Cycling Network Phasing (South) DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 24 6 Funding Considerations Implementing infill cycling projects will require additional spending on cycling infrastructure beyond what has been identified in the City’s current capital plan. The additional spending on infill cycling projects will maximize the value of significant investments already being made to City’s cycling network. For example, many of the infill projects connect to the existing network which extends the reach of the existing network and may provide access to communities previously isolated from existing facilities. Infill projects also connect planned cycling infrastructure through the capital program to existing facilities and to major destinations such as schools, thereby maximizing the value of capital program investments. In the same way that it would not make sense to build an isolated transit corridor or road link, the cycling network must be developed in a connected manner to maximize potential use. Links within the proposed networks are assigned to one of three cost strategies: Development-Driven – Facilities in new growth areas in Pickering are to be fully funded through developer-collected levies. This includes the Seaton Bikeways and Trails, of which $6.1 million3 for stream crossings on the Seaton Primary Neighbourhood Connection Trails are cost-shared between the City’s city-wide Development Charges and the Seaton Landowners Group. Road Capital Program – Cycling facilities to be bundled and costed with an ITMP-identified or previously planned road project, such as the Walnut Lane Extension and new City Centre collectors, are accounted for under the ITMP roads capital program. Infill – Cycling facilities that need to be funded as a standalone cycling improvement are considered infill projects. Without this standalone investment, the network connectivity cannot be improved over the short and medium term. Costs for the infill network are presented in Exhibit 6.1. 3 As per the City’s 2018 Capital Budget and 2017 Development Charges Background Study. DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering December 2020 25 Exhibit 6.1: Summary of High-Level Costing for Infill Cycling Network Links PLAN LINK SHORT MEDIUM LONG Infill Links on Pickering Proposed Cycling Network4 $1.8 million $5.8 million $15.3 million Infill links on Regional Cycling Network (within Pickering5) $16.6 million Total Anticipated Network Costs Excludes conceptual trail connections and trail bridges. $39.5 million 4 Costs include 25% Contingency and 15% Engineering & CA 5 Includes the anticipated City portion of funding for cycling facilities on either Regional or Municipal corridors within Pickering identified in the Regional Cycling Plan DRAFT IBI GROUP Background Report Cycling Network Development and Feasibility Review Prepared for City of Pickering A-1 Appendix A Summary of Proposed Cycling Network Links DRAFT Master_ID NameFromToPre-Screening ResulImplementation NotesFacility TypeFacility Upgrade Cycling ImpaPreliminary Phasing Length43 VALLEY FARM ROAD Fieldlight Boulevard Finch Avenue Shared Stripe bike lanes through combination of lane narrowing, parking restriction and intersection reconfigurationBike Lane 65 Short Term 31744 ALYSSUM STREET Krosno Boulevard Sandy Beach Road N/ASigned Route 70 Short Term 6846 VALLEY FARM ROAD The Esplanade N Kinston Road Designated Stripe bike lanes through combination of lane narrowing, parking restriction and intersection reconfigurationBike Lane 60 Short Term 33250 DUNBARTON ROAD Fairport Road Cloudberry Court (Cul-de-sac) N/A Provide traffic-calmed bicycle boulevardBicycle Boulevard 55 Short Term 82652 DIEFENBAKER COURT Glenanna Road End of Diefenbaker Court Shared Stripe bike lanes to existing wide lanes; may require parking restrictionsBike Lane60 Medium Term 58465 WHITEVALE ROADMarkham-Pickering Townline Road Altona RoadDesignated Provide paved shoulders on gravel basePaved ShouldersN/A Long Term 152970 YORK DURHAM LINE7th Concession RoadUxbridge Pickering Townline RoadSeparated Provide paved shoulders on gravel basePaved ShouldersN/A Long Term 631473 CLEMENTS ROADSquires Beach RoadChurch Street SSharedRetrofit buffered bike lanes through combination of lane narrowing, parking restriction and intersection reconfigurationBike Lane30 Short Term80589 LIVERPOOL ROADFinch AvenueBushmill StreetDesignated Retrofit bike lanes by restricting parking / modifying turn lanes at intersectionsBike Lane60 Short Term24698 SHEPPARD AVENUEAltona RoadRosebank RoadSharedStripe bike lanes to existing lanesBike Lane70 Short Term823114 AMBERLEA ROADRosebank RoadHighview RoadSharedStripe bike lanes to existing wide lanesBike Lane55 Short Term912134 PICKERING PARKWAYBrock RoadSquires Beach RoadSeparated Retrofit buffered bike lanes through combination of lane narrowing, parking restriction and intersection reconfigurationBuffered Bike Lane35 Medium Term 871144 BAINSBRIDGE DRIVEMarshcourt DriveKingston RoadSharedProvide traffic-calmed bicycle boulevardBicycle Boulevard35 Short Term642159 WEST SHORE BOULEVARDSunrise AvenueOklahoma DriveSharedStripe bike lanes to existing wide lanesBike Lane55 Short Term229165 ROSEBANK ROADKingston RoadSheppard AvenueSharedVolumes/speeds indicate shared facility is upgrade, consider traffic calming and wayfinding sharrows to upgrade facility from signed routeBicycle Boulevard55 Short Term820168 9TH CONCESSION ROADSideline 2Lake Ridge RoadDesignated Provide paved shoulders on gravel basePaved ShouldersN/A Long Term 8428171 VALLEY FARM ROADFinch AvenueDellbrook AvenueDesignated Mixed rural/urban context; Constrained corridor with retaining walls and no space for on-road facilities without road work; Provide multi-use path on one side of the road (east side appears feaBoulevard Multi-use Path55 Long Term 1509183 PINE GROVE AVENUEWoodview AvenueOakburn StreetSharedStripe bike lanes to existing wide lanesBike Lane55 Short Term200191 WESTNEY ROAD7th Concession Road9th Concession RoadSharedProvide paved shoulders upon reconstructionSigned RoutePaved Shoulder N/A Short Term 4215193 BROCK ROADBayly StreetPickering ParkwaySeparated Bridge over Hwy. 401Boulevard Multi-use Path54 Long Term 2036207 9TH CONCESSION ROADSideline 26Sideline 24Separated Provide paved shoulders on gravel basePaved ShouldersN/A Long Term 6192216 FIELDLIGHT BOULEVARDGlenanna RoadValley Farm RoadSharedConsider traffic calming and bicycle priority interventions, or consider advisory bike lanesBicycle Boulevard55 Short Term 1013218 BONITA AVENUEFairport RoadGlenanna RoadSharedMostly rural cross-section with small section of urbanSigned Route55 Short Term609252 SANDY BEACH ROADParkham CrescentAlyssum StreetSharedSigned RoutePaved Shoulder55 Short Term565296 ROUGEMOUNT DRIVEKingston RoadRougemount DriveSharedBicycle Boulevard55 Short Term792297 MONTGOMERY PARK ROADFrisco RoadJodrel RoadN/ASigned RoutePaved Shoulder55 Short Term192305 MCKAY ROADJodrel RoadSquires Beach RoadN/AStripe bike lanes to existing wide lanesBike Lane30 Medium Term 378306 JODREL ROADMontgomery RoadMcKay RoadN/ASigned RoutePaved Shoulder40 Short Term511310 PINE GROVE AVENUEOakburn StreetAltona RoadSharedStripe bike lanes to existing wide lanesBike Lane55 Short Term515311 FRISCO ROADWaterfront TrailMontgomery Park RoadN/ASigned RoutePaved Shoulder30 Short Term394315 3RD CONCESSION ROADScarborough Pickering Townline Whites RoadDesignated Provide paved shoulders upon reconstructionPaved Shoulders Paved Shoulder20 Long Term 2989340 OKLAHOMA DRIVEWhites RoadBreezy DriveSharedProvide traffic-calmed bicycle boulevardBicycle Boulevard55 Short Term 1242370 PETTICOAT CREEKTrailWhites RoadSharedSigned RoutePaved Shoulder55 Short Term724376 ROSEBANK ROADRougemount DriveDahlia CrescentSharedSection from Rougemount Drive to Gillmoss Road has rural cross-sectionBicycle Boulevard55 Short Term572403 MAJOR OAKS ROADBrock RoadDelbrook AvenueSharedRetrofit bike lanes through lane narrowing / intersection reconfiguration - some on-street parking may be accommodated on one sideBike Lane55 Short Term 1312408 DIXIE ROADFinch AvenueMaple Ridge DriveSharedRetrofit bike lanes through lane narrowing / intersection reconfigurationBike Lane60 Short Term350416 SALK ROADBayly StreetBrock RoadSharedPaved Shoulders55 Medium Term 622461 DIXIE ROADGossamer Drive3rd Concession RoadSharedProvide signed route; upgrade to paved shoulders at time of future reconstructionSigned RoutePaved Shoulder60 Short Term872462 3RD CONCESSION ROADFairport RoadDixie RoadShared or Designate Provide signed route; upgrade to paved shoulders at time of future reconstructionSigned RoutePaved Shoulder35 Short Term818491 DELLBROOK AVENUEValley Farm RoadBrock RoadSharedRetrofit bike lanes through lane narrowing / intersection reconfigurationBike Lane55 Short Term 1222503 SHEPPARD AVENUEWhites RoadFairport RoadSharedStripe bike lanes to existing lanesBike Lane55 Short Term819508 DIXIE ROADRidgewood CourtFinch AvenueSharedRetrofit bike lanes through lane narrowing / intersection reconfigurationBike Lane55 Short Term371514 ALYSSUM STREETKrosno BoulevardSandy Beach RoadSharedSigned Route55 Short Term80515 Off-Road Multi-use TrailMarksbury RoadWest Shore BoulevardN/AOff-Road Multi-use Trail N/A55 Long Term201534 AMBERLEA ROADStrouds LaneHighview RoadSharedStripe bike lanes to existing wide lanesBike Lane60 Short Term473544 SIDELINE 12Concession Road 8Uxbridge Pickering Townline RoadN/ARun currently not paved; Paved surface desirable for road cycling; Appropriateness of shared facility to be confirmed prior to implementation (no AADT available)Signed RoutePaved Shoulder N/A Long Term 4016545 STROUDS LANERosebank RoadWhites RoadSharedStripe buffered bike lanes to existing wide lanesBuffered Bike Lane65 Short Term864546 SPRUCE HILL ROADFinch AvenueAspen RoadN/ABicycle Boulevard60 Short Term164558 KROSNO BOULEVARDAnnland StreetModlin RoadSharedSigned Route55 Short Term127611 VALLEY FARM ROADPickering ParkwayThe Esplanade SDesignated Stripe bike lanes through combination of lane narrowing, parking restriction and intersection reconfigurationBike Lane60 Short Term258650 VALLEY FARM ROADThe Esplanade SThe Esplanade NDesignated Stripe bike lanes through combination of lane narrowing, parking restriction and intersection reconfigurationBike Lane60 Short Term118683 SANDY BEACH ROADMontgomery Park RoadParkham CrescentSharedSigned Route90 Short Term729695 KROSNO BOULEVARDLiverpool RoadAnnland StreetSharedSigned Route60 Short Term350702 ALTONA ROAD4th Concession RoadWhitevale RoadDesignated Provide paved shoulders on gravel basePaved Shoulders15 Long Term 2097708 ROSEBANK ROADTaunton Road4th Concession RoadSharedProvide signed route; upgrade to paved shoulders at time of future reconstructionSigned RoutePaved Shoulder5 Short Term751711 4TH CONCESSION ROADAltona RoadRosebank RoadSharedProvide signed route; upgrade to paved shoulders at time of future reconstructionSigned RoutePaved Shoulder10 Short Term859720 YORK DURHAM LINE3rd Concession Road7th Concession RoadSeparated Provide paved shoulders upon reconstructionPaved Shoulders Paved Shoulder N/A Long Term 8657722 LIVERPOOL ROADBushmill StreetRigby DriveSharedRetrofit bike lanes by restricting parking / modifying turn lanes at intersectionsBike Lane55 Short Term717724 SANDY BEACH ROADAlyssum StreetBayly StreetSharedSigned RoutePaved Shoulder55 Short Term750745 VALLEY FARM ROAD EXTENSION3rd Concession RoadBrock RoadSharedProvide multi-use path with new road constructionBoulevard Multi-use Path60 Medium Term 992763 KROSNO BOULEVARDModlin RoadAlyssum StreetSharedSigned Route55 Short Term415774 SIDELINE 28Federal Airport LandsUxbridge Pickering Townline RoadSharedProvide paved shoulders upon reconstructionSigned RoutePaved Shoulder15 Short Term 3279781 DIXIE ROADKingston RoadGlen Eden CourtN/ARetrofit bike lanes through lane narrowing & turn lane modificationBike Lane45 Short Term235800 THE ESPLANADE NORTHGlenanna RoadValley Farm RoadSharedStripe bike lanes to existing wide lanes; may require parking restrictionsBike Lane60 Medium Term 303801 SQUIRES BEACH ROADMcKay RoadClements RoadDesignated Stripe bike lanes to existing wide lanesBike Lane30 Medium Term 655840 6th Concession RoadGreenwood Road7th Concession RoadN/AProvide signed route; upgrade to paved shoulders at time of future reconstruction / resurfacing - Requires further review as no AADT information was availableSigned RoutePaved Shoulder15 Short Term 2422843 DIXIE ROADGlen Eden CourtGlenanna RoadN/ARetrofit bike lanes through lane narrowing & turn lane modificationBike Lane50 Short Term654874 MCKAY ROADMcKay RoadSquires Beach RoadDesignated Review gravel shoulders on urban roadBike Lane55 Medium Term 505900 FAIRPORT ROADLynn Heights DriveHydro Corridor TrailSharedProvide signed route; upgrade to paved shoulders at time of future reconstructionSigned RoutePaved Shoulder60 Short Term 1475947 DIXIE ROADMaple Ridge DriveGossamer DriveSharedRetrofit bike lanes through lane narrowingBike Lane45 Short Term804964 WOODVIEW AVENUETwyn Rivers DrivePine Grove AvenueShared-Designated Stripe bike lanes to existing wide lanes; may require parking restrictionBike Lane55 Short Term997980 ROSEBANK ROADToynevale RoadGranite CourtSharedBicycle Boulevard75 Short Term1781026 STROUDS LANEWhites RoadFairport RoadSharedStripe buffered bike lanes to existing wide roadBuffered Bike Lane55 Short Term8481044 GLENANNA ROADFairport RoadDixie RoadSharedStripe bike lanes to existing wide lanesBike Lane55 Short Term 10851119 WHITES ROADOklahoma DriveKingston RoadSeparated Bridge over Hwy. 401Cycle Tracks75 Long Term8411131 TWYN RIVERS DRIVEWoodview AvenueAltona RoadSharedStripe bike lanes to existing lanesBike Lane60 Short Term5631132SPRUCE HILL ROADAspen RoadStrouds LaneN/ABicycle Boulevard55 Short Term8581150 TOYNEVALE ROADRosebank RoadRougemount DriveSharedSigned Route59 Short Term5491154 SHEPPARD AVENUERosebank RoadWhites RoadSharedStripe bike lanes to existing lanesBike Lane55 Short Term8491184 ROSEBANK ROADDahlia CrescentToynevale RoadSharedBicycle Boulevard55 Short Term3111299 LIVERPOOL ROADKosno BoulevardBayly StreetDesignated Retrofit bike lanes by narrowing existing wide lanes; intersection modifications needed at Liverpool & BaylyBike LaneN/A55 Short Term / Medium7581512 LAKE RIDGE ROAD 7th Concession Road UXBRIDGE Pickering Townline Road Separated Provide paved shoulders on gravel basePaved Shoulders N/A Medium Term 59191567 SQUIRES BEACH ROAD Clements Road Bayly Street Designated Retrofit buffered bike lanes through combination of lane narrowing, parking restriction and intersection reconfigurationBike Lane 35 Medium Term 9511901 BAYLY STREET Whites Road West Shore Boulevard Separated Replace south sidewalk with boulevard multi-use pathBoulevard Multi-use Path 55 Medium Term 10661909 BAYLY STREET St Martins DriveLiverpool Road Separated Replace south sidewalk with boulevard multi-use pathBoulevard Multi-use Path 55 Medium Term 4281916 VALLEY FARM ROAD Kingston RoadFieldlight Boulevard DesignatedStripe bike lanes through combination of lane narrowing, parking restriction and intersection reconfigurationBike Lane 60 Short Term 3471921 CLEMENTS ROAD Brock Road Squires Beach Road Shared Retrofit bike lanes through combination of lane narrowing, parking restriction and intersection reconfigurationBike Lane 67 Short Term 8271922 DIXIE ROAD Glenanna Road Ridgewood Court Shared Retrofit bike lanes through lane narrowing / intersection reconfigurationBike Lane 65 Short Term 4481924 LAKE RIDGE ROAD 5th Concession Road 7th Concession Road Separated Provide paved shoulders on gravel base, Highway crossing 407Paved Shoulders N/A Medium Term 54031976 ALTONA ROAD Finch Avenue 4th Concession Road SeparatedPaved Shoulders 5 Long Term 38761999 FAIRPORT ROAD Finch Road Lynn Heights Drive Shared Stripe bike lane to existing wide lanesBike Lane N/A 60 Short Term 5512023 WHARF STREET Liverpool Road End of Wharf Street N/ASigned Route 55 Short Term 1662104 ROSEBANK ROAD Rougewalk Drive Hydro Corridor Trail Shared Provide signed route; upgrade to paved shoulders at time of future reconstructionSigned Route Paved Shoulder 60 Short Term 10002113 3RD CONCESSION ROAD Whites Road Fairport Road Shared or Designate Provide signed route; upgrade to paved shoulders at time of future reconstructionSigned Route Paved Shoulder 10 Short Term 7952201 SCARBOROUGH PICKERING TOWNLINE Hydro Corridor Trail 3rd Concession Road Separated Provide paved shoulders upon reconstructionPaved Shoulders N/A 20 Long Term 4882209 SCARBOROUGH PICKERING TOWNLINE Finch Avenue Hydro Corridor TrailDesignated Provide paved shoulders upon reconstructionPaved Shoulders30 Long Term 14182288 DIXIE ROADEnd of Dixie RoadKingston RoadN/AProvide signed route connectionSigned Route70 Short Term1982296 LIVERPOOL ROADHighway 401Bayly StreetSeparated Segment crossing Hwy 401Cycle Tracks55 Long Term9772340 SANDY BEACH ROADAlliance RoadEnd of Sandy Beach RoadN/ASigned Route60 Short Term752342 SANDY BEACH ROADBayly StreetAlliance RoadN/ASigned Route60 Short Term267DRAFT Master_ID NameFromToPre-Screening ResulImplementation NotesFacility TypeFacility Upgrade Cycling ImpaPreliminary Phasing Length2368 ROSEBANK ROAD3rd Concession RoadTaunton RoadSharedProvide signed route; upgrade to paved shoulders at time of future reconstructionSigned RoutePaved Shoulder15 Short Term 1177N/A Off-Road Multi-use Trail (Hydro Corridor)Montgomery Park RoadBayly StreetN/AProvide off-road multi-use trail along hydro corridorOff-Road Multi-use Trail N/AN/A Long Term 2102N/A Off-Road Multi-use Trail (Hydro Corridor)Montgomery Park RoadOff-Road MUT (400m N of Montgomery Park Rd)N/AOff-Road Multi-use Trail N/AN/A Long Term436N/A Off-Road Multi-use Trail (Hydro Corridor)Kingston RoadNorth of Finch Avenue (Brock Ridge Community Park) N/AOff-Road Multi-use Trail N/AN/A Medium Term 581N/A Off-Road Multi-use Trail (Hydro Corridor)Scarborough Pickering Town Line Liverpool RoadN/AOff-Road Multi-use Trail N/AN/A Medium Term 5550N/A Clements Road ExtensionSandy Beach RoadClements RoadSharedProvide multi-use path when road is constructedBoulevard Multi-use PathN/AN/A Short Term620N/A Off-Road Multi-use Trail (Hydro Corridor)Third ConcessionTrans-Canada Trail (NW of Stockell Crescent)N/AOff-Road Multi-use Trail N/AN/A Long Term 6539N/A Fifth Concession RoadBrock RoadLake Ridge RoadN/AProvide paved shoulders when road is resurfaced / reconstructedPaved Shoulders N/AN/A Long Term 74701067 DILLINGHAM ROADDillingham RoadBrock RoadSharedSigned Route55 Short Term216N/A Off-Road Multi-use Trail (The Meadoway)West Municipal BoundaryFairport RoadN/AOff-Road Multi-use Trail N/AN/A Long Term 4159N/A Off-Road Multi-use TrailBrock RoadEast of Sideline 16 RoadN/AOff-Road Multi-use Trail N/AN/A Long Term3861727 KROSNO BOULEVARDBayly StreetFuture RoadwayN/AProvide bicycle boulevard when road is constructedSigned Route60 Short Term167745 VALLEY FARM ROADDelbrook Avenue3rd Concession RoadDesignatedProvide paved shoulders on gravel basePaved Shoulders60 Long Term6272104 ROSEBANK ROADFinch AvenueRougewalk DriveSharedStripe bike lanes by narrowing existing lanes; Alternatively, provide signed routeBike LaneN/A60 Short Term2362137 ROSEBANK ROADHydro Corridor Trail3rd Concession RoadSharedProvide signed route; upgrade to paved shoulders at time of future reconstructionSigned RoutePaved Shoulder60 Short Term725834 ROUGEMOUNT DRIVERougemount DriveAltona RoadSharedBicycle Boulevard65 Short Term279874 MCKAY ROADMontgomery Park RoadMcKay RoadSharedStripe bike lanes to existing wide lanesBike Lane55 Medium Term 43174 CHURCH STREET SOUTHClements RoadBayly StreetSharedStripe bike lanes to existing wide lanesBike Lane25 Short Term76574 CHURCH STREET SOUTHClements RoadBayly StreetSharedRetrofit bike lanes through combination of lane narrowing, parking restriction and intersection reconfigurationBike Lane25 Short Term138581 BAYLY STREETWest Shore BoulevardWaterfront TrailSeparated Replace sidewalk with multi-use pathBoulevard Multi-use Path55 Medium Term 497N/A New CollectorBrock RoadBrock RoadN/AProvide bike lanes or multi-use trail when collector roadway is developedBuffered Bike LaneN/A Medium Term 964N/A Off-Road Multi-use TrailWhites RoadThird Concession RoadN/AProvide off-road multi-use trailOff-Road Multi-use TrailN/A Long Term 1794370 WHITES ROADWhites RoadOklahoma DriveSharedSigned RoutePaved Shoulder55 Short Term712144 MARSHCOURT DRIVEPickering ParkwayKingston RoadSharedBicycle Boulevard35 Short Term495370 WHITES ROADPetticoat CreekWhites RoadSharedSigned RoutePaved Shoulder55 Short Term409N/A Esplanade NorthValley Farm RoadOff-Road Multi-use TrailN/AProvide bike lanes on new neighbourhood roadwayBike LaneN/A Medium Term 374N/A New Collector - PlummerPickering GO Station BridgeSalk RoadN/AProvide bicycle boulevard or bicycle lanes along new collector roadwaySigned RouteN/A Short Term 1004N/A Off-Road Multi-use Trail (BRIDGE)Sandy Beach RoadPickering ParkwayN/AProvide active transportation bridge crossing of Highway 401 / Rail CorridorOff-Road Multi-use TrailN/A Long Term275N/A West Shore BoulevardSurf AvenueSunrise AvenueN/AProvide MUP on east side per RFBW Park Master PlanBoulevard Multi-use PathN/A Short Term340N/A WILLIAM JACKSON DRIVEEarl Grey AvenueTaunton RoadSharedMill and overlay to provide paved shoulders on existing granular basePaved Shoulders N/AN/A Medium Term 1013N/A Off-Road Multi-use Trail (Highway 407 ROW)York-Durham LineLake Ridge RoadN/ATRCA-Proposed Multi-use Trail within Highway 407 ROWOff-Road Multi-use Trail (N/AN/A Long Term 15181N/A Off-Road Multi-use Trail (TRCA)Valley Farm RoadOff-Road Multi-use Trail (Hydro Corridor)N/AOff-Road Multi-use Trail (N/AN/A Long Term 14442296 Walnut Lane ExtensionLiverpool RoadEnd of Liverpool RoadSeparated Provide cycle tracks with re-developmentCycle Tracks55 Short Term664N/A Conceptual Off-Road Multi-use Trail RNUP trail route York Durham LineUxbridge TownlineN/AParks Canada-proposed cycling friendly trail - conceptual alignment onlyOff-Road Multi-use Trail (N/AN/A Long-Term 6699840 GREENWOOD ROAD5th Concession Road6th Concession RoadN/AProvide signed route; upgrade to paved shoulders at time of future reconstruction / resurfacing - Requires further review as no AADT information was availableSigned RoutePaved Shoulder15 Short Term 2084544 SIDELINE 127th Concession RoadConcession Road 8N/AProvide signed route; upgrade to paved shoulders at time of future reconstruction - Requires further review as no AADT information was availableSigned RoutePaved Shoulder N/A Medium Term 2019544 CONCESSION ROAD 8Sideline 12Sideline 12N/AProvide signed route; upgrade to paved shoulders at time of future reconstruction - Requires further review as no AADT information was availableSigned RoutePaved Shoulder N/A Medium Term 243N/A New Collector & 401 Crossing (Hydro Corridor)Bayly StreetKingston RoadN/ABundle delivery of multi-use path or cycle track & sidewalk with new road crossing of 401Boulevard Multi-use PathN/AN/A Medium Term 1487DRAFT Background Report Transportation Demand Management Strategy Pickering Integrated Transportation Master Plan Prepared for City of Pickering by IBI Group July 2020 Attachment #5 to Report #ENG 03-21 DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering Table of Contents July 2020 i 1 Introduction ............................................................................................... 1 1.1 What is Transportation Demand Management? ............................... 1 1.2 Why Does the City of Pickering Need TDM? .................................... 2 1.3 Benefits of TDM ................................................................................ 2 2 Background and Policy Context .............................................................. 4 2.1 Existing Travel Characteristics .......................................................... 4 2.2 Existing Barriers to Sustainable Travel ........................................... 11 2.3 Existing Policy ................................................................................. 11 3 TDM Strategy for the City of Pickering .................................................. 15 3.1 Program Development Support ...................................................... 15 3.2 Workplace Programs ...................................................................... 17 3.3 Community Programs and Outreach .............................................. 19 3.4 School Programs ............................................................................ 20 3.5 TDM and New Development ........................................................... 21 3.6 Active Transportation (Walking and Cycling) .................................. 22 3.7 Transit ............................................................................................. 24 3.8 Carpool/Rideshare .......................................................................... 25 3.9 Car Share ....................................................................................... 26 3.10 Trip Planning Information and Promotion ....................................... 26 3.11 New Mobility ................................................................................... 27 4 Monitoring and Evaluation ..................................................................... 28 5 Summary .................................................................................................. 30 DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 1 1 Introduction 1.1 What is Transportation Demand Management? Transportation Demand Management (TDM), in general, is the use of policies, programs, services, and products to influence travel behaviour and manage travel demand. The City of Pickering Official Plan defines TDM as “a coordinated series of actions aimed at maximizing the people-moving capability of the transportation system, through means such as encouraging individuals to reduce the number of trips they make, travel more often by non-driving alternatives, travel outside peak periods, and shorten the length of their trips.” TDM programming and services increase awareness of available travel options, educate the community on sustainable travel, and remove common barriers that individuals face when considering travel by sustainable modes. TDM-supportive infrastructure such as bike lanes, multi-use trails, end-of-trip facilities, and carpool parking can build capacity for daily sustainable travel. Shifting modes from the automobile to more sustainable modes such as walking, cycling, transit, carpooling, or reducing trip making through teleworking supports the City’s goals and objectives for a sustainable community with a well- connected transportation system and affordable transportation options for all ages and abilities. TDM programming is currently delivered at several Pickering workplaces by Smart Commute, the non-profit organization responsible for workplace TDM programming in many Greater Toronto and Hamilton Area municipalities. Existing workplace programming provided in Pickering, and the opportunities to expand it, are described further in Section 4.2. Further, this TDM Strategy aims to expand TDM beyond the workplace to increase its reach and effectiveness. This report is divided into the following sections: Chapter 2 – Why does the City of Pickering Need TDM?: describes the benefits of expanded TDM programming; Chapter 3 – Background and Policy Context: provides an overview of current travel trends to help understand the need for TDM, in addition to existing policy that acts as a foundation to TDM programming; Chapter 4 – TDM Strategy for the City of Pickering: outlines a recommended TDM strategy for Pickering, including specific actions that can be taken to increase TDM programming in the City; and Chapter 5 – Summary: summarizes important opportunities that have the potential to have a significant impact on mode choice. DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 2 2 Why Does the City of Pickering Need TDM? As the City of Pickering continues to grow, current and future transportation challenges in Pickering cannot be solved by continuously building new roads or widening existing roads. TDM is needed to encourage a shift to more sustainable modes of travel, making use of existing transportation resources more effectively and reducing the need for new infrastructure investment. The City of Pickering, and across southern Durham Region, is anticipating significant population and employment growth that will have a direct impact on transportation infrastructure and resources. Growth within Pickering and in neighbouring municipalities will increase travel demand on the City’s transportation network and, without a shift to sustainable modes, the City of Pickering will experience more and longer periods of congestion during peak travel hours. Public health also stands to benefit from an increased use of active modes. Automobile dependency facilitates sedentary lifestyles and can lead to increased levels of chronic disease. Replacing vehicle trips with active and sustainable travel leads to a healthier lifestyle and can reduce the burden on the public health care system. Active and sustainable modes of transportation are critical to supporting healthy, active, and productive lifestyles of its residents and workers. By investing in TDM, the City of Pickering will maximize the efficiency of existing transportation infrastructure, reduce congestion and vehicle emissions, support active and sustainable travel, and contribute to a healthier environment and community. 2.1 Benefits of TDM TDM programs have many economic, social, environmental, and health benefits that can improve the quality of life for residents and workers, regardless of how they get around. Benefits to Individual Users TDM provides opportunity for individual users to save time and money on travel, improving their quality of life. Individuals who use active and sustainable modes typically live a more active, healthier lifestyle. People spend less time driving when convenient travel options are available. This allows for more time doing other activities such as exercising while travelling via an active mode and working or reading on transit. TDM measures can save users money as it costs less to travel by public transit, carpool, or an active mode compared to owning a car and driving alone. DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 3 Benefits to Employers TDM programming provides many benefits to businesses. The benefits noted by Smart Commute Durham include: better employee recruitment and retention by offering employees commuter options; potential for increased employee productivity, as employees who take transit or active transportation often arrive to work less stressed; potential to reduce employee time lost due to illness, as commuting stress plays a role in emotional and physical health; potential to reduce the number of required workstations at workplaces in the case of telework; and enhanced employer commitment to sustainable practices. Benefits to City of Pickering TDM can provide a wide variety of benefits for the City of Pickering. Trips are more evenly distributed among different modes and spread out beyond the peak periods, meaning that transportation infrastructure is used more effectively and efficiently. Benefits of a TDM strategy for the City of Pickering include: Reduced congestion; Reduced need for road widening and other capacity projects; Less wear and tear on roads leading to savings on road maintenance; Equitable transportation system providing convenient travel regardless of mode; Reduced emissions, resulting in improved air quality; and Healthier communities due to increased levels of physical activity, social interaction, and improved air quality. DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 4 3 Background and Policy Context Improving mobility choice in Pickering is a goal of the Integrated Transportation Master Plan (ITMP). Providing individuals with choice in travel options supports social equity, public health, compact development, community liveability, and the environment. Investment in transportation facilities and services are essential to creating attractive travel options, but options need to be supported by information, education, promotion and incentives that motivate awareness of and desire for alternative travel options. TDM initiatives are used to inform, educate, promote and incentivize walking, cycling, public transit, flexible work arrangements, telework and carpooling as alternatives to driving. The City of Pickering TDM strategy builds on the existing workplace and school programs at the regional and local level. The City of Pickering does not currently have a formal TDM program, but programming is available to workplaces in Pickering through Regional efforts. The City of Pickering is well-suited to establish and expand TDM initiatives in Pickering with existing programming available at the Region and in neighbouring municipalities. Applying TDM policies, programs, and services in conjunction with TDM- supportive infrastructure provides a holistic approach to shifting travel to sustainable transportation modes and behaviours. 3.1 Existing Travel Characteristics The use of sustainable modes varies widely in Pickering by time of day, trip purpose, and trip distance. This section presents a brief overview of current travel in Pickering focusing on the morning peak period, school trips, and short trips, as these present the greatest opportunities for TDM programming. 3.1.1 Morning Peak Period Morning peak period trips start between 6:00 a.m. and 8:59 a.m., and are of particular interest because the majority of these trips are for work and school, meaning the trips are repeated hundreds of times each year. Most of the trips that originate in Pickering in the morning are made by car, with the next highest share made by GO Rail, as shown in Exhibit 3.1. Work trips destined to Pickering in the AM peak period from all locations, including trips that originate in Pickering, are even more auto-dominated. Auto drivers account for 88% of trips, while transit trips (GO Rail and local transit) account for only 4%, as shown in Exhibit 3.2. Exhibit 3.3 shows the mode share for AM peak period internal work trips. These trips are still dominated by auto use, but have a slightly higher transit share and an active mode share . DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 5 Exhibit 3.1: Mode Split of Trips Starting in Pickering, AM Peak Period (6:00–8:59 a.m.), 2016 Data Source: Transportation Tomorrow Survey, 2016 Exhibit 3.2: Work Trips Destined for Pickering in the AM Peak Period (6:00–8:59 a.m.), 2016 Data Source: Transportation Tomorrow Survey, 2016 DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 6 Exhibit 3.3: Internal Work Trips in the AM Peak Period (6:00–8:59 a.m.), 2016 Data Source: Transportation Tomorrow Survey, 2016 The above findings are not surprising given that travel to/from Toronto and York Region is relatively uncongested in the morning peak, inter-regional transit connections are poor, and Pickering workplaces provide free parking. 3.1.2 School Trips School trips also present opportunities to encourage the use of more sustainable travel modes. School trips represent 20% of morning peak period trips starting in Pickering and many of these are short-distance trips. Currently, close to 30% of elementary and secondary school trips starting in Pickering are made by car, with 4% of students driving themselves to school and another 24% travelling as passengers, accounting for 4,300 daily trips. School bus and active trips make up 36% and 28% of these trips, respectively, which equate to approximately 5,500 and 4,300 daily trips. Exhibit 3.4 shows the mode split for these school trips starting in Pickering. The majority of elementary and secondary school trips are short-distance trips, with 65% of all school trips being 2 km or less. The active mode share is relatively high for these trips: 84% of trips under 1 km are made by active modes and 36% of trips between 1 km and 2 km are made by active modes as shown in Exhibit 3.5. Despite this, there is still room for improvement for trips between 1 km and 2 km in length, as 29% of trips (approximately 2,500) are auto passenger trips with an additional 5% of trips (approximately 400) being made by students driving themselves to school. DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 7 Exhibit 3.4: Modal Split for Elementary and Secondary School Trips Originating in Pickering, 2016 Data Source: Transportation Tomorrow Survey, 2016 Exhibit 3.5: Mode Choice for Elementary and Secondary School Trips Originating in Pickering by Distance, 2016 Data Source: Transportation Tomorrow Survey, 2016 DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 8 In contrast with elementary and secondary school trips, post-secondary school trips are more reliant on automobile travel. As shown in Exhibit 3.6, 50% of all post-secondary school trips originating in Pickering are made by students driving themselves to school (approximately 1,400 trips), with another 8% of trips made by auto passengers. Another 38% of students travel using public transit; about half of these trips use GO Rail. The use of active modes for post- secondary student travel is very low, representing only 1% of all trips. Trips to school by post-secondary students are also longer than those by elementary or secondary students. Close to half of these trips are 21 kilometres in length or greater, 60% of which are made by auto drivers or auto passengers. As shown in Exhibit 3.7, transit use is most popular for post-secondary school trips between 11 and 20 kilometres in length, where close to 45% of trips use local transit and/or GO Rail. Age and distance between home and school, and the availability of a safe route to school are important factors in determining if active and transit modes are feasible for school trips. Parental discretion is also a big factor. Nevertheless, implementing TDM programming including group walks and rides, event campaigns, discounted transit passes, and transit education can encourage more walking, cycling and transit use by students. Exhibit 3.6: Modal Split for Post-Secondary School Trips Originating in Pickering, 2016 Data Source: Transportation Tomorrow Survey, 2016 DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 9 Exhibit 3.7: Mode Choice for Post-Secondary School Trips Originating in Pickering by Distance, 2016 Data Source: Transportation Tomorrow Survey, 2016 3.1.3 Short Trips Short trips, defined as trips less than 2 km, make up roughly 30% of all daily trips starting in Pickering, while trips less than 5 km make up nearly 50% of all travel starting in Pickering. Short trips are excellent candidates to be made by an active mode; however, 80% of trips less than 2 km are made using cars (driver + passenger). Exhibit 3.8 shows the mode share for trips less than 2 km, while Exhibit 3.9 shows mode choice by trip length. Auto modes dominate all trip distances, but active modes and transit are used for a substantial number of short and long trips, respectively. The large number of short trips in Pickering presents an excellent opportunity for the City to increase active and sustainable mode choice through a combination of TDM programming and TDM supportive infrastructure. DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 10 Exhibit 3.8: Mode Shares for Short Trips (< 2 km) within Pickering, 2016 Data Source: Transportation Tomorrow Survey, 2016 Exhibit 3.9: Mode Choice by Distance for Trips Originating in Pickering, 2016 Data Source: Transportation Tomorrow Survey, 2016 DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 11 3.2 Existing Barriers to Sustainable Travel TDM aims to create solutions and remove barriers for users that are hesitant to choose a sustainable travel mode to their destination. Barriers to sustainable travel may include: Physical barriers that primarily affect walking, cycling, transit and carpooling Lack of crossing opportunities across railways, freeways, and high-speed roads Lack of active transportation infrastructure along high-volume roads with high speed limits Lack of bicycle parking and end of trip facilities at the destination Lack of bus priority / high-occupancy vehicle lanes Other barriers Lack of awareness of travel options Lack of motivation to choose an active or sustainable mode Abundance of free parking at the destination Disperse destinations not well-connected to public transit Frequency of public transit service Quality of winter maintenance of sidewalks, trails, paths, and bike lanes Inclement weather While TDM is primarily focused on programming designed to encourage sustainable mode use, addressing physical barriers can encourage behaviour change by making sustainable modes more attractive. Additional barriers to sustainable travel include shift work or personal responsibilities, such as childcare pick-up/drop-off on the way to/from work, that are not conducive to riding transit or using active transportation. While these barriers are important to understand, they are beyond the scope of a TDM strategy. 3.3 Existing Policy 3.3.1 Pickering Official Plan The City of Pickering Official Plan includes several policies that support TDM. The following goal, objectives and policies from the Official Plan speak to TDM: Transportation Goal DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 12 4.1 City Council shall establish and promote a transportation system for people and goods movement, that offers a range of travel choices, and comprises an integrated and accessible network of transportation corridors. Transportation Objectives 4.2 City Council shall: (c) balance the need to accommodate private automobiles with the need to accommodate pedestrians, cyclists, the disabled, public transit, taxis, and the movement of goods and services; Transportation Involvement and Coordination 4.3 City Council shall: (d) participate in or initiate programs that provide residents with information on alternative modes of transportation, and available transportation options. 4.4 City Council, through its own actions, and by working with and encouraging others, especially the Region of Durham and the Province of Ontario, shall: (c) endeavour to enhance the quality, safety and convenience of the transportation system by requiring neighbourhood, site and road designs that support pedestrians, permit cycling and encourage local transit use, while accommodating vehicular traffic Optimize Use of Infrastructure 4.5 City Council shall optimize the use of its transportation infrastructure by: (a) promoting the design of road corridors and the road system as multi-use public facilities that respond to the sometimes conflicting needs of pedestrians, cyclists, transit, taxis, high occupancy vehicles, automobiles, and trucks; (b) promoting ways to reduce traffic peaks and shift modes away from single occupancy vehicles, where appropriate through travel demand management initiatives including ride sharing, telecommuting, trip chaining and bus priority or high occupancy vehicle lanes; 3.3.2 Downtown Pickering: A Vision for Intensification and Framework for Investment (2013) The visioning study for the City Centre identified many opportunities to enhance public spaces in the distinct City Centre area of Pickering. The vision was to create a walkable downtown area that re-balanced conditions for all modes of transportation and create a connected transportation system for pedestrians, drivers, and cyclists. A denser city centre provides an excellent opportunity to DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 13 encourage the use of sustainable modes, both through improved infrastructure and through a high concentration of destinations. 3.3.3 Durham Region Transportation Master Plan TDM Strategy The 2017 Durham Region TMP Update outlined various strategies that apply to the whole of Durham Region, including improving travel choices and integrating land use and transportation through transit-oriented development, which further supports TDM measures by encouraging land use that supports sustainable mode choice. The City of Pickering’s TDM strategy is intended to reinforce Durham Region’s TDM strategy and fill in the local gaps. A summary of Durham Region’s TDM strategies are included below: Travel Choices Promoting sustainable travel choices was one of the key directions of the Regional TMP. Providing individuals with a range of safe and accessible travel options supports social equity, public health, compact development, liveability (including age-friendly communities) and the environment. A key element of Travel Choices also included TDM measures designed to engage with travellers, and offer information, incentives and assistance to make choices that truly work best for them. Key actions recommended in the Regional TMP to support sustainable travel choices, including walking, cycling, transit and carpooling, were as follows: Expand the reach and effectiveness of Smart Commute Durham. Enhance promotion to improve awareness and use of sustainable travel modes. Create a travel demand management (TDM)-supportive development strategy to help ensure that new developments are planned and designed to support transit, active transportation and carpooling. Land Use and Transportation One key recommendation of the Regional TMP was to develop TDM guidelines for new development to be applied in the planning and design of new neighbourhoods, development sites and roadway corridors to improve connectivity to the transportation network and offer improved options for transit, walking and cycling. TDM at new developments are often implemented though incentives, such as density bonuses and/or parking reductions in exchange for incorporating TDM measures. 3.3.4 Durham Vision Zero: Strategic Road Safety Action Plan The Region of Durham and the City of Pickering have recognized that, despite having active safety programs to address motor vehicle collisions, a new and DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 14 broader-based approach to safety is required. As a result, the Region and the City initiated the development of a Strategic Road Safety Action Plan (SRSAP) based on Vision Zero principles. The Region’s SRSAP is now complete and is being implemented. The plan sets out the vision, goals, and actions to guide the Region and its road safety partners towards creating safer roads and reducing the number of collisions, road fatalities and injuries. Improving road safety encourages more people to feel safe when using active modes, which supports the mode shift goals of TDM programming. DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 15 4 TDM Strategy for the City of Pickering The proposed TDM strategy for the City of Pickering is focused on feasible, low- cost measures that results in a robust, self-sustaining program that builds on existing efforts, grows the program, increases the use of alternative modes, and provides transportation options for all users. The Strategy builds on existing policies and programs described in Section 3.3 and also acknowledges the opportunities for increased sustainable mode use particularly with regards to the large number of short trips already made in Pickering described in Section 3.1.3. Pickering’s TDM strategy is broken down into 11 categories, each with recommended actions to build a successful TDM program. Each recommended action was assigned a priority level (low, medium, and high) and a timeframe for implementation – short-term (0-5 years), medium-term (5-10 years), and long- term (over 10 years). Key opportunities are summarized in Chapter 5. The strategy’s holistic TDM approach includes TDM programming for workplaces, new developments, communities, schools, and each travel mode and its associated infrastructure. Many of the recommended actions align with Durham Region’s TDM strategy outlined in the Regional TMP. By collaborating with the Region and neighbouring municipalities in Durham, the TDM program will be a key factor in successfully achieving the vision of the Pickering ITMP. 4.1 Program Development Support The City of Pickering currently does not have a dedicated, permanent TDM full- time equivalent (FTE) staff to develop, support, and maintain a TDM program. In order to build a successful TDM program, investment in permanent staffing resources dedicated to delivering and monitoring the program will be required. Many municipalities within Durham Region and around Ontario of comparable nature (i.e. population size, program portfolio, urban form) have at least one TDM/Active Transportation (AT) staff person on staff as shown in Exhibit 4.1. Due to the inter-related nature of TDM and AT programs, City staff delivering the TDM portfolio could also have an AT program portfolio. The focus of the recommendations listed in this strategy will primarily focus on TDM programs. Many of the municipalities listed in Exhibit 4.1 have staffing levels that are in excess of what would be initially required or feasible for the City of Pickering. DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 16 Exhibit 4.1: Staffing Levels of TDM/AT Programs at Comparable Municipalities MUNICIPALITY # OF TDM / AT STAFF WORKPLACE PROGRAM COMMUNITY SCHOOL TDM AND DEVELOPMENT ACTIVE TRANSPORTATION TRANSIT CARPOOL/RIDESHARE TRIP PLANNING INFORMATION AND PROMOTION Durham Region 1.5 City of Pickering 0 * * * * Town of Ajax 3.0 * * * Town of Whitby 2.5 * * * * City of Oshawa 0.2 * * * * *Coordinated by Durham Region/Durham Region Public Health/Durham Region Transit RECOMMENDED ACTIONS TIMING PRIORITY Dedicate at least 1 FTE to manage and deliver the TDM/AT program in the City of Pickering. Short-term High Coordinate with Durham Region to deliver TDM programming at the local level. Short-term High Dedicate staff to identify and develop practical incentives that encourage active and sustainable travel. Short-term Low Purchase and distribute City of Pickering branded promotional materials (i.e. pens, bike lights, safety bands, reusable water bottles, etc.) to incentivize active and sustainable travel at outreach events by using the promotional materials as campaign and contest prizes or rewards. Short-term Low DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 17 4.2 Workplace Programs Smart Commute Durham is the Region’s Transportation Management Association (TMA) that works with organizations across the Region to encourage employees to walk, cycle, take transit, and carpool to and from work. Smart Commute Durham is part of the Smart Commute program formerly run by Metrolinx. In 2019 Metrolinx transferred ownership of the Smart Commute program and service delivery to local munciapliteis in the GTHA. At the time of preparing this report, Durham Region has committed to operating the Smart Commute Durham program . Workplace TDM initiatives and activities that are expected to continue for employees at organizations that were part of Smart Commute include: Employee commuter survey; Trip planning and carpool matching application; Active Switch program; Promotional campaigns and communications support; Workplace recognition; and Emergency ride home reimbursement program. There are currently six Smart Commute organizations located in Pickering, including the City of Pickering as an organization. Across Durham Region, there are 22 Smart Commute organizations. The City of Pickering has the unique opportunity to demonstrate its commitment to sustainable travel by leading by example. Pickering is a “Gold” Smart Commute organization and won the Employer of the Year award in 2012. The City of Pickering can continue to showcase its efforts to other organizations in Pickering, demonstrate the value of investing resources into a TDM workplace program, and show how to successfully implement a workplace program. The Pickering Official Plan identifies employment and mixed-use areas in the Kingston Road corridor, Highway 401 and 407 corridors, and in the southeast end of the city that could be well-suited to Smart Commute TDM programming. RECOMMENDED ACTIONS TIMING PRIORITY Work with Durham Region to implement a fee-for- service membership option for Pickering organizations to recover partial costs of delivering the TDM program. Medium- term Low DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 18 RECOMMENDED ACTIONS TIMING PRIORITY Work with Durham Region to identify organizations in the City of Pickering, primarily along the DRT Pulse (Kingston Road) route and in proximity to the GO Transit station that are not current members of the program and encourage them to participate in the Workplace TDM program. The size of the organization should determine the level of support needed to promote the program. Short-term Moderate Work with Durham Region to identify barriers that organizations face when considering joining the TDM program and provide incentives to address those barriers. Short-term Moderate Workplace TDM at the City of Pickering Review the City of Pickering Smart Commute Annual Travel Survey, as well as the comprehensive baseline survey to track progress towards the target active transportation and transit mode shares. Short-term High Work with Durham Region to launch a City of Pickering individualized marketing campaign to encourage city staff to use active and sustainable modes of travel to and from work, and for business travel and identify barriers to choosing active and sustainable travel. The campaign should highlight active and sustainable transportation options: preferred transit routes to access City Hall and other Pickering facilities, availability of bike parking and end-of-trip facilities (e.g. showers, lockers, etc.), and preferred carpool parking spaces. Short-term Moderate Work with Durham Region to develop and implement a custom travel solution to address barriers identified in the City of Pickering individualized marketing campaign. Based on previous feedback from City staff, potential solutions could include a bike lending program and/or outdoor carpool parking spaces. Short-term Moderate Conduct a site assessment at each City facility to identify areas for improvement. Medium- term High Continue to host Workplace TDM lunch and learns educate City staff on the various travel options available to them. The lunch and learns can be coordinated with the individualized marketing campaign. Short-term Low DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 19 4.3 Community Programs and Outreach Successful TDM programs will integrate into the local community to support sustainable travel for not only commuting but for all trips (i.e. recreation, leisure, personal errands, etc.). By building TDM-supportive community programs, the City of Pickering can target a wider audience and encourage all residents to move around Pickering by sustainable modes. Through workplace TDM programs and school travel programs, Pickering already participates in sustainable transportation events throughout the year including promotional TDM campaigns such as Carpool Month, Bike to Work/School Week, Bike Month, and Smart Commute Month. Almost any community event can be made a TDM-supportive event. This can be accomplished by providing information on how to use sustainable modes to travel to/from the event and by ensuring that the event can accommodate bicycle parking. Promoting TDM and sustainable transportation at a variety of events can broaden the reach of sustainable transportation promotion, engaging individuals with a variety of backgrounds and a variety of transportation needs. Partnering with local bike shops is another opportunity to promote increased cycling. Local bike shops can distribute promotional material to their customers with the benefit of having clientele who are already interested in cycling and may be interested in cycling more often. In some cities, local bike shops have taken on a larger role including leading group rides and working with cycling advocacy organizations on public education campaigns. RECOMMENDED ACTIONS TIMING PRIORITY Identify community stakeholders that could participate in and promote community TDM programs. Community stakeholders could include public health organizations, neighbourhood associations, schools boards, post-secondary institutions, bike shops, cycling advocacy groups, and Durham Region Transit, among others. Short-term High Identify community events to set up an outreach booth to promote TDM programming and sustainable transportation through distributing information on workplace and school TDM initiatives, transit service, active transportation network, informational guides on how to cycle safely, etc. Short-term Moderate Continue to support the development, implementation, and promotion of campaigns such as Carpool Week, Bike Month, Bike to Work Day, and Smart Commute Month. Consider launching new programs such as: Neighbourhood rides to help residents feel comfortable riding around their neighbourhoods; Short-term Moderate DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 20 RECOMMENDED ACTIONS TIMING PRIORITY Bike valets at community events to provide secure bike parking for event attendees; and Promote and collaborate with community groups such as neighbourhood associations or other volunteer organizations to maximize outreach . Develop and implement targeted, mode-specific communications and promotions. Other jurisdictions have had success promoting TDM through social media and print media. Short-term Low 4.4 School Programs In partnership with Ontario Active School Travel, Durham Region (through the Health Department) supports and promotes School Travel Planning services to schools. School Travel Planning is an action planning process enabling school communities to identify and provide feedback regarding the barriers students face when travelling by an active mode (i.e. walking, cycling, and skateboarding). School Travel Planning collaborates with the school boards, public health officials, parents, educators, children, municipal staff, and elected officials, to increase the number of students using active transportation modes to and from school. Some cities and school boards invite the local police service to cycling events at the school, especially for elementary school events, to discuss and promote safe cycling. Educating elementary and high school students on the benefits of active travel is a strategy that can create lasting behavioural change. By encouraging students to choose a sustainable mode to get to school, congestion in school zones is reduced, making it safer for all children to travel to school. School TDM programs are not only an opportunity to engage with students, but also with parents, teachers, and staff. Combined with community and workplace programs, the City can provide a holistic approach to TDM programming. The City of Pickering has an extensive school crossing guard program. This benefits students by providing safe crossings on school routes, enabling more students the option of an active and sustainable trip. School travel is a major market for TDM programming. There is a high volume of daily school trips, the typical school trip is a short trip, schools are located in neighbourhoods throughout the city, and the consequences of a high automobile mode share for school trips impact city streets. For these reasons, the City should consider providing support to school travel planning programs through staff support and/or funding in partnership with Durham Region. Several other municipalities provide funding for school travel including Waterloo Region and Hamilton, among others, while many more provide staff support. DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 21 RECOMMENDED ACTIONS TIMING PRIORITY Work with the School Travel Planning staff at Ontario Active School Travel and Durham Region to launch school travel planning at more schools in the City of Pickering. Short-term High Work with Durham Region, Durham District School Board, and Durham Catholic District School Board to offer guidance or assistance where appropriate such as working with traffic operations and engineering to support the design of safe walking and cycling routes to/from schools Short-term High Use School Travel Planning as a means to promote transit as a travel option for secondary school students. Short-term High Consider supporting the School Travel Planning Program through staff resources and/or funding in partnership with Durham Region. Short-term Moderate 4.5 TDM and New Development City of Pickering Transportation staff currently review development applications but do not provide any comments from a TDM perspective. Durham Region Traffic Impact Study (TIS) guidelines briefly mention incorporating TDM measures into new development, but do not provide any direction on what specifically should be incorporated. One of the best ways to facilitate sustainable travel is to incorporate infrastructure in new communities that supports convenient sustainable modes of travel while discouraging residents and visitors from driving alone. This is a practice undertaken in many municipalities in the GTHA including York Region, Peel Region and City of Hamilton. Building upon the direction of the City’s OP (policy 11.25) that “City Council shall require, in support of draft plans of subdivision, an assessment of intersection and road capacity/level of service which shall be undertaken for the neighbourhood within which the draft plan is situated and which shall address travel demand sensitivity and demonstrate that the capacity of the transportation network and community design objectives of this Plan will be achieved.”, the City of Pickering should establish a development review process that integrates TDM requirements into development approvals. DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 22 RECOMMENDED ACTIONS TIMING PRIORITY Develop TDM guidelines and/or checklist to encourage implementation of TDM measures in all new development projects and include incentives for developers, such as reduced parking requirements, to ensure that the guidelines are followed. The TDM guidelines can be incorporated into the City’s draft plan of subdivision or site plan application process. Once developed, consider an Official Plan policy making the use of the TDM guidelines mandatory. Short-term High Support Durham Region in improving the Transportation Impact Study (TIS) guidelines to strengthen integration of multimodal approaches such as multimodal levels of service (MMLOS). Short-term High Educate the development community on TDM requirements and their benefits in new development projects, creating buy-in from the development community. Medium Moderate 4.6 Active Transportation (Walking and Cycling) Active transportation emits zero greenhouse gases, is generally the least expensive for the user of all transportation modes, and plays a significant role in a healthy, active lifestyle. Shifting travel to active modes can reduce vehicle trips and provide the best health and environmental impacts of all sustainable modes. Building a local TDM-supportive active transportation program can encourage all members of the community to choose active modes. Currently, the City of Pickering website offers information on existing cycling trails, bikeways and bike lanes and proposed cycling projects and Durham Region offers an online interactive trails map and regional cycling route maps. Through a partnership between Durham Region and SustainMobility, residents, workplaces and schools in Pickering can participate in Active Switch, a health and wellness program focusing on getting users to walk or cycle. Due to the inter-related nature of the TDM and active transportation programs, some active transportation programs can also be considered TDM programs as both programs aim to increase walking and cycling as travel modes. DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 23 RECOMMENDED ACTIONS TIMING PRIORITY Explore and apply for grant opportunities to fund TDM-supportive active transportation programming and infrastructure. Short- term High Promote active transportation as a viable mode to travel to work by creating targeted, local promotional materials with support from Durham Region, as appropriate. Short- term Moderate Work with Metrolinx and Durham Region to provide active transportation connections to Pickering GO station Short- term Moderate Work towards achieving a Bicycle-Friendly Community designation from Share the Road, a Provincial cycling advocacy organization. Medium- term Low Include marketing/education program funding in active transportation project budgets to inform and educate residents on the proper use of new active transportation facilities (e.g. cycling skills/safety workshops when new cycling infrastructure is completed). Medium- term High Integrate pedestrian and cycling traffic counters in the design and construction of active transportation projects to collect data on the use of active transportation infrastructure. Medium to Long-term High DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 24 4.7 Transit TDM and transit go hand-in-hand. Improvements to DRT or GO Transit presents a unique opportunity to integrate TDM programming into the planning, construction mitigation, station access, and promotion of new transit infrastructure. Local transit in Pickering is provided by Durham Region Transit (DRT). Existing TDM transit campaigns are promoted through Smart Commute Durham and DRT also hosts various transit campaigns throughout the year. The City of Pickering meets with DRT annually regarding new developments and the need for adjustments to service levels and routes. GO Transit operates inter-regional train and bus service in the GTHA. In Pickering, GO Bus Route 92 and 51 provides service from the City of Toronto to Pickering. The Lakeshore East GO Train line provides all-day service between Pickering GO Station and Union Station in downtown Toronto. Trips to the Pickering GO Station present a key opportunity for TDM promotion and programming to encourage station access by transit and other sustainable modes. The GO Station is a single destination that currently attracts over 3,000 users per weekday with 63% of users driving to and parking at the station. The station has 3,560 parking spaces and the GO Rail Station Access Plan does not recommend any further expansion at this location. GO Train ridership is forecasted to increase to over 8,000 daily users in 2031. This means that the mode share of station access will have to shift substantially.1 While some of this shift will require improved transit service and active transportation infrastructure, TDM has a role in promoting non-auto access to the GO station. Bike share is one option to address the first and last mile challenge of transit trips by connecting transit riders to major transit stations such as the Pickering GO Station or DRT PULSE stops. A well-developed cycling network is also important in bridging the first and last mile. RECOMMENDED ACTIONS TIMING PRIORITY Work with Durham Region and DRT to launch a discounted transit pass program for participating workplaces. Medium- term High Work with Metrolinx and DRT to encourage higher transit use to access Pickering GO station. Medium- term High Work with and support Durham Region and DRT in developing and promoting new routes and service changes, highlighting the PULSE route and future higher-order transit services as they become available. Medium- term Moderate 1 Metrolinx, GO Rail Station Access Plan, 2016 DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 25 RECOMMENDED ACTIONS TIMING PRIORITY Work with and support Durham Region and DRT to develop transit courses for individuals hesitant to take transit on their own such as seniors, youth, and newcomers. Information about transit could be added to the City’s Pickering 101 community education program. Medium- term Moderate Work with DRT in promoting north-south transit connections as the Seaton Urban Area is developed. Long-term High Investigate the feasibility of offering a bike share service to act as a first and last mile connection to major transit corridors and stations. Long-term Moderate 4.8 Carpool/Rideshare Carpooling and ridesharing provides similar benefits to driving, but removes one or more vehicles from the road while also splitting the cost of travel between the driver and passenger(s). Carpooling/ridesharing is most successful at destinations where preferential parking and other carpooling/ridesharing incentives exist. Currently, other than one designated carpool space available for staff use in the underground parking garage of the Civic Complex, there are no City-owned or operated carpool/rideshare facilities available for public use. Metrolinx operates a public carpool parking lot at Brock Road and Highway 407 as well as designated carpool parking spaces at Pickering GO Station. Employees of the current Smart Commute organization can use the Smart Commute online carpool-matching tool to find a carpool partner. The tool determines how far the carpool driver would have to go out of their way to pick up the potential carpool partner and how much additional time it would take (if any) to assist in carpool-matching. [It is assumed that the ride-matching tool, or similar tool will be maintained under Durham Region’s TDM programming.] RECOMMENDED ACTIONS TIMING PRIORITY Designate carpool parking spaces in desirable parking areas (i.e. close to key destinations, covered, etc.) at City-owned parking lots. Short-term High Create customized, targeted promotional material for the ride-matching tool and preferred carpool parking spaces. These materials could include a carpooling information sheet, a dedicated page on the Pickering website, promotional carpool videos, or contests to promote carpooling. These can be provided in partnership with Durham Region. Short-term Moderate DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 26 RECOMMENDED ACTIONS TIMING PRIORITY Work with participating workplaces to promote carpooling/ridesharing to individuals by demonstrating health, financial, safety, and environmental benefits. This could be done in collaboration with Durham Region. Short-term Low 4.9 Car Share Car sharing is a system which enables individuals to borrow a vehicle for short periods of time (i.e. a few hours) only when needed. Car share fills a gap within the transportation network by providing individuals who do not own a vehicle easy access to a vehicle when other transportation options (transit, walking, or cycling) are not practical. For the individual, car sharing replaces the monthly costs of gas, insurance, maintenance, and car payments with a low-cost monthly or pay-per-use membership. For organizations, partnering with a car share provider could replace the need to operate and maintain fleet vehicles. Car share providers, such as Communauto, Enterprise CarShare, and Zipcar, operate in many municipalities across Ontario including Oshawa, Hamilton, St. Catharines, Burlington, Guelph, London, Toronto, and Ottawa. There are currently no car share providers operating in Pickering. Car share providers typically locate in denser urban areas that have lower rates of automobile ownership or in municipalities with post-secondary institutions, such as City of Oshawa. Some municipalities provide incentives to developers, such as reductions to parking requirements, to incorporate car share on-site in new developments. RECOMMENDED ACTIONS TIMING PRIORITY Partner with a car share provider to roll out a corporate car share program at the City of Pickering for staff use for business travel. The program could be expanded to include other workplaces and members of the public. Medium- term Moderate Create a policy to support car share parking spaces at municipal properties and facilities. Medium to Long-term Moderate 4.10 Trip Planning Information and Promotion Choosing to make a sustainable trip requires many decisions in regards to route planning and connections which can be challenging and confusing. Trip planning tools which compile travel resources in one location make it easier to choose to travel by an alternative mode. DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 27 A number of trip planning tools already exist. The Smart Commute trip planning tool helps users identify potential carpool partners, track cost-savings, report on emissions avoided and total trip time compared to driving alone. Users are able to measure the potential savings and benefits of a sustainable commute to make an informed decision. Metrolinx offers the Triplinx transit trip planning tool that provides an integrated platform for trip planning using DRT, GO Transit and most transit agencies in the GTHA. The City of Pickering website provides links to information on transit (local and regional), cycling and trails. A City of Pickering TDM website could offer consolidated transportation information, including links to travel planning resources. RECOMMENDED ACTIONS TIMING PRIORITY Consolidate information on transportation options for getting to and around Pickering on one website, including information on program offerings for each mode and TDM-supportive community programs. Short-term High Continue to promote the available trip planning tools, such as Smart Commute and Triplinx, through promotional materials and online resources. Short-term Moderate Develop Pickering-specific promotional materials on sustainable modes of travel (e.g. a brochure that highlights the benefits of walking, cycling, transit, carpooling, and highlighting popular routes, and where to find additional information). Short-term Moderate 4.11 New Mobility New technology is changing the transportation landscape in Pickering, and beyond, and is significantly influencing how people choose to get around. The City of Pickering will need to be adaptable and flexible regarding new mobility options to leverage and implement the use of technology to the City’s advantage. Many of the new mobility options such as car sharing, bike sharing, mobility-as-a-service (MaaS) platforms, and autonomous vehicles will eventually integrate into the TDM program as alternatives to driving alone. The role of public agencies in providing transportation services is also being changed by technology. In the past, public agencies would implement new technology, such as digital displays at bus stops with real time arrival information or an interactive trip planning website, but now the private sector is increasingly taking the lead in implementing new technology in transportation and developing new mobility options. It is essential that governments at all levels work to regulate the use of technology in transportation to ensure that DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 28 new mobility options do not run contrary to city-building and transportation goals. RECOMMENDED ACTIONS TIMING PRIORITY Work with Durham Region, and other municipalities across Ontario and Canada, to: Monitor and share information on the use of innovative mobility technologies; Establish a coordinated position; and Advocate for the necessary legislation and regulation to build a multi-modal, sustainable transportation system. Medium- term High 4.12 Monitoring and Evaluation On-going monitoring and evaluation of the TDM program will be necessary to measure the impact and success TDM initiatives and TDM-supportive infrastructure on travel behaviour in Pickering. By monitoring the results of the program, the City of Pickering will be able to make informed decisions on where to invest resources for the maximum benefit. Establishing a monitoring and evaluation program communicates the results of the TDM program and identifies areas in which the program can be improved. Smart Commute completes an Annual Travel Survey, where all employees of Smart Commute organizations across the GTHA are surveyed about their travel behaviour. This enables Smart Commute Durham and the City of Pickering to track the effectiveness of the program at participating organizations. Other data sources such as the Transportation Tomorrow Survey and Metrolinx’s GO Transit passenger surveys can also be leveraged to monitor and evaluate the success of Pickering’s TDM program. RECOMMENDED ACTIONS TIMING PRIORITY Continue to work with Durham Region to distribute the Smart Commute Annual Travel Survey to measure behaviour change at participating workplaces. Short-term Moderate Survey other workplaces and the public to establish a baseline of current travel behaviours. Short-term Moderate Support the Durham Region Student Travel Planning staff to collect information on student travel behaviour by using various data collection methods such: school zone traffic and active transportation counts. Short-term High DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 29 Use the Transportation Tomorrow Survey (TTS), Metrolinx passenger surveys, Statistics Canada journey to work and other relevant data sources to support monitoring and evaluation of the TDM program. Short-term High DRAFT IBI GROUP Background Report Transportation Demand Management Strategy Prepared for City of Pickering July 2020 30 5 Summary This TDM strategy aims to build a robust TDM program for the City of Pickering to support the City’s objectives of increasing walking, cycling, and transit trips and reducing single-occupancy vehicle travel, particularly in peak periods. Building on the momentum of the current Smart Commute program, the recommended actions will continue to increase the efficiency of the existing transportation infrastructure, reduce congestion and emissions while saving users’ money, and improve the health of the community. In addition to hiring a full-time TDM staff, the following are key opportunities that have the highest potential for a significant impact: Pickering GO Station access: The GO station is a single destination that attracts approximately 3,000 trips each day. Increasing the active mode share will be necessary as GO ridership increases in the coming years. TDM guidelines for new developments: As Pickering intensifies, new developments present an excellent opportunity to incorporate TDM measures at the planning and design stage. School programs: School trips represent nearly 20% of all morning peak trips in Pickering and many are short trips that are well suited to active modes. Workplace programs: With forecasted employment growth in Pickering, there is an opportunity to increase the reach of workplace TDM programming. Working with community partners in the City of Pickering, Durham Region, neighbouring municipalities, workplaces, and schools, the TDM program will be a key factor in achieving the vision of the Integrated Transportation Master Plan. DRAFT Background Report Parking Management Strategy Pickering Integrated Transportation Master Plan Prepared for The City of Pickering by IBI Group July 2020 Attachment #6 to Report #ENG 03-21 DRAFT IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering Table of Contents July 2020 i 1 Background ............................................................................................... 1 1.1 Objectives ......................................................................................... 1 2 Existing Context ........................................................................................ 2 2.1 Existing Supply ................................................................................. 2 2.1.1 On-Street Parking .................................................................. 2 2.1.2 Municipally-Owned Off-Street Parking ................................... 3 2.1.3 GO Transit Off-Street Parking ................................................ 3 2.1.4 Other Private Off-Street Parking ............................................ 3 2.2 Existing Policies ................................................................................ 4 2.2.1 Pickering Official Plan ............................................................ 4 2.2.2 Pickering City Centre ............................................................ 4 2.2.3 Liverpool Road Waterfront ..................................................... 5 2.2.4 Seaton Urban Area ................................................................ 5 2.2.5 Duffin Heights ......................................................................... 5 2.3 On-Street Parking Regulations ......................................................... 5 3 Future Parking Demand ............................................................................ 6 4 Current Practice Review ........................................................................... 9 4.1 Parking Space Requirements ........................................................... 9 4.1.1 General Parking ..................................................................... 9 4.1.2 Accessible Parking ............................................................... 14 4.2 Initiatives to Reduce Parking Requirements ................................... 15 4.2.1 Cash-in-Lieu of Parking ........................................................ 16 4.2.2 Shared Parking Requirements ............................................. 18 4.2.3 Bicycle Parking ..................................................................... 21 4.2.4 Carshare .............................................................................. 23 IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering Table of Contents (continued) July 2020 ii 4.2.5 Other TDM Initiatives ........................................................... 24 4.3 Paid Parking ................................................................................... 25 4.4 Street Maintenance ......................................................................... 26 4.5 Residential On-Street Parking Program .......................................... 26 5 Draft Parking Management Strategy ...................................................... 28 IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 2020 1 1 Background The provision and management of off-street parking and on-street parking through policies, bylaws and enforcement can define the urban landscape of a city and influence the travel behaviour of its residents. As Pickering evolves, the parking management strategy must evolve along with it. This report examines the City of Pickering’s existing parking supply, existing parking policies, and parking management best practices from other jurisdictions to develop a parking management strategy to accommodate current and anticipated parking demands while supporting Pickering’s city-building objectives. The parking management strategy encompasses on-street and off- street public parking, paid parking and parking requirements in new developments. The strategy also addresses parking policies such as payment in lieu, shared facilities, and zoning requirements. Recommended actions are provided throughout Chapters 3 and 4, and summarized in Chapter 5. 1.1 Objectives The parking management strategy will guide the City of Pickering to: provide and maintain an appropriate supply of affordable, secure, accessible, convenient, and appealing public parking; provide and promote affordable short-term parking, and fair and consistent enforcement services that support local businesses, institutions, and tourism; encourage the use of alternative modes of transportation such as public transit, car/van pooling, taxis, carshare, cycling, and walking to reduce the need for parking; encourage equity objectives by reducing off-street parking requirements for affordable housing and secondary suites; encourage increase in density, intensification, and mixed-use development; encourage shared parking for mixed use development (e.g. commercial, residential; institutional development, school, and community centre); improve user information system for parking (e.g. signage, maps, overflow parking signs, travel apps, and marketing strategy); support efficient use of land for parking in redevelopment and intensification in the City Centre and other designated areas; and identify the potential for generating revenues from parking fees to recover parking operation and maintenance expenditures and IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 2020 2 contribute to a reserve fund to finance future parking system development, operation, and promotion; and assist in the funding of related initiatives to encourage the use of alternative modes of transportation. 2 Existing Context 2.1 Existing Supply Parking supply in Pickering is primarily provided by the private sector through on-site surface parking areas for each individual development. The City provides designated public parking at a few key locations in Pickering. Several streets have marked on-street parking spaces and one municipally-owned lot provides public parking. 2.1.1 On-Street Parking Parking within the road right-of-way can be divided into two distinct types. First, there are several areas with marked parking spaces that are generally intended to support adjacent commercial areas or other land uses. Second, on-street parking is permitted on all municipal roads where not prohibited by signage. This typically fulfills a short-term parking function for adjacent land uses. The maximum parking limit for on-street parking is three hours unless otherwise posted and no parking fees are charged. Additional details on parking regulations are provided in Section 2.3. Dedicated on-street parking can be found at the following locations: Liverpool Road south of Commerce Street (landscaped parking bays south of Wharf Street); St. Martins Drive south of Bayly Street (parking bay in front of live- work units); Pickering Parkway west of Glenanna Road (painted parking spaces on the north side); and Glenanna Road between Pickering Parkway and The Esplanade South (painted parking spaces on both sides). IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 2020 3 2.1.2 Municipally-Owned Off-Street Parking The single City of Pickering parking lot that is open to general public parking is located at 505 Liverpool Road and serves visitors to the waterfront parks, Millennium Square, businesses along Liverpool Road and the marina. The lot consists of 70 spaces plus two accessible spaces. Parking is not permitted overnight (1 a.m. to 5 a.m.) and no parking fees are charged. The City also owns parking lots that serve municipal facilities such as community centres, recreation centres, public libraries and civic complex. Generally, these lots are intended for use by visitors to the adjacent site rather than general public parking for the greater area. All municipally-owned parking lots are free. 2.1.3 GO Transit Off-Street Parking Metrolinx provides over 3,500 off-street parking spaces for GO Transit users at Pickering GO Station in two parking structures and one surface parking lot. One structure is located to the north of the station, connected to the station via a pedestrian walkway across Highway 401. The surface parking lot and second garage are located adjacent to the station south of the railway tracks. Additionally, a 339-space park-and-ride/carpool lot is located at Brock Road south of the Highway 407 interchange for GO bus users and general carpool parking. 2.1.4 Other Private Off-Street Parking The vast majority of the parking supply in Pickering is on-site surface parking on private property. As development has occurred, each development site was required through the applicable zoning by-law to provide off-street parking to accommodate the users of the site (e.g. residents, visitors, employees, customers, etc.). The number of parking spaces required is dependent on the type of land use and size of development. Large off-street parking lots have been built to support the retail commercial areas along Kingston Road and the major office buildings in various business parks. Similarly, single family homes and townhomes are typically built with garages and/or driveways to supply parking for residents. Imagery: Google, Map data: Google Exhibit 2.1: City-owned surface parking lot located in the Waterfront district. IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 2020 4 2.2 Existing Policies Policy documents that provide direction for parking in Pickering include the Official Plan (OP) and planning studies for the City Centre and Seaton. 2.2.1 Pickering Official Plan The City’s Official Plan1 contains many parking-related policies and directions, including policy 4.13 which has directed Council to develop a parking strategy: City Council shall consider preparing a comprehensive parking strategy for the urban area to determine and provide recommendations on current and future parking supply and demand, recognizing the opportunity to reduce parking supply in areas well-served by public transit. In particular, the OP includes a number of parking-related policies that speak to the planning direction for the Seaton Urban Area and the design and location of parking to support urban design, commercial activity, sharing parking areas to reduce land requirements, requiring bicycle parking for all developments, etc. For the City Centre, the OP addresses opportunities to share parking, accept cash-in-lieu of parking where appropriate and provide public parking to serve the commercial and recreational uses in the City Centre, The City Centre has specific policies for parking [12.10I] including where parking areas should be located and landscaped, but also reducing the number of parking space requirements to reflect the opportunities for transit, transportation demand management, and shared parking. 2.2.2 Pickering City Centre The Downtown Pickering: A Vision for Intensification and Framework for Investment (2013) is a visioning study for the City Centre that identifies many opportunities to enhance public spaces in the distinct City Centre area of Pickering. The vision is to create a walkable downtown area that re-balances conditions for all modes of transportation and creates a connected transportation system for pedestrians, drivers, and cyclists. The study recognizes that reducing the land requirements for parking would provide opportunities to enhance other mobility options, to accommodate redevelopment and create a more attractive public realm. Policy recommendations included preference for structured or below-grade parking, encouragement of share parking facilities and new downtown standards for parking. Since the 2013 visioning study, the City has adopted Amendment 26 to the Official Plan, a new comprehensive zoning by-law for the City Centre, and the Urban Design Guidelines for the City Centre. These documents provide further direction on off-street parking and loading areas in Pickering’s City Centre consistent with the principles in the visioning study outlined above. 1 Edition 8 IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 2020 5 2.2.3 Liverpool Road Waterfront The Liverpool Road Waterfront Node Development Guidelines indicates that parking strategies that have not been previously employed in Pickering are required for this area, such as: Expanding public parking at the foot of Liverpool Road by securing lands on the Coolwater Farms property; Requiring all new residential developments to provide sufficient off- street parking to meet the generated demand; Permitting on-street parking on: One side of Liverpool Road north of Wharf Street; One side of other streets north of Wharf Street; Both sides of Liverpool Road south of Wharf Street; and One side of any new east-west streets south of Wharf Street. Permitting commercial parking lots and off-site parking under long- term leases; and Adopting a cash-in-lieu of parking policy, particularly for the small- scale commercial developments. 2.2.4 Seaton Urban Area Although to a lesser extent than for the City Centre, the Central Pickering Development Plan (2012) identified an opportunity to use on-street parking in road design and recognized the need to reduce the impact of surface parking on the public realm. To build upon the key principles and policies outlined in the Central Pickering Development Plan, the City developed the Seaton Sustainable Place-Making Guidelines. While upholding the Central Pickering Development Plan goals and objectives, these guidelines provide a nature, intensity, quality, and level of sustainability vision tailored specifically for the Seaton Urban Area. 2.2.5 Duffin Heights The Duffin Heights Development Guidelines, provides direction for the developing community that includes use of the hydro corridor lands for parking for abutting land uses where possible. 2.3 On-Street Parking Regulations Traffic and Parking By-law 6604/05 regulating where, how and when vehicles can parking on-street in Pickering. The By-law provides general details that prohibit parked vehicles from blocking traffic flow, driveway accesses, and pedestrian crosswalks, etc. With respect to managing the use of on-street parking, Bylaw 6604/05 states the following: IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 2020 6 Vehicles cannot be parked for a period longer than three hours; Vehicles cannot be parked between the hours of 2:00 a.m. and 5:00 a.m. from December 1 to March 31 of each year. There are two exemptions to 3-hour parking limit. For special circumstances, residents can request special consideration for a maximum of 21 days per year. Any request greater than 21 days will require the authorization of the Manager of By-law Enforcement Services. This exception is intended to allow on-street parking for longer durations for instances such as out-of-town guests, driveway repairs, or other special occasions. Additionally, the City has issued special on-street parking permits to four properties, allowing the ongoing parking of one vehicle per address on-street. This exemption is intended for the rare occasion where a property owner does not have an on-site parking space. These four properties are located in the waterfront district. The City’s By-law 6604/05 also identifies what is referred to as boulevard parking. These are permanent parking spaces within the right-of-way between the sidewalk and the roadway, and are generally intended for commercial purposes. This designation applies only where the parking is differentiated from the roadway by being located within the boulevard portion of the cross-section. It is also typically paved with a different material such as paving stone. This applies only to the south end of Liverpool Road and St. Martins Drive south of Bayly Street. The Traffic and Parking By-law also identifies all of the locations where parking is prohibited either at all times or for a portion of the time. These locations are identified by signs posted at the side of the road. 3 Future Parking Demand As the City of Pickering continues to grow so too will the demand for parking. The targets of the Provincial Growth Plan for Pickering, and particularly the City Centre, will significantly increase population and employment density. While parking demand will increase with growth, a successful ITMP will mean that parking demand increases at a slower rate as walking, cycling and transit become real, viable options as alternatives to driving. The following trends are anticipated to have impacts on future parking demand: As population and employment increases, parking demand is also projected to increase concurrently. Population is projected to grow from approximately 95,000 in 2016 to 190,000 by 2031. Additionally, employment is projected to grow from 34,500 to 77,000 within the same period. Personal vehicle ownership has increased at a faster rate than population between 1991 and 2011. However, the use of active modes, such as walking and cycling, is on the rise by those under the IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 2020 7 age of 30. In other words, the rate at which personal vehicle ownership has historically increased is anticipated to decline in the future. With a decrease in vehicle ownership, parking demand is anticipated to be managed. Personal vehicles has remained the mode of choice for the majority of trips originating from Pickering. However, transit has gained popularity between 1991 and 2011. Given the focus on alternative modes of transportation in Pickering planning documents, alternative modes are anticipated to increase while use of personal vehicles decrease. As personal vehicle mode share decreases, parking demand is also anticipated to be managed. The main areas of growth in Pickering are the Seaton Urban Area and redevelopment and intensification along the Kingston Road corridor including the City Centre. How parking supply is provided and managed will influence how developable lands are used and the intensity of uses. Both Seaton and the City Centre have relatively recent Zoning By-laws that outline the parking space requirements of new development. The review in Section 4 will provide insight to whether additional changes to parking space requirements should be adopted not only in Seaton and the City Centre, but across the City. Currently, all private developments are required to provide sufficient parking supply on-site to meet expected parking demand. However, as density increases with projected growth, developers in certain parts of the City, such as the City Centre where land is anticipated to become less available and more expensive, may experience difficulty in meeting the zoning by-law parking requirements. A municipal parking system operating as a shared resource serving multiple City Centre developments could be one approach to meet the area’s parking needs. Parking systems are generally considered “effectively full” at an occupancy of approximately 85-90%, depending on lot size and other characteristics. This represents the point where finding a space becomes challenging for drivers, resulting in an increased likelihood of a driver having to search for an available parking space. Recommendation As parking demand increases to the point of exceeding the effective capacity threshold, strategies to help manage parking demand or an expansion in parking supply can be considered. Periodic monitoring of parking supply and demand is required to determine the timing of implementing parking demand management strategies or expanding parking supply. Recommended Actions Importance Timing Considering monitoring parking supply and demand in the Pickering City Centre, or other neighbourhoods, through the completion of Low On-going IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 2020 8 parking surveys on a periodic basis (every 2 years). As parking demand increase, Pickering can first consider adopting strategies to manage parking demand (paid parking adoption, TDM strategies, etc.), and when other options are exhausted, consider more expensive solutions such as an expansion to parking supply. IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 2020 9 4 Current Practice Review A review of current practice in Pickering and in similar municipalities was conducted to identify whether the City is in range with industry practices in parking management. 4.1 Parking Space Requirements This section examines Pickering’s general and accessible parking space requirements compared against the requirements of similar municipalities. 4.1.1 General Parking The City’s Zoning By-laws set minimum requirements for parking spaces that must be provided for new development or redevelopment. The minimum number of spaces required varies with the type of use (i.e. residential, retail, etc.) There are six general zoning by-laws that apply to different areas of Pickering. For the most part, the parking requirements in Pickering were set in the 1960s and 1970s. More recently, two new general zoning by-laws were adopted – one for the Seaton Urban Area (in 2014) and one for the Pickering City Centre (in 2017). These more recent parking requirements generally require less parking, reflecting the City’s vision for urban development that is less automobile- oriented in Seaton and the City Centre. Reducing parking requirements needs to be supported by a robust transit system and transportation demand management strategies that aim to reduce the single occupancy vehicle mode share, and as a result, reduce parking demand. For comparison, Exhibit 4.1 presents a summary of minimum parking requirements in Pickering and in other municipalities of similar size in the Greater Golden Horseshoe. The presented parking requirements are divided into the Downtown-specific requirements (if the municipality provides separate requirements for the Downtown core), and the rest of the municipality. Generally, the City of Pickering requirements are in range with similar municipalities, but the following is noted: The requirement for residential parking in the City’s older by-laws is generally one parking space per dwelling unit. Most municipalities require two spaces for detached homes, typically one in a garage and one in the driveway leading to the garage. The City Centre and Seaton By-laws have adopted requirements for two spaces for single- family dwelling units. The requirement for residential parking in apartments in Pickering do not consider the size of the apartment unit. Some municipalities require parking based on size, where smaller units require less parking and larger units require more parking. The requirement for retail parking in the Highway 2 area (under By- law 3036) is very high, requiring 1 parking space for each 100 ft2 of IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 2020 10 retail floor area (or 1 space per 9.3 m2). This is three to four times higher than requirements in other municipalities. Parking requirements for industrial land uses can vary significantly between municipalities. Most municipalities required approximately 1 parking space per 100 m2. However, up to 2.5 spaces per 100 m2 is required in some cases. As a strategy to support and promote alternative modes of transportation, a growing trend among municipalities is the reduction of parking requirements in the downtown cores. Pickering, as with several other municipalities, have modified parking requirements for the downtown or urban growth area. The intent of modified parking requirements for the downtown usually reflect denser development, limited property sizes and access to transit or other modes. The Town of Ajax has gone even further and defined both minimum and maximum parking requirements to limit the supply of parking to encourage lower car ownership, higher transit share and higher density development in its Downtown Central Area. The Town of Oakville and City of Burlington allows some uses in their downtowns to develop with no minimum requirement for parking. Recommendation While the Seaton and City Centre parking space requirements are more in line with the City’s vision for development and redevelopment in Pickering, the City’s other four general zoning by-laws were adopted in the 1960s and 1970s. For example, By-law 2511 (Brock Industrial and West Fairport Area) has the same parking space requirements for all local and general commercial uses in Commercial zones, but By-law 3036 (Highway No. 2 Area) recognizes that eating establishments have different parking needs than retail stores. As another example, By-law 2520 (Bay Ridges Area) requires one parking space per residential dwelling unit regardless of type or size (i.e. a single detached family home has the same parking requirement as a 1-bedroom apartment unit). Finally, the By-laws state parking requirements by a mix of area measurements (floor area, gross floor area or gross leasable floor area). Parking requirements from parking demand surveys, current practice in Pickering through approved by-law amendments and examples from other municipalities are a starting point in updating the parking space requirements for the City of Pickering. Recommended Actions Importance Timing Review and consolidate the zoning by-law parking space requirements to address current needs in parking demand, new land uses and vehicle ownership models, and to create more consistent requirements across Pickering. As part of the zoning by-law update, the City should collect parking supply and demand surveys for various land uses to tailor parking generation rates to the local context. High Medium IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 20 11 Exhibit 4.1: Parking Requirement Comparison Municipality Example Land Uses Single Family Unit Apartment / Multi-unit Residential Office (per 100 m2 GFA) Retail (per 100 m2 GFA) Restaurant (per 100 m2 GFA) Industrial (per 100 m2 GFA) Rest of City Ajax 2 per unit 1.5 per unit + 0.25 per unit for visitors 3.6 3.6 10 2.5 (Manufacturing) Barrie 1 per unit plus 1 for every 2 tenants 1.5 per unit 3.3 3.3 1 per 4 persons 1.4 Burlington 2 per unit 1.25 per 1 bedroom unit 1.50 per 2 bedroom unit 1.75 per 3+ bedroom unit 0.35 visitor per unit 3.5 4 1 per 4 persons 1.0 Cambridge 1 per first 4 bedrooms + 1 per every 2 additional bedrooms 1 per unit + 1 per 4 units for visitors 2.5 2.5 12 Varies depending on specific use Guelph 1 per unit 1.5 per unit for first 20 units, 1.25 for each unit in excess of 20 units 3 6.1 13.3 Varies depending on specific use Markham 2 per unit 1.25 per unit + 0.25 per unit for visitors 3.3 3.3 per 100 m2 NFA (<6,000 m2); 5 per 100 m2 NFA (6,000 m2) 11.1 per 100 m2 NFA 2.5 NFA <1,200 m2 1.0 NFA <6,000 m2 0.5 NFA >6,000 m2 Oakville 2 per unit 1 per unit (GFA<75 m2) 1.5 per unit (GFA>75 m2) 2.9 56 10 1.0 for first 7,500 m2, 0.5 thereafter IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 20 12 Municipality Example Land Uses Single Family Unit Apartment / Multi-unit Residential Office (per 100 m2 GFA) Retail (per 100 m2 GFA) Restaurant (per 100 m2 GFA) Industrial (per 100 m2 GFA) Oshawa 2 per unit 1.45 per unit + 0.3 per unit for visitors 3.6 4.2 9.1 1.1 for first 2,000 m2, 0.2 thereafter Richmond Hill 1 per unit 0.8 per bachelor 0.9 per 1 bedroom unit 1.0 per 2 bedroom unit 1.2 per 3+ bedroom unit 0.15 visitor per unit 2 4 (<10, 000 m2); 3 (10,000 m2) 4 (<10, 000 m2 ); 3 (10,000 m2) 1 Whitby 2 per unit 1.25 per unit + 0.25 per unit for visitors 3.3 (1st floor) 2 (all other floors) 4.3 (1st floor) 2 (all other floors) 5.3 1 Average 1.5 per unit 1.43 (including visitors) per 2-bedroom unit 3.1 4.2 8.7 or 1 per 4 persons 1.3 Pickering Brock Industrial and West Fairport Area 1 per unit 1.75 per unit for occupants and visitors (vertical multi-family) 5.4 5.9 per 100 m2 GLA (1st floor) 59.2 per 100 m2 GLA (other floors) 1.8 Pickering Bay Ridges Area 1 per unit 1 per unit 2.2 3.6 1 per 10 persons capacity 2.7 (Factory) Pickering Highway No. 2 Area 1 per unit 1 per unit 2.2 10.8 not less than 2 spaces per store 1 per 10 persons capacity 2.7 (Factory) Pickering Rural Area 1 per unit 1 per unit 14.4 not less than 2 spaces per office 14.4 not less than 2 spaces per store 1 per 4 persons capacity 2.7 (Factory) Pickering Seaton Urban Area 2 per detached or semi- detached 1.25 per unit +0.25 per unit for visitors 3.5 per 100 m2 GLFA 4.5 per 100 m2 GLFA 6 per 100 m2 GLFA Varies depending on specific use IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 20 13 Municipality Example Land Uses Single Family Unit Apartment / Multi-unit Residential Office (per 100 m2 GFA) Retail (per 100 m2 GFA) Restaurant (per 100 m2 GFA) Industrial (per 100 m2 GFA) Downtown-specific Requirements Ajax Downtown Same as rest of Ajax Min: 1.25 per unit + 0.25 per unit for visitors; Max 1.5 + 0.25 Min: 2; Max: 3 Min: 3.6 Max: 4.25 (<6000 m2 GFA); Min 3.75 Max: 4.25 (6000 m2 GFA) Min: 6: Max: 7 Same as rest of Ajax Barrie Downtown 1 per unit 1 per unit Same as rest of Barrie Same as rest of Barrie Same as rest of Barrie Same as rest of Barrie Burlington Downtown 2 per unit 1.25 per unit No minimum No minimum No minimum No minimum Guelph Downtown 1 per unit 1 per unit 1.5 1 1 N/A Oakville Downtown 2 per unit 1 per unit (GFA<75 m2) 1.25 per unit (GFA>75 m2) No minimum No minimum No minimum No minimum Pickering City Centre 2 per detached or semi- detached or street town 0.8 per unit + 0.15 per unit for visitors 2.5 per 100 m2 GLFA 3.5 per 100 m2 GLFA 5 per 100 m2 GLFA N/A IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 20 14 4.1.2 Accessible Parking Municipalities are adopting accessible parking requirements that are consistent with the requirements outlined by the Accessibility for Ontarians with Disabilities Act (AODA). Ontario’s Accessibility Action Plan outlines a timeline to fully mandate AODA guidelines by 2025, which includes the provision of accessible parking spaces. Pickering’s accessible parking requirements, in accordance with Traffic and Parking By-law 6604/05, were compared to those of similar municipalities and AODA. The result of the comparison is illustrated in Exhibit 4.2. Exhibit 4.2: Accessible Parking Requirement Comparison For the peer cities, Kingston generally requires the most accessible parking spaces, while Guelph and Richmond Hill require the least. Pickering’s accessible parking requirements, and those of Whitby, Oakville, Oshawa, Cambridge, and Waterloo, is aligned with AODA requirements. Recommendation Pickering’s off-street accessible parking requirements are consistent with AODA. For on-street parking, the AODA does not specify accessible parking requirements. Section 80.39 of the Act suggests municipalities consult with their Accessibility Advisory Committee to establish the number and locations of on- street accessible spaces. IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 20 15 Recommended Actions Importance Timing Consult with the local Accessibility Advisory Committee to establish appropriate number and locations of on-street accessible spaces. High Short 4.2 Initiatives to Reduce Parking Requirements Although the Pickering City Centre zoning by-law has identified lower parking space requirements, the Official Plan policy 12.10I for City Centre Parking further states that that consideration shall be given to reducing the number of parking spaces required where bicycle parking facilities or other transportation demand management measures are provided. This section looks at a best practices review of other Southern Ontario municipalities where other initiatives have been applied to reduce parking space requirements not just in a downtown setting but city-wide: Cash-in-lieu of parking: Cash-in-lieu of parking allows developers to pay cash as an alternative to providing the minimum number of parking spaces required by the Zoning By-law. The collected funds are placed in the parking reserve fund, and are normally used for the acquisition, improvement, and construction of municipally owned parking facilities. Section 4.2.1 provides further discussion. Shared Parking: Shared parking involves the use of one parking facility by more than one land use, taking advantage of different parking demand patterns by time of day to reduce the total amount of parking that would have been required if facilities were not shared. Section 4.2.2 provides further discussion. Bicycle Parking: Cycling is a sustainable transportation alternative to personal vehicles. To support alternative modes of transportation, some municipalities permit a reduction in vehicle parking supply at a development in exchange for additional bicycle parking. Section 4.2.3 provides further discussion. Carshare: Carsharing is a system which enables members to rent vehicles for short trips and are required to return the vehicle to the designated carshare space upon trip completion. Carsharing can lead to a reduction in parking demand by allowing multiple travelers to use the same vehicle and parking space, instead of owning separate vehicles and parking spaces. Section 4.2.4 provides further discussion. Other TDM Initiatives: as part of the development application process municipalities can allow for reductions in parking space requirements in exchange for implementing various Transportation Demand Management (TDM) measures such as subsidized transit passes, agreements to participate in Smart Commute initiatives, adopting of paid parking, etc. IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 20 16 Other Objectives: Parking requirements can also be used to support or encourage specific forms of development. For example, reducing off-street parking requirements for affordable/social housing can reduce land requirements and construction costs for such developments. While paid parking operations are anticipated to manage demand, paid parking is not considered appropriate for city-wide implementation. Paid parking could be appropriate in high density areas such as the City Centre or along the Highway 2 corridor. The above strategies are not anticipated to require significant additional staffing resources since most of these factors are intended to be considered during the development application process (which City of Pickering staff already perform). The on-going staffing requirements of TDM initiatives are discussed in the Transportation Demand Management Strategy document. 4.2.1 Cash-in-Lieu of Parking The availability of funds necessary to operate, maintain, and improve the existing parking system is a key challenge faced by many municipalities. One strategy for generating funds to support public parking is cash-in-lieu of parking. Cash-in-lieu of parking allows developers to pay cash as an alternative to providing the minimum number of parking spaces required by the Zoning By- law. The collected funds are placed in the parking reserve fund, which are normally used for the acquisition, improvement, and construction of municipally owned parking facilities. Cash-in-lieu of parking is used by many Canadian municipalities as a mechanism to address parking supply management. It can also be used to: Facilitate redevelopment where providing parking on-site is either too costly or difficult due to site configuration or condition (i.e. heritage); Encourage shared or short-term parking strategies, discourage vehicle use, and encourage and potentially fund transit; Intensify and re-urbanize downtown cores (especially former surface lots); and Assure property owners that sufficient parking opportunities will be available. Cash-in-lieu of parking policies generally focus on a specific geographic area, often a downtown or growth area that the municipality has targeted for intensification or redevelopment. The City Centre could be ideal for a cash-in- lieu policy. The construction of municipal parking through cash-in-lieu funds allows a municipality to own public parking garages/lots to control parking supply and pricing, while supporting desired land uses. Cash-in-lieu is most commonly used for office developments, but is also seen in some municipalities for retail and IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 20 17 residential buildings. Municipalities may build additional parking in order to encourage a mix of uses in the downtown core and support economic development policies. Through consultation with other Southern Ontario municipalities, cash-in-lieu rates were gathered and compared as shown in Exhibit 4.3. Approximately half of the consulted municipalities do not have a cash-in-lieu of parking policy. When assessing the rates of municipalities that have a policy, the cash-in-lieu rates range between $3,000 and $10,000 with an average rate of approximately $5,800. Some municipalities target a cash-in-lieu rate of approximately 50% of the cost to provide municipal parking, either in structures or surface lots. Based on high level industry estimates, surface parking costs approximately $7,500 per space, an aboveground parking structure costs approximately $25,000 per space, and an underground facility costs approximately $40,000 per space. Exhibit 4.3: Cash-in-lieu of Parking Rate Comparison Municipality Rate per Space Notes Barrie $5,075 $5,075 per stall in zone C1 (City Centre) or $15,225 elsewhere Burlington - No current cash-in-lieu of parking policy Cambridge $10,000 - Guelph - No current cash-in-lieu of parking policy Kingston $4,905 - Mississauga Variable The rate for a given development is calculated using the provided formula Oakville - Variable depending on case-by-case assessment Oshawa - No current cash-in-lieu of parking policy Pickering - The OP considers cash-in-lieu of parking as a parking strategy at the Liverpool Waterfront Node. No specific policy is provided. Peterborough $6,000 - Richmond Hill Variable The rate for a given development is equal to 50% of the cost of providing parking on-site St. Catharines - No current cash-in-lieu of parking policy Waterloo - No current cash-in-lieu of parking policy Whitby $3,250 Interim rate until a formal rate is developed as part of the on-going Parking Master Plan study Average $5,057.43 IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 20 18 Recommendation The decision to accept cash-in-lieu of parking should remain fully at the discretion of the municipality rather than an automatic right. This strategy will allow the municipality to ensure that if a cash-in-lieu of parking payment is accepted, the excess parking demand generated by the proposed development can be accommodate by the municipal parking system. Other than the surface parking lot at the foot of Liverpool Road, the City of Pickering currently does not have an off-street municipal parking system to support developments that contribute to the parking reserve fund through cash- in-lieu of parking. Recommended Actions Importance Timing Consider using cash-in-lieu to develop a municipal parking system in the City Centre to support the parking needs of future development. If a policy is adopted, the City should set the cash- in-lieu of parking rate equal to 50% of the cost required to construct parking based on local factors. Further investigation outside of this parking management plan would be required to establish the cash-in-lieu rate. Low Long 4.2.2 Shared Parking Requirements Shared parking involves the use of one parking facility by a mix of land uses, taking advantage of different parking demands by time of day or day of week to reduce the total number of parking spaces required. Shared parking ensures that parking spaces are not designated for any particular use, but operate as a pooled parking resource. This strategy can be considered on a “micro” scale within a single development, or on a “macro” scale between several developments. The biggest benefits are realized with mixed-use developments, where uses have different peak demand times. For example, a restaurant with peak parking demands in the evening and an office with peak parking demands in the midday can share a parking facility with fewer total parking spaces than would otherwise be required for two separate parking facilities to accommodate the individual peak parking demands. As a result, shared parking encourages more efficient use of the parking supply. The consideration of shared parking requires an assessment of typical parking occupancy rates during different times of the day for each of the land uses included in a shared parking scheme. Exhibit 4.4 compares the shared parking occupancy rates used by other municipalities that have adopted shared parking, including the Pickering City Centre by-law. The share parking formula typically applies to residential, office, retail, and restaurant land uses, which are anticipated to be the main land uses in intensification areas, but other land uses IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickering July 20 19 that are considered in shared parking formulas include hotels, cinemas, and other entertainment uses. As shown in Exhibit 4.4, the reviewed land uses generally have similar occupancies across the reviewed municipalities with only small variations (10- 20%). The shared parking formula in the City Centre by-law are in line with industry practices. The policies of the reviewed municipalities can be divided into two formats. Toronto and Markham have similar policies where occupancy rates are provided for only the AM, PM, and evening periods. While the other municipalities also provide occupancy rates for the Noon period as well and distinguish occupancies between weekdays and Saturdays. Of the reviewed municipalities, only Toronto and Newmarket allow shared parking reductions for residential (non-visitor) land uses. There are a number of factors that need to be considered in implementing shared parking effectively: A mixed-use development must be planned with land use types and gross floor area known in advance (e.g., retail, office, restaurant), so that a shared parking calculation can be conducted; Parking must be unreserved and designed to serve all uses; When a new business moves in to an existing development, its parking demand profile may be different from the original use, which may reduce the potential for shared parking and lead to parking undersupply; and The submission of a shared parking agreement between the proposed users of a shared parking facility may be required to ensure that it can be reviewed and enforcement undertaken if necessary. IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickeri ng July 20 20 Exhibit 4.4: Typical Parking Occupancy Rates Municipality Residential (non-visitor) Office Retail Restaurant AM Noon PM Eve AM Noon PM Eve AM Noon PM Eve AM Noon PM Eve Weekday Toronto 100% - 100% 100% 100% - 60% 0% 20% - 100% 100% 100% - 100% 100% Pickering City Centre - - - - 100% 90% 95% 10% 65% 90% 90% 90% 20% 100% 30% 100% Markham - - - - 100% - 95% 10% 50% - 100% 100% - - - - Newmarket 90% 65% 90% 100% 100% 90% 95% 10% 80% 90% 90% 90% 20% 100% 30% 100% Ottawa - - - - 100% 90% 100% 15% 75% 80% 85% 75% 30% 90% 60% 100% Vaughan - - - - 100% 90% 95% 10% 65% 90% 80% 100% 20% 100% 30% 100% Average 95% 65% 95% 100% 100% 90% 90% 9% 59% 88% 91% 93% 38% 98% 50% 100% Saturday Pickering City Centre - - - - 10% 10% 10% 0% 80% 100% 100% 70% 20% 100% 50% 100% Newmarket 90% 65% 90% 100% 10% 10% 10% 10% 80% 100% 100% 70% 20% 100% 50% 100% Ottawa - - - - 20% 20% 10% 5% 60% 90% 100% 50% 30% 80% 50% 100% Vaughan - - - - 10% 10% 10% 10% 80% 85% 100% 40% 20% 100% 50% 100% Average 90% 65% 90% 100% 13% 13% 10% 6% 75% 94% 100% 58% 23% 95% 50% 100% IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickeri ng July 20 21 Recommendation Given that Pickering does not currently operate a public parking system, a shared parking policy is an optimal strategy for managing the parking supply of private development and increasing the efficiency of private parking facilities. Shared parking can be beneficial in all areas of Pickering wherever there is potential for a mix of land uses within close proximity. Recommended Actions Importance Timing Adopt a shared parking policy city-wide such that any mixed use development has the opportunity to reduce parking supply. When evaluating development proposals that include shared parking between land uses, the City of Pickering should require the applicant to conduct a shared parking analysis to support a reduction in overall parking supply that is still adequate for all proposed uses. High Short 4.2.3 Bicycle Parking Cycling is an environmentally-friendly transportation alternative to personal vehicles. A trip that is 5 kilometres or less in distance is considered to be “cycle- friendly” and can be made in approximately 20 minutes. The City Centre By-law 7553/17 includes bicycle parking space requirements for residential (apartment dwelling, stacked dwelling, long-term care facility and retirement home) and non-residential uses. The bicycle parking space requirement is in addition to general parking space requirements. In other areas of the City, bicycle parking is not a requirement through the zoning by-law. The provision of adequate, safe, and convenient bike parking and supporting facilities are important to encourage cycling as a regular mode of transportation for residents, commuters, and visitors. The type and quality of bicycle parking racks is an important factor for cyclists seeking to park their bicycles. The Association of Pedestrian and Bicycle Professionals’ Bicycle Parking Guidelines (2010) and Essentials of Bike Parking (2015) provide guidance on selecting and installing bicycle parking that are secure and easy to use. Like vehicle parking, there is a need for both short-term bike parking for visitors and long-term bike parking for residents and commuters. Long-term bike parking, known as Type 1, provides an enhanced level of security for bikes that are parked for longer periods of time. This type of parking includes controlled- access bike cages, bike rooms, and bike lockers. Accessing this type of parking requires an individual to “sign-up” for access with a key fob or access card. Some examples are displayed in Exhibit 4.5. IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickeri ng July 20 22 Exhibit 4.5: Long-term Bike Parking Facilities Short-term bicycle parking, known as Type 2, is used for a few minutes to a few hours. They are available for public use and typically located in an easily accessible location, such as the entrance of the building. Some are sheltered, either by a building overhang or separate shelter, to provide some protection from the weather. Exhibit 4.6 illustrates examples of short-term bicycle parking. Exhibit 4.6: Short-term Bike Parking To support alternative modes of transportation, some municipalities allow developers to reduce the vehicle parking requirement in exchange for the provision of additional bicycle parking spaces. For example: Kitchener allows a 1 car space reduction for every 5 bicycle spaces beyond the minimum amount required by the Zoning By-law, up to a maximum vehicle parking space reduction of 10%. Recommendation Recommended Actions Importance Timing Consider a reduction in vehicle parking requirement for developers providing Type 1 bicycling parking beyond the minimum amount required by the Zoning By-laws (similar to Kitchener). Additionally, consider offering incentives to businesses that install showers and change facilities in large office employment developments. Medium Short IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickeri ng July 20 23 Recommended Actions Importance Timing Examine requirements for short-term bike parking supply at destinations such as shopping malls, parks, and recreation centres/arenas. Low Short Lead by example by providing adequate, safe and convenient bike parking at municipal facilities. The first step is to inventory bicycle parking available at all municipal buildings and sites. Low Short 4.2.4 Carshare Carsharing is a system which enables members to borrow vehicles for short periods of time (i.e. a few hours). Carshare vehicles are permanently parked in dedicated carshare spaces. Users borrow the vehicle for short trips and are required to return the vehicle to the designated carshare space upon trip completion. Carshare fills a gap within the transportation network by helping individuals without cars meet their daily needs when other transportation options (e.g. transit, walking, or cycling) are not practical options for their trip. Carshare systems operate in many municipalities across Ontario including Oshawa, Hamilton, St. Catharines, Burlington, Guelph, London, Toronto, and Ottawa. There are currently no carshare providers operating in Pickering. Ideal locations for carshare are areas with either high density employment, high density residential, or a mixture of the two. Upon reviewing Pickering’s local context, the following locations could be considered for carshare: Library lot: City Hall employees could travel to work using alternative modes of transportation while still having access to a vehicle for short daytime trips. Additionally, the adjacent high density residential developments would have access to the carshare vehicles and potentially consider trading in their personal vehicle. These individuals would commute using alternative modes of transportation and still have access to a vehicle for weekly needs such as grocery shopping. Near Durham College Pickering Campus: Students may reconsider driving to campus and use alternative modes of transportation if they had access to a carshare vehicle for short daytime trips. Pickering GO Station: Individuals travelling to Pickering for discretionary trips may forego driving a personal vehicle and take the GO train and use the carshare vehicle for the last mile trip. Note that coordination with Metrolinx would be required. From the municipality’s perspective, carshare can enable residents and employees to commute by sustainable modes while still having access to a vehicle for quick personal or business trips when needed. Carsharing can lead to a reduction in parking demand by allowing multiple individuals to share the IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickeri ng July 20 24 same vehicle and parking space, instead of owning and driving their own vehicles and requiring separate parking spaces. Some municipalities provide parking requirement reductions to developers who include carshare services as part of the proposed parking supply. The carshare vehicle must be parked in a priority location that is publically accessible. Kitchener allows a reduction of 4 parking spaces for every carshare vehicle and space provided in a development up to a maximum reduction of 16 parking spaces. This reduction is consistent with a 2009 Parking Standards Review: Examination of Potential Options and Impacts of Car Share programs on Parking Standards report submitted by IBI Group to the City of Toronto. Recommendation The City of Pickering should consider granting parking requirement reductions to developers proposing to include carshare vehicles as part of the on-site parking supply. Recommended Actions Importance Timing Consider granting vehicle parking requirement reductions to developers proposing to include carshare as part of the on-site parking supply. Medium Short 4.2.5 Other TDM Initiatives TDM initiatives are used by municipalities to influence travel behaviour. This improves transportation system efficiency and helps manage parking demand by decreasing the volume of single-occupancy vehicles on roads and in parking lots. These initiatives take many forms, including policies, programs, services, and products to influence why, when, where, and how people travel. Traditionally, municipalities adopt TDM strategies in an effort to improve the appeal of alternative modes of transportation for commuters. Many municipalities are beginning to require large developments to demonstrate how they will help minimize vehicle travel and parking demand. This can include hard infrastructure (e.g. secure bike parking, cyclist facilities, and carpool parking spaces) and soft infrastructure and services (e.g. carshare vehicle site, discounted transit passes, and membership in a transportation management association like Smart Commute). Municipalities that now have these types of requirements include the cities of Kitchener, Hamilton, Burlington, and Markham, and the Regions of Halton, Peel, and Waterloo. Requirements for these plans are typically integrated into the development approval process for a municipality and their implementation is a condition of site approval. For example, in Kitchener and Waterloo, the requirement forms part of the transportation impact assessment while Hamilton requires a standalone memo. Hard infrastructure requirements are typically required to be shown on site plan, allowing the municipality to ensure they are included in the final development prior to the issuing Certificate of Occupancy. Any soft infrastructure and services typically require the proponent to submit signed IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickeri ng July 20 25 contracts or agreements indicating that they will be provided by a third party (e.g. carshare vehicle on site and bulk purchase of transit passes agreement from local agency). Pickering is part of the Smart Commute Durham program which works with employers to develop TDM plans to support employee travel. As part of the Pickering ITMP, a TDM strategy is also being developed which aims to support the regional program and enhance local opportunities for TDM in Pickering. Further information, including staffing requirements to support the recommended strategies, can be found in the Transportation Demand Management Strategy document. 4.3 Paid Parking Few municipalities require a separate department or parking authority. For example, the Toronto Parking Authority, a public corporation owned by the City of Toronto, manages over 17,500 on-street parking spaces and 21,000 spaces in city-owned parking garages. For municipalities similar in size to City of Pickering, public parking is typically managed by municipal staff. Many municipalities provide and manage public parking to support businesses in their downtowns. Municipalities that offer free downtown parking on-street and in small parking lots include: City of Markham, Town of Richmond Hill and Town of Newmarket. Municipalities that have paid parking in their downtowns include: City of Oshawa, Town of Whitby, City of Guelph, City of Kitchener, City of Barrie and City of St. Catharines. Municipalities that choose to charge fees for public parking typically have defined downtown areas with lively ‘main streets’ that include shopping, restaurants, and other destinations such as civic buildings but limited space for private off-street parking. Recommendation Considering the City of Pickering, two areas with the greatest potential for paid parking are the City Centre and Liverpool Road waterfront areas. Recommended Actions Importance Timing In the City Centre, the current land uses and availability of free parking make it difficult to implement paid parking on-street and at municipal lots. However, as redevelopment occurs, the City should look for opportunities to consolidate off- street parking supply and, as retail uses develop at street-level, charge fees for on-street parking. Medium Long In the Liverpool Road waterfront area, there is a high demand for public parking, both on-street and in the municipal lot for visitors to the waterfront, parks and commercial establishments. However, implementing paid parking could divert parking to the surrounding residential streets and is therefore not recommended. - - IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickeri ng July 20 26 4.4 Street Maintenance To facilitate street maintenance (cleaning and snow removal), the City of Pickering restricts parking on-street during snow-clearing operations and prohibits parking from 2 a.m. to 5 a.m. from December 1 to March 31 of each year. Municipalities that rely heavily on on-street parking for residential needs usually apply a policy for alternate side parking, that is, parking is permitted on the odd- numbered side of the street from the 1st to the 15th of each month while parking is permitted on the even-numbered side of the street from the 16th to the end of the month. This ensures that one side of the street is always available for street maintenance. Municipalities that have unique practices to facilitate street cleaning include the City of St. Catharines which publishes an annual fall street cleaning schedule online and simply encourages residents to refrain from parking on-street during the time street cleaners are scheduled in their neighbourhoods. Recommendation The current City on-street parking policies is in line with practices in other jurisdictions. Recommended Actions Importance Timing If the current 3-hour prohibited period is inadequate, the overnight parking prohibition hours could be extended to start earlier or end later to provide more time to complete snow clearing operations. Low Short 4.5 Residential On-Street Parking Program In denser residential neighbourhoods where on-site parking is limited but car ownership remains high, such as Duffin Heights and other established neighbourhoods, innovative strategies can be applied to meet shorter-term and longer-term parking needs. One potential solution for managing parking demand is a residential on-street parking program. This program allows residents within the approved zone to purchase on-street parking permits from the municipality which grants them exemptions to certain parking by-laws allowing them to parking their vehicles on- street for extended periods of time. Municipalities that have adopted residential on-street parking programs include Toronto, Vaughan, St. Catharines, and Clarington. For Pickering, a residential on-street parking program can supplement and support the City’s goal of reduce parking supply in areas well-served by transit. One mechanism to support sustainable travel is by reducing parking requirements in the zoning by-laws to discourage vehicle use and parking IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickeri ng July 20 27 demand. However, while new development is being built now, in some areas the supporting transit service and pedestrian and cycling networks are not yet at a service level where households can forego a second or third vehicle. A residential on-street parking program allows the City to manage a flexible parking supply. In the short to medium term (say, the next 10 years), more parking permits can be issued as residents transition to becoming less reliant on driving and car ownership. In the longer-term, when rapid transit services are in place and pedestrian and cycling networks are near completion, fewer permits can be issued. An on-street parking program will require coordination with maintenance requirements. A residential on-street permit is not intended to allow on-street parking during winter maintenance activities. Overnight on-street parking would not be prohibited on a nightly basis for permit holders, but only when overnight winter maintenance activities are anticipated. The City of Pickering could send an email blast to all residential permit holders informing them of upcoming winter maintenance activities and that the residential on-street permits are temporarily restricted. The City of Toronto restricts parking along designated snow routes and the Cities of Guelph, Waterloo, and St. Catharines restricts on-street parking city-wide during snow events. Recommendation Recommended Actions Importance Timing Consider adopting a residential on-street parking permit program in select neighbourhoods where on-site parking is not sufficient to meet residents’ needs. Pickering should investigate each area considered for the permit program on a case-by-case basis to determine whether the program can help meet the parking needs of local residents. Low Short IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickeri ng July 20 28 5 Draft Parking Management Strategy The City of Pickering has managed the supply of private and public parking to effectively serve the needs of residents, employees and visitors. However, there are opportunities to make more efficient use of parking supply to encourage and support businesses and new development, as well as the use of transit and active modes of travel. Additionally, significant population and employment growth is planned in the near future, centred on the City Centre and the Seaton Urban Area. As density increases, developers may experience difficulty in meeting the zoning by-law parking requirements. A municipal parking system operating as a shared resource serving many developments in the area would then become required to meet the area’s parking needs. As parking demand increases to the point of exceeding the effective capacity threshold, strategies to help manage parking demand or a parking supply expansion can be considered. Periodic monitoring of parking supply and demand is required to determine the timing of parking demand management strategies or a parking supply expansion. The City of Pickering should consider the following strategies: Update parking space requirements – for the most part, the parking space requirements in the City of Pickering are outdated and do not reflect the City’s vision for development and redevelopment in Pickering. The City should review and consolidate its parking space requirements to address current parking demands, new land uses and vehicle ownership models, and for consistency across Pickering. Consider cash-in-lieu of parking in the City Centre – the City Centre vision includes consolidating parking preferably in structures or underground garages. The City could use cash-in-lieu to generate funds to construct public parking to support the businesses and desired land uses in the City Centre. Adopt shared parking city-wide – shared parking is an optimal strategy for managing the parking supply of private development and increasing the efficiency of private parking facilities. Shared parking can be applied city-wide wherever an appropriate mix of land uses can pool parking resources. Adopt bicycle parking space requirements city-wide – to further support and encourage active modes, bicycle parking space requirements should be adopted across the City. Adopt carshare parking space requirements – to support more sustainable modes of travel and lower vehicle ownership rates, the City of Pickering should consider granting parking requirement reductions to developers proposing to include carshare vehicles as part of the on-site parking supply. IBI GROUP Background Report Parking Management Strategy Prepared for The City of Pickeri ng July 20 29 Paid Parking – as redevelopment occurs, the City should look for opportunities to consolidate off-street parking supply in the City Centre to provide paid parking and, as retail uses develop at street- level, charge fees for on-street parking. Residential On-street Parking Program – this program can be used to manage a flexible parking supply in residential areas as the City works towards its goals of reducing overall parking supply and encourage more sustainable modes of travel. Background Report Access Management Pickering Integrated Transportation Master Plan Prepared for City of Pickering by IBI Group July 2020 Attachment #7 to Report #ENG 03-21 DRAFT IBI GROUP Background Report Access Management Prepared for City of Pickering Table of Contents July 2020 i 1 Introduction ............................................................................................... 1 2 Existing Access Management Policies ................................................... 2 2.1 Pickering Official Plan ....................................................................... 2 2.2 Pickering City Centre Urban Design Guidelines ............................... 3 2.3 Durham Regional Official Plan and Durham Arterial Corridor Guidelines ......................................................................................... 4 3 Jurisdictional Scan ................................................................................... 6 3.1 Intersection Spacing ......................................................................... 6 3.2 Driveway Locations (Corner Clearance and Spacing) ...................... 7 3.3 Other Items ..................................................................................... 10 4 Proposed Access Management Strategy for Pickering ....................... 11 Appendix A ....................................................................................................... 16 IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 1 1 Introduction Access management is the process of managing the interactions of driveway entrances and side street intersections in the road network with a focus on the arterial road network. Access management serves an important role in traffic operations and road user safety. A consistent and predictable distribution of access points that reflects the role and function of a roadway can help to reduce traffic friction and conflicts that contribute to delay and collisions. Exhibit 1.1 illustrates the relationship between access and mobility for the various classes of roadways as defined by the Ontario Ministry of Transportation (MTO) in its Highway Access Management Guideline (December 2013). Exhibit 1.1: Access versus Mobility Source: MTO Provincial Highways Management Division, 2013.Highway Access Management Guidelines, Figure 2 (p.10). 1.1 Purpose of Report This report reviews the City of Pickering’s current policies, guidelines, and by- laws on access management and identifies gaps where Pickering’s access IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 2 management could be improved. It is not the intention of this paper to re-define road classes or re-designate road classes. Currently, Pickering relies mainly on Regional guidelines, which means that there is a need for Pickering specific guidelines for local roads where traffic throughput is not the main purpose of the road segment. The Integrated Transportation Master Plan (ITMP) Technical Working Group also identified the need for more formal direction on what existing guidelines should be applied on a given road segment. The proposed Strategy in Section 4 therefore points to what existing guidelines should be used on each road type in Pickering, so that existing guidelines can be consistently applied. 2 Existing Access Management Policies The following documents were reviewed to present the current state of access management in the City of Pickering: City of Pickering Official Plan (2018) Pickering City Centre Urban Design Guidelines (2017) Durham Regional Official Plan (2017) Durham Arterial Corridor Guideline (2007) *currently being updated by Durham Region 2.1 Pickering Official Plan Access management is related to road classification, where the level of access helps define the role and function of a particular roadway. Pickering’s road categories are defined in policy 4.10 of the Official Plan and summarized in Exhibit 2.1. Type A and B arterial roads are generally under the jurisdiction of Durham Region. Type C arterial, collector and local roads are generally under the jurisdiction of the City. The Pickering OP also provides high-level recommendations for the Seaton Urban Area to maintain traffic flow on certain classes of roads by reducing the number of driveways through the use of public lanes and rear yard garages. IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 3 Exhibit 2.1: Official Plan Road Categories and Descriptions Road Category Definition Freeways Freeways are controlled access roads designed to carry the highest volumes of traffic at high speeds within and beyond the City. Example: Highway 401. Type A Arterial Roads Type A Arterial Roads are the highest order arterial road; are designed to carry large volumes of traffic at moderate to high speeds, over relatively long distances; have access restrictions; and generally have a right-of-way width ranging from 36 to 50 metres. Examples: Bayly Street, Brock Road, Highway 7, and Taunton Road. Type B Arterial Roads Type B Arterial Roads are designed to carry moderate volumes of traffic at moderate speeds, within a municipality; have some access restrictions, and generally have a right-of-way wideth ranging from 30 to 36 metres. Examples: Kingston Road and Liverpool Road between Highway 401 and Finch Avenue. Type C Arterial Roads Type C Arterial Roads are designed to carry lower volumes of traffic, at slower speeds; provide access to properties; and generally have a right-of- way width ranging from 26 to 30 metres. Examples: Pickering Parkway and Glenanna Road. Collector Roads Collector Roads generally provide access to individual properties, to local roads, to other collector roads and to Type C arterial roads; carry greater volumes of traffic than local roads, including automobiles, pedestrians, bicycles and transit; and generally have a right-of-way width ranging from 20 to 22 metres. Examples: Major Oaks Road, Oklahoma Drive, and Amberlea Road. Local Roads Local Roads generally provide access to individual properties, to other local roads and to collector roads; carry local traffic; and generally have a right-of-way of up to 20 metres, with the exception of local roads serving industrial properties which may have a right-of-way width of up to 23 metres. Source: City of Pickering Official Plan (2018) 2.2 Pickering City Centre Urban Design Guidelines The Pickering City Centre Urban Design Guidelines provides guidance for a finer-grain road network, that is, more closely-spaced streets, in the City Centre to balance the two main road functions of moving traffic and providing access to urban development. The guidelines also encourage driveways to individual businesses be consolidated or relocated to rear lanes to reduce the frequency of driveway accesses on busy streets. IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 4 2.3 Durham Regional Official Plan and Durham Arterial Corridor Guidelines City of Pickering’s current practice generally follows the policies of the Durham Regional Official Plan and Arterial Corridor Guidelines. These documents are directed mainly at moving traffic on arterial roads. The Durham Regional Official Plan (ROP) sets a minimum spacing for arterial road intersections and the Arterial Corridor Guidelines (ARG) were developed to provide guidance on the planning and design of arterial road corridors in a manner that supports the policies of the ROP. Exhibit 2.2 and Exhibit 2.3 summarize the minimum arterial spacing requirements from the ROP and Arterial Corridor Guidelines. The minimum arterial spacing are customized for the existing grid network in Durham Region. Thus, the minimum spacing requirements take into consideration the typical 2.1 km spacing of parallel corridors in the north-south direction and 800 m spacing of parallel corridors in the east-west direction that have developed from the historical concession road system. The minimum spacing between signalized intersections is 700 m for north-south Type A arterials such as Whites Road and Brock Road. Along east-west Type A arterials, such as Taunton Road and Bayly Street, the spacing of signalized intersections should alternate spacing of 300 m and 500 m. The minimum intersection spacing is 525 m for north-south Type B arterials such as Altona Road, Dixie Road and Liverpool Road. For east-west Type B arterial roads, such as Kingston Road and Finch Avenue, the minimum intersection spacing alternates between 300 m and 500 m. The intersection spacing is lowest on Type C arterials, which require only 300 m between intersections. Additional minor intersections may be considered to accommodate local traffic. Turning and entry restrictions may also apply at minor intersections and driveways to provide access to adjacent land uses while protecting traffic flow along the arterial road. Exhibit 2.2: Arterial Road Intersection Spacing Arterial Type Minimum Intersection Spacing Type A 700 m intersection spacing along north-south Type A arterials Alternating 300 m / 500 m intersection spacing along east-west Type A arterials Signalized intersections where required Type B 525 m spacing of major intersections along north-south Type B arterials Alternating 300 m / 500 m major intersection spacing along east-west Type B arterials IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 5 Arterial Type Minimum Intersection Spacing Minor mid-block intersections may be subject to future control provisions to maintain corridor progressions Signalized intersections where required Type C 300 m intersection spacing Minor intersections may be subject to future control provisions to address capacity and queuing issues. Signalized intersections where required but not at consecutive intersections. Source: Durham Regional Official Plan, Schedule E (2017) Exhibit 2.3: Arterial Road Intersection Spacing example Source: Durham Arterial Corridor Guidelines (2007) With respect to driveway spacing, the general recommendations for minimum spacing of private accesses is 200 m on Type A arterials in Urban Areas and 80 m on Type B arterials in Urban Areas as shown in Exhibit 2.4. IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 6 Exhibit 2.4: Driveway Spacing for Land Service/Access Arterial Type Recommended Minimum Driveway Spacing Type A Permit private access generally located a minimum of 200 m apart in Urban Areas Permit large scale commercial and industrial developments, mixed use developments and higher density developments with shared or combined access Type B Permit private access generally located a minimum of 80 m apart in Urban Areas Promote higher densities with shared or combined access Type C Promote higher densities with shared or combined access, or limit to single detached dwelling unit frontage Source: Durham Regional Official Plan, Schedule E (2017) 3 Jurisdictional Scan A state-of-the-practice and peer review of access management from technical resources as well as from other jurisdictions is documented in this section. Based on the current policy and peer review, gaps within the existing access management practices are identified along with recommendations to address these gaps while remaining consistent with Regional guidelines and the transportation vision for Pickering. The following access management plans and design guidelines were reviewed: MTO Highway Access Management Guidelines (2013) Transportation Association of Canada (TAC) Geometric Design Guide for Canadian Roads (2017) Access management and/or driveway policies of local municipalities where available including City of Markham, City of London, and City of Ottawa. This review indicated that many municipalities do not have their own access management guidelines. 3.1 Intersection Spacing The City of Pickering practice for access management on arterial roads follows the guidance provided in the Arterial Corridor Guidelines which applies to both urban and rural contexts. Where new development proposes a new access on a Regional arterial road, approval from the Region is required. It is also noted that where new accesses or intersections are proposed near provincial highways or freeways, then MTO approval is required. The Regional Arterial Corridor Guidelines exceed the typical minimum intersection spacing provided in the TAC Geometric Design Guide. The TAC IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 7 Geometric Design Guide provides the following typical minimum intersection spacing by road class: Arterial 200 m minimum intersection spacing, typically on minor arterials or in areas of intense existing development Collector 60 m minimum between intersections Local 60 m minimum between four-legged intersections 40 m minimum between three-legged intersections The Region’s intersection spacing accounts for the layout of the arterial grid in Durham Region and the function of each of the three classes of arterial roads, hence the larger spacing requirements. Under the TAC guidelines, there may be flexibility to provide more closely-spaced intersections in areas of intense development. 3.2 Driveway Locations (Corner Clearance and Spacing) Mid-block accesses such as driveways to residential or commercial developments is often required on arterial roads. The Arterial Corridor Guidelines acknowledges the need for mid-block accesses on arterial roads and suggests the development of an access management plan for areas where mid- block driveways are required. The City’s OP and City Centre Urban Design Guidelines provide little guidance on managing accesses or driveways outside of the City Centre and Seaton Urban Area where urban design guidelines have been developed. The TAC Geometric Design Guide recognizes that mid-block accesses should be appropriately located with adequate corner clearance from intersections. Corner clearance refers to the functional or influence area of an intersection. The purpose of maintaining corner clearance is to avoid locating driveways within the functional area of an intersection. The minimum corner clearance is dependent on the type of intersection (major vs minor), road class, vehicle operating speed, stopping sight distance, turn restrictions, and adjacent land use. Providing appropriate corner clearance reduces operational and safety issues such as: Queued vehicles blocking the driveway; Vehicle turning left at the far side of an intersection results in queues spilling back into the intersection. Right turns into the driveway at the near side of the intersection interfering with right turns at the intersection; and Vehicles completing right and left-turns at the intersection may not be prepared for vehicles exiting the driveway immediately beyond the intersection. The spacing between driveway intersections is mainly a result of adjacent land uses and property sizes. For example, single-family residential dwellings will IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 8 result in closely spaced driveways. A minimum spacing is desirable to accommodate appropriate corner radii for the two driveways and to provide separation between conflicting traffic movements. However, it is recognized that, in practice, it is common for driveways of single-family residential dwellings to be built to the property line with no space between adjacent driveways. Exhibit 3.1 summarizes guidance for driveway location and spacing in the TAC Geometric Design Guide and as applied in other jurisdictions. Most municipalities do not have access management guidelines, instead relying on published design guidelines, such as the TAC Geometric Design Guide for Canadian Roads. Exhibit 3.1: Driveway Location and Spacing – Practice in Other Jurisdictions Jurisdiction/ Guideline Minimum Distance From Intersection Minimum Spacing Between Driveways TAC Geometric Design Guide for Canadian Roads (2017) (See Appendix A) Corner clearances to Accesses or Public Lanes Minimum distance from signals: 15 m on local road 25-55 m on collector road 70 m on arterial Minimum distance from stop control: 15 m on local road 20-25 m on collector road 25-35 m on arterial Corner clearances at Minor Intersections Minimum distance from intersection: 11 m for residential 25 m for industrial (accommodate truck turning) Residential land use on locals and collectors: Minimum 7 m (1 m tangent plus 2 times 3 m curb radius) Commercial land use on locals and collectors: Minimum 12 m (3 m tangent plus 2 times 4.5 m curb radius) Industrial land use on locals and collectors: Minimum 21 m (3 m tangent plus 2 times 9 m curb radius) IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 9 Jurisdiction/ Guideline Minimum Distance From Intersection Minimum Spacing Between Driveways Durham Region Arterial Corridor Guidelines (2007) Durham Region Official Plan Schedule E, Table E7 Not specified Type A Arterial – private access generally located a minimum of 200 m apart in Urban Areas. Type B Arterial – private access generally located a minimum of 80 m apart in Urban Areas. Type C Arterial – promote higher densities with shared or combined access, or limited to single detached dwelling unit frontage. City of Markham Engineering Design Criteria (2016) 15 m from tangent curb line of adjacent road intersection, and no part of driveway located within a sight triangle. On arterial roads, approx. 15 m (dependant on curb radii of driveways). York Region Access Guideline for Regional Roads (2007) Minimum corner clearance for Minor Driveways (full moves): 40 m on ‘main street’ road 70 m on ‘commercial commuter’ road 100 m on ‘commuter’ road Less than minimum corner clearance requires a traffic engineering study Desirable spacing between Minor Driveways (full moves): 40 m on ‘main street’ 70 m on ‘commercial commuter’ road 100 m on ‘commuter’ road 40 Less than desirable spacing requires a traffic engineering study. Absolute minimum spacing between driveways is 40 m. City of London Access Management Guidelines (2015) Minor Access Connections (driveways): Minimum corner clearance of 60 m a stop-controlled arterial intersection (centre line to centre line). Minimum corner clearance of 75 m from a signalized arterial intersection (centre line to centre line). If the minimum clearance cannot be obtained, then the driveway or access should be placed at the far limit of the Minimum driveway separation distance is the sum of curb radii for each driveway and 10 m tangent (edge of driveway to edge of driveway). For single family residential, driveway curb radius is 0.5 m. IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 10 Jurisdiction/ Guideline Minimum Distance From Intersection Minimum Spacing Between Driveways property. Directional prohibitions (right-in and right- out, or right in, or right-out) may be required. Exceptions for service stations. Halton Region Access Management Guidelines (2015) Not specified Right-in/right-out access 115 m to 140 m Spacing of 30 m to 60 m may be considered where there are physical or economical constraints Full movements access 250 m to 400 m depending on roadway class City of Ottawa 30 m from a stop-controlled intersection on arterial road 45 m from signal-controlled intersection With exceptions for property size and certain land uses (i.e. service station) Not specified 3.3 Other Items While some access management guidelines only give guidance on access spacing, other guidelines provide detailed information on other topics related to access management. For example, City of London provides guidance on a wide range of topics including recommended corner radii, spacing/design of driveways, access layouts, and turning restrictions at minor intersections and driveways. IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 11 4 Proposed Access Management Strategy for Pickering This chapter proposes a set of access management guidelines that can be used by developers of residential, commercial, and industrial developments and redevelopments to rationalize the number of access connections onto urban and rural roads. This strategy can serve as a tool to help achieve the TMP vision and compatibility within the overall road network. The proposed strategy is intended to be applicable for typical design cases and compatible with Regional policies. Safety should always be a priority when designing network access locations. These guidelines are a starting point for access design and rationalization. Higher speed corridors or locations with physical and operational constraints may require additional analysis. Intersection Spacing Intersection spacing is highly dependent on the role and function of a roadway as defined by its classification, surrounding land uses, traffic volumes, operating speeds and road users. For arterial roads, the frequency of intersections and driveways should follow the Region’s Arterial Corridor Guidelines with special consideration given to spacing in the City Centre to support growth and intensification of the urban growth centre. For collector and local roads, the TAC Geometric Design Guide is the starting point for defining minimum spacing. Exhibit 4.1 summarizes proposed minimum intersection spacing by road class. Where physical constraints exist due to the location of existing intersections and property parcels, exceptions to the desired spacing will be required. A traffic engineering analysis that considers the traffic on the intersecting roadways, traffic control at the intersection, queue storage, etc., should be completed to show that the proposed spacing is appropriate. Driveway Spacing Driveway spacing is also highly dependent on the role and function of the roadway, surrounding land uses, traffic volumes, operating speeds and road users. The City’s Engineering Design Criteria (Storm Sewer Service and Roads: no. 75) indicates that only one driveway entrance is permitted per lot. Proposed minimum spacing for driveways based on road class and land use is provided in Exhibit 4.1. Exceptions may be required based on property size and land use (i.e. property is not large enough to accommodate minimum spacing). For high traffic generators, a site access study should be conducted to confirm the appropriate access locations and configurations for the site. IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 12 Corner Clearance Corner clearance refers to the functional area or influence area of an intersection. The purpose of maintaining corner clearance is to avoid locating driveways within the functional area of an intersection. The minimum corner clearance is dependent on the type of intersection (major vs minor), road class, vehicle operating speed, stopping sight distance, turn restrictions, and adjacent land use. Providing appropriate corner clearance reduces operational and safety issues such as: Driveway access blocked by queuing vehicles; Right turns into the driveway impacting right turns at the intersection; and Vehicles completing right and left-turns may not be prepared for vehicles exiting the driveway immediately beyond the intersection. Exhibit 4.1 summarizes the proposed corner clearance for driveways. IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 13 Exhibit 4.1: Proposed Guidelines for Intersection Spacing and Corner Clearance Road Spacing between Intersections Spacing between Driveways Corner Clearance Type A Arterial [adopted from Regional Arterial Corridor Guidelines] 700 m minimum intersection spacing on north-south Type A arterials Alternating 300 m / 500 m intersection spacing on east-west Type A arterials Signalization of intersections where required [adopted from Regional Arterial Corridor Guidelines] 200 m minimum spacing in Urban Areas Permit large scale commercial and industrial developments, mixed use developments and higher density developments with shared or combined access Discourage driveways in regional centres and corridors. [adopted from TAC Geometric Design Guide] Minimum distance corner to accesses or public lanes: 70 m minimum distance from signals 25-35 m minimum distance from stop control Some exceptions may be granted based on property size or land use (e.g. service stations) Higher minimum distances may be desired where operating speeds exceed 50 km/h. Type B Arterial [adopted from Regional Arterial Corridor Guidelines] 500-550 m minimum spacing of major intersections on north- south Type B arterials Alternating 300 m / 500 m major intersection spacing on east-west Type B arterials Minor mid-block intersections may be subject to future control provisions to maintain corridor progressions Signalize intersections where required [adopted from Regional Arterial Corridor Guidelines] 80 m minimum spacing in Urban Areas Promote higher densities with shared or combined access Discourage driveways in regional centres and corridors IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 14 Road Spacing between Intersections Spacing between Driveways Corner Clearance Type C Arterial [adopted from Regional Arterial Corridor Guidelines] 300 m minimum intersection spacing Minor intersections may be subject to future control provisions to address capacity and queuing issues. Signalized intersections where required but not at consecutive intersections. [adopted from TAC Geometric Design Guide] 7 m for residential land uses 12 m for commercial land uses (may be greater depending on corner radii of driveway) 21 m for industrial land uses (may be greater depending on corner radii of driveway) [adopted from Engineering Design Criteria] Typically only one driveway entrance is permitted. However, it will depend on the width of the lot on a case by case basis. [adopted from TAC Geometric Design Guide] Minimum distance to accesses or public lanes: 70 m minimum distance from signals 25-35 m minimum distance from stop control Exceptions may be granted based on property size or land use (e.g. service stations) Higher minimum distances may be desired where operating speeds exceed 50 km/h. Collector [adopted from TAC Geometric Design Guide] 60 m intersection spacing [adopted from TAC Geometric Design Guide] 7 m for residential land uses 1 m for single-family residential 12 m for commercial land uses (may be greater depending on corner radii of driveway) 21 m for industrial land uses (may be greater depending on corner radii of driveway) These are typical spacing guidelines and each case should be reviewed to account for local context. [adopted from TAC Geometric Design Guide] At major intersections, minimum distance to accesses or public lanes: 25-55 m minimum distance from signals 20-25 m minimum distance from stop control Some exceptions may be granted based on property size or land use At minor intersections, minimum distance to accesses: 11 m for residential land uses IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 15 Road Spacing between Intersections Spacing between Driveways Corner Clearance [adopted from Engineering Design Criteria] Typically only one driveway entrance is permitted. However, it will depend on the width of the lot on a case by case basis. 25 m for industrial land uses Local [TAC Geometric Design Guide] 60 m between four-legged intersections 40 m between three-legged intersections [TAC Geometric Design Guide] 7 m for residential land uses 1 m for single-family residential 12 m for commercial land uses (may be greater depending on corner radii of driveway) 21 m for industrial land uses (may be greater depending on corner radii of driveway) These are typical spacing guidelines and each case should be reviewed to account for local context. [adopted from Engineering Design Criteria] Only one driveway entrance is permitted per lot. [TAC Geometric Design Guide] Minimum distance to accesses or public lanes: 15 m minimum distance from signals 15 m minimum distance from stop control Some exceptions may be granted based on property size or land use At minor intersections, minimum distance to accesses: 11 m for residential land use 25 m for industrial land use IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 16 Appendix A IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 17 TAC Geometric Design Guide for Canadian Roads (2017) – Corner Clearance IBI GROUP Background Report Access Management Prepared for City of Pickering July 2020 18 TAC Geometric Design Guide for Canadian Roads (2017) – Driveway Spacing Background Report Complete Streets Framework Pickering Integrated Transportation Master Plan Prepared for The City of Pickering by IBI Group July 2020 Attachment #8 to Report #ENG 03-21 DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering Table of Contents July 2020 i 1 Introduction ............................................................................................... 1 1.1 Purpose ............................................................................................ 1 1.2 Complete Streets and the ITMP Vision ............................................. 2 1.3 Document Structure .......................................................................... 2 2 Context Review.......................................................................................... 3 2.1 Policy Context ................................................................................... 3 2.1.1 Land Use Structure and Planning .......................................... 4 2.1.2 Street Typology Policies ......................................................... 5 2.1.3 Design Policies ....................................................................... 6 2.1.4 Roadway Rehabilitation.......................................................... 8 2.1.5 Management and Operations ................................................. 8 2.1.6 Maintenance ........................................................................... 9 2.2 Network Context ............................................................................. 10 3 Policy Framework .................................................................................... 13 3.1 Elements of a Complete Streets Strategy ....................................... 15 3.2 Key Policy Directions ...................................................................... 15 4 Street Typology Recommendations ...................................................... 17 4.1 Modal Hierarchy .............................................................................. 18 5 Evaluation ................................................................................................ 19 5.1 Performance Indicators ................................................................... 19 6 Draft Implementation Strategy ............................................................... 22 DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering Table of Contents (continued) July 2020 ii List of Exhibits Exhibit 2.1: Glenanna Road as Envisioned in the Pickering City Centre Urban Design Guidelines ................................................................................ 7 Exhibit 2.2: Typical Cross-Section for a Collector Road in Seaton ..................... 7 Exhibit 2.3: Existing Transportation Network .................................................... 11 Exhibit 3.1: “Vision Zero" Modal Hierarchy ....................................................... 14 Exhibit 4.1: Street Typology Framework ........................................................... 17 Exhibit 6.1: Recommended Strategies for Implementation ............................... 23 DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 1 1 Introduction Complete Streets are streets that are designed, operated and maintained to improve road safety for all modes and users. All modes and users refers to people who walk, bicycle, take transit or drive, and people of varying ages and levels of ability. By improving the safety of streets for all users, it is possible to attract users to non-automobile modes and maximize the capacity of the transportation network to move people. Streets are not only links between places, but are public spaces integrated closely with the adjacent land uses to create ‘places’ that build communities. A Complete Streets approach is one that recognizes this relationship between transportation and land use. It aims to balance the objective of streets to move people with that of promoting and supporting economic vitality, civic engagement, human health, and environmental sustainability. This document provides the City of Pickering with a framework for a Complete Streets Strategy that will be a tool for the planning, design, operation and maintenance of streets to enable safe movement for users of all ages and abilities. This approach will also allow for a more efficient, adaptable and sustainable transportation system. The Complete Streets approach does not require immediate retrofit for all streets, rather, it provides a framework that can be applied to existing City processes and procedures to ensure the transportation network meets the mobility needs of road users of all ages and abilities. 1.1 Purpose Travel demand in Pickering is growing. A significant portion of the population and employment in Pickering is concentrated in the south, within three kilometres of Highway 401. By 2031, Pickering is expected to nearly double in population. A majority of this growth will occur in Central Pickering with the development of the Seaton Lands. This growth of residents and workers will have an impact on how people travel within and through the city. Travel in Pickering is currently dominated by the automobile, which makes up 87% of all daily person trips. During peak hours, several Regional corridors are experiencing heavy congestion while other corridors are approaching capacity. By 2031, this is expected to worsen, particularly where roads provide access to Highway 401. As travel demand increases, it will be necessary to address the challenge of accommodating the increase in trips as a result of growth in a manner that improves mobility for all users. To achieve this, a Complete Streets strategy is recommended for Pickering, guided by this framework that identifies policy considerations that are relevant to the land use context of Pickering, and the existing and planned transportation network. This framework contains recommend strategies for the application of the Complete Streets approach to DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 2 processes and procedures related to Pickering’s streets. The recommended strategies were developed with input from the Technical Working Group, which consisted of City of Pickering staff from multiple departments involved with the planning, design, operation and maintenance of Pickering’s streets. Given the differing development patterns in Pickering – the established urban neighbourhoods of the south, the newly developing Seaton Lands, and the rural north – it is necessary for the Complete Streets Strategy to be integrated with existing land use policies. This document provides the framework for a Complete Streets Strategy for Pickering that ties the form and function of streets to surrounding land uses. 1.2 Complete Streets and the ITMP Vision The vision of the Pickering Integrated Transportation Master Plan (ITMP) is “a safe and well-connected transportation system that offers inclusive mobility, supports complete and sustainable communities and facilitates continued economic growth.” A Complete Streets approach can be instrumental in realizing the transportation vision for Pickering by providing the framework to design, operate and maintain roads to improve safety for all modes and users. This strategy identifies ways in which streets in Pickering can improve safety and connectivity for all modes, to provide mobility options for users of all ages and abilities. By facilitating mobility, Complete Streets support the development of Complete Communities. 1.3 Document Structure The structure of this document is as follows: Section 2 summarizes the existing transportation and land- use conditions, policy context, and the changes to the transportation context to set the stage for developing the framework; Section 3 identifies the challenges and opportunities for implementing Complete Streets in Pickering. This provides the framework for the key policy directions for Complete Streets in Pickering; Section 4 includes recommendations for a street typology in Pickering, and an overlay for a modal hierarchy; Section 5 identifies an evaluation framework and performance indicators to be measured; and Section 6 recommends implementation strategies, specifically the processes, procedures, and next steps required for Pickering. DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 3 2 Context Review This section provides an overview of the existing transportation and land use conditions in Pickering, including the policies that guide the planning, design, operation and maintenance of streets and the existing network. In addition to the local plans identified, the Durham Official Plan, the Regional Transportation Master Plan, and the ongoing Durham Vision Zero plan provide the broader policy direction for local land use and transportation planning. This review takes into account planned changes in the transportation system, which relate to opportunities for the implementation of Complete Streets. The context will be used to identify the challenges and opportunities that will frame the recommendations of the strategy. 2.1 Policy Context To establish the policy context, the following City of Pickering documents were reviewed and policies that are supportive of Complete Streets were identified: The Official Plan (OP) directs land use policies and plans in Pickering, and establishes the City’s land use structure. The plan identifies strategies for Pickering to become a Complete Community – one that recognizes the interconnectedness of the urban, rural and ecological systems. The role of the transportation network in a Complete Community is to facilitate mobility for residents. Associated plans and studies linked to the OP were also reviewed, including: Pickering City Centre plans, including OP Amendment 26; The South Pickering Intensification Study, an ongoing study to determine where and to what extent growth should occur in South Pickering; and The Central Pickering Development Plan (CPDP), a plan to establish the land use, transportation and design policies for the development of new communities in Central Pickering. The Safer Streets Traffic Management Strategy provides a toolkit of technical measures for managing the safe and efficient movement of vehicular traffic on City streets. The Road Needs Study identifies the pavement quality index and opportunities to resurface roads in Pickering based on the roadside environment (urban, semi-urban, rural), the road’s maintenance class as determined by its Annual Average Daily Traffic (AADT), and the road’s functional classification. City design standards related to road planning and design were also reviewed, including the Development Services Design Standards, the Seaton Sustainable Place-Making Guidelines, and the Pickering City Centre Urban Design Guidelines. DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 4 The consolidated policies related to the planning, design, operation and maintenance of streets are summarized in the following sections, by theme. 2.1.1 Land Use Structure and Planning The documents reviewed in this section represent the planning framework for Complete Streets in Pickering. The City structure identified in the OP establishes the land use context for the Complete Streets strategy. Specifically, the plan makes a distinction between the urban system and the rural system, which is tied to the form and function of streets. The urban system identified in the OP is comprised of three areas: The South Pickering Urban Area, made up primarily of established neighbourhoods; The Seaton Urban Area, which will constitute a majority of the new development; and The Potential Airport Site, protected for the development of a regional airport. The established neighbourhoods of the South Pickering Urban Area, the new developments in the Seaton Urban Area, and the rural communities primarily in the north emerge from the City’s land use structure as three distinct development contexts. The context of these “implementation zones” is taken into account for the implementation of the Complete Streets strategy due to the varying levels of development in each area. The Potential Airport Site is protected and only allows for open space and agricultural uses. Until further information is available regarding the federal government’s decision on the airport, the existing land uses of the Potential Airport Site will provide the context for the implementation of the Complete Streets strategy in that area. Amendment 26 and the Pickering City Centre Urban Design Guidelines identified opportunities to implement Complete Streets in the City Centre. The plan included new roadways that prioritize the movement of people, additional pedestrian and cycling connectivity, and pedestrian and landscape improvements. The CPDP identified a transportation system that supports multiple modes as one of its eight goals. It included major and minor transit corridors and an extensive pedestrian and bicycle system connecting communities. DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 5 2.1.2 Street Typology Policies The OP contains policies that dictate the form and function of streets in Pickering, specifically identifying the following road categories and their associated right-of-way (ROW) widths: Freeways are controlled access roads carrying the highest traffic volumes. They are under Provincial jurisdiction and are prohibited for pedestrians and cyclists. Arterials Roads divided into three classes: Type A (ROW width 36-45 m), typically under Regional jurisdiction carry high traffic volumes at moderate to high speeds, and have access restrictions. Type B (ROW width from 30-36 m), typically under Regional jurisdiction, carry moderate traffic volumes at moderate speeds, and have some access restrictions. Type C (ROW width from 26-30 m), typically under municipal jurisdiction, carry lower traffic volumes at slower speeds, and provide access to properties. Collector Roads (ROW width 20-22 m) offer increased access to individual properties, local roads, other collector roads, and arterial roads. Collector roads are under municipal jurisdiction. Local Roads (ROW width up to 20 m, unless industrial, then up to 23 m) provide access to individual properties, other local roads, collector roads, and occasionally to arterial roads. Local roads are under municipal jurisdiction. The road categories in the OP infer the function of roads in Pickering – Freeways and Type A Arterial Roads emphasize movement and primarily provide links between places, whereas Type B and C Arterial Roads, Collector Roads, and Local Roads provide access to adjacent land uses and can contribute to the place-making characteristics of the area. The Pickering City Centre Urban Design Guidelines also identified street types in the City Centre based on their character and function and suggested a modal hierarchy among them. The street types identified in The Pickering City Centre Urban Design Guidelines are as follows: Major Streets correspond with Type A and B Arterial Roads in the OP and facilitate higher volumes of vehicular and transit movement; Pedestrian Streets correspond with Type C Arterial Roads and Collector Roads in the OP and prioritize pedestrian and cyclist movements; Local Streets correspond with the Local Roads in the OP and are designed to accommodate pedestrians, cyclists, and private vehicles; DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 6 Private Streets provide access and connectivity between points of interest and activity for vehicular and pedestrian movement; and Special Streets serve a place-specific function, such as The Esplanade South. 2.1.3 Design Policies In regard to design, various OP policies provide the basis for a Complete Streets approach, including: Encouraging roads that support pedestrians, permit cycling, and promote transit use while accommodating vehicular traffic; Improving the physical design of streets in urban Pickering to make them safer, more attractive and comfortable, and more human in scale; and Encouraging street design that provides appropriate access for vehicles, transit, pedestrians and cyclists, while allowing adequate space for utilities and services in new developments. The OP also outlines policies that can be considered to ensure streets are safe and inviting for users while recognizing the function of the roadways and requirements for traffic movement. These include: Reducing speeds through traffic calming measures where appropriate; Providing medians or islands to serve as pedestrian refuges; and Providing dedicated bikeways to minimize the potential for conflict. For roads under the City’s jurisdiction, the OP allows for lane width reductions for traffic calming purposes (e.g. installation of traffic circles) and to avoid excessively wide roads or boulevards. The City Centre Urban Design Guidelines included design guidelines that emphasize improving connectivity for active modes, and creating a barrier-free and accessible City Centre. The study also provided multi-modal cross-sections for the different road types identified. Exhibit 2.1 is a cross-section of Glenanna Road as a Complete Street that prioritizes pedestrian movement, as identified in the City Centre Urban Design Guidelines. The CPDP provides guidelines for a more permeable street network to encourage active transportation, recommends reducing right-of-way (ROW) dimensions where possible to give neighbourhoods more of a sense of place, and identifies traffic calming options for residential and mixed-use areas. The Seaton Sustainable Place-Making Guidelines provided cross-sections for the different road categories identified in the OP and included all modes in their street design guidelines. Exhibit 2.2 is a cross-section from the Seaton guidelines for a typical Collector Road in the Seaton Area that allocates road space to all users. The Safer Streets Traffic Management Strategy, a toolkit for managing the safe and efficient movement of vehicular traffic on city streets, recommends various DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 7 programs and initiatives to improve the safety of Pickering streets, but emphasizes protecting the classification and intended function of roads as defined by the OP road categories. Exhibit 2.1: Glenanna Road as Envisioned in the Pickering City Centre Urban Design Guidelines Source: Pickering City Centre Urban Design Guidelines (2017) Exhibit 2.2: Typical Cross-Section for a Collector Road in Seaton Source: Seaton Sustainable Place-Making Guidelines (2011) DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 8 Roundabouts Durham Vision Zero is a Strategic Road Safety Action Plan that will set out targets, policies and actions to guide the Region and its road safety partners towards creating safer roads. One of the areas of emphasis in the plan is intersections. Intersection collisions are the most common types of collisions on Regional roads, and the second most common collision types on municipal roads in Durham. Roundabouts have been shown to reduce crashes, reduce the severity of crashes and slow traffic compared to intersections. They can also accommodate the movement of pedestrians and cyclists and meet accessibility requirements if designed and operated properly. From this perspective, roundabouts can be one of the design tools used to create complete streets. 2.1.4 Roadway Rehabilitation The Road Needs Study provided a Five-Year Improvement Plan for road rehabilitation and improvement needs. The study also identified roads in need of upgrading to an urban cross-section. The road rehabilitation process is an opportunity to support the creation of Complete Streets by including elements that contribute to improving safety for all modes within the rehabilitation program. For example: With rural road rehabilitation, shoulders can be widened and paved for use by cyclists and pedestrians while improving motorists’ safety; With both rural and urban road rehabilitation, travel lanes can be narrowed to induce lower operating speeds and provide additional space for cyclists; and With road urbanization, sidewalks, boulevard multi-use paths and / or bikeways can be added. In addition to increasing safety through roadway rehabilitation, Pickering may also wish to consider engaging with railway companies and the Region to improve the safety of railway grade crossings where warranted, including the construction of grade separations. 2.1.5 Management and Operations The City of Pickering is responsible for the management and operation of roads under their jurisdiction. Management and operations activities within the City’s purview include: Traffic operational studies to improve road safety and efficiency – These include regulatory and warning sign studies, traffic control device warrants, traffic monitoring programs, collision statistics, traffic calming, speed zone studies, and parking studies. School crossing protection programs – The City provides supervised crossing for students on roads with no traffic control signals, stop signs, or yield signs. City staff perform field studies to determine where crossing DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 9 protection is warranted, based on the Ministry of Transportation’s province-wide warrant. Signs and pavement markings – The City installs and maintains traffic signs and pavement markings on roads under their jurisdiction. The City’s All-way Stop Sign Policy provides details on the implementation of stop signs. The City is also responsible for other signs and pavement markings as required by the Traffic and Parking By-law. City staff investigate concerns related to signs and pavement markings, review and suggest placement of signs and pavement markings, and recommend by-law amendments for regulatory signs. Traffic control signals are maintained by the Regional Municipality of Durham. Parking management – The Traffic and Parking By-law regulates general parking restrictions, parking prohibitions, accessible and permit parking and enforcement within the city. The Traffic and Parking By-law regulates various activities which have an impact on the safety and efficiency of roads, including signs and pavement markings, parking and stopping restrictions and prohibitions for vehicles, turning movement prohibitions, yield signs and speed limits. Road occupancy – Temporary occupancy within City rights-of-ways for activities such as construction, road closures, utility repairs or installations, etc. requires approval and coordination by City staff to ensure safety and reduce public impact. Currently, management and operations activities are very automobile-centric. The Safer Streets Traffic Management Strategy guides the City’s traffic calming policy but recommends that the transportation network should promote the safe and efficient year-round movement of “vehicular traffic,” and that the road network should be structured based on the level of service (LOS) provided to the “motoring public.” Management and operations activities can improve road safety and efficiency and support the implementation of Complete Streets by taking under consideration the impact of management and operations activities on all modes. 2.1.6 Maintenance The City of Pickering is responsible for the maintenance of roads, bike lanes, trails and sidewalks under its jurisdiction. Maintenance activities include repair from regular wear and tear (including potholes and cracks), winter control, clearing of debris, and maintenance of signage, traffic control systems, and luminaires. For winter maintenance, the City is divided into 10 urban routes and 2 rural routes that are cleared based on a Priority Routing System. Main roads that carry higher traffic volumes and bus routes are considered priority routes. Once priority routes are cleared, local roads in primarily residential areas follow. The City also salts and plows sidewalks along Regional Roads, fronting municipal parks or properties, walkways between roads and leading to schools, bridge DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 10 overpasses, and highly populated routes to schools. In general, the South Urban Area is salted and plowed within 12-18 hours, and the North Rural Area is salted/sanded and plowed within 24 hours. The City has various by-laws to support maintenance activities, including the Traffic & Parking By-law, and the Ice & Snow Clearing By-law. These by-laws include prohibitions for on-street parking during winter control operations, and requirements for residents and business owners to clear sidewalks adjacent to their properties of snow within 24 hours of a snowfall. Update to Minimum Maintenance Standards Ontario Regulation 239/02 (O. Reg. 239/02) provides direction for municipalities on minimum maintenance standards for municipal roads. The 2018 update to the regulation recognizes the importance of regular maintenance for sidewalks and cycling facilities and introduces the following: Winter maintenance standards for bike lanes (as designated by pavement markings or signage, or by signage and a physical or marked buffer); Winter maintenance standards (including patrolling obligations) for sidewalks; Inspection and standards for encroachments on areas adjacent to sidewalks; and Standards for the prevention and treatment of ice accumulation on roadways (including bike lanes) and sidewalks. These updates are necessary to provide year-round mobility for all users and all modes, and are supportive of a Complete Streets approach. 2.2 Network Context The transportation network in Pickering supports transit services provided by Durham Region Transit and Metrolinx (GO Transit), as well as the movement of goods, which includes a designated Regional Strategic Goods Movement Network. The City of Pickering has over 400 km of roads, over 45 km of cycling facilities, and over 300 km of sidewalks under its jurisdiction. The existing transportation network is summarized in Exhibit 2.3. DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 11 Exhibit 2.3: Existing Transportation Network Existing Infrastructure Road Categories Length (km) % of Total Road Network* Freeways 60.5 9% Type A Arterial Roads 66.6 29% Type B Arterial Roads 88.3 Type C Arterial Roads 32.0 Collector Roads 60.5 9% Local Roads 346.8 53% Total* 654.7 Cycling Facilities Length (km) Bike lanes 5.8 Boulevard Multi-Use Path 4.7 Trails 27.6 Shared-Use Lane 1.3 Paved Shoulder 6.8 Total 46.2 19% (see note 1) Pedestrian Facilities Length (km) Sidewalks 308.2 Pedestrian Walkways 12.0 Total 320.2 54% (see note 2) Transit Routes Number of Routes Durham Region Transit 15 Pulse/High Frequency Service 2 GO Rail 1 GO Bus 3 Strategic Goods Movement Routes Highway 401 Highway 407 Taunton Road Brock Road Lake Ridge Road Bayly Street Highway 7 Note 1: Excludes freeways (cyclists prohibited), and local roads (assume they are low traffic volumes and speeds so cycling facilities are not required) in the total road network length Note 2: Exclude freeways (pedestrians prohibited) in the total road network length DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 12 Planned Transportation Network Improvements The Integrated Transportation Master Plan (ITMP) is an opportunity to improve the capacity of the transportation network to accommodate the anticipated growth in Pickering. The plan will identify and assess infrastructure improvements that can address the capacity constraints expected with the increase in travel demand. Some transformative projects that will have a significant impact on the way people and goods move throughout the city include the introduction of regional express rail, GO services to Seaton, and the proposed airport. These projects, along with other planned network improvements, will include the building of new roads and active transportation infrastructure, widening and resurfacing of existing roads, as well as road space re-allocation to support other uses within the existing ROWs. Other improvements to the road network have been identified in the Metrolinx Regional Transportation Plan, Durham Region Transportation Master Plan (Durham TMP), CPDP, and Roads Needs Study, including: Over 8 km of roads to be upgraded to urban cross-sections, and more northern roads to be upgraded to hard surfaces. Over 30 km of Regional roads to be widened; and new Regional roads to be built to be built in Seaton. Over 79 km of active transportation connections to be added. These include primary trails linking new neighbourhoods in Seaton with established neighbourhoods in the south, and the multi-use paths and buffered bike lanes along the Region’s primary cycling network. Over 9 km of planned exclusive rapid transit lanes for the Durham- Scarborough Bus Rapid Transit and along Highway 407 on the Provincial transitway. Over 35 km of Priority Bus corridors to support the development of a regional frequent rapid transit network. The improvements identified are an opportunity to apply the Complete Streets approach to ensure the needs of all road users are considered during project implementation. DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 13 3 Policy Framework This section provides the policy framework for Complete Streets in Pickering by outlining the challenges and opportunities for implementation, given the context. It then provides the elements required for a successful Complete Streets policy and identifies key directions to develop a Complete Streets Policy for Pickering. Understanding the context provides the framework for developing a Complete Streets policy. Challenges and opportunities for the context were identified from the review. These were paired with feedback from a workshop with internal City stakeholders. The challenges and opportunities identified are described below. Land use contexts – For the Complete Streets strategy to be applicable to all City projects, there are three distinct development areas in Pickering that it will need to address in different ways: South Pickering Urban Area – The South Pickering Urban Area consists of established neighbourhoods primarily developed as automobile-centric suburbs in the 1960s. With the existing built form in South Pickering, there is an opportunity for infill in the city centre and along major corridors. For the transportation network to accommodate the planned intensification while maintaining the stable neighbourhoods, Complete Streets retrofits within the existing right of ways will be required. Seaton Urban Area – This area includes new developments in Central Pickering and is expected to absorb a majority of the population growth forecasted over the next two decades. The various land use and transportation plans developed for the area emphasize the need for Complete Communities and opportunities for multi-modal transportation. The Complete Streets approach can be applied from the planning stages of these new developments. Rural Areas – The remaining Rural Areas, primarily in the north, consist of compact hamlets distributed over a large area. For this context, retrofit will be required, particularly in the rural hamlets to improve safety for active modes. Functional Road Classification – The OP includes a road classification system (also defined in the Safer Streets Traffic Management Strategy) that takes into account the functional characteristincs of roadways in Pickering. The Pickering City Centre Urban Design Guidelines take this functional classification further by identifying a modal hierarchy for each street type. To ensure the Complete Streets approach is appropriate for the surrounding community, it is necessary to tie the form and function of streets to land use and develop street typologies based on that relationship. The Complete Streets strategy recommends a framework for developng such typologies. Design Guidelines – Pickering has various guidelines that are supportive of Complete Streets for new developments, specifically for the Seaton DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 14 Urban Area and in the City Centre. However, there exists a gap when it comes to the retrofit of existing streets. A Complete Streets approach recognizes that even small projects can be an opportunity to implement improvements for the safety of all road users. To begin applying this approach to all City processes related to streets, guidelines for different types of facilities and where they are recommended are needed to supplement this strategy. For example, the Region of Waterloo has a transportation engineering design practice that includes considering the application of roundabouts for: New intersections on Regional roads; Existing intersections where new traffic signals are warranted; Existing Regional road intersections programmed for improvements to addess identified safety or capacity problems; and Any other locations determined by Regional staff or Council. The design practice requires an initial screening that considers roundabout and signalized intersection safety performance and capacity. Multimodal Level of Service (MMLOS) – Another challenge presented by the functional road classification is how it measures performance. The functional characteristics of the existing road categories are heavily influenced by how well they serve the movement needs of vehicles, and as a result, so is the management and operation of roads. In order to achieve Complete Streets, it is necessary for performance to be measured by how well it meets the mobility needs of all users. Adopting a MMLOS is a new method of measuring the performance of roads in Pickering, and can be accompanied by a modal hierarchy for specific street types, to shift the priority from moving vehicles, to moving people and goods safely and efficiently. While the safety needs of all road users should be the minimum requirement of all roads, different streets will prioritize users based on the context. Exhibit 3.1 illustrates a shift from the traditional hierarchy of road users (as apparent in the current road classification) to a Vision Zero1 hierarchy that prioritizes the safety of vulnerable road users. Costs – Funding for developing Complete Streets is more readily available for new developments, where the City can leverage development charges to meet its goals of creating a 1 Vision Zero Streets. https://www.visionzerostreets.org/ retrieved March 9, 2018 Exhibit 3.1: “Vision Zero" Modal Hierarchy DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 15 more balanced transportation network. To implement Complete Streets through retrofits in established areas requires an opportunistic approach. To do so, the concept of Complete Streets needs to be embedded in all projects and procedures related to streets – from projects as large as road reconstructions, resurfacing and rehabiliation to procedures as routine as traffic signal operations, maintenance activities, etc. The incremental cost of considering all modes upfront is less than the cost later to rebuild or upgrade for specific modes. Maintenance – Another cost consideration for the implementation of Complete Streets is maintenance, particularly as the seasons change. In addition to being a legislative requirement per O. Reg. 239/02, road maintenance plays a significant role in improving the safety of the transportation network and improving mobility for users of all ages and abilities. With the 2018 updates to the O. Reg. 239/02 and the addition of infrastructure to support all modes through the implementation of Complete Streets, consensus will be needed to address how the design of facilities can accommodate maintenance requirements. 3.1 Elements of a Complete Streets Strategy A comprehensive Complete Streets policy should be applicable to all the processes related to new and existing streets, including their planning, design, operation and maintenance. It should accommodate users of all ages and abilities, and all modes – walking, cycling, transit, and driving. The policy should also accommodate key transportation network functions such as goods movement and emergency vehicle access. For effective implementation, the Complete Streets approach must complement the existing and planned land uses and be understood by all jurisdictions involved with streets in any capacity. The implementation of Complete Streets is understood to be iterative, and as such, it is important to measure performance to ensure that the recommendations continue meet the needs of all users. The expected outcome of the Complete Streets policy should be to meet the long- term vision of the transportation network, and as such, all performance measures and any exceptions should be clearly defined for evaluation purposes. 3.2 Key Policy Directions Combining the above elements with the identified challenges and opportunities provides the following key directions for a Complete Streets policy for Pickering, which will be further elaborated on in the ITMP: Address the different land use contexts by taking an area-wide approach to implementation, identifying three distinct implementation zones: the South Pickering Urban Area, the Seaton Urban Area, and Rural Areas. Adopt a street typology as defined in Section 0, which includes guidance for streets with a distinct modal hierarchy focused on the most vulnerable road users. DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 16 Update design guidelines and standard drawings to ensure all ages and abilities access, and to meet maintenance considerations. Design guidelines should reference the national best practices, provincial guidelines, and the design compendium [to be completed as part of the Active Transportation Strategy]. Consider the mobility needs of all users when implementing all road projects (e.g. road resurfacing, road reconstruction, new construction projects). The exception to this requirement is planning for transit accommodations where there is no existing or planned service. Apply a multi-modal lens to measuring level of service as outlined in Section 5.1 to ensure the implementation of Complete Streets is in keeping with the vision for transportation in Pickering. Update maintenance standards to ensure year-round mobility for all road users. This may involve setting targets for maintenance levels and developing a priority winter maintenance network for pedestrians and cyclists, beyond the miniumum requirements set out in the Municipal Act. Identify internal stakeholders representing each of the implicated departments (Planning and Development, Engineering Services, Operations, etc.) to champion the Complete Streets approach for their respective policies, processes and procedures. Identify a procedure for documenting and addressing exceptions to the Complete Streets policy. DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 17 4 Street Typology Recommendations A street typology is a method of categorizing streets that goes beyond functional road classification to account for the land use context and the existing and desired uses of the street as public space. The typology provides additional guidance to establish a modal hierarchy, which then determines the key design features of the street. Most streets will serve most modes. However, some streets may prioritize some modes over others so that enhancements beyond the minimum accommodation are provided. The purpose of developing a street typology is to ensure that streets can meet the minimum needs of all users while enhancing safety and comfort for primary users. An overlay of all the typologies should create a transportation network that balances the needs of all road users. The street typology recommended for Pickering is determined by: The context, which takes into account the adjacent area’s predominant land use pattern (e.g. residential, commercial, industrial, etc.) and the network context. The network context is determined by the role of the street in the overall transportation network, as defined in the ITMP or the Durham RTMP. The network context identifies the planned functions of the street (e.g. future transit corridors, goods movement corridors, pedestrian streets, etc.); and The functional classification as defined in the OP and includes the physical width of the ROW. When these characteristics are paired, street typologies will emerge. These can then be used to establish the modal hierarchy and the key design features of the street (Exhibit 4.1). Exhibit 4.1: Street Typology Framework DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 18 4.1 Modal Hierarchy While the aim of all streets is to provide safe accommodation for all modes, some non-auto modes may be prioritized, i.e., enhanced beyond basic accommodation, based on the street typology and modal hierarchy. Some streets may not have a distinct modal hierarchy, and as such, should accommodate all users by providing appropriate facilities for motorized and non- motorized modes. Additional guidance for streets that have a distinct modal priority is provided below. Transit Streets are typically arterial roads that prioritize transit due to the presence of higher-order transit routes, high frequency routes, or a high volume of transit services in general. They can include features such as designated transit lanes, HOV lanes, and transit signal priority. The second priority modes for transit streets should be walking or cycling to improve access to transit. With the exception of dedicated transitways as planned on Highway 407, or transit priority measures that restrict the movement of other modes, there are no other modal prohibitions for transit streets. Primary Cycling Corridors are streets that make up the primary cycling network in the Durham RTMP, and designated cycling routes in the ITMP. They can be arterial, collector, or local roads and as such, can include a range of cycling facilities. The second priority mode on primary cycling corridors depends on the street typology (i.e., pedestrians would have priority on local roads in primarily residential areas). Where the ROW width does not allow for both parking and separated cycling facilities, on- street parking should be restricted. Where traffic volumes and speeds are low on local roads, a priority cycling corridor may consist of a shared lane or advisory bike lanes with way-finding, traffic calming and traffic operations enhancing cycling. Pedestrian Streets are typically local or collector roads that prioritize pedestrian movement. They can also be arterial roads that function as main streets located in the city centre, or commercial/retail areas with pedestrian-oriented designs. These include streetscape improvements that may include lighting, plantings and furnishings contributing to the public realm, and street-oriented buildings built to the lot-line creating active fronts. Pedestrian streets may have time-limited on-street parking, and traffic calming. They typically have separated facilities for pedestrians, but in some contexts can be shared space if designed with safe space for the visually impaired and very low speeds. Goods Movement Corridors are arterial roads that make up the truck route network. These streets will prioritize truck movements and other motorized modes. With the presence of trucks, separated space for pedestrians and cyclists will be necessary for safety and comfort of users of all ages and abilities. DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 19 Freeways, under provincial jurisdiction, prioritize the through movement of vehicles and prohibit cycling and walking. They can also be used by trucks and express transit routes. Freeways through cities can create significant barriers for local access. Interchanges provide crossing opportunities, however, their design for free-flow traffic movement and transition to higher freeway operating speeds are impediments to vulnerable users (pedestrians and cyclists). Providing multi- modal crossings over freeways is an opportunity to improve connectivity and should be coordinated with the Province. 5 Evaluation The Complete Streets strategy is an important component of achieving the vision of the ITMP. A Complete Streets approach to transportation in Pickering not only improves the safety and connectivity of the transportation network for all modes, it also provides options for users of all ages and abilities, and contributes to the development of Complete Communities. Baseline performance data for all modes should be collected to determine level of service before and after the implementation of Complete Streets. Performance measurement is an iterative process; it can be used to identify gaps and prioritize improvements, illustrate progress being made on implementation, as well as measure the impact of any improvements. As the policy becomes more established, the performance indicators may evolve to capture changes in the transportation network. 5.1 Performance Indicators Performance indicators that measure the level of service for each mode are recommended to evaluate how well the Complete Streets strategy serves the mobility needs of all road users. These measures can be applied to each street based on its typology and modal hierarchy. Methodologies for measuring automobile level of service (LOS) are widely used in traffic and transportation engineering. Less common are methodologies for measuring the LOS for walking and cycling. The City of Ottawa reviewed various methodologies available and selected the following (see City of Ottawa, Multi-modal Level of Service (MMLOS) Guidelines, 20152 for a full description of the LOS intent, data requirements and methodology): Look-up tables for Pedestrian LOS along roadway segments that assign a LOS A through F depending on sidewalk width, boulevard width, average daily traffic volume and operating speed. Pedestrian Exposure to Traffic at Signalized Intersections (PETSI) methodology that assigns points, and then a LOS A through F, based on crossing distance and conditions, corner radius, signal phasing and timing, and crosswalk treatment. Pedestrian delay is also calculated and assigned 2 IBI Group, Multi-modal Level of Service Guidelines – Supplement to the TIA Guidelines, City of Ottawa, September 15, 2015. DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 20 a LOS A through F. The worst condition of the PETSI or delay is selected as the intersection LOS. Bicycle LOS is based on the cycling Level of Traffic Stress (LTS) method by the Mineta Transportation Institute. There are four levels of stress assigned to roadway segments and signalized intersections based on local conditions. These LTS levels are then assigned LOS A through F. For roadway segments, the LTS depends on the type of bikeway, presence of on-street parking, and width, speed and presence of median on streets crossed at unsignalized intersections. For signalized intersections, the LTS depends on the configuration of cycling facilities and turn lanes on the intersection approach, turning speed of traffic, operating speed of roadway, and number of lanes crossed. In addition to the MMLOS, physical improvements to the transportation network should also be tracked to illustrate progress on implementation. The recommended performance indicators are described below. Since transit is under the jurisdiction of the Region, it is not included in the recommended measures. However, improvements to pedestrian facilities are expected to have a positive impact on transit access. Recommended measures of MMLOS for each mode include: Walking: Segments – consider sidewalk and boulevard widths, traffic volume and speed, presence of on-street parking as it affects level of comfort Intersections – consider pedestrian exposure to traffic (crossing with or without a median, corner radius, signal timing and phasing, crosswalk treatment) or pedestrian delay Cycling: Segments – consider level of traffic stress (type of cycling facility, number of travel lanes, operating speed, bikeway blockage, commercial driveway frequency, unsignalized intersection operating speed and width) Intersections – consider level of traffic stress (type of cycling facility at intersection, approach lane configuration, operating and turning speed, length of right-turn lanes) Transit: to be determined by Region Automobile: Intersection volume-to-capacity ratio Goods Movement (Trucks): Segments –consider number of lanes and curb lane width for ease of travel Intersections – consider effective corner radius and number of departure lanes for ease of making turns through intersection; DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 21 For each street typology, a target level of service for each mode can be established to meet the overall vision for the street and the transportation network. For example, LOS C may be desirable as a minimum level of service for all vulnerable users (pedestrians and cyclists) for every street typology except Freeways. For Pedestrian Streets and Primary Cycling Corridors, LOS A is desirable for pedestrians and cycling while lower levels of service may be acceptable for automobiles and goods movement on these streets. Recommended physical infrastructure improvements to be measured include: Absolute increase in length (km) of active transportation facilities (cycling facilities, pedestrian facilities, and multi-use facilities); Additional multi-modal options to cross the 400-series highways (Highway 401, Highway 407); Absolute increase in bicycle parking facilities (both short and long term) at community facilities, recreation centres, commercial sites and residential developments in the City Centre; Additional pedestrian crossing facilities to access key destinations including schools, community centres, shops, parks, etc.; Additional cycling facilities at intersections (e.g. bike boxes, “elephants feet” at street crossings); and Absolute increase in length (km) of streets with traffic calming and speed reduction facilities. Other recommended indicators include: Reduced number of collisions and in severity of collisions; Increased compliance with posted speed limits; Increased walking, cycling, and transit mode shares; Improved access to opportunities (e.g. ratio of jobs accessible by active modes within 30 minutes compared to those accessible by car in the same time frame); Increased patronage to local retailers by all modes; Increased number of walking and cycling projects delivered in coordination with the City’s capital program; and Increased number of traffic calming and active transportation projects delivered with routine resurfacing and rehabilitation procedures (e.g., pavement markings to narrow lane widths, paved shoulders, pedestrian crossings, etc.). DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 22 6 Draft Implementation Strategy The success of the Complete Streets strategy depends on making it applicable to all city processes related to streets. As such, implementation will be ongoing, and should be effective in planning, design, operations and maintenance projects, activities and processes. The application of Complete Streets can be initiated within any particular project or process by reviewing a street’s typology as follows: Determine its typology by identifying its functional class and examining the land use context – particularly the massing and intensity of surrounding land uses, their orientation to the street, and the modal hierarchy; Confirm the network context (review planned uses, and whether it provides local access to adjacent land uses, or links regional destinations, it’s role in goods movement/truck routes, transit plans, cycling network, and pedestrianization); and Establish the modal hierarchy, consider safety improvements to accommodate each mode, and additional enhancements for priority modes. If certain modes are to be exempted, clearly define the rationale and identify alternative routes. While implementation activities will apply to all City processes and procedures, some will be led by specific departments. Exhibit 6.1 identifies potential implementation strategies to be considered. Strategies will differ by the implementation zone (i.e. South Pickering Urban Area, Seaton Urban Area, Rural Area) due to the established development patterns. DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 23 Exhibit 6.1: Recommended Strategies for Implementation Action Implement- ation Zone Overall Implementation Develop a Complete Streets Policy following the recommendations of this strategy for Council approval. Policy direction recommendations include: Identify internal stakeholders representing each of the implicated departments (Planning and Development, Engineering Services, Operations, etc.) to incorporate the Complete Streets approach into their processes and procedures Adopt a street typology considering the recommendations in this strategy, including MMLOS targets for each mode Identify measurable implementation targets for Complete Streets projects (e.g. length of new cycling facilities added, number of retrofit projects implemented, etc.) City Wide Identify priority networks for all modes and their accompanying design features City Wide Identify existing policies related to streets and update them to incorporate Complete Streets strategies City Wide Identify opportunities for short-term implementation, based on projects in the capital plan City Wide Consider adopting an MMLOS approach to evaluate the effectiveness of new streets and improvements to existing streets to meet Complete Streets objectives City Wide Planning (potential policy updates) Encourage grid and fused-grid developments for new residential subdivisions to improve connectivity by allowing more direct paths to destinations for all modes. City Wide Encourage street-oriented development built to the lot line in intensification areas, or street trees at low densities to provide a sense of enclosure for pedestrians and create a sense of place. South Pickering Urban Area Accommodate on-street parking in intensification areas to provide a buffer between the travel lanes and pedestrian/cycling facilities. On-street parking also provides opportunities for drivers to access businesses and induces lower operating speeds for motorists, improving safety for active modes. South Pickering Urban Area DRAFT IBI GROUP Background Report Complete Streets Framework Prepared for The City of Pickering July 2020 24 Action Implement- ation Zone Design (potential policy updates) Update design guidelines and standards to include minimum accommodations for all users on all streets, and enhanced features for primary users on priority networks City Wide Update design policy and practice to include roundabouts where appropriate as a complete streets solution for intersections based on their safety benefits, incorporating best practices to address safety, mobility and accessibility of pedestrians and cyclists City Wide Implement appropriate traffic calming and/or safety measures on pedestrian and cycling priority streets (e.g. reduce crossing distances, reduce speeds, introduce medians or pedestrian refuges, prohibit motorists’ short-cuts but encourage pedestrian and cyclists short-cuts, etc.) South Pickering Urban Area, Seaton Urban Area, Rural Areas (Hamlets) Provide wayfinding signage for cyclists City Wide Operations and Maintenance (potential policy updates) Review and update Maintenance Standards referencing O. Reg. 239/02 to address all modes and priority networks City Wide Develop a priority winter maintenance network for active transportation City Wide Review traffic operational study policies and procedures to ensure that they explicitly consider the safety of all modes City Wide Review pavement marking and signage guidelines adopting new approaches to enhance safety of vulnerable users, such as high visibility crosswalks, cycling facility intersection markings, etc., where warranted. City Wide Include explicit consideration for pedestrian, cycling, and transit traffic management in the development of the Road Occupancy By-law City Wide Consider restricting on-street parking where appropriate where ROW width does not allow for comfortable passing of cyclists City Wide DRAFT Background Report Goods Movement Strategy Pickering Integrated Transportation Master Plan Prepared for the City of Pickering by IBI Group July 2020 Attachment #9 to Report #ENG 03-21 IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering Table of Contents July 2020 i 1 Introduction ............................................................................................... 1 2 Existing Goods Movement Policy and Planning Context ...................... 3 2.1 Provincial Plans, Policies, and Guidelines ........................................ 3 2.2 Municipal and Regional Plans ........................................................... 6 2.3 Other Plans and Studies ................................................................... 9 3 Goods Movement in Pickering ............................................................... 11 3.1 What is Goods Movement? ............................................................ 11 3.2 Employment Areas in Pickering ...................................................... 14 3.3 Existing Truck Routes in Pickering ................................................. 15 3.4 Goods Movement Issues ................................................................ 18 4 Goods Movement Traffic Patterns ......................................................... 19 4.1 Truck Movements at Key Locations ................................................ 19 4.2 Time of Day .................................................................................... 26 4.3 Pickering-Toronto Traffic ................................................................ 27 5 Goods Movement Outlook ...................................................................... 28 5.1 Employment Growth in Pickering .................................................... 28 5.2 Trends in Goods Movement............................................................ 29 6 Truck Route Planning ............................................................................. 34 6.1 Purpose of a Truck Route System .................................................. 34 6.2 Truck Route Planning Principles ..................................................... 34 6.3 Proposed Local Goods Movement Connections ............................. 35 7 Managing Goods Movement and Intensification .................................. 38 7.1 Issues ............................................................................................. 38 7.2 Strategies........................................................................................ 39 IBI GRO UP Background Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 ii 8 Action Items ............................................................................................. 40 8.1 Conduct a Freight Audit .................................................................. 41 8.2 Supporting Actions and Policies ..................................................... 41 List of Exhibits Exhibit 3.1: Pickering Rail Line and At-Grade Crossing Data ............................ 12 Exhibit 3.2: Pipeline Capacities and Volumes .................................................... 13 Exhibit 3.3: Existing Regional Strategic Goods Movement Network .................. 17 Exhibit 3.4: Spring Load Restriction Signage ..................................................... 18 Exhibit 4.1: Daily Medium and Heavy Truck Traffic in Pickering (2016) ............. 21 Exhibit 4.2: Daily Medium Truck Traffic in Pickering (2016) ............................... 23 Exhibit 4.3: Daily Heavy Truck Traffic in Pickering (2016) ................................. 25 Exhibit 4.4: Truck Volumes on Pickering Roads (Local and Regional), 2016 .... 26 Exhibit 4.5: Truck Volumes on Highway 401 at the Pickering-Toronto Border, 2016 ................................................................................................ 27 Exhibit 4.6: Truck Movements between Pickering and Toronto, 2001-2016 ...... 28 Exhibit 5.1: Truck Platooning Using Vehicle to Vehicle Technology .................. 32 Exhibit 6.1: Proposed Local Goods Movement Connections ............................. 37 IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 1 1 Introduction The safe and efficient movement of goods is a major contributing factor to the economic growth and the success of complete and sustainable communities. Goods movement includes all shipments and services that move on the transportation network. These shipments can include the delivery of products to homes and businesses, the shipping of materials to and from a manufacturing facility, shipping commodities to and from the national and international marketplace, and service workers moving between work locations. As it relates to goods movement, safety includes implementing policies and standards to reduce collisions and conflicts with other vehicles and people. The efficiency of goods movement generally includes managing road and rail connections to major employment areas. In Pickering, goods movement primarily takes place through trucks travelling between Highway 401 and the logistics, warehousing, manufacturing, retail, and other industries located in the city. A variety of goods are also moved through Pickering on four railway corridors, and large volumes of oil, gas, and other petroleum products flow through Pickering every day in three pipelines. The purpose of this report is to provide the City of Pickering with recommendations to support the safe and efficient movement of goods through the city now and in the future. As the city experiences population growth and intensification driven by the Official Plan, South Pickering Intensification Study, development in Seaton, and more, ensuring that goods movement and residential intensification seamlessly coexist will be key. By taking action now and planning for these changes, Pickering can: Develop complete streets that support all modes of transportation, including modes used for goods movement; Identify existing and future roads that can benefit from goods movement-focused infrastructure upgrades; Reduce the potential for conflicts between goods movement and other modes, such as pedestrians, automobiles, and transit vehicles; and Enable continued quality of life and economic development for residents, businesses, and the City. This report is divided into the following sections: Chapter 2 – Existing Goods Movement Policy and Planning Context: provides an overview of policies and planning initiatives that are most relevant to goods movement IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 2 Chapter 3 – Goods Movement in Pickering: provides an overview of the existing goods movement network, modes, freight generating areas, and current issues Chapter 4 – Goods Movement Traffic Patterns: provides an analysis of current truck counts Chapter 5 – Goods Movement Outlook: discusses the outlook for future goods movement in Pickering Chapter 6 – Truck Route Planning: discusses the principles of truck route planning and proposes additions to the Regional Strategic Goods Movement Network and the creation of a local network Chapter 7 – Managing Goods Movement and Intensification: examines how Pickering can manage goods movement challenges that can accompany land use intensification Chapter 8 – Action Items IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 3 2 Existing Goods Movement Policy and Planning Context This section provides an overview of current goods movement policy and relevant plans in the City of Pickering. 2.1 Provincial Plans, Policies, and Guidelines The Growth Plan for the Greater Golden Horseshoe, the Provincial Policy Statement, and the Ministry of Transportation Freight-Supportive Guidelines all contain provincial-level policies and directions to guide and support goods movement planning and operations in Pickering. Growth Plan for the Greater Golden Horseshoe (2017) The Growth Plan for the Greater Golden Horseshoe contains several policies that are relevant to Pickering’s Goods Movement Strategy. These include the following components of policy 3.2.4 (Moving Goods): The Province and municipalities will work with agencies and transportation service providers to: (a) co-ordinate, optimize, and ensure the long-term viability of major goods movement facilities and corridors; (c) promote and better integrate multimodal goods movement and freight-supportive land use and transportation system planning; and (d) accommodate agricultural vehicles and equipment, as appropriate. The Growth Plan further states that: Municipalities will provide for the establishment of priority routes for goods movement, where feasible, to facilitate the movement of goods into and out of employment areas, including prime employment areas, and other areas of significant commercial activity and to provide alternate routes connecting to the provincial network. The Growth Plan also designates Pickering City Centre as an Urban Growth Centre. The designation carries with it a minimum density target of 200 residents and jobs per hectare by 2031. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 4 Provincial Policy Statement (2014) The Provincial Policy Statement consists of a set of policies for building strong healthy communities, the wise use and management of resources, and protecting public health and safety.1 A number of policies in the Provincial Policy Statement relate to land uses in proximity to major facilities, such as railways, pipelines, airports, and other transportation infrastructure and corridors. These are: Policy 1.2.6.1: “Major facilities and sensitive land uses should be planned to ensure they are appropriately designed, buffered and/or separated from each other to prevent or mitigate adverse effects from odour, noise and other contaminants, minimize risk to public health and safety, and to ensure the long-term viability of major facilities.” Policy 1.6.8.3: “Planning authorities shall not permit development in planned corridors that could preclude or negatively affect the use of the corridor for the purpose(s) for which it was identified. New development proposed on adjacent lands to existing or planned corridors and transportation facilities should be compatible with, and supportive of, the long-term purposes of the corridor and should be designed to avoid, mitigate or minimize negative impacts on and from the corridor and transportation facilities.” Policy 1.6.9.1: “Planning for land uses in the vicinity of airports, rail facilities and marine facilities shall be undertaken so that: a) their long-term operation and economic role is protected; and b) airports, rail facilities and marine facilities and sensitive land uses are appropriately designed, buffered and/or separated from each other, in accordance with policy 1.2.6.” The above policies must be adhered to when planning new land uses in proximity to any major facility, or when planning a new major facility in Pickering. To help guide land use planning in proximity to these facilities and related industrial land uses, the Provincial Environmental Land Use Planning Guides (D- Series Guides) should be referenced, in particular Guide D-6 Compatibility between Industrial Facilities.2 1 Ontario Ministry of Municipal Affairs and Housing, Provincial Policy Statement (2014), updated May 2019. 2 Ontario Ministry of the Environment, Conservation and Parks, Environmental land use planning guides, updated March 2019. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 5 Freight-Supportive Guidelines (2016) Freight-Supportive Guidelines were published by the Ontario Ministry of Transportation (MTO) in 2016 to help create safe and efficient freight-supportive communities.3 The guidelines include strategies for land use planning and design to maximize flexibility and productivity for businesses while preserving quality of life in nearby neighbourhoods. The guidelines presented focus on three main areas, and also include strategies for implementation: Land Use and Transportation Planning Guidelines: Outlines the steps required to collect data through a freight audit, strategies for protecting freight and employment land uses, methods for planning a freight network, and guidelines for improving the integration of transportation and land use planning. Site Design Guidelines: Provides an overview of how various sites (industrial, office, retail, residential, and institutional) in existing and new developments can be improved to better support goods movement. Road Design and Operational Guidelines: Describes design alternatives for various scales of road elements (ranging from freight gateways to site access), as well as operational strategies for balancing freight and other road user needs. Implementation Strategies: Lists potential actions at the municipal level, including steps to be taking when developing plans and policies, as well as implementation tools and potential funding opportunities. In particular, implementation strategies in the Freight-Supportive Guidelines highlight a number of points for consideration when developing a transportation master plan. These include: Defining corridors between air, marine and rail fa cilities; Identifying an appropriate freight movement network; Integrating land use and transportation decisions; Incorporating freight operating characteristics into road design; and Encouraging collaboration with other agencies and government levels. 3 Ontario Ministry of Transportation, Freight-Supportive Guidelines, 2016. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 6 2.2 Municipal and Regional Plans The City of Pickering Official Plan, Durham Region Official Plan, and the Durham Region Transportation Master Plan all contain policies and directions to guide and support goods movement planning and operations that are specific to the City of Pickering and Durham Region. Pickering Official Plan Pickering’s Official Plan contains general goods movement policies, including the direction to study the need for a goods movement network. Transportation goal: City Council shall establish and promote a transportation system for people and goods movement, that offers a range of travel choices, and comprises an integrated and accessible network of transportation corridors. Transportation objectives: 4.2: City Council shall: (c) balance the need to accommodate private automobiles with the need to accommodate pedestrians, cyclists, the disabled, public transit, taxis, and the movement of goods and services; Integrated Transportation System: 4.4: City Council, through its own actions, and by working with and encouraging others, especially the Region of Durham and the Province of Ontario, shall: (d) examine the need for a signed network of truck routes to facilitate the efficient movement of goods and services within and across the Ci ty; Pickering’s Official Plan also contains specific policy for the Seaton Urban Area, including policy applicable to goods movement: Transit, Cycling, and Pedestrian Supportive Urban System 11.17: It is the objective of City Council to: (a) enable the year-round movement of people, goods and services within the Seaton Urban Area in a manner that is safe, convenient, reliable, and efficient; IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 7 Durham Region Official Plan Durham Region’s Official Plan contains several policies relevant to goods movement in Pickering that are applicable to Regional infrastructure. 11.2.1: Regional Council supports the planning, design and operation of a fully integrated Regional Transportation System, composed of Road, Transit Priority and Strategic Goods Movement networks. Other goods movement policies relevant to Pickering include: 11.3.27: Prior to the development of the future airport in the City of Pickering, an investigation to establish the required Transportation System Improvements shall be undertaken 11.3.31: Regional Council supports investigations by the Federal and Provincial Governments to examine measures to improve the level of safety associated with the transportation of dangerous goods. Durham’s Official Plan Schedule C provides a Strategic Goods Movement Network, which is described in Section 3 of this report. Durham Transportation Master Plan Durham Region’s 2017 Transportation Master Plan contains a robust set of goods movement goals and actions focused on expanding the Strategic Goods Movement Network, encouraging goods movement supportive land use planning, collecting better goods movement data, and collaborating with stakeholders. The current regional Strategic Goods Movement Network is described in Section 3.3 of this report. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 8 Metrolinx 2041 Regional Transportation Plan The Metrolinx 2041 Regional Transportation Plan (RTP) recommends a number of changes to the transportation network in the Greater Golden Horseshoe area to support transportation via all modes through 2041. The RTP includes a Regional Goods Movement Network for roads and highways, which consists of existing and proposed core regional routes, freight cluster connectors, and regional connectors.4 In Pickering, the following roads and highways are shown as existing parts of the Regional Goods Movement Network: Core Regional Route: Highway 401, Highway 407, and Highway 7. Freight Cluster Connector: Bayly Street and Brock Road (south of Bayly Street). Regional Connector: Brock Road (north of Bayly Street). The RTP also indicates that industrial areas in south Pickering (south of Highway 401 and east of Sandy Beach Road) make up a Primary Freight Cluster, which is served by Freight Cluster Connector roads. 4 Metrolinx, 2041 Regional Transportation Plan, 2018, p. 85. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 9 2.3 Other Plans and Studies There are several other relevant planning documents in the City of Pickering that aim to promote land use intensification. While not explicitly goods movement plans/policies, these initiatives bring with them goods movement opportunities and challenges. City Centre Intensification The City of Pickering has plans to develop a dense mixed-use community in the City Centre. The vision was initially articulated in the 2013 study Downtown Pickering: A Vision for Intensification and Framework for Investment. The study resulted in the adoption of Official Plan Amendment 26 in March 2015 and in October 2018 a partnership was announced to redevelop the east side of Pickering Town Centre into an active transportation -friendly, dense, mixed-use downtown. South Pickering Intensification Study Launched in 2015, the South Pickering Intensification Study examines growth and intensification in South Pickering (land south of the CP rail Belleville subdivision) outside of the City Centre. Areas identified for potential intensification include: The Kingston Road corridor; Retail sites at: – Brock Road south of Kingston Road; – Whites Road and Strouds Lane; and – Brock Road and Dellbrook Avenue. Phase Two of the study, which is currently underway, examin es intensification along the Kingston Road corridor. Pickering City Centre Urban Design Guidelines The Pickering City Centre Urban Design Guidelines, developed in 2017, present a vision for the built form, mobility, and public realm in the City Centre. The City Centre is roughly defined as the area north of Bayly Street, east of Liverpool Road, south of Kingston Road, and west of the hydro corridor east of Valley Farm Road. As part of the mobility vision for this part of the city, a broad recommendation is made with respect to goods movement: 3.1: The Pickering City Centre transportation system includes an array of public and private infrastructure that will provide for a variety of modes. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 10 The transportation system will … incorporate design solutions for freight mobility that provide solutions for the delivery and movement of goods in the City Centre. This is supported by six guidelines for freight movements: Where possible, loading/unloading areas shall be located underground, at the rear of buildings, such as in a service lane, or accessed from side streets that are not heavily travelled by pedestrians; Truck accesses and loading/unloading areas shall be designated using proper signage; Truck accesses shall be planned to avoid conflicts with cyclists and pedestrians (including transit stops) by prohibiting truck parking on bike lanes, sidewalks or in transit stops; Freight facilities improvements may be considered as part of a community improvement plan; Short-term drop-off space for couriers shall be considered in locations close to main entrances; and Where on-site loading/unloading areas are not feasible, access may be considered via the front of the building with appropriate setbacks and the use of laybys. Central Pickering Development Pickering and the Province of Ontario have plans to develop central Pickering (Seaton Urban Area) into an urban community with residential, mixed-use, and employment uses, as articulated in the Central Pickering Development Plan (updated in 2012). Of particular note, Seaton is planned to have 70,000 residents and 35,000 jobs. Pickering Airport The development of a new international airport on federally-owned land in north Pickering is currently being studied by Transport Canada. The airport lands are located near Brock Road and Eighth Concession Road. The development of an airport in Pickering has been discussed for many decades, with approximately 75 km2 of land acquired of by the Government of Canada in 1972 for the airport site. Since then, more than half of the acquired land has been transferred to Parks Canada to create the Rouge National Urban Park. Approximately 35 km2 of the acquired land is still owned by Transport Canada for the potential future airport. Based on the 2011 Needs Assessment Study performed by Transport Canada, this facility is most likely to be required between 2027 and 2037, serving both IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 11 freight and passenger traffic. The Federal Government is undertaking an Aviation Sector Analysis – Pickering Airport Study. A new airport in Pickering would have an impact on the transportation system for goods and passenger movement. In addition to traffic considerati ons, the airport is expected to lead to the further development of employment lands in Pickering, including low density industrial development near the airport site . Light commercial development, such as hotels and restaurants can also be expected. 3 Goods Movement in Pickering This section provides an overview of goods movement modes, current employment areas in Pickering that generate truck traffic, current truck routes, and goods movement issues. 3.1 What is Goods Movement? Goods movement includes all shipments and services that move on the transportation network. These shipments can include the delivery of products to homes and businesses, the shipping of materials to and from a manufacturing facility, shipping commodities to and from the national and international marketplace, and service workers moving between work locations. Trucks In Pickering, goods are primarily moved by truck, which are defined by the Ontario Highway Traffic Act as a vehicle, other than a bus, that has an actual or registered gross weight of more than 4,500 kg.5 There are numerous truck movements on Pickering corridors on a daily basis, ranging from over 20,000 truck movements on Highway 401 to 1,500–3,000 truck movements on more local roads, such as Brock Road and Lake Ridge Road. Many of these truck movements occur every day to and from the logistics, warehousing, manufacturing, retail, and other industries located in Pickering, while others pass through Pickering on Highway 401 and other through-corridors. There are also more than 10,000 light vans and light trucks that serve Pickering’s residential, commercial and industrial neighbourhoods with parcel and mail delivery service every day. Overall, these volumes suggest that Pickering is not a major hub for truck activity, but it is still important to consider where and when these truck movements occur. Further, as population and employment grow with 5 The City of Pickering Traffic and Parking by-law further defines a “heavy vehicle” as: “a vehicle, object or contrivance for moving loads, having a gross weight, including vehicle, object or contrivance and load, in excess of 4,500 kilograms but does not include emergency vehicles, school purpose vehicles or any vehicle operated by or on behalf of the City, regardless of weight, while on City business.” IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 12 development over the coming years, the number of light, medium, and heavy trucks in the city is expected to increase and may present challenges. Railways Goods also move through Pickering on four railway corridors owned by Canadian National Railway (CPR) and Canadian Pacific Railway (CPR). While almost all of the rail traffic is through traffic, there is a spur connection south from CNR’s Kingston subdivision which carries up to two trains per day to several Pickering industrial sites in the southeast area of the city. Most of the auto volume crossing this spur occurs at Bayly Street, where at an at-grade, protected crossing is provided. CNR and CPR run trains on the following subdivisions in Pickering: CNR Kingston, located south of Highway 401; CNR York, located north of Sheppard Avenue; CPR Belleville, located north of the hydro corridor; and CPR Havelock, located near Ninth Concession Road. Exhibit 3.1 provides a summary of daily freight train movements, at-grade crossings, and daily at-grade crossing auto volumes for each rail line in Pickering. This data is generated by Transport Canada and is accurate as of March 18, 2019.6 Exhibit 3.1: Pickering Rail Line and At-Grade Crossing Data Rail Line Daily Trains Number of Grade Crossings Daily Grade Crossing Auto Volume CNR Kingston 40* - - CNR Kingston Spurs** 2 4 12,800 CNR York 31 1 3,900 CPR Belleville 10 7 11,900 CPR Havelock 1 14 11,300 * Includes VIA Rail passenger trains ** Includes Pickering Industrial, Ontario Hydro, and Ministry of the Environment spurs 6 Government of Canada Open Data, Grade Crossings Inventory, March 2019. https://open.canada.ca/data/en/dataset/d0f54727-6c0b-4e5a-aa04-ea1463cf9f4c IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 13 Pipelines Large volumes of oil, gas, and petroleum products flow through Pickering every day in three pipelines. These include: TransCanada Canadian Mainline runs near Ninth Concession, carrying natural gas east from Western Canada; Trans-Northern Ontario-Quebec runs near Taunton road, carrying refined petroleum products (gasoline, diesel fuel, aviation fuel, and heating fuel) west from Montreal; and Enbridge Line 9B runs near Finch Avenue and Taunton Road, carrying light, medium, and heavy crude oil east from Western Canada. Daily capacities and volumes of product moving through these three pipelines, as reported by the National Energy Board or the pipeline operator, are presented in Exhibit 3.2. Note that capacities and volumes are not specific to the segments of each pipeline within the City of Pickering. While this infrastructure plays an important role in goods movement, reducing the need to transport these goods by rail or road, pipelines are not the focus of the ITMP. Exhibit 3.2: Pipeline Capacities and Volumes Pipeline Daily Capacity Average Daily Volume (2018) Peak Daily Volume (2018) TransCanada Canadian Mainline7 86,660,000 m3 25,960,000 m3 71,970,000 m3 Trans-Northern Ontario-Quebec8 42,400 m3 26,983 m3 28,500 m3 Enbridge Line 9B9 47,700 m3 N/A N/A N/A = Not Available Air Transportation Airports also serve an important role in goods movement networks. In addition to serving passengers, many airports handle large volumes of cargo and feature dedicated terminals and facilities for loading and unloading goods. Warehousing, industry, and intermodal facilities also tend to co-locate near 7 National Energy Board Pipeline Profiles, September 2018. https://www.neb- one.gc.ca/nrg/ntgrtd/pplnprtl/pplnprfls/ntrlgs/trnscndmnln-eng.html 8 National Energy Board Pipeline Profiles, September 2018. https://www.neb- one.gc.ca/nrg/ntgrtd/pplnprtl/pplnprfls/crdl/trnsnrthrn-eng.html 9 Enbridge Pipeline System Configuration, Q1, 2019. https://www.enbridge.com/~/media/Enb/Documents/Infographics/ENB%20Mainline%20 Pipeline%20System.pdf IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 14 airports, such as the FedEx hub at Toronto Pearson International Airport and the CN Taschreau rail yard near Montreal’s Pierre Elliot Trudeau International Airport. Should an airport be built in north Pickering, goods movement will be an important consideration. Planning work for the Pickering airport has identified the potential for both cargo and passenger service. As with other airports serving both cargo and passengers, it will be important to provide separate road and/or rail connections for goods movement and passengers when developing transportation connections to the site. These connections can be tailored to support the needs of each group of users while avoiding conflicts between goods movement and passenger vehicles. Beyond the airport site, improvements to road infrastructure may be necessary to support the increased volume of goods movement vehicles travelling to and from the airport. 3.2 Employment Areas in Pickering While many land use designations allow some employment uses, the following areas are designated employment lands, meaning that they are predominantly comprised of employment uses that generate and attract significant truck traffic, though the magnitude of truck volumes depend on the specific employment use. The employment areas listed in below are currently in operation. Lands zoned for employment uses along the Highway 407 corridor that have not yet been developed are discussed in Section 5. Southeast Pickering (Brock Industrial and Bay Ridges): Southeast Pickering is Pickering’s largest industrial concentration. In addition to the Pickering Nuclear Generating Station, this area includes numerous logistics, warehousing, manufacturing, and retail related businesses, such as: Aspect Retail Logistics (third party logistics and operations); Eco-Tec Inc. (industrial water treatment and chemical recovery); GFL Environmental (liquid waste processing and soil remediation); Hubbell Canada (electrical and lighting product manufacturing); Miller Waste (residential and commercial waste transfer station); Nelson Industrial Inc. (precision metal product fabrication); Purolator (courier and freight services); and The Shandex Group (manufacturing, distribution, and third party logistics). Southeast Pickering is well situated with excellent access to Highway 401 via Brock Road and Liverpool Road (currently westbound access only). The land use designations are a combination of employment, prestige employment, and IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 15 mixed employment.10 There are two Detailed Review Areas11 included in this zone: the lands around the intersection of Brock Road and Bayly Street; and lands along Bayly Street east of the CN rail spur to the Aja x boundary. Southwest Pickering (West Shore): There is a smaller prestige employment area along Granite Court, west of Whites Road. This area contains light industrial and commercial uses, such as: Ellis Packaging Limited (folding carton manufacturing); Labelink (custom product labels and packaging); Lenbrook Industries (specialty electronics import and distribution); Purdue Pharma Canada (pharmaceutical research, development, and manufacturing); and Yorkville Sound (audio equipment manufacturing and distribution). Southwest Pickering also has excellent access to Highway 401 via Whites Road. The area north of Granite Court at Whites Road is a Detailed Review Area as defined in the Official Plan. City Centre: The lands around Pickering Town Centre, including south of Highway 401, consists of designated mixed use areas that have significant employment and attracts significant truck traffic serving commercial establishments. Pickering Town Centre attracts a number of truck trips, delivering goods to the 200 shops and services located in the mall. Additionally, FedEx Freight operates a service centre on Bayly Street within the City Centre, providing less-than-truckload freight services for the eastern Greater Toronto Area. The City Centre has been identified for the City’s highest mix and intensity of uses and activities. The Pickering Official Plan sets an employment target for the City Centre of 13,500 jobs for the year 2031.12 3.3 Existing Truck Routes in Pickering Truck routes in Pickering are currently on Regional Roads designated in Schedule C of Durham Region’s Official Plan, including the changes and additions identified in the Region’s 2017 Transportation Master Plan (incorporated through Regional Official Plan Amendment #171). These routes make up a region-wide Strategic Goods Movement Network. 10 Definitions for each employment area type are provided in Appendix A. 11 Detailed Review Areas are defined in Pickering’s Official Plan as: “areas that have been identified as priorities for the preparation of detailed land use, transportation, design or other development guidelines.” 12 City of Pickering Official Plan, 2018, p. 26. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 16 The designated Strategic Goods Movement Network includes: Highway 7 (entire Pickering section) Highway 401 (entire Pickering section) 407 ETR and Highway 407 (entire Pickering sections) Bayly Street from Brock Road easterly to Pickering-Ajax boundary (Church Street) Brock Road from Highway 401 northerly to Pickering-Uxbridge boundary (Pickering-Uxbridge Townline) Lake Ridge Road in north Pickering (entire Pickering section) Taunton Road (entire Pickering section) The existing Regional strategic goods movement network is shown in Exhibit 3.3. Section 6.3 of this report discusses opportunities to designate additional regional roads to this Strategic Network and to create a network of local Pickering goods movement corridors. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 17 Exhibit 3.3: Existing Regional Strategic Goods Movement Network Highway 407 407 ETR Highway 7 Brock Road Taunton Road Bayly Street Lake Ridge Road IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 18 3.4 Goods Movement Issues This section provides an overview of goods movement issues faced by the goods movement industry and by the city as a whole. Findings are based on of a variety of sources including conversations with the study team, a review of the Goods Movement Strategy that was prepared as part of Durham Transit’s Long Range Transit Strategy (2010), the Metrolinx GTHA Urban Freight Study (2010), Durham Region’s Transportation Master Plan documents (2017), and a variety of goods movement strategies from other jurisdictions. While some issues are unique to Pickering, many freight issues are nearly universal. The list below is not an exhaustive list, but is meant to be a representation of some of the most common issues. Congestion: Traffic congestion is among the most often cited concerns of the goods movement industry. Congestion slows shipments and sporadic congestion in off-peak hours decreases travel time reliability, forcing drivers to add a buffer to travel times to ensure on-time delivery. While Highway 401 is the most prominent heavily congested facility in the Pickering area, many corridors within the City of Pickering face traffic congestion in the peak periods and some of this congestion, like congestion on Highway 401, is forecasted to continue even with planned improvements. Spring Load Restrictions: Spring thaw restrictions limit vehicle weights to 5,000 kg per axle in April and March on roads that are more vulnerable to spring thaw damage. This can have a significant impact on shippers that rely on routes that have load restrictions. Infrastructure improvements can eliminate the need for spring load restrictions. A typical spring load restriction sign is pictured in Exhibit 3.4. Balancing Community Liveability with Goods Movement Needs: Community liveability and the needs of the goods movement industry are often at odds; pedestrian-friendly streets and freight movement are often not easy partners. Trucks create noise, vibrations, and emissions, and are often an imposing presence on the road despite the excellent safety records of most commercial vehicle operators. Noise can be a particular issue in mixed use neighbourhoods when deliveries take place in late evening hours, which can be the preference of trucking companies. Trucks also have wider turning radii and wider vehicle widths, which can run at odds with Exhibit 3.4: Spring Load Restriction Signage IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 19 desired urban street designs. While adopting a Complete Streets approach can help develop streets that balance the needs of all road users, care is still needed to provide infrastructure that meets the needs of trucks and other goods movement vehicles. Lack of Public Awareness of the Needs and Importance of Goods Movement: As a result of some of the actual and perceived negative externalities associated with goods movement, many city residents would prefer that trucks remain as far away from their neighbourhoods as possible despite the value and necessity of goods movement. The goods movement needs to support the local economy are often not immediately obvious to area residents. 4 Goods Movement Traffic Patterns This section provides an overview of existing truck traffic at key locations in the City of Pickering using cordon count data. This analysis focuses exclusively on truck traffic. Accurate and useful rail volumes are difficult to determine and trucks present the most pressing transportation planning challenges for the City of Pickering. Cordon count data provides a good picture of truck volumes at particular locations by truck type and by time of day, but it is not possible to report on the specific origins and destinations of the traffic. Despite this, it is the best data source to understand goods movement patterns in Pickering. The Ministry of Transportation’s Commercial Vehicle Survey dataset was not used for analyzing truck volumes to and from Pickering. Due to the locations of the data collection sites, large volumes of westbound traffic are not captured and shorter-distance, local truck traffic is also not captured by the Ministry’s survey. 4.1 Truck Movements at Key Locations Truck movements entering, exiting, and travelling through Pickering were assessed using 2016 Durham Region cordon count data.13 This includes all vehicle movements across data collection stations within and surrounding Durham Region for a typical weekday from 5:00 a.m. to 8:00 p.m. While cordon count data does not distinguish commercial vehicles from personal vehicles, it does distinguish types of trucks: light, medium, heavy, and tractor-trailers. For the purpose of this analysis, only medium trucks, heavy trucks, and tr actor- trailers were considered because they can reasonably be assumed to be commercial vehicles. They are defined as follows: Medium Truck: A single unit truck with two axles, but more than four wheels touching the road at all times; 13 Cordon Count Data Retrieval System, Data Management Group, 2019. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 20 Heavy Truck: A truck with three or more axles; and Tractor-Trailers: A truck with a small trailer (between approximately 26 and 29 feet long) or a truck with a two semi-trailers. General Truck Movement Patterns Out of nearly 50 cordon count locations within or near Pickering, only locations with a substantial daily truck volume were considered for this analysis. These locations were chosen if they met one or both of the following criteria: 100 or more medium trucks recorded (daily, sum of both directions of travel); and 100 or more heavy trucks and/or tractor-trailers recorded (daily, sum of both directions of travel). Daily truck trips, broken down by medium and heavy/trailer volumes, are shown in Exhibit 4.1. Truck traffic on Highway 401 and 407ETR/Highway 407 are not shown, as many of these trips are through trips and do not impact local or regional roads in Pickering, although traffic on provincial facilities impacts Pickering businesses.14 For reference, Highway 401 has about 20,800 daily medium and heavy/trailer trips at the Pickering-Toronto border, while 407 ETR has about 1,950 daily medium and heavy/trailer trips the Pickering-Markham border. 14 Given the high volume of Highway 401 trips, it was not practical to report the trips on maps that report much lower volumes. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 21 Exhibit 4.1: Daily Medium and Heavy Truck Traffic in Pickering (2016) Highway 407 407 ETR Highway 7 Brock Road Taunton Road Bayly Street Lake Ridge Road IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 22 As shown in Exhibit 4.1 most truck traffic in Pickering moves along Brock Road, generally between Bayly Street and Highway 7. Peak daily volumes on Brock Road of 3,100 trips (combined northbound and southbound) are observed between Highway 401 and Bayly Street. This traffic is likely destined for the southeast Pickering industrial area. Other roads in Pickering with a high volume of truck traffic include Lake Ridge Road (1,590 trips), Highway 7 (590 trips), and Taunton Road (580 trips). In general, medium trucks make up a larger proportion of truck traffic in south Pickering, using roads such as Kingston Road, Whites Road, and Liverpool Road. Heavy trucks and tractor-trailers tend to make up a larger proportion of truck traffic in north Pickering and along Brock Road. Medium Trucks Exhibit 4.2 focuses exclusively on medium truck travel in Pickering and considers the directionality of these trips. In general, most daily north -south and east-west travel is balanced, with only a few cordon count locations showing a higher number of truck trips in one direction only. This may be related to the times at which certain trips are made; for example, ‘outbound’ trips between 5:00 a.m. and 8:00 p.m. would be captured in the data, but ‘return’ trips between 8:00 p.m. and 5:00 a.m. would not be captured. In other cases, directional truck trips may be related to controlled access roads such as the partial interchange at Liverpool Road and Highway 401 (to and from the west). Compared to Exhibit 4.1, the relative distribution of medium truck traffic in Pickering is similar to the overall distribution of truck traffic. A large number of truck trips use Brock Road for north-south trips within Pickering (1,260 trips), but north-south trips along Whites Road (370) and Liverpool Road (490) also stand out. These roads can be used to access Highway 401, and the location of the count stations (south of the highway) suggests truck traffic to and from Bayly Street and industrial areas in southern Pickering is significant. It is also worth noting how few medium trucks use routes other than Highway 401 to travel between Pickering and Toronto or York Region. While there are 6,370 daily medium truck trips recorded on Highway 401 at the Pickering- Toronto border, fewer than 300 trips were recorded along Taunton Road/Steeles Avenue, and fewer than 200 trips were recorded along each of Kingston Road, Highway 7, and Major Mackenzie Drive. The other two roads connecting Toronto and Pickering – Twyn Rivers Drive and Finch Avenue – each had fewer than 100 daily truck trips. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 23 Exhibit 4.2: Daily Medium Truck Traffic in Pickering (2016) Highway 407 407 ETR Highway 7 Brock Road Taunton Road Bayly Street Lake Ridge Road IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 24 Heavy Trucks and Tractor-Trailers Exhibit 4.3 focuses exclusively on heavy truck and tractor-trailer travel in Pickering and considers the directionality of these trips. As with medium trucks, most daily north-south and east-west travel is balanced, with only a few count locations showing a significantly higher number of trips in one direction. As with medium trucks, these imbalances may be related to the times at which certain trips are made or the configuration of controlled access roads. Compared to Exhibit 4.1, the relative distribution of heavy truck and tractor- trailer traffic in Pickering is similar to the overall distribution of truck traffic. Brock Road and Lake Ridge Road are by far the most frequently used north -south routes, with the busiest hour having volumes of 1,830 heavy/trailer trips on Brock Road and 1,430 heavy/trailer trips on Lake Ridge Road. There is somewhat more heavy/trailer traffic on Highway 7 (440 trips) and Taunton Road (380 trips) compared to medium truck traffic; however, the majority of eastbound and westbound heavy/trailer traffic uses Highway 401 (14,440 trips). Overall, Brock Road and Lake Ridge Road are the most important corridors for north-south truck traffic in Pickering, while Highway 401 serves the majority of east-west truck traffic. Given that both Brock Road and Lake Ridge Road connect Highway 401 with Highway 407, high volumes of medium trucks, heavy trucks, and tractor-trailers on these roads come as no surprise. With the forthcoming extension of Whites Road to Highway 7 and ongoing development in Seaton, truck traffic on Whites Road and Highway 7 may increase. It will be important to monitor these changes to the road network and the impacts on truck travel going forward. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 25 Exhibit 4.3: Daily Heavy Truck Traffic in Pickering (2016) Highway 407 407 ETR Highway 7 Brock Road Taunton Road Bayly Street Lake Ridge Road IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 26 4.2 Time of Day Truck traffic in Pickering varies by time of day, but it does not exhibit strong morning or afternoon peaks as passenger vehicle traffic does, which is typical of goods movement traffic. On local and regional roads in Pickering, heavy truck and tractor-trailer volumes grow to a peak of about 560 trucks per hour at 9:00 a.m., after which truck volumes are stable before gradually decreasing in the late afternoon. Medium truck volumes also grow to a peak around 8:00 a.m. after which they remain relatively stable (between 370 and 410 trucks per hour) before gradually decreasing after noon. These trends are shown in Exhibit 4.4. Exhibit 4.4: Truck Volumes on Pickering Roads (Local and Regional), 2016 Trucks on Highway 401 at the Pickering-Toronto border tend to exhibit a different pattern than trucks on local and regional roads. Heavy/trailer volumes quickly grow between 5:00 a.m. and 6:00 a.m., after which they gradually increase to a peak around 1:00 p.m. After this, volumes gradually decrease but remain over 600 trucks per hour, suggesting that heavy/trailer traffic continues throughout the evening and overnight. Medium truck trips exhibit a similar pattern, but the volume of medium truck trips on Highway 401 is less than half of the heavy truck and tractor-trailer volume. These trends are shown in Exhibit 4.5. Note that truck volumes on 407 ETR/Highway 407 are negligible: there are less than 100 trucks per hour through most of the day and the highest volumes do not surpass 200 trucks per hour. However, Highway 412 (which opened in IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 27 late 2016 with tolling beginning in early 2017) now provides a direct expressway connection to Highway 407 and may influence more recent truck travel patterns. Exhibit 4.5: Truck Volumes on Highway 401 at the Pickering-Toronto Border, 2016 4.3 Pickering-Toronto Traffic In addition to time-of-day variations in truck travel, historical trends in truck trips between Pickering and Toronto were reviewed using cordon count data from 2001 through 2016, inclusive. This data was sourced from the City of Toronto cordon count program and considers all truck movements between 6:00 a.m. and 8:00 p.m crossing the Pickering-Toronto boundary. For analysis, traffic on Highway 401 were separated from traffic on arterial roads (consisting of Kingston Road, Twyn Rivers Drive, Finch Avenue, and Taunton Road). As noted in Section 4.1.2, truck traffic on Twyn Rivers Drive and Finch Avenue is generally insignificant, and these corridors do not contribute significantly to goods movement between Pickering and Toronto. Between 2001 and 2016, the number of medium truck and heavy/trailer truck trips between Pickering and Toronto grew from 17,700 to 21,300, an increase of 20%. Most of this growth came from truck traffic on Highway 401, while trips on arterial roads remained relatively stable as shown in Exhibit 4.6. This suggests that Highway 401 continues to be the primary commercial vehicle and goods movement connection between Pickering and Toronto, and the frequency of these trips throughout the day is growing. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 28 Exhibit 4.6: Truck Movements between Pickering and Toronto, 2001 -2016 5 Goods Movement Outlook This section provides a high-level outlook on the future of goods movement in Pickering by reporting on employment growth and discussing five trends that could influence goods movement. While the trends highlight uncertainty in how goods will move in the future, employment growth is a strong indicator that the demand for goods movement will increase over the study horizon.15 5.1 Employment Growth in Pickering Significant employment growth is expected in the southeast Pickering industrial area and in central Pickering along the Pickering Innovation Corridor. The Innovation Corridor is approximately 800 acres of land located in the north part of the Seaton Urban Area from south of Highway 407 north to Highway 7, and stretching from approximately West Duffins Creek in the west to Brock Road in the east. The lands are planned to accommodate 35,000 jobs in the long term, as per Official Plan Amendment 22, and are designated as a mix of prestige employment, community node, mixed corridor, and mixed use. Dedicated employment lands in Seaton are designated as prestige employment, which allows for: 15 The Durham Travel Demand Model used for this study does not report truck volumes separately. Therefore it is not possible to report specific volumes for future years. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 29 Light manufacturing; Food processing; Business services; Graphics and design; Educational / research facilities; and Data and communications. Some prestige employment lands are designated as nodes or heritage lots, which restrict uses such as light manufacturing, food processing, business services, and educational / research facilities.16 Within Seaton prestige employment lands, general employment uses including freight transfer and trucking, outdoor storage, and waste transfer stations are prohibited. This employment growth will contribute to an increase in goods movement traffic in Pickering, although the volume and vehicle type will depend on the specific type of employment land uses. There may be particular challenges in the Seaton Urban Area as there is also significant population growth expected that will result in increased traffic volumes. It also remains to be seen if longer distance commercial vehicles serving employment uses in the Pickering Innovation Corridor will use nearby Highway 407 or travel south to use toll-free Highway 401. The development of the Pickering Airport site, not anticipated before 2031, would also increase goods movement related traffic in the central and north areas of Pickering. 5.2 Trends in Goods Movement This section examines major trends, both regional and global, that are expected to influence goods movement during the study horizon and beyond. It will be important for Pickering to monitor these trends as their outcome and influence on the transportation network is still uncertain. Changes in Consumer Behaviour Consumers are making more and more purchases through online retailers, which brings with it the convenience of being able to shop from home. However, e-commerce also brings with it more delivery trucks on the road, especially at seasonal and peak times. Many e-commerce retailers also have free return 16 Hemson Consulting Ltd., Seaton Employment Lands Economic Development Study Update, March 2015. https://www.pickering.ca/en/city- hall/resources/Seaton_March2015_EconomicDevelopmentStudyUpdate.pdf IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 30 services, which leads to parcels going from consumers back to retail warehouses. To help reduce delivery vehicle trips through residential areas by consolidating parcel drop-offs, some retailers now support the use of delivery hubs. These can take the form of staffed delivery hubs, such as Canada Post offices, or automated parcel lockers, such as Amazon Lockers or Walmart Pickup Towers. Both forms operate based on the same principle; multiple parcels are delivered together to the pick-up point, and each parcel is later retrieved by the recipient. By having orders delivered to hubs instead of individually to homes, delivery vehicle trip lengths and overall traffic may be reduced. There is also the possibility that e-commerce will reduce traffic congestion if consumers no longer drive to purchase as many goods. However, this has yet to be substantially studied. Changes in Logistics Practices With growth in e-commerce and increasingly global supply chains, logistics practices have evolved to better support new goods movement needs. To deliver goods quickly and efficiently, e-commerce companies are constructing large-scale warehouses and distribution centres near urban areas, such as the Amazon fulfillment centre in Brampton. These facilities are hubs for goods movement, especially via truck, and are usually located near major highways. Longer global supply chains also impact goods movement, as goods or their components are increasingly originating from locations around the world. In some cases, a good may be transported between international facilities as it goes through various stages of production. As the prevalence of global supply chains grows, more local, national, and international goods movement trips will be required, putting increasing pressure on existing networks and carriers. New delivery and logistics services, such as just-in-time delivery, mobile inventories, and logistics-as-a-service, can also change how and where goods movement networks and infrastructure are needed. It is important to consider the impacts of these services as they become more prevalent. Road and Highway Projects and Policies Durham Region and the province have undertaken and continue to undertake regional road and provincial highway improvements. These include road widenings, new roads/freeways, and freeway extensions. These projects will serve to improve goods movement travel times and travel time reliability. On a related note, any higher-order transit projects that take significant numbers of personal vehicles off the road network will also have a positive impact on travel time for goods movement. Evolving policies for Long Combination Vehicle (LCV) use in Ontario will also impact goods movement. As more LCV operation permits are provided to freight IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 31 carriers, these vehicles will become more prevalent for transporting light-weight, bulky goods.17 Where LCVs are expected to use collector and local roads, upgraded infrastructure may be required to better accommodate the size and turning radii of these vehicles. Connected and Autonomous Commercial Vehicles Connected and autonomous commercial vehicles, broadly defined here as vehicles that can operate with an advanced level of autonomy, including driverless operation, have the potential to significantly change goods movement. In the long term, this technology has the potential to offer cost savings to operators, improve road safety, reduce congestion and emissions, and increase the capacity of existing road infrastructure by enabling closer spacing of vehicles. Closer spacing of vehicles is enabled by vehicle to vehicle (V2V) technology that enables vehicles to accelerate and brake as a single unit, maximizing roadway space and fuel efficiency. Exhibit 5.1 illustrates the concept of a commercial vehicle platoon enabled by V2V technology. This technology is best suited to controlled access freeways and/or stretches of regional roads with limited access. The Ministry of Transportation (MTO) currently has a Cooperative Truck Platooning Program, where truck companies can apply to operate truck platoons on limited sections of certain 400-series highways and a limited stretch of Highway 11. No corridors within the Greater Golden Horseshoe are currently authorized for truck platooning.18 17 Ontario Ministry of Transportation, Long Combination Vehicle (LCV) Program, 2017. http://www.mto.gov.on.ca/english/trucks/long-combination-vehicles.shtml 18 http://www.mto.gov.on.ca/english/trucks/cooperative-truck-platooning- conditions.shtml IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 32 Exhibit 5.1: Truck Platooning Using Vehicle to Vehicle Technology Regardless of the specific technology, autonomous goods movement, like autonomous vehicles in general, will have social and economic impacts that are difficult to predict. One such issue is the impact on truck driver employment, if autonomous trucks are able to drive without an operator. The presence or lack of a driver will have an impact on loading and unloading operations. Before any form of autonomous truck technology is widely implemented, there are many challenges to overcome, including infrastructural, technical, social, and policy. In general, vehicle manufacturers and software developers are more optimistic about implementation timelines than policy makers and legislators. Much like Ontario’s current Truck Platooning Pilot program, the rollout of autonomous commercial vehicles will likely take place in limited controlled settings, such as 400-series highways. Pickering should monitor the progress of autonomous commercial vehicles and continue to engage with Durham Region and the Ministry of Transportation. Aerial Drone Delivery Aerial drones are an often-discussed method of delivering a wide range of lightweight consumer goods. Drones have the potential to deliver products from a distribution centre to nearby neighbourhoods. However, it is still unclear if drone delivery would be more economical than traditional delivery methods, especially in urban areas. It is also worth noting that a substantial part of southern Pickering is a Transport Canada “No Drone Zone” because of the proximity of a helipad at Lakeridge Hospital in Ajax. The development of the Pickering Airport would place further restrictions on drone flight in Pickering. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 33 Cargo Bike Delivery Many cities in North America have recently seen the introduction of cargo bike delivery. While bicycle deliveries have been a fixture in dense urban areas for decades, UPS has recently introduced electrically-assisted cargo tricycles in several North American cities, and recently announced a pilot for cargo bikes (non-electric) in Toronto. The bikes can carry approximately 400 kg, which roughly equates to 50 packages. However, for cargo bikes to reach their full potential in Ontario would require a change to Ontario’s Highway Traffic Act to enable the company to install electric assist on the bikes, which would enable the bike to operate on hills and speed up acceleration in general. The Highway Traffic Act does not currently have a classification for e-bikes that weigh over 120 kg. The bikes also need to pick up packages prior to delivery, which can be as simple as parking a delivery truck close to or in the neighbourhood being served. Of course, Canadian winters presents some limitations to bike delivery, but many European cities with substantial winter weather have embraced the use of e-bikes for delivery. Despite these legislative, logistical, and climate hurdles, there may be opportunities to partner with major delivery companies to introduce cargo bike delivery as Pickering intensifies, which has potential to decrease emissions, allow deliveries to by-pass traffic congestion and relieve congestion by taking delivery vehicles off the roads. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 34 6 Truck Route Planning The following are industry best practices for truck route planning that will be applied to evaluating potential routes that will form local Pickering goods movement connections. 6.1 Purpose of a Truck Route System Truck routes serve the purpose of facilitating the safe and efficient movement of truck traffic between goods movement generators and the regional/provincial transportation network. They do this by connecting major industrial areas, commercial areas, and regional road network/provincial highway facilities using continuous and direct routes, where possible. Trucks can be both encouraged to use certain routes through signage and promotion or prohibited from using certain roads through local traffic by-laws and accompanying signage and enforcement. It should be noted, however, that on the final leg of a truck’s route, drivers may use any road to reach the final destination (e.g. if the final destination is on a restricted residential street, drivers are permitted to use the restricted street to reach the final destination). 6.2 Truck Route Planning Principles The following six principles should be factored into truck route designation. Roadway Classification and Types: within Pickering, all Provincial Highways and Regional roads permit trucks. Designated Pickering collector and arterial roads also permit trucks. Trucks are rarely encouraged on local streets unless those streets are in employment areas with major trucking uses. Land Use: truck routes are found mainly near industrial and commercial developments. Wherever possible, school zones, senior’s residences, and recreational facilities should be avoided. Roadway Geometry: truck routes need to account for lane widths, intersection designs, grade, and vertical clearances. Environmental Factors: truck routes should avoid areas where truck characteristics such as noise and emissions could impact sensitive land uses. Infrastructure Strength: truck routes should account for the strength of roadway pavement and structures. Roadside Environment: truck routes need to account for factors such as parking, existing and planned cycling infrastructure, and traffic calming infrastructure. Congested Areas: if possible, truck routes should avoid the most congested areas of the City, but this is sometimes unavoidable, particularly approaching freeway access points. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 35 6.3 Proposed Local Goods Movement Connections This section identifies corridors that are recommended as part of a City of Pickering local network (local goods movement connections). Additions to the existing truck route network in Pickering were developed in collaboration with the Technical Working Group, formalizing local and Regional roads that are already being used for goods movement. Some new routes also reflect proposed goods movement corridors in the 2041 Metrolinx RTP.19 The following routes are proposed as local Pickering goods movement connections. These roads already serve goods movement and truck traffic, or are expected to in the future, and are located near freight generators or other businesses that generate goods movement traffic. Formalizing these roads as local goods movement connections emphasizes their role as freight-supportive corridors in the city that connect to Regional and Provincial goods movement routes. Further, acknowledging these connections can lead to infrastructure improvements that support trucks (e.g. wider turn radii to connecting streets), increase the separation between active and motorized road users, or reduce the impacts of goods movement on adjacent communities. Whites Road from Taunton Road south to Bayly Street and the future extension north from south of Taunton Road to Highway 7. This corridor would provide an alternate route to Brock Road from the Seaton Urban Area south to Highway 401, and would provide a closer connection to many prestige employment lands in Seaton. Bayly Street from Whites Road west to Brock Road . Extending the Strategic Network on Bayly Street would provide connectivity with the proposed White Road designation. Bayly Street is currently used by trucks and the route will likely become more important with the planned Highway 401 Liverpool Road interchange upgrade. This corridor is identified as a freight cluster connector in the 2041 Metrolinx RTP. Brock Road from Bayly Street south to Montgomery Park Road. This extension would acknowledge that trucks are the predominant users of this segment of Brock Road south of Bayly. This corridor is also identified as a freight cluster connector in the 2041 Metrolinx RTP. Squires Beach Road from Pickering Parkway south to McKay Road.20 This road would provide an alternative crossing of Highway 401 between Pickering Parkway and Bayly Street and would acknowledge that trucks are the predominant users of Squires Beach Road south of Bayly Street. 19 Metrolinx 2041 Regional Transportation Plan, Map 8 (p. 85), 2018. 20 The Highway 401 road crossing from Notion Road to Squires Beach Road is currently undergoing a Schedule ‘C’ Municipal Class Environmental Assessment. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 36 Sandy Beach Road from Bayly Street south to Montgomery Park Road. This would provide an alternate to Brock Road south of Bayly Street and would acknowledge that trucks are a major user of Sandy Beach Road. The City may also wish to designate Pickering Parkway from Brock Road to Squires Beach Road as a local goods movement connection. The above corridors provide access to the major southeast industrial area in the City. As the employment lands around Highway 407 develop, the City may wish to consider adding additional corridors to this network. The development of an airport in north Pickering would also justify an expansion of the goods movement network. The proposed network of local goods movement connections, along with Pickering’s employment areas, are shown in Exhibit 6.1. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 37 Exhibit 6.1: Proposed Local Goods Movement Connections IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 38 7 Managing Goods Movement and Intensification As Pickering grows and intensifies, particularly in the City Centre and Seaton Urban Area, it will be critical to manage intensification with goods movement- friendly practices and policies. This will ensure that goods movement needs are accommodated and that neighbourhoods provide good quality of life for residents. Pickering is well positioned to avoid many issues that have impacted other municipalities because intensification is in its early stages. This section discusses several goods movement issues that can arise in intensified city centres and how Pickering can use good planning principles to mitigate their impact. 7.1 Issues Curbside Space Curbside space is often in high demand in dense urban environments. On -street parking, deliveries, pick-up and drop-off activities, cyclists, and through traffic all use curbside space. Delivery vehicles requiring access to buildings can often conflict with other uses. In cases where there are parked vehicles and/or other restrictions in place impeding delivery, drivers will often temporarily park illegally. Unlawful parking can result in fines for the delivery company and temporary congestion on the roadway. The impact of a vehicle stopping in the curb lane, even for a few minutes, can be significant. Increased Traffic Congestion Related to issues with curbside space, traffic congestion can become more pronounced with population growth, especially in dense, mixed-use areas where there are significant trip generation and attraction. Night Time Noise Night time noise from delivery and goods movement vehicles in general can be a common issue in city centres where delivery companies may prefer to deliver after hours to avoid congestion, or in some cases may be required to deliver at night based on delivery restrictions. This conflicts with the desire of nearby residents to sleep in relative quiet. IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 39 Land Use Compatibility Issues around freight land use compatibility arise when intensification, typically residential intensification, occurs close to existing industrial uses and high- volume goods movement corridors. New residents may not realize what living near goods movement activities entails and voice objections to many facets of the industrial land use, including truck traffic. Furthermore, in a city such as Pickering, where industrial land uses are in close proximity to residential uses, and where the goods movement network abuts residential neighbourhoods, negative externalities associated with goods movement can be an issue. This is especially the case with medium to higher density development, which tends to occur on regional arterial roads that also carry higher volumes of freight traffic. 7.2 Strategies The following are industry best practices that can help manage freight needs in dense mixed-use urban areas. Provide off-street loading: ideally new developments should be designed with off-street loading facilities able to accommodate the types of vehicles that typically serve that type of development. Provide on-street loading bays: on-street loading bays can be used in areas where property size do not allow for off-street loading facilities. The on-street facilities may be time restricted to avoid peak periods. Provide nearby delivery areas: nearby delivery areas are becoming increasingly popular in dense urban areas. Nearby deliveries are on- or off- street spaces designated for vehicles making deliveries to nearby residents and businesses. Goods are moved between the delivery location and the truck by trolley, bike, electric vehicle, etc. In some cities these delivery areas are staffed. Delivery areas have the benefit of freeing up curbside space on nearby streets for other uses and can be situated to avoid active transportation infrastructure. Support night time deliveries: night time deliveries allow delivery companies to make deliveries to non-residential locations in the overnight hours, operating in less congested road conditions. Delivering overnight allows for shorter and more reliable travel times and the potential to make deliveries using fewer vehicles, which can bring supply chain costs down. Of course, in mixed-use areas with residential development noise can be an issue. However, regulation and noise mitigation techniques can reduce concerns and impacts. Support a shift in personal driving trips to other modes: policy and infrastructure that support more sustainable transportation choices have numerous benefits, including reducing traffic congestion for commercial vehicles, contributing to shorter and more reliable travel times. As Pickering IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 40 grows, it will be essential to continue to encourage active transportation and transit. Work with residential developers: when the City approves higher-density residential development along high-volume goods movement corridors, the City should encourage developers to adopt noise, vibration, and traffic mitigation measures. These can include designing buildings with floor plans that minimize noise intrusion, especially into bedrooms, incorporating noise and vibration control into building design, and where possible, having vehicle access on a side street. Noise and vibration guidelines produced by the Ontario Ministry of Environment, Conservation and Parks and the Railway Association of Canada/ Federation of Canadian Municipalities should be referenced when developments are in close proximity to railways or other transportation infrastructure. Enhance partnerships, communication, and advocacy: collaboration with government and industry partners will help the City develop better goods movement practices and policies, and a stronger goods movement ne twork. Advocating to government bodies including Durham Region, Metrolinx, and MTO can help improve Regional and inter-regional goods movement network planning in Pickering. Strengthening connections between government and private sector groups, potentially establishing a data sharing program, can also ensure that local goods movement issues are identified and resolved. Reduce environmental impacts of goods movement: best practices from the Region of Peel and the MTO Freight Supportive Guidelines should be adopted to help reduce emissions, including GHGs, and other environmental impacts of goods movement in Pickering. The City can promote innovation and green technologies for reducing fuel consumption and vehicle emissions, leveraging existing relationships with local businesses. Further, the City should recognize businesses that are making positive changes to reduce climate change impacts. 8 Action Items As Pickering continues to develop and intensify, action will be required to enable the safe and efficient movement of goods, contributing to the City’s economic growth and the success of Pickering as a complete and sustainable community. While goods movement does not present a large challenge for today’s transportation network, development in Seaton, intensification in South Pickering, and growth throughout the city are expected to increase the demand for goods movement. The ITMP presents an opportunity to plan ahead and mitigate some challenges associated with these changes through goods movement-specific actions. To enable a more comprehensive review of goods movement in Pickering, a freight audit is recommended for the short-term, with further actions based on the findings of that study. It is also recommended that the City take a number of IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 41 actions and adopt supporting policies to improve goods movement in the long term. 8.1 Conduct a Freight Audit As goods movement traffic grows in Pickering, the City should collaborate with Durham Region to conduct a freight audit. This audit will identify goods movement trends, patterns, and challenges at a more detailed level , informing future decisions related to goods movement policies and network changes. At minimum, this program would include the following actions: Conducting 24-hour traffic counts at key goods movement locations in Pickering, such as Brock Road, Bayly Street, Whites Road, Kingston Road, Granite Court, Sandy Beach Road, and Squires Beach Road. This will identify the types of vehicles travelling in the City, the hourly distribution of truck volumes, and locations with high truck volumes. Consulting with local businesses, particularly logistics and freight providers, to identify types of freight movements, what goods are being moved, and when these movements take place. This may be achieved through a survey. Reviewing commercial vehicle bylaw infractions and applicable commercial vehicle regulations in Pickering. This will identify trends related to infraction locations, types of infraction, and repeat violations. Compiling of land use data with respect to freight generators and attractors in the City, identifying areas that may be underserved by the goods movement network. 8.2 Supporting Actions and Policies The following are recommended actions and policies to support goods movement in the City of Pickering both now and as the city grows and intensifies. These actions should be started as soon as possible, although some actions may require data from the freight audit. Goods Movement Network Create a network of local goods movement connections starting with the corridors identified in this strategy Regularly review the local network and regularly collaborate with Durham Region to review the Regional network, using findings from the freight audit and consultation with local freight-related industries (e.g. high truck volumes, prevalence of LCVs) to inform network changes Ensure existing and future truck routes avoid local roads and rural settlement areas IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 42 When truck routes and corridors are shared with transit routes, consider alternatives to allow the efficient flow of both trucks and transit vehicles Regularly review Provincial plans and policies for Long Combination Vehicles, upgrading truck route infrastructure as required Consider establishing anti-idling policies to reduce the environmental impact of goods movement, such as idle time limits at pick-up or drop- off locations Land Use Develop guidelines for evaluating land use plans from a goods movement perspective, and consider goods movement needs when expanding or creating new employment areas (e.g. Pickering Innovation Corridor) Identify and protect all major goods movement facilities and corridors between neighbouring jurisdictions Create standards for access and loading for different land use types, including standards for on-street loading, off-street loading, and nearby loading areas Develop guidelines for noise and vibration mitigation for new residential developments Passenger Travel Continue to work with Durham Region and Metrolinx to implement infrastructure and policy to encourage increased use of transit and active transportation Prioritize projects that reduce personal auto traffic on major goods movement corridors by diverting these trips to transit and active modes Consider safety and comfort of all road users where the active transportation network is adjacent to the goods movement network IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering Appendix A: Employment Area Definitions IBI GROUP B ackground Report GOODS MOVEMENT STRAT EGY Prepared for the City of Pickering July 2020 A-1 Permissible Uses by Employment Land Category (Pickering Official Plan) CATEGORY PERMISSIBLE USES General Employment Manufacturing, assembly, processing of goods, service industries, research and development facilities, warehousing, storage of goods and materials, waste transfer and recycling, waste processing, freight transfer, transportation facilities, automotive and vehicle sales and repair; Offices as a minor component of an industrial operation or serving the area, limited personal service uses serving the area, restaurants serving the area, retail sales as a minor component of an industrial operation; Community, cultural and recreational uses, and other uses with similar performance characteristics that are more appropriately located in the employment area. Prestige Employment Light manufacturing, assembly and processing of goods, light service industries, research and development facilities, warehousing, equipment and vehicle suppliers, automotive and vehicle sales and repair; Offices, corporate office business parks, limited personal service uses serving the area, restaurants serving the area, retail sales as a minor component of an industrial operation, hotels, financial institutions serving the area; Community, cultural and recreational uses, and other uses with similar performance characteristics that are more appropriately located in the employment area. Mixed Employment All uses permissible in prestige employment areas; Limited retailing of goods and services serving the area. Note: specific uses and limitations for each land parcel are noted in zoning by-laws.