5 VAUGHAN METROPOLITAN CENTRE AND SURROUNDING AREAS TRANSPORTATION STUDY PROGRESS

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1 5 VAUGHAN METROPOLITAN CENTRE AND SURROUNDING AREAS TRANSPORTATION STUDY PROGRESS The Transportation Services Committee recommends the adoption of the recommendations contained in the following report dated October 15, 2012, from the Commissioner of Transportation and Community Planning. 1. RECOMMENDATIONS It is recommended that: 1. Staff report back on the results of on-going discussions with the Ministry of Transportation, City of Vaughan and area landowners with respect to the Highway 7/Highway 400 ramp improvements. 2. The Regional Clerk circulate a copy of this report to the Ministry of Transportation of Ontario and the City of Vaughan. 2. PURPOSE This report informs Council on the preliminary findings and recommendations of the Vaughan Metropolitan Centre and Surrounding Areas Transportation Study and its supplementary traffic analysis. 3. BACKGROUND Additional detail information on transportation improvements for the Vaughan Metropolitan Centre Secondary Plan area was needed to determine implementation feasibility and phasing The Vaughan Metropolitan Centre (VMC) is one of the four Provincial Urban Growth Centres designated in York Region. It is bounded by Highway 400 to the west, Portage Parkway to the north, Creditstone Road to the east, and Highway 407 to the south. The transportation infrastructure in the VMC is complex with transitways and roadways under various jurisdictions including the Ministry of Transportation of Ontario (MTO), York Region and the City of Vaughan. Also within this area, the Spadina subway extension terminating at Millway/Highway 7 is scheduled for opening in 2016 along with the VivaNext rapid transit services on Highway 7.

2 Key transportation infrastructure identified in the VMC Secondary Plan, as shown in Council Attachment 1, include: Highway 7 to Highway 400 interchange ramp improvements Langstaff Road crossing of the CN MacMillan Rail yard Langstaff Road/Highway 400 interchange improvements Colossus Drive mid-block crossing of Highway 400 between Highway 7 and Highway 407 However, the feasibility and timing of identified transportation infrastructure improvements need to be defined in some detail for development in the VMC to proceed. Other local improvements such as collector road extensions (Creditstone Road, Portage Parkway) are being studied in separate Environmental Assessment (EA) studies by the City of Vaughan. The City of Vaughan and York Region partnered in a joint transportation study to establish a framework for the implementation timing of transportation improvements in conjunction with development levels in the VMC The importance of a comprehensive transportation study was recognized by both the Region and the City. Regional Council authorized the study at its February 17, 2011 meeting and endorsed a 50/50 cost share between the City and Region. The joint study is to assess the transportation infrastructure improvements to facilitate development levels based on growth forecasts for the area in conformance with the Provincial Growth Plan and Regional Official Plan to a 2031 horizon. The joint study is being assisted by the consulting firm of Halcrow/CH2M Hill. 4. ANALYSIS AND OPTIONS Close collaboration and enhanced consultation with stakeholders are key to the progress of the joint study Concurrent with the technical aspects of the study, consultation with the stakeholders is an important part of the study process. Key stakeholders include MTO, City of Vaughan, CN Rail, SmartCentres (area landowner), Bentall-Kennedy (area landowner) and York Region stakeholders within the Transportation and Community Planning department. To ensure that stakeholders have the opportunity to provide input throughout the study process, workshops and meetings are held which allow issues and concerns to be identified, alternatives to be discussed, and review and feedback to be communicated.

3 SHORT-TERM IMPROVEMENTS Highway 7 at Highway 400 ramp improvements were narrowed down to two feasible options and a supplementary detailed traffic analysis was conducted The joint study narrowed the ramp improvements at Highway 7 / Highway 400 down to two feasible options (Council Attachment 2) with the construction cost estimated to be in the order of $4.5 to 6 million for each option: Option 1: Highway 400 northbound off ramp extension and Highway 7 westbound to Highway 400 northbound ramp grade separated under the ramp extension Option 2: The northbound off-ramp terminus shifted approximately 60m east, Highway 400 northbound off ramp extension and Highway 7 westbound to Highway 400 northbound ramp at-grade and the westbound ramp starting west of the ramp terminus intersection Both options include a future Viva station at Commerce Street which is the adjacent intersection east on Highway 7. Detailed analysis of traffic operations of the Highway 7/Highway 400 interchange area was conducted to address MTO concerns MTO was concerned with traffic queuing and impacts on Highway 400 ramp operations. That concern led to the undertaking of a supplementary detailed traffic analysis along with development of functional/preliminary design plans for the two options. For each of the two options, the supplementary traffic analysis is to identify the impacts on: The traffic queue length on the Highway 400 northbound off-ramp at Highway 7 The traffic queue lengths on Highway 7 leading to Highway 400 between Weston Road and Edgeley Boulevard Operation of the Highway 400 westbound to northbound on-ramp Weaving operation of Highway 400 collector lanes north of the on-ramp merge All data from this analysis is being shared with MTO staff as they become available. York Region and City of Vaughan staff have worked in close collaboration with MTO staff and are very appreciative of the time spent by MTO staff to meet, to review and discuss the traffic analysis process, results and the preliminary design of the improvements.

4 A decision must be made collectively on one preferred alternative for the Highway 7/ Highway 400 ramp improvements The Option 2 improvements include relocating the Highway 7 to Highway 400 on-ramp at-grade to the west of the Highway 400 northbound off-ramp intersection. With the grade separated westbound to northbound on-ramp extending west from Commerce Street, Option 1 prevents the use of the entire Highway 7 frontage and impedes pedestrian and cycling movements. Therefore, Option 2 better supports the urban design vision for the VMC including an improved Highway 7 frontage and accommodation for walking and cycling activities. While the detailed traffic analysis is an important input, the collective decision should balance the traffic operation impacts of Options 1 and 2 with the benefits to the urban design of the VMC and improved pedestrian and cycling potential of Highway 7. Therefore, consultation and detailed discussions among the key stakeholders, namely, MTO, York Region, City of Vaughan and the area landowners are vital. This collaboration will continue until a consensus decision is made on a preferred design for the Highway 7 / Highway 400 ramp improvements. Aside from this issue, the other objectives of the joint study have been completed and discussed below. Recommended Highway 7 / Highway 400 ramp improvements will be reflected in a modified VMC Secondary Plan The preliminary recommendations of the joint study and supplementary traffic analysis impact the VMC Secondary Plan. City of Vaughan staff have taken a progress report to their VMC Sub-Committee on September 13, 2012, with modifications to the VMC Secondary Plan that allows for the joint study to be concluded in determining the appropriate Highway 7 / Highway 400 ramp improvements. The City is planning on taking the VMC Secondary Plan to their Committee of the Whole and statutory public meeting before the end of The VMC Secondary Plan has been appealed to the Ontario Municipal Board and the Board will be the approval authority. Once the Secondary Plan is approved, and with the primary Vaughan Official Plan (Volume 1) coming into full force and effect, development applications in the VMC can be more effectively processed.

5 MID TO LONGER TERM IMPROVEMENTS Limited feasible options are available for the Langstaff Road crossing of CN Rail yard between Keele and Dufferin The joint study also assessed alignment options for Langstaff Road to go over or under the CN Rail yard. A meeting with CN staff concluded that only a direct overpass of the yards is possible but there was limited area available for bridge footings/piers. The order of magnitude cost would be about $200 million plus property for an 800m cast in place multi-span bridge structure. The crossing would help relieve traffic congestion and truck movements on the surrounding corridors, particularly on Highway 7, Keele Street, Rutherford Road and Highway 407. The Langstaff crossing is expected to have significant area-wide economic and development benefits, but further study is needed to understand all the costs and benefits. The joint study indicates that the need and feasibility for the Langstaff crossing is a long term (10-20 year) network improvement. Langstaff Road/Highway 400 interchange improvements to and from the north are needed to relieve future Highway 7 congestion and prior to implementation of the Langstaff crossing of the CN Rail yard The existing partial interchange at Langstaff Road and Highway 400 has ramps to and from the south only. The study explored options for new ramps to and from the north to make it a full interchange. A full interchange at Langstaff Road/Highway 400 will assist in diverting auto and truck traffic from the Highway 7/Highway 400 and Rutherford Road/Highway 400 interchanges. Due to property constraints on the northeast quadrant and proximity to the Bass Pro interchange, the Langstaff Road to Highway 400 northbound movement can only be served by an inner loop ramp in the south-east quadrant of the interchange. The provision of an inner loop ramp on the south side of Langstaff Road allows for adequate ramp acceleration distance onto Highway 400 without impacting the Bass Pro interchange deceleration lane. This assumes that the Langstaff Road bridge at Highway 400 can be widened using the jacked box construction technique. Such a construction approach will have to be confirmed by a detailed bridge widening design study. In order to accommodate the inner loop ramp, the existing Highway 400 northbound off-ramp and intersection terminus needs to be realigned to the east. The estimated cost associated with the Langstaff Road to Highway 400 inner loop ramp for northbound movements is approximately $10 million.

6 A Highway 400 to Langstaff Road southbound off-ramp from the north requires a new 800m ramp, gantry exit signs, property, and re-engineering of a stormwater pond. The estimated cost for this new southbound off-ramp would be in the order of $4.5 million. The joint study indicates that these interchange improvements should be implemented in the mid-term (5-10 years). These interchange improvements should be implemented to help relieve future congestion and truck movements on Highway 7. Monitoring of congestion levels and intersection operations along Highway 7 should be carried out regularly to gauge when the Langstaff Road interchange improvements are needed. However, these improvements are necessary prior to the implementation of the Langstaff Road crossing of the CN Rail yard. Colossus Drive mid-block crossing helps to relieve local traffic as the VMC matures and is required in the longer term The Colossus mid-block crossing serves mostly traffic from the VMC and surrounding areas on each side of Highway 400 between Weston Road and Jane Street. The midblock crossing creates a more bikeable and walkable VMC and allows for better transit accessibility. The estimated cost of the Colossus crossing is approximately $95 million for a cast-inplace multi-span bridge that can accommodate four traffic lanes. The recommended timing for this infrastructure is in the longer term (beyond 20 years). However, its implementation may need to be advanced as development in the VMC accelerates and additional east-west capacity is needed to relieve Highway 7 of through traffic. The property implications for the Colossus crossing will be significant and the City needs to protect for the properties on each side of Highway 400 in order to implement this corridor in the future. NEXT STEPS Regional and Vaughan staff will work to move the short-term improvements forward quickly The joint study recommends that the City of Vaughan initiate the planning and detailed design studies required to implement the short-term improvements including the Highway 7/Highway 400 interchange ramp improvements. Following Regional Council endorsement of this report, MTO, Regional and City of Vaughan staff will collaborate on the implementation steps for the Highway 7/Highway 400 interchange improvements including the proponent for the environmental assessment and preliminary design studies. This step is needed to fully define and protect the land for the interchange improvements from adjacent development proposals and should be initiated over the next two years.

7 City and Regional staff will work with the area land owners to acquire the necessary properties for these improvements as part of the development approval process. The recommended ramp improvements will be reviewed for inclusion in the Region s next update of the 10 Year Roads Construction Program and the joint study findings will feed into updates to the Transportation Master Plan. Improvements identified including those for the long term and beyond 2031 have to be protected through the planning and development approvals process Properties affected by the identified medium to long term improvements, such as the Langstaff Road CN Rail crossing, Langstaff Road interchange improvements and Colossus mid-block crossing, should be protected. The Region and City will coordinate development approvals to ensure that property and plans reflect the infrastructure improvement requirements. The timely implementation of these transportation improvements can accommodate development of the VMC as envisioned in the Secondary Plan. Link to Key Council - approved Plans This report supports the 2011 to 2015 Strategic Plan in the priority area of: Continue to deliver and sustain critical infrastructure. Focus growth along Regional Centres and Corridors. This report also supports the following relationship to Vision 2051: Developing interconnected systems for mobility through supporting a road network that has a hierarchy of road types to increase travel choices and the efficient movement of goods. It also supports the Centres and Corridors policies in the Regional Official Plan and Transportation Master Plan Update.

8 5. FINANCIAL IMPLICATIONS Key Regional transportation infrastructure such as the Langstaff Road CN Rail crossing, Langstaff Road interchange improvements, and the Highway 7/Highway 400 improvements are included in the Region s Development Charges Bylaw. Updated cost estimates will be reflected in updates of the 10-Year Capital Plan and the Development Charges Bylaw. The capital costs, such as engineering studies and construction, associated with Regional infrastructure will be included in capital budget requests. Table 1 summarizes the timeframe and estimated capital costs for each of the key transportation infrastructure elements recommended in the VMC joint study. Table 1 Summary of Study Recommended Improvements Transportation Infrastructure Timeframe Estimated Capital Costs* ($ millions) 1. Hwy 400 northbound off-ramp extension at Hwy 7 Short term (0-5 years) $ Hwy 400 / Langstaff interchange ramps: SB off-ramp EB and WB to NB on-ramp Medium term (5-10 years) Medium term (5-10 years) $ 4.3 $ Langstaff Road extension across CN Rail yard Long term (10-20 years) $ Colossus Drive extension across Hwy 400 Longer term (20 + years) $ 95 * Excludes Property For the Highway 7 to Highway 400 interchange improvements, if Option 2 is selected, additional land of at least one (1) acre or more could be opened up and be available for development. Based on a range of densities and non-residential uses such as industrial/office/institutional uses that are possible in the area, the amount of potential development charge revenues that could be generated by the minimum one acre of land is about $1.2 million to $3.8 million. 6. LOCAL MUNICIPAL IMPACT The City of Vaughan is an equal partner throughout the joint study process and supports the findings and recommendations of the study. The high degree of collaboration between York Region and the City assists in defining the transportation needs of the VMC and leads to a more effective approval process for the VMC Secondary Plan and associated development applications.

9 7. CONCLUSION The joint transportation study and supplementary traffic analysis for the Vaughan Metropolitan Centre and surrounding areas is providing essential information and recommendations for transportation improvements to facilitate future growth in the VMC. Consultation with stakeholders and consensus on feasible solutions are key to the success of the joint study. Implementation of the Highway 7/Highway 400 interchange improvements are considered a short term (0-5 years) need while the Langstaff Road/Highway 400 interchange improvements are considered a medium term (5-10 year) need. The Langstaff Road CN Rail crossing has limited feasible crossing options and was identified for the long term (10-20 years). The Colossus Drive mid-block crossing of Highway 400 was considered a longer term (beyond 20 year) need. Monitoring of the Highway 7 traffic operations is required to determine if additional capacity from the Langstaff Road interchange improvements and the Colossus crossing are needed sooner as development in the VMC accelerates. The supplementary traffic analysis of the Highway 7 / Highway 400 ramp improvement options is being conducted in consultation with MTO, York Region, City of Vaughan and area landowners. This detailed traffic analysis is providing information that will help these key stakeholders arrive at a consensus decision on the preferred ramp improvements. The identified transportation improvements including those for the longer term must be protected through the planning and development approval process. For more information on this report, please contact Richard Hui, Manager of Transportation System Planning at Ext. 1578, or Loy Cheah, Director of Transportation Planning at Ext The Senior Management Group has reviewed this report. (The two attachments referred to in this clause are attached to this report.)

10 Langstaff Road Langstaff Road Langstaff Road interchange improvements Hwy 7 to Hwy 400 ramp improvement options (see Council Attachment 2) Highway 400 Applewood Road Edgeley Boulevard Millway Avenue Jane Street Portage Parkway Creditstone Road Langstaff Road Crossing of CN Rail yards Keele Street Weston Road Colossus Drive crossing of Hwy 400 Legend: Commerce Street Colossus Drive Highway 7 Potential Partnership Funded Improvements City of Vaughan Improvements Creditstone Road Highway 407 Copyright, The Regional Municipality of York, Sept, 2012 Copyright, First Base Solution Inc., 2011 Orthophotography Proposed VMC Secondary Plan Transportation Improvements Council Attachment 1

11 Council Attachment 2 Highway 7 and Highway 400 Interchange Ramp Improvement Options Portage Parkway Highway 400 Option 1 Highway 7 Portage Parkway Highway 400 Highway 7 Option 2

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