Phases 2 & 3, & Addendum Urban Structure Plan Options for West Whitby

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1 7. 5 A d v a n t a g e s a n d D i s a d v a n t a g e s Table 22 summarizes the advantages and disadvantages of each option based on the evaluation of Table 16. Dillon Consulting Limited Page 75

2 Table 22. Advantages and Disadvantages of Options 7 to 12 Advantages New road network has greatest ability (along with Option 11), to address existing and future network deficiencies. Good compatibility between new uses and existing residential to Second lowest total per capita municipal cost. Option 7: Lakeridge / Halls Road Option 8: Lakeridge / Halls Road Offers greatest amount of jobs Greatest ability to contribute to a balanced job to people activity rate, equally with Option 11. Disadvantages Limited north-south road connection with only one major arterial road. Highway visibility is limited for some employment areas. Living Areas immediately abutting the Link raise incompatibility concerns. No separation between residential and the Link causes incompatibility issues. Limited north-south road connection with only one major arterial road. Highest total per capita municipal cost. Least ability to accommodate Regional urban population targets. Option 9: MTO Technically Recommended Route & Halls Road Good north-south connectivity by two higher Second highest total per capita municipal cost. level arterial roads. Offers good highway visibility for employment lands. Living Areas are not located immediately abutting the Link. Mid-range ability to meet PPS growth requirements. Good incentive for the private sector to build new Type B arterial (Halls Road) including CPR grade separation, and Type C roads these roads are needed to service all employment areas north of Dundas Street. Dillon Consulting Limited Table 22-1

3 Table 22. cont d Advantages Disadvantages Option 10: MTO Technically Recommended Route & Halls Road Good north-south connectivity by two higher Highway visibility is limited for some level arterial roads. employment areas Greatest ability to support Regional urban population target equally with Option 12. Neighbourhoods are well connected to arterial roads that offer opportunity for neighbourhood scale commercial at major intersections. Good compatibility between new uses and existing residential to New road network has best ability to address existing and future network deficiencies, equally as Option 7. Provides the most comprehensive network in the study area, with separation of local and through traffic, equally as Option 12. Best ability to offer a range of transportation choices, out of all addendum options. Good north-south and east-west road connections. Few physical barriers for pedestrian connectivity. Offers greatest highway visibility for employment lands, and best accessibility to highway and arterial roads. Living Areas are not located immediately abutting the Link. Least impact on environmental features by new infrastructure. Offers second greatest amount of jobs, after Option 8. Option 11: Coronation Road Living Areas immediately abutting the Link raise incompatibility concerns. Offers least amount of jobs, equally with Option 12. No incentive for the private sector to invest in infrastructure required to kick-start employment areas because Living Areas are separated from Employment Areas by the Link. No incentive for the private sector to invest in infrastructure required to kick-start employment areas south of Rossland Road Potential compatibility problems with existing residential areas to the east between Dundas Street and Rossland Road. Dillon Consulting Limited Table 22-2

4 Table 22. cont d Advantages Greatest ability to contribute to a balanced job to people activity rate, equally with Option 8. Neighbourhoods are well connected to arterial roads that offer opportunity for neighbourhood scale commercial at major intersections. Least potential for incompatibility issues between new residential and employment areas along with Options 8 and 9. Causes least environmental impact, equally with Option 12. Best ability to offer a range of transportation choices, out of all addendum options. Provides the most comprehensive network in the study area, with separation of local and through traffic, (along with Option 11). Good north-south and east-west road connections. Little barriers to offer accessible public transportation. Few physical barriers for pedestrian connectivity. Employment areas have good highway and high level arterial road accessibility. Least impact on environmental features by new infrastructure. Lowest total per capita municipal cost. Greatest ability to support Regional urban population target (ability to accommodate the greatest amount of people) along with Option 10. Good ability to create complete neighbourhoods that are big enough to accommodate supporting community services. Disadvantages Option 11: Coronation Road (cont d) Option 12: Coronation Road Highway visibility is limited for some employment areas. Living Areas immediately abutting the Link raise incompatibility concerns. Offers least amount of jobs, along with Option 10. Least ability to accommodate a balanced jobs to people activity rate, along with Option 10. No incentive for the private sector to invest in infrastructure required to kick-start employment areas because Living Areas are separated from Employment Areas by the Link. Dillon Consulting Limited Table 22-3

5 Table 22. cont d Advantages Neighbourhoods are well connected to arterial roads that offer opportunity for neighbourhood scale commercial at major intersections. Little incompatibility issues between new residential and employment areas. Good compatibility between new uses and existing residential to Causes least environmental impact, equally with Option 11. Disadvantages Option 12: Coronation Road (cont d) Dillon Consulting Limited Table 22-4

6 7. 6 C o n c l u s i o n s From the evaluation, Option 11 Coronation Road was the most preferred option for a variety of reasons including: Greatest ability to balance people. The remainder of the Employment Option 9 MTO Technically Recommended areas are small, and are restricted from Route and Halls Road was the second most good highway visibility, leading to preferred. One benefit it offers over Option employment lands that may not be viable. 11 is the distribution of Living Areas north Finally, there is little incentive for the private and south of Rossland Road. Having Living sector to front-end infrastructure to help Areas immediately adjacent to Employment kick-start Employment Areas since the Areas creates good incentive for the private Environmental System and the Link Dillon Consulting Limited Page 76 population and jobs; Offers greatest highway visibility and good accessibility for employment lands; Best ability to address existing and future road network deficiencies; and, Has the best ability to offer a range of transportation choices. However, in three key respects, it is not preferred. First, it has the third highest per capita infrastructure cost. Second, there is no incentive for the private sector to provide infrastructure for the employment areas south of Rossland Road. Third, a potential compatibility concern is created between the employment area south of Rossland Road and the existing residential area to the east. sector to build the necessary infrastructure to kick-start employment lands. This infrastructure includes the new Type B arterial (Halls Road) and Type C roads, which are needed to service all employment areas north of Dundas Street. It also ranked well in land use compatibility due to the use of new residential lands as a buffer to existing residential areas. However, Option 9 has the second highest per capita cost. Option 12 Coronation Road is third preferred. The road network is similar to Option 11, which means it offers some of the same advantages as Option 11. The differences are largely with respect to the amount of employment versus living area lands. As a result, Option 12 scored better on incompatibility since Living Area is proposed all along the eastern study area interface which abuts existing residential. The Freeway Link TRR acts as the land use separator between the two new uses. However, without some employment lands, east of the Freeway Link Option 12 offers the least amount of jobs, and therefore, poor ability to meet a balance of jobs to

7 separate the two new uses. There is no incentive for developers of the Living Areas to extend infrastructure westward beyond the Link. Hybrid Option a Clear Preference It is clear that to create the best option for West Whitby a hybrid option is required. This could be achieved though a revision to Option 11, which uses Coronation Road between Rossland Road and Dundas Street as the land use separator between Employment and Living Areas. This hybrid option is illustrated on Figure 18. It provides for 317 ha of Living Area (developable and potential), which could accommodate 16,500 people; and provides for 230 ha of Employment area (developable and potential) with opportunity for 7,000 jobs. Combined, the hybrid option has the opportunity to provide 23,500 people and jobs, or 43 people and jobs per hectare. The developable Employment and Living Areas is summarized in Table 23. With this hybrid option, the three disadvantages of option 11 are overcome. The increased population lowers the per capita infrastructure costs; the residential development increases the incentive for the private sector to build the road, sewer and water infrastructure necessary for the employment area; and the new residential development will create a compatible interface with the existing residential neighbourhoods to In addition, maintaining an area of employment immediately abutting the Freeway Link TRR, west of Coronation Road establishes a highly visible and attractive area to industry while creating a buffer between the noise of the freeway and the new and existing residential areas to As shown on Figure 18, Coronation Road has been shifted slightly to the west, south of the railway to avoid a natural heritage feature; and Burns Street is aligned to be consistent with the recommendations of the environmental assessment report titled, 407 East Environmental Assessment: Review of MTO Highway 407 Technically Recommended Route by Dillon Consulting (November 2007). As well, north of the railway, three possible alignments are conceptually shown for Coronation Road. The purpose of these alternative alignments is to minimize the partition of the new Living Areas by an arterial road. The determination of which is the most appropriate alignment can be determined at the Secondary Plan stage through detailed land use and routing analysis, and following confirmation of the Highway 407 Link alignment and adjacent network modification and provisions. Dillon Consulting Limited Page 77

8 Lyndebrook Rd Conlin Rd Lakeridge Rd. N. Coronation Rd Country Lane Baldwin St S 1 Taunton Rd W Taunton Rd E 2 3 Twin Streams Rd Brock St N Rossland Rd W Halls Rd N Canadian National Railway Bonacord Ave Dundas St W Potential Future GO Station I:\GIS\ West Whitby\Phase 3\MTO Option\270807\Coronation Road Option 11 Hybrid 21.mxd Background Planning Studies forwest Whitby Rossland Rd E Urban Structure Plan Figure 18: Preferred Option, Coronation Road Hybrid Map Notes Created by: PJK/SFG Checked by: AMJ Date Modified: January 11, 2007 Scale Study Area Boundary Existing Living Area Living Area Potential Living Area Employment Potential Employment Environmental System Brock St N MTO Technically Recommended Route Future Grade Separation Potential GO Station Areas with Potential for Floodplain Reduction (Subject to further study) ,000 Brock St S Meters Existing Roads Future Road Type B Type C Collector Data Sources Note: All roads are 2 lanes where not specifically noted Type A (6 Lanes) Type A (4 Lanes) Type B (4 Lanes) Type B Type C Collector Dundas St E 1 Conceptual option for north end of Coronation Road Canadian Pacific Rail Data provided by the Region of Durham, Town of Whitby, Ministry of Natural Resources and Central Lake Ontario Conservation Authority.

9 Table 23. Preferred Coronation Road Hybrid Option Land Use Areas: Employment, Living, and Land taken by the Link. Employment Area (ha) Living Area (ha) Total Land Use Area (ha) Land Taken by Link (ha) Developable Potential* Developable Potential* Developable Developable and Potential* * Potential developable areas are subject to further study. Dillon Consulting Limited Page 78