AGENDA - Trails and Active Transportation Committee - 20150417TRAILS AND ACTIVE
TRANSPORTATION
COMMITTEE
MEETING AGENDA
FRIDAY,APRIL 17,2015
10 A.M.
LEKSAND ROOM
AURORA TOWN HALL
PUBLIC RELEASE
April 9,2015
TOWN OF AURORA
TRAILS AND ACTIVE TRANSPORTATION
COMMITTEE MEETING AGENDA
DATE:Friday,April 17,2015
TIME AND LOCATION:10 a.m.,Leksand Room,Aurora Town Hall
1.DECLARATION OF PECUNIARY INTEREST AND GENERAL NATURE THEREOF
2.APPROVAL OF THE AGENDA
RECOMMENDED:
THAT the agenda as circulated by Legal and Legislative Services be approved.
3.RECEIPT OF THE MINUTES
4.DELEGATIONS
(a)Stephen M.A.Huycke,Town Clerk
Re:Advisory Committee Member Education and Training
(b)Jim Tree,Manager of Parks
Re:Trails and Active Transportation Committee Update
5.MATTERS FOR CONSIDERATION
6.INFORMATIONAL ITEMS
1.Memorandum from Manager of Parks pg.1
Re:Town of Aurora Trails Master Plan
RECOMMENDED:
THAT the memorandum regarding Town of Aurora Trails Master Plan
be received for information.
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7.NEW BUSINESS
8.ADJOURNMENT
MEMORANDUM
DATE:April 17,2015
TO:Trails and Active Transportation Committee
FROM:Jim Tree,Manager of Parks
RE:Town of Aurora Trails Master Plan
RECOMMENDATION
THAT the memorandum regarding the Town of Aurora Trails Master Plan be
received for information.
BACKGROUND
The Trails Master Plan was adopted by Council on October 25,2011 and is a
comprehensive Town-wide trails planning and development policy document.It was
developed by the Trails Sub-Committee during the 2006 to 2010 term of Council.
The Trails Master Plan builds on the Town’s current enviable trail system and will serve
to guide the development of trails over the short,medium and long term.
ATTACHMENT
Attachment 1 –Town of Aurora Master Plan
Attachment 2 –Proposed Trails for 2C Development Area Map
100 John West Way
Box 1000
Aurora,Ontario
L4G 6J1
Phone:905-727-3123 ext.3222
Email:jtree@aurora.ca
www.aurora.ca
Town of Aurora
Parks and Recreation Services
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Attachment 1
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TOWN OF AURORA:
TRAILS
MASTERPLAN
FINAL REPORT
i l\.'-'-MMM GROUP
: Ontario HS ~!I=""-
.._. -1•100 .... 11-7!179
November 2011
016-010-38
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TABLE OF CONTENTS
ACKNOWLEDGEMENTS ............................................................................. i
EXECUTIVE SUMMARY AND MASTER PLAN RECOMMENDATIONS ..... 1
CHAPTER 1 INTRODUCTION ................................................................... 17
1.1 HISTORY AND BACKGROUND ............................................................................. 17
1.2 PURPOSE FOR AURORA'S TRAILS MASTER PLAN ........................................... 18
1.3 STUDY VISION AND OBJECTIVES ....................................................................... 19
1.4 HOW WE COMPLETED THE STUDY ..................................................................... 20
1.5 ORGANIZATION OF THE REPORT.. ...................................................................... 20
CHAPTER 2 EXISTING CONTEXT ............................................................ 23
2.1 AURORA AND ITS EXISTING TRAIL SYSTEM ...................................................... 23
2. 1.1 Existing Trails ............................................................................................................. 25
2.2 BENEFITS OF TRAILS ........................................................................................... 25
2.2. 1 Health and Fitness ..................................................................................................... 25
2.2.2 Transportation ............................................................................................................ 27
2.2.3 Environment ............................................................................................................... 28
Table of Contents
MMM Group Limited I Final Report November 2011
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2.2.4 Economic .................................................................................................................... 28
2.3 CURRENT TRAIL POLICIES AND INITIATIVES .................................................... 30
2.3.1 Federal ........................................................................................................................ 30
2.3.2 Province of Ontario .................................................................................................... 32
2.3.3 Metrolinx ..................................................................................................................... 34
2.3.4 York Region ................................................................................................................ 35
2.3.5 Town of Aurora ........................................................................................................... 37
2.3.6 Trail Organizations ..................................................................................................... 40
CHAPTER 3 HOW WE CONSUL TED AND WHAT YOU TOLD US ........... 43
3.1 PUBLIC CONSULTATION PROCESS .................................................................... 43
3.2 ONLINE WEB-BASED QUESTIONNAIRE .............................................................. 44
3.3 PUBLIC INFORMATION CENTRES ....................................................................... 48
3.3.1 PICW1 -Aurora Homeshow ....................................................................................... 48
3.3.2 PICW2-Town Hall ..................................................................................................... 49
3.4 HOW WE INCORPORATED YOUR COMMENTS ................................................... 49
CHAPTER 4 THE TRAILS MASTER PLAN ............................................... 51
4.1 HOW WE DEVELOPED THE NETWORK ............................................................... 51
4.1.1 Network Development Process ................................................................................ ,51
4.1.2 Existing Trails & Trail Development Challenges ...................................................... 52
4.1.3 Guiding Principles for Route Selection ..................................................................... 57
4.1.4 The Trail Network Hierarchy ...................................................................................... 59
4.1.5 Aurora's Long Term Trail Network Plan .................................................................... 62
CHAPTER 5 TRAIL DESIGNER'S TOOLBOX .......................................... 64
5.1 GUIDELINES TO PLAN, DESIGN AND CONSTRUCT TRAILS IN AURORA ........ 64
5.1.1 How to Use These Guidelines .................................................................................... 64
5.2 TRAIL USERS AND NEEDS ................................................................................... 66
5.2.1 Pedestrians ................................................................................................................. 66
5.2.2 Cyclists ....................................................................................................................... 68
5.2.3 In-Line Skaters, Skateboarders and Non-Motorized Scooter Users ........................ 68
5.3 GENERAL DESIGN PARAMETERS ....................................................................... 69
5.4 ACCESSIBILITY ..................................................................................................... 71
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5.5 PERSONAL SECURITY .......................................................................................... 73
5.6 TRAIL LIGHTING .................................................................................................... 74
5.7 TRAIL TYPES ......................................................................................................... 74
5.7.1 Multi-use Trails ........................................................................................................... 74
5.7.2 Boulevard Multi-use Trails ......................................................................................... 83
5.7.3 On-road Connections ................................................................................................. 87
5.8 TRAIL CROSSINGS ................................................................................................ 88
5.8.1 A Midblock Pedestrian Signal.. .................................................................................. 89
5.8.2 Pedestrian Refuge lslands ......................................................................................... 89
5.8.3 Minor and Major Roads .............................................................................................. 91
5.8.4 Active Railway ............................................................................................................ 93
5.8.5 Gates and Barriers ..................................................................................................... 94
5.9 OFF-ROAD TRAIL STRUCTURES ......................................................................... 97
5.9.1 Bridges ........................................................................................................................ 97
5.9.2 Underpasses and Tunnels ......................................................................................... 97
5.9.3 Elevated Trailbeds and Boardwalks .......................................................................... 98
5.9.4 Switchbacks and Stairs ............................................................................................. 99
5.10 TRAIL SIGNING .................................................................................................... 101
5.10.1 Signing Strategy and Branding ............................................................................... 102
5.10.2 Sign Types ................................................................................................................ 103
Table of Contents iii
MMM Group Limited I Final Report November 2011
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5.11 TRAILHEAD$ AND TRAIL AMENITIES ................................................................ 104
5.11.1 Seating and Rest Areas ............................................................................................ 1 05
5.11.2 Washrooms and Waste/ Recycling Receptacles ................................................... 106
5.11.3 Bicycle Parking ......................................................................................................... 107
5.12 TRAILS IN NATURAL AREAS AND ENVIRONMENTAL BUFFER$ ..................... 107
5.13 UTILITY CORRIDORS AND TRAIL$ ..................................................................... 109
5.14 TRAIL ACCESS AND ACTIVE CONSTRUCTION ZONES .................................... 109
5.15 TRAIL CLOSURES AND REHABILITATION ......................................................... 110
5.16 TRAILS AND NEW DEVELOPMENT ..................................................................... 112
CHAPTER 61MPLEMENTATION STRATEGY ........................................ 115
6.1 THE IMPLEMENTATION STRATEGY ................................................................... 115
6.2 PRIORITIES AND PHASING ................................................................................. 116
6.2.1 Trail Facilities ........................................................................................................... 116
6.2.2 Grade Separated Crossings ..................................................................................... 118
6.3 HOW TO IMPLEMENT THE TRAILS MASTER PLAN ........................................... 118
6.3.1 A Trails Advisory Committee ................................................................................... 118
6.3.2 Who Does What? ...................................................................................................... 120
6.3.3 A Network Management Tool ................................................................................... 121
6.3.4 A Five-Step Network Implementation Process ....................................................... 122
6.3.5 Creating New Trails in Established Neighbourhoods ............................................ 124
6.3.6 Trails in New Development Areas ........................................................................... 125
6.3.7 Trails and the Development Charges By-Law (5139-09) ........................................ 126
6.3.8 Land Acquisition I Securement Strategies ............................................................. 126
6.3.9 Public Ot~treach and Trail Promotion ..................................................................... 134
6.3.1 0 Proposed Trail Policies for Inclusions in the Town's Official Plans ..................... 138
6.4 FUNDING STRATEGY ........................................................................................... 142
6.4.1 What is the Investment? .......................................................................................... 143
6.4.2 Where Will the Money Come From? ........................................................................ 145
6.4.3 Why Should the Town Make the Investment? ........................................................ 146
6.5 MANAGING THE PLAN •......•......•......•......•......•......•......•......•......•......•......•......•.... 147
6.5.1 Insurance, Liability and Risk Management ............................................................. 147
6.5.2 Monitoring Implementation and Performance Measures ....................................... 148
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6.5.3 Trail Maintenance ..................................................................................................... 150
6.5.3.1 Winter Maintenance of Off-Road Trails ................................................................... 152
6.3.7.2 A Trail Maintenance Plan for Aurora ....................................................................... 153
6.6 NEXT STEPS ........................................................................................................ 156
CHAPTER 7 SELECT REFERENCES ............................................... 158
Table of Contents v
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LIST OF FIGURES
Figure 3-1: Proportion of support for making investments for trail improvements in Aurora ............. 45
Figure 3-2: Motivators for trail use in Aurora ........................................................................................... 46
Figure 3-3: Opinion regarding purchase of private land for the purposes of securing trail
connections to complete the Aurora trail system .............................................................. .47
Figure 4-1 Existing Trails in Aurora .......................................................................................................... 53
Figure 4-2 Opportunities and challenges to the development of a trail network in Aurora ................ 54
Figure 4-3 Draft Candidate Trail Route Network Aurora West... ............................................................ 55
Figure 4-4 Draft Candidate Trail Route Network Aurora East... ............................................................. 55
Figure 4-5 Draft Trail Route Network by Facility Type-Aurora West.. .................................................... 62
Figure 4-6 Draft Trai I Route Network by Facility Type-Aurora East ....................................................... 62
Figure 6-1 Draft Trail route Network Phasing and Implementation Aurora West... ............................. 115
Figure 6-2 Draft Trail route Network Phasing and Implementation Aurora East.. ............................... 115
Figure 6-3 -Trails Master Plan Management Structure ......................................................................... 120
LIST OF TABLES
Table 4-1 Summary of Network Lengths by Facility Type ....................................................................... 62
Table 5-1 Trail User Operating Space ....................................................................................................... 70
Table 5-2 Suggested trail dimension and surface type according to location ...................................... 75
Table of Contents vii
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Table 5·3 Comparison of Trail Surfacing Materials ................................................................................. 79
Table S-4 Driveway crossings thresholds for Boulevard Multi·use Trails ............................................ 84
Table 6·1 Proposed Length of Trails Network by Facility Type and Implementation Phase ............. 117
Table 6·2 land Securement Tools .......................................................................................................... 128
Table 6-3 Maintenance Consideration for Off-road Trails .................................................................... 154
LIST OF APPENDICES
Appendix A -Map Lege11d
Appendix 8-Trail Hierarchy Maps
Appendix C-Trail Construction Details
Appendix D • Unit Cost Schedule
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ACKNOWLEDGEMENTS
The Town of Aurora Trails Master Plan Study Team would like to express their appreciation to the following key
people that contributed to the development of this Master Plan.
Trails Sub-Committee
John Clement
Resident and Trails Sub-Committee
David Tomlinson
Resident and Trails Sub-Committee
Klaus Wehrenberg
Resident and Trails Sub-Committee
Town Study Team
Jim Tree
(Town Project Manager)
Manager of Parks,
Parks and Recreation Services
Gary Greidanus, OALA, CSLA
Landscape Architect,
Parks and Recreation Services
Jim Kyle, MCIP, RPP
Manager of Policy Planning,
Planning and Development
Services
Consultant Study Team
Jay Cranstone, OALA, CSLA
(Consultant Project Manager)
Senior Landscape Architect .
MMM Group Ltd.
Dave McLaughlin, MCIP, RPP,
Senior Project Manager
MMM Group Ltd.
Claire Basinski, B.ES
Transportation Planner ,
MMM Group Ltd.
Samuel Baptiste BA, BURPI
Transportation Planner,
MMM Group Ltd.
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EXECUTIVE SUMMARY AND MASTER PLAN RECOMMENDATIONS
Since the 1970's. Aurora's planners have tleen urged to include off-road trails in natural environments for non-
motorized traffic. In 1985. a vision for a 'Trails Network Concept' was adopted in principle by Town Council, and
subsequently in the mid 1990's the Town of Aurora Planning and ParkS Departments created Official Plan
Amendment No.2. This amendment included a schedule in the Official Plan. which has helped to further the
development of the trails ne~11ork. However, in recent years the Town has experienced significant growth and
there have tleen challenges in seizing opportunities to implement the trails network in pace with the growth of the
Town. In 2007 Council established a Trails Sub-Committee of the former Leisure Services Advisory Committee
(renamed the Parl\s and Recreation Services Committee in 2011). Nearly 2 years after its creation. and
consistent with its mandate. the Trails Sub-committee prepared a draft revised trails planning map. and a core
document that set out the essential draft terms for updating the draft Official Plan trail schedule and policies. It
was at this stage that funding became available from the Ontario Ministry of Health Promotion and HS Financial
Services. which enabled Council to retain a team of trail specialists from the MMM Group in January 2010 to
assist Town staff and the Trails Sub-Committee with the development of The Town of Aurora Trails Master Plan.
The Trails Master Plan is a long-term (50 year) plan that takes into account a number of pedestrian and cycling
related policies including the proposed pedestrian and cycling infrastructure in the York Region Pedestrian and
Cycling Master Plan. The Town of Aurora Trails Master Plan provides recommendations for a connected trails
network, the design of off-road trails. policies related to trail planning, potential education and promotion
programs that support trail use and healthy living; as well as a phased implementation strategy. The plan builds
upon past and current trail development efforts, and is intended as a blueprint to guide the development and
operation of trails throughout Aurora in the short. medium and long term.
Execulive Summary and Masler Plan Recommend a lions
MMM Group Limited I Final ReportNovember2011
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THE VISION FOR TRAILS IN AURORA
As part of the master planning process, the original vision developed l>y the Trails Sub-Committee was reviewed,
refined and confirmed as follows:
"To develop a connected off-road. multi-purpose and barrier free trail net.vork chat is accessible and
pedestrian-oriented·:
Key goals for this Pl<ln are to:
• Improve c..onnections between existing trails. and to provide new trails and connections l)etween
residential areas, schools. commercial. industrial and institutional establishments. and parks,
greenspace and natural areas: and
• Create a connected network of trails which provide Aurora's residents with <lCtive, healthy lifestyle
opportunities. the al>ility to travel easily throughout Town with opportunities to experience nature
without having to rely on a car.
Seven key objectives lor the Trails Master Plan study were developed to complement and expand on the vision:
• Consult wiUl the public, Key staKeholders, adjacent municipalities, the local tourism industry, U1e
business community and other partners that could have a role in facilitating and promoting or benefitting
from trail use in Aurora
• Build upon. enhance and improve connection to. and between pneviously developed Town of Aurora
trails and facilities, and improve connections to adjacent municipalities
• Coordinate and link the Town's trail system with the Region's proposed on-road cycling facilities and in-
boulevard multi-use trails as set out in U1e Region's Pedestrian and Cycling Master Plan
• ReoomMend actions to improve oonditions for walking and cycling in Aurora for people of all ages and
capacity by utilizing the off-road trails system
• Develop an implementation strategy that identifies priorities. costs. and best practices for facility design
and construction
• Identify and neoommend policies, strategies and programs that Aurora and its partners can support and
implement to encourage more people to use the Town's trail system mone often. for utilitarian and
recreational purposes
• Identify roles and responsibilities for the Town and its partners in facilitating trail use and new trail
development
EXISTING TRAILS AND TRAIL DEVELOPMENT CHALLENGES
One oi the first steps in developing the recommended trail network was the creation of a consolidated inventory
of existing and potential trail routes in Aurora. A significant portion of this work was oompleted by the Town's
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Trails Sub-ComMittee prior to the commencement of the Trails Master Plan study. This information was used as
the starting point by the Study Team and was supplementea by infonnation from various reports. maps and field
investigations as well <lS a review of key policies <lt the federal. provincisl. regional and locsl levels. The
following is a brief summary or the inventory findings including existing trail conditions, O[.>portuniUes for future
trails and some of the challenges that need to be overoome.
The Town currenUy supports a trail network.thatltltats approximately 57k.m in length and provides connections to
many of its neighbourhood pari<s. Town facilities and open sp<lce conidors. The m<ljority of the existing trails
within Aurora are considered multi-use, and are enjoyed by a variety of user groups includinG walkers, hikers,
and cyclists and to a lesser extent people using mobility assistive devices. cross-country skiers and snowshOers.
Most of Aurora's trails consist of a granular (gravel) surface. with some sections of asphalt through
neighbourhood and community parks. whereas trails in soMe of the Town's woodlots and valley lands have a
natural {earth} surface. SoMe of the more prominent trail systems in Aurora include: the Nokiidaa and Holland
River Trails, Willow Farn, lakeview and Wimpy Trail system. Case Woodlot, Sheppard's Bush and the Oak
Ridges Trail.
Despite the significant work that the Town and its Tr<lils Sub-Committee has accomplished over the years there
are still a number of improvements that need to be made to the current traits system to accommodate the
growing demand for trails and to serve the increasing population in Aurora. and to overcome barriers and
challenges to trail development. Some of the most proMinent challenges that were identified with the current
trail system are:
• A tack of trail continuity:
• Challenging or non-existent road or rail crossings;
• Inadequate trail signage;
• Variation in trail width aM surface type from one trail to the next; and
• Lack of garbage/recycling facilities along the traits.
Two key principles of this plan are that consideration must be given to both the recreational and active
transportation function of trails, and trails should be designed to accommodate users of all ages and abilities in
order to realize the wide range of benefits that trails provide ior the community.
CONSULTATION
The Master Plan Stuay included a comprehensive consultation strategy to engage the public and stakeholders,
and to draw upon the kno1•Aedge of the people who live. work and play in the Town. and the V<lrious partners
who will have a role in implementing the study recommendations. This strategy included a range of consultation
techni~ues undertaken at key points during tile study process. Specifically, these included:
• A Notice or Study ComMencement published in lhe Aurora Banner at the outset or the study:
Executive Summary and Master Plan Recommerdations 3
t"H~o1M Group Limit~:'! I F'in;~l R~port Now~mhAr 20·11
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• Regular meetings with a project SteerinG Committee which included representatives of the Trails Sub-
Committee and staff from ParKs and Recreation Services. Planning and Development Services and
Infrastructure and Environmental Services:
• An Online Questionnaire which received a total of 124 responses:
• Notices in the Aurora Banner in advance of two Public Information Centres (PIC);
• A first PIC early in the study at the Aurora Home Show (Aprii1S'', 17" and 18'', 2010);
• A second (PIC) later in the study at the Town Hall (August 25''. 2010); and
• A Study WebpaGe for the duration of the J)roject ilink on the Town of Aurora website-
htlp:ilwvm.town.aurora.on.caiauroraltrailsmasterplan).
Tire consultation process provided lire study team with a wide range of comments an<.t ideas from members of
the public. Council. committees and agencies. Details regarding the consultation program and results can be
found in Chapter 3 of the Master Plan report. The Project Consultation Record which has included as a
separately bound appenaix to the Master Plan report captures all comments received. All comments received
were reviewed and where applicable. were incorporated in the Master Plan. These helped guide the study team
in developing the proposed Trails Network, the phasing plan, and recommendations regarding policies
promotion. branding. management and maintenance strategies.
THE RECOMMENDED TRAILS NETWORK & DESIGN FEATURES
The recommended Trails Network presented in Chapter 4 of the Master Plan report was developed using an
approach which included the folloWing steps:
1 . An inventory of existing conditions;
2. The development of network Guiding principles;
3. Consultation with the Project Steering Committee. stakeholders and the public;
4. The development of network candia ate routes;
5. The recommendation of facility types;
6. The development of a phasinG plan;
7. A review and further consultation with the Project Steering Committee, stakeholders ana the
public; and
8. The finalization of the network, facility types and phasing recommendations.
As a complement to the proposed network, Chapter 5 of the Master Plan report provides the Town with a
compendium of trail planninG and design guidelines that describe how the key elements of the trail system
should be constructed. This component of lhe plan is meant to be used as a 'toolbox' by staff when
communicatinG with land de'lelopers, trail builders. Council and the public. The design guidelines describe
various groups of trail users and their needs, necessary design parameters to address the needs oi various user
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groups, and key aspects of trail design such as accessibility, personal security, trail lighting, trail types, surface
characteristics, trail dimensions. trail crossings of roads and railways. signing systems and trail rehabilitation.
THE IMPLEMENTATION STRATEGY
The Aurora Trails Master Plan is a long term strategy for creating a connected network of trails over the next 50+
years. Its successful implementation requires char"lpions and leadership as well as a proposed approach to
move from the planning and design stage to funding and implementation. Implementation of the plan can only
be accomplished through short, medium and long term actions under the leadership and guidance of Council.
the Parks and Recreation Services Committee, Staff and the Trails Sub-Committee. Chapter 6 of the Master
Plan report provides the details and recommendations for a number of strategies and techniques to help make
this happen. These include:
• The integration of trail policies into the
Official Plan:
• A land acquisition and securement
approach:
• A NetworK Management Tool: • Effective approaches to trail promotion.
• A Five-Step Implementation process education and branding;
describing who does what. and when;
• The creation of new trails in established
neighbourhoods:
• The creation of new trails in new
neighbourhoods as the Town grows;
• The integration of references to trails into
the Development Charges By-law (5t39·
09):
• The involvement of a local Trails Advisory
Committee: and
• Effective maintenance and management
of the existing system as it continues to
expand.
The Master Plan is not intended to be a static document The timing and details related to implementation,
particularly the exact location and alignment of recommended routes and selection of appropriate facility types
will evolve through community oonsultation and technical review as part of the implementation process.
Notwithstanding, it must be recognized that the extensive effort that established the overall direction for the
network and the trails Network Planning Map must be respected when network modifications are being
oontemplated.
The Implementation Strategy consists of 3 phases:
• Phase t: 0 to 15 years:
• Phase 2: t 6 to 25 years: and
• Phase 3: 26 to 50+ years.
Implementation of recommended network routes will come through a variety of means such as approved capital
budgets. the creation of trail linKs by Developers as a requirement of new community development, the addition
of in-boulevard multi· use trails and on-road cycling routes as component costs within planned road and right <If·
way vlidening. road reconstruction and resurfacing by both the TOWll of Aurora and YorK Region. Once the
Executive Summary and Master Plan Recommerdations 5
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Master Plan is approved it provides the vehicle for the Town to access grants and partnership funds available
through prograns offerea by the Federal. Provincial, and Regional government as well as private corporations
that support trails and active living. Examples of those currently available are described more fully in Chapter 6
or 111e Master Plan report.
SUMMARY OF MASTER PLAN RECOMMENDATIONS
The Aurora Trails Master Plan contains 45 recommendations and recommended guidelines pertaining to
planning. designing. implementing. Maintaining and managing the trail network, as well as recommended Town
practices. policies and initiatives relevant to trails in Aurora. The following is a list of all recommendations and
recommended guidelines presented in the Trails Master Plan report as well as the corresponding chapter and
page number.
4-t
4-2
4-J
That the Town adopt the Aurora Trails Network Plan in principle.
That the Trail Network Planning and Phasing maps be adopted.
By adopting the Aurora Trails Master Plan, Council formally
acknowledges the dual function of the trails network: as community
infrastructure for non-motorized and self-propelled traffic, for
utilitarian as well as recrealional purposes.
Chapter 5-Trail Designer's Toolbox
5·1 The trail design guidelines presented in Chapter 5 of the Aurora
Trails Master Plan be adopted as the basis for trail design in the
Town.
5·2 That Town staff should be directed to remain current with best
industry design practices.
5-3 That area specific design solutions thai are consistent with good
enQineerin~ judgment should be considered, Qiven that the strict
application of the recommended trail design guidelines in the Trails
Master Plan may not be appropriate for all situations and locations.
and could also linit the ability to implement a trail in a constrained
corridor.
58
58
58
66
66
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... ~ ... ,.,00. I I ..... , .... & Recommended Oescnpi!On
Guidelines
S-4 That the characteristics and preferences of trail user llroups be 69
accommodated in the application of the recommended trail design
guidelines for each trail and be context sensitive to the location and
type of trail planned.
5-5 That the Town adopts the minimum and preferred trail user operatinG 70
space widths identified in Table 5.1 of the Trails Master Plan.
5-5 Where practical. new multi-use spine trails be designed to be 72
wheelchair accessible and that existing and new trails be signed to
indicate whether they are wheelchair accessible.
5-7 That the Town of Aurora has re~ard to the principles of Crime 74
Prevention Through EnvironMental Design (CPTED) when designing
new trails or improving existing trails.
S-8 A trail corridor will be a minimum of 12.0m in width to facilitate trail 78
construction. buffer plantings and other constraints that may affect its
implementation.
S-9 In designated open space, wildlife and trail corridors, a minimum 20m 78
corridor width be provided that includes the trail and trail clear zone
as well as a suitable buffer from the wildlife passage area in the
corridor.
5-tO Trail links between residential or commercial lots that connect to the 78
trail system will be designed with a minimum corridor ·Nidth of ti.Om to
accommodate a 3.flm wide trail in the centre of the r.orridor. If the
trail linK is to include a row of trees along each side of the corridor.
the corridor width will be increased to 12.0m.
5-11 That the Town of Aurora's multi-1.1se spine trail system in parks and 84
linear corridors be designed with a trail width of 3.0m. In constrained
corridors the trail width should not be less than 2.4m for a multi-use
trail.
Executive Summary and Master Plan Recommerdations 7
t"H~o1M Group Limit~:'! I F'in;~l R~port Now~mhAr 20·11
Trails and Active Transportation Committee Meeting Agenda
Friday,April 17,2015 Item 1 Page -18
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& Recommended Oescnpi!On Page Number
Recommendations I I
Guidelines
f>-12
a
That the Town's multi·use spine trail system continues to be
designed and constructed with a granular surface. However. that trail
segments in parks or in areas where erosion is a concern may have
an asphalt or concrete surface as a maintenance design solution or
to ac.commodate a wider range of users.
84
Trails and Active Transportation Committee Meeting Agenda
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..
Recommendations I I
& Recommended Oescnpi!On Page Number
Guidelines
5-13 When implementin~ Boulevard Multi-use Trails, utilize the followin~ 86
design elements:
• A setbacK from the curb is reQuired to provide space for
snow storage. to provide an adequate clear zone from site
furniture and utility poles and in some cases street tree
plantings. Where street tree plantin~s are included, the
preferred seth<~cK is 3.0-4.5 m from the curb. Where no
trees are included and vehicle speed is 60 km/hr or less, the
preferred setback can be reduced to 2.0 m:
• The setbacK should be achieved throughout the length of
the route with the exception of intersections where the IJ'ail
will cross with a formal pedestrian crossing;
• That signing in advance of. and at roadway intersections, to
inform cyclists to slop, dismount and w-<tlk across
intersections as required by the Highway Traffic Act. or s
suitable crossing design lo permit cyclists to legally ride
through intersections after stopping but without dismounting:
• Slop or yield signs (decision on a site-by-site basis) at
driveways. depending on tile number of driveways and U1e
distance between each;
• A treatment at rosd intersections (i.e. swing gate) to
separate "lanes of traflic .. in eaCh direction. The treatment
must be spaced adequately to allow for the passage of
bicycles with trailers;
• Open sight lines at intersections with driveways and
roadways;
• A centre yellow line be considered for hard suriace trails to
separate directions of travel and lo guide riders overtaking
pedestrians and slower moving riders: and
• Curb ramps at drivew-<tys and roadway intersections where
trails intersect.
Executive Summary and Master Plan Recommerdations 9
t"H~o1M Group Limit~:'! I F'in;~l R~port Now~mhAr 20·11
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Friday,April 17,2015 Item 1 Page -20
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Ro~mmood>"oo' I I .... ., .... & Recommended Oescnpi!On
Guidelines
f>-14 Relative to on-road cyclinq and the inteqration of that mode of active 90
IJ'ansponation into the off-road oriented trails ne~Nork. the Town of
Aurora should:
• Prepare a Transportation Master Plan. and that it be
integrated with the Town's Trails Master Plan and the
Region of York's Pedestrian and Cycling Master Plan: and
• Establish a set of cycling facility design guidelines as part of
such a Cycling Master Plan
f>-15 Due consideration should be given to mid-blocK grade separated trail 99
crossings of arterial and major collector roads as the most suitable
and primary means for trail crossings. Should it be aetermined that
there are compelling reasons why neither a grade separated nor a
signal controlled crossing are possible then the trail crossing will be
moved to the nearest signal controlled intersection.
f>-16 That trail crossings of local minor roads at mid-block locations 99
include advance advisory pedesll'ian crossing signs on the roadway
approad'les.
10
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..
Recommendations I I
& Recommended Oescnpi!On Page Number
Guidelines
5-t7 The following are recommended desiQn criteria for underpasses, t01
tunnels and trails through culverts:
• The minimum recommended underpass or tunnel width for a
multi-use trail is 3.6 m. Where the structure exceeds 18 m in
length. in high traffic andior urban areas the minimum width
should be increase<! to 4.2 m:
• For shorter length underpasses. a vertical clearance of 2.5
m is usually sufficient recommended:
• For longer structures a minimum vertical clearance of 3.0 m
will be require<!. If service aM/or emergency vehicles are to
be accommodated within the underpass, any increased
vertical clearance reQuirements Will be governed by the
requirements of such vehicles;
• Underp~sses and tunnels can be a security concern ~nd
also present maintenance challenges. To address these
issues, tunnels should be well lit with special consideration
made to security, maintenance and drain~ge. Approaches
and exits will be clear and open to provide unrestricted
views into and beyond the end of the structure w11erever
possible;
• Abutments should be appropriately painted with hazard
markings; and
• Ideally, the transition between the trail and underp~ss
crossing should be level and provide for accessibility. In the
case where an underpass crosses beneath Ground-level
travel ways. ramps or alternative structures will provide a
transition down to the lower grade under the passage.
Executive Summary and Master Plan Recommerdations 11
t"H~o1M Group Limit~:'! I F'in;~l R~port Now~mhAr 20·11
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Ro~mmood>"oo' I I .... ., .... & Recommended Oescnpi!On
Guidelines
f>-18 When slopes exceed 15%, or where there is inadeQuate room to 103
develop a switchback or another accessible solution. a stairway
system should be considered. In these situations the site should be
carefully studied so that the most suitable desi~n can be developed.
The following are considerations for stairway design:
• ProVide a gutter integrated into the stairway for cyclists to
push their hicycles up and down (where appropriate to have
bicycles);
• Develop a series of short stair sections with regularly
spaced landings rather than one long run of stairs;
• For long slopes, provide landings at regular intervals (e.g .
every 8-16 risers) and an enlarged landing at the mid·way
point complete with benches to allow users the opportunity
to rest:
• On treed slopes, lay the stairway out so that the Minimum
nunber of trees will be compromised or removed;
• Use slip resistant open treads, especially in shady locations .
• Incorporate barriers on either side of the upper and lower
landing to prevent trail users from bypassing the stairs; and
• Provide signs well in advance of the structure to inform
users, so that they may taKe an alternate route if they wish.
f>-19 That tile Town complete a trail signing design and branding study t07
that builds upon the signing strategy and sign types outlined in the
Trails Master Plan and establish a set of trail signing standards for
the Town.
:).20 That the proposed trail signing design and branding study include 107
consultation with the Trails Sub·Committee. local residents. anists
and other interested staKeholders, and that this consultation include
a public workshop or design charrette.
f>-2t That the Town undertakes the proposed trail signing design and 107
L>randing study in 2011 willl completion in2012.
12
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..
... ~ ... ,.,00. I I ..... , .... & Recommended Oescnpi!On
Guidelines
5-22 Where seatin~ I rest areas are planned, implement a 1.0m wide level 109
area with a curb or other appropriate wheel stop for mobility-assisted
devices. For heavily used trails it is reasonable to pro'! ide some iorm
of seating at approximately 500 m intervals.
5-23 That information signs be provide~ along the trail and on the Town·s 109
Trail map to identify the location! direction to transit access and
publicly accessible washrooms and waste and recycling receptacles.
5-24 That waste and recycling receptacles be located at mi~-block 109
crossing points, staging areas, trail and trail nodes, and in
association with other site amenities, such as benches and
interpretive signs.
5-25 Establish bicycle parKing guidelines for Aurora. including bicycle 110
parking requirements for new developMents as part of the rroposed
Transportation Master Plan.
5-26 Where trail routes are bein~ J)roposed within environmental buffers 112
surrounding natural sensitive heritage features, the conditions in the
butler (width. slope, etc.) must be sufficient to support the
development of a trail such that the intended function of the buffer is
not compromised.
5-27 That the Town of Aurora require a trail m(lnCigement plan for all 113
active construction zones when a trail or trail crossing is impacted.
Key principles in U1e development of an appropriate plan include:
• Separate trail users from conflicts With worK site vehicles,
equipment and operations:
• Separate trail users from conflicts With the main flow of
vehicular tratfir. Moving through, around or alongside the
work site; and
• Provide trail users with a sale, accessible and convenient
route that duplicates as nearly as possible the functions of
the impacte~ trail network portions.
5-28 When temporary trail closures are planned. infonn users in advance 114
by placing trail closure notices at all trail access points.
Executive Summary and Master Plan Recommerdations 13
t"H~o1M Group Limit~:'! I F'in;~l R~port Now~mhAr 20·11
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Friday,April 17,2015 Item 1 Page -24
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Ro~mmood>"oo' I I .... ., .... & Recommended Oescnpi!On
Guidelines
f>-29 That the Town of Aurora include in the Trails Master Plan the t17
following conditions:
a. Prior to Draft Plan of Subdivision/Condominium approvaL the
Developer shall be reQuired to prepare and submit a trail
conceptilayout plan and typical details for any trails within the
boundaries of the plan of subdivision. to the satisfaction of the
Town. The trail conr.ep~1ayout rlan shall ~ ronsistent with the
approved Aurora Trails Master Plan. and shall be considered a
part oi the transportation infrastructure for the approval area.
b. Prior to Final Plan of Subdivision/Condominium approval and the
registration of the applicable stage of the subdivision. a Developer
shall be required to prepare and submit detailed design drawings,
specifications and a detailed cost estimate for trail construction. to
the satisfaction of the Town.
c. The Development Agreement shCIII outline the requirements of a
Developer relating to trail construction. including the following:
• That the Developer agrees to construct trails within the
boundaries oi the applicable stage of the
subdivision/condominium to a base condition. to the satisfaction
of the Town. prior to any building pe1111its being issued;
• The Developer shall aGree to complete the finishing of trails
within the boundaries of the applicable stage of the
subdivision/condominium in accordance with the approved
plans. to the satisfaction of the Town. prior to assumption;
• Notice to purchasers of the proposal to construct a municipal
trail, including identification of the trail on plans displayed in a
sales office, and a clause in all a~reements of purchase and sale
andior lease. and registered on title. to the satisfaction of the
Town.
f>-30 That the Town acquire lands for key trail links that connect to or 117
support the development of the trail networK in Aurora through the
subdivision planning approval process, subdivision agreements and
lhrougll otller means available to lh!! Town.
14
Trails and Active Transportation Committee Meeting Agenda
Friday,April 17,2015 Item 1 Page -25
-25 -
..
6-1 That the Planninq, Desiqn and Development of trails in the Town are 118
to be consistent with lhe Aurora Trails Master Plan. once approved
by Town Council.
6-2 That in 2011 i 2012, Town Council complete a review of the mandate 120
of the Trails Sub.Committee wiUl the goal of broadening their role to
include Active Transportation.
6-3 That the Trails Sub-Committee be renamed to reflect the additional 120
mandate for Active Transportation.
6-4 Tllallhe Town updates llle wordinQ in Sec~ons 2.1 d) ar1d Schedule 126
A of Section 4.0 of the Town·s Development Cha'fieS Bylaw to read
"Park Development and Trails".
6-5 That the Town develop a land securement strategy for trail 134
development for routes lllat are identified on lands under private
ownership.
6-6 That the Town's Trail Map be updated by 2011 to include educational 136
information about trail etiQuette and safety. as well as promote the
benefits of trail use as an active lifestyle choice.
6-7 That the Town develop a volunteer trail aMbassador or trail patrol 136
/adoption prograM as a stewardship and public engagement initiative.
6-8 That the Town explore opportunities to develop partnerships with 138
York Region local partners and other public agencies to promote the
health and recreational benefits of trail use.
6-9 That the Town establish a formal recognition program for individuals, 138
businesses and organizabons Who contribute to the promotion.
development and maintenance of the Aurora Trails Network.
6·10 That the Town review and update its annual maintenance budget for 144
trails based on the recommended design guidelines in the Trails
Master Plan. and increase this budget as Mdibonal kilometres of
trails are added to the network.
Executive Summary and Master Plan Recommerdations 15
t"H~o1M Group Limit~:'! I F'in;~l R~port Now~mhAr 20·11
Trails and Active Transportation Committee Meeting Agenda
Friday,April 17,2015 Item 1 Page -26
-26 -
& Recommended Oescnpi!On Page Number
Recommendations I I
Guidelines
I> 11
16
That the Town establish and document in association with the
Town's legal advisors. recommended procedures for risk
management as it relates to the design. maintenance and operation
of trail facilities in the Town of Aurora.
148
Trails and Active Transportation Committee Meeting Agenda
Friday,April 17,2015 Item 1 Page -27
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EX·1: TRAIL ROUTE NElWORK
by FACILITY TYPE ·AURORA WEST
LEGEND
ROUTE • FACILITY TYPES
~XIS I i'G PROPOSFIJ --
-
NJA
-
• • a H~rd Surf~c:P. Ml.lt -lise
Trail --. --. --.
-..
lu l':lldr."'..,IrtJMulli-l.'f.(,'
Tu~il.' BikP. P~t'l !HP.':i
Sl.rfl'!.::ej
S(',ft S.uf.;.::e \tul:i IJM Trl'!
(~·otc·rcd r.t~nicioill Tri:.
<.~l<)nm:.:ullwl;~ull
Cuu~'lUy IJI'dP.I
Pn-a:e :~rottar Put:lk
Q· .. me'S"'i:>j
!';Pfo¢i:~ IJ~~ I 1~il
(Soft S.Jrfa:e:•
NOKIIDAAI OAK RIDGES TRAILALIGNMENT -
•••
-
•••
"•:kii•lt•;: Twil <~xislill!l
P. i~nmP.n: (~~ner.~lly Mft
sur'9ce:•
\11~kiirl~;~ I (:lil ~J(~IIll~~~rl
P. i~nmen: (~~ner.~lly Mft
sur':~ce)
():lk l?irl!)~ M(lf-'il'~
Trsil ax-~:ing elig••rraM
~Cenerslly ~~ ;1..-fs::e
·ur:>I··I'Q.i-.1.-;<.'<,;l:•u:o)
O~k Ridg~ Mm~il'<?
Trail ::~referrec ~ ijnmen:
{3:.:u..:rally ~:.~n sl. ·ri:.:x
·n, ~r •l)l'td ~~~ ~·n~J
GRADE SEPARATED TRAIL CROSSINGS
CXISTING I'I{DI'OS!o.U
raJ
A
II
0
fj] ~-irr."tr'(C':l~l'.i'XJ
/\ ill OOo:n~l<.~ry Cro:::::>ill!$
Q] Jnderpas~~
•
··,1ajo• Rail'lla;• Grac9
~iof!ll-'•:~lil~ll
AT·GRADETRAIL CROSSINGS
CXISTING PROPOSED !t "'il .;; .. ~~~illfl
X Saco'l::tar,-Rs t.'JS\·
Crcs~n{l
OTHER TRAIL NElWORK INFORMATION
L,.,nk:lut
Trail Co•mect on to
AtJj;n,;:;ul \o1u·li:;p;llily
Ceneral Area where
:he-a is ::le~ire b: ho."e
r~i link ~~~·~~~~~~~ "
.h~ hllO: .~(Ill.
TOWN INFORMATION
c:::::::::::::> l....,::=:! RMC
c:::::::::::::> ~egional Road
• -•.rnr•r: lr~Mpcr:Hl.:l
Ct•rPo•·~s :Flli~ ill!l<'"':
~':lflOMcl~
HS ~~ -
i )..'\.'\. MMM GROUP
For a Detailed Map legend,
please refer to Appendix A
TOWN OF NEWMARKET
-------
~ ~
TOWN OF RICHMOND HILL
NOVEMBER 2011
Trails and Active Transportation Committee Meeting Agenda
Friday,April 17,2015 Item 1 Page -28
-28 -
TOWN OF NEWMARKET
, __ _ .. .. ' ..
----01-
I
.. ,
I ,
" \
I
I
For a Detailed Map legend,
please refer to Appendix A
"" '
..
I -·---.. , .. -·-'
,
' > .... :r ~
-------
... ____ __
I
I
I
TOWN OF RICHMOND HILL
-181·:' ~ Jrtace ··/ JIII·U!e
T·,,;
1tsoua·•~r:J Munl-~6
T·,,j /=.ikt'\P::·I" (1-1::..-1
Su1i::<l~:
:>otU:iJna:e Mu:I'Ju lral
;Pr::•::nM Munir.ip:d T·.,il
.Jiiir"''..:r.url.o.J••::
·:.:Jn&ll . ., Urder l'rt1~:s
.,, nlhr· Puhlr. n ... ·,t'\r::hi;:~
:iD!C 81 JS! lfall :r.ef: 5 .. ..:,,r-:;•
NOKIIDAA I OAK RIDGES TRAIL ALIGNMENTS ---. --..
•,.,kiirt::;•Tmi ::Jo:-.tii'I(J
,lli:pu11:•·. •:•:;::·ll:nll:,o ~::>·.
*u•hilw:•
,,,kii•l::;l Tr.1i ;:n•;>::~~:•l
~~i~'llll8f. (•';t'ISUII:,· ~ .
$.11rt;arA.'
(I;.< t<Ja;~6 ril~rt~lre
1·.:~~• ::tt""1'"l ::ll!lnT<nl
:G~ ··~•~II~ Y-·1 ~1.•. Ju=
·~ ·.! ·;.·~e~ e;&:tior * :•
0::<. Ri•l;;<:~· M::r.•i•·,:
1 t~l ~· 'eteued ell~ 1mer:
;c;:··•r.r::ll:,o :-.::"1 r-1.r'<~a:
·~ ·,;'i··..:l:l:: $C'::tiUI'$:o
GRADE SEPARATED TRAIL CROSSINGS
EXISTit\G PROPOSED
fi1 [iij .,, i•11:11 :,0 C1~::Ni1 ~
A. /~\ SI::::,·••J::··;CI:.t:::ilo;l
r.tl [Q] '
,,, ... ~fl-'lo~j;Qj;
0 • Vlllj:r n~ .. ,lll:,o G•~..J~
,::;Q;:;aud:n
AT-GRADe TRAIL CROSSINGS
CXISTI~G PROPOSED
~e~:ordt~r,· t<.our .. :~·
~,::::ir9
OTHER TRAIL NEtwORK INFORMATION m _v.:k~ul
T~i :;:> .. nry:linr 1:l
.o'.olj'l<'.(:nl',; •ni::ip,;lli~l
G•~111:1:: Ju~:;, ,.. .. ,r.": ·t.c:rr.
:-.;k:-.~l'.:'llli'.'C'Inl:illin,
de'Ye cp64 h :t ~ ~n~ lenn.
TOWN INFORMATION
c::::::::::> _t~:e Rt~:d
c::::::::::>
·:.:sr l'f. ·o (b:l~ll~ ;nd
~.->::n::l'l(::
2C s ... .::..• -.llll•>' r~.Ju;., ... ,
;lr4 ;ali!JfOMOI'II~ In h:o
'ifO;IIiTIVI ;1:0 (VIIni lhr.
~·:iC'I.'l:II..J..Jj.lj>'U'.'llil
,,:-~~:u. MrthQ ;:><: l.:ln~.~:·
HS ::: .. -
Trails and Active Transportation Committee Meeting Agenda
Friday,April 17,2015 Item 1 Page -29
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EX-3 : TRAIL ROUTE NETWORK
PHASING+ IMPLEMENTATION
AURORA WEST
LEGEND -Existing Off-Road
Municipal Trail --Off-Road Municipal Trail
(within 15 years)
••••• Off. Road Municipal Trail
(within 16 to 25 years) --Off-Road Municipal Trail
(within 26 to 50+ years) -Existing In Boulevard
Multi-Use Path --In Boulevard Multi-Use
Path (within 15 years) -Existing Nokiidaa Trail --Nokiidaa Trail
(within 15 years) -Existing Oak Ridges Trail --Oak Ridges Trail
(within 15 years) --Oak Ridges Trail
(within 16 to 25 years)
••••• Oak Ridges Trail
(within 26 to 50+ years)
GRADE SEPARATED TRAIL CROSSINGS
EXISTING PROPOSED
~ [i Primary Crossing
~ ~ Secondary Crossing
IJ [Q] Underpasses
0 Major Railway Grade
Separation
AT-GRADE TRAIL CROSSINGS
EXISTING PROPOSED
a [!] Crossing
)( ~
m Lookout
~ Trail Connection to
Adjacent Municipality
TOWN INFORMATION
Local Road
Regional Road
Public Transport Hub
School
Car Parks (Existing and
Proposed)
Railway
On rar!o Hs flltMCW. . SfliYKfi .c.
MMMC>ROUP
(!) z
52
IL
0
a.
:i:
II) z
3: e
For a Detailed Map Legend,
please refer to Appendix A TOWN OF NEWMARKET
----
TOWN OF RICHMOND HILL
Trails and Active Transportation Committee Meeting Agenda
Friday,April 17,2015 Item 1 Page -30
-30 -
TOWN OF NEWMARKET
For a Detailed Map legend,
please refer to Appendix A
--.....
' ' ,
J
I
' J -m-•--m-
-~
••••••••••••••••
• --
TOWN OF RICHMOND HILL
I
.I
EX-4 ·TRAIL ROUTE NETWORK
PHASING •IMPLEMENTATION
AURORA EAST
LEGEND
PHASING I IMPLEMENTATION ---
••••• -------------
•••••
:.o~:liu:,~OifR<::IIl
··,1unir.(I:'IITrooil
O'i R:,:::: ·,,,, .. ,;,:pal T·.oil
;•.,:ll' 'I 'S ~·to~~:·
vr-Hos:-Munlclp:ll r: 1
;•.,;lf' 'I'? .025;,~~·~:·
U1·KOH' \•lt IICPSII 'SII
:•Ntt 1 J:.{j :o :_.(ot-·,-;an;~
: .. ~.lilo:J Ill C!<:llhN:tl::
··,1ulli,.'::r:Palh
lr G:>.~l,:•.auJ ··,1ulli • .'::r:
""~h :·,:illlif 'IS >'e8U.1
\k: dkmr Trooil
:wrt , ':, )'"-O:"l'o:·
Er.i~lnw Oak n;u;~s Trai
l)a~ Rid;:s& Trail
IWIIhiO I tJ 't'SaiOI
tUI:Rirt;,c:~Tr;oil
(·,ilhin 1R t•> ;~ >•r.ar-.l
O:•k Ri•l:;<:~: Tr.oil
(v.o .I ·r 261·~ !·~ >'~:n:
GRADE SEPARATED TRAIL CROSSINGS
EXIS nNG PROPCSED
~ ril l'dtrsrj .;roa& 19
i:J. ./~\. ~to:. ld8~: ·;;r.;,ealn~
lil [Q] Un~a,auas. -
0 • Maj:>· Rl'lil'm>' {;ra::<:
S::11:uati•'r
AT~RADE TRAIL CROSSINGS
FXISTING PROPOSED
~ ~ C':rn:::•·•!l
~ t3 S•x::.rd:ll:,o ~:: .......... :·
Cr~.;::ir;
OTHER TRAIL NETWORK INFORMATION
m
~
L~o~ut
r= I ;;or 18C:IOd 10
Mia~nt Mur~i~litv
•:.;nerniAR;. \ .. hetS t1ere
i,; ttr.::im k: h::· .. :: lr;oil nk
:t:· .. ·:••:(lr.:tint·•r. •:n!)k:m"
TOW1'4 11'4FORMATION
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=
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Car l'flrl!.'! ::xsun;,~ ar•~
f'ropotsd:•
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lillSI.:t-: B !lil(l~·h~
rs:.·I~A' srd e;:·:ro·.'al
j:lr·:~~~ ·~rUie2C li'ldt:
t>ontario HS =o:< ...
,1}!.'\.'\. MMM GROUP
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Friday,April 17,2015 Item 1 Page -31
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CHAPTER 1
INTRODUCTION
1.1 HISTORY AND BACKGROUND
Since the 1970's, Aurora's planners have been urged to include off-road trails in natural environments for non-
motorized traffic. In June 1985, trails advocate and Aurora citizen Klaus Wehrenberg proposed a vision for a
Trails Network Concept" to Aurora Council. This vision for a network of trails would help link green spaces,
thereby incorporating them into the 'active fabric of life' of Aurora; increase opportunities for self-propelled traffic
participants; and increase safety for cyclists and walkers, by separating the motorized and non-motorized traffic.
Council accepted the proposed concept in principle.
In the early and mid 1990s. a co-operative effort by staff members of the Town of Aurora Planning and Parks
departments resulted in Official Plan Amendment No. 2, supporting the further development of the trails network
concept, including an Official Plan schedule, in the form of a town-wide map, on which a planned trails grid was
illustrated. Since that time the Town has experienced significant growth and development. However, the Town
has not always been able to take advantage of opportunities to implement the trails network. Therefore, trails
have not kept pace with development. This is thought to be partly because of the lack of prescriptive language
in the Official Plan's trails supportive provisions.
In 2007, Aurora Town Council established a Trails Sub-Committee of the Parks and Recreation Services
Committee. The committee's five members were comprised of staff representatives from the Planning and the
Parks departments, citizen representatives from the Parks and Recreation Services Committee and the
Environmental Advisory Committee, and one citizen-at-large. The committee was to re-evaluate and further
Chapter 1 Introduction 17
MMM Group Limited 1 Final Report November 2011
•
Trails and Active Transportation Committee Meeting Agenda
Friday,April 17,2015 Item 1 Page -32
-32 -
refine the existing Official Plan schedule for a trails network, and prepare draft terms that would advance the off·
road trail network, with a special emphasis on Mvancing the development of a major east-west trail. After almost
2 years of sul>stantially <~dvancing its mandate the Trails Sub-committee had prepared a draft revised trails
planning map, and a core document that set out the essential dr-<trt terms for updating the dr-<trt Official Plan lr<til
revisions. It was at this stage that funding became available from the Ontario Ministry of Health Promotion and
HS Finanr.ial Services. which helped move Town Council in Jilnuilry 2010 to retain the services of a teilm of trail
specialislS from U1e MMM Group to assist the Trails Sub-Committee wiUl the development of this Trails Master
Plan.
The Oratt Aurora Trails Master Plan was completed in September 2010 and is a tong-term (50 year) plan that
takes into account a number of pedestrian and cycling related policies including the proposed pedestrian and
cycling infrastructure in the York Region Pede5trian and Cycling Ma5ter Plan. The Town of Aurora Trails Master
Plan provides recommendations for a connected trails network. the design of off-road trails, policies related to
trail planning, potential education and promotion programs that support trail use and healthy living; as well as a
phased implementation strategy.
1.2 PURPOSE FOR AURORA'S TRAILS MASTER PLAN
As described above, the Town of Aurora has historically embraced and supported the creation of a municipal
trails sy5tem for re5idents and visitors as will be described in further detail in s. t.2 of this chapter. In 2007,
Aurora Town Council created a Trails SuD-Committee of the Parl<s and Recreation Committee to advance the
development of the Master Plan. In addition to the trails sub-committee. a Study Steering Committee was formed
to guide the development of the Town-wide Trails Master Plan. The team included representatives from the Trail
SuD-Committee. municipal staff as well CIS trail planning and design specialists ret<~ined from MMM Group. The
Aurora Trails Master Plan builds upon past and current trail development efforts. and is intended as a blueprint
to guide the developnent and operation of trails throughout Aurora in the short. medium and long term. The plan
identifies a strategy for developing a primarily off-road. Town-wide trails network that links. neighbourhoods,
parl<s. school5. shopping areas, key de5tination5 and natural area5 and public open spaces. and will open up
important links to the surrounding municipalities within Yorl< Region.
A statistically valid Aurora household survey undertaken in the oontext of the recently adopted ParkS and
Recreation Master Plan clearly identiiies Trail based activities. walking, hiking, and cycling, as the residents'
three most favored activities. In addition. the survey revealed that the Town·s existing trail system is the number
one priority for Aurora citizens with regard to its popularity and future expansion. It is due to the importance that
aurora citizens place on trails, together with the fortuitous availability of extemal funds, that Town Council readily
initiated the development of this Trails Master Plan {TMP). as the vehicle to establish a Town-wide, Municipal
trail system. and to provide opportunities for altemative transportation for all residents.
This long-term {50 year) plan takes into account a number of trail. pedestrian and cycling related policies
including the proposed pedestrian and cycling infrastructure in the York Region Pedestrian and Cyding Master
Plan. The Town of Aurora Trails Master Plan defines and outlines best practices and design guidelines for off-
road trails; policy guidelines for trail planning; recommend<~tions regarding education and promotion programs
that support trail use and healthy living; as well as trails planning that presents a connected trails network and a
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phased implementation strategy. A key component of the Trails Master Plan is a series of trails network
recommendations, policies, and priority initiatives that are being provided as input into the Town's Official Plan
Review currently underway.
1.3 STUDY VISION AND OBJECTIVES
A Trails Master Plan should be guided by a clear set of objectives but it should also establish a vision that will
result from the successful implementation of the plan. The following vision and objectives for the Town of Aurora
Trails Master Plan were prepared during the initial stages of the study and confirmed through consultation with
the study team, stakeholders as well as members of the public.
The vision for Aurora's Trails Master Plan is to:
"To develop a connected off-road, multi-purpose and barrier free trail network that is accessible and
pedestrian-oriented".
Key goals for this Plan are to:
• Improve connections between existing trails, and to provide new trails and connections between
residential areas, schools, commercial, industrial and institutional establishments, and parks,
greenspace and natural areas; and
• Create a connected network of trails which provide Aurora's residents with active, healthy lifestyle
opportunities, the ability to travel easily throughout Town with opportunities to experience nature
without having to rely on a car.
Objectives of the Trails Master Plan
The vision and goal was supported by the following objectives:
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• Consult with the public, key stakeholders, the Lake Simcoe Region Conservation Authority, York
Region. adjacent local municipalities. local tourism industry. the business community and other pan:ners
that could have a role in facilitating and promoting, or benefitting from trail use in Aurora.
• Build upon. enhance and improve connections to. and between existing and previously developed Town
of Auroro trails and facilities, and to improve connections to adjacent municipalities.
• Coordinate and link lhe Town's 11ail system wilh IIH~ Region's proposed on-road cyding facililies and in
boulevard multi-use trails as set out in the Region·s Pedestri<m and Cycling Master Plan.
• Remmnend actions to improve conditions for walking and cycling in Aurol'll for peorle of all ages and
capacity by utilizing the trails system.
• Develop an implementation strategy that will identiiy priorities. oosts, and best practices for facility
design and construction.
• Identify and reoommend policies. strategies and programs that Aurora and its partners can support and
implement to encourage more people to use the Town's trail system more often, for utilitarian and
recreational purposes.
• Identify roles and responsibilities for the Town and its partners in facilitating trails use and new trail
development.
The achievement of the vision and objectives for the Town of Aurora's Trails Master Plan will require ongoing
effort by Key agencies, organizations and individuals throughout the Town.
1.4 HOW WE COMPLETED THE STUDY
The Aurora Trails Master Plan was initiated in January 20t0. MMM Group Limited was retained by the Town to
assist staff in the developr'1ent of a comprehensive Master Plan to identify a network of primarily off-road routes
throughout the Town connecting local neighbourhoods. key destinations as well as. adjacent municipalities. The
Trails Master Plan also identifies priorities for network implementation. a signage and branding strategy to
connect the trails within the Town and appropriate levels of funding for operations and maintenance. The Trails
Master Plan study was developed in four phases designed to reflect the needs and goals outlined by Town staff.
The four phases were:
• Phase 1: Background Review and Assessnent
• Phase 2: Development of the Trails Master Plan
• Phase 3: Implementation Strategy
• Phase 4: Finalize the Trails Master Plan
1.5 ORGANIZATION OF THE REPORT
The Town oi Aurora Trails Master Plan study report is intended to be a "living" document that is flexible and
capable of evolving over time. The report contains the following chapters:
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Chapter 1-lntroduction; describes the recent trail development history in Aurora, explains the purpose of the
plan, the study vision and objectives and outlines the organization of the report.
Chapter 2-Existing Context; describes the existing trails conditions, facilities and policies currently in place at
various levels of government (local, regional, provincial and national) that play a key role in the development of
the Trails Master Plan .. In addition, this chapter outlines some of the many social, environmental and economic
benefits associated with investing in trails.
Chapter 3-How We Consulted and What You Told Us; summarizes the public consultation process which
was undertaken for the Aurora Trails Master Plan study and highlights the public input received as well as how
the study team incorporated the comments into the plan.
Chapter 4-The Trails Master Plan; describes the process that was undertaken to develop the trail network
and illustrates the recommended trail network. Aurora is geographically and environmentally diverse, with
unique challenges and opportunities. Natural areas, such as the Oak Ridges Moraine and existing trail systems
provide a key link between the urban and rural areas. The Master Plan provides a unif1ed approach to trail
development and where appropriate integrate alternative modes of transportation, working to create links
between destinations and bridge gaps across significant barriers.
Chapter 5-The Trail Designer's Toolbox; is a set of trail planning and design guidelines. It describes what
the netvvork facilities will look like, how they will be built, and how these will connect with the existing on and off-
road facilities in Aurora. Not all facilities within the netvvork will be intended for all users in all areas of the Town.
The trail planning and design guidelines describe a range of facilities intended for different user groups in a
variety of urban and natural settings throughout the Town. They reflect current best practices and also include
some of innovative ideas that are being explored elsewhere in North America and Europe.
Chapter 6-Implementation Strategy; focuses on the implementation of the Plan and describes strategies
that can be employed to ensure that the Trails Master Plan is a success. This chapter also examines methods of
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public outreach and various approaches that can be undertaken to encourage the public to choose walking and
cycling as part of a healthy lifestyle. It outlines the estimated cost to implement the Plan as wen as funding and
partnership strategies that can assist in the overall funding of the Plan. Trail policy recommende~tions e~re
presellled along with ways in whiclllhe suocess ollhe plan can be measured.
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CHAPTER 2
EXISTING CONTEXT
In order to fully understand and examine the area in which the Trails Master Plan is to be implemented and the
potential benefits to the Town, it is important to first understand some of the existing context as well as the
current state of trails in Aurora. This chapter provides a demographic profile of Aurora and summarizes the study
team's assessment of the Town's current trail system and the benefits of trails to the community as well as
identifies key Federal, Provincial, Regional and Local Municipal trail and active transportation related policies,
and other trail organizations which can influence and support the development of trails in Aurora.
2.1 AURORA AND ITS EXISTING TRAIL SYSTEM
A demographic profile of Aurora can be a useful tool to help evaluate the facility and service level requirements
of the present and future population. The Aurora Parks and Recreation Master Plan emphasizes and identifies
the importance of understanding the population of Aurora as indicators such as age, characteristics, social and
ethnic background, etc. have an influence on the types of facilities and services that are in demand throughout
the community today, and help to predict where the demand will lie in the future 1. This holds true for trails and
has been taken into account in the development of the Trails Master Plan. The following identifies and
summarizes some of these indicators based on 2006 Census (Statistics Canada) data.
According to the 2006 Census the Town of Aurora had at the time a population of 47,629, and covers a land
area of 50 square kilometres, resulting in a population density of approximately 960 per square km. The growth
Canada. Town of Aurora. Leisure Services Department. Parks and Recreation Master Plan. Town of Aurora, Jan. 2010. Web. May
201 0. <http://www.town .aurora .on .calau roralin dex.aspx? Articlel0;3287 ⟨en-CA>.
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in population since the last census (2001) is approximately 19% over five years. It was also estiMated that
Aurora's population as of mid-year 2008, had grown to approximately 52,000'.
The median a!je of 37 years from the 2006 Census is slightly below the provincial average of 39 years with 78%
of the population aged 15 and over. However. it is imp011ant to remember that like other communities in York
Region. Aurora's population is increasing in age and this should be considered when making decisions about
trail routing, signing and design.
It is also important to note the role that income and education play in the level of participation experienced by
communities in leisure activities and along recreational trail networKs. Research suggests that where there is a
higher level of income and education, there is a higher level of participation in these activities. As identified in the
2006 census, Aurora has a median income of $36.529, higher than the provincial average.
Based on findings from the Town's recent Parks and Recreation Master Plan. there are a number of clear trends
within Aurora which point to the importanoe and increasing demand for trails development. Some of these
include:
• Trails (including natural area trails and urban multiuse trails) continue to be one of the most sought after
f~cilities as walking for leisure. cydin!j. in line skating, etc. are all popular fonns of leisure and active
transportation facilities;
• High levels of physical inactivity and obesity observed across the country, due to tacK of time and
participation in more sedenwy fonns of leisure:
• The demand for unorganized and drop-in activities is on the rise. at the expense of most organized and
structured programs which are inflexible to those with limited amounts of free time;
• The "multi·use· facility and park ooncept is being increasingly viewed as the preferred development
model sinoe it consolidates a number of leisure activities at a single location. U1ereby providing a '·one·
stop shopping• venue for time-pressed individuals, offering cross.programming opportunities for a wide
range of ages. and reducing municipal operational costs:
• Municipalities are often entering into partnerships with community and private-sector organizations to
maximize efficiencies associated 1•Ath capital and operational costs which benefit the municipality and
the community as a whole; and
• Adults and older adults are embracing the .. active living· or "wellness· philosophy, thus municipalities
are orientinG their programming to respond to these demand.
It is clear that there is a growing demand and need for trails and related facilities for people of all ages and
abilities. This supports the case for improving and expanding Aurora·s trail system and the need for an updated
comprehensive Trails Master Plan that can serve as a blueprint and guide the Town as it takes incremental
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Canaca. To'Nr of Aurcrs. LeisJre Services Depar:mert. Pa.r~o e•;o· Recreti!io.'J Mealer Phtt'J. Town o( Aurora, Jan. 2U1C. ''t\'e!J. \tay
20 1C. <t Up:.·:•!.•Ytw.t:wm.auro·a.•Jn.ca.·auro·al nctex.aspx!lVIiclel0=~287 &lang =en·C/\>.
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steps to improve Aurora's trail system. This Trails Master Plan developed for the Town of Aurora complements
and builds upon the proposed system of trails and trails facilities previously developed by the Town's Trails Sub-
Committee of the Parks and Recreation Services Committee of Council. Aurora's existing trail network and
facilities are summarized in the following section.
2.1.1 Existing Trails
Currently, the Town supports a pedestrian trail system that provides connections to many of its neighbourhood
parks, Town facilities as well as open space corridors. In total, the Town's current pedestrian trail system is
comprised of approximately 25 kilometres of trails.
The existing trails within Aurora are considered primarily multi-use and focus on walkers and hikers as their
primary user group. In addition trails also accommodate other user groups such as cross country skiers and
cyclists. Most of Aurora's trails consist of a granular (gravel) surface, with some sections of asphalt through
neighbourhood and community parks, whereas trails in some of the Town's woodlots and valley lands have a
natural (earth} surface. Some of the more prominent trail systems in Aurora include: the Nokiidaa and Holland
River Trails, Willow Farm, Lakeview and Wimpy Trail system. Case Woodlot, Sheppard's Bush and the Oak
Ridges Trail.
Despite the significant work that the Town and its Trails Sub-Committee has accomplished over the years there
are still a number of improvements that need to be made to the current trails system to accommodate the
growing demand for trails and to serve the growth in Aurora population. Two key principles of this plan are tha t
consideration must be given to both the recreational and active transportation function of trails, and trails should
be designed to accommodate users of all ages and abilities in order to realize the wide range of benefits that
trails provide for the community. Some of these benefits are described in the following sections.
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2.2 BENEFITS OF TRAILS
2.2.1 Health and Fitness
Se<lenta1y lifestyles nave serious health consequences. Nmost half oi Canadians age 12 aM over report being
physir.ally inactive and 26% of youth between the ages of 2 and 17 are overweight or ohese (Statistic.~ Canad<~
2005;. In Canada. the prevalence of obesity has more than doubled in the last 20 years {KatzmarzyK & Mason,
2006). Ol>esity is associated with serious health conditions. including increased risks of diabetes and
cardiovascular diseases (CVD). Walking and cycling are both popular recreational activities and a means of
transportation that are efficient, affordable and accessible and promote healthy lifestyles. Increasing frequency
of walking and cycling and reducing reliance on r.<~rs can lower the risk of obesity. lower the risk of
hospitalizations from asthma and address other health conditions such as heart disease and type 2 diabetes
caused by inactivity. The following are some specific examples:
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• The ability to walK or cycle safety in neighbourhoods is integral to l>eing physically aclive, maintaining a
healthy body weight. and increasing social interaction (Heart and Stroke Foundation of Canada. 2006):
• Trails are considered to be the safest and most preferred location to walk, cycle and use other non·
motorized forms of recreation (Go for Green, National Active Transportation Survey. 2005);
• Exercise and health are seen by Canadians as the main l>enefit to walking and cycling. Practicality,
convenience aM pleasure are also frequently cited benefits {Go For Green. National Active
Transportation Survey, 2005);
• A 5% increase in the walkability oi a residential neighbourhood is associated with 32 more minutes of
physically active travel per day (FranK, 20063);
• Individuals who have access to trails increase U1eir recreational aclivity on average by 44% (Irish Trail
Strategy, 2006);
• Policy changes at the local level have the potential to encourage increased physical activity over the
tong term by making aclive transponation an easier choice for residents (World Health Organization,
2006):
• One study has estimated that 40% of chronic illness could be prevented by regular physical activity and
suggested that uroan planning could offer opportunities for increased physical activity by creating
walKing and cyding alternatives, such as trails, instea~ of motorized transportation (Heart & Stroke
Foundation of Nova Scotia. 2004 );
• Canada's 2005 Physical Activity Monitor found that the top three preferred physical activities among
Canadian youth are walking (66%). jogging or running i56%) and bicycling i49%) (Canadian Fitness
and Lifestyle Research lnsbtute. 2005):
• Mixed land uses, well·r.onnected streets, tr.ail and sidewalk networks that promote a supportive walking
and cycling environment can help to increase resident's health by affecting their travel behaviour to
include more active transportation modes (Frank. Kaveage & Litman. 2006); and
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• Manufacturers and suppliers of park equipment and furnishings realize the public interest in the benefits
that active lifestyles can provide and have begun to develop and market products designed to increase
muscle strength and endurance, and improve cardiovascular fitness, core strength and flexibility, all of
which help to reduce the risk of osteoporosis in older adults, improve the ability to perform daily tasks
provide psychological benefits and improved quality of life (McConkey, 2010).
2.2.2 Transportation
Canadians view environmental quality as an important factor influencing their personal health. The transportation
sector is a major source of air pollution in Canada. Transport Canada (2006) identified that urban passenger
travel created almost half of the greenhouse gas emission of Canada's transportation sector, which in turn
produces about one quarter of Canada's total greenhouse gas emissions.
The ecological footprint is a measure of human demands on natural resources such as land, water and air, and
is reduced when people choose to travel by walking and cycling. 'The greatest contributing factor to a large
ecological footprint is carbon intensive fuel supplies for transportation, electricity and heating" (Ontario College of
Family Physicians, 2005, p. 20). The average greenhouse gas intensity for light duty vehicles was 295 grams
C02 per km in 2005. Promoting trail use, especially walking and cycling, can result in significant greenhouse gas
emission reductions, approximately 1 KT of CO• for each 3,500 km of trail use. Walking and cycling curb
greenhouse gas emissions and global climate change and save valuable green space (National Active
Transportation Roundtable, 2003 ).
Walking and cycling have negligible effects on the size of the ecological footprint. Providing infrastructure that
supports alternative modes of transportation, such as an integrated trail network for walking and cycling can
reduce vehicle traffic volumes, cause little or no congestion and result in no greenhouse gas emissions.
Compact communities with mixed land use seNiced by trails provide excellent active transportation choices,
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decrease the need to drive to daily destinations and will decrease the vehicle emissions that contribute to air
pollution {CMHC. 2006). Automobile dependent conmunities require more land for road right-of-way and
parking than communities that are not as relicmt on the automobile. Making communities less auto-<iependant
by providing infr<tsllucture for recreation and as allernalive lr<IOSf>Orta~orl modes. such as walking an<.J c.,-ycling,
can reduce the amount of land required to construct new communities. thus creating more compact subdivisions
that are P.<lsier to manage from a transportation persper.tive.
There is strong evidence that given complete high-quality cyding route networks. a significant number of people
will use bicycles as a mode of transportation as demonstrated in Davis, California and Boulder. Colorado. With
20% of trips by bicycle, these communities have the highest levels of bicycle usage in North America. This high
level of cycling is facilitated by mature networks, which include extensive on-road cycling facilities complemented
by extensive off.road trail routes. Residents can simply get on their bicycles with confidence knowing there will
always be a safe route to their destination (British Columbia Cycling Coalition Budget Submission, 2007).
2.2.3 Environment
Walking and cycling are energy·efficienl, non-polluting modes of travel. Short distance. motor vehicle trips are
the leelst fuel·eflicient and generate the most pollution per kilometre. These trips have the greatest potential of
being replaced by walking or cycling trips and integrated walking-transit and cycling· transit trips. Shifting to these
modes can mi~gate ozone depletion, tile greenhouse effect, groun~·level air pollution. photochemical smog. acid
rain. water pollution and hydrologic disruptions, land use Clnd noise pollution.
Redlrcing the number of vehicles on the road reduces the number of hazardous pollutants that are emitted into
the atmosphere by motor vehicles. Climate change is another problem that can be mitigated by encouraging
drivers to use other modes, or to travel outside rush hours. Motor vehicles. roads and parking facilities are major
sources of water pollution and hydrologic disruptions due to such faclors as road de·icing, air pollution
settlement. roadside herbicides. road construction along shorelines, and increased impervious surfaces.
In addition. motor vehicles can be a large cause of noise pollution within communities. Motor vehicles generate
various types of unwanted noise and vibration that cause disturbance and discomfort to residents. This inclu~es
engine acceleration. tire/road contact. braking. horns and vehicle theft alarms etc. Bicyclists and pedestrians
make little or no noise, and are not disruptive to communities from a noise perspective.
2.2.4 Economic
Trails across North America have created numerous benefits and opportunities for the communities that they
pass through. Communities benefit irom trail development through increases in business activity, and by
providing services to an increasing number of trail users.
In order to identiiy tourism opportunities. and to recognize the types of businesses, services and amenities that
users will demand. it is impor1ant to also acKnowledge the preferences and characteristics of trail users. Gaining
an understanding of these preferences and characteristics could assist in developing a tourism development
strategy and plan Ulat maiK&ts trail use in Aurora.
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A 2004 comprehensive study completed by Price Waterhouse Coopers investigated the economic benefits of
developing trail systems as part of a study to project the economic benefits of developing the Trans Canada Trail
in Ontario. Some of the information collected regarding economic benefits to other jurisdictions included the
following:
• A study of the T' Railway in Newfoundland (2002} found that the total annual economic impacts
associated with this trail are estimated to be as high as $17.4 million in new income generated,
upwards of 850 new jobs and millions of dollars in additional taxation revenue for both the provincial
and federal governments;
• A survey of users of the Georgian Trail in Collingwood, Ontario estimated that the direct expenditure
associated with the trail users was $5.2 million in 1999; and
• The Economic Impact Study for the Allegheny Trail Alliance (1999} found that trail business accounts
for more than 10% of annual receipts for a third of business respondents in the region, and that
approximately half of all businesses in the area have plans to expand their business as a result. There
is ample evidence that trails provide significant economic benefits for adjacent landowners and local
businesses. Trails provide benefits to the local economy during both construction and operation. Trail
construction results in direct benefits such as jobs, including the supply and installation of materials.
Following construction, benefits emerge in the form of expenditures by trail users. A few examples
include:
o Trails in New Brunswick employ around 1,500 people for an average of six months per year;
o 70% of users of the Bnuce Trail cite the trail as the main reason for visiting the area. They spend an
average of about $20.00 per user per visit within a 10 km corridor on either side of the trail;
o The Riverwalk is considered the anchor of the tourism industry in San Antonio, Texas and
contributes $1.2 billion annually to the local economy;
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Q In 1988, users of the Elroy-Sparta Trail in Wisconsin averaged expenditures of USD $25.14 per
oay for trip related expenses for a total of over S1.2 million annually:
o More than 600.000 Americans tooK a bicycle vacation in 1985. and when travelling in a group,
spent $17 per day camping or $50 per day staying in motels. Cyclists travelling alone spent an
averoge of S22 per day camping or $60 per day staying in motels;
o In Ontario, lhe Eastern Ontario Trails Alliance estimated lllat at lhe end or a 10 year build-out
period. 320 km of their system. constructed at s cost of $5.4 million will generate approximately
$36 million in annual economic benefits in the communities through which it passes. and create or
sustain over 1,100 jobs: and
o In Surrey. British Columbia a 2001 study compared the impact to single-family property values over
20 years for properties that bordered a greenway or trail versus properties that did not. The study
found that introducing a greenway in four Surrey neighbourhoods increased property values
bordering the trail by 1% to 10%. and did not result in any measurable increase in crime.
Trail systems can have varied levels of attrsction for tourists. They csn be travel destinations in themselves.
encouraging visitors to extend their stay in the area or enhancing business and pleasure visits. By increasing the
"level of tourist draw". travelers can be expected to stay longer. resulting in additional nights' lodging and meals.
a major direct new benefit to local businesses.
2.3 CURRENT TRAIL POLICIES AND INITIATIVES
In addition to understanding the potential benefits experienced by implementing a trails master plan it is also
important to understand the support for such development from s Federal, Provincial. Regional and st the local
Municipal policy level. The follovAng outlines the key policies at each of these levels which support the provision
i development of trails networks and facilities.
2.3.1 Federal
Transport Canada
The 2005 "Strategies for Sustainable Transportation Planning: A Review oi Practices and Options· released by
Transport Canada provides a foundation on which to build guidelines for incorporating sustainable transportation
principles into municipal transportation plans 3 Some of these principles include the creation of policies related
to walking and cycling that can be used to develop effective and implementable transportation plans that
promote sustainable transportation on s federal level. Some relevsnt strategies and policies ane listed below:
81 Gf~l-f'L "Sucueyies ror $l.~lainat·le Tt(lll$pi;tl(lli~•n Pl(ulrir~: A Rt:•Ji&w or Pr~'lCiiCEt$ tWd Op.ion~.· E:r.ih)ti;.L TratMp'Jti Cij.18~1;::
Tto.tJspctttt!.;c.-, P.1&!Jn.ing Summer 2005. Print
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Integration with Land Use Planning
• Encourage desirable land use form and design (e.g. compact, mixed-use, pedestrian/bike-friendly)
through transportation plan policies.
Environmental Health
• Identify strategies to mitigate the air impacts of transportation activities;
• Identify strategies to mitigate the noise impacts of transportation activities;
• Identify ways that transportation systems influence the achievement of the community's economic and
social objectives. Provide support in the plan's strategic directions;
• Recognize the importance of ensuring access to opportunity for disabled and low-income persons
recent immigrants, youth and the elderly. Set goals and objectives for reducing the need to travel,
improving transit mobility, and preserving minimum levels of service on roadways. Identify related
strategies;
• Address the transportation needs of persons with disabilities, notably with regards to public transit
service and barrier-free design in public rights-of-way;
• Recognize the public health impacts of transportation activity arising through road safety, pollution and
physical activity levels. Identify effective strategies to strengthen positive impacts and lessen negative
ones; and
• Recognize the impact of transportation related death and injury on quality of life and the economy. Set
goals and objectives for multimodal road safety. Identify effective road safety strategies.
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Modal Sustainability
• Identify strategies. policies, facilities and services to increase walking, cycling, other forms of active
transportation, tran5it, ridesharing and teleworking;
• Recognize synergies and tensions among different modes {e.g. potential for multi modal cycling-transit
trips andior modal shift irom transit to ridesharing). Address possible implications for transportation
objectives; and
• Include objectives, strategies. policies. facilities and services to make transit operations more
sustainable.
The publishing of this docut'1ent and the recommended policies and strategies idenbfied within it illustrate lhe
federal initiatives currently being undertaken to develop national standards and practices and impnove conditions
for active transportation {walking and cycling; across Canada.
2.3.2 Province of Ontario
The following section summarizes the key Provincial Policies that impact walking and cycling in the Town of
Aurora. The Key policies are organized by themes. The policy areas that focus on active transportation,
pedestrian. trails. cycling. transit and alternative modes of transportation include: Land Use and Development.
Bicycle and Trail Ne~.vorks; Transit, Coordination. Enforcement; Integration; Maintenance; Transportation
Efficiency: aM Transportation Demand Management (Alternative Modes). The following details provide
highlighted information on nelevant provincial policies.
Bill 51 -Plan Reform
Bill 51 includes reforms to the Planning Act. which provides the legislatiVe frameworK for land use planning in
Ontario. Bill 5 t includes changes to the planning pnocess that are intended to support intensification,
sustainable development and protection of green space by giving municipalities greater powers. flexibility and
tools to use land, reso~Jrces and infrastructure more efficiently.
Bill 51 is in line with Ontario's recent policy shift towards sustainable land use development and planning. For
instance. Bill 51 permits municipalities to require environmentally sustainable design for both individual buildings
and entire neighbourhoods. It also adds sustainable developMent as a provincial interest in the Provincial Policy
Statement.
Provincial Policy Statement
The Provincial Policy Statement {PPS) sets the foundation for regulating land use and development within the
Province and supports provincial goals. The PPS provides ror appropriate developmenl and prolecls resources
of provincial interest. The vision of the land use planning system in the PPS is that the "long-term prosperity and
social well-being of Ontarians depend on maintaining strong communities, a clean healthy environment and a
stnong economy"'. The PPS promotes transportation choices that facilitate pedestrian and cyclin§ mobility and
other modes of travel.
Pro•1irci2.l PcliC'f St:n-::mcnt. \1inistr~· of Municipal A'l';,irs ar::l Houiin;~. 20oJt ..
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Ontario Trails Strategy
Municipal Act, 2001
The Municipal Act, 2001 gives municipalities a broad new flexibility to deal with local circumstances, and to react
quickly to local, economic, environmental or social changes. It recognizes municipalities as responsible and
accountable governments with respect to matters within their jurisdiction 5 The Municipal Act, 2001 also provides
policies relating to municipal jurisdiction over municipal highway rights-of-way.
Ministry of Health Promotion
The Ministry of Health Promotion has been designated the lead ministry for trails in Ontario and has the
responsibility for the coordination of recreational trail issues, policy development and planning. The Ministry of
Health Promotion has a draft vision for Ontario Trails: "A world-class system of trails that captures the
uniqueness and beauty of Ontario's vast open spaces and natural and built cultural/heritage resources. People
and places are connected through quality, diverse, safe, accessible and environmentally sensitive urban, rural
and wilderness experience trails for recreational enjoyment, active living and tourism development".
The Ontario Trails Strategy
The government of Ontario has developed the Ontario Trails Strategy in response to the popularity of trail
activities and infrastructure, the desire of trail organizations for government leadership, the need to protect
provincial investment in trails and the significant trail issues or challenges that confront the future of Ontario's
trails. The Ontario Trails Strategy is a long-term plan that will establish a strategic direction for government and
stakeholders on the planning, management, promotion and use of trails, toward a healthier and more prosperous
Ontario. Developed in collaboration with other ministries and a wide range of stakeholders in the community, the
strategy supports continued cooperation among governments and the not-for-profit and private sectors.
Ministry of Municipal Affairs and Housing: ww.mah.gov.on.caluserfilesiHTMLimts_1_7748_1.html
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There are five strategic directions that comprise the Ontario Trails Strategy:
• Improving collaboration among stakeholders;
• Enhancing the 5ustainability of Ontario's trails;
• Enhancing the U"ait experience:
• Educating Ontarians about trails: and
• Fostering better health aM a strong economy through trails.
A number of goals and strategies have also been identified to support each of the iive strategic directions.
The Ontario Trails Strategy recomnends that trail organizations should develop common standards to guide the
development and use of trails. This will help the trail system evolve to meet the particular needs of new users.
Trail organizations also need more effective toots and better ways of distril>uting information to more Ontarians.
As these challenges require coordination at all levels, the provincial government and the public. not-for-profit and
private sectors will continue to collaborate on priorities. roles and responsibilities, timeframes, and methods to
strengthen and enhance existing and future trails in Ontario.
2.3.3 Metrolinx
Metrolinx. formerly known as the Greater Toronto Transportation Authority, was established in 2006 by the
Government of Ontario. This agency of the Provincial Government was created in response to the need for a
centralized organization to improve the coordination and integration of all modes of transportation in the Greater
Toronto and Hamilton Area (GTHA). Metrolinx was t;;osked with developing a Region;;ol Transportation Plan (RTP)
for the GTHA based on a seamless, integrated transportation network, with a real focus on public transit. that will
allow people and businesse5 to move more easily from York and Durham, through Toronto. Peel. Hatton and
onward to Hamilton.
The RTP. adopted in November 2000 and entitled The Big Move: Transiorming Transportation in the Greater
Toronto and Hamilton Area, is primarily focused on enhancing and expanding pul>lic transit. In addition. the Plan
includes a number of proposed initiatives related to sustainable transportation, and in particular to active
transportation (walking and cycling). The Plan explicitly notes that the active transportation network includes on
and off-road trails that ;;occommodate non-motorized travel. Included among the 10 "'strategies" in the Plan are:
112-Enhance and Expand Active Transportation; ;;ond
117-Build Communities that are Pedestri;;on. Cycling ;;ond Transit-Supportive.
Wilhin eaCh or 111ese "'slr<tlegies". the Plan lists a series or specific priority actions and supporting policies lllal
relate directly or indirectly to the important role that trails can play in a municipal transportation system. For
instance:
34
• Plan and implement complete, integrated walking and cycling ne~Norks for the GTHA. including
Toronto's PATH system, that address key barriers such as bridges over 400-series highways. rail
conridors and m;;ojor rivers. and missing sidew~lks on major roads. The cycling networks will bring every
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PEOESTRJAI, & CVCU 14B
MASf{R PlAN STUDY
GTHA urban resident to within a maximum of one kilometre of a dedicated bicycling facility. This will be
supported by a provincial funding commitment increased over time to at least $20 million per year for
municipalities to complete the walking and cycling networks;
• Research, standardize and promote best practices to integrate walking and cycling in road design; and
• Undertake Active Transportation Master Plans and incorporate them into municipal Transportation
Master Plans.
2.3.4 York Region
York Region Pedestrian and Cycling Master Plan
York Region has a role in the planning and design of trail facilities that are within the Regional Road Rights-of-
Way as well as those trails that cross Regional Road Rights-of-Way. York Region could be a partner to trail
facilities consistent with those outlined in the Regional Pedestrian and Cycling Master Plan. The York Region
Cycling and Pedestrian Master Plan (2008) is set to guide the Regional Municipality of York and its municipalities
over the next 25 years and beyond to implement a comprehensive pedestrian system and an on and off-road
region-wide cycling network. The primary vision of the Master Plan is to create a pedestrian and cycling
supportive environment that encourages both utilitarian and recreational travel by walking, cycling and using
public transit. The cycling and pedestrian infrastructure is also included in the plan's implementation schedule.
The plan will be implemented in three phases based on feasibility, infrastructure and political support. These
include:
• The first two phases from a recommended ten-year implementation plan, and includes both
infrastructure and program initiatives and associated costs; and
• Third phase: longer-term strategy (year 10 to 25).
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Through the early stages of the implementation of this plan, the Region has developed a number of routes in
Aurora. typically associatea with arterial roads. These include in-boulevard multi-use trails for pedestrian and
cycling uses snd on-road facilities for bicycles. Existing ~nd future routes associ~ted with the York Region
Pedestrian and Cycling Master Plan are included in the network napt>ing presented in Chapter 4. Some of lhe
key recommeMations from lhis plan include:
• Improve pedestrian and bicycle access at major transit stops and terminals;
• Investigate what other jurisdictions have learned in developing their own trail and cycling maps:
• WorK in conjunction with local municipalities to encourage pedestrian and cycling friendly land
development, urban and streetscape design through the proposed inter-Municipal Working Group, the
Municipal Streetscape Partnership Policy. the Municipal Pedestrian and Cycling Partnership Policy as
1...-ell as planningidesiGn studies and development review where the Region and local municipalities and
conservation authorities together have a role;
• Investigate and establish a position and a process for working with local municipalities and interest
groups who Wish to designate a specific section of the Regional Pedestrian and Cycling Network as a
recreational destination; and
• Work in conjunction with local municipalities to develop segments of the Regional network that are
under local municipal ownership.
Regional Official Plan
The York Region Official Plan (ROP) is a set of policies intended to help guide economic, environmental and
community-building decisions alfecting Ule use of land to llle year 2025. The ROP provides two objectives lllat
are relate to the use of trails by pedestrians and cyclists:
• To promote and facilitate walKing, cycling and trails: and
• To ensure that roads are improved in a manner that is supportive of all modes of transportation
including walking, cycling. automobile. transit and truck and that minimizes conflicts between these
different modes ii.e. underpasses/overpasses).
York Region's Vision 2026 Strategy
York Region's Strategic Plan (Vision 2026) acts as a tllueprint for York by outlining key aress of focus and
providing the iramework for more detailed plans that will be undertaken by the Region.
The vision statement for Vision 2025 is: "York Region: Creating Strong. Caring and Safe Communities··. This
vision statement is supported by the following eight goals, which are further supported by a number of action
areas. The action areas related to walKing and cycling, which are intended to be tlle focus of municipalities in
York Region, include:
36
• Encouraging pedestrian-friendly and transit-oriented neighbourhoods:
• Promoting and providing alternative transportation methods that improve air quality. such walking.
public transit and cycling; and
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• Encourage the development of compact communities where people can walk to services
York Region Sustainability Strategy (2007)
The purpose of York Region's Sustainability Strategy is to provide a long-term framework for making smarter
decisions about growth management and all municipal responsibilities that better integrate the economy,
environment and community. In addition to developing a Regional Pedestrian and Cycling Master Plan, that has
since been completed (200B) and approved by Regional Council, the Region's Sustainability Strategy
recommends the following trail related action:
"Identify and adopt an updated linked natural heritage system for York Region in collaboration with the
stakeholders, area municipalities and conservation authorities"6 .
2.3.5 Town of Aurora
Town of Aurora Official Plan Consolidation (2009)
The Town's Official Plan was in the process of being updated in 2010 and the existing (2009 Consolidation) and
updated versions of the Official Plan were consulted and utilized throughout the development of the Trails
Master Plan. Specifically, focus was placed on the sections that reference parks and open space, transportation
and mobility. The Town's Open Spaces, Parks policies outline the provision of sufficient public open spaces as
well as a continuous public open space system. In addition. great consideration should be given to the potential
development of the Open Space System into the Oak Ridges Moraine located within the Town. It is important to
note the definition of public and private open space areas which involves active and passive outdoor recreation
Canada. Regional Municipality of York. Planning and Development Services. York Region Sustainability Strategy. Markham: Regional
Municipality of York, 2007 Print
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and walking and bicycle paths, among others. Regarding section 3.t0 of Transportation, Mobility of People and
Goods, the Town clearly identifies trails to be developed as means of achieving a safe, efficient and
environmentally friendly network and to promote the use of alternative nodes of transportation. Through further
assessment of Ule Olflcial Plan, there is clearly a movement towards a more diversi lied transportation network
which could include trails. pedestrian and cycling facilities.
Tt1e Olflcial Plan oullined only general statements which spoke ltlllails development within the Town. In 1995,
the Town amended the policies pertaining to passive and linear open spaces in OPA #2 which provided more
details for the future development of trails. The following are a number of key themes and policies from OPA #2
which speak to this.
Town of Aurora Official Plan Amendment #2 (1995)
Official Plan Amendment #2 is specific to passive and linear open spaces. It discusses:
• links to regional and provincial trails:
• utilizing the Oak Ridges Moraine. creek valleys and woodlots:
• the use of easements to provide critical links in the open space network;
• layout. design and operation of the linear open space system; and
• defines various trail components that make up the Town wide system including; neighhourhood trails, a
main .. Aurora Trail" loop. the concept of a trail grid. a 'Heritage Trail"" and Regional i Provincial
equestrian trails.
Official Plan Amendment #2 also included a schedule illustrating the Aurora Trail NetworK Concept. Official Plan
Amendment #2 was reviewed in detail as part of the policy development for the Trails Master Plan. with some
revisions suggested for consideration as part of the 20t0 Official Plan Review. These revisions are presented in
Chapter 6 of the Aurora Trails Master Plan.
Town of Aurora Accessibility Plan (2009)
In 2009. the Town of Aurora completed an Accessibility Plan based on extensive worK done l>y the Tovm of
Aurora Accessibility Committee. The plan was developed in response to the increasing number of people with
disabilities throughout the Province. including the Town of Aurora. Based on the requirements set out in the
Ontarians wiUl Disabilities Am (ODA) enacted by the Province of Ontario in 2002, the first accessibility plan was
developed between 2003 and 2004 and was adopted in 2003.
The 2009 plan was designed to build on the previously adopted Accessibility Plans, and continues to idenbfy,
and recommend actions to remove and prevent existing baniers to people with disal>ilities. The purpose of this
Accessibility Plan is to proVide a focus for the Town·s initiatives in implementing standards for the provision of
services to persons with disabilities. In addition, the plan looks to inprove the quality of seiVices C~nd to allow
people with disabilities to participate and avail themselves of the services offered l>y the Town of Aurora.
When developing the Trails Master Plan for the Town of Aurora. it is important to consider the goals and
objectives as set out by the Town's Accessibility Plan. One of the goals of the proposed trails network and
facilibes is to provide accessibility to people of all ages and abilities. Tile Accessibility Committee is a Key
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stakeholder in all future developments throughout the community to increase awareness and understanding for
those with accessibility challenges.
2008 Leisure Services Business Plan and Budget
In 2008. the Parks and Recreation Department (formerly the Leisure Services Department) for the Town of
Aurora submitted a review of their accomplishments for the year 2007 as well as future actions I initiatives to
undertake between 2008 and 2011 and their associated costs. The Parks and Recreation Department is
responsible for a number of programs and services primarily focused on Culture, Recreation and Leisure
Services Delivery System. Leisure Facilities, Parks and Open Space as well as Recreational and Cultural
Programming and Services. The Business Plan sets out details for future developments which directly relate to
trail facilities and complementary programs and initiatives. Some key action steps include the update to the
Parks and Recreation Master Plan, expanding education and awareness programs which promote low impact
use of the natural environment, implementing new maintenance procedures and incorporating new technologies
to reduce costs.
Parks and Recreation Master Plan (2010)
Completed in January 2010, the Parks and Recreation Master Plan was developed to guide and direct leisure
service activities, programs, services and facilities up to and until year 2013. The plan was developed based on
research, understanding of demographics and relevant trends, outreach initiatives with the community.
consultations with local stakeholders and a detailed needs assessment The Parks and Recreation Master Plan
study provides strong support for the development of the Trails Master Plan. Research conducted as part of this
study clearly identifies the current use of walking and hiking facilities and growing demand for facilities with an
86% household participation in such activities.
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Trails Sub-Committee Report for a Trails Master Plan and Core Document I Trail Policy Oirectiolls
In November of 2(}09. the Traits Sub-Committee of Council report to the Parks and Recreation Services
Committee (formerly the Leisure Services Advisory Committee) for the Town of Aurora. with the help of the
Parks and Recreation Department (formerly the Leisure SeiVices Department). undertook an in-depth review of
existing and proposed municipal trails within the Town of Aurora, in accordance with the Trails Sub-Committee
mandate. The primary objective of the sub-committee was to identify oppoltunities to establish off-road, barrier·
free. multi-purpose trails in a natural setting. in keeping with the policies of Offici~l Plan Amendment #2 and the
Town's existing trails system. Their report sets out an up to date. site-specific, framework for the continued
development of an Aurora Trails System and identifies oppor1unities. constraints and t>aniers. In addition. a
series of maps were developed that illustrate a hierarchy of trails and phased implementation plan. This
information was used as the starting point for the Aurora Trails Master Plan.
2.3.6 Trail Organizations
There are a number of trail organizations in Ontario, including the Bruce Trail Association, the Trans Canada
Trails. the Rideau Trail Association and more locally, the Oak Ridges Trail Association and Nokiidaa Trail
Association. These associations promote and Maintain trails. provide hiking information and. in some cases. also
provide guided hikes.
Ontario Trails Council (OTC)
The Ontario Trails Council (OTC). a not for profit orGanization. promotes the development of trails in Ontario.
The Trillium Trail Network (TTN) is an initiative of the OTC and represents an opportunity for trails to link
together between regions and communities in Ontario. The TTN consists of OTC mer'1ber trails registering their
tr~il as a ne~Nork member. Trillium Trail Network {TTN) is designed to be a province-wide network of trails;
overalL the TIN works to:
• M~ke Ontario a more attractive place to live and visit;
• Promote trail travel and tourism;
• Increase the number of trails available ior use;
• Improve trail management as TIN trails will work to implement accepted trail standards;
• Promote ecoloGical conservation;
• Provide access to local history and community culture; and
• Promote accessibility and use to disabled persons.
There are a number of key local organizations that have a role in the development of trails in the Town of Aurora
and are members of the Ontario Trails Council. These include the Nokiidaa Trail Association as well as the Oak
Ridges Trail Association.
The Nokiidaa Trail Association
Tt1e Nokiidaa Trail Association represents the Nokiidaa Trail wlliCil links 1t1ree comMunities. Aurora, Newmarket
and East Gwillimbury and follows the East Holland River. The tr~il itself passes through town parks and green
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spaces, past wetlands and historical cultural sites and has links to numerous other Town trails. As the Ojibwa
term meaning "walking together'' the Nokiidaa Trail Association promotes the continual linking of the three
municipalities through the development and promotion of trails.
The Oak Ridges Trail Association
The Oak Ridges Trail Association, established in 1973, was developed over the years as a detailed guide and
system for public recreational trails along the full length of the Moraine, from Albion Hills in the west, to the
Nothumberland Forest in the East. The Trail association was official inaugurated in May 1992 with the main
objective to developing and securing the Oak Ridges Trail, "thereby promotion an appreciation and respect for
the Moraine's ecological, cultural and scenic integrity, with the aim of retaining a trail corridor in its natural state".
The Federation of Canadian Municipalities (FCM)
The Federation of Canadian Municipalities (FCM} considers itself the national voice of municipal government
since 1901. The organization fosters sustainable communities enjoying a high quality of life by promoting strong,
effective and accountable municipal government. There are currently more than 1,775 members as the
organization represents the interest of municipalities on policy and program matters that fall within the federal
jurisdictions. Members include Canada's largest cities, small urban and rural communities, and 18 provincial and
territorial municipal associations. FCM recently developed the Communities in Motion: Bringing Active
Transportation to Life initiative. This document is a key resource for all Canadian municipalities with the goals of
promoting active transportation options, eliminating barriers to different travel mode choices and following a new
path to promote active transportation such as cycling and walking as a part of every day life. More specifically,
the document outlines and promotes the inclusion of potential facilities such as off-road options. The document
notes that "some pedestrians and cyclists stick to city streets to reduce travel time and distance. Others,
however, prefer less stressful off-road routes that let them connect with nature. Lit trails improve safety and
security, wayfinding systems help people get where they're going, bike ramps let cyclists get up and down
staircases with ease, and dedicated bridges help everyone cross waterways, ravines and railway lines. Off-road
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routes are also important for recreation. and many communities are expanding their trails systems to boost
tourism''.
As presented in this chapter. the existing context for trails includes policy frameworks at all levels of government
as well as through organizations that serve as advocates and stewards for trails in Ontario. and in Aurora. This
Trails Master Plan is designed to complement and build upon these existing policies, organizations and
initiatives. The Federal and Provincial governments and a number or these organiLalions suc11 as 1t1e FCM. have
in the past been partners in trail projects. Securing funding through pMnerships with these types of agencies !
organizations forms part of the implementation strategy for the Aurora Trails Master Plan that is documented in
Chapter 6 of this report.
42
Canaca. Federa:ior of Canacian \1ur icipalities. Cer tre for Sustsinal>le Comm• .. nity Cevelopment. Commu.'l.~ies .=o /,f{)ti{J.~: Bt~r.i.'JY
Act.-ve i"fans.oottalioll :oi.lfe. Ol:a•.\•a: Federation cfCaradi~'ln Mt..nicipali:ies. Prirt
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CHAPTER 3
HOW WE CONSUL TED AND WHAT YOU TOLD US
3.1 PUBLIC CONSULTATION PROCESS
Public consultation was an important component in the development the Aurora Trails Master Plan. Drawing
upon the knowledge of the people who live, work and play in Aurora, and the various partners who will have a
role in implementing the study recommendations, a comprehensive consultation strategy was developed at the
outset of the study and confirmed by the project Steering Committee. The consultation strategy was designed to
build upon the exemplary consultation work previously completed by the Trails Sub-Committee to:
• Engage Town staff, Councillors, residents and stakeholders about the purpose, approach and findings
of the Aurora Trails Master Plan study;
• Encourage stakeholders to participate in the study process;
• Promote trails, particularly walking and cycling for residents of all ages; and
• Provide information related to the benefits of investing in trails and encourage behaviours that help to
reduce unnecessary single occupant motor vehicle use.
The primary consultation techniques that were undertaken throughout the study process included:
• Steering & Trails Sub-Committee (Parks and Recreation Services-formerly Leisure Services, Planning
and Development Services and Infrastructure and Environmental Services) Meetings;
• A Notice of Study Commencement published in the Aurora Banner at the outset of the study;
• An On-line Questionnaire;
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• Two Public Information Centres; and
• A Study Webpage (link on the Town of Aurora website-
http:ilwww.town.aurora.on.caiaurorattrailsmasterplan).
Over the course of the study, a Project Record was maintained which documents all of the input received from
various stakeholders and the public. The Project Record is provided as a separately bound appendix to the
Trails Master Plan Final Report.
Steering and Trails Sub-Committee Meetings
The Steering and Trails Sub-Committee Meetings were attended by representatives fi-om the Town including the
Town's project manager, representatives from Town departMents including Parks and Recreation Services,
Planning and Development Services and Infrastructure and Environmental Services, members of the consultant
team. as well as members of the Trails Sub-Committee. This committee reviewed study materials through the
course of the project and provided direct input to the study through regularly scheduled meetings.
Study Webpage
An information page on the Town of Aurora website (http:i/www.town.aurora.on.caiaurora:'trailsmasterplan) was
developed and maintained exclusively for the Trails Master Plan study. Study updates and materials developed
over the course of the study were posted on the Town's website for public review. This included the study vision
<'lnd ohjectives. referenr.e information. internet links. <'lnd har.kground dor.uments. The wehsite also served <'IS a
source of contact information ior community members and stakeholders who required further information.
Notice of Study Commencement
A Notice of Study ComMencement was published on the Town's website and was used to inform the public of
the vision and objectives of the study. In addition, the notice was a means of providing the public with contact
information for any further questions regarding the study undertakings.
3.2 ONLINE WEB·BASED QUESTIONNAIRE
As part of the Trails Master Plan Study, a web-based questionnaire was developed and hosted using the online
service SurveyMonkey (http:ilwww.surveyt"lonKey.com/Aurora_ Trails_Questionnaire). The questionnaire was
issued early in the study and was available for respondents until the final stage of the study in August 2010. It
was accessible from the Trails Master Plan study webpage and a questionnaire station was also set up for use
at PIC #1 at the Aur-ora Homeshow Bootlt
Although not stabstically valid. the survey results provided the study team With important informabon that was
l!Sed to inform the study input to the study, including:
• Frequency of participation in tr.ails related activities;
• Potential uses to be considered for U1e trails system;
• Factors that encourage people to use the trails; aM
• Locations or r.orridors for the trails network within the Town of Auror.a.
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The final survey results are based on 124 respondents. The following is a summary of the key findings from the
survey and all responses are summarized in a separately bound appendix (Project Record).
Over 96% of survey respondents agreed that the Town of Aurora should invest in trail improvements in the Town
as illustrated in Figure 3-1 .
Strongly
Disagree, 2%
Figure 3-1: Proportion of support for making investments for trail improvements in Aurora
The primary uses for existing trails in Aurora are walking, jogging and cycling. Almost 84% of respondents
indicated that they walk or jog at least a few times a week. Cycling (36%) and hiking (26%) are less common
occurrences on a weekly basis, while 6% of respondents noted that they cross country ski and only 3% noted
they inline skate on Aurora's trails on a regular basis.
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Recreation or fitness is a primary motivator for trail use with over 95% of respondents indicating that it motivates
them at least sometimes to use existing trails in Aurora. However. trips for commuting to work or destination
oriented trips which includes trips to and from shops, visiting friends or running errands are generally not
motivators for using trails in Aurora today. The comparison of responses is illustrated in Figure 3·2.
100%
90~·Y
80~·Y
i !O~:A
J 60%
SO% 'I;
f 40%
30%
20%
10%
0%
Rt:r:1•:;~6uu Filn:~~
•No :>o no1
• Least often
•Not (lfMn
•Le5s often
•Mo~tofte1
An ovef\vhelming 94% of respondents feel that walking or jogging should be considered the iirst priority in the
development or a Tr-<tils Master Plan for 111e Town or Aurora followed by cycling (56%) and hiking (44%j.
Respondents are most comfortable with walking or hiking (SS%j and cycling (66%) on multi-use trails typically
found in pa1t.s. natural areas and hydro corridors. The majority of respondents {over 70%) are comf011able wiUl
walking on sidewalks along local streets and on in-boulevard multi-use trails found in road rights·of·Wely. In
contrast. 66% of respondents are least comfortable with cycling on busier Town /local roads without bike lanes
or paved shoulders.
The majority of respondents feel that a comprehensive multi-use trail system should be developed for the Town
of Aurora for the following reasons (listed in order from greatest importance to least importance):
• To provide places to walk and cycle within neighbourhoods for recreation (92% of respondents):
• To improve quality of life and he<>lth of Aurora residents (90% of respondents);
• To provide access to natur<>l<>reas {87% of respondents);
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• To improve walking and cycling as transportation options (80% of respondents):
• To connect neighbourhoods to each other (67% of respondents); and
• To provide access to historic I cultural destinations and support tourism (44% of respondents).
Almost 90% of survey respondents agreed that the Town of Aurora should purchase private land for the
purposes of securing trail connections to complete the Aurora Trail System as illustrated in Figure 3-3 .
Agree,36%
Strongly Disagree,
Strongly Agree, 53%
Figure 3-J· Opinion regarding purchase of private land for the purposes of securing trail
connections to complete the Aurora trail system
Respondents were also given the opportunity to highlight key destinations and connections that should be
considered within the overall trail network. These comments were taken into consideration during the network
development process outlined in Chapter 4. All responses from the online survey are summarized and presented
in a separately bound appendix.
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3.3 PUBLIC INFORMATION CENTRES
Two Public Information Centres (PIC) were held during the course of the study. The first PIC was hel~ at the
Aurora Home Show on April 16, 17 and 18th, 2010 and focused on the study vision. background, an inventory of
existing trail routes, and presented draft route selection principles and U'ail facility types. The second PIC was
held in the lower lobby of the Town Hall on August 25. 2010 and presented the preferred network.
implementation plan. branding strategy, facility types and the trails master plan policies and recommendations.
Figures were presented which illustrated the proposed networK. facility types and implementation plan.
Attendees at both PICs were given the opportunity to provide input on the proposed network. implementation
plan and recommendations. Comment forms were also available at each PIC and a computer station was
available. giving attendees the opportunity to fill in the online ~uestionnaire. Following each of the PIGs. display
m~teri<~ls were posted on the Town of Aurar<~ website to ~ssist those who were un~w<~re of. or unahle to <~!tend
the sessions. The dates for both PIGs were advertised in the Aurora Banner in advance of each of the events. All
comments received were considered in the development of the Trails M~ster Plan.
3.3.1 PICW1 -Aurora Homeshow
A number of comments were provided to the study team prior to the PIC and additional comments were
documented on the maps displayed at the Homeshow. Many of these comments provided specific references to
potential locations for trails in AurOI"<t and suggestions as to how the trails system could benefit 111e community
the most. Additionally, figures presented the trail context. and gave residents the opportunity to comment on
candid<~te alternative trail routes <IS well as provide opinions on trail loc~tions requiring improvements. In
general, public comments from U1e first PIC were very positive and supportive about the Town's decision to
undertake the study. and also noted the need to improve off·road trail connections between neighbourhoods and
key destinations within the community.
Some specific comments included:
• Improve access for seniors along St. John's Sideroad and locations with no sidewalks;
• Increase the number of marked trails so the network can be navigated;
• Implement longer trails to better connect the trails throughout the Town;
• Increase the safety on routes for users; and
• Increase signage for leash free trails as well as signage to remind owners to pick up after their animals.
Wiltl regards to the candi~ate trails networK the following comments were provided:
• Build trails south on Bathurst Street at Bloomington Road and East along Bloomington Road:
• Develop Trails on the southeast lots at the intersection at Bathurst Street and Henderson Drive: and
• Implement a boardwalK on the off-road municipal trails east of Bayview off Stone Road.
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3.3.2 PICW2-Town Hall
The second Public Information Centre was held on August 25, 2010 at the Town Hall between the time of 6:00
p.m. and 8:00 p.m. This Public Information Centre was used to provide the public and members of the Town of
Aurora Staff and Trails sub-committee with a chance to provide their comments on the proposed trails network
as well as the recommendations for the master plan. the implementation strategy, phasing plan. Official Plan
policies as well as the proposed facility types. There were a number of attendees including representatives of
the Trails Sub-Committee, members of the public as well as several local Councilors and Town Staff.
Participants were provided an opportunity to document their comments on the network maps on display as well
as fill out the public opinion survey and comment form. Each of the comments provided by the attendees were
documented in the consultation record and incorporated in the finalization of the Aurora Trails Master Plan.
Some specific comments included:
• Look into facilities to accommodate and improve bicycle safety;
• Implement means of promoting trail awareness and education throughout the Town;
• Ensure a wide range of users and increased accessibility;
• Review the surface types for the proposed network; and
• Increase pedestrian and cyclist friendly development requirements.
3.4 HOW WE INCORPORATED YOUR COMMENTS
The consultation program provided the study team with a wide range of comments and ideas from members of
the public, Council, committees and agencies. These comments were reviewed and where applicable, they were
incorporated in the Master Plan. Based on the study team's review of the comments received from the Public
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Open Houses, Online Questionnaire and the posted Draft Final Report, some common themes were confirmed.
These included:
50
• Increase the number of connections to increasing multi-modal transportation choices throughout the
Town by providing trails that connect Key destinations. transit facilities etc.:
• Provide adequate accessibility to existing and proposed trails facilities;
• Improve signage throughout the Town by implementing a more detailed set of sign age with a cohesive
branding strategy;
• Implement a wide range of facilities for both pedesll'ians and cyclists throughout the Town;
• Ensure the preservation and promotion of key natural features throughout the Town; and
• Increase the level of ssfety for pedestrians and cyclists throughout the Town by implementing a range
of facil~y types.
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CHAPTER 4
THE TRAILS MASTER PLAN
4.1 HOW WE DEVELOPED THE NETWORK
This chapter describes in detail, the proposed trail network for the Town of Aurora. The intent of the Aurora
Trails Master Plan is to build upon the work that has already been completed by the Town's Trail Sub-Committee
and through the Official Plan Review as well as the Transportation Master Plan and Pedestrian and Cycling
Master Plan for the Region of York.
The following sections describe the recommended trails network, including a description of the network
development process, the guiding principles for route selection as well as opportunities and challenges for trail
development throughout the Town. In addition, the chapter also outlines the network hierarchy and facility types.
This chapter should be read in conjunction with Chapter 5, Trail Designer's Toolbox, which outlines potential trail
types and a number of other design guidelines to be utilized throughout the development and implementation of
the network. In addition, Chapter 6 outlines the implementation for the proposed network plan which has been
developed along with proposed phasing and cost estimates for the trail network.
4.1.1 Network Development Process
The proposed trails network presented in this chapter, along with the process undertaken to develop it, was
guided by the vision created for trails throughout the Town, the route selection principles as well as the following
network development process.
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1. Inventory of Existing Conditions: Using the Town's Geographic Information System {GIS) database, this
step included a compilation of digital mapping aM bacKground documents for existing or previously planned
trails. existing walKing routes. f1.1ture development areas etc. within the municipality.
2. Develop Network Guiding Principles: Guiding Principles were established, which helped to translate the
vision into the trail hierarchy concept, and the trail design guidelines for the various types of trails in different
locations.
3. Consultation with the Project Steering Committee, Stakeholders and the Public: Extensive
consultation was undertaken in order to receive feedback on the networK vision, guiding principles, existing trail
resources, trail user needs and potential trail routes.
4. Develop a Network of Candidate Routes: A list of candidate trail routes were examined in the field and
considered for inclusion in the recommended network.
5. Undertake Network Analysis: To develop and assess the proposed trail network, the Municipality's high
resolution aerial imagery was studied and this was accompanied by a field investigation of potential routes.
6. Recommend Facility Types: Trail facility type recommendations were made for each of the on and off·road
route segments that together forr"l the oomprehensive ne~.vorl<.
7. Develop the Phasillg Plan: A detailed phasing plan for short. mid and long term projects were developed
for the staged implementation of the trail networK.
8. Review and Consult with the Steering Committee, Stakeholder and Public: Stakeholders. members
of the Steering C<Jmmittee and the public were consulted to gauge feedback on the reoommended network,
facility types and implementation plan.
9. Finalize the Network, Facility Types and Phasing: Based on feedback from the Steering Committee and
public. the proposed trails network. facility types and phasing were finalized.
The following sedions provide further detail for each of the sters within the network development process as
outlined above as well as the current state of trails and trails development in the Town.
4.1.2 Existing Trails & Trail Development Challenges
One oi the first steps in developing the recommended trail network was the cre~tion of a consolid~ted inventory
of existing and potential trail routes in Aurora. A significant portion of this worK was oompleted by the Town's
Trails Sub·Committee prior to the commencement of the Trails Master Plan. This infonnation .,.,as used as the
starting JX>int by the consultant team and was supplemented by information from vario1.1s reports, maps and field
investigations. In addition, consultation with the Traits Sub Committee and members of the public provided lhe
st1.1dy team with input thro1.1gho1.1t the development of the plan reganding the condition of trails, the positive and
negative aspects of the existing trail system, and necessary improvements that should be made. As the draft
network was developed. staKeholders and lhe general public were given the opportunity to provide their opinions
and suggestions reganding route preferences and construdion priorities.
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Preliminary investigations of existing and potential trails were completed using aerial imagery and GIS mapping
data provided by the Town of Aurora. Field work was also undertaken to confirm the status of existing trails, as
well as identify future trail opportunities and potential connections to adjacent municipalities. As part of the
Master Plan field work, a photographic inventory was undertaken to document existing elements of the existing
trail system, as well as potential trail opportunities and challenges. Figures 4·1 and 4-2 illustrate just a few of
these.
Figure 4-1 Existing Trails in Aurora
The Nokiidaa Trail is the primary north-south regional trail in Sheppards Bush Conservation Area is home to a network of
the Town of Aurora. and is a vital trail link that allows Aurora granular soft-surface single track trails.
residents and visitors to travel to neighbouring municipalities
as well as areas of interest within York Region. The trail is a
key connection to the Towns of Newmarket and East
Gwillimbu .
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Figure 4·1 Existing Trails in Aurora
M\Jny of the T cwn l Mun cipal tr\Jils run through
neighbourhood par<s such t1e Graham Parket:e. These
trail$ aiiO\'i for key tonncc:io1s to arcils of interest suth as
c~mmunil ce1tres and schools.
Aurom has m~n~' Ira Is located within the greenway sys:cm.
This existins netwolk lays the focndation for a netwolk of oi-
roarJ trail connections :hroughout the T owr ir the future.
Figure 4·2 Opportunities and challenges to the development of a trail network in Aurora
provides for a potential trail opportunity. However, crossing
Regional road$ and local streets may be difficult fo· users;
hence crossing improvements should be ex~lored in key
locations.
54
ways
are sisnificant baniers tc :rail users. though t~ere is a strong
desire to (:ro~s the line in a few locaticns a5 indicated by
worn tootpaths. Grade separated crossings should be
considered in Ulcsc locations as part of t~e goal to create a
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Trail routes that were in existence at the time the study was undertaken are included in the recommended trail
network, illustrated in Figures 4-3 and 4-4. This information was gathered from a number of sources including
background digital data, plans for newly constructed and registered subdivisions, information gathered during
field reviews, and additional routes identified by municipal staff, stakeholders and the public. The information
was organized according to the following categories:
Existing and Proposed Trails; consisting of those routes that are formally recognized by the Town as trails
and designated walking routes. These include trails that have been designed and constructed in municipal parks,
and scenic or historic walking routes identified in the urban centres. Examples include the trails located at both
the Fleury and Machell Parks. Also included within this group are trails on public lands (other than those owned
by the Town), and privately owned lands where public access is permitted such as a portion of the Oak Ridges
Trail, and trails that connect adjacent municipalities which connect to Aurora are included in this group, such as
the Nokiidaa Trail,. In addition to the existing trails, the maps also identify and illustrate proposed trails that had
been identified by the Town's Trails Sub-Committee prior to the commencement of the Trails Master Plan study.
These include those on public lands and preferred trails on land currently under private or other public
ownership. These trails will require land parcels to become available in the future, or easements to be negotiated
with property owners. The map also illustrates the preferred off-road alignment for the Oak Ridges Trail and the
Nokiidaa Trail.
4.1.2.1 Barriers to Trail Development
Barriers to trail continuity and trail development are natural and constructed features that create a physical
impediment to the development of an interconnected trail system. Regional roads, the GO railroad tracks and
golf courses are the most significant barriers to off-road trail development in Aurora. To a lesser extent, some of
Aurora's subdivisions can be considered barriers to trail connectivity and continuity. The hydro corridor in north-
central Aurora provides a trail opportunity; however, crossing streets such as Pedersen and Hollandview Trail
may be difficult for users thus requiring the consideration of crossing improvements. Based on extensive field
investigation and the assessment of the aforementioned existing trails throughout the Town of Aurora, a number
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4-3: CANDIDATE
TRAIL ROUTE NETWORK
AURORA WEST
LEGEND
EXISTING TRAILS ----
Off-Road Municipal Trail
Nokiidaa Trail
Oak Ridges Moraine
Trail (ORTA)
Boulevard Bike Path or
Boulevard Multi-Use Trail
PROPOSED TRAILS --
-
•••••
-
Municipal Trail on Public
Land
Preferred Municipal Trail
on Land Currently Under
Private or other Public
Ownership
Nokiidaa Trail
Preferred Oak Ridges
Moraine Trail (ORTA)
alignment
POTENTIAL GRADE
TRAIL CROSSINGS TO BE ll''"'cc:TI,.,
~ Primary Crossing
~ Secondary Crossing
[QJ Underpasses
Major Railway Grade
Separation
AT-GRADE TRAIL CROSSINGS
Existing Crossing Signal
Proposed Crossing
Signal
Secondary Railway
Crossing
OTHER INFORMATION
m Lookout
+-Desired Trail Connection
to Adjacent Municipality
General Area where
there is desire to have
trail link developed in
the long term.
Local Road
Regional Road
Public Transport Hub
School
Car Parks (Existing and
Proposed)
HS JIIIMII:W Ontario !'tvKlt 111<..
~6> MMM <>ROUP
(!)
z
52
IL
0
II.. s:
II) z
~
For a Detailed Map Legend,
please refer to Appendix
TOWN OF RICHMOND HILL
TOWN OF NEWMARKET
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TOWN OF NEWMARKET
'-....
' ' ' ,
' \ m '
For a Detailed Map Legend,
please refer to Appendix A
....
'
-
.............. .....~.
• l • I
TOWN OF RICHMOND HILL
4-4: CANDIDATE
TRAIL ROUTE NETWORK
AURORA EAST
LEGEND
EXISTING TRAILS ----
Off-Road Municipal Trail
Nokiidaa Trail
Oak Ridges Moraine
Trail (ORTA)
Boulevard Bike Palh or
Boulevard Multi-Use Trail
PROPOSED TRAILS --
-•••••
-
Municipal Trail on Public
Land
Preferred Municipal Trail
on Land Currently Under
Private or other Public
Ownership
Nokiidaa Trail
Preferred Oak Ridges
Moraine Trail (ORTA)
alignment
Boulevard Bike Path or
Boulevard Mulli-Use Trail
POTENTIAL GRADE SEPARATED
TRAIL CROSSINGS TO BE INVESTIGATED
Primary Crossing
Secondary Crossing
Underpasses
Major Railway Grade
Separation
AT -GRADE TRAIL CROSSINGS a Existing Crossing
Proposed Crossing
Secondary Railway
Crossing
OTHER INFORMATION
Lookout
Desired Trail Connection
to Adjacent Municipality
General Area where there
is a desire to have a trail
link developed in the
long term .
Local Road
Regional Road
Highway
Public Transport Hub
School
Car Parks (Existing and
Proposed)
2C Secondary Plan Area
(Trail alignments to be
finalized as part of the
review and approval
process for the 2C Lands)
Ontario HS ~--
MMM<iROUP
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of issues I barriers have been identified which must be mitigated in order to successfully implement the proposed
trails networK. The following key issues noted dUling the inventory aM expressM by tile public as part of the
consultation, will have to be overcome in the ongoing evolution of trails in Aurora:
• LacK of trail continuity in many locations. This may be due to physical barliers. constraints. laCk of a
network plan. or lack of an implementation strategy for these locations. The trail network,
implementa~otl schedule and commitment to fund projects in a sLep-by-slep manner will, over time
result in a more continuous system.
• Challenging or non-existent road or rail crossings. The interser.tion of trails and roads or rail r.rossings
can often be one of the key contributors to trail discontinuity. This is especially the case with major
arterial roads and provincial highways. The trail network identifies U1ese locations so that crossings can
be designed and implemented at the appropriate time. often in conjunction with road improvement
projects. With respect to the crossing of local streets. design consistency is important so users Know
what to expect and how they should interact with motorists at these locations.
• Inadequate trail signage. Information and wayfinding is an important aspect of a successful trail
network, it helps users understand where they are and plan their route for where they want to go. The
design and layout of an effective trail sign age program must be carefully thought out so that important
information can be conveyed without creating unnecessary visual clutter.
• Variation in trail width and surface from one trail to the next. This can be addressed with a trail
hierarchy which relates location and, width and surface type.
• LacK of garbage and recycling facilities in appropriate locations which can lead to trail users leaving
garbage behind on the trail. This can be addressed through trail design guidelines. trail signage and
trail user education strategies.
Solutions to address each of these key issues are contained throughout the following chapters of the Aurora
Trails Master Plan.
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4.1.3 Guiding Principles for Route Selection
When making decisions about future locations for the proposed trails network, the following route selection
principles were used to help define the character of the cycling network as well as assist in the selection of trail
routes proposed in the Aurora Trails Master Plan:
Barrier Free: Wherever possible, trails should have barrier-free crossings of railway lines, major arterial roads,
valleys and rivers.
Off-road: Wherever possible trail routes will be off-road. On-road links will be utilized where necessary and
some on-road links may be considered short-term or interim, until such time as an appropriate off-road link can
be developed.
Connected: Trails should be connected to form a continuous, linked network within the Town and should be
seamlessly connected with neighbouring municipalities. They should provide access to important destinations
such as parks, natural areas, community centres, schools, shopping and employment areas.
Visible: Trails should be a visible component of the Town's recreation and transportation system.
Safe: Reducing risks to users and providing comfortable facilities will be key considerations when selecting
routes for the network. The confidence and acceptance of the network can be instilled in users by reducing real
and perceived risks.
Accessible: Trails should be accessible from all neighbourhoods within the Town. Specific trails that can be
designed to be accessible for those who require wheelchairs will be identified and appropriately signed.
Cost Effective: The cost to implement and maintain the proposed trail network facilities and supporting
programs should be phased over time and designed to be affordable and appropriate in scale for the Town.
Opportunities for partnership funding with other agencies and organizations should be pursued (e.g. Regional,
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Provincial and Federal governments, Lake Simcoe Region Conservation Authority (LSRCA), Toronto Regional
Conservation Authority (TRCA) and the private sector).
Diverse: The trail system should appeal to a range of user abilities and interests. As such the network should
consist of various route types. in a variety of locations throughOut the Town.
Sustainable: Ecological sensitivity will be a key consideration in the alignment. design and selection of
materials for Aurora·s trails.
Natural and Cultural Heritage: Trail routes should provide opportunities for users to experience and learn
about Aurora's natural and cultural heritage assets. ··Natural heritage·· refers to features such as woodlands,
valley lands, wetlands and vistas. ··cultural heritage" refers to features such as historic buildings and structures
and cultural artifacts.
Context-Sensitive: Trails should be appropriately located when associated with natural heritage features.
Each site's characteristics should be carefully considered when the alignment and design details are being
developed.
Link to Other Modes: The trails network should linK to other modes of transportation. particularly public transit.
Supportive Facilities: Supportive facilities such as directional and educational signage, trail furniture and
separate receptacles for garbage should be provided and the provision oi strategically located washroom
facilities will be investigated. Bicycle and car parking should be available at trail nodes and key destinations.
These principles should also be referred to in the future when network changes may be contemplated, new
opportunities are identified and when individual routes are entering into the detailed planning and desiGn stage.
Recommendation 4·1: That the Town adopt the Aurora Trails Network Plan in
principle.
Recommendation 4-2: That the Trail Network Planning and Phasing Maps be
adopted.
Recommendation 4·3: By adopting the Aurora Trails Master Plan, Council formally
acknowledges the dual function of the trails network; as
community infrastructure for non-motorized and self-propelled
traffic, for utilitarian as well as recreational purposes.
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4.1.4 The Trail Network Hierarchy
A hierarchy is proposed as the organizing tool for the Aurora trail network. It serves as the basis for different
trail design criteria according to trail location and user group. The hierarchy concept builds on the ''Accessible"
principle discussed in Section 4.1.3., specifically: 'Trails should be accessible from all neighbourhoods within the
Town. Specific trails that can be designed to be accessible for those who require wheelchairs will be identified
and appropriately signed."
The hierarchy consists of Town-wide Spine Trails, Local Neighbourhood Trails and Special Use Trails. The
following sections describe the hierarchy and an illustration is contained in Figures 8·1 and B-2 , in Appendix B
of this report. As discussed in Chapter 1, the entire trail network will be off-road, utilizing parks, natural and open
spaces, and boulevards along some roads. In areas where there is extensive linear public open space the
development of continuous off-road multi-use trails to serve a wide range of users can be achieved with relative
ease. As an interim measure until a suitable off-road trail facility can be created, it may be necessary to develop
some trail links within the road right-of-way. Trail connections in these areas may include signed cycling routes
on streets where traffic volume and speed is low. This applies to both the Town-wide Spine trails and the Local
Neighbourhood Trails. In these locations cyclists would be directed to use the road (shared with motorists) and
pedestrians would be directed to use sidewalks where they exist. Where sidewalks do not exist along
designated signed routes, the Town should work towards providing a sidewalk link to accommodate pedestrian
users. These routes would be maintained as part of road and sidewalk maintenance policies and practices.
Trail design criteria according to user group and trail location are discussed in detail in Chapter 5.
4.1.4.1 Town-wide Spine Trails
The town-wide spine routes act as the "skeleton·· of the network offering opportunities to move throughout Aurora
along major corridors and also provide the connections/gateways to Aurora's neighbouring municipalities. The
primary system consists of off-road trails wherever possible and on -road bicycle routes (where links are needed).
The town-wide system is expected to accommodate:
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Potentially hiGh volumes of use:
• Trail user traffic th<>t may De more destination-oriente<! and/or utility focused than those using local or
special-use trails;
• The widest range of trail users: and
• Links to major destinations such as community centres. schools. significant commercial nodes. and
significant tourist destinations.
Off-road Facilities Characteristics:
• Would be designed to accommodate multiple uses such as cycling. walKing. users with mobility-
assiste<l devices. strollers. small wheeled uses such as skateboarding, in-line skating and scooters
(where appropriate). cross country sKiing (where possible and appropriate):
• Would prohibit motorized and equestrian activity;
• Would typically consist of a compacte<l granular surface. Hard surfaced (e.g. asphalt) trails would
generally only be found where the trail is located in the public boulevard (i.e. multi-use trails along
regional roads). on slopes where erosion of the surface is an ongoinG problem. or in parks where paved
trails are intended to accommodate a ',\1der range of users such as inline sKating:
• May include shared use sidewalKs in key locations;
• Would offer the highest density of trailside amenities including benches. signing, washrooms. and trail
access nodes (staging areas); and
• Depending on volume and type of use: some sections may De maintained for year-round use.
4.1.4.2 local Neighbourhood Trails
The local system links with the municipal-wide system, creates access to local points oi interest, and offers
neighboumood or community recreational loop opportunities. The local system will be designed to
accomMOdate:
• Potenti~lly high volumes of use;
• Trail traffic that tends to be nore locally oriented: and
• Connecting routes for users wanting to access the primary system.
Off-road Facilities Characteristics:
60
• Would be designed to accommodate multiple uses such as cycling. walKing. and running; and oU1er
uses such as mobility-assisted deviceslstrollers, skateboarding, in-line skating and scooters will De
accommodated where appropriate;
• Would prohibit motorized and equestrian uses;
• Would typically consist of a compacte<l granular surface. but may include hard surfacing (e.g. asphalt)
on slopes where erosion is a problem and parks where pave<! trails are intended to accommodate a
wider range of users such as inline skating; and
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• Would offer a moderate density of trailside amenities including benches, signing. and trail access
nodes/staging areas.
4.1.4.3 Special Use Trai Is
The special use trail system includes routes in designated locations or those that are implemented for a specific
use such as "hiking only". They are directly connected to local and, in some cases, Town wide spine routes.
These routes may have a local neighbourhood focus, but more often are a destination for specific user groups.
The special-use system consists of only off-road trails and will typically be designed to accommodate:
• Single or restricted use( s);
• Moderate to low volumes of use; and
• Components of the special-use system may not all be linked. potentially including "stand-alone" loops
or solitary trail segments for specific purposes.
Off-road Facilities Characteristics:
• Would be designed to accommodate single or limited uses such as hiking. Other uses such as mobility-
assisted device users/strollers, skateboarders, in-line skaters and scooter users are typically restricted
by the nature of trail alignment, width and surface type;
• Motorized and equestrian uses would be prohibited;
• Typically are narrower and consist of a natural earth or woodchip surface and hard surfacing with
appropriate trail hardeners where necessary or dictated by environmental conditions (i.e. boardwalk);
• May use "low-tech" design techniques that are appropriate for the location and volume of use;
• Trail obstructions such as deadfall trees and rocks may remain in place, depending on the setting and
intended nature of the trail;
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• Typically would offer a low density of trailside amenities including benches, signing, and trail access
nodes [staging areas). Site/route specific interpretive signing programs may be implemented where
deemed appropriate; and
• May include minor nodes at junction points with features such as bicycle parking. and information
signage to inform users of permitted an~ restricted uses.
Tt1e Special Use lr<til is typically narrower than boltl Town Wide SJ.>ine an<.t Local Neigtll>ourhood Trails to ensure
that the facility is in scale and context within the area through which it passes. This creates a challenge from a
maintenance point of view as is it not possible to travel these routes with much of the equipment that Aurora is
likely to currently have. Local partners will be invaluable in assisling with maintenance of speciat.use trails.
4.1.5 Aurora's Long Term Trail Network Plan
The reoommended trail networK. induding facility types across the town is illustrated in Figures 4·5 and 4·6-
The Trails Planning Map. Table 4·1 provides a summary of network facilities by type and length.
Descriptions for the map legend have been included in Appendix A of this Plan. The estimated costs of
developing the network and other details related to implementation are discussed in Chapter 6 oi this report.
Infrastructure priorities were assigned based on a logical build-<>ut of the network over time, input by the Steering
Committee and public. and iield observations with the following objectives in mind:
62
• Developing or ent1ancing the lr<til network in locations wt1ere a greater number oi users are anticipated;
• Establishing main corridors between to important community destinations such as schools. community
centres and recreation oomptexes. major sports fields. employment lands and key points or interest
throughout Aurora:
• Making or completing key connections that form part of regional trail routes;
• Making connections between existing facilities in locations where the completion of a small missing link
results in the creation of a significantly longer continuous trail;
• Developing trail loops throughout the community;
• Establishing spine trail routes in new subdivisions as part of the subdivision planning and design
approval process that minimizes or avoids. where possible. at·grade trail crossings of roads: and
• Scheduling implementation with planned municipal capital projects where possible to take advantage of
possible cost savings.
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4-5: TRAIL ROUTE NE1WORK
by FACILITY TYPE-AURORA WEST
LEGEND
ROUTE~ FACILITY TYPES
CXISTING PROPOSFIJ ---NIA
-
• • • -i~r\i S . .rf."'::le \1u 1i-lJ~P.
Trsil
• • I In Bel. e .. ·.,n:l t.t.llt-Use
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-------
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TOWN OF RICHMOND HILL
NOVEMBER 2011
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TOWN OF NEWMARKET
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78.3km Okm 14.0 km 1.2 km 11.1 km 104.6 km
100.2 km 7.2 km 23.2 km 7.9 km 22.8 km 162.0 km
otes
1. Trails are multi-use and intended for a wide range of users. Some user groups may not be accommodated on some trails (i.e. wheelchair
users will not be accommodated on all Special Use trails, and bicycle users may be prohibited from using Special Use Trails).
2. The total length of the Oak Ridges Trail reflects the conversion of sections of the current route to the ultimateipreferred route as
illustrated in Figures 4-3 to 4-6. It is assumed that the current sections of the Oak Ridges Trail that are replaced by the ultimate route would
remain in place as part of the Town of Aurora network (i.e. they would not be decommissioned).
Chapter 4 The Trails Master Plan 63
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---~
CHAPTER 5
TRAIL DESIGNER'S TOOLBOX
5.1 GUIDELINES TO PLAN, DESIGN AND CONSTRUCT TRAILS IN AURORA
A well-designed and properly maintained trail system is a critical part of the users' experience and enjoyment.
For some users, the way a trail has been designed and maintained will significantly influence their decision to
return and use that trail at a later date. Trails that have been thoughtfully designed and constructed also perform
better over their lifespan, provide minimal impacts to the surrounding environment, are easier to maintain and
may result in fewer concerns or issues of liability. The better the quality of the trail design and construction, the
more attractive it will be to users, the more it will be used, and the longer it will be before requiring upgrades.
Trail users vary widely in terms of age and physical ability, and have their own sense of what the trail experience
should be, depending on the type of use they are interested in or what user group they consider themselves to
be a part of. A "one size fits all" design approach does not apply to trails, and it is important to try and match the
trail type and design with the type of experience that is desired. A recognizable and consistent high quality
design will create a community asset where user experience, enjoyment and safety are maximized.
5.1.1 How to Use These Guidelines
The purpose of these guidelines is to assist trail planners, designers and managers in making infonmed
decisions about trail design. The guidelines provide general information about trail users and their needs. Where
appropriate, summary tables are provided to highlight recommended design treatments and/or considerations in
addressing key features associated with various trail types.
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A number of the individual guidelines contained in the Trail Designer's Toolbox provide an indication of
"minimum' and "pr-eferred' conditions or dimensions for proposed trail alignments and facilities.
"Minimum recommended " conditions typically reflect a situation that is at the lower end of the spectrum in
tenns of user level of service and an in some cases user safety. The minimum recommended condilion may be
considered a threshold that lhe design or condition should not fall below. and the minimum recommended
oondilion may be considered in locations wlrere anticipated use is very low, andlor significant oonstraints do not
enable the provision of the preferred condition.
"Preferred" conditions or treatMents reflect cond~ions that typically serve a broader range of uses and a greater
number of trail users. Achieving the preferred condition or treatment may also provide a longer service life span.
The application of these guidelines in the development. implementation. and operation of individual sites will
require specific consideration of a number of factors including public safety, local andlor provincial jurisdiction
requirements. building codes and by-laws.
Where existing on and off-road trails and facilities are to be incorporated as part of the Aurora Trail system but
do not meet the minimum recommended conditions described in these Guidelines. the following approach should
be considered:
1. Examine the trail or route to identify any design issues, or areas that may be seen as a potential risK to
trail users.
2. Assess whether the trail is reason~;~bly cspsble of handling (lnticipated levels of use.
3. Set up a monitoring program to identify energing pro[)lems.
4. If necessary, establish an upgrading program to addresses areas of risK and/or emerging problems, as
this helps to create awareness and appreciation towsrds the issue(sj, and detennines ways in which
they can be resolved so that at least the minimum recommended guidelines can be achieved over time.
lnform<~tion included in these guidelines is based on currently <~ccepted design practices in North Amerie<~, and
ongoing research and experience gained during the initial years of trail implementation. The guidelines are not
intended to be pr-escriptive. rather should be treated as a reference to be consulted during the development and
construction of the trail networK. They are not meant to be inclusive of all design considerations for all locations.
nor are they meant to replace "sound engineering judgment"". These guidelines are not intended as detailed
solutions to specific prot>lem ar-eas. A site-specific design exercise involving a detailed site invento1y should t>e
applied as part of the analysis to arrive at final decisions for any section of the trail. Therefore, care should be
given in the strict application of these guidelines to all situations and location because it may limit the ability to
imrlement a tr<~il in a constrained corridor when ~n <~rea specific design solution might be more approrriate.
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Recommendation 5·1:
Recommendation 5·2:
Recommendation 5·3:
5.2 TRAIL USERS AND NEEDS
The trail design guidelines presented in Chapter 5 of the
Aurora Trails Master Plan be adopted as the basis for trail
design in the Town.
That Town staff should be directed to remain current with
best industry design practices.
That area specific design solutions that are consistent
with good engineering judgment should be considered,
given that the strict application of the recommended trail
design guidelines in the Trails Master Plan may not be
appropriate for all situations and locations, and could also
limit the ability to implement a trail in a constrained
corridor.
When developing and applying guidelines, it is important to oonsider the characteristics and preferences of
potential users. In Aurora, the potential user groups include pedestrians. cyclists, in-line skaters, users with
mobility aids, all or which are self-pro[.>elled. The following sections brielly describe each or these user groups
how they tend to use the trails and some of the design parameters!needs that should be considered.
5.2.1 Pedestrians
Pedestrians can generally be divided into several sub categories:
• Walkers;
• Hikers; and
• Joggers and Runners.
Walkers
A study conducted by Environics International on behalf of Go for Green (1998) reported the following top five
reasons for walkinG in Canada:
• Exercise i Health (62%);
• Pleasure (30%);
• Practicality i Convenience (24%);
• Environmental Concern (10%): and
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• Saving money (9%}1.
Because walking is such a basic activity and a freedom that is enjoyed by most people, guidelines that facilitate
this activity must be established for all potential trail users. Planners and designers should also consider the
needs of walkers with baby strollers or walking aids, carrying picnic baskets or other equipment, and walkers in
pairs or in groups, such as a class of school children. Planners and designers need to be aware that potential
users may have sensol)l. r.ognitive or ambulatol)' difficulties.
Walkers represent a Wide range of interests and motives such as leisure, relaxation, socializing, exploring,
making contact with nature, meditation. fitness. or dog walking. It is also important to consider pedestrians who
walk for utilitarian or transportation purposes. This group tends to be more urban-focused. with trips focusing on
shopping and errands and walking to work and school. In addition to using sidewalks. parking lots and urban
plazas, the utilitarian walker will use trails where they are convenient, well designed and properly maintained. In
many cases trails t"lay provide a convenient "short cur to traveling the sidewalk network to get to Uleir
destination. This group may represent a significant portion of trail users in the urban areas of Aurora. Where no
sidewalks are provided and there are no road shoulders, the Ontario Highway Traffic Act allows pedestrians to
walk on the edge of the roadway. facing oncoming traffic7.
Hikers
Hikers are often considered more of the elite of the recreational walking group and may challenge themselves to
cover long distances and be willing ltl walk on sections or rural roadway shoulder considered less safe or less
interesting by the majority of leisure walkers. Trail planners should assune that there will tie keen pedestrian
users. even in remote or highway environments, despite the fact that the frequency may be very low. Some of
the charactelistics of this group include:
• Day trips that may range between 5 and 30 krn in length:
• They may be more Keenly interested in natural features:
• They are often more adept at map reading:
• Are more self sufficient than leisure walKers:
• May expect fewer amenities: and
• Are often attracted to challenging terrain and 11.1ra1 areas.
Runners and Joggers
Although the motive for runners and joggers is primarily fitness and exercise. they may share more in terms of
profile characteristics with distance hikers than they do with leisure walkers. They tend to tie accomplishment
oriented and often enjoy the trails at higher speed and over distances between 3 and 15 km or more. They will
Go f·Jr 8r~cn, and ::m,.ironics. Rep. 1998. Print.
\Jiinistl)• of Trans;.or.ation. Onia.·.io H.ig·'I~Ytlf T."'8ffl~ AC:. Rep. 1990. Prin:.
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often avoid hard surfaces such as asphalt and concrete and prefer to run on granular, natural (earth) and turf
surfaces as they provide more cushioning effect.
5.2.2 Cyclists
Recreational cyclists would be considered to have the similar motives as leisure or fitness walkers. The
mechanical efficiency of bicycles allows users of all ages to significantly increase their travel speed and
distance, often allowing them to experience Much more countryside by cycling rather than walking.
Some tlicycles, includinG the "mountain .. or "'hytlrid"". can tr<lvel e;;osily over stonedust ;;ond Gr<lvel surf;;oces.
whereas traditional narrow-tired touring and racing bicycles require well compacted granular surfaces or asphalt
pavement Distances covered vary widely from a few Kilometers to well over t 00. depenaing on the fitness level
and motivation of the individual cyclist. Although cyclists have the right to access the extensive existinG public
roadway system. with the exception of the 400-series and major highways, many inexperienced cyclists feel
unsafe sharing the road with automobiles. Some do not have the desire or sKill level to ride in traffic. Off-road
trails, shared with pedestrians. can offer recreational and commuter cyclists a more secure environment to enjoy
the use of their bicycles. Those that travel the longer distances are more likely to focus a significant portion of
their route on the roadway network, and often seek out quieter. scenic routes over busier roads.
When using roads, cyclists generally travel 0.5-1.0 m from the curb or other obstruction because of the
possibility of accumulated debris, uneven longitudinal joints. catch tlasins. or concern over hittins a pedal on the
curb or handlebar on vertical obstacles. However. when cyclists use or cross a public roadway they are
C(lnsidered vehicles tly law and are expected to follow the same traffic la-."5 as motorized vehicles.3
Although the average travel speed for a cyclist on a trail is in the range of 15-20 kmihr and on a road 18-30
kmihr, speeds in excess of 50 kmihr can he attained on descents on roads and some hand surface trails. Speed
limits and warnings should be posted along the trail to discourage fast riding and aggressive behaviour. Cyclists
other than young children should be diSC(luraged from cycling on sidewalKs because of potential C(lnfticts with
pedestrians and dangerous conditions resulting from driveways and intersections. Many municipalities have
prohibited sidewalk cyding through by-laws.
5.2.3 In-Line Skaters, Skateboarders and Non-Motorized Scooter Users
In-line skatins. skateboanding and the use of non-Motorized SC()Oters are becoming increasingly popular among
all age groups, particularly in urban areas. Although in-line sKaters may have more in C(lmmon with cyclists than
pedestrians when considering travel motive and speed. they are not considered "vehicles .. by the Ministry of
Transportation for Ontario (MTO). Some municipalities have responded on an individual basis to the question of
Ro~ion of Hamil:on-Won1'.v~rlh Tmr sport.·11i..:m, Op:::':lt ~ns & E n\'ironmc•·t Civision. Sii.'ftir.:~ Gct){.to' A New Ctc.'ir.g ,P,'::J.~ .for .t-i::J,"(,,•,'ton-
We.-,:wwtli. Re~. Ha.-.illor·V•,..erhYOfth, Deceml>e·19g9, f>rin:
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where to allow in-line skaters to travel through by-laws. No obvious solutions have emerged, and no standards
have been widely adopted. In some municipalities, in-line sKaters. sKateboarders and scooter users nave been
prohibited from using either roadways or sidewe~lks by local by-laws. Consequently. they are svid users of hsrd-
surfaoe ofi-road facilities and may travel some distance to reach a facility that suits their needs.
This user group prefers a very smooth. hard surface. and loose sand, gravel. twigs, branches. fallen leaves and
puddles can be significant haLards. Though skateboarders and scooter users carl quickly become pedestrians
by dismounting, they too are vulnerable to the effect of grades (both up and do·.¥nhill) and require ample
maneuvering space. An inability to come quickly to a complete stop can be a signijicant concern for all but the
most experienced users in this group. Long or steep hills with limited visibility may be viewed as either
challenging or terrifying depending on an individual's level of experience.
Recommendation 5-4: That \he characteristics and preferences of trail user
groups be accommodated in the ap;>lication of the
recommended trail design guidelines for each trail and be
context sensitive to the location and type of trail planned.
5.3 GENERAL DESIGN PARAMETERS
Careful consideration should be given to the physical. aesthetic and environmental requirements for each trail
type. In many instances physice~l design criteria related to operating space. design speed, alignment and clesr
zones are often governed by the needs of the fastest. most common user group on the majority of the trails. that
being the cyclist. Therefore, many of the physical design criteria outlined in the following sections are
recommended in relation to cycling. This is not to say the~t all trails should be designed to meet the requirements
for cyclists, however when multi-use trails are being designed it is prudent to use parameters for the cyclist.
When considering single or specialty uses where part of the trail experience involves manewering through
challenging conditions, such as BMX or freestyle biking. the parameters outlined below may not apply. In these
instances designers should consult directly with the user group andlor design manuals that are specific for that
use.
Trail user operating space is a measurement of the horizontal space that the user requires. In the case of in-line
ske~ting e~nd cycling. the space includes room required for side to side body motion used to maintain balance and
generate momentum. Table 5.1 outlines minimum e~nd preferred operating spe~ce for different uses.
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able 5.1 Trail user Operating Space
T •1 U T M1n1mum (metres) Preferred {metres) ra1 ser ype
Operating Condition by I . . I
One way travel (one wheelchair user)
One way travel (two pedestrians)
One way travel (one cyclist)
One way travel (one in-line skater)
Two way travel (two cyclists)
Two way travel (two wheelr.h<'lir users)
Recommendation 5·5:
1.2 1.5
1.5 2.0
1.2 (in constrained locations) 1.5+
2.3 3.0
3.0 3.0+
3.0 3.0+
That the Town adopts the minimum and preferred trail
user operating space widths identified in Table 5.1 of the
Trails Master Plan.
Roads are designed to accommodate vehicles thst move at s significantly higher rate of speed than bicycles.
thereiore it is assumed that horizontal alignment of on-road routes will be ample to accommodate cyclists and
other trail users.
Sight stopping distance is defined as the distance required for a trail user to come to a full controlled stop upon
spotting an obstade. It is a function of the user's perception and reaction time. Once again. stopping sight
distances for off-road trails are typically governed by the distance required for cyclists since pedestrians and
otller trail users (willl lhe exceplion or in-line skaters) can typically sLop more immediately lhan cyclists,
regardless of the trail configuration. In terms of in-line skaters however, no definitive data currently exists
concerning stopping distance, the experiences and observations of in-line skaters, representatives and
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manufacturers corroborate that a proficient in-line skater travelling near the same speed as a bicycle can stop in
a distance equal to or less than that oi a cyclist. Therefore, basing stopping distance on the distance requir-ed
for a cyclist should <>ccommodate all other expected self propelled trail users including in-line skaters.
5.4 ACCESSIBILITY
Approximately one in eight Canadians suffer from some type of physical disability. Mobility, agility, and pain-
related disabilities are by far the most common types, each accounting for approximately 10% of reported
disabilities nationally'. Disability increases with age: from 3.3% among children, to 9.9% among working-age
adults (15 to 64). and 31.2% among seniors 65 to 74 years of age. Disability rates are highest among older
seniors (75 and over), with fully 53.3% in this age group reporting a disability.
The Accessibility for Ontarians with Disabilities Act (ODA) states that "The people of Ontario support the right of
persons of all ages with disabilities to enjoy equal opportunity and to participate fully in the life of the province."~
Within the ODA. Bills 116 and proposed Bill 125 recognize the need to provide for accessibility standards.
improve opportunities and facilitate the removal of barriers in order to enable persons with disabilities to fully
participate in the life of the province1.
Universal Trail Design is a concept that takes into consideration the abilities, needs, and interests of the widest
ronge of possible users. In regards to trail design. it means planning and developing a range of facilities that con
be experienced by a variety of users of all al>ilities.
Principles of universal trail design can be summarized as follows:
71
• Equitable use: provide opportunity for trail users to access, slrare and experience the same sections of
trail rather than providin~ separate facilities;
• Flexibility in ~rse: provide different options for trail users in order to aGGommodate a variety of
experiences and allow choice;
• Simple, intuitive and perceptible information: whether conveying trail infonnation through signage, maps
or a web site, oommunicate using simple. straightforward forms and fo1111ats with easy to understand
graphics andior text;
• Tolerance for error: design trails and information systems so as to minimiz.e exposure to hazards, and
indicate to users any potential risks or challenges that may be encountered;
Ctln~:la. C~nacian 8=-ci:ll R~s=:zrch Unlcs. Soc.':>i Dc·tciopm~l~( Ct:n~(!:J. Web. Sprin~ 2010.
<http:.·:~\1'11\'i.car adiar soda research.r et•incex.h:m>.
Car ada. Pro· .. ince of Ontario. ··.1inilry of Comml nity and Social Servi·:es. k:~ess.'C.•fUy for 01'l!8f.'&!l3 ~Y.'(•'I O.·s:s!),'.lit.'es Act. 3y Mini$lr:*' of
Colmnuri:y znd S=-c Ill Scr.,ricc-s. 2C05. lflob. Spring 2010.
<http:.· .'\•:•Nw. mess .gO\· .on .<a.'enlmc~~.o'programs.iaccessibil it~··'Onlari oAcces&i Jil it)'La'll~ :'20US·'ir dex .a&J;x ~.
Orlarians 'llilh Oi&a~ilities Act· Hii11U! anj 1~5. ~001
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• Low physical effort: trails may provide for challenge but should not exceed the abilities of the intended
users: where appropriate. rest areas should be provided: and
• Size and space for approach and use: trails and amenities should provide for easy access, comfort and
ease in their usage.
Ontario's Best Trails -Draft (2006)' provides an in depth discussion of the application of Universal Design
principles and their application.
Where possible and practical, trails should be designed to be accessible to all levels of ability. It must be
r-ecognized how-ever. that not all trails throughout the system can be fully accessible. Steep slopes ar-e one of
the most significant barriers for those with physical disabilities. Designing trails to be within the threshold (5%)
for universal access will not only overcome this si!jnificant barrier but it will help to reduce the potential for
erosion of the trail surface. The following are some additional considerations for maKing existing and new trails
accessible:
• Designers should consult the most current standards available;
• Where the trail requires an accessibility solution that is above and beyond what is normally
encountered, a repre5entative of the local accessibility advisory committee should be consulted ea~y
on in the process to determine if it is practical and desirable to design the specific trail to be fully
accessible;
• Where it has been detennined that full accessibility is appropriate, the accessibility representative
should be consutte~ during the detailed design process to ensure that the design is appropriate; and
• WorK collaboratively with the local accessibility advisory committee to consider developing
signage!content to clearly indicate trail accessibility conditions, which allow users with mobility-assisted
devices to make an informed decision about usin!j a particular trail prior to travelling on it.
Recommendation 5·6: Where practical, new multi-use spine trails should be
designed to l>e wheelchair accessible and that existing
and new trails be signed to indicate whether they are
wheelchair accessible .
.dccossibi,'il'JI\'c.·~·s. Tr.:ils for AI Ontaria•·s Collabom:hr~ (TAOC:•, 2006. 'Ncb. 3prin~ 2C10.
<htt~;,'lw•!rti .accessibi liti·r ew s.cAlcwdo.: resc urceslresou rces. p hp ?resources= 7 2>.
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5.5 PERSONAL SECURITY
To the extent possible, trails should be designed to allow users to feel comfortable, safe. and secure. AIU1ough
personal safety can be an issue for all. women. the elderly and children, are among the most vulnerable groups.
Principles of Crime Prevention Through Environmental Design (CPTED) should be considered and applied to
help address security issues concerning trail use. particularly in locations where trails are infrequently used.
isolated or in areas where security problems have occurred in the past.
The four main underlying principles of CPTED are:
• Natural Access Control: deters access to a target and creates a perception of risK to the offenaer:
• Natural Surveillance: the placenent of physical features andior activities that provides ior natural
visibility or observation;
• Territorial Reinforcement: deiines clear borders of controlled space from public to semi-private to
private, so that users of an area develop a sense of proprietorship over it; and
• Maintenance: allows for the continued use of space for its intended purpose'.
Some specific design considerations that have been employed by others such as the City of Toronto Safe City
Conmittee and Planning Department have identified include:
• Good visibility by others by having routes pass through well-used public spaces;
• Provide the ability to find and obtain help: Signage that tells users where they are along the trail
system;
• Provide "escape" routes from isolated areas at regular intervals:
• Maintain sight lines aM sight distances that are appropriately open to allow good visibility by users;
• Provide trailhead parking in highly visible areas:
• Minimize routing close to features that create hiding places such <lS bresks in building f<lcades.
stairwells, dense shrubs and fences;
• Design underpasses and bridges so that users can see the end of the feature as well as the area
beyond: and
• Signs near entrances to isolated aress can be used to inform users that the area is isolated and
su1;gest alternative routes.
Recommendation 5-7: That the Town of Aurora has regard to the principles of
Crime Prevention Through Environmental Design
(CPTED) when designing new trails or improving existing
trails.
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5.6 TRAIL LIGHTING
lighting of Aurora trails must be carefully considered. Very few municipalities maKe the decision to light their
entire trail system for a number of important reasons, including:
• The cost of initial installation can be prohibitive. Some general budget figures reported exceed $40.000
per kilometer not including power supply;
• Staff time and material cost to properly monitor. maintain lamp fixtures and replace broken and burned
out bulbs on an ongoing basis;
• A tendency for vanaals to target light bulbs:
• Energy consumption:
• Excessive light pollution. especially in residential rear yards and adjacent to natural areas (though this
can be controlled with proper shielding};
• Potential detrimental effects on ilora and fauna, especially with light pollution in natural areas such as
woodlots:
• The potentially false sense of personal security created by lighting in the nighttime environment; and
• Inability of the human eye to adapt to the high contrast resulting from brightly lit and dafl< shadowed
areas adjacent one another.
lighting the entire trail system is not recommended, however there may be some locations where attractions and
facilities such as major parKs or heavily used routes to major destinations where lighting mi~ht extend the hours
of use <~nd enjoyment oy the r.ommunity and visitors. The decision to light or not, should be m<~de on <~ site
specific basis. and Where it has been determined that lighting is appropriate, the quality and intensity of lighting
should be consistent with prevailing standards ior the setting being considered.
5.7 TRAIL TYPES
5.7.1 Multi-use Trails
Main multi-use trails are typically designed to accommodate the widest spectrum of l!sers. A variety of
materials may be selected to surface a multi·use trail. Table 5.2 provides recommended guidelines for trail width
and surface treatments for Major and Minor trails according to location type throughout Aurora. Spine or main
trails are wider. typically have a granular surface (i.e. limestone screenings} and may have an asphalt surfsce
where warranted in places of high trail use or areas of high erosion. Local Neighbourhood or secondary
trails are generally narrow and follow the topography more closely than main trails. Intended trail l!Ses should
be considered when selecting trail surface as some surfaces tend to exclude certain uses.
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5.2 Trail Hierarchy
Major Town Wide Destination {i.e.
Major Town Park. Community
Cenlre . Civic oomplex, lrails in
utility i linear green corridors)
Minor Town Parks. stornwater
management areas with trails
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3.0-3.5m wide. to accommod<~te small
wheeled users and urban rail trails
where they P<~Ss throuQh core areas
and najor town wide destin(ltions.
Generally granular surface. Hard
surfaces will be used for in-boulevard
multi-use trails, trails where erosion in
an ongoing problem or for locations
where a wide range of uses {i.e. small
wheeled uses) are intended.
Consider width and turning radii of
service access vehicles when
designing trails in utility corridors
2 .4-3.0m wide granular s1.1rfaced
Hard surfaces will be used for in-
boulevard multi-use trails. trails where
erosion in an ongoing problem or for
locations where a wide range of uses
{i.e. small wheeled uses) are intended.
2.4-3.0m wide granular surface
Hard surfaces will be used for in-
boulevard multi-use trails, trails
where erosion in an ongoing
problem or lor localions wllere a
wide range of uses {i.e. small
wheeled uses) are intended.
2.4m wide granular surface
Hard surfaces will be used where
erosion in an ongoing problem.
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5.2 Trail Hiel(lrchy
2.4m wide gl(lnul<~r s1.1rface
Natural Area Bufiers, Rural Areas. Trail hardeninQ for maintenance
concerns only -use soil bonding
agents.
Woodlots and Conservation Areas 2.4m wide Qranular or woodcllip
(urban and rural areas) suriace
Wetlands: includes Treed
Swamps, Marshes. Shrub
Thickets/ Meadow Marshes.
Marshes (urban and rural areas)
Width and surface type to be
considered in the context of site
conditions
Trail hardening for naintenance
concerns only-use soil bonding
agents.
0.5-1.Sm wide >voodchip surface
May be gl(lnul<~r (compacted
stonedustllimestone screeninQs) or
smooth earth surface 'll'here
dissbled access is desired.
Width and surface type to be
considered in the context of site
conditions
• = Standards are to be achieved where possible. Some variation from standard width and surface type will be
applied on a site by site basis when considering local environmental constraints <~ndior access needs for people
using mobility devices.
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Minimum tl<lil corridor widths will vary based on the location of the tl<lils and whether it is located in a
constrained linear corridor or a wildlife corridor.
• Where trails are to be located within designated wildlife corridors. a minimum 20m corridor width will be
provided. which includes the trail and trail clear zone as well as a suitable buffer from the wildlife
passage area in the corridor.
• Trails linKs between residenbal or commercial lots that connect to the trail system should be designed
with a minimum 6.0m corridor width and a Minimum 3.0m trail in the centre of the corridor. If the trail
link is to include a row of trees along each side of the corridor. the corridor width should be increased to
12.0m.
• Walkw-ay connecting linKs that consist of a 2.0m concrete sidewalK are to be located in a minimum 6.0m
con·idor.
In some areas. where trail use is high and adequate space exists, it may be appropriate to provide physically
separated but pal<lllel trails within the same corridor to create opportunities for faster traveling users as well as
slower travelling users (e.g. cyclists and pedestrians). Where this design treatment is appropriate, separation of
the two trails can be created by distance, grade, or planted buffers. the trail surface may be different. as an
example one may be asphalt or a granular surface trail. Signs to identify permitted uses for each trail should be
used to communicate the intent of the separated system. A ublity corridor is one exaMple of the type of location
where a separated tl<lil may be feasible and appropriate.
Recommended Guideline 5-S:
Recommended Guideline 5-9:
Recommended Guideline 5-10:
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A trail corridor will be a minimum of 12.0m in width to
facilitate trail construction, buffer plantings and other
constraints that may affect its implementation.
In designated open space. wildlife and trail corridors. a
minimum 20m corridor width be provided that includes the
trail and trail clear zone as well as a suitable buffer from
the wildlife passage area in the corridor.
Trail links between residential or commercial lots that
con11ec1 to the trail system will be designed with a
minimum corridor width of 6.0m to accommodate a 3.0m
wide trail in the centre of the corridor. If the trail link is to
include a row of trees along each side of the corridor, the
corridor width will be increased to 12.Dm.
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Exsmp!es of a Mblli-Use T.tai! s&etio:• -Ty~!cal Corridor Wiol!J of 12.0 m
There are a number of options for trail surface materials. each with advantages and disadvantages related to
oost. availability. ease of installe~tion, lifespan and oompe~tibility with various trail users groups. Table 5.3
provides a summary of the most oomt'lonly used trail surfacing materials along with some advantages and
disadvantages of each. There is no one trail surface material that is appropriate in all locations. and material
selection during the design stage must be oonsidered in the oontext of the anticipated users and location.
Asphe~lt is the most oommonly used hard surfe~ce e~nd Stonedust i -screenings· is likely the most widely accepted
granular surface.
Appendix C provides details for the construction of trails according to the recommended trail hierarchy.
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Table 5.3 Comp~rison of Trail Surfacing Materials
Type Advantages Drsadvantages
High cost to install.
Smooth surface, can be designed with a Requires expansion joints which can create
variety of textures and colours. providing discomfort for users with mobility aids.
Concrete flexibility for different urban design
Must be installed by sKilled trades people. treatments.
Long lasting. easy to maintain. Is not ilexible and cracking can lead to
heaving and shifting. sometimes creating
large step joints.
Moderate·high cost to install.
Smooth surface, moulds well to surrounding Must be installed by sKilled trades people.
grades. and is easily negotiated by a wide Has a lifespan of 15·20 years depending on
range of trail user groups. the quality of the initial installation. Poor
base preparation can lead to significant
Asphalt Relatively easy to install by sKilled trades. reduction inti resparl.
Patterned and coloured surface treatments Cracking and ··alligatoring'' occurs near the
are ~vail~ble; however patterning in surface edges, grass and weeds can invade cracks
may be difficult for some user groups to and speed up deterioration.
negotiate.
Must be appropriately disposed of after
removal.
Pit Run: Mixed granular material 'straight
from the pir containing a range oi particle
Granutars sizes from sand to cobbles. Excellent for Not appropriate for trail surfacing.
creating a strong sub base, relatively
inexpensive.
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T~ble 53 Comparison of Trail Surfacing Materi~ls
Type Advantages Disadvantages
·e· Gravel: Similar characteristics to Pit Run
with regulated particle size (more coarse
than 'A' Gravel). Excellent for creatin~ Not appropriate for trail surfacing.
strong, stable and well drained sub bases
and bases. Relatively inexpensive.
'A' Gravel: Similar characteristics to 'B' Subject to erosion on slopes.
Gravel, willl smaller maximum particle siLe.
Excellent for trail bases. may be Some users have difficulty negotiating
appropriate for trail surfacing of in rural surface due to range in particle size and
areas and woodlots. Easy to spread and uneven sorting of particles thai can lake
regrade where surface deformities develop. place over lime willl sur lace drainage.
Cle~r stone: Crushed C~nd washed granular.
particles of uniform size. no sand or fine
particles included. Excellent bedding for
trail drainage structures and retaining wall
backfilling, if property leveled and
compacted. makes an excellent base for
asphalt trails.
Granulars Recycled Crushed Concrete: Concrete Not appropriate ior trail surfacing.
from curbs and sidewalkS that have been
demolished can be crushed to meet
specifications for recycled concrete. When
property compacted it creates an excellent
base for hard surfaced trails.
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Table 5.3 Comp~rison of Trail Surfacing Materials
Type Advantages Disadvantages
Stone fines {Screenings}: Mixture of line
particles and small diameter crushed stone. Subject to erosion on slopes
Levels and compacts very well and creates Wheelchair users have reported that stone a smooth surface that most trail users can
negotiate easily. Easy to spread and shards picked up by wheels can be hard on
regrade where surface deformities develop. hands.
Inexpensive and easy to work with. 1/>/idely May not be suitable as a base for hard
used and accepted as the surface of choice surfaced trails in some locations.
lor most granular surlaced trails.
Bark or wood chips, particle size ranges
from line to coarse depending on product
selected. soft under foot, very natural
appearance that is aesthetically appropriate Breaks down over time, therefore requires
for woodlot and natu"'l area settings. ··topping up··.
Mulches ~nd Wood Some user groups have difficulty Source of material must be r.aref\JIIy
Chips negotiating the softer surface. therefore this researched to avoid unintentional
surface can be used to discourage some importation of invasive species (plants and
uses such as cycling. insects).
May be available at a very low cost
depending on sourr.e, <~nd easy to work
with.
Native soils existing in situ. Only cost is Subject to erosion on slopes.
labour to clear and grub out vegetation and
Different characteristics in different locations Earth/Natu"'l regrade to create appropriate surface.
Surface Appropri~te for t"'ils in natu"'l areas along the trail can lead to soft spots.
provided that desired Qrades can be Some user groups will have difficulty
achieved and that soil is stable {avoid negotiating surface.
organic soils}.
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T~ble 53 Comparison of Trail Surfacing Materi~ls
Type Advantages Disadvantages
Soil Cement. and soil
binding agents
Wood (i.e. bridges
and boardwalks)
Soil Cement (a mixture of Portland Cement
~nd nativeiparent tr~il material). When
mixed and sets it creates a stable surface
that can be useful for "trail hardening' on
slopes, particularly in natural settings.
Soil Binding Agents (a mix of granulars and
polyMers that create a solid, yet flexible
surface that may be appropriate for 'lrail
hardening" on stores in n<'ltural areas).
limits volume and weight of materials to be
h~uled into remote locations.
Attrar.tive. natural. renewable m<'lterial that
creates a solid and level travel surface.
Choose rough sawn materials for deck
surfacing for added traction.
Useful for specific toc~tions only.
Soil binding agents tend to be expensive and
have been met with mixed success.
Requires skill to install, particularly with the
suootructure.
Gradually decomposes over time, this can
be accelerated in damp and shady locations.
and where wood is in contact with soil.
Expensive to install.
Recommended Guideline 5·11: That the Town of Aurora's multi·use spine trail system in
parks and linear corridors be designed with a trail width of
3.0m. In constrained corridors the trail width should not tie
less than 2.4m for a multi-use trait.
Recommended Guideline 5·12: That the Town's multi-use spine trail system continue to be
designed and constnucled with a granular surface. However,
that trait segments in parks or in areas where erosion is a
concern may have an asphalt or concrete surface as a
maintenance design solution or to accommodate a wider
range of users.
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5.7.2 Boulevard Multi-use Trails
• M CJdlnl on •hlowalk
• l•c•t•d •• '"'.n-tlona or othfl
"'"'~" , .. ,. .. whl'l ofl roocf ... u.
.,..
• •J.arecfuto troll
aelltUlC:Ik ftotn r ear
of curb
t Minii'IWM%.0MfOf
-••cw• .. ... ,. ... , ......... "''
lorHitUion ..
An Example of a Boulevard Multi-use Trail Cross Section
A boulevard multi-use trail can be used where the characteristics of the boulevard are suitable. Intersections,
including driveways and intersecting roadways are a potential conflict point. Intersecting roadways are a
particular concern as motor vehicles making right hand turns may not be anticipating the speed at which some
users of the boulevard multi-use trail may be traveling (i.e. cyclists and in-line skaters). Therefore, the boulevard
multi-use trail has limited application. The following are some general roadway characteristics where the
application of a boulevard trail may be considered:
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• Urban arterial. collector or rural roads where there is ample right of way between the edge of the road
(curb for urban cross section and shoulder for rural cross section) and the limit of the right of way to
maintain a minimum separation between the road and the trail;
• Routes that provide connections between important destinations or links between off-road trails where
no parallel route(s) exist nearby;
• Routes that are intended to provide short connections between long off-road trail segments (i.e. 4 - 6
blocks or less where other alternatives are not available); and
• Along corridors where there are limited commercial or residential driveway eros. The following guideline
thresholds have been applied in several other municipalities and are suggested for Aurora.
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able 5.4 Driveway crossings lhresllolds for Boulevard Mulli·use Tr-<tils
Intersections Per km Boulevard Multi-use Trail
Numb~r of Driveway Crossing$/ I Guid~lin~ Recomm~ndation for
>tO
An ideal application for boulevard muiU·use trail.
Consider applying on-road paved shoulders or biKe lanes. where other
conditions noted above can·t be met.
Boulevard trail not recommended. Pedestrian trail users should b€
directed to follow sidewalks. bicycle lanes should be installed on·road
for cyclists.
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Recommended Guideline 5-13: When implementing Boulevard Multi-usc Trails, utilize the
following design elements:
• A setback from the curb is required to provide space for snow storage, to provide an
adequate clear zone from site furniture and utility poles and in some cases street tree
plantings. Where street tree plantings are included, the preferred setback is 3.0-4.5 m from
the curb. Where no trees are included and vehicle speed is 60 kmlhr or less, the preferred
setback can be reduced to 2 0 m;
• The setl>ack should be achieved throughout the length of the route with the exception of
intersections where the trail will cross with a formal pedestrian crossing;
• That signing in advance of, and at roadway intersections, to inform cyclists to stop,
dismount and walk across intersections as required by the Highway Traffic Act. or a
suitable crossing design to permit cyclists to legally ride through intersections after
stopping l>ut without dismounting;
• Slop or yield signs {decision on a site-by-site basis) at driveways, depending on the
number of driveways and the distance between each:
• A treatment at road intersections {i.e. swing gate) to separate "lanes of traffic" in each
direction. The treatment must be spaced adequately to allow for the passage of bicycles
with trailers;
• Open sight lines at intersections with driveways and roadways;
• A centre yellow line be considered for hard surface trails to separate directions of travel
and to guide riders overtaking pedestrians and slower moving riders; and
• Curb ramps at driveways and roadway intersections where trails intersect.
When new roads are being built or existing roads are being reconstructed. the alignment of the centre line of the
road within the right-of-way should be examined where the Traits Master Plan recommends an off-road
connection. For example. when a road is being r-econstructed from a two lane rural to a three or four lane urban
cross section and the potential for a boulevard trail has been identified, an offset road centreline within the road
right-of-way can provide additional boulevard space on one side. This will provide more space for the
development of the boulevard trail and/or incre~sed separation distance between the road and the trail. Where
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boulevard trails are implemented on one or both sides oi a road, it is reasonable to assume that they can
perform the same function as the sidewalK. thereiore it is not necessary to install both a trail and sidewalk on the
same side of the ro<~d. The boulevard tr(lil should be clearly signed (i.e. trail "nd shared use signage) so that
users are aw·<tre lllalthe seyment is rnulli-use and not pedestrian only.
Where boulevard trails are provided as multi-use primary or seconda1y trail connections. some cyclists may still
prefer to, and have the legal right to, cycle on the road. The addition of bicycle lanes or cycle tracKs should be
evaluated during the design stage for new roads and upgrading of existing roads even where boulevard trails are
provided. Where it is not appropriate or feasible to include l>icycle lanes. consideration should l>e given to
providing a wide curb lane to accommodate cyclists, along with other improvements to make the street more
bicycle friendly (e.g. bicycle friendly catch basin covers and ·sharrow'"/shared use pavement parKings).
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5.7.3 On-road Connections
One of th~ objer.tives of the Aumra Trails Milster Plan is to develoJ) a trail network that is off-road wherever
possible, recognizing that in some cases an off-road alignment is not possible even in the long term. Where
public land (other than the road right-<Jf-way) is not available and access agreements for trails on private lands
are not feasible, it is necessary to provide connecting links using the road network. Where this is the case,
pedestrians and other small-wheeled users (strollers, in-line skaters. users ·.'lith mobility-assisted devices etc.)
ilre exrer.ted to use sidewalks in urban areas and rMd shoulder in rural areas, whereas cydists are expected to
use the road. Bicycles are designated as a vehicle under the Highway Traffic Act (HTA) and as such are
required to obey all of the same rules and regulations as automobiles when being operated on a public roadway.
The Ministry of Transportation (MTO) and the Transportation Association of Canada (TAC) have developed
standards for the design of on-road facilities and signing for on-road-bike system. In Aurora, a number of
options exist for on-road cycling routes including bicycle lanes, paved shoulders, wide curb or shared lanes and
signed routes. In addition to the commonly encountered situations to which relatively simple guidelines can be
applied. there are often situations where the proper design requires a bicycle system design specialist who is
familiar with not only the common guidelines, hut also with innovative techniques that have been sur.cessfully
applied elsewhere.
Signed Routes
Signed routes are typically found along roads where traffic volumes and vehicle speeds are low. Typical of
quieter residential streets (low volume and low speed) and urban areas (higher volume and low speed), cyclists
can share the road with motor vehicles and there is no need to create a designated space for cyclists. Signs
located at intersections and at regular intervals in rural areas help trail users find their way. Along signed routes
where the street is very narrow. "share the road' signs can also be erected to encourage cooperative behaviour
between cyclists and motorists. In some areas, particularly urban residential neighbourhoods, traffic calming
techniques such as through travel restrictions for cars, traftic circles and reduction in the number of stops signs
can be used to create "bicycle priority streets' vihich allow the cyclist to travel more efficiently by not having to
stop at frequently placed four way stops.
Shared Use lanes
Wide shared use lanes, sometimes also referred to as wide curb lanes are
us~ on roads where vehicle speeds or tffiftic volumes ar~ higher than those
associated with signed routes ie.~. arterial and collector roads). Where
necessary or desirable. the shared lane pavement marking 'Sharrow" can be
painted on the road at regular intervals to inform road users to expect cyclists,
and to assist the cyclist in understanding the preferred location to travel.
Paved Shoulders
Paved shoulders provide a space for cyclists on rural cross-section roads (with
shoulders. no curb and gutter;. Pedestrians can use paved or granular
shoulders where necessary (traveling in a direction facing traffic). Paved
shoulders are typically recommended on rural cross section roads where traffic
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0.\m
I
~lllinwor~IWH11!d umelolertfnQ
CIW!dt TAC, :1012 O'nodlllold)
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volume and speed are high. Roads with poor sight lines and high truck volumes are additional situations where
paved shoulders shOuld be considered.
Bike lanes
Bike lanes are typically located on urban cross-section roads (with curb and gutter) to create a physical space
reserved for cyclists. In many 1'1Unicipalities. persons who use mobility-assisted devices also use this space. The
diamond symbol and bicycle symbol painted on the pavement. in addition to roadside signs are useful on higher
volume and higher traffic roadways. In areas where on-street parking is permitted, continuing the bike lane is the
ideal method where space permits. Where road right-of-way widths are limited, where narrowing or removing
traffic lanes is not feasible, and/or where the relocation or removal of parking is not an option. the bike lane must
be properly terminated. which includes proper signage. The Bikeway Traffic Control Guidelines for Canada
(Transportation Association of Canada 1998) should be consulted for addition;;~! det;;~ils and specifications.
Recommended Guideline 5-14: Relative to on-road cycling and the integration of that
mode of active transportation into the off-road oriented
trails network, the Town of Aurora should:
• Prepare a Transportation Master Plan, and that it be integrated with the Town's Trails
Master Plan and the Region of York's Pedestrian and Cycling Master Plan; and
• Establish a set of cycling facility design guidelines as part of such a Cycling Master Plan
5.8 TRAIL CROSSINGS
A significant challenge when implementing a trail system is how to accommodate trail users when crossing
roads. In the case of arterial and busier collector roads, options generally include:
• Grade separated crossinss (bridges and underpasses including both sh;;~red and pedestrian/trail only
facilities):
• Directing users to cross at an existing signalized or stop-controlled intersection;
• Utilizing a mid-block pedestrian signal or Intersection Pedestrian Sisnal (IPS); and
• At a mid block toca~on willl a pedesltian island or refuge.
The implementation of a grade separated trail crossing typically requires multi-agencyigovernment approvals
<'lnd a dP.t<'liled design fe<'lsioity and cost <'lsses.qment. Timing is an important far.tor to consider. <'lnd
implementing a grade separation can be most efficiently accomplished as part of the redesign and reconstruction
of a road. Coordination of lining improves the opportunity for a grade-separated crossing to be seamlessly
integrated into the road design which can also result in cost-savings if implemented as part of a larger project.
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Missing the opportunity to consider a grade-separated crossing at the time of redesign and reconstruction
usually means that il Will be many years down the road before the oppor1unity arises again at that same location.
The IPS and pedestrian refuge are described in further detail in the following sub-sections.
5.8.1 A M idblock Pedestrian Signal
A midblock pedestrian signal is a device to assist pedestrians crossing major streets and is a more positive and
effective pedestrian crossing device than a pedestrian crossover (PXO).
A mid block pedestrian signal includes:
• Standard traffic sigmll indications to control traffic on the Major street; <~nd
• Standard pedestrian "Walk" and "Don't Walk'" indications. activated by push buttons. for pedestrians
wishing to cross the major street at the trail crossing.
Mid block pedestrian signals should be considered when:
• A trail crosse; a high volume and i or multi-lane road:
• A grade separated crossing has been rejected; and
• There is no other controlled crossing within 150 m of the trail crossing.
Vehicles approaching from the side street vAll be permitted to turn onto the main street only when it is clear and
safe to do so. yielding the right-of-way to both pedestri<~ns crossing the m<~in street as well <IS vehicles traveling
along the main street.
5.8.2 Pedestrian Refuge Islands
Pedestrian refuge islands <~re medi<~ns that <~re pl<~ced in the centre of the roadway separ<~ting opposing l<~nes of
traffic. They allow trail users to cross one direction of traffic at a time, with a location in the centre of the
roadway to wait for a GaP in traffic for the other direction. They are particularly suited for roadways v~th four to
five lanes since the cognitive requirements to select a gap in traffic traveling in two direction in four lanes is
considerably higher than that required for cross two lanes of traffic. A number of jurisdictions have implemented
Pedestrian Refuge lsl<>nds.
Guidelines for the typical design elements for a pedestrian refuge island are as follows":
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• Islands are typically a minimum of 6 m in length;
TrAffic Enginee1ing Cour cil Cor-.mi::ee T ENC ·:>A-~. Desiy.~ ti.'Jd Safe!y of PeC:e~~f.ia.n P·aoiJi!ies: A Recom!:~e."!dec· P.rac'f.ice of t.he
msCi:i.·ie ot T.r:tt1S;J0.¢3i.'O!J Et1g•'.1eets. n$litute of Transoolt3tion Engireer$. ··.'V3shinGton. D.C. f11larch 1398.
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• Island width should be at least 1.8 m wide, but 2.4 m is prefeiTed to accommodate wheelchairs in a
level landing 1.2 m wide plus 0.6 m wide detectable warning devices on each side. The 2.4 m width will
also accommodate bicycles in the refuge;
• Curb ramps are provided to allow access to the roadway and island for wheelchair users. and
detectable warning devices (0.6 m in width) should be placed at the bottom of the curb ramps:
• The pathvr<ty on lhe island is constructed or concrete. not aspllall. The visually impaired can beller
detect the change in texture and contrast in colour supplemented by the detectable warning devices to
locate the refuge island;
• Appropriate tapers are required to diverge traffic around the island based on the design speed of the
roadway:
• The pathway on the island can be angled so that pedestrians are able to view on-coming traffic as they
approach the crossing:
• Illumination should be provided on both sides of the crossing;
• Pedestrian crosswalk markingsilines should only be added at controlled crossings (i.e. with a mid-block
pedestrian signal). Pedestrian crosswalK markings are not recommended at uncontrolled locations
because this may create confusion and a false sense of security for pedestrians regarding right-of-way.
Section 3.3.1 of the Ontario Traffic Manual: Book 18-Pedestrian Crossing Facilities should be
consulted for additional details.
• Signage <lSsociated with the pedestrian refuge island includes "Keep Right" and "Object Marke(
warning signs installed on the island facing traffic, and "Pedestrian Crossing Ahead" warning signs
installed on the roadway approaching the crossing. ·wait for Gap" warning signs can be installed on the
far side of the crossing and on the refuge island is pedestrians are failing to cross in a safe m(lnner;
• Crosswalk markings are not provided unless the crossing is at an intersection controlled by signals,
stop or yield signs. or controlled by a school crossing guard; <lnd
• Railings on the island to control pedestrian access are not recommended because they are a hazard in
potential collisions (spe3ring of driver or pedestrian). Some pedestrians will walk in front of or behind
the island to avoid the railings, a less safe refuge location than on the island.
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... _.
al aa Umxm!ro;!e<llaierseclion. Gue!p/l. ON
5.8.3 Minor and Major Roads
In the case of lower volume, lower speed roads the crossing can be accomplished with greater ease. The figure
on the following page illustrates the key aspects of trail crossings of roadways.
Trail crossings of minor roads should include the following:
• Creation and maintenance of an open sight triangle at each crossing point;
• Trail access barriers:
• Signing along the roadway in advance of the crossing point to alert motorists to the trail crossing
{advisory signs):
• Signing along the trail to alert trail users of the upcoming roadway crossing:
• Alignment of the crossing point to achieve as close to possible a perpendicular crossing of the roadway.
to minimize the time that trail users 3re in the traveled portion of the roadway: and
• Curb ramps on both sides of the road.
Pavement markings, to delineate a crossing, should not be considered at "uncontrolled" trail intersections with
roads as trail users are required to wait for a gap in traffic before crossing at these locations. Pavement
markings designed to look like a pedestrian cross over may give pedestrian and trail users the false sense that
they have the right-of-way over motor vehicles, which is contrary to the Highway Traffic Act of Ontario for
uncontrolled intersections.
In some locations signing on the trail may not be enough to get trail users to stop before crossing the road.
Under these circumstances or in situations where the sight lines for motorists are reduced andior where there is
a tendency for motorists to travel f3ster them desirable. the addition of other elements into the trail crossing m3y
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be necessary. Changing the trail alignment nay help to get trail users to slow and stop prior to crossing.
Changes to the streetscape may also provide a cue and traffic calming effect for vehicles •
92
.-------.,..c ...... .......
•• _.._ ... 'fQIIIIIao ......... . ...,....~_, .. ,_
-.. ....., -
~ n1.1np -----, •MCc_..._,
au ... aiJit)' -.. ..
.... " .......... ___ _.
... .nvw tr-.,.~ ._ .... ~-.............
-f-~.-fttM ·-• ..at..O:tfon.,.... ..... ....... ""'""...._ .... .. •-'"whk ...... ... ...,........,. ..
• --. ... t.
r-----tr .. trl~Hlc sign
-ate,.
....... f1"M IICC*:U ............ ......
.. ..... IJ't ltl IICC: .. S tor ...... WOIIWfl . ~"'-"'-"..,. ........... .... ............................... -----
tral1 trllfnc .._.,.
"roM CtOSSi"'J.......,.
~~-;;;f-tr.n _ __.,. .......
do&e -..-•Htt• to "-
P«,....:Ik: ... -.. with tOM
.~1--:'Ji;&-.;>...,-..-...c. .ae,. •• ., t.-a ll •t
r~ cr.....,.n• to 2%
t___ ..wet.~ .....
.......,~....,
.~ .... ~~
.......-..~ ........
Chapter 5 Trail Designers To:~lbox 92
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5.8.4 Active Railway
Currently, in order to establish a pathway crossing of an active rail line, proponents must submit their request
directly to the railroad company. Submissions need to identify the crossing location and its basic design.
Designs should be consistent with Draft RTD-10, Road/Railway Grade Crossings: Technical Standards and
Inspection, Testing and Maintenance Requirements {2002) available from Transport Canada. In the event that
an agreement cannot be reached on some aspect of the crossing, then an application may be submitted to the
Canadian Transportation Agency, who will mediate a resolution between the parties. Where a grade-separated
crossing of a railway is desired, completing this would be most efficiently done at the same time as repairs to the
rail line are being completed. Otherwise the Town would negotiate with the railway owner to have the work
completed as a stand-alone proJect. Further information can be obtained from the.
Canadian Transportation Agency
Ottawa, ON
K1A ON9
Telephone: 1-888-222-2592
Example of an At-Grade Trail Crossing of a Railway. Newmarket, ON
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5.8.5 Gates and Barriers
Access harriers are intended to ~llow free ilowing passage hy pennitted trail user groups, and prohibit access by
others. Barriers typically require some mechanism to allow access by service vehicles and emergency access.
Depending on site conditions, it may also be necessC~ry to provide additional treatments be~Neen the ends of the
access barrier and limit of the trail right of way to bypassing of the barrier altogether. Each access point should
be evaluated to determine if additional treatments are necessary. Additional treatments can consist of plantings,
boulders, fencing or extension of the barrier treatment depending on the location. There are many designs for
trail access barriers in use by different trail organizations. some are more successful than others.
They can be grouped into three categories:
• Bollards;
• Offset Swing Gates: and
• Single Swing Gates.
Bollards
The ballard is the simplest and least costly barrier. and can range from permanent. direct buried wood or metal
posts. to more intricately designed cast metal units that are removable by maintenance staff. An odd number of
bollards {usually one or three) ar-e placed in the trail bed in order to create an even number of ''lanes" for trail
users to follow as they pass through the barrier. Although the removable ballard system provides flexibility to
allow service vehicle access, they can be difficult to maintain as the metal sleeves placed below grade can be
damaged by equipment and can become jammed with gravel and debris from the trail bed.
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Swing Gates
The single swing gate combines the ease of opening for service vehicle access, with the ease of passage of the
ballard. Gates also provide a surface/support for mounting signage. The swing gate should provide a permanent
opening as shown in the illustration below to allow trail users to flow freely along the trail.
SECURITY PIN ['A£fetTO DETAIL)
PR0'¥1DE 2 HOI.ES 1HW CXJTER POSTTO SUIT
PN (OPEN Nfl SHUT POSITIONS) PRO'IIlE 4
HOI.ES ~R\I INNER POST TO SUIT PIN
SECURrTY PIN • TOP\1EW 1:15
1::~ :: :;~PAillOCK 111 -HOI.E TO SUIT PIN (4 REQ.) L Bllmm DtA.O.D.PFE
I SOI..DTPIN, 30m! CIA
-I too
1--------lOOO ------t-VARESAS PERTRAI.DIMEHSION
(RffEII TO FIGURES 5-1 TO 5-7)
MINI-12m. MAXMJM Um
1M 50
b--"7~-t+-tOnm P1PE RAIL
f----=.J..S~--+f---++----++-IIOmm LD.PIPEPOST,
wa.o&nm PlATE
CAP AT TOP
.~----------+----80mmOD.PI'i.POST,
EXTEND UPTO P!ATECN'
:flJojol.;-------2011mm DtA. OCliiCAETE f OO!l«l2! ------J.Iffi-
MI'I smatoTlt. SliM\
ENTRAINME'-'1", EXTEND FOOTING
13JOmm lofi BEl.O'NGRI«
++·tt==t-------&rrnDtA.STEELKfY, v.BDTO ---------=~H-11'-H
BOTTOM Of POST
NOTe:
AU WEUl6 TO CSAW69-M19IMIGRIN08MOOTHAIJ.WELDS,HOT·DII'f'ED
GAL VAN12Eil TO CSA-<l1&1-M1981 AFTER F.IMCATION. TOUCH UP WITH ZINC
BASED PAl'-'! AFTER INSTAIJ.ATION
Light Duly Swing Gate Trail Barrier-City of Guelph
80mm 1.0. PIPE POST,
WEUlllmi'!ATE
CN'ATTOP
AOOITIONAL LAMlSCN'E
TREATMENT BEYOND ENDS Of
8ARRIERS TO OISCOORAOE
tM'ASSING ~ERE REQUIRED)
o PLA'-'TING
• BOULDERS
• FENCING
• IIOllAR!lS
• OTHER (IJASEO ON SITE
CHARACTERISTICS)
The offset gate is similar to the single swing gate, except that barriers are paired and offset from one another.
Although they can be effective in limiting access by unauthorized users and can be easily opened by Operations
staff, some groups including cyclists, especially cyclists pulling trailers and wheelchair users, can have difficulty
negotiating the offset swing gate if the spacing between the gates is not adequate.
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An Erom_olc f>i o s~~·tl1g GfJtr;, A!t.rom. ON ~nntr: thot !lli& g<:Jto dnr:s not _orovidc n .normoncnt q:cr.ing to nlrow t.~t~iJ usc.~s tn n~w
thrJugh free.'y.j
In urban areas the single swing gate is reoommended for most applications. In some locations bollards may be
sufficient. In n;rallocations. a more robust single swing gate should be used.
Recommended Guideline 5·15:
Recommended Guideline 5·16:
Due consideration should be given to mid-block grade
separated trail crossings of arterial and major collector
roads as the most suitable and primary means for trail
crossings. Should it be determined that there are
compelling reasons why neither a grade separated nor a
signal controlled crossing are possible then the trail
crossing will be moved to the nearest signal controlled
intersection.
That trail crossings of local minor roads at mid block
locations include advance advisory pedestrian crossing
signs on the roadway approaches.
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5.9 OFF-ROAD TRAIL STRUCTURES
5.9.1 Bridges
Where possible. the trail networ1< shouiO make use of existing briOges. incluOing peoestrian briOges. vehicular
bridges <~nd ab<~ndoned railway bridges in <~ppropri<~te locations. In cases where this is not possible <1 new
structure will be needed and the type and design of a structure needs to be assessed on an individual basis.
The following are some general considerations:
• In most situations the prefabricated steel truss bridge is
a practical, cost effective solution;
• In locations where crossing distances are short, a
wooden structure constructed on site may be suitable;
• Railings should be considered if lire lreighl or the bridge
deck exceeds 60 em above the surrounding grade:
• Where cycling is not permitted railing design should
conform to criteria outlined in the Ontario Building Code
(e.g. height. picket spacing etc.}:
• Where cycling is permitted railing height should be
increased to a minimum height of 1.4m to accommodate
the cyclist's higher centre of gravity. and horizontal ·rub
rails"" should be incorporated into the design which
prevent bicycle pedals and handlebars from becoming
entangled in the pickets:
• When considering ballier free access to bridges, an
appropri<lle h<lrdened surface should be employed on
the trail approaches and bridge decking should be
spaced sufficiently close to allow easy passage by a
person using a mobility·assisted device; and
• Decking running perpendicular to the path of travel is
preferred over decking running parallel. as the latter is
more difficult for use by wheelchairs, strollers. in·line
skates and narrow tired bicycles.
5.9.2 Underpasses and Tun nels
A Ped€stfi3n 1 rab· 8rio'ge, Aurors. CN
Otten an underpass or lunnel is the only way to cross signiflcalll barriers such as elevated railw<tys and multi-
lane highways. Designing trails through underpasses and tunnels can be challenging because of the confined
space. Underpasses should be wide enough to accommodate all trail users whether they are traveling by foot.
bicycle. in·line skates. wheelchair or other forms of transportation. Where feasible, it is suggested that trail
widths through underp<lsses be equal to or grester thsn th<lt of the approaching trail.
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Recommended Guideline 5·17: The following are recommended design criteria for
underpasses, tunnels and trails through culverts:
• The minimum recommended underpass or tunnel width for a multi-use trail is 3.6 m. Where
the structure exceeds 18m in length, in high traffic andlor urban areas the minimum width
should !:le increased to 4.2 m;
• For shorter length underpasses, a vertical clearance of 2.5 m is usually sufficient
recommended:
• For longer structures a minimum vertical clearance of 3.0 m will be required. If service
and/or emergency vehicles are to be accommodated within the underpass, any increased
vertical clearance requirements will be governed by the requirements of such vehicles;
• Underpasses and tunnels can be a security concern and also present maintenance
challenges. To address these issues. tunnels should be well lit with special consideration
made to security, maintenance and drainage. Approaches and exits will be clear and open
to provide unrestricted views into and beyond the end of the structure wherever possible;
• Abutments should be appropriately painted with hazard markings; and
• Ideally, the transition between the trail and underpass crossing should be level and provide
for accessibility. In the case where an underpass crosses beneath ground-level travel
ways, ramps or alternative structures will provide a transition down to the lower grade
under the passage.
Boardw.:J.It< o~or McKclizic Wc!J01nd.
Aoro<a. ON
5.9.3 Elevated Trailbeds and Boardwalks
Where traits pass through sensitive environments such as
marshes. swamps. or woodlands with a large numl)er of exposed
roots. an elevated trailbed or boardwalk is usually required to
minimiz.e impacts on the natural feature. If these areas are left
untreated. trail users tend to walk around obstacles such as wet
spots. gradually creating a wider, often braided trail through the
surrounding vegetation. The turnpike and low profile boardwalk
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are two relatively simple yet effective methods for secondary and special use (i.e. hiking only) trails.
The turnpike is a low tech, low cost method that works very well in
areas where organic soils are enccuntered. Various geosynthetic
products have also been successfully used to overcome difficult soil
conditions. The United States Department of Agriculture (Forest
Service) has evaluated many products and design applications in the
construction of trails in heavily used parks and on backcountry
trails 10
.
Low profile boardwalks have been successfully employed by trail
managers across Ontario. In some cases, the simple construction
method provides a great opportunity for construction by supervised
volunteers where precast "deck blocks" have been used for the
foundation of the boardwalk. Where the trail is in a high profile
location, where it is necessary to provide a fully accessible
trail, or where the trail surface must be greater than 60 em
above the surrounding grade, a more sophisticated design and
installation is necessary. This is likely to include engineered
footings or abutments. structural elements and railings. A
professional who is trained in structural design and approval
requirements should be retained for these types of
applications.
5.9.4 Switchbacks and Stairs
Pedestrian, motorized and some self-propelled users are
capable of ascending grades of 30% or more whereas some
users are limited to grades of less than 10%. For example, a
slope of 5% is the threshold for a fully accessible facility.
Once trail slopes exceed this threshold and slopes are long
(i.e. more than 30 m) it is important to consider alternative
methods of ascending slopes. Two alternatives to consider
are switchbacks and stairs.
Low Profile Boardwalk, Guelph, ON
Switchback
United States Department of Tra~sporlatio~ ·Federal Highway Admi~istralion. "Environment· HEP • FHWA." Federal Highway
Administration: Home. Administration. Web 30 Sept. 2010 <http://www.fhwa.dot.govlenvironment/>
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Where construction is feasible, swftchbacks are generally preferred because they allow wheeled users such as
cyclists to maintain their momentum. and there is less temptation to create shortcuts. as might be the case
where stair,,ays are used. Switchbacks are constructed with turns of sbout 180 degrees and are used to
decrease llle gr<lde or the lrail. A properly constructed switcllback. also provides oullets for runoff at regular
intervals. thus reducing the potential for erosion. Switchbacks typically require extensive grading and are more
suited to open locations where construction <~ctivity will not r.ause m<~jor disruption to the surrounding
environment. SWitchbacKs can be difficult to implement in wooded areas without significant impacts to
surrounding trees.
Recommended Guideline 5·13: When slopes exceed 15%, or where there is inadequate
room to develop a switchtlack or another accessible
solution, a stairway system should be considered. In
these situations the site should be carefully studied so
that the most suitable design can be developed. The
following are considerations for stairway design:
• Provide a guller integra led inlo the slairway for cyclists to push lheir bicycles up and down
(where appropriate to have bicycles):
• Develop a series of short stair sections with regularly spaced landings rather than one long
run of stairs;
• For long slopes, provide landings at regular intervals (e.g. every 8-16 risers) and an
enlarged landing at the mid-way point complete with benches to allow users the
opportunity to rest:
• On treed slopes, lay the stairway out so that the minimum number of trees will be
compromised or removed:
• Use slip resistant open treads, especially in shady locations:
• Design handrails to meet the requirements of the Ontario Building Code;
• Incorporate barriers on either side of the up;>er and lower landing to prevent trail users
from l>ypassing the stairs: and
• Provide signs well in advance of the structure to inform users, so that they may take an
alternate route if they wish.
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5.10 TRAIL SIGNING
Aurora is a community made up of both urban and rural
landscapes/populations which have their own identity. Local identity has
evolved over time, in some cases the result of the architecture,
landscape , land use , cultural history and residents. Trail themes can
add a local flavour to individual trails or loops, creating an overall
unique quality to the trail network. It also provides an additional
opportunity and incentive for neighbourhood associations and interest
groups to become unified as partners in developing and mai ntaining the
trails throughout the entire Town.
Other jurisdictions have taken this approach using a variety of methods
including:
• Adding a distinct trail name or additional logo plate while
maintaining other common design elements of the signs;
• Creating neighbourhood/district gateway nod es in key
locations where the edges of neigbourhoods are considered to
be; and
• Creating distinct interpretive themes for different
neighbourhoods.
Example of Trail Signage along the
Ottawa-Carleton Ra il Trail (Trans
Canada Trail), Stittsville , ON
Signage is a critical element of the trail network and serves many important functions includ ing:
101
• Providing instruction regarding traffic operations (fo r both motorists and trail users);
• Providing information regarding safety while traveling {i.e. maximum travel, upcoming hazards ,
junctions and crossings);
• Advertising the network to attract new users;
• Orienting and guiding trail users as they travel throughout the network, which can also be used as
reference points to guide Emergency Services personnel to a specific trail location ;
• Providing information about the routes, nearby services and trail-related events;
• Informing users of their responsibi lities whi le on the network; and
• Providing interpretation of lo ca l historical, cultural, natural and othe r resources.
• Good signing systems have common characteristics, including:
• Clearly, concisely and consistently communicate information related to id e nt ificatio n, di rection ,
regul ation and operation of the trail;
• Informing, but not distracting, trail users a nd detracting from the visual quality of ove rall trail ex perien ce;
• Graphics and internationally recognized symbols instead of excessive text to ove rcome language
barriers;
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• Visibility at night through the use of reflective materials should also be considered in locations where
low light ana night use is anticipated:
• A design that is timeless, in-scale and visually integrated with the landscape wiU1out creating
unnecessary clutter; and
• High quality. durable (including resistance to ultraviolet radiation). 'Ianda! resistant quality materials and
flnislleS.
5.10.1 Signing Strategy and Branding
An effective way of coordinating trails throughout the Town is to develop a continuous theme which connects the
network routing, signage, facilities and features. This theme is hest achieved hy developing a branding and
signage strategy which work together to promote the trails network. The Branding Strategy would implement a
logo which represents and depicts trail use throughout the Town of Aurora. This logo will be strategically used on
the signs along the ne~Nork, maps and guides which promote the trails and on websites etc. which will increase
awareness and use of the trail system. The logo is versable enough to be used on multiple sign types and
promotional materials and willl>e attractive and effective for trail users of all ages and abilities. A brand can also
be used to draw visitors or trail users to different attractions and destinations along the trail or within the Town of
Aurora which will promote note only the use of the trail system but also draw new visitors to local aclivities and
venues.
There have been many municipalities which have successfully implemented and effective branding strategy such
as the City of Branpton which has heen using their pathways logo as a key branding element as part of their
recent trail signing strategy.
.
&
PathWay s
Example of Des.;gr.Ctrion S,igr~age tf\J.71 9tarnpror. PalhwCtys Pian
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5.10.2 Sign Types
The design and construr.tion of the network should incorporate a hierarr.hy of signs ear.h with a different purpose
and message. This hierarchy is organized into a "family"" of signs with unifying design and graphic elements,
materials and construction techniques. The unified system becomes immediately recognizable by the tr.ail user
and can become a branding element. Consistent with this approach is
the correct use of signage. which in-turn reinforces the trail's identity.
Generally the family of signs inr.ludes:
Orientation and trailhead signs, which are typically located at key
destination points and major network junctions. They provide
orientation to the network through mapping. other appropriate networK
information <OS well as any rules and regulations. Where network nodes
are visible from <> distance, these can be a useful landmark. In some
municipalities. orientation signing has also been used as an opportunity
to sell advertising space. This not only provides inforn(ltion about
local services lllal may be or interest to trail users, but it may also
help to offset the cost of signs and/or trail.
"Rules of the Trail" signs, which should be posted at public
E'tamplc ct "R:J,'cs ot the TaJir Signt:Jgc by it.o
Onta1i9 Heritsge Trust. Aurofs. ON
access points to clearly articulate which trail uses are permitted. regulations and laws that apply, as well as trail
etiquette. safety and emergency contact information. Reminder signs may be needed at some locations such as
.. Please stay on the Trail'. At !railheads, this information can be incorporated into trailhead signs. In other
areas, this information can be integrated with access barriers.
Regulatory signs whir.h are required throughout the system. Where traffic control signs are needed (stop.
yield. curve <>head etc.). it is recommended that recognizable traffic control signs be used (refer to the Ministry of
Transportation for Ontario's (MTO) Manual of Uniform Traffic Control Devices, 1!196).
Interpretive signs which should be located at key trail features having a story to be told. These features may
be culturaL historical. or naturaL Interpretive signs should be highly graphic and easy to read. They should be
located r.arefully in highly visiole locations to minimize the potential for vandalism.
Route marker and trail directiollal signs, which should be located at regular intervals throughOut the
networK and at intersections. The purpose of route marker signs is to provide a simple visual message to users
that they are on an approved networ1< route.
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Recommendation 5-19: That the Town complete a trail signing design and
branding study that builds upon the signing strategy and
sign types outlined in the Trails Master Plan and establish
a set of trail signing standards for the Town.
Recommendation 5-20: That the proposed trail signing design and branding study
include consultation with the Trails Sub-Committee, local
residents, artists and other interested stakeholders, and
that this consultation include a public workshop or design
charrette.
Recommendation 5-21: That the Town undertake the proposed trail signing
design and branding study in 2011 with completion in
2012.
5.11 TRAILHEAD$ AND TRAIL
AMENITIES
Major trailhead areas are generally J)roposed for
important community destinations such as community
centres. Beciluse of their high visihility and proximity
to other recreation facilities, they help to raise the
profile of the trail system. and some of the necessary
facilities and amenities may already be present or
located nearby. In some tocabons it may be possible
to share parking and w<;>shrooms with other
community facilities or other partners (e.g. School
Boards for parKing, Conservation Authority for parKing
and washroom fllcilities). A wP.II-design~ tffiil
staging area typically incorporates the folloWing
elements:
• Regular and accessible (handicapped)
parking with an appropriate number of
Etamo.·e ~r a TreiJhead S.'gn, Sheppald's Sus . ., TrttJ1fl~a:J..
Aur::>ra, ON
spaces in relation to the anticipaLed level or use ol Lhe nearby Lrail, with 111e nexibilily to increase lhe
number of spaces where warranled by future demand:
• Trail awlss l>aniers;
• Easy <>coess to <;>nd from the trail;
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• Ample room to load and unload equipment;
• Secure bicycle parking facilities;
• Waste receptacles;
• Lighting (may or may not be included. depending on location and site oomext):
• Signing:
• Washrooms;
• Seating and or picnic/informal activity space (more often associated with a major trailhead): and
• A food concession and/or other entrepreneurial facilities (i.e. canoe rentals. bicycle rentals) may also be
available, depending on the size and setting.
A trail gateway is articulated with a sign indicating to the trail user that they have entered Aurora. This is the first
opportunity to introduce the Auroro trail logo and character of the trail system as expressed through the design
of the sign and the trail gateway. fn cases where the trail gateway is located in a rural setting it may be limited to
simply a sign. Where the trail gateway is in an urban setting or in a prominent location. a more elaborate
treatment may be aesirable and include a plaza setting with hard surfacing, Kiosks. landscape treatments and
furnishings.
5.11.1 Seating and Rest Areas
Seating provides the opportunity to pause along the
trail at points of interest or just to rest. Young
children, older adults and those with disabilities will
need to rest more frequently than others. Benches
are the most common form of seating, but walls of
appropriate height and vlidth, large flat boulders.
and sawn logs are some alternatives depending on
the trail selling. Where seatingirest areas are
planned. the design should consider a 1 m wide
level area with a curb or other appropriate wheel
stop for mobility-assisted devices. Staging areas,
trail nodes and heavily used trails typically require a
higher density of seating opportunities. For heavily
used trails it is reasonable to provide some iorm of
seating at approximately 500 m intervals.
105
Exampl& of a Tra;/ Reel Area. Amora. ON
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Recommended Guideline 5·22: Where seating I rest areas are planned, implement a
1.0m wide level area with a curb or other appropriate
wheel sto;> for mobility-assisted devices. For heavily used
trails it is reasonable to provide some form of seating at
approximately 500 m intervals.
5.11.2 Washrooms and Waste I Recycling Receptacles
Washrooms must be provided along the trail. Typically, they are located at major trailheads and where possible
maKe use of existing facilities (i.e. at community centres and in major pmKs). As trail use continues to increase,
and as the network be<XJmes denser. it may be necessary to provide additional facilities. Where this is
necessary, they must be placed where they can be easily accessed for maintenance and surveillance. Many
trail groups have used por1able washrooms prior to installing permanent facilities. which provides the opportunity
to determine the most appropriate location for permanent washroom facilities before the investment is made in
design and construction.
Waste and recycling receptacles are an absolute
necessity Ulroughout the trail network. Generally
they should be located at regular intervals and in
locations where they can be easily serviced. Mid
blocK crossing points. staging areas. trail nodes
and in association with other site amenities such as
benches and interprelive signs are ideal locations.
They must be monitored and emptied on a regular
basis to prevent unsightly overflow. Several
municipalities are reporting good success with
below ground trash receptacles in heavily used
areas. These have a larger capacity, are "out of
sight" and may result in fewer odours as trash is
stored at cooler temperatures.
Exf'm;l.1e ot a f.ra,:J Lookoulllr:~erptet.'ve r..·cde.
Oltawa-Ca.~l~io.rj Tn?ilway r.&Qr Stins•tiJt~ .. ON
Recommended Guideline 5·23: That information signs l>c provided along the trail and on
the Town's Trail map to identify the location I direction to
transit access and publicly accessil>le washrooms and
waste and recycling receptacles.
Recommended Guideline 5·24: Thai waste and recycling receptacles be located at mid
block crossing points, staging areas, trail and trail nodes,
and in association with other site amenities, such as
benches and interpretive signs.
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5.11.3 Bicycle Parking
Adequate bicycle parking f~cilities at key lor.ations throughout th~ network will ~llow trail users to confidently
secure their bicycles while pausing along the trail, enjoying nearby attractions, reaching their destination. or
taking a t,..il journey on foot. Key locations for bicycle parking include t,..ilheads. major trail nodes and lookouts.
Proper bicycle parking facilities should be considered where multi-use trails intersect with pedestrian-Qnly trails.
The provision of bicycle IXlrkin~ facilities in these locations along with signing explaining the reasons for
restricting hicycle us~ will help to discourag~ r.ycling on unsuitable trails, reinfonc~ trail etiquette and encourag~
the proper use of the trail system.
Racks. whether as single units or grouped together, should be securely fastened to a mounting surfaoe to
prevent the theft of a bicycle attached to a rack. Another alternative is to create a bicycle rack that is large
enough that it cannot be easily lifted or moved from its position ·,¥ith bicycles attached. Bicycle ,..cks should be
placed as close as possible to the trail facility that it serves. but not in a location where they would inhibit trail
user flow.
Generally bicycle parking devices/facilities should:
• Enable the bicycle to be securely locked to the
device without damaging the bicycle, and be
easy to use without the need for detailed
instructions;
• Be placed along key tr-<til routes. connections and
other destinations where cyclists are expected;
• Be pl<'lced in public view where possible. where
they can be viewed by passers-by, trail
attendants, fellow workers. etc.:
• Present no hazard to pedestrians:
• Be easily accessible from the road or trail; and
• Be arranged so that parking maneuvers will not
damage adjacent bicycles.
Recommendation 5-25: Estal>lish bicycle parking guidelines for Aurora. including
bicycle parking requirements for new developments as
part of the ;>roposed Transportation Master Plan.
5.12 TRAILS IN NATURAL AREAS AND ENVIRONMENTAL BUFFERS
Trail users often seek natural areas such as woodlots and wetlands where they can find some relief from the
urban environment. Natural areas provide opportunities to enjoy and interpret nature, and to pursue some trail
activities that are not possible in more traditional parks. In many cases, trails are compatible with natural areas.
107
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in some cases they are not. Creating the balance between providing public access and the need to conserve
andior protect the resource itself can be a difficult goal. especially in situations where there is a large population
of residents nearby or surrounding the fe<lture. This often serves to increase the pressure on the very resource
that users seek and enjoy.
Where trails are to be located in natural areas it is important that they be sited and designed appropriately and
that the area be monitored for the effects or inappropriate use and/or overuse. lllr-<tils are not carefully t>lanned,
designed, constructed and maintained in these are<ls. people will create their own trail routes sometimes in
sensitive locations where it would be preferable not to have trails at all. Proper planning, design and
consO'uction of trails, ooupled vlith public education can go a long way to achieving the balanoe between use and
protection.
Cllange in natural systems is ineVitable, especially where there are significant changes in the character of laMs
surrounding the natural area. Managing change is the key and this involves deciding what an acceptable limit of
change should be. and haVing a plan in place should the change exceed the acceptable lim~. Using bacKground
ecological d<lta such as the Ecological l<>nd Classific<>tion (ELC) system. a natural area c<>n be divided into
different zones based on sensitivity to disturbance. Using sensitivity mapping, decisions can be made regarding
trail closures. rerouting. design strategies as well as a definition of indicators of disturbance over and above an
acceptable threshold. Critical wildlife habitat may also be used in delineating management zones. Consultation
with the lake Simcoe Region Conservation Authority and the Toronto Regional Conservation Authority and the
local brsnch of the Ministry of Natural Resources is recommended <>s part of the trail design process where
sensitive vegetation communities and significant wildlife habitat occur.
In some cases trails (and people) should not be in n<>tural <>reas. Vegetation communities thst are highly
sensitive to disturbance and narrow, constrained wildlife corridors are two examples where trails may not be
appropriate. In these cases, it is advisable to provide alternative trail routes and information (e.g. signing. public
information campaigns, etc.) explaining the management decision to exclude trails from the area. When
designing trails through sensitive natural heritage features the following general considerations should include:
• Route or reroute to avoid the most sensitive andior critical habitats;
• Place interpretive signs for ecologically sensitive or rare species in a location that is away from the
Know tocation(s} of the species;
• Consider and evaluate alternative routes and design treatments:
• Balance the effect of alternatives:
• Use previously disturbed areas where possible and appropriate:
• Maintain natural process;
• Linit accessibility;
• Incorporate habitat enhancements; and
• Complement and highlight natural features.
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Recommended Guideline 5-26: Where trail routes are being proposed within
environmental buffers surrounding natural sensitive
heritage features, the conditions in the buffer (width,
slope, etc.) must be sufficient to support the development
of a trail such that the intended function of the buffer is
not compromised.
5.13 UTILITY CORRIDORS AND TRAILS
Pipeline and hydro coiTidors, are examples of linear corridors that provide excellent opportunities for trail
development and should be considered for the development of trails in Aurora. Utility lines in urban areas often
have a substantial e<>sement, and in m<;~ny e<>ses are used infonnally as tf<Oil routes as they tend to provide direct
oonnections to a variety or destinations over and long distance. A number or municipalities 11ave recently
adopted practices ana policies whereby emell)ency service access must be provided to manholes along sanitary
sewer lines along river corridors in the event of an emergency. For example the City of London now provides
emell)ency se1vice access to sanitary sewer lines running through their valley lands, and these routes are also
used as main or tnunk tf<lils throughout the city.
5.14 TRAIL ACCESS AND ACTIVE CONSTRUCTION ZONES
Planning for the safety ana movement of trail users through oonstruction zones is as important as planning for
vehicular movement. ~nd should be considered an integf<OI p~rt of the construction staging <;~nd tf<;lffic
management plan for any project. The Institute of Transportation Engineers' (ITE) manual for Design and Safety
of Pedestrian Facilities'' and the American Association of State Highway and Tr~nsport~tion Officials' (AASHTO)
Guide for the Planning Design and Ope'<ltion of Pedestrian Facilities"1 provide guidelines for the development.
management and monitoring of pedestrian walkways through construction zones. The Ontario Traffic Manual
BooK 7: Temporary Conditions provides guidelines aM requirements in tile Ontario context for peaestrian and
cyclist access through road construction sites. These guidelines can be applied to trail construction zones in
areas out5ide road rights-of-way as well.
Planning for the safe passage of trail users through or beside active construction zones may vary depending on
the proximity of the route to U1e active construction zone, the type and duration of construction and the volume of
pedestrian traffic expected.
109
O:.r;,lds:.r. GA, in Des ;,n anc Safctf of F:::dcstri2.n =acili:i:::s: A Fi.cc~nmcncc-:1 Pr.:cticc of th:: nstilu:o ofTr;,nsp:.na:i:w En~inocrs.
·,tarch l99o
American A&sociation of S:at~ Higtwa)· and T ranspcrtat en Off cials. Gu de (or the Planring, Desi~r anc Operation of Pedestrian
Faci i:ies. July 2004
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The designated route must not be used for storage of construction equipment, materials, or vehicles.
Furthennore. stopping or par1<ing of 'NarK vehicles besiOe the temporary route should be discouraged as mis may
indinectly encourage the movement of workers, materials and equipment across the pedestrian path of travel.
Crossings of the temporary route should be minimized. Whene construction access routes must cross the path
of travel. signals, ilag persons or police officers should be considered as a means to control movements. This is
most important in high volume trail LOnes and near locations that clrildren and seniors lre~uenl.
Daily inspection of the temporary route is required. Modifications should be made to adapt to changes in the
nature of tile construction site, to fw1her direct trail user movement where the route is not functioning as planned
or where unanticipated conflict points are observed. Good engineering judgment should always be employed.
Recommended Guideline 5·27: That the Town of Aurora require a trail management plan
for all active construction zones when a trail or trail
crossing is impacted. Key principles in the development
of an appropriate plan include:
• Separate trail users from conflicts with work site vehicles, equiJ>ment and operations;
• Separate trail users from conflicts with the main flow of vehicular traffic moving through,
around or along side the work site; and
• Provide trail users with a safe, accessil>le and convenient route that duplicates as nearly
as J>Ossible the functions of the impacted trail network J>Ortions.
5.15 TRAIL CLOSURES AND REHABILITATION
From time to time it will be necessary to temporarily close sections of trails or entire routes to public access.
Situations such as inundation by water, culvert washout or general trail construction are typical reasons for
temporary trail closures. A$ these situations ;;~rise, users must be informed well in adv;;~nce of the ctosune. If the
closure is planned, advance notices should be placed at all access points for the affected section(s). In the
event of an emergency closure. notices must be placed at these locations imneaiatety following the discovery of
the problem. Signing and temporary barricades. notification in community newspapers, on local radio stations
and the Aurora website are possible methods of informing users of about temporary trail closures.
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Recommended Guideline 5-28: IJI/hel'l temporary !rail closures are planned, inform users
in advance by placing trail closure notices at all trail
access poinls.
Pennanent trait closures may be requireo at some point in the life cycle of the trait, especially in tile case of traits
in woodlots Clnd other natural settings. It is important when closing a trait to rehabilitate the landscape to match
the surrounding conditions. inform trait users that it has been closed, and to provide reasons for the closure.
The following illustration describes the key elements of a typical permanent trait closure and rehabilitation in a
naturalized sehing, which include:
• Stope stabilization, using engineered material and methods for severely eroded slopes;
• Terracing. using locally collected tow-tech materials for eroded slopes of moderate and tow severity:
• Live staking using locally collected cuttings from appropriate species;
• Plantings with appropriate native species (may include plants salvaged from nearby sites that witt be
cleared for development. roadway widening etc.i;
• The application ol erosion blanKets and mulches;
• Seeding with mixes that are appropriate for the site in whictl they are to be applied:
• Scarification of the surface of the trait to be closed and covering it with forest litter (leaves. branches.
and limbs) in a nelturatistic manner which can help to reinforce the message that the trail is closed,
reduce erosion. and supply nutrients to plants during establishment;
• Placement of a detector object at U1e beginning of U1e closure area so U1at the closure can detected by
visually impaired users; and
• Erecting signage describing the closure to inform users of the conditions and "Water Me" signs for
newly planted trees.
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•
MWPI•ntl~
--.~~l ... ..... _ _ ... ......._ ... ...._.
~llil._..._.......
MMI&t,....... t.IIIIIIMMW .............. ~ ... --
tNJJ et .. _, .....
.... ,u.•tlat_,_ ... ~~~~ ......,.._,., __ ..... .... -
5.16 TRAILS AND NEW DEVELOPMENT
.----+--u.pora.I')'Ot,..,.._
~ .... ~tee top~
~.on alt• c...uo.t.J ........................... .,JH,
~toe...--, -
.....,sum.c. .. ~ .....,.,._., ....... ~ ...... ,. . ...e,._.,..._...... ..
..... t ..... --.-.
~.-....;,~----~--........... .,. .... ,, .... .....
.,._.~"' ...................... .
.....,...n_.~ _ _... • ...,.
.,._.. ..... ''" .. -..... ..._111M _,.." ......... .....
~···.., .,.,..~ .. ---IU_,t)' .,.....,._
Community trails are an integral part of the urban fabric and are a Key component of the recreation and
transportation system. New developments must be planned for the efficient movement of people for utilitarian
and recreaijon purposes. This includes not only roads and sidewalks. but also trails that must maKe connections
among neighbourhood destinations and the town-wide trail network.
Developers are expected to work through an iterative process with Town staff. beginning early in the planning
stages to create a trail network within their development area that reflects the intent of the Aurora Trails Master
Plan. Providing developers with information about the network, desired connections and design expectations will
only serve to strengthen this relationship.
It is expected that proposals for new development areas (both greenfield and infill} will contain a networK of on-
road bikeways and off-road trails that reflect the density, variety. hierarchy and character that is consistent with
the Trails Master Plan.
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Specifically this implies the planning and development oi:
• A network of trails th<lt provide Clppropriate crossings of physic<ll barriers. make appropriate
connections to important destinations and enhance connectivity with the existing or planned system of
trails surrounaing the development area; and
• A nel\vork of trails that is both sensitive to. and takes advantage of. inherent qualities of the natural and
cultural landscape features within the development area.
• A careful examination of a variety of factors including topography and drainage, slopes. soil conditions.
plant and animal communities, microclimate and llUI'lan comfort, historic/cultural resources. public
education opportunities. significant views and vistas should be part of the process to integrate trails in
new developments.
In new development areas trails should be constructed prior to or concurrently with the consll'uction of other
infrastructure and homes. Where trail construction will not take place until a later date. there is often conflict as
residents claim that they were not aware of plans for trail construction even if this intention has been clear1y
indicated in municipal planning documents. Developers should be encouraged to be very proactive about
notifying prospective buyers where trails Clre to be located at the time they are selling lots. Providing inform<;~tion
al sales offices, including information in sales packages and erecting signs in locations where lr<tils are to be
constructed may help to alleviate difficulties at a later date.
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Recommendation 5-29: That the Town of Aurora include in the Trails Master Plan
the following conditions:
a. Prior to Drafl Plan of Su!>division/Condominium approvaL the Developer shall be required to
prepare and submit a trail concept/layout plan and typical details for any trails within the
boundaries oflhe plan of sulldivision, to the satisfaction ollhe Town. The trail concept/layout plan
shall be consistent with the approved Aurora Trails Master Plan. and shall be considered a part of
the transportation infrastructure for the approval area.
b. Prior to Final Plan of Subdivision/Condominium approval and the registration of the applicable
stage of the subdivision. a Developer shall !>e required to prepare and submit detailed design
drawings, specifications and a detailed cost estimate for trail construction, to the satisfaction of the
Town.
c. The Development Agreement shall outline the requirements of a Developer relating to trail
construction, including the following:
• That the Developer agrees to construct trails within the boundaries of the a;>plicable stage
of the subdivision/condominium to a base condition, to the satisfaction of the Town, prior
to any building permits being issued;
• The Developer shall agree to complete the finishing of trails within the boundaries of the
applicallle stage of the subdivision/condominium in accordance with the approved plans, to
the satisfaction of the Town, prior to assumt>tion:
• Notice to purchasers of the (>roposal to construct a municipal trail, including identification
of the trail on plans displayed in a sales office, and a clause in all agreements of purchase
and sale and/or lease, and registered on title, to the satisfaction of the Town.
Recommendation 5-30: That the Town acquire lands for key trail links that
connect to or support the development of the trail network
in Aurora through the su !>division planning approval
process, subdivision agreements and through other
means available to the Town.
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CHAPTER 6
IMPLEMENTATION STRATEGY
6.1 THE IMPLEMENTATION STRATEGY
The Implementation of Aurora's Trails Master Plan will be accomplished through both short and long-term
actions. Short-term actions include Council adopting the Trails Master Plan. The key polices and network
strategy in the Trails Master Plan should then form a schedule in the next update to the Town's Official Plan.
The Town has already taken an important step by establishing a Recreational Trails Sub-Committee within the
Town's Parks and Recreation Services Advisory Committee. This sub-committee acts as an Advisory Committee
of Council on all matters relating to the future planning and implementation of a system of linked recreational
trails within the Town of Aurora.
Other recommended actions include committing to annual funding to construct the Trails network generally in
keeping with the phasing illustrated in Figures 6-1 and 6-2 ; implementing the education, promotion and
enforcement strategies, and providing operational support, such as staff resources , management and
administrative functions as outlined in this chapter.
The Trails Master Plan is a long-term strategy that consists of three phases. Phase 1 (short term) spans the
initial15 years of the plan. Phase 2 (mid-term) is a 10 year period from year 16 to 25. The third and final phase
(long-term) covers years 26 through 50 and beyond. This chapter discusses the Implementation Plan , and
includes prioritized projects for initial development and program initiatives, as well as associated costs.
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6-1 : TRAIL ROUTE NETWORK
PHASING+ IMPLEMENTATION
AURORA WEST
LEGEND -Existing Off-Road
Municipal Trail --Off-Road Municipal Trail
(within 15 years)
••••• Off-Road Municipal Trail
(within 16 to 25 years) --Off-Road Municipal Trail
(within 26 to 50+ years) -Existing In Boulevard
Multi-Use Path --In Boulevard Multi-Use
Path (within 15 years) -Existing Nokiidaa Trail --Nokiidaa Trail
(within 15 years) -Existing Oak Ridges Trail --Oak Ridges Trail
(within 15 years) --Oak Ridges Trail
(within 16 to 25 years)
••••• Oak Ridges Trail
(within 26 to 50+ years)
GRADE SEPARATED TRAIL CROSSINGS
EXISTING PROPOSED
~
~
IJ
0
[i Primary Crossing
~ Secondary Crossing
[Q] Underpasses
Major Railway Grade
Separation
AT-GRADE TRAIL CROSSINGS
EXISTING PROPOSED
Crossing
Secondary Railway
OTHER TRAIL NETWORK INFORMATION
r
m Lookout
Trail Connection to
Adjacent Municipality
TOWN INFORMATION
Local Road
Regional Road
Public Transport Hub
School
Car Parks (Existing and
Proposed)
Railway
A u R.QnA On rar!o
~.. MMMGROUI'
(!) z
52
IL
0
a.
:i:
II) z
~
For a Detailed Map Legend,
please refer to Appendix A
TOWN OF RICHMOND HILL
TOWN OF NEWMARKET
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TOWN OF NEWMARKET
For a Detailed Map Legend,
please refer to Appendix A
NOVEMBER 2011
' ' ' }'
J
I
' J -nr •--m-
\
\-
\
\
\
~-----
TOWN OF RICHMOND HILL
; \.,.-.... ,
\
I
I
I
• • •
_,
. . . .· •••• • • • • •
t
I
6--2: TRAIL ROUTE NETWORK
PHASING • IMPLEMENTATION
AURORA EAST
LEGEND
PHASING r' IMPLEMENTATION ---
••••• -------------
•••••
!:<i6li'l{l C•II·RO&J
··/un"l:al INII
or~ul:t:: ··:1Jui::i;>:.l Tn~~il
:~ .. ilhin1:: )'AA~·r
Oil·<.~~~ MLrieipeiTr~il
: .... nn•n 11.' :o 2': \'681'1::
or~ul:t:: ··:1Jui::i;>:.l Tn~~il
: .... IUliO i!!.' :o t-IJ• ·,·iSP.I
!:<itlil{l h SOL •h8(~
Vulli.l.l~,_p,..h
h [!uull:v~..:J r.tulli·L'~"'
:.;.th ( .. ,ilhir ':o ~-=:.ar~:r
\.:ak.iid~.l Trsi
:\'olllln ·1~ \'SSI'!I
CSIC '\d!)!S -rf I
I'A'tr n 1:.. ·;~fin:•
C~k '<.d~ts -r~ I
I'A'tr n 1ti t~ 2t~ ~·~au)
C~k '<.d~ts -r~ I
(•.o.•t'lor ·'lit,~ '•I•• ;-1"\::~:
GRADE SEPARATED TRAIL CROSSINGS
~XIS liNG 1-'HOI-'OS~U
l!l f!l ~lri<IIY l,;r~~rn)
J.. ..... ~\ Sc-.ulo:I:Jr>' en..~~"l:l
il l9 '
IJrdt'\r;:;a:-<.::t\
0 • M;,.or Ka1t1:;.y I! '<l~S
~er::r.,linr
AToiORAD£ TRAI~CROSSINGS
EXISTING PROPOSED
~
X S::u:n::;ll:,oRoril.·,;:~·
C1~"!\.ll;>
OTHERTRAILilElWORK INFORMATION m
~ T r;oil C':nnn<:•:t <In M
.>.CII8:6 II Mt llctPf t>.o
G<:n::r.1l~rm1 ·.,•h<:r:: lhl}":
1e dsslll t·: ta·te tt~llllnk
e~·•elo;ed lr 1nE l;·lfll$rn.
TOWI>I INFORMATION = Llai!IROfJ
=
.,;'-· t'arkt :~:utt lfl ani
~,p::::<:rl)
zc Se<.o•W~r:,o ""I~ 'I Ar~a
11 ·all f. <:~nmen~ to be
li~o~li~:J;:::pa·t:..ih..:
r~·1e('an:1 ;:)pr·:·•el
~'OceU 1N1h~ ~;,; IO.ld~)
A~•~ l?aruoo HS ='t' ...
i A'\.'\. MMM GROUP
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6.2 PRIORITIES AND PHASING
Chapter 4 identifies a comprehensive !roils networK consisting of existing and proposed multi-use trails in-
boulevard rights of-way and trails on lands outside of road rights-of-way. This section of the master plan
recommends an implementation (phasing) strategy for all new components of the trails network that is based on
a logical build out of the network over time. field ol>servations and the application of the following criteria:
• Developing or enhancing ltle trail networK in locations where a greater number of users are anticipated:
• Establishing main corridors between/to important community destinations such as schools. community
centres and recreation complexes. major sports fields. stores. employment lands and key points of
interest throughout Aurora:
• Making or completing key connections that form part of the Town and regional trail routes:
• Making connections between/to existing facilities in locations where lhe completion of a small missing
link results in the creation of a significantly longer continuous trail;
• Developing trail loops throughout the community;
• Taking advantage of the re-development of lands. including intensification of the downtown;
• Linking trail sections to affect Active Transportation/commuting access to frequently visited
destinations. and to stores:
• Allowing for off-road trail access to current and planned transit nodes and stops:
• Establishing spine trail routes in new subdivisions as part of the subdivision planning and design
aprroval pror.ess that minimizes or avoids at-grade trail crossings of roads where at all possihle; and
• Scheduling implementation with planned Provincial. Regional and Local capital projects where possible
to take advantage of possible cost savings. especially in respect of establishing grade separated or rail
line crossings for off-road trails.
6.2.1 Trail Facilities
Figures 6-1 and 6-2 illustrate the implementation of trail facilities by phase: short-term (Phase 1: 0 to 15 years),
mid-term (Phase 2: 16 to 25 years) and longer term (Phase 3: 26 to SG+ years). Each of the facility type and
phases is distinguished according to colour and line type. The ultimate network (fallowing build-out) would be
represented by the combination of all of the colours and lines.
A number of route segments and related facility types proposed for implementation in Phases 2 and 3 may not
prove to be feasible because of other circumstances (e.g. funding constraints, outcome of an Environmental
Assessment or detailed design. negotiations for easements and purchase of land). In ltlese situations, an
interim solution may be possible and should be investigated by Town staff.
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Table 6.1 identifies the proposed Fifty Year Implementation Plan by facility type and implementation phase.
Table 6.1 Proposed Length of Trails Network by Facility Type and Implementation Phase
Hard Soft Oak Ridges
Single In Road Total (km) Svrface Svrface lllokiidaa Moraine
Track Boulevard %
Multi-Use Multi-Use Trail Trail
Trail Trail
Hiking Trail Bike Path
(ORTA)
Existing -Short Term
II 49.0 0.0 14.0 1.2 7.6 71.8 44.3%
(0-15 Years)
Mid Term
II 5.2 0.0 0.0 0.0 0.0 5.2 3.2%
(16-25 Years)
Long Term 111
II 24.1 0 0 00 00 3.5 27.6 17.1%
(26-50+ Years)
Total (km) 100.2 7.2 23.2 7.9 22.8 162.0 100.0%
(1). The majority of new trails identified for implementation in the Long Term are on land currently under private or other public ownership. In the event that
opportunities beoome available to develop these trails in advance of the long tenm (i.e. through the application of vanous land securement strategies
discussed tater in this chapter), the Town should take seek to develop these trails in the earlier term.
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6.2.2 Grade Separated Crossings
It is intended that if design feasibility and availaole funding is confirMed. that the proposed grade separated
crossings be constructed at the same time the connecting trail segment(s} are constructed. However. should an
opportunity arise in advance of the timing identified in the master plan. the Town should work 1•Ath appropriate
agencies to implement the crossing. For examJ)Ie, the Town should work with York Region when a Regional
road is being upgraded and a grade separation has been identified in tile master plan as tile preferred method of
achieving the crossing. In these cases, the schedule will be dependent on the Region·s schedule for
Environmental Assessment and construction. In some locations it may be possible and preferable to develop an
interim solution such CIS a pedestrian C~ctivated signal or median refuge isiC~nd.
6.3 HOW TO IMPLEMENT THE TRAILS MASTER PLAN
A suCCt!SSful trails master plan requires champions and leadershit> to move from 111e plan and desiyn stage ltl
the funding and implementation stage. The formal relationships between individuals and organizC~tions and their
operational practices are important factors in determining whether trC~ils initiative will proceed and be successful.
Maximizing participation and removing obstacles to the flow of information beiWeen participants are two of the
main objectives in managing implementation.
Aurora's Trails Master Plan is more Ulan a proposed networK of off-road trail facilities and in boulevard multi-use
bike trails. It is a Plan that includes a set of recommendations to promote safe trail use in Aurora and to
recognize. realize and share in the economic. heatth and quality of life benefits that trails can offer.
While Town staff, led by the Parks and Recreation Services Department, will oversee the implementation of the
Trails Master Plan. they will also require ongoing support from and communication with the Town's advisory
committees, York Region, the Nokiidaa and Oak Ridges Trail Associations. adjacent local municipalities. and
other organizations and advocacy groups. The successful implementation of the Trails Master Plan will require a
strong .,..,orkinG relationship between Town and Regional municipal staff as well as conservation authorities.
developers and the public.
Recommendation 6-1
6.3.1 A Trails Advisory Committee
That the Planning Design a11d Development of trails in
the Town are to be consistent with the Aurora Trails
Master Plan, once approved by Town Council.
The Trails Sub-Committee has had an important role in advancing trail initiatives to where they are today. This
includes not only assisting with lhe planning or trail routt!S, but also with trail advocac.,y and promotion,
construction of some trails aM trail amenities and with trail maintenance. This role shouiO continue and be
expanded. In addition to areas where the committee currently assists. an expanded role could include
integrating active transpor1ation into tlleir nand ale. Many urban municipalities have been finding in recent years
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with the growth in active transportation and the role that a trail network plays in active transportation, that it is
most sensible and efficient to have one committee to deal with active transportation and trails. Combining these
roles avoids duplication of effort and provides one committee voice through which advice can be provided to
Council. Active Transportation Committees often have representation from trails, cycling, transportation and
public health. Sub-committees can be designated for various areas of work such as off-road trails, on-road
cycling, promotion and communication etc. This model would require updating and expanding the mandate for
the Town's current Trails Sub-Committee to include additional members with an interest in active transportation
and trails. It is also proposed that the name of the Trails Sub-Committee be revised to reflect this new change.
One option might be the Trails and AT Sub-Committee.
In view of the popularity of trails, and the many health, environment and safety related benefits, as well as the
importance of developing comprehensive infrastructure for Aurora's self-propelled recreational and utilitarian
traffic participants, the trails and AT Sub-Committee would remain as a sub-committee of the Parks and
Recreation Services Advisory Committee. The committee's membership should represent the following Town
departments and local stakeholders:
• Parks Department
• Planning Department
• Department of Environmental Services
and Infrastructure
• Parks and Recreation Services Advisory
Committee
• Accessibility Advisory Committee
• Local or regional trails clubs
• Member(s) of the public.
• The AT Sub-Committee would have a
secretary (Town staff) .
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Recommendation 6·2:
Recommendation 6·3:
6.3.2 Who Does What?
That in 201t /20t2, Town cou11cil complete a review of
the mandate of the Trails Sub-Committee with the goal of
broadening their role to include Active Transportation.
That the Trails Sub-Committee be ret~amed to reflect the
additional mandate for Active Transportation.
An efficient reporting and implementation structure is vital to ensure that the decision-making process associated
with the implementation of the Trails Master Plan is managed and all relevant municipal departments are
appropriately engaged. 1\ suggested structure for managing and implementing the Trails Master Plan is
illustrated in Figure 6·3.
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TrdoiS and AT. ~
Sub-COmmittee ~
Coune~l
•
Director of Parks and
Recreabon Services
h. ~
I" I"~
.,f.,
.,_
v
Figure 6·3: Trails Master Plan
Management Stn1cture
Parks and Recreation
Sennces Adv1sory
Commi ttee
Pla nmng & Developmen ~ ~ Parks & ReCfea tJOn ~ -e Infrastructure &
EnvvornmenmiSe~s
~
i "
Serv~ces Servtces (pubtec works)
.. r
~ ' ... y ....-:7
Agenc1es Trails OrganiZations Advisory Comm1ttees
Vorl< Regio n Nolmdaa T raol Environmental LakeS1mcoe Comm•ttee Adv1sory Comm1ttee RegJOnal Oak Ridges Morame Access•bti•ty Adv1sory conservat1on
Authonly Assoaaban COmmittee
(1) The Trails ~nd AW'It!' Transportation Sub-Committee name's the suggeS:ed replacement
name for the current Tre Is Sub..Commttee. as recommendl:d m lh1s repott
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Led by the Town's Parks and Recreation Services Department (through the Parks and Recreation Services
Committee), a core team would be formed with representation from the Town's Infrastructure and Transportation
Services, Planning and Development Services and Parks and Recreation Services. The core group of this
recommended reporting structure would oversee and make recommendations regarding funding and priorities
associated with the Trails Master Plan, as well as other Town Active Transportation initiatives, as required.
The proposed structure identified in Figure 6-3 is intended as a suggestion only and Town staff should select
the right reporting model that is inclusive of affected departments and is efficient.
6.3.3 A Network Management Tool
The proposed Trails network for the Trails Master Plan was developed using the Town·s Geographic Information
System (GIS} base. This digital GIS based network map provided to the Town as part of the Trails Master Plan
can also be used as a pedestrian and cycling facility management tool. A database is associated with the map
information and includes a number of different attributes. For example, the network has been divided into
segments. each specifying a length of the segment and the trail facility type proposed, as well as the phase in
which the route and facility is proposed to be implemented.
During the implementation process, Town staff can use this tool to assist in confirming the feasibility of
pedestrian and cycling routes and facilities and the proposed schedule (Phases 1, 2 or 3) for implementation.
The GIS tool can also be used to track and document new segments as they are implemented. Updating the
facilities component of the Trails Master Plan on a regular basis will significantly reduce the effort and cost to
update the entire Trails Master Plan, which is recommended to occur every five years. If the Town chooses, this
GIS information, with some programming, could also be posted on the Town's website in an interactive map
format. This would be useful to the public and developers and would also serve as a 'quick reference'.
Recognizing that not all Town staff will have access to GIS software, key components of the database and map
provided in a KML format will allow anyone with access to Google Earth digital aerial photography over the
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internet (this is currently a free service) to overlay the network route and facility information on a aerial photo of
the Town of Aurora.
6.3.4 A Five-Step Network Implementation Process
The Aurora Trails Master Plan is not intended to be a static document. The timing and details related to
implementation, particularly ltle location of recommended routes and facility types should and will evolve through
community consultation and technical review during the implementation. At the same tine, however. the
extensive etrortlllat established the overall direction for lhe network and tile lr-<tils network planning map must be
respected when network modifications are being contemplated.
The following 5 step process is a step·by-step mechanism to confirm the feasibility of each route recot'lmended
in this report at the time iMplementation is proposed. It will assist municipal stafi from affected departments to
work together. to share information and to facilitate the impleMentation of the Plan. Each part of the network
implementation process is described in the following sections.
Part 1: Preliminary Review
The first step in implementing segments of the network is to identify and communicate opportunities. As such,
municipal infrastructure projects including the capital works forecast should be monitored. When a project
identified in the Master Plan is advanced to the planning stage, or an opportunity to establish a new route not
identified in U1e Master Plan comes forward, staff responsible for the implementation of the Master Plan networK
should undertake a preliminary review. This review should:
• Campara the timing of the project to the short, mid and long term impler'lentation priorities identified in
the Aurora Trails Master Plan:
• Assess whether the nature of the project may permit implementation of the recommended iacility type in
a cost effective manner; and
• Inform the project lead and affected departments whether or not a feasibility assessment sttould be
undertaken to confirm the feasibility and costs for implementing the proposed route as part of the
subject project.
The key aspect of this initial step is communication. Staff from various departments should report all upcoming
projects that may involve or impact a trail route identified in the Master Plan.
Part II: Feasibility Assessment
If a network route is confirmed through the preliminary review process (Part 1). a brief feasibility assessment
should be undertaken, which includes the following:
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• Confirm the feasibility of the route based on a review of the Master Plan and supporting route selection
and planning and design criteria, and conduct a field check. for off-road trails segments to identify any
other issues that should be explored in the future:
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• Determine if further public consultation should be conducted and to what level it is required (i.e.
Environmental Assessment in the case of watercourse crossings versus notification of neighbouring
residents in the case of a local connection or upgrade);
• Undertake a functional design for the segment and estimate implementation costs, including
construction and signing;
• Identify any less costly alternatives and how they may fit within the intent of the overall network plan,
and this may include alternative parallel routes that meet the intent of the Master Plan; and
• Provide a recommended course of action.
Part Ill: Detailed Design, Tender and Implementation
Once determination has been made to proceed the necessary detailed design should be completed. The final
step involves tendering the project (if not undertaken in-house) and then construction f implementation. It is also
possible that following detailed design the decision is made not to proceed with the facility or preferred facility
type because of the cost, other constraints that arise through the detailed design process or based on direction
from Council. If this occurs, the network should be updated and an alternative route should be proposed.
Part IV: Monitoring Phase
Once facilities have been constructed, their design and use should be monitored to ensure they function in the
manner intended. When necessary, the facilities should also be upgraded and maintained to ensure continued
safe use. A set of performance measures to assist in monitoring and evaluating the implementation of the plan
should be developed by the TrailsfAT Sub-Committee and Town staff. Examples of such measures are outlined
further on in this chapter.
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Part V: Mullicipal Official Plan
The fifth part of the implementation process includes updating the Municipalitis Official Plan to account for
changes in policy and network routes.
6.3.5 Creating New Trails in Established Neighbourhoods
It is often challenging to implement trails in established neighbourhoods. even if the intent to do so has been
clearly documented in strategic plans liKe the Aurora Trails Master Plan. It is sometit"les difficult to obtain public
opinion rel<:lted to specific trail segments at the strategicJmaster planning stage ;:lnd it is not until a project
reaches the implementation stage that residents who perceive themselves as being directly affected become
more involved and vocal. Real and perceived concerns over increased neighbourhood traffic, access to their rear
yards. invasion of privacy. a perception that there m<:ly be an increased potential for V<:lnd<:llism and theft <:lre
often cited as key concerns.
One aspect of a program to overcome this challenge is to engage residents in an open, public consultation
process in the earliest possible stages of the project. In some cases, the most vocal opponent can become the
greatest supporter if the process provides an effective avenue to address concerns. Some keys to success
include:
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• Notifying adjacent landowners early in the process and taking the time to understand and respnnd to
their concerns. Some successful techniques include:
• Their participation in the design process through events such as local design workshops to determine
trail layout, design. materials and privacy features. as well <lS site meetings to ex;:lmine and refine
proposed layouts);
• Emphasizing the benefits oi trails for their neighbourhood and community, including themselves and
their children: and
• Emphasizing successful examples and effective solutions where similar problems were overcome.
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6.3.6 Trails in New Development Areas
Growth in Aurora includes both the development of new land areas around the periphery of the urban areas as
well as the redevelopment of under-utilized lands within existing urban areas. In both cases, the planning of the
trail system is seen as a critical component of the land development process. Community trails are an integral
part of the urban fabric and are a key recreation and transportation asset. Developers should be expected to
work through an iterative process with City staff, beginning early in the planning stages to create as traffic free a
trail network as possible within their development area that reflects the intent of the Trails Master Plan. Many
developers recognize the value of integrating trails into their projects and often use trails as a selling feature for
their neighbourhoods. Providing the development community with information about the network, desired
connections and design expectations will help to improve communication among all parties involved. It is
expected that proposals for new development (both greenfield and infill) will contain a network of trails that
reflect the density, variety, hierarchy and character that is consistent with the Trails Master Plan. Proposed
networks should provide:
• Trails that overcome physical barriers, make appropriate connections to important destinations and
enhance connectivity with the existing or planned system of trails surrounding the development area;
and
• Trails that are both sensitive to, and take advantage of, inherent qualities of the natural and cultural
landscape features within the development area.
A careful examination of a variety of factors including topography and drainage, slopes, soil conditions, plant and
animal communities, microclimate and human comfort, historic/cultural resources, public education opportunities,
significant views and vistas should be part of the process to integrate trails in new developments.
Ideally, in new development areas trails should be constructed prior to or concurrently with the construction of
other infrastructure and homes. When trail construction I implementation is deferred until homes are built there
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can be conflict when residents adjacent to a planned trail corridor claim that they were not aware of plans for trail
construction even if ltlis intention has been cleany indicated in municipal planning documents. Developers
should be encouraged to be very proactive about notifying prospective buyers where trails e~re to be located at
the time they are selling lots. Providiny information at sales offices. including information in sales packages and
erecting signs in locations where trails are to be constructed may help to alleviate difficulties at a later date.
6.3.7 Trails and the Development Charges By-Law (5139·09)
By·law 5139-09 pertains to Development Charges in tile Town or AurOI"<t. The Development Ct1arge L>y·law
enables Town to collect a fee from a development proponent. based on a set amount per new development unit.
These fees are used by the Town to offset the cost of providing public infrastructure to meet the needs of the
community as it grows. By·law 5139-09 is not ·area specific'', meaning that a portion of Developr'1ent Charges
collected for projects in a new neighbourhood can be used elsewhere in the Town under certain circumstances.
Development Charge funds can be applied to projects in other parts of the town provided that it can be cleMy
demonstrated that the project(s) are for new public infrastructure that is growth related. In nany instances the
owner (Town) requires or negotiates with the developer to provide some of the infrastructure in their subdivision
that would ot11erwise be irnJ.>Iemented in tile future by the Town using Development Charge funds. In these
instances it is not uncommon for the developer to seek " Development Charge credit related to the infrastructure
provided.
Section 2.1 of the by-law 5139-09 describes categories of services for which Development Charges e~re
imposed. Park Development is included under subsection d. Though trails are often part of park development,
the by-law does clearly state that trails are included with parks. When this by· law is next amended. the Town
should add "trails" to Section 2.1 d) and Schedule A Section 4.0 of the Town's Development Charges By-Law.
Recommendation 6-4: That the Town updates the wording in Sections 2.1 d) and
Schedule A of Section 4.0 of the Town's Development
Charges Bylaw to read "Park Development and Trails".
6.3.8 Land Acquisition I Securement Strategies
Although the majority of the reoommended trail network lies on lands that are currently in public ownership there
are sone areas of the town where a trail connection is desired. yet there is no public land available at the
present time. Some of these connections are located along natural heritaGe coiTidors (i.e. creeks and valleys) in
land that is presently rural. At some time in the future it is anticipated that many of these tracts will become part
of the urbe~n fabric and at th~t time these conidors would be set aside along with a suital>le buffer because of
their natural heritage. These corridors could aocommodate trails at that time.
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There are a number of other locations throughout the town where the land has already been urbanized, yet a
future trail connection is desired and no public land exists. To realize the full build out of the network and
complete the connections across these lands may require permission for access or a strategy to secure
ownership. A range of strategies are available to accomplish this, from "handshake" access agreements such as
those used for portions of the Bruce and Oak Ridges trails, to purchase of these lands by the Town. Regarding
the purchase option, as reported in Chapter 3, almost 80% of respondents to the online survey conducted as
part of the Aurora Trails Master Plan study felt that it was a good idea for the Town to purchase lands needed to
make key connections in the trail network.
Table 6.2 is a summary of some of the land securement techniques available to the Town of Aurora for making
key connections in the trail network over lands that are not currently in public ownership. The Town should
review these potential strategies and use them as a starting point for developing an access/acquisition policy for
key trail links.
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Table 6.2 Land Securement Tools
Tcchmqucs I Dcscnpuon I Advantages/ I Le<~tslattvc I Who/How I Type of lands
DiS<Id\lanta~e~ Basts Administration
Purchase Purchase of Municipal or other grou~ Municipal Act Municipal governme1t Any greenspace.
includes "First land at fair directly acquires land. (right of Land Trust> pa1icularly those
Ri~htol malket vaiJe. Permanent protection municipality to Non.Prolit Groups ie.~ requiring
and public arA:ess. acquire and environmental Relusal" Options exist to recover dispose of own Nab.Jre ConseNancy) protection.
Lccel Area costs through levies or land} and right Community Co·
Levies ard c1arges on benefiOing of municipality operative
Lccal 011w1ers. .o leov ocal Partrerships Improvement im~roverrent
Charges charge on
benefiting lane.
Land Lanes o· Same cost as purchase; Municipal Act Municipal most Any land or land use
Exchange interest n and perrranent protection: (right of common -public greenspace or other
(Equivalent to can be vaded public access possible. municipalily lo ownership. lype or use including
Outrght to achieve Must be equitable for acquire and hoJsing.
Purchase) mut•al both parties. dispose of own
interests, and land).
net citfe-ences
in values can
then be
settled.
Donation/ Lane or Low cost/ permanent Municipal Act All of the above Any greenspace or
Bequest. interests in protecticr and public Income Tax Act Both public and private other type of lands
land donated access. Tax benefits for including housing. Including a Life durirg an donor. ownership.
Estate individual's
lifetime or ~y Lands rrust meel
Federal Tax rules for private donation ir order :o corporation or qualify for tax as a bequest
as part of an exemptions.
estate. The
donor may opt
to retain use
of land until
death.
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Techniques Description Advantages/ Le~islative Who/How Type of lands
Parkland
Dedication
Lands
dedicated to
m un ici pality
for parkland
purposes as a
result of
subdivision
development.
Usually relate.<:
to recreation
land but may
be used to
acquire natura
areas.
D. d Bas1s Ad . . . 1sa vantaqes m1n1strat1on
Provides parkland in Planning Act
growing communities:
Can be converted to
cash for more flexibility.
Planning Act limits
amount of land that can
be required at no
charge.
Municipal ownership Any greenspace, bu
usually active
parkland.
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Techniques I Description I Advamagesl lleqislative I Who/How I Type of lands
D1sadvantaqes Ba5is AdminiStration
Traditional Use of land Intent for the land is ~tannin£ Act Municipal. Province. Any greenspace if
land Useand use planning provided ir the Official ConseiVation Conservation designation or
Other (Ofticial Plan. Permanent Authorities Act Authorities. zonirg is not
RequlatO"' Plan!Zoning/ protecticr can be Usually private successfvlly
Controls Subdi~ision achieved. Fisheries Act challenged.
Watershec ownership or public
and Sub· Mav net be popular and A~gre~ate ownership other than
watershed does not p-ovide for ~esources Act the City.
Plans\ and public access. May
olhE!r trigger -equests for
negu atory financial compersat on
controls. or p~rchase.
Lane
Ownership
does not
cttange.
Sale with lane ca1 be Generates revenue Municipal Act Municipat:Provincial Greenspaces
Restrictions sold with while maintaining ConseiVation Government requirinQ
(lnclud ng restr cticns in greenspa·::e: permanent LaMAc: environmental
acq~isition and place to protection; public protection where
resa e) control fvture access can be puolic access may
uses. negotiated. not be as critical.
Restricted land more
difficult to sell, limited
market and reduced
value.
land Trust Non·proftt High proftte gra3s·roots Generally non·profit Usually land
orga1izations organization. Provides inccroorated needin~
dedicated to perrranent protection community environmental
conseP/in~ and public education. organization or a protection or
oper space, Limits public access. chapter within an recreational trails.
natural areas, Needs higlt profile and existing organization.
etc. independe1oe to get
funds.
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Techniques Description Advantages/ Le~islative Who/How Type of lands
Disadvantaqes Bas1s Administration
Corporate Similar to An alternative to Corporations Private landowners, Any greenspaces.
Landowner Land Trust government ownership Act would not involve
Aqreementf Conservation and management; no Condominium public ownership.
Condominium land can be cost; flexible; Act Agreement owned by a manaQement costs
shareholder's borne by those directly
corporation or benefiting. Protection
condominium not guaranteed. Little
devoted to the used; no guarantee of
protection and public access. needs a
manaQement willing corporate entity.
of the lands.
Conservation An agreement Low cost; may be more Ontario Only government Usually land
Easement that restricts acceptable to Heritage Act; agencies and needing
uses for landowner: can provide Ministry of registered charities environmental
conservation permanent protection. Government including land trusts. protection as well as
purposes, and Cost of easements may Services Act Private ownership heritage buildings.
when
registered on be as great as Ontario
title they bind purchase; public access Conservation
both current may be limited; requires Land Act
and future ongoing monitoring; not
landowners. extensively used in
Ontario.
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Techniques I Description I Advamagesl lleqislative I Who/How I Type of lands
D1sadvantaqes Ba5is AdminiStration
Restrictive A condition on low cost; can provide Com11on law Anv government or Usualtv land
Covenant tiHe that penranent protection. conservation authority. needing
restr cts the Can only be used under Private ownership environmental
landowners certain ccrditions: protection.
use of land or unli<ely :o be able to
a&>igns s~ecify long-term
certain rights management obligation.
or access to Public access not liKely.
an adjacent
landowner.
Appl cable
where a
government
wishes to
control land
use but1ot
own the laM.
Lease A ease gives Public access can be leQallease or lioense Any land
/license exdusive negotiated agreement between
ril)llls to use Agreement must be parties.
land for a
specified ten11 renewed periodically; Private or public
and cost. may not protect lane ir ownership.
perpetui:y.
licenses give
permissicr :o
use a property
for a pufP<)se
but rot
exclusive
rights and
doP.s not bind
future owner.
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Disadvantages
Techniques I Description I Advantages/ I ~~~ii~lative I Who/How I Type of lands
Administration
Incentives/
Assistance
i.e. Tax
Rebates/
Credits/
Management
Agreements!
Funding
Assistance
Stewardship
Support/
Education
Tax or
management
incentives to
encourage
retention/
restoration of
natural areas.
Usually linked
to land use
restrictions
such as
Provincial
policy and
zoning.
Private land
owner care
and protection
of land. Can
be linked to
incentives.
Lower cost and non-
confrontational; willing
landowner agreement.
Difficult to monitor
compliance; does not
provide public access o
permanent protection.
Lost tax revenue.
Voluntary. Least costly;
non-threatening; builds
rapport.
Not permanent. No
public access or
protection.
Woodlands
Improvement
Act;
Games and
Fish Act;
Conservation
Authorities Act:
Conservation
Land Act
NIA
Ministry of Natural
Resources:
Conservation
Authorities
Private ownership
Private although all
levels of government
publicize and provide
support.
Usually land
needing
environmental
protection.
Usually land
needing
environmental
protection.
Source: City of Ot1awa. Department of Planning and Growth Management. Greenspace Master Plan-Strategies for Ottawa's
Urban Greenspaces. City of Ottawa, 2006. Print
I
I
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Recommendation 6·5: That the Town develop a land securement strategy for
trail development for routes that are identified on lands
under private ownership.
6.3.9 Public Outreach and Trail Promotion
Interpretive programs and signs, brochures, either self guided or as par1 of a wider natural and cultural heritage
education program, offer endless opportunities to raise awareness about the privilege of using trails. More
importantly. the need to educate users about their obligations as responsible trail users is an integral part
managing the networK Posting signs is a useful way to get messages out to trail users and can be a good tool
for building positive relations where neighbours have raised ooncerns about trail use. Public Service campaigns.
information signs and interpretive signs are also useful ways to seM messages to trail users and neighbours
that the municipality is awC~re of particular concerns. that situations are being monitored C~nd actions are being
taken.
Aurora's Trail Map and Marketing Trails in Aurora
Trail maps are one oi the most overlooked opportunities to spread the word about trails. Maps inform users
where the routes are, plus they provide an opportunity to educate trail users through messages such as "rules ol
the trail" and trail user etiquette. Though expensive to rroduc.e initially, maps can be updated vAth the release of
new additions as the system grows, making the initial investment pay for itself over time. The GIS Network
Management Tool prepared as part of this Trails Master Plan is being used as the basis for an update to the
Town·s current trails map, and when complete it will become"" excellent tool to communicate to residents and
visitors about the location of trails. provide educational information about trail etiquette and to promote the
Aurora as trail users destination and a place where healthy, adive lifestyles can be enjoyed. To assist in
offsetting the cost of producing trail maps, many other municipalities have been very successful at selling
advertising space on their map. Many have found U1at once local businesses t>oocome aware of the opportunity,
they "line uJ) to have their space on the map as they see the benefit oi being associated with an activity that
promotes green and active lifestyles.
As part of the development of the maJ) a trail branding strategy has been undertaken. A key comJXJnent of the
branding strategy is the preparation of a trail logo that would be used on maps, brochures. trail signage. and
<'ldvertisement related to Aurora's tr<'lils.
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Town Park
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Recommendation 6·6:
Trail Ambassadors
That the Town's Trail Map be updated !>y 2011 to include
educational information about trail etiquette a11d safety, as
well as ;>romole the be11efits of trail use as an active
lifestyle choice
Many municipalities have successfully implemented trail ambassador programs. These often involve teaming a
stalf leader with sumr'1er students viho anend events and funcbons organized by private businesses and
agencies. camps <md related recreation programs. where they promote the use of the t,..ils and in some cases
teach certain skills such as cycling. In addition, ambassadors ride the routes and trails, hand out trail brochures,
provide assistance to users, and monitor the condition of facilities.
Trail pmrols travel the entire trail system on a regular basis and can be trained to take note of, and report
observations related to trail surlace conditions. vandalism. user-conflicts. environmental degradation and
overgrown vegetation to Parks Operations staff. In addition, the ambassadors are available to the public and
can galtler important data on user sabsfaction. and can educate trail users about proper trail etiquette.
A trail ambassador program is more typical of a mature, urban trail system. As the trail system in Aurora
continues to Grow aM mature, the Town should explore the merits of a trail ambassador proGran. In the interim,
training park maintenance staff (including seasonal staff) to carefully observe and take note of t,..il conditions as
part of th&ir day-to-{Jay maintenanca role is an effective way to assist ParKs Operations in K&&ping tracK of trail
conditions. Member-s of the Town· s T,..ils Sub-committee are already serving informally as t,..il ambassadors
and should included in future fornal initiatives related to a trail ambassador program.
Recommendation 6· 7:
136
That the Town develop a volunteer trail ambassador or
trail patrol/adoption program as a stewardship and public
engagement initiative.
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Partnering with Others
Opportunities exist for the Town to develop partnerships with businesses and other agencies that provide
services to a large sector of the population. In many municipalities there is a strong interest in partnering with
other agencies in promoting trails and trail use as a healthy lifestyle choice. Partnerships with agencies can
include jointly produced promotional or educational literature in magazines, materials distributed through offices,
materials on or linked to corporate/agency websites. The local Health Unit delivers important messages on
healthy living choices and active living and is one such organization where there is a great opportunity for the
Town to develop a strong and mutually beneficial partnership for the purposes of promoting and educating the
public about trails in Aurora.
Partnerships with agencies can also include co-participation in annual events related to trail use. Events such as
the Terry Fox Run and other fundraisers, and events such as Ride to Work Week, the Clean Air Campaign and
Earth Day are natural matches. Allowing time for key staff to contribute to the organization of these events that
use the trails is a simple, cost effective way to spread the word about using the trail system. The Manulife Ride
for Heart in Waterloo and the Tour de Grand in Cambridge for example, attract thousands of cyclists to one-day
fundraisers that use trails extensively, providing visibility through extensive media coverage at essentially no
cost to the owners of the trail.
It is mutually beneficial to recognize the efforts of private business when they partner with the Town on initiatives
related to the development and use of the trail system. Recognition through the media for efforts that encourage
more trail use is a very positive way of showing partners that their contribution is appreciated. Furthenmore,
media recognition is a simple and cost-effective way to raise awareness and encourage use. Where
contributions are made that improve conditions of the trail, such as the provision of trail amenities, creation of
links across private properties, the Town should recognize the effort which has been displayed for these
contributions. This can be done with donor signs and plaques that are tastefully designed and carefully located.
Many trails across the country have been built this way.
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Recommendation 6·8:
Recommendation 6·9:
That the Town explore opportunities to develop
par1nerships with York Region, local ;>artners and other
public agencies to promote the health arrd recreational
benefits of trail use.
That the Town establish a formal recognition program for
individuals, businesses and organizations who contribute
to the promotion, development and maintenance of the
Aurora Trails Network.
In addition to recognizing those individuals and businesses that make a contribution to the development of actual
trail routes. some municipalities have developed incentive programs to recognize businesses that, through their
actions indirectly encourage more user participation on trails. For example, the City of Toronto hosts an annual
"Bicycle Friendly Business Awards" pi'Ogram. which recognizes businesses that have made oonsiderable effort to
improve their facilities for cyclists through things that may be as simple as pi'Oviding high quality and
oonveniently located bicycle parking. Winners are presented with a plaque and are recognized in the local
media for their participation.
6.3.10 Proposed Trail Policies for Inclusion in the Town's Official Plan
The Town of Aurora updated their Official Plan in 2010. As previously discussed in Chapter 2, Official Plan
Amendment2 [1995) contains policies related to trail development in Aurora. Tile oonsultant team was asKed to
review these policies and provide suggestions for strengthening and improving the current policies as an input to
the Official Plan Update. The current policies in OPA 2 were found to be quite comprehensive. The following
sections are excerpted from what was previously the Official Plan for the Town. As par1 of the analysis
suggestions for revisions and additions to the existing policies were made. Suggested additions to existing
policies are underlined. These recommendations were considered and utilized as part of the 2010 Official Plan
update, he wording detennined wording should be referred to in the Town's new Official Plan.
Section 3.5.1 Policies Common to Public and Private Open Space Areas
a. The following uses may be permitted in areas designated as open space: active and passive outdoor
recreation. parks. walking and bicycle paths and off-road trajl networks Trajls are jntended for both actiye
recreation and non-motorized active transportation. Other pennitted uses may include nature and wildlife
oonservation. forestry, agriculture, horticulture, cemeteries. and other uses which preserve the natural
lands('.are 1lnd/or the environment. Uses and structures. accessory to the 1lbove uses and utilitie.~. may he
permitted. Where such accessory uses are proposed in environMental protection areas, appi'Oval by the
appropriate Conservation Authority. the Ministry of the Environment and the Ministry of Natural Resources
shall be required and, where applicable, the York Region Medical Officer of Health.
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b. Where Environmental Protection Areas such as flood prone areas. wetlands, forest or fishery resource
areas are approved for active or passive recreation activities and off-trail use , appropriate buffers from such
elements as streams, wetlands or forests shall be maintained. Where such key natural heritage or
hydrologically sensitive features are located on the Oak Ridges Moraine. as shown on Schedule "K",
appropriate minimum vegetation protection zones shall be established in accordance with the Table of
Minimum Areas of Influence and Minimum Vegetation Protection Zones as set out in the Oak Ridges
Moraine Conservation Plan, and the policies of Subsection 3.13.5.d of this Plan.
Section 3.5.2 Public Open Space Policies
a. Public Open Spaces are lands owned or proposed for public acquisition or access by the municipality or
other public authority which shall be used for active or passive recreation including off-road trails. Such
lands may include both table lands and environmental protection areas such as flood prone areas, wetlands,
forest or fishery resource areas or lands within the Oak Ridges Moraine.
Section 3.5.2.1 Acquisition
a. To meet the public open space goal and objectives of this Plan Council may acquire land under the
provisions of Sections 41 and 50 of the Planning Act. through purchase, trade, inheritance, easements or
lease, bonusing and the Development Charges Act of 1989.
Lands, used for drainage of a subdivision or other development, through an open natural or constructed
water course, are not acceptable as part of the open space dedication under the Planning Act.
Where possible, open space dedications shall be integrated into the open space system, especially the
pedestrian/bicycle paths system.
iii Council may, where possible. acquire easements over private property to enable the construction and
maintenance of public open spaces which lack adequate access from a public road.
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iv. Where consistent with the Trails Master Plan and deemed appropriate. the Town should acquire private
land for the pumose of P.limjnatjng mjgosjng ljn!ss jn the trajl OP.tYfork jf no pub!jc land exjsts
Section 3.5.2.5 Pa5sive and Linear Open Space5 deals most directly with trails. The following are some
sugge5ted revisions and additions to these policies. For reference, Section 3.5.2.5 as modified by OPA tt2 is
included in its entirety.
Section 3.5.2.5 Passive and Linear Open Spaces
All references to the "Aurora Trait NetworK Concepr should be replaced with the approved "Aurora Trait
Network" and an updated schedule(s) should be included. The updated schedule(s) would be those contained in
the Aurora Traits Master Plan once it is approved by Council.
a. Linear open spaces shall provide primarily passive recreation and trails for the entire community. Such an
open space networK shall serve non-motorized movement such as walKing, jogging, cycling, cross county
skiing or snowshoeing as outlined in the Town of Aurora Traits Master Plan . It will link the Open Space
including lhe existing and proposed off-road traits willl destinations such as schools, recreation, service,
employment. shopping areas. and the Historic Core. The trait network shall be conducive to an urban form
and strur.ture which is iriendly to non-motorized users. and the environment. Sr.hedule I of this Plan shows
the Aurora Trait Ne~.vor1< as recommended in the Town of Aurora Traits Master Plan .
g. To establish new linear open spaces which complement and link the Open Space System, Council may
obtain easements:
add the following clause
g. iv. to eliminate missing links in the network.
h.ix. investioate anfl provide nrade separatP.t1 crossings over •Nater cpurses \1Jhere feasible and necessary
subject to approval from the Ministry of Natural Resources and Transport Canada (Aids in Waterways,
Coast Guar~. Marine Group and the appropriate Conservation Authority):
h.x. investigate and explore providing grade separated crossings at key interseclions of traits with railways and
arterial roads: where trails cross roads at grade between jotersectjonf signs and where appropriate
pedestrian activated signals shall be considered to assist safe crossing and orientation; at grade crossing of
traits at Regional roads should only be made at controlled intersections:
i .v. receive priority in tree planting. landscaping and street fumiture such as liGhting, benches, waste bins which
include garbage recvcting. and green bins. public phones. appropriate signing to neart>y public wasnrooms
and other features to enhance the saiety and amenity of the trail.
In addilion to the modifications proposed above, the following are a number of new policies which should be
further explored and inteGrated into Section 3.5.2.5 Passive and Linear Open Spaces as part of the Town's
Official Plan update:
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1. The Town of Aurora shall require the development of passive and linear open spaces and trails within new
developments and redevelopments within the Town consistent with the Town's Trails Master Plan.
2. The Town shall work in collaboration with local stakeholders and members of the public to implement and
maintain the network and facilities as proposed in the Town of Aurora Trails Master Plan.
3. The Town shall pursue grant and partnership opportunities to fund the implementation and future
maintenance of trails in Aurora.
Other Policies Related to Trails
As part of the overall update to the Official Plan the following additional policies, which do not necessarily fit in
Section 3.5.2.5, should also be incorporated. They should be placed in the appropriate location in the updated
Official Plan.
The Town of Aurora shall routinely consider and wherever possible accommodate the needs of trail users in the
design and construction of all infrastructure undertakings such as roadways. linear utilities such as hydro and
pipeline corridors, bridges and underpasses, and crossings of physical barriers such as waterways, railways.
existing and future highways.
All development applications. including, but not limited to. plans of subdivision. severances. plans of
condominium Official Plan Amendments zoning by-law amendments site plans shall be reviewed by staff to
ensure that they are consistent with the Town of Aurora Trails Master Plan.
The planning. design and development of trails in Aurora shall be consistent with the Aurora Trails Master Plan.
once approved by Council.
These final policy suggestions relate to the creation of trails as part of the land development process
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Prior to Draft Plan of SubdivisioniCondominium aooroval the Developer shall be required to prepare and submit
a trajl ooocept plan and tvpjca! detajls for any tfajls Wj\hjn the bouodarjes of the plan of subQjyjsjon to the
Satisfaction of the Town The trail wnceot plan shall be consistent v.;th the approved Aurora Trails Master Plan.
Prjor to Fjnal Plan of Subdjyjsjoo/Coodoojnjuo approyal and tpe reqj~tralion of tpe applicable stage of the
subdivision. the Developer shall be required to orepare and submit detailed design drawings. specifications and
a detailed cost estimate for trail oonstruction to the satisfaction of the Town.
The Development Agreement shall outline the requirements of the Developer relating to trail construction.
including the following:
• The Developer shall agree to construct trails within the boundaries of the aoplicable stage of the
subdivisionirondominium to a base condition to the satisfaction of the Town prior to building pennits
being issued:
• The Developer shall agree to cgmplete the finishing of trails v.;thin the boundaries of the applicable
stage of the subdivisionrcondominium in accordance with the approved olans to the satisfaction of the
Town. prior to assumpUon:
• NoUce to purcllasers of the existence of the municipal trail, including identification of the trait on plans
displaye<! in a sales office and a warning clause in all agreements of pyrchase and sale andlor lease
agreements and registered on title. to the satisfaction of the Town.
In addition, the following definitions are suggested and should be defined and included in the appropriate
location in the updated Official Plan. The following definitions are proposed:
1. Active Recreation: An activity or pastime with the primary intention of physical exertion and enjoyment not
for tronsportation to a specific destination. Active recreation may include but is not limited to jogging.
cycling playing sports and dog walking. These activities may occur in a number of locations such as parks.
trails and paltlways.
2. Active Transportation: A method of transportation where human muscle power is used for utilitarian
purposes and destination oriented trips. Active transportation MOdes may include but are not limited to all
fonns of non-motorized transportation such as: walking hiking running cycling rollerblading and
skateboarding.
6.4 FUNDING STRATEGY
Aurora·s Trail Master Plan can only be successful if funding and staff resources are committed by Council on an
annual basis. The annual implementation budget for implementing the Trail Master Plan should be identified in
an annual report prepared by Town staff and based on iMplementation objectives and opportunities for the
coming year. This report could also comment on projects and trail related initiatives completed from the following
year.
The Trails Master Plan is an integrated body of components. and requires a strategic approach for
implementation and a funding commitment Focusing efforts on individual elements of the Trails Master Plan in
isolation oi the others will not result in the level of success that it has been designed to achieve. For example,
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funding a paved/stonedust trail in the short-term but not the development and delivery of programming or
promotional campaigns, is not an efficient or recommended strategy.
The public and stakeholder input received during the preparation of the Trails Master Plan indicate that both
residents and visitors to Aurora support improving trail facilities and programs to promote trail usage in the
Town.
6.4.1 What is the Investment?
The Trails Master Plan is both an infrastructure and operations plan. Therefore, it requires infrastructure,
program development and operations (maintenance) funding to ensure successful implementation and
monitoring. These types of improvements should be included in the Town's capital budget and forecasts.
6.4.1.1 Capital
It is estimated that the total capital investment to implement the network is slightly more than $13M over the 50
year horizon of the plan, exclusive of proposed grade separated crossings and maintenance (the unit prices
assumed are summarized in Appendix D ). This conservative estimate is based on stand-alone unit prices.
However, it is assumed that in-boulevard right-of-way components of the network will typically be included as
part of the same tender for a road resurfacing, reconstruction or widening project. Therefore, through economies
of scale, the construction cost charged to the Town by a contractor may be lower. The distances for multi-use
trails in Town and Regional road rights-of-way have been assigned to the Town because multi-use trails, like
sidewalks, are the responsibility of local municipalities in York Region.
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The estimated costs to implement grade separated crossings as illustrated in the recommended trails network
are not inCluded with the estimated network costs ior the following reasons:
• Costs for these vary widely depending on the style and ultimate design of the structure(s);
• The design of. timing ior and construction of many of the proposed grade separated crossings would be
subject to infrastructure improver'1ents being made by other agencies such as York Region. In these
cases the final design would be part of~ larger infrastructure improvement project th~t would be subject
to an Environmental Assessment process and subsequent detail desi~n; and
• There may be an opportunities to partner with agencies for these projects. For example it is reasonable
to assum& that the Town would be able to partner and cost-share with the Region for grade separations
of Regional roads. thus an accurate estimated cost to the Town for each can not be developed until
each location has been studied in more detail as part of pre-design of those structures.
6.4.1.2 Operations
Operations costs include oni)oing funding related to implementing the Trails Master Pl~n. preparing the annual
progress report, delivering safety, educational outreach and promotional programs, and performing network and
infrastructure rnaitllenance ltl achieve a slate or good repair and to ensure all season use. This also includes
staff resources. as well as man~gement and e~dministration.
The incremental oost to maintain trails relatively low. Generally speaKing, most municipalities adjust
maintenance budgets based on the number of kiloMetres of each facility and increase maintenance budgets
relative to the length of new infrastructure added on an annual basis. Maintenance of mature ofi-road multi-use
trails. particulany in greenways and parks can oost fi-om $4,000 to S6.000 per linear kilometre of trail (3.5 m
wide). depending on the level of service standand of a municipality. Annual maintenance can include drainage
and storm channel maintenance, sweeping. clearing of debris, trash removal. weed control and vegetation
management. mowing of grass along shoulders. minor surface repairs. repairs to trail fixtures (benches, signs)
and other general repairs. Costs also can vary depending on whether the trail is in a road boulevand or in a
linear greenway or park and whether it is paved or has a Granular Sllrface. New asphalt off-road trails also
typically have lower maintenance costs in the first t 0 years.
An absolute dollar value for maintenance costs was not c,alculated for trails network as the budget for
maintenance will need to grow in an incremental fashion along with the incremental growth of the trails network.
As each new networK segment is added (either in boulevard or off-road}, the impact to the operations budget
should be calculated by Town staff so that it can be added into the annual maintenance budget request.
Recommendation 6·10:
144
That the Town review and update its annual maintenance
budget for trails l>ased on the recommended design
guidelines in the Trails Master Plan, and increase this
budget as additional kilometres of trails are added to the
network.
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6.4.2 Where Will the Money Come From?
The annual implementation budget for the Trails Master Plan should be identifted in an annual report and be
based on implementation objectives and opportunities for the ooming year. This report would also comment on
projects from the previous year. It is expected that the majority of Trails Master Plan capital costs related to
proposed in-boulevard right-of-way facilities will be identified and included as component costs within a planned
right of way widening, reconstruction, resurfacing, new development, or other Aurora and York Region projects.
To assist in reducing taxpayer costs, the Town of Aurora should pursue outside funding opportunities. Over the
last few years funding sources made available for cycling, pedestrian and trail related projects is at or near an all
time high, likely due to the enormous popularity of trails today. It is expected that this trend will continue.
Outside funding opportunities may include:
• York Region Municipal Partnership Program;
• Federal I Provincial Gas Tax;
• Metrolinx (as per the Regional Transportation Plan and funding recommendation of $20 million per year
for municipal active transportation infrastructure in the GTHA);
• Transport Canada 's MOST (Moving on Sustainable Transportation) and ecoMobility (TDM) grant
programs;
• Federation of Canadian Municipalities Green Municipal Fund;
• Federal I Provincial infrastructure stimulus funding;
• Ontario Ministry of Health Promotion grant programs;
• Ontario Ministry of Environment Community Go Green Fund (CGGF);
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• Ontario Ministry of Transportation Demand Management Municipal Grant program;
• Partnership funding with York Region for infrastructure and health promotion related initiatives;
• The Communities in Action Fund available through the Ontario Ministry of Health Promotion for
programming and promotional initiatives related to healthiactive livingiactive transportation:
• The Canada-Ontario Infrastructure Program:
• Ontario Trillium Foundation that w;;~s recently expanded in response to the money collected throughout
the Province by casinos;
• Human Resources Development Canada program that enables personnel positions to be made
available to various groups and organizations. For example. the Ontario Trails Council has been able
to hire two people under this program;
• Corporate Environmental Funds such as Shell and Mountain Equipment Co-op that tend to fund small,
labour-intensive projects where materials or logistical support is required:
• Corporate donations which may consist of money or services in-Kind. and have been contributM by a
number of large and smelll corporations over the yesrs;
• Potential future funding that might emerge from the Provinr.e in rolling out the Ontario Trails Strategy;
• Service Clubs such as the Lions, Rotary and Optimists ha'le assisted with a number of high visibility
projects at the community level: and
• Private citizen donations/bequeaths. ana this can also include a tax receipt for the donor where
appropriste.
6.4.3 Why Should the Town Make the Investment?
There are numerous benefits that emphasize why the Town of Aurora's commitment to implement the Trails
Master Plan is so important. Chapter 2 of this report details the various benefits of walking and cyding in terms
or recreation, health and lilness benefits: transportation benefits; environmental benefllS; and economic benefits.
The Town's investment in the Trails Master Plan can be expected to yield benefits in all of these areas.
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In addition to these important benefits, the costs of the Trails Master Plan can be justified as part of the cost of
providing a more sustainable, balanced and efficient recreation and transportation system in the Town of Aurora.
Finally, as the consultations conducted as part of this study confirmed, Town residents want governments to
invest in making Aurora more walkable and bikeable. The Town should make the investment in trail
implementation because residents are requesting it and it will support Council's efforts to make Aurora one of the
most desirable communities in Ontario to live and work.
6.5 MANAGING THE PLAN
6.5.1 Insurance, Liability and Risk Management
Exposures to potential and concerns from private landowners who grant easements or who are located adjacent
to in-boulevard right-of-way and multi-use trail facilities are liability concerns for the Trails Master Plan.
Even though multi-use trails are separated from the roadway, they still may legally fall under the definition of a
"highway", since bicycles are legally defined as vehicles. This is an important point because it means that
cycling facilities are covered under many of the same basic immunities as other highways. It also illustrates the
importance of adhering to design and construction guidelines, as this will provide the greatest legal protection.
Aside from proper design and operation of multi-use trail facilities, the Town should address potential hazards
associated with these facilities including accidents, theft, vandalism, and other problems. This becomes much
more acute when these facilities are located along waterways and residential backyard fences.
The following methods of reducing risk are proposed for Aurora to help minimize the liability associated with
providing designated multi-use trail facilities:
• Improve the physical environment, increase public awareness of the rights and obligations of
pedestrians and cyclists and improve access to educational programs in order to demonstrate that
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efforts are beinG taken to reduce the likelihood of accidents occurring and lawsuits beinG initiated by
injured par1ies:
• Select, design and designate facilities in compliance wiUl the highest prevailing standards:
• Design concept{s) should comply with all applicable taws and regulations;
• Maintenance operations should conform to acceptable standards. If a hazard cannot be removed. it
must be isolated v~th barriers or notified by clear warning signage;
• Monitor on a regular basis the physical conditions and operations of trail facilities. All reports of
hazardous conditions received from pedestrians, cyclists. police or others should be promptly and
thoroughly investigated;
• Keep written records of monitoring and maintenance activities;
• Avoid describing or promoting routes or pathways as ·safe" or "safer" than alternatives. It is preferable
for facility users to assess their capabilities themselves and govern their choices accordingly. which is
the prevailing sit1.1ation: and
• Maintain proper ins1.1rance coverage ss a safeguard against having to draw payment for damages from
the public treasury.
Recommendation 6-11: That the Town establish and document in association
with the Town's legal advisors, recommended procedures
for risk management as it relates to the design,
maintenance and operation of trail facilities in the Town of
Aurora.
6.5.2 Monitoring Implementation and Performance Measures
Implementation of the Trails Master Plan is expected to begin in 2011. It is proposed that the Town implement
the town-wide trail networl\ infrastructure plan on an annual basis in accordance with the proposed phasing and
available cspital funding, and as authorized by Town Council.
Collecting data to evaluate the different and changing aspects of trail users' behaviour will assist in evaluating
the effectiveness and overall contribution of various activities to achieve the stated vision and goals of this Plan.
Tt1is data collection should begin in 2011 and build upon the various Trails Master Plan initiatives. and may
include p1.1blic attitude surveys. The dat<~ will establish a benchmark 1•Ath which to compare later data as the
Trails Master Plan is implemented.
The dats collection will be used to:
• Confinn the overall direction and implementation of the Trails Master Plan:
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• Confirm statistics on the number and type of trail users; and
• Verify the route selection process.
•..;..,.,.. -..., -.. _
~~------~
Over time, the evaluation system should identify changes in route preference to assist in determining where to
implement changes to 'hard and soft" trail infrastructure. The results of this assessment may be used to
determine the success of implementing various types of trail facilities. However, caution must be used in relying
on an immediate response to a given improvement. An extended timeframe should be established to ensure
that trail use awareness initiatives are in place to assist in changing travel patterns and habits.
Assessing the impact and costs of the implementation program might be based on information such as:
• Origin/destination counts;
• Screen line counts on a finer scale that are appropriate to trail use patterns;
• Intersection counts to coincide with routes on which improvements are proposed, and also on parallel
routes; and
• User counts on major trail systems.
This information should be collected every two years and during the peak trail use season.
Data collected through evaluation/monitoring programs along with information collected through on-going public
consultation exercises, such as user surveys and public attitude surveys conducted every five years, will inform
and assist in preparing the list of annual priorities and measuring the performance of the Plan.
A component of measuring the implementation of the Plan and its success in meeting objectives is to establish
performance measures and targets.
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6.5.3 Trail Maintenance
Many jurisdictions have formalized programs to plan and construct t,..il systems. however the number that have
formal programs for trail maintenance is lower. In 2004. telephone interviews were conducted with approximately
a dozen southern Ontario municipalities to determine the ove,..ll scope of their trail maintenance. to learn about
significant issues and priorities and to gain an understanding of basic costs for trail maintenance1. The following
are some highlights:
• Very few maintain their trails in winter. Of those that do. none reported maintaining all of their trails in
winter. Generally winter maintained trails included only asphalt trails and those that are heavily used,
or are main connections serving utilitarian purposes such as connections to schools and main
bicycle/pedestrian commuter routes:
• Several reported having defined maintenance standards for trails, based on trail type. Many of those
that did not currently have standards reported that they were wor1<ing towards them:
• Most have a call inihot line for areas requiring emergency repairs. or areas where garbage containers
are heavily used. None of the hot lines were trail specific, most often they were included with a parks
or even municipal-wide hotline for parKs, roads. infrastructure etc.:
• In most cases, respondents felt that they could do a better job at trail maintenance. but were limited by
resources (staff resourcesibudget and time);
• Most reported conducting an annual safety audit, in most cases this was included as part of their annual
safely and securily audit for part<s, playgrounds and recreation facilities;
• Many noted that proactive or preventative maintenance. especially with regard to trail surface condition,
signing, trash and vandalism was a key success factor;
• Most use trail patrols or supervisors conducted a regular (i.e. as often as weekly) review to assess
conditions, prioritize maintenance tasks and monitor known problem areas;
• Some use maintenance logbooKs to set out a schedule of tasks. priorities, standards to be achieved
and method of tracking that the work has been completed. This method of tracking was also noted as
useful for being able to predict which locations would require the highest level of maintenance;
• In most cases, parks crews performed trail maintenance as part of their regular park maintenance role.
Where extensive maintenance programs were reported, additional seasonal labour was added to the
workforce (often summer students). Volunteer "adopt-a· trail" programs were also identified as useful for
basic trail cleanup and monitoring:
• Trail maintenance is generally handled under Parks Operations budgets. sometimes tracked as a
separat~ trail mainten;;nce budget. out most often grouped in with other p;;rks m;;intenanr.e oudgets;
• Trail maintenance costs range depending on the type of trail and location. Costs to maint;;~in highly
urbanized trails ranged irom $4000·$6000ikm per year, whereas costs to maintain rural trails (including
rail trailsi were significantly lower. ranging from less than $100/km year to $350/km per year. TasKs
1 Mor .;;ipal I 1ail Mair:ent:'f :;e Survey. t: ephone nte'\•iews conducte<; b:· ~tan:ec, 2JJ4
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covered as part of these estimates included maintenance of trail drainage, storm channel and culvert
maintenance, grading and minor topping up of trail surfaces, minor pothole repair, sweeping and
clearing of debris, trash removal, mowing of clear zones, minor surface repairs and repairs to trail
fixtures/furnishings;
• Many respondents reported that asphalt surfaces on trails have a life span of approximately 15-20
years, and trails that were installed in 1980's and earlier now require reconstruction, and in the process
are generally being widened to meet higher levels of use/demand experienced today. Wider trails are
also better for preventing damage to trail edges by municipal service vehicles, as vehicle wheels are
less likely to roll over and break trail edges and less likely to create ruts in the soil beside the trail;
• Trails that were properly constructed at initial installation had the fewest maintenance issues. Proper
subgrade excavation, adequate base and proper drainage were noted as keys to trail longevity;
• Many reported that erosion is a big challenge and that "trail hardening" with asphalt on sloped trails is
the best way to prevent further erosion. Some reported trying other soil binding compounds for trails on
slopes and reported only moderate success with these alternative materials;
• Mowing grass along edges of trails is performed on a regular basis. Depending on trail location this may
be weekly, biweekly, monthly or infrequently throughout the growing season. The width of the mown
swath generally varies from O.Sm to 2.0m depending on the municipality and location. Mowing helps to
keep clear zone open and can also help with the invasion of weeds into granular trail surfaces;
• Several have trained their mower operators to be more observant while mowing and to take note of
problem areas along the trails;
• Garbage pickup is performed on a regular basis (i.e. 10 day cycle), with receptacles located at the ends
of trail segments where they can be easily accessed for service vehicles;
• Tasks performed on a seasonal basis include culvert cleanout and pruning to maintain trail clear zones;
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• Grading/grooming the surface of granular trails is generally performed once per year or as required
after heavy storm events in areas prone to erosion:
• Tasks performed every 3 to 5 years cycle include refurbishment of signs, cleaning and refurbishment
site furnishings:
• Tasks periormed on an as-required basis include moving or marking obvious hazards within 24 hours of
their identification, inspection/monitoring ollr<til areas i>rone to damage following heavy stom1s. repairs
to vandalized items. minor repair$ to structural elenents such as bridges. trail surfaces, railings.
benches. gates and signs; and
• Major renovation or replacement of large items such as bridges, kiosks, gates. parking lots, and asphalt
trail surfaces was generally described as a 10-2(} year replacement item.
6.5.3.1 Winter Maintenance of Off-Road Trails
As previously noted very few municipalities in Ontario maintain their off-road trails during winter 1'10nths. For
those municipalities that do offer winter maintenance services on trails. only certain routes are maintained and
these tend to be primary routes that serve a comMuter function to key destinations such as schools and
community centres. The following are some general initiatives that are being used in other jurisdictions to
identify candidates for winter trail maintenance and to develop priorities among those candidate routes.
a. Trail Function and location
• The trail's rote in the overall transportation networK and community connectivity {primary vs. seoondary
function);
• The trail does not provide an alternate route to a nearby sidewalk or trail that is already being
maintained in winter;
• Determine if the trail is integral to the overall network such that it provides a primary route to schools,
public facilities s~1ch as recreational centres and to other pedestrian generators such as senior's homes.
shopping and commercial establishments;
• The trail is not merely a convenient short cut. If the trail is not available for winter use, the length of the
detour required should be explored further. AIU1ough U1ese should be explored further on a case-by-
case individual basis, 500m could be used as a threshold guideline;
• The trail connects dead end streets or cui-de-sacs where alternative routes do not exist:
• Consideration is given to neighbouring land use(s) and how this relates to pedestrian origins,
destinations and pedestrian generators: and
• Consideration is given to trails that have historically received winter maintenance, but winter
maintenance h.;os not been formally adopted.
b. Trail Design and Condition
• The trail should be constructed to a minimum standard including:
• Adequate surface drainage to prevent ponding of water on the trail surface;
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• Minimum width (e.g. no less than 3.0m) and there is adequate access for maintenance equipment
• The trail has an asphalt surface (this factor may not apply if a snowblower is used instead of a plow};
and
• There should be no danger adjacent to the trail, such as a steep drop off that could be a hazard for
equipment operators.
6.3.7.2 A Trail Maintenance Plan for Aurora
Based on the information in the previous sections, this section describes a potential trail maintenance program
for Aurora. The general objectives of a trail monitoring and maintenance plan are to:
• Provide safe, dependable and affordable levels of service;
• Preserve infrastructure assets;
• Protect the natural environment:
• Enhance the appearance and health of the community;
• Provide a reference framework against which to measure performance;
• Provide the basis of a peer review that is comparable with other municipalities; and
• Provide citizens and Council with a reference for expectations.
• The first step in implementing a maintenance and management program is to determine its scope. Trail
plans, maps, inventories, trail logs, traffic count information and condition surveys are all valuable
sources of information for developing maintenance management systems.
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Table 6.3 outlines typical trail maintenance activities that Aurora should include as part of the development of a
trail maintenance progran that is tailoreo to suit the Town's needs. Tasks have been grouped according to the
frequency with which they would typically be perfonned:
154
• Immediately (within 24 to 48 hours);
• Regularly {weeKiylbiweeKiylmonthly):
• Seasonally:
• Annually:
• Every 3 to 5 years; and
• Every 10 to 20 years.
As a minimum. mark. barricade and sign the subject area to warn trail users, or
close the trail completely until the problem can be corrected.
• Remove vegetation andior windfalls, downed branches etc., where traffic flow
on the trail is being impaired or the obstruction is resulting in a sight line issue.
Remove hazard trees that have been identified.
• Rtmair or replace ilems lllat have been vandaliLed or stolen/removed. This is
especially important for regulatory signs that provide important inform~;~tion
about trail hazards such as road crossings. steep grades. and sharp curves.
• Removal of trash in overflowing containers or material that has been illegally
dumped.
• Repair of obstructeo drainage systems causing ncooing that poses a hazard to
trail users or that is resulting in deterioration that poses an immediate safety
hazard.
• Monitor trail areas and structures that are prone to erosion after severe
summer stonns and repair as required.
• Repairs to structural elements on bridges such as beams, railings. access
barriers and signs.
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• Trail patrols/inspections should review the trail conditions (as often as weekly
in high-use areas), to assess conditions and prioritize maintenance tasks and
monitor known problem areas.
• Mow grass along edges of trails (in open settings only). Depending on trail
location this may be done weekly, biweekly or monthly and the width can vary
according to the location (typically 0.5 to 1.0m). This helps to keep the clear
zone open and can slow the invasion of weeds into granular trail surfaces. Not
all trails will have mown edges. In woodland and wetland areas, pruning and
brushing is typically the only vegetation maintenance to be undertaken.
• Regular garbage pickup (10 day cycle or more frequent for heavily used
areas).
• Restock trailhead information kiosks with brochures as needed.
• Repair within 30 days or less. partially obstructed drainage systems causing
intermittent water backups that do not pose an immediate safety hazard, but
that if left unchecked over time will adversely affect the integrity of the trail
and/or any other trail infrastructure or the surrounding area.
• Patching/minor regarding of trail surfaces and removal of loose rocks from the
trail bed.
• Culvert cleanout where required.
• Top up approaches to bridges.
• Planting, landscape rehabilitation, pruning/beautification.
• Installation/removal of season al signage.
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• Conduct an annual safety audit. This tasK is not necessarily specific to trails
C~nd may be include<! with general annual s~:~fety audits for parks. playgrounds
and recreation facilities.
• Evaluate support facilitieMrailside amenities to determine repair and;or
replacement needs.
• Examine trail surface to determine the need for patching and grading.
• Gr~;~dingigrooming the surface of granular trails. and topping up of wood chip
trails.
• Pruningivegelation manC~gement for straight sections of trail and areas where
branches may be encroaching into the clear zone. This tasK is more of a
preventative maintenance proce<Jure. Cuttings may be chippe<J on site and
placed appropriately or use<J as mulch for new plantings. Remove branches
from the site unless they can be used for habitat (i.e. brush piles in a woodlot
setting), or use<! as part of the rehabilitation of closed trails. Where invasive
species are being pruned and/or removed, branches and cuttings should be
disposed of in an appropriate manner.
• Inspect ~:~nd secure all loose side rails. bridge supports. decKing (ensure any
slruclut"<tl repairs meetlhe original slruclut"<tl design crileria).
• Aerate soils in severely compacted areas.
• Cleaning and refurbishment of signs. benches and other trailside C~menilies.
• Resurface asphalt tr~;~ils (~:~ssume approximately every 15 years).
• Replace or reconstruct gr~;~nular tr~;~ils (assume approximately every 15 years.
but this may not be necessary if adiustmentsirepairs are made on an annual
basis).
• Major renovation or replacement of large items such as bridges. kiosks. gates.
parking lots. benches etc.
t-..o1e: A I• (Iii m(lin~::n(U'C€ ~:l ~ovlj be .$eC 1.; coc .. men n·ainle"~nu~ ~·: i••lie$. The ~~~~ shuulcl ~~ vO•I(; ~::•I '/iht;n 'H(IIv•~::s ell"€ l'€:>;.ir~j, '"'~C< G€c.
re~lac&d. rarnovec. or •.\•han llEf'i f$MIJ'Qil ~re ~de~~. Ar..cur~IQ tn:Jill~s ~so bac~rrQ a u~ful rEsourca for :191Q'Mir ~ M~ 'Iter~"~ :> .. ~ats for n~io.· ~u~l
it~Ms nnd tasks nnd in ~~to'"'lin ";J tc::ll rrninto"nnoo costs for t1~ o1ti·c :mil. In n~dilbn, :he•,-arc n Jscful soJroc cf info·M~ticr durir~ the prc~rmio" of
tcn~cr :J~CJ"'lcrts for tmil :O"In1Cts. 2":1 :o she:" :he I~C2tion ~f st' _cturcs :l":i o:hcr fca:urcs th:l: ·~3uirc "'l2i"lcna~cc.
6.6 NEXT STEPS
There are a number of recommended steps that the Town of Aurora should taKe in 2010 and 2011 to advance
the Trails Master Plan:
• The Town should develop and distribute a Trail Promotional Brochure (map) to the pul)lic:
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• Following Council's adoption of the Draft Final Report, issue a media release and public notice
announcing the completion of the Trails Master Plan and note that the report is available for public
review for a 45 day period, following which if there are no major concerns it will be formally adopted by
the Town. The draft report should be posted in digital format on the Town's website so that it can be
viewed and downloaded by the public. and copies made available at the Town's offices; and
• Provide copies of the Trails Master Plan to all Town Departments, York Region, adjacent municipalities.
the Toronto Region Conservation Authority and Lake Simcoe Region Conservation Authority, and the
Ontario Ministry of Natural Resources
• Develop a detailed signage and branding strategy for the Town's trails network.
From as early as the mid 1970's the Town of Aurora has embraced the creation of municipal trails network. Over
57km of trails and bike paths are enjoyed by Aurorans today. Residents know and love their trails as is
evidenced by their support for improving and expanding the network. This support was confirmed in the results
of the recent surveys conducted as part of the development of this Trails Master Plan, as well as the Parks and
Recreation Master Plan. The Aurora Trails Master Plan is the next logical step in the continued evolution of trails
for Aurora. It consolidates the many years of hard work that have brought the trails to where they are today, and
it looks to the future. It is intended to be the guide for the Town to take the next steps towards improving and
expanding the trails network, and to promote Aurora's trails as a public health, nature appreciation recreation
and transportation asset.
The development of the Aurora Trails Master Plan is based on current needs, issues and priorities along with
experiences from other municipalities having similar goals. The Trails Master Plan paves the way for future
expansion of the trails network. It is inevitable that needs, issues and priorities will change; therefore the TMP
will need to evolve and be periodically reviewed to be an effective planning tool, so that Aurora's trails can be
enjoyed by residents and visitors for generations to come.
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CHAPTER 7
SELECTED REFERENCES
Acc9ssibilily N9WS. Trails for All Ontarians Collaborative {TAOC), 2006. Web. Spring 2010.
<http:/iwww.accessibilitynews.ca/cwdoiresourcesiresources.php?resources=72>.
American Association of State Highway and Transportation Officials. Guide for the Planning,
Design ~nd Operation of Pedestri~n Facilities. Rep. American Association of State Highway and
Transportation Officials. 2004. Print.
British Columbia, Canada. British Columbia Cycling Coalition Cycling Advocates. Finance and
Government Ser~ices Committee. C91/ainiy in an unc~rwin Worltl: Til~ Case for Acc£Jiemled
Investment in Cycling in Challenging Economic Times. By British Columbia Cycling Coalition.
British Columbia, 2007. Web. Spring 20t0.
http:l/wvvw.bccc.bc.ca/Documents!BCCC _Budget_ Submission_ 2006.pdf>.
Canada. Go for Green. National Active Transportation Roundtabl&. 20C3. Print
Canadian Social Research Links. Social Development Canada. Web. Spring 2010.
<http:/lwww.canadiansociatresearch.net/index.htm>.
City of O~awa. Depanment of Plannin~ and Growth Management. Greenspace Master Plan -
Strategies for Ottawa's Url:!an Greenspaces. City of Ottawa. 2006. Print.
Crowe. Timothy D. "Crime Prevention Through Environmental Design:· CPTED Ontario Hom&
Page. CPTED Ontario. 2002. Web. 30 Sept. 2010. <http:!NJWw.cptedontario.ca/>.
Chapter 7 Sclcctod References 158
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159
Donaldson. G.A., in Design and Safety of Pedestrian Facilities: A Recommended Practice of the Institute of
Transportation Engineers, March 1998
Federation of Canadian Municipalities. Centre for Sustainable Community Development. Communities in Motion:
Bringing Active Transportation to Life. Ottawa: Federation of Canadian Municipalities. Print.
Frank, L, Kavage S. & Litman, T. (2006). Promoting public health through smart growth: Guiding healthier
communities through transportation and land use policies and practices. Smart Growth BC. 1-43.
Go for Green, and Environics. Rep. 1998. Print.
Government of Canada. "Transport, Infrastructure and Communities Portfolio."We/come Page 1 Page D'accueil.
29 Sept. 2010. Web. 04 Oct. 2010. <http://www.tc.gc.ca/eng/menu.htm>.
Heart and Stroke Foundation of Canada (2006) Tipping the Scales of Progress. Heart Disease and Stroke in
Canada 2006. Retrieved from www.heartandstroke.ca
IBI Group. "Strategies for Sustainable Transportation Planning: A Review of Practices and Options." Editorial.
Transport Canada: Transportation Planning Summer 2005. Print.
Institute for Social Research, York University (on behalf of Go for Green and the Public Health Agency of
Canada), 2004. ,Vationa! Survev on Active Transportation.
Institute of Transportation Engineers. Context Sensitive Solutions in Designing Major Urban Thoroughfares for
Wafkable Communities. Publication. Institute of Transportation Engineers, 2006. Print.
Katzmarzyk P.T. and C. Mason. Prevalence of class I. II and Ill obesity in Canada . Canadian Medical
Association Jouma/2006;174:156-157. [PMID: 16415457]
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Lalani, Nazir, and ITE Pedestrian and Bicycle Task Force. Alternative Treatments for At-Grade
PedesMan Crossings. Rep. Institute of Transportation Engineers, 2001. Print.
Lawrence Frank, et a/, Obesitot Relationships with Communi tv Design. Physical Activitv. and
lime Saeat jn Car:s
Metrolinx. The Big Move. Rep. Metrolinx • Government of Ontario, 2008. Print
Ministry oi Health Promotion. Ontario Trails Strategy. Rep. Queen's Printer for Ontario, 2005. Print.
MinistryoiHealth Pmmotion <~nd Sport. MinistryofHeRitl> Pmmntinn Rnd Sport. 31 Mar. 20t0.
W&b. 04 Oct. 2010. <http:INNJW.mhp.gov.on.caJeni>.
Ministry oi Transportation. Ontario Highway Traffic Act. Rep. t990. Print.
MMM Group limited. Go for Green, Decima Rese<~rch. and Regional Municipality of York. York
R9gion P9d9strian & Cycling Mast9r Plan Study: Towards a Mor9 Sustainabl9 R&gion. Rep. York
Region: Regional Municipality of Wor1t 2008. Print.
Nabti. Jumana. Matthew Ridgway, and ITE Pedestrian and Bicyde Council. Innovative Bicycle
Trefltments: An lnform&tional Report. Rep. United States of America: Institute of Transportation
Engineers, 2002. Print.
Planning and Conservation Land Statute Law Amendment Act (2006) (enacted). Print.
Price Waterhouse Coopers, The Ontario Trillium Foundation. and Trans Canada Trail Sentier
Transcanadien Ontario. Economic Impact Analysis Trans Canada Trail in Ontalio. Tech. Toronto:
Price Waterhouse Coopers. 2004. Print.
Province of Ontario. Ministry of Community and Social Services. Accessibility for Ontarians with
Disabilities Act. By Ministry of Community and Social Services. 2005. Web. Spring 2010.
<http:!iwww.mcss.gov.on.ca/enimcss/progransiaccessibilityi0ntarioAccessitlilitylawsl2005iindex.a
spx>.
Province of Ontario. Ministry of Municipal Affairs and Housing. Greenbelt Pian. 2005. Print
Province of Ontario. Ministry of Public Infrastructure Renewal. Places to Grow Grol11h P:en for the
Greater Golden Horseshoe. 2006. Print
Province of Ontario. Municipal Act. 2001. Print
Provincial Policy Statement 2005. Ministry of Municipal Affairs and Housing. Jan. 2005. Web. Jan.-
Feb. 2010. <http:l/www.mah.gov.on.ca1Paget48S.aspx>.
Region of Hamilton-Wentworth Transportation. Operations & Environment Division. Shifting Ge<us:
A New Cycling Plan for Hamilfon-WenMorlh. Rep. Hamilton-Wentworth, December 1999. Print
160
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161
Regional Municipality of York. Planning and Development Services. York Region Sustainability Strategy.
Markham: Regional Municipality of York, 2007. Print.
Regional Municipality of York. York Region Sustainability Strategy: Towards a Sustainable Region. Rep.
Regional Municipality of York, 2007. Print.
Regional Municipality of York. Vision 2026 Towards a Sustainable Region. Rep. Regional Municipality of York,
2009. Print.
Stephen Farber University of Pittsburgh and Pennsylvania Economy League, Inc., An Economic Impacts study
for the Allegheny Trail Alliance, January 1999, i-ii.
The Regional Municipality of York. Vision 2026. 2001. Print.
The Regional Municipality of York. York Region Official Plan. 2008. Print.
The Regional Municipality of York. York Region Sustainability Strategy. 2007. Print.
The Regional Municipality of York. York Region Transportation Master Plan. By MMM Group Li mited. 2009.
Print.
The Regional Municipality of York. Pedestrian and Cycling Master Plan. By MMM Group Limited, Go For Green,
and Decima. 2008. Print.
Town of Aurora. Leisure Services Department. Parks and Recreation Master Plan. Town of Aurora, Jan. 2010.
Web. May 201 0. <http :1/www. town .aurora .on .ca/auroralindex .aspx? Article! 0=32 87 &Ia ng =en-CA>.
Town of Aurora. Leisure Services Department. 2008 Business Plan and Budget. 2008. Print.
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Town of Aurora. Leisure Services Department. Parks and Recreation Master Plan. Town of Aurora,
Jan. 2010. Web. May 2010.
htto:l/wvvw.town.aurora.on.ca/auroraiindex.aspx?Articlel0=3287&1ang=en-CA.
Town of Aurora Leisure Services Department Tm-vn of Aurora 2008 Business Plan and Budgel.
Rep. Town of Aurora. 2008. Print.
Town of Aurora. "Official Plan." Official Town of Aurora Website. Aug. 2010. Web. 04 Oct. 2010.
<http:liw.,w.town.aurora.on.calauroralindex.aspx?Articlel0=2390&1ang=en-CA>.
Town of Aurora. Planning Department. Official Plan Consolidation. 2009. Print.
Town of Aurora. Town of Aurora Accessibility Advisory Committee. Accessibility Plan. 2008. Print.
Town of Aurora. Town of A11roro Official Plan. Rep. Aurora, Ontario: Town of Aurora. 2010. Print
Town of Aurora. and Trails Sub-Committee. Town of Aurora Official Plan Amendment #2. Rep.
Town of Aurora. 2010. Print.
Town of Aurora Trails Sui>-Committee. Trails Sub-Cor'1mittee Report for a Trails Master Plan and
Core Document I Trail Policy Directions. Rep. Town of Aurora. 2009. Print.
Traffic Engineering Council Committee TENC·SA-5. Design and Safety of Pedes~rian Facilities; A
Recommended Practice of the Institute of Transportation Engineers. Institute of Transportation
Engineers, Washington. D.C., March t998.
Transportation Association of Canada. Bikeway Tra.ffic Control Guidelines for Canada. Rep.
Ottawa, Canada: Transportation Association of Canada, 19e8. Print.
United Slates Department of Transportation · Federal Highway Administration. "Environment· HEP
. FHWA." Federal Highway Administration: Home. Administration. Web. 30 Sept. 2010.
<http:!iwww.fhwa.dot.gov/environment/>.
won<! Health Organization. Peggy Edwards. and Agis Tsouros. Promoting Physical Activity and
Active Living in Urban Environments: Tile Ro;e of Local Governments. Tech. Copenhagen: World
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Zegeers. Charles V., and Traffic Engineering Council. Design and Safety of Psdestrian Facilities.
Rep. Washington, D.C.: Institute of Transportation Engineers. 1998. Print.
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APPENDIX A
MAP LEGEND
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LEGEND LEGEND DESCRIPTION
SYMBOL TITLE
(iiJOOi)ir:Ji ~~ :111 t_rfiOOT~r-~r•l..'-"'11 •~"'-.,
Existing Proposed
rll ~ Primary Crossing Typically found on the major spine of the trail system and
intended to be mid-block grade separated crossings by way of a
trail under a road bridge or through a large concrete box
structure (i.e. tunnel) under a road. However, they could include
a pedestrian/trail bridge over the road. Where design constraints
and/or the cost to grade separate a trail at a road crossing is
deemed not feasible, an at-grade crossing may be considered.
-~ & Secondary These include mid-block (not at an intersection) trail road
Crossing crossings on local neighbourhood trail routes (i.e. not normally
the primary trail spine) that may take various forms depending
on the location, type of road/number oflanes and daily traffic
volumes. These would therefore require a warrant assessment
completed at the time of implementation. Crossing types could
include the following:
~ a grade separated crossing,
~ a pedestrian signal,
~ a fonnal crossover and signal, or
~ an uncontrolled crossing (no pedestrian crossing markings
on the pavement) with advanced advisory signs to inform
motorists of a trail crossing ahead. At uncontrolled
crossings, trail users must wait for a suitable gap in traffic
before crossing.
ll [QJ Culverts Culverts are typically steel or concrete round or box structures
used below roadways to accommodate water courses, utilities
and animal and trail crossings. In order to accommodate a trail
crossing through a culvert, the vertical elevation of the road base
would need to be high enough to allow for a culvert which is
able to accommodate a trail and necessary head room to pass
below.
0 e Major Railway A major railway grade separation is typically located on the
Grade Separation major spine of the trail system and is comprised of a large
concrete box structure to allow the trail to pass under the rail
corridor. However, depending on the location, the crossing
could also take the form of a pedestrian bridge.
~·t~'tllo!l•" ll").11
Existing Proposed a ~ Crossing At-grade trail crossings of roadways may take various forms
depending on the location, type of road /number of lanes and
daily traffic volumes, and would therefore require a warrant
assessment completed at the time of implementation. Crossing
types could include the following:
~ routing the trail to cross at an existing controlled intersection
(i.e. traffic signal or stop signs) or
at mid-block locations:
~ through a pedestrian signal,
~ a fonnal pedestrian crossover and signal, or
164
Trails and Active Transportation Committee Meeting Agenda
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> an uncontrolled crossing (no pedestrian crossing markings
on the pavement) with advanced advisory signs to inform
motorists of a trail crossing ahead. At uncontrolled
crossings , trail users must wait for a suitable gap in traffic
before crossing.
X ~ Secondary Secondary railway crossings are typically a formal at-grade
Railway Crossing crossing of a rail corridor along a trail route. However, it also
could also take the form of a grade separated crossing if a design
feasibility assessment concludes one is feasible and appropriate
for the location.
lll:nm.'II~¥.;.1II.J~\'ll Ulr"CII~I:II ~4~1~1111111~1
m Lookout A lookout is an area along a trail that may include a bench and
garbage receptacle and provides the trail user with the
opportunity to view or overlook a valley, natural feature or area
of interest. Lookouts could also provide interpretive signage and
other amenities as may be appropriate to the specific lookout.
f-Trail Connection A trail connection to an adjacent municipality symbol represents
to Adjacent a location where the Town's existing or proposed trail system
Municipality might connect with an existing or possible future trail link in an
adjacent municipality.
~ General Area There are several locations in the Town where the Town's Trails
where there is sub-committee would like to achieve a trail link. We have
desire to have trail identified these proposed links. However, the exact location,
link developed in alignment or form of link can not be confirmed at this time until
the long term redevelopment occurs in the future.
Local Road A local road is road under the jurisdiction of the Town of
Aurora
Regional Road A Regional Road is typically a collector or arterial road under
the jurisdiction of the Region of York.
Highway A highway is multi-lane high speed roadway typical under the
jurisdiction of the Province of Ontario .
I~ Public Transport A public transport hub is a facility that supports various
Hub travel/mobility modes (e .g. motorists , cyclists, pedestrians)
interconnect or transfer to public transit (e .g . bus , train). The
Aurora GO Station is a public transport hub that includes a
major public parking facility .
.! School This symbol identifies the location of an existing school in the
Town of Aurora
Ill Car Parks This symbol identifies the location of existing and proposed
(Existing and public parking in the Town.
Proposed)
I I Railway This symbol identifies the location and alignment of an existing
railway corridor in the Town of Aurora
I I
2C Secondary Plan This symbol identifies a location in Aurora where planning for a
Area major new development is underway. The Area 2c lands are
located east and west of Leslie Street between W ellingston
Street in the south to St. Johns Sideroad to the north .
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APPENDIX B
NETWORK HEIRARCHY FIGURES
166
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B-1: ULTIMATE TRAIL ROUTE
NElWORK AND ROUTE HIERARCHY -
AURORA WEST
LEGEND
NETWORK HIERARCHY --TO\\Ifl 'Jl/doSpii'C Trois
(111-Koiild Hi!,$tll of ·~"U•y)
T \1~\m-\11,' d~ S(lir P. T r.li $
(Of-I.:C.Od)
F-\fiJ l N-~ Spine Tmil
l~l NQ9rl.lourtl:JO:J
Tritil~
Pr~!'!rrP.d MuniciflF.I TMil
or Lan:l Cl.rrent~·
Pri·l~l~ 01 Olh&l Pl.l.lliC
C•t..nl-if'ship {H.j;l On1iirb
land Trust)
NOKIIDAA I OAK RIDGES
•••
•••
Nokiidaa lr.Jil
UK.i::>6u~ c\ iijfllllOIII
NokiiriA~ T111il
t>'e:eue<l alignme1·t
C:X,k Rir:q~ Mort'!ine
1 rc\il cl':i~lirg <.llignmcrl
Oak Rir.g~ Mo~n.ine
Tr~il fl~~r: ~lisnmenr
GRADE SEPARATED TRAIL CROSSINGS
LXISIING
fil
A
11 .,
PRCPOSED
fi) P• riel')' Gro6sing
R ~ • Majer Ra lwa)' G • ~"d~
&.p~u~l( .. '
AT-GRADE TRAIL CROSSINGS
LXIS 111\G PROPOSED !:l: ~I Crossin!}
X
Trail C:~nneCiic'" t:~
/o,(,;j:t::o:::W Mur·~,:il';,di 't
::;:~n::ral Au:or ·1·h·:~~
there i; de~i•e ::~ "'*''e
ll(lillink IIP.·!~Ifl(lP.fl i'l
the
TOWN INFORMATION = rn.~:ll{n:ll'l
= 1{!:-rJiflll~l ~OAd
Pul:lic T·~n~.:.1 Hut
Cgr Pa•ke (Exi!:ing a'l:l
Prcr;csad)
i A\.\. MMMGROUP
i
~
I
For a Detailed Map Legend,
please refer to Appendix
TOWN OF RICHMOND HILL
TOWN OF NEWMARKET
Trails and Active Transportation Committee Meeting Agenda
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TOWN OF NEWMARKET
For a Detailed Map Legend,
please refer to Appe11dix A
TOWN OF RICHMOND HILL
NETWORK HIERARCHY --T~, .. n-·.-,~~ ~rirA Tr4i~
:b· nu:t:l1 ylol ::· ·/~'::y:·
l~\'ln-···~l{le l::iDire I Nils
;(Jrnua:::
;.•/.': N-~ ~bin:: T mil
.,r~·~u~J M&.'lieip~ITr~il
01 L~ ld CuU~IlU;, Ulld&r
~ri,•alr.:>r:>:h:rPI.:IIi•:
•:l•·•ll!~'lij:l (to., Cllllilf~
o"'rtiT"'o:fl
NOKIIOM I OAK RIDGES TRAIL ALIGNMENTS
•••
•••
,,,kii1l:::1Tr.1i
~:<itli'l{l al~nfner .
,,,kii1l::;1Tr.1i
're~e·'ee ;.IQnmnl
0::<. Ri•l;;<:~· M::r.•i•·,:
T·si ~~lif~~ ~liwn·r~nl
0::<. Ri•l;;<:~. M::r,,;,·,:
I lll ;:· 'eleUed 811~ 1018(:
GRADE SEPARATED TRAIL CROSSINGS
CXISTING PROPOSeD
:\
:'•\
[7;1
~ • r•/sJ::~· R~ l'.'li·!C~de
;,::;r.;:."'rr.·i.._-,
AT-GRADE TRAIL CROSSINGS
EXISTINC PHOPOS~U
III Cf·.!*Si 1{1
~ ~.:.:lllo(l;,l>'":.il,::•;·
W C·unil·~
OTIHERTRAILNETWORK INFORMATION
T-.Ji CYIIIL<:Iiurl:..
A:!.~~lll Vull~i~lil;t
G&.··•..:l:: !\IC:J· . ..t·~·..: .1<:11.•
IS '~8!11'6 to hfl\'~ INIIIIIr <
ttl~,·~~·:r:"l n • .,,, "1'1\l"l~··r
TOWN INFORMATION
=::::)
<.:ar 1-'f. • .:~ (b:r&IIOi. Jnd
p,,~::l'l:~:~.~
~iluE~·
2C s~~'ldar~· run;.,t-3
0: 1r.1 aii;JBill9l'llt :o to;
•i .. ;llil'lxl;•:opmtdlh•}
1 e·:ito, .. t 'ld ~j:l~l o,·al
1)(~!88101 lll~ 2C I~I)J~:·
£;;-Ontario HS:=" ...
,1').'\.'\. MMM GROUP
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APPENDIX C
TRAIL CONSTRUCTION DETAILS
172
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FINISHED SURFACE
3000 -3500mm WIDE
ASPHALT SURFACE COURSE
(75mm THICK WHEN
COMPACTED)
OTHER HARD PAVEMENT
SURFACE COMPATABLE WITH
SURROUNDING URBAN DESIGN
TREATMENT.
BASE SPECIFICATIONS PER
MANUFACTURER'S
RECOMMENDATIONS FOR
SURFACES OTHER THAN
ASPHALT----------.,
2%MIN.
TURF OR OTHER
TREATMENT TO BE
COMPATIBLE WITH
SURROUNDING URBAN
LANDSCAPE
150mm GRANULAR BASE ----'
SHOULDER EITHER SIDE OF
FINISHED HARD SURFACE
(TYPICAL)
3000mm WIDE
FINISHED ASPHALT SURFACE
2%CROWN
UNLESS
OTHERWISE
SPECIFIED
TRAIL WIDTHS TO BE WITHIN SPECIFIED
RANGE, EXACT WIDTH TO BE
DETERMINED ON A SITE BY SITE BASIS.
2%MIN.
TOP OF TRAIL TO BE 25mm ABOVE
SURROUNDING GRADE UNLESS A
TOWN OF AURORA-TYPICAL TRAIL DESIGN DETAIL
HARD SURFACE SPINE TRAIL N.T.S.
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TRAIL WIDTHS TO BE WITHIN
SPECIFIED RANGE, EXACT WIDTH
I TO BE DETERMINED ON THE BASIS
OF HIERARCHY AND A SITE
CONTEXT
3000mm WIDE (2400mm MIN.)-SPINE TRAIL
l 2400mm MIN. -LOCAL TRAIL
l FINISHED GRANULAR TRAIL SURFACE
NO SHOULDER NECESSARY 1
200mm STONEDUST, CLEAN OF CLAY AND
TOP OF TRAIL TO BE 25-50mm
ABOVE SURROUNDING GRADE
,.-----OTHER DEBRIS. COMPACTED TO 98% S.P.D.
OR
125mm COMPACTED GRANULAR 'A' BELOW
75MM COMPACTED STONEDUST
2%MIN.
2%CROWN
UNLESS
OTHERWISE
SPECIFIED
TOPSOIL AND SEED/SOD
PLANTED BED
OTHER TREATMENT
(DEPENDING ON LOCATION)
2%MIN.
TOWN OF AURORA-TYPICAL TRAIL DESIGN DETAIL
GRANULAR SURFACE TRAIL N.T.S.
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MINIMIZE SUBGRADE
CLEARING AND GRUBBING TO
REDUCE IMPACT ON
ROOT ZONE (IE. 50mm DEPTH) l 3000mm WIDE (2400mm MIN
TRAIL WIDTHS TO BE WITHIN
SPECIFIED RANGE, EXACT WIDTH
TO BE DETERMINED ON THE BASIS
OF HIERARCHY AND A SITE
CONTEXT
SCRAPE AND ROLL TOP
LAYER TO LEVEL OUT HIGH
POINTS AND DEPRESSIONS
PLACE TRAIL SURFACE ON
ROLLED SUBGRADE
1 NO SHOULDER NECESSARY 1
UP TO 2/3 OF TRAIL
SURFACING WILU MAY BE
ABOVE SURROUNDING
GRADE
2%MIN.
SURROUNDING WOODLOT/
NATURAL AREA
200mm STONEDUST, CLEAN OF CLAY AND
OTHER DEBRIS. COMPACTED TO 98% S.P.D.
OR
125mm COMPACTED GRANULAR 'A' BELOW
75MM COMPACTED STONEDUST
TOWN OF AURORA-TYPICAL TRAIL DESIGN DETAIL
WOODLOT SPINE TRAIL N.T.S.
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150 -200mm GRANULAR A,
OR
A COMBINATION OF 50 mm
STONEDUST SURFACE
COURSE WITH GRANULAR B,
C OR PIT RUN BASE COURSE.
OR
150mm WOODCHIPS
TO BE DETERMINED ON A
SITE-SPECIFIC BASIS.
SURFACE OF TRAIL
100 -150mm ABOVE
SURROUNDING
GRADE --------..
2%MIN.
l 2400mm WIDE (SPINE TRAIL) l 1 1500mm WIDE (LOCAL) 1
TRAIL WIDTHS TO BE WITHIN
SPECIFIED RANGE, EXACT
WIDTH TO BE DETERMINED
ON A SITE TO SITE BASIS.
.------LOW PROFILE BOARDWALK
GEOTEXTILE, ------'
MAY BE NECESSARY, BOARDWALK FOUNDATION TO BE
DETERMINED ON A SITE-SPECIFIC
BASIS
TO BE DETERMINED ON A
SITE SPECIFIC BASIS
SOFT
SURFACE
"DECK BLOCK"
CONCRETE FILLED SONOTUBE
HELICAL PILE
BOARDWALK
NOTE: DEPENDING ON THE LOCATION, A
SEDIMENT CONTROL BARRIER MAY BE
REQUIRED TO DEFINE LIMITS OF WORK
AND PREVENT MIGRATION OF
MATERIALS INTO SURROUNDING AREA.
TOWN OF AURORA-TYPICAL TRAIL DESIGN DETAIL
WETLAND TRAILS N.T.S
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177
APPENDIX D
UNIT COSTING
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I I I I t I
' I I . I d I
I I ! II I I I
I • I I I •
I 'I I • I' I f I I I ! I • l I I I i t I I f I I I If If t f f I I I tl r{ I I II I • t i I ~ • I I I I f It I • I I ! f I d II ,I I I I I f I I I I f I , I I t I f f II I ! i t q I I • I I H
! I i II •I ii lj t I I • I I I t f .Jt J I I !b ll I f I I I ii I I •• { I I ' I I f I It d f f d I I J f • J li il II ; I I •
I I I l l l l I
. M • • • • • I I J I I I JS I J II J I II II J I I • I I l IS I I I ' I I J) I I I
I
I
I I rt II I I I I I I
I I I I I I I I I I I I I I I til I I I I I t II t I I t I I I t
1,
r ~ I
. I I i I I I I I t l I • I I I j I . i I I H i
I, I t rl i i I l I II
f I I :I I t I p I I I t
I I I j 1!
tl d II d ' J I I I I I I I I I I
I I II II i I ~ JJ I I I u J I I I I~ -I ~ ! ~ J ~ . • • • • . , :I~
Trails and Active Transportation Committee Meeting AgendaFriday,April 17,2015 Item 1 Page -196
-196 --->. 00 -->. $ 250,000 9.2 14.0 $ 3,500,000 -s $ 140,000 0.0 6.8 $ 952,000 1.7 s 238,000 $ 50,000 0.0 $ -s $ 100,000 22.3 42.2 $ 4,220,000 3.5 s 352.700 I 1 rau ~UIIdi.A:: IIIUIU-U~~ 1 . 5, wide natural eart~ New Single Track Hiking Trail surface or woadchip $ 25,000 7.2 $ -s surface 1:'-.U C" •. ~---~ .1, .u: I 1--$ 100,000 11.7 7.6 $ 760,000 -s $ 140,000 6.7 1.2 s 168,000 s Table D-2-Trail and Network Implementation and Cost NOTES 1-Au:ora Trails Brandir'lg Slralegy-S45 000 Tc tJe COfnplele<:l in 2011 2-Active Tr.<w1S~XJrlaiJoo cornponenl of 8 fulut"e stud )I Lo updale llle TrMS!X)rt.alil.:x\ Master Plan for the Town or Aurcta-$50 000. Proposed to bE! l:OfT1P~le<:IIJy 2012 3-Arv1u~ funding toward£-the Promotioo of Trails within the Town of Aurcra-S20 000 I yE!.<~r_ As Lhe Trails Mastet"P1an is rE!viewed every 5 years the annual furding for Prornohon shoUd be r&visit8d as well 4-.43 km of e)!; is ling local Ncigbourhood Trails are hiHd hurfdee. I s 14.0 23.2 $ 3,500,000 6.1 s 854,000 14.6 14.6 $ 2,044,000 s 18.01 s 1.800.000 I 63.71 86.11 $ 6,372,700 I I I I 3.5 s 350,000 11.1 22.8 $ 1,110,000 s 1.2 7.9 $ 168,000 3,004,000 Total Cost -All Phases
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BilbroughStMav
ConoverAveoverAveConoverAvePetermannStAbbottAveCasemountSthBlvdHUsherwoodStStilesAveDelattayeAveGemmillDrMcMasterAveMavrinacBlvdConoverAveConoverAveMorlandCresMTrentStMavrinac Blvd
WeslockCresHeaneyCrtHorsley Crt
KirkvalleyCresEarlStewartDrMavrinacBlvdFirstCommerceDrMcMasterAveWeslockCresMorlandCresWinnPlEdwinPearsonStres MajorCresNovanCresBaberCresBrodieDrPayneCresPayneCresMinlowWayStocksLnhillips Dr
BuckleCresHuttCresCliffordDaltonDrMowderDrRoy HaRussres WilliamGrahamDrWilliamGrahamDrthwellSCres
SchurmanStKashaniCrtneStRothStRothStCobbStialDrCapreolAveDurblee
ScrivenerDrklin
atherStMillikenDrDugganStAttachment 2
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