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Agenda - Active Transportation and Traffic Safety Advisory Committee - 20240327Town of Aurora Active Transportation and Traffic Safety Advisory Committee Meeting Agenda Date:Wednesday, March 27, 2024 Time:7 p.m. Location:Council Chambers, Aurora Town Hall Meetings are available to the public in person and via live stream on the Town’s YouTube channel. To participate, please visit aurora.ca/participation. Pages 1.Call to Order 2.Land Acknowledgement 3.Approval of the Agenda 4.Declarations of Pecuniary Interest and General Nature Thereof 5.Delegations 5.1 Chris Harris, Resident; Re: Item 7.2 - Request for Traffic Calming Measures and All-way Stop Control on Tamarac Trail 1 6.Receipt of the Minutes 6.1 Active Transportation and Traffic Safety Advisory Committee Meeting Minutes of January 24, 2024 2 That the Active Transportation and Traffic Safety Advisory Committee meeting minutes of January 24, 2024, be received for information. 1. 7.Matters for Consideration 7.1 Memorandum from Traffic and Transportation Analyst; Re: Active Transportation Master Plan Final Report 6 That the memorandum regarding Active Transportation Master Plan Final Report be received; and 1. That the Active Transportation and Traffic Safety Advisory Committee comments regarding Active Transportation Master Plan Final Report be received and referred to staff for consideration and further action as appropriate. 2. 7.2 Memorandum from Traffic and Transportation Analyst; Re: Request for Traffic Calming Measures and All-way Stop Control on Tamarac Trail 222 That the memorandum regarding Request for Traffic Calming Measures and All-way Stop Control on Tamarac Trail be received; and 1. That the Active Transportation and Traffic Safety Advisory Committee comments regarding Request for Traffic Calming Measures and All-way Stop Control on Tamarac Trail be received and referred to staff for consideration and further action as appropriate. 2. 8.Informational Items 9.New Business 10.Adjournment -RKQ:HVW:D\ $XURUD2QWDULR /*- DXURUDFD 'HOHJDWLRQ5HTXHVW 7KLVUHTXHVWDQGDQ\ZULWWHQVXEPLVVLRQVRUEDFNJURXQGLQIRUPDWLRQIRUFRQVLGHUDWLRQE\HLWKHU&RXQFLORU&RPPLWWHHVRI &RXQFLOLVEHLQJVXEPLWWHGWR/HJLVODWLYH6HUYLFHV &RXQFLORU&RPPLWWHH&KRRVH2QH $FWLYH7UDQVSRUWDWLRQDQG7UDIILF6DIHW\$GYLVRU\& &RXQFLORU&RPPLWWHH0HHWLQJ'DWH a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y y Page 1 of 226 Town of Aurora Active Transportation and Traffic Safety Advisory Committee Meeting Minutes Date: Time: Location: Wednesday, January 24, 2024 7:00 p.m. Council Chambers, Aurora Town Hall Committee Members: Councillor John Gallo (Chair) Owen Heritage (Vice Chair) Steve Fleck Lil Kim* (left at 7:32 p.m.) Gino Martino Giovanni Turla Klaus Wehrenberg Other Attendees: Marco Ramunno, Director, Planning and Development Services Nancy Fleming, Manager, Engineering Services Michael Bat, Traffic and Transportation Analyst Michael Ha, Traffic and Transportation Analyst *Attended electronically _____________________________________________________________________ 1. Call to Order The Chair called the meeting to order at 7:02 p.m. 2. Land Acknowledgement The Committee acknowledged that the meeting took place on Anishinaabe lands, the traditional and treaty territory of the Chippewas of Georgina Island, recognizing the many other Nations whose presence here continues to this day, the special relationship the Chippewas have with the lands and waters of this territory, and that Aurora has shared responsibility for the stewardship of these lands and waters. It was noted that Aurora is part of the treaty lands of the Page 2 of 226 Active Transportation and Traffic Safety Advisory Committee Meeting Minutes Tuesday, January 24, 2024 2 Mississaugas and Chippewas, recognized through Treaty #13 and the Williams Treaties of 1923. 3. Approval of the Agenda Moved by Owen Heritage Seconded by Gino Martino That the agenda as circulated by Legislative Services be approved. Carried 4. Declarations of Pecuniary Interest and General Nature Thereof There were no declarations of pecuniary interest under the Municipal Conflict of Interest Act, R.S.O. 1990, c. M.50. 5. Receipt of the Minutes 5.1 Active Transportation and Traffic Safety Advisory Committee Meeting Minutes of December 20, 2023 Moved by Steve Fleck Seconded by Gino Martino 1. That the Active Transportation and Traffic Safety Advisory Committee meeting minutes of December 20, 2023, be received for information. Carried 6. Delegations None. Page 3 of 226 Active Transportation and Traffic Safety Advisory Committee Meeting Minutes Tuesday, January 24, 2024 3 7. Matters for Consideration 7.1 Memorandum from Traffic and Transportation Analyst; Re: Active Transportation Master Plan Draft Report Presentation Dave McLaughlin from WSP provided a presentation of the Active Transportation Master Plan Draft Report where they discussed how public and stakeholder feedback was incorporated into the master plan. They highlighted the existing and proposed cycling and pedestrian networks, facility types such as separated bike lanes, multi-use paths and trails, and signed routes, and policy recommendations. The Committee provided feedback and discussed various elements including: the timeline of completing the proposed networks and sending the final report to the committee for review, changing the language in the development process to include more active transportation, the need for more walking trails and crossings, more funding for developing additional pathways, and developing safer routes to and from schools. The Committee requested for a full copy of the Active Transportation Master Plan final report and discussed to have Staff refer it to the Committee upon availability. Staff considered reporting back on updates of designing and implementing new trails, using an annual report to identify the process and deadlines for the master plan, a future publication date of the final master plan report, and considered creating a detailed design of a multi- use path. Moved by Lil Kim Seconded by Owen Heritage 1. That the memorandum regarding Active Transportation Master Plan Draft Report Presentation be received; and 2. That the Active Transportation and Traffic Safety Advisory Committee comments regarding Active Transportation Master Plan Draft Report Presentation be received and referred to staff for consideration and further action as appropriate. Carried Page 4 of 226 Active Transportation and Traffic Safety Advisory Committee Meeting Minutes Tuesday, January 24, 2024 4 8. Informational Items None. 9. New Business The Committee proposed the idea of crosswalks at the Aurora GO Station to Staff. The Committee discussed the improvement of stop signs and adding more yield signs at crosswalks in the community. 10. Adjournment Moved by Owen Heritage Seconded by Steve Fleck That the meeting be adjourned at 9:03 p.m. Carried Page 5 of 226 100 John West Way Aurora, Ontario L4G 6J1 (905) 727-3123 aurora.ca Town of Aurora Memorandum Planning and Development Services Re: Active Transportation Master Plan Final Report To: Active Transportation and Traffic Safety Advisory Committee From: Michael Bat, Traffic and Transportation Analyst Date: March 27, 2024 Recommendation 1. That the memorandum regarding Active Transportation Master Plan Final Report be received; and 2. That the Active Transportation and Traffic Safety Advisory Committee comments regarding Active Transportation Master Plan Final Report be received and referred to staff for consideration and further action as appropriate. Background The development of the Active Transportation Master Plan (ATMP) included a series of consultation activities with the Active Transportation and Traffic Safety Advisory Committee (ATTSAC), and they are summarized below:  On April 26, 2023, WSP Canada Inc. (WSP) presented the ATMP project background and progression update to the ATTSAC;  On June 28, 2023, WSP presented the active transportation network development process and facility selection criteria to the ATTSAC;  On November 9, 2023, staff and WSP organized a workshop with the ATTSAC to obtain feedback and comments on the proposed draft active transportation network recommendations;  On January 24, 2024, WSP presented the Draft ATMP to the ATTSAC. The Draft ATMP was subsequently updated to incorporate the feedback and comments from the committee where appropriate; and, Page 6 of 226 Active Transportation Master Plan Final Report March 27, 2024 Page 2 of 2  On February 12, 2024, staff provided a copy of the revised Draft ATMP to committee members that incorporates the comments provided by the ATTSAC at the January 24, 2024, committee meeting. The draft ATMP was presented to Council at the March 5, 2024, Committee of the Whole meeting. The purpose of this report is to provide committee members with a final opportunity to review the ATMP prior to seeking Council endorsement. Attachments Attachment 1 – Active Transportation Master Plan Final Report Page 7 of 226 Page 8 of 226 EXECUTIVE SUMMARY iiES.1 THE STUDY PROCESS iiES.2 VISION AND OBJECTIVES iiES.3 SOCIO-ECONOMIC PATTERNS AND TRANSPORTATION TRENDS ivES.4 COMMUNITY ENGAGEMENT viES.5 AURORA'S ACTIVE TRANSPORTATION NETWORK viiiES.6 EXISTING CONDITIONS viiiES.7 PROPOSED NETWORK xiiES.8 EDUCATION AND ENCOURAGEMENT xviiES.9 IMPLEMENTATION xviiiES.10 SUMMARY OF RECOMMENDATIONS xxviTABLE OF CONTENTS1ESINTRODUCTION 11.1 WHAT IS ACTIVE TRANSPORTATION? 21.2 WHAT IS THE ACTIVE TRANSPORTATION MASTER PLAN? 31.3 THE VISION FOR AURORA 61.4 THE STUDY PROCESS 8 Page 9 of 226 AURORA ACTIVE TRANSPORTATION NETWORK 654.1 EXISTING CONDITIONS 66243STUDY CONSULTATION AND ENGAGEMENT 765.1 ENGAGING WITH AURORA 775.2 WHAT WAS SAID 785.3 WHAT WE HEARD 885.4 HOW PUBLIC AND STAKEHOLDER INPUT WAS INCORPORATED 895THE AURORA CONTEXT 92.1 POLICY BACKGROUND 102.2 POLICY REVIEW 112.3 CURRENT SOCIO-ECONOMIC PATTERNS AND TRANSPORTATION TRENDS 23BEST PRACTICES AND THEIR IMPACT 413.1 COMPARABLE MUNICIPALITIES AND RECENT PLANNING DOCUMENTS 423.2 BEST PRACTICES AND EMERGING TECHNOLOGIES 54Page 10 of 226 PROPOSED ACTIVE TRANSPORTATION NETWORK 947.1 NETWORK DEVELOPMENT PROCESS 967.2 ACTIVE TRANSPORTATION POTENTIAL 987.3 NETWORK RECOMMENDATIONS 1037.4. SUPPORTING FEATURES 12178EDUCATION AND ENCOURAGEMENT 1268.1 APPROACH AND PLAN FOUNDATIONS 1278.2 PROGRAMMING PARTNERS 1288.3 PROGRAMMER RECOMMENDATIONS 1306POLICIES SUPPORTING THE ACTIVE TRANSPORTATION MASTER PLAN 906.1 PROPOSED POLICES 91Page 11 of 226 SUMMARY AND RECOMMENDATIONS 14810.1 SUMMARY OF RECOMMENDATIONS 149IMPLEMENTATION PLAN 1379.1 PHASING 1389.2 WHAT IS THE INVESTMENT? 1439.3 ATMP MAINTENANCE RECOMMENDATIONS 147910REFERENCES 156 RAPPENDICES APPENDIX A: UNIT PRICING AND COST SUMMARY APPENDIX B: BIKE SHARE FEASIBILITY STUDY APPENDIX C: SIDEWALK GAP EVALUATION APage 12 of 226 I 2024 I Aurora Active Transportation Master PlanI2024 I Aurora Active Transportation Master PlanLand AcknowledgmentThe Town of Aurora acknowledges that the Anishinaabe lands on which we live and work are the traditional and treaty territory of the Chippewas of Georgina Island, as well as many other Nations whose presence here continues to this day. As the closest First Nation community to Aurora, we recognize the special relationship the Chippewas have with the lands and waters of this territory. They are the water protectors and environmental stewards of these lands, and as a municipality we join them in these responsibilities. We further acknowledge that Aurora is part of the treaty lands of the Mississaugas and Chippewas, recognized through Treaty #13 as well as the Williams Treaties of 1923. A shared understanding of the rich cultural heritage that has existed for centuries, and how our collective past brought us to where we are today, will help us walk together into a better future.Page 13 of 226 II 2024 I Aurora Active Transportation Master PlanThe Aurora Active Transportation Master Plan (ATMP) is a comprehensive blueprint for promoting and enhancing active transportation in Aurora over the next 20 years. Active transportation encompasses all human-powered forms of movement, including walking, cycling, wheelchair use, rollerblading, skateboarding, and assisted active transportation like e-bikes and electric scooters. The ATMP is a non-prescriptive roadmap, providing guidance for the community to support all forms of active transportation. It evaluates existing conditions, considers future growth, and aligns with policy objectives, strategic goals, and community needs. The ATMP was developed collaboratively with the community and its partners, ensuring alignment with best practices and garnering support for implementation. This report includes an introduction to active transportation, the purpose and vision of the ATMP, and the study process. It delves into the Aurora context, discussing policy backgrounds, socio-economic patterns, and transportation trends. The report also reviews best practices and their impact on transportation planning, details the proposed Aurora Active Transportation Network, and suggests policies supporting the ATMP. Additionally, it focuses on education, encouragement strategies, and an implementation plan, concluding with a summary SJOI]VIGSQQIRHEXMSRW)EGLGLETXIVGSRXVMFYXIWWMKRMƼGERXP]XSXLIoverarching goal of enhancing active transportation in Aurora. 8LIOI]ƼRHMRKWERHVIGSQQIRHEXMSRWJVSQXLI%814EVIWYQQEVM^IHMRthe following sections.Executive SummaryPage 14 of 226 III 2024 I Aurora Active Transportation Master PlanThe ATMP study was initiated in 2021 by the Town of Aurora. WSP Canada Inc. was retained by the Town to review and update the ATMP. The Town of Aurora ATMP builds on previous municipal, regional, provincial, and federal planning documents such as the Town's 2011 Trails Master Plan and 2020 Master Transportation Study. The ATMP aims to contribute to and expand on the goals and vision previously established by the Town and other levels of government.In the past decade, there has been an increase in support for active transportation and recreation from all levels of government. Federal, provincial, regional, and municipal governments are working together and establishing policies, research, strategies, and initiatives that provide support for investments and improvements in active transportation. The ATMP was developed in a multi-stage approach starting with a background and existing conditions review, updates to the active transportation network, developing an implementation plan, and outlining key recommendations to grow active transportation within the town.8LIETTVSEGLJSVXLIWXYH]MWWYQQEVM^IHMR Figure i and is consistent with Phase 1 and 2 of the Master Planning TVSGIWWEWMHIRXMƼIHMRXLI1YRMGMTEP'PEWW)RZMVSRQIRXEPAssessment (2023).Figure i. Study ProcessES.1 The Study ProcessBackground and Technical Review xDevelop vision and objectives (Chapter 1) xConduct Policy and Best Practices Review (Chapter 2) xDevelop Engagement Strategy (Chapter 5)Existing Conditions Review xConduct Socio-Economic and Travel Pattern analysis (Chapter 2) x9RHIVXEOIƼIPHMRZIWXMKEXMSRERHHIWOXSTreview (Chapter 4) xCommunity engagement (Chapter 5) Network Development xIdentify candidate routes and missing links (Chapter 7) xSelect facility types for the network (Chapter 7) xGather feedback on network with community and stakeholders (Chapter 5)Implementation xIdentify policy and programming recommendations (Chapter 6, 8) xPhase and cost the recommended AT network (Chapter 9) Reporting xDevelop ATMP Report x(IZIPSTƼREP'SYRGMPERHWXEOILSPHIVpresentationsPage 15 of 226 IV 2024 I Aurora Active Transportation Master PlanThe policy review brought forward several key themes surrounding the vision for active transportation in Aurora. These themes were used as a foundation to build a vision statement for the ATMP. As the project progressed, the vision statements was presented and revised based on input from Town Staff, key stakeholders, and members of the public: Aurora’s active transportation network provides safe and accessible connections to key destinations throughout the community, supporting residents to live healthy, sustainable lifestyles; and Aurora’s transportation system provides safe and accessible transportation options for all users and connects people to key destinations and transit while supporting community health and sustainability. To support the broad vision statement, a series of more detailed Objectives have also been created based on the Town’s existing policy directives, including:ES.2 Vision and ObjectivesProvide and Support a Variety of Transportation OptionsCreate a multi-modal transportation network that supports the needs of all users including those who walk, bike, roll, use transit, drive, and more.Support Community HealthProvide transportation options that encourage residents to live healthy, active lifestyles.Improve ConnectivityProvide connections to key destinations, communities, and transit.Increase SustainabilityDevelop a transportation network that supports sustainable modes of transportation and green infrastructure and initiatives.4VMSVMXM^I7EJIX]ERH%GGIWWMFMPMX]Ensure that all trips in Aurora, regardless of travel choice, are accessible and safe for all users.Coordinate with Existing and Future Infrastructure ProjectsEnsure the transportation network is designed to support existing infrastructure while integrating with plans for future infrastructure improvements and enhancements.Page 16 of 226 V 2024 I Aurora Active Transportation Master PlanIn addition to the policy review, a data analysis of socio-economic patterns and transportation trends from the Town was conducted to develop an understanding of the current and future needs of Aurora's residents. The data from Statistics Canada and the Transportation Tomorrow Survey (TTS) underscore the importance of addressing the predominant reliance on driving, despite WLSVXGSQQYXIHMWXERGIWERHXLITSXIRXMEPJSVKVS[XLMREGXMZIXVERWTSVXEXMSRQSHIW/I]ƼRHMRKWJVSQXLIWSGMSIGSRSQMGERHtransportation trend analysis of this ATMP include: Aurora's population was just over 62,000 people according to the 2021 Census, representing a growth of approximately 12% since 2016. The Town's population is projected to reach 71,900 by 2031. Projected population growth in Aurora is expected to be accommodated through MRXIRWMƼGEXMSR[MXLMRXLI&YMPX&SYRHEV](45%) and within the Residential Designated +VIIRƼIPH%VIE Approximately 60% of Aurora's population commuted to work, with 22% spending under 15 minutes and 21% spending 15 to 29 minutes on their commute. Despite the relatively short commute times, the majority of Aurora residents (87%) use driving as their main form of transportation during the week. This is followed by transit use (including GO Rail, local transit, and school buses) at 7%. Active transportation, such as walking and cycling, accounts for approximately 5% of the overall transportation mode share in Aurora. ES.3 Socio-Economic Patterns and Transportation TrendsSocio-Economic Patterns and Transportation TrendsTransportation TrendsPage 17 of 226 VI 2024 I Aurora Active Transportation Master PlanTo identify the needs and concerns of Aurora residents and stakeholders, a series of consultation and engagement activities were held to share and collect information. The Project Team conducted both in-person and virtual engagements. Information collected from these consultations was used to inform the development of the network as well as other recommendations that formed XLI%8148LIJIIHFEGOJVSQXLIIRKEKIQIRXEGXMZMXMIWVIƽIGXWEWXVSRKGSQQYRMX]MRXIVIWXMRIRLERGMRKEGXMZIXVERWTSVXEXMSRMRJVEWXVYGXYVIERHEGGIWWMFMPMX]MR%YVSVE8LMWWIGXMSRWYQQEVM^IWXLIVIWYPXWSJXLIEGXMZMXMIWERHQIIXMRKWWalking and Cycling Barriers x6IWMHIRXWMHIRXMƼIHGLEPPIRKIWin the existing network, which affect the frequent use of active transportation. These challenges include: xLack of a connected cycling and trail network xConcerns about high speed ERHRSMWIJVSQZILMGPIXVEƾG xPoor conditions of some existing sidewalks and trails xConnections to key Town destinations (e.g. GO Station)ES.4 Community EngagementWhat We HeardSupport for Active Transportation xStakeholders expressed strong support for the ATMP and its proposed network, with suggestions for improving connections, adding facilities, and TVMSVMXM^MRKWLSVXXIVQFYMPHWImproving Accessibility xAccessibility concerns were TVIZEPIRXIQTLEWM^MRKXLIimprovement of the sidewalk network across the Town, ensuring AODA compliance, and improving access to mid-block crossings Page 18 of 226 VII 2024 I Aurora Active Transportation Master PlanVII2024 I Aurora Active Transportation Master PlanHow Public and Stakeholder Input was IncorporatedBased on feedback from the engagement process, the Project Team made several adjustments to the proposed network, facility types, and phasing. Enhancing the On-Road Cycling and Off-Road Trail Network xThe Project Team added multi-use pathway facilities to the proposed network and added all ages and abilities bicycle paths to improve the comfort of those using active travel to access recreation opportunities.Future Active Transportation Expansion xThe Project Team added desire lines on the trail RIX[SVOSRXSXLIRIX[SVOQETXSVIƽIGXPSRKXIVQpotential future trail corridors that are currently on private property but which the Town would like to secure, if the opportunity presents itself. xThe Project Team also added a multi-use path along Yonge Street onto the network map for MQTPIQIRXEXMSRMRXLIPSRKXIVQXSVIƽIGXWXEOILSPHIVdesires to improve safe north-south connections along the corridor. Page 19 of 226 VIII 2024 I Aurora Active Transportation Master PlanES.5 Aurora's Active Transportation NetworkA key task of the ATMP was to develop a proposed active transportation network for Aurora that it was designed with an equitable lens to ensure that underserved communities will have optimal access to the network. Along with equity and connectivity considerations, the proposed network is intended to be universally accessible to people of all ages and abilities. The process began with a review of existing conditions and routes that have been proposed in past planning documents. An inventory and review of the existing routes and facilities was conducted using a desktop approach, with a review of digital spatial data, reviews of approved planning documents, reviews [MXL8S[RWXEJJERHWIPIGXƼIPHZMWMXW8LI8S[RWTIHIWXVMERnetwork includes over 280 km of pedestrian facilities, 201 km of which as sidewalks, the remaining are multi-use paths and trails. The Town's existing cycling network comprises of 98 km of cycling facilities of various facility types including bike lanes, trails, signed routes, and Regional facilitiesThe network development process is a combination of technical assessments and consultation with stakeholders, Town staff, and public members. The process in developing the Town’s active transportation network is consistent with the new Ontario 8VEƾG1ERYEP&SSO']GPMRK*EGMPMXMIW ES.6 Exisiting ConditionsAn inventory and review of the existing routes and facilities was conducted using a desktop approach, with a review of digital spatial data, reviews of approved planning documents, reviews [MXL8S[RWXEJJERHWIPIGXƼIPHZMWMXW8LI8S[RSJ%YVSVEWexisting sidewalk network, trail and multi-use path network, and cycling network are illustrated in Figure ii, Figure iii, and Figure iv respectively. The Note that existing trails include trails that have been designed, funded, and scheduled to be implemented in 2024.Page 20 of 226 IX 2024 I Aurora Active Transportation Master PlanIX20244 IIII AuAuAAAuArooooororoorrarararararaAActivvvve ee eTrTTTTansppppororororrtatattattttttttttttttttttatataataatttttatttitiitiiittitttttittttttittttttttitittiononoonononononnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnonnnnnnnnononnMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMasaasasaasaaaaaaaaaaasasasttttettttttttttttttttttttttttttr rPPlPlPlPlllPlPPPlPPPPPPPPPPPPPPPPaanaananaaaaaaaaaaaaaaaaaaaanFigure ii. Existing Sidewalk Network Page 21 of 226 X 2024 I Aurora Active Transportation Master PlanXX2020000242242 II AAAAAAuAuArorororaararaAAActccccive TrTTTTTannnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnannnnnnnnnannnnnnnnnnnnnnnannnnnnannnnannnnsssssspspssspsppspspsssspsspspssppssspspssppspsssssssspppsssspspppssspppsssssspsspspspsssssssspsppppsssssssspspsppssssspsspspsssspsssssssspsspsspspppsssssspspppspspsssspppspsssssppppppppsssppppppppppppssssssppppppppppppororororooorororororoooorooroorrorororororrroooororooooorrrrrorroooorooorrrrrooororoorrrrrroooorrrrrroooorrrrroooorororrrrorrrooroorrrrroooorrrrroroooororrrroooorooorrrrroooooooororrrroooooorrroooorrrrrtatatatatataaatattatattatataatataaataatatttttttaaataatatttttttattttattttattttttattattttatatattattttatttttaattattttatttatattatttaatatttttaaaaatttttaaaaataaaattataaaaaaaaaaaaattttttaaaaatttttttttttaattttaaaattttttaaaattaaaatititittittititiittttitiititititiittttittitttttittittittittttttttttittttttttttttitttiitttiiiittiittiiittiiiitttttttttttttttttiitonononononooonononononoonononooooooonnnnonnoooooooonnnnnnonoooononnnnnooooonnnnnnnnnnnnnooonnnnnnnooonononnnnnonooooonnnnnoooonnnnoooooooonnnonoonoooonnnooooooonnoooooooooonnooonoooooooonnooooooonnnnMMMMMMMMMMMMMMasaaaasasasaaaaaaaasasasaaaasasaaaaaaaasaaaasaaaaaasassaaaassaaaaaaaaaaaaaaatttetetetetetetetetetetettettttetettttteetetteteteteteeteeeteteeeteeettteeteetettettetteeeeettteeetteeeteettetetteetetetteer rrrPPPPPlPlPlPPlPlPPPPPlPPPPPPPPlPPPPPlPPPPlPPPPlPPPPPPPPPPPPPPlPlPPPPPPPPPPlPPPPlPlPPPPPPlPPPPPPPPPPPPPPPPPPPPanaaaaaannanFigure iii. Existing Trail and Multi-Use Path Network Page 22 of 226 XI 2024 I Aurora Active Transportation Master PlanXIXXXX2024 I AuAuAuurrrorrraaaAAAAAAAActcttiivivee TrTrTranaaaaspororrtatataaaaaaaaaaaaaaaaaaaaaaaaaaaataaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaatitittittittttttttttttttiiittttiiiiiittititttttiiiittittiiiittittiiiitititttiiititttiittttttiittttttiitttttiitittttttittttitttittttiitttiiitttiiitiiionononononoonononooooononnnnnnnononnnonooooononnnnnnnonnononnnooooonnnnnnnnononnnoooonoonnnnnonnnnonononnononnnonnooonnnonnononononnnonnnnononononnnnonnnnnnnoonnnnnnnnnnnonnnnnnnnnnnonnoonnnnnnnnnnonnnnnnMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMasasasasasaaaasasaasasasasssasasasaaaasaaaaaassssssssssssaaaaasaaaassasssssssssssssssaaaaaassassssssasasasaaaaasaaasssasssaaaaaassssssaaaaaaaaaaassssssasasssaaaaaaaaaaaassssssaaaaaasaaaasssssasssaaaaaaasssssaaaaaassasassssssssaaaaassssssaaaaasssssssssaaaasssassssaaassasssssaaaaaasssaaaaaaasssteteteteeteeteeeteeeteteeteteeeeeeeteeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeteeeeeeeteeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeteeeeeeeeteteeeeeetteteeeeeeetteeeeeeeteeeeeeteetttettteetetter rrrrrrrrrrrrrrrrrPlPPPPlPlPlPlPlPlPllPlPlPPPllPlPPPllPlPPlPPllPllPPllPlPlPlllPlPPllPPlllPlPPPPllllPPPPllPPPPlPlPPPlPPPPPPPPPPPPPPPPPPPPPPanananannananannannnnanannannnanananannnnannnnnnnnnnnannnnnnnnannnnnanannanannnannnnnnnnnnaannnnaannnaannnaannnnFigure iv. Existing Cycling Network Page 23 of 226 XII 2024 I Aurora Active Transportation Master PlanIn total, the Town of Aurora’s recommended active transportation and trails network is made up of almost 490 km of routes. Approximately 300 km is existing and this ATMP proposes about 190 km of new routes. A summary of the network by facility type is provided in Table i. The Town's 2020 Master Transportation Study (MTS) MRGPYHIHE7MHI[EPO4VMSVMX]4PERXLEXMHIRXMƼIHERHTVMSVMXM^IHXLIGSRWXVYGXMSRSJRI[WMHI[EPOWMRXLITown. The Project Team reviewed the methodology ERHETTVSEGLYWIHMR187ERHGSRƼVQIHXLEXXLITown has been updating the Sidewalk Gap Analysis based on the priorities agreed upon in the MTS. The table from the 2020 Sidewalk Gap Evaluation and the latest 2024 Sidewalk Gap map are included in Appendix C of this report. The proposed sidewalk network is illustrated in Figure v.This network is intended to be a blueprint for implementation of facility facilities and for decision making as it regards to active transportation and trails. Figure vi and Figure vii show the ultimate recommended trail and multi-use path and cycling networks, respectively.ES.7 Proposed NetworkPage 24 of 226 XIII 2024 I Aurora Active Transportation Master PlanTable i. Proposed Network Facilities by TypeFacility Type Existing Length (km) Proposed Length (km) Total Length (km)Bike Lane13.6 29.4 33Signed Route 6.4 31.5 37.9Paved Shoulder 2.6 3.6 6.2Multi-Use Path218.3 9.7 28.0Separated Bike Lane307.57.5Multi-Use Trail 61 35.5 96.5Desire Line40 24.6 24.6Sidewalk 201.2 33.1 234.3Regional On-Road Cycling Facility or MUP 5.1 15.8 20.9Total 298.2 190.7 488.9Notes: 1. Bike lanes may be implemented in the interim as urban shoulders forming part of a signed cycling route. 2. This includes existing Multi-Use Paths on Regional Roads which are operated and maintained by the Town.3. The Town may select as an interim solution to implement buffered bike lanes but the ultimate facility type is recommended to be physically separated in the long term.4. Desire lines are intended to identify potential future trail corridors that are currently on private property but which the Town would like to secure, if the opportunity presents itself if or when these lands become available or are VIHIZIPSTIHMRXLIJYXYVI%WWYGLHMWXERGIWMHIRXMƼIHEVIETTVS\MQEXIERHWYFNIGXXSGLERKIW8LIEGXYEPPSGEXMSRand distances will be determined from the development reviewing process.Page 25 of 226 XIV 2024 I Aurora Active Transportation Master PlanXIVVVV202444 IIII AuAAuArororororororororrrrrar Acttivivvve eee e e e TranspssssssorooroooorrororoorrooroooooorrroroororrrorooooooorooooooooooooooorrrrrrrroooorooooororrrrrrrtatatattatattatttattatttatattatttttaatattatttttatttaaaatttttataaaaatttaaaaaaaaatttatttttaaaaaaaaaaatattttttaaaaaaaaaaatitittiiiiiiiiitttiiittiiiittttiiiittttiiittttiiitittttiitttiiiiiiitttiiiiiiiititiononononononooononononononoonononoonoooooooooononnnonnnonnonooooonnnnnnnooooooonnnnnnnnnoooooooonnnnnnnnnoooooooonnnnnnoooooonooooooonnnnnonnnoooonnnnnnnnnnnoononooononoMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMasasasasaassassssasaasassaaaaaasssssasssaaaasaassssssssssaasaaaaassssssaaaaaaaaasssssssssssssaasaasssssssstetttettttttttttr rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrPPlPlPlPllPlPPPlPlPlPPPlPlPPPPlllPlPPlPPPPPPPlPPPPPPPPlPlPPPlPPPPlPPPPPllananananaaanaaaFigure v. Proposed Sidewalk Network Page 26 of 226 XV 2024 I Aurora Active Transportation Master PlanXVVV202444 IIII AuAAuArororororororororrrrrar Acttivivvve eee e e e TranspssssssorooroooorrororoorrooroooooorrroroororrrorooooooorooooooooooooooorrrrrrrroooorooooororrrrrrrtatatattatattatttattatttatattatttttaatattatttttatttaaaatttttataaaaatttaaaaaaaaatttatttttaaaaaaaaaaatattttttaaaaaaaaaaatitittiiiiiiiiitttiiittiiiittttiiiittttiiittttiiitittttiitttiiiiiiitttiiiiiiiititiononononononooononononononoonononoonoooooooooononnnonnnonnonooooonnnnnnnooooooonnnnnnnnnoooooooonnnnnnnnnoooooooonnnnnnoooooonooooooonnnnnonnnoooonnnnnnnnnnnoononooononoMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMasasasasaassassssasaasassaaaaaasssssasssaaaasaassssssssssaasaaaaassssssaaaaaaaaasssssssssssssaasaasssssssstetttettttttttttr rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrPPlPlPlPllPlPPPlPlPlPPPlPlPPPPlllPlPPlPPPPPPPlPPPPPPPPlPlPPPlPPPPlPPPPPllananananaaanaaaFigure vi. Proposed Trail and Multi-Use Path Network Page 27 of 226 XVI 2024 I Aurora Active Transportation Master PlanXVVVVVIII20244 II AurororororororororrrrararrAAActtctctivivivive e e eeTranspsssssspppppppppppppppppppppppppppppppppppppppppppppppppppppppppppppppororoorororooooooooooooooooooooooorooororoooroororoooooroooooorrrrrrrrooororoororrrrrrrrrrooooooorrrorrrrroorooorororrrrorrrooooorooroooroorororooorrorrroroooororororororrrrroorrrrroooorrrrrroooooorrrrrroooooorrroooooooorrrooooooorrrooooorrrtatatatatattattatataaaaaaaaaaaattaaaaaaaaaaaaataaaaaaaaaaaaaaataaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaattaaaaaaaaaataaattittititttttttttitittttttttttttttttttttitittttttttttiititttttttiiiitttttiiitttttiitittttttttitttttittttitiitttttttttiittttttttttttttttttttttttttiononononononnonoonoononoooooooonnnnonooooooooonnnonnnooooooononnnnnnnonooooooonnnnnnnnnoonoonoooonnnnnonnononoooonoonnnnnonooooonnnnonooonoonnnnnooooonnnnnnnoooonononnnnnnnoooonnnnnnoooonnnnooonoononooonnnooonnnMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMasasasaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaasaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaateteteteeteteetettetetetetteetetetetttetetteeeteeteeeteeeeteeeeteeteeeteeeeeeeeeeteeeeeeeeeeeeeeeeeeeeeeeeerr rrrrrrrrPPlPlPPlPlPlPlllPlPlPPllllPlPPPlllPPPPllPlPPPlllPlPlPPlPlPPPPPlPlPPPPPPPPPPPlPPlPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPananaaaananannanananannnnnanannnnannnnnnnnnnaaaannnannaaaannnaaaaaannnnnananaaannnnaaaaannnnanaaannnnaaannaaaaaanaaanaaaaannnnnnnnnnnnnnFigure vii. Proposed Cycling Network Page 28 of 226 XVII 2024 I Aurora Active Transportation Master Plan8LI%814EPWSMHIRXMƼIWOI]TVSKVEQQMRKTEVXRIVWERHTVSTSWIWTVSKVEQWXSIHYGEXIERHIRGSYVEKIXLIGSQQYRMX]XSWIPIGXEGXMZImodes to get around Aurora. The ATMP outlines an implementation plan that scales up the level of effort and investment as the active transportation community continues to grow in Aurora, providing programs that will reach new audiences and grow active transportation for years to come.The ATMP outlines three phases of programming and recommended programs within each phase. It starts with Phase 1 for foundational initiatives, which leads to Phase 2 with basic programming, and gradually moves to Phase 3 with more advanced programming. Each programming phase is intended to increase participation in active transportation and facilitate a cultural shift towards more sustainable and healthy modes of travel.ES.8 Education and Encouragement Page 29 of 226 XVIII 2024 I Aurora Active Transportation Master Plan8LITLEWMRKWXVEXIK]JSVXLIEGXMZIXVERWTSVXEXMSRRIX[SVOMR%YVSVEMWHIWMKRIHXSFIIƾGMIRXIJJIGXMZIERHVIWTSRWMZIXSGSQQYRMX]needs. It is based on a comprehensive approach including input from various stakeholders and best practices. Table ii WYQQEVM^IWXLIhigh-level phasing strategy applied to the proposed AT network. Figure viii and Figure ix show the proposed phasing for the trail and QYPXMYWITEXLRIX[SVOERHG]GPMRKRIX[SVOWVIWTIGXMZIP]4LEWMRKJSVWMHI[EPOWEVIFEWIHSRXLITVMSVMXM^EXMSRJSVWMHI[EPOWKETWSYXPMRIHMRXLI8S[RW187WMHI[EPOKETWMHIRXMƼIHEWQIHMYQSVLMKLTVMSVMX][IVIMRGPYHIHMRXLIWLSVXXIVQTLEWI[LIVIEWPS[priority sidewalk gaps are included in the long-term phase. 8LIXEFPIJVSQXLI1877MHI[EPO+ET)ZEPYEXMSR[MXLTVMSVMXM^EXMSRERHXLIlatest 2024 Sidewalk Gap map are included in Appendix C of this report. Table ii. Phasing StrategyES.9 ImplementationNetwork Phasing and Cost8SGVIEXIEGYPXYVISJ[EPOMRKG]GPMRKERHQMGVSQSFMPMX]YWIMRXLI8S[RSJ%YVSVEƼRERGMEPMRZIWXQIRXERHSXLIVVIWSYVGIWRIIHXSbe strategically allocated. The ATMP outlines phasing and maintenance strategies that are intended to guide decision-making on active XVERWTSVXEXMSRTSPMG]ERHTPERRMRKTVSGIWWIW[LMPIFIMRKƽI\MFPIIRSYKLXSEHETXXSGLERKIWMREGXMZIXVERWTSVXEXMSRXVIRHWSVSXLIVopportunities that may arise over the years as the network is being implemented. As active transportation projects are implemented in XLIWLSVXXIVQLSVM^SRXLI][MPPFYMPHQSQIRXYQERHIRGSYVEKIQIHMYQERHPSRKXIVQIJJSVXWXSFYMPHXLI8S[RƅWYPXMQEXIRIX[SVOShort-Term0 to 10 Years Long-Term11 to 20 Years and Beyond xLow investment “quick wins” such as road diets, adding signed bike routes, conventional or buffered bike lanes, or physically separated facilities along roadways xComplete key gaps in the trails and on-road networks to support network connectivity and continuity x7MHI[EPOWXLEX[IVIMHIRXMƼIHEW1IHMYQERH,MKL4VMSVMX]MRXLIMaster Transportation Study Sidewalk Gap Analysis xSegments that form part of previously proposed capital/road resurfacing projects by the Town, Region, or Metrolinx xRoutes that require additional investigation such as an environmental assessment or design feasibility studies before they can be implemented xSegments that are recommended to be implemented as part of a longer-term Town, Region, or Metrolinx/Provincial capital project x7MHI[EPOWXLEX[IVIMHIRXMƼIHEW0S[4VMSVMX]MRXLI1EWXIVTransportation Study Sidewalk Gap Analysis xSegments that should be implemented when a roadway undergoes full reconstruction in the future (i.e., not anticipated within the next 10 years)Page 30 of 226 XIX 2024 I Aurora Active Transportation Master PlanXIXX20242444 IIIIII AuAuAuAuAuAuAuAuArrrrrororararaActctctctivivivvvve TrTanspssssspororororoooorooooooorooooooorooooooorooooooooroooooorooroororoooooorroooooooorrroooooorooroororoooooooorororrorooooroooorrroroorroooorrrooooooorroorroooooroorrrooorooooooooooorrrrtaatttatatatttttttttttaaaaaaattttttttaaaaaattttaaaaatatttaaaatatttataatttaaattaaatttttatttaaatatiititititiiittttttttttiiiititttititttiiiiitttttiiititttttitttttiiiiiiiiiiononnonononononnnononooonnnnnonnnnonnnonooooooonoonooonnnnnnnnnnonnnnoooooooooooononnnonnooooooooooonnnononooooooooooonnoooooooooonooooooooooooooooooooooooooooooooooooooooooooooMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMasasasasasaasaasaaaaaaaaaaaaaaaaaasaaasaaaasaaaaaaasasaasaaaaaasaaaaaaaaaaaaaaaaaaaasaasaaaaaaaassaaaaassasaaaaaassssaaaaaaasssaaaaaassaaaaaassasaaaaasssaaaaaaaaaassteteteteeeeeteeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeerrrr rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrPPPPPlPlPPPPPPPPPPPlPlPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPananananannnananananannannanannnnnaaaaaannnnnnanaaaannnnnaaaannnnaaaaanaaaaaananaaanananannnnnnnnnnnnnnnnnnnannnnnnFigure viii. Proposed Trail and Multi-Use Path Network Phasing Page 31 of 226 XX 2024 I Aurora Active Transportation Master PlanXXXXX20244444 I AurororororororororrrararAAActctctivivive eeeeTrannsspppppppppppppppppppppporororoooorooooooooooorooorooooooorororooooooooooorooooooooroorooorrrrorrrooooooroooorroooooooooooorroroooooooooroorroroooooooooooooorooorooooooooorrroooooorrooooooooroooroooooooootattatatattttttaatatttattatataaataaaaaaaaatattttaaataatttaaataaaatttaaaattaaattaatataaaataaaaaataaaatittittitttttitttttiiititittttttttiitiiiitttititttiiiiittttitttiiitititttttiiittitittiiitittttittiiiittttttiiiittttttiiiiiittttiiiiiittttiiiiiononononononoononoonoononnnnnononooooooononnnnnnnnnnnnooooooooonnnnnnnnnnonooooooooononnnnnnononnnononoooooooonnnnonnnonoooononnononnnnoooonononnnnoooonnnnnnooonooonnonnnnoonooonnnooonMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMasasasaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaasaaaaaaaaaaaaaaaaaaaaaaaaaaaaateteteteteeeeeteeeteeeteeettteeteeeeteteeeeteeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeer rrrr rrrrrrrrrrrrrrPPPPPPlPlPlPlPlllPPlPPPPPPPPlPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPaanananaananannananaaanananananannanananananananaanannnannnaaannnnnnaaananannannnnanaaaannanaannnnnaanaaannnnnnaaanannaaanaaanaaaaaananaaaaaanananaannnnnnnnnnnnnnnnnnnnnnFigure ix. Proposed Cycling Network Phasing Page 32 of 226 XXI 2024 I Aurora Active Transportation Master PlanSidewalks and Multi-Use Paths*Yonge Street Multi-Use Path2.03 kmEdward Street Sidewalk0.50 km* Projects included in the 2024 capital budget.Priority Projects7IZIRTVMSVMX]TVSNIGXWMHIRXMƼIHMRXLIWLSVXXIVQTLEWMRKTPERLEZIFIIRMHIRXMƼIHwith input from Town Staff as top priority projects. It is recommended that detailed planning and design for top priority projects proceed on an expedited basis, with MQTPIQIRXEXMSRSGGYVVMRK[MXLMRXLIƼVWXLEPJSJXLI]IEVTIVMSHSZIV[LMGLXLIshort-term projects are to be implemented. The top priority projects recommended as TEVXSJXLMWTPEREVIWYQQEVM^IHMRXLIJSPPS[MRKMPPYWXVEXMSRWEarl Stewart Drive Bike Lanes1.22 kmOn-Road Cycling FacilitiesEdward Street Bike Lanes1.86 kmMurray Drive Bike Lanes1.68 kmOff-Road TrailsAddison Hall Trail1.56 kmShining Hill Development Trails1.26 kmPage 33 of 226 XXII 2024 I Aurora Active Transportation Master PlanA high-level cost to implement the updated active transportation and trails network was developed based on 2023 unit costs to help inform future capital budgets and decision making. The unit costs used are based on best practices and recent tenders and projects of similar scope in Ontario and are not intended to be prescriptive. Table iii provides the summary of costs by facility type and phase. On-road cycling facilities, off-road trails, and Regional facilities are split in the costing table to clearly divide responsibilities between the Town’s Engineering Division, Park Division, and York Region respectively. Details on the unit pricing and a breakdown of the cost per route are provided in Appendix A. Overall, the estimated cost to implement the proposed active transportation and trails network is approximately $56 million over the next 20+ years. Proposed grade separations have not FIIRGSWXIHEWJYVXLIVWXYH]MWVIUYMVIHXSGSRƼVQJIEWMFMPMX]and cost and this has been recommended as a future study by the Town and its partners (e.g. York Region and Metrolinx). Page 34 of 226 XXIII 2024 I Aurora Active Transportation Master PlanTable iii: Cost Summary of Proposed On-Road and Off-Road Cycling and Trails Network by Facility Type and Phase (Includes Contingency and Design)Short Term (0 to 10 Years) Long Term (11 to 20 + Years) TotalFacility TypeLength (km) Cost Length (km) Cost Length (km) CostLocal On-Road Cycling Facility Bike Lane 23.7 $996,065 5.7 $238,143 29.4 $1,234,208Signed Route 31.5 $54,821 0.0 $0 31.5 $54,821Paved Shoulder¹1.5 $429,576 2.1 $616,225 3.6 $1,045,801Multi-Use Path 7.4 $4,041,205 2.3 $1,246,673 9.7 $5,287,877Separated Bike Lane²5.3 $3,821,417 2.2 $1,583,735 7.5 $5,405,152Subtotal 69.4 $9,343,085 12.3 $3,684,776 81.6 $13,027,861SidewalksSidewalk (see Appendix C for locations of sidewalk gaps) 9.1 $6,583,065 24.1 $17,442,420 33.1 $24,025,485Subtotal9.1 $6,583,065 24.1 $17,442,420 33.1 $24,025,485 Local Off-Road Trail Network Multi-Use Trail 24.4 $13,281,659 11.1 $6,031,133 35.5 $19,312,792Desire Lines 24.6Subtotal 24.4 $13,281,659 11.1 $6,031,133 60.1 $19,312,792Town Subtotal 102.9 $29,207,809 47.4 $27,158,329 174.9 $56,366,138 York Region3On-Road Cycling Facility or MUP N/A N/A N/A N/A 15.7 N/ATown + Region Total 102.9 $29,207,809 47.4 $27,158,329 190.7 $56,366,138Notes: 1. Paved shoulder unit costs assume that the roadway is already being widened. Costs for widening the roadway platform are not included.2. Per KM unit costs for separated bike lanes can range from $165,000 - $500,000 depending if road widening is required. For this exercise, $500,000 per km is assumed. (IXEMPIHHIWMKR[MPPGSRƼVQSVQSHMJ]XLITVSTSWIHJEGMPMX]X]TIIKWITEVEXIHFMOIlane could become a multi-use path or cycle track instead).3. Funding responsibility for cycling facilities on York Region roads are the responsibility of York Region, cost of multi-use paths (MUPs) will be a local cost or cost-shared with the Region. For this exercise, 5.7 km of MUP on regional roads (Yonge St. from Bloomington Rd. to the CN rail corridor and Wellington St. from Bathurst St. to John West Way) are included in the local-on road short-term costing.4. 8LIGSWXSJKVEHIWITEVEXMSRWMHIRXMƼIHEVIRSXMRGPYHIHERHVIUYMVIEQSVIHIXEMPIHfeasibility study /class EA to identify cost estimates. 5. Maintenance costs are dependent on the type and timing of infrastructure implementation and would be in addition to the costs in this table.Page 35 of 226 XXIV 2024 I Aurora Active Transportation Master PlanBeyond the cost of implementing the recommended active transportation ERHQYPXMYWIXVEMPRIX[SVOXLIJSPPS[MRKWYQQEVM^IWEHHMXMSREPGSWXconsiderations to support the development of an active transportation system for the Town.Education and Encouragement$10,000 / YearAmenities (e.g. Bike Racks)$10,000 / YearCycling facilities recommended for implementation as part of the ATMP will be owned, operated, and maintained either by the Town of Aurora or York Region.York Region xFacilities located on the roadway of a Regional Road—such as cycle tracks and bike lanes—will be owned and operated by the Region.Town of Aurora xIn-boulevard multi-use paths on Regional Roads will be operated and maintained by the Town. xAll facilities situated in the right-of-way of a local roads will be owned and operated by the Town. xOn-road local cycling facilities will be constructed by the Town’s Engineering and Capital Delivery Division whereas off-road trails in parks and greenspace are the responsibility of the Town’s Parks Division.Class EA/Preliminary Design and Feasibility Studies for the Select Grade Separations$500,000-750,000**Cost will depend on how many grade separation locations are included in the study and whether the project is a Class EA or design feasibility study only..Supporting ElementsRoles and ResponsibilitiesPage 36 of 226 XXV 2024 I Aurora Active Transportation Master PlanTable iv combines the costs of the proposed network and supporting elements to provide a high-level cost estimate for the overall ATMP.Master Plan Cost EstimateTable iv: Overall ATMP Cost EstimateShort Term (0 to 10 Years) Long Term (11 to 20 + Years) TotalActive Transportation Network $29,207,809 $27,158,329 $56,366,138 Supporting Elements $950,000 $200,000 $1,150,000 Total $30,157,809 $27,358,329 $57,516,138 Page 37 of 226 XXVI 2024 I Aurora Active Transportation Master PlanES.10 Summary of RecommendationsThe ATMP includes a set of recommendations which form the foundation for the Town's next steps. These recommendations were GVIEXIH[MXLXLIWYTTSVXSJ8S[R7XEJJXLI%GXMZI8VERWTSVXEXMSRERH8VEƾG7EJIX]%HZMWSV]'SQQMXXIIERH%YVSVEVIWMHIRXWERHEVIGSRWMWXIRX[MXLXLI8S[RW3ƾGMEP4PER8LI]EVIMRXIRHIHXSEGXEWEGXMSRWXEXIQIRXWXSKYMHIWYTTSVXMZITPERRMRKHIWMKRimplementation and operations of active transportation in Aurora.The following is a summary of the recommendations contained in the ATMP:Policy Recommendations (Chapter 6)1%HSTXXLI]IEVG]GPMRKERHTIHIWXVMERRIX[SVOMQTPIQIRXEXMSRTPEREWMHIRXMƼIHMRXLI%814ERHMRGPYHIMXEWEWGLIHYPIMRXLI8S[RW3ƾGMEP4PER[LIRYTHEXIHERHMRJYXYVIYTHEXIWXSXLI1EWXIV8VERWTSVXEXMSR7XYH]%1EWXIV4PERWLSYPHFIVIZMI[IHIZIV]ƼZI]IEVWXSHIXIVQMRIXLIRIIHJSVEHIXEMPIHJSVQEPVIZMI[ERHSVYTHEXMRK2The ATMP should be reviewed and given consideration when municipal roads, trails, and other capital infrastructure projects EVIMHIRXMƼIHERHWGLIHYPIHHYVMRKXLIHIZIPSTQIRXETTPMGEXMSRTVSGIWW'SSVHMREXMRKMQTPIQIRXEXMSR[MXLSXLIVGETMXEPMRJVEWXVYGXYVITVSNIGXW[MPPFIIWWIRXMEPXSIƾGMIRXP]MQTPIQIRXMRKXLITVSTSWIHG]GPMRKERHTIHIWXVMERRIX[SVOW3Work to encourage active transportation friendly streetscaping, urban design, and active transportation-oriented land development in collaboration with local area municipalities through planning and design studies and development reviews.4Explore land use planning initiatives and policy development such as mixed land use, higher density urban areas, and pedestrian and cyclist friendly streetscapes to promote / facilitate an increased quality of life and livability within the communities of the Town of Aurora.Page 38 of 226 XXVII 2024 I Aurora Active Transportation Master PlanPolicy Recommendations (Chapter 6)56IGSKRM^IXLEXMQTPIQIRXEXMSRSJXLI%814VIUYMVIWGSSVHMREXMSRERHGSRWMWXIRXJYRHMRKJVSQXLI8S[RERH=SVO6IKMSR8LITown of Aurora should leverage existing partnerships between different jurisdictions to build cost sharing commitments for certain sections of the network.6The Town should identify and support local champions and cycling advocates to help grow a culture of active transportation throughout the community. Supporting local champions should be catered towards educating and encouraging school-aged children, seniors, and workers to use active transportation for short trips, commutes, and recreation.7Focus greater priority on the implementation of cycling facilities between high density areas, transit stations, and schools to MQTVSZIGSRRIGXMZMX]ERHXSMRGVIEWIXLIRYQFIVSJTISTPIYWMRKG]GPMRKJEGMPMXMIW8LITVMSVMXM^EXMSRSJEGXMZIXVERWTSVXEXMSRroutes and facilities in dense areas is intended to enhance the viability for residents to engage in daily travel by bike to increase the cycling mode share in the Town of Aurora.8When the Town next updates their Master Transportation Study as it relates to the integration of pedestrian and cycling JEGMPMXMIWMXWLSYPHFIMREPMKRQIRX[MXL3RXEVMS8VEƾG1ERYEP&SSO KYMHIPMRIW9The implementation of cycling and pedestrian infrastructure, including on and off-road routes, should be included as part of development proposals and the park development process for new development areas.10Work with business improvement areas, York Region Transit, and Metrolinx to provide safe and secure bicycle parking at key destinations and transportation hubs.114VMSVMXM^IWEJIG]GPMRKERH[EPOMRKGSRRIGXMSRWFIX[IIRI\MWXMRK+38VERWMXWXEXMSRWXSMQTVSZIƼVWXPEWXQMPIGSRRIGXMSRWbetween Regional transportation and local residential and commercial areas.124VSHYGIERERRYEPWXEJJVITSVXXS'SYRGMPXLEXMHIRXMƼIWTVSKVIWWMRMQTPIQIRXMRKXLI%814MRGPYHMRKTVSNIGXWGSQTPIXIHprojects planned and budgeted for the next year or two, and highlight a few key performance indicators (KPI) such as number of kilometres of new trails, multi-use paths, on-road cycling facilities, and sidewalks relative to the total distance proposed in the ATMP for each facility type.Page 39 of 226 XXVIII 2024 I Aurora Active Transportation Master PlanEducation and Encouragement Recommendations (Chapter 8)1To build a culture of active transportation within the Town of Aurora, the Town should support the uptake of social infrastructure programs in three areas: xConnecting with Children and Educators xMaking Cycling Visible xSupporting Champions28LIJSPPS[MRKTVSKVEQQMRKTEVXRIVW[IVIMHIRXMƼIH[MXLVIWTIGXMZIVSPIWERHVIWTSRWMFMPMXMIWJSVXLI8S[RXSWXVIRKXLIRTEVXRIVWLMTW[MXLXSIREFPIXLIHIWMKRERHHIPMZIV]SJTVSKVEQWXLEXEHHVIWWWTIGMƼGGSQQYRMX]RIIHW xAccessibility Advisory Committee xParks and Recreation Advisory Committee xYork District School Board & York Region Catholic District School Board xAurora Cycling Clubs – B1 EVO Cycling Club & BikeSports Cycling Club xYork Region Police – Road Safety Bureau xDowntown Aurora Business Improvement Association (BIA) xLocal Businesses x%GXMZI8VERWTSVXEXMSRERH8VEƾG7EJIX]%HZMWSV]'SQQMXXII34VSKVEQQMRKMWVIGSQQIRHIHXSFIMQTPIQIRXIH[MXLXLIJSPPS[MRKTLEWMRKXSLIPTTVMSVMXM^IMRZIWXQIRXWERHWGEPIYTIJJSVXas the active transportation community continues to grow in the Town of Aurora: xPhase 1: FoundationMWPMOIP]XSKIRIVEXIXLIKVIEXIWXTEVXMGMTEXMSRXLEXSYKLXXSFIEHSTXIHƼVWXXSIWXEFPMWLEJSYRHEXMSRupon which further involvement within active transportation can grow. Recommended programming include “Routine Community Slow Roll Events” and “Initiate an Active School Travel Program” for schools in the Town of Aurora. Also, it is strongly recommended that the Town establish an Active Transportation Coordinator position to be scaled up over time. xPhase 2: Basic Programming maintains the momentum of foundational programming and increasing active transportation involvement and begins the process of facilitating a deeper cultural shift. Recommended programming includes “Bike-to-Work Day”. xPhase 3: Advanced Programming tailors to a wider range of potential active transportation audiences and help establish a more mature culture of active transportation. Recommended programming includes “Bike Share Program”.Page 40 of 226 XXIX 2024 I Aurora Active Transportation Master PlanPhasing and Costing Recommendations (Chapter 9)1The Town should implement the AT network based on the recommended phasing strategy in two time frames: xShort-Term (0 to 10 years): This includes low investment “quick wins”, completing key gaps in the network, and segments XLEXJSVQTEVXSJTVIZMSYWP]TVSTSWIHGETMXEPVSEHVIWYVJEGMRKTVSNIGXW8STTVMSVMX]TVSNIGXW[IVIMHIRXMƼIHXSFII\TIHMXIH[MXLMRXLIƼVWXLEPJSJXLIWLSVXXIVQXMQIJVEQI x Long-Term (11 to 20 years and beyond): This includes routes that require additional investigation, segments that are recommended to be implemented as part of a longer-term capital project, and segments that should be implemented when a roadway undergoes full reconstruction.2The Town should undertake a Town-Wide Pedestrian Crossing Treatment Study in partnership with York Region to improve to the frequency of pedestrian crossing of major barriers, including consideration of mid-block pedestrian crossings to improve access to trail access points and to improve overall walkability in the Town for all ages. The study should include an update to the Sidewalk Gap Analysis from the MTS.3The Town should consider and budget for supporting elements of an active transportation system, which include education and encouragement and amenities.4Should the Town want to further investigate grade separations proposed in the Trails Master Plan and the ATMP, it is VIGSQQIRHIHXLEXEJIEWMFMPMX]WXYH]FIYRHIVXEOIREWEƼVWXWXIT*YVXLIVWXYHMIWQE]FIRIIHIHHITIRHMRKSRXLISYXGSQIPage 41 of 226 XXX 2024 I Aurora Active Transportation Master PlanMaintenance Recommendations (Chapter 9)1Additional equipment and resources may be needed to accommodate additional active transportation infrastructure and will need to be considered and planned.2The Town should review its annual maintenance budgets to accommodate the addition of new active transportation infrastructure.38LI8S[RWLSYPHVIZMI[ERHGSRWMHIVHIZIPSTMRKEWXERHEVHM^IHQIXLSHSJVITSVXMRKHSGYQIRXMRKERHEHHVIWWMRKGSRGIVRWVIPEXIHXSEGXMZIXVERWTSVXEXMSRQEMRXIRERGIERHSTIVEXMSR8LI8S[RWLSYPHYXMPM^II\MWXMRKSRPMRIERHQERYEPreporting mechanisms for active transportation maintenance requests. Page 42 of 226 XXXI 2024 I Aurora Active Transportation Master PlanXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXIXIXIXIXIXIXXXXXXXXXIXIXXXXXXXIXIIIXXXXXXXXX20222222200220202000202020202020202002020202020244242424422424242444242244424242242242424424424242422 IIIIIIIIIIIIIIIIIIIIIIIII AuAuAuAAuAAAAuAAuAuAuAuAAuAuuAuAuAuAAuAuAuAuAuAuAuAuAAurororororroroororororooorooooorooororororoororoorararararaaaaaaraaaaaararrrraaaraaarararaaaararaaraararraAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAActctctctctctctctctctctctctctctctctctctctctctcctcttctctccctccccctctctctcttctivivivivivivivivivivivivivivvivivivivivivvivivivivvvvviivivivvie e ee ee ee e eee e e eee eeeeeeee eeee eeTrTrTrTrTrTrTrTrTrTrTrTTTrTrTrTrTrTrTrTrTrTrTrTTrTrTrTTTTTTrrTrrTrrTTTTrananananananananananananananananaananannanannananannaanaaaanaaananananannanaspspspspspspspspspspspppspspspspspspsppsppspspssssspsspspsssspspspppororooroorororororrororororrorororororrorororrororooorotatatatattatatatatatatatatatatatataatatataaaatataattatatatatatataatttatitititititititititittittitititittititittttiiiittonononononononononononononononoonononnnnnononMMMMMMMMMMMMMMMMMMMMMMMMMMMMMasasasasasassaaasasasasasasasasasasaaassteteteteteteteteteteteteeteeteeeeteerrrrrrrrrrrr rrrrrr rrPlPlPlPPlPlPlPPlPlPlPlPlPPlPlPlPPPlPPlanananananannannnaanA healthy, accessible and complete community is designed for residents SJEPPFEGOKVSYRHWEFMPMXMIWERHWXEKIWSJPMJIXSPIEHJYPƼPPIHPMZIWThis vision for Aurora includes providing an array of jobs and investment opportunities, a full range of community services and amenities, opportunities for active and public transportation, and a broad mix of building and housing types, including attainable and affordable housing options. This vision also includes providing access to a well-connected natural heritage system, places to meet and build social connections, and encourage active and healthy lifestyle choices, while ensuring accessibility to all residents.3ƾGMEP4PER8S[RSJ%YVSVEPage 43 of 226 Chapter 1Introduction Page 44 of 226 2 2024 I Aurora Active Transportation Master PlanActive Transportation and active recreation encompass all forms of movement that are primarily human-powered. This can include walking, cycling, using a wheelchair or other mobility-support device as well as a roller blading, skateboarding and more. For the purposes of this Active Transportation Master Plan (ATMP), assisted active transportation is also considered, in particular assisted wheelchairs, the growing popularity of e-bikes, as well as new mobility devices such as kick-style electric scooters.1.1 What is Active Transportation?Page 45 of 226 Aurora Active Transportation Master Plan I 2024 3An ATMP lays out a vision for how a community can better support all forms of active transportation. The ATMP evaluates existing conditions, considers future growth, and creates recommendations that align with the policy objectives, strategic goals and community needs within a municipality. It serves as a long-term guiding document that will provide the Town and its partners with the tools needed to grow both the physical and social infrastructure necessary to support active transportation.An ATMP is not prescriptive, nor does it bind a community to take every EGXMSRMHIRXMƼIH[MXLMRMX%R%814MWEVSEHQETƁMXTVSZMHIWSRIWIXof directions on how a community can get to its ultimate destination. A community can choose to follow those directions, take a slightly different TEXLXLERMHIRXMƼIHSVIZIRHIGMHIXLEXXLIHIWXMREXMSRSYXPMRIHMRXLI4PERisn’t where they want to go in the future – those decisions are left to the community as they determine how best to implement the Plan. When a Plan is developed collaboratively with the community and its partners, and in alignment with established best practices, it is more likely to be supported by the community and implemented according to the recommendations, which is the goal of this document.1.2 What is the Active Transportation Master Plan?Page 46 of 226 4 2024 I Aurora Active Transportation Master PlanFor the Town of Aurora, the ATMP builds upon a strong foundation of policy and strategic goals. To accommodate and plan for the anticipated growth in both population and employment, the Town will build upon its existing active transportation network, including York Region's existing and proposed trails and cycling network, to encourage residents to use more active forms of transportation in their day-to-day lives. This ATMP is intended to provide strategic direction for an active transportation network that is equitable and accessible for people of all ages and abilities, and that can facilitate active living within the Town. Not only will the ATMP aim to encourage Aurora residents to use active transportation more often, but it will also aim to strengthen political support for active transportation and establish new partnerships with community stakeholders to facilitate implementation. Extensive Trail NetworkWell-Connected Sidewalk NetworkThe Town already has a strong foundation of existing active transportation infrastructure in place including:Building upon this foundation, the ATMP will provide guidance towards a future where walking and cycling are more accessible, comfortable, connected and convenient for residents. Page 47 of 226 Aurora Active Transportation Master Plan I 2024 53ƾGMEP4PER8S[RSJ%YVSVEThe ATMP will communicate recommended actions that can be taken to achieve the community’s overall vision for active transportation and provide the necessary policies and guidelines to ensure that these actions align with best practices. Residents also had several opportunities to ensure their voices were heard through the community engagement process associated with the development of the ATMP. The ATMP includes an implementation strategy, identify relevant partners, and provide an annual monitoring strategy and report to Council to document progress and guide implementation. The ATMP will function best when considered within the broader policy context of Town, Region, Province, and Country, which will help to provide the strategic foundations upon which the master plan will be implemented. Chapter 2 provides an overview of existing municipal, regional, provincial, and federal policies and plans that are relevant to active transportation and that informed the recommendations in this ATMP. To ensure the growth of a robust multi-modal transportation system that meets the needs of all residents and is consistent with the Town’s objectives for managed growth and sustainable development. The Town will prioritize the development of a safe, comfortable and enjoyable multi-modal network for vehicles, active transportation and transit that balances the needs of each mode of travel, while providing for convenience and accessibility.Page 48 of 226 6 2024 I Aurora Active Transportation Master Plan3ƾGMEP4PER8S[RSJ%YVSVE1.3.1 Vision StatementThe policy review brought forward several key themes surrounding the vision for active transportation in Aurora. These themes were used as a foundation to build a vision statement for the ATMP. As the project progressed, the vision statements was presented and revised based on input from Town Staff, key stakeholders, and members of the public. Aurora’s active transportation network provides safe and accessible connections to key destinations throughout the community, supporting residents to live healthy, sustainable lifestyles; and Aurora’s transportation system provides safe and accessible transportation options for all users and connects people to key destinations and transit while supporting community health and sustainability. 1.3 The Vision for AuroraPage 49 of 226 Aurora Active Transportation Master Plan I 2024 71.3.2 ObjectivesTo support the broad vision statement, a series of more detailed objectives have been created based on the Town’s existing policy directives, such as the Strategic Plan and the Master Transportation Study. These include:Provide and Support a Variety of Transportation OptionsCreate a multi-modal transportation network that supports the needs of all users including those who walk, bike, roll, use transit, and drive.Support Community HealthProvide transportation options that encourage residents to live healthy, active lifestyles.Improve ConnectivityProvide connections to key destinations, communities, adjacent municipalities and transit.Increase SustainabilityDevelop a transportation network that supports sustainable modes of transportation and green infrastructure and initiatives.4VMSVMXM^I7EJIX]ERH%GGIWWMFMPMX]Ensure that all trips in Aurora, regardless of travel choice, are accessible and safe for all users.Coordinate with Existing and Future Infrastructure ProjectsEnsure the transportation network is designed to support existing infrastructure while integrating with plans for future infrastructure improvements and enhancements.Page 50 of 226 8 2024 I Aurora Active Transportation Master PlanWSP Canada Inc. was retained by the Town to prepare ER%8148LIETTVSEGLJSVXLIWXYH]MWWYQQEVM^IHMR Figure 1-1 and is consistent with Phase 1 and 2 of the 1EWXIV4PERRMRKTVSGIWWEWMHIRXMƼIHMRXLI1YRMGMTEPClass Environmental Assessment (2023).This study is divided into ten sections:• Chapter 2WYQQEVM^IWXLI%YVSVEGSRXI\XMRGPYHMRKEpolicy review and socio-economic analysis. • Chapter 3 reviews active transportation best practices from other jurisdictions. • Chapter 4 describes Aurora’s existing active transportation network.• Chapter 5WYQQEVM^IWXLIGSRWYPXEXMSRERHengagement activities undertaken for the study.• Chapter 6 outlines key policy recommendations for the Town related to active transportation. • Chapter 7 describes the network development approach and the recommended future active transportation network.• Chapter 8WYQQEVM^IWIHYGEXMSRERHTVSKVEQQMRKrecommendations to support the active transportation investment. • Chapter 9 provides an implementation plan, including network phasing and costing, as well as operations and maintenance considerations• Chapter 10 concludes with a summary of the key recommendations from each section of the report.1.4 The Study ProcessFigure 1-1. Study ProcessBackground and Technical Review xDevelop vision and objectives (Chapter 1) xConduct Policy and Best Practices Review (Chapter 2) xDevelop Engagement Strategy (Chapter 5)Existing Conditions Review xConduct Socio-Economic and Travel Pattern analysis (Chapter 2) x9RHIVXEOIƼIPHMRZIWXMKEXMSRERHHIWOXSTVIZMI[(Chapter 4) xCommunity engagement (Chapter 5) Network Development xIdentify candidate routes and missing links (Chapter 7) xSelect facility types for the network (Chapter 7) xGather feedback on network with community and stakeholders (Chapter 5)Implementation xIdentify policy and programming recommendations (Chapter 6, 8) xPhase and cost the recommended AT network (Chapter 9) Reporting xDevelop ATMP Report x(IZIPSTƼREP'SYRGMPERHWXEOILSPHIVpresentationsPage 51 of 226 Chapter 2Chapter 2The Aurora Context Page 52 of 226 10 2024 I Aurora Active Transportation Master PlanThe Town of Aurora ATMP aims to build on previous municipal, regional, provincial, and federal planning documents to ensure that the ATMP contributes to the goals and vision previously established by the Town and other levels of government.In the past decade, there has been an increase in support for active transportation and recreation from all levels of government. Federal, provincial, regional, and municipal governments are working together and establishing policies, research, strategies, and initiatives that provide support for investments and improvements in active transportation. 3RISJXLIƼVWXWXITWMRXLITVSGIWWSJGVIEXMRKXLI%814[EWdeveloping an understanding of the plans and policies that have helped set the foundation for the ATMP, including those XLEXLEZIEHMVIGXMRƽYIRGISREGXMZIXVERWTSVXEXMSRTPERRMRKdesign, and implementation in Aurora. The following is an overview of all plans and policies that were reviewed to inform 2.1 Policy BackgroundPage 53 of 226 Aurora Active Transportation Master Plan I 2024 11The Government of Canada has several policies and funding programs designed to help municipalities transition to more sustainable modes of transportation. Recently, the Government of Canada has began integrating active transportation supportive language directly into their policies.Federal Policies Reviewed:Based on the federal policy review, the following are the most relevant considerations for this ATMP: xThe National Active Transportation Strategy (2021) created a $400 million Active Transportation Fund that is provided by the federal government for municipalities to use. The purpose of the fund is to aid municipalities in creating active transportation facilities. The Strategy notes that in order to qualify for the fund, municipalities must demonstrate that their planned projects will create community connections, improve user experience, assist in a modal shift, and increase equity across the municipal region. xThe Transport Canada 2021-2022 Departmental Plan (2021) and Transportation 2030: A Strategic Plan for Transportation in Canada (2016) include actions JSVMQTVSZMRKXLIWEJIX]EGGIWWMFMPMX]IƾGMIRG]and environmental sustainability of Canada’s transportation systems. The Strategic Plan acts as the overarching blueprint for developing Canada’s transportation systems over the next decade. xNational Active Transportation Strategy (2021) xFederal Sustainable Development Act (2008) xFederal Sustainable Development Strategy (2019 – 2022) xTransport Canada 2021 – 2022 Departmental Plan (2021) xTransportation 2030: A Strategic Plan for Transportation in Canada (2016)Federal Policy Considerations:2.2 Policy Review2.2.1 Federal PoliciesPage 54 of 226 12 2024 I Aurora Active Transportation Master PlanThe Province of Ontario has a robust suite of policies which lend support to active transportation and accessible, universal design. These policy documents provide guidance to local municipalities which can range from suggested actions to legislated requirements. In general, provincial guidance relating to active transportation tends to take the form of suggestions, guidance, and support rather than legislative requirements for municipalities.Provincial Policies Reviewed:Based on the provincial policy review, the following are the most relevant considerations for this ATMP: xIncrease collaboration between governments and industry partners to develop and enhance products and experiences that support cycling tourism (e.g. heritage trails, trail tourism programs), particularly in rural regions of the province (Ontario’s Cycling Tourism Plan, 2017). xPlan and provide for a full range and equitable distribution of publicly accessible built and natural settings for recreation, including facilities, parkland, public spaces, open space areas, trails and linkages, and, where practical, water-based resources (Provincial Policy Statement, 2020, s.1.5.1.b). xEnsure that the detailed design for active transportation facilities comply with the Bikeway Design Manual (2014) ERHEVIKYMHIHF]FIWXTVEGXMGIWSYXPMRIHMR3RXEVMS8VEƾGManual Book 15 (2016) and 18 (2021). xPromote the use of active transportation and transit in and between residential, employment (including commercial and industrial), and institutional uses and other areas (s.1.8.1.b – Provincial Policy Statement).Provincial Policy Considerations: xAccessibility for Ontarians with Disabilities Act (2005) xMinistry of Transportation Ontario Bikeway Design Manual (2014) x3RXEVMS8VEƾG1ERYEP&SSO4IHIWXVMER'VSWWMRKW xTour By Bike: Ontario’s Cycling Tourism Plan (2017) x#CycleON Strategy (2013) and Action Plan 2.0 (2018) xMinimum Maintenance Standards for Municipal Highways O.Reg. 239/02 (2018) xA Place to Grow: Growth Plan for the Greater Golden Horseshoe (2020) xProvincial Policy Statement (2020) x3RXEVMS8VEƾG1ERYEP&SSO']GPMRK*EGMPMXMIWupdate)2.2.2 Provincial PoliciesPage 55 of 226 Aurora Active Transportation Master Plan I 2024 13 xThe Growth Plan for the Greater Golden Horseshoe (Growth Plan) (2020) promotes enhancing connections and developing active transportation infrastructure in growth centres and major transit station areas. The Growth Plan recommends achieving these goals by: Adopting a complete street approach to roadway development and reconstruction (s.3.2.2.3) Developing and implementing a transportation demand management strategy to encourage a shift to a multi-modal transportation system (s. 3.2.2.4) Ensuring that active transportation infrastructure is developed in tandem with new developments and is integrated to compliment existing transit corridors (s.2.2.4) xTechnical and legislative requirements are outlined in the Accessibility for Ontarians with Disabilities Act built environment guidelines and O.Reg.239/02. xMinimum Maintenance Standards for Municipal Highways sets out the requirements that the Town is required to adhere to when designing AODA compliant facilities and maintaining all highway facilities, including cycling and pedestrian infrastructure. Additional design guidance is provided MR3RXEVMS8VEƾG1ERYEP&SSOERH[LMGLTVSZMHIHMVIGXMSRSRpedestrian crossing treatments and cycling facilities, respectively.Provincial Policy Considerations (continued):Page 56 of 226 14 2024 I Aurora Active Transportation Master PlanAs the Town of Aurora is governed by a two-tier system, policies from York Region (upper tier) directly shape the planning, design, implementation and operation of the Town's active transportation facilities. York Region has a RYQFIVSJI\MWXMRKTSPMGMIWXLEXTVSZMHIWTIGMƼGKYMHERGISREGXMZIXVERWTSVXEXMSRTVSNIGXWWYGLEWXLI3ƾGMEP4PERTransportation Master Plan, and Cycling and Pedestrian Master Plan Study.Regional Policies Reviewed: x6IKMSREP1YRMGMTEPMX]SJ=SVO3ƾGMEP4PER xYork Region 2019 to 2023 Strategic Plan (2019) xTransportation Master Plan (approved by York Region Council in 2022) xYork Region Pedestrian and Cycling Master Plan Study (2008) xYork Region Draft Climate Change Action Plan (2020) xYork Region Sustainability Strategy (2007) xYork Region Pedestrian and Cycling Planning and Design Guidelines x=SVO6IKMSR7YWXEMREFPI1SFMPMX];E]ƼRHMRK+YMHIPMRIWBased on the regional policy review, the following are the most relevant considerations for this ATMP: xAddress air quality and climate change through initiatives to reduce emissions (e.g. AT, public transit, compact development, mixed land use, etc.) (Regional Municipality of =SVO3ƾGMEP4PER=SVO6IKMSR(VEJX'PMQEXI'LERKIAction Plan, 2020). xImprove AT by focusing on trip reduction, increasing transportation choices, and shifting towards more sustainable modes of transportation (Regional Municipality SJ=SVO3ƾGMEP4PER xSupport community health, safety, and well-being and building sustainable communities (York Region 2019 to 2023 Strategic Plan, 2019). xIncrease the number of regional roads with sidewalks and/or dedicated bike lanes in urban areas is listed as a key performance measure of the Strategic Plan (York Region 2019 to 2023 Strategic Plan, 2019).Regional Policy Considerations:2.2.3 Regional PoliciesPage 57 of 226 Aurora Active Transportation Master Plan I 2024 15 xSome of the relevant focus areas of the Transportation Master Plan approved by York Region Council in 2022 include: Safety for all travellers Transportation equity (e.g. provide transportation STXMSRWXLEXƼXEPPPMJIWX]PIWERHEFMPMXMIW Reduce car travel, especially during rush hours Environmental sustainability xOther key guidance from the Transportation Master Plan (2022) include the following: Focus on integrating active transportation within the Regional corridors in local municipalities through providing last mile solutions, addressing sidewalks gaps, building All Ages and Abilities (AAA) cycling infrastructure, enhancing safety for cyclists and pedestrians along highway interchanges and on busy streets, expanding the trails network, increasing connectivity, etc. Develop a well-integrated and well-connected network of sidewalks and cycling facilities at the regional level and establish outreach programs and enhance partnerships to encourage the shift to active transportation. Improve conditions for walking and cycling and integrate active transportation within the transit network.Regional Policy Considerations (continued):Page 58 of 226 16 2024 I Aurora Active Transportation Master Plan8LI%814[MPPFILIEZMP]MRƽYIRGIHF]TSPMGMIWEXXLIQYRMGMTEPPIZIPWYGLEWXLI8S[RƅWVIGIRXP]YTHEXIH3ƾGMEP4PER7XVEXIKMG4PERMaster Transportation Study, Trails Master Plan, and other planning HSGYQIRXW8LI8S[RƅW3ƾGMEP4PERTVSZMHIWXLIQSWXKYMHERGIon future development, as it is a statutory document required under the Planning Act and the Provincial Policy Statement. The Town’s recently approved Master Transportation Study also provides a strong foundation upon which the ATMP will build. This ATMP is consistent [MXLXLIKSEPWERHSFNIGXMZIWJVSQQYRMGMTEPTSPMGMIWWYQQEVM^IHMRthe following sections.It is important that the ATMP’s vision aligns with the Town’s existing policies to ensure all future decisions meet the Town’s overall vision ERHVIƽIGXXLIRIIHWSJXLIGSQQYRMX]%WXLIWIHSGYQIRXW[MPPTVSZMHIWMKRMƼGERXKYMHERGIJSVXLI%814Table 2-1 provides a more detailed summary of some of the relevant aspects of these municipal policy documents and highlight common themes among the documents that were used to develop the vision statement and objectives for the ATMP.Municipal Policies Reviewed: x8S[RSJ%YVSVE3ƾGMEP4PER xTown of Aurora Strategic Plan (2011-2031) xTown of Aurora Master Transportation Study (2020) xTown of Aurora Trails Master Plan (2011) xTown of Aurora Parks and Recreation Services Master Plan (2023)2.2.4 Municipal PoliciesPage 59 of 226 Aurora Active Transportation Master Plan I 2024 176IPIZERX*YRHEQIRXEP4VMRGMTPIWTable 2-1. Relevant Policies from Municipal Policy Documents3ƾGMEP4PER xEnsuring Design Excellence xBuilding a Greener Community xEstablishing a Linked Greenlands System xProviding Sustainable Infrastructure6IPIZERX%83FNIGXMZIW x8SIRGSYVEKIEREGXMZILIEPXL]PMJIWX]PIJSVXLIGMXM^IRWSJ%YVSVE xTo create a multi-modal transportation system that has regard for the environmental, social and aesthetic character and amenities of the community. xTo develop a multi-modal transportation system that is compatible with existing and future land use patterns. xTo provide a multi-modal transportation system which encourages convenient movement within the community as well as providing linkages to external transportation systems outside the Town. x8STVSZMHIELMKLP]MRXIVGSRRIGXIHIƾGMIRXERHWEJIW]WXIQSJVSYXIWJSVTIHIWXVMERWERHG]GPMWXWXLEXEGGSQQSHEXIWJYRGXMSREPEWwell as recreational facilities and that includes features such as multi-use trails, wide sidewalks, benches, waste receptacles, bicycle racks, crosswalks, lighting and shade. xTo achieve a pattern and density of development. xTo improve accessibility to transit facilities for special user groups. xTo work with the Region to coordinate infrastructure within Regional rights-of-way for operating and capital components, including street lighting, sidewalks and cycling facilities. xTo provide sidewalks and street lighting on both sides of all streets with transit services. xTo require the provision of appropriate active transportation facilities through the development approvals process, such as covered bicycle storage, lockers, and shower facilities. xTo promote and facilitate active transportation programs, such as “bike-to-work”, walking to school programs, and active recreational community events.Page 60 of 226 18 2024 I Aurora Active Transportation Master Plan3ƾGMEP4PERGSRXMRYIH xPromote active transportation and the use of alternate transportation modes such as transit, walking and bicycling cycling to reduce the dependence on the private motor vehicle. xEnsure the development and maintenance of a safe, comfortable and enjoyable environment for pedestrians and cyclists, along roads and trails. xPromote and facilitate a complete streets design approach to new and existing streets that balance the needs of multiple modes of travel, as well as individuals of varying ages and abilities. xThe Town shall support transportation infrastructure designs that facilitate the creation of healthy, walkable complete communities by promoting the use of active transportation, transit, and carpooling. x8VEZIP(IQERH1EREKIQIRXQIEWYVIWWLEPPFIMHIRXMƼIHERHHIZIPSTIHEWTEVXSJER]QENSVdevelopment or redevelopment in order to reduce the single-occupant vehicle usage and to promote other modes of transportation such as walking, cycling, and public transit. xRegional Roads accommodate a wide range of transportation modes including walking, cycling, transit, automobile use and goods movement. x8LI8S[RWLEPPTVITEVIER%GXMZI8VERWTSVXEXMSR1EWXIV4PERXLEXMHIRXMƼIWSTTSVXYRMXMIWXSexpand sidewalks, cycling facilities, transit facilities, and active transportation programs for all ages and abilities.3XLIV6IPIZERX3FNIGXMZIWTable 2-1. Relevant Policies from Municipal Policy DocumentsPage 61 of 226 Aurora Active Transportation Master Plan I 2024 196IPIZERX:MWMSRStrategic Plan xSupporting an exceptional quality of life for all:6IPIZERX+SEPW3FNIGXMZIWERH%GXMSRW xAn innovative and sustainable community where neighbours care and businesses thrive.Objective 1: Improve transportation, mobility and connectivity: Expand east-west linkages to facilitate movement across the community for all modes of transportation. )\EQMRIXVEƾGTEXXIVRWERHidentify potential solutions to improve movement and safety at key intersections in the community. Explore partnership options to support the transportation needs of the Town’s changing demographics.Objective 2: Invest in Sustainable Infrastructure: Establish policies and programs that enhance the accessibility and safety of new and existing facilities and infrastructure. Develop policies to ensure that growth is phased and coordinated with existing and planned infrastructure.Objective 4: Encouraging an active and healthy lifestyle: Develop a long-term needs assessment for recreation programs, services and operations to match the evolving needs of the growing and changing population. Continue to develop awareness TVSKVEQWXLEXTVSQSXIXLIFIRIƼXWof recreation in supporting a healthy lifestyle. Continue to develop programs and policies that nurture and contribute to the development of youth.Table 2-1. Relevant Policies from Municipal Policy DocumentsPage 62 of 226 20 2024 I Aurora Active Transportation Master PlanStrategic Plan (continued)Master Transportation Study xSupporting environmental stewardship and sustainability:6IPIZERX+SEPW3FNIGXMZIWERH%GXMSRWObjective 2: Promoting and advancing green initiatives: Continue to support the expansion of the Town’s trails system. Continue to invest in green initiatives and infrastructure to promote environmentalism locally. xFocus on managing the existing network while improving connectivity and safety particularly for pedestrians and cyclists. This includes focus on travel demand management, supporting and encouraging transit use, and active transportation improvements including completing the sidewalk network and implementing the recommendations of the 2011 Trails Master Plan. xIt is recommended that the Town of Aurora complete an Active Transportation Master Plan with consideration of the sidewalk and cycling facility recommendations outlined in this report.6IPIZERX6IGSQQIRHEXMSRWTable 2-1. Relevant Policies from Municipal Policy DocumentsPage 63 of 226 Aurora Active Transportation Master Plan I 2024 21Trails Master Plan xTo develop a connected off-road, multi-purpose and barrier-free trail network that is accessible and pedestrian-oriented. xThat in 2011 / 2012, Town Council complete a review of the mandate of the Trails Sub-Committee with the goal of broadening their role to include Active Transportation. 8LEXXLI8VEMPW7YF'SQQMXXIIFIVIREQIHXSVIƽIGXXLIEHHMXMSREPQERHEXIJSVActive Transportation. xRelative 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. Establish a set of cycling facility design guidelines as part of such a Cycling Master Plan.6IPIZERX:MWMSR6IPIZERX6IGSQQIRHEXMSRWTable 2-1. Relevant Policies from Municipal Policy DocumentsPage 64 of 226 22 2024 I Aurora Active Transportation Master PlanParks and Recreation Services Master Plan xMaintaining a high degree of walkability and connectivity among parks through active transportation infrastructure and key linkages. xWork with the land development industry to innovatively address the need for parks such as developing publicly accessible lands on private land. At a minimum, this may include providing enhanced pedestrian/cyclist infrastructure, encouraging condominium developments that contain rooftop gardens and courtyards, etc. xAugment the system of trails and pathways through continued implementation of the Town of Aurora Trails Master Plan, explore barrier-free accessibility-related MQTVSZIQIRXWERHTVMSVMXM^IVIWYVJEGMRKERHSXLIVVIUYMVIHVIQIHMEXMSREGXMZMXMIWaccording to short, medium and long-term priorities. xContinue to place a high priority on maintaining, improving, and expanding the system of trails and pathways through implementation of the Town’s Trails Master Plan and Active Transportation Master Plan.6IPIZERX'SRWMHIVEXMSRW6IPIZERX6IGSQQIRHEXMSRWTable 2-1. Relevant Policies from Municipal Policy DocumentsPage 65 of 226 Aurora Active Transportation Master Plan I 2024 23To ensure that the ATMP recommendations and strategies are WTIGMƼGXSXLI8S[RƅWGSRXI\XERHVIƽIGXMZISJXLII\MWXMRKERHfuture residents who will be using the AT network, it is important to understand the local context, including demographic and transportation characteristics. A review of the socio-economic and transportation data was completed to build a foundation for an equity-based network review. This section includes a series of infographics to show current demographic and travel patterns based on spatial data from the following sources: x2021 Statistics Canada Census x2016 Transportation Tomorrow Survey xTown of Aurora's latest data (e.g. Existing Cycling, Sidewalk and Trail Networks, Park Land, and Points of Interest) x2022 Land Information Ontario (e.g. Topographic Data, Road Network)The spatial analysis work, which involved modelling and MHIRXMJ]MRKPSGEXMSRWTIGMƼGTEXXIVRWERHSTTSVXYRMXMIWJSVEGXMZIXVERWTSVXEXMSR[EWGEXIKSVM^IHMRXSXLIJSPPS[MRK x(IQSKVETLMG4VSƼPI xTravel Patterns xPhysical Environment xConnectivity and Network Completeness xRoad Safety and Collisions Involving Pedestrians and CyclistsEach of the above categories is explained in more detail within this section.2.3 Current Socio-Economic Patterns and Transportation TrendsPage 66 of 226 24 2024 I Aurora Active Transportation Master PlanUnderstanding population and growth trends is an important consideration when assessing the existing conditions and the current and future active transportation potential for the Town of Aurora.From the 2021 Census, the Town’s population is just over 62,000 people, growing approximately 12% since 2016. By 2031, the Town’s population is expected to grow to 71,900 people, according XSXLI8S[RSJ%YVSVE3ƾGMEP4PERTable 2-2 shows the projected population and employment growth from 2021 to 2051 in 10-year increments, which were used for the Town's growth management strategy and corresponding policies in the 2023 Town SJ%YVSVE3ƾGMEP4PER xThe data from this section was collected from Statistics 'EREHE)ZIV]ƼZI]IEVWMRJSVQEXMSRSRWSGMEPIGSRSQMGand environmental conditions is collected and published to help gain a better understanding of the population, resources, economy, environment, society and culture.Where Is This Data From?Table 2-2. Population and Employment Growth Forecasts in the Town of Aurora (Source: 8S[RSJ%YVSVE3ƾGMEP4PER Year / Forecast 2021 2031 2041 2051Population 64,000 71,900 79,600 85,800Employment 29,600 34,100 38,300 41,600(IQSKVETLMG4VSƼPIPage 67 of 226 Aurora Active Transportation Master Plan I 2024 25Figure 2-1. Population Density xDwelling type in the Town is largely made up of single-detached homes. xSouth-east quadrant of the Town has rural and environmentally protected lands with low population density. xHigher densities primarily located around public schools (primary, secondary, and high schools). xThe projected population growth for the Town will be accommodated through MRXIRWMƼGEXMSR[MXLMRXLI&YMPX&SYRHEV](45%) and within the Residential (IWMKREXIH+VIIRƼIPH%VIE ;MXLMRStable Neighbourhoods, new residential development is to be accommodated XLVSYKLWQEPPMRXIRWMƼGEXMSRSource: 8S[RSJ%YVSVE3ƾGMEP4PER Page 68 of 226 26 2024 I Aurora Active Transportation Master PlanPopulation Distribution By AgeFigure 2-2. Population Distribution of Youths The data indicates that the majority of families with youth between the ages of 0 and 14 are located around schools and new residential subdivisions.The majority of the Town is within a 2.5km radius of a school.Figure 2-3. Access Range for SchoolsPage 69 of 226 Aurora Active Transportation Master Plan I 2024 27Population Distribution By AgeFigure 2-4. Population Distribution of Seniors There is a high distribution of seniors aged 65 and older along the Aurora Promenade / Downtown Aurora area, which consist of portions of the Yonge Street and Wellington Street corridors that are the focus for EGGSQQSHEXMRKMRXIRWMƼGEXMSRERHLMKLIVHIRWMX]mixed uses in a more compact built form. These areas also include access to the Aurora Community Centre and various local parks.There is also a high concentration of seniors aged 65 and older located in estate residential neighbourhoods where there is generally lower overall population density. xHigh density, multi-use areas can encourage active transportation due the ability to make shorter distance trips. xAurora’s population density is primarily around school locations. Improving active transportation options in the areas immediately surrounding a school provides youth with viable and sustainable alternatives for getting to and from school. xSeniors are also a key demographic as this group may use walking and cycling as a form of low impact exercise. They may also require assistive mobility devices, more space and accessibility considerations. Active transportation options should be explored between estate residential neighbourhoods to the Town’s extensive park and trail system. Population Distribution Key Takeaways:Page 70 of 226 28 2024 I Aurora Active Transportation Master PlanUnderstanding the transportation habits of residents, including commute times and modal splits, help build the foundation of what traveling within Aurora looks like today.Prior to the stay-at-home orders due to the COVID-19 pandemic, the Census reported that approximately 60% of the population commuted to work. Among these commuters, 22% spend under 15 minutes commuting to work and 21% spend 15 to 29 minutes commuting. Despite these short travel times, the 2016 Transportation Tomorrow 7YVZI]QSHIWTPMXHEXEWYQQEVM^IHMRFigure 2-5 showed that the majority of Aurora residents drive as their main form of transportation during the week (87%). Transit, including the GO Rail, local transit and school buses, is the next most frequently used mode (7%). Active transportation (walking and cycling) makes up approximately 5% of the overall mode share. xThe data from this section was collected from the Transportation Tomorrow Survey (TTS), which is a cooperative effort by local and provincial government agencies to collect information about urban travel in WSYXLIVR3RXEVMS8LMWWYVZI]MWYRHIVXEOIRIZIV]ƼZIyears to collect data to inform transportation decisions. Note that the 2022 TTS data has been collected but not published yet. The 2016 TTS data represents the most recent data available. xData from the 2016 Statistics Canada Census Data – Journey to Work was used to supplement this analysis.Where Is This Data From?Figure 2-5. Current Modal Split in Aurora xThe statistics show that the majority of the Town’s commuters spend a relatively low amount of time commuting (less than 30 minutes commuting to work), however they are still choosing to drive. xThere is an opportunity to convert the short trips to active modes and reduce the demand in parking.Modal Split Takeaways:2.3.2 Travel PatternsPage 71 of 226 Aurora Active Transportation Master Plan I 2024 29Walking Trip DistributionFigure 2-6. Distribution of Daily Average Trips Under 2km For All Modes Other Than Walking and Cycling The locations for where the highest distribution of short trips taken by modes other than walking and cycling coincides with the distribution of where the highest number of walking trips are located.In Aurora, these locations are the Bayview Wellington, Bayview Northeast, Aurora Village and Aurora Highlands neighbourhoods. These locations are generally made up of urban residential and mixed-use residential / commercial land uses. xThe presence of pedestrian infrastructure and comfortable roadway crossings can encourage commuters to travel on foot or connect with local and regional transit. A lack of infrastructure in some communities may be a deterrence to walking. xThe data shows that in locations where there is a high distribution of short 2km trips, there is also a high opportunity to enhance the pedestrian network to increase the modal split.Walking Mode Split Takeaways:Figure 2-7. Distribution of All Average Daily Walking TripsPage 72 of 226 30 2024 I Aurora Active Transportation Master PlanCycling Trip DistributionFigure 2-8. Distribution of Daily Average Trips Under 5km For All Modes Other Than Walking and Cycling Similar to the walking analysis, the locations with the highest commuter population that bike coincide with locations where commuters taking short trips (less than 5km) are departing from.Key neighbourhoods that should be focused on for evaluating the cycling facilities are the Bayview Wellington and Aurora Highlands neighbourhoods. xCycling infrastructure help facilitate recreational, utilitarian and commuter transportation. Implementing appropriate infrastructure to invite commuters to bike instead of using XLIMVGEVGERLIPTQEREKIXVEƾGGSRKIWXMSRERHFEPERGIthe modal split. xThere is an opportunity to enhance cycling routes and facilities within these neighbourhoods to encourage residents to cycle rather than drive for trips less than 5km.Cycling Mode Split Takeaways:Figure 2-9. Distribution of All Average Daily Cycling TripsPage 73 of 226 Aurora Active Transportation Master Plan I 2024 31Most Frequent Travel PatternsFigure 2-10. Most Frequent Town-Wide Travel Patterns (All Modes and Considers Origin and Destination Points)8LMWƼKYVIWLS[WXLIPMRIHIRWMX]representation of origin-destination points. Trips were pulled trips from TTS with the origin and destination zone information to analyze the density of trips. The intent of this map is to provide a high-level understanding of movement patterns within the Town.There is a high distribution of trips starting and ending near the Town’s recreational areas.Page 74 of 226 32 2024 I Aurora Active Transportation Master PlanWhen reviewing opportunities for enhancing active transportation, consideration should be given to the surrounding land use and the built and natural environment. This may affect the appropriateness of different facility types or possible barriers to implementation.The maps below indicate opportunities to provide active transportation connectivity given the existing and potential future demand. Figure 2-11 conveys areas with a high density of points of interest, which present key opportunities to encourage people to access these points of interest using active travel modes (walking and cycling). Figure 2-12 indicates proximity to parkland areas, highlighting parts of the 8S[RXLEX[SYPHFIRIƼXJVSQXLIEHHMXMSRSJEGXMZIXVERWTSVXEXMSRJEGMPMXMIWERHGSRRIGXMSRWXSXLIFVSEHIVEGXMZIXVERWTSVXEXMSRRIX[SVOThis would provide residents and visitors with numerous recreation and placemaking opportunities and encourage communities to lead active and healthy lifestyles. Figure 2-11. Spatial Analysis of the Physical Environment Regarding Points of Interest DensityFigure 2-12. Spatial Analysis of the Physical Environment Regarding Proximity to Parkland Areas2.3.3 Physical EnvironmentPage 75 of 226 Aurora Active Transportation Master Plan I 2024 33The maps below indicate potential barriers to expanding the existing active transportation network with new facilities and improved connectivity throughout the Town. Figure 2-13 indicates grades or slopes of the land formation throughout the Town, highlighting areas [MXLWXIITKVEHIW[LMGLTSWIZEV]MRKPIZIPWSJHMƾGYPX]JSV[EPOMRKERHG]GPMRKJSVTISTPISJHMJJIVIRXEKIWERHEFMPMXMIWFigure 2-14 illustrates barriers in the Town's transportation network, including grade separated crossings of highways / expressways and rail corridors, which present challenges to implementing continuous active transportation facilities and can negatively impact the walking and cycling experience. Figure 2-13. Spatial Analysis of the Physical Environment Regarding Grade in Land FormationFigure 2-14. Spatial Analysis of the Physical Environment Regarding Transportation Network BarriersPage 76 of 226 34 2024 I Aurora Active Transportation Master PlanFigure 2-15. 15-Minute Walking and Cycling Service Areas around the GO Station xThe majority of the Town is covered F]XLIQMRYXIG]GPMRK^SRIYWMRKEstraight 15-minute cycling distance as the VEHMYWƈEWXLIGVS[ƽMIWƉ xAreas within the 15-minute walking ERHG]GPMRK^SRIWLEZIELMKLEGXMZItransportation potential and high support for creating integrated multi-modal connections to transit routes. xThere are approximately 8,500 residents MRXLIQMRYXI[EPOMRK^SRIERHSZIV54,000 residents in the 15-minute cycling ^SRI;MXLMRXLIWIWIVZMGIEVIEWXLIcurrent modal split is approximately 90% auto drivers and passengers. This means that there is a potential to shift approximately 7,600 auto trips to walking or 49,000 trips to cycling within the Town.To review the active transportation potential in the Town, a walking and cycling duration of 15 minutes was chosen as a reasonable distance to assess the network completeness. This was based on an average of the range (10 minute and 20 minute walking / cycling distances) used by communities when assessing access to community destinations, as outlined in the US Federal Highway Administration's Guidebook for Developing Pedestrian & Bicycle Performance Measures. As shown in Figure 2-15, these 15-minute [EPOMRKERHG]GPMRK^SRIWGIRXVIEVSYRH%YVSVE+3EWXLIGIRXVEPLYFJEGMPMXEXMRKGSRRIGXMSRWXSGSQQIVGMEPVIWMHIRXMEPERHIQTPS]QIRXlands and to Regional transit routes (GO Rail / Bus and YRT / Viva).Connectivity Takeaways:2.3.4 Connectivity and Network CompletenessPage 77 of 226 Aurora Active Transportation Master Plan I 2024 35An analysis of network coverage was conducted to compare the density of the existing pedestrian and cycling network compared to the potential density, which is what the network could look like if the previously proposed routes are implemented. Figure 2-16 generally shows the density of the pedestrian and cycling networks expected with the implementation of the Trails Master Plan (2011) and Master 8VERWTSVXEXMSR7XYH] 8LIVIMWELMKLTSXIRXMEPXSMRGVIEWIXLIGSZIVEKIEVIEXLVSYKLXLIVIƼRIQIRXSJTVIZMSYWP]TVSTSWIHVSYXIWas part of this ATMP.4IHIWXVMER2IX[SVO(IRWMX] ']GPMRK2IX[SVO(IRWMX]Figure 2-16. Pedestrian and Cycling Network Coverage AnalysisNetwork CoverageExistingExistingExisting + 4VIZMSYWP]4VSTSWIHExisting + 4VIZMSYWP]4VSTSWIHPage 78 of 226 36 2024 I Aurora Active Transportation Master Plan=SVO6IKMSRVIPIEWIHXLIMV%RRYEP8VEƾG7EJIX]6ITSVXMRXSWYQQEVM^IXVEZIPIVI\TIVMIRGISR6IKMSREPVSEHWYWMRKGSPPMWMSRWXEXMWXMGWERHSXLIVXVEƾGHEXEGSPPIGXIHJVSQXS8LMWWIGXMSRWYQQEVM^IWXLIOI]ƼRHMRKWEWMXVIPEXIWXSTIHIWXVMERERHG]GPMWXWEJIX](IXEMPIHƼRHMRKWGERFIJSYRHMRXLI=SVO6IKMSR8VEZIPIV7EJIX]6ITSVXThe pedestrian collision rate in 2021 is 37% lower than the previous four-year average despite the increase in the number of walking trips, as shown in Figure 2-178LMWXVIRHQE]FIEVIWYPXSJXLIXVEƾGVIHYGXMSRWIIRHYVMRKXLI'3:-(TERHIQMGPedestriansFigure 2-17. Pedestrian Collision Rates, 2017-2021 (Source: York Region 2022 Traveler Safety Report)2.3.5 Road Safety and Collisions Involving Pedestrians and CyclistsPage 79 of 226 Aurora Active Transportation Master Plan I 2024 37A review of when pedestrian collisions occur, presented in Figure 2-18, showed that the majority of the collisions occurred between 7 a.m. and 9 a.m. and 5 p.m. and 7 p.m. on weekdays, coinciding with the weekday peak travel times. On weekends, pedestrian collisions were more likely to occur between 6 p.m. and 7 p.m. and 9 p.m. and 10 p.m.An analysis of the months in which pedestrian collisions are more likely, presented in Figure 2-19, showed that there is a higher distribution of collisions during the fall and winter months (October to January), likely due to the reduction in daylight hours.PedestriansFigure 2-18. Pedestrian Collisions by Time-of-Day, Three-Year Average, 2019-2021 (Source: York Region 2022 Traveler Safety Report)Figure 2-19. Pedestrian Collisions by Month, Three-Year Average, 2019-2021 (Source: York Region 2022 Traveler Safety Report)Page 80 of 226 38 2024 I Aurora Active Transportation Master PlanFigure 2-21. Intersection of Wellington Street and Yonge Street (Source: Google Earth 2023) Figure 2-20. Injured or Fatally Injured Pedestrian Age Distribution 2019-2021 (Source: York Region 2022 Traveler Safety Report)Young pedestrians, aged 15 to 19 years old, were found to be most likely to be injured in collisions and senior pedestrians over 75 years old were most likely to be fatally injured as compared to other age groups, as shown in Figure 2-20.The intersection of Wellington Street and Yonge Street, illustrated in Figure 2-21[EWMHIRXMƼIHEWSRISJXLIXSTLMKLIWXpedestrian collision intersections from 2012 to 2021. This intersection had a total of 14 pedestrian collisions over the 10-year period, 13 of which resulted in an injury.PedestriansYonge StreetWellington StreetPage 81 of 226 Aurora Active Transportation Master Plan I 2024 39Similar to the trends seen in pedestrian collisions, cyclist collisions rates have decreased by 16% while the overall number of cycling trips has increased, as shown in Figure 2-22.CyclistsFigure 2-22. Cyclist Collision Rates, 2017-2021 (Source: York Region 2022 Traveler Safety Report) Cycling collisions were generally the highest during hours of peak XVEƾGZSPYQIWWMQMPEVXSTIHIWXVMERGSPPMWMSRXVIRHW4IEOG]GPMWXcollisions generally occurred in the morning and evening peak hours on weekdays and mid-day on weekends, as shown in Figure 2-23.Figure 2-23. Cyclist Collisions by Time-of-Day, Three-Year Average, 2019-2021 (Source: York Region 2022 Traveler Safety Report)Page 82 of 226 The next section of the report examines best practices related to active transportation from other jurisdictions, which were considered in conjunction with the policy review for the Town of Aurora and fed into the recommendations outlined in the ATMP.40 2024 I Aurora Active Transportation Master PlanThe majority of cyclist collisions occurred in the summer months (June to September), which is generally when there is the highest number of cycling trips, as shown in Figure 2-24.CyclistsFigure 2-24. Cyclist Collisions by Month, Three-Year Average, 2019-2021 (Source: York Region 2022 Traveler Safety Report) Young cyclists, aged 15 to 19 years old, were found to be most likely to be injured, as shown in Figure 2-25.Figure 2-25. Injured or Fatally Injured Cyclists Age Distribution, 2019-2021 (Source: York Region 2022 Traveler Safety Report)Page 83 of 226 Chapter 3Best Practices and Their ImpactPage 84 of 226 42 2024 Aurora Active Transportation Master PlanCommunities across North America are taking steps towards becoming FIXXIVTPEGIWXS[EPOG]GPIERHVSPP8LIƼVWXWXITMWSJXIRXLIHIZIPSTQIRXof a Master Plan document such as an ATMP. When developing the ATMP JSV%YVSVEMXMWFIRIƼGMEPXSGSRWMHIVLS[GSQTEVEFPIQYRMGMTEPMXMIWLEZIdeveloped their own Master Plans and what lessons can be learned from those plans to be adapted for Aurora.In identifying Case Study communities, the Project Team looked for municipalities that: x,EZIEWMQMPEVJSYVWIEWSRWGPMQEXI[MXLGSPH[MRXIVW x%VISJEWMQMPEVWGEPIMRXIVQWSJTSTYPEXMSRERHKISKVETL]ERH xFunction as a Local hub for commercial activities.&EWIHSRXLIWIGVMXIVMEXLI4VSNIGX8IEQMHIRXMƼIHERHVIZMI[IHVIGIRXtransportation planning documents from the Town of Newmarket in Ontario, Municipality of Central Saanich in British Columbia, and the City of Cambridge in Massachusetts as an international example. This chapter provides a summary SJXLIOI]ƼRHMRKW3.1 Comparable Municipalities and Recent Planning Documents Page 85 of 226 Aurora Active Transportation Master Plan I 2024 43The Town of Newmarket is located just north of Aurora in York Region. With a population of approximately 91,000 people and SZIVPSGEPNSFW2I[QEVOIXLEWFIIRMHIRXMƼIHEWEProvincial Urban Growth Centre. In an effort to create a more comfortable environment for residents to walk, cycle and roll, the Town developed a comprehensive network implementation plan that builds upon work completed by York Region. Newmarket has an extensive trail system, including the Tom Taylor Trail and East-West Bikeway which form key active transportation corridors across the Town.The Town of Newmarket’s 2018 Active Transportation Implementation Plan (ATIP) is a follow-up study to the 2014 Active Transportation Study. The Plan’s Objectives included: xObtain feedback from the public to identify challenges and STTSVXYRMXMIW xIdentify a proposed network of connected routes that builds upon the approved network from the Town of Newmarket 3ƾGMEP4PER%QIRHQIRX34% xIdentify facility types that accommodate a wide range of users of varying skill levels, abilities and age, and develop a network LMIVEVGL]XSMHIRXMJ]TVMSVMX]GSVVMHSVW[MXLMRXLIRIX[SVO xProvide design guidance to Newmarket on the implementation SJSRVSEHERHXVEMPEGXMZIXVERWTSVXEXMSRJEGMPMXMIW x6IGSQQIRHE[E]ƼRHMRKW]WXIQXLEXMWGSRWMWXIRX[MXLMRNewmarket and the Region to ensure users are able to effectively choose their preferred routes and navigate to key HIWXMREXMSRW xIdentify a realistic implementation strategy that can be EGLMIZIHMRWLSVXQIHMYQPSRKXIVQERHJYXYVITLEWIWERH xDevelop preliminary 10-year cost estimates of the proposed active transportation network.3.1.1 Newmarket, OntarioPage 86 of 226 44 2024 Aurora Active Transportation Master PlanTo get a sense of different approaches for network development, the Project Team reviewed the ATIP's phased approach. The proposed network was developed through a 4-phase approach, including:1. 8VEMP-RZIRXSV]ERH*MIPH-RZIWXMKEXMSR2. 2IX[SVO(IZIPSTQIRX3. 4VIPMQMREV](IWMKRERH;E]ƼRHMRKERH4. Implementation Plan and Cost Estimates.Why Newmarket was Chosen for a Best Practice Review: xAs a neighbouring municipality to Aurora, the Town of Newmarket has very similar geographic, economic, and political GSRXI\XW xAs a municipality within York Region, they share a similar reliance on Regional roads, have transit connections between the municipalities, and have a central north-south trail connection stretching through XLILIEVXSJFSXLGSQQYRMXMIW xThe Town of Newmarket has a larger population of over 87,000 residents compared to Aurora’s over 62,000 population, however both municipalities have highly dense and urban communities situated around key Regional road corridors, including Yonge Street, Leslie Street, and Highway 404.Page 87 of 226 Aurora Active Transportation Master Plan I 2024 45Central Saanich is a rural community located in the Greater Victoria Area (GVA) of British Columbia. The 4608-hectare municipality is composed of mix of agricultural lands, urban villages, and provincial parks. The 16,814 residents are largely focused in the areas surrounding the two urban villages of Brentwood Bay and Saanichton and the Keating Business District. Existing mobility infrastructure within the community consists of rural roads, a regional multi-lane highway, and a regional multi-use trail network.In 2019, Central Saanich developed their Active Transportation Plan (ATP), which involved a robust community engagement process to identify existing challenges and barriers for active transit within the region. Vision Statement for the ATPƈ8LI'IRXVEP7EERMGL%GXMZI8VERWTSVXEXMSR4PER[MPPenable people of all ages and abilities to walk and cycle throughout the community, while respecting our unique character and heritage.”The four goals used to guide the Active Transportation Plan were: xMore Walking + Cycling: Create a community and local culture that supports walking and cycling as preferred travel modes. xImproved Transit: Pursue improved public transit services and infrastructure that support both local and regional transit trips. xSafer Streets:-QTVSZIVSEHWEJIX]ERHQMRMQM^IGSRƽMGXWfor all road users, with a focus on improvements that enhance conditions for active travel modes. xLocal Character, Celebrated: Celebrate Central Saanich’s history and local character through complementary transportation facilities and enhanced access to natural and cultural amenities.3.1.2 Central Saanich, British ColumbiaPage 88 of 226 46 2024 Aurora Active Transportation Master Plan+MZIRXLIWQEPPWM^ISJ'IRXVEP7EERMGLSRISJXLIOI]TMIGIWMRdeveloping the Active Transportation Plan was for residents to identify priority projects to them during the engagement activities. 8LIWITVMSVMX]TVSNIGXW[IVIXLIRGEXIKSVM^IHMRXSSRISJXLIJSYVmobility categories: Walking + Rolling, Cycling, Transit, and Streets 8VEƾG7EJIX]ƈ&MK-HIEWƉWYKKIWXIHJVSQVIWMHIRXW[IVIJIEXYVIHthroughout the ATP report, highlighting the importance of the consultation and engagement process as well as providing direct GSRXI\XFILMRHXLIMWWYIWERHMQTVSZIQIRXWMHIRXMƼIH8LI'IRXVEP7EERMGL%84EPWSIQTLEWM^IWXLIMQTSVXERGISJregional tourism. As a municipality between two larger urban centres within the Greater Vancouver Area, it has become a popular destination for bicycle touring. The ATP outlines actions to further establish itself as an active transportation tourism destination. Why Central Saanich was Chosen for a Best Practice Review: xCentral Saanich recently developed their Active Transportation Plan with an all EKIWERHEFMPMXMIWETTVSEGL xBoth municipalities have valuable trail systems that act as recreation corridors across the regions, and there is room for improvement regarding trail connections ERHWYTTSVXMZIMRJVEWXVYGXYVI xThey have a similar land use mix with highly dense urban centres and employment areas that are divided by vast VYVEPPERHWERH xAlthough the population and regional area of Central Saanich is smaller, the lessons learned from studying the best practices of the Central Saanich ATP can still be applied to Aurora.Page 89 of 226 Aurora Active Transportation Master Plan I 2024 47Cambridge Massachusetts is the 6th largest city in the Boston Metropolitan area and is adjacent to the City of Boston. The TVMQEVMP]YVFERQYRMGMTEPMX]MWLIGXEVIWMRWM^IERHLEWEpopulation of 116,632 residents. The population density is evenly distributed across the City, however several major residential and employment hubs exist centering around Harvard University and the Massachusetts Institute of Technology.In 2015 the City of Cambridge Development Department released the Cambridge Bicycle Plan: Toward a Bikeable Future to create a bicycle network and to aid in the adoption of a bicycling culture throughout the city. In 2020 the City began revising the plan to address several changes in conditions to the municipal cycling context including the City’s adoption of a Complete Streets and Visions Zero policies, the creation of a public bike share system, and the adoption of the Cycling Safety Ordinance that required the creation of enhanced cycling facilities. The Plan revision allowed the municipality to further engage with the community and monitor the success of the rollout of the 2015 plan. The 2015 Bicycle outlined a vision where cycling and active transportation modes played a larger mobility role within the community, and the 2020 Update outlines the steps for achieving this vision.The City of Cambridge’s Bicycle Network vision was developed with the explicit interest of developing a system that was truly representative of everyone. xCambridge was chosen as a case study due to its innovative approach to developing and presenting an active transportation plan, particularly its focus on centering the community at its core.3.1.3 Cambridge, MassachusettsUnited StatesPage 90 of 226 48 2024 Aurora Active Transportation Master Plan8SIRWYVIXLMWXLI'MX]IQTLEWM^IHIRKEKMRKTISTPISJdifferent ages, physical abilities, genders, economic situations, race, cultural backgrounds / identities, languages and cycling experience levels. Each of these groups were all factored into who is being consulted, whose feedback is valued, and whose experiences the proposed network enhances.The Cambridge Community Survey asked respondents to rank how comfortable they felt riding on commercial street corridors while using certain types of cycling facilities. The questions that were asked looked at:1. How comfortable do you feel riding along the bicycle facilities on a busy commercial street?2. How comfortable do you feel about your children riding on these bicycle facilities on commercial streets, along with an adult?3. How comfortable do you feel about your children riding on these bicycle facilities on commercial streets, without an adult with an adult?The emphasis on surveying parents about their comfort levels of allowing children to use cycling facilities with or without them resulted in a compelling dataset that aids in communicating why cycling infrastructure needs to be built for all ages and abilities (Figure 3-1). Virtually no respondents said they would feel somewhat comfortable having their children ride a bicycle on a street with no designated facility and a shared lane marking whereas over 50% of parents said they would feel either somewhat or very comfortable allowing their children to ride alone on a busy commercial street with a raised cycle track. Figure 3-1. Bicycle Comfort Level Survey Results (Source: Cambridge Bicycle Plan, 2015)Page 91 of 226 Aurora Active Transportation Master Plan I 2024 49The City also used this survey to generate a comprehensive list of barriers and opportunities, shown in Figure 3-2.Figure 3-2. Coded and ranked results from the two open-ended survey questions asked (Source: Cambridge Bicycle Plan, 2015)If you would like to bike more, what prevents you from biking as much as you would like to?Rank Code Number of Responses1 Lack of safe spaces / separation for bikes 1522 Lack of a connected bike network 453T Dangerous intersections 183T Bad weather / winter 185T Bad / aggressive drivers 165T Not safe for kids167 Vehicle speeds148T Vehicles in bike lanes 138T Poor road surface conditions 1310 Lack of secure storage / theft 11If you would like to bike more, what could the City of Cambridge do to help you?Rank Code Number of Responses1 More protected / separated bike lanes and paths 1212T More connected network / more consistency 282T More bike lanes 284 Enforcement for drivers 245 Enforcement and accountability for cyclists 136T More bike signals 126T More bike parking 128 Driver education119T Better road and bike lane surfaces 109T&IXXIV[E]ƼRHMRKERHWMKREKI10Page 92 of 226 50 2024 Aurora Active Transportation Master PlanFigure 3-3. Bicycle level of comfort user types, criteria, and existing road condition samples (Source: Cambridge Bicycle Plan, 2015)The City of Cambridge used a Bicycle Level of Comfort (BLC) Matrix to quantify the level of comfort a person cycling is likely to perceive their trip while riding on any street or pathways. The matrix is based on the premise that comfort increases as separation from motor ZILMGPIXVEƾGMRGVIEWIWERHcomfort levels lower as physical separation and motor vehicle speeds increase. The City outlined the categories for the types of cyclists that each BLC category represents and correlates each user group to a facility type that they would likely be most comfortable using, as shown in Figure 3-3. Page 93 of 226 Aurora Active Transportation Master Plan I 2024 51Since 2004 the City of Cambridge has actively tracked bicycle crash data. Although the data set still largely involves crashes that are severe or involve a motor vehicle collision, the City has used this data to identify where priority cycling measures should quickly be implemented to further reduce the impact of vehicle-cycling collisions. The City of Cambridge also used collision data to monitor and see the positive impact separated cycling facilities has had on the community, for example, between 2005 and 2020 the City saw a substantial increase in cycling activity, whereas collision data decreased by more than 36% within the 15-year time span. Explicitly monitoring cycling crash data and integrating new approaches to accounting for it can play a useful role in monitoring the impact of active transportation infrastructure as it is integrated overtime.Page 94 of 226 52 2024 Aurora Active Transportation Master PlanKey Takeaways NewmarketCentral SaanichCambridge6IGSKRM^I[LEXKVSYTWEVIRSXFIMRKEGGSYRXIHJSVHYVMRKXLIWYVZI]ERHTYFPMGengagement process. Be aware of where biases and over-representation is occurring within the engagement process. Ensure that new and historically disadvantaged voices are being meaningfully engaged.Conduct community mapping to identify community priorities for active transportation improvements and where network gaps exist. Conduct these mapping activities in-person via an open house, informally at pop-up activities, and online to improve the catchment of input Conduct a road network inventory using a Bicycle Level Comfort matrix to help identify emerging cycling corridors, where gaps exist, and what facilities currently exist.Ensure that the report is concise and legible by using plain language, simple report design, call out boxes and bullet points.Include direct quotes from community members to establish empathy and understanding behind the report. Use community feedback to tell the story of why enhancing active transportation facilities is essential.3.1.4 Key Takeaways from Comparable MunicipalitiesPage 95 of 226 Aurora Active Transportation Master Plan I 2024 53Key Takeaways NewmarketCentral SaanichCambridgeEnsure that maps are simple and easy to read, ensure they articulate the necessity for where improvements are required.Develop the report by publishing each chapter as an individual discussion paper through the study process. Allow users, city staff, and policy makers to be able to reference each chapter as its own report.Within the discussion papers, retain the thorough network development process and implementation / costing table to build public trust and accountability.Convey priority projects and rollout phasing using maps in conjunction with tables identifying TVSNIGXWTIGMƼGEXMSRWAccount for and accommodate active transportation tourism and adopt signage and [E]ƼRHMRKWXVEXIKMIWXSIRGSYVEKIMXQEOMRK%YVSVEEXSYVMRKHIWXMREXMSR[MXLMRXLI+VIEXIVToronto Area (GTA).Include technical design guidelines and engagement summary as appendices to help make the reports more concise.%PPS[XLSVSYKLƼIPHMRZIRXSV]ERHEREP]WMWSJI\MWXMRKEQIRMXMIWERHMRJVEWXVYGXYVI8LMWis not only useful for developing a proposed active transportation network, but the dataset created from the activity can be invaluable for future projects.Provide a 10-year phased and fully costed timeline for implementing high-quality active transportation facilities that matches the municipal context.Page 96 of 226 54 2024 Aurora Active Transportation Master Plan8VERWTSVXEXMSRTPERRMRKMWH]REQMGERHRIIHWXSFIƽI\MFPIERHEHETXEFPIXSJYXYVIXVIRHW8LMWWIGXMSRTVSZMHIWERSZIVZMI[SJWSQISJthese key considerations for the Town.3.2.1 Complete Streets ApproachInterconnected streets are the key to building a network that allows physical movement and connects people to different areas and destinations within the Town. Streets are important public spaces that provide various social and recreational uses while shaping the urban fabric. The concept of Complete Streets puts the emphasis on the needs of the road users, including people who cycle, walk, take transit and drive on the street. This shifts the priority away from solely focusing on motor XVEƾGERHGVIEXIWEWEJIERH[IPGSQMRKenvironment for all ages, abilities, and mode of travel. The Complete Streets concept is closely related to the Safe Systems and Vision Zero approaches on road safety. More details on Vision Zero will be provided under Section 3.2.4. It aims to design a transportation system that anticipates human error and accommodates human injury tolerance with the ultimate goal of eliminating death or serious injury on roadways.The following considerations will guide the Aurora ATMP design approach to incorporate complete streets to new and existing streets.Figure 3-4. Complete Street Design(Source: City of Toronto / WSP)3.2 Best Practices and Emerging TechnologiesPage 97 of 226 Aurora Active Transportation Master Plan I 2024 55Consider the Street ContextEvery street is designed differently to align with its land-use context, function, and environment. A residential local road has different design features compared to a rural collector. The Town should consider where the street is located, who the main users are and if the street is designated for access or movement.Create Attractive, Vibrant Places Attractive and vibrant streets that support pedestrian access create a strong sense of place and identity. Designing the streets with appealing streetscaping and multiple functions encourage pedestrian movement and future visits. Provide Safe and Accessible Options Complete Streets aims to improve safety and accessibility for transit users, pedestrians, and cyclists, so they may feel as an equal part of the roadway design. A sense of safety and ease of access increase the desire to walk leisurely along the street.Prioritize ConnectivityNew streets should not be isolated from the rest of the road network. The Town’s roads must be cohesive and well-connected to other roads to encourage new active transportation users. It is important to provide active transportation infrastructure and facilities along streets with many connections to retail, community spaces, and green space.Prioritize Transit and Active TransportationA street with high mobility is directly linked to the provision and convenient access to transit and active transportation infrastructure. Enhancing the walking and cycling experience with comfortable, safe, and accessible routes and facilities will discourage the use of private vehicles. Consider Cost EffectivenessThe environmental, social, and economic FIRIƼXWERHGSWXWWLSYPHFIGSRWMHIVIHMRdesigning a Complete Street. Consider the direct and indirect costs of construction, operation, and maintenance. Designing the street with long-term YWIGERVIHYGIXLIRYQFIVSJVIXVSƼXTVSNIGXWneeded in the future.Page 98 of 226 56 2024 Aurora Active Transportation Master PlanWhen discussing Complete Streets, the term “Typology” refers to a set of streets that have a similar function and set of objectives. 7SQIWXVIIXW[MPPTVMSVMXM^IQSFMPMX]GVIEXMRKQSVIWITEVEXMSRbetween different road users, limiting access to the roadway and JSGYWMRKSRQSZMRKTISTPIJVSQ%XS&IƾGMIRXP]3XLIVVSEH[E]WTVMSVMXM^ITPEGIQEOMRKTYXXMRKERIQTLEWMWSRXLITIHIWXVMERrealm, providing space for amenities such as patios, seating areas or parklets to create an attractive public space that draws people to it. Regardless of the typology, it is important to have a clear set of objectives for the function of the street so that trade-offs can be evaluated in a consistent and measurable fashion. Below are a set of seven common typologies that could be considered for %YVSVEEPPSJ[LMGLGERFIIZEPYEXIHERHEHETXIHXSƼXXLIPSGEPcontext and community interest.3.2.2 TypologiesUrban AvenuesUrban avenues are vibrant pedestrian-oriented streets that provide a high amount of people-movement capacity, located in urban areas of the City.Major ArterialsMajor arterials are mobility-oriented streets that extend across urban areas SJXLI8S[R8LI]EVILMKLXVEƾGWXVIIXWand often important goods movement corridors.Main StreetsMain streets are placemaking-oriented streets, and include historic main streets found in urban parts of the Town. They are pedestrian-oriented with slow motor vehicle speeds and small–or medium-scale mixed-use buildings.Page 99 of 226 Aurora Active Transportation Master Plan I 2024 57Residential ConnectorsResidential connectors serve to link neighbourhood streets with Urban Avenues and Transitioning Avenues. They accommodate moderate volumes of ZILMGPIXVEƾGMREPS[IVspeed environment.Neighbourhood StreetsNeighbourhood streets provide direct access to residential dwellings. They are low-volume and low-speed streets that are not intended to WIVZIEXLVSYKLXVEƾGfunction for motor ZILMGPIXVEƾGIndustrial StreetsIndustrial streets provide direct land access to industrial and commercial employment areas. They are found in industrial areas of the Town and may accommodate WMKRMƼGERXXVYGOXVEƾGRural Roads Rural roads are mobility-oriented streets within agricultural, natural, or industrial areas of the Town. They provide a high motor vehicle capacity and may be important goods movement corridors.Page 100 of 226 58 2024 Aurora Active Transportation Master PlanA Complete Streets Audit Tool evaluates how the existing or proposed street segment achieves, exceeds, or fails to provide Complete Street elements. It is an interactive tool used throughout the design process to select appropriate typology, assess current or proposed street conditions, and evaluate complete street elements based on the desired conditions. It provides an important decision-making tool and accountability tool to demonstrate how Complete Streets principles are being integrated into the Town’s transportation projects. The following is an example of the four-step process for evaluating existing and proposed streets, developed for the Hamilton Complete Streets Design Manual:3.2.3 Complete Streets Audit ToolStep 1: Input Data Provide information about the street being reviewed to inform the selection SJX]TSPSK]8LMWMRGPYHIWXLIREQIPSGEXMSRGPEWWMƼGEXMSRVYVEPSVYVFERGSRXI\XVMKLXSJ[E][MHXLXVEƾGZSPYQIERHMJMXMWSREXVERWMXVSYXIStep 2: Select Typology Select the preferred Complete Streets typology based on the information in Step 1. Step 3: Assess Current / Proposed Street Conditions Quantitatively and qualitatively assess various street elements. A scale of 1 to 5 could be used to evaluate the following elements: the quality of the pedestrian realm, availability of cycling facilities, availability of transit JEGMPMXMIWXLVSYKLXVEƾGQSZIQIRXMJXLIVIMWSRWXVIIXTEVOMRKERHMJXLIVIis green infrastructure. Step 4: Review Results Review the results of Step 3 against an evaluation matrix, such as the example shown in Figure 3-5. Priorities are balanced if all the street elements are marked within the shaded area. The desired condition is auto populated once the typology is selected in Step 2. If some street conditions exceed priorities, consider reallocating street space to improve conditions that do not meet the priorities. Return to Step 3 and adjust.Page 101 of 226 Aurora Active Transportation Master Plan I 2024 59This is an example of the Complete Street Audit Tool from the Hamilton Complete Streets Design Manual that allows the user to evaluate the current state and infrastructure of a street. This tool can identify the missing gaps of each element, revealing areas of improvement to make the street more accessible based SRXLIWTIGMƼGRIIHWSJVSEHYWIVWERHthe intended purpose of the road.Figure 3-5. Example of the Complete Street Audit Tool Results from the Hamilton Complete Streets Design ManualPage 102 of 226 60 2024 Aurora Active Transportation Master PlanThe Vision Zero program was initiated by the Swedish government in 1997 to eliminate death and serious road injuries. It has a WMQTPIERHGPIEVKSEPXSLEZI^IVSJEXEPMXMIWSVWIVMSYWMRNYVMIWSRroadways, creating the conditions where no loss of life is seen as an acceptable trade-off for mobility. This concept is a departure from traditional thinking about road safety which has focused on perfecting human behaviour. Vision Zero assumes that human error is a natural part of the road safety equation, shifting the 3.2.4 Vision Zeroburden of responsibility from individual road users to those who design and build the road systems. Although drivers and humans QEOIQMWXEOIWXLMWETTVSEGLVIGSKRM^IWXLEXVSEHHIEXLWand injuries can be prevented through education, enforcement, engineering, evaluation, and engagement. York Region is in the process of preparing a multi-year Traveler Safety Plan, drawing inspiration from the Vision Zero initiative. A summary of the shift in thinking is provided in Table 3-1.Traditional Approach Vision ZeroApproachIssue xPreventing all crashes xPreventing fatalities and serious injuriesPremise and Assumptions xFatalities are inevitable xSafety initiatives are costly x,YQERIVVSVMWMHIRXMƼIHEWXLIGEYWISJcollisions xFatalities are preventable xSafety initiatives reduce societal costs x*PE[WMRXLIXVERWTSVXEXMSRW]WXIQMHIRXMƼIHEWthe cause of collisionsFocus xFocus on overall collision rates xPerfecting human behaviour on an imperfect road system xFocus on fatalities and serious injuries xDesigning a road system that accounts for human error Responsibility xIndividual road users are responsible xRoad users and system designers have shared responsibilityTable 3-1: Summary of Vision Zero Approach and Differences to Traditional ApproachPage 103 of 226 Aurora Active Transportation Master Plan I 2024 61System designers are responsible for the design, operation and use of the road transport system. Therefore, they are responsible for the level of safety within the entire system. Road users are responsible for following the rules for using the road transport system set by the system designers. Shared responsibility ties the two together so that if the road users fail to obey the rules due to lack of knowledge, acceptance or ability, or if injuries do occur, the system designers are required to take the necessary steps to mitigate future deaths or serious injuries.When instituting a Vision Zero approach, close collaboration between system designers and government decision-makers are required since this approach requires a foundational shift in the understanding of road safety. Vision Zero is a continuous process to create safe roads through engineering changes, new policies, interim safety treatments and educational strategies. Monitoring and evaluation of performance is also essential to assess the conditions of the applied treatments or improved designs. Vision Zero uses a data-driven and targeted approach to focus on locations that need geometric improvements. 8LMWETTVSEGLVIGSKRM^IWXLIHMWTVSTSVXMSREXILEVQGEYWIHF]our current transportation system to vulnerable users of the road, such as pedestrians, cyclists, children, older adults, and persons with disabilities and takes deliberate action to improve their safety. Streets with enhanced safety that are designed to be pedestrian- or bicycle-friendly will support active transportation and increased mobility while also improving safety for all road users, including drivers. As roads begin to feel safer for these vulnerable users, more people feel comfortable using them for transportation and recreation, creating more vibrant public spaces and further reducing the burden placed on these groups.Page 104 of 226 62 2024 Aurora Active Transportation Master PlanTraditionally, the transportation system has not been designed in a value-neutral way, leading to the oversight of underprivileged ERHQEVKMREPM^IHGSQQYRMXMIWdue to implicit and explicit biases in the transportation planning process. Both Federal and Regional policies reviewed in Chapter 2 highlight the importance of consider equity within transportation planning. Transportation inequities can apply to many groups of the population and some examples are included in the Table 3-2.Transportation equity considerations should be applied to future planning projects.3.2.5 Transportation EquityWomenMany women report being afraid of being harassed in public spaces. Women who are caregivers walk and take public transit more often. Indigenous People and People of ColourThese groups are more likely to be stopped across Canada by the police as they navigate through public space and are disproportionately impacted by XVEƾGZMSPIRGILow-Income Households8LIWILSYWILSPHWLEZIPIWWƼRERGMEPEFMPMX]XSTYVGLEWIERHQEMRXEMREZILMGPIERHQE]IZIRLEZIHMƾGYPX]GSZIVMRKXLIGSWXSJTYFPMGXVERWMXOlder Adults May struggle with walking up hills and across long intersection crossings, ERHQE]EPWSƼRHXLIQWIPZIW[MXLVIHYGIHQSFMPMX]GLSMGIEWXLI]EKIERHare unable to continue to drive.Persons with DisabilitiesThey are disproportionately impacted by transportation amenities that are solely designed for able-bodied persons, such as sidewalks without curb cuts, a bus stop without accessible boarding or trails that are not maintained in the winter.Language Challenged Populations)RKPMWLQE]RSXFIXLIMVƼVWXPERKYEKIERHXLMWGSYPHGVIEXIEPERKYEKIbarrier to obtain and understand travel information.People Walking and Cycling4IHIWXVMERWERHG]GPMWXWEVIHMWTVSTSVXMSREXIP]MQTEGXIHF]XVEƾGJEXEPMXMIWand collisions.Table 3-2: Summary of Vision Zero Approach and Differences to Traditional ApproachPage 105 of 226 Aurora Active Transportation Master Plan I 2024 633.2.6 Micromobility On January 1, 2020, Ontario passed a legislation to allow municipalities XSTEVXMGMTEXIMREƼZI]IEVIWGSSXIVVMHITMPSXTVSKVEQ;MXLMRXVSHYGXMSRof e-scooters, micromobility trips have rapidly increased over the last couple of years. Although, the Town is not participating in the pilot program. Micromobility devices are small, human- or electric-powered vehicles, such as bikes, e-bikes, and e-scooters. They could be personally owned vehicles or could be rented through a mobile app or kiosk for short trips. These electric devices can substitute walking as well as other means of transport and reduce congestion and carbon footprint. However, there are increased safety and space concerns in mixing micromobility devices with pedestrians and persons with disabilities. Additionally, street conditions may not provide enough comfort and safety for e-scooters and cyclists in shared roadway spaces with motor vehicles. Providing designated facilities and infrastructure for cyclists and e-scooters is crucial for those who wants to participate in micromobility. E-scooter users and cyclists will have an improved sense of safety with protected bike lanes, smoother pavements, wider bike lanes, and designated e-scooter / bike parking. The Town can support and manage regulations for the use of micromobility to prevent and mitigate injuries by the following best practices.Should the Town decided to proceed, a micromobility strategy should be developed, including the creation of a framework to identify infrastructure and outline guidelines, policies and any regulation / by-law changes that may be needed to support these devices.Page 106 of 226 64 2024 Aurora Active Transportation Master PlanRoadway Usage x4VSZMHIMRWXVIIXFMOIJEGMPMXMIWXLEXEVIWITEVEXIHJVSQXVEƾG xIf there are no existing separated infrastructure for e-scooters, sidewalk riding can be allowed with a maximum speed limit of 10 km/h. x-RXVSHYGIVMHMRKTVSLMFMXMSRWMRWTIGMƼGEVIEWWMHI[EPOWSVTYFPMGTVSTIVX][MXLregulatory signs. xEstablish appropriate maximum operating speeds for e-scooters, such as 20 km/h in cycling facilities and 10 km/h in multi-use pathways or residential areas with vulnerable populations. xImplement a ban on night-time riding from 30 minutes after sunset to 30 minutes before sunrise. xProvide parking regulations for bikes and e-scooters. User Behaviour x;IEVLIPQIXERHVIƽIGXMZIKIEV x)WGSSXIVWWLSYPHFIƼXXIH[MXLEPP[IEXLIVXMVIWJVSRXERHVIEVPMKLXWFIPPERHbraking mechanisms. xRiders should follow speed limits and road restrictions. If the user fails to comply [MXLXLIVIKYPEXMSRWIRJSVGIQIRXTIREPXMIWGERFIETTPMIH[MXLƼRIWJVSQXS$250 or community service.Regulations for Sharing Businesses x)WGSSXIVWWLSYPHLEZIWXERHEVHM^IHFYMPXMRJIEXYVIWWM^I[IMKLXERHWTIIHPMQMXWWYGLas including a bell, front and rear lights, and front and rear brakes. xSet maintenance requirements for deployed devices. Each licensee shall keep records of maintenance, including repairs and replacing the damaged elements.The next section of the ATMP focuses on the Town of Aurora's existing active transportation network. Page 107 of 226 Chapter 4Aurora's Active Transportation NetworkPage 108 of 226 66 2024 I Aurora Active Transportation Master Plan4.1.1 Pedestrian NetworkBuilding a pedestrian network that is comfortable and safe for all ages and abilities is key to a multi-modal transportation network. Most trips start and end with a walk, whether its to a transit stop or to a car. Pedestrians are one of the most vulnerable road users and walking is x%TIVWSR[LSMWRSXMRSVYTSREZILMGPIQSXSVM^IHSVSXLIV[MWITVSTIPPIH x%TIVWSRMRERSRQSXSVM^IH[LIIPGLEMV x%TIVWSRMREQSXSVM^IH[LIIPGLEMVXLEXGERRSXXVEZIPEXSZIVOMPSQIXVIWTIVLSYVERHSV x%TIVWSRTYWLMRKEFMG]GPIQSXSVM^IHSVRSRQSXSVM^IHwheelchair.In recognition of the health and IRZMVSRQIRXEPFIRIƼXWEWWSGMEXIH[MXLactive transportation, it is a priority of this 4PERXSJEGMPMXEXIEREGXMZIERHMRXIKVEXIHmulti-modal transportation system that MWWEJIIƾGMIRXIGSRSQMGEPGSRZIRMIRXand comfortable while respecting the heritage features and character of the community. 8S[RSJ%YVSVE3ƾGMEP4PERThe existing conditions of Aurora’s current active transportation RIX[SVOLEZIFIIRVIZMI[IHERHMRZIWXMKEXIHMRXLIƼIPHXSMRJSVQQETTMRKERHGSRƼVQ[LIVIMRJVEWXVYGXYVIMWTVIWIRXERHXSidentify potential missing links in the Town. Data regarding current community trends have also been assessed to understand where people are traveling to, how people are getting around and which EVIEW[SYPHFIRIƼXXLIQSWXJVSQEGXMZIXVERWTSVXEXMSRMRZIWXQIRXBy understanding the Town’s travel patterns and existing conditions, and by applying route selection criteria, a number of candidate routes and facility types have been selected to develop a preferred EGXMZIXVERWTSVXEXMSRRIX[SVO8LMWGLETXIVWYQQEVM^IWXLII\MWXMRKconditions of the Town's active transportation network.Digital spatial data gathered from the Town of Aurora, York Region and Land Information Ontario was used to develop a database of existing and previously proposed routes as part of approved planning documents. These included the Town’s Trails Master Plan (2011) and Master Transportation Study (2020) and the Region’s Transportation Master Plan (2022). The database has been updated throughout the TVSNIGXHYVEXMSRXSVIƽIGXGYVVIRXGSRHMXMSRWERHVIƼRITVSTSWIHfacilities as the network development work progressed.considered a more accessible mode of transportation as no vehicle or bike is required and there is no age requirement. %GGSVHMRKXS3RXEVMS8VEƾG1ERYEP&SSO4IHIWXVMERCrossing Facilities, a pedestrian includes:4.1 Existing ConditionsPage 109 of 226 Aurora Active Transportation Master Plan I 2024 67The following illustrates the typical pedestrian facility types in Aurora:4IHIWXVMER*EGMPMX]8]TSPSK]Multi-Use Path A shared pathway runs along the roadway, but it is separated from motor travel by a curb or other physical barrier. They are intended to be used for pedestrians and cyclists.Multi-Use TrailsA recreational trail in an area that is outside of the roadway and usually passes through parks and other green spaces. Similar to Multi-Use Paths, they are intended to be used for pedestrians and cyclists.Sidewalk Sidewalks are intended exclusively for pedestrian use, which is typically aligned parallel to the roadway. Page 110 of 226 68 2024 I Aurora Active Transportation Master PlanAn inventory and review of the existing pedestrian routes and facilities was conducted using a desktop approach, with a review of digital spatial data, reviews of approved planning HSGYQIRXWVIZMI[W[MXL8S[R7XEJJERHWIPIGXƼIPHZMWMXWTable 4-1 WYQQEVM^IWXLII\MWXMRKTIHIWXVMERRIX[SVOPIRKXLW[MXLMRXLI8S[RSJ%YVSVEERHthe existing sidewalk network is illustrated in Figure 4-1 and the existing trails and multi-use path network is illustrated in Figure 4-2. Note that existing off-road multi-use trails also include trails that have been designed, funded, and scheduled to be implemented in 2024.Table 4-1. Existing Facility TypesNote: 1. This includes Multi-Use Paths on Regional Roads which are operated and maintained by the Town. Facility Type Existing Length (km) Multi-Use Path118.3 Multi-Use Trail 61.0 Sidewalk 201.2 Total 280.5)\MWXMRK4IHIWXVMER*EGMPMX]-RZIRXSV]Page 111 of 226 Aurora Active Transportation Master Plan I 2024 69AuuuurrrrrororrrararAAActctivivvve e TrTrananananspspspspspppoorororortatatatatitiononMMMMasasasatetetetter r r rPlPlannnn II220202242 69Figure 4-1. Existing Sidewalk Network Page 112 of 226 70 2024 I Aurora Active Transportation Master Plan70202444 IIII AuAuAuArororororororororraaraa Acttttivivvveee eeeTrranspsssssssorrrorrrrrrrrrrrrrrrorrrrrrrorrrrrrrrrrrrrrrrrrrrrrrrrrtatataaaaataatataatatataaatatatataaataaatatatatatatataatataatatatatataaaaatatttattataattittititittititittititttitttttttttittttttttttttittttitttiononononononononnonoonononnononononoononononnnononoooonnonoonononnnoononononononnnonononononononoonononononononononoonononoonooMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMasaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaater PlPlPPPPPlanFigure 4-2. Existing Trail and Multi-Use Path Network Page 113 of 226 Aurora Active Transportation Master Plan I 2024 71The cycling network will include both on and off-road routes. 4ISTPI[LSG]GPIEVISJXIRGEXIKSVM^IHF]XVERWTSVXEXMSRTVSJIWWMSREPWFEWIHSRXLIJEGXSVWXLEXMRƽYIRGIERMRHMZMHYEPƅWinclination to cycle. These categories include “interested FYXGSRGIVRIHƉƈWSQI[LEXGSRƼHIRXƉSVƈLMKLP]GSRƼHIRXƉbased on their skill and preferred facility type. The largest category is considered the “interested but concerned” group who are described as being open to the idea of cycling but are uncomfortable sharing the street with motor vehicles except on very low-volume, low-speed neighbourhood streets. These users typically consider cycling for short to moderate trip lengths and may be deterred by inconsistent cycling facilities, rough XSTSKVETLMGGSRHMXMSRWERHLMKLXVEƾGZSPYQIW+MZIRXLIWM^ISJXLIƈMRXIVIWXIHFYXGSRGIVRIHƉKVSYTXLI]should be considered the “design cyclists”, meaning that they are the user group that the AT network should seek to accommodate.4.1.2 Cycling NetworkFigure 4-3. Types of Cyclists (OTM Book 18, 2021)Page 114 of 226 72 2024 I Aurora Active Transportation Master PlanThe following are the typical cycling and multi-use facility types that exist in the Town of Aurora: Cycling Facility Typology Multi-Use Path A shared pathway runs along the roadway, but it is separated from motor travel by a curb or other physical barrier. They are intended to be used for pedestrians and cyclists.Bike LanesBike lanes are located on a portion of the roadway with designated space that is to be used exclusively by cyclists. They are typically marked by a bicycle symbol and pavement markings. Paved ShoulderA paved shoulder is a portion of a roadway which is contiguous with the travelled way and provides lateral support for the pavement structure. It provides cyclists an area that is separated from motor travel with a pavement marking. Typically, paved shoulders are located on rural roads.Page 115 of 226 Aurora Active Transportation Master Plan I 2024 73Signed RouteDesignated shared roadways are typically low-speed and low-volume neighbourhood roads where motorists and cyclists are expected to operate. A signed route is a shared roadway that has supportive signs and/or pavement marking treatments for [E]ƼRHMRKERHXSTVSQSXIWEJIVMRXIVEGXMSRWbetween cyclists and motorists.Multi-Use Trail A recreational trail in an area that is outside of the roadway and usually passes through parks and other green spaces. Cycling and Multi-use Facility Typology (Continued)Page 116 of 226 74 2024 I Aurora Active Transportation Master PlanExisting Cycling and Multi-use Network Facility InventoryAn inventory and review of the existing cycling and multi-use routes and facilities was conducted using a desktop approach, with a VIZMI[SJHMKMXEPWTEXMEPHEXEVIZMI[WSJETTVSZIHTPERRMRKHSGYQIRXWVIZMI[W[MXL8S[R7XEJJERHWIPIGXƼIPHZMWMXW7MQMPEVXSXLITIHIWXVMERMRZIRXSV]VIZMI[EHIWOXSTETTVSEGL[MXLWIPIGXƼIPHZMWMXW[EWXEOIRXSGSRƼVQXLII\MWXMRKGSRHMXMSRWSJXLIG]GPMRKERHQYPXMYWIRIX[SVO8LIƼRHMRKWJVSQXLIMRZIRXSV]EVIWYQQEVM^IHMRTable 4-2 and map of the existing cycling and multi-use network is shown in Figure 4-4. Note that existing Multi-Use Trails include trails that have been designed, funded, and scheduled to be implemented in 2024.Table 4-2. Existing Facility Types Facility Type Existing Length (km) Bike Lane3.6 Signed Route6.4 Paved Shoulder2.6 Multi-Use Path118.3 Multi-Use Trail61.0 Regional Bike Lane 5.1 Total 97.0The next section of the VITSVXWYQQEVM^IWXLITYFPMGand stakeholder engagement activities undertaken during the development of the ATMP and their outcomes.Note: 1. This includes Multi-Use Paths on Regional Roads which are operated and maintained by the Town.Page 117 of 226 Aurora Active Transportation Master Plan I 2024 75AuuuurrrrorrrorraraAAAActctivive e TrTTanananannspspsppsppporororortatataatittiononMMMMaasasastetetetetr r rPlPannn II 2020202242 7575555555555555555555555555555555555555555555555555555555Figure 4-4. Existing Cycling NetworkPage 118 of 226 Chapter 5Chapter 5Study Consultation and EngagementPage 119 of 226 Aurora Active Transportation Master Plan I 2024 77During the preparation of this ATMP, the Project Team conducted both in-person and virtual consultation activities to identify the needs and concerns of Town residents and stakeholders. Information collected from these consultations was used to inform the development of the proposed network as well as other recommendations that formed this ATMP.The series of consultation activities that were undertaken during the preparation of this ATMP included: xPublic consultation at the Aurora Farmers Market xCollecting public feedback through the Engage Aurora online web page (mapping and survey) xFour meetings conducted with the Active Transportation and 8VEƾG7EJIX]%HZMWSV]'SQQMXXII%887%' 8LMWGLETXIVƼVWXWYQQEVM^IWXLIOI]JIIHFEGOGSPPIGXIHZMEeach of the consultation activities listed above ("What Was 7EMH JSPPS[IHF]ERSYXPMRISJXLIQEMRXLIQIWMHIRXMƼIHJVSQXLIGSRWYPXEXMSRW;LEX;I,IEVH ERHƼRMWLIW[MXLLS[XLIpublic and stakeholder input was incorporated into the ATMP.5.1 Engaging with AuroraPage 120 of 226 78 2024 I Aurora Active Transportation Master PlanFarmers MarketOn June 25, 2022 members from the Project Team and Town Staff attended the Aurora Farmers Market to promote the ATMP and engage with residents, as shown in Figure 5-1. From 8:00 a.m. to 12:00 p.m., over 100 residents stopped by the booth setup for the ATMP study. The existing conditions maps of the cycling and pedestrian network were printed for users to write on to identify challenges, gaps and opportunities across the Town.9WIVGSQQIRXWQEHISRXLIQETWTVIHSQMRERXP]MHIRXMƼIHplaces where safety concerns persist when using active transportation modes. Common feedback heard from the in-person mapping exercise included requests for: xDedicated bike lanes and enhancing connections to the trail system along the southern portion of Bayview Avenue xSidewalks on the section of Yonge Street north of St. John's Sideroad xSafety improvements at the Bayview Avenue and St. John's Sideroad intersectionFigure 5-1. Project booth promoting the ATMP study5.2 What Was SaidPage 121 of 226 Aurora Active Transportation Master Plan I 2024 79In addition to the in-person engagement activities, an online engagement platform was developed as the primary tool to keep the public informed about the ATMP, as shown in Figure 5-2. Several engagement tools were used on the platform to obtain feedback from residents on their comfort and safety when walking and cycling around Town and where gaps are within the existing active transportation network. Engagement results were received through a mapping tool, a community survey, and direct emails from residents and stakeholders.Since the platform launched on Engage Aurora, the website had over 550 visitors, 197 of which engaged with materials on the web page, including the project newsfeed, discussion papers and the FAQ section. 100 of the visitors to the page used the engagement tools. The feedback received through the mapping tool, as outlined on the following page, helped inform the development of the preliminary active transportation network during this ATMP.Engage Aurora Online Web PageFigure 5-2. Promoting the online web page for the ATMP Page 122 of 226 Figure 5-3. Mapping activities during consultation80 2024 I Aurora Active Transportation Master PlanMapping ActivityThe public was able to contribute to the mapping tool on the Engage Aurora web page as well as provide feedback during the Aurora Farmers Market, as shown in Figure 5-3XSMHIRXMJ]WTIGMƼGPSGEXMSRWSJQMWWMRKGSRRIGXMSRWHIWMVIHJEGMPMXMIWERHYRWEJIEVIEWwithin the existing cycling and pedestrian networks. Feedback received included: x%HHMRKETIHIWXVMERGVSWWSZIV4<3 EGVSWW;IPPMRKXSR7XVIIX)EWXFIX[IIR&IVG^]7XVIIXERH6SWW7XVIIXXLEX[SYPHGSRRIGXpedestrians directly to the Aurora GO station xAdding a PXO across Wellington Street East that connects the north sidewalk to the Tim Jones Trailhead xAdding bike parking at Town Park Aurora xAdding a raised PXO across Aurora Heights Drive that connects Machell Park to the Aurora Community Centre x%VIUYIWXXSFYMPHEWMHI[EPOJVSQXLIIRHSJ;MPPS[*EVQ0ERIXS=SRKI7XVIIXXSEGGSQQSHEXIEHHMXMSREPJSSXXVEƾGJVSQ7XAnne’s School to Yonge StreetPage 123 of 226 Aurora Active Transportation Master Plan I 2024 81Travel ModesWalking/Rolling Uptake xWalking and using a mobility device were the most common forms of active transportation used within in the community, especially JSVPIMWYVII\IVGMWIERHWSGMEPM^MRKTYVTSWIW x67% of residents walk daily or four to six days a week in the spring, summer, and fall. This drops to 53% in the winter. xThe majority of respondents were willing to walk 10 to 20 minutes to access services such as transit, shops, community services, and work/school. x80% of the respondents depend on Single Occupancy Vehicles as their primary mode of transportation. x34% of respondents chose walking as the alternative mode of transportation that they would take and 31% of respondents chose cycling.Nearly 100 residents participated in the Engage Aurora survey between its launch in late June and closing during September 2022. The largest group of respondents were those over the age of 55 accounting for 40.4% of responses received. Youth participation in the survey [EWPS[EGGSYRXMRKJSVSRP] SJVIWTSRHIRXW/I]ƼRHMRKWJVSQXLIWYVZI]MRGPYHIHCycling Uptake x66% of respondents who are bike owners use either a mountain or hybrid bike and 2% use e-bikes. x22% of respondents bike four days a week or more and 30% bike one to three days a week in the spring, summer, or fall. 74% of respondents indicated that they never cycle during the winter.SurveyPage 124 of 226 82 2024 I Aurora Active Transportation Master PlanSurvey4VMSVMXMIWJSV-QTVSZMRKXLI%GXMZI8VERWTSVXEXMSR2IX[SVO xThe most desired cycling improvement selected were the addition of more off-road trails / in-boulevard paths, bicycle parking, and connections to other amenities across the network. x6IWMHIRXWMRHMGEXIHXLEXFYMPHMRKRI[WMHI[EPOWXSƼPPMRKETWERHincreasing maintenance for sidewalks were the two key factors to increasing the number of pedestrians.Barriers to Walking and Cycling in Aurora xThe top three barriers to walking within Aurora, as shown in Figure 5-4, [IVIMHIRXMƼIHEW Lack of sidewalks/trails ,MKLWTIIHERHRSMWISJZILMGPIXVEƾG Poor conditions of existing sidewalks and trails xWhen asked about cycling safety within Aurora, 38% of residents felt somewhat safe when cycling on-roads and 38% indicated not feeling safe. 13% of residents felt very safe and the remaining 11% responded with no opinion. xThe top barriers to cycling frequently in Aurora, as shown as shown in Figure 5-5[IVIMHIRXMƼIHEW 7MKRMƼGERXKETWMRXLI%8RIX[SVO Lack of connectivity between the trail network and services destinationsPage 125 of 226 Aurora Active Transportation Master Plan I 2024 83Figure 5-4. Responses to the Question: "What are the main barriers for walking or using a mobility device more often than you currently do in Aurora?"Figure 5-5. Responses to the Question: "What are the main barriers preventing you from cycling more often than you currently do?"Page 126 of 226 84 2024 I Aurora Active Transportation Master Plan%GXMZI8VERWTSVXEXMSRERH8VEƾG7EJIX]%HZMWSV]'SQQMXXII%887%' 1IIXMRKWThroughout the project, the Project Team hosted four meetings with ATTSAC to inform key stakeholder groups about the development of the project, its vision, the proposed network, and the design principles guiding its development. ATTSAC meetings were held in for each respective project phase. The meetings included: xMeeting #1 – Project Background and Progress Update, April 26, 2023 xMeeting #2 – Network Development Process and Facility Selection, June 28, 2023 xMeeting #3 – Town and Agency Stakeholder Workshop, November 9, 2023 xMeeting #4 – ATMP Overview, January 24, 2024Each meeting allowed participants to ask questions about the progress of the project, and it also allowed residents to provide input on XLIHIZIPSTQIRXSJXLIRIX[SVOERHMXWGLSWIRJEGMPMXMIW/I]XLIQIWJVSQXLIƼVWXXLVII%887%'QIIXMRKWEVISYXPMRIHMRXLIJSPPS[MRKpages.Page 127 of 226 Aurora Active Transportation Master Plan I 2024 85Meeting #1 – Project Background and Progress UpdateThe engagement activity involved the Project Team sharing a progress update on the scope of the ATMP’s development including providing a summary of Discussion Paper’s 1, 2 and 3. The Project Team also provided a summary of what was heard from the community from the online survey, mapping tool, and during the in-person event at the Aurora Farmers Market. Attendees included Town Staff and ATTSAC members. The Project Team invited participants to email feedback on the preliminary proposed candidate cycling and pedestrian network following the meeting. In total, three emails were received by the Project Team that included a list of PSGEXMSRWTIGMƼGHIWMKRGSRWMHIVEXMSRWERHWYTTSVXJSVIRLERGMRKXLIQYPXMYWIXVEMPRIX[SVO%HHMXMSREPXLIQIWMHIRXMƼIHMRXLIWIemails included: xAccessibility for Ontarians with Disabilities Act (AODA) Compliance: A respondent suggested that all trails should be AODA compliant by ensuring that they can accommodate mobility assistance devices. xTrail Safety: Respondents suggested that the multi-use path and trail network should include lighting that is active until 10pm, allowing for use after dusk. Comments were made regarding adding “no loitering” or “no loud music” signs along the trail. Adding chain link fences on top of all headwalls with lockable grates that outfall to the stream / creek to protect children and or animals. xWaste Management: Comments were received about adding waste / recycling containers along all multi-use paths to reduce littering along the trails. Respondent suggested adding warning signs including ”no dumping” and “poop and scoop” to suggest to dog owners to clean up after their pet.Page 128 of 226 86 2024 I Aurora Active Transportation Master PlanMeeting #2 – Network Development Process and Facility Selection4EVXMGMTERXWJVSQXLIƼVWXQIIXMRK[IVIMRZMXIHXSVIGIMZIERYTHEXISRXLITVSNIGXERHPIEVREFSYXXLITVMRGMTPIWKYMHMRKXLITVSNIGXWdevelopment. The Project Team also provided insight into the process of selecting types of walking and cycling facilities for proposed VSYXIW%XXIRHIIW[IVITVSZMHIH[MXL3RXEVMS8VEƾG1ERYEP&SSO XSLIPTYRHIVWXERHXLIEGXMZIXVERWTSVXEXMSRJEGMPMX]selection process and to build familiarity with high quality active transportation facilities among Town Staff and ATTSAC members. Attendees were supportive of the facility selection process and the chosen facilities for the active transportation network.Page 129 of 226 Aurora Active Transportation Master Plan I 2024 87 xAdditional Active Transportation Connections: Discussed the need for an active transportation connection along Wellington Street from Mary Street to the GO Station and extending to Bathurst Street. Adding a multi-use path on both sides of Yonge Street, from Industrial Parkway to Bloomington Road, which has been proposed by the Region. Adding a policy that requires mid-block trail crossings to be grade separated when a road is reconstructed to improve connectivity and safety. xImplementation Plan and Phasing Considerations: Add pedestrian and cycling facilities along Wellington Street from Mary Street west to Bathurst Street, with the ATMP proposing collaboration for implementation. Residents expressed a desire to expedite the phasing of several facilities, including shifting the proposed bike lanes to Murray Drive from a long-term project to a short-term project. 4VMSVMXM^MRKXLIQYPXMYWITEXLEPSRK7X.SLRƅW7MHIVSEHJVSQ=SRKI7XVIIXXS&EXLYVWX7XVIIXWLSYPHFITVMSVMXM^IHXSimprove connectivity to a local school.Meeting #3 – Town and Agency Stakeholder Workshop xDesire Lines (multi-use trail routes that are currently under private ownership): An attendee noted the absence of desire lines (multi-use trail routes that are currently under private ownership and were included in previous plans for long term implementation) from the approved Trails Master Plan on the network map. Despite removal due to current private property constraints, there was consensus among team members that these lines should be added to the map. Another member stated that displaying desire lines could facilitate future collaboration with landowners for securing connections when or if lands become available from development, creating more connectivity down the road.The intent of the workshop was for Town Staff and ATTSAC members to review and provide comments on the proposed draft for the active transportation network map by facility type. The Project Team particularly focused on the application of multi-use trails and cycling facilities proposed across the network. Participants were provided with the ability to review and provide comments on XLIMQTPIQIRXEXMSRTLEWMRKERHTVMSVMX]TVSNIGXWJSVHIPMZIVMRKXLIƼREPEGXMZIXVERWTSVXEXMSRRIX[SVO4EVXMGMTERXWMHIRXMƼIHXLIfollowing priorities for the ATMP:Page 130 of 226 88 2024 I Aurora Active Transportation Master PlanAccessibility concerns were raised throughout all engagement activities. This ranged from ensuring that the sidewalk network throughout the Town is improved and that all facilities are AODA compliant. Improving access to mid-block crossings was also highlighted as a necessity to ensure that there are safe connections throughout the pedestrian network.Improving AccessibilityBoth local residents and technical advisors expressed support for the development of the ATMP and its proposed network. Although there were suggestions for improving connections, EHHMRKEHHMXMSREPJEGMPMXMIWERHTVMSVMXM^MRK[LEXWLSYPHFIbuilt in the short-term, stakeholders in Aurora were strongly supportive of the ATMP’s vision.Support for the ATMPResidents indicated that the existing network presented too many challenges to support the frequent use of active transportation as a mode choice. Concerns for those choosing to walk or roll included the lack of a connected cycling and trail network, the high speed and noise of vehicle XVEƾGERHXLITSSVGSRHMXMSRWSJWSQII\MWXMRKWMHI[EPOWERHXVEMPW&EVVMIVWXSG]GPMRKJVIUYIRXP]MRGPYHIHWMKRMƼGERXgaps in the cycling network and a lack of connectivity between the trail network and services or destinations. This demonstrated a strong level of support from the community for improving active transportation conditions for both the cycling and pedestrian network.Walking and Cycling Barriers8LIJSPPS[MRKWYQQEVM^IWXLIQEMRXLIQIWMHIRXMƼIHJVSQXLIMRTYXVIGIMZIHF]XLI4VSNIGX8IEQHYVMRKXLIWIVMIWSJGSRWYPXEXMSRactivities outlined in the preceding sections.5.3 What We HeardPage 131 of 226 Aurora Active Transportation Master Plan I 2024 89Stakeholders recommended expanding the multi-use path network and connections to the existing trail network throughout Aurora. The Project Team added additional multi-use pathway facilities to the proposed network and added additional all ages and abilities bicycle paths to improve the comfort of those using active travel to access recreation opportunities.The Project Team made several commitments based on feedback from stakeholders that would expand future active transportation connections beyond the proposed network. This included a commitment to adding the desire lines on the trail network onto the network map and ensuring consistency between existing and proposed trail locations, alignments, and the desire lines. The Project Team also added a multi-use path along Yonge Street onto the network map for implementation in the long-term XSVIƽIGXWXEOILSPHIVHIWMVIWXSMQTVSZIWEJIRSVXLWSYXLGSRRIGXMSRWalong the corridor.Enhancing the On-Road Cycling and Off-Road Trail NetworkFuture Active Transportation ExpansionBased on feedback from the consultation activities, the Project Team made several adjustments to the proposed network, facility types, and phasing. This included:The next section of the report outlines recommended policies to support the ATMP and its vision.5.4 How Public and Stakeholder Input Was IncorporatedPage 132 of 226 Chapter 6Policies Supportingthe ActiveTransportationMaster PlanPage 133 of 226 Aurora Active Transportation Master Plan I 2024 91Supporting the ATMP will require the Town of Aurora to encourage residents to take up active transportation through both physical and social infrastructure. To start this process, the Town needs to effectively implement the proposed pedestrian and cycling networks MHIRXMƼIHMRXLI%8148LMWVIUYMVIWEGVIEXMZIERHGSPPEFSVEXMZIETTVSEGLFIX[IIRXLIQYRMGMTEPMX]ERHXLI6IKMSR%WMRJVEWXVYGXYVIprojects are developed to make cycling, walking, and rolling easier, the Town should also implement initiatives that motivate and inform new and existing active transportation users. This will enhance the value of the larger and more costly investments.1ER]WXVEXIKMGTPERWERHHSGYQIRXW[LMPISJXIREQFMXMSYWGERWSQIXMQIWPEGOWTIGMƼGMX]ERHHSRSXXSEHHVIWWXLITVEGXMGEPEWTIGXWof implementation. Building off the policy review from Chapter 2, this chapter aims to increase the success rate by proposing policy considerations that can effectively support the implementation of the ATMP and match the needs of the Town of Aurora. These policies HMVIGXP]VIƽIGXXLIZMWMSRWXEXIQIRXERHSFNIGXMZIWSJXLI%814ERHEVIEPMKRIH[MXLXLII\MWXMRKTSPMG]JVEQI[SVOSJXLI8S[R8LIWIrecommendations aim to enhance and align with the existing design guidelines, ensuring a cohesive and comprehensive approach.6.1 Proposed PoliciesPage 134 of 226 Aurora Active Transportation Master Plan I 2024 92Recommendations1%HSTXXLI]IEVG]GPMRKERHTIHIWXVMERRIX[SVOMQTPIQIRXEXMSRTPEREWMHIRXMƼIHMRXLI%814ERHMRGPYHIMXEWEWGLIHYPIMRXLI8S[RW3ƾGMEP4PER[LIRYTHEXIHERHMRJYXYVIYTHEXIWXSXLI1EWXIV8VERWTSVXEXMSR7XYH]%1EWXIV4PERWLSYPHFIVIZMI[IHIZIV]ƼZIyears to determine the need for a detailed formal review and / or updating.2The ATMP should be reviewed and given consideration when municipal roads, trails, and SXLIVGETMXEPMRJVEWXVYGXYVITVSNIGXWEVIMHIRXMƼIHERHWGLIHYPIHHYVMRKXLIHIZIPSTQIRXapplication process. Coordinating implementation with other capital infrastructure projects [MPPFIIWWIRXMEPXSIƾGMIRXP]MQTPIQIRXMRKXLITVSTSWIHG]GPMRKERHTIHIWXVMERRIX[SVOW3Work to encourage active transportation friendly streetscaping, urban design, and active transportation-oriented land development in collaboration with local area municipalities through planning and design studies and development reviews.4Explore land use planning initiatives and policy development such as mixed land use, higher density urban areas, and pedestrian and cyclist friendly streetscapes to promote / facilitate an increased quality of life and liveability within the communities of the Town of Aurora.56IGSKRM^IXLEXMQTPIQIRXEXMSRSJXLI%814VIUYMVIWGSSVHMREXMSRERHGSRWMWXIRXJYRHMRKfrom the Town and York Region. The Town of Aurora should leverage existing partnerships between different jurisdictions and other levels of government to build cost sharing commitments for certain sections of the network.6The Town should identify and support local champions and cycling advocates to help grow a culture of active transportation throughout the community. Supporting local champions should be catered towards educating and encouraging school-aged children, seniors, and workers to use active transportation for short trips, commutes, and recreation.Page 135 of 226 Aurora Active Transportation Master Plan I 2024 93Recommendations7Focus greater priority on the implementation of cycling facilities between high density areas, transit stations, and schools to improve connectivity and XSMRGVIEWIXLIRYQFIVSJTISTPIYWMRKG]GPMRKJEGMPMXMIW8LITVMSVMXM^EXMSRof active transportation routes and facilities in dense areas is intended to enhance the viability for residents to engage in daily travel by bike to increase the cycling mode share in the Town of Aurora.8When the Town next updates their Master Transportation Study as it relates to the integration of pedestrian and cycling facilities, it should be in alignment [MXL3RXEVMS8VEƾG1ERYEP&SSO KYMHIPMRIW9The implementation of cycling and pedestrian infrastructure, including on and off-road routes, should be included as part of development proposals and the park development process for new development areas.10Work with business improvement areas, York Region Transit, and Metrolinx to provide safe and secure bicycle parking at key destinations and transportation hubs.114VMSVMXM^IWEJIG]GPMRKERH[EPOMRKGSRRIGXMSRWFIX[IIRI\MWXMRK+38VERWMXWXEXMSRWXSMQTVSZIƼVWXPEWXQMPIGSRRIGXMSRWFIX[IIR6IKMSREPtransportation and local residential and commercial areas.124VSHYGIERERRYEPWXEJJVITSVXXS'SYRGMPXLEXMHIRXMƼIWTVSKVIWWMRimplementing the ATMP, including projects completed, projects planned and budgeted for the next year or two, and highlight a few key performance indicators (KPI) such as number of kilometres of new trails, multi-use paths, on-road cycling facilities, and sidewalks relative to the total distance proposed in the ATMP for each facility type.The next section of the ATMP focuses the Town's future active transportation network. This includes the network development approach and the recommended network.Page 136 of 226 Chapter 7Proposed Active Transportation NetworkPage 137 of 226 Aurora Active Transportation Master Plan I 2024 95Having a well-connected and accessible active transportation network is essential to encourage people to participate in an active lifestyle. As the network was developed, it was designed with an equitable lens to ensure that underserved communities will have optimal access to the network. Along with equity and connectivity considerations, the proposed network is intended to be universally accessible to people of all ages and abilities. By understanding the Town’s travel patterns and existing conditions outlined in Chapter 4, and by applying route selection criteria, a number of candidate routes and facility types have been selected to develop a preferred active transportation network. With nearly 300 km of existing pedestrian, cycling and multi-use routes, the preferred network is intended to expand on these existing routes and enhance the facilities for increased safety, connectivity, convenience, and accessibility. The process to develop the AT network is aligned with the most updated provincial planning and design standards and follows best practices. To ensure that the preferred network captures the Town’s needs, interests and priorities, the network has being HIZIPSTIHERHVIƼRIHXLVSYKLSRKSMRKGSRWYPXEXMSR[MXL8S[RStaff, stakeholders, and residents. Page 138 of 226 96 2024 I Aurora Active Transportation Master PlanThe network development process is a combination of technical assessments and consultation with stakeholders, Town Staff, and public QIQFIVW8LITVSGIWWMRHIZIPSTMRKXLI8S[RƅWEGXMZIXVERWTSVXEXMSRRIX[SVOMWGSRWMWXIRX[MXLXLIRI[3RXEVMS8VEƾG1ERYEP&SSO']GPMRK*EGMPMXMIW 8LISZIVZMI[SJXLITVSGIWWERHSYXGSQIWJVSQIEGLWXITMWWYQQEVM^IHMRTable 7-1.Table 7-1. Network Development Process and OutcomesStep Outcome1Identify existing conditions and routes that have been proposed in the past planning documents. xSection 2.1 Policy Background xSection 4.2 Existing Conditions xFigure 4-1 Existing Sidewalk Network xFigure 4-2 Existing Trail and Multi-Use Path Network xFigure 4-4 Existing Cycling Network2Identify a list of route selection criteria to help WIPIGXEWWIWWERHVIƼRIGERHMHEXIVSYXIWERHTVMSVMXM^IJYXYVIMRZIWXQIRXW xSection 7.2.1 Route Selection Criteria3Identify candidate routes to be included in the Town’s active transportation network xSection 7.2.2 Candidate Routes xFigure 7-1 Candidate Cycling Routes Trail Network7.1 Network Development ProcessPage 139 of 226 Aurora Active Transportation Master Plan I 2024 97Table 7-1. Network Development Process and Outcomes4'SRHYGXHIWOXSTERHƼIPH[SVOXSZIVMJ]the candidate routes’ existing conditions and facilities. Local surroundings and key destinations are also captured in proximity to the candidate routes. xSection 7.2.3 Desktop and Field Investigations 5Verify candidate routes with Town Staff, stakeholders and the public. xChapter 5 Study Consultation and Engagement6'SRƼVQXLI8S[RƅWTVIJIVVIHEGXMZItransportation network including the proposed facility types. xSection 7.3 Network Recommendations xFigure 7-6 Proposed Sidewalkl Network xFigure 7-7 Proposed Trail and Multi-Use Path Network xFigure 7-8 Proposed Cycling Network7Propose Network Phasing xSection 9.1 Phasing xFigure 9-1. Proposed Trail and Multi-Use Path Network Phasing xFigure 9-2 Proposed Cycling Network Phasing8Cost phased network based on unit pricing by facility type xSection 9.2 Costing EstimatesPage 140 of 226 98 2024 I Aurora Active Transportation Master PlanBased on the Vision and Objectives of the ATMP outlined in Chapter 1, and informed by the Town’s existing Policy HSGYQIRXWXLI6SYXI7IPIGXMSR'VMXIVME[IVIVIƼRIHEWpart of the network development process. These criteria EVIYWIHXSFSXLMHIRXMJ]GERHMHEXIVSYXIWERHXSTVMSVMXM^Ifuture investments into active transportation projects. By evaluating potential routes through these criteria, the ATMP recommends investments that will support active transportation and advance the Town’s strategic goals. The criteria that are presented below are based on established best practices, while respecting the context and existing policies of the Town of Aurora. While these criteria form the foundation of the candidate route evaluation, they should not preclude projects that have a high level of public HIQERHRSVXLSWIXLEXLEZIFIIRMHIRXMƼIHMRTVIZMSYWplanning processes, from moving forward. To provide a highly interconnected, IƾGMIRXERHWEJIW]WXIQSJVSYXIWfor pedestrians and cyclists that accommodates functional as well as recreational facilities and that includes features such as multi-use trails, wide sidewalks, benches, waste receptacles, bicycle racks, crosswalks, lighting and shade. 8S[RSJ%YVSVE3ƾGMEP4PER7.2 Active Transportation Potential7.2.1 Route Selection Criteria Page 141 of 226 Aurora Active Transportation Master Plan I 2024 99Safety and AccessibilityActive transportation routes should be designed to improve safety and enhance accessibility. Active transportation routes EVITVMSVMXM^IHFEWIHSRXLIMVHIKVIISJsafety improvement compared with current conditions.Support Multi-Modal NeedsRoutes that support the development of a multi-modal transportation system by providing connections to transit facilities and other key destinations should be TVMSVMXM^IH*MVWXERHPEWXQMPIGSRRIGXMZMX]XStransit service will improve accessibility and convenience for all users. Connected and ContinuousActive transportation routes should provide a consistent user experience, providing comfortable, continuous routes throughout the Town of Aurora. Routes that close gaps in existing routes or provide an opportunity for a consistent active transportation GSVVMHSVWLSYPHFITVMSVMXM^IHConnect and Expand upon Existing TrailsThe Town’s existing trail system should be expanded, with on-road and in-boulevard facilities providing a comparable level of safety, comfort, and accessibility to the existing off-road trails. Routes that connect to the Town’s existing trails should be TVMSVMXM^IHFeasibilityProjects will be evaluated based on the level of capital investment required, their alignment with existing capital works projects, and property ownership constraints to ensure that proposed routes have a high degree of constructability during the lifespan of this ATMP.Connection to Green SpacesActive transportation facilities should provide connections to parks and green spaces and enhance opportunities for residents to engage with natural areas on a regular basis. Connections and improvements to the Tim Jones Trail (Nokiidaa Trail), Oak Ridges Moraine Trails, Fleury and Machell Park, Sheppard’s Bush Conservation Area, and other surrounding REXYVEPEVIEWWLSYPHFITVMSVMXM^IH7.2.1 Route Selection Criteria Page 142 of 226 100 2024 I Aurora Active Transportation Master PlanWith the goals and objectives outlined in the route selection criteria, the next step was to apply those criteria to a list of candidate routes for improvement. The criteria TVMSVMXM^IH[LMGLVSYXIWWLSYPHFIWIPIGXIHMRHIZIPSTMRKan interconnected active transportation network in Aurora. Building off the previously proposed routes, the network was reviewed for additional missing links or opportunities for enhancement. These routes were presented to Town 7XEJJWXEOILSPHIVWERHXLITYFPMGXSVIƼRIERHGSRƼVQXLIVSYXIWEXELMKLPIZIPTVMSVXSHIXIVQMRMRKXLIWTIGMƼGfacility type.Figure 7-1 shows the locations proposed as potential new routes to add to the active transportation network. Potential new routes for consideration are shown in the following candidate network map as red dashed lines:'ERHMHEXIWJSVWMHI[EPOEHHMXMSRWEVIMHIRXMƼIHMRXLISidewalk Gap Map included in Appendix C and is based on the 2020 Master Transportation Study and updated information provided by Town Staff as of January 2024.7.2.2 Candidate RoutesPage 143 of 226 Aurora Active Transportation Master Plan I 2024 101AuuuurrrrorrororrararAAAActctivive e TrTranananananspspspsppporororortatataatitionononnMMMMasasasastetetetetrr rrPlPlannnn II 20200202242 110101101111111111111111111111111111111111111111111111111Figure 7-1. Candidate Cycling Routes and Trails NetworkPage 144 of 226 102 2024 I Aurora Active Transportation Master PlanAfter reviewing existing conditions and identifying candidate routes, a desktop analysis of the selected candidate network was performed. Route conditions were assessed, including but not limited to, existing curb-to-curb road width, road platform and right-of-way, on-street parking, existing utilities, and other physical constraints. The existing surroundings, connections to key destinations, and existing trails were also investigated in proximity to the candidate routes. Along with the desktop analysis, select locations were GLSWIRJSVƼIPHMRZIWXMKEXMSRXSZIVMJ]XLII\MWXMRKmapping and potential routes. Key aspects reviewed during the site visit included curb-to-curb road widths, slope gradings, surrounding land uses, road and / or trail surfacing, provision of supporting amenities (e.g. directional signage, trail heads, lighting), existing facility types, and desire lines.7.2.3 Desktop and Field Investigations Page 145 of 226 Aurora Active Transportation Master Plan I 2024 103After establishing a high-level candidate route network, the next step was to identify the most suitable facility type based on FIWXTVEGXMGIW8LI3RXEVMS8VEƾG1ERYEP(OTM) Book 18: Cycling Facilities (2021) provides a facility selection tool that can be used for this purpose. The tool consists of three steps, which are illustrated in Figure 7-2.7.3 Network Recommendations7.3.1 Network Development ApproachFigure 7-2. Three-Step Facility Selection Tool (Source: OTM Book 18, 2021)Page 146 of 226 104 2024 I Aurora Active Transportation Master PlanFollowing the above approach, the nomographs for urban and rural contexts were reviewed to select a preliminary JEGMPMX]FEWIHSRXLI%ZIVEKI(EMP]8VEƾG:SPYQIERHposted speed limit. The nomographs are provided in Figure 7-3 and Figure 7-4.Figure 7-3. Rural Facility Selection Nomograph (Source: OTM Book 18, 2021)Figure 7-4. Urban Facility Selection Nomograph (Source: OTM Book 18, 2021)Page 147 of 226 Aurora Active Transportation Master Plan I 2024 1058SJYVXLIVVIƼRIXLITVIPMQMREV]EWWIWWQIRXERHidentify the most appropriate facility type within the shared, separated, and designated category based on the context of the street, a list of criteria were used, as shown in Figure 7-5. The table was YWIHXSVIƼRIXLITVSTSWIHJEGMPMX]X]TIWJSVIEGLcandidate route following the use of the OTM Book 18 nomographs.It is worth noting that desire lines were carried forward as a “facility type” to identify routes that the Town should protect for as the required property comes up for redevelopment in the future. Following the selection of preliminary facility types based on the best practices outlined in OTM Book XLIJEGMPMX]X]TIW[IVIJYVXLIVVIƼRIHFEWIHSREHHMXMSREPHIWOXSTERHƼIPHMRZIWXMKEXMSRWMRTYXfrom Town Staff, Regional Staff, stakeholders and residents, and a review of the Town’s plans such as the Downtown Yonge Street Streetscape Plan (from Church Street to Wellington Street).Figure 7-5. Application Heuristics for Determining Facility Type (Source: OTM Book 18, 2021)Page 148 of 226 106 2024 I Aurora Active Transportation Master PlanIn total, the Town of Aurora’s recommended active transportation and trails network is made up of almost 490 km of routes. Approximately 300 km is existing and this ATMP proposes about 190 km of new routes. A summary of the network by facility type is provided in Table 7-2. The Town's 2020 Master Transportation Study (MTS) included E7MHI[EPO4VMSVMX]4PERXLEXMHIRXMƼIHERHTVMSVMXM^IHXLIconstruction of new sidewalks in the Town. The Project Team reviewed the methodology and approach used in MTS and GSRƼVQIHXLEXXLI8S[RLEWFIIRYTHEXMRKXLI7MHI[EPO+ETAnalysis based on the priorities agreed upon in the MTS. The table from the 2020 Sidewalk Gap Evaluation and the latest 2024 Sidewalk Gap map are included in Appendix C of this report. This network is intended to be a blueprint for implementation of facilities and for decision making as it regards to active transportation and trails. The recommendations should be reviewed at the time of implementation to determine if the proposed facility type or alignment is appropriate. There should FIƽI\MFMPMX]MRXLITPERXSEGGSQQSHEXIEHHMXMSREPVSYXIWand revisions as the network and Town evolves. The proposed sidewalk network is illustrated in Figure 7-6. Figure 7-7 and Figure 7-8 show the ultimate recommended trail and multi-use path and trail and cycling networks, respectively. 7.3.2 Proposed NetworkPage 149 of 226 Aurora Active Transportation Master Plan I 2024 107Table 7-2. Summary of Recommended Active Transportation and Trails NetworkFacility Type Existing Length (km) Proposed Length (km) Total Length (km)Bike Lane13.6 29.4 33Signed Route 6.4 31.5 37.9Paved Shoulder 2.6 3.6 6.2Multi-Use Path218.3 9.7 28.0Separated Bike Lane307.57.5Multi-Use Trail 61 35.5 96.5Desire Line40 24.6 24.6Sidewalk 201.2 33.1 234.3Regional On-Road Cycling Facility or MUP 5.1 15.8 20.9Total 298.2 190.7 488.9Notes: 1. Bike lanes may be implemented in the interim as urban shoulders forming part of a signed cycling route. 2. This includes existing multi-use paths on regional roads which are operated and maintained by the Town.3. The Town may select as an interim solution to implement buffered bike lanes but the ultimate facility type is recommended to be physically separated in the long term.4. Desire lines are intended to identify potential future trail corridors that are currently on private property but which the Town would like to secure, if the opportunity presents itself if or when these lands become available or are VIHIZIPSTIHMRXLIJYXYVI%WWYGLHMWXERGIWMHIRXMƼIHEVIETTVS\MQEXIERHWYFNIGXXSGLERKIW8LIEGXYEPPSGEXMSRand distances will be determined from the development reviewing process.Page 150 of 226 108 2024 I Aurora Active Transportation Master Plan1088888888202444 IIII AuAuAuuuuAuuuurorrorororoororaa Actttivivivvivve eeeeTranannnnnnnnnspororororooooroooororoooooorooooooororrooorororoororororrrroroorrororoooorrroororoooorrtatttttatatatatataataatatattatatatataaatatatattaaatatatttaatatatatatattitiiitttitititiiiiiiiititititititititititittttitititititittittiitititttiititttiiiononononononononnononnonoononooonnnonooononnonoononononoonoononononononooonoonoonononnnnnonoonoonMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMasaaaaaaaaaaaaaaaaaaaaaaaaatetr PPPPPlPPPlanFigure 7-6. Proposed Sidewalk Network Page 151 of 226 Aurora Active Transportation Master Plan I 2024 109AuAuAuAuAuuAuAuroroooraaaaraaaAAAAAAAAAAAActctctctivivvvvvvivvvvvvvveeee eeeee eeeTrTrTrTTTTrTrananananaaspspspspspororororttatatitittonononnMMMMasasassasteteteter Pllananan II 202022002424 109Figure 7-7. Proposed Trail and Multi-Use Path Network Page 152 of 226 110 2024 I Aurora Active Transportation Master Plan11000000002024444 IIII AuAuAuuurorororororororrorraraaa Acttttivivivveee eeeTrranspssssspppppppppppspppppppppppppppppppppppppororororooorroooooorrrrrrrooooorrrrrooooorrrrororoorrrrrrrrtatatatttaatattttattatattaaaaaaaatttttttttaaatatttttttattatatataaatattattataaaaaatattaaatataattitititittititttittttttiititttttitiiitittttiitittitttiiitttiiiittttttiittiiiiiiiiiiiiitiitititittiitititititionoonononononoooononnoononoooooooooooonoonnnnnnnnoooooooonnonnnoooonoooooonnooooooooooooooooooooooooooooooooonononnooononoonononooonMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMasasaaaasaasasaaaaasaaaaassssaasssteteteeeeeeeteteeeteeeeeeeeeeeeeeeeeeeeeeeeeeer rrPPPlPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPPannnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnannnnnnnFigure 7-8. Proposed Cycling NetworkPage 153 of 226 Aurora Active Transportation Master Plan I 2024 111Bike LaneThe following illustrates the proposed active transportation facility types for Aurora’s active transportation network along with key design considerations for each facility type. The design considerations are informed by guidance from OTM Book 18 (2021).A conventional bicycle lane is a portion of a roadway which has been designated by pavement markings and signage for preferential or exclusive use by people riding bikes. This facility type is best suited for two-lane roadways with motor vehicle speeds of 50 km/h or less and low-to-moderate volumes of QSXSVZILMGPIXVEƾG'SRZIRXMSREPFMG]GPIPERIWEVIWYMXEFPIJSVSRI[E]FMG]GPIXVEZIPSRP]%X]TMGEPGSRƼKYVEXMSRSREtwo-way roadway includes a conventional bicycle lane on each side as shown in Figure 7-10.Where cycling facilities operate on a roadway with on-street TEVOMRKXLISTIRMRKSJZILMGPIHSSVWTSWIEWMKRMƼGERXXLVIEXto the safety of people riding bikes, and as such, appropriate design measures are required. The facility design should KYMHITISTPIVMHMRKFMOIWXSXVEZIPSYXWMHISJXLIHSSV^SRIOne option to achieve this is by providing a buffer treatment between the parking lane and the bicycle lane. For example, a 2.4 m parking lane should be complemented with a 1.0 m wide painted buffer. At a minimum, it is strongly recommended that a painted buffer of 0.6 m be provided. A buffer between the parking lane and the bicycle lane is preferred over a wider bicycle lane since FYJJIVWLEZIFIIRWLS[RXSMRƽYIRGIXLIPEXIVEPTSWMXMSRSJG]GPMWXWaway from the parking lane. Table 7-3 WYQQEVM^IWXLIWYKKIWXIHdesign widths for bicycle lanes.The Town may also elect as an interim solution to implement bike lanes as urban shoulders forming part of a signed cycling route. This may be implemented in conjunction with restrictions to on-street parking during peak weekday school commuting hours. Town Staff should assess the feasibility of restricting on-street parking on WSQISVEPPSJXLIWIVSEHWXSJSVQEPM^IFMOIPERIWXLVSYKLXLI8S[RƅWplanned Town-Wide Parking Study, which is anticipated to be initiated in 2024 / 2025.Figure 7-9. Bike Lane7.3.3 Proposed Facility TypesPage 154 of 226 112 2024 I Aurora Active Transportation Master PlanFigure 7-10. Cross-Section a roadway with Bicycle Lanes (Source: OTM Book 18, 2021)Table 7-3 Desired and Suggested Minimum Widths for Bicycle Lanes (Source: OTM Book 18, 2021)Facility Type Desired Width Suggested MinimumConventional Bicycle Lane1.8 m 1.5 mConventional Bicycle Lane Splitting two travel lanes2.0 m 1.8 mConventional Bicycle Lane adjacent to on street parking1.5 m lane + 1.0 m parking buffer1.5 m lane + 0.6 m parking bufferUrban shoulders are marked with a white edge line along an urban roadway, as seen in Figure 7-11. Although they are not formal cycling facilities, cyclists and motorists may interpret this space as a bicycle lane even though no bicycle pavement markings are applied to this area. Urban shoulders implemented on an interim basis may be used to build local support for EHIHMGEXIHG]GPMRKJEGMPMX];LIVIERH[LIRWYƾGMIRXsupport exists, a bicycle lane is preferred. Urban shoulders should be no narrower than 1.2 m, which provides the minimum operating width for a cyclist. Figure 7-11. Urban shoulder with white edge line along roadwayPage 155 of 226 Aurora Active Transportation Master Plan I 2024 113Signed routes are marked with signs to designate WTIGMƼGVSEHWJSVG]GPMRK*SVXLMWJEGMPMX]G]GPMWXWshare the road with motor vehicles, as there is no physical separation between them. Bicycle signage such as M511 Bicycle Route Marker Signs, as shown on the pole in the right side of Figure 7-12, help cyclists identify and follow the designated route, enhancing safety and navigation for both cyclists and other road users.Signed routes are appropriate along roads where XVEƾGZSPYQIWERHSVZILMGPISTIVEXMRKWTIIHWare low. Typical of quieter residential streets (low volume and low speed), core urban areas (higher volume and low speed), and lower order rural roads (low volume and moderate speed). Lane widths are a key design element in encouraging low speed travel for motorists along signed routes. Wider travel lanes may degrade the quality of the cycling environment by encouraging higher vehicle speeds and heavy vehicles to use the lane. In fact, signed routes are recommended on narrow travel lanes along with XVEƾGGEPQMRKXVIEXQIRXWXSWPS[HS[RQSXSVvehicles to allow for safe and comfortable mixing of modes along the road. An example is shown in Figure 7-13. Figure 7-12. Signed route*MKYVI)\EQTPISJXVEƾGGEPQMRKSRER%YVSVEWXVIIXSigned RoutePage 156 of 226 114 2024 I Aurora Active Transportation Master PlanFigure 7-14. Paved shoulder A paved shoulder is a portion of a roadway which is contiguous with the travelled way and provides lateral support for the pavement structure. Typically implemented on rural roadways, paved shoulders accommodate stopped and emergency motor vehicles, pedestrians and people riding bikes. It is often used by cyclists for travel since it provides them with an area for riding that is adjacent to but separate from the motor travel portion of the roadway. Cyclists must travel in the WEQIHMVIGXMSREWXLIQSXSVZILMGPIXVEƾGAn example cross section of a roadway with a paved shoulder is shown in Figure 7-15.Paved ShoulderPage 157 of 226 Aurora Active Transportation Master Plan I 2024 115Facility Type Desired Width Suggested MinimumRural Paved Shoulder 1.5 - 2.0 m 1.5 mRural Paved Shoulder with Marked Buffer1.5 - 2.0 m operating space1.8 mUrban Paved Shoulder (Edge Line)ƶ1.5 m 1.2 mTable 7-4 Desired and Suggested Minimum Widths for Paved Shoulders (Source: OTM Book 18, 2021)Paved shoulders are typically found on rural roads, but can also be implemented on urban and suburban roadways in the form of urban shoulders. Paved shoulders are considered a shared facility because they permit other uses within the same space. In urban and suburban environments, providing dedicated space for cycling is preferred over an urban shoulder. The desired widths and suggested minimum widths of paved shoulders are shown in Table 7-4.Figure 7-15. Roadway with Paved Shoulders (Source: OTM Book 18, 2021)Page 158 of 226 116 2024 I Aurora Active Transportation Master PlanFigure 7-16. Cross-Section of In-Boulevard Multi-Use Path (Source: OTM Book 18, 2021)Figure 7-17. Example of an In-Boulevard Multi-Use Path An in-boulevard multi-use path is a two-way TEXLXLEXMWLSVM^SRXEPP]ERHZIVXMGEPP]WITEVEXIHfrom the travelled portion of the roadway by a curb and buffer. This facility type provides two-way travel, is shared between people riding bikes and people walking, and is suitable for VSEH[E]W[MXLQSHIVEXIXSLMKLXVEƾGZSPYQIWand speeds. Figure 7-16 shows a typical cross section of a roadway with an in-boulevard multi-use path. When there are many path users, pedestrians and cyclists sharing the same space can lead to GSRƽMGXWGVIEXMRKYRGSQJSVXEFPIERHTSXIRXMEPP]LE^EVHSYWGSRHMXMSRW8LMWMWQSVIPMOIP]XSSGGYVMREVIEW[MXLLMKLTIHIWXVMERXVEƾGWYGLas near transit stops and stations, shopping areas, or scenic routes. Table 7-5 WYQQEVM^IWthe desired and minimum facility widths based on expected user volumes.Table 7-5: Desired and Suggested Minimum Widths for In-Boulevard Multi-Use Paths (Source: OTM Book 18, 2021)Facility Type Desired Width (m) Suggested MinimumLow-to-moderate volume path (< 100 users/hour)3.5 m 3.0 mHigh-volume path (> 100 users/hour)ƶ4.0 m 3.0 mMulti-Use PathPage 159 of 226 Aurora Active Transportation Master Plan I 2024 117Figure 7-18 Separated Bike LaneSeparated bike lanes are bike lanes that are separated from adjacent motor vehicle lanes by ELSVM^SRXEPFYJJIVERHWITEVEXMSRIPIQIRXWXLEXVIWXVMGXIRGVSEGLQIRXSJXVEƾG8LMWQE]FIMRXLIform of a painted buffer or with physical separation elements such as pre-cast concrete curbs or planters. Figure 7-19 shows a typical cross section of a roadway with a physically separated bike lane.The Town’s Master Transportation Study included a recommendation that the Town explore a road diet along Yonge Street from south of Orchard Heights Boulevard / Batson Drive to Golf Links Drive / Dunning Avenue. The road diet should be implemented following the implementation of the Downtown Yonge Street Streetscape Plan (from Church Street to Wellington Street) and separated bike lanes should be considered along the segments of Yonge that are within the road diet scope. Separated Bike LanePage 160 of 226 118 2024 I Aurora Active Transportation Master PlanTable 7-6. Desired and Suggested Minimum Widths for Physically Separated Bike Lanes (Source: OTM Book 18, 2021)Figure 7-19. Cross Section of a One-Way Physically Separated Bike Lane (Source: OTM Book 18, 2021)Facility Type Desired Width (m) Suggested MinimumOne-way Physically Separated Bicycle Lane1.8 m lane + 1.0 m buffer 1.5 m lane + 0.3 m bufferPage 161 of 226 Aurora Active Transportation Master Plan I 2024 119Cycle tracks are another form of separated bike lane [LIVIXLIJEGMPMX]MWMRFSYPIZEVHERHMWLSVM^SRXEPP]and vertically separated from the travelled portion SJXLIVSEH[E]F]EGYVFTPYWELSVM^SRXEPFYJJIVCycle tracks often travel parallel to the sidewalk but are designated exclusively for use by people riding bikes. They may be at the same level as the sidewalk, or at an intermediate level between the roadway and sidewalk. Cycle tracks may be placed in the boulevard adjacent to or setback from the curb. Cycle tracks can be used to accommodate a wide range of bicycle types and users. They are typically suitable for roadways with moderate to high motor vehicle speeds and volumes. Cycle tracks can carry SRI[E]SVX[S[E]FMG]GPIXVEƾGEWWLS[RMRFigure 7-20 and Figure 7-21.Table 7-7WYQQEVM^IWXLIHIWMVIH[MHXLJSVSRI[E]and two-way cycle tracks according to OTM Book 18.Table 7-7. Desired and Suggested Minimum Widths for Cycle Tracks (Source: OTM Book 18, 2021)Facility Type Desired Width (m) Suggested MinimumOne-way Cycle Track 2.0 – 2.5 m 1.5 mTwo-way Cycle Track3.5 – 4.0 m 3.0 mFigure 7-20. Cross-Section of One-Way Cycle Tracks (Source: OTM Book 18, 2021)Figure 7-21. Cross-Section of Two-Way Cycle Tracks (Source: OTM Book 18, 2021)Figure 7-19. Cycle TrackPage 162 of 226 120 2024 I Aurora Active Transportation Master PlanDesire Lines are multi-use trail routes that are currently under private ownership and may be considered in the long term. Desire Lines are intended to identify potential future trail corridors that are currently on private property but which the Town would like to potentially secure, if the opportunity presents itself if or when these lands become available or are redeveloped in the future.(IWMVI0MRIWFigure 7-22. Off-road Multi-Use Trail3JJVSEHQYPXMYWIXVEMPWEVIWTIGMƼGTEXLWSVroutes that are isolated from standard roadways and are intended for various forms of non-QSXSVM^IHXVERWTSVXEXMSR8LIWIXVEMPWEVIgenerally designed to accommodate a broad spectrum of users, including pedestrians, cyclists, inline skaters, skateboarders, and individuals using mobility devices. These off-road multi-use trails are frequently situated in natural environments, parks, disused railway lines, or utility/hydro corridors, providing a secure and pleasant setting for active transportation and outdoor activities.-XQMKLXFIFIRIƼGMEPXSLEZITL]WMGEPP]HMWXMRGXtrails within the same corridor to cater to both high-speed users (like cyclists) and low-speed users (such as pedestrians). When this design approach is suitable, the two facilities can be separated by distance, elevation, or planted buffers. Signs indicating the allowed uses for each trail should be employed to convey the purpose and maintain the integrity of the separated system.Typically, multi-use trails should have a minimum width of 3.0 m and an ideal width of 3.5 – 4.0 m to EPPS[JSVX[S[E]XVEƾG8LIXVEMPƅW[MHXLQE]FIincreased to handle a larger number of users.Multi-Use TrailPage 163 of 226 Aurora Active Transportation Master Plan I 2024 121The implementation of supportive amenities at key locations along an active transportation network is an integral component of demonstrating the Town’s commitment to provide active transportation infrastructure that is safe, accessible, and comfortable for all users across Aurora. Common amenities to consider are outlined below. These elements should be considered for implementation at key points along on-road active transportation facilities as well as key destinations, such as the Aurora GO Station.Adequate bicycle parking should be provided at key locations throughout the Town where cyclists are expected. The Association of Pedestrian and Bicycle Parking Professionals (APBP) Bicycle Parking Guidelines 2nd Edition (2010) provides the following key elements for deciding on the type and location of bicycle parking facilities.4.5.1.1 Bike Parking 7.4 Supporting Features7.4.1 Amenities PlanPage 164 of 226 122 2024 I Aurora Active Transportation Master PlanCost xA long-term facility is typically more expensive compared to a short-term facility, as it offers added security. Consider cost per bicycle.Security xThe facility should enable a cyclist to secure EREZIVEKIWM^I9PSGOEVSYRHXLIJVEQIERHone wheel to the locking area. In addition, the facility should be securely constructed and anchored to the ground and resist cutting, rusting, and bending or deformationMaterials and Maintenance xChoose durable materials (i.e. resistant to scratches and vandalism) with minimal moving parts to improve security and ease maintenance.Safety & Accessibility xThe facility should contain ground-mounted elements or devices to allow people who are visually impaired to be aware of its presence.7TEGIIƾGMIRG]YWEFMPMX] GETEGMX] xConsider how many bicycles can be accommodated within a given space and how much to extend the facility footprint to provide desirable features such as weather protection. xThe facility should support the bicycle frame upright in at least two places along a LSVM^SRXEPTPERIIREFPIXLIFMG]GPIJVEQIand at least one wheel to be locked, prevent the wheel of the bicycle from tipping over, and allow front-in and back-in parking. Also, intuitive facility design can help to prevent incorrect use that may reduce security or capacity by obstructing other parking spaces.Aesthetics xThere is increasing demand to have bicycle parking serve as appealing street furniture or functional pieces of public art. The aesthetic design of the facility should not interfere with basic functions SVGVIEXIEGGIWWMFMPMX]LE^EVHWJSVpedestrians.Bike Parking Decision Elements (Source: APBP Bicycle Parking Guidelines 2nd Edition, 2010)Page 165 of 226 Aurora Active Transportation Master Plan I 2024 123Figure 7-23. Inverted U bike rack in Ottawa (Source: Alta Planning + Design)Figure 7-24. Post and ring bike rack in TorontoShort-term bicycle parking is used by people who visit residences, businesses, or institutions for a brief period, typically under two hours. These users require a high degree of convenience with regards to ease of use and proximity to the destination, so the facilities should be located as close to destination entrances as possible [MXLSYXMRLMFMXMRKTIHIWXVMERƽS[8LIƈ-RZIVXIH9Ɖ(Figure 7-23) and “Post and Ring” (Figure 7-24) are strongly recommended for short-term bicycle parking given the following features:7LSVXXIVQ&MG]GPI4EVOMRK xLow to medium cost x1EMRXIRERGIJSVERGLSVWERHƼRMWLFYXRSmoving parts x3TXMSRWEZEMPEFPIJSVƼRMWLIWHIWMKRERHalternate shapes xCan easily lock bike with proper support x7UYEVIXYFMRKPIWWZYPRIVEFPIXSGYXXMRKJSV4SWXand Ring, cast metal rings vulnerable to prying x)EWMP]HIXIGXEFPI[MXLSYXTSWMRKXVMTTMRKLE^EVH xWithin bicycle footprint and can support two bicycles per inverted U or post and ring, if correctly parkedPage 166 of 226 124 2024 I Aurora Active Transportation Master PlanFigure 7-25. Covered Bike Parking Along East Station Entrance to Aurora GOLong-term bicycle parking is typically used for longer time periods by people with more predictable travel patterns, such as employees, residents, and transit users during weekday peak hours. The most important features of these facilities are weather protection and a high degree of security. They often include bicycle racks in an enclosed and secure area with controlled access or outdoor bicycle lockers, typically located at apartment and condominium complexes, places of employment, schools, and transit hubs.The Aurora GO Station is a priority location for providing long-term bicycle parking to support commuter cyclists through a coordinated effort between the Town of Aurora and Metrolinx. As outlined in the GO Rail Station Access (February 2023), cycling accounts for 1% of the existing mode share for this station, with a target bike mode share of 5% by 2041. This station currently provides a total of 32 bike parking spaces along the east station entrance (24 covered and 8 uncovered), some of which are illustrated in Figure 7-25. By 2041, Metrolinx plans to expand this station’s bike parking supply with 32 new covered spaces and 32 new secured spaces through future station works or redevelopment projects at the end of the bike path connecting to the east station site and along the west station entrance. In addition, future station improvements would focus on converting uncovered spaces to covered bike parking.0SRKXIVQ&MG]GPI4EVOMRKPage 167 of 226 Aurora Active Transportation Master Plan I 2024 125There are several additional amenities, emerging technologies, and innovations that can be incorporated into the design of proposed on-road active transportation facilities that can enhance the user experience and widen inclusivity of the network. When evaluating potential technology options to implement, it is important to consider the demands for operations and maintenance. Examples of how technology can be integrated into the proposed active transportation network include: xBicycle Repair Stands: These should be provided along the active transportation network at popular cycling routes and in other high volume cycling locations. They commonly include tools for conducting basic QEMRXIRERGIERHQMRSVVITEMVWWYGLEWƼ\MRKEƽEXtire. xCharging stations: These stations could either be solar or hardwire powered, offering USB ports (for phones, tablets) and e-bike rapid charge ports. They can be installed as standalone towers or be integrated with multi-function site furnishing (Figure 7-26). xWi-Fi: Wi-Fi can draw users to the active transportation network and enable accessibility aid devices. Small cellular broadcast devices require little power and can be standalone units or integrated with furnishings. xDigital mapping: This can include Google Streetview for trails and 360-degree imagery, which will allow users to preview the journey ahead when they are planning their trip within the Town. xUser count displays: User count displays, such as that shown in Figure 7-27, provide data that will inform operational management while promoting the success of the active transportation network.Figure 7-26.Outdoor charging stationFigure 7-27. Bicycle counter display in WaterlooThe next section of the report WYQQEVM^IWIHYGEXMSRERHencouragement programs that can strengthen the recommended policies to build a strong active transportation system in Aurora.Page 168 of 226 Chapter 8Education and EncouragementPage 169 of 226 Aurora Active Transportation Master Plan I 2024 1277XYHMIWWLS[XLEXWSGMEPJEGXSVWMRƽYIRGIXVEZIPFILEZMSYVPhysical infrastructure such as trails, bike lanes, and bicycle parking are essential to support cycling, but people also need to feel that their community approves, encourages, and supports their choices. To build a culture of active transportation within the Town of Aurora, the Town should support the uptake of social infrastructure programs in three areas: connecting with children and educators, making cycling visible, and supporting champions. To create a more supportive culture for cycling, the Town and its partners should cooperate to shape the social environment for change. By identifying and strengthening partnerships with key stakeholders and providing them with resources to increase their capacity, they can enable the design and delivery of programs that EHHVIWWXLIWTIGMƼGRIIHWSJXLIMVGSQQYRMXMIWERHRIX[SVOW%Wpartners take ownership of the new programs, they will be more committed to the ATMP and provide the necessary support for its implementation.8.1 Approach and Plan FoundationsPage 170 of 226 128 2024 I Aurora Active Transportation Master Plan8LITVSKVEQQMRKTEVXRIVWMHIRXMƼIHERHXLIMVVSPIWERHVIWTSRWMFMPMXMIWEVIMHIRXMƼIHFIPS[8.2 Programming PartnersAccessibility Advisory Committee8LI%GGIWWMFMPMX]%HZMWSV]'SQQMXXIIGERMHIRXMJ]HIZIPSTERHTVMSVMXM^IWSPYXMSRWXSVIQSZIbarriers in using trails and active transportation facilities. Parks and Recreation Advisory CommitteeThe Parks and Recreation Advisory committee will help identify where trail enhancements can be made to improve accessibility and year-round use of the trail network. The group will also help identify priorities for trail maintenance and enhancement.York District School Board & York Region Catholic District School Board The School Boards are committed supporters of active transportation in York Region. Several municipalities within York Region have been participating in the Active School Travel Program and this program should be extended to schools in Aurora as well. This program will support educational initiatives, events, and workshops to encourage active forms of travel. Aurora Cycling Clubs – B1 EVO Cycling Club & BikeSports Cycling Club Club members possess a strong understanding of the local context. They will be able to share their knowledge on the existing conditions and main routes of the active transportation infrastructure. They will be able to identify the main attractions and popular routes for recreational and commuting use. There are opportunities for the club members to advise the Town on the implementation of new infrastructure. The club is capable in planning and HIPMZIVMRKIZIRXWERHXLI][MPPFIMQTSVXERXTEVXRIVWMRSVKERM^MRKERHHIPMZIVMRKJYXYVIIZIRXWto build a stronger culture of active transportation.Page 171 of 226 Aurora Active Transportation Master Plan I 2024 129York Regional Police – Road Safety BureauThe Road Safety Bureau comprises of four units: 1. 1ENSV'SPPMWMSR-RZIWXMKEXMSR9RMX2. 'SQQIVGMEP1SXSV:ILMGPI7EJIX]9RMX3. 6SEH7EJIX]4VSKVEQW4. 8VEƾG)RJSVGIQIRX9RMXMembers of the Bureau host various programs that operate seasonally and annually. The TSPMGISƾGIVWEVIMQTSVXERXTEVXRIVWMRTVSQSXMRKWEJIVSEHYWIJSVEPPYWIVW%WMHIJVSQXLIMVYWYEPTVSKVEQWXLITSPMGISƾGIVWGERHIPMZIVIHYGEXMSREPERHTYFPMGE[EVIRIWWQIWWEKMRKhelp with Bike Rodeos, and facilitate cycling education at schools. They can also share their recorded information and data on collisions with Town Staff to better inform decisions related to active transportation.Downtown Aurora Business Improvement Association (BIA)Downtown Aurora is an important destination within the Town, and the businesses that make up the BIA will be important partners in delivering new programs to encourage people to walk, bike or wheel to the area. Promoting active travel to the downtown core complements and FIRIƼXWXLISZIVEPPQMWWMSRSJXLI(S[RXS[R%YVSVE&-%8LI][ERXXSVYRQEMRIZIRXWMRXLIdowntown core area, support existing businesses, attract new businesses that will further IRVMGLXLII\TIVMIRGIERHQEOIFIEYXMƼGEXMSRIJJSVXWXSMQTVSZIXLIWXVIIXWGETILocal BusinessesThese businesses are not represented by the BIA, but they still have an interest in promoting active transportation within their community. Active Transportation and 8VEƾG7EJIX]%HZMWSV]CommitteeThe committee was formed to support and advise Town Staff on issues related to active XVERWTSVXEXMSRERHXVEƾGWEJIX]WTIGMƼGEPP]VIPEXIHXSXLIHIZIPSTQIRXERHMQTPIQIRXEXMSRSJthe Town's Master Transportation Study and ATMP.Page 172 of 226 130 2024 I Aurora Active Transportation Master PlanThis section provides a list of initiatives that can be undertaken SZIVXLIRI\XWIZIVEP]IEVW8LIVIGSQQIRHEXMSRWEVISVKERM^IHinto three phases, which provide some guidance for the Town [MXLVIKEVHWXSTVMSVMXM^MRKXLIMVMRZIWXQIRXW&EWIHSRI\MWXMRKcapacity, an understanding of the desires of the community, and research about best practices relating to active transportation programming, this Plan outlines an implementation plan that 8.3 Programming Recommendationsscales up the level of effort and investment as the active transportation community continues to grow in Aurora, providing programs that will reach new audiences and grow active transportation for years to come. The three phases of programming are displayed in Table 8-1. While there is no preferred order, it is highly recommended that the phases to be implemented in order. For example, the preference should be given to funding the programs in the “Phase 1: Foundations” category before moving on to the programs in the “Phase 2: Basic Programming” category. With that said, however, it is important to acknowledge that circumstances may change, so these assumptions and recommendations should be revisited regularly to ensure that they remain relevant. All of the programs outlined in this section will have a positive impact Phase 1: Foundation Phase 2: Basic ProgrammingPhase 3: Advanced ProgrammingLikely to generate the greatest participation that ought to be adopted ƼVWXXSIWXEFPMWLEJSYRHEXMSRYTSRwhich further involvement within active transportation can grow.Maintain the momentum of increasing active transportation involvement and begin the process of facilitating a deeper cultural shift.Tailor to a wider range of potential active transportation audiences and help establish a more mature culture of active transportation.Table 8-1. Phased Programming RecommendationsPage 173 of 226 Aurora Active Transportation Master Plan I 2024 131on the Town’s active transportation culture, so should funding become available to pursue a program that is beyond the tier that the Town is actively working on, the Town and its partners should still pursue that funding.Phase 1: Foundation8LIƼVWXTLEWISJTVSKVEQWMRGPYHIWMRMXMEXMZIW[MXLFVSEHETTIEPthat are likely to generate the greatest involvement and establish a stronger culture of active transportation within Aurora. These programs build upon existing initiatives already underway within the Town and focus largely on learning lessons from comparable municipalities in Ontario and beyond. While the Town and its partners have proven that there is the capacity to run programs to support active transportation through leveraging existing staff resources or relying on volunteers, the TVSKVEQWTVIWIRXIHLIVI[SYPHVITVIWIRXEWMKRMƼGERXMRGVIEWIMRthe level of effort required to deliver them. As the number of new programs and the number of new TEVXRIVWLMTWFIKMRWXSKVS[MX[MPPFIHMƾGYPXXSQEMRXEMRXLEXgrowth when work and responsibilities are dispersed across multiple departments and committees. For that reason, it is strongly recommended that the Town establish an Active Transportation Coordinator position to be “scaled up” over time.Eventually, the AT Coordinator will scale up to a full-time position once the active transportation portfolio is at a more mature stage.Page 174 of 226 132 2024 I Aurora Active Transportation Master PlanProgram #1: Routine Community Slow Roll EventsHost regular community walks or bike rides to provide residents with the opportunity to participate in an enjoyable, social activity while also exposing them to the available parks, trails, and active transportation network in the Town. Key components of a successful community ride or walk program include: xRegularity: walks or rides should be hosted on a regular basis that will allow casual drop ins and outs xVisibility: walks and rides should be distinctively branded, to improve their awareness within the community xAccessibility: walks and rides should be delivered at a slow pace JSVMRI\TIVMIRGIHTEVXMGMTERXWERHWSGMEPM^EXMSR xSocialization: walks or rides should encourage community building, allowing participants to become acquainted with each other and the sites and businesses that make up the local areaRecommended Partners xB1 EVO Cycling Club xBikeSports Cycling Club xParks and Recreation Advisory CommitteeInspiration xWindsor-Tecumseh Slow Ride (Click Here) xCity of Markham – Annual Cycling Day (Click Here) ffkkhhCiCiCiCtytytytytyty o of f MaMaMMrkrkhaham m AnAnAnAAnunualalaalala CCCCCCCCycycycyyccylilingngngngngn DDayayPage 175 of 226 Aurora Active Transportation Master Plan I 2024 133Program #2: Initiate an Active School Travel Program Parents and students are relying on vehicles to commute to school and fewer students are using active modes of transportation. Young people are missing the opportunity for physical activity, fresh air, and social interaction with their friends and caregivers. Implementing an Active School Travel Program shifts car dependence towards active travel, which can improve the surrounding air quality and physical and mental health of XLIWXYHIRXW;MXLVIHYGIHZILMGPIXVEƾGWXVIIXWEVIWEJIVJSVXLIWXYHIRXWXS[EPOERHcycle to school.Green Communities Canada funded a program called the Ontario Active School Travel (OAST). The Active School Travel program aims to create a culture of active lifestyle for the students to participate in. The program requires cooperation from the school, community stakeholders and residents to address transportation issues that hinder active commute. The OAST Fund offers grants to school boards, municipalities, and student transportation consortia.Other programs that fall under the Active School Travel program include School Streets, Bike to School Week, International Walk to School Month, Winter Walk Day, etc.Recommended Partners xYork Region District School Board xYork Region Catholic District School Board x4SPMGI3ƾGIVWInspiration xCity of Markham – Active School Travel Pilot Program (Click Here) xTown of Newmarket – Active School Travel Pilot Program (Click Here) xOntario Active School Travel (Click Here)Page 176 of 226 134 2024 I Aurora Active Transportation Master PlanPhase 2: Basic ProgrammingThe second phase of initiatives builds upon the foundations of building a stronger culture of active transportation within Aurora. The second phase expands the foundational programming to make active transportation use more visible and empowering and leveraging existing champions throughout the community. This phase will continue building upon the active travel school programming initiative and will introduce an active travel to work program. Program #1: Bike-to-Work Day Upon establishing the foundations for active transportation in the Town, staff will dedicate resources towards hosting and promoting a Bike-To-Work Day in the Town of Aurora. The day will encourage residents to commute via bicycle. Whether it is cycling all the way to work or biking and connecting to other modes of sustainable transportation, the Town should work to promote safe routes to cycle. The goal of the Bike-To-Work Day is to make cycling more visible by increasing the presence of cyclists on roadways. The AT Coordinator should work with the Region, business improvement areas, WGLSSPFSEVHWERHEHZSGEG]SVKERM^EXMSRWXSTVSQSXIXLIIZIRX'IPIFVEXMSRand community stations should be setup along safe cycling routes to help promote and provide incentives to those participating in the events. These stations can offer Aurora cycling information, basic tune-ups, and resources to make rides safer and more enjoyable for those partaking.Recommended Partners xBusiness Improvement Areas and Bike Friendly Businesses xYork Region xSchool Boards Inspiration xCity of Toronto – Bike Month (Click Here) xCity of Brampton– Bike to Work Day (Click Here) xHUB Cycling – Go by Bike Week (Click Here)ffCiCCiCCiCiCiitytytytytytyy oooooof f fToToToTToToooororororororontntntntntntooooooooooBiBiBiBiBiBikekekekekeke MMMMMMononononononththththththPage 177 of 226 Aurora Active Transportation Master Plan I 2024 135Phase 3: Advanced ProgrammingAs the AT Coordinator further establishes a culture of active transportation in Aurora and physical infrastructure is created, they will have more leverage to support ongoing active transportation initiatives to further increase the development of infrastructure. That does not negate the role of the AT Coordinator, in fact it should continue and expand as supporting a culture of active transportation needs to be done across the Town. It is necessary to ensure that partnerships are continuously being built, strengthened, and maintained both within the Town of Aurora’s corporate structure and with external partners. To continue building meaningful connections with internal stakeholders and the community, it is recommended that there be additional WXEƾRKWYTTSVXW[MXLMRXLI8S[RWGSVTSVEXIWXVYGXYVI[LSWIVSPIexplicitly includes the delivery of projects and programs outlined within the ATMP. The Town of Aurora has access to various funding streams, including the Planning Stream of the Federal Active Transportation Fund. This presents an opportunity for the Town to enhance its support for cycling by leveraging these funds to hire additional WXEJJ)WXEFPMWLMRKEHIHMGEXIHTIVWSRRIPTSWMXMSRWTIGMƼGEPP]focused on advancing cycling and other active transportation initiatives is a common and effective practice in jurisdictions making strides in cycling infrastructure across Ontario. This staff member would play a central role in not only improving cycling initiatives but also in facilitating access to additional funding from higher levels of government, forging partnerships with local municipalities and external collaborators, and cultivating strong relationships with local service delivery agencies to bolster the Town's social infrastructure offerings. Acting as the central 'hub' for all cycling-related matters in Aurora, this staff member would WXVIEQPMRIVIWSYVGIWQMRMQM^IHYTPMGEXMSRSJIJJSVXWERHVEMWIawareness of emerging best practices. This approach is essential to seeing the full implementation of the ATMP in Aurora and [MPPLIPTXLI8S[RJYPƼPPJYXYVIKSEPWIWXEFPMWLIHMRJYXYVI%814updates.fffCiCiCiiCiiiiiCiitytytytyttytyy oooooof ffffff fToToTTTToToToToToTororooororororontntntntntttnttntooooooBiBiBiBBkekekekeke SSSSShahahaharereePage 178 of 226 136 2024 I Aurora Active Transportation Master PlanProgram #1: Bike Share ProgramProviding a bike share program across the Town can aid MRTVSZMHMRKWEJIWIGYVIERHEJJSVHEFPIƼVWXPEWXQMPIconnections to residents. The AT Coordinator will assist in exploring and implementing a dedicated bike share system within the Town to help improve the access to cycling. This MRMXMEXMZIEMQWXSIRLERGIƼVWXPEWXQMPIGSRRIGXMSRW[MXLMRthe Town of Aurora, offering residents and visitors a safe, EJJSVHEFPIERHIƾGMIRXXVERWTSVXEXMSRSTXMSR8LITVSKVEQWinclusivity is further improved by the provision of e-bikes within the system, promoting accessibility for a wider range of users. To ensure the sustainability and long-term success of an Aurora Bike Share Program, the AT Coordinator and supporting staff are tasked with advocating for the program to key stakeholders such as York Region, Metrolinx, and other potential funding partners. Their role in championing the initiative will be instrumental in securing the necessary support and resources for the continued growth and success of the bike share program in Aurora.To complement the development of the ATMP, the Project Team has developed a Bike Share Feasibility Study included in Appendix B outlining how a bike share program could operate within Aurora. Through a detailed evaluation of potential bike share station locations, a list of optimum locations was MHIRXMƼIHFEWIHSRFIWXTVEGXMGIWMRXLIWMXMRKSJFMOIWLEVIfacilities. This study also outlines an implementation plan with a preferred business model, estimated costs, and potential funding strategies to support the Town in establishing a viable, sustainable bike share program to provide additional mobility choices to residents and visitors today and into the future.Recommended Partners xYork Region xMetrolinxInspiration xCity of Toronto – BikeShareTO xCity of Hamilton – Hamilton BikeShareThe next section of the report outlines an implementation plan that builds off the recommendations in the previous sections to provide phasing and costing of the ATMP recommendations.Page 179 of 226 Chapter 9Implementation PlanPage 180 of 226 138 2024 I Aurora Active Transportation Master PlanShort-Term0 to 10 Years Long-Term11 to 20 Years and Beyond xLow investment “quick wins” such as road diets, adding signed bike routes, conventional or buffered bike lanes, or physically separated facilities along roadways xComplete key gaps in the trails and on-road networks to support network connectivity and continuity x7MHI[EPOWXLEX[IVIMHIRXMƼIHEWQIHMYQERHLMKLTVMSVMX]MRXLIMaster Transportation Study Sidewalk Gap Analysis xSegments that form part of previously proposed capital/road resurfacing projects by the Town, Region, or Metrolinx xRoutes that require additional investigation such as an environmental assessment or design feasibility studies before they can be implemented xSegments that are recommended to be implemented as part of a longer-term Town, Region, or Metrolinx/Provincial capital project x7MHI[EPOWXLEX[IVIMHIRXMƼIHEWPS[TVMSVMX]MRXLI1EWXIVTransportation Study Sidewalk Gap Analysis xSegments that should be implemented when a roadway undergoes full reconstruction in the future (i.e., not anticipated within the next 10 years)The Project Team took a comprehensive approach to selecting the phasing strategy, which included reviewing the 10-year road VIGSRWXVYGXMSRTPERJVSQXLI187EREP]^MRK=SVO6IKMSRƅW8VERWTSVXEXMSR1EWXIV4PERKEXLIVMRKTYFPMGMRTYXWSPMGMXMRKMRTYXJVSQ8S[RStaff and the ATTSAC, and reviewing best practices from OTM Book 18 as discussed in Chapter 7. With these inputs, the Project Team HIZIPSTIHETLEWMRKWXVEXIK]WYQQEVM^IHMRTable 9-1 that balances the input received and explores quick wins. The phasing strategy is HIWMKRIHXSIRWYVIXLEXXLIEGXMZIXVERWTSVXEXMSRRIX[SVOMWMQTPIQIRXIHMRE[E]XLEXMWIƾGMIRXIJJIGXMZIERHVIWTSRWMZIXSXLIRIIHWof the community.Table 9-1: Phasing Strategy9.1 PhasingPage 181 of 226 Aurora Active Transportation Master Plan I 2024 139Table 9-2WYQQEVM^IWXLII\MWXMRKERHTVSTSWIHPIRKXLWSJXLIHMJJIVIRXJEGMPMX]X]TIW8LITVSTSWIHTLEWMRKMWMPPYWXVEXIHMRFigure 9-1 for the proposed trail and multi-use path network and in Figure 9-2 for the proposed cycling network. Phasing for sidewalks are based SRXLITVMSVMXM^EXMSRJSVWMHI[EPOWKETWSYXPMRIHMRXLI8S[RW187WMHI[EPOKETWMHIRXMƼIHEWQIHMYQSVLMKLTVMSVMX][IVIMRGPYHIHin the short-term phase whereas low priority sidewalk gaps are included in the long-term phase. The table from the MTS Sidewalk Gap )ZEPYEXMSR[MXLTVMSVMXM^EXMSRERHXLIPEXIWX7MHI[EPO+ETQETEVIMRGPYHIHMRAppendix C of this report. Table 9-2: Summary of Existing and Proposed Active Transportation and Trails Network by Facility TypeFacility Type Existing Length (km) Proposed Length (km) Total Length (km)Bike Lane13.6 29.4 33Signed Route 6.4 31.5 37.9Paved Shoulder 2.6 3.6 6.2Multi-Use Path218.3 9.7 28.0Separated Bike Lane307.57.5Multi-Use Trail 61 35.5 96.5Desire Line40 24.6 24.6Sidewalk 201.2 33.1 234.3Regional On-Road Cycling Facility or MUP 5.1 15.8 20.9Total 298.2 190.7 488.9Notes: 1. Bike lanes may be implemented in the interim as urban shoulders forming part of a signed cycling route. 2. This includes existing multi-use paths on regional roads which are operated and maintained by the Town.3. The Town may select as an interim solution to implement buffered bike lanes but the ultimate facility type is recommended to be physically separated in the long term.4. Desire lines are intended to identify potential future trail corridors that are currently on private property but which the Town would like to secure, if the opportunity presents itself if or when these lands become available or are VIHIZIPSTIHMRXLIJYXYVI%WWYGLHMWXERGIWMHIRXMƼIHEVIETTVS\MQEXIERHWYFNIGXXSGLERKIW8LIEGXYEPPSGEXMSRand distances will be determined from the development reviewing process.Page 182 of 226 Figure 9-1. Proposed Trail and Multi-Use Path Network PhasingPage 183 of 226 Figure 9-2. Proposed Cycling Network PhasingPage 184 of 226 142 2024 I Aurora Active Transportation Master PlanSidewalks and Multi-Use Paths*Yonge Street Multi-Use Path2.03 kmEdward Street Sidewalk0.50 km* Projects included in the 2024 capital budget.Priority Projects7IZIRTVMSVMX]TVSNIGXWMHIRXMƼIHMRXLIWLSVXXIVQTLEWMRKTPERLEZIFIIRMHIRXMƼIHwith input from Town staff as top priority projects. It is recommended that detailed planning and design for top priority projects proceed on an expedited basis, with MQTPIQIRXEXMSRSGGYVVMRK[MXLMRXLIƼVWXLEPJSJXLI]IEVTIVMSHSZIV[LMGLXLIshort-term projects are to be implemented. The top priority projects recommended as TEVXSJXLMWTPEREVIWYQQEVM^IHMRXLIJSPPS[MRKMPPYWXVEXMSRWEarl Stewart Drive Bike Lanes1.22 kmOn-Road Cycling FacilitiesEdward Street Bike Lanes1.86 kmMurray Drive Bike Lanes1.68 kmOff-Road TrailsAddison Hall Trail1.56 kmShining Hill Development Trails1.26 kmPage 185 of 226 Aurora Active Transportation Master Plan I 2024 143A high-level cost to implement the updated active transportation and trails network was developed to help inform future capital budgets and decision making. The costs for the improvements are based on 2023 typical infrastructure unit prices and include the following assumptions: xUnit prices used are in 2023 dollars and intended to be used for pre-design budgeting purposes and do not include taxes xCosts include a 30% contingency and 15% design and approvals cost x'SWXWVIƽIGXXLIGSRWXVYGXMSRGSWXWSJXLIVSYXIERHHSRSXMRGPYHITVSTIVX]EGUYMWMXMSRWWMKREPQSHMƼGEXMSRWunderground utility relocations, major roadway draining [SVOWSVGSWXWEWWSGMEXIH[MXLWMXIWTIGMƼGTVSNIGXWWYGLas bridges, railway crossings, retaining walls, and stairways, unless otherwise noted xCosts assume typical environmental conditions and topography xFurther detailed studies will need to be completed in coordination with relevant agencies where requiredUnit costs used are based on best practices and recent tenders and projects of similar scope in Ontario and are not intended to be prescriptive. Desire lines are not costed as part of this study as feasibility, facility type, and phasing would need to be assessed in the future should the lands become available.-XWLSYPHEPWSFIVIGSKRM^IHXLEXXLIPIZIPSJIJJSVXXSMQTPIQIRXan active transportation facility will vary on a project-by-project basis. It is recommended the Town review the estimated costs as part of their capital planning process to reassess the conditions at the time of implementation. Table 9-3 provides the summary of costs by facility type and phase. On-road cycling facilities, off-road trails, and Regional cycling facilities are split in the costing table to clearly divide responsibilities between the Town’s Engineering Division, Park Division, and York Region respectively. Details on the unit pricing and a breakdown of the cost per route are provided in Appendix A.Overall, the estimated cost to implement the proposed active transportation and trails network is approximately $56 million over the next 20+ years. Proposed grade separations have not been GSWXIHEWJYVXLIVWXYH]MWVIUYMVIHXSGSRƼVQJIEWMFMPMX]ERHGSWXand this has been recommended as a future study by the Town and its partners (e.g. York Region and Metrolinx).9.2 What is the Investment?Page 186 of 226 144 2024 I Aurora Active Transportation Master PlanTable 9-3: Cost Summary of Proposed On-Road and Off-Road Cycling and Trails Network by Facility Type and Phase (Includes Contingency and Design)Short Term (0 to 10 Years) Long Term (11 to 20 + Years) TotalFacility TypeLength (km) Cost Length (km) Cost Length (km) CostLocal On-Road Cycling Facility Bike Lane 23.7 $996,065 5.7 $238,143 29.4 $1,234,208Signed Route 31.5 $54,821 0.0 $0 31.5 $54,821Paved Shoulder¹1.5 $429,576 2.1 $616,225 3.6 $1,045,801Multi-Use Path 7.4 $4,041,205 2.3 $1,246,673 9.7 $5,287,877Separated Bike Lane²5.3 $3,821,417 2.2 $1,583,735 7.5 $5,405,152Subtotal 69.4 $9,343,085 12.3 $3,684,776 81.6 $13,027,861SidewalksSidewalk (see Appendix C for locations of sidewalk gaps) 9.1 $6,583,065 24.1 $17,442,420 33.1 $24,025,485Subtotal9.1 $6,583,065 24.1 $17,442,420 33.1 $24,025,485 Local Off-Road Trail Network Multi-Use Trail 24.4 $13,281,659 11.1 $6,031,133 35.5 $19,312,792Desire Lines 24.6Subtotal 24.4 $13,281,659 11.1 $6,031,133 60.1 $19,312,792Town Subtotal 102.9 $29,207,809 47.4 $27,158,329 174.9 $56,366,138 York Region3On-Road Cycling Facility or MUP N/A N/A N/A N/A 15.7 N/ATown + Region Total 102.9 $29,207,809 47.4 $27,158,329 190.7 $56,366,138Notes: 1. Paved shoulder unit costs assume that the roadway is already being widened. Costs for widening the roadway platform are not included.2. Per km unit costs for separated bike lanes can range from $165,000 - $500,000 depending if road widening is required. For this exercise, $500,000 per km is assumed. (IXEMPIHHIWMKR[MPPGSRƼVQSVQSHMJ]XLITVSTSWIHJEGMPMX]X]TIIKWITEVEXIHFMOIlane could become a multi-use path or cycle track instead).3. Funding responsibility for cycling facilities on York Region roads are the responsibility of York Region, cost of multi-use paths (MUPs) will be a local cost or cost-shared with the Region. For this exercise, 5.7 km of MUPs on regional roads (Yonge St. from Bloomington Rd. to the CN rail corridor and Wellington St. from Bathurst St. to John West Way) are included in the local on-road short-term costing.4. 8LIGSWXSJKVEHIWITEVEXMSRWMHIRXMƼIHEVIRSXMRGPYHIHERHVIUYMVIEQSVIHIXEMPIHfeasibility study /class EA to identify cost estimates. 5. Maintenance costs are dependent on the type and timing of infrastructure implementation and would be in addition to the costs in this table.Page 187 of 226 Aurora Active Transportation Master Plan I 2024 145Beyond the cost of implementing the recommended active transportation ERHQYPXMYWIXVEMPRIX[SVOXLIJSPPS[MRKWYQQEVM^IWEHHMXMSREPGSWXconsiderations to support the development of an active transportation system for the Town.Education and Encouragement$10,000 / YearAmenities (e.g. Bike Racks)$10,000 / YearCycling facilities recommended for implementation as part of the ATMP will be owned, operated, and maintained either by the Town of Aurora or York Region.York Region xFacilities located on the roadway of a Regional Road—such as cycle tracks and bike lanes—will be owned and operated by the Region.Town of Aurora xIn-boulevard multi-use paths on Regional Roads will be operated and maintained by the Town. xAll facilities situated in the right-of-way of a local roads will be owned and operated by the Town. xOn-road local cycling facilities will be constructed by the Town’s Engineering and Capital Delivery Division whereas off-road trails in parks and greenspace are the responsibility of the Town’s Parks Division.Class EA/Preliminary Design and Feasibility Studies for the Select Grade Separations$500,000-750,000**Cost will depend on how many grade separation locations are included in the study and whether the project is a Class EA or design feasibility study only..Supporting ElementsRoles and ResponsibilitiesPage 188 of 226 146 2024 I Aurora Active Transportation Master PlanTable 9-4 combines the costs of the proposed network and supporting elements to provide a high-level cost estimate for the overall Active Transportation Master Plan.Master Plan Cost EstimateTable 9-4: Active Transportation Master Plan Cost EstimateShort Term (0 to 10 Years) Long Term (11 to 20 + Years) TotalActive Transportation Network $29,207,809 $27,158,329 $56,366,138 Supporting Elements $950,000 $200,000 $1,150,000 Total $30,157,809 $27,358,329 $57,516,138 Page 189 of 226 Aurora Active Transportation Master Plan I 2024 1479.3 ATMP Maintenance RecommendationsIn order to enhance maintenance of the existing and proposed active transportation network, recommendations have been established to help guide the Town in maintaining and operating active transportation infrastructure within Aurora.Recommendations1Additional equipment and resources may be needed to accommodate additional active transportation infrastructure and will need to be considered and planned.2The Town should review its annual maintenance budgets to accommodate the addition of new active transportation infrastructure.38LI8S[RWLSYPHVIZMI[ERHGSRWMHIVHIZIPSTMRKEWXERHEVHM^IHQIXLSHSJreporting, documenting, and addressing concerns related to active transportation QEMRXIRERGIERHSTIVEXMSR8LI8S[RWLSYPHYXMPM^II\MWXMRKSRPMRIERHQERYEPreporting mechanisms for active transportation maintenance requests. The next section of the report concludes the ATMP, WYQQEVM^MRKXLIOI]active transportation recommendations for the Town of Aurora.Page 190 of 226 Chapter 10Summary and RecommendationsPage 191 of 226 Aurora Active Transportation Master Plan I 2024 149The Aurora ATMP is a non-prescriptive roadmap that provides guidance and tools for the Town and its partners to make active transportation more accessible, comfortable, and convenient for people of all ages and abilities. To help move this ATMP from a vision to reality, a series of core implementation recommendations have been developed to guide Town leadership in partnership with internal and I\XIVREPWXEOILSPHIVW8LIWIVIGSQQIRHEXMSRW[LMGLEVIWYQQEVM^IHFIPS[MRGPYHIMQTPIQIRXMRKXLIZEVMSYWTSPMGMIWTVSKVEQWERHprocedures that contribute to the development of physical and social infrastructure to support active transportation in the Town of Aurora.10.1 Summary of RecommendationsPage 192 of 226 150 2024 I Aurora Active Transportation Master PlanPolicy Recommendations (Chapter 6)1%HSTXXLI]IEVG]GPMRKERHTIHIWXVMERRIX[SVOMQTPIQIRXEXMSRTPEREWMHIRXMƼIHMRXLI%814ERHMRGPYHIMXEWEWGLIHYPIMRXLI8S[RW3ƾGMEP4PER[LIRYTHEXIHERHMRJYXYVIYTHEXIWXSXLI1EWXIV8VERWTSVXEXMSR7XYH]%1EWXIV4PERWLSYPHFIVIZMI[IHIZIV]ƼZI]IEVWXSHIXIVQMRIXLIRIIHJSVEHIXEMPIHJSVQEPVIZMI[ERHSVYTHEXMRK2The ATMP should be reviewed and given consideration when municipal roads, trails, and other capital infrastructure projects EVIMHIRXMƼIHERHWGLIHYPIHHYVMRKXLIHIZIPSTQIRXETTPMGEXMSRTVSGIWW'SSVHMREXMRKMQTPIQIRXEXMSR[MXLSXLIVGETMXEPMRJVEWXVYGXYVITVSNIGXW[MPPFIIWWIRXMEPXSIƾGMIRXP]MQTPIQIRXMRKXLITVSTSWIHG]GPMRKERHTIHIWXVMERRIX[SVOW3Work to encourage active transportation friendly streetscaping, urban design, and active transportation-oriented land development in collaboration with local area municipalities through planning and design studies and development reviews.4Explore land use planning initiatives and policy development such as mixed land use, higher density urban areas, and pedestrian and cyclist friendly streetscapes to promote / facilitate an increased quality of life and liveability within the communities of the Town of Aurora.56IGSKRM^IXLEXMQTPIQIRXEXMSRSJXLI%814VIUYMVIWGSSVHMREXMSRERHGSRWMWXIRXJYRHMRKJVSQXLI8S[RERH=SVO6IKMSR8LITown of Aurora should leverage existing partnerships between different jurisdictions and other levels of government to build cost sharing commitments for certain sections of the network.6The Town should identify and support local champions and cycling advocates to help grow a culture of active transportation throughout the community. Supporting local champions should be catered towards educating and encouraging school-aged children, seniors, and workers to use active transportation for short trips, commutes, and recreation.Page 193 of 226 Aurora Active Transportation Master Plan I 2024 151Policy Recommendations (Chapter 6)7Focus greater priority on the implementation of cycling facilities between high density areas, transit stations, and schools to MQTVSZIGSRRIGXMZMX]ERHXSMRGVIEWIXLIRYQFIVSJTISTPIYWMRKG]GPMRKJEGMPMXMIW8LITVMSVMXM^EXMSRSJEGXMZIXVERWTSVXEXMSRroutes and facilities in dense areas is intended to enhance the viability for residents to engage in daily travel by bike to increase the cycling mode share in the Town of Aurora.8When the Town next updates their Master Transportation Study as it relates to the integration of pedestrian and cycling JEGMPMXMIWMXWLSYPHFIMREPMKRQIRX[MXL3RXEVMS8VEƾG1ERYEP&SSO KYMHIPMRIW9The implementation of cycling and pedestrian infrastructure, including on and off-road routes, should be included as part of development proposals and the park development process for new development areas.10Work with business improvement areas, York Region Transit, and Metrolinx to provide safe and secure bicycle parking at key destinations and transportation hubs.114VMSVMXM^IWEJIG]GPMRKERH[EPOMRKGSRRIGXMSRWFIX[IIRI\MWXMRK+38VERWMXWXEXMSRWXSMQTVSZIƼVWXPEWXQMPIGSRRIGXMSRWbetween Regional transportation and local residential and commercial areas.124VSHYGIERERRYEPWXEJJVITSVXXS'SYRGMPXLEXMHIRXMƼIWTVSKVIWWMRMQTPIQIRXMRKXLI%814MRGPYHMRKTVSNIGXWGSQTPIXIHprojects planned and budgeted for the next year or two, and highlight a few key performance indicators (KPI) such as number of kilometres of new trails, multi-use paths, on-road cycling facilities, and sidewalks relative to the total distance proposed in the ATMP for each facility type.Page 194 of 226 152 2024 I Aurora Active Transportation Master PlanEducation and Encouragement Recommendations (Chapter 8)1To build a culture of active transportation within the Town of Aurora, the Town should support the uptake of social infrastructure programs in three areas: xConnecting with Children and Educators xMaking Cycling Visible xSupporting Champions28LIJSPPS[MRKTVSKVEQQMRKTEVXRIVW[IVIMHIRXMƼIH[MXLVIWTIGXMZIVSPIWERHVIWTSRWMFMPMXMIWJSVXLI8S[RXSWXVIRKXLIRTEVXRIVWLMTW[MXLXSIREFPIXLIHIWMKRERHHIPMZIV]SJTVSKVEQWXLEXEHHVIWWWTIGMƼGGSQQYRMX]RIIHW xAccessibility Advisory Committee xParks and Recreation Advisory Committee xYork District School Board & York Region Catholic District School Board xAurora Cycling Clubs – B1 EVO Cycling Club & BikeSports Cycling Club xYork Region Police – Road Safety Bureau xDowntown Aurora Business Improvement Association (BIA) xLocal Businesses x%GXMZI8VERWTSVXEXMSRERH8VEƾG7EJIX]%HZMWSV]'SQQMXXII34VSKVEQQMRKMWVIGSQQIRHIHXSFIMQTPIQIRXIH[MXLXLIJSPPS[MRKTLEWMRKXSLIPTTVMSVMXM^IMRZIWXQIRXWERHWGEPIYTIJJSVXas the active transportation community continues to grow in the Town of Aurora: xPhase 1: FoundationMWPMOIP]XSKIRIVEXIXLIKVIEXIWXTEVXMGMTEXMSRXLEXSYKLXXSFIEHSTXIHƼVWXXSIWXEFPMWLEJSYRHEXMSRupon which further involvement within active transportation can grow. Recommended programming include “Routine Community Slow Roll Events” and “Initiate an Active School Travel Program” for schools in the Town of Aurora. Also, it is strongly recommended that the Town establish an Active Transportation Coordinator position to be scaled up over time. xPhase 2: Basic Programming maintains the momentum of foundational programming and increasing active transportation involvement and begins the process of facilitating a deeper cultural shift. Recommended programming includes “Bike-to-Work Day”. xPhase 3: Advanced Programming tailors to a wider range of potential active transportation audiences and help establish a more mature culture of active transportation. Recommended programming includes “Bike Share Program”.Page 195 of 226 Aurora Active Transportation Master Plan I 2024 153Phasing and Costing Recommendations (Chapter 9)1The Town should implement the AT network based on the recommended phasing strategy in two time frames: xShort-Term (0 to 10 years): This includes low investment “quick wins”, completing key gaps in the network, and segments XLEXJSVQTEVXSJTVIZMSYWP]TVSTSWIHGETMXEPVSEHVIWYVJEGMRKTVSNIGXW8STTVMSVMX]TVSNIGXW[IVIMHIRXMƼIHXSFII\TIHMXIH[MXLMRXLIƼVWXLEPJSJXLIWLSVXXIVQXMQIJVEQI x Long-Term (11 to 20 years and beyond): This includes routes that require additional investigation, segments that are recommended to be implemented as part of a longer-term capital project, and segments that should be implemented when a roadway undergoes full reconstruction.2The Town should undertake a Town-Wide Pedestrian Crossing Treatment Study in partnership with York Region to improve to the frequency of pedestrian crossing of major barriers, including consideration of mid-block pedestrian crossings to improve access to trail access points and to improve overall walkability in the Town for all ages. The study should include an update to the Sidewalk Gap Analysis from the MTS.3The Town should consider and budget for supporting elements of an active transportation system, which include education and encouragement and amenities.4Should the Town want to further investigate grade separations proposed in the Trails Master Plan and the ATMP, it is VIGSQQIRHIHXLEXEJIEWMFMPMX]WXYH]FIYRHIVXEOIREWEƼVWXWXIT*YVXLIVWXYHMIWQE]FIRIIHIHHITIRHMRKSRXLISYXGSQIPage 196 of 226 154 2024 I Aurora Active Transportation Master PlanMaintenance Recommendations (Chapter 9)1Additional equipment and resources may be needed to accommodate additional active transportation infrastructure and will need to be considered and planned.2The Town should review its annual maintenance budgets to accommodate the addition of new active transportation infrastructure.38LI8S[RWLSYPHVIZMI[ERHGSRWMHIVHIZIPSTMRKEWXERHEVHM^IHQIXLSHSJVITSVXMRKHSGYQIRXMRKERHEHHVIWWMRKGSRGIVRWVIPEXIHXSEGXMZIXVERWTSVXEXMSRQEMRXIRERGIERHSTIVEXMSR8LI8S[RWLSYPHYXMPM^II\MWXMRKSRPMRIERHQERYEPreporting mechanisms for active transportation maintenance requests. Page 197 of 226 Aurora Active Transportation Master Plan I 2024 155The Aurora ATMP provides an achievable path for the Town and its partners to move towards a complete network of walking and cycling facilities in urban areas, all while building upon the strong partnerships that already exist to support the culture of active transportation within the Town. Moving forward, the Town is encouraged to work in close partnership with key stakeholders to both implement new programs, policies, and infrastructure, as well as to promote all that the Town of Aurora has to offer, well beyond its borders.Page 198 of 226 ReferencesReferencesPage 199 of 226 ReferencesAurora Active Transportation Master Plan I 2024 157Association of Pedestrian and Bicycle Professionals. (2010). Bicycle Parking Guidelines, 2nd Edition. Cedarburg, Wisconsin, USA.Bike Brampton. (n.d.). Bike to Work Day. Retrieved from Bike Brampton: https://bikebrampton.ca/events/bike-month/bike-to-work-day/Bike Share Toronto. (n.d.). Bike Share Toronto. Retrieved from Bike Share Toronto: https://bikesharetoronto.com/City of Cambridge. (2015). Cambridge Bicycle Plan: Toward A Bikeable Future (2015). Retrieved from City of Cambridge: https://www.cambridgema.gov/CDD/Transportation/gettingaroundcambridge/bikesincambridge/bicyclenetworkplan#:~:text=Cambridge%20Bicycle%20Plan%3A%20Toward%20a%20Bikeable%20Future&text=Cambridge's%20robust%20bicycle%20infrastructure%20is,areas%20in%20need%20City of Cambridge. (2020). Cambridge Bicycle Plan 2020. Retrieved from City of Cambridge: https://www.cambridgema.gov/Departments/communitydevelopment/2020bikeplanupdateCity of Markham. (2024). Active School Travel. Retrieved from City of Markham: https://www.markham.ca/wps/portal/home/neighbourhood-services/walking-and-cycling/Active-School-Travel/07-Active-School-TravelCity of Markham. (2024). Markham Cycling Tours. Retrieved from City of Markham: https://www.markham.ca/wps/portal/home/business/partnerships-marketing/festivals/markham-cycling-dayCycleTO. (n.d.). Bike Month Toronto. Retrieved from Bike Month 2023: https://www.bikemonth.ca/torontoData Management Group - University of Toronto. (2024). Welcome to the Data Management Group. Retrieved from University of Toronto: https://dmg.utoronto.ca/District of Central Saanich. (2021). Central Saanich Active Transportation Plan. Retrieved from District of Central Saanich: https://www.GIRXVEPWEERMGLGEWMXIWHIJEYPXƼPIWYTPSEHWHSGYQIRXWHGWCEGXMZICXVERWTSVXEXMSRCTPERTHJPage 200 of 226 158 2024 I Aurora Active Transportation Master PlanEnvironment and Climate Change Canada. (2019). The Federal Sustainable Development Strategy (2019-2022). Retrieved from Government of Canada: https://2019-2022.fsds-sfdd.ca/Government of Canada. (2023). Justice Laws Website - Federal Sustainable Development Act S.C. 2008, c. 33. Retrieved from Government of Canada: https://laws-lois.justice.gc.ca/eng/acts/f-8.6/page-1.htmlGreen Communities Canada. (2020). Ontario Active School Travel. Retrieved from Ontario Active School Travel: https://ontarioactiveschooltravel.ca/Hamilton Bike Share. (2020). Hamilton Bike Share. Retrieved from Hamilton Bike Share: https://hamilton.socialbicycles.com/HUB Cycling. (2024). Celebration Stations and Community Stations. Retrieved from HUB: https://bikehub.ca/bike-events/bike-to-work-week/celebration-stationsInfrastructure Canada. (2021). Canada's National Active Transportation Strategy (2021-2026). Retrieved from Government of Canada: https://www.infrastructure.gc.ca/alt-format/pdf/nats-snta/nats-strat-snta-en.pdfMetrolinx. (2023). GO Rail Station Access. Retrieved from Metrolinx: https://assets.metrolinx.com/image/upload/v1674661018/Images/1IXVSPMR\*YPPC6ITSVXCC+3C6EMPC7XEXMSRC%GGIWWC)2CFSZWZ\THJMinistry of Tourism, Culture and Sport. (2017). Tour by Bike: Ontario's Cycling Tourism Plan. Retrieved from Publications Ontario: https://www.publications.gov.on.ca/tour-by-bike-ontarios-cycling-tourism-planMinistry of Transportation. (2014). Bikeway Design Manual, 2014. Retrieved from MTO Library Catalogue: https://www.library.mto.gov.on.ca/SydneyPLUS/Sydney/Portal/default.aspx?component=AAAAIY&record=2123efe9-b107-4fcc-9d3b-1bde607bdf7b1MRMWXV]SJ8VERWTSVXEXMSR 3RXEVMS8VEƾG1ERYEP381 &SSO4IHIWXVMER'VSWWMRK8VIEXQIRXW6IXVMIZIHJVSQ1830MFVEV]Catalogue: https://www.library.mto.gov.on.ca/SydneyPLUS/Sydney/Portal/default.aspx?component=AAAAIY&record=fa5caef1-9963-4786-b3c9-4b5e50e70321Page 201 of 226 Aurora Active Transportation Master Plan I 2024 1591MRMWXV]SJ8VERWTSVXEXMSR 3RXEVMS8VEƾG1ERYEP381 &SSO']GPMRK*EGMPMXMIW6IXVMIZIHJVSQ1830MFVEV]'EXEPSKYIhttps://www.library.mto.gov.on.ca/SydneyPLUS/Sydney/Portal/default.aspx?component=AAAAIY&record=9c49ce44-e3b2-4389-91cd-5e9b67aad03dMinistry of Transportation. (2022). #CycleON Action Plan 2.0. Retrieved from Government of Ontario: https://www.ontario.ca/page/cycleon-action-plan-20#section-2Province of Ontario. (2016). Accessibility for Ontarians with Disabilities Act, 2005, S.O. 2005, c. 11. Retrieved from Province of Ontario: https://www.ontario.ca/laws/statute/05a11Province of Ontario. (2018). O. Reg. 239/02: MINIMUM MAINTENANCE STANDARDS FOR MUNICIPAL HIGHWAYS. Retrieved from Province of Ontario: https://www.ontario.ca/laws/regulation/020239Province of Ontario. (2018). O. Reg. 366/18: MINIMUM MAINTENANCE STANDARDS FOR MUNICIPAL HIGHWAYS. Retrieved from Province of Ontario: https://www.ontario.ca/laws/regulation/r18366Province of Ontario. (2020). A Place to Grow: Growth plan for the Greater Golden Horseshoe. Retrieved from Province of Ontario: https://www.ontario.ca/document/place-grow-growth-plan-greater-golden-horseshoeProvince of Ontario. (2020). Provincial Policy Statement, 2020. Retrieved from Province of Ontario: https://www.ontario.ca/page/provincial-policy-statement-2020Province of Ontario. (2023). Land Information Ontario. Retrieved from Province of Ontario: https://www.ontario.ca/page/land-information-ontarioStatistics Canada. (2023). 2021 Census of Population geographic summary. Retrieved from Government of Canada: https://www12.statcan.gc.ca/census-recensement/2021/search-recherche/productresults-resultatsproduits-eng.cfm?Lang=E&GEOCODE=2021A00053519046Tecumseh-Windsor Slow Ride. (n.d.). Tecumseh-Windsor Slow Ride. Retrieved from Facebook: https://www.facebook.com/groups/818775944982879Page 202 of 226 160 2024 I Aurora Active Transportation Master PlanTown of Aurora. (2011). Town of Aurora Trails Master Plan. Retrieved from Town of Aurora: https://www.aurora.ca/en/home-and-property/resources/Images/Waste-and-Recycling/Parks-and-Trails/trails-master-plan-november-2011---january-16-2012-compressed.pdfTown of Aurora. (2012). Town of Aurora Strategic Plan (2011-2031). Retrieved from Town of Aurora: https://www.aurora.ca/en/your-government/resources/AURORA---2017-TOA-Strategic-Plan.pdfTown of Aurora. (2020). Town of Aurora Master Transportation Study Final Report. Retrieved from Town of Aurora: https://www.aurora.ca/IRFYWMRIWWERHHIZIPSTQIRXVIWSYVGIWHIZIPSTQIRXTPERRMRKC8S[RSJ%YVSVE1EWXIV8VERWTSVXEXMSR7XYH]C*-2%0THJTown of Aurora. (2022). Operational Services. Retrieved from Town of Aurora: https://www.aurora.ca/en/your-government/resources/FYWMRIWWERHƼRERGI&YHKIX(IXEMPW8EF3TIVEXMSREP7IVZMGIW*-2%0THJTown of Aurora. (2023). Engage Aurora: Active Transportation Master Plan. Retrieved from Town of Aurora: https://engageaurora.ca/atmp8S[RSJ%YVSVE2SZIQFIV 8S[RSJ%YVSVE3ƾGMEP4PER(VEJX2SZIQFIV 6IXVMIZIHJVSQ8S[RSJ%YVSVE)RKEKI%YVSVE3ƾGMEP4PER6IZMI[LXXTWIRKEKIEYVSVEGESTVTown of Aurora. (2023). Town of Aurora Parks & Recreation Master Plan. Retrieved from Town of Aurora: https://engageaurora.ca/parksandrecTown of Newmarket. (2018). Town of Newmarket Active Transportation Implementation Plan. Retrieved from Town of Newmarket: https://www.newmarket.ca/LivingHere/Documents/Newmarket%20Active%20Transportation%20Plan%20Report.pdfTown of Newmarket. (2019). Active School Travel Program. Retrieved from Town of Newmarket: https://www.newmarket.ca/LivingHere/4EKIW6SEHW ERH 8VEƾG8VEƾG 1EREKIQIRX%GXMZI7GLSSP8VEZIP4VSKVEQEWT\Transport Canada. (2019). Transportation 2030: A Strategic Plan for the Future of Transportation in Canada. Retrieved from Government of Canada: https://tc.canada.ca/en/initiatives/transportation-2030-strategic-plan-future-transportation-canadaTransport Canada. (2022). Transport Canada 2021-2022 Departmental Plan. Retrieved from Government of Canada: https://tc.canada.ca/en/corporate-services/transparency/corporate-management-reporting/departmental-plans/transport-canada-2021-2022-departmental-planPage 203 of 226 Aurora Active Transportation Master Plan I 2024 161York Region. (2008). 2008 Pedestrian and Cycling Master Plan. Retrieved from York Region: https://www.york.ca/york-region/plans-reports-and-strategies/transportation-master-planYork Region. (2018). Pedestrian and Cycling Planning & Design Guidelines. Retrieved from York Region: https://www.york.ca/business/land-development/construction-design-guidelines-and-standards=SVO6IKMSR 7YWXEMREFPI1SFMPMX];E]ƼRHMRK+YMHIPMRIW6IXVMIZIHJVSQ=SVO6IKMSRLXXTW[[[]SVOGEFYWMRIWWPERHdevelopment/construction-design-guidelines-and-standardsYork Region. (2021). 2021 York Region Imagery with Labels. Retrieved from York Region: https://york.maps.arcgis.com/home/item.html?id=4abda396348f4bf698dd4e1d71fee366York Region. (2022). 2022 Transportation Master Plan. Retrieved from York Region: https://www.york.ca/york-region/plans-reports-and-strategies/transportation-master-plan=SVO6IKMSR 8VEZIPPIV7EJIX]6ITSVX6IXVMIZIHJVSQ=SVO6IKMSRLXXTW[[[]SVOGEXVERWTSVXEXMSRXVEƾGXVEƾGWEJIX]programYork Region. (2022). CLIMATE CHANGE ACTION PLAN. Retrieved from York Region: https://www.york.ca/york-region/plans-reports-and-strategies/climate-change-action-plan=SVO6IKMSR 6)+-32%03**-'-%040%26IXVMIZIHJVSQ=SVO6IKMSRLXXTW[[[]SVOGE]SVOVIKMSRVIKMSREPSƾGMEPTPERYork Region. (2023). STRATEGIC PLAN. Retrieved from York Region: https://www.york.ca/york-region/plans-reports-and-strategies/strategic-planPage 204 of 226 Appendix AUnit Pricing and Cost SummaryPage 205 of 226 DESCRIPTION UNIT UNIT PRICE RANGE PRICE USED COMMENTS/ASSUMPTIONSe in Urban or Rural Area linear KM $1,000 to $1,200 $1,200Price for both sides of the road, assumes one sign a minimum of every 500 metres in the dassumes that signs will be mounted on an existing post. Price includes:- $300 per sign x 4 signs (2 signs on each side of the road)e with Sharrow Lane Markingsement a signed bike route in Not intended to be a stand-alone linear KM $11,600Price for both sides of the road, includes route signs every 500 metres and sharrow stencilOTM Book 18 guidelines. Price includes:- $300 per sign x 4 signs (2 signs on each side of the road) - $400 per stencil marking x 26 (13 stencils on each side of the road)Edgeline linear KM $12,200Price for both sides of the road, includes signs and painted edgeline (100mm solid white lin- $300 per sign x 4 signs (2 signs on each side of the road)- $5.5 per metre for painted solid white linee with Paved Shoulder in xisting road reconstruction / linear KM $115,000 to $215,0001.5 metre paved shoulder on both sides of the road. Assumes cycling project pays for addiasphalt and painted line. Price may vary from $115,000 to $215,000 depending on work nePrice includes:- $300 per sign x 4 signs (2 signs on each side of the road)- $5.5 per metre for painted solid white line (both sides of the road)Price may be higher if road platform needs to be widened.e with Buffered Paved Shoulder in xisting road reconstruction / tlinear KM $275,000 to $340,0001.5 metre paved shoulder + 0.5-1.0 metre paved buffer on both sides of the road. Assumesadditional granular base, asphalt, painted edge lines and signs (buffer zone framed by whitvary from $275,000 to $340,000. Price includes:- $300 per sign x 4 signs (2 signs on each side of the road)- $5.5 per metre for painted solid white line (both sides of the road)e Strip to Existing Buffered Paved linear KM $12,000 Price for both sides. Buffer $6 / m.r Sealing linear KM $18,000Both sides spray emulsion applied to harden the granular shoulder. This will reduce gravethe shoulder and significantly reduce shoulder maintenance. Use $9 / m.Surface Back Road to Chip Seal linear KM $56,000 Price includes pulverizing existing surface with double treatment ($6 / m²) or tar and chip ($m-1.8m Bicycle Lanes by Adding gs and Signslinear KM $29,000 $29,000Price for both sides of the road, includes signs, stencils and edge line. The price assumes:- $11,000 for painted lane line ($5.5 per metre multiply 2 for both sides of the road)- $10,400 for painted bike symbols (assumes $400 per symbol, 13 symbols per linear km mthe road)- $2,500 for bike lane signs (assumes $350 per sign and tab, 5 signs per linear km - spacemultiply by 2 for both sides of the road)- $3,900 for 'No Parking' signs (assumes $150 per sign, 13 signs per linear km multiply by existing and new posts. Price depends on number of stencils and signs used.1.0 GENERAL ACTIVE TRANSPORTATION FACILITIESShared Lanes / Paved ShouldersConventional and Separated Bike LanesPage 206 of 226 DESCRIPTION UNIT UNIT PRICE RANGE PRICE USED COMMENTS/ASSUMPTIONSm-1.8m Bicycle Lanes through rom 4 lanes to 3 laneslinear KM $53,000Price for both sides. Includes grinding of existing pavement, markings, signs, painted markbe surfacing. The price assumes:- $11,000 for painted lane line ($5.5 per metre multiply 2 for both sides of the road)- $10,400 for painted bike symbols (assumes $400 per symbol, 13 symbols per linear km mthe road)- $2,500 for bike lane signs (assumes $350 per sign and tab, 5 signs per linear km - spacemultiply by 2 for both sides of the road)- $3,900 for 'No Parking' signs (assumes $150 per sign, 13 signs per linear km multiply by existing and new posts. Price depends on number of stencils and signs used.- $6 to $8 per linear metre for lane line removal (soda blasting). Price varies on markings tlane roadway. Remove soda-blasting cost component if the road is being resurfaced. The part of resurfacing project.m-1.8m Bicycle Lanes in New Road, or Road Widening Projectlinear KM $390,000Price for 1.5m bike lanes on both sides of the roadway (1.5m x 2 sides = 3.0m). The price - $14,000 for catch basins and leads ($350 per lead x 40 catch basins per linear km)- $360,000 for asphalt and sub-base ($55/m2 = 120 x 1.5m BL x 1000 x 2)- $16,000 for signs, stencils and edge lineThe roadway project funds all other improvements.m-1.8m Bicycle Lanes that require econstructionlinear KM $700,000Price for both sides of the road, includes the cost for excavation, adjust catch basins, lead curbs/driveway ramps, asphalt and sub-base, painted markings and signs. All costs assocreconstructing the road for the purposes of adding bike facilities is born by the bike project of adding a bike facility in conjunction with a planned roadway project.ane with Hatched Pavement ad Construction / Widening or dlinear KM $49,000Price for 1.5m bike lanes with 1m hatched buffer. The price assumes: - $30,000 for painted lines ($6 x 5000 metres of line paint)- $1,000 for hatching paint (1000 metres)- $10,400 for painted bike symbols (assumes $400 per symbol, 13 symbols per linear km mthe road)- $2,500 for bike lane signs (assumes $350 per sign and tab, 5 signs per linear km - spacemultiply by 2 for both sides of the road)- $3,900 for 'No Parking' signs (assumes $150 per sign, 13 signs per linear km multiply by existing and new posts. Price depends on number of stencils and signs usedConventional and Separated Bike Lanes - CONT'DPage 207 of 226 DESCRIPTION UNIT UNIT PRICE RANGE PRICE USED COMMENTS/ASSUMPTIONSane with Hatched Pavement ad Construction / Widening or dcurbs and flexible bollards in the linear km $165,000 $165,000Price for 1.5m bike lanes with 1m hatched buffer (includes pre-cast curbs and flexible bollaassumes:- $30,000 for painted lines ($6 x 5000 metres of line paint)- $1,000 for hatching paint (1000 metres)- $10,400 for painted bike symbols (assumes $400 per symbol, 13 symbols per linear km mthe road)- $2,500 for bike lane signs (assumes $350 per sign and tab, 5 signs per linear km - spacemultiply by 2 for both sides of the road)- $3,900 for 'No Parking' signs (assumes $150 per sign, 13 signs per linear km multiply by existing and new posts. Price depends on number of stencils and signs used- $95,000 for pre-cast concrete curbs on both sides - Assume 70% of roadway to include physical delineation (700 metres per 1 linear km): 700 metres / 1.83m curb length = 382.5 pre-cast concrete curbs - 382.5 x $250 = $95,000 - Assume $125 each 1.83m long curb x 2 = $250 per linear metre of roadway (both side- $21,000 for flexible bollards - Assume 700m spacing as per pre-cast curb placement above x 2 (both sides of the ro - 700m x 2 (both sides of the road) = $1,400 - $1,400 x $150 (price per bollard) = $21,000Page 208 of 226 DESCRIPTION UNIT UNIT PRICE RANGE PRICE USED COMMENTS/ASSUMPTIONSane with Hatched Pavement ad Dietlinear KM $65,000Price for 1.5m bike lanes with 1m hatched buffer. The price assumes:- $30,000 for painted lines ($6 x 5000 metres of line paint)- $1,000 for hatching paint ($1000 metres)- $10,400 for painted bike symbols (assumes $400 per symbol, 13 symbols per linear km mthe road)- $2,500 for bike lane signs (assumes $350 per sign and tab, 5 signs per linear km - spacemultiply by 2 for both sides of the road)- $3,900 for 'No Parking' signs (assumes $150 per sign, 13 signs per linear km multiply by existing and new posts. Price depends on number of stencils and signs used.- $6 to $8 per linear metre for lane line removal (soda blasting). Price varies on markings tlane roadway.ane with Hatched Pavement es a Road Diet from a 4 Lane a 2 Lane Cross-section with a two-ne.curbs and flexible bollards in the linear km $194,620Price for 1.5m bike lanes with 1m hatched buffer (includes pre-cast curbs and flexible bollaassumes:- $48,000 for painted lines ($6 x 8000 metres of line paint)- $1,000 for hatching paint (1000 metres)- $10,400 for painted bike symbols (assumes $400 per symbol, 13 symbols per linear km mthe road)- $2,500 for bike lane signs (assumes $350 per sign and tab, 5 signs per linear km - spacemultiply by 2 for both sides of the road)- $3,900 for 'No Parking' signs (assumes $150 per sign, 13 signs per linear km multiply by existing and new posts. Price depends on number of stencils and signs used- $95,000 for pre-cast concrete curbs on both sides - Assume 70% of roadway to include physical delineation (700 metres per 1 linear km): 700 metres / 1.83m curb length = 382.5 pre-cast concrete curbs - 382.5 x $250 = $95,000 - Assume $125 each 1.83m long curb x 2 = $250 per linear metre of roadway (both side- $21,000 for flexible bollards - Assume 700m spacing as per pre-cast curb placement above x 2 (both sides of the ro - 700m x 2 (both sides of the road) = $1,400 - $1,400 x $150 (price per bollard) = $21,000- $6 to $8 per linear metre for lane line removal (soda blasting). Price varies on markings tlane roadway. Assume 1,660 metres of lane line removal for a 4 lane road: - 1000m of yellow line (centre line) per km (assume continuous line, no break at inte - 1 continuous dashed white line that separates 2 vehicles lanes (x2 for both sides o - dashed white line: 3-3 skip pavement marking (3m long with 3m spacing) = 330m lroad = 660mane with Hatched Pavement es New Road or Road dening already Plannedlinear KM $393,000Price for 1.5m bike lanes + 0.5m hatched buffers on both sides of the roadway (1.5m x 2 sassumes:- $14,000 for catch basin leads ($350 per lead x 40 catch basins per linear km)- $360,000 for asphalt and sub-base ($55/m2 = 120 x 1.5m BL x 1000 x 2)- $19,000 for signs, stencils and edge lineThe roadway project funds all other improvements.ane with Hatched Pavement t / No new road reconstruction or y plannedlinear KM $533,000 $500,000Price for 1.5m bike lanes + 0.5m hatched buffers on both sides of the roadway (1.5m x 2 sassumes:- $14,000 for catch basin leads ($350 per lead x 40 catch basins per linear km)- $360,000 for asphalt and sub-base ($55/m2 = 120 x 1.5m BL x 1000 x 2)- $19,000 for signs, stencils and edge line- $140,000 for removal and replacement of curb (140 / linear metre)The roadway project funds all other improvements.Conventional and Separated Bike Lanes - CONT'DPage 209 of 226 DESCRIPTION UNIT UNIT PRICE RANGE PRICE USED COMMENTS/ASSUMPTIONSane with Flex Bollards - Assumes on/Widening Already Plannedlinear KM $423,000Price for 1.5m bike lanes + 0.5m hatched buffers + flexible bollards on both sides of the ro3.0m). The price assumes:- $14,000 for catch basin leads ($350 per lead x 40 catch basins per linear km)- $360,000 for asphalt and sub-base ($55/m2 = 120 x 1.5m BL x 1000 x 2)- $19,000 for signs, stencils and edge line- $30,000 for flexible bollards ($150 per bollard, spaced every 10m)The roadway project funds all other improvements.ane with Pre-Cast Barrier - d or Road dening Already Plannedlinear KM $483,000 $500,000Price for 1.5m bike lanes + 0.5m hatched buffers + flexible bollards+ pre-cast and anchoreprice assumes:- $14,000 for catch basin leads ($350 per lead x 40 catch basins per linear km)- $360,000 for asphalt and sub-base ($55/m2 = 120 x 1.5m BL x 1000 x 2)- $19,000 for signs, stencils and edge line- $30,000 for flexible bollards ($150 per bollard, spaced every 10m)- $50,000 - $60,000 pre-cast curb delineators ($250 / pre-case unit 2m length + $7.5 / pins2m long x 2 = 200-250 per km depending on intersections and driveways)The roadway project funds all other improvements.surface mounted flexible post each $100 to $150 Price depends on product, volume and supplier.concrete curb 178 mm high, 216 metre longeach $250Approximately $95,000 - $100,000 per 1 linear kilometre. Assumes 70% of roadway to incl(700 metres per 1 linear kilometre):- 700 metres / 1.83 metres = 382.5 pre-cast concrete curbs- 382.5 x $250 = $95,000Assume $125 each 1.83m long curb x 2 = $250 per linear metre of roadway (both sides).concrete curb 457 mm high, 457 metre longeach $1,380Approximately $315,000 - $320,000 per 1 linear kilometre. Assumes 70% of roadway to inc(700 metres per 1 linear kilometre):- 700 metres / 3.05 metres = 229.5 pre-cast concrete curbs- 229.5 x $1,380 = $317,000concrete bullnose 457 mm high, 1.22 metre longeach $970Approximately $550,000 - $560,000 per 1 linear kilometre. Assumes 70% of roadway to inc(700 metres per 1 linear kilometre):- 700 metres / 1.22 metres = 573.8 pre-cast concrete curbs- 573.8 x $970 = $556,557cle Tracks: Raised and Curb junction with existing road surfacing projectlinear KM $500,000 - $750,000Both sides. Assumes cycle track will be implemented as part of road construction. Could inpole relocations. Other components such as bike signals, bike boxes etc. are project speciprice.cle Tracks: Raised and Curb fit Existing Roadwaylinear KM $750,000 - $1,500,000 $1,000,000Both sides. Includes construction but excludes design and signal modifications. Form of cywell as related components such as bike signals, upgrade/modification of signal controllersrelocations, bike boxes etc. are project specific and will impact unit pricerack - Retrofit Existing Roadway linear KM $750,000 - $1,000,000One side. Includes construction but excludes design and signal modifications. Form of cycwell as related components such as bike signals, upgrade/modification of signal controllersrelocations, bike boxes etc. are project specific and will impact unit priceConventional and Separated Bike Lanes - CONT'DCycle TracksPage 210 of 226 DESCRIPTION UNIT UNIT PRICE RANGE PRICE USED COMMENTS/ASSUMPTIONSransportation Multi-use path f-waylinear KM $275,000 - $375,000 $375,0003.0m wide hard surface pathway (asphalt) within road right of way (no utility relocations). Pcomplexity of project and if existing sidewalk is being removed (i.e. crushing of existing sidtrail base).Strip placed within road right-of-ve Transportation Multi-Use Path m² $150 Colour Stamped Concrete-Road Multi-Use Trail Outside of y in an Urban Setting (New)linear KM $315,000 - $630,000 $375,0003.0m wide hard surface pathway (asphalt) within park setting (normal conditions) 90mm asof scale / complexity of project.-Road Multi-Use Trail Outside of y in Urban Setting (Upgrade urface)linear KM $250,000 - $400,000Includes some new base work (50% approx.), half of the material excavated is removed froscale / complexity of project. Off-Road Multi-Use Trail Right-of-Way in Urban Settinglinear KM $195,000 - $249,000 3.0m wide, compacted stone dust surface normal site conditions. Price depends of scale / Off-Road Multi-Use Trail Right-of-Way in Rural Setting linear KM $195,000 - $249,0003.0m wide, compacted stone dust surface in complex site conditions (includes cost of cleadepends of scale / complexity of project.granular surface trail to meet cted granular trail standardlinear KM $188,000 - $215,000Includes some new base work (50% approx.) and an average of 20 regulatory signs per kiscale and existing trail conditions e.g. width, slope, location of trail, etc.e Trail Outside of Road Right-of-ed Rail Bedlinear KM $80,000 - $125,0003.0m wide, compacted stone dust surface, includes signage along trail and gates at road cis still in place. Price depends of scale / complexity of project. Multi-use Trail in a Woodland linear KM $175,000 2.4m wide, compacted stone dust surface. Price depends of scale / complexity of project.ng (for multi-use pathway) m² $8.00 Varies depending on a number of factors including site access, disposal location etc.linear KM $500,000 $500,000Price for 1.5m concrete sidewalk. Include site prep., select utility relocation, minor drainagecontrol. This assumes sidewalk on one side of the street.ssing each $5,000 - $8,000 4 to 8m longort) each $8,000 - $15,000 Boardwalk style construction, straight beam span, up to 6m longdium) each $15,000 - $20,000 10 - 20mal Bridge (Short) each $20,000 - $50,000 Weathering Steel, Single span, box truss style, 10 to 20m longal Bridge (Medium) each $75,000 - $150,000 Weathering Steel, Single span, pony truss style, 20 to 30m longal Bridge (Long) each $200,000 - $350,000 Weathering Steel, Single span, box truss style, 30 to 50m longmall) each $1,000,000 - $3,000,000 Metal or Wood Structure, single span 10 to 50m longedium) each $3,000,000 - $5,000,000 Metal or Wood Structure, single span 50 to 100m longarge) each $5,000,000 - $10,000,000 Metal or Wood Structure, single span 100 to 200m longian Signal each $150,000 - $180,000Traffic control signal systems that are dedicated primarily to providing traffic gaps for pedeas pedestrian signals at mid-block pedestrian crossings.over 1 each $25,000 - $35,000Similar to Level 1 Type A PXO based on OTM Book 15. Assume two push buttons ($10,00and civil engineering elements including tactile plates, concrete ramp, signage, stencils anover 2 each $30,000 - $40,000Similar to Level 2 Type B PXO based on OTM Book 15. Assume rapid flashing beacons ($($3,500), concrete ramp ($3,000), signage ($2,800), shark teeth ($1,200) and pavement crover 3 each $30,000 - $40,000Level 2 Type C PXO based on OTM Book 15. Assume back to back signs, solid white linesreflecting beacon.over 4 each $10,000 - $15,000Level 2 Type D PXO based on OTM Book 15. Assume back to back signs, tactile plates, steeth.$4,000 - $6,000 Assume 8 signs, shark teeth and solid white line markings.g$2,500 - $3,500Assume adjustment of existing curb cuts to accommodate 3.0m multi-use pathway, comme3 500 without green thermoplastic) and driveway with green thermoplastic($40005000)Active Transportation Paths and Multi-Use Trails2.0 PEDESTRIAN FACILITIES3.0 STRUCTURES AND CROSSINGSPage 211 of 226 DESCRIPTION UNIT UNIT PRICE RANGE PRICE USED COMMENTS/ASSUMPTIONSeach $10,000 - $20,000 Average price for basic refuge with curbs, no pedestrian signalshool Crossing each $10,000 - $25,000 Average price for removing existing school crossing and repainting in a new locationrossing with gate each $60,000 - $100,000 Assume surface treatment, standard gate and signagerossing with automatic gate each $100,000 - $300,000 Assume surface treatment, flashing lights, with or without motion sensing switch and automay crossing each $500,000 - $1,500,000 Assume 4m wide, unlit culvert style approx. 10m long for single elevated railway trackization each $160,000 - $200,000 Assume full signalization of intersection with potential to add cycling facility and improvemestrian / Bike Signal each $72,000 - $88,000Assume average price for intersection pedestrian signal. Assume partial rebuild of intersecrealignment of ducts and poles.under 4 lane road each $1,000,000 - $1,200,000 Guideline price only for basic 3.3 m wide, lit.ngineered m² $1,200 Face metre squaredatural m² $1,200 Face metre squaredlinear KM $4,500 - $5,500linear KM $2,000 - $3,000Page 212 of 226 DESCRIPTION UNIT UNIT PRICE RANGE PRICE USED COMMENTS/ASSUMPTIONSper road crossing) each $4,000Heavy duty gates (e.g. equestrian supported step over gate). Price for one side of road - 2 Typically only required in rural settings or city boundary areaseach $2,000 "P"-style park gatedeach $500 - $750 Basic style (e.g. 75mm diameter galvanized), with footing. Increase budget for decorative at road crossing each $1,200 Price for one side of road (2 required per road crossing)ot at staging area (15 car each $45,000Basic granular surfaced parking area (i.e. 300mm granular B sub-base with 150mm granulbumper curbs. Includes minor landscaping and site furnishings, such as garbage receptaclinear M $60 1.5m height with peeled wood postslinear M $90 - $110 Galvanized, 1.5m heightution Signage (off-road pathway) each $200-300 300mm x 300mm metal signboard c/w metal "u" channel posterpretive sign each $2,400Does not include graphic design. Based on a 600mm x 900mm typical size and embedded40% less for aluminum or aluminum composite panelkeach $2,000 - $10,000Wide range provided. Price depends on design and materials selected. Does not include dsignboardsging area kiosk sign each $1,500 - $2,000Typical production cost, does not include graphic design (based on a 900mm x 1500mm typolymer material). Up to 40% less for aluminum or aluminum composite panelal signeach $350 - $500 Bollard / post (100mm x100mm marker), with graphics on all 4 sidesgneach $250 Bollard / post (100mm x100mm marker), graphics on one side onlygnlinear KM $1,000 Price for both sides of the path, assumes one sign on average, per direction of travel everyeach $300 Price for one side of road.each $10,000 - $20,000 Assume large signage/map feature, control barrier, seating, bike parking, supply of materiaeach $6,000 - $12,000 Assume small to medium signage, control barrier, bike parking, supply of materials, and ineach $5,000Assume a wayfinding/regulatory sign board, extended gravel shoulder or other informal pacars, supply of materials, and installation. and Ring style)each $150 - $250 Holds 2 bicycles , price varies depending on manufacturer (includes installation).yle)each $600 Holds 2 bicycles , price varies depending on manufacturer (includes installation).each $1,800 Holds 6 bicycles, price varies depending on manufacturer (includes installation).each $3,000 Price varies depending on style and size. Does not include concrete mounting pad.each $2,500Price for installation including labour and equipment. Price also includes materials e.g. twocabinet, bike loop (wire and sealant), cable to traffic cabinet, handhole and conduit. e parking space with bollards) each $1,500 - $2,900Price may vary from $1,500 (galvanized finish with the mad shield corrosion warranty) to $the mad shield corrosion warranty) for one parking space.per 25 m $5,000 Includes cabling, connection to power supply, transformers and fixtures.t / Support Poleeach $4,000 Adjustment of pole offset (distance between pole and roadway).al Pole / Utility Boxeach $8,000 Adjustment of pole offset (distance between pole and roadway).each $400 Price for durable paint. Sharrow symbol with green pavement markingeach $400 Price depends on volumelinear M $6 Price for durable paint.aintinglinear M $6 N/Aeach $1,500Price may vary depending on road cross-section (e.g. two lane roadway, four lane roadwayinstalling a bike box on the approach of an intersection using a bike stencil and durable e.g($250 / each). Price also include estimate to move stop-bar back to provide space for bike 5.0 SIGNAGE6.0 BICYCLE PARKING INFRASTRUCTURE7.0 LIGHTING AND UTILITIES8.0 PAVEMENT MARKINGS9.0 OTHER4.0 BARRIERS AND ACCESS CONTROL FOR MULTI-USE TRAILS OUTSIDE OF THE ROAD RIGHT-OF-WAYPage 213 of 226 DESCRIPTION UNIT UNIT PRICE RANGE PRICE USED COMMENTS/ASSUMPTIONSbing m² $15each $1,000 - $2,000 Price varies depending on style and size. Does not include footing/concrete mounting padRubrail linear M $300 1.4m height basic post and rail stylelvert each (6 m) $1,200 Price range applies to 400mm to 600mm diameter PVC or CSP culverts for drainage beloweach $110 Should be placed at 10m intervals where required. Cost depends on product type used.each $4,000 - $6,000Includes wood picnic table with metal frame and concrete pad. This cost includes the suppinstallation. ing Receptacle each $500 - $5,000Assume waste and recycle receptacles are in a range between steel drum and high end noassumes 1 per minor and major entry points.cy Beacon Station each $5,000 - $10,000 Assume elements including cellular beacon station, cabling, connection to power supply aneach $30,000 - $40,000 Assumes washroom structure with single toilet and sink and excludes water and sewer coneach $35,000 - $45,000Assumes washroom structure with single toilet, subsurface chamber and sub-surface cleaneach$10,000 - $15,000 Concrete structure with pump out designit fees are additional.al design purposes only, include installation but exclude contingency, design and approvals costs (unless noted) and reflect 2023 dollars, based on projects in southern Ontario.he cost of property acquisitions, signal modifications, utility relocations, major roadside drainage works or costs associated with site-specific projects such as bridges, railway crossings, retaining walls, anental conditions and topography.Page 214 of 226 Shoulder 200,000.00$ 60,000.00$ 30,000.00$ 290,000.00$ se Path (In-Boulevard) 375,000.00$ 112,500.00$ 56,250.00$ 543,750.00$ d Multi-Use Trail 375,000.00$ 112,500.00$ 56,250.00$ 543,750.00$ d Separated Bike Lane 500,000.00$ 150,000.00$ 75,000.00$ 725,000.00$ k 500,000.00$ 150,000.00$ 75,000.00$ 725,000.00$ ncy Cost (Percentage) 30%and Approvals Cost (Percentage) 15%e Cells: Unit prices, Contingency Cost and and Approvals Cost percentages can be d.oad Separated Bike Lane Costs can range 165,000 - $500,000 depending if road ng is required or if space between existing being reallocated.Page 215 of 226 roposed On-Road and Off-Road Cycling and Trails Network by Facility Type and Phase (Includes Contingency and Design) ST Length ST Cost LT Length LT Cost Total Len 23.7 $996,065 5.7 $238,143 29.4 31.5 $54,821 0.0 $0 31.5 1.5 $429,576 2.1 $616,225 3.6 7.4 $4,041,205 2.3 $1,246,673 9.7 5.3 $3,821,417 2.2 $1,583,735 7.5 69.4 $9,343,085 12.3 $3,684,776 81.6 9.1 $6,583,065 24.1 $17,442,420 33.1 9.1 6,583,065$ 24.1 17,442,420$ 33.1 24.4 $13,281,659 11.1 $6,031,133 35.5 24.6 24.4 $13,281,659 11.1 $6,031,133 60.1 102.9 29,207,809$ 47.4 27,158,329$ 174.9 N/A N/A N/A N/A 15.7 N/A N/A N/A N/A 15.7 102.9 $29,207,809 47.4 $27,158,329 190.7 etwork and Programming Elements Short-Term (0 to 10 Years) Long-Term (11 to 20+ years) Total 29,207,809$ 27,158,329$ 56,366,138$ 950,000$ 200,000$ 1,150,000$ 30,157,809$ 27,358,329$ 57,516,138$ Sidewalk Subtotal Town + Region Total Subtotal assume that the roadway is already being widened. Costs for widening the roadway platform are not included. rated bike lanes can range from $165,000 - $500,000 depending if road widening is required. For this exercise, $500,000 per km is assumed. Detailed des type (e.g. separated bike lane could become a multi-use path or cycle track instead). cycling facilities on York Region roads are the responsibility of York Region, cost of multi-use paths (MUPs) will be a local cost or cost-shared with the Reg (Yonge St. from Bloomington Rd. to the CN rail corridor and Wellington St. from Bathurst St. to John West Way) are included in the local-on road short-t ons identified are not included and require a more detailed feasibility study /class EA to identify cost estimates. pendent on the type and timing of infrastructure implementation and would be in addition to the costs in this table. d Cycling Facility or MUP (TBD) ST LT Subtotal own of Aurora Subtotal ork ed Route (Shared Roadway) Bike Lane Paved Shoulder ti-Use Path (In-Boulevard) Road Separated Bike Lane Off-Road Multi-Use Trail Desire Lines k Subtotal ented in the interim as urban shoulders forming part of a signed cycling route.o identify potential future trail corridors that are currently on private property but which the Town pportunity presents itself if or when these lands become available or are redeveloped in the future. As approximate and subject to changes. The actual location and distances will be determined from the ess.nd shared roadways on Regional roads where facility upgrades are recommended as part of the ATMP e Regional Cycling Network lengths in this table to avoid double counting facility lengths. interim solution to implement buffered bike lanes but the ultimate facility type is recommended to e long term.Short-Term (0 to 10 years) Long-Term (11 to 20+ years)Page 216 of 226 Appendix BBike Share Feasibility StudyNote: to be added upon completion of theedits to the draft Bike Share Feasibility StudyPage 217 of 226 Appendix CSidewalk Gap EvaluationPage 218 of 226 Â¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾lÂ¾l¾Æ¾Æn¾Æn¾Æn¾Æn¾Æn¾Æn¾Æn¾Æn¾Æn¾Æn¾Æn¾Æn¾Æn¾Ænμiew Tr Engelhard Dr Beacon Hall DrEdward StEdward StPoplar CresMosaics AveTemperance StYONGE STREETChild Dr Drwford se Dr VANDORF SIDEROAD VMurray DrBAYVIEW AVENUEPoplar CrtAveWay River Ridge BlvdTamarac TrStone RdStone RdFalconwoodHollowfe CresWells StCliftRd Mark StChapman CrtAlderGrMillcliff CirHawtinLnPinehurstCrtGeorge StMcDonald DrMilloy PlMonkmanCrtFleuryStCivicSquareGtJohn West WayFife RdWater Well LnPrimeau DrCrtCrtMark StIndustrial Pkwy SCousins Dr EBirchCrtCedar CresSpruce StIrwin AveMachell AveMaple StWellsSt NMosley StWells StGurnett StCousins DrConnaught AveCrow'sNest GtEngelhard DrCameron Ave Catherine AveCollins CresHarrison AveMetcalfe StVictoria StLarmont StWaltowy N AmberhillWay ADunhamCresMill StHaida Dr NavanCresBoulding DrSunrayPlReuben StKennedy St WGeorge StHillview RdHawthorne LnDodie StHarriman RdTyler StHammondDr BellDrHilldale RdAuroraHeightsDlside DrAndersonPlMurray DrHighland Crt BrittonTrBonnellCresEganCresKitimaFoCrRansom StFurbacherLnIberCrtVataCr tWenderlyDrDunning AveEdward StAllaura BlvdAlmIndustrial Pkwy SHunting TrJarvisAveBanburyCrtSanduskyCresFairway DrDanbrookCrtGlenview DrSpringburnCresCorbettC res Cossar DrNisbet DrBailey Cres Milgate PlL e e GtPoplarCresCaseyCrtDavis RdDavidson RdJonesCrt DevlinPlTeasdale Crt ArdillCresDrRichardson DrMilestone CresCarusoGdnsBrooklandAveRoyal RdSpyglas s CrtMurray DrGolf Links DrDeerglen TerrJames Henry DrArcherhill C ir Oct obe r Ln ThompkinsCresJasper DrSpringfairAveMilestone CresCrossing Bridge PlSenator Crt SandlewoodCrtWyatt LnLongthorpeCrtCariTimpson Dr Kennedy St WrRichardson DrHaAmeAmeConover Ave Zokol DrMartell GtBarr CresZokol DrMcRickard StVines PlVines PlWilesCrtMurray DrAlberyCresLoringDoolittleCrtCarisbrookeCirIndustrial Pkwy SIndustrial Pkwy SMillcliff CirStrawbridge Farm DrHackwoodCres ColytonCrtMatch Point CrtTimberlaneBlvdAlex Gardner Cironwoodw Crtiam Crossley CrtGeorge StWilliam Heath CrtJohn Bradbury CrtKen SinclairCresRoy BenjaminCrtCadenceStChas Smith StBergamoCrtRailway/GO Transit LineTOWN HALLAURORACOMMUNITYCENTRELIBRARYFIRESTATIONCHAMBER OFCOMMERCE115SOCCERBUBBLESENIORSCENTREGOTransitStationH.E.P.C.ChurchStAuroraCulturalCentreHuron CrtTecumRansomCrtKennedy St EScanlon CrtCentre StCentre StBerczy StIndustry StMary StMary StHutchinsonRdPatrick DrWebster DrStoddart DrAdairDrWELLINGTON STREET EASTW AuroraHS Joseph ESHoly SpiritESAuroraGrove PSGeorge Street PSgencyes PSDr. G.W.Williams SSChurchStreetMontessoriAuroraSeniorPSOur Lady of Grace ESSt MaximilianKolbe CHSThe Montessori SchoolFoundationsPrivateSchoolJeanLions ParkFleury ParkTimbersParkBillingsWellSandusky ParkJackWoodParkHighlandFieldGolf Glen ParkLionsParketteVandorfWoodlotDavidEnglishParkderationarkAuroraCommunityGardenDeerglenTerraceParketteAurora WarMemorialPeace ParkSheppards BushConservation AreaTown ParkRotaryParkCousinsParkMcMahonParkaracenAllianceForestJames LloydParkAuroraArboretumElizabethHader ParkHerbMacKenzieParketteTemperanceStreetParketteQueen'sDiamondJubileeParkPage 219 of 226 levard, Suite 300, Richmond Hill, ON, CA L4B 1J8 ation PROPOSED YEAR OF CONSTRUCTION SIDEWALK GAP LENGTH (in metres) From To Side Walk Score Transit Score Connection to Neighbour-hood Proximity2020 80.33 Davidson Road/Bailey Crescent Richardson Drive North/East 51 45 2020 231.81 Davidson Road Adair Drive West/South 45 45 2020 83.93 Child Drive Holman Crescent West 21 36 n/a 6294.82 North Town Limit Bloomington Road West East 8 26 No - n/a 2294.39 Benville Crescent Stone Road (north leg) West 29 35 Yes School / Trailn/a 1771.83 Vandorf Sideroad Wellington Street East East n/a 391.36 St. John’s Sideroad North Town Limit East n/a 160.08 Metcalfe Street Mosley Street West 65 51 No GO Transit Station / Parkn/a 1921.78 Yonge Street Bayview Avenue North n/a 3175.05 Bayview Avenue East Town Limit North n/a 404.86 Jasper Drive Jasper Drive East/South 56 50 Yes 2 Schools / Community Cen/a 264.84 Springburn Crescent Murray Drive West/South 56 44 Yes 2 Schools / Park2020 344.34 Murray Drive Adair Drive East/North 47 44 n/a 619.00 Woodland Hills Blvd Woodland Hills Blvd North/South/West 2 12 No - 2019 704.98 Yonge Street Dunning Avenue East/South 70 51 2020 235.78 Wellington Street West Tyler Street West 63 51 2019 678.79 Bathurst Street Watts Meadow South 25 38 n/a 309.52 George Street West Terminus South 62 50 No School / Park2020 390.96 Glass Drive Baldwin Road East/North 27 35 n/a 89.60 Webster Drive / Patrick Drive Richardson Drive East 31 41 Yes 2 Schools / Park2020 1810.55 Centre Street [Wellington St E]* St John's Sideroad West 32 48 2019 2163.06 Vandorf Sideroad Industry Street West 41 48 1232.84 Yonge Street Vandorf Sideroad Both sides 2023 88.13 Mary Street South Terminus East 56 51 2020 361.29 Holman Crescent Baldwin Road North/South/West 21 38 2019 306.47 Tecumseth Drive Tecumseth Drive West/North 63 49 Yes School / Community Centn/a 520.57 Seaton Drive Seaton Drive South/East 15 32 Yes 2 Schools / Park / Retiremn/a 253.39 Don Hillock Drive Wellington Street East East n/a 1029.62 Wellington Street East State Farm Way Both sides n/a 3642.81 State Farm Way North Town Limit Both sides n/a 343.77 Gateway Drive Kirkvalley Crescent East/West/North 53 35 Yes School / Business Plazan/a 226.64 Seaton Drive Simmons Crescent West 17 29 Yes 2 Schools / Park / Retiremn/a 342.35 Glass Drive Hutchinson Road East/South 47 44 Yes 2 Schools / Park / Retiremn/a 4170.75 Yonge Street Bathurst Street Both Sides 35 43 No - n/a 5955.43 Bayview Avenue East Town Limit Both sides n/a 255.73 Fairway Drive Nisbet Drive East 63 46 Yes 2 schools / park / RetBusiness Plazan/a 267.00 Bayview Avenue 300 metres east of Bayview Avenue North n/a 95.04 Monkman Court Bayview Avenue South n/a 318.97 Patrick Drive Hutchinson Road North/South/West 41 42 Yes 2 Schools / Park / Retiremn/a 603.95 Bathurst Street McLeod Drive North 45 45 No - n/a 400.43 First Commerce Drive Aurora Carpool Lot North n/a 2767.14 Bayview Avenue Aurora Carpool Lot South 2026 561.96 Bathurst Street St John's Sideroad North/East 3 10 n/a 3908.82 Bloomington Road GO Transit rail bridge Both sides 84 52 No Grocery/ Business Plazapriority sidewalk haps are included in the long-term phase.Page 220 of 226 PROPOSED YEAR OF CONSTRUCTION SIDEWALK GAP LENGTH (in metres) From To Side Walk Score Transit Score Connection to Neighbour-hood Proximityn/a 170.95 GO Transit rail bridge Henderson Drive West 84 52 No Grocery/ Business Plazan/a 791.97 185 metres north of Batson Drive St. John’s Sideroad East 84 52 No St Andrew's College / Busn/a 166.82 Batson Drive 185 metres north of Batson Drive East 84 52 No St Andrew's College / Busn/a 219.76 170 metres north of St. John’s Sideroad North Town Limit East 84 52 No St Andrew's College / Busn/a 352.11 St. John’s Sideroad North Town Limit West 84 52 No St Andrew's College / BusP TOTAL: 53.78 km * Source of information in square brackets: Town of Aurora's Ten Year Road Reconstruction MapPage 221 of 226 100 John West Way Aurora, Ontario L4G 6J1 (905) 727-3123 aurora.ca Town of Aurora Memorandum Planning and Development Services Re: Request for Traffic Calming Measures and All-way Stop Control on Tamarac Trail To: Active Transportation and Traffic Safety Advisory Committee From: Michael Ha, Transportation and Traffic Analyst Date: March 27, 2024 Recommendation 1. That the memorandum regarding Request for Traffic Calming Measures and All-way Stop Control on Tamarac Trail be received; and 2. That the Active Transportation and Traffic Safety Advisory Committee comments regarding Request for Traffic Calming Measures and All-way Stop Control on Tamarac Trail be received and referred to staff for consideration and further action as appropriate. Background In response to requests received from an area resident, staff have undertaken traffic calming and all-way stop controlled intersection warrant assessments on Tamarac Trail between McClellan Way and Henderson Drive (Attachment 1). Town staff completed traffic calming warrant analyses following the procedures and methodologies outlined in the Town’s Traffic Calming Policy at the following locations:  Tamarac Trail east of Ardill Crescent  Tamarac Trail west of Albery Crescent  Tamarac Trail west of Milgate Place An all-way stop control warrant assessment has been undertaken at Albery Crescent at its westerly intersection with Tamarac Trail following the procedures and methodologies outlined in the Ontario Traffic Manual (OTM) Book 5 – Regulatory Signs. Page 222 of 226 Request for Traffic Calming Measures and All-way Stop Control on Tamarac Trail March 27, 2024 Page 2 of 4 Analysis Tamarac Trail is a two-lane local road with single lane per travel direction. It has an urban cross-section with curbs on both sides of the road. A sidewalk is provided on the north side of the road and the existing pavement width is 8.5 metres. The posted speed limit is 40 km/h. Traffic Calming Assessment As set out in the Town’s Traffic Calming Policy, there are three requirements (warrants) that must be met for traffic calming measures to be considered: Warrant No. 1 (Petition): To ensure that residents in the immediate area are in support of traffic calming measures. The minimum threshold is 70% of households on the street. Warrant No. 2 (Safety Requirements): To ensure traffic calming measures are installed to improve traffic safety. A continuous sidewalk must be on at least one side of the street and the road grade be less than 5%. Warrant No. 3 (Technical Requirements): To ensure that traffic calming measures are implemented on streets that have a proven need for such measures. The 85th percentile speed over a seven-day period must be a minimum of 15 km/h over the posted speed limit, and the minimum traffic volume is 1,500 vehicles per day. The subject locations have satisfied warrant no. 1 and warrant no. 2. Traffic data was collected at the subject locations over a seven-day period to complete warrant no. 3 (Table 1). Page 223 of 226 Request for Traffic Calming Measures and All-way Stop Control on Tamarac Trail March 27, 2024 Page 3 of 4 Table 1: Traffic Calming Warrant Analysis Summary (Warrant no. 3) Locations Requirements Yes / No No. Descriptions Minimum Speed (85th Percentile Minimum 15 km/h Over Posted Speed Limit) Minimum Volumes (Between 1,500 and 8,000 Vehicles Per Day) 1 Tamarac Trail east of Ardill Crescent 13 km/h Over Posted Speed Limit 1,862 Vehicles Per Day No 2 Tamarac Trail west of Albery Crescent 13 km/h Over Posted Speed Limit 1,999 Vehicles Per Day No 3 Tamarac Trail west of Milgate Place 10 km/h Over Posted Speed Limit 2,220 Vehicles Per Day No Based on the requirements outlined in the Traffic Calming Policy, traffic calming measures are not warranted at the subject locations on Tamarac Trail. All-way Stop Control Assessment In response to the request to convert the intersection of Tamarac Trail and Albery Crescent (at its westerly end) from a two-way stop to an all-way stop controlled intersection, staff have undertaken warrant assessments in accordance with OTM Book 5 using vehicle and pedestrian data collected during the weekday morning peak period (6:30 AM to 10:30 AM) and afternoon peak period (2:30 PM to 6:30 PM). In accordance with OTM Book 5, installation of an all-way stop control can be considered if one of the following warrants are met: Volume Warrant (Table 2):  Total vehicle volume on all intersection approaches exceeds 200 for each of the highest four hours recorded.  The combined vehicle and pedestrian volume on the minor street exceed 75 units per hour (vehicles plus pedestrians) for each of the same four hours.  The minor street volume (vehicles plus pedestrians) must not be less than 25% of the total volume entering the intersection as measured over the entire four- hour count period. Page 224 of 226 Request for Traffic Calming Measures and All-way Stop Control on Tamarac Trail March 27, 2024 Page 4 of 4 Table 2 – OTM Book 5: Volume Warrant (All-way Stop) Warrant Criteria Minimum Threshold Recorded Volumes Warrant Warrant 1: Total vehicle volume on all intersection approaches exceeds 200 per hour for each of the highest four hours of the day 200 vehicles Hour 1: 216 Hour 2: 184 Hour 3: 181 Hour 4: 158 No Warrant 2: The combined vehicle and pedestrian volume on the minor street exceed 75 units per hour (vehicles plus pedestrians) for each of the same hours as Warrant 1 75 vehicles and pedestrians Hour 1: 7 Hour 2: 9 Hour 3: 4 Hour 4: 7 No Warrant 3: The minor street volume must not be less than 25% of the total volume entering the intersection as measured over the entire four-hour count period. 25% split 6% Split No All Warrants Satisfied No Collision Warrant: For the purposes of this warrant, a high accident frequency is an average of four collisions per year over a three-year period. Based on the information provided by York Regional Police, no collisions have been reported at the intersection of Tamarac Trail and Alberty Crescent for the past three years. Based on the requirements outlined in the OTM Book 5, the conversion of the intersection of Tamarac Trail and Albery Crescent from a two-way stop control to an all- way stop control is not warranted. Attachments Attachment 1 – Traffic Calming and All-way Stop Control Assessment Locations Page 225 of 226 Attachment 1Page 226 of 226