7.5 Advantages and Advantages and Disadvantages Disadvantages

Dillon Consulting Limited Page 75 Sorensen Gravely Lowes Planning Associates Inc. Altus Clayton

Phases 2 & 3, & Addendum

Urban Structure Plan Options for West Whitby

7 . 57 . 5 A d v a n t a g e s a n d A d v a n t a g e s a n d

D i s a d v a n t a g e sD i s a d v a n t a g e s Table 22 summarizes the advantages and disadvantages of each option based on the evaluation of Table 16.

Dillon Consulting Limited Table 22-1 Sorensen Gravely Lowes Planning Associates Inc. Altus Clayton

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

Table 22. Advantages and Disadvantages of Options 7 to 12

Advantages Disadvantages Option 7: Lakeridge / Halls Road

New road network has greatest ability (along with Option 11), to address existing and future network deficiencies.

Good compatibility between new uses and existing residential to the east.

Second lowest total per capita municipal cost. New neighbourhoods are well connected to

each other, and existing residential areas to the east.

Limited north-south road connection with only one major arterial road.

Highway visibility is limited for some employment areas.

Living Areas immediately abutting the Link raise incompatibility concerns.

No separation between residential and the Link causes incompatibility issues.

Option 8: Lakeridge / Halls Road Offers greatest amount of jobs Greatest ability to contribute to a balanced

job to people activity rate, equally with Option 11.

New neighbourhoods are well connected to each other, and existing residential areas to the east.

Limited north-south road connection with only one major arterial road.

Highest total per capita municipal cost. Least ability to accommodate Regional urban

population targets.

Option 9: MTO Technically Recommended Route & Halls Road Good north-south connectivity by two higher

level arterial roads. Offers good highway visibility for employment

lands. Living Areas are not located immediately

abutting the Link. Mid-range ability to meet PPS growth

requirements. Good incentive for the private sector to build

new Type B arterial (Halls Road) including CPR grade separation, and Type C roads – these roads are needed to service all employment areas north of Dundas Street.


Second highest total per capita municipal cost.



Table 22. cont’d Advantages Disadvantages Option 10: MTO Technically Recommended Route & Halls Road

Good north-south connectivity by two higher level arterial roads.

Greatest ability to support Regional urban population target– equally with Option 12.

Neighbourhoods are well connected to arterial roads that offer opportunity for neighbourhood scale commercial at major intersections.


Highway visibility is limited for some employment areas

Living Areas immediately abutting the Link raise incompatibility concerns. Offers least amount of jobs, equally with Option 12.

No incentive for the private sector to invest in infrastructure required to kick-start employment areas because Living Areas are separated from Employment Areas by the Link.

Option 11: Coronation Road New road network has best ability to address

existing and future network deficiencies, equally as Option 7.

Provides the most comprehensive network in the study area, with separation of local and through traffic, equally as Option 12.

Best ability to offer a range of transportation choices, out of all addendum options.

Good north-south and east-west road connections.

Few physical barriers for pedestrian connectivity.

Offers greatest highway visibility for employment lands, and best accessibility to highway and arterial roads.

Living Areas are not located immediately abutting the Link. Least impact on environmental features by new infrastructure.

Offers second greatest amount of jobs, after Option 8.

No incentive for the private sector to invest in infrastructure required to kick-start employment areas south of Rossland Road

Potential compatibility problems with existing residential areas to the east between Dundas Street and Rossland Road.



Table 22. cont’d Advantages Disadvantages

Option 11: Coronation Road (cont’d) Greatest ability to contribute to a balanced

job to people activity rate, equally with Option 8.

Neighbourhoods are well connected to arterial roads that offer opportunity for neighbourhood scale commercial at major intersections.


Least potential for incompatibility issues between new residential and employment areas along with Options 8 and 9.

Causes least environmental impact, equally with Option 12.

Option 12: Coronation Road Best ability to offer a range of transportation

choices, out of all addendum options. Provides the most comprehensive network in

the study area, with separation of local and through traffic, (along with Option 11).

Good north-south and east-west road connections.

Little barriers to offer accessible public transportation.

Few physical barriers for pedestrian connectivity.

Employment areas have good highway and high level arterial road accessibility.

Least impact on environmental features by new infrastructure.

Lowest total per capita municipal cost. Greatest ability to support Regional urban

population target (ability to accommodate the greatest amount of people) – along with Option 10.

Good ability to create complete neighbourhoods that are big enough to accommodate supporting community services.

Highway visibility is limited for some employment areas.

Living Areas immediately abutting the Link raise incompatibility concerns. Offers least amount of jobs, along with Option 10.

Least ability to accommodate a balanced jobs to people activity rate, along with Option 10.

No incentive for the private sector to invest in infrastructure required to kick-start employment areas because Living Areas are separated from Employment Areas by the Link.



Table 22. cont’d Advantages Disadvantages

Option 12: Coronation Road (cont’d) Neighbourhoods are well connected to

arterial roads that offer opportunity for neighbourhood scale commercial at major intersections.


Little incompatibility issues between new residential and employment areas.


Causes least environmental impact, equally with Option 11.




7 . 67 . 6 C o n c l u s i o n sC o n c l u s i o n s

From the evaluation, Option 11 Coronation Road was the most preferred option for a variety of reasons including:

Greatest ability to balance population and jobs;

Offers greatest highway visibility and good accessibility for employment lands;

Best ability to address existing and future road network deficiencies; and,

Has the best ability to offer a range of transportation choices.

However, in three key respects, it is not preferred. First, it has the third highest per capita infrastructure cost. Second, there is no incentive for the private sector to provide infrastructure for the employment areas south of Rossland Road. Third, a potential compatibility concern is created between the employment area south of Rossland Road and the existing residential area to the east. Option 9 MTO Technically Recommended Route and Halls Road was the second most preferred. One benefit it offers over Option 11 is the distribution of Living Areas north and south of Rossland Road. Having Living Areas immediately adjacent to Employment Areas creates good incentive for the private

sector to build the necessary infrastructure to kick-start employment lands. This infrastructure includes the new Type B arterial (Halls Road) and Type C roads, which are needed to service all employment areas north of Dundas Street. It also ranked well in land use compatibility due to the use of new residential lands as a buffer to existing residential areas. However, Option 9 has the second highest per capita cost.

Option 12 Coronation Road is third preferred. The road network is similar to Option 11, which means it offers some of the same advantages as Option 11. The differences are largely with respect to the amount of employment versus living area lands. As a result, Option 12 scored better on incompatibility since Living Area is proposed all along the eastern study area interface which abuts existing residential. The Freeway Link TRR acts as the land use separator between the two new uses. However, without some employment lands, east of the Freeway Link Option 12 offers the least amount of jobs, and therefore, poor ability to meet a balance of jobs to people. The remainder of the Employment areas are small, and are restricted from good highway visibility, leading to employment lands that may not be viable. Finally, there is little incentive for the private sector to front-end infrastructure to help kick-start Employment Areas since the Environmental System and the Link




separate the two new uses. There is no incentive for developers of the Living Areas to extend infrastructure westward beyond the Link. Hybrid Option a Clear Preference It is clear that to create the best option for West Whitby a hybrid option is required. This could be achieved though a revision to Option 11, which uses Coronation Road between Rossland Road and Dundas Street as the land use separator between Employment and Living Areas. This hybrid option is illustrated on Figure 18. It provides for 317 ha of Living Area (developable and potential), which could accommodate 16,500 people; and provides for 230 ha of Employment area (developable and potential) with opportunity for 7,000 jobs. Combined, the hybrid option has the opportunity to provide 23,500 people and jobs, or 43 people and jobs per hectare. The developable Employment and Living Areas is summarized in Table 23. With this hybrid option, the three disadvantages of option 11 are overcome. The increased population lowers the per capita infrastructure costs; the residential development increases the incentive for the private sector to build the road, sewer and water infrastructure necessary for the employment area; and the new residential development will create a compatible

interface with the existing residential neighbourhoods to the east. In addition, maintaining an area of employment immediately abutting the Freeway Link TRR, west of Coronation Road establishes a highly visible and attractive area to industry while creating a buffer between the noise of the freeway and the new and existing residential areas to the east. As shown on Figure 18, Coronation Road has been shifted slightly to the west, south of the railway to avoid a natural heritage feature; and Burns Street is aligned to be consistent with the recommendations of the environmental assessment report titled, 407 East Environmental Assessment: Review of MTO Highway 407 Technically Recommended Route by Dillon Consulting (November 2007). As well, north of the railway, three possible alignments are conceptually shown for Coronation Road. The purpose of these alternative alignments is to minimize the partition of the new Living Areas by an arterial road. The determination of which is the most appropriate alignment can be determined at the Secondary Plan stage through detailed land use and routing analysis, and following confirmation of the Highway 407 Link alignment and adjacent network modification and provisions.

401

T O W N O F W H I T B Y

Audle

y Rd

Potential Future GO Station

Coun

try La

ne

1

2

3

Dundas St W

Taunton Rd W

Rossland Rd W

Broc

k St N

Halls

Rd N

Broc

k St S

Dundas St E

Taunton Rd E

Rossland Rd E

Baldw

in St

S

Lyndebrook Rd

Coron

ation

Rd

Conlin Rd

Broc

k St N

Lake

ridge

Rd.

N.

Bonacord Ave

Twin Streams Rd

Canadian Pacific Rail

Canadian National Railway

Urban Structure Plan Figure 18: Preferred Option, Coronation Road Hybrid

Map NotesCreated by: PJK/SFGChecked by: AMJDate Modified: January 11, 2007

Scale

Data SourcesData provided by the Region of Durham, Town of Whitby, Ministry of Natural Resources and Central Lake Ontario Conservation Authority.

Background Planning Studies forWest WhitbyWest Whitby

0 500 1,000250Meters

I:\GIS\054559 West Whitby\Phase 3\MTO Option\270807\Coronation Road Option 11 Hybrid 21.mxd

Potential GO Station

MTO Technically Recommended RouteFuture Grade Separation

Environmental System

Potential Living AreaLiving AreaExisting Living AreaStudy Area Boundary

Potential EmploymentEmployment

Note: All roads are 2 lanes where not specifically noted

Future Road

Existing Roads

Type BType CCollector

Type A (4 Lanes)Type A (6 Lanes)

Type B (4 Lanes)

Collector

Type B Type C

Areas with Potentialfor Floodplain Reduction(Subject to further study)

1 Conceptual option for north end of Coronation Road




Table 23. Preferred Coronation Road Hybrid Option Land Use Areas: Employment, Living, and Land taken by the Link. Employment Area (ha) Living Area (ha) Total Land Use Area (ha) Land

Taken by Link (ha)

Developable Potential*

Developable Potential*

Developable Developable and Potential*

156 74 274 43 430 546 189 * Potential developable areas are subject to further study.

Documents

7.5 Advantages and Advantages and Disadvantages Disadvantages