THE REGIONAL MUNICIPALITY OF YORKarchives.york.ca/councilcommitteearchives/pdf/report 2 january 32.pdfthe rideshare matching service. 3.2 Benefits Transportation Management Associations

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Report No. 2 of the Transportation and Works Committee

THE REGIONAL MUNICIPALITY OF YORK

REPORT NO. 2OF THE REGIONAL

TRANSPORTATION AND WORKS COMMITTEEMEETING HELD ON JANUARY 31, 2001

For Consideration byThe Council of The Regional Municipality of York

on February 8, 2001

Chair: D. Wheeler, Acting Chair

Members Regional Councillor M. Di BiaseRegional Councillor D. HumeniukRegional Councillor B. O'DonnellChair B. Fisch (ex officio)

Also Present: Mayor W. EmmersonRegional Councillor B. Hogg

Staff Present: D. Basso, A. Campbell, P. Carlyle, S. Cartwright, B. Harrison,D. Korolnek, P. May, K. Schipper, E. Stevenson, D. Selby,A. Wells, E. Wilson

The Transportation and Works Committee began its meeting at 9:10 a.m. on January 31, 2001.

1BLACK CREEK REGIONAL TRANSPORTATION MANAGEMENT ASSOCIATION

The Transportation and Works Committee recommends the adoption of therecommendations contained in the following report, January 18, 2001, from theCommissioner of Transportation and Works:

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1. RECOMMENDATIONSIt is recommended that:1. The Region of York provide a financial contribution of $25,000 to the Black Creek

Regional Transportation Management Association (TMA) during 2001, to beoperated under the auspices of the North York Chamber of Commerce (NYCC).

2. The above funding contribution be contingent upon the successful formation ofpublic/private partnership with a total funding of at least $150,000, the amountrequired to support the operation of the TMA in 2001, as indicated in the attachedletter from NYCC (Attachment 1).

3. York Region staff participate on the Steering Committee directing the work of theTMA and periodically report on its progress to the Transportation & WorksCommittee.

4. Copies of this report be circulated by the Regional Clerk to the Ontario Ministry ofTransportation, the Greater Toronto Services Board, City of Toronto, City ofVaughan, Vaughan Chamber of Commerce and North York Chamber ofCommerce.

2. PURPOSEThe purpose of this report is to inform the Transportation and Works Committee about theBlack Creek Regional Transportation Management Association and obtain RegionalCouncil’s support for this pilot project.

3. BACKGROUNDThe following is a brief description of the TMA and its benefits. Section 3.3 provides a briefbackground of the Black Creek Regional TMA. Attachment 2 provides further details onthese matters.

3.1 What is a Transportation Management Association (TMA)?Transportation Management Associations are non profit public-private partnershipsdesigned to shift travel away from the Single Occupant Vehicles (SOV) to other moresustainable alternatives. Such alternatives include transit, car pools, walking and bicyclingwhich reduce auto trips; flexible work arrangements which reduce peak period trips; andtelecommuting which has the potential to reduce both the total and peak period traveldemand.Several successful TMA’s are in operation in the United States and Europe. Canada’s firstTMA was established in Vancouver in 1995 and has proved to be a continuing success.Closer to home, a Green Commute Program has been introduced at Nortel’s CarlingCampus in Ottawa featuring the promotion of carpooling, telecommuting, cycling andtransit. The proposed Black Creek TMA is the first such comprehensive initiative in theGTA, although there have been many previous initiatives to encourage alternatives to theautomobile.

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TMA represents one method of managing and moderating transportation demand. Thefollowing examples illustrate the results from several Transportation Demand Management(TDM) programs in the U.S. for which quantified benefits are available.a) Los Angeles: 340,000 commuters registered for ridesharing, resulting in a 1% reduction

in annual vehicle miles travelled and an auto occupancy increase of 11% for serviceusers.

b) California: Ridesharing program in a business park with 10,000 employees resulted in areduction in vehicle trips of 4% and an increase in auto occupancy of 3.5%.

c) Germantown, Maryland (population 19,000): 1.7% of all commuters took advantage ofthe rideshare matching service.

3.2 BenefitsTransportation Management Associations have the potential to yield many benefits to theRegion, as well as the employers participating in the TMA and their employees. A widespread use of TMA’s has the potential to yield the following benefits.

• Moderating the growth in road congestion• Better use of existing road and transit facilities• Better air quality• Reduced energy consumption• Reduced stress, wider choice of commuting options and more flexible working

arrangements for employees• Savings in office space for employers from telecommuting• Savings in parking costs for employers due to car pooling and telecommuting.

3.3 The Black Creek Regional TMARecognizing the benefits of TMA’s, the City of Toronto and the Toronto Board of Tradesponsored the recent creation of the TMA Steering Committee to act as an advisory body toprovide policy direction and guide the implementation of TMA’s in Toronto and the widerGTA. The work of the steering Committee resulted in the selection of the northwestToronto/Vaughan as the area for the first pilot project. The transportation and air qualityproblems in this area, together with keen interest from large employers such as BombardierAerospace and York University were the key reasons for this selection.

As indicated in the attached map (Attachment 4), the service area for the TMA is generallybounded by Dufferin Street on the east, Highway 401 on the south, Weston Road/PineValley Drive on the west and Highway 7 on the north. At present, about 62,000 auto tripsare arriving to this general area during the morning peak period (6 to 9 am).

Staff of all major stakeholders with an interest in transportation in the above area, includingthe City of Toronto and Region of York, Bombardier Aerospace, York University, Knoll,City of Vaughan, Toronto Environmental Alliance, North York Chamber of Commerce(currently not all of these members have confirmed their membership), agreed to cooperate

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in developing a business plan for the TMA and oversee its formation and operation. A two-year Business Plan has been developed for the TMA. The attached Executive Summary(Attachment 3) outlines the following:• The mission of the TMA• The four goals of the TMA – Service, Education, Advocacy and Administrative – and

the associated objectives• Key activities during the first and the second year• Operating budgets (Year 1: $150,000, Year 2: $170,000)

Monitoring and performance measures for the TMA will be addressed in detail after theTMA is initiated. Items to be considered include membership development, visibility of theprogram and trips reduced as a result of the TMA.

4. ANALYSIS AND OPTIONSMany of the roads in Toronto and the southern part of York Region are already congested.With continued population and employment growth in the Greater Toronto Area,automobile trips are estimated to increase by over 60% by the year 2021. This willcontribute further to the congestion problems that exist today. As indicated earlier, TMAcan help moderate the growth in auto travel and maximize the use of existing transportationfacilities. The Black Creek Regional TMA represents the first such effort in the GTA, and, ifsuccessful, could lead to more TMA’s in York Region and the rest of the GTA.

The primary area of focus for the Black Creek Regional TMA is shown on the attached map(Attachment 4).

Transit services in Northwest Toronto / Vaughan areas are limited. The Spadina Subwayline currently terminates at Sheppard Avenue; many commuters have to transfer to TTCbuses before they can arrive at their destinations. In addition, transit commuters have to paytwo transit fares if they travel between Toronto and Vaughan. Consequently, about 86% ofthe commuters choose to drive to destinations in this area.

The study area (Attachment 4) is expected to grow and attract more commuter trips with theplanned expansion of such activity centres as York University and the Vaughan CorporateCentre. Currently, funding and other constraints make it difficult to introduce the necessaryroad and transit improvements to meet the rapid growth in travel demand.

Traffic conditions will only worsen, unless we pursue immediate and achievable measures tochange commuters’ travel behaviour in order to make better use of the area’s existingtransportation system.

The following service goals have been established for the Black Creek Regional TMA:

1. Develop commute programs. Educate employers, property owners and others abouttransportation strategies, including:

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• Carpooling and vanpooling• Transit services• Incentive programs to encourage car pooling and transit use• Support programs (e.g. guaranteed ride home programs to assist carpoolers who may

have to work late occasionally)• Parking management (e.g., free or low cost parking at transit terminals and

reduced/expensive parking at destinations stations)• Alternative work schedules / telecommuting / flex time

2. Offer ridematching assistance to commuters, including assistance with:• On-site rideshare matchlists (commuter guide publication)• Vanpool formation

3. Promote alternative transportation-oriented development and facility improvementsincluding:• Pedestrian access (weather protected)• Bicycle facilities• Showers and clothing lockers• Carpool drop off areas• Convenient transit stops with shelters• Access to amenities

As indicated earlier, the Year 1 Budget for the TMA is $150,000. The contribution of$25,000 requested from York region represents one-sixth of this amount. In relation to itscontribution, the Region of York will receive many benefits. For example, the Region willhave an opportunity to co-direct the TMA program, establish a public/private partnershipwith possible long-term benefits and pilot test the TMA concept, which is potentially veryvaluable to the Region in addressing its future transportation issues.

5. FINANCIAL IMPLICATIONSThe Region of York has been requested to contribute $25,000 towards the total 2001 TMAbudget of $150,000. A decision on continued participation in 2002 will have to be made inFall 2001. As indicated in the attached letter from the North York Chamber of Commerce,York University, Knoll and Bombardier Aerospace have offered a total contribution of$50,000. Also, the City of Toronto will contribute $50,000 in kind. Other possible fundingagencies include the Toronto Atmospheric Fund, Transport Canada’s Moving on SustainableTransportation program, the City of Vaughan and the Toronto Region ConservationAuthority.

Funding for this project is included in the Transportation and Works Department’s Draft2001 Budget.

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6. LOCAL MUNICIPAL IMPACTThe Black Creek Regional TMA benefits the City of Vaughan directly, while the lessonslearned from the pilot project are of interest to many other area municipalities, especiallyMarkham and Richmond Hill.

7. CONCLUSIONIn light of the continuing rapid growth, it is important for York Region to take actions tomoderate the growth in auto travel and to maximize the use of existing transportationfacilities. The TMA approach has been used successfully elsewhere in North America toimplement these strategies. The Black Creek Regional TMA offers a cost-effective methodfor York Region to explore this mechanism and obtain first hand experience. Theexperience gained with the pilot project will greatly facilitate a more widespreadimplementation in the future.

It is therefore recommended that York Region participate in the TMA pilot project.

(A copy of the attachments referred to in the foregoing has been forwarded to each Member of Council with theJanuary 31, 2001, Transportation and Works Committee agenda and a copy thereof is on file in the Office of theRegional Clerk.)

2IMPROVEMENTS TO MAJOR MACKENZIE DRIVE

WOODBINE AVENUE TO KENNEDY ROADTOWN OF MARKHAM, PROJECT 9860


1. RECOMMENDATIONSIt is recommended that:1. Regional staff be directed to further investigate the feasibility of advancing the

construction of the widening of Major Mackenzie Drive (Y.R. 25) from WoodbineAvenue (Y.R. 8) to Warden Avenue (Y.R. 65) from the currently approved 2005program year to 2002, as outlined in this report.

2. That Regional staff report back following the Ministry of Environment approval of theenvironmental assessments for the proposed road widening and water main.

3. A copy of this report be forwarded by the Regional Clerk to the Clerk of the Town ofMarkham.

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2. PURPOSEThe purpose of this report is to respond to a Town of Markham Council resolution ofOctober 24, 2000 regarding the widening of Major Mackenzie Drive from WoodbineAvenue to Kennedy Road (see attachment 1).

3. BACKGROUNDYork Region has received the following Markham Council resolution, adopted at theirmeeting of October 24, 2000:

“That Council request the Region of York to advance the widening of Major Mackenzie Drive fromWoodbine Avenue to Highway 48 to the Region’s 2001 Capital Program”

In the currently approved (2000) version of the Regional Roads Capital Program, the sectionof Major Mackenzie Drive from Woodbine Avenue to Kennedy Road is scheduled to bewidened commencing in 2005. The section of Major Mackenzie Drive from Kennedy Roadto Highway 48 is scheduled to be widened in 2006.

Regional staff have been preparing for these scheduled works, by undertaking a Class EAstudy. The Environmental Study Report (ESR) for these projects is anticipated to besubmitted to the Ministry of Environment (MOE) for final review/approvals by the end ofFebruary, 2001.

The construction of a Regional water main is also planned for this same section of MajorMackenzie Drive (Woodbine Avenue to Highway 48) to meet the Region’s identified LongTerm Water Strategy needs. This water main is currently planned to be constructed inconjunction with the proposed road works to minimize construction impacts to the localcommunity.

4. ANALYSIS AND OPTIONSThe development of the Ten-Year Roads Program is a detailed process requiring thebalancing of many competing needs throughout the Region. Factors that are considered inestablishing the program are as follows:

• The financial implications with respect to the amount of development charge and taxlevy funds available for road construction projects.

• The level of construction in one area at any particular time to minimize the amount ofdisruption and delay.

• Current and projected development in the surrounding area.• The need and prioritization of projects across the entire Region.• The status of required environmental studies and any necessary permits from regulatory

agencies.• The availability of property or the need for expropriation.

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4.1 Woodbine Avenue to Highway 48The Class EA for Major Mackenzie Drive from Woodbine Avenue to Highway 48 isscheduled to be completed by the end of February 2001, with the filing of theEnvironmental Study Report (ESR). Following the mandatory thirty-day review period, theproject was tentatively scheduled to be brought forward to Transportation and WorksCommittee for a Public Hearing in May 2001. If the MOE approves the Class EA, and ifCouncil authorizes staff to proceed with the project, detail design is scheduled to start in latespring, and property acquisition would then get underway. The timing of various aspects ofthe delivery of this project under the normal design process is described as follows:

The process for property acquisition can take as long as 18 months, if the property ownersare opposed to the Region’s proposed acquisition, and in this area, property must berequired not just for the road construction but also for the preceding relocation of utilities.

The utility relocation would likely be completed in this area in the late spring/early summer2003 and that is the very earliest that a contract for the widening of the total planned lengthof Major Mackenzie Drive could be tendered without major risk. The completion of thedetail design, preparation of contract drawings and specifications, and the securing of allnecessary permits from regulatory agencies, would all proceed concurrently with theproperty acquisition process.

The Region is also currently finalizing a combined construction contract including both theMcCowan Road and the Kennedy Road reconstruction, from 16th Avenue to MajorMackenzie Drive. The two road projects are being combined to minimize constructiondisruption in the area, and construction is scheduled to complete by early 2002. Theconstruction of a third adjacent arterial road in the same timeframe would increase thepossibility of driver delays and frustration and as such is not recommended. The completionof both Kennedy Road and McCowan Road prior to the 2002 Canadian Open GolfTournament will assist significantly in providing access to the event.

Finally the currently estimated cost of proceeding with the Major Mackenzie Drive wideningfrom Woodbine Avenue to Highway 48 is approximately $12.5 million. Regional staff havedrafted the proposed 2001 Roads Capital Budget and the proposed 2001 Ten-Year CapitalProgram prioritizing immediate transportation priorities across the entire Regional roadnetwork, while maintaining as much consistency with the approved 2000 Ten-Year CapitalProgram, as possible. Introducing a $12.5 million shift from the proposed program yearswould necessitate significant program deferrals of other high priority roads projects, or resultin significant increases in the roads capital budgets in the affected years.

Similarly, the estimated cost of the new water main, proposed to be constructed inconjunction with the road widening between Woodbine Avenue and Highway 48, isestimated to cost $13.6 million. Advancing the construction would require substantialamendments to the proposed Ten Year Capital Plan for Water and Wastewater to meet thefinancial needs.

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4.2 Woodbine Avenue to Warden AvenueAt the January 10, 2001 Transportation and Works Committee meeting, staff were alsoasked to determine whether the shorter section of Major Mackenzie Drive from WoodbineAvenue to Warden Avenue could be completed by the planned September 2002 CanadianOpen Golf event.

Regional staff would typically not proceed to the detail design phase of a road widening untilthe environmental approvals for the project have been secured. In the case of the proposedMajor Mackenzie Drive widening there is a risk of the MOE receiving request(s) for thebump-up of the project from a Class EA to a full individual Environmental Assessment.Such a request would serve to delay the approvals (potentially for as much as one to twoyears), and could result in redefinition or redesign of the proposed works. As such there is afinancial risk to proceeding with the detail design prior to approvals.

Regional staff have however started to evaluate whether the construction of this sub-sectioncould be carried out as a separate initiative, and whether there are any potential mechanismsto complete this construction by the end of August 2002.

No additional property is required for the proposed road widening between WoodbineAvenue and Warden Avenue. There is, however, a significant crossing of the Berczy Creekimmediately west of Warden Avenue, which will necessitate the approvals of Fisheries andOceans Canada, the Ontario Ministry of Natural Resources and the Toronto RegionConservation Authority. These approvals processes are typically quite lengthy. Preliminarydiscussions have also been initiated with the affected external agencies to see if the approvalscould be secured earlier than originally anticipated.

Regional staff have also initiated the required environmental assessment work to permit theconstruction of the water main between Woodbine Avenue and Warden Avenue to also beaccelerated and to be carried out in conjunction with the proposed road widening. Thisenvironmental work will take three months to complete as a minimum, provided that nosignificant external challenges are raised.

From a logistical perspective, there do appear to be some potential ways to minimize design,approvals and construction timelines through different capital delivery technique which havebeen used by other roads authorities. These involve approaches such as:• Partnering;• Design-build;• Total project management;• Early-completion incentives.It is recognized however that no matter what delivery mechanism is used, it is imperativethat if construction is initiated, it must be completed by September 2002. Non-completionwould introduce additional traffic constraints in the area during the Canadian Open event,which would likely be worse than if construction had not been started at all.

Regional staff are now evaluating the potential applicability of such approaches to acceleratecompletion of this section of Major Mackenzie Drive, and to quantify associated risks. The

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use of any such, or other, delivery techniques to accelerate this construction, remainscontingent however on the Region securing the environmental approvals to allow the workto proceed.

Staff continue to work on all of these initiatives in the hope of being in a position toconstruct the proposed works between Woodbine Avenue and Warden Avenue bySeptember 2002. In light of the risks to committing to construction without the necessaryapprovals and agreements in place, staff will report back to Transportation and WorksCommittee after EA approvals for the road widening and the water main are secured. It isoptimistically anticipated that this will be in May 2001.

5. FINANCIAL IMPLICATIONSThere are no financial implications associated with this report if the timing of thereconstruction and widening of Major Mackenzie Drive remains as approved in the Region’sTen-Year Road Construction Program. Acceleration of the widening between WoodbineAvenue and Warden Avenue would, however, introduce a new road capital expenditure of$3.0 million, and water capital expenditure of $3.5 million, in 2002, and a possible re-prioritization of projects in the Ten Year Capital Forecast.

This issue will be further addressed in the subsequent report regarding the proposedacceleration of the Major Mackenzie Drive works.

6. LOCAL MUNICIPAL IMPACTThis report is provided in response to a Council resolution from the Town of Markham. Acopy of this report will be forwarded to the Town of Markham Clerk.

7. CONCLUSIONThe Town of Markham has requested that the timing of the widening of Major MackenzieDrive from Woodbine Avenue to Highway 48 be advanced from the current schedule of2005 / 2006. This report identifies a number of reasons why the advancement of thissection of Major Mackenzie Drive will be difficult to achieve. Therefore, it is recommendedthat the reconstruction of Major Mackenzie Drive from Woodbine Avenue to Highway 48remain in the years 2005 / 2006 as approved by Regional Council in the 2000 Ten-YearRoad Construction Program, at this time, but that staff be directed to report back shortly onthe potential for accelerating the widening of Major Mackenzie Drive between WoodbineAvenue and Warden Avenue.

(A copy of the attachment referred to in the foregoing has been forwarded to each Member of Council with theJanuary 31, 2001, Transportation and Works Committee agenda and a copy thereof is on file in the Office of theRegional Clerk.)

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3OPERATION MANUALS FOR WATER FACILITIES


1. RECOMMENDATIONSIt is recommended that:1. Operation manuals for all Regional water facilities be revised and updated to meet the

current reporting and documentation requirements as required by the Ministry ofEnvironment.

2. The provisions of the Purchasing By-law be waived to allow direct appointment ofconsultants in order to conduct the review of the operation manuals within the Region.

3. The review and updating of the Operation Manuals for the water facilities be assigned tothe following Consultants:

• Yonge Street Aquifer – R.V Anderson Associates/Innovative Solutions• King/ Vaughan Water System – R.J. Burnside Consultants• Whitchurch Stouffville Water System – Giffels Associates• Georgina Water System – Simcoe Engineering Group Limited

4. A budget of $450,000 be authorized in advance of the approval of the 2001 BusinessPlan and Budget.

2. PURPOSERegulation 459/00 entitled “Drinking Water Protection Regulation”, has mandated anumber of requirements designed to improve the protection of the public drinking watersupply. This regulation requires all Municipalities to assess their water works and produceEngineer’s Reports for their respective water works. The Terms of Reference for Engineer’sReports for water works dated August 2000 requires an Assessment of OperationalProcedures. This assessment requires that the Engineer shall review and document thecurrent state of the Operation Manuals available to the Owner and Operating Authority.

3. BACKGROUNDThe Government of Ontario has announced a new Drinking Water Protection Regulation toensure the safety of Ontario’s drinking water. The regulation is part of Operation CleanDrinking Water; an action plan designed to ensure Ontario residents safe drinking water.The Drinking Water Protection Regulation came into effect August 26, 2000.

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The Regulation requires that water works owners prepare Engineer’s Reports for all watersupply works according to the standard Terms of Reference. The Terms of Referencestipulate that the Engineer shall review and document the current state of the OperationManuals. The manuals are to meet a number of criteria. The Engineer shall also report onthe findings of the review and make recommendations respecting any deficiencies identifiedin the Operation Manuals.

The completion of the Engineer’s Reports for the Regional water facilities is currentlyunderway with the exception of the Aurora Well Supply, which is part of the Yonge StreetAquifer system. This was completed and submitted to the MOE on November 30, 2000.

4. ANALYSISThe requirements of the Regulations stipulated specific submission dates for the variouswater system Engineer’s reports located within York Region. These water supply systemswere regionally grouped and assigned to various Consultants in a report adopted by RegionalCouncil on October 12, 2000 through Clause 16 of Report No. 10 of the Transportation andWorks Committee.

The Regional water systems were grouped and assigned to various consultants as presentedin Table 1

Table 1Water System Groups

Water System Group ConsultantYonge Street Aquifer MacViro ConsultantsKing/ Vaughan System R.J. Burnside AssociatesWhitchurch Stouffville System Giffels AssociatesGeorgina System Simcoe Engineering Group Limited

An expected outcome of the recommendations of the Engineer’s Reports will include theneed to update existing operation manuals for the various water systems. This is bestaccomplished by retaining the same consultants who will be preparing the Engineer’sReports as they will be fully aware of the deficiencies and be in a position to complete theupdates in an efficient manner, and the existing staff compliment are unable to complete thiswork internally.

Due to the significant size, complexity and submission schedule of components of theYonge Street aquifer system, it is recommended that updating of operation manuals beassigned to an additional consulting firm. The updating of operation manuals for theremaining three systems should be assigned to the consultants originally selected to completethe Engineer’s Reports.

It is therefore recommended that the updating of the water system operation manuals foreach of the four systems are directly assigned to the consultants presented in Table 2.

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Table 2Consultant Assignments

Water System Group Consulting FirmYonge Street Aquifer R.V. Anderson Associates/ Innovative SolutionsKing/ Vaughan System R.J. Burnside AssociatesWhitchurch Stouffville System Giffels AssociatesGeorgina System Simcoe Engineering Group Limited

5. FINANCIAL IMPLICATIONSIt is anticipated that the cost of the operation manual upgrades will be no more than$450,000. There are sufficient funds available in the proposed Year 2001 Capital Worksbudget to accommodate the cost of these assignments.

6. LOCAL MUNICIPAL IMPACTThere is no impact on the local municipalities

7. CONCLUSIONPart of the recommendations of the Engineer’s Reports will include a review of existingoperation manuals. It is the Engineer’s duty to provide recommendations on any upgradesthat may be required in the operation manuals to meet the requirements of the Terms ofReference.

The Consultants who have been previously selected to prepare the Engineer’s Reports haveprevious and current experience with the respective systems and, as part of the reviewexercise, will be in a position to simultaneously complete any upgrades required to therespective operation manuals.

It is recommended that the responsibility of upgrading the operation manuals for the variouswater systems be added to the current task list of the previously selected Consultants.

4TRAFFIC SIGNAL OPERATIONS REVIEW

ISLINGTON AVENUE AT LANGSTAFF ROAD

The Transportation and Works Committee recommends adoption of therecommendation contained in the following report, January 19, 2001, from theCommissioner of Transportation and Works:

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1. RECOMMENDATIONIt is recommended that:1. This report be received for information.

2. PURPOSEThis report addresses a request from the Transportation and Works Committee to theCommissioner of Transportation and Works to review the traffic signal operations at theintersection of Islington Avenue and Langstaff Road.

3. BACKGROUNDDuring their meeting of October 4, 2000, the Transportation and Works Committee directedRegional staff to review the signal timing for the intersection of Islington Avenue atLangstaff Road and to provide a report at a future Committee meeting.

Currently, both Islington Avenue and Langstaff Road are two-lane road facilities withturning lanes at the intersection approaches. (A location plan is provided as Attachment 1.)Reconstruction of Islington Avenue from Highway 7 to Langstaff Road is currentlyscheduled for later this year with reconstruction of Langstaff Road scheduled for 2002.With the current two-lane configuration, the intersection operates at capacity during themorning and afternoon peak periods. Additionally, because Langstaff Road forms a ‘T’ tothe east of Islington Avenue, the volumes of left and right turning vehicles are higher thanother similar full-moves Regional intersections.

4. ANALYSISTo assess the request for a signal timing review study at Islington Avenue and LangstaffRoad, traffic demand studies were conducted. They indicate the critical movement at thisintersection is the southbound left-turn which was measured at 766 vehicles per hour duringthe morning peak period and 319 vehicles per hour in the afternoon peak hour.

Traffic control signals operate at maximum efficiency and safety when the timing of thesignals is closely balanced with the demands of traffic and pedestrians. To assess thisbalance, delay studies were conducted in the field. The delay studies conducted for thesouthbound left-turn movement at Islington Avenue and Langstaff Road indicated a longerdelay than the other approaches.

Based on the information obtained from the recent traffic demand and delay studies, a newsignal timing plan was generated to provide a closer balance between the timing of thesignals and the traffic demands. The new timing plan provides additional time for thesouthbound left-turn onto Langstaff Road. This was implemented on October 19, 2000.Follow-up observations confirm traffic congestion has been reduced because of thismodified timing plan.

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5. FINANCIAL IMPLICATIONSThere are no financial implications associated with this report.

6. LOCAL MUNICIPAL IMPACTThere are no local municipal impacts associated with this report.

7. CONCLUSIONThe Commissioner of Transportation and Works received a request from the Transportationand Works Committee on October 4, 2000 to review the signal timing and operations at theintersection of Islington Avenue and Langstaff Road and to provide a report at a futureCommittee meeting.

The results of the signal timing and operations review have now been completed. The resultof this review was a change to the timing of the traffic signals on October 19, 2000 toprovide a closer balance between the timing of the traffic signals and the traffic demands.


5TRAFFIC SIGNAL OPERATIONAL REVIEW

HIGHWAY 7 AT ABERDEEN AVENUE/MARYCROFT AVENUE

The Transportation and Works Committee recommends that the following report,January 19, 2001, from the Commissioner of Transportation and Works bereceived and referred to Staff for further investigation and report.

1. RECOMMENDATIONSIt is recommended that:1. A southbound left-turn advance phase from Aberdeen Avenue to Highway 7 not be

implemented at this time.

2. Staff continue to monitor this intersection for changes in traffic demands.

3. The Regional Clerk forward a copy of this report to the Clerk of the City of Vaughan.

2. PURPOSEThis report addresses a request from City of Vaughan Council for a southbound left-turnadvance phase at the traffic control signals at Highway 7 and Aberdeen Avenue/MarycroftAvenue.

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3. BACKGROUNDDuring the City of Vaughan Council meeting held October 10, 2000, the Committee of theWhole requested the Region’s staff to review the traffic movements at the intersection ofHighway 7 at Aberdeen Avenue/Marycroft Avenue taking into consideration the installationof a southbound left-turn phase.

The intersection of Highway 7 and Aberdeen Avenue/Marycroft Avenue is located east ofPine Valley Drive in the community of Woodbridge. Aberdeen Avenue services a residentialsubdivision north of Highway 7 while Marycroft Avenue services a commercial/industrialarea south of Highway 7. A location plan is provided as Attachment 1.

Advance left-turn phases are routinely implemented as traffic volumes warrant. Trafficpatterns that typically require left-turn advance phases have high left turning volumes as wellas a high volume of traffic in the opposing direction.

To determine the need for advance left-turn phases, traffic demand and delay studies areconducted. These studies establish the delay of left turning traffic compared with the delaysto the traffic and pedestrians on all other approaches. Traffic control signals operate atmaximum efficiency and safety when the timing of the signals is closely balanced with thedemands of the traffic and pedestrians.

4. ANALYSISTo assess the request for a southbound left-turn advance phase at the intersection ofHighway 7 and Aberdeen Avenue/Marycroft Avenue, a nine-hour observation and turningmovement study was conducted on Thursday, November 23, 2000.

The study results show that the southbound left-turn volume onto Highway 7 eastboundpeaked at 168 vehicles per hour during the morning peak period. However, this left-turnmust yield the right-of-way to only 26 vehicles per hour from the opposite northbounddirection. As a result, all vehicles arriving at the intersection were observed to "clear" duringthe allocated green time of the same cycle.

During the mid-day periods and the evening peak period, less than 60 vehicles per hour wereroutinely observed turning left in the southbound direction. With approximately 30 cyclesof the traffic signal per hour, this averages to less than two vehicles per cycle. Again, allsouthbound left-turn vehicles were observed to clear on the allocated green time.

Based on these findings and to ensure an adequate balance between the timing of the trafficsignals and the demands of pedestrian and vehicle traffic, a southbound left-turn phase isnot recommended at this time. However, with the continuous growth of traffic in theWoodbridge area, it is recommended that Regional staff continue to monitor the intersectionand adjust the traffic control signal timing as warranted.

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5. FINANCIAL IMPLICATIONSThere are no financial implications associated with this report.

6. LOCAL MUNICIPAL IMPACTThis report has been prepared in response to a request from the Vaughan Committee of theWhole. A copy of this report should be sent to the Clerk of the City of Vaughan in reply tothe Vaughan Council request.

7. CONCLUSIONDuring the City of Vaughan Council meeting held October 10, 2000, the Committee of theWhole requested the Region’s staff to review the traffic movements at the intersection ofHighway 7 at Aberdeen Avenue/Marycroft Avenue taking into consideration the installationof a southbound left-turn phase.

The requested review has now been completed. The results indicate a southbound left-turnphase should not be implemented for Highway 7 at Aberdeen Avenue/Marycroft Avenue.However, staff should continue to monitor and modify signal timing when necessary toensure optimum efficiency and operation. A copy of this report should be sent to the Clerkof the City of Vaughan in reply to the Vaughan Council request.


6PARKING RESTRICTIONS

STOUFFVILLE ROADTOWN OF WHITCHURCH-STOUFFVILLE


1. RECOMMENDATIONSIt is recommended that:1. The existing “No Stopping anytime” zone on Stouffville Road (Y.R. 14) from the west

limit of Union Street to 250 metres east of Woodbine Avenue (Y.R. 8) be extended forboth sides of the roadway from 250 metres east of Woodbine Avenue (Y.R. 8) to thewest limit of Stalwart Industrial Avenue, in the Town of Whitchurch-Stouffville.

2. The Regional Solicitor prepare the necessary by-law.

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3. The Regional Clerk forward a copy of this report to the Clerk of the Town ofWhitchurch-Stouffville.

2. PURPOSEThis report proposes an extension to an existing “No Stopping anytime” zone on StouffvilleRoad from the west limit of Union Street to 250 metres east of the east limit of WoodbineAvenue. To address overnight parking of large trucks and safety related concerns from localresidents an extension of the “No Stopping anytime” zone further easterly is recommended.A Regional by-law is required under the Highway Traffic Act before the parking regulationscan be enforced.

3. BACKGROUNDThere is a high number of large trucks parking on both sides of Stouffville Road both withinand outside of the existing “No Parking anytime” zone east of Woodbine Avenue. Toimprove safety, the Town of Whitchurch-Stouffville recently hired an additional by-lawenforcement officer to issue parking tickets and increase enforcement within the existing“No Stopping anytime” by-law on a regular basis.

Presently, a “No Stopping anytime” zone exists from the west limit of Union Street to 250metres east of Woodbine Avenue for both sides of the roadway. The presence of largeparked trucks restricts visibility when motorists try to exit the commercial establishments onStouffville Road thus creating a potential safety concern. As a result, the Town ofWhitchurch-Stouffville has requested the Region to extend the existing “No Stoppinganytime” zone easterly by 100 metres for both sides of the roadway. A site map showingthe location is provided as Attachment 1.

4. ANALYSIS AND OPTIONSStouffville Road consists of a two-lane rural cross section that carries a daily traffic volumeof 10,500 vehicles. The speed limit on Stouffville Road east of Woodbine Avenue is postedat 80 km/hour and west of Woodbine Avenue is posted at 70 km/hour. There are wideshoulders and frequent commercial access points along this section of roadway. There is ahigh number of trucks that park on both sides of the roadway to access a restaurant locatedon the northeast corner of Stouffville Road and Woodbine Avenue and the commercialestablishments east of Woodbine Avenue.

In response to the Town of Whitchurch-Stouffville’s request, Regional staff reviewed theparking situation and agrees that the parked trucks are causing a safety concern.To address this potential safety concern, it is proposed that the existing “No Stoppinganytime” zone be extended approximately 100 metres easterly on both sides of StouffvilleRoad from 250 metres east of Woodbine Avenue to the west limit of Stalwart IndustrialAvenue.

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The proposed “No Stopping anytime” zone will be posted and monitored by the Regionwith enforcement carried out through the Town of Whitchurch-Stouffville by-law staff. TheRegional Clerk is therefore requested to forward a copy of both this report and the Regional“No Stopping anytime” by-law to the Clerk of the Town of Whitchurch-Stouffville.

5. FINANCIAL IMPLICATIONSThe costs associated with the manufacture and installation of the “No Stopping anytime”signs are covered under the Transportation Operations program budget for the year 2001.In accordance with the Regional/Provincial Offences agreement, the Town ofWhitchurch-Stouffville will retain any enforcement revenues.

6. LOCAL MUNICIPAL IMPACTThe proposed new Regional regulation to address safety issues on Stouffville Road in thevicinity of Woodbine Avenue was requested by the Town of Whitchurch-Stouffville. TheTown of Whitchurch-Stouffville by-law staff will carry out enforcement. This action is inaccordance with the agreement for enforcement of Regional by-laws with revenues to beretained by the Town.

7. CONCLUSIONTo address the potential safety concern on Stouffville Road in the vicinity of WoodbineAvenue, a “No Stopping anytime” zone extension is proposed for both sides of StouffvilleRoad from 250 metres east of the east limit of Woodbine Avenue to the west limit ofStalwart Industrial Avenue

Staff of the Town of Whitchurch-Stouffville, in accordance with the agreements under theProvincial Offences Act, will carry out enforcement of this Regional by-law. A copy of thisreport and the adopted by-law should be sent by the Regional Clerk to the Clerk of theTown of Whitchurch-Stouffville.


7TENDER AWARD

RECONSTRUCTION OF HIGHWAY 9CONTRACT 00-103, PROJECT 9872


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1. RECOMMENDATIONSIt is recommended that:1. Regional Council approve the additional funds of $2,826,341 for the reconstruction of

Highway 9 (Y.R. 31) from Bathurst Street (Y.R. 38) to Jane Street (Y.R. 55) in theTownship of King in advance of the approval of the 2001 Business Plan and Budget.

2. The tender of K. J. Beamish Construction Co., Limited in the amount of $8,701,635.94be accepted for the reconstruction of Highway 9 (Y.R. 31), from Bathurst Street (Y.R.38) to Jane Street (Y.R. 55) in the Township of King.

3. The Regional Solicitor be authorized to prepare the contract documents.

4. The Regional Chair and Clerk be authorized to sign the contract on behalf of the Region.

5. The Commissioner of Transportation and Works be authorized to disburse the funds asoutlined in this report.

2. PURPOSEThe purpose of this report is to seek authorization to award Contract No. 00-103 for thereconstruction of Highway 9 from Bathurst Street to Jane Street in the Township of King.

3. BACKGROUNDThe Transportation and Works Department called tenders for the reconstruction ofHighway 9 from Bathurst Street to Jane Street in the Township of King.

Included in this contract, is the widening of Highway 9 to provide four through lanes plus acontinuous left-turn lane from Bathurst Street to Jane Street. Illumination, an undergroundconduit system and additional widenings for right-turn lanes will also be provided at JaneStreet, Keele Street, Concession Road 3 and Dufferin Street/Glenville Road. A detailedlocation map is provided in Attachment 1 to this report.

Tender documents were prepared and advertised in the Daily Commercial News and via theElectronic Tender Network System. As a result of these advertisements, 37 firms took outplans and specifications.

Tenders were received and publicly opened by the Clerk’s Office in the presence of theSupplies and Services Branch at 1:30 p.m. on December 19, 2000, at the RegionalAdministrative Centre.

4. ANALYSIS AND OPTIONSA total of 10 tenders were received.

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4.1 Tender ResultsThe Supplies and Services Branch reviewed the submitted tenders and concur that thiscontract be awarded to K. J. Beamish Construction Co. Limited, the lowest responsive andresponsible bidder. A summary of the bid amounts is provided in Table 1

Table 1Summary of Bid Amounts

Tender Received Amount of Bid1. K.J. Beamish Construction Co. Ltd. $8,701,635.942. Mardave Construction Limited 8,869,653.19*3. Graham Bros. Construction Limited

Fairlglen Excavating Limited,795208 Ontario LimitedGraham Bros. Aggregates LimitedGraham Realty Inc. 8,937,300.85*

4. Armbro Construction Limited 9,145,146.39*5. Carillion Construction Canada

Division of Carillion Canada Inc. 9,767,322.936. Pave-Al Limited & Orlando Corporation 9,804,843.227. Elirpa Construction & Materials Ltd. 9,865,122.278. Miller Paving Limited 9,872,016.229. Warren Bitulithic Limited 10,449,926.5010. Lafarge Construction – Barrie 11,088,702.75*

* Corrected Extensions

5. FINANCIAL IMPLICATIONSTable 2 summarizes the budgeted and projected expenditures and recoveries for the project,based on the results from the tender.

Table 2Financial Implication of Tender Bid

Approved2000 Budget

CurrentProjection

ExpendituresDesign $45,000 $45,000Quality Control 50,000Contractor Payments 7,000,000 8,701,636

Less G.S.T. Rebate (4%) (325,295)Supervision and Inspection 100,000Utility Relocation 250,000 250,000Contingency Allowance 1,300,000

Total Expenditures 7,295,000 10,121,341

22APPENDIX "A"


RecoveriesDevelopment Charge 5,580,000 7,742,826Tax Levy 1,715,000 2,378,515

Total Recoveries $7,295,000 $10,121,341

Also identified in Table 2 is a contingency amount of $1,300,000 that the Commissioner ofTransportation and Works is authorized to disburse for any additional work that may berequired during construction. Conditions and situations sometimes arise which are out of thecontrol of either the Region or the contractor.

Since the 2000 roadworks budget was prepared, the industry has experienced significantincreased costs on some commodities. For example, asphalt cement has increased by asmuch as 56 percent. This means a considerable increase in the overall project costs since theasphalt paving on this contract represents approximately 33 percent of the total tender value.

Furthermore, since the preparation of the 2000 budget estimate, significant design changesto the design package have had to be implemented by Regional staff, resulting in significantincreases in the quantities of contract items. These quantity increases translated in-turn intoincreases in the tender prices.

The 2000 approved funds for this project have been placed in a reserve fund and areavailable to be disbursed in 2001. The additional funds required will be included in theproposed 2001 budget.

6. LOCAL MUNICIPAL IMPACTThere are no local municipal implications associated with this report.

7. CONCLUSIONIt is recommended that Contract 00-103 be awarded to K. J. Beamish Construction Co.,Limited in accordance with their bid of $8,701,635.94.


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8CONTRACT ADJUSTMENTS

A. THE QUEENSWAY RECONSTRUCTION, TOWN OF GEORGINACONTRACT 99-100, PROJECT NO. 9111

B. JANE STREET RECONSTRUCTION, CITY OF VAUGHANCONTRACT 99-107, PROJECT 9323

The Transportation and Works Committee recommends:

1. The recommendations contained in the following report, January 22, 2001,from the Commissioner of Transportation and Works be adopted; and

2. Staff be requested to provide a report to the February 28, 2001,Transportation and Works Committee meeting, summarizing all theprojects carried out during the year 2000, specifically detailing therequested price, original price and final price on each project.

1. RECOMMENDATIONSIt is recommended that:1. The contract amount for Contract 99-100, for the reconstruction of The Queensway

(Y.R. 12) in the Town of Georgina be increased by $641,571 from $5,338,429 to$5,980,000 ($84,316 recoverable from the Town of Georgina).

2. The contract amount for Contract 99-107, for the reconstruction of Jane Street (Y.R. 55)from Rutherford Road (Y.R. 73) to Roseheath Drive be increased by $356,887 from$3,483,113 to $3,840,000.

2. PURPOSEThe purpose of this report is to obtain authorization to adjust the contract amount for:

A. Contract 99-100, The Queensway Reconstruction in the Town of Georgina.B. Contract 99-107, Jane Street Reconstruction in the City of Vaughan.

3. BACKGROUNDThe background for each of the contracts is provided as follows:

24APPENDIX "A"


3.1 Contract No. 99-100, The Queensway ReconstructionContract 99-100 was awarded to Elirpa Construction & Materials Limited for thereconstruction of The Queensway from Ravenshoe Road to Morton Avenue for a totalcontract amount of $5,188,428.58.

Regional Council, at its meeting held May 27, 1999, adopted Clause 11 of Report No. 9 ofthe Transportation and Works committee authorizing the expenditure of funds, plus acontingency of $150,000 for a total amount of $5,338,428.58.

3.2 Contract No. 99-107, Jane Street ReconstructionContract 99-107 was awarded to Mardave Construction Limited for the reconstruction ofJane Street from Rutherford Road to Roseheath Drive for a total contract amount of$3,333,113.39.

Regional Council, at its meeting held June 24, 1999, adopted Clause 1 of Report No. 3 of theCommissioner of Transportation and Works authorizing the expenditure of funds, plus acontingency of $150,000 for a total amount of $3,483,113.39.

4. ANALYSIS AND OPTIONSEach contract is discussed and analysed by the following:

4.1 Contract No. 99-100, The Queensway ReconstructionContract 99-100, the reconstruction of The Queensway is nearing completion and the totalcost for this contract is projected to be $5,980,000, which is an addition of $641,571.42 tothe previous authorized amount of $5,338,428.58. The overrun for this project can beattributed to the following main components:

• 40% due to work that was not included in the original tender package.Throughout the duration of a project, issues often arise that are not evident at thetendering stage. This was especially evident on this project because of the limited roadright-of-way, through a community with many residential homes fronting on TheQueensway. These items include:

a) Additional retaining walls, ornamental gates and fencing required for adjacentproperty owners and to address development issues which had not yet come to thefore during the design phase; and

b) The installation of rip rap stone, granular shoulder sealing and repairs to existingstorm sewers to improve the drainage.

• 25% due to a revision of the computer generated tender quantities. The original tenderquantities did not include an allowance for the quantities through the intersections.

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The major items that were affected were the granular materials, asphalt, storm sewer,watermain and electrical works.

• 20% due to design changes.

A project of this magnitude through a dense residential area with direct frontages oftenrequires changes to be made that were not anticipated at the time of tendering. Some ofthese include:

a) Regrading front lawns and reprofiling driveways to tie into the new road elevations.b) Modifying storm sewers and adjusting ditch grades to provide adequate and proper

drainage, andc) Altering the electrical pole bases, handwells and traffic signal controller pads to

match the new road grades.

• 15% due to additional work requested by the Town of Georgina. These include:

a) Repairs to or removal of existing water services, hydrants and valve chambers.b) The installation of a new watermain on McMillan Drive.c) The installation of water and sanitary services to vacant lots for future development;

andd) Revisions to sanitary sewer connections.

4.2 Contract No. 99-107, Jane Street ReconstructionContract 99-107, the reconstruction of Jane Street is nearing completion and the total costfor this contract is projected to be $3,840,000, which is an addition of $356,886.61 to theprevious authorized amount of $3,483,113.39. The overrun for this project is due to thefollowing extra works that were not evident at the time of tendering:

• 50% due to the construction of a retaining wall on the east side of Jane Street north ofRutherford Road. In order to avoid conflict with an existing watermain, which was notin the originally identified location a revised wall system was designed and constructed.

• 25% due to additional asphalt grinding and paving on Major Mackenzie Drive. Theoriginal tender stipulated placing only one lift of asphalt over the existing on MajorMackenzie Drive. Due to the poor condition and severe cracking of the existing asphalt,it was decided to grind and replace one layer of existing asphalt before topping with thefinal lift as originally scheduled.

• 15% due to asphalt padding required on the existing roadway surface to meet the newcurb grades. Padding was also required to correct the crossfall and minor undulations onthe existing asphalt surface.

• 10% due to paving the west shoulder of Jane Street from Major Mackenzie Drive to theWonderland Entrance. An additional temporary southbound lane was required in this

26APPENDIX "A"


area to accommodate the traffic flow into Wonderland while the east side of Jane Streetwas under construction.

5. FINANCIAL IMPLICATIONSThe financial implications of this report offer a comparison between the Council approvedfunding and the current projected expenditures for each contract.

5.1 Contract No. 99-100, The Queensway ReconstructionFunds for the additional work in this contract were available in the 1999 Roads CapitalBudget. Since the work was carried out in 2000, these funds were transferred to the RoadsCapital Reserve. Payment will be made from this reserve upon Regional Council approval.

A comparison between original budget, Council approved expenditures and projectedexpenditures is provided in Table 1.

Table 1Financial Implication

of Changes to The Queensway Reconstruction Contract

1999 Budget Council ApprovedExpenditures

ProjectedExpenditures

ExpendituresDesign and Survey $50,000 $50,000 $50,000Quality Control 20,000 20,000 20,000Utility Relocation 350,000 350,000 350,000Contractor Payments 6,200,000 5,338,429 5,980,000

Less G.S.T. Rebate (4%) (193,960) (223,551)Supervision and Inspection 50,000 50,000 50,000

Total Expenditures $6,670,000 $5,614,469 $6,226,449

RecoveriesTown of Georgina $56,042 $140,358Development 263,758 263,758Development Charge $2,834,750 2,250,234 2,474,492Tax Levy 3,835,250 3,044,435 3,347,841

Total Recoveries $6,670,000 $5,614,469 $6,226,449

5.2 Contract No. 99-107, Jane Street ReconstructionFunds for the additional work in this contract were available in the 1999 Roads CapitalBudget. Since the work was carried out in 2000, these funds were transferred to the RoadsCapital Reserve. Payment will be made from this reserve upon Regional Council approval.

27APPENDIX "A"


A comparison between original budget, Council approved expenditures and projectedexpenditures is provided in Table 2.

Table 2Financial Implication

of Changes to Jane Street Reconstruction Contract Tax Levy1999 Budget Council

ApprovedExpenditures

ProjectedExpenditures

ExpendituresDesign and Survey $93,000 $93,000 $93,000Quality Control 40,000 30,000 30,000Utility Relocation 200,000 200,000 200,000Contractor Payments 3,715,000 3,333,113 3,840,000

Less G.S.T. Rebate (4%) (124,602) (143,551)Supervision and Inspection 80,000 60,000 60,000Traffic & Operations 2,000 2,000 2,000Contingency Allowance 150,000

Total Expenditures $4,130,000 $3,743,511 $4,081,449

RecoveriesDevelopment Charge $3,159,450 $2,863,786 $3,122,308Tax Levy 970,550 879,725 959,141

Total Recoveries $4,130,000 $3,743,511 $4,081,449

6. LOCAL MUNICIPAL IMPACT

6.1 Contract No. 99-100, The Queensway ReconstructionThe Town of Georgina will be invoiced for $84,316 of the additional funds required.

6.2 Contract No. 99-107, Jane Street ReconstructionThere are no local municipal implications associated with this contract adjustment.

7. CONCLUSIONIt is proposed that the Commissioner of Transportation and Works be authorized toapprove the expenditures for the additional funds required.

This report has been reviewed by the Senior Management Group.

28APPENDIX "A"


9UPDATE – COMMITTEE PROCEEDINGS

The Transportation and Works Committee advises Council of the followingmatters having been considered by the Transportation and Works Committeewith the following action:

1. In the absence of Chair Wm. F. Bell and Vice-Chair G. Landon, Committeeappointed Regional Councillor D. Wheeler as Acting Chair for the January 31,2001 Transportation and Works Committee Meeting.

DEPUTATION

2. Mr. John Thompson, President, Board of Directors, Branch 414 Legion VillageNon-Profit Housing Corporation, Ms. Mary Cox, a resident of the 30-unit seniorsbuilding at 33 Thistlewood Avenue, Woodbridge, Mr. Roger Northwood, ChurchWarden, Christ Church Anglican Church, 8045 Islington Avenue, Woodbridgeand Mr. Jack Maynard, also a resident of 33 Thistlewood Avenue and member ofthe Christ Church Anglican Church, Woodbridge, made deputations in support oftheir petition to request the installation of traffic lights at the intersection ofIslington and Thistlewood Avenues in Woodbridge. Committee received thedeputations and written submissions and referred the matter to Staff for a report,including costs, for the installation of traffic signals at the intersection of Islingtonand Thistlewood Avenues in Woodbridge and directed that the City of Vaughanand Mr. John Thomson, President, Board of Directors, Branch 414 Legion VillageNon-Profit Housing Corporation be advised accordingly.

COMMUNICATION

3. J. D. Leach, City Clerk, City of Vaughan, December 22, 2000, forwarding a CityCouncil resolution adopted at its meeting of December 18, 2000 regardingHighway 27 and San Remo Court traffic signal request. Received.

NEW BUSINESS

4. Regional Councillor B. Hogg stated that the intersection of Bayview Avenue andMajor Mackenzie Drive should be added to the list of priority intersections underthe Region of York comprehensive road safety appraisal project. It was statedthat there are numerous safety issues occurring at this location due to theproximity of this intersection to a high school and plaza and the high incidence ofjaywalking. Committee received the verbal report of Regional Councillor B. Hoggand referred the matter to Staff for a report.

5. Regional Councillor D. Humeniuk requested that Staff prepare a report withrespect to the traffic signalization at the Newmarket Corporate Centre located at

29APPENDIX "A"


Bayview and Mulock Drive. Committee received the verbal report of RegionalCouncillor D. Humeniuk and approved the request.

6. Regional Councillor B. Hogg inquired as to the status of the feasibility study forElgin Mills Road East at Blue Grass Boulevard in Richmond Hill. Brian Harrisonadvised that this matter will appear as an Agenda item at the February 28, 2001Transportation and Works Committee meeting.

PRIVATE SESSION

7. The Committee resolved into Private Session to discuss a legal matter. TheCommittee rose from Private Session with no report.

The Transportation and Works Committee adjourned at 11:00 a.m.

Respectfully submitted,

January 31, 2001 D. WheelerNewmarket, Ontario Acting Chair

(Report No. 2 of the Transportation and Works Committee was adopted, withoutamendment, by Regional Council at its meeting on February 8, 2001.)

Documents

THE REGIONAL MUNICIPALITY OF YORKarchives.york.ca/councilcommitteearchives/pdf/report 2 january 32.pdfthe rideshare matching service. 3.2 Benefits Transportation Management Associations