York_Appendix+Summary

Appendix 1: York Region
Table of Contents
1 Introduction to York Region..................................................................................... 3
1.1 Regional Description.......................................................................................................... 3
1.2 Planning Direction.............................................................................................................. 5
2 Review of York Region’s Plans and Actions against Smart Growth Assessment
Criteria.............................................................................................................................. 6
2.1 Development Location ....................................................................................................... 6
2.1.1 Historical Development Patterns ................................................................................ 6
2.1.2 Greenfield Development............................................................................................. 7
2.1.3 Redevelopment and Infill .......................................................................................... 12
2.1.4 Changing Direction? The Centres and Corridors Strategy....................................... 13
2.2 Land-use Density ............................................................................................................. 16
2.2.1 Historical Patterns .................................................................................................... 16
2.2.2 Increasing the Density of Greenfield Development.................................................. 16
2.2.3 Centres and Corridors .............................................................................................. 17
2.3 Land-use Mix ................................................................................................................... 17
2.3.1 Employment and Housing ........................................................................................ 18
2.3.2 Transit Access and Mixed Use................................................................................. 18
2.3.3 Affordable Housing ................................................................................................... 19
2.3.4 Big Box Retail ........................................................................................................... 19
2.3.5 Community Design ................................................................................................... 20
2.4 2.4. Scale of Development............................................................................................... 20
2.5 Location of Public Services.............................................................................................. 21
2.6 Transportation.................................................................................................................. 22
2.6.1 Modal Split................................................................................................................ 23
2.6.2 Roads and Highway Expansion ............................................................................... 23
2.6.3 Transit Expansion..................................................................................................... 28
2.6.4 GO Transit ................................................................................................................ 32
2.6.5 Cycling ...................................................................................................................... 33
2.7 Connectivity ..................................................................................................................... 33
2.8 Streetscapes .................................................................................................................... 34
2.8.1 Streetscapes............................................................................................................. 34
2.8.2 Highway 7 as a Mainstreet ....................................................................................... 34
2.9 Planning Process ............................................................................................................. 35
2.9.1 Stakeholder Consultation ......................................................................................... 35
2.9.2 Measuring Progress ................................................................................................. 36
1
2.10 Public Space .................................................................................................................. 36

2.10.1. Urban Design......................................................................................................... 36
2.11 Natural Heritage Conservation ...................................................................................... 37
2.11.1 The Regional Greenlands System ......................................................................... 37
2.11.2 Oak Ridges Moraine............................................................................................... 39
3 Overall Observations .............................................................................................. 41
2
1 Introduction to York
Region
1.1 Regional Description
York Region is a two-tier municipality, comprising nine area municipalities (Aurora, East
Gwillimbury, Georgina, King, Markham, Newmarket, Richmond Hill, Vaughan and
Whitchurch-Stouffville) and a regional council. The region covers over 1,756 square
kilometres encompassing major parts of the Oak Ridges Moraine and parts of Lake
Simcoe. These features are important water sources for the region’s rivers. The land use
split is 45% farm land, 40% rural and 15% urban development. 1 Since 1971, 160 square
kilometres of prime farmland has been converted to urban use. This represents
approximately one-and-a-half times the size of York Region in 1971. 2
1
York Region. 2002. Official Plan Consolidation, p. 50.
2
3
3
Map 1: York Region Regional Overview.
The regional population grew from 169,000 in 1971 to 713,000 in 1999; it is projected to
reach 1.28 million by 2026 and 1.36 million by 2031. (See Annex 1 for table forecasting
population and employment figures for area municipalities. This is an average annual
growth rate of 2% (44.4% between 1991 and 2001), confirming its ranking as the sixth
largest municipality in Canada. Over 70 % of the region’s population is concentrated in
the three southern municipalities of Markham, Richmond Hill, and Vaughan. 4 Virtually
all of the land south of the Oak Ridges Moraine, encompassed by these municipalities has
been urbanized. The area north of the Moraine has been described as the “last fronter” for
development in the region. 5
Agriculture has historically been the primary economic driver in York Region, providing
an important food source for an increasingly populated and industrialized area. As of
2004 there were approximately 50,000 businesses in the region employing 400,000
3
York Region 2004. Official Plan Office Consolidation (September 30, 2004), Map 5.
4
York Region. 2002. Transportation Master Plan, p. 20–21; Neptis Foundation. 2004. Simcoe County: The New Growth Frontier, p.
10.
5
D.M.Fraster and B.P. Neary 2004. The State of Greenlands Protection in South-Central Ontario (Toronto: Neptis Foundation) pg.47.
4
persons; employment figures are expected to nearly double by 2026. The region is
seeking to attract knowledge-based activities as well as develop its manufacturing base. 6
Employment is expected to grow at a faster rate than population at approximately 2.2%
per year. 7
The region’s rapid population and employment growth over the past 30 years 8 has been
primarily new, auto-dependant residential development; non-automobile based
transportation infrastructure has been limited.
The natural environment within York Region plays a determining role in the urbanization
of the region including land-use density, design and location. A Regional Greenlands
System has been designated to protect the natural areas.
The rapid growth in the region has resulted in increased road congestion due to residents’
reliance on single occupancy trips. Poor air quality and increased commute times have
led to calls for improvements.
1.2 Planning Direction
York Region’s planning directions are defined through its official plan, 9 Transportation
Master Plan, 10 and Vision 2026 document. 11
York Region’s planning direction is very much in transition, and the final outcomes are
unclear. The region has been characterized by classic, low-density, automobile-dependent
urban sprawl, with strongly separated land uses. However, a number of recent initiatives,
particularly the Centres and Corridors Strategy, would seek to redirect the focus of
development activities towards transit-serviced, higher-density, mixed-use locations,
indicating a focus on the more urban portions of the region. At the same time, the region
continues to support and undertake initiatives and directions that would continue its past
patterns of outwards expansion onto greenfield sites.
6
York Region. 2002. Official Plan Consolidation, p. 22–23.
7
York Region. 2002. Transportation Master Plan, p. 22.
8
9
York Region 2002, Official Plan Consolidation.
10
York Region. 2002. Transportation Master Plan, p. 5, 42–54.
11
Planning and Economic Development Committee. 2004. Towards the Vision: Second Annual Report on Indicators of Progress for
the Year 2003 and Alignment Workplan Update, May 5, 2004 Meeting Minutes.
www.region.york.on.ca/Regional+Government/Agendas+Minutes+and+Reports/PEDC+rpt+5+2004.htm
5
2 Review of York Region’s

Plans and Actions against
Smart Growth Assessment
Criteria
2.1 Development Location
Smart Growth Principle: Development location

Infill (brownfields and greyfields) versus Urban periphery (greenfields).
Official Plan
2.1 Regional Greenlands System — “Objective: To identify, protect and restore the Regional
Greenlands system composed of natural areas and connecting links as an essential structural
component of the Region.”
4.3 Housing — “Objective: To promote an integrated community structure and design that
ensures a broad mix and range of lot sizes, unit sizes, housing forms, types and tenures that will
satisfy the needs of the Region’s residents and workers.”
5.2 Community Building — “Objective: To develop diverse, self-sufficient, accessible, safe, green,
economically vibrant, pedestrian-oriented, accessible communities through excellence in planning
and urban design.”
5.5 Hamlets — “Objective: To retain the rural character of hamlets while permitting limited growth
primarily through infilling.”
2.1.1 Historical Development Patterns
York Region has historically been dominated by sprawling low-density suburban

development on former agricultural lands. Such development patterns are reflected in the
fact that single family dwellings constitute more than 80% of the region’s housing stock.
Since 1971, 160 square kilometres of prime farmland have been converted to urban use.
This represents approximately one-and-a-half times the size of York Region in 1971. 12
12
6
2.1.1.1 The Queensville Precedent
The approval of the Queensville development in East Gwillimbury is typical of the

region’s historical development patterns. The proposed plan, approved in 1998, would
lead to the expansion of Queensville by 2021 to almost 1,200 hectares, with a population
of 30,000, and providing 12,000 jobs. Despite an appeal by area residents to the Ontario
Municipal Board (OMB), the proposal received the OMB’s approval based on good
planning and location. It was supported by the town, region, local school boards and
provincial authorities.
Support came for the plan despite the fact that infrastructure services will be difficult to
provide and are dependant on two external developments: an extension of the York–
Durham Sewage System, which was assisted by the region’s arrangement of a pre-paid
development charge credit agreement, and an extension to Highway 404 to provide
increased north–south capacity with the addition of two lanes to meet traffic demand.
Without the extension of Highway 404 to at least Queensville (i.e. Ravenshoe Rd.), the
development could not proceed. It was approved despite community objections, based on
the rationale that due to comprehensive planning large-scale development is more
efficient than small-scale development, and that existing settlements as locations for
redevelopment, infill and intensification are inefficient because of decaying
infrastructure. 13
2.1.2 Greenfield Development
Recent research completed for the Ministry of Public Infrastructure Renewal indicates
that 22,946 hectares of land remain available for development within the region’s
designated settlement area of 63,133 hectares in total (2001 figures). 14 As shown the
following map, developed by the Ministry of Public Infrastructure Renewal, the
designated settlement area includes large amounts of land in Vaughan, and area
municipalities north of the Oak Ridges Moraine.
13
Neptis Foundation, 2004. Simcoe County: The New Growth Frontier, p. 50–51; Planning and Economic Development Committee.
2004. Report No.2, OMB Hearing for 19T-03001, East Gwillimbury, April 7, 2004 Meeting Minutes.
www.region.york.on.ca/Regional+Government/Agendas+Minutes+and+Reports/PEDC+rpt+4+2004.htm
14
Ministry of Public Infrastructure Renewal. 2005. A Current Assessment of Gross Land Supply in the Greater Golden Horseshoe. p.
31.
7
Map 2: York Region Land Supply, Winter 2005. 15
In reviewing the region’s development activities and stated intentions, it is apparent that
the region is signaling a desire to move towards more concentrated urban development
with the adoption of its Centres and Corridors Strategy. However the region has
continued to propose OP amendments to identify potential areas for urban development
15
Ministry of Public Infrastructure Renewal. 2005. A Current Assessment of Gross Land Supply in the Greater Golden Horseshoe. p.
31.
8
outside its current urban area designation (emphasis added). 16 The region also sought to
have rural lands in Vaughan excluded from the province’s proposed Greater Golden
Horseshoe Greenbelt, and sought the inclusion of existing proposals for regional road and
highway extensions in the Greenbelt Plan. 17
2.1.2.1 Sewer and Water Infrastructure
Markham, Vaughan and Richmond Hill are connected to piped Lake Ontario water
sources. The other area municipalities, particularly north of the Oak Ridges Moraine, 18
are supplied via groundwater wells operated by the region. 19
It is estimated that in the vicinity of the Oak Ridges Moraine, the Yonge aquifer has
dropped by forty metres over the last forty years. This is thought to be largely due to
groundwater extraction resulting from the needs of York Region's rapidly growing
population. Once it is used by households and businesses, most of the water is discharged
into the York Durham Sanitary Sewer System (YDSS) and it flows all the way to the
Duffins Sewage Treatment Plant in Pickering on Lake Ontario. This groundwater
removal, use and piping to Lake Ontario, has been estimated to amounts to a 50 Billion
litre/year loss of water from York Region watersheds to the detriment of groundwater
levels, wells, streams, wetlands and ecosystem function. 20
In partnership with the Region of Peel and the City of Toronto, York Region is planning
to access additional piped water sources from Lake Ontario. 21 Plans to pipe Lake Ontario
water to York Region via Durham Region were abandoned in the face of strong public
opposition to the construction impacts in Pickering. 22
At the same time, the York Durham Sanitary Sewer System (YDSS) (see Map) is being
twinned and extended to accommodate 30 more years of growth in York Region. The
estimated cost of this project is approximately $870 million, with land-owners and
developers providing 80% of the costs. Additional sewage would be piped from
communities such as Aurora, Newmarket, King City, Queensville and East Gwillumbury
16
York Region. 2004. Official Plan Amendment 43, Section 5.2, Part.16. Attachment 1 to the Commissioner’s May 5, 2004 Report —
Draft Amendment. www.region.york.on.ca/Departments/Planning+and+Development/Centres+and+Corridors+.htm
17
Adler, Mike. 2005. “Leave Vaughan out of belt: York,” Stouffville Sun Tribune, 1 January.
18
Aurora, Newmarket, Holland Landing, Sharon, Queensville, Mount Albert, King City, Nobleton, Schomberg, Stouffville,
Ballantrae, Musselman Lake, Kleinberg and Ansnorveldt.
19
www.region.york.ca/Services/water/Water+Supply/Watersupply.htm.
20
Jim Robb, General Manager, Friends of the Rouge Watershed, Email communications. February 2005.
21
Planning and Economic Development Committee, 2004, OMB Hearing for 19T-03001 East Gwillimbury, April 7, 2004, Meeting
and Minutes.
22
Jim Robb, General Manager, Friends of the Rouge Watershed, Email Communications. February 2005
9
through the Oak Ridges Moraine more than 50 kilometres to the Duffin's Sewage
Treatment Plant in Pickering on Lake Ontario. Markham, Richmond Hill and Vaughan
would also discharge additional sewage to the twinned and extended system. 23
Map 3: The York Durham Sewage System
In addition to its implications for future development in York region, particularly north of
the Oak Ridges Moraine, the impacts of the construction of the sewer itself has been the
subject of major concern. One federal prosecution and one private prosecution are
already before the courts for damage to fish habitat contrary to the federal Fisheries Act
associated with the construction of the system. As of December 2004, three other legal
23
Gorrie, Peter. 2004. “Big pipe dwarfs King City’s line,” Toronto Star, 6 August.
www.thestar.com/NASApp/cs/ContentServer?pagename=thestar/Layout/Article_Type1&c=Article&cid=1091743811834&call_pagei
d=968350130169&col=969483202845. See also Ferenc, L. 2004, “Close-up: The Big Pipe,” The Toronto Star, January 3, 2004.
10
investigations were underway by the federal Department of Fisheries and Oceans,

Environment Canada and the Ontario Ministry of Environment. 24
York Region utilized simple Municipal Engineer Class Environmental Assessments to

review, segment by segment, the inter-regional twinning and extension of the YDSS. As
a result, it has been suggested that alternative sewage servicing systems were
inadequately investigated and the impacts to water resources were significantly under-
estimated. 25
The addition of a linkage to the YDSS for King City was approved by the province in
August 2004. The link was justified as a required replacement of septic systems in the
community, but had been widely criticized as being likely to facilitate and encourage
urban development in the region.26
In October 2004, the Ontario Minister of the Environment responded to a request for a
bump-up from several Class Environmental Assessments to one larger and more detailed
individual Environmental Assessment for the overall YDSS twinning and extension. The
Minister denied the bump-up for the 16th Avenue and Leslie Connector trunk sewers.
However, additional conditions were imposed and individual EAs were required for the
Southeast Collector and the Leslie Extension sections of the YDSS twinning. 27
2.1.2.2 Provincial Highway Initiatives
Provincial infrastructure initiatives have significantly impacted the region’s development

patterns. The York–Durham Sewer System was originally a provincial initiative. More
recently, provincial initiatives to extend the the 400-series highway network in York
Region, particularly, as shown in the accompanying map, the northwards extension of
Highways 427 and 404, the Bradford bypass and the eastward extension of Highway
407, 28 have had the effect of encouraging the outwards expansion of the region’s
urbanized area. The Queensville development is often cited as an example of this effect. 29
24
Adler, Mike. 2004. “Sewer construction may be delayed,” Markham Economist and Sun, 25 September.
www.yorkregion.com/yr/newscentre/markhameconomistandsun/story/2234981p-2589585c.html
25
Jim Robb, General Manager, Friends of the Rouge Watershed, Email communication. February 2005.
26
See, for example, Brennan, R., and Swanson, G., 2004, “Sewage link won’t bolster sprawl, McGuinty Says, Toronto Star, 6 August.
27
Jim Robb, General Manager, Friends of the Rouge Watershed, Email communication. February 2005
28
See Winfield, M. 2004. Towards Implementation: Building Sustainable Urban Communities in Ontario. Drayton Valley, AB:
Pembina Institute. Refer to Map 1 for an overview of the routes of these projects.
29
See Neptis Foundation. 2004. Simcoe County: The New Growth Frontier, p. 50–51.
11
Map 4: Toronto Region Proposed 400 Series Highway Expansions
The Bradford bypass and extensions to Highways 404 and 427 were de-prioritized by the
province in its July 2004 proposed Growth Management Plan for the Greater Golden
Horseshoe Region, Places to Grow. 30 However, area municipalities pressed for the
continuation of the extensions to support developments such as Queensville. 31 The
February 2005 draft of the growth plan partially reinstated the 404 extension, as least as
far as Ravenshoe Road, 32 as well as a short extension of Highway 427 in Vaughan.
2.1.3 Redevelopment and Infill
Redevelopment is proposed as a tool for encouraging the transformation of single-use and

under-utilized land to full service areas, including housing, with close proximity to
transit. While there are no specific targets for housing redevelopment provided in the OP,
it is council’s policy to support the development of an average of 8,000 new housing
units annually. These would be a range of housing types, sizes and costs to meet
30
Ministry of Public Infrastructure Renewal. 2004. Places to Grow: The Greater Golden Horseshoe Growth Management Plan, p.33.
31
Adler, Mike. 2004. “Sprawl plan halts roads,” York Region Era Banner, 15 July; Ministry of Public Infrastructure Renewal. 2004.
Places to Grow, p. 33.
32
Adler, Mike. 2005. “Growth plan revitalizes highways”, The Liberal, February 20.
http://www.yorkregion.com/yr/newscentre/liberal/story/2583148p-2994938c.html
12
projected population needs but their location (i.e., infill vs. greenfields) is not
designated. 33
The region has set a target that 20% of expected population growth will occur in existing
built-up areas and redevelopment projects. A housing inventory shows that, over the last
13 years, the region has achieved an intensification rate of 17%. 34 Proposed amendments
to the OP seek to raise this target to 30%, to be achieved in part through new areas of
development within existing urban areas and transit guarantees. 35
The provincial draft Growth Management Plan for the Greater Golden Horseshoe Region
identified the Town of Markham as a “redevelopment success story.” The town’s
planning focuses on intensification and redevelopment of its downtown core so there is
no requirement for expansion of urban boundaries. According to the Ministry of Public
Infrastructure Renewal, “Markham Centre will become a vibrant, intensive, mixed-use
centre with a distinctive character and a focus for the town’s many communities.” 36
2.1.4 Changing Direction? The Centres and Corridors Strategy
Regional Official Plan (ROP) Amendment 43, the Centres and Corridors Strategy,
adopted in December 2004, 37 attempt to focus future growth along a series of centres and
corridors, and encourages concentrated, mixed-use, community development along
mainstreets. As focal points, the centres provide for mixed-use residential, commercial,
office and public services that are pedestrian-oriented and accessible, thus supporting the
objective of increased working/living opportunities. 38
The four regional centres are to be Markham Centre, Newmarket Centre, Bayview Glen
in Richmond Hill and the Vaughan Corporate Centre. These centres are located within
existing urban areas and are to be linked by regional corridors along Yonge Street,
33
York Region. 2002. Official Plan Consolidation, p. 31–32.; York Region. 2004. Official Plan Amendment 43, Section. 5.3., Part 7,
Attachment 1 to the Commissioner’s May 5, 2004 Report — Draft Amendment.
www.region.york.on.ca/Departments/Planning+and+Development/Centres+and+Corridors+.htm
34
Urban Strategies Inc. 2005. Application of a Land-use Intensification Target for the Greater Golden Horseshoe, Appendix 1.
Toronto: Ministry of Public Infrastructure Renewal.
35
York Region. 2004. Official Plan Amendment 43, Section 5.2., Parts 4 and 7, Attachment 1 to the Commissioner’s May 5, 2004
Report — Draft Amendment. www.region.york.on.ca/Departments/Planning+and+Development/Centres+and+Corridors+.htm; John
Waller, Director of Long-range Planning, York Region, Interview on November 10, 2004.
36
Ministry of Public Infrastructure Renewal. 2004. Places to Grow: The Greater Golden Horseshoe Growth Management Plan, p. 12.
37
York Region. 2005. Official Plan Amendment 43, OP Amendment, January 6, 2005.
www.region.york.on.ca/About+Us/York+Region+Official+Plan/Regional+Official+Plan.htm
38
York Region. 2004. Official Plan Amendment 43, Attachment 1 to the Commissioner’s May 5, 2004 Report — Draft Amendment
dated March 17, 2004. www.region.york.on.ca/Departments/Planning+and+Development/Centres+and+Corridors+.htm
13
Highway 7, and north–south corridors in Vaughan and Markham. 39 Proposed

amendments to the ROP suggest that local centres will also be developed as elements of
the urban infrastructure that will become focal points for local and regional transit. Key
development areas are identified as “sub-centres” between the regional and local
centres. 40
Map 5: Centres and Corridors Strategy 41
While the Centres and Corridors Strategy attempts to promote an alternative development
strategy for the region that is reliant on public transit, it faces a number of key challenges
in its implementation. These include the consideration that:
39
York Region. 2004. Official Plan Amendment 43, Section 5.5, Attachment 1 to the Commissioner’s May 5, 2004 Report — Draft
Amendment dated March 17, 2004. www.region.york.on.ca/Departments/Planning+and+Development/Centres+and+Corridors+.htm
40
York Region. 2004. Official Plan Amendment 43, Section. 5.3, Part 11; Section. 5.4, Part.3.; Section.5.5, Attachment 1 to the
Commissioner’s May 5, 2004 Report — Draft Amendment.
41
York Region. 2004, Official Plan Amendment 43, Map 10.
14
• The absence of transit-supportive infrastructure at the initial stages of regional

development, with the result that residents have developed transportation patterns that
may not be altered easily should transit become available at a later date. 42
• The current north-south focus of commuting patterns to and from Toronto, rather than
east-west within the region
• The geographic dispersion of employment within the region, making the
establishment of nodes of activity of sufficient intensity to justify higher order transit
services.
More generally, it is unclear if the centres and corridors will result in sufficient densities
and population concentrations to make transit services viable and thereby justify the
extent of senior level government capital investments to implement the strategy.43 As
shown in Table 1, the current densities of the proposed centres are far below those of
downtown Hamilton or Toronto, where high levels of transit use are prevalent. In fact,
the population of one of the proposed centres, Newmarket Centre, fell by 1.4 % between
1996 and 2001 44
Table 1: Residential and Employment Density, York Centres and Downtown

Toronto and Hamilton 45
Location Residential Density Employment Density Total Density (jobs
(residents per ha) (jobs per ha) and residents per
ha)
Markham Centre 36.8 7.6 44.4
Newmarket Centre 27.8 11.1 38.9
Richmond 22.3 10.7 33.0
Hill/Langstaff
Gateway
Vaughan Corporate 13.5 11.1 24.6
Centre
Downtown Hamilton 66.6. 66.9 133.5
Downtown Toronto 57.3 176.1 233.4
Yonge-Eglington 110.5 94.4 204.9
Centre
To effectively operationalize this strategy, the region has identified a number of key
requirements, including significant infrastructure investment, a new set of financial tools,
a new set of planning tools, and complementary supportive planning programs such as
42
John Gorman, Markham Environmental Alliance, Interview on November 8, 2004.
43
For detailed profiles of the proposed centres see Ontario Growth Secretariat, 2005. Urban Growth Centres in the Greater Golden
Horseshoe (Toronto: Ministry of Public Infrastructure Renewal).
44
Ontario Growth Secretariat, 2005. Urban Growth Centres in the Greater Golden Horseshoe (Toronto: Ministry of Public
Infrastructure Renewal) pg.21.
45
Data from Ontario Growth Secretariat, 2005. Urban Growth Centres in the Greater Golden Horseshoe
15
TDM, that in combination will support the implementation of a new direction in urban
planning. 46
2.2 Land-use Density
Smart Growth Principle: Land use density

Higher density, clustered versus Lower density, dispersed.
Provisions of York Region’s Official Plan
2.2.1 Historical Patterns
Although dominated by suburban housing developments, the density of residential

development in the region has approximately doubled in the last ten years, and is
currently estimated to average 8–12 units per hectare. Although an improvement over
past practices, these densities remain well below those achieved in more urban areas, like
Toronto and Hamilton, 47 that experience high levels of transit use.
2.2.2 Increasing the Density of Greenfield Development
York Region has historically comprised villages that focus attention on mainstreet
activities, promoting a sense of community among residents. More recent developments
have been low density as shown in Table 2.
Table 2: Existing Density for Selected Municipalities in Greater Toronto

Area (GTA)–Hamilton Area 48
Population No. of Area (Hectares) Density (units
Dwellings per hectare)
46
John Waller, Director of Long-range Planning, York Region, Interview on November 10, 2004.
47
Urban Development Institute. 2004. Analysis of Land Supply in the GTA–Hamilton Area. www.udiontario.com/
48
Urban Development Institute. 2004. Analysis of Land Supply in the GTA–Hamilton Area. www.udiontario.com/ Definition of gross
density used in analysis: The density used in this analysis is a gross number and contains land uses not generally included in Official
Plan definitions. These uses include regional road rights-of-way; highways, mixed use commercial, retail and office lands along with
the typically included uses of all residential areas and schools, with the exception of parks, which were excluded due to mapping
constraints. The only areas excluded from the measured urban areas would be: open space (valleys, woodlots, wetlands, cemeteries
and parks), major institutional uses such as airports, railway yards and the employment/industrial lands. [Author’s note: gross density
could actually be lower given that open space and employment lands have been excluded from the calculation.]
16
Markham 208,615 61,618 6,250 9.9

Newmarket 65,788 21,589 2,607 8.3
Richmond Hill 132,030 41,966 4,374 9.6
Vaughan 182,022 54,359 6,141 8.9
The challenge for the development of the region is to capture the same characteristics of
mainstreet development in new urban development as the region continues to expand.
The region is promoting higher-density housing types within regional centres, with
density targets of 2.5 floor space index (FSI) over the long term. 49 There do not appear to
be specific housing density targets established by the region.
2.2.3 Centres and Corridors
The regional Centres and Corridors Strategy provides a detailed implementation plan for
growth through development of higher-density, mixed-use centres connected by a series
of transportation corridors. The strategy provides a framework for municipal
development and identifies sites suitable for compact development along regional centres
and corridors. Site-specific public concerns have been raised with respect to density rates,
building heights, and so on. 50
2.3 Land-use Mix
Smart Growth Principle: Land use mix

Well-mixed versus Homogeneous, not mixed.
Official Plan
3.3 Locations for Economic Development — “Objective: To create a range of potential locations
for economic uses across the Region that support economic development.”
4.1 Human Development — “Objective: To develop communities where people of all ages,
backgrounds and capabilities can meet their individual needs for human development through the
various stages of their lives by providing opportunities for employment, learning, culture,
recreation and spiritual, emotional, physical and social well-being.”
4.3 Housing — “Objective: To promote an integrated community structure and design that
ensures a broad mix and range of lot sizes, unit sizes, housing forms, types and tenures that will
satisfy the needs of the Region’s residents and workers.”
49
Floor space index is a ratio of gross floor area to the lot area. York Region. 2004. Official Plan Amendment 43, Section 5.3, Parts 4
and 7. Attachment 1 to the Commissioner’s May 5, 2004 Report — Draft Amendment.
50
Planning and Economic Development Committee. 2004. York Region Centres and Corridors Strategy, June 16, 2004 Meeting
Minutes. www.region.york.on.ca/Regional+Government/Agendas+Minutes+and+Reports/PEDC+rpt+6+2004.htm
17
5.3 Centres — “Objective: To create a well-designed system of centres to focus residential,

institutional and business activities.”
2.3.1 Employment and Housing
Employment has traditionally been the primary reason for inter-regional travel as
residents of York Region commute to jobs in downtown Toronto, and residents outside
the region, for example, in the manufacturing sector, commute into the region. A recent
report examining the employment sector has suggested a series of mismatches between
commuters and their place of residence in part due to a lack of affordable housing options
within the region. 51
As indicated in Table 1, the ratio of jobs to residents in some York region centres is
extremely low (e.g. Markham Centre). 52 The region is seeking to improve work/live
opportunities for the local labour force and recognizes that achieving a balance between
employment availability and access to housing will have mutual benefits for both local
employers and employees, providing a ready supply of local labour and shortening travel
times. 53
2.3.2 Transit Access and Mixed Use
The OP recognizes that land use and transportation are inextricably linked. In designing
employment centres, transit accessibility is identified as a specific criterion for inclusion,
thus providing employees with an alternative to the automobile as a means of
transportation. 54 This recognition also underlies the Centres and Corridors Strategy.
Markham Centre, Newmarket Centre, and Richmond Hill/Langstaff Gateway are
currently served by GO Transit and regional bus routes,55 although their current densities
raise questions about the viability of additional transit services.
The TMP proposes that “transit-supportive development and community/urban design

guidelines” be drafted to support both the region and area municipalities in secondary
planning and development proposal review. 56
51
52
Other downtown areas in the region also have closer to a 1 to 1 ratio of jobs to residents (e.g. Downtown Kitchener/Uptown
Waterloo, Downtown Cambridge, Etobicoke Centre, Downtown Guelph, Downtown Peterborough, Scarborough Centre, Downtown
St.Catherines, Ontario Growth Secretariat 2005., Urban Growth Centres.
53
54
55
Ontario Growth Secretariat, 2005. Urban Growth Centres.
56
18
Access to transit service is a key element of community design providing important

contributions to business development and environmental conservation. Transit service
guidelines for area municipalities are “no more than 500 metres (a 5–10 minute walk) for
90% of the residents and no more than 200 metres for 50% of residents.” 57
2.3.3 Affordable Housing
Housing provisions reflect the demands in the housing market. Historically, single-family
housing has dominated the region’s housing form, and, at present, 80% of the housing
stock remains single-detached units. In designating land for housing and setting
development targets, the region requires a minimum of 25% affordable new housing units
in each of the area municipalities, and the need to promote higher-density residential
housing in general. 58
The region is now building at a 60:40 ratio of single detached homes to mixed housing,
with a goal to achieve a 50:50 ratio over the next ten years. 59
2.3.4 Big Box Retail
Municipalities are urged in the regional Official Plan to integrate retail facilities into the
community by including in design proposals a system of roads and pedestrian access into
the community, such that there is a mix of residential and commercial uses, integrated
park land , buildings are positioned buildings in relation to nearby streets, and large
parking lots are avoided. 60
However, within the existing OP, there are also provisions for large (greater than 30,008
square metres) retail facilities. While the region requires an impact analysis to assess
transportation needs and transit access in an attempt to mitigate the significant negative
impacts of large retail, it is difficult to integrate facilities of this size into community
design. Big box retail facilities are monolithic; the fact that they are even being
considered by the region raises the question of how the integrity of community design
can be retained.
57
58
York Region. 2002. Official Plan Consolidation, p. 31
59
In this context, mixed housing refers to multiple dwelling units, townhomes and other structures other than the traditional single-
family detached homes. John Waller, Director of Long-range Planning, York Region, Interview on November 10, 2004.
60
19
2.3.5 Community Design
In designing for regional and local centres as locations for future growth, area
municipalities are tasked with reviewing their own OPs and developing secondary plans
that focus on developing pedestrian-friendly, transit-oriented locations, and that also
include provisions for infrastructure investment for expansion or build-out. Provisions for
regional centres assume a significant contribution to regional development while local
centres support the immediate surrounding communities. Local centres would cover an
area bounded by approximately 30.35 hectares including existing historical areas. 61
The region’s community development criteria incorporate many of the characteristics that
promote concentrated, focused growth around a central area, alternate forms of
transportation use, and pedestrian-friendly streetscapes. This is accomplished through
targeted population settlement using minimum target levels, transit-focused housing
development and location, and creation of a system of walkways and bicycle paths that
includes ample greenspace and parkland. 62
2.4 Scale of Development
Smart Growth Principle: Scale of Development

Human scale. Smaller buildings, blocks and roads. Attention to detail as people experience
landscape up close, as pedestrians versus Larger scale. Larger buildings, blocks and roads.
Less attention to detail as people experience the landscape at a distance, from cars.
Official Plan
5.9 Estate Residential Development — “Objective: To provide for a limited supply of estate
residential lots, based on a demonstrated need and in a manner that will minimize the impact on
the natural environment, on agricultural operations and on servicing costs.”
5.11 Resort/Recreational Development — “Objective: To provide for the development of

prestigious, high quality, resort/recreational developments in the Rural Policy Area, based on a
demonstrated need and in a manner that will minimize the impact on the natural environment, on
agricultural operations and on servicing costs.”
61
York Region. 2004. Official Plan Amendment 43, Section 5.3, Part 9 and Section 5.4, Part 3, Attachment 1 to the Commissioner’s
May 5, 2004 Report — Draft Amendment.
62
20
Proposed amendments to the OP include the expectation that new areas of development
within the existing urban area will reflect elements of the urban design criteria. The
criteria include “street definition through building location and design, building interface
with open space, pedestrian movement and connection, building design that complements
existing neighbourhoods, and pedestrian scale and amenity.” 63 These criteria are meant to
encourage development that is primarily pedestrian-focused.
Provisions in the OP limit estate development in recognition that this is exclusive housing
with the potential for significant environmental impacts. Proposals for such development
require an amendment to area municipality official plans, and must meet the following
development criteria: conform to the local natural features, retain rural character, and be
developed in an appropriate environmentally friendly manner following an assessment of
long-term environmental impacts. 64
Resort and recreational development land uses are dependant upon the natural features of
the region for sustainability and attractiveness. Prior to approval of these types of
development, the environmental and social impacts must be assessed in depth. 65
The province’s recently adopted Greenbelt Plan, which covers much of York Region,
prohibits estate residential development and adult lifestyle and retirement communities in
the protected countryside of the greenbelt,66 and places significant restrictions on resort
and recreational development.67
2.5 Location of Public Services
Smart Growth Principle: Public services

Local, distributed, smaller. Accommodates walking access versus Regional, consolidated, larger.
Requires automobile access.
Official Plan
4.1 Human Development — “Objective: To develop communities where people of all ages,
backgrounds, capabilities can meet their individual needs for human development throughout the
various stages in their lives by providing opportunities for employment, learning, culture,
recreation and spiritual, emotional, physical and social well-being.”
5.3 Centres — “Objective: To create a well-designed system of centres to focus residential,
63
York Region. 2004. Official Plan Amendment 43, Section 5.2, Part 7, Attachment 1 to the Commissioner’s May 5, 2004 Report —
64
65
66
Ministry of Municipal Affairs. 2004. Greenbelt Plan 2005, Section 3.1.4.
67
Ministry of Municipal Affairs 2004. Greenbelt Plan 2005, Section 4.1.2.
21
institutional and business activities.”
Council policy provides that both new development and redevelopment must take into
account the availability of and access to existing and proposed human services. A Human
Services Plan for the region will be prepared that identifies service needs and priorities,
and will be used by district health councils, area municipalities, consumers and others to
draft service delivery strategies. Proposed plan amendments suggest that a strategy be
developed that integrates human services planning with land-use and fiscal planning. 68
Facilities for the arts, culture and recreation should be integrated with local business,
health and social services, parks, and municipal services and be located in proximity to
centres, whether regional or urban, as well as transit corridors. 69 This has been captured
within proposed amendments to the OP:
“Regional Centres should be the primary and priority locations for public
investment including public buildings and investment supported community
facilities and services. Major Regional buildings and facilities will be located in
the Regional Centres. The municipalities will be encouraged to locate major
public buildings and facilities in the Regional Centres.” 70
These provisions within the official planning documents suggest that access to public
facilities will be concentrated in regional centres. The concentration of services in a
handful of locations may encourage vehicle use to access services — the opposite of a
distributed approach that encourages local access.
2.6 Transportation
Smart Growth Principle: Transportation

Multi-modal supports walking, cycling and public transit versus Automobile-oriented, poorly suited
for walking, cycling and transit.
Official Plan
5.4 Corridors — “Objective: To identify corridors as mixed use transit spines that link urban and
regional centres.”
6.1 The Road Network — “Objective: To plan and protect street and road corridors so that they
can be developed in a manner that is supportive of the future urban and rural structure of York
68
York Region. 2003. Official Plan Amendment 34, Human Services Plan.
www.region.york.on.ca/About+Us/York+Region+Official+Plan/Regionally+Initiated+Amendments+to+the+ROP. htm
69
70
York Region. 2004. Official Plan Amendment 43, Section 5.3, Part 8, Attachment 1 to the Commissioner’s May 5, 2004 Report —
22
Region and that can accommodate future transportation demands.
To ensure that roads are improved in a manner that is supportive of all modes of transportation
including walking, cycling, automobile, transit and truck and that minimizes conflicts between
these different modes.
To increase the total person-carrying and goods-carrying capability of the regional street and road
network in a manner that is consistent with the overall goals and objectives of this Plan.”
6.2 Transit Network — “Objective: To provide transit services that is convenient, accessible and
equitable to all residents of York.”
6.6 Goods Movement — “Objective: To facilitate the movement of goods, improve the level of
safety and minimize the risk associated with the transportation of dangerous goods.”
2.6.1 Modal Split
Less than 8% of the region’s population utilizes the system on a regular basis, with 79%
of trips being made by automobile. 71 Based on current morning peak period trips by
residents of the region, it is forecast that the morning peak transit modal split will
increase to 17% by 2031. 72 This projected increase in the modal split is based on full
implementation of the transit initiatives outlined in the region’s planning documents.
In a business-as-usual scenario, transit modal share will remain low at 5.4% in the
regions outside the City of Toronto. 73 Since the initial forecasting in 2002, the region has
now updated its modal split targets to 33%, 74 which is more consistent with the expected
outcomes from the implementation of its current transit planning.
2.6.2 Roads and Highway Expansion
The region retains jurisdiction over the road network that connects its area municipalities
and is responsible for transportation planning. “Vehicle trip reduction strategies” are
described in the OP that aim to reduce vehicle use through promotion of telecommuting
and home-based businesses as well as flex-hours within a wider public education
campaign emphasizing the benefits from walking, cycling and transit use. It is hoped that
71
York Region. 2002. Transportation Master Plan, p.9.
72
York Region. 2002. Transportation Master Plan, p. 23–4.
73
IBI Group in association with Dillon Consulting Ltd. 2002. Toronto-Related Region Futures Study/ Interim Report: Implications of
Business-As-Usual Development. Toronto: Neptis Foundation.
74
23
coordination among area municipalities, developers and the public will result in a
“minimization of land required for roadways, and improving streetscapes.” 75
Residents of the region are highly dependent on their vehicles; “more than 70% of the
region’s households have access to 2 or more vehicles” averaging 2.6 trips per day per
person. 76
While the region’s planning documents have stipulated that reduced automobile
dependency is a priority, the TMP has outlined a series of road improvements and
upgrades that support transportation by road throughout the region. Council has
supported the building of a series of roadways including,
• Highway 407;
• Highway 427 north; by a local official plan amendment and secondary plans that
integrate land and transportation planning and development for the Regional Official Plan
Amendment 19 area;
• Highway 404 north from Davis Drive with links to Highway 400 and to the Highway
7/Highway 12 junction;
• a high-capacity connection between Highway 407 and 401 in the eastern part of
Markham and Metropolitan Toronto;
• The Greenlane-Herald Road extension to serve as a Highway 9 by-pass for the Town
of Newmarket; and
• interchanges on freeways at regional and other arterial road crossings as development
occurs in the area and the need is identified. 77
In addition, while the region has proposed road improvements to facilitate transit
initiatives, many of the provisions are for the development of non-transit road projects.
High priority was placed on construction of the Markham bypass to support growth in the
eastern portion of Markham. The bypass, which eliminates the need to drive through
Markham’s downtown area, is an attempt to move heavier truck traffic off of Highway 48
between 14th Avenue and Major Mackenzie. 78
Included in the list of proposed roadways is a transportation corridor running east–west

mid-point through the region, referred to as the King City bypass, which would
75
76
77
78
John Gorman, Markham Environmental Alliance, Interview on November 8, 2004.
24
accommodate projected increased traffic. Significant community concerns were raised

with respect to construction negatively impacting on the Oak Ridges Moraine. There has
been no resolution or alternative proposed solution to the transportation capacity
deficiencies noted in this area. 79
79
25
Map 6: 2002 – 2011 Road Improvements 80
80
York Region. 2002. Transportation Master Plan, Figure 22, pg.51.
26
Map 7: 2012 – 2021 Road Improvements 81
81
York Region. 2002. Transportation Master Plan, Figure 24, pg.53.
27
More generally, the maps above show the road improvements proposed over the next 20
years and illustrate the development of parallel transportation routes to the corridors
system with the potential to draw passengers away from the transit-based corridors to the
parallel roadways.
Residents in Vaughan are challenging the building of a 30-metre high bridge over the
Pine Valley which is a provincially protected forest. The bridge would connect the
northern and southern parts Pine Valley Drive, crossing the Boyd Park Conservation
Area. 82 The Conservation Area was added to the final version of the province’s Greenbelt
Plan. 83
2.6.3 Transit Expansion
The region’s Transit Service Strategy focuses transit planning beyond the five-year
horizon with the goal of improving the modal split. The strategy would provide for
further development of regional transit services and a user shift to transit based on the
following concepts:
• Minimum service levels on all regular routes
• Rapid transit
• Regional feeder buses
• Shuttle transfer services to major employment areas not served by transit
• Express service on highways
• Improved inter-regional links. 84
The region’s strategy includes doubling peak period transit modal share as well as
increasing auto occupancy rates through ride-sharing programs by 2031. This would be
achieved by prioritizing (a) capital improvements related to transit over roads, (b) road
widenings necessitated for transit, (c) quick implementation of transit improvements (in
advance of demand), and (d) ride-sharing initiatives as part of an aggressive
transportation demand management (TDM) strategy. 85 The region has implemented a
number of successful TDM programs including the Black Creek ride-share program. The
Town of Markham has dedicated staff to coordinate car-pooling in the private sector. 86
82
Adler, Mike. 2004. “New road will allow developers to exploit area, Berton tells crowd,” Vaughan Citizen, 23 September.
www.yorkregion.com/yr/newscentre/vaughancitizen/story/2228284p-2582602c.html
83
Ministry of Municipal Affairs, Greenbelt Plan 2005, Schedule 4: Natural Heritage Areas.
84
85
86
28
Through investments in the transit network, supporting policies and programs, and more
transit-oriented land use, the region is focused on increasing transit usage and seeks to
“level the playing field” between transit and private vehicle modes of travel. 87
Establishing a “fully coordinated” public transit system in accordance with urban design
principles requires proximity to transit stops, higher density development near transit
access roads, development of inter-modal stations to accommodate different modes of
travel as well as public transit rights of way. 88
2.6.3.1 Expansion Plans
The Transit Network Plan describes specific areas of infrastructure and service
improvements:
• Rapid transit services where light rapid transit is the preferred option
• Expansion of GO Transit commuter rail services with two new services eventually
providing all-day service along five corridors
• Additional GO Transit rail stations on existing lines to improve accessibility
• Express bus service using high-occupancy vehicle (HOV) lanes along the 400-series
highways to improve service frequency
• Transit gateways comprising transit terminals, commuter parking lots, retail and other
services providing connecting road and transit use
• Grid network of surface bus routes links with rapid transit services
• Rural commuter parking lots to support the transit network
• Rural bus service that connects to grid transit for rural municipalities
• Service in small outlying areas that feeds into rural bus routes and connects into the
larger rapid transit network
• Low-floor buses that provide limited mobility access. 89
All capital improvements to the rapid transit system will facilitate upgrading to light
rapid transit or subway. 90 The capital cost of new buses for transit improvements is
estimated at $317 million (2001). 91
87
88
89
29
Higher-density residential development, preservation and development of mainstreets,

employment growth and business development are recognized by the region as
contributing factors to establishing regular transit service along the corridors. 92
2.6.3.2 Centres and Corridors Strategy
A combination of existing road capacity deficiencies and few opportunities to increase

road capacities, particularly across the York Region/City of Toronto boundary, suggests
that transit is the best option for moving residents and maximizing person trip capacity.
In order to increase transit modal share, the four regional centres and two regional
corridors identified in the Centres and Corridors Strategy will become focal points for
transit development. 93 Regional planning documents suggest that early implementation of
rapid transit supports the development of the regional centres and corridors, which
encourages transit ridership. 94
Service areas include all four key corridors identified in the regional Centres and
Corridors Strategy: Yonge Street, Highway 7, the Vaughan north–south corridor, and the
Markham north–south corridor. Corridor EA reports are expected at the end of 2004 with
implementation to begin in fall 2005.
The province has indicated its support for building urban transit such as the region’s BRT
and longer-term extensions to Vaughan, Richmond Hill and other urban centres to
facilitate movement among and between communities. 95 The region believes that if it is
going to make an impact on changing the existing urban form, there has to be significant
transit investment. 96
In the short term (five-year plan) the region seeks to finalize its rapid transit
implementation study by identifying the public/private mix of partners, creating an
enabling environment for environmental and planning approvals, and prioritizing transit
90
York Region. 2002. Transportation Master Plan, June, p. 46.
91
York Region. 2002. Transportation Master Plan, June, p. 49.
92
York Region. 2002. Official Plan Consolidation, November, p. 47.
93
94
York Region. 2004. Official Plan Amendment 43, Section5.3, Part11, and Section 5.5, Part.6, Attachment 1 to the Commissioner’s
May 5, 2004 Report — Draft Amendment.
95
Ministry of Public Infrastructure Renewal. 2004. Places to Grow, p. 29.
www.placestogrow.pir.gov.on.ca/userfiles/HTML/nts_2_20438_1.html
96
30
on the regional road network. If public/private partnership arrangements are not feasible
as a development partner, the region has already decided that by 2011 BRT is the least
expensive and recommended option for development in all four corridors. 97
2.6.3.3 The Quick Start Program
The Quick Start program is considered to be the first phase of the York Rapid Transit
Plan. The program combines a bus rapid transit (BRT) package of limited stops with
local feeder bus routes that will operate in mixed traffic. A combination of traffic signal
priority and right-turn-lane “queue jumpers” is expected to improve service delivery. 98
The Quick Start program will include 18-hour daily service with a minimum ten-minute
service frequency during peak periods and expected reduction in transit travel times
between 25 and 40%. In off-peak hours, service will run every 15 minutes in urban areas.
Interconnections at transfer stations will facilitate links with GO Transit, Toronto Transit
Commission service, airport shuttle service, and others. In March 2004, a fleet of 77
buses was purchased by the region including 22 60-foot vehicles and 55 40-foot vehicles
for the purpose of implementation the Quick Start program. 99
One of the drawbacks of the existing focus on bus rapid transit is that, as a surface transit
program, it would be competing directly with automobile traffic as a means of
transportation. Dedicated transitways are a potential solution. However, as is evident in
Ottawa, conversion of the transitways to rail to meet increased rider demand is neither
easy nor inexpensive.
York Region and the federal and provincial governments signed formal agreements in
May 2004 to each invest $50 million in the Quick Start program. 100
2.6.3.4 Interregional Connections
97
98
Regional Rapid Transit Public/Private Partnership Steering Committee. 2004. YRTP-YRT Quick Start
Draft Service Plan Status Report.
www.region.york.on.ca/Regional+Government/Agendas+Minutes+and+Reports/RTC+rpt+6+2004.htm
99
Regional Rapid Transit Public/Private Partnership Steering Committee. 2004. Progress Report York
Rapid Transit Plan, June 17 and May 13 Meeting Minutes.
100
Ministry of Transportation. 2004. “Its full speed ahead for rapid transit in York Region,” News Release, 7 May.
31
In order to implement its Transit Network Plan, the region requires service links with
neighbouring municipalities including the City of Toronto, and Durham and Peel
Regions. Joint initiatives with these existing services would facilitate seamless travel for
York Region residents seeking to move throughout southern Ontario by transit. 101 Inter-
regional transit links along Highway 407 for example have been proposed by the
province as a means of integrating the transit needs of the population north of the
GTA. 102
2.6.4 GO Transit
A provincially run operation, GO Transit provides a variety of services in York Region

including a commuter rail service linking downtown Toronto to Bradford, Richmond Hill
and Stouffville; inter-municipal bus routes along Yonge Street and Bayview Avenue; and
inter-city coach routes connecting York Region to Toronto destinations. 103 Across the
province as a whole, it handles 44 million riders annually.
The provincial government recently announced a proposal for two-way, all-day GO train
service, with inter-regional transit links in recognition of the growing population and
employment in the region and elsewhere across the province. 104
However, York Region has said the cost of GO Transit’s proposals is too expensive; it
finds unfair a provincial funding formula that has them contributing one-third of the
expansion costs. The region has its own proposals for GO Transit expansion, including
track work that would see all-day, two-way service on the Bradford, Richmond and
Stouffville lines, as well as additional station and rail line construction. These proposals,
along with a pedestrian walkway and commuter parking lots, total $1.3 billion according
to GO Transit. The issue of who will pay for the expansion remains an outstanding
issue. 105
The provincial government recently announced that it will provide $1.05 billion jointly
with the federal government and the region to improve efficiency on the GO Transit
101
102
Adler, Mike. 2004. “Sprawl plan halts roads,” York Region Era Banner, 15 July.
103
104
Adler, Mike. 2004. “Sprawl plan halts roads,” York Region Era Banner, 15 July; Ministry of Public Infrastructure Renewal. 2004.
Places to Grow, p. 30. www.placestogrow.pir.gov.on.ca/userfiles/HTML/nts_2_20438_1.html
105
Adler, Mike. 2004. “GO plan not in region’s interest, Fisch says,” Liberal, 14 September.
www.yorkregion.com/yr/newscentre/liberal/story/2203512p-2553456c.html
32
system. The funds will be used for expansion of bus and rail services aimed at reducing
travel time, and increasing transit safety and accessibility. 106
2.6.5 Cycling
To promote a more integrated transportation system, the region has recognized the need
to promote walking and cycling as well as to construct appropriate facilities that enable
citizens to adopt alternative means of transportation. The TMP lays out a four-pronged
approach to accomplish this goal:
• amendments to OP policies so that they support the development of regional and
municipal cycling networks, including on-street designations
• additional elements to the development process such that all secondary and
transportation plans include pedestrian and cyclist safety, and site plan applications
include pathways and other provisions that will foster walking and cycling
• modification to capital works programs so that cycling facilities are included in road
rehabilitation projects
•
introduction of a Bicycle/Transit Integration Program to provide for bus racks and
lockers at major transit stations and community facilities. 107
2.7 Connectivity
Smart Growth Principle: Connectivity

Highly connected roads, sidewalks and paths, allowing direct travel by motorized and non-
motorized modes versus Hierarchical road network with many unconnected roads and walkways,
and barriers to non-motorized travel.
Official Plan
5.4 Corridors — “Objective: To identify corridors as mixed-use transit spines that link urban and
regional centres.”
The Centres and Corridors Strategy (ROPA 43) is intended to improve connectivity at the
regional level. At a more local level more traditional suburban forms have dominated the
region’s recent development patterns with poor connectivity from the perspectives of
drivers, pedestrians and drivers, particularly within subdivisions, and between
subdivisions and the wider networks.
106
Ministry of Transportation. 2004. “More tracks, trains and seats for commuters thanks to funding agreement for GO Transit,” News
Release, 7 May. www.mto.gov.on.ca/english/news/provincial/2004/050704.htm
107
33
2.8 Streetscapes
Smart Growth Principle: Streets

Designed to accommodate a variety of activities traffic calming versus Designed to maximize
motor vehicle traffic volume and speed.
Official Plan
2.8.1 Streetscapes
The region is promoting healthy communities that meet the needs of its citizens.
Provision of transportation choices that include walking and cycling within and between
communities, as well as streetscaping that fosters pedestrian use, are outlined in the OP.
Pedestrian orientation is mentioned repeatedly as a requirement for urban design plans,
site plan submissions and zoning regulations. 108
The region’s report Regional Streets: Standards for Rights-of-Way and Boulevards
establishes road rights-of-way expected function and use. Maximum road widths have
been established for road construction reflecting the individual character and use of each
road. Smaller road widths through historical towns along with reduced posted speeds will
provide for slower speeds and more pedestrian-friendly commutes as opposed to wider
roadways with higher traffic volumes. 109
The details on traffic calming are limited in the region’s OP and it is expected that much
more detail on the issue can be found in the individual official plans of the area
municipalities.
2.8.2 Highway 7 as a Mainstreet
Highway 7, which runs east–west across the top of the GTA, was originally built as a
conduit for car and truck traffic and, for years, served as the northern boundary of the
GTA. It has become rapidly congested as the city has continued to expand beyond it. As a
regional corridor, the proposed amendments to the OP suggest that it become a “human-
scale mainstreet” served by rapid transit. 110 Highway 7 is considered by the region to be a
108
York Region. 2002.Official Plan Consolidation, p. 41
109
110
York Region. 2004. Official Plan Amendment 43, Section 5.5, Attachment 1 to the Commissioner’s May 5, 2004 Report — Draft
Amendment. www.region.york.on.ca/Departments/Planning+and+Development/Centres+and+Corridors+.htm
34
good example of proposed development that is transit and pedestrian-friendly and

incorporates the needs of users in its planning. It is an area where high-density growth is
occurring.
According to the Centres and Corridors Strategy Highway 7 will be characterized by

mixed, high-density, residential and employment use. 111 Given that local residents have
characterized the corridor as a “busy six-lane mini-highway” dotted with strip malls, 112
redevelopment in this direction may present significant challenges.
2.9 Planning Process
Smart Growth Principle: Planning process

Planned/coordinated between jurisdictions and stakeholders versus Unplanned/little coordination
between jurisdictions and stakeholders.
2.9.1 Stakeholder Consultation
The region has incorporated public consultation into its planning process and the
development of the OP. Advertising, public meetings, open houses, householder
mailings, and other approaches are used as a means of generating public participation and
feedback on proposed amendments and development proposals. 113 The region also
undertakes to consult and coordinate with neighbouring municipalities as well as other
jurisdictions in the GTA. 114
The public has been involved in developing the TMP through an assessment of existing
conditions, identification of broad strategic directions and feedback on implementation
plans. Consultation has included conducting a public opinion survey and disseminating
information through the York Region’s Web site, newsletters, public consultation
meetings, workshops and focus groups. Public feedback highlighted a desire to decrease
automobile dependence in the region and an increase in more liveable communities. 115
With respect to corridor development, public consultation is ongoing. This is due, for the
most part, to the request by the Ministry of the Environment for revisions to the focused
111
Loy Cheah, Manager of Transportation Planning, York Region, Interview on November 12, 2004.
112
Concerned Citizens of King Township. Email Communication. February 24, 2005.
113
114
115
35
Terms of Reference (TOR) for the corridor environmental assessments that had
previously been approved and formed the basis of completed EA study activities. This
announcement followed a ruling by the Divisional Court in the fall of 2003 precluding
the use of focused TORs. 116
2.9.2 Measuring Progress
As part of its detailed Implementation Strategy for the TMP, the region has established a
priority setting framework with which to measure the cost-effectiveness of proposed road
and transit projects. The framework is intended to be an important tool for managing
results and generating the greatest return on its capital investments. 117
The framework is supplemented by a monitoring and review process that would track
changes in land-use densities, employment growth, greenfield consumption, and modal
split, assumptions about which led to the development of programs and policies. Detailed
monitoring will enable staff to determine the degree to which policies and programs need
to be strengthened or amended to meet established goals and whether new policies and
programs should be adopted.
2.10 Public Space
Smart Growth Principle: Public space

Emphasis on the public realm (streetscapes, pedestrian areas, public parks, public facilities)
versus Emphasis on the private realm (yards, shopping malls, gated communities, private clubs).
Official Plan
2.10.1. Urban Design
According to the OP, effective community design that incorporates pedestrian accessible
greenspace and local parks is at the heart of creating pedestrian-oriented, transit-friendly
spaces. 118
116
Regional Rapid Transit Public/Private Partnership Steering Committee. 2004. Environmental
Assessment Update, April 15, 2004 Meeting Minutes.
117
118
36
Proposed amendments to the OP Plan suggest that public space can be improved by
burying hydro lines, improving sidewalks and lighting, creating public gathering spaces,
and greening the pedestrian environment. 119
2.11 Natural Heritage Conservation
Smart Growth Principle: Natural Heritage Conservation

Protection of key natural heritage, source water features, with strong connectivity versus
Fragmentation/development of natural heritage, source water features with poor connectivity.
Official Plan
Section. 2.1 The Regional Greenlands System — Objective: “To identify, protect and restore the
Regional Greenlands System composed of natural areas and connecting links as an essential
structural component of the Region.”
2.11.1 The Regional Greenlands System
York Region contains a high portion of environmentally significant lands, totalling

44.2% of the region’s total land area. Of this total, 15.1% of the region’s lands are fully
protected. Eleven percent of the region’s land is generally protected, meaning that
development is not allowed to have any negative impacts, 14% has some minimal level
of protection, and 4.1% of sensitive lands have no protection at all. 120 The region’s
environmentally significant lands, and the levels of protection currently provided to them,
are show in the following map developed by the Neptis Foundation.
119
York Region. 2004. Official Plan Amendment 43, Section 5.6, Part 9–11. Attachment 1 to the Commissioner’s May 5, 2004 Report
— Draft Amendment. www.region.york.on.ca/Departments/Planning+and+Development/Centres+and+Corridors+.htm
120
Neptis Foundation. 2004. The State of Greenlands Protection, p. 6 and 47.
37
Map 8: York Region Greenlands July 2004. 121
The various protective levels suggest that upwards of 29.1% of additional Greenland that
could be developed. A case in point is proposed urban centre of Newmarket, which is
surrounded by protected countryside. Expansions of Newmarket’s urban boundaries to
accommodate expected growth could be at the expense of the protected countryside. 122
121
Fraser and Neary, The State of Greenlands Protection in South-Central Ontario, pg.49.
122
Concerned Citizens of King Township. Email communication. February 24, 2005.
38
According to the York Region OP, “greenlands are defined as natural heritage features
such as woodlands, wetlands, valleys, watercourses, and waterbodies, as well as
conservation areas, agricultural preserves, or Crown land. Agricultural areas are included
only if protected by municipal policy.” 123 The Regional Greenland System was delineated
in the region’s 1999 Offical Plan.
Environmental policy areas, defined as “Environmentally Significant Areas, Life Science

Areas of Natural and Scientific Interest, and Habitats of Vulnerable, Threatened or
Endangered Species,” have been identified for protection within the Regional Greenlands
System. These environmentally sensitive areas are recognized as having significance
beyond the region to provincial and national levels as well. 124
Environmental evaluation is a prerequisite when submitting development proposals either

within, or in close proximity to, the Regional Greenlands System. The evaluation must
assess the expected impacts and mitigations proposed to ensure that there are no adverse
affects. Applications will not be approved where there are overall negative impacts on
existing greenspace. Development cannot include establishing a pit or quarry of any type,
asphalt plant, waste disposal site, coordination between public and private interests and
establishing land stewardship options. Amendment 41 recognized mineral aggregate
operations or wayside pits provided that they were in accordance with the Oak Ridges
Moraine Conservation Plan (ORMCP). 125
2.11.2 Oak Ridges Moraine
The Oak Ridges Moraine is an important greenspace; it is considered to be one of

Ontario’s most significant landforms. Located north of Lake Ontario, it is a dividing
point between waters draining south into Lake Ontario and north into Lake Simcoe and
has recently been protected from extensive development by provincial environmental
legislation. 126
123
Neptis Foundation. 2004. The State of Greenlands Protection, p. 6.
124
125
York Region. 2002. Official Plan Consolidation, p. 7–8; Planning and Economic Development Committee. 2004. Report 3 of the
Regional Planning and Economic Development Committee Meeting Held on March 3, 2004, Attachment 2: Regional Official Plan
Amendment 41, p. 4. Adopted by Council March 25, 2004.
www.region.york.on.ca/Regional+Government/Agendas+Minutes+and+Reports/PEDC+rpt+3+2004.htm.
126
The Oak Ridges Moraine Conservation Plan (ORMCP) was enacted in 2001, and protects 92% of the moraine from development
and limits development on the remaining 8%. Developers have argued that this and other legislation has limited the supply of
available land (Neptis Foundation. Date. Simcoe County: The New Growth Frontier, p. 46); Planning and Economic Development
Committee. 2004. Report 3 of the Regional Planning and Economic Development Committee Meeting Held on March 3, 2004,
Attachment 2: Regional Official Plan Amendment 41, p. 6. Adopted by Council March 25, 2004.
www.region.york.on.ca/About+Us/York+Region+Official+Plan/Adopted+amendment+41+and+maps.htm#Adopted
39
As required under the Oak Ridges Moraine Conservation Act, the region adopted the Oak
Ridges Moraine Conformity Amendment (ROPA 41) in March 2003.
A “land swap,” between the province and developers is intended to protect just over 405
hectares of land in Richmond Hill, which is the “only remaining undeveloped link
between the eastern and western ends of the Oak Ridges Moraine.” 127 In return, the
developers received 516 hectares of land in Seaton, near Pickering, currently owned by
the province. Part of the deal also includes developers contributing $3.5 million to the
Oak Ridges Moraine Foundation for park improvements. While the majority of the
Seaton lands remain in the control of the province, there is concern that the portion slated
for development will put increasing developmental pressure on the 1,214 hectares of
provincial land in the Duffin–Rouge Agricultural Preserve in Markham. 128 Further details
on the history behind the swap can be found in the Annex 2.
127
Ministry of Municipal Affairs and Housing. 2004. “Government signs exchange agreement for park on Oak Ridges Moraine,”
News Release, 23 September. www.mah.gov.on.ca/userfiles/HTML/nts_1_21829_1.html
128
Adler, Mark. 2004. “Land swap complete for massive moraine park,” Markham Economist and Sun, 25 September.
www.yorkregion.com/yr/newscentre/markhameconomistandsun/story/2234973p-2589560c.html
40
3 Overall Observations
York Region’s development patterns over the past three decades have been largely
defined by sprawling, automobile-dependent residential and employment land sprawl,
with few mixed-use developments outside of existing town centres and downtown. These
patterns are reflected in the dominance of single-family housing in the region,
constituting 80% of the region’s existing housing stock, and high levels of reliance on the
automobile for transportation, with transit making up less than 10% of the current modal
share. The poor mix of land uses, together with a lack of affordable housing, has created
the need for extensive commutes to work for many of the region’s residents. The region’s
current infill/redevelopment rate is estimated at 17%.
More recently, the region has been signalling a desire to move in a different direction.
The Centres and Corridors Strategy (OPA 43), adopted in December 2004, reflects an
attempt to redirect some growth into higher-density, mixed-use patterns for which transit
will be a viable and attractive option. The region also has aggressive targets to improve
transit’s modal share (to 33% of peak hour trips) and to increase its infill/redevelopment
rate to 30%.
At the same time, however, the region has continued to support the outwards expansion
of the provincial highway network in the region, and has continued outwards expansion
of the York–Durham sewer systems. Both initiatives seem likely to induce and encourage
additional low-density, automobile-dependent development onto greenfield locations. In
a similar vein, the region opposed aspects of the province’s Greater Golden Horseshoe
Greenbelt Initiative, and sought to have a number of road and highway corridors included
in the plan.
41
Annex 1
Regional Population and Employment Growth Rates 129
1996 2006 2011 2016 2021 2026
Aurora
Population 36000 49000 56000 63000 69000 75000
Employment 14600 19000 22000 26000 30000 33000
East
Gwillimbury
Population 20400 27000 32000 41000 51000 60000
Employment 4600 7000 9000 12000 16000 20000
Georgina
Population 35900 45000 51000 59000 67000 74000
Employment 7500 10000 13000 16000 20000 22000
King
Population 18800 22000 25000 29000 32000 35000
Employment 6100 7000 8000 10000 11000 12000
Markham
Population 179100 253000 281000 304000 326000 348000
Employment 97600 148000 169000 185000 200000 212000
Newmarket
Population 59000 79000 87000 91000 95000 98000
Employment 27200 37000 41000 43000 45000 46000
Richmond
Hill
Population 105100 171000 191000 204000 212000 219000
Employment 43100 79000 94000 106000 115000 119000
Vaughan
Population 136900 221000 254000 281000 305000 330000
Employment 83300 151000 172000 188000 202000 215000
Whitchurch-
Stouffville
Population 20500 27000 31000 35000 38000 41000
Employment 7500 10000 12000 14000 16000 17000
York
Population 611700 894000 100800 1107000 1195000 1280000
Employment 291500 468000 540000 600000 655000 696000
Note: These figures have been updated for York Region in a recent report “Growth
Outlook for the Greater Golden Horseshoe” produced for the Government of Ontario. 130
Date Population (000’s) Employment (000’s)
1981 260 110
1991 520 250
2001 760 390
2011 1060 590
2021 1310 700
2031 1530 780
129
130
Hemson Consulting. 2005. “Growth Outlook for the Greater Golden Horsehoe”, p. 57 and 58.
42
Annex 2
Box Grove OPA 131
Until recently, Box Grove was a small hamlet of a few dozen homes located at 9th Line
and 14th Avenue just beyond the eastern boundary of Markham's urban area.
The prime farmland around Box Grove was purchased by the Ontario Government in the
1970s as part of a greenbelt plan to separate Markham and proposed developments
further east in Pickering such as a federal airport and a new community in Seaton.
In the late 1990s, the Ontario Realty Corporation, a provincial agency, sold the Box
Grove lands to a developer. Ontario's Environmental Commissioner criticized this land
sale because it was done without proper public consultations and environmental
assessment. Between 2000 and 2001, at the urging of the Province, York Region and the
Town of Markham, Hwy 407 East was extended 15 kilometres from Markham Road past
the 9th Line and through the prime farmland and greenspace of the Rouge and Duffins
watersheds to just past Brock Road in Pickering. Between 2000 and 2005, a large
extension of the York Durham sewer was built beneath the 9th Line to service
developments in Markham (Cornell) and to eventually service Stouffville and a
quadrupling of its population.
The Markham and York Region Official Plans placed rural designations on most of the
lands east of Box Grove. Although the local and regional Official Plans stipulated only
modest hamlet growth around Box Grove, Markham Council and York Region Council
amended their Official Plans in 2003/04 to allow several hundred acres of relatively low
density residential development on the prime farmland and greenspace. To make matters
worse, the ecological planning principles developed through the Rouge Park North
Management Plan (1997-2002) were not applied to this urban expansion between the
Little Rouge and main Rouge Rivers.
York Region and the Town of Markham utilized the Box Grove development to gain
developer funding for a portion of the Markham Bypass between Hwy 407 and the 9th
Line. This reliance on development charges for the funding of regional and local
infrastructure creates a vicious circle of costly sprawling infrastructure and more urban
sprawl.
131
Jim Robb. General Manager, Friends of the Rouge Watershed. Email communication, March 2, 2005
43
Annex 3
Interviews and/or email communication:

Mr. Loy Cheah, Manager of Transportation Planning, York Region.
John O-Gorman, Markham Environmental Alliance.
Jim Robb, General Manager, Friends of the Rouge Watershed
Mr. John Waller, Director of Long-Range Planning, York Region.
Concerned Citizens of King Township
44
Summary Table: York Region
Criteria Official Policy (e.g., OP, Infrastructure, Growth Implementation (what’s happening on the ground)
Management, Transportation Plans)
General Historic pattern of extensive automobile dependent low- Contradictory signals: continued support for outward expansion of
Comments density sprawl (80% of housing stock detached single highway and sewer and water infrastructure raises questions re:
family dwellings). commitment to focus development in corridors and centres.
Centres and Corridors Strategy (ROPA 43) represents Capital financing and ongoing viability of Centres and Corridors
significant effort to re-direct development focus. Strategy transit initiatives unclear.
Development Centres and Corridors strategy intended to promote more Current housing stock is 80% single family dwellings.
Location: concentrated urban development.
Support for Queensville development reinforces questions re: focus
Boundary Region continues to identify potential areas of urban on Centres and Corridors vs. outward sprawl.
expansions development outside of urban designations.
and new Submission on provincial greenbelt initiative indicates continued
development focus on outward sprawl onto agricultural and natural heritage
lands.
Direction of large infrastructure projects (roads-400 series highway

extensions, and sewer and water-twinging of YDSS and “big pipe”)
contradict Centres and Corridors Strategy focus.
Development Regional goal of 30% for new development in existing Current infill/redevelopment rate is 17%
Location urban areas.
(b) Town of Markham as “redevelopment success story.” but not
Intensification Council policy to develop 8,000 new housing units representative of overall regional dev trends.
annually, but there are no targets re: the split between
greenfields and/or infill locations. Lack of transit supportive infrastructure and sufficient population
densities.
Centers and corridors strategy focuses growth and
concentrated development in regional centres and
corridors.
Land Use Centres and Corridors Strategy includes density target of Has doubled existing density rates to 8-12 units/ha in the past 10
Density 2.5 ratio of floor space to lot area in Regional Centres. years. Densities, even in proposed ”centres” remain low relative to
(a) Specific urban centres with high levels of transit use.
targets No other specific targets in OP.
Land Use Centres and Corridors Strategy (ROPA 43) intended to New urban development dominated by single use, detached or
Density produce higher densities in these areas. semi-detached housing.
(b) Increased
density
Land use Mix OP Recognizes effective land-use mix supports economic Historically poor match between employment location and
(a) Mixed Use and human development and improved work/live residence with implication of need for extensive commuting.
opportunities.
At present, 80% of the housing stock is single, detached homes.
Regional Centres and Corridors Strategy (OP
Amendment 43) encourages mixed-use growth along All designated urban centres have low employment to housing
series of centres and corridors serving regional and local ratios (particularly Markham Centre).
development.
Land Use Mix Provisions for very large scale retail remain in OP. Extensive big box/strip mall retail development.
(b) Big box
Land Use Mix Transit access to employment centres is key element of Current mix poor. Strong separation of housing and employment
(c) corridors and centres strategy. areas.
Transit/Land
Use OP includes guideline of 90% of residents within 500m of
transit stop and 200m for 50% of residents.
Land Use Mix Region now has 25% affordable housing target, with Lack of affordable housing in region identified as significant factor
(d) Affordable higher targets for the future. in housing/employ-ment location mismatches.
Housing
The Region has set a goal of 50/50 split between single
detached housing and mixed housing split over the next
10 years.
Scale of Urban design criteria encourages pedestrian-focused
Development development. Mainstreet redevelopment of Highway 7 presents significant
challenge. Highway 7 has been characterized as “busy six-lane
“Human scale” mainstreet redevelopment for Highway 7. mini-highway”.
Area municipalities encouraged to preserve traditional

mainstreets.
Public Regional centres focus on municipal activities and public Linking services to Centres and Corridors Strategy suggests
Services investment. concentrated rather than distributed approach to service access.
Human services plan to be drafted. Will require automobile or transit trips for access for those living
outside of regional centres.
Transport-
ation Lack transit options in existing developments.
(a) Transit Regional corridors for mixed-use transit link between
regional and urban centres. Regional Centres and Unclear if proposed centres and corridors will have sufficient
Corridors to be focal points for transit development. population and density to support higher-order transit. Population of
Newmarket Centre, for example, in decline.
Transit Service Strategy goal to improve modal share. Transit modal share less than 10%.
Region expecting significant increases in transit modal Aggressive TDM strategy includes car-pooling program in
share to 33% by 2031. Markham.
TMP provides for cycling networks and bike racks. Implementation of bus-rapid transit (Quick Start program) along all
four corridors for Fall 2005 with federal, provincial and municipal
funding, but limitations include limited expansion options,
competition with existing traffic.
Outstanding cost sharing disputes between GO Transit and

Region.
Transportation Resident vehicle dependence: 70% of population own 2 or more

(b) Road Region continues to support major road expansions, vehicles for an average of 2.6 trips per day.
expansion including 407 and 404 extensions, and Markham,
Newmarket and King City by-passes.
Parallel transportation routes to the transit corridors are

proposed in planning documents.
Transportation Centres and Corridors Strategy will require major capital Capital funding for Centres and Corridors infrastructure unclear.
(c) Funding investments
Initial federal-provincial and regional commitments to “Quick Start”
in place.
Connectivity Centres and Corridors Strategy provides framework Current development patterns heavily automobile dependant with
intended to improve connectivity. poor connectivity.
Streets Transportation choice and pedestrian orientation are Historically strong automobile focus except for historic town
identified as regional priorities. centres.
Road rights-of-way standards linked to form and function

Highway 7 ”Mainstreet” initiative attempts to introduce
more mixed-used, pedestrian orientation.
Planning Wide-ranging public consultation will be incorporated into Public seeks more livable communities.
Process planning process.
Transportation Master Plan includes monitoring and

review process.
Public Space Accessible communities include

Greenspace.
Natural High portion of environmentally significant lands in region 15.1% of region’s lands fully protected from development.
Heritage (44.2%).
”Big pipe” and other regional infrastructure, and continued
Regional greenlands system in place. infrastructure development seen to threaten greenlands system.
The Region adopted an Oak Ridges Moraine Conformity Development pressures on provincial land near Markham resulting
Amendment (ROPA 41) in March 2003. from regional land exchange.

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Appendix 1: York Region

2.10 Public Space .................................................................................................................. 36

1.2 Planning Direction

2 Review of York Region’s

Smart Growth Principle: Development location

2.1.1 Historical Development Patterns

York Region has historically been dominated by sprawling low-density suburban

2.1.1.1 The Queensville Precedent

The approval of the Queensville development in East Gwillimbury is typical of the

2.1.2 Greenfield Development

Map 2: York Region Land Supply, Winter 2005. 15

2.1.2.1 Sewer and Water Infrastructure

Map 3: The York Durham Sewage System

investigations were underway by the federal Department of Fisheries and Oceans,

York Region utilized simple Municipal Engineer Class Environmental Assessments to

2.1.2.2 Provincial Highway Initiatives

Provincial infrastructure initiatives have significantly impacted the region’s development

Map 4: Toronto Region Proposed 400 Series Highway Expansions

2.1.3 Redevelopment and Infill

Redevelopment is proposed as a tool for encouraging the transformation of single-use and

2.1.4 Changing Direction? The Centres and Corridors Strategy

Highway 7, and north–south corridors in Vaughan and Markham. 39 Proposed

Map 5: Centres and Corridors Strategy 41

• The absence of transit-supportive infrastructure at the initial stages of regional

Table 1: Residential and Employment Density, York Centres and Downtown

2.2 Land-use Density

Smart Growth Principle: Land use density

2.2.1 Historical Patterns

Although dominated by suburban housing developments, the density of residential

2.2.2 Increasing the Density of Greenfield Development

Table 2: Existing Density for Selected Municipalities in Greater Toronto

Markham 208,615 61,618 6,250 9.9

2.2.3 Centres and Corridors

2.3 Land-use Mix

Smart Growth Principle: Land use mix

5.3 Centres — “Objective: To create a well-designed system of centres to focus residential,

2.3.1 Employment and Housing

2.3.2 Transit Access and Mixed Use

The TMP proposes that “transit-supportive development and community/urban design

Access to transit service is a key element of community design providing important

2.3.3 Affordable Housing

2.3.4 Big Box Retail

2.3.5 Community Design

2.4 Scale of Development

Smart Growth Principle: Scale of Development

5.11 Resort/Recreational Development — “Objective: To provide for the development of

2.5 Location of Public Services

Smart Growth Principle: Public services

5.3 Centres — “Objective: To create a well-designed system of centres to focus residential,

institutional and business activities.”

Smart Growth Principle: Transportation

Region and that can accommodate future transportation demands.

2.6.1 Modal Split

2.6.2 Roads and Highway Expansion

Included in the list of proposed roadways is a transportation corridor running east–west

accommodate projected increased traffic. Significant community concerns were raised

Map 6: 2002 – 2011 Road Improvements 80

Map 7: 2012 – 2021 Road Improvements 81

2.6.3 Transit Expansion

2.6.3.1 Expansion Plans