Yonge Subway Extension
Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
January 2009
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
TABLE OF CONTENTS
Page
PREFACE.......................................................................................................................................1
1.
INTRODUCTION..............................................................................................................2
2.
OPPORTUNITIES AND CONSTRAINTS.....................................................................5
3.
RICHMOND HILL CENTRE ALTERNATIVES .........................................................8
3.1
Generation of Route Alternatives ........................................................................... 8
3.2
Development of Alignment Alternatives ................................................................ 9
4.
ASSESSMENT AND EVALUATION OF LONG-LIST OF ALTERNATIVES ......13
4.1
Methodology ......................................................................................................... 13
4.2
Screening of Alignment Alternatives.................................................................... 13
4.2.1 Geometric Alignment Constraints ............................................................ 13
4.2.2 Langstaff / Longbridge and Richmond Hill Centre Couplet .................... 14
4.3
General Assessment of Alternatives 1-5............................................................... 15
4.4
Highway 407 / Highway 7 Corridor Subway Station Alternatives....................... 18
4.4.1 Alternatives B1 and C1............................................................................. 18
4.4.2 Alternatives B2 and C2............................................................................. 19
4.4.3 Alternative D............................................................................................. 20
4.5
Other Factors......................................................................................................... 24
4.5.1 Future Yonge Subway Extension.............................................................. 24
4.5.2 Highway 407 Transitway.......................................................................... 25
5.
ASSESSMENT AND EVALUATION OF SHORT-LIST OF ALTERNATIVES ....26
5.1
Evaluation Methodology....................................................................................... 26
5.2
Station Layout Concepts and Surface Integration ................................................ 26
5.3
Assessment of Alignment Alternatives A, B and C.............................................. 38
5.4
Selection of a Preferred Alternative...................................................................... 38
6.
REFINEMENTS SUGGESTED DURING CONSULTATION ..................................40
6.1
Refinements Suggested During Consultation ....................................................... 40
6.2
Consultation on the Preferred Alternative ............................................................ 41
7.
CONSTRUCTION STAGING .......................................................................................42
7.1
Stage 1 – Tunnel Drives........................................................................................ 42
7.2
Stage 2 – Station Construction.............................................................................. 43
7.3
Stage 3 - Systems Installation ............................................................................... 43
APPENDICES
Appendix 1 - Assessment of Richmond Hill Centre Alignment Alternatives
Appendix 2 - Evaluation of Richmond Hill Centre Alignment Alternatives
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Conceptual Design and Functional Planning
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Richmond Hill Centre Alignment Alternatives
PREFACE
The Regional Municipality of York, City of Toronto and the Toronto
Transit Commission (TTC), in partnership with York Region Rapid
Transit Corporation, have completed a Conceptual Design and
Functional Planning Study for a proposed extension of the Yonge
Street Subway. The intent of the study was to undertake preliminary
planning in preparation for a Transit Project Assessment for the
proposed subway extension.
On June 15, 2007, the Province of Ontario announced $17.5 billion
in funding for transit projects for the Greater Toronto Area and
Hamilton. Named ‘MoveOntario 2020’, the provincial transit plan
includes funding for an extension of the Yonge Street Subway from
its current terminus at Finch Station in the City of Toronto to
Highway 7 (Richmond Hill Centre) in the Town of Richmond Hill.
As a result, on June 21 2007, York Region Council authorized
commencement of a Conceptual Planning and Functional Design
Study in coordination with the City of Toronto for the timely
extension of the subway.
The scope of Conceptual Design and Functional Planning was to
examine and evaluate possible vertical and horizontal alignment
alternatives, station locations, and associated surface facilities along
the corridor in consultation with public and government
stakeholders. The goal was to develop a technically feasible
solution and the results would serve as the basis that defines the
Transit Project. As part of the Transit Project Assessment process,
an Environmental Project Report is being prepared. It is intended
that the Environmental Project Report will be completed and
formally submitted to the province in February 2009.
This technical report is one of a series of reports prepared for
discussion purposes. The reports are as follows:
•
Station Location Analysis
•
East Don River Crossing Alternatives
•
Richmond Hill Centre Alignment Alternatives
•
Station Layout Concepts
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Technical Report
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INTRODUCTION
The York Region Official Plan outlines a regional structure and growth management
approach that establishes a system of centres and corridors that provide a focus for
residential and commercial development. The four Regional Centres identified in the
York Region Official Plan, shown in Figure 1-1 are the Region's "downtowns."
Figure 1-1 Map 5 of the York Region Official Plan showing the Richmond Hill Centre
Strategically located in Newmarket, Vaughan, Richmond Hill and Markham, Regional
Centres are planned to become hubs of business, cultural, government, and social
activity. Regional Centres will mature to contain the highest concentration and greatest
mix of uses in the Region, including a range of employment and housing opportunities.
Development will be in a compact, well-designed form that contributes to an urban fabric
that is vibrant, safe, attractive, pedestrian-friendly and transit-supportive. Strategic
investments in rapid and conventional public transit, and other infrastructure by the
public and private sectors, will ensure the long-term vitality of Regional Centres, making
them desirable and efficient places to live, work, play and learn.
York Region’s approach to growth is consistent with the Province of Ontario’s Places to
Grow Plan (2008), which identifies the Richmond Hill/Langstaff Gateway shown in
Figure 1-2 as one of the four urban growth centres in York Region. The Places to Grow
Plan encourages the Towns of Richmond Hill and Markham to urbanize the Richmond
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Figure 1-2 Richmond Hill / Langstaff Urban Growth Centre
Hill Centre’s existing built environment through intensification, transit investments and a
more walkable / pedestrian-friendly built form. In order to achieve these goals, the
Places to Grow Plan identifies a target of 200 jobs and residents per hectare compared to
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an estimated 15 jobs and residents per hectare (Statistics Canada 2001 data). The
Richmond Hill/Langstaff Gateway occupies 175 hectares indicating a potential target of
35,000 jobs and residents for the urban growth centre. The Town of Markham estimates
upwards of 17,500 jobs and residents for the Langstaff development south of Highway
407.
Proposed new development at Langstaff combined with local and regional transit
services, showcases the potential for the Richmond Hill Centre to be a world class
intermodal passenger hub (mobility hub) with adjacent transit-supportive development,
acting as the southern-central transit gateway in York Region. The Yonge Street subway,
GO Transit rail, CN rail, GO Transit 407 services (ultimately the 407 Transitway), Viva
rapid transit and YRT conventional services will all connect at the Richmond Hill Centre.
Physical constraints in the area collectively present a unique set of conditions for
generating the best terminal arrangements for all of these services.
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OPPORTUNITIES AND CONSTRAINTS
Today, the core of the Richmond Hill Centre area features the Viva bus terminal, the
Viva / GO pedestrian bridge, a large theatre complex, two restaurants and a book store on
property owned by one private landowner, and a woodlot owned by the Town of
Richmond Hill, as shown in Figure 2-1. The Viva bus terminal connects the existing
Yonge Street and Highway 7 surface rapid transit network with GO rail passengers, the
latter via a pedestrian bridge crossing over the Richmond Hill GO Line to the GO rail and
bus station (see Figures 2-2, 2-3, and 2-4). The site is also constrained by the major east
west Hydro One corridor in the southern portion of the property, and immediately north
of the Hydro One corridor by the Ontario Realty Corporation east-west surface and
below-grade utility easement.
Figure 2-1 Existing Richmond Hill Centre Core
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To the east, the site is constrained by the CN Bala Subdivision rail line (Richmond Hill
GO Line), which runs north-south on the east side of the existing Viva bus terminal. The
recently completed Viva / GO pedestrian bridge has been designed for future extension to
connect to future, transit-oriented development and / or expansion into a completely new
intermodal terminal that will be developed on the site.
To the west, existing residential development west of Yonge Street limits the available
right-of-way for locating a station and a terminal. The Town of Richmond Hill woodlot
at the southeast corner of the Yonge Street / High Tech Road intersection presents a
natural environment constraint.
To the north, High Tech Road rises in elevation from Yonge Street to the bridge crossing
over the CN rail tracks, creating a physical barrier. An existing opening under the High
Tech Road Bridge provides some additional north / south access across the barrier. North
of High Tech Road, commercial and residential land uses are constraints to be considered
in providing for future extension of the Yonge subway alignment north of the Richmond
Hill Centre in the Yonge corridor.
To the south, the site is constrained physically by a major storm water management pond,
the 500 kV Hydro One transmission lines and towers and rising grades to Highway 7 and
Highway 407. South of Highway 407 and the Langstaff lands, the Holy Cross Catholic
Cemetery is a potential constraint for the southern approach of the subway alignment to
the Richmond Hill Centre as the result of the need to meet TTC subway design standards.
Major development proposals have been received by the Town of Markham for the
Langstaff development lands south of Highway 407. With Highway 407 posing a
physical barrier that bisects the Richmond Hill Centre / Langstaff Gateway Urban
Growth Centre, integration of the north and south components of the Urban Growth
Centre will need to be carefully examined. Potential exists for the CN right-of-way under
Highway 407 and Highway 7 to be developed to include a pedestrian or local transit
connector linking the two planning areas of the Urban Growth Centre together.
A portion of the Hydro One corridor crossing the site is asphalted to provide parking for
the theatre complex. On the east side of the CN rail tracks, GO Transit commuters park in
the Langstaff area south of Highway 407 and under the Hydro One transmission lines
north of Highway 7. The GO rail platform extends between these areas, under the
Highway 7 / Highway 407 bridges.
Further commuter parking and drop-off facilities will be required to support the
Richmond Hill Centre / Langstaff Gateway and will be part of the comprehensive
planning of the intermodal hub east and west of the CN tracks. The 3300 parking spaces
at the existing Finch Station cannot meet the present parking demand and plans are also
being considered that will reduce the available spaces in order to support a ring road on
the west side of Yonge Street. TTC studies show that the origin of approximately 1900
current parking users at Finch Station is from areas northwest of Highway 7 and Yonge
Street and accordingly, commuter parking must be provided for the Yonge Subway
Extension as far north as possible to intercept this demand. Opportunities for commuter
parking have been identified south of Highway 407 and west of Yonge Street in the City
of Vaughan, in the Hydro One corridor, adjacent to and served by the proposed Langstaff
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/ Longbridge subway station. This location is currently the only significant new park and
ride opportunity in the study area north of Finch Station and is important for the
development of an intermodal hub servicing the Richmond Hill Centre / Langstaff
Gateway. The transfer of approximately 2000 commuter parking spaces from Finch
Station to the Hydro One corridor, adjacent the proposed Langstaff / Longbridge subway
station would save commuters approximately 5.7 million vehicle-km per year and
provide corresponding environmental benefits. Accordingly, the proposed Langstaff /
Longbridge subway station and the Richmond Hill Centre subway station are proposed as
complementary elements delivering the full set of transit services within an intermodal
hub operating couplet.
Figure 2-2 Richmond Hill Centre Terminal – Looking South
Figure 2-3 Richmond Hill Centre Terminal – Looking North
Figure 2-4 Langstaff GO Station
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3.
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RICHMOND HILL CENTRE ALTERNATIVES
The generation of route and alignment alternatives for the subway in the Richmond Hill
Centre area was undertaken based on a number of guiding principles, including:
3.1
•
Maximize connectivity (minimize walking distances) between multiple intermodal
services including the subway, YRT / Viva and GO bus, the 407 Transitway and the
GO Train;
•
Maximize opportunity for transit-oriented development at the Richmond Hill \
Langstaff Gateway, including but not limited to: generating alignment alternatives
parallel to Yonge Street to best accommodate the architectural arrangement of future
development;
•
Maintain consistency with TTC subway design and operations standards;
•
Ensure feasibility of the extension of the Yonge subway alignment north of the
Richmond Hill Centre in the Yonge corridor;
•
Avoid as many of the identified constraints as possible, including the Holy Cross
Catholic Cemetery;
•
Minimize construction and long-term impacts on the environment, for example
impacts resulting from the requirement for a long open-cut tangent section in the
station area to accommodate the cross-over track, station and tail track.
Generation of Route Alternatives
Two primary route alternatives were identified for the Yonge / Highway 407 to
Richmond Hill Centre section as shown in Figure 3-1.
Figure 3-1 Two Primary Route Alternatives
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Yonge Street Route Alternative
With reference to Figure 3-1, the Yonge Street route (yellow) continues north on Yonge
Street, crossing under Highway 407 / Highway 7 and would place the Richmond Hill
Centre Subway Station on Yonge Street adjacent to the existing large theatre/restaurant
block, creating a considerable (over 500 metre) walking distance to transfer to the rail/bus
intermodal facility adjacent to the rail tracks at the existing Richmond Hill Centre Bus
Terminal / GO Station and future 407 Transit Terminal. A range of horizontal alignments
between Yonge Street and the storm water retention pond north of Highway 7 were
explored for the Yonge Street route.
Langstaff Route Alternative
With reference to Figure 3-1, the Langstaff route (blue) swings easterly from the Yonge
Street right-of-way on the south side of Highway 407, travels under the Langstaff lands
and crosses under Highway 407 / Highway 7 to a central location in the Richmond Hill
Centre lands. A range of horizontal alignments were explored for the Langstaff route,
which would place the Richmond Hill Centre Subway Station centrally in the Richmond
Hill Centre lands within proximity of the planned interface between the Richmond Hill
Centre bus terminal, Langstaff GO Station, and the future Highway 407 Transitway.
3.2
Development of Alignment Alternatives
Numerous alignments were generated for initial consideration, including those
alignments described in Section 4.4 of this report. After giving due consideration to
constraints, in particular the constraint of the Holy Cross Catholic Cemetery in the south
and opportunities for future extension of the Yonge Subway beyond the Richmond Hill
Centre to the north, five alignment alternatives as shown in Figure 3-2, were selected by
the technical team for further assessment.
Figure 3-2 Five Alignment Alternatives
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Holy Cross Catholic Cemetery Constraint
An alignment was generated to accommodate placement of the Richmond Hill Centre
subway station in the vicinity of the existing Viva bus terminal and GO Train facilities.
However, in order to achieve a minimum subway design speed of 80km/hr it was
necessary for the alignment to traverse under the Holy Cross Catholic Cemetery in the
process of reconnecting with Yonge Street to the south.
Due to the uniqueness and corresponding sensitivities associated with the Holy Cross
Catholic Cemetery, a large (145 acres) and well-established (50 years) land use, the study
team took a precautionary approach to developing alignment alternatives that impacted
the cemetery. Aside from respecting the sensitivity of the public, owner, religious
organizations and others, there were operational and technical reasons which led the team
to eliminate traversing under the Holy Cross Catholic Cemetery as a feasible alternative,
specifically;
•
The location of a subway station on Yonge St at Langstaff/Longbridge would not be
feasible for Langstaff Route alignment alternatives since the subway alignment
geometric design constraints (minimum subway design speed of 80km/hr, minimum
track curve radii and minimum tangent lengths for station areas) would require that
the subway rejoin Yonge Street further south. Besides serving the west part of the
future Langstaff Gateway developments and the residential community west of
Yonge Street, the Langstaff/Longbridge subway station is required to support the only
significant potential park and ride opportunity north of Finch Station (under the
Hydro Corridor);
•
Although the use of modern design minimizes aspects such as vibration; the impacts
of potential disturbance during construction would have to be considered;
•
Although tunnel boring techniques minimize the loss of materials and/or soil failure,
the impacts of potential effects during construction would have to be considered;
•
Potential future requirements for additional vent shafts and maintenance accesses
would be limited
Accordingly, alternatives which impacted the Holy Cross Catholic Cemetery were
eliminated from further consideration.
Alternative 1 – Yonge Street Only
This alternative was considered with the objective of utilizing the existing Yonge Street
right-of-way to the greatest extent possible. The subway alignment would continue north
on Yonge Street, crossing under Highway 407 / Highway 7, placing the Richmond Hill
Centre subway station on Yonge Street south of High Tech Road, adjacent to the
protected woodlot owned by the Town of Richmond Hill.
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Alternative 2 – Yonge \ Central RHC \ Bantry Ave Connection
This alternative was considered with the objective of locating the Richmond Hill Centre
subway station centrally on the Richmond Hill Centre site and returning the alignment to
Yonge Street as soon as possible north of the Richmond Hill Centre, while maximizing
the opportunity for an alignment parallel to Yonge Street to best accommodate the
architectural arrangement of future transit-oriented development.
North of the Holy Cross Catholic Cemetery, the subway alignment would swing gently
eastwards, crossing the northwest corner of the Langstaff development lands, turning
northwards under the Highway 407 / Highway 7 bridges and running parallel to Yonge
Street, under the Hydro One transmission towers and the western edge of the stormwater
management pond, to a subway station on the east side of the protected woodlot owned
by the Town of Richmond Hill. North of the subway station, the alignment would swing
westwards and reconnect to Yonge Street on the south side of Bantry Ave.
Alternative 3 – Yonge \ Central RHC \ Beresford Drive Connection
This alternative was considered with the objective of locating the Richmond Hill Centre
subway station centrally on the Richmond Hill Centre site and returning the alignment to
Yonge Street as soon as possible north of the Richmond Hill Centre, while minimizing
impacts on residential properties on the north side of Beresford Drive.
North of the Holy Cross Catholic Cemetery, the subway alignment would swing gently
eastwards, crossing the northwest corner of the Langstaff development lands. The
alignment would turn northwards under Highway 407 / Highway 7, avoiding the Hydro
One transmission towers and running to the east of the stormwater management pond.
The alignment would swing westwards to a subway station on the east side of the
protected woodlot owned by the Town of Richmond Hill. North of the subway station,
the alignment continues westwards to reconnect to Yonge Street on the south side of
Beresford Drive.
Alternative 4 – Yonge \ Central RHC \ CN Bala Richmond Hill GO Line
This alternative was considered with the objective of locating the Richmond Hill Centre
subway station centrally on the Richmond Hill Centre site and utilizing the existing
transit corridor on the west side of the CN Bala Richmond Hill GO Line before
reconnecting to Yonge Street north of the Richmond Hill Centre.
North of the Holy Cross Catholic Cemetery, the subway alignment would swing gently
eastwards, crossing the northwest corner of the Langstaff development lands on the same
alignment as Alternative 3. The alignment would turn northwards under Highway 407 /
Highway 7, avoiding the Hydro One transmission towers and running to the east of the
stormwater management pond to a subway station at the existing cinema / theatre
complex. North of the subway station, the alignment terminates at the end of subway tail
tracks in the transit corridor on the west side of the CN Bala Richmond Hill GO Line.
Opportunities for future northerly subway extension beyond the existing study area
include swinging the alignment westwards to reconnect to Yonge Street south of or in the
vicinity of 16th Avenue.
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Alternative 5 – Yonge \ East RHC \ CN Bala Richmond Hill GO Line
This alternative was considered with the objective of locating the Richmond Hill Centre
subway station as close as possible to the existing Viva bus terminal and GO Train
facilities (i.e. as far east as practicable on the Richmond Hill Centre site but west of the
CN railway).
North of the Holy Cross Catholic Cemetery, the subway alignment would swing sharply
eastwards and cross further eastward under the Langstaff development lands. The
alignment would turn northwards and run on the west side of the Hydro One transmission
towers adjacent to the CN railway to a subway station on the west side of the existing
Richmond Hill Centre bus terminal. North of the subway station the alignment
terminates at the end of subway tail tracks in the transit corridor on the west side of the
CN Bala Richmond Hill GO Line. Opportunities for future northerly subway extension
beyond the existing study area include swinging the alignment westwards to reconnect to
Yonge Street south of or in the vicinity of 16th Avenue.
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4.
ASSESSMENT AND EVALUATION OF LONG-LIST OF
ALTERNATIVES
4.1
Methodology
The assessment and evaluation of alternatives was conducted in two stages. The first
stage, that analyzed and evaluated alignment alternatives, was intended to screen out poor
alternatives and identify those that merited further analysis. In the second stage, the best
alternative from those carried forward was determined.
The initial set of alternatives was screened by undertaking a general assessment of each
alternative based on a set of evaluation criteria established by the Yonge Subway study
team. Once the short-list of alternatives was identified, a formal methodology was
developed to compare the alternatives and the chosen alternatives were refined to a level
that would allow the comparison to include all features of the alternative.
4.2
Screening of Alignment Alternatives
The first stage screening of the five alternative alignments is summarized in Figure 4.3-1.
In assessing the alternatives, three evaluation criteria were deemed to be of prime
importance i.e. “Integrate with Potential TOD (East of Yonge Street)”, “Maintaining TTC
Standard Design Speed (80kph)” and “Minimize walking distance from the other transit
agencies facilities (MTO 407 Transitway; GO Transit; YRT)”.
These criteria underpin the vision for the Richmond Hill Centre to be a world class
intermodal passenger hub acting as the southern-central transit gateway to York Region,
fully integrated with a major transit-oriented development plan. The criterion
“Maintaining TTC Standard Design Speed (80kph)” introduces practical constraints for
the horizontal and vertical alignments of the alternatives as elaborated below.
4.2.1
Geometric Alignment Constraints
Operational planning for the proposed Yonge Subway Extension indicates that a crossover track is required on the south side of the Richmond Hill Centre terminal subway
station and a tail track is required on the north side for train storage. The required length
of tangential track for this configuration is therefore approximately 580m made up of
180m for the cross-over track, 150m for the station platform, 10m at each of the two
platform ends for mechanical equipment and signals, and 230m for a tail track.
Good operational planning requires that track curves accommodate full subway operating
speeds, including at curved approaches to subway stations, where it is important for
subway vehicles to have the ability to achieve maximum speed as quickly as possible
after leaving the station. Accordingly a minimum horizontal track radius should be used
in conceptual design in order to accommodate a subway design speed of 80km/hr.In
addition, a spiral section of track, typically 25m long, is required to transition from a
tangential to a superelevated, curved section of track, potentially limiting the geometry of
some subway alignment alternatives.
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Conceptual design of the subway vertical alignment provided for a track gradient of 2.5%
combined with a vertical sag curve on the south side of the Richmond Hill Centre subway
station. This practice creates favourable subway operating conditions as it accommodates
acceleration and deceleration of subway vehicles as they leave or approach the subway
station, respectively.
Tangent length, spiral length and curve radii requirements were key constraints for
defining the geometric alignment of the subway line between the Langstaff / Longbridge
subway station and the Richmond Hill Centre subway station.
4.2.2
Langstaff / Longbridge and Richmond Hill Centre Couplet
The Langstaff / Longbridge and Richmond Hill Centre Subway stations are proposed as
an operating couplet. Together, both stations deliver the full functions of a multimodal
hub and terminal arrangement including:
•
Ease of movement for passengers between the various transit modes including:
subway, Viva bus rapid transit along Highway 7 and Yonge Street, GO rail services,
the future 407 Transitway, and commuter parking;
•
Pedestrian access to the subway system from the Richmond Hill / Langstaff
Gateway;
•
Commuter parking to relocate the majority of parking and transit users now parking
at the Finch Station commuter parking lot.
Commuter Parking
The existing Finch Station commuter parking facilities includes 3300 parking spaces,
which is insufficient to meet the present commuter parking demand. Plans are also being
considered that will reduce the available spaces at Finch Station in order to support a ring
road on the west side of Yonge Street. TTC studies show that the origin of
approximately 1900 current parking users at Finch Station is from areas northwest of
Highway 7 and Yonge Street and therefore commuter parking must be provided for the
Yonge Subway Extension as far north as possible to intercept this demand.
The Yonge Subway Extension study area, including the Richmond Hill Centre, was
reviewed for commuter parking opportunities. The review indicated there were limited
opportunities at the Richmond Hill Centre to satisfy commuter parking requirements
within practical walking distances of potential station locations and without significant
impacts on the immediate local road network. Furthermore, the land within the
Richmond Hill Centre has been designated for higher order use that conflicts with surface
parking uses, and the majority of the land is privately owned. The only feasible location
in the study area for a significant commuter parking lot was identified to be within the
Hydro One corridor west of, and adjacent to the Longbridge/Langstaff intersection with
Yonge Street. The transfer of 1900 commuter parking spaces from Finch Station to the
Hydro One corridor, adjacent the proposed Langstaff / Longbridge subway station would
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save commuters approximately 5.7 million vehicle-km per year and provide
corresponding environmental benefits.
Pedestrian Access
The proposed Richmond Hill / Langstaff Gateway is split east west by Highway 407,
Highway 7 and the Hydro One corridor. The main connection between the future
Langstaff and Richmond Hill Centre developments will be via Red Cedar Avenue, east of
the CN rail line, under both the Highway 407 and Highway 7 bridges. A pedestrian
corridor also exists running along the west side of the CN Rail line that would connect
the western portion of the Langstaff development with the Richmond Hill Centre.
Pedestrian walking distances were examined within the Langstaff area, and it was found
that for the residents or businesses to the west of the CN Rail line the walking distances
would be considerably shorter to a station at Langstaff / Longbridge compared to
distances via the pedestrian corridor to the proposed subway station location at the
Richmond Hill Centre.
The possibility of locating the Richmond Hill Centre station further south to improve
pedestrian access was considered. However, in the case of the Langstaff Route
alternatives, which place the Richmond Hill Centre between the CN tracks and Yonge
Street, the need to avoid a subway alignment under the Holy Cross Catholic Cemetery
requires that the Langstaff / Longbridge subway station be at its most northerly possible
position, but south of the physical constraints posed by Highway 7 / Highway 407, the
Hydro One corridor, etc (see Section 2). In turn, the geometric design constraints
associated with the subway alignment north of the Langstaff / Longbridge Station
requires that the Richmond Hill Centre station is located further north, across High Tech
Road.
Summary
In order to fully support the functions required for a multimodal hub and terminal
arrangement, including commuter parking, a two station arrangement is proposed. The
location of the Langstaff / Longbridge station would best serve the western edge of the
Langstaff lands, the residential community west of Yonge Street and the only significant
potential park and ride opportunity north of Finch Station. The Richmond Hill Centre
station would serve the remainder of the Urban Growth Centre. Collectively the two
stations maximize intermodal connectivity and opportunity for transit-oriented
development at the Richmond Hill Centre / Langstaff gateway.
4.3
General Assessment of Alternatives 1-5
Figure 4-1 summarizes the assessment of the advantages and disadvantages of
Alternatives 1 to 5 with respect to the listed evaluation criteria.
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Figure 4-1 Screening of Alternative Alignments - General Assessment
Alternative 1
Alternative 2
Alternative 3
Yonge Street Only
Yonge \ Central RHC \
Bantry Ave Connection
Yonge \ Central RHC \
Beresford Drive
Connection
Alternative 4
Alternative 5
Yonge \ Central RHC \ Yonge \ East RHC \ CN
CN Bala Richmond Hill Bala Richmond Hill GO
GO Line
Line
Evaluation Criteria
Maintain TTC standard design speed (80 Maintains 80 KPH design Design speed reduced to Maintains 80 KPH design Maintains 80 KPH design Design speed reduced to
speed
70 KPH north of the
speed
speed
KPH)
70 KPH south of the
Station
Station
Avoid impact on Holy Cross Cemetery
Avoids impact
Avoids impact
Avoids impact
Avoids impact
Avoids impact
Avoid impact on existing bridge
foundations
Avoids impact
Tunnel under Highway
407 and Hwy 7 bridges.
Foundation dwgs. to be
reviewed.
Avoids impact
Avoids impact
Avoids impact
Integrate with potential TOD (East of
Yonge Street)
Least potential for
redevelopment within the
station zone of influence
as half the zone is west of
Yonge Street, outside the
potential redevelopment
of the Richmond Hill
Centre area
Less potential for
Greater potential for
Greater potential for
Greater potential for
redevelopment within the redevelopment within the redevelopment within the redevelopment within the
station zone of influence station zone of influence station zone of influence station zone of influence
as the zone does not
as the entire zone is
as the entire zone is
as the entire zone is
extend all the way to
within the potential
within the potential
within the potential
Yonge Street, capturing
redevelopment of the
redevelopment of the
redevelopment of the
Richmond Hill Centre area Richmond Hill Centre area Richmond Hill Centre area less of the potential
redevelopment of the
Richmond Hill Centre area
Avoid impact on Hydro Towers
Avoids impact
Potential impact on one of Avoids impact
the Towers. Foundation
dwgs, to be reviewed.
Avoids impact
Avoids impact
Avoid Impact to Storm Water
Management Pond
Avoids impact
Cut & cover construction Very minor effect during
affects approximately
construction
2
750m of the pond
Very minor effect during
construction
Avoids impact
Avoid impact on private property
Avoids impact
Minor impact to Cinema Major impact to Cinema
Moderate impact to
and minor impact to YRT
Cinema and commercial and commercial
development north of High development north of High and Restaurant's parking
Tech Road during cut & Tech Road during cut & lot during cut & cover
cover construction.
cover construction.
construction.
Moderate impact to
Cinema and minor impact
to YRT and Restaurant's
parking lots during cut &
cover construction.
Potential north future
Potential north future
extension alignment under extension alignment under
commercial development commercial development
south and north of 16th south and north of 16th
Avenue.
Avenue.
Avoid impact on Woodland (south of
High Tech Road)
Avoids impact
Cut & cover construction Cut & cover construction Avoids impact
affects corner of woodland affects corner of woodland
(minimum impact)
(minimum impact)
Avoid impact on existing utilities
Relocation required.
Requires easement under Requires easement under Requires easement under Requires easement under
Utility Corridor
Utility Corridor
Utility Corridor
Utility Corridor
Minimize walking distance MTO 407
Transitway
from the other transit
Agencies facilities (MTO
407 Transitway; GO Transit; GO Transit
YRT)
YRT
On-line Station: 480 m
On-line Station: 380 m
On-line Station: 500 m
On-line Station: 330 m
On-line Station: 200 m
Off-line Station:
Off-line Station:
Off-line Station:
Off-line Station:
Off-line Station:
480 m
320 m
320 m
180 m
70 m
TBD based on preliminary
facilities layout but
potentially further than
Alts. 2-5
TBD based on preliminary
facilities layout but
potentially closer than Alt.
1
TBD based on preliminary
facilities layout but
potentially closer than Alt.
1
TBD based on preliminary
facilities layout but
potentially closer than Alt.
1
TBD based on preliminary
facilities layout but
potentially closer than Alt.
1
Maintain alignment parallel to Yonge
Street
Alignment along Yonge
Street
Alignment parallel to
Yonge Street
20 degree angled
Alignment parallel to
Yonge Street
15 degree angled
Avoids impact
Advantage
Disadvantage
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
The first stage screening indicated that Alternatives 1, 3 and 4 merited further
consideration. They were developed in further detail and evolved into Alternatives A, B
and C respectively as shown in Figure 4-2.
Figure 4-2 Richmond Hill Centre Alignment Alternatives A, B, C
Alternative A – Yonge Street Only
Alternative B – Yonge \ Central RHC \ Beresford Drive Connection
Alternative C – Yonge \ Central RHC \ CN Bala Richmond Hill GO Line
Alternative 2 – Yonge \ Central RHC \ Bantry Ave Connection
Alternative 2 was removed from further consideration for the following primary reasons:
•
Positioning of the cross-over track and subway station (which require cut-andcover construction) to minimize impacts to the stormwater management pond, the
Hydro One transmission towers and residential properties to the north, resulted in
an alignment north of the Richmond Hill Centre which could not accommodate
the TTC Standard Design Speed (80kph).
•
Tunnel construction beneath the foundations of a Hydro One transmission tower
and the foundations of Highway 407 / Highway 7 bridges would be problematic
and unacceptable to the corresponding stakeholders.
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Alternative 5 – Yonge \ East RHC \ CN Bala Richmond Hill GO Line
Alternative 5 was removed from further consideration for the following primary reasons:
•
Given the southern constraint of the Holy Cross Cemetery and the objective of
positioning the subway station adjacent to the existing Viva bus terminal and GO
Train facilities, it was not possible to create a horizontal alignment which avoided
the Holy Cross Cemetery and satisfied the minimum curve radii requirements
associated with the TTC Standard Design Speed (80kph).
Alternative 4 – Yonge \ Central RHC \ CN Bala Richmond Hill GO Line
It is noted that Alternative 4 terminates at the end of the subway tail tracks in the transit
corridor on the west side of the CN Bala Richmond Hill GO Line. Future northerly
extension of the subway beyond the existing study area could include alignment
alternatives which swing westwards immediately north of the Richmond Hill Centre
subway station, or in the vicinity of 16th Avenue, or at some point in between, in order to
reconnect to Yonge Street. Such future alignment alternatives that reconnect to Yonge
Street south of 16th Avenue have not been precluded but would have greater impacts on
private residential properties than alignment alternatives that reconnect to Yonge Street
immediately north of 16th Avenue.
4.4
Highway 407 / Highway 7 Corridor Subway Station Alternatives
Alignment alternatives that would accommodate a Richmond Hill Centre subway station
under or near the Highway 407 / Highway 7 corridor, between the Langstaff lands and
the Richmond Hill Centre lands, were generated by the technical team early during
development of alignment alternatives. In reviewing these initial alignment alternatives
the technical team recognized the constraints described below and eliminated these
alternatives prior to selection of Alternatives 1 – 5 for further assessment. Subsequent to
the initial screening the Town of Markham requested a meeting to discuss alternatives for
locating a Richmond Hill Centre subway station under or near the Highway 407 /
Highway 7 corridor, between the Langstaff lands and the Richmond Hill Centre lands.
Accordingly, Alternatives B1, C1, B2, C2 and D shown in Figures 4-3 to 4-5 were
presented for discussion at a workshop with stakeholders on September 22, 2008. The
alternatives and the rationale for removing them from further consideration are described
below.
4.4.1
Alternatives B1 and C1
These alternatives examine the impact of moving the subway station approximately 70m
south and 120m south respectively for B1 and C1 toward the Hydro One corridor while
maintaining the standard station configuration, providing for a cross-over track on the
south side and a tail track on the north side of the station. The Highway 407 Transitway
station is located within the Highway 407 corridor. The alignment does not impact
Highway 407 bridge abutments / structures.
Disadvantages of Alternative B1 include:
York Region Rapid Transit Corporation
January 28, 2009
Page 18
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
•
•
Technical Report
Richmond Hill Centre Alignment Alternatives
The alignment would require the relocation of the 230kv Hydro One power line
and one hydro tower as well as the installation of one new hydro tower
The alignment would cross the protected woodlot owned by the Town of
Richmond Hill
Disadvantages of Alternative C1 include:
•
•
•
4.4.2
The alignment would require the relocation of the 230kv Hydro One power line
and one hydro tower as well as the installation of one new hydro tower
The alignment would cross the existing stormwater management pond and would
require relocation of the stormwater management pond as it would not be
desirable to restore the stormwater management pond to its original location
above a cut-and-cover subway box
The alignment would require cut-and-cover construction under the 500kv Hydro
One power line in order to construct the cross-over track on the south side of the
station
Alternatives B2 and C2
These alternatives examine the impact of locating the subway station in the Hydro One
corridor while making provision for both the cross-over track and the tail track on the
north side of the station. The Highway 407 Transitway station is located within the
Highway 407 corridor. The alignment does not impact Highway 407 bridge abutments /
structures.
Disadvantages of Alternative B2 include:
•
•
•
•
The alignment would require the relocation of the 230kv Hydro One power line
and one hydro tower as well as the installation of one new hydro tower
The alignment would cross the protected woodlot owned by the Town of
Richmond Hill
Situation of the cross-over track operation on the north side of the station would
not be technically feasible or operationally desirable
Pedestrian connections to the subway station would be isolated from other land
use activities
Disadvantages of Alternative C2 include:
•
•
•
The alignment would require the relocation of the 230kv Hydro One power line
and one hydro tower as well as the installation of one new hydro tower
Situation of the cross-over track operation on the north side of the station would
not be technically feasible or operationally desirable
The alignment would cross the existing stormwater management pond and would
require relocation of the stormwater management pond as it would not be
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
desirable to restore the stormwater management pond to its original location
above a cut-and-cover subway box
4.4.3
Alternative D
This alternative examines the impact of locating the subway station within the Highway
407 / Highway 7 corridor while maintaining the standard station configuration, providing
for a cross-over track on the south side and a tail track on the north side of the station.
The Highway 407 Transitway station is located within the Highway 407 corridor. The
alignment does not impact Highway 407 bridge abutments / structures.
Disadvantages of Alternative D include:
•
•
•
•
•
•
The Langstaff / Longbridge subway station would be too close to the Richmond
Hill Centre subway station and would be relocated to Bunker / Helen Avenue
approximately 800 - 1000 metres to the south. Consequently, the Royal Orchard
subway station would be eliminated due to alignment/station spacing constraints.
The walking distance from the subway station to the commuter parking area
would be increased
Pedestrian connections to the subway station would be isolated from other land
use activities
Tunnel construction operations would be less efficient as they would be managed
from the north end of the tail track requiring materials and equipment to be
transported through the 580m tail track, subway station and cross-over track areas
before reaching the tunnel. In addition, the subway station, cross-over track and
tail track areas could not be built out prior to completing the tunnel construction
operations.
Special construction techniques with significant risks would be required to
construct the cross-over track (normally a cut-and-cover construction operation)
under Highway 407
The alignment would require cut-and-cover construction under the 500kv Hydro
One power line in order to construct the tail track on the north side of the station
As a result of screening out Options B1, B2, C1, C2 and D, the remaining evaluation
focused on selecting the preferred alignment from among the short-listed Options A, B
and C.
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 4-3 Richmond Hill Centre Alignment Alternatives B1 and C1
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 4-4 Richmond Hill Centre Alignment Alternatives B2 and C2
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 4-5 Richmond Hill Centre Alignment Alternative D
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
4.5
Other Factors
4.5.1
Future Yonge Subway Extension
Technical Report
Richmond Hill Centre Alignment Alternatives
As indicated in Figure 4-6, Alternatives A, B and C all preserve the opportunity for a
further northerly extension beyond the existing study area with the alignment able to
resume its course along Yonge Street. Alternative B reconnects with Yonge Street just
north of the study area in the vicinity of Beresford Drive. Alternative C potentially
follows the CN Bala Richmond Hill GO Line rail corridor and can reconnect with Yonge
Street, either north or south of 16th Avenue, and would be studied, if carried forward as
the preferred alignment, as part of any future environmental assessment for the extension
of the Yonge Subway north of the Richmond Hill Centre site. The Councils of Richmond
Hill, Markham and Vaughan have all formally endorsed alignment Option ‘C’ as the
preferred alignment into the Richmond Hill Centre.
Figure 4-6 Alternative Alignments & Potential Future Yonge Subway Extension
Separate form the Yonge Subway Extension project, the TTC is undertaking a Subway
Rail Yard Needs Study (SRYNS). The purpose of the study is to develop a strategy to
store and maintain the subway car fleet to 2031, including the additional vehicles
required for the Yonge Subway Extension to Richmond Hill Center. One of the options
for storage and maintenance of subway trains would involve the construction of
additional storage facilities at the north end of the extension. This could involve prebuilding the running tracks for the future extension of the subway beyond Richmond Hill
Center to 16th Avenue, as well as using these tracks for storage of trains until such time
as the line is extended to that location in the future. If this strategy is preferred, it will be
necessary to determine the preferred alignment of the subway north of Richmond Hill
Center. It would be desirable for the future 16th Ave extension storage tracks to be on a
tangent track and consequently the alignment that follows the Richmond Hill G0 tracks to
16th Avenue would be preferred from this perspective.
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
4.5.2
Technical Report
Richmond Hill Centre Alignment Alternatives
Highway 407 Transitway
The MTO is currently engaged in planning and preliminary design of the Highway 407
Transitway (Central Section) from east of Highway 400 to Kennedy Road. The Highway
407 Transitway is expected to comprise an exclusive grade-separated right-of-way
generally running parallel to Highway 407, designed for bus rapid transit operations but
not precluding light rail transit operations. Preliminary Highway 407 Transitway
ridership forecasts indicate that there will be a significant amount of transfers between
the transitway and other transit services at Richmond Hill Centre. The largest percentage
of passenger movements is likely to occur between the transitway and the subway. The
MTO and its stakeholders are studying alternatives to optimize the integration of the
Highway 407 Transitway with the future intermodal hub and transit-oriented
development at the Richmond Hill Centre / Langstaff gateway. Potential Highway 407
Transitway alignments and station locations illustrated in this report are conceptual in
nature and subject to the finalization of MTO’s Highway 407 Transitway study, currently
scheduled for completion by the end of 2009.
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
5.
Technical Report
Richmond Hill Centre Alignment Alternatives
ASSESSMENT AND EVALUATION OF SHORT-LIST OF
ALTERNATIVES
Alignment Alternatives A, B and C were subjected to a comprehensive evaluation which
was used for public and stakeholder consultation.
5.1
Evaluation Methodology
In order to select the preferred alternative the following methodology was adopted:
5.2
•
Each alternative was developed fully so that all effects could be determined;
•
Evaluation “Categories” were identified comprising Social-Economic Considerations,
Transportation Opportunities, Technical / Constructability, Cultural Environment, and
Natural Environment;
•
For each category, “Factors” were developed that were considered important in
choosing between alternatives;
•
For each factor, quantifiable “Indicators” and corresponding “Measures” were
selected;
•
The evaluation Categories, Factors, Indicators and Measures were distributed to the
project team and comments were received to ensure that they were appropriate. The
input of discipline subconsultants was of paramount importance to ensure that the
indicators reflected the effects of the alternatives as they relate to the discipline;
•
A qualitative evaluation was conducted by the project team; and
•
A preferred alternative was selected.
Station Layout Concepts and Surface Integration
Alternatives A, B and C were examined for the opportunities they offered with respect to
transit facilities layout and integration with transit-oriented development at the Richmond
Hill Centre. Consideration was given to the Yonge Subway Extension project design
principles and Town of Richmond Hill and Town of Markham draft design principles for
the development of the Richmond Hill Centre / Langstaff Gateway, illustrated in Figure
5.2-1. The Town of Richmond Hill and Town of Markham draft design principles were
provided by the respective municipalities in response to York Region Rapid Transit
Corporation’s invitation to key stakeholders to submit design principles to assist in the
review of the Yonge Subway Extension alignment and station location alternatives at the
Richmond Hill Centre / Langstaff Gateway. The table in Figure 5.2-1 was used to
facilitate discussion with key stakeholders, including the Town of Richmond Hill and
Town of Markham, at a stakeholder workshop on September 22, 2008.
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Key considerations for the development of the Richmond Hill Centre include:
•
Recognition that the Richmond Hill Regional Centre Land Use and Design Study
underway at the time of the Yonge Subway study would influence the surface layout
and integration of transit with development at the Richmond Hill Centre,
•
The requirement for multiple intermodal interfaces between the subway, YRT / Viva
and GO Bus, 407 Transitway and the GO Train, and
•
Specification of the footprint of surface facilities associated with the subway station,
in particular a 28-bay bus terminal; a passenger-pick-up-and-drop-off (PPUDO),
pedestrian entrances, a substation, and vent shafts.
Accordingly, the Yonge Subway study team prepared draft preliminary facilities layouts
to review transit service connectivity and the footprint requirements for a “Stacked Bus
Terminal” layout and an “At-Grade Bus Terminal” for each of Alternatives A, B and C,
as shown in Figures 5-1 to 5-7. The “Average Transfer Walking Distance Between
Centres of Platforms/Areas” is shown in Figure 5-8 for each of the preliminary facilities
layouts.
Figure 5-9 shows the results of a conceptual master planning study of the future
Richmond Hill Centre and the potential transit context undertaken by Metrolinx.
The Metrolinx concept for an integrated transit hub at the Richmond Hill Centre, linked
to transit-oriented development, includes a subway alignment similar to the Alternative C
alignment/surface transit concept, and is supportive of the screening process utilized by
the Yonge Subway Study team.
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 5-1 Richmond Hill Centre – Conceptual Design Principles
Project Design
Principles
Closest possible
proximity for
intermodal
connections
Respect for
access /
connectivity to
and integration
with TransitOriented
Development
(TOD)
Richmond Hill Principles
Markham Principles
A – Optimize function of the system as a whole – long-term
1. The system (all elements) must work to everyone’s
collective best interest
2. The Longbridge/Langstaff (formerly Bunker) station
connection addresses the public commuter parking challenge
without hampering TOD opportunities – maximizing use of
land and existing public infrastructure
3. The location of the Regional Centre should be at the centre
of the urban Growth Centre
4. Should have convenient and attractive relationship to the
larger urban context
5. Should maximize convenience, comfort, and enjoyment of
transit experience
B – Maximize TOD intensity and extent
1. For intensity of built form and public spaces to occur
immediate to the hub, substantial land area is required
2. The location of a mobility hub should offer maximum
potential to create a strong defining place, a sense of place,
with multiple destinations
3. Should minimize unattractive and inconvenient pedestrian
and cycling experience within and to the mobility hub
4. Should have seamless connections between transit modes
including cycling and walking
5. Should ensure public safety
6. Should have convenient and attractive relationship to the
larger urban context
7. Should maximize convenience, comfort, and enjoyment of
transit experience
C – Optimize Mode Integration (shortest distance for the most
passengers)
1. Seamless connection and transfer between transit modes
2. Minimize walking distances
3. Optimized integration through compact built form and
design of a transit facility that incorporates stacking
D – Develop a system design that optimizes public investment
1. Minimize unnecessary infrastructure
2. Design a system that provides maximum public presence,
1.
York Region Rapid Transit Corporation
January 28, 2009
2.
3.
4.
5.
1.
2.
3.
4.
5.
Comments
Langstaff / Longbridge Station to be
located on Yonge St for best pedestrian
connectivity to Langstaff site
Hub station to be located as close as
possible to Highways 407 and 7 to
maximize intermodal connectivity
Hub station to be considered in context
of Metrolinx Mobility Hub Analysis
Hub station location and configuration
to minimize walking distances
Intermodal transit concourse
Hub station located as close as possible
to Langstaff
Hub station to be considered in context
of both RHC Design and Land Use
Study, and Langstaff Gateway Master
Planning
Hub station location and configuration
to minimize walking distances
Station Hub central to Richmond Hill
and Langstaff
Intermodal Transit Concourse
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Project Design
Principles
Technical Report
Richmond Hill Centre Alignment Alternatives
Richmond Hill Principles
Markham Principles
Comments
1.
2.
e.g. Curve radii,
cross-over locations.
Cross-over limited
to rear of station not
feasible from an
operational
perspective
e.g. Holy Cross
Cemetery and
Yonge St. wood lot,
storm water ponds
230/500 kV Hydro
Corridor
accessibility and enjoyment
E – Build upon existing investments
1. Transit planning should respect approved plans and public
investment in infrastructure
2. Transit planning should recognize existing high density
development
Respect for
system
operational and
design criteria
(TTC, 407, Viva
and MTO)
Curve radii to be optimized
Cross-over tracks south of hub station to
be evaluated
Respect for
cultural and
environment
impacts
Respect for
major utility
corridors
Respect for
major transit
corridors
Respect for
future expansion
Highway 407 and
CN Corridor
F – Optimize function of the system as a whole – long-term
1. Design of the system must consider future expansion
2. The long-term station location at 16th and Yonge should be a
key criteria in the alignment consideration
e.g. subway
extension north of
Richmond Hill up
Yonge St,
conversion of BRT
to LRT and 407
Transitway growth
1.
2.
York Region Rapid Transit Corporation
January 28, 2009
Station location to be a consensus
between key stakeholders
407 Transitway and Hwy 7 vivastations
to remain in corridor rights-of-way and
vertically integrated with transit
concourse
Page 29
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 5-2 Richmond Hill Centre – Preliminary Facilities Layout – Alternative A – Stacked Bus Terminal
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 5-3 Richmond Hill Centre – Preliminary Facilities Layout – Alternative A – At-Grade Bus Terminal
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 5-4 Richmond Hill Centre – Preliminary Facilities Layout – Alternative B – Stacked Bus Terminal
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 5-5 Richmond Hill Centre – Preliminary Facilities Layout – Alternative B – At-Grade Bus Terminal
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 5-6 Richmond Hill Centre – Preliminary Facilities Layout – Alternative C – Stacked Bus Terminal
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 5-7 Richmond Hill Centre – Preliminary Facilities Layout – Alternative C – At-Grade Bus Terminal
York Region Rapid Transit Corporation
January 28, 2009
Page 35
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 5-8 Richmond Hill Centre – Pedestrian Connectivity between Transit Services – Walking Distance Comparison
Alignment A
Alignment A
Alignment B
Alignment B
Alignment C
Alignment C
Stacked
At-Grade
Stacked
At-Grade
Stacked
At-Grade
Subway to 407 Transitway
180m
180m
160m
160m
70m
70m
Subway to Bus Terminal
150m
230m
150m
210m
80m
100m
Subway to GO Platform
780m
780m
750m
750m
550m
550m
407 Transitway to Bus Terminal
60m
90m
50m
90m
25m
80m
407 Transitway to GO Platform
600m
600m
560m
560m
500m
500m
Bus Terminal to GO Platform
630m
600m
560m
530m
450m
520m
Subway to Langstaff Road and GO
840m
840m
830m
830m
670m
670m
Average transfer walking distance
between centres of platforms / areas
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 5-9 Richmond Hill Centre – Conceptual Master Plan Study Showing Transit Connectivity
(Courtesy of Metrolinx)
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
5.3
Technical Report
Richmond Hill Centre Alignment Alternatives
Assessment of Alignment Alternatives A, B and C
The study team undertook a detailed technical assessment of Alternatives A, B and C
based on the Factors / Indicators / Measures identified for the Categories of SocialEconomic Considerations, Transportation Opportunities, Technical / Constructability,
Cultural Environment and Natural Environment.
The results of the technical assessment are summarized in Appendix 1, which shows the
key decision relevant factors as well as other factors (greyed out) which had no impact on
the selection of a preferred alternative from the three alternatives. Appendix 1 was
presented for comment at the second public workshop on August 26, 2008.
5.4
Selection of a Preferred Alternative
The Richmond Hill Centre is subject to several constraints. These include operational
constraints of the subway system (e.g. tunnel alignment and track geometry), the Hydro
One corridor, including several major transmission towers with deep foundations,
adjacent land uses and storm water management ponds.
With up to 80,000 passengers per day by year 2031 and beyond passing through the
Richmond Hill Centre, it is important that the station be closely integrated with the future
bus terminal(s), the future Highway 407 Transitway, GO Transit, and other transit modes.
This integration will facilitate ease of transfer between modes and pedestrian and
commuter connectivity with planned transit-oriented developments in this important
regional growth centre. Passenger behaviour and rider attitude surveys have shown that
the time it takes to transfer between transit modes, the number of transfers and the quality
of the transfer environment are important factors in whether people choose transit in
comparison to private automobile travel.
Alignments also need to be consistent with the Richmond Hill Regional Centre Land Use
and Design Study for the Richmond Hill Centre and be designed to facilitate future
northerly extensions of the subway in the Yonge Street corridor.
The evaluation (see Appendix 2) indicates that subway alignment Alternative C – Yonge
\ Central RHC \ CN Bala Richmond Hill GO Line is the Preferred Alternative for the
following reasons:
•
Provides the most compact integrated intermodal transportation hub connecting the
subway, the bus terminal (YRT, Viva, GO Bus), the GO Train and the 407
Transitway and therefore achieves the shortest walking distances between all transit
modes. As noted above, this is a significant factor in influencing transit use.
•
Provides for larger land parcels with frontage on Yonge Street for redevelopment than
Alternative B.
•
Provides better opportunities for transit-supportive development north and south and
west of the Richmond Hill Centre station. Optimizes development potential both east
and west of the CN rail corridor as the station catchment area extends to the east side
of the corridor.
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
•
Minimizes construction impacts to Yonge Street and the adjacent stable residential
low-density neighborhood, similar to Alternative B
•
Farthest away from the protected woodlot at Yonge Street and High Tech Road with
minimal impact.
•
Does not preclude future extension along Yonge St. right-of-way.
Figure 5-10 Richmond Hill Centre – Advantages of Alternative C
Alternative C has significant advantages, as depicted in Figure 5-10 and the Councils of
Richmond Hill, Markham and Vaughan have all endorsed alignment Option ‘C’ as the
preferred alignment into the Richmond Hill Centre.
Accordingly, at this time it is recommended that Alternative C be carried forward as the
Preferred Alternative.
York Region Rapid Transit Corporation
January 28, 2009
Page 39
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
6.
REFINEMENTS SUGGESTED DURING CONSULTATION
6.1
Refinements Suggested During Consultation
Preliminary concepts of Richmond Hill Centre alignment Alternatives A, B and C were
presented at the June 17 & 18, 2008, Public Consultation Centre, where participants
advised the three most important criteria for planning the Richmond Hill Centre terminal
were: close links to all other transit services (GO, Viva, YRT); convenient pedestrian
access; and year-round protection from the weather.
At the public workshop on July 31, 2008, participants were divided into 4 groups that
worked independently on the entire subway extension to identify their preferred subway
extension concept. Three groups were split between Alternative B and Alternative C and
one group was split between Alternative A and Alternative B, balancing the need for
optimal integration between transit modes with potential future alignments back to Yonge
Street and the location of a future potential station in the vicinity of 16th Avenue.
The detailed technical assessment of the Richmond Hill Centre Alignment Alternatives
A, B and C was presented at the second public workshop on August 26, 2008, along with
an emerging preferred alignment Alternative C, based on stakeholder, public, and
technical input. Presentations addressed proposed modifications to the northerly limits of
the Langstaff / Longbridge station and Richmond Hill Centre station resulting from
consultation with the Town of Markham based on their Calthorpe master planning
exercise for the Langstaff lands, as well as an alternative for termination at the future
potential 16th Avenue subway station. The majority of participants supported the notion
of an off Yonge Street subway station location. Participants raised concerns regarding
reconnecting to Yonge St at 16th Avenue and supported the importance of pedestrian
access, comfort and convenient intermodal connections.
In September 2008, the Yonge Subway Study team continued discussions with
municipal, provincial and private stakeholders regarding alignment alternatives, which
included a stakeholder’s workshop on September 22, 2008, to review a Town of
Markham request for further consideration of alternatives for locating the Richmond Hill
Centre subway station under or near the Highway 407 / Highway 7 corridor, between the
Langstaff lands and the Richmond Hill Centre lands. The emerging Preferred Alternative
C and supporting rationale was presented at the September 25, 2008, Public Consultation
Centre, where approximately 200 participants, both on-site and on the internet, were
given an opportunity to comment interactively and indicate preferences with respect to
the Richmond Hill Centre subway alignment. Through interactive questioning
participants indicated their preference that “All of the transit modes are as close together
as possible” supporting the selection of an alignment east of Yonge Street that would
integrate with the Richmond Hill GO line.
York Region Rapid Transit Corporation
January 28, 2009
Page 40
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
6.2
Technical Report
Richmond Hill Centre Alignment Alternatives
Consultation on the Preferred Alternative
Since the September 25, 2008, Public Consultation Centre the Yonge Subway Study team
has been involved in discussions with the Town of Richmond Hill, the Town of
Markham, the property owner, the MTO, and other stakeholders regarding the alignment
alternatives. The Councils of Richmond Hill, Markham and Vaughan have all endorsed
alignment Option ‘C’ as the preferred alignment into Richmond Hill Centre.
The MTO’s work on the Highway 407 bus rapid transit (BRT) / light rail transit (LRT)
alignments is progressing and further work on their alignments into Richmond Hill
Centre is being examined in conjunction with alignment Alternative C.
The Yonge Subway Study team has continued with consultation on Alternative C with
affected landowners and municipal stakeholders. Details of the final recommendation
will be documented in the Environmental Project Report.
York Region Rapid Transit Corporation
January 28, 2009
Page 41
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
7.
Technical Report
Richmond Hill Centre Alignment Alternatives
CONSTRUCTION STAGING
The following describes the potential sequence and timing for the construction of the
Richmond Hill Centre Subway Station and corresponds to a preliminary facilities layout,
which includes a stacked bus terminal and assumed potential location for the future
Highway 407 Transitway station facility currently being studied by MTO. The
construction staging is generally applicable to Alignment Alternatives A, B and C, with
exceptions as noted. Three construction stages are identified and summarized, comprising
the Tunnel Drives, Station Construction and Systems Installation, and illustrated in
Figures 7-1 to 7-9. At this time, only the staging for the subway station is shown in this
report. The eventual construction approach will be integrated at least with the final
configuration of the bus terminal and documented in the Environment Project Report.
While accommodation has been made for a possible Highway 407 Transitway Station,
this is the subject of a separate study.
7.1
Stage 1 – Tunnel Drives
•
The stage includes a tunnel mining operation for twin subway tunnels commencing at
the south end of the Richmond Hill Centre Station and moving southwards to the
endpoint on the north side of the East Don River Valley.
•
In the case of Alternatives B and C, a Temporary Access Road is constructed to
provide continuous access for Viva, YRT and GO Transit vehicles to the existing
Richmond Hill Centre bus terminal. Fencing is erected for the Tunnel Construction
Site and Tunnel Liner Storage Areas.
•
The Tunnel Construction Site provides an area for the mining shaft, stockpiling of
excavated materials, loading and removal of excavated materials, construction
offices, change rooms, power distribution facilities, mechanical and electrical
equipment, etc.
•
The Tunnel Liner Storage Area is an area for storage of precast concrete tunnel liners
and other construction materials. The area is located near or under the Hydro One
transmission lines where activities are limited to storage.
•
Excavations within the site area are limited to the mining shaft. The underground
tunnel boring operation commences in a southerly direction utilizing two tunnel
boring machines.
•
The stage will take approximately two years to complete.
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
7.2
7.3
Technical Report
Richmond Hill Centre Alignment Alternatives
Stage 2 – Station Construction
•
The stage includes the construction of the cross-over track structure, the station
platforms and concourse, and the tail track structure, using a cut-and-cover
excavation / construction methodology. Ideally this stage would correspond with
construction of the underground 407 Transitway station which is not part of the
Yonge Subway Extension project.
•
The Station Construction Site provides an area for the loading and removal of
excavated materials, receipt and storage of construction materials, construction
offices, change rooms, power distribution facilities, mechanical and electrical
equipment, etc.
•
The stage will take approximately two to three years to complete, commencing after
Stage 1.
Stage 3 - Systems Installation
•
The stage includes the installation, staging, testing and commissioning of subway
systems.
•
The stage will take more than one year to complete, generally commencing after
Stage 2 but some overlap with Stage 2 is possible.
York Region Rapid Transit Corporation
January 28, 2009
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Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 7-1 Richmond Hill Centre Station – Alternative A – Construction Stage 1 – Tunnel Drives
York Region Rapid Transit Corporation
January 28, 2009
Page 44
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 7-2 Richmond Hill Centre Station – Alternative A – Construction Stage 2 – Station Construction
York Region Rapid Transit Corporation
January 28, 2009
Page 45
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 7-3 Richmond Hill Centre Station – Alternative A - Construction Stage 3 – Systems Installation
York Region Rapid Transit Corporation
January 28, 2009
Page 46
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 7-4 Richmond Hill Centre Station – Alternative B – Construction Stage 1 – Tunnel Drives
York Region Rapid Transit Corporation
January 28, 2009
Page 47
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 7-5 Richmond Hill Centre Station – Alternative B – Construction Stage 2 – Station Construction
York Region Rapid Transit Corporation
January 28, 2009
Page 48
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 7-6 Richmond Hill Centre Station – Alternative B - Construction Stage 3 – Systems Installation
York Region Rapid Transit Corporation
January 28, 2009
Page 49
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 7-7 Richmond Hill Centre Station – Alternative C – Construction Stage 1 – Tunnel Drives
York Region Rapid Transit Corporation
January 28, 2009
Page 50
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 7-8 Richmond Hill Centre Station – Alternative C – Construction Stage 2 – Station Construction
York Region Rapid Transit Corporation
January 28, 2009
Page 51
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
Figure 7-9 Richmond Hill Centre Station – Alternative C - Construction Stage 3 – Systems Installation
York Region Rapid Transit Corporation
January 28, 2009
Page 52
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
APPENDIX 1
Assessment of Richmond Hill Centre Alignment
Alternatives
York Region Rapid Transit Corporation
January 28, 2009
Page 53
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
ASSESSMENT OF RHC ALIGNMENT ALTERNATIVES
Factors/Indicators/Measures
Relevance of Factor
Baseline Value for
Comparison
Alternative A
Alternative B
Alternative C
1.0 Social-Economic Considerations
1.1 Population+Employment density within station zone of influence
EXISTING population+employment density Number of medium-rise
residential and high-rise
within 500m radius of station
residential towers as
proxy for measuring
density
Number of medium-rise
FUTURE (2021) population+employment
density within 500m radius of station based residential and high-rise
residential towers as
on current forecasts
proxy for measuring
density
Quantifies the
need/justification for a
station at this location
today
Existing conditions
Quantifies the
Future projection
need/justification for a
station at this location in
the future
All alternatives yield similar results - this indicator is related to selection of station locations
All alternatives yield similar results - this indicator is related to selection of station locations
1.2 Major trip origins and destinations within station zone of influence
EXISTING commercial, employment, or
institutional attractions within 500m radius
Name
NEW commercial, employment, or
institutional attractions within 500m radius
Name
Identifies any major trip
generator within the
station catchment area
Identifies any major trip
generator within a
station's zone of
influence
Existing condition
All alternatives yield similar results - this indicator is related to selection of station locations
Known/planned future
condition
All alternatives yield similar results - this indicator is related to selection of station locations
1.3 Potential to stimulate transit supportive development within station zone of influence
Potential impact on redevelopable lands
within the Richmond Hill Centre Area (east
side of Yonge Street)
Description - area (m2)
Redevelopment potential within station zone low, medium, high
of influence (500m radius)
Assesses potential for
redevelopment within a
station's zone of
influence
Existing conditions
Higher flexibility for
redeveloping RHC lands minimal impact to lands
Assesses potential for
redevelopment within a
station's zone of
influence
Existing conditions
Less than Options B and C
Least flexibility for redeveloping
RHC lands - alignment would
create 2 triangular parcels
which are less desirable for
redevelopment
Higher than Option A, similar to
Option C
The entire station catchment is
within potential redevelopment
of the Richmond Hill Centre
area
Lower flexibility for
redevelopling RHC lands alignment would leave a large
fairly regularly-shaped parcel
for redevelopment
Higher than Option A, similar to
Option B
The entire station catchment is
within potential redevelopment
of the Richmond Hill Centre
area
3 buildings would be potentially
displaced, plus up to 3
buildings impacted during
construction, for building a
subway station box and tail
tracks structure
Construction effects can be
Construction effects can be
mitigated through proper
mitigated through proper
construction management plan construction management plan
1 building would be displaced,
plus 1 building impacted during
construction, for building a
subway station box and tail
tracks structure
Half of the station catchment
area is outside of potential
redevelopment of the
Richmond Hill Centre area
1.4 Potential impacts to residential and commercial properties
Number of commercial properties
impacted / displaced
Number; Descript ion
Number of residential propert ies impact ed Number; Descript ion
/ displaced
York Region Rapid Transit Corporation
Extent to which local
businesses may be
displaced
Extent to which stable
residential properties
may be displaced
Existing condition
Existing condition
January 28, 2009
Construction impacts on
commercial properties on the
west side of Yonge Street
between Hwy 7 and Roosevelt
Drive
Construction effects can be
mitigated through proper
construction management plan
Higher potential for impacting Lower potential for impacts as Lower potential for impacts as
residential properties (existing there are no residential houses there are no residential houses
residential houses on the west adjacent to the alignment
adjacent to the alignment
side of Yonge Street)
Page 54
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
ASSESSMENT OF RHC ALIGNMENT ALTERNATIVES
Factors/Indicators/Measures
Relevance of Factor
Baseline Value for
Comparison
Alternative A
Alternative B
Alternative C
1.0 Social-Economic Considerations
1.5 Potential effects on local noise, vibration, and air quality
Potential effects
Ef fects as proxy
# of residential
properties w ithin 200m measures for effects
of surf ace facilities
on human health and
quality of life
Existing condition
Higher potential for impacting
sensitive receptors as there are
existing residential houses on
the west side of Yonge Street
and adjacent to the alignment
Lower potential impacts as
there are no sensitive
receptors adjacent to the
alignment
Lower potential for impacts as
there are no sensitive
receptors adjacent to the
alignment
Future northerly extension
north of High Tech Road:
lower potential for impacting
sensitive receptors since
recent residential houses are
on the east side of Yonge
Street only
Future northerly extension
north of High Tech Road:
lower potential for impacting
sensitive receptors since
recent residential houses are
on the east side of Yonge
Street only
Future northerly extension
north of High Tech Road:
higher potential for impacting
sensitive receptors since there
are recent residential
developments on both sides of
the rail corridor
1.6 Potential impacts to schools, places of worship, and unique community features
Number of community f acilities impacted Number; Description
/ displaced
Number of institutional facilities impact ed Number; Description
/ displaced
Existing condition
Extent to which
community/recreational
facilities may be
displaced
Extent to which
Existing condition
institutional facilities may
be displaced
No impacts as there are no community facilit ies w it hin the area
Construction impacts on a
temple on the west side of
Yonge Street at Highway 7;
can be mitigated through
proper construction
management plan
No impacts
No impacts
1.7 Achieve reasonable costs
Range of capital cost (construction only)
High level range of
capital cost 2008 $
Millions PRELIMINARY
York Region Rapid Transit Corporation
Measures the pot ential Low est cost
range of capital cost
Alt ernative: " A"
associat ed w ith each
option
January 28, 2009
Baseline
$7 t o $ 10 million more than $1.5 t o $ 3 million more than
baseline
baseline
Page 55
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
ASSESSMENT OF RHC ALIGNMENT ALTERNATIVES
Factors/Indicators/Measures
Relevance of Factor
Baseline Value for
Comparison
Alternative A
Alternative B
Alternative C
1.0 Social-Economic Considerations
1.8 Minimize potential cost associated with clean-up of potentially contaminated sites
Number of sites with High potential for
contamination (i.e. landfill or gas service
station on property) that may be affected
Description
Based on desktop
review of available
data/resources
This indicator is related to assessing station design concepts
Description
Measures the potential
risk associated w ith
need for mitigation of
contamination.
See above
Number of sites with Medium potential for
contamination (i.e. property with record of
previous spill) that may be affected
See above
This indicator is related to assessing station design concepts
Number of sites with Low potential for
contamination (i.e. average commercial
property) that may be affected
Description
See above
See above
This indicator is related to assessing station design concepts
Number of Gas Conflict Areas (i.e. contact Description
with underground gas pipeline) that may be
affected
See above
See above
This indicator is related to assessing station design concepts
Number of Spill sites that may be affected
Description
See above
See above
This indicator is related to assessing station design concepts
Number of Fuel Storage sites that may be
affected
Description
See above
See above
This indicator is related to assessing station design concepts
York Region Rapid Transit Corporation
January 28, 2009
Page 56
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
ASSESSMENT OF RHC ALIGNMENT ALTERNATIVES
Factors/Indicators/Measures
Relevance of Factor
Baseline Value for
Comparison
Alternative A
Alternative B
Alternative C
2.0 Transportation Opportunities
2.1 Transit Network Connectivity
Local transit connections
Total number of future
feeder bus routes from
the east, west, or north
intercepted (inbound,
AM peak hour)
Assesses connectivity
with local transit.
Assuming all 6 potential
stations are provided in
the network
All alternatives yield similar results
Intermodal transit connections
Description
Assesses opportunity to Future transit network in
connect with other
the area
transit modes
All alternatives yield similar results
Protection for future northerly extension
Description
Existing conditions
Assess potential
physical limitation to
expanding the line
terminus north of RHC.
Future extension would remain Future extension would return Future extension would use the
within the Yonge Street ROW to and follow the Yonge Street railway corridor before
ROW
returning to and following the
Yonge Street ROW
Has maximum flexibility for
siting a future station near 16th
Ave/Carville, with the least
potential for impact on private
property north of the study area
Has maximum flexibility for
siting a future station near 16th
Ave/Carville, with the least
potential for impact on private
property north of the study area
645
575
Has less flexibility for siting a
future station near 16th Ave,
with the greatest potential for
impact on private property
north of the study area
2.2 Associated Station Surface Facilities
Integration of station surface facilities - the
extent to which the alternative can offer a
compact and well-integrated mobility hub
Approximate walking
distance to GO rail
station (m)
Assess connectivity with
existing surface facilities
(assumed VIVA bus
station will be relocated)
Existing GO rail station
location. Assumed
distance from GO station
on east side of rail,
walked north to ped
bridge and that distance
was constant for all
options (approx 250m)
410
2.3 User Accessibility
Convenience of access
for all users, including
Wheel-Trans users and
other passengers with
disabilities
York Region Rapid Transit Corporation
Not a decision relevant factor - user accessibiliy can be designed into all three alignment options
January 28, 2009
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Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
ASSESSMENT OF RHC ALIGNMENT ALTERNATIVES
Factors/Indicators/Measures
Relevance of Factor
Baseline Value for
Comparison
Alternative A
Alternative B
Alternative C
3.0 Technical / Constructability
3.1 Compliance with design standards & criteria
Horizontal and vertical alignments
Description
Compliance w ith
technical design
standards
TTC Design Standards
Traffic impacts as a result of cut & cover
construction
Lower, higher
Availability of diversion
routes during
construction
Physical limitation on the surface as it
relates to station construction
Descript ion
Existing conditions
Assesses potential
physical limitation on
the surface for st ation
construction
complies with TTC standards for 80 KPH design speed
3.2 Constructability
Potential impact to ground water
Description
Assesses effects to
water control.
Existing conditions
Existing conditions
Higher
Lower
Lower
Limited working area
Impact to High Tech Road and
Yonge-HWY 7 ramp and
Cinema
Minor potential impact to Storm
Water Management Pond
Impact to High Tech Road and
Yonge-HWY 7 ramp and
Cinema
Minor potential impact to Storm
Water Management Pond
Minor potential impact to
protected woodlot at
Yonge/High Tech
Ground water control required. Ground water control required. Ground water control required.
4.0 Cultural Environment
4.1 Potential impacts to known archaeological sites
Number of known sites in proximity of
alignment
Number
Area of archaeological potential that have
previously been undisturbed by
development
Hectares
Assess the potential for Existing condition
causing adverse effects
on any known
archaeological site
Assess the potential for Existing condition
causing adverse effects
on any known area of
archaeological potential
The majority of the study area has low archaeological potential as the area has been extensively
disturbed by ROW construction and adajacent development. Stage 2 archaeological
assessment required prior to any construction within the study area
Assess the potential
Existing condition
effects on any significant
built-heritage and
cultural heritage features
in the area
No impacts as there are no heritage f eatures in t he area
Measures the potential Existing condition
for causing adverse
effects on any park and
trail in the area
No impacts as there are no parks or trails in the area
The majority of the study area has low archaeological potential as the area has been extensively
disturbed by ROW construction and adajacent development. Stage 2 archaeological
assessment required prior to any construction within the study area
4.2 Proximity to heritage features
Potential for displacing or disrupting built
heritage features permanently
Lower, higher
4.3 Potential impacts to parks and recreation sites
Local parks and trails impacted / displaced Description
York Region Rapid Transit Corporation
January 28, 2009
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Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
ASSESSMENT OF RHC ALIGNMENT ALTERNATIVES
Factors/Indicators/Measures
Relevance of Factor
Baseline Value for
Comparison
Alternative A
Alternative B
Alternative C
5.0 Natural Environment
5.1 Potential impacts to Environmentally Sensitive Areas, Natural Heritage Systems, and Wildlife Corridors
Provincial/Federal natural f eatures /
environmentally signif icant features
pot entially affected
Descript ion
Regional/Local natural feat ures /
environmentally signif icant features
pot entially affected
Descript ion
Existing condition
Assess the pot ential
effects on any
significant natural
resources / f eatures, if
present
Existing condition
Assess the pot ential
effects on any
significant natural
resources / f eatures, if
present
There are no Provincial or Federal natural features / environmentally significant features within
the area
Potential for impact on woodlot
on the southeast corner at
Yonge Street and High Tech
Road
Potential for impact on woodlot
on the southeast corner at
Yonge Street and High Tech
Road
Minimal potential for impact on
woodlot at the southeast corner
of Yonge Street and High Tech
Road
5.2 Potential impacts to surface water, identified water crossings, drainage features, and areas susceptible to surface water contamination
Descript ion
Assess the pot ential
effects on drainage
and utilities
Existing condition
This option is located within the None
Pomona Creek flood lines
Drainage features and utilities potentially Descript ion
af fected
Assess the pot ential
effects on drainage
and utilities
Existing condition
Minimal potential for impact on Potential for impact on
Potential for impact on
stormwater management pond stormwater management pond stormwater management pond
south of RHC
south of RHC
south of RHC
Potential effects to underground w at er
Assess potential
dew at ering
requirements
Existing condition
Potential for impacting
groundwater as a result of
tunnelled and cut-and-cover
structures
Assess the pot ential
effects on terrest rial
features
Existing condition
No impact as there are no significant terrestrial features in the area
Assess the pot ential
effects on aqautic
features
Existing condition
No impact as there are no fisheries and significant aquatic features in the area
TRCA regulatory limits pot entially
af fected
Descript ion
Potential for impacting
groundwater as a result of
tunnelled and cut-and-cover
structures
None
Potential for impacting
groundwater as a result of
tunnelled and cut-and-cover
structures
5.3 Potential impacts to terrestrial features
Habitat potentially displaced or severed
Descript ion
5.4 Potential impacts to fisheries and aquatic resources
Aquatic features potentially af fected
Descript ion
Shaded rows indicate criteria that
are not decision-relevant for
selecting station locations
York Region Rapid Transit Corporation
January 28, 2009
Page 59
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
APPENDIX 2
Evaluation of Richmond Hill Centre Alignment
Alternatives
York Region Rapid Transit Corporation
January 28, 2009
Page 60
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
EVALUATION OF RHC ALIGNMENT ALTERNATIVES
Factors/Indicators/Measures
Relevance of Factor
Baseline Value for
Comparison
Alternative A
Alternative B
Alternative C
1.0 Social-Economic Considerations
1.3 Potential to stimulate transit supportive development within station zone of influence
Potential impact on redevelopable lands
within the Richmond Hill Centre Area (east
side of Yonge Street)
Description - area (m2)
Assesses potential for
redevelopment within a
station's zone of
influence
Existing conditions
Higher flexibility for
redeveloping RHC lands minimal impact to lands
Redevelopment potential within station zone low, medium, high
of influence (500m radius)
Assesses potential for
redevelopment within a
station's zone of
influence
Existing conditions
Least flexibility for redeveloping
RHC lands - alignment would
create 2 triangular parcels
which are less desirable for
redevelopment
○
Lower flexibility for
redevelopling RHC lands alignment would leave a large
fairly regularly-shaped parcel
for redevelopment
Less than Options B and C
Higher than Option A, similar to Higher than Option A, similar to
Option C
Option B
Half of the station catchment
area is outside of potential
redevelopment of the
Richmond Hill Centre area
The entire station catchment is
within potential redevelopment
of the Richmond Hill Centre
area
The entire station catchment is
within potential redevelopment
of the Richmond Hill Centre
area
1.4 Potential impacts to residential and commercial properties
Number of commercial properties
impacted / displaced
Number; Description
Extent to which local
businesses may be
displaced
Existing condition
Construction impacts on
commercial properties on the
west side of Yonge Street
between Hwy 7 and Roosevelt
Drive
3 buildings would be potentially
displaced, plus up to 3
buildings impacted during
construction, for building a
subway station box and tail
tracks structure
Construction effects can be
Construction effects can be
mitigated through proper
mitigated through proper
construction management plan construction management plan
○
Number of residential properties impacted Number; Description
/ displaced
Extent to which stable
residential properties
may be displaced
Existing condition
January 28, 2009
Construction effects can be
mitigated through proper
construction management plan
Higher potential for impacting Lower potential for impacts as Lower potential for impacts as
residential properties (existing there are no residential houses there are no residential houses
adjacent to the alignment
residential houses on the west adjacent to the alignment
side of Yonge Street)
York Region Rapid Transit Corporation
1 building would be displaced,
plus 1 building impacted during
construction, for building a
subway station box and tail
tracks structure
Page 61
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Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
EVALUATION OF RHC ALIGNMENT ALTERNATIVES
Factors/Indicators/Measures
Relevance of Factor
Baseline Value for
Comparison
Alternative A
Alternative B
Alternative C
1.0 Social-Economic Considerations
1.5 Potential effects on local noise, vibration, and air quality
Potential effects
Ef fects as proxy
# of residential
properties w ithin 200m measures for effects
of surf ace facilities
on human health and
quality of life
Existing condition
Higher potential for impacting
sensitive receptors as there are
existing residential houses on
the west side of Yonge Street
and adjacent to the alignment
Lower potential impacts as
there are no sensitive
receptors adjacent to the
alignment
Lower potential for impacts as
there are no sensitive
receptors adjacent to the
alignment
Future northerly extension
north of High Tech Road:
lower potential for impacting
sensitive receptors since
recent residential houses are
on the east side of Yonge
Street only
Future northerly extension
north of High Tech Road:
lower potential for impacting
sensitive receptors since
recent residential houses are
on the east side of Yonge
Street only
Future northerly extension
north of High Tech Road:
higher potential for impacting
sensitive receptors since there
are recent residential
developments on both sides of
the rail corridor
1.6 Potential impacts to schools, places of worship, and unique community features
Number of institutional facilities impact ed Number; Description
/ displaced
Extent to which
Existing condition
institutional facilities may
be displaced
Construction impacts on a
temple on the west side of
Yonge Street at Highway 7;
can be mitigated through
proper construction
management plan
No impacts
No impacts
1.7 Achieve reasonable costs
Range of capital cost (construction only)
High level range of
capital cost 2008 $
Millions PRELIMINARY
Measures the pot ential Low est cost
range of capital cost
Alt ernative: " A"
associat ed w ith each
option
SUMMARY
York Region Rapid Transit Corporation
January 28, 2009
Baseline
$7 t o $ 10 million more than $1.5 t o $ 3 million more than
baseline
baseline
○
Page 62
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
EVALUATION OF RHC ALIGNMENT ALTERNATIVES
Factors/Indicators/Measures
Relevance of Factor
Baseline Value for
Comparison
Alternative A
Alternative B
Alternative C
2.0 Transportation Opportunities
2.1 Transit Network Connectivity
Protection for future northerly extension
Description
Existing conditions
Assess potential
physical limitation to
expanding the line
terminus north of RHC.
Future extension would remain Future extension would return Future extension would use the
within the Yonge Street ROW to and follow the Yonge Street railway corridor before
ROW
returning to and following the
Yonge Street ROW
Has less flexibility for siting a
future station near 16th Ave,
with the greatest potential for
impact on private property
north of the study area
Has maximum flexibility for
siting a future station near 16th
Ave/Carville, with the least
potential for impact on private
property north of the study area
Has maximum flexibility for
siting a future station near 16th
Ave/Carville, with the least
potential for impact on private
property north of the study area
645
575
410
○
2.2 Associated Station Surface Facilities
Integration of station surface facilities - the
extent to which the alternative can offer a
compact and well-integrated mobility hub
Approximate walking
distance to GO rail
station (m)
Assess connectivity with
existing surface facilities
(assumed VIVA bus
station will be relocated)
Existing GO rail station
location. Assumed
distance from GO station
on east side of rail,
walked north to ped
bridge and that distance
was constant for all
options (approx 250m)
SUMMARY
York Region Rapid Transit Corporation
January 28, 2009
Page 63
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
EVALUATION OF RHC ALIGNMENT ALTERNATIVES
Factors/Indicators/Measures
Relevance of Factor
Baseline Value for
Comparison
Alternative A
Alternative B
Alternative C
Higher
Lower
Lower
Impact to High Tech Road and
Yonge-HWY 7 ramp and
Cinema
Minor potential impact to Storm
Water Management Pond
Impact to High Tech Road and
Yonge-HWY 7 ramp and
Cinema
Minor potential impact to Storm
Water Management Pond
3.0 Technical / Constructability
3.2 Constructability
Traffic impacts as a result of cut & cover
construction
Lower, higher
Availability of diversion
routes during
construction
Existing conditions
Physical limitation on the surface as it
relates to station construction
Description
Assesses potential
physical limitation on
the surface for station
construction
Existing conditions
○
Limited working area
Minor potential impact to
protected woodlot at
Yonge/High Tech
○
○
○
Potential for impact on woodlot
on the southeast corner at
Yonge Street and High Tech
Road
Potential for impact on woodlot
on the southeast corner at
Yonge Street and High Tech
Road
Minimal potential for impact on
woodlot at the southeast corner
of Yonge Street and High Tech
Road
SUMMARY
4.0 Cultural Environment
No Key Decision Relevant Factors / Indicators / Measures
5.0 Natural Environment
5.1 Potential impacts to Environmentally Sensitive Areas, Natural Heritage Systems, and Wildlife Corridors
Regional/Local natural features /
environmentally significant features
potentially affected
Description
Assess the potential
effects on any
significant natural
resources / features, if
present
Existing condition
5.2 Potential impacts to surface water, identified water crossings, drainage features, and areas susceptible to surface water contamination
TRCA regulatory limits potentially
affected
Description
Existing condition
Assess the potential
effects on drainage and
utilities
SUMMARY
York Region Rapid Transit Corporation
January 28, 2009
This option is located within the None
Pomona Creek flood lines
None
Page 64
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
EVALUATION OF RHC ALIGNMENT ALTERNATIVES
Overall Summary
1.0 Social-Economic Considerations
1.1 Population+Employment density within station zone of influence
1.2 Major trip origins and destinations within station zone of influence
1.3 Potential to stimulate transit supportive development within station zone of influence
1.4 Potential impacts to residential and commercial properties
1.5 Potential effects on local noise, vibration, and air quality
1.6 Potential impacts to schools, places of worship, and unique community features
1.7 Achieve reasonable costs
1.8 Minimize potential cost associated with clean-up of potentially contaminated sites
York Region Rapid Transit Corporation
January 28, 2009
Alternative A
Alternative B
Alternative C
Advantages:
- Provides higher flexibility for
redevelopment as it maximizes
large parcels of land which can
easily be developed
- Lowest capital and operating
costs
Advantages:
- Low potential for impacting
residential properties.
- Least potential for impacting
receptors sensitive to noise,
vibration and air quality,
adjacent the proposed
alignment and adjacent the
potential future extension of the
alignment north of High Tech
Road.
Advantages:
- Low potential for impacting
residential properties.
- Station is more central to
population and employment
densities, with more
opportunity for TOD in station
zone of influence, and brings
trip origins and destinations
closer to station
Disadvantages:
- Potential for constructionrelated impacts to residential
properties west of Yonge
Street
- Population and employment
densities are mainly to east
and are much further away
from station, with less
opportunity for TOD in station
zone of influence, and pushes
trip origins and destinations
further from station
- Potential for impacting temple
on west side of Yonge Street at
Highway 7
- Higher potential for impacting
receptors sensitive to noise,
vibration and air quality,
adjacent the proposed
alignment. However, potential
impacts can very likely be
successfully mitigated to MOE
guidelines, as described in the
noise report, through
technically and economically
feasible mitigation measures.
Disadvantages:
- Least flexibility for
redeveloping land - alignment
would create 2 triangular
parcels which are less
desirable for redevelopment
- Highest capital and operating
costs.
Disadvantages:
- Lower flexibility for
redeveloping land - alignment
would leave a large fairly
regularly-shaped parcel for
redevelopment
- Higher capital and operating
costs.
- Higher potential for impacting
receptors sensitive to noise,
vibration and air quality,
adjacent the potential future
extension of the alignment
north of High Tech Road.
However, potential impacts can
very likely be successfully
mitigated to MOE guidelines,
as described in the noise
report, through technically and
economically feasible
mitigation measures.
Page 65
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
EVALUATION OF RHC ALIGNMENT ALTERNATIVES
Overall Summary
Alternative A
2.0 Transportation Opportunities
2.1 Transit Network Connectivity
2.2 Associated Station Surface Facilities
2.3 User Accessibility
3.1 Compliance with design standards & criteria
3.2 Constructability
Advantages:
- Good opportunity to
create a better integrated
transit hub - medium
walking distance to local
transit connections (GO
transit / VIVA).
Advantages:
- Best opportunity to create
a better integrated transit
hub - short walking
distance to local transit
connections (GO transit /
VIVA)
Disadvantages:
- Poorer opportunity to
create a better integrated
transit hub - long walking
distance to local transit
connections (GO Transit /
VIVA)
Disadvantages:
- None identified
Disadvantages:
- None identified
Advantages:
- Lower constructionrelated traffic impacts at
RHC
Advantages:
- Low construction-related
traffic impacts on Yonge
Street
Advantages:
- Lowest constructionrelated traffic impacts on
Yonge Street
Disadvantages:
- Higher constructionrelated traffic impacts on
Yonge Street
Disadvantages:
- Higher constructionrelated traffic impacts at
RHC
Disadvantages:
- Higher constructionrelated traffic impacts at
RHC
○
No change to cultural
landscape.
4.0 Cultural Environment
4.1 Potential impacts to known archaeological sites
4.2 Proximity to heritage features
4.3 Potential impacts to parks and recreation sites
York Region Rapid Transit Corporation
January 28, 2009
Alternative C
Advantages:
- None identified
3.0 Technical / Constructibility
Alternative B
No change to cultural
landscape.
No change to cultural
landscape.
Page 66
Yonge Subway Extension – Finch Station to Richmond Hill Centre
Conceptual Design and Functional Planning
Technical Report
Richmond Hill Centre Alignment Alternatives
EVALUATION OF RHC ALIGNMENT ALTERNATIVES
Overall Summary
Alternative A
5.0 Natural Environment
5.1 Potential impacts to Environmentally Sensitive Areas, Natural Heritage Systems, and Wildlife
Corridors
5.2 Potential impacts to surface water, identified water crossings, drainage features, and areas
susceptible to surface water contamination
5.3 Potential impacts to terrestrial features
5.4 Potential impacts to fisheries and aquatic resources
Alternative B
Alternative C
Advantages:
- Furthest away from SWM
pond south of RHC.
Advantages:
- None identified
Advantages:
- Furthest away from protected
woodlot – no impact
Disadvantages:
- Within proximity of protected
woodlot – has potential for
impact
Disadvantages:
- Within proximity of SWM
pond south of RHC – has
potential for impact
- Within proximity of protected
woodlot – has potential for
impact
Disadvantages:
- Within proximity of SWM
pond south of RHC – has
potential for impact
○
CONCLUSION - Option 'C' Preferred
- Best opportunity to create a better integrated transit hub - short walking distance to local transit connections (GO transit
/ VIVA)
- Best transit oriented development integration opportunity
- Low potential for impacting residential properties.
- Lowest construction-related traffic impacts on Yonge Street
- No impact on temple on west side of Yonge Street at Highway 7
- Furthest away from protected woodlot
○
Most Opportunity / Most Preferred / Lowest Impact
Medium Opportunity / Medium Preference / Medium Impact
Least Opportunity / Least Preferred / Highest Impact
York Region Rapid Transit Corporation
January 28, 2009
Page 67
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Yonge Subway Extension Finch Station to Richmond Hill Centre