Abstract Manager

Planned growth is increasingly reaching small municipalities and rural communities across Canada, but land use and transportation planning do not always advance together. When Official Plans, secondary plans, and subdivision designs proceed without clear direction on density, land use mix, street connectivity, and protected corridors for walking, and cycling, transportation investments become reactive. This can lead to disconnected subdivisions, more car-dependent trips, safety risks, and costly retrofits for sidewalks, crossings, and cycling links after development is built.

This presentation summarizes a structured review of the Town of Erin’s first Transportation Master Plan (TMP), Town and County growth forecasts, and supporting policy and development charge materials. It evaluates alignment between growth and the multimodal network, active transportation planning, and how projects are tied to funding tools. The TMP explicitly identifies “Sustainable Growth and Land Use Integration” as a priority opportunity area.

From rural roots to complete communities, Erin’s TMP is a practical example of integrated growth and mobility in Small-Town Ontario and aligns with the Official Plan land use framework (Greenlands, Rural, and Urban systems). It confirms that growth will be concentrated in Erin Village and Hillsburgh, the Town’s two designated urban village areas. The TMP supports new subdivisions, mixed-use commercial cores, and expanded employment lands, with subdivision approvals coordinated between the Town and Wellington County. It also follows the County’s compact growth direction through minimum greenfield density targets (40 residents and jobs per hectare) to support compact, efficient growth and limits on urban boundary expansion.

With population projected to increase from about 12,000 (2021) to about 26,300 (2051), the TMP prioritizes network connectivity, road hierarchy, capacity upgrades, and active transportation, where subdivision pressure is expected. It also ties implementation to funding, including a growth-related capital program of about $183 million, with roughly $39.5 million identified as recoverable through development charges for road, sidewalk, and multi-use pathway improvements. Rural residents often raise concerns about new development, including added traffic, service pressures, and changes in community character. Erin’s TMP addresses these concerns by linking land use designations, growth forecasts, subdivision layout, and transportation improvements. This integrated approach supports connected neighbourhoods, safer active transportation routes, and the small-town character residents value.

The presentation concludes by identifying key gaps and transferable actions that other small municipalities can apply to keep growth decisions and transportation investments aligned, reduce retrofit risk, and support safe, complete communities.