welcome to open house # 3 - york
TRANSCRIPT
Bayview Avenue
Class Environmental Assessment Study
Steeles Avenue to Elgin Mills Road
WELCOME
TO OPEN HOUSE # 3
Please sign in and join our mailing list
Why Are We Here Tonight?
Study Process and Purpose of Open House
Notice of Study Commencement
Summer 2015
Phase 1: Problem and Opportunity Identify problems and opportunities
Phase 2: Alternative Planning Solutions Inventory the natural, social, economic and cultural
environments Identify and evaluate the planning alternatives Identify a Recommended Planning Solution Consult agencies and the public and select Preferred
Planning Solution
Phase 3: Alternative Design Concepts for the Preferred Planning Solution Develop, assess and evaluate the design alternatives Identify a Preliminary Preferred Design • Consult with agencies and the public • Confirm the Preferred Design
Phase 4: Environmental Study Report • Complete the Environmental Study Report (ESR) • 30 day public review and comment period
Phase 5: Implementation • Proceed to detailed design of the project • Property acquisition and utility relocation • Construction
Open House # 1 Oct 29, 2015
Open House # 2 June 28 and 29, 2016
Open House # 3 November 16 and 17, 2016
Notice of Study Completion Spring 2017
Purpose of Open House # 3
Share key feedback we received so far
Present an evaluation of the road cross-
section alternatives
Present an evaluation of the road widening
alternatives
Present the Preliminary Preferred Design
Present information from supporting
technical studies
Identify next steps in the study
Speak one-on-one with the project team and
discuss potential improvements
Next Steps and How to Provide Your Feedback
Following this Open House the Project Team will:
• Review public and agency comments received
• Incorporate refinements based on public and agency
feedback and finalize the preliminary design plans for
the Preferred Alternative
• Prepare the Environmental Study Report (ESR)
which documents the decision making process of the
EA Study
• File the Environmental Study Report for a 30-day
public review period
How to get involved:
• Tell us what you think by completing the on-line
comment sheet/survey
• Request that your name be added to the study
mailing list
• Provide your feedback by contacting the study team
directly, using the contact information to the right
Please complete the on-line comment sheet available at:
www.york.ca/bayviewstudy
or send comments to:
Cathy Parmer
Communications and Community
Engagement Specialist
The Regional Municipality of York
Phone: 1-877-464-9675 ext. 75560
Email: [email protected]
Your comments are welcome at any time
throughout the project. However, we ask that you
provide your feedback with respect to the
Open House # 3 materials by
January 15, 2017
Who We Have Heard From
The Study Team has
been sharing
information and
gathering feedback
from a wide variety of
stakeholders
throughout the study.
York Region
Bayview Avenue
Class EA
Study Team
General Public Steering
Committee City of Toronto, City of
Markham, Town of Richmond Hill, YRT
Technical Agency
Committee York Region, Markham and
Richmond Hill technical staff, TRCA, MNRF, YRT,
TTC, School Boards, 407ETR/MTO
Ministry of Natural
Resources and Forestry (MNRF)
CN Rail & Metrolinx
Toronto and Region
Conservation Authority (TRCA)
City of Markham and Town of
Richmond Hill Local & Regional
Councillors
Markham Cycling and Pedestrian Advisory
Committee
Residential and Commercial
Property Owners
Community Centre
Places of Worship
First Nations Communities
Ratepayers Associations’
Representatives
Commonly Heard Feedback
The Region is planning for improvements on Bayview Avenue within their jurisdiction.
At the Steeles Avenue intersection, the southbound Bayview Avenue Transit / HOV lane (outside lane) will transition into the right-turn lane. Only two southbound through-lanes will be carried through the intersection.
The Region’s transit improvements on Bayview Avenue will support the City of Toronto’s plans for future Bus Rapid Transit on Steeles Avenue.
‘Reduced’ and ‘constrained’ road cross-sections have been developed in order to minimize property impacts to the extent possible. This approach recognizes the community context. The evaluation of road cross-section alternatives is discussed on subsequent displays at this Open House.
Yes, a multi-use path is proposed to provide a continuous cycling/walking facility between Elgin Mills Road and Steeles Avenue.
If the Region focuses on the Yonge Subway extension, Bayview Avenue widening will not be needed.
Will the cycling facilities be
continuous from Steeles Avenue to Elgin Mills Road?
Improve the traffic signal timing.
What will happen at the Steeles Avenue
intersection if the City of Toronto has no
plans to widen Bayview Avenue?
Widen other roads such as Leslie Street and Woodbine Avenue instead of Bayview
Avenue
The widening will lead to significant property impacts in a well-established community.
The Region’s Transportation Master Plan (2016) is a Region-wide transportation planning/policy document that considers all aspects of the Region’s road network and recommends specific corridors for further study. The TMP has considered the function of Bayview Avenue in the context of Yonge Street and Leslie Street, as well as other north-south corridors. Based on the system-wide analysis, the TMP identifies Bayview Avenue as Transit Priority Network - playing an important role in supporting the higher order Rapid Transit System in other corridors.
The Region’s Transportation Master Plan (2016) incorporates the Yonge Street Subway extension into its 2041 transportation demand model. Even with the subway extension, there is a need to implement Transit / HOV lanes on Bayview Avenue to support the overall transportation and transit network.
Traffic signal phasing will be optimized based on the implementation of the proposed improvements.
Recommended Planning Solution
Region’s Recommended Planning Solution
The problems and opportunities for Bayview
Avenue were presented at Open House # 2:
Future Bayview Avenue
Region Policies that
promote more
sustainable modes of
travel
Continued access to homes,
businesses, schools, places of worship
Protect heritage
resources and natural
environment features
Improved access to
higher order transit hubs during peak
periods
Frequent Transit
Network Movement of
people and goods
Address traffic
congestion and travel demand
Support Growth and
New Communities
Functional street that
provides for walking, cycling
transit use
Safe and accessible
street for all users
The Recommended Planning Solution is to
add new lanes for Transit / HOV, improve
pedestrian and cycling facilities and
connectivity and upgrade intersections to
improve operations and safety.
The Recommended Planning Solution will Maximize
Person Carrying Capacity
• Without improvements, by 2041 traffic on Bayview Avenue
will experience increased congestion and travel time.
• Reducing the number of people driving in single occupant
vehicles is critical to managing congestion.
• The additional lanes will support the Frequent Transit
Network.
• Transit and active transportation are critical in supporting
shift away from single occupant vehicles.
• HOV lanes is one strategy for increasing person capacity.
Building out the HOV network is a key objective of the TMP.
Significant travel time
improvements for the
afternoon rush hour
between Steeles
Avenue and Elgin
Mills Road are
expected for all
vehicle types with
HOV/Transit lanes.
0
10
20
30
40
50
60
70
80
Single Occupancy Vehicles High Occupancy Vehicles Buses
PM
Pea
k H
ou
r C
orr
ido
r Tra
vel
Tim
e (
Min
ute
s)
Current 2041 Without HOV/Transit Lanes 2041 With HOV/Transit Lanes
Summary of Feedback from Open House # 2
Open House # 2 was held on June 28/29 2016. Since that time 258 comment sheet / surveys have been completed
with feedback on a variety of topics. Some of the feedback is summarized here:
Comments Received with the Surveys
• It is very unsafe to cycle without a
designated bike lane. Bike lanes should
be physically separated for people of all
ages and abilities to feel safe cycling.
• Bus wait times are too long, infrequent and
inconvenient. Public transit is too far from
home. More frequent public transit
service. Surrounding neighbourhoods are
not transit oriented – need more direct
pedestrian access from adjacent
neighbourhoods to Bayview Avenue.
• Street should have a pedestrian-friendly
feel and streetscaping.
• Improve traffic signal timing.
• Public transit and cycling are not viable
options for most people.
Over 60% of respondents agree with the
Region's recommended improvements to
Bayview Avenue to add HOV/transit lanes,
improve walking and cycling opportunities
and improve traffic operations at
intersections.
0%
20%
40%
60%
80%
Yes No
Which considerations are most important to you?
The top 3 things we heard that would improve cycling / walking on Bayview Avenue are:
1) Better separation from traffic
2) Improved connections between paths/trails
3) improved crossing/pavement markings
0% 10% 20% 30% 40% 50% 60% 70% 80% 90%
Minimize impact to residential property
Minimize impact to commercial/Industrial property
Maintain access to homes/businesses
Maintain access to schools/institutional facilities
Improved cycling facilities
Better transit stop locations and/or facilities
Increased road capacity & improved travel times
Improve turning movements
Improved traffic signal timing
Improved streetscape
Design Alternatives
Design Considerations
In developing the Design Alternatives, a number of key constraints
and design elements were considered:
• Impacts to properties (residential and
business)
• Access to residences, businesses,
places of worship, community centre
etc.
• Existing and future land uses
• Existing drainage and flooding issues
in the south part of the study area
• Drainage of roadside areas
• Major utilities within the study area
• Road design requirements
• Intersection, queue-jump opportunities
and turning lane requirements
• Cell Tower adjacent to CN Rail bridge
• Rouge River and Don River crossings
• Bayview Avenue structure over CN
Rail may be widened
• Bayview Avenue structure under
CN Rail needs to be replaced
• Streetscaping
• Pedestrian and cycling access
across the existing 6-lane bridge at
Highway 407
• Access and impacts to the Thornhill
Community Centre
• Heritage properties (Shouldice
Hospital)
• Type of active transportation
facilities to be provided
Design Alternatives – Evaluation Approach
The evaluation of design alternatives encompassed two aspects:
Road Cross-Section Alternatives – the arrangement and size of
travel lanes, sidewalks, boulevards, multi-use path etc.
Road Widening Alternatives – to determine how road widening
can be achieved.
The evaluation was carried out in a stepwise manner, with the road
cross-section alternatives being assessed first to establish the road
footprint and the road widening alternatives evaluated afterward,
based on the preferred cross-section.
Together, the preferred cross-section and road widening alternatives
form the Preliminary Preferred Design, presented here today.
Based on feedback received from agencies and the public, the
preliminary preferred plan will be confirmed/refined into the
Recommended Plan.
Road Cross-Section
Alternatives
Road Widening Alternatives
Preliminary Preferred Design
Recommended Plan
Factors Considered in
Evaluating Design Alternatives
Category Factors
Social / Community
• Amount and type of property required
• Supports future growth and employment and economic sustainability
(movement of people and goods)
• Potential impact to residences and businesses (disruption and nuisance)
• Ability to enhance streetscape
Natural
Environment
• Potential impacts to environmentally sensitive areas
• Potential impacts to terrestrial and aquatic species and habitats, including Species at Risk
• Potential changes to drainage
Heritage • Effects on archaeological resources
• Effect on cultural heritage resources
Transportation /
Technical
• Addresses existing and future capacity concerns on Bayview Avenue
• Consistency with Region planning and policy documents
• Improves transit network operations
• Improves active transportation network connectivity (pedestrians, cyclists)
• Improves traffic operations
• Improves road safety
Road Cross-Section Alternatives
Three Road Cross-Section Alternatives:
Alternative A: York Region Official Plan Right-of-Way
• 43 m right-of-way
• an optimal road cross-section
• allows for median tree planting
• allows for multi-use path on both sides of road
• wide boulevard on both sides for landscaping an amenities
Alternative B: Reduced Cross-Section
• 36 m road cross-section
• allows for landscaping in boulevard only
• allows for multi-use path on one side of the road and sidewalk
on the other
• minimum boulevard on both sides for landscaping utilities
Alternative C: Constrained Cross-Section
• 33.9 m road cross-section
• allows for limited landscaping and utilities in boulevard on one
side only
• allows for multi-use path on one side of the road and sidewalk
on the other
Evaluation of Road Cross-Section
Alternatives
Factor
Alternative A
Official Plan
(43 m)
Alternative B
Reduced
(36 m)
Alternative C
Constrained
(33.9m)
Summary
Social / Community
Alternative A fully conforms to Official Plan policy as well as providing for the optimal
opportunities for active transportation and streetscape design. Alternatives B and C offer
incrementally less opportunity in this regard.
However, Alternatives B and C provide an opportunity to minimize property impacts by
reducing the cross-sectional elements and footprint. In the context of the existing
community, this is deemed as having higher importance in this EA Study.
Natural Environment
Alternatives B and C are similar. Alternative A is anticipated to have greater impact since
it would likely require the widening or replacement of all watercourse crossings and
encroach further into adjacent natural areas in order to accommodate the road-cross
section.
Heritage Alternatives B and C are similar. Alternative A presents a greater challenge in avoiding
built heritage, given the larger footprint.
Transportation / Technical
Alternative A provides the greatest consistency with Region transportation policy and
programs by providing maximum opportunity for streetscape and active transportation.
However, all alternatives provide for a continuous cycling and walking facility. All
alternatives have similar impacts/conflicts with utilities. Alternative A has a slightly higher
potential for conflicts with utilities due to a wider footprint.
Carry Forward
for EA Study Set Aside
Carry
Forward
Carry
Forward
Alternatives B and C are recommended to be carried forward because they offer the best
balance for reducing property impacts while still providing opportunities for active
transportation and landscaping.
Less Preferred More Preferred
Alternative A (Official Plan Right-of-Way) is not being carried forward as part of this Class EA study however, the Region
will look for opportunities to acquire the full Official Plan Right-of-Way (43 m) as areas adjacent to Bayview Avenue
redevelop. This is considered to be a long-term strategy and is beyond the scope of the current Class EA study.
Road Widening Alternatives
The road cross-sections alternatives
carried forward into this stage are:
Reduced 36 m Cross-Section
Constrained 33.9 m Cross-Section
Three road widening alternatives were
considered:
Alternative 1: Widen by the existing centreline
Alternative 2: Widen to the east only
Alternative 3: Widen to the west only
For this evaluation, the study area was
considered in sections.
A detailed evaluation appears on the
preliminary preferred design plan and is
summarized on the next display.
In addition to determining the preferred
approach to widening in each section, the
preferred road cross-section alternative was also identified.
Alt 1: Widen by the Existing Centre Line
Alt 2: Widen to the East Only
Alt 3: Widen to the West Only
Evaluation of Road Widening Alternatives
Summary
Bayview Avenue Section Alt 1. Widen by the Centreline
Alt 2. Widen to the East
Alt 3. Widen to the West
Recommended Road Cross-Section
Steeles Avenue to Fairfield Place / Whitelaw Court Existing ROW varies from 36 m to 52m √ X X
Reduced 36 m Cross-Section can largely be accommodated within existing ROW. Therefore, it is recommended to allow landscape opportunity in the boulevard on the east side.*
Fairfield Place / Whitelaw Court to CN Railway Existing ROW varies from 29 m to 49 m √ X X Constrained 33.9 m Cross-Section is recommended in order to minimize impact to
the Don River crossing and existing mature trees adjacent to Bayview Avenue. *
CN Railway to John Street Existing ROW varies from 34 m to 38 m X √ X
Constrained 33.9 m Cross-Section is recommended in order to minimize impact to the adjacent properties. Widening can largely be contained within the existing right-of-way. *
John Street to Langstaff Road Existing ROW varies from 33 m to 44 m X √ X
Reduced 36 m Cross-Section can largely be accommodated within existing ROW. Therefore, it is recommended to allow landscape opportunity in the boulevard on the east side. *
Langstaff Road to Briggs Avenue / Bantry Avenue Already 6 lanes
n/a n/a n/a n/a
Briggs Avenue / Bantry Avenue to 16th Avenue Existing ROW varies from 36 m to 43 m X √ X
Reduced 36 m Cross-Section can largely be accommodated within existing ROW. Therefore, it is recommended to allow landscape opportunity in the boulevard on the east side. *
16th Avenue to Weldrick Road Existing ROW varies from 34 m to 38 m √ X X
Reduced 36 m Cross-Section can largely be accommodated within existing ROW. Therefore, it is recommended to allow landscape opportunity in the boulevard on the east side. *
Weldrick Road to Major Mackenzie Drive Existing ROW varies from 31 to 40 m X √ X
Constrained 33.9 m Cross-Section is recommended in order to minimize impact to the adjacent properties. Widening can largely be contained within the existing right-of-way. *
Major Mackenzie Drive to Taylor Mills Drive South Existing ROW varies from 33 m to 38 m X √ X
Reduced 36 m Cross-Section can largely be accommodated within existing ROW. Therefore, it is recommended to allow landscape opportunity in the boulevard on the east side. *
Taylor Mills Drive South to Elgin Mills Road Existing ROW varies from 36 m to 41 m X √ X
Constrained 33.9 m Cross-Section and associated grading can be accommodated within existing ROW. Therefore, it is recommended to allow landscape opportunity in the boulevard on the east side. *
* Any remaining space available within the ROW, beyond that which is required for the 36 m or 33.9 m road cross-sections may be for boulevard
Preliminary Preferred Design
Overview of the Preliminary Preferred Design
The preliminary preferred design for Bayview Avenue is presented on the large plans available at this Open
House. The key features of the design are:
Bayview Avenue widened to 6 through-lanes from Steeles Avenue to Elgin Mills
Road - New lanes are exclusively for Transit / HOV;
A continuous system of sidewalk on the west side and Multi-Use Path on the east
side of Bayview Avenue;
Intersection modifications at Royal Orchard Boulevard;
Widened CN Rail Overpass to accommodate the proposed additional lanes, sidewalk
and Multi-Use Path;
Replacement of the CN Rail Underpass to accommodate the proposed additional
lanes, sidewalk and Multi-Use Path;
Intersection improvements which includes extending turning lane storage, and
addition of dedicated southbound right-turn lane where required;
Optimizing traffic signal phasing;
Intersection design compliant with Accessibility for Ontarians with Disabilities Act
(AODA) with enhanced visual, aural and textural elements;
When road improvements are implemented on Bayview Avenue, YRT will upgrade /
replace transit shelters and amenities, consistent with their current standards; and
Streetscape / landscape enhancements, mitigation / replacement for street tree
removals and other amenities (benches, gathering areas).
Streetscape Concept
The proposed road works present an opportunity to enhance the
character and function of the street through streetscape / landscaping.
A design plan depicting these opportunities is available for review at
this Open House.
The intent is to create a functional, active and vibrant street that enhances
pedestrian, cycling and transit facilities and encourages recreational use and
social interaction.
Design principles used in developing the concept:
• Prioritize accessibility and focus on comfort and safety to encourage walking and
cycling;
• Integrate architectural features, public art, street furniture, enhanced paving, and
planting design;
• Create rest areas that appeal to pedestrians and cyclists e.g., patios, sitting areas
with tree/shade protection;
• Provide good way finding signage that is clear, easily readable and simple;
• Partner with Town of Richmond Hill and City of Markham to expand/enhance the
streetscape; and
• Work with adjacent property owners (institutional, religious, commercial) to
expand/enhance the streetscape.
Rail Crossings
The two CN Rail crossings will be upgraded to
accommodate the proposed improvements to Bayview
Avenue:
• CN Rail Bridge (Underpass) south of John Street will be
replaced. The new bridge will accommodate the Transit /
HOV lanes, sidewalk and Multi-Use Path as well as the
left turn lane for Laureleaf Road.
• CN Rail Bridge (Overpass) north of Royal Orchard Drive
will be widened. The widened bridge will accommodate
the Transit / HOV lanes, sidewalk and Multi-Use Path.
Pedestrians/cyclists will now have the option to use the
sidewalk or Multi-Use Path on Bayview Avenue rather
than the tunnel under the rail line.
The Region has been consulting with CN Rail regarding
these proposed improvements.
View north towards CN Rail Underpass
View north towards CN Rail Overpass
Natural Environment
A review of background information and field investigations were conducted,
including:
• Vegetation community classification and botanical survey
• Review of fish habitat conditions at watercourse crossings
• Review of wildlife habitat type and quality, including potential for Species at Risk
The study area is predominantly urban. Remaining natural areas are associated with
the watercourse crossings / valley systems.
Key natural heritage features and designated policy areas present within the Bayview
Avenue study area include:
• German Mills Creek (Regionally Significant Woodlands)
• Rouge River Tributary (Regionally Significant Woodlands and Species at Risk
habitat)
• East Don River (Regionally Significant Woodlands)
Ministry of Natural Resources and Forestry and Toronto and Region Conservation
Authority are being consulted with respect to natural environmental conditions.
Permitting requirements will be confirmed and recommendations made to protect wildlife,
habitat and Species at Risk.
Drainage and Stormwater Management
A drainage assessment and stormwater management design is being developed for
the preliminary preferred design.
• Bayview Avenue has an urban cross section – roadway drainage is captured by catch
basins and conveyed by storm sewers to a number of outlets at nearby watercourses.
• The issue of flooding in the Bayview Glen and Grandview neighbourhoods has been
the subject of detailed assessment through the approved West Thornhill Stormwater
Flood Remediation Class EA Study (2011) and Implementation Strategy (2011).
• The City of Markham is now moving forward with storm sewer system upgrades as
part of the Implementation Strategy.
The drainage assessment and stormwater management plan includes the
following key tasks:
• Develop a design in consultation with TRCA for stormwater quantity control.
• Confirm that the size of culverts and bridges meet design requirements and make
recommendations regarding replacement, as appropriate.
• Recommend water quality treatment measures.
• Ensure the assessment and design are integrated with the proposed improvements
and implementation of the West Thornhill Stormwater Flood Remediation
Implementation Strategy.