welcome to open house # 3 - york

Bayview Avenue

Class Environmental Assessment Study

Steeles Avenue to Elgin Mills Road

WELCOME

TO OPEN HOUSE # 3

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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


16th Avenue to Weldrick Road Existing ROW varies from 34 m to 38 m √ X X


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


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.

welcome to open house # 3 - york

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