Bayview Avenue
Class Environmental Assessment Study
Steeles Avenue to Elgin Mills Road
WELCOME
TO OPEN HOUSE # 2
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, 2016
Open House # 3 Fall/Winter 2016
Notice of Study
Completion Spring 2017
Purpose of Open House # 2
Share key feedback we received so far
Present initial findings of the needs and
opportunities identified for Bayview Avenue
and the vision for the corridor
Share the planning solutions considered to
address the needs of the corridor, the
evaluation process and the recommended
planning solution for discussion and
feedback
Speak one-on-one with the project team and
discuss potential improvements
Identify next steps in the study
Next Steps and How to Provide Your Feedback
Following this Open House the Project Team will:
• Review public and agency comments received
• Develop alternative design concepts and identify the
potential impacts for each alternative
• Identify a preliminary preferred design
• Host Open House #3 to present and request input on
the preliminary preferred design (Fall/Winter 2016)
• Based on input received, confirm the preferred
design and prepare the Environmental Study Report
for 30-day public review
How to get involved:
• Complete the on-line comment sheet / survey
• Request that your name be added to the study
mailing list
• Participate in the next Open House, planned for the
Fall/Winter 2016
• 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 the Bayview Avenue Class EA page on the Region’s
web site www.york.ca
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 # 2 materials by
July 29, 2016
to allow us to incorporate critical information into the next
stage of the study.
What We Have Heard Your feedback is being used to inform
Phases 1, 2 and 3 of the Class EA study
Designated Cycling Facilities/Multi-Use Path/Cycling Amenities
Bike lanes throughout Bayview – dedicated, both sides – delineated bike lane to protect cyclists
Keep cyclists off Bayview or manage better Due to number of high schools on corridor – need bike lanes Currently avoid cycling on Bayview roadway – take sidewalks and
back streets Include safe cycling and pedestrian space, even if you may need to
take a car lane away. A separated cycletrack for Highway 7 between Town Centre Blvd and Sciberras Rd., was included when widening theroad to 6 lanes and hope other cycletracks will follow.
Vulnerable roadusers do not mix well with motorized vehicles on high speed and high volume roads.
A push for protected intersections would be great. Needs to be more pedestrian friendly to encourage people to walk
Prominent Pedestrian Setting/Improved Pedestrian Connections
Steeles to Highway 7 Implement an Integrated Approach to Pedestrian Travel along the
corridor
ub
lic C
on
su
ltatio
n
Road Capacity
Support for increased road capacity and improved travel times Add a reversible lane (southbound in morning, northbound in evening) No widening Widening only in certain sections Widening only portions without widening south of Steeles is not going
to solve the problem Any widening south of John should be kept to a minimum or not
widened at all Widen south end first – volumes increase as you go south Increased road capacity means more cars on road Improve other corridors (Woodbine, Leslie, Don Mills)
Concern about impacts to schools, seniors residences and other residences
Concern about Property Constraints
Commercial area parking should be directed to a single, signalized access
Access to Homes and Businesses
Improved Transit Service and Amenities
Coordination of bus routes – N/S-E/W Partnership with TTC Arrival time screens and ability to pay at bus shelters Increase frequency and speed Improve connections Reduce cost to get to TTC All buses should use turning lanes Slow route – would be more efficient if some buses went direct to
Richmond Hill Centre Improve transit to subway and Richmond Hill Centre Improve GO Train service (both ways, all day, 15 min) More parking at GO Stations Better transit stop locations Extend the Yonge Subway - make it a priority Build subway from Yonge and Highway 7 to Finch Coordinate transit with TTC – single zone system Use money to subsidize YRT and reduce fares If VIVA is extended on Yonge Street from Highway 7 to Newmarket,
not necessary to have transit improvements on Bayview Re-introduce the mini-shuttle to take transit passengers to the
Finch Subway Station Build a Bayview Avenue subway from Elgin Mills south to
downtown Toronto Needs to be more transit friendly to encourage people to take
transit places
More Efficient Transit Service (Transit/HOV lanes, signals)
HOV lanes not practical due to short distance between traffic lights Need for improved transit service in general – need to be better
integrated into neighbourhoods – neighbourhood bus networks – stops within 300 m of residences
Queue jump lanes/traffic signal priority HOV lanes do not work because people cheat and it becomes a
general purpose lane Do not convert existing lanes for transit/HOV A bus lane in the middle like Highway 7 is not pedestrian friendly-
do not repeat on Bayview
Support for enhanced streetscaping and urban design elements Good for short term improvements Enhance landscaping in Markham
Streetscape/Urban Design Features
Operational Improvements (Turn Lanes/Signals)
Left turn from John to northbound Bayview – are most motorists avoiding the lack of a long left turn at Steeles and Bayview? The other lights north of that intersection?
Use roundabouts at minor intersections Better use of traffic signals and advanced greens to speed up traffic Ensure pedestrian signal/counters actually go to zero and the traffic
signal cycles. Improved signal coordination Allow for advanced green turns during peak hours
Co
only in the rush hour direction
Traffic signals should be synchronized where stree
nt
ts are not major and are close
Improved signaling southbound in the morning
Vehicle Speeds
inu
o
Need to slow traffic down on side streets
us
P
Encourage appropriate mixed use development - will impact how Bayview functions and how people who use Bayview feel
Needs to be increased animation and liveliness on Bayview, and not just a median like on Dufferin north of Steeles (which almost serves to divide one side from the other, instead of making it feel closer and more accessible
Consider public art as it helps to make a location unique, allows for people to think about things differently
Environment
Development
Preservation of greenspace/trees Concern about too much and increased noise/air pollution
No changes to corridor Improvements needed badly – years wasted because of opposition Listen to residents/improve consultation Road widening would decrease property values of those backing onto Bayview Tolls for road Facilitate automobile use – it's always about pedestrians/transits/cyclists etc. Improvements needed south of Steeles – Cummer/Sheppard Local streets – rethink number of 4-way stops, reduced speeds needed –
Markham refuses speedbumps
General Comments
Commonly Asked Questions
Question / Comment Response
Road widening could be counterproductive for getting people out of cars. Why are we widening roads even if congestion will still exist?
The Region’s 2016 Transportation Master Plan Update provides transportation policies and directs investment in road and transit infrastructure. The TMP prioritizes sustainable modes such as transit, walking and cycling. In addition, the TMP has identified a future road network that seeks to address the greatest needs within the network. The TMP recognizes that the Region cannot address all of the travel demand through road widening, and a continued shift to sustainable modes of travel must occur.
How is York Region working to improve transit mode share?
The TMP prioritizes sustainable modes such as transit, walking and cycling. The TMP recognizes that continued shift to sustainable modes must be an integral part of future mobility.
Desire to continue collaboration with TTC to extend services further into York Region?
York Region will continue to collaborate with the TTC to explore how these services may be integrated.
Inquiry regarding the status of the Yonge subway extension.
York Region continues to encourage federal and provincial governments to move this project forward. The Yonge North Subway Extension is required now and the earliest possible completion date, should funding be announced in the immediate future, would be within ten years.
Support for High Occupancy Vehicle (HOV)/Transit lanes.
York Region will work with local municipalities through the planning and development of detailed strategies and implementation.
Are 4 to 6 lane road widening projects limited to transit/HOV only?
Yes, in accordance with Council policy.
Any consideration given to reversible lanes? Reversible lanes create significant safety and operation challenges at signalized intersections and therefore are not considered feasible.
Why Are We Studying
Bayview Avenue?
Why are We Studying Bayview Avenue?
Region’s 2016 Transportation Master Plan Update designates Bayview
Avenue as Frequent Transit Network (15 minute frequency or less)
Traffic congestion and limited provisions for transit, cyclists and
pedestrians
Approved growth, including transit-oriented communities, will
increase use of Bayview Avenue and require transit-supportive
infrastructure
The pavement and sidewalks in some areas have deteriorated
and improvements will be required soon
Region’s 10-year Capital Plan identifies funds reserved for 2020 for
Bayview Avenue (Major Mackenzie Drive to Highway 7)
Need to provide for Accessibility for Ontarians with Disabilities Act
(AODA) requirements
Existing Conditions
Bayview – Elgin Mills Road to Langstaff Road
• Bayview Avenue is 6 lanes from Langstaff Road to High Tech Road and
transitions to 4 lanes north of Bantry / Briggs Avenue
• Connection to Highway 7 and Highway 407
• Mix of residential, commercial and institutional land uses
• Mix of low, medium and high density dwellings
• Numerous redevelopments and infill areas, the largest of which are the
Langstaff Gateway and Observatory Hill
• Numerous commercial plazas
• Existing right-of-way ranges from 31 m to 44 m
• Toronto Montessori School, Kinderschool Nursery,
Richmond Hill Christian Academy, Bayview Avenue
Secondary School, John Vanier Catholic High School
• Anjuman-E-Burhani -Toronto Jamat
• St. George Antiochian Orthodox Church
• Richmond Hill Christian Community Church
• St. Paul’s Lutheran Church
• Our Lady Queen of the World Church
• St. Christopher’s Anglican Church
• German Mills Creek crossing
• Rouge River tributary crossing
Existing Conditions
Bayview – Langstaff Road to John Street
• Mix of residential and institutional land use with one commercial development at
Bayview Lane Plaza (other commercial development nearby on John Street)
• Mix of low, medium and high density dwellings
• Road right-of-way ranges from 33 m to 70 m
• Thornhill Community Centre (Bus Hub)
• Glynwood Retirement Residence
• Shouldice Hospital and associated Heritage Building immediately adjacent to
Bayview Avenue
• Fire Station and Water Pumping Station at Green Lane
• Thornlea Secondary School
• Bayview Reservoir
• Bayview Avenue bridge across the CN Rail line (Richmond Hill GO Line)
Bayview – John Street to Steeles Avenue
• Predominantly residential neighbourhood with one commercial development
(Longo’s Plaza)
• Predominantly low density dwellings with some pockets of medium to high density
• Road right-of-way ranges from 23 m to 52 m (23 m at CNR Bridge)
• Bayview-Steeles Bus Loop
• East Don River Crossings (2)
• Existing / historic flooding issues in John Street area
• Cham Shan Temple
• Imam Mahdi Islamic Centre
• Temple Har Zion
• CNR Bridge
How Does Bayview Avenue Fit Into
Approved Plans / Studies?
Key Growth Policies
York Region’s growth is mandated by the Province’s Growth Plan:
Places to Grow
York Region must have the appropriate infrastructure to accommodate
growth to 1.8 million people and 900,000 jobs by 2041 through roads,
transit service, municipal services, lands for both new urban growth and
infill development etc.
York Region’s Vision 2051, Strategic Plan 2015-2019 and Official Plan
(2009) all have policies related to how growth and transportation will be
managed.
All of these policies have common themes of:
Reducing automobile dependence by providing infrastructure for
sustainable transportation choices such as walking, cycling, riding
transit and ride sharing
Providing a connected transit network that is convenient and
accessible and provides frequent and efficient service
Creating livable cities and complete communities through
integrated urban and transit planning
Providing for strong economies by supporting the efficient
movement of people and goods
Growth Challenges
Transportation remains the number
one issue for residents in
York Region
Connecting the Transit Network
The Region’s transit network includes the following key components:
Rapid Transit
Complete connections between the four
Regional centres and extend to Jane
Street, Major Mackenzie Drive and
Leslie Street. Proposed Yonge Street
subway extension is a key priority.
Regional Express Rail (RER)
Metrolinx transforming GO rail network
to include electrified GO Trains and two-
way all day service.
Frequent Transit Network (FTN)
Enhance YRT/ Viva service levels to
develop a Frequent Transit Network
along major corridors in the urban areas.
FTN will operate at frequencies of 15
minutes or less.
Bayview Avenue is identified as part of the Frequent Transit Network
and is prioritized for implementation in 2017 based on route ridership,
relationship to the Viva Network Expansion Plan (VNEP), and the
Regional Express Rail network and connection to GO Stations.
Supporting the Future Road Network
The Region’s strategy for developing the future
road network includes:
Maximizing Person Carrying Capacity
Reducing the number of people driving
in single occupant vehicles is critical to
managing congestion. HOV lanes is one
strategy for increasing person capacity.
Building out the HOV network is a key
objective of the TMP.
Increasing Capacity to Serve
Development
New and expanded roads will be
required to serve planned growth areas.
Bayview Avenue is identified for Proposed Future 6 Lane
Widening which will expand the HOV network, support the
Frequent Transit Network and provide increased road
capacity to move more people.
Growing the Cycling Network
The Region will grow the cycling network by integrating active
transportation in urban areas through:
Strategic Cycling Network
Linking existing facilities and those
planned through road and transit
projects to create network connections
to Regional centres, transit stations and
adjacent municipalities.
Addressing Sidewalk Gaps
Address gaps to improve connections to
transit and destinations.
New Design Approaches
To improve safety, comfort and
convenience of cyclists and to consider
the type of cycling facilities based on
traffic speeds and volumes.
Bayview Avenue is identified for a Separated Cycling Facility whic
expand the cycling network, link into existing cycling facilities, provide a safe
and appealing design which will make cycling a viable mobility choice.
h will
Moving More People –
Expanding the HOV Network
• HOV lanes on Bayview Avenue is part of the overall strategy
to support a shift from single occupant vehicle use
• A network that includes Bayview Avenue, Hwy 404 and other
arterial roads will attract carpool usage to those corridors with
travel time savings
• Smart Commute is a successful regional carpool program
supported by:
Metrolinx
MTO
York Region
Town of Richmond Hill
City of Markham
Many employers http://smartcommute.ca/markham-richmond
Moving More People -
Connecting the Transit Network
Bayview Avenue supports and benefits the transit network
Bayview Avenue is part of the Regional Road
network identified as the York Region Transit
(YRT) Frequent Transit Network (FTN).
The FTN creates a transit supportive grid system
providing increased service and efficiency to
attract increased ridership to YRT and other
transit systems.
Steeles Avenue is identified for widening to 6
lanes for Bus Rapid Transit. The Bayview
Avenue FTN will provide a key connection to the
future Steeles Avenue Bus Rapid Transit.
Bayview Avenue FTN reinforces connectivity to
Viva with links to the existing rapidway on
Highway 7 and the future rapidway on Major
Mackenzie Drive, thereby creating connections
to other parts the Viva system (for example,
Yonge Street and Leslie Street).
Steeles Avenue
Major Mackenzie
VivaNext expansion by 2020
YRT Frequent Transit Network (FTN)
TTC Rapid Transit Network
Moving More People –
Supporting New Communities
Bayview Avenue transit network improvements supports planned transit-oriented community
development
Richmond Hill / Langstaff Gateway Urban Growth Centre Yonge and Steeles Corridor Secondary Plan
• Planned development for 48,000 people and 31,000 jobs • Planned development for 10,300 people and 5,300 jobs
centred on existing/planned transit (Yonge Subway, 407 • Bayview Avenue is identified as 6 lanes for Transit Priority
Transitway, GO) with signal priority at key intersections
• Bayview Avenue is identified as Transit Priority Network to • Bayview Avenue facilitates efficient transit network
facilitate efficient transit network connectivity to the new connectivity to the new community and associated transit
community and associated transit hubs hubs
Predicted Travel Times With and Without
HOV/Transit Lanes
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
What Are The Existing and Future
Needs for Bayview Avenue?
Summary of Bayview Avenue Needs
Based on the
information
presented on the
previous displays,
the problems and
opportunities
identified for
Bayview Avenue are
summarized here:
Continued access to homes,
businesses, schools, places of worship
Future Bayview Avenue
Protect heritage
resources and natural
environment features
Improved access to
higher order transit hubs during peak
periods
Frequent Transit
Network (improved
frequency and efficiency) Movement
of people and goods
Address traffic
congestion and travel demand
Support Growth and
New Communities
Functional, active and
vibrant street that provide for
walking, cycling transit use,
recreational use and social interaction
Safe and accessible
street for all users to create a liveable
community
Region Policies that
promote more sustainable modes of
travel
What Options Did We Consider to
Address These Needs?
Alternative Planning Solutions Considered
How do we address the problems and opportunities identified for Bayview Avenue?
Here are the alternative planning solutions we considered:
Alternative Planning Solution
Description
Do Nothing Maintain existing conditions on Bayview Avenue.
Transportation Demand Management
Reduce traffic demand and volume by creating cycling facilities, advocating carpooling, making transit more attractive to road users, encouraging work from home and/or flexible work hours.
Alternative Modes of Transportation
Provision of or improvements to pedestrian and cycling facilities. Improvements to transit system through increased service / frequency, improved efficiency ( queue jump lanes) and improved transit amenities.
Intersection Improvements
Intersection improvements such as dedicated turning lanes, new traffic signals, improvement of traffic signal timing to improve traffic operations.
Upgrade Parallel Roads Beyond Planned Improvements
Widen other south-north arterial roads (Woodbine Avenue, Leslie Street), beyond planned improvements (for example, widen from 4 to 8 lanes), to address the need for increased north-south traffic capacity.
Convert a Lane for HOV and Transit
Designate one existing lane in each direction for HOV and/or Transit only.
Add New Lanes for HOV and Transit
Add new lanes designated for HOV and/or Transit-only to optimize traffic flow and encourage a shift away from single occupant vehicle travel.
Factors Considered in
Evaluating Alternative Solutions
Each alternative solution was evaluated considering its ability to address the following factors:
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
• 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
Cost • Comparative cost including utility relocation, capital, property and operations/maintenance
Evaluation of Alternative Planning Solutions
Category Do Nothing Transportation
Demand Management Alternative Modes of
Transportation Intersection
Improvements
Upgrade Parallel Roads Beyond
Planned Improvements
Convert Lane to HOV/Transit
Add New Lanes for HOV and Transit
Social / Community
- No property required - Congestion will worsen
impacting local and regional trips
- No opportunity to improve transit and cycling / pedestrian activities on Bayview Avenue
- No opportunity to enhance streetscape
- No property required - Congestion will worsen
impacting local and regional trips
- Although supportive of transit, cycling and pedestrian activities, this does not provide the infrastructure to support or enhance these forms of transportation
- No opportunity to enhance streetscape
- Some property may be required but likely minimal
- Congestion will worsen impacting local and regional trips
- Some opportunity to enhance streetscape
- Some property may be required in localized areas
- Congestion will worsen impacting local and regional trips
- No opportunity to improve transit and cycling / pedestrian activities
- Limited opportunity to enhance streetscape
- Widening other roads from 4 to o 8 lanes will have significant property impacts
- Congestion will worsen along Bayview Avenue, impacting local and regional trips
- No opportunity to improve transit and cycling / pedestrian activities on Bayview Avenue
- Congestion will worsen impacting local and regional trips
- No opportunity to improve transit and cycling / pedestrian activities
- No opportunity to enhance streetscape
- May result in property impacts
- Supports mobility for all modes within local community and across Region
- Provides opportunity to enhance streetscape
Natural Environment
- Avoids potential impacts to natural environment
- Avoids potential impacts to natural environment
- Very low potential for impacts to natural environment, since pedestrian and cycling opportunities can likely be kept within the existing right-of-way
- Very low potential for impacts to natural environment, since features are located away from intersections
- Avoids potential impact to natural environment along Bayview Avenue but likely significant impacts to natural features along other corridors
- Very low potential for impacts to natural environment since lanes conversion can likely be kept within the existing right-of-way
- Moderate potential for impacts to natural features since crossings at Rouge River Tributary and the Don River may require replacement
- Impacts can likely be minimized through mitigation measures
Heritage
- No potential built heritage or archaeological impacts
- No potential built heritage or archaeological impacts
- Low potential built heritage or archaeological impacts
- Low potential built heritage or archaeological impacts
- High potential for impacts to archaeological and Built Heritage features in other corridors
- Low potential archaeological impacts
- Low potential to impact built heritage Property
- Some potential archaeological impacts in undisturbed areas
- High potential to impact built heritage Property
Transportation
- Not consistent with City / Region planning policies
- Does not address anticipated transportation needs
- Does not improve network connectivity
- Does not improve road operations or safety
- Does not support improvements to transit, pedestrian and cycling
- Currently being implemented through Region policies
- Does not fully address anticipated transportation needs or improve network connectivity
- May result in some shift in travel demand which improves operations but overall does not improve road operations or safety
- Does not improve transit, pedestrian and cycling facilities
- Consistent with Region planning policies
- Does not fully address anticipated transportation needs
- Does not improve network connectivity for all users
- Does not improve road operations or safety
- Supports transit, cycling and pedestrian facilities
- Consistent with Region planning policies
- Improves operations and safety at intersections but not for the entire Bayview Avenue corridor
- Only minor contribution to network connectivity
- Not consistent with Region planning policies
- Would provide additional north-south capacity in other corridors
- Does not improve network connectivity
- Would not improve operations or safety on Bayview Avenue
- Does not improve transit, pedestrian and cycling facilities along Bayview Avenue
- Not consistent with Region planning policies
- Does not improve network connectivity
- Would not improve operations or safety on Bayview Avenue
- Provides for HOV/Transit designation and support Transit Priority however, capacity of general purpose lanes is significantly reduced and therefore will not meet existing or future demand
- Consistent with Region planning policies
- Addresses anticipated transportation needs
- Improves network connectivity for all users
- Improves road operations and safety
Cost
N/A - No capital costs - Continual costs for operations
and maintenance
$ - No capital costs - Continual costs for
operations and maintenance
$ - Costs associated with
implementation of new transit routes and sidewalks/multi-use trails are low compared to other alternatives
$ - Costs associated with
construction and implementation of operational improvements are low compared to other alternatives
$$$$$ - Construction costs are
significant when widening from 4 to 8 lanes entire corridors would require reconstruction
$ - Costs associated with re-
designation of existing lane are low compared to other alternatives
$$$$ - Costs associated with
construction for widening , including replacement of existing structures and improvements to pedestrian and cycling facilities
Evaluation Result
Not Recommended Already Being Implemented
Recommended Recommended Not Recommended Not Recommended Recommended
Evaluation Summary
Category Do Nothing Transportation
Demand Management
Alternative Modes of
Transportation
Intersection Improvements
Upgrade Parallel Roads
Beyond Planned
Improvements
Convert Lane to HOV/Transit
Add New Lanes for HOV and
Transit
Social / Community
Natural Environment
Heritage
Transportation
Cost N/A N/A $ $ $$$$$ $$ $$$$
Region
Recommendation
Not Recommended Already Being Implemented
Recommended Recommended Not Recommended Not Recommended Recommended
Does not address the needs for the Bayview Avenue.
TDM is already being implemented through various Region programs and policies. TDM does not fully address the needs on Bayview Avenue but is viewed as a key component to sustainable transportation choices.
These improvements alone would only partially address the transportation needs. Will work in combination with new HOV/Transit lanes.
These improvements alone would only partially address the transportation needs. Will work in combination with new HOV/Transit lanes.
Significantly greater impacts than other alternatives. Does not address needs on Bayview Avenue.
Results in unacceptable reduction in traffic capacity. Does not contribute to improved cycling/walking opportunities.
Provides necessary HOV/Transit network infrastructure to provide connectivity and efficiency. Consistent with Region plans/policies. Opportunity to mitigate some impacts.
Less Preferred More Preferred
What Is The Region
Recommending?
Region’s Recommended Planning Solution
The Recommended Planning Solution includes:
Alternative Modes of Transportation: Provision of or
improvements to pedestrian and new cycling facilities.
Improvements to transit system through improved efficiency
(queue jump lanes) and improved transit amenities.
Intersection Improvements: Dedicated turning lanes, new
traffic signals, traffic signal timing.
Add New Lanes for HOV and Transit: Widen Bayview
Avenue to provide increased traffic capacity by adding new
lanes designated for HOV and/or Transit-only to optimize
traffic flow and encourage a shift away from single
occupant vehicle travel.
The Recommended Planning Solution also provides an
opportunity for Streetscape design to enhance the communities
on Bayview Avenue with a sense of place.
The Recommended Planning Solution will
promote sustainable and safe multi-modal
transportation options for vehicles,
pedestrians, cyclists and transit users.
Why is the Region Recommending This?
Moving more people and goods - road improvements will
increase capacity, support transit, walking and cycling within
the transportation network.
Without improvements, by 2041 traffic on Bayview Avenue
will exceed capacity leading to even greater congestion and
increased travel time.
Transit and active transportation play key roles in supporting
and accommodating future growth by providing alternatives
to help shift away from single occupant vehicles.
HOV/Transit lanes provide improved network connectivity
and support other transit networks, better managing delays
and improving reliability of the network.
The additional lanes will implement the continuous and
connected Frequent Transit Network, as identified in the
TMP update.
Shifting people to the new Transit/HOV lanes will free-up
space in the general purpose lanes providing better
performance.
The improvements will complement future rapid transit on
Steeles Avenue.
What Happens Next In The Study?
Future Road Cross-Section Concept
Design Concept Alternatives will be developed in the next phase of the study to look at how the future
road cross-section can be accommodated within the Bayview Avenue corridor, where constraints may be
avoided and how impacts may be minimized.
• Roadway improvements will be accommodated within the existing right-of-way where feasible.
• The proposed right-of-way will be developed based on local conditions and
available space.
6-Lane with HOV/Transit Lane
Cross-section is preliminary and the elements, including opportunities for landscaping,
and dimensions will be reviewed and confirmed during the next stage of the study
Reference: The above image is created using Streetmix and is subject to the Creative Commons
Attribution-ShareAlike 4.0 International License (https://creativecommons.org/licenses/by-sa/4.0/).
Next Steps - Design Considerations
In developing the Design Concept Alternatives, a number of
key constraints and design elements will be considered:
• Impacts to properties (residential and
business)
• Access to adjacent properties
• Existing and future land uses
• Existing drainage and flooding issues in
the south part of the corridor
• Drainage of roadside areas
• Major utilities within the study area
• Road design requirements
• Intersection, queue jump and turning lane
requirements
• Cell Tower adjacent to CN Rail bridge
• Rouge River and Don River (2) crossings
and associated Species at Risk
considerations
• 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
• Bus circulation and parking design at
Thornhill Community Centre
• Heritage Properties (Shouldice Hospital)
• Type of active transportation facilities to
be provided
Active Transportation
Multi-use path is proposed on Bayview Avenue:
• East side from Elgin Mills Road to Laureleaf Road - Most schools, shops, several
adjoining network trails/paths are on the east in this section.
• West side from Laureleaf Road to Steeles Avenue - Key destinations of Finch TTC
Station and religious centres are on the west in that section. Laureleaf Road intersection
is considered as a good crossing point.
Sidewalk is proposed on Bayview Avenue (opposite side of the multi-use path):
• West side from Elgin Mills Road to Laureleaf Road
• East side from Laureleaf Road to Steeles Avenue
Factors considered were:
• Different types of cycling facilities
• Review of relevant planning documents
• Traffic speed, future road cross section, adjacent land uses
• Common routes for active transportation commuters
The recommendation for the combination of multi-use paths and sidewalk is based on:
• Multi-use paths and sidewalks provide a better improvement overall – preferred
• A combination of multi-use paths and sidewalks will be required to accommodate
all active transportation activities
• Multi-use path will complement existing trail system beyond the corridor
Different types of cycling
facilities were considered
Off Street provisions
for cyclists and
pedestrians
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