Bayview Avenue Class Environmental Assessment to Elgin Mills Road

Environmental Study Report

August 2017

THE PUBLIC RECORD

This Environmental Study Report is available for a 45 calendar-day public review period starting on Thursday August 17, 2017 during regular business hours at:

York Region, Regional Clerk’s Office York Region Administrative Centre, 17250 , Newmarket, ON L3Y 6Z1 877-464-9675 ext. 79000 Monday to Friday: 8:30 am to 4:30 pm

City of Markham Clerks’ Department Markham Civic Centre, 101 Town Centre Boulevard, Markham, ON L3R 9W3 905-475-4744 Monday to Friday: 8:00 am to 5:00 pm (excluding statutory holidays)

Markham Public Library, Thornhill Community Centre Branch 7755 Bayview Avenue, Thornhill, ON L3T 4P1 905-513-7977 Monday to Thursday: 9:30 am to 9 pm Friday: 9:30 am to 5:00 pm Saturday: 9:00 am to 5:00 pm Sunday: 1:00 pm to 5:00 pm

Town of Richmond Hill Clerk’s Department Richmond Hill Town Hall, 225 East Beaver Creek Road, Richmond Hill, ON L4B 3P4 905-771-8800 Monday to Friday: 8:30 am to 4:30 pm

Richmond Hill Public Library, Central Branch 1 Atkinson Street, Richmond Hill, ON L4C 0H5 905-884-9288 Monday to Thursday: 9:30 am to 9:00 pm Friday: 9:30 am to 6:00 pm Saturday: 10:00 am to 5:00 pm Sunday: Noon to 5:00 pm

EXECUTIVE SUMMARY

Introduction

The Regional Municipality of York (York Region) has completed a Class Environmental Assessment (Class EA) Study for Bayview Avenue from Steeles Avenue in the City of Markham to Elgin Mills Road in the Town of Richmond Hill.

The study’s goal is a transportation solution that addresses existing problems and opportunities in the Bayview Avenue corridor. The Preferred Plan identified during the study supports planned Regional growth in population and employment, improves mobility for all corridor users and provides improved connectivity within the Regional transportation network.

The Class EA Study was carried out in accordance with Schedule ‘C’ of the Municipal Class Environmental Assessment (Class EA) document (October 2000, amended 2007, 2011, and 2015). The Class EA process is approved under the Environmental Assessment Act and outlines the process whereby municipalities can comply with the requirements of the Ontario Environmental Assessment Act. This Environmental Study Report (ESR) documents the decision-making process carried out during the Class EA study.

Bayview Avenue is a major north-south arterial road that connects many municipalities including the City of , the City of Markham, the Town of Richmond Hill and the Town of Newmarket, where Bayview Avenue becomes Prospect Street.

The Bayview Avenue Class EA study area length is approximately 10 km, from Steeles Avenue in the south to Elgin Mills Road in the north.

Within the study area, Bayview Avenue is an integral part of the community fabric of Markham and Richmond Hill. Numerous schools, places of worship, commercial/shopping areas, the Thornhill Community Centre and residential neighbourhoods are located on or accessed by Bayview Avenue.

Areas of urban redevelopment are occurring along or near Bayview Avenue. Richmond Hill / Langstaff Gateway Urban Growth Centre and Observatory Hill are the largest and densest areas however there are several other smaller scale redevelopments occurring between Highway 7 and Elgin Mills Road, within Richmond Hill.

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Within the study area Bayview Avenue has two crossings of CN Rail tracks: 1) an underpass (road under rail) located just north of Laureleaf Crescent; and 2) an overpass (road over rail) located just north of Royal Orchard Drive.

Bayview Avenue is currently heavily used by motorists with limited provisions for buses, cyclists and pedestrians. (YRT) Route 91 operates on Bayview Avenue between Bethesda Sideroad and Finch TTC Subway station. According to YRT, Route 91 is the 5th busiest route in the Region.

Within the study area, Bayview Avenue is four lanes from Steeles Avenue to Langstaff Road, six lanes from Langstaff Road to High Tech Road and then transitions back to four lanes north of Bantry / Briggs Avenue. North of the study area, York Region is currently widening Bayview Avenue from two to four lanes between Elgin Mills Road and Stouffville Road and has EA approval to widen to four lanes between Stouffville Road and Bloomington Road. South of the study area, within the City of Toronto, Bayview Avenue is four lanes.

Planning Context

The policy context is discussed in Chapter 2 of the ESR. The policy framework guides infrastructure, land use planning and strategic investment decisions to support Regional growth and transportation objectives. These policies are in place to sustain and improve the quality of life for Region residents. The identification of study area problems and opportunities along with the assessment of the project’s need and justification were carried out with due consideration of the policy framework to ensure that the Preferred Plan is consistent with the policies and objectives of the various levels of government (i.e., regional and provincial). The key plans and policies include:

 Growth Plan (2017)  Provincial Policy Statement (2014)  York Region Vision 2051  York Region Strategic Plan (2015-2019)  York Region Transportation Master Plan (2016)  York Region Official Plan (2010)  York Region Pedestrian and Cycling Master Plan (2008)  City of Markham Official Plan (2014)

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 City of Markham Transportation Planning Study (2002)  City of Markham Pathway and Trails Master Plan (2009)  Town of Richmond Hill Official Plan (July 2010)  Town of Richmond Hill Transportation Master Plan (2006)  Town of Richmond Hill Pedestrian and Cycling Master Plan Study (2010)  Richmond Hill / Langstaff Gateway Urban Growth Centre  Yonge and Steeles Corridor Secondary Plan The York Region Transportation Master Plan (TMP) is the most important guidance document for the Bayview Avenue Class EA study and relevant aspects of the TMP are discussed in in Chapter 2 of this ESR and highlighted here.

The TMP was developed to provide a framework for making decisions related to the transportation system up to 2041. It is the Region’s vision to “preserve and enhance York Region’s sustainable natural environment, support York Region’s economic vitality, and encourage healthier neighbourhoods and communities”.

Transportation Assessment

The detailed assessment of existing and future traffic conditions is presented in Chapter 2. The findings of the traffic conditions review and a summary of the policy framework provided in Chapter 2 of the ESR and below:

 Traffic congestion continues to be identified as the top issue facing York Region residents.  The delivery of an interconnected system of mobility is supported by the progressive objectives, policies and actions embedded in many of the Region’s Council-approved plans and documents, including Vision 2051, the York Region Official Plan (2010), the 2015 to 2019 Strategic Plan, as well as the previous 2002 and 2009 Transportation Master Plans and the 2008 Pedestrian and Cycling Master Plan.  The 2016 TMP update builds on this policy and planning framework to guide transportation projects and programs that will continue to improve mobility.  Corridor Evolution is one of the five main policy areas in the TMP which directs the most effective use of road space to accommodate a variety of travel modes,

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including transit vehicles, passenger cars and trucks as well as cyclists and pedestrians. The Region’s strategy includes:

o 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 and also to support a shift from single occupant vehicle use. Building out the HOV network is a key objective of the TMP. o Increasing Capacity to Serve Development: new and expanded roads will be required to serve planned growth areas.  Most of the Region’s four lane arterial roads have been identified for future widening to six lanes in order to accommodate transit and HOV initiatives, which would maximize the person carrying capacity and eliminate pinch points and bottlenecks. A six lane road reflects the Region’s current policy of expanding capacity through the addition of Transit/HOV or transit-only lanes.  In the TMP, 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. The proposed future six lane widening, which will expand the HOV network, will support the Frequent Transit Network.  The FTN on Bayview Avenue will support the Rapid Transit Corridors on:

o Major Mackenzie Drive between Markham Road and Jane Street; o Leslie Street between Steeles Avenue and Major Mackenzie Drive; o Yonge Street between Highway 7 to Green Lane in the town of Newmarket; o Highway 7 across the Region (Reesor Road to Highway 50); and o Steeles Avenue between Jane Street and Kennedy Road.  The TMP recommends the widening of Bayview Avenue between Steeles Avenue and Major Mackenzie Drive to accommodate the implementation of Transit/HOV lanes, and the mid-block capacity utilization analysis carried out as part of this Class EA study supports the widening of Bayview Avenue throughout the entire project limits between Elgin Mills Road and Steeles Avenue. Detailed intersection capacity and level of service analysis that was also carried out as part of the Class EA study demonstrated the need for widening from Elgin Mills Road to Steeles Avenue. While southbound impacts support the widening southerly to a point south of , northbound operating impacts based on a widening southerly to

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Steeles Avenue are similar to those based on a widening to only south of John Street while accommodating 15% additional northbound throughput at John Street.  The phasing of development of the Richmond Hill / Langstaff Gateway UGC is tied to area transportation network improvements for example, the early phases of development identify the following needs on Bayview Avenue:

o Phase 1A recommends adding a new branch of the Bayview Avenue bus (15 minute headway) connecting Richmond Hill Centre Terminal and Finch Station via Cedar, Langstaff and Bayview which results in increased service on Bayview Avenue south of Langstaff. o Prior to Phase 1B transit priority lanes and cycling facilities are to be implemented on Bayview Avenue from 16th Avenue to Steeles Avenue and capacity at the Bayview Avenue and Highway 7 intersection is to be improved.  Although located away from Bayview Avenue, the Yonge and Steeles Corridor Secondary Plan is supported by a more efficient transit system on Bayview Avenue through the implementation of the Frequent Transit Network / Transit Priority.  Other infill development and redevelopment within the Bayview Avenue corridor that is occurring in accordance with the policies of local municipal official plans, adds to the population growth within the corridor. Consistent with the Region’s TMP, improved transit service and efficiency, and active transportation facilities will provide residents with more sustainable mobility choices.  Based on the transportation assessment, and consistent with the Region’s Official Plan, TMP, and municipal Official Plans, York Region recommends the widening of Bayview Avenue between Steeles Avenue and Elgin Mills Road to accommodate future Transit/HOV in each direction.

Problems and Opportunities

Based on the transportation planning policy context and the analysis of existing and future traffic conditions the following problems and opportunities were identified for Bayview Avenue:

 By 2041, York Region is projected to grow to 1.8 million people and 0.9 million jobs. The Region needs to ensure the road network is efficient and supports a range of transportation modes.  Current operating conditions on Bayview Avenue reflect capacity constraints at each of the major intersections with Major Mackenzie Drive, 16th Avenue, Highway

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7, Green Lane, John Street and Steeles Avenue during at least one of the peak hours. Corresponding network level of service impacts include significant northbound congestion approaching Major Mackenzie Drive during the afternoon peak hour. Afternoon peak hour impacts also include significant northbound queuing at 16th Avenue and Steeles Avenue.  Projected 2041 operating performance at signalized intersections under the Do Nothing alternative identifies significant capacity constraints. Impacts in both directions support the need for cross-section improvements from north of Elgin Mills Road to south of John Street by 2041. Impacts are greatest during the afternoon peak hour and in the northbound direction, in particular.  There would be significant travel time improvements for the afternoon rush hour between Steeles Avenue and Elgin Mills Road for all vehicle types with the implementation of the Transit/HOV lanes between Steeles Avenue and Elgin Mills Road.  The TMP, which was endorsed by Council in June 2016, sets out the infrastructure and policy requirements to enable the Region to build and maintain an interconnected transportation system to accommodate growth to 2041. One of the key objectives of the TMP is to Develop a Road Network Fit for the Future. Major initiatives to support this objective include the expansion of the Region’s Transit / HOV network, maximizing the person carrying capacity through corridor evolution and eliminating pinch points and bottlenecks.  The TMP identifies five main policy areas to assist the Region in delivering an interconnected system of mobility to serve residents and businesses. One of these key policy areas deals with Corridor Evolution. Supporting the initiative of maximizing the person carrying capacity through corridor evolution requires the most effective use of road space to accommodate a variety of travel modes. This approach includes the development of rapid transit corridors, the implementation of transit priority measures and the addition or conversion of existing general- purpose lanes to Transit/HOV) lanes. A six lane road network reflects the Region’s current policy of expanding capacity beyond four lanes for the addition of Transit/HOV or transit-only lanes.  The TMP identifies Bayview Avenue 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. In addition, Bayview Avenue is identified for Proposed Future 6 Lane widening, which will expand the HOV network, support

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the Frequent Transit Network and provide increased road capacity to move more people.  Through reviewing the combined findings in the TMP and the Class EA Study, York Region recommends the widening of Bayview Avenue between Steeles Avenue and Elgin Mills Road to accommodate a future Transit/HOV in each direction. This is consistent with the Region’s vision in developing a road network that would maximize person-carrying capacity and accommodate a variety of road users and reflects the projected capacity constraints throughout the majority of the study corridor. Problem and Opportunity Statement:

Bayview Avenue is the centre of the local community, providing access to a variety of local destinations and supporting both regional and local mobility for many different users (pedestrians, cyclists, transit patrons, and drivers).

Traffic congestion during rush hours is a significant issue and with planned growth in the Region, congestion will get worse in future. Alternatives to single occupant vehicle travel are currently not well served.

Improvements are necessary to accommodate long term travel demands and support key growth policies and transit network planning.

There is an opportunity to provide sustainable transportation choices, link the pedestrian and cycling network, improve access to transit, facilitate more efficient movement of transit, multi-occupant vehicles and goods and enhance the streetscape within the corridor.

Alternatives and Evaluation

Preferred Planning Solution

The Preferred Planning solution includes a combination of the following solutions:

 Intersection and Signal Improvements: dedicated turning lanes, new traffic signals, traffic signal timing (synchronization).  Alternative Modes of Transportation: Provision of or improvements to pedestrian and cycling facilities. Improvements to transit system through improved efficiency.

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 Add New Lanes for Transit/HOV: Widen Bayview Avenue to provide increased traffic capacity by adding new lanes designated for HOV and/or Transit-only in order to optimize traffic flow and encourage a shift away from single occupant vehicle travel. The Preferred 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 single occupant vehicles is critical to managing congestion;  HOV lanes is one strategy for increasing person carrying capacity. Building out the HOV network is a key objective of the TMP;  The additional lanes will support the Frequent Transit Network;  Transit and active transportation are critical in supporting a shift away from single occupant vehicles.

Preferred Road Cross-Section

In developing the road cross-section concepts, a number of key constraints and design elements were considered:

 Compatibility with adjacent neighbourhoods and community features within the study area;  Provision for pedestrians and cyclists and future multi-use path connections;  Available existing right-of-way and minimizing property impacts;  The Region’s Official Plan right-of-way of 43 m;  A reduction in lane widths;  Intersection and turning lane recommendations;  Region’s Streetscape Program; and  Geometric design requirements. Based on the considerations above, three road cross-section alternatives were developed for Bayview Avenue, as described below and depicted in Exhibit 5-1 of the ESR:

 Alternative A: York Region Official Plan Right-of-Way

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o 43 m right-of-way o an optimal road cross-section o allows for median tree planting o allows for multi-use path on both sides of road o wide boulevard on both sides for landscaping and utilities  Alternative B: Reduced Cross-Section

o 36 m road cross-section o allows for landscaping in boulevard only o allows for multi-use path on one side of the road and sidewalk on the other o minimum boulevard on both sides for landscaping and utilities  Alternative C: Constrained Cross-Section

o 33.9 m road cross-section o allows for limited landscaping and utilities in boulevard on one side only o allows for multi-use path on one side of the road and sidewalk on the other

Road cross-section alternatives are conceptual, based on a mid-block location, and that the actual cross-section will vary depending on local conditions, constraints and intersection design.

The road cross-section alternatives were evaluated considering the factors listed in Table 4-1 of the ESR. The evaluation is provided in Table 5-1 of the ESR. Based on the evaluation, 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.

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 Bayview Avenue Class EA study.

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Active Transportation considerations are documented in Chapter 5 of the ESR. A multi- use path is proposed on the east side of Bayview Avenue for the following reasons:

 Direct connection to the existing trail network on the east side of Bayview Avenue – various east-west trail networks in the study area, for example, south of Highway 7, at Royal Orchard Boulevard, south of John Street adjacent to the CN Rail tracks, etc.  Connection to schools in the study area – for example, , Thornlea Secondary School, etc. largely on the east side of Bayview Avenue.

Preferred Road Widening Alternative

Three road widening alternatives were considered for Bayview Avenue, as depicted on Exhibit 5-2 of the ESR.

 Alternative 1: Widening out from the existing centreline;  Alternative 2: Widening to the east only (i.e., holding westerly property line); and  Alternative 3: Widening to the west only (i.e., holding easterly property line). While the above alternatives provide a reasonable range of options, for much of the study area, there are existing constraints located along both sides of Bayview Avenue. Therefore, it was not considered reasonable to develop alternatives that widen “strictly” to the east or west, or on the existing centreline throughout the entire study area.

The study area was reviewed in sections and an approach to widening in each section was developed in consideration of the existing right-of-way, adjacent land use and constraints locally. The evaluation is provided in Table 5-2 of the ESR as well as below. In addition to determining the preferred widening alternative in each section the preferred road cross-section was also identified.

Alternative Alternative Alternative Bayview Avenue 1 2 3 Suggested Road Cross-Section Section Widen by Widen to Widen to Centreline the East the West Steeles Avenue to Reduced 36 m Cross-Section can be Fairfield Place / largely be accommodated within existing Whitelaw Court right-of-way. Therefore, it is √ X X Existing right-of-way recommended to allow landscape varies from opportunity in the boulevard on the east 36 m to 52m side.

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Alternative Alternative Alternative Bayview Avenue 1 2 3 Suggested Road Cross-Section Section Widen by Widen to Widen to Centreline the East the West Fairfield Place / Constrained 33.9 m Cross-Section is Whitelaw Court to recommended in order to minimize CN Railway √ X X impact to the crossing and Existing right-of-way existing mature trees adjacent to varies from Bayview Avenue. 29 m to 49 m CN Railway to John Constrained 33.9 m Cross-Section is Street recommended in order to minimize Existing right-of-way X √ X impact to the adjacent properties. varies from Widening can largely be contained within 34 m to 38 m the existing right-of-way. Reduced 36 m Cross-Section can be John Street to largely be accommodated within existing Langstaff Road right-of-way. Therefore, it is Existing right-of-way X √ X recommended to allow landscape varies from opportunity in the boulevard on the east 33 m to 44 m side. Langstaff Road to Briggs Avenue / n/a n/a n/a n/a Bantry Avenue Already six lanes Briggs Avenue / Reduced 36 m Cross-Section can be Bantry Avenue to largely be accommodated within existing 16th Avenue right-of-way. Therefore, it is X √ X Existing right-of-way recommended to allow landscape varies from opportunity in the boulevard on the east 36 m to 43 m side. Reduced 36 m Cross-Section can be 16th Avenue to largely be accommodated within existing Weldrick Road right-of-way. Therefore, it is Existing right-of-way √ X X recommended to allow landscape varies from opportunity in the boulevard on the east 34 m to 38 m side. Weldrick Road to Constrained 33.9 m Cross-Section is Major Mackenzie recommended in order to minimize Drive X √ X impact to the adjacent properties. Existing ROW varies Widening can largely be contained within from 31 to 40 m the existing right-of-way.

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Alternative Alternative Alternative Bayview Avenue 1 2 3 Suggested Road Cross-Section Section Widen by Widen to Widen to Centreline the East the West Major Mackenzie Reduced 36 m Cross-Section can be Drive to Taylor Mills largely be accommodated within existing Drive South right-of-way. Therefore, it is X √ X Existing right-of-way recommended to allow landscape varies from opportunity in the boulevard on the east 33 m to 38 m side. Taylor Mills Drive Constrained 33.9 m Cross-Section and South to Elgin Mills associated grading can be Road accommodated within existing right-of- X √ X Existing right-of-way way. Therefore, it is recommended to varies from allow landscape opportunity in the 36 m to 41 m boulevard on the east side.

Preferred Plan

The Preferred Plan for Bayview Avenue between Steeles Avenue and Elgin Mills Road includes the following aspects:

 Widening Bayview Avenue to six through-lanes from Steeles Avenue to Elgin Mills Road - New lanes are for Transit/HOV;  Providing a continuous system of sidewalk on the west side and multi-use path on the east side of Bayview Avenue;  Widening CN Rail Overpass north of John Street to accommodate the proposed additional lanes, sidewalk and multi-use path;  Replacing the CN Rail Underpass south of John Street to accommodate the proposed additional lanes, sidewalk and multi-use path;  Implementing a drainage design that addresses the nominal increase in paved road surface, ensures appropriate water quantity and quality control and is consistent with City of Markham’s Glynnwood Tributary Class EA and West Thornhill Flood Remediation Class EA;  Implementing intersection improvements which includes extending turning lane storage lengths, and addition of dedicated southbound right-turn lanes where required;  Optimizing traffic signal phasing;

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 Designing intersections compliant with Accessibility for Ontarians with Disabilities Act (AODA) with enhanced visual, aural and textural elements;  YRT consideration of upgrading / replacing transit shelters and amenities, consistent with YRT current standards; and  Streetscape / landscape enhancements, mitigation / replacement for street tree removals and other amenities (benches, gathering areas). It is noted that Bayview Avenue is already at six lanes between Langstaff Road and Bantry Avenue / Briggs Avenue. The existing Highway 407 Bridge is six lanes and is in good condition. Therefore replacement of this structure is not being considered at this time. An existing sidewalk on both sides of the bridge facilitates pedestrian crossing and provides a connection to Highway 7, below. In the future, a multi-use path is proposed for the east side of Bayview Avenue however since there is not sufficient space on the existing Highway 407 Bridge to accommodate a multi-use path, cyclists will dismount and walk on the sidewalk. Consideration of widening the Highway 407 Bridge to accommodate a multi- use path will be subject to future consultation with 407ETR and MTO. Whether the design involves widening the existing bridge or constructing a new dedicated bridge for the multi- use path, the design will have to accommodate the future 407 Transitway, involve an assessment of bridge design alternatives, consider connection to VIVA at Highway 7, and directly involve 407ETR and MTO in the planning and approval process.

The Preferred Plan for widening Bayview Avenue between Steeles Avenue and Elgin Mills Road is described in Chapter 6 and depicted on Plates 1 to 29 at the end of Chapter 6. The typical cross sections are shown on Exhibit 6-1 of the ESR. The design plan and profile will subsequently be refined during detailed design of the project. The implementation of the Preferred Plan will be carried out in a phased approach as follows:

 The construction of Bayview Avenue between Highway 7 and Major Mackenzie Drive is currently programmed to begin in 2020 per the 2017 10-Year Roads and Transit Capital Construction Program.  The improvements of Bayview Avenue between Steeles Avenue and Highway 7 is identified in the York Region Transportation Master Plan 2016, Map 17, to be in the phase of 2022 to 2026 (i.e. 6-10 years road network). The 10-year Roads and Transit Capital Construction Program is subject to annual Council review and approval.

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Property Requirements and Access

Significant efforts have been made during the Bayview Avenue Class EA to minimize property impacts, including:

 Minimizing the road cross-sections and associated rights-of-way to 36 m and 33.9 m (as discussed in Chapter 5);  Recommending a flexible ‘best fit’ approach to road widening (as discussed in Chapter 5); and  Recommending design mitigation measures such as retaining walls to minimize the extent of grading in select locations, as depicted on the Preferred Plan. Retaining walls are proposed in the following locations:

 Station 10+560 to 10+680 (west side) at Cham Shan Temple;  Station 10+580 to 10+740 (east side) Don River valley;  Station 10+740 to 10+810 (west side) Don River valley;  Station 10+810 to 10+980 (east side ) residential properties on Prescott Court; reversed frontage to Bayview Ave;  Station 10+920 to 10+970 (west side) Temple Har Zion; and  Station 17+160 to 17+200 (west side) 9640 Bayview Avenue. Despite these measures to avoid property impacts, some sections of the Bayview Avenue corridor have very limited existing right-of-way and therefore some property will be required to accommodate the road widening.

The proposed property requirements are shown on the Preferred Plan provided in Chapter 6. The Preferred Plan will impact 30 private properties. Impacts are limited to very minor edge encroachments. There are no direct impacts (i.e. displacement) to residences or commercial buildings. In some cases encroachment impacts will result in the removal of existing landscaped vegetation.

Additional property will be required from lands approved for future development or currently being developed. It is assumed that, at these locations, the Region has acquired the road right-of-way per the Region’s Official Plan.

Easements will be required at approximately 8 other properties to accommodate grading or temporary construction works. The location and extent will be confirmed in detailed design.

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Approximate Property Municipal Address / Location Requirement (ha) 1 7160 Bayview Avenue 0.013 ha 2 2 Steele Valley Road 0.029 ha 3 3 Steele Valley Road 0.03 ha 4 Cham Shan Temple (7254 Bayview Avenue) 0.014 ha 5 Temple Har Zion (7360 Bayview Avenue) 0.021 ha Thornhill Community Centre and Thornhill Pumping Station 6 0.09 ha (5 John Street and 1 Green Lane) 7 Markham Fire Station (7801 Bayview Avenue) 0.031 ha 8 Condo complex (7825 Bayview Avenue) 0.041 ha 9 Thornlea Secondary School (8075 Bayview Avenue) 0.16 ha 10 Bayview Reservoir Park 0.156 ha 11 Toronto Montessori School (8569 Bayview Avenue) 0.019 ha 12 50 Robin Street 0.004 ha 13 Commercial plaza (9275 Bayview Avenue) 0.017 ha 14 9640 Bayview Avenue 0.003 ha 15 Richmond Hill Christian Community Church (9670 Bayview Avenue) 0.045 ha 16 9741 Bayview Avenue 0.01 ha 17 9785 Bayview Avenue 0.013 ha 18 9791 Bayview Avenue 0.012 ha 19 9860 Bayview Avenue 0.009 ha 20 9868 Bayview Avenue 0.005 ha 21 9874 Bayview Avenue 0.005 ha 22 9890 Bayview Avenue 0.005 ha 23 9900 Bayview Avenue 0.006 ha 9904 Bayview Avenue and 9912 Bayview Avenue 24 0.01 ha (same property) Commercial plaza 25 (northeast quadrant of Bayview Avenue / Major Mackenzie Drive, 0.034ha 1070 Bayview Avenue) 26 Bayview Secondary School (10077 Bayview Avenue) 0.085 ha 27 St. Paul Lutheran Church (10131 Bayview Avenue) 0.026 ha 28 TD Bank (10381 Bayview Avenue) 0.016 ha

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Approximate Property Municipal Address / Location Requirement (ha) 29 Our Lady Queen of World Church (10411 Bayview Avenue) 0.044 ha 30 Jean Vanier Catholic High School (10475 Bayview Avenue) 0.068 ha The Preferred Plan will result in the following changes to existing access

 Accesses that will be closed are:

o South access at 8569 Bayview Avenue (Toronto Montessori School) o South access at 8905 Bayview Avenue  Accesses that will change (i.e. by the introduction of a raised median) are as follows:

o The following will become right-in/right-out only: . 7160 Bayview Avenue . 7165 Bayview Avenue . 7175 Bayview Avenue . 7195 Bayview Avenue o Access to Steeles Valley Road will become right-in/right-out o Access to Old Markham Road will become right-in/right-out

 Reconfiguration of parking area will occur at:

o Thornhill Community Centre o Thornlea Secondary School o Bayview Secondary School

Possible changes to access of the underground parking area at the Cham Shan Temple (7254 Bayview Avenue) will be confirmed during detailed design.

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Consultation

The consultation program is documented in Chapter 7 of the ESR. External agencies, utilities, emergency service providers, municipalities and other stakeholders, as well as property owners in proximity to the study area were contacted during the study and requested to provide input and to comment on the study findings. Members of the general public were notified of the study through local newspapers and the Region’s website and invited to contact the project team and to join the project mailing list.

Aboriginal community engagement is documented in Section 7.2 of the ESR. The completed MOECC Preliminary Assessment Checklist is provided in Chapter 7. On the basis of Aboriginal community responses to date, and the completion of the checklist, no specific concerns have been identified to date that would trigger a formal ‘Duty to Consult’ process. York Region remains flexible to accommodate and address any triggers that may be identified in future, as the project moves forward.

Commitments to Further Work

Environmental protection and mitigation measures will be employed during implementation of the Preferred Plan to reduce or avoid environmental impacts. Table 8- 4 in Chapter 8 of the ESR summarizes the key concerns identified to date, and considerations / commitments to future work.

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