Questions and Answers

Is there a plan for a future connection eastward to Don Mills Rd. via Bond Avenue?
No there is no plan to our knowledge and if there is it is not within the scope of this assignment.

There is a concern about safety for night use of the trail.
Only trail entrances are to be lit at this stage. There is a consideration for future lighting.

Bollards pose safety risk to cyclists as shown (3 across
path).
The bollards only occur at Bond Avenue and Lawrence Ave entrance features and will be well-lit to ensure cyclists approaching the barriers have ample time to adjust speed and/ or dismount. The three bollards will be reduced to only a single bollard at each entrance.

Concern about signage on trail approaches to Bond Ave. in relation to potential conflict with vehicles using the road.
The design team have integrated in the drawings standard City of Toronto directional and instructional signage on the south and north trail approaches to Bond Ave. At Bond Ave. additional signage will direct cyclists to Scarsdale Rd on-road bike route (north trail link will be signed pedestrian-only).

There should be a stop sign erected at the east end of
Bond Ave (at the bridge) to prevent conflicts with cyclists
utilizing the proposed trail.
A traffic management study conducted as part of the assessment phase of the project revealed vehicle movements were too low to warrant a stop sign. However, instructional signage for vehicles will be considered at the bridge. Furthermore, the curb cut at the end of Bond Ave. signifies a transition to a driveway into the parking lot. This part of Bond Ave should be considered a driveway for the purposes of this project.

Were improvements to the drainage system considered in the trail design?
Drainage improvements on either side of the trail will be provided. The longitudinal slope of the trail more or less follows the 1% grade of the existing rail bed with a 2% cross fall to shed drainage toward collection swales/ drains adjacent the trail. At Bond Ave. the trail slopes at 5% (City defined max. slope).

Signs limiting speeds for cyclists should be erected on the trail.
The signage may be considered at key points along the trail during construction.

Is the ornamental paving at trail intersections flush or raised?
The paving is shown flush on the drawings, however, these ‘thresholds’ will be adjusted to be subtly raised in relation to adjoining surfaces utilizing a gentle transition curb. This will alert cyclists to slow down in a safe manner.

Will there be winter access? Will the trail be ploughed in winter?
No there are no provisions for winter access or ploughing of the trail at this stage.

There is a concern that the paving will not be completed by March 2011 as the contractor will be heading into the winter months to complete this project?
The contractor is aware of the time constraints and will pave as early as the plants open in spring.

Will the trail be accessible this winter while it is expected to be under construction?
No, due to health and safety legislation the trail in its entirety will be fenced off preventing access through the winter until completion of the trail works in Spring 2011.

Bond Avenue bridge is one of the last historical monuments of the Don Mills area. It is 98 years old and could be an important interpretive focus. Could the plans be revised to keep the bridge structure intact?
The consultancy team is committed to preserving both abutments of the bridge. However, an independent review by the consulting engineer on the team indicates that the decking, steel support structure and concrete is in disrepair and should be stabilized if long term use is proposed. Therefore, it has been agreed that the bridge structure will be left intact. The proposed trail will be excavated from the current embankment to provide an at-grade level crossing at Bond Ave. as the drawings currently show. Fencing on the bridge will remain unchanged. There is an opportunity for local advocacy groups to provide interpretive graphics and/or text for signage in relation to the historical nature of the bridge and the prior function of the corridor as a spur line.

Why not leave the bridge access and provide a ramp and stairway to the existing embankment?
Dave Nosella indicated that a concept developed as part of an approach that included a ramp and stairway was investigated and determined to be too expensive.

Dave Nosella provided an update in relation to easements over tenanted/ private land to make connections to the plaza at York Mills and out to Leslie in the south extent of the trail. Dave confirmed the following:

• Currently there is no viable link to the south, however, the Korean Cultural Centre has extended interest in helping the City find a link through their land.
• There may be another opportunity in the future to review a trail link on the former Sony Lands through the Site Plan approval process if Metrus decide to develop the land.
• In the north talks with the plaza are on-going and should result in the coming weeks in the purchase by the City of a very small portion of plaza land to secure a direct link to the parking lot.
• Access required over a small portion of the Rogers parking area should not pose a problem.

Is trail construction due to occur south of Overland Dr.?
If the project budget allows, yes. If a suitable link is not found out to Leslie St in time, the trail will be paved, barricaded and signed as ‘closed until further notice.’

Will the trail make a direct link to Eglinton Ave.?
No. The trail is planned to utilize the signalized crossing at the Fire Hall on Leslie St. if a suitable link can be made out to Leslie St.

There is a concern that future increased use of the signalized crossing of Lawrence Ave. will cause longer queues to form in the southbound left-hand turning lane on Leslie St. during peak hours.
Saikat from City Transportation indicated that traffic management studies conducted as part of the design process found that instances of traffic queuing during peak hours would be relatively uncommon and rare outside of peak hours. It was also confirmed that the signals at Lawrence Ave and Leslie St intersection would be coordinated with the proposed signals at the trail crossing. This would mitigate queuing across the intersection.

Will this project become a $20 million project?
No the expected cost of the project is $3.5 million which is the budget set aside for the project.

Could the asphalt trail itself be paved now with the remaining elements to be built in the future?
The project is quite complicated and it would represent better value for money to have all the elements of the trail and landscaping addressed at one time for sections of the trail. With this in mind, it may mean that not all the sections of the trail will be able to be built at this time.

How will the bike route work along Scarsdale Rd?
Painted ‘sharrows’ will designate the direction of travel on the roadway along Scarsdale Rd. The route will also be signed with typical City of Toronto bike route directional signage.

Saikat confirmed that connecting bike routes along York Mills Rd have also already been confirmed.

Leslie St is a dangerous street to cross. How will the crossing be made?
The intent is to utilize one of the recently installed signalized crossings on Leslie St between Lawrence Ave and Eglinton Ave to make a westerly connection to the Don River trail system. This would require a link along the western boulevard of Leslie St. At this time no detail connection has been planned.

Will drainage be improved generally along the entire trail?
Yes drainage will be addressed for the full length of trail.

How many trees will be removed during construction?
An environmental specialist and arborist included on the consultant team have identified important native trees to be retained during construction. Conversely, hazard trees i.e. dead trees have also been identified during the design process. Tree hazards will be addressed during construction so the trail is safe to use once opened to the public. It is also expected that areas where re-grading or excavation are required i.e. near Bond Avenue many trees will be removed. Some trees may be identified for relocation. Replacement tree planting will also occur in some areas. No tree removal will occur outside the ‘work area’ so little to no tree removal is expected near private property lines.

An existing worn path at Bond Ave. provides access up the embankment slope to the trail. This could be a good alignment in which to locate a ramp.
A ramped option was pursued in the detailed design phase of the project and the cost to provide the ramp and corresponding slope stabilization measures was determined to be more expensive than providing an excavated level crossing at Bond Ave.

Will there be plans for public furniture including water fountains and the like?
Furniture will include seating benches and bike rings at trail entry points only.

This trail project and the fact it is moving forward should be applauded. The money could have been spent on other elements however a trail will provide obvious health benefits and is a good investment.

Is there s possibility for a future link eastward to Barber Greene Rd and eventually to Moccasin Trail Park?
Yes, there is a potential on-road bike route link at Overland Dr that could be realized. However this is not included in the scope of this project at this time.

Concerns learned from design/ use of Martin Goodman Trail should be realized in this trail design. Signage and markings on the trail should be designed to mitigate potential user conflicts. Are signs which remind cyclists to ring their bells when approaching pedestrians proposed?
Trail line markings and signage have been developed for the trail and are based on current standards for trail design determined by the City and Province. A regulatory and interpretive signage plan is being developed with the City signage and graphic departments and will be included in the trail works.

What are the plans for future maintenance?
Normal maintenance protocol will be provided by the City i.e. maintaining sightlines at trail intersections, removing tree hazards and trip hazards, repairing damaged paving etc.

How wide an area would be maintained in the corridor?
This will need to be confirmed through City of Toronto Maintenance and Operations, however, it could be expected an area of about 2m either side of the trail (total 7.5m wide) would be included in the maintenance of the trail.

What will the City do about some large dead trees within the trail corridor?
The consulting arborist has identified all potentially hazardous trees within the corridor which exhibit structural weaknesses. These often include dead trees. These trees are recommended to be removed and are included in the construction budget.

Earlier design options looked at the trail south of Lawrence Ave being provided in the centre of the corridor. Is this the case and what will happen to Lawrence Walkway and the ditch that backs to the houses on the east edge of the corridor?
A 3.5m wide trail is proposed in a similar alignment of the former rail line in this area. Due to budgetary constraints it is expected that it will not be possible to re-surface Lawrence Walkway or re-construct the ditch as a natural swale at this time. The proposed trail alignment situated on the former rail way ballast will provide a very stable sub-base in which to build the new trail so it is expected that the proposed trail surface will be markedly improved over Lawrence Walkway.