April 9, 1998

To:North York Community Council

From:Jim S. Kinrade, Commissioner of Transportation, North York Office

Re:Addendum Report to the Environmental Study Report, for the Downtown Plan, South of Sheppard Avenue -

Transportation Infrastructure Requirements, September1996 Ward 9, North York Centre South

______________________________________________________________________________

Purpose:

The purpose of this report is to introduce an Addendum to the Environmental Study Report entitled ADowntown Plan South of Sheppard Avenue B Transportation Infrastructure Requirements@ dated September 1996, and obtain Council=s approval to give notice and release the document to the public for a thirty (30) day review in accordance with the requirements of the Class Environmental Assessment.

Funding Sources:

The amount of approximately $3,500.00 is required for appropriate newspaper advertising. The funds are available in Account No. 005-314-7102

Recommendations:

1.Authorize staff to do all things necessary to proceed with the formal release of the Addendum to the Environmental Study Report entitled ADowntown Plan South of Sheppard Avenue B Transportation Infrastructure Requirements@ dated September 1996.

Background:

In September of 1996, the subject Environmental Study Report (ESR) was completed and filed with the City Clerk of the former City of North York to satisfy the required 30 day public review provision of the Class Environmental Assessment process. The ESR identified the transportation infrastructure needed to support the land use and development levels associated with the City=s Official Plan Amendment No. 393 (OPA 393) of the Downtown Plan, south of Sheppard Avenue, and within the context of the ultimate development of the North York Centre.

In a letter dated November 29, 1996, the Minister of the Environment advised the City Clerk of being in receipt of several Abump-up@ requests of the ESR, but the Minister decided to reserve his decision on the grounds of prematurity. It was his position that the land use issues associated with OPA No. 393 must first be resolved by the Ontario Municipal Board (OMB) .

The OMB hearing commenced on April 29, 1997, and concluded on June 5, 1997, with the Board=s decision (D.L. Santo, Vice-Chair) released on September 29, 1997.

The decision changed the Downtown boundary of the North York Centre Plan, set new development levels, and directed in part, the location of certain road infrastructure. It also approved the applications for Wittington Properties Limited and Anndale Properties Limited and Crestview Investment Corporation (referred to in the OMB decision as AOakburn@ Apartments).

As a result of the OMB decision, the transportation infrastructure requirements as outlined in the September 1996 ESR had to be re-evaluated to reflect the Board=s decision with the changes and modifications identified. The subject Environmental Study Report Addendum was prepared sspecifically and to reflect these changes.

For continuity, the consulting firm of Cole Sherman and Associates, who completed the original ESR, was retained in the fall of 1997 to complete the necessary evaluation and prepare the addendum.

Conclusion:

Staff at North York and Metro districts l have worked with the consultants to produce this final document. The Addendum reflects the necessary modifications to transportation infrastructure resulting from the decision of the Ontario Municipal Board of September 29, 1997, and needs to be released for public review to complete the environmental assessment process. .

Contact Name:

Colin Couper, Director of Transportation Planning,

Works and Emergency Services, Transportation, North York Office.

Telephone 395-7470, Fax 395-7482, e-mail cwcouper@city.north.york.on.ca.

Jim S. Kinrade

Commissioner of Transportation

North York Office

 G:\TECHNIC\EA\SDWNTOWN\ADDEND.R

TABLE OF CONTENTS

 1.0INTRODUCTION

1.1Purpose of this Addendum

1.2The Ontario Municipal Board Decision

1.3Planning Background

1.4Limitations Of The Study

1.4.1Other Considerations B Leona Drive Closure

1.5Project Study Area

1.6Related Studies and Documentation

1.7Environmental Study Report Addendum

1.8Study Team

2.0GENERATION OF INTERIM AND ULTIMATE DESIGNS

2.1Introduction

2.2Traffic Study

2.2.1Interim Traffic Requirements

2.2.2Ultimate Traffic Requirements

2.3Interim Road Design

2.4Ultimate Road Design

2.4.1Avondale Avenue

2.4.2Tradewind Avenue (The East Service Road)

2.4.3East-West Link

3.0THE RECOMMENDED ULTIMATE DESIGN

3.1Roadway

3.1.1Cross-Section

3.1.2Horizontal Alignment

3.1.3Vertical Alignment

3.2Proposed Drainage System

3.3Right-of-Way Requirements

3.4Utilities

3.5Preliminary Construction Cost Estimate

3.6Noise

3.7Air Quality

3.8Mitigation and Effect of Properties Within the Plan

3.8.1North York Square - 45 & 47 Sheppard Avenue East

3.8.2Bonnington Place

3.8.3Toronto Separate School Board (TSSB) B 80 Sheppard Avenue East

3.8.4Proctor and Gamble B 4711 Yonge Street

3.9Potential Environmental Impacts and Mitigation Measures

3.10Commitments to Further Work

 TABLE OF EXHIBITS

Exhibit 1.1Project Study Area

Exhibit 2.1Preferred Interim Infrastructure Requirements

Exhibit 2.2Preferred Ultimate Infrastructure Requirements

Exhibit 3.1Typical Cross-Section for East Service Road

Exhibit 3.2Typical Cross-Section for Link Between Anndale and Poyntz

Exhibit 3.3Preliminary Construction Cost Estimate

Exhibit 3.4Parking Reconfiguration for North York Square

   APPENDICES

 Appendix AOntario Municipal Board Decision (dated September 29, 1997)

Appendix BLetter from Minister of the Environment (dated November 29, 1996)

Appendix CTraffic Report

Appendix DAir Quality Letter from RWDI (dated October 27, 1997)

1.0INTRODUCTION

1.1Purpose of this Addendum

The purpose of this Environmental Study Report Addendum is to document changes to the Environmental Study Report, dated September 1996, and entitled ADowntown Plan South of Sheppard Avenue - Transportation Infrastructure Requirements@. These changes reflect the decision handed down by the Ontario Municipal Board (OMB) on September 29, 1997. The OMB decision is included as Appendix A.

1.2The Ontario Municipal Board Decision

The decision changed the plan boundary, development levels and made specific recommendations as to the transportation infrastructure location and requirements. This addendum to the Environmental Study Report (ESR) entitled ADowntown Plan South of Sheppard Avenue - Transportation Infrastructure Requirements@ should be considered the final chapter in a lengthy planning and environmental assessment process. This section contains an overview of recent events leading to the requirement of this Environmental Study Report Addendum.

In September of 1996, the ESR was completed and filed with the City Clerk of the former City of North York to satisfy the required 30 day public review provision of the Class Environmental Assessment process. The purpose of the ESR was to identify the transportation infrastructure needed to support the land use and development levels associated with the City=s Official Plan Amendment No. 393 (OPA 393) of the Downtown Plan, south of Sheppard Avenue, and within the context of the ultimate development of the North York Centre.

In a letter dated November 29, 1996, the Minister of the Environment advised the City Clerk of being in receipt of several bump-up requests of the ESR, but he decided to reserve his decision on the grounds of prematurity. This letter is included as Appendix B. It was his position that the land uses associated with OPA 393 must first be resolved by the Ontario Municipal Board (OMB).

The OMB hearing commenced on April 29, 1997 and concluded on June 5, 1997, with the Board=s decision released on September 29, 1997. The need for a hearing was initiated by a request for a referral to the OMB by Wittington Properties Limited, however the City took the lead role at the hearing in order to set the planning context of the City=s proposed OPA 393. The Official Plan Amendment, zoning amendment and plan of subdivision applications on behalf of Wittington Properties Limited were considered, as well as the proposed Official Plan Amendment and zoning applications on behalf of Anndale Properties Limited and Crestview Investment Corporation (referred to in the OMB decision and in this document as AOakburn Apartments@).

With land use issues now resolved, this Environmental Study Report Addendum is prepared specifically in response to the decision handed down by the OMB (D.L. Santo, Vice-Chair on September 29^th, 1997). The decision changed the Downtown boundary, set new development levels, and directed in part, the location of certain road infrastructure. It also approved the applications for Wittington Properties Limited and Oakburn Apartments. As a result of the decision, the transportation infrastructure requirements as outlined in the September 1996 ESR had to be re-designed.

In essence, there are four principal areas within the ESR which require further consideration as a result of the OMB decision:

The infrastructure requirements to support interim development levels;

The alignment of the east service road;

The alignment of the Aarm@ of the service road from Poyntz Avenue along to Anndale Drive, and;

The network configuration (number of lanes and intersection configuration) required to support new development levels outlined in the revised OPA 393.

The first point results from page 15 of the OMB decision:

AHowever, I would truly expect that given the extension to the east of the Downtown Boundary, any widening of Avondale would be taken from both north and south sides of the allowance@.

In the ESR, the widening of Avondale Avenue was taken from the south side, as most of these properties had already been assembled by Wittington Properties Limited. The properties on the north side of Avondale Avenue, east of Bales Avenue, were not contained within the plan boundary (OPA 393). Consequently, the improvements required along Avondale Avenue to support Wittington=s development could occur without displacing and purchasing existing stable residential homes on the north side of the street. The timing for the widening of Avondale Avenue was unimportant, as it would occur in phases in relation to the development stages of the Wittington development.

However, based on the Board=s intent that the widening of Avondale Avenue should occur about the centreline, properties on the north side of Avondale Avenue may now be significantly impacted. This however must be considered as a short-term impact, as in the long-term these properties have the opportunity to assemble for development purposes making the ultimate right-of-way available. For these reasons, it can be seen that the interim infrastructure requirements are now an important consideration.

The second point results from page 13 of the OMB decision:

AThe service road shall follow the Avondale and Tradewind existing road allowances as much as possible to intersect at Sheppard to provide as safe and as efficient a linking with Doris Avenue to the north as possible but recognizing that some curvature in the alignment will be necessary@.

The Tradewind alignment, while previously considered, was not selected as the preferred corridor in the ESR. The costs and impacts of constructing the east service road in this location must now be considered in more detail and appropriately documented. In particular, details of the alignment must be confirmed based on moving the Downtown boundary to the east. Consistent with the Board=s decision, the existing Tradewind Avenue and Bonnington Place roads can now be used as part of the road network as both are now within the limits of the Downtown boundary. For this reason, it is important to understand the merits and limitations of a staggered intersection between Bonnington Place and Doris Avenue at Sheppard Avenue.

Point number 3 results from page 13 of the OMB decision:

ATherefore a second arm of the service road shall be designated using the Poyntz alignment to meet the Anndale Road allowance then to link with the Tradewind N-S alignment@.

This second arm requires justification based on traffic need, the generation of a preliminary design, construction costs and the assessment impacts.

Point number 4 results from the enlargement of the Downtown area as identified on page 13 of the OMB decision, and the increase in density as identified on page 14. The change in the land use and the assigned density alters predicted traffic demand and alters traffic patterns within the boundary of the plan. Therefore, the traffic study supporting the 1996 ESR had to be revised with new traffic assignments for an interim development level to ensure that Wittington and Oakburn developments can be accommodated and that ultimate development scenarios can be accommodated for the full build-out of the North York Centre Plan.

1.3Planning Background

In October of 1992, Council of the former City of North York made a commitment to process the Secondary Plan and Class Environmental Assessment for the South Downtown Area concurrently in a Master Plan process. The approach avoids duplication regularly encountered in sequential processes and also allows the public to better understand the implications and relationship between land use planning and transportation infrastructure.

The process was well advanced in July 1995, when the infrastructure which was being considered consisted of new ramps to Highway 401, east and west service roads, the realignment of Yonge Street and other road improvements. As the contemplated transportation infrastructure was revealed through the Environmental Assessment to be too costly, Council directed staff to re-evaluate the long-term development objectives for the South Downtown Area and the supporting road requirements. This re-evaluation resulted in Official Plan Amendment No. 393 (OPA 393), which proposes a more modest level of development as an initial strategy. Council approved OPA 393 in principle on July 10, 1996. The earlier work of 1995 is summarized in the Status Report dated October 1995. Since that time the ESR in support of OPA 393 was completed and filed, and the OMB decision was been handed down.

1.4Limitations Of The Study

This Environmental Study Report Addendum is not a new study but complementary work required to complete the Environmental Assessment process as outlined in the Class Environmental Assessment for Municipal Road Projects. Approval will enable construction of a road network in support of proposed development levels that have been approved through the established planning process pursuant to the Planning Act.

This addendum is necessary not only to complete the Class EA requirements, but also to provide additional and revised information for the Minister of the Environment and his staff in considering the earlier bump-up requests now that the OMB has resolved land use issues.

As an adjunct, it should be remembered that while the Official Plan sets the City=s policies and planning objectives, the pace of development relies on the private sector. Consequently, while there are certain key features of the undertaking which are addressed in the ESR, there are other elements such as timing of the project, construction phasing and scheduling, and development charges, all of which are directly associated with and relevant to development, which must be addressed over time.

1.4.1Other Considerations B Leona Drive Closure

Throughout the planning process leading up to the OMB hearing, one of the principal concerns of the Avondale Ratepayers Association was not only the current transient traffic on the local roads within the community to the east, but the potential for this traffic to increase as a result of increased development and density levels. Evidence was introduced at the OMB hearing in this regard.

While the Board=s decision does not specifically address measures to mitigate the potential increase in non-related traffic in the adjacent residential area, staff have been sensitive to this concern and have met with the community representatives to discuss the impact of the decision.

The most effective manner to curb the transient traffic in this community is to close Leona Drive south of Sheppard Avenue. This action was taken into account in the transportation modelling with the results reflected in the traffic report.

1.5Project Study Area

For the purposes of this report, the overall study area is depicted in Exhibit 1.1. The study area encompasses areas that might potentially be directly impacted by the roadway infrastructure alternatives.

1.6Related Studies and Documentation

This Environmental Study Report Addendum is written as an addendum to the Environmental Study Report dated September 1996 and entitled ADowntown Plan South of Sheppard Avenue Transportation Infrastructure Requirements@. It is not intended as a stand-alone document and must be read in conjunction with the above named report.

1.7Environmental Study Report Addendum

Individuals that are interested in the final outcome of this planning process should review the OMB decision, OPA 393 and the September 1996 ESR in conjunction with this Addendum report.

The documentation of the planning and design process followed for a Schedule "C" project is a mandatory requirement of the Class EA process. Schedule "C" projects, therefore, carry the requirement for the preparation of a formal Environmental Study Report (ESR).

The ESR was completed in September of 1996 and placed with the City Clerk for inspection by the public, government agencies, and private agencies for a period of 30 calendar days. During this 30 day review period the Minister of the Environment received a number of Abump-up@ requests. The Minster reserved making a decision regarding these requests until an OMB hearing was held (see letter, Appendix B).

Upon completion of this Environmental Study Report Addendum, the City of Toronto is required to place the Addendum with the City Clerk for inspection by the public, government agencies, and private agencies for a period of 30 calendar days. Any person/party objecting to the contents or the conclusion of this report is required to bring those concerns to the attention of the City. Should the issues be of such a nature that they cannot be resolved to mutual satisfaction, then the person/party may, in that 30 day period, request the Minister of the Environment to Abump-up@ the project to an individual environmental assessment. The Minister shall consider both sides of the argument and make a decision.

Exhibit 1.1Project Study Area

1.8Study Team

The ESR and Environmental Study Report Addendum for the Downtown Area south of Sheppard Avenue were prepared by Cole, Sherman & Associates Ltd., on behalf of the proponent, the former City of North York (now the City of Toronto). The study team consists of the consultant plus staff from North York Transportation and Planning Departments. Cole, Sherman has expertise in the fields of transportation and roadway engineering and environmental planning/consultation.

In the areas of noise and air quality assessment, the Study Team retained the services of the following sub consultants:

S.S. Wilson & Associates - Noise Assessment

Rowan Williams Davies & Irwin Inc. (RWDI) - Air Quality Assessment

 Where appropriate the Study Team received input from the following:

City of Toronto, North York Office- Public Works Department

- Recreation Department

- Legal Department

- Finance and Property Departments

- Planning Department

- Transportation Department

City of Toronto, Metro Hall Office- Transportation Department

Ontario Ministry of Transportation

  2.0

GENERATION OF INTERIM AND ULTIMATE DESIGNS

2.1Introduction

The OMB decision changed the location of the downtown boundary, development densities within the boundary and the designated permitted uses in the Downtown plan, south of Sheppard Avenue. The land use changes affect the projected traffic flows and patterns. In addition, the OMB decision made specific recommendations relating to the composition of the road network and its location.

As a component of the addendum, interim requirements have been considered and may be deemed as those improvements necessary to support approved development. This includes the development levels approved by the OMB on both the Wittington Properties Limited and Oakburn Apartment sites.

The addendum primarily considers four items as a result of the OMB decision (as explained in Section 1.2).

The interim infrastructure requirements;

The alignment of the east service road along Tradewind Avenue;

The new road link from Poyntz Avenue to Anndale Drive, and;

Network configuration details (number of lanes and intersection configuration) required to support new development levels outlined in the revised OPA 393.

2.2Traffic Study

Resulting from the OMB decision, there are specific changes which have a direct impact on forecasted traffic volumes and travel patterns. Consequently, and in recognition that OPA 393 forms the southerly geographic area of the North York Centre Plan, those changes had to be re-evaluated through transportation modelling of the whole Centre. Acknowledging that OPA 447 (a review of the North York Centre Plan) had also been approved by the former North York Council on September 18, 1997, and that the Board=s decision on OPA 393 must then be reflected in OPA 447, further modelling of the Centre was required to ascertain the traffic effects of both the Board=s decision as well as the land use and density changes in OPA 447. Through the modelling process, a worse case scenario was determined and used for the appropriate traffic evaluation.

Subsequently, a new traffic study was undertaken for the roads directly affected by the Board=s decision, generally within the southeast quadrant of Yonge Street and Sheppard Avenue. The traffic study used the intersection turning movements and link volumes as developed through transportation modelling. The traffic study can be seen in Appendix C. The following recommendations have been made for the interim and the ultimate scenarios.

2.2.1Interim Traffic Requirements

The following is a summary of the key recommendations for the transportation infrastructure required to support interim levels of development (all currently approved development).

Peak hour traffic volumes on Avondale Avenue are estimated to approach 1000 vehicles per direction - a four-lane cross-section will be provided.

Westbound double left turn lanes are required on Avondale Avenue at Yonge Street. The storage length requirements for this heavy turning movement may extend east beyond Bales Avenue. Appropriate turn restrictions at Bales Avenue may be implemented as warranted.

The intersection of Bonnington Place and Sheppard Avenue can continue to operate as an unsignalized intersection in the interim. Northbound to westbound and westbound to southbound left turn traffic may experience delays but not in excess of those observed today.

The signalized intersection of Sheppard Avenue and Doris Avenue will continue to operate under capacity. No improvements are required on Doris Avenue but for the purposes of this study it was assumed that Sheppard Avenue would be widened to six through lanes. Restoration of Sheppard Avenue, associated with the Sheppard Subway construction will provide for this improvement in the near future.

Traffic volumes on Tradewind Avenue can be accommodated in two lanes with a jog at Anndale Drive as existing. No road improvements are required on Tradewind Avenue or Bonnington Place in the interim.

The intersection of Avondale Avenue and Tradewind Avenue will operate well, with a two-way stop-sign control where northbound and southbound traffic is stopped (a four-way stop will not operate well).

With the above improvements, all intersections except Sheppard Avenue and Bonnington Place will operate at a Level of Service D or better (all movements experience minimal delays). Sheppard Avenue and Bonnington Place will not experience delays in excess of those observed today.

2.2.2Ultimate Traffic Requirements

The following is a summary of the key recommendations for the transportation infrastructure required to support ultimate levels of development (build-out at maximum density of all potential development sites).

The East Service Road, south of Sheppard Avenue, must be established along the Tradewind Avenue corridor having a four lane cross section and designed to align with Doris Avenue through the reconfiguration of the intersection.

The intersection of Tradewind Avenue and Avondale Avenue will be signalized, particularly to handle eastbound to northbound left turn movements. Actual signalization will occur when the warrants are satisfied.

A new two-lane connection between Anndale Drive and Poyntz Avenue will be required for access to new development. This link will ease traffic operations within the southeast quadrant of Yonge and Sheppard by providing a second access to a signalized intersection on Yonge Street (Yonge and Poyntz).

Based on the AM and PM peak hour volumes that were modelled, the new four-leg intersection between Anndale Drive and Tradewind Avenue (Service Road) will have to be signalized, particularly to accommodate eastbound to northbound turning movements. Actual signalization will occur when the warrants are satisfied.

With the above improvements in place, most intersections operate at a Level of Service D or better. The intersection of Yonge Street and Poyntz Avenue shows the eastbound right turn as a critical movement. A volume of 695 vehicles was assigned to this movement in the PM peak hour. This high eastbound volume is affected by the amount of green time assigned to the through movement and Yonge Street reducing the capacity for this right turn demand.

However, this volume can be accommodated by operating the intersection in a three-phase signal cycle allowing for double right turns. All east/west pedestrian movement must be restricted to the north side of the intersection. The approved ESR for the ADowntown Service Road and Associated Road Network@ allowed for an improved and widened intersection at Poyntz and Yonge, and therefore accommodates the intersection redesign required by this addendum.

The intersection and its operations should be monitored and the necessary improvements implemented when appropriate.

2.3Interim Road Design

Based on the results of the traffic study, interim infrastructure requirements were considered and designed. It was determined that the only improvement necessary to support interim development is the widening of Avondale Avenue. First to four lanes and later, possibly to five lanes. In recognition of the Board=s approval of Wittington Properties Limited and Oakburn Apartments application, the construction detail for the widening of Avondale Avenue should first proceed with the establishment of the south curb. During the interim stage, the north boulevard width may have to be maintained at less than current standards, so as to minimize displacement of existing homes. Over time, the homes on the north side of Avondale Avenue between Yonge Street and Tradewind Avenue will be assembled into development blocks as these lands are now contained within the boundary of the Downtown Plan. Given this, it is reasonable to widen Avondale Avenue about the centreline, which is also in keeping with the recommendations of the OMB.

Two phases of interim improvements may be required. The first phase is based on short-term development aspirations, as planned by Wittington Properties Limited and Oakburn Apartments. The second phase is full interim improvements based on all currently approved development in the North York Centre.

It is understood that Wittington Properties Limited and Oakburn Apartments have short-term (within five years) development aspirations for their site. Traffic analysis confirmed that the roadway improvements required to support this growth can be limited to widening Avondale Avenue to four lanes between Tradewind Avenue and Bales Avenue and five lanes between Bales Avenue and Yonge Street. In addition, a northbound right turn lane is required on Yonge Street at Avondale Avenue. This widening may displace one residential home on the northeast corner of Avondale Avenue and Bales Avenue. Notwithstanding, it is possible, and appropriate, to hold the north curb line through this section of Avondale Avenue and provide adequate pavement width and lane configuration to the south to accommodate all of the traffic requirements associated with the approved Wittington Properties Limited and Oakburn Apartment developments. Evidence accepted by the OMB established that an interim lane configuration was feasible which would operate with a five-lane cross section immediately east of Yonge Street, tapering to four lanes at Bales Avenue. The design takes into account Wittington Properties Limited, limited ownership of the lands on the south side of Avondale Avenue and the availability of widening.

The existing residential homes on the north side of Avondale Avenue between Bales Avenue and Tradewind Avenue are generally owner occupied. For this reason, the short-term interim widening of Avondale Avenue will attempt to hold the north curb line. This will minimize the impacts to these properties until they have been assembled for redevelopment. The south curb line is set at the location of the ultimate widening of Avondale Avenue about the centreline. Because the north and the south curb locations are basically set, there are no alternatives for the interim improvements. It should be noted that with the above constraints, the lane widths for this four-lane section will be 3.4 metres. This width is reasonable as an interim condition.

In summary, the short-term development aspirations of Wittington Properties Limited and Oakburn Apartments can proceed with a four lane Avondale Avenue while holding the north curb line. This is important as it allows more time for the assembly of the homes on the north side of Avondale Avenue. The preferred interim infrastructure requirements can be seen in Exhibit 2.1.

Exhibit 2.1Preferred Interim Infrastructure Requirements

The complete interim infrastructure requirements were considered based on the build-out of all approved development applications. To support these developments it may be necessary to widen Avondale Avenue to five lanes. Traffic analysis has shown that westbound left turn queues at Yonge Street and eastbound left turn queues at Tradewind Avenue could necessitate a fifth lane from Yonge Street to Tradewind Avenue. This widening would take place on the north side as the south curb line will have been constructed in its ultimate location, in most locations, to accommodate short-term interim development. There are no alternative designs to consider for the widening of Avondale Avenue to five lanes, which is consistent with the ultimate design.

2.4Ultimate Road Design

The ultimate transportation infrastructure requirements for the Downtown Area South of Sheppard Avenue have been determined by the results of future traffic modelling (based on the build-out of all possible development in the Downtown and Uptown), traffic analysis as shown in Appendix C and the specific recommendations of the OMB decision. The following sections outline the alignments of the various components of the preferred ultimate design. Details can be seen in Exhibit 2.2.

2.4.1Avondale Avenue

The final alignment and widening of Avondale Avenue will have been constructed to support interim development levels and will remain unchanged for the ultimate. The intersection at Tradewind Avenue will have to be modified to accommodate the realigned and widened East Service Road. There are no further alternatives to consider for the widening of Avondale Avenue.

2.4.2Tradewind Avenue (The East Service Road)

The ESR completed in September of 1996 considered two alternatives for the East Service Road: i) the Midblock Alternative and ii) the Tradewind Alternative. Both alternatives had similar costs and similar transportation characteristics, however, based on planning principles, the ESR recommended the Midblock Alternative as the preferred design for the East Service Road.

One of the major decisions of the OMB was to relocate the downtown boundary to the east side of Tradewind Avenue. Given that one of the planning principals for this area is that the service road can set the location of the boundary, it is appropriate to select the Tradewind Alternative as the new preferred East Service Road. Indeed, this is the specific recommendation of the OMB decision.

Exhibit 2.2Preferred Ultimate Infrastructure Requirements

It is City policy that the curb line of the service road be set 12 metres from the property line of the stable residential neighbourhood. This policy sets the easterly curb for the south section of the East Service Road. The north end of the East Service Road must align with the service road north of Sheppard Avenue, known as Doris Avenue. Given that the skew angle between Sheppard Avenue and Doris Avenue can not be less than 70 degrees (for good operations, sight lines and safety) the northern alignment of the new East Service Road is also fixed. In order to provide continuity of the service road, property is required from the Toronto Separate School Board on the northeast corner of Doris Avenue and Sheppard Avenue in order to accommodate a proper redesign of the intersection. Given the above constraints, there are no alternatives for the design of the Tradewind Avenue, East Service Road.

2.4.3East-West Link

The OMB recommended that a link be constructed between Poyntz Avenue and Anndale Drive. Given the increase in traffic resulting from higher densities and a larger downtown, it is clearly beneficial to have two signalized intersections with Yonge Street between Highway 401 and Sheppard Avenue. This additional east-west road also sets a grid network and lends itself to more regular development parcels with improved access and increased frontage. Although not a recommendation of the previous ESR, given the predicted increase in traffic, it is clear that the addition of this link will be beneficial to the development of the Downtown Area south of Sheppard Avenue, and a benefit to the traffic operations and flow characteristics. The required property for this road will be taken at the time of development (property along Anndale Drive is also required for ANorth York Square@ parking mitigation B see Section 3.8.1). The only impact associated with this new link is an increase in construction cost.

The west end of this link is fixed by the necessity to avoid the Proctor and Gamble building while maintaining alignment with Poyntz Avenue across Yonge Street. The east end of the link is fixed by the necessity to provide access to the relocated underground parking for North York Square, while aligning with Anndale Drive east of Tradewind Avenue. Between these fixed ends, alternative alignments were considered. Given the limits of geometric design (design speed 40 km/h B curve radius 55 metres) and the desire to create more regular development blocks only one alternative is considered reasonable, as shown in Exhibit 2.2. A third turning lane is provided within a standard 23.0 metre right-of-way, to improve operations.

3.0THE RECOMMENDED ULTIMATE DESIGN

This chapter documents the engineering details and the associated impacts for the preferred ultimate transportation infrastructure improvements. As discussed in the previous chapter, the Tradewind corridor is the preferred alignment for the East Service Road.

The recommended ultimate infrastructure improvements include the following:

Northbound right turn lane on Yonge Street at Avondale Avenue;

Widening of Avondale Avenue to five lanes (about the centreline);

Two lane link between Poyntz Avenue and Anndale Drive (with a third continuous left-turn lane);

Realignment of Doris Avenue just north of Sheppard Avenue;

Extension of the East Service Road south from Doris Avenue to Avondale Avenue along the Tradewind Avenue corridor.

This section of the report will serve as a forum for discussing and displaying engineering work that has been completed on the recommended infrastructure improvements. In addition, this chapter should replace Chapter 6 of the original ESR.

3.1Roadway

3.1.1Cross-Section

A typical cross-section was developed for the four-lane east service road, as seen in Exhibit 3.1. This cross section includes four 3.5 metre lanes with a 6.0 metre boulevard and 1.5 metre concrete sidewalks on both sides of the street. The typical section on Avondale Avenue is the same except there is a fifth 4.5 metre continuous centre left turn lane.

The typical cross-section for the new road link between Poyntz Avenue and Anndale Drive can be seen in Exhibit 3.2. This section includes a pavement width of 11.0 metres with a 6.0 metre boulevard and concrete sidewalks on both sides of the street. The large pavement width is to allow the designation of turn lanes as necessary in order to avoid impeding the flow of through traffic.

3.1.2Horizontal Alignment

The details of the horizontal alignment for the proposed improvements can be seen in Exhibit 2.2 in Chapter 2 of this addendum.

Exhibit 3.1Typical Cross-Section for East Service Road

Exhibit 3.2Typical Cross-Section for Link Between Poyntz and Anndale

3.1.3Vertical Alignment

The vertical alignment of Avondale Avenue will be unchanged from the existing. The vertical alignment of the East Service Road must meet the existing grade at Avondale Avenue/Oakburn Crescent in the south and Sheppard Avenue/Doris Avenue in the north. Between these fixed points the profile will follow closely that of existing Tradewind Avenue. The link between Poyntz Avenue and Anndale Drive must meet existing grades at Yonge Street and Anndale Drive. Between these points the profile will closely follow the existing topography. A detailed profile will be developed for all of these improvements at the time of detail design.

3.2Proposed Drainage System

The drainage on all the roads within this undertaking will be by urban storm sewer and catchbasin. On Avondale Avenue the existing stormwater system will be modified to accept the widening. On the East Service Road and the link, a new storm sewer system will be constructed and connected to existing systems. The details of drainage will be finalized during the detail design of these roads.

3.3Right-of-Way Requirements

On Yonge Street, the City of Toronto requires approximately 4.0 metres of property and additional daylighting for the northbound right turn lane at Avondale Avenue. The necessary land is to be provided by Wittington Properties Limited through its plan of subdivision.

On Avondale Avenue 5.2 metres of property is required from both sides of the street. Wittington Properties Limited has acquired most of the residential properties on the south side of Avondale Avenue. The properties on the north side of Avondale Avenue are expected to assemble in the future based on an increase in density and a high redevelopment potential. It is anticipated that all property dedications to the city will occur with redevelopment.

For the service road south of Anndale Drive, no property is required on the east side of the road as the existing right-of-way of Tradewind Avenue is being utilized. However, an 11.9 metre property acquisition is required on the west side. Again, it is expected that these residential properties will assemble in the future based on an increase in density. North of Anndale Drive a 26.0 metre right-of-way is required, flaring out to 30.0 metres at Sheppard Avenue. North of Sheppard Avenue, property is required from the Toronto Separate School Board in order to accommodate a proper redesign of the Doris/Sheppard intersection.

The basic right-of-way requirement for the link between Yonge/Poyntz intersection and Anndale Drive is 23.0 metres. As >downtown= property redevelops in the future, this right-of-way will be a requirement of any development proposals. West of Yonge Street 10.0 metres of property is required from the north side of Poyntz Avenue as outlined in the approved Environmental Study Report entitle ADowntown Service Road and Associated Road Network@, dated April 1991. The actual road design of this intersection may change over time as a result of ongoing monitoring of traffic activity.

Bales Avenue will also be extended north as a continuation of the existing 20.0 metre right-of-way to intersect with the new link between Anndale and Poyntz.

Exact property requirements for this project will be determined during the detail design of the road network.

3.4Utilities

The existing storm sewer system on Avondale Avenue will be modified to accommodate the widening of the road. On the east service road, a new storm sewer system will be constructed and connected to the existing systems on Avondale Avenue and Sheppard Avenue. A new storm sewer will be required to service the link between Poyntz Avenue and Anndale Drive.

It is not known at this time what the requirements are for sanitary and watermain services on the east service road or the link to support future development. This will be determined as development occurs.

On the south side of Avondale Avenue, the utility poles (bell, hydro and luminaires) will require relocation as a result of the widening.

Specific details will be supplied to each affected utility company during the detail design stage of the project to determine necessary plant relocation.

3.5Preliminary Construction Cost Estimate

Preliminary quantities and construction costs have been developed for the ultimate infrastructure improvements as described in this chapter. These include costs for every component of the infrastructure improvements excluding property acquisition, utility relocation, construction staging, and removal of residential homes. The construction cost of the preferred alternative including the Tradewind service road, the widening of Avondale Avenue, the link from Poyntz Avenue to Anndale Drive and the northbound right turn lane on Yonge Street can be seen in Exhibit 3.3.

The total roadway construction cost is $2.6 million. This excludes the cost of the parking mitigation at North York Square (estimated at $1.7 million).

This construction cost is preliminary only. Detailed costing will be completed as a part of the detail design assignment.

Exhibit 3.3Preliminary Construction Cost Estimate

3.6Noise

The engineering firm of S.S. Wilson and Associates has conducted an environmental noise impact analysis for this project.

With the Tradewind Avenue corridor being the alignment of the east service road, it changes the effect on the houses in the stable residential neighbourhood to the east. The change in the level of noise at a number of houses is considered marginally significant with noise levels increasing closer to the service road. In some instances, those houses directly abutting or adjacent to the road right-of-way may experience significant change.

The introduction of a new noise source (i.e. traffic on the east service road), particularly during rush hours, produces a noticeable increase over the existing ambient levels. Change to the ambient is one of the criteria used in evaluation of noise impacts when considering a project.

The Ministry of Environment and Energy and the Ministry of Transportation have a protocol and policy for addressing noise impacts, which establishes a 55 dBA level as desirable for new or retrofit highway projects. The protocol is general and does not distinguish between urban and suburban settings, but the policy sets guidelines whereby increases up to 5 dBA above the ambient are considered insignificant and therefore mitigation measures are not required. However, increases greater than 5 dBA, require an investigation for implementing mitigation measures within the road right-of-way. Mitigation is warranted only if the project costs are not significantly affected and if the measures are capable of producing 5 dBA or more reduction in sound exposure. Measures that produce less than 5 dBA attenuation at the first row of houses are not considered cost effective.

The North York Centre is a Major Metropolitan Centre, and its activities are more in keeping with the normal five-day business week with the highest noise levels coincident with the established peak period hours. Therefore, changes to the ambient should not be considered as the primary factor or the only factor when examining the noise impact of the east service road without reference to the absolute noise levels.

More appropriately, the absolute levels (real levels) generated by traffic during the peak hours are considered acceptable in the context of developing an Aurban centre@.

During the night (11:00 p.m. - 7:00 a.m.) sound exposures close to the service road are expected to be consistent with an urban residential neighbourhood and in most cases will be within the MOEE nighttime sound exposure guideline limits for new development.

Daytime (7:00 a.m. - 11:00 p.m.) sound exposures close to the east service road are expected to be similar to those experienced by residents close to a mixed-use (commercial/residential) environment.

It is important to note that the most significant changes in traffic noise will apply to a relatively small number of residences immediately adjacent to the east service road. Noise walls can effectively mitigate noise impacts; however the height of such walls would be in the range of 2 to 4 metres. Flanking the community with noise barriers is not desirable as they can create shadowing, visual intrusion, security concerns, wind activity, snow drifting and ongoing maintenance with respect to graffiti and/or malicious damage. For the above reasons, noise walls are not preferred.

Berms can be effective, but the primary concern is to provide sufficient width in the buffer area in order to achieve the necessary height. In certain cases this would require significant property acquisition. The slope of the berms would have to be in a reasonable range having a maximum grade of 4:1 to allow maintenance, reduce erosion and be conducive to planting a variety of vegetation. Whenever possible, a landscaped buffer area will be provided adjacent to the service road to lessen the visual impact and aid in the reduction of increased noise levels.

Again, it must be recognized that the road network for the Uptown Secondary Plans also had areas where noise increases were identified to be marginally significant but in comparison with the overall benefits of developing the plans, the increase in noise levels has been accepted. The highest dBA levels in the study area south of Sheppard Avenue effecting single family residential property is predicted at 66 dBA, while similarly in the Uptown Plan which has been approved, there are a number of locations where 66 dBA noise levels have been predicted and at one location, 70 dBA.

The report entitled >Noise Impact Assessment for the Proposed East Service Road South Downtown Planning Area=, dated April 19, 1996, was appended to the September 1996 ESR.

3.7Air Quality

Rowan Williams Davies and Irwin Inc. (RWDI) was retained to address air quality concerns resulting from the proposed transportation infrastructure.

Air quality concerns were addressed by numerically modelling vehicular emissions of carbon monoxide (CO) and oxides of nitrogen (NO₂) for a representative intersection along the proposed route (Doris Avenue/Tradewind service road and Sheppard Avenue).

It was predicted that for the design year 2020, vehicular traffic along the proposed service road will not produce ambient levels of CO and NO₂ that exceed Ontario's Ambient Air Quality Criteria. This conclusion is based on the results of dispersion modelling under a combination of worst-case meteorological conditions, peak traffic and high background pollutant levels. It is therefore expected that the levels of CO and NO₂ at the receptors examined, as well as for the intersection as a whole, will frequently be less than the values predicted in the air quality study.

The report entitled AAir Quality Assessment for East Service Road North York, Ontario@, dated April 30, 1996, was appended to the September 1996 ESR. This report was based on the Midblock service road alignment and has since been updated by letter, as seen in Appendix D.

3.8Mitigation and Effect of Properties Within the Plan

3.8.1North York Square - 45 & 47 Sheppard Avenue East

The property known as North York Square located at 45 & 47 Sheppard Avenue East will now be situated at the southwest corner of the new east service road and Sheppard Avenue. The service road will displace the existing access to the site as well as surface and underground facilities and parking. Mitigation is required to resolve these impacts.

The existing access to the site and the ramp to the underground parking will be relocated to Anndale Drive. This new entrance will provide access to the new link, better circulation and a more desirable point of access from an operations perspective.

The reconfiguration of the site as a result of the new east service road will displace 41 underground parking spaces, all of which can be replaced by the construction of new underground parking at the south end of the existing facility. In order to accommodate this parking, and as a part of the mitigation, the seven properties on the north side of Anndale Avenue, south of North York Square will have to be acquired to be incorporated into the site. In addition, the newly acquired property will provide space to add new surface parking facilities and/or replace landscaped green space. Details of the above can be seen in Exhibit 3.4. Underground parking spaces that are removed are shown with an AX@, replaced underground spaces are shown with a AT@.

The estimated cost for this mitigation (excluding property) is $1.7 million.

3.8.2Bonnington Place

As can be seen from Exhibit 2.2, all properties along the west side of Bonnington Place are required for the service road. While the OMB moved the boundary of the Downtown Plan to the easterly limit of Bonnington Place, it is unlikely that the residual lands after the taking for the road right-of-way have development potential.

The density from these lands can be transferred to other host sites in accordance with the policies of the Official Plan. The residual lands along Bonnington Place in all likelihood will be landscaped as a buffer area between the service road and the stable residential area to the east.

Exhibit 3.4Parking Reconfiguration for North York Square

 3.8.3Toronto Separate School Board (TSSB) B 80 Sheppard Avenue East

As can be seen from Exhibit 2.2, the property acquisition required from the north side of Sheppard Avenue to accommodate the reconfiguration of the Doris Avenue/Sheppard Avenue intersection, may remove frontage from the TSSB administrative offices. The detail of property acquisition and specific mitigation will be negotiated with the school board at the appropriate time.

3.8.4Proctor and Gamble B 4711 Yonge Street

As the OMB has now moved the Downtown boundary further to the east which effectively includes Bales Avenue as a road within the Downtown plan, the previous access restrictions to Bales Avenue from the Proctor and Gamble office building no longer apply. Indeed, access to Bales Avenue has already been provided from the site as a temporary mitigation measure associated with the Sheppard Avenue Subway construction. It is now intended that this temporary access become a permanent point of access as part of mitigating the effect of the new road network proposed in this addendum report.

With the development of the Anndale Drive westerly extension to the Yonge Street/Poyntz Avenue intersection, current egress from the site will change. Further access arrangements may have to be negotiated at the appropriate time, which may include controlled egress to the new Anndale Drive westerly extension.

3.9Potential Environmental Impacts and Mitigation Measures

The recommended alternative effectively mitigates any measurable environmental concerns related to this project with the exception of environmental issues perceived with the increase in transient traffic into the stable residential neighbourhood to the east. As identified earlier in the report, this can be resolved with the closure of Leona Drive, south of Sheppard Avenue.

3.10Commitments to Further Work

Upon approval of this study, the City of Toronto will commit to several specific actions as part of the detail design and construction of this project. It should be noted that the timing of construction of the transportation infrastructure improvements is dependent on private sector development and as such, is unknown. The specific commitments are as follows:

Proceed with the physical closure of Leona Drive as soon as possible after the ESR Addendum has been approved;

Detail design plans will be developed illustrating proposed stormwater management measures for review and approval by the Ministry of the Environment, the Ministry of Natural Resources and the Toronto Conservation Authority;

The required relocation of utilities will be coordinated with each affected utility company;

The City of Toronto, North York Office will proceed with negotiations for property acquisition and encroachment agreements with impacted owners as development proceeds and requires the need for the infrastructure. Such negotiations shall include mitigation and compensation; and,

The City will continue to develop, in conjunction with individual property and business owners, entrance treatments for their individual driveways during and after construction.