West Toronto Railpath Extension
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West Toronto Railpath Extension
Update May 2018 – Detailed Design
The Detailed Design phase of the West Toronto Railpath Extension (WTRE) is currently underway. This task is being carried out jointly by the City of Toronto and Metrolinx with assistance from Hatch Limited, and is expected to be completed by Spring 2019.
A complete design plan will be developed that will guide the future construction of the Railpath Extension multi-use trail, including detailed plans and drawings for:
- Four pedestrian-cycle bridges: over the Barrie rail corridor south of Dundas St. West (with provision for future connection to Sorauren Park), over Lansdowne Av., over Brock St. and over Queen St. W.
- Trail surface
- Landscape architecture and plantings
- Trail amenities at street access points such as benches, waste and recycling receptacles, bike parking options, etc.
Acts, regulations and City by-laws that may need to be adhered to will be incorporated into the design, including the Migratory Birds Convention Act, Ontario Heritage Act and Noise Control By-law, amongst others. In addition, where the trail route intercepts public utilities, review and approvals will be required from Metrolinx and utility companies including Hydro One and Enbridge Gas.
The Detailed Design phase will also require coordination with other projects planned in the area, including:
- Barrie Rail Corridor Expansion
- Kitchener Rail Corridor Expansion (including modifications to West Toronto Railpath Phase 1, north of Dundas St. West)
- Bloor-Lansdowne GO Station Environmental Assessment Study
- King-Liberty SmartTrack Station design
To date, the first steps of the Detailed Design have included surveying the project site, conducting archeological studies, gathering background data and reviewing municipal, provincial and federal standards and guidelines that are relevant to the design and construction of the trail.
Opportunities to Get Involved
Public engagement is an important element of this project. The first of two public events on the Detailed Design will be held in Summer 2018. City of Toronto staff and members of the project team will provide updates on the Detailed Design and receive feedback from the public. Information about this event will be posted on this website and shared through the project mailing list.
Several meetings will be scheduled with key stakeholders including property owners, community organizations and residents to discuss topics such as access points to the trail, safety, lighting, and plantings.
The City will also be seeking advice from the Design Review Panel (DRP) whose mandate is to assist City Council in fulfilling Official Plan objectives by providing City staff with professional design advice on public and private developments. The project team first presented to the DRP on September 18, 2013. The City and Metrolinx will be going back to the DRP to seek advice on the design for the Railpath Extension.
The limits of the WTRE Detailed Design phase are from Dundas St. West and Sterling Rd. south to Abell St. and Sudbury St. These limits were identified through the Environmental Assessment (EA) Study process, which was completed in Spring 2016. The EA study also determined the preferred trail alignment and the location of access points to local streets. Most of the Railpath Extension will be located within the Metrolinx owned rail corridor, with an on-street segment immediately adjacent to the rail corridor south of Queen St. The preferred alignment was determined in coordination with Metrolinx.
As part of the EA study, options for the proposed trail segment from Abell St. south to King St. West were reviewed and presented at a public meeting in December 2014. At that time, the project team did not recommend an alignment for this section and acknowledged that further study and consultation would be needed before trail alignment can be determined for this area. As a result, the proposed trail segment south of Abell St. was not included in the Railpath Extension. Currently, this particular area is experiencing many changes including new development applications, Metrolinx track expansion for Regional Express Rail (RER) and electrification, and planning for a new SmartTrack/GO RER station.
There is ongoing discussion about how the Railpath Extension will tie in to the planned King-Liberty SmartTrack station as part of the station design process. For information about station design and related public consultation, visit the SmartTrack website.
What needs to happen before construction can begin?
Before construction of the West Toronto Railpath Extension begins, the Detailed Design must be completed and an agreement on land ownership must be in place between the City and Metrolinx, which are currently underway. The timeline for construction of the Railpath Extension is influenced by a number of factors, including coordination with Metrolinx construction projects mentioned above, such as the Barrie Rail Corridor Expansion and Electrification. Construction of the Railpath Extension will need to be coordinated with the implementation of these projects.
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In 2001, City Council adopted the Toronto Bike Plan which set out short and long-term goals for on and off-street cycling infrastructure. The Toronto Bike Plan identified an off-road trail connection along the Georgetown GO Transit rail corridor from north of Dupont Street to Strachan Avenue.
The first phase of the West Toronto Railpath from Cariboo Avenue (just north of Dupont) to the Dundas Street West Overpass along the rail corridor was completed in 2008. This section of Railpath received the 2011 City of Toronto Urban Design Award.
In June 2012, City Council adopted the multi-year Bikeway Trails Implementation Plan and new trail connection priorities. These priorities included a recommendation for an environmental assessment study to develop a preferred route to extend the West Toronto Railpath south from Dundas Street West to Strachan Avenue.
The City of Toronto has completed a study for the next phase to extend the West Toronto Railpath from Sterling Avenue (at Dundas Street West), along the Kitchener GO rail corridor to just south of Queen Street West (at Abell Street).
The study determined:
- Preferred alignment of the Railpath extension
- Urban design features such as landscaping, public art, bike parking, signage and lighting
- Access points linking the Railpath to communities along the rail corridor
- Design options for new pedestrian and bicycle bridges that may be required, and feasibility and cost-effectiveness of the different options
The City’s goal is to commence construction of the Railpath Extension in 2019 after Metrolinx has completed construction within their corridor for GO Transit service expansion and the Air-Rail Link service from Union Station to Pearson Airport.
This study followed a Municipal Class Environmental Assessment (Class EA) Schedule ‘C’ process, which included identifying the problem/opportunity, developing and evaluating a reasonable range of alternative solutions, and providing opportunities for public input.
The City completed the West Toronto Railpath Extension study report and issued it for a 30-day public review period from January 14 to February 15, 2016.
Environmental Assessment Final Report Summary & PDFs
Purpose and Study Area
The purpose of the West Toronto Railpath Extension Municipal Class Schedule C Environmental Assessment (EA) Study is to create a continuous multi-use trail system with connections to surrounding communities, accompanying cycling infrastructure and facilities to extend the existing West Toronto Railpath (WTR). The study area generally follows the existing West Toronto Railpath from the Dundas Street West Overpass (at Sterling Road), along the Kitchener GO rail corridor, to Strachan Avenue and the planned Fort York Pedestrian & Cycle Bridge. A combination of city streets and rail corridors with bridge crossings over existing streets are part of the route. A map of the study area is included in Figure 1.1 in Section 1 of the Environmental Study Report. The WTR Extension Study has assessed a number of options to facilitate expansion of this west-end trail system and has identified a preferred alternative solution with preliminary design concepts.
The West Toronto Railpath has been a candidate for a multi-use trail since the 1998 Inventory of Cycling Trail Opportunities in Rail and Hydro Corridors Report which was further examined Pre-Engineering/Cost Assessment of Trail Opportunities in Rail and Hydro Corridors Study in 2000. With the acquisition of the 2.1 km section of former rail lands from Canadian Pacific (CP), the City implemented the first phase of the WTR (Cariboo Avenue to Dundas St. W. Overpass) in 2008. In June 2012, the City of Toronto adopted new trail connection priorities and the multi-year Bikeway Trails Implementation Plan which recommended an Environmental Assessment (EA) for the WTR extension and development of a preferred route alignment (Dundas St. W. Overpass to beyond Strachan Ave.).
The Bikeway Trails Implementation Plan envisioned an alignment of the trail which runs along the Kitchener GO rail corridor and became known as the DREAM TRAIL alternative for the EA study. This route requires running parallel to the rail corridor on its northeast side, either within the corridor or immediately adjacent to it. It would provide a direct, diagonal connection through Toronto’s west end. It would develop a strong identity by taking advantage of the presence of adjacent rail activity and the character of formerly industrial neighbourhoods that were developed along the rail lines.
General Project Description
From the outset, the City recognized that unlike the existing West Toronto Railpath, there was not sufficient space available within the rail corridor and some segments of the extension would need to be aligned on city streets or along the rail corridor on private properties. Section 1.4 divides the study area into the following three segments to help understand key issues and area specific challenges for each:
- Segment 1 (North) – How to cross Dundas Street West, GO Barrie rail corridor and Lansdowne Avenue
- Segment 2 (Centre) – Lack of space available to continue WTR in or immediately along the rail corridor from Lansdowne Avenue to Dufferin Street
- Segment 3 (South) – How to proceed south of Queen Street West beyond Strachan Avenue where there is no space available within the rail corridor
The West Toronto Railpath Environmental Assessment was conducted in accordance with the requirements of the MCEA, Schedule C, as amended in 2015. This process consists of five phases with mandatory points of public contact, with the focus being a comprehensive and traceable decision-making process. The five phases include the following:
- Phase 1: Identify the problem (deficiency) or opportunity
- Phase 2: Identify alternative solutions to address the problem or opportunity by taking into consideration existing environment, and establish the preferred solution taking into account Public and Review Agency input. Determine the appropriate Schedule for the undertaking and document decisions
- Phase 3: Examine alternative methods of implementing the preferred solution, based upon the existing environment, public and Review Agency input, anticipated environmental effects, and methods of minimizing negative effects and maximizing positive effects
- Phase 4: Document, in an Environmental Study Report (ESR), a summary of the rationale, and the planning, design and consultation process of the project. The ESR is filed with the Ministry of the Environment and Climate Change (MOECC) and placed on the public record for a 30 day review period
- Phase 5: Complete contract drawings and documents, and proceed to construction and operation, with appropriate monitoring (MCEA, 2015), conditional on the project approval following the ESR submission
As per the MCEA requirements, the Environmental Study Report (ESR) has been prepared to document the West Toronto Railpath Extension Schedule C MCEA project activities, correspondence, and decision-making process up to and including Phase 4 of the MCEA process.
City of Toronto, Government of Ontario, Metrolinx and several non-governmental groups are actively promoting healthy living opportunities, active transportation and developing useful policies and plans to justify and guide the development of active transportation like the West Toronto Railpath Extension. Section 2 provides several examples of these polices and plans.
The WTR Extension would pass through different west-end neighbourhoods where there is an assortment of existing and planned transportation infrastructure, private development projects, bicycle facilities, and transit service. Sections 4 and 6 provide an extensive listing of existing and planned transportation infrastructure and area conditions which were important considerations for identifying the problems and opportunities.
Public consultation was carried out in accordance with the consultation requirements set out in the Municipal Class Environmental Assessment (MCEA) document. Stakeholder groups included the public (area residents and interested persons), Aboriginal communities, Review Agencies, Technical Advisory Committee, Key Stakeholders (community groups, agencies, property owners and utilities within the study area) and local politicians.
An extensive consultation program was followed. Three public events and two stakeholder workshops were held over the course of the Study. Consultation with the public, various stakeholders, and agencies was also a key component. The Project Team met with various groups and gathered valuable input and varying opinions. Section 3 provide further details on the consultation participants, activities conducted and Appendices A through I provides applicable records and correspondence.
The West Toronto Railpath Extension project team developed the following problem or opportunity statement to be addressed through this Class EA:
An opportunity exists to provide a continuous high-quality active transportation facility, to connect local communities and to link with other active transportation facilities while travelling within/along the GO Kitchener rail corridor from Dundas Street West and to the planned Fort York Pedestrian and Cycle Bridge.
Evaluation Criteria and Alternative Solutions
The Class EA recognizes that there are different ways to solve a problem or provide an opportunity which requires that various alternative solutions be considered. Section 7.5 provides a list of the alternative solutions for each of the three Segments (North, Centre, and South). Sections 7.6 and 7.7 detail the evaluation of those alternatives.
The alternative solutions were comparatively evaluated based on a set of evaluation criteria that was developed based on the broad definition of the environment as described in the Environmental Assessment Act. The comparative evaluation considered existing conditions, including the transportation, engineering and economic, cultural and natural environment features in the study area, and the various planning considerations described in this report. The alternative with the least environmental effects and the most technical benefits formed the rationale for the preferred alternative design solution.
The alternatives were also weighed heavily against the alignment of the “Dream Trail” while recognizing that the context and conditions of the study area have changed significantly since the Bikeway Trails Implementation Plan (2012) was prepared. The original vision of the WTR at the time has remained a compelling ultimate goal for local residents, cyclists and others.
Preferred Alternative Design Solution
The recommended design concept features considered for the “Dream Trail” are feasible for the North and Centre segments and a part of the South segment from Dufferin Street to Abell Street and can be implemented in the short term. However, “Dream Trail” solution for the South segment from Abell Street to the Fort York Pedestrian and Cycle Bridge require further study. As part of this Environmental Assessment Study, there is no recommendation for Segment 3 (South) from Abell Street to King Street West. Further study and consultation is needed to develop a viable route for this challenging segment and section 7.6 describes the challenges in the evaluation of the alternative solutions. The alternative solutions requiring further study are also highlighted in grey below.
The preferred route is outlined in the table below and is further described in Section 7 of the report. The number of each solution corresponds to how it was shown to the public and is listed in Section 7.5.
Achievable in short -term refers that short term solutions will be implemented in less than five years.
Short/Medium/Long -Term Solutions for Implementation of West Toronto Railpath Extension
|Alternative Solutions||Short/Medium/Long Term|
|Solution 1B (North Segment) Dundas Street West to Lansdowne Avenue – In the rail corridor (part of “Dream Trail”)||Achievable in the short-term|
|Solution 2B (Centre Segment): Lansdowne Avenue to Dufferin Street – In the rail corridor (part of “Dream Trail”)||Achievable in the short-term|
|Solution 3.1B (South Segment): Dufferin Street to Abell Street – Adjacent to rail corridor (part of “Dream Trail”)||Achievable in the short-term|
|Solution 3.2B (South Segment): Abell Street to King Street West – Adjacent to the rail corridor (part of “Dream Trail”)||Further Study needed|
|Solution 3.2C (South Segment): Sudbury Street from Abell Street to King Street West||Further Study needed|
|Solution 3.3B (South Segment): King Street West to Fort York Ped and Bicycle Bridge – Adjacent to the rail corridor (part of “Dream Trail”)||Further Study needed|
|Solution 3.3C (South Segment): King Street West to Fort York Ped and Bicycle Bridge along King Street West/Douro Street/Wellington Street West||Further Study needed|
|Solution 3.3D (South Segment): King Street West to Fort York Ped and Bicycle Bridge along King Street West/Shaw Street/Douro Street/Wellington Street West||Further Study needed|
For the achievable solutions listed above, figure 7-2 provides a map of the Preferred Alternative Solutions and section 7.9 describes design concepts (e.g. different cycling and pedestrian facility types) that could be implemented as part of the WTR route. Design concepts will be further defined upon completion of this Study.
Section 7 also provides a preliminary set of commitments to be adhered to during detailed design, construction and/or post construction. These commitments relate to the protection of natural features, archaeological and cultural heritage resources, and air quality, and provide for stormwater management, traffic management, post-construction monitoring and future consultation. If additional mitigation measures are noted during the detailed design phase, these will be captured as part of the construction tender documents.
Potential Environmental Effects and Mitigation Measures
Section 8.4 outlines the various facets of WTR implications as well as the recommended approaches to dealing with and solving these concerns. Divided into six subsections which highlight the environmental effects and required mitigation measures related to the:
- Natural environment, including vegetation, wildlife, fish habitat and aquatic ecosystems, surface water, groundwater and drainage/stormwater;
- Social and cultural environments, including noise, vibration, air quality and archaeological and built heritage features; and the
- Transportation environment, including traffic and transit operations and surface and subsurface utilities.
Implementation of the mitigation measures described in this MCEA will make sure that short-term disturbances are managed by the best available methods. As described in section 6.4.1 of this report, the significant construction and development activities in the rail corridor and lack of access to private property components both suggest and necessitate possible impacts be further assessed during the detailed design and implementation phases.
Next Steps – Environmental Study Report and Part II Orders
Environmental Study Report (ESR) is defined as the documentation for a specific project planned in accordance with the procedures for Schedule C projects, setting out the planning and decision-making process, including consultation practices, which has been followed to arrive at the preferred solution. The ESR also sets out the mitigating measures proposed to avoid or minimize environmental impacts (MCEA, 2015).
As per the MCEA 2015 requirements, this ESR has been prepared to document the WTR Extension Schedule C MCEA project activities, correspondence and decision-making process up to and including Phase 4 of the MCEA process.
To view complete report, list of figures, tables and appendices contact Maogosha Pyjor at 416-338-2850 or email Maogosha.Pyjor@toronto.ca.
What is an Environmental Assessment study?
An environmental assessment (commonly known as an EA) is a study required by the Ontario Ministry of the Environment and Climate Change (MOECC) to assess the potential positive or negative effects of an individual project on the environment. Social, cultural and economic aspects are also considered. Key components of an environmental assessment include:
- consultation with government agencies and the public
- consideration and evaluation of alternatives
- management of potential environmental effects
What type of Environmental Assessment is this study?
The study was planned in accordance with the guidelines set out in the provincially approved document titled “Municipal Class Environmental Assessment” (Municipal Engineers’ Association, October 2000 as amended in 2007 and 2011) and falls within the category of a Schedule ‘C’ Class Environmental Assessment. Visit the Municipal Class EA process for more information.
What area is covered by the West Toronto Railpath Extension study?
The Study Area commences at the southern terminus of the existing West Toronto Railpath at Dundas Street West/Sterling Road and continues south-easterly along the Georgetown GO Transit corridor to Strachan Avenue. The Railpath was intended to connect with the planned Fort York Pedestrian and Cycle Bridge which is now called Garrison Crossing.
What was the purpose of the West Toronto Railpath Extension study?
The intention of the study was to determine a preferred alignment for the Railpath Extension from Dundas Street West to the planned Fort York Pedestrian and Cycle Bridge (now called Garrison Crossing). As reported in the EA, there are a number of technical challenges which require further study east of Abell Street and therefore, the EA Study recommended a preferred alignment/route between Dundas Street West and Abell Street.
The area east of Abell Street (between Queen Street West and King Street West) is experiencing many changes including new development applications, Metrolinx track expansion for Regional Express Rail and Electrification, a new SmartTrack/GO RER station in the Liberty Village and King Street West area. These future and potential plans will be taken into account during the detailed design of the Railpath Extension south of Queen Street.
Why is this project being done now?
In December 1998, the West Toronto Rail Corridor was first identified as a candidate for a multi-use trail in the Inventory of Cycling Trail Opportunities in Rail and Hydro Corridors report.
The Railpath idea had also been discussed at resident association meetings in Toronto’s west end for years. In 2001, a group of members of the Roncesvalles Macdonell Residents’ Association formed a partnership with the Community Bicycle Network and Evergreen, and began working actively towards making the project a reality with the goal of assisting the City in the creation and stewardship of a multipurpose linear park.
With the first phase completed between Cariboo Avenue and Dundas Street West overpass, the purpose of this study was to identify, examine, and document the issues – including preparation of the preliminary design for the implementation of the second phase from Dundas Street to what has how been determined to be Abell Street.
Will the West Toronto Railpath Extension continue in the Rail Corridor?
The West Toronto Railpath Extension will be accommodated in the rail corridor from Dundas Street West to approximately Queen Street West. South of Queen Street West, the lands in and adjacent to the rail corridor are more constrained due to Metrolinx’s railway track expansion plans and as a result there will be an on-street portion between Queen Street West and Abell Street.
What were the key issues that needed to be addressed in selecting a preferred Railpath alignment during the environmental assessment study?
- Crossing Dundas Street West from the north to the south (e.g. space below Dundas overpass, then bridge design on south side of birdge to cross tracks, bridge landing points, private property impacts)
- Addressing the limited space available within rail corridor between Dundas Street West and Queen Street West
- Proceeding south of Queen Street West where there is no space within the rail corridor to align the trail
Environmental Study Report and Next Steps
What is an Environmental Study Report?
An Environmental Study Report (ESR) was prepared to document the West Toronto Railpath Extension Schedule C Municipal Class EA project activities, correspondence and decision-making process up to and including Phase 4 of the EA process. The ESR was prepared for public record and provided an opportunity for the public, review agencies, Ministry of the Environment and Climate Change (MOECC) and other project stakeholders to review the process.
Phases 1 to 4 of the Environmental Assessment process have now been completed:
- Phase 1 identified the study purpose (problem & opportunity within the study area) and set project objectives
- Phase 2 identified and evaluated alternative trail alignment options including community access points
- Phase 3 identified and evaluated alternative design concepts for the preliminary preferred route (solution)
- Phase 4 completed the Environmental Study Report (ESR)
- Phase 5 complete design and proceed to construction
What is the final trail alignment documented in the ESR?
The recommended solution, as documented in the Environmental Study Report (ESR), will consist of a new multi-use trail aligned in the rail corridor from the Dundas Street bridge to Queen Street (east side of the railway corridor) and on-street and adjacent to the rail corridor from Queen Street to Abell Street.
There will be five new multi-use trail bridges as part of the route including bridges over the Barrie GO rail corridor, Lansdowne Avenue, Brock Street, Dufferin Street and Queen Street West.
Now that the project is approved by MOECC, what are the next steps?
On May 17, 2016 the Minister of the Ministry of Environment and Climate Change (MOECC) approved the West Toronto Railpath Extension Environmental Assessment (EA) study. The project is now moving into the implementation phase. The implementation phase (Phase 5) includes completion of detailed design, contract drawings and documents, followed by trail construction and operation with appropriate monitoring, as detailed in the Environmental Study Report.
The City is working with Metrolinx to commence detail design later in 2017.
There is no confirmation of a construction start date. Most of the Railpath extension is located within the Metrolinx owned rail corridor and construction requires coordination with Metrolinx
Multi-use Trail Design and Construction
What happens during detailed design?
Detailed design will include refinement and finalization of the preferred trail design concept selected in the Environmental Study Report. This phase will produce detailed design drawings including construction standards and specifications, Construction Management Plan, Environmental Monitoring Plan and Trail Operations and Maintenance Plan.
What is the general design for the West Toronto Railpath Extension?
The Railpath will be designed as a multi-use facility and will function as a shared space between a variety of different users including cyclists, pedestrians, rollerbladers e.t.c. Generally, the paved potion of the trail will be 3.5m or wider, based on available space from Metrolinx Go Rail Corridor. The exact width of the trail needs to be determined and will be somewhat dictated by the space available within the rail corridor. The surface of the Railpath will be paved while bridges and other specialty structures will have a concrete or other durable hard surface that conforms to accessibility requirements. Street lighting and fencing will be installed similar to the earlier phase of the Railpath.
When will construction of the Railpath Extension take place?
There is no confirmation of a construction start date. Most of the Railpath extension is located within the Metrolinx owned rail corridor and construction requires coordination with Metrolinx and their planned construction for rail corridor widening.
Why hasn’t the Railpath Extension been built yet?
There have been several technical challenges which the environmental assessment projects has had to address including:
- negotiating a shared us land agreement with Metrolinx
- existing infrastructure particularly utilities and relocations
- negotiations with numerous private properties
- working with community stakeholders and local councillors who habe been a critical priec in this problem solving exercise and process
Through the environmental assessment study completed last year, we now have a preferred trail alignment that has been developed in consultation with various land owners including Metrolinx. As a result the Railpath will be wider and will be retained within the rail corridor or immediately adjacent to the rail corridor up to Sudbury Street which would not be possible without the agreement with private landowners.
Where will access be provided to the Railpath?
The following access points have been identified during the course of the study (from north to south):
- Dundas St. W. and Sterling Avenue
- 222 Lansdowne Avenue (No Frills)
- Shirley Street
- Northern Place
- St. Clarens Avenue
- Delaney Crescent
- Brock Avenue (both east and west sides of street)
- Dufferin Street (north of Queen St. W.)
- Sudbury Street (south of Queen St. W.)
Will the Railpath be accessible for people with mobility issues and elderly users?
Wherever possible, the trail will be designed and built to comply with the Accessibility for Ontarians with Disabilities Act (AODA).
What is the Accessibility for Ontarians with Disabilities Act (AODA)?
The Accessibility for Ontarians with Disabilities Act (AODA) was enacted by the provincial government in 2005 to help make Ontario accessible to people with disabilities. This act lays the framework for the development of province-wide mandatory standards on accessibility in all areas of daily life.
Railpath plans between Queen Street West and Abell Street
What will Railpath look like between Queen Street West and Abell Street?
The Railpath extension will be located beside Sudbury Street within the current boulevard area. The trail extension may also require narrowing of the existing Sudbury Street and removal of some on-street parking.
What will happen to the existing green space on Sudbury Street between Queen Street West and Abell Street?
The existing green space on Sudbury Street south of Queen Street is subject to Metrolinx’s rail expansion plans and is planned to be used for Railpath extension. Design options will endeavor to maintain as much of this green space as possible.
Will the boulevard along Sudbury Street between Queen Street and Abell Street remain dog friendly?
We recognize that the boulevard is popular with dog-owners and it is rare to find this type of space within the neighbourhood. This area is subject to Metrolinx’s rail expansion plans and is planned to be used for Railpath extension. Design options will be considered that maintain the existing dog-friendly boulevard and green space along Sudbury Street to the fullest extent possible.
Did the Study Team examine options on the southern side of the rail corridor, along Joe Shuster Way?
Yes. Opportunities on both sides of the rail corridor were investigated.
What impacts will there be to trees?
Transportation Services will coordinate with the City Urban Forestry to determine and mitigate impacts to any trees along a future proposed alignment before proceeding with a recommended alignment and detailed design. The City can never be in a position to provide blanket assurance that specific trees will never be affected. For example, should a watermain or gas line emergency require the removal of a tree, removal would be authorized if required to address public safety and service.
Railpath plans between Abell Street and King Street West
Why are you stopping at Abell Street? Why don’t you just stick with the original proposal to route the Railpath (while not within the corridor) adjacent to the rail corridor in order to provide a continuous and seamless multi-use trail?
Given the lack of space within the rail corridor, technical issues and impacts to neighbouring properties, more consultation and study is needed to find a solution which lessens impacts and balances different interests.
While options for the segment from Abell Street to King Street West were presented at a public meeting on December 1, 2014, the project team did not recommend an alignment for this section and acknowledged that further study and consultation is needed. The Environmental Assessment (EA) will proceed with implementation of the preferred alignment for the northern section from Dundas Street West to Abell Street.
Can you connect through the south side of CAMH from Dovercourt to Adelaide?
CAMH provided a very exciting opportunity to formalize pedestrian and cycling access which use to function informally as a connection from Sudbury to Shaw Street. City staff worked with Cycle Toronto and CAMH to provide a temporary and plan for a long-term bicycle connection through CAMH. A temporary connection is first needed because CAMH will be undergoing a massive re-development of its site and construction will be ongoing for many years.
What will be considered for the area south of Abell Street?
The environmental assessment study did not recommend a preferred alignment for Railpath extension east of Abell Street between Queen Street West and King Street West. In order to find a solution to align Railpath south/east from Abell Street, the City consulted local residents and other stakeholders. The key concerns and comments included in the ESR were that while there is a lot of support for the project from residents and cyclists, there were many questions about how best to continue the trail to King Street West and then, how to pass over/across King Street West. There were requests for an area traffic study. There were also comments that shared lane markings (sharrows) for cyclists along Sudbury Street were not an acceptable interim option.
Currently, this particular area is experiencing many changes including new development applications, Metrolinx track expansion for Regional Express Rail and Electrification, new SmartTrack / GO RER station in the Liberty Village and King Street West area. As part of the above projects, the City, in coordination with Metrolinx, will work to include the Railpath extension south of Queen Street.
What are the expected benefits of the Railpath Extension?
Multi-use trails are actively enjoyed by a wide range of users and are generally considered an attractive neighbourhood amenity. Trails provide a space for interaction with neighbours and increase access for people to discover natural, cultural and heritage places in the City.
Public places that are actively used by residents are generally regarded as safer and more comfortable for all ages – the most effective crime prevention approach is to encourage a high level of activity along the trail system. Trails support the opportunity for physical activity through hiking, walking, running, rollerblading and cycling which is in tune with the City’s public health objective to encourage physical activity to improve the health of Torontonians. Building trails that are high-quality and accessible infrastructure also promotes social equality.
Will the plan include additional by-law enforcement, e.g. to reduce off-leash dogs and cyclists riding too fast?
The City will continue to encourage safe and appropriate use of the Railpath through signs. Further efforts, such as public education campaigns and increased by-law enforcement, are beyond the scope of this conceptual design project, but recommendations for such efforts will be shared with appropriate City divisions.
Will the trail include winter maintenance?
Yes. The Railpath is maintained by Parks Forestry and Recreation in the winter, including plowing, salting, and litterpicking. Transportation Services maintains the bridges and Waste Management empties the receptacles year round.