appendix d consultation material and correspondence hall/environmental-assessment-studies... ·...
TRANSCRIPT
APPENDIX D
Consultation Material and Correspondence:
� Notice of Public Information Centre (PIC) #2
� PIC #2 Presentation Boards
� Comment Sheets for PIC #2
� Signed Sheets for PIC #2
� PIC #2 Comments and Emails
� Summary of PIC #2 Comments and Responses
� Meeting Minutes
April 7, 2015. File: T05-HA3 To All Area Residents / Business Owners / Tenants / Agencies: Re: Harvie Big Bay Point Road Highway 400 Transportation Improvements
Bryne Drive to Bayview Drive - Phase 3 & 4 Municipal Class EA
The Corporation of the City of Barrie is undertaking a Municipal Class Environmental Assessment (Class EA) to address transportation issues in the south end of Barrie specifically on Harvie Road and Big Bay Point Road between Bryne Drive and Barrieview Drive. (see attached Figure 1 - Map of Study Area). This letter is to advise you of the progress that has been made on this study and the upcoming activities. The preferred alternative solution from Phase 1 & 2 of the Class EA process was endorsed by Council on March 5, 2012 (Council Direction Memorandum 12-G-049) recommended a seven lane structure crossing Highway 400 and property protection for a future interchange. The Multi-Modal Active Transportation Master Plan, which was endorsed by Council on December 2, 2013 (Council Direction Memorandum 13-G-289), confirmed the immediate need for a Highway Crossing, recommended buffered bike lanes and an partial interchange (no north bound on ramps) be constructed subsequent to the crossing be constructed. The City of Barrie is now proceeding with Phases 3 and 4 of the Schedule “C” Municipal Class EA (October, 2000, as amended in 2007 and 2011). The Corporation has retained the consulting firm Morrison Hershfield to develop and evaluate various alternative designs and to complete the Environmental Study Report (ESR). A Public Information Centre (PIC) is scheduled for Thursday April 23, 2015, 4:00pm to 7:00pm, at Liberty North, 100 Caplan Avenue Barrie. The public is invited to attend the PIC to review and provide comments on the proposed design alternative solutions. Comments and responses received from the PIC will be considered in the development of the preferred design alternative solution. Mirrison Hershfield and City Staff will be available to discuss issues and concern with members of the public. The following alternatives will be presented at the PIC.
Alternative 1 - “Do Nothing” The “Do Nothing” alternative corresponds to the existing conditions. Under this option, no highway crossing would be constructed. Alternative 2a – Highway Crossing over Highway 400 & Over Railway Crossing – Standard Geometrics This alternative incorporates the recommended improvements based on the Multi-Modal Active Transportation Master Plan with 7 lanes of vehicular traffic from Bryne Drive to Bayview Drive over Highway 400 and a grade separated railway crossing, with sidewalks and buffered bike lanes on both sides. Alternative 2b – Highway Crossing Over Highway 400, Remove Railway Crossing & Reduced Geometrics
This alternative is similar to Alternative 2a except with reduced geometrics and removes the railway crossing. Alternative 3a – Highway Crossing Under Highway 400, at Grade Railway Crossing & Standard Geometrics This alternative incorporates the recommended improvements based on the Multi-Modal Active Transportation Master Plan with 7 lanes of vehicular traffic from Bryne Drive to Bayview Drive under Highway 400 and an at grade railway crossing, with sidewalks and buffered bike lanes on both sides. Alternative 3b – Highway Crossing Under Highway 400, at Grade Railway Crossing & Reduced Geometrics This alternative is similar to Alternative 3a except with reduced geometrics. Alternative 3c – Highway Crossing Under Highway 400, Raising Highway 400, at Grade Railway Crossing & Reduced Geometrics
CITY HALL
70 COLLIER STREET TEL. (705) 739-4207 FAX. (705) 739-4247
THE CORPORATION OF THE CITY OF BARRIE Engineering Department
“Committed to Total Service Excellence”
P.O. BOX 400
BARRIE, ONTARIO L4M 4T5
ENGINEERING DEPARTMENT File: T05-HA3 -2-
Harvie Big Bay Point Road Highway 400 Transportation Improvements Drive Drive to Bayview Drive - Phase 3 & 4 Municipal Class EA April 7, 2015.
This alternative is similar to Alternative 3a except with reduced geometrics and includes raising the profile of Highway 400.
A PDF version of the draft ESR is available online by doing a keyword search on the City of Barrie web page (www.barrie.ca) for “Class EA” and clicking on the first check marked result then scrolling down to the Harvie Big Bay Point Road Highway 400 Transportation Improvements Phase 3 & 4 Class EA section. A paper copy of the Draft ESR is available for review at the following locations during regular business hours:
City of Barrie Clerk’s Office City Hall, 1st Floor 70 Collier Street Barrie, ON L4M 4T5
City of Barrie Engineering City Hall, 6th Floor 70 Collier Street Barrie, ON L4M 4T5
Barrie Public Library Downtown Information Desk 60 Worsley Street Barrie, ON L4M 1L6
Barrie Public Library Painswick Branch Information Desk 48 Dean Avenue Barrie, ON L4N 0C2
Following the completion of the PIC, and in consideration of all concerns raised through review agency and public comment, the preferred alternative design solution will be identified and appropriately documented in the ESR. The ESR and accompanying recommendations will then be presented to General Committee for endorsement. Those individuals and parties that requested to be kept informed of the Class EA process will be notified of the date that Council may approve the preferred alternative design solution so that deputations to Council can be made.
A comment sheet has been included with this letter to allow the public and review agencies the opportunity to provide input / comments regarding this study. Please return comment sheets by Thursday May 7, 2015.
If you have any questions and/or concerns, please feel free to contact Mr. Ralph Scheunemann at (705) 739-4220, extension 4782, or [email protected]
Yours truly, Ralph Scheunemann, P.Eng. Senior Infrastructure Planning Engineer
ENGINEERING DEPARTMENT File: T05-HA3 -3-
Harvie Big Bay Point Road Highway 400 Transportation Improvements Drive Drive to Bayview Drive - Phase 3 & 4 Municipal Class EA April 7, 2015.
Figure 1 - Map of Study Area
Welcome to Public Information Centre #2
Harvie Road / Big Bay Point Road / Highway 400
Transportation Improvements
Municipal Class Environmental Assessment,
Phases 3 and 4
Public Information Centre
Thursday April 23th, 2015
Please provide your comments by May 7th, 2015
Purpose of the Public Information Centre #2
The purpose of holding this Public Information Centre is to:
� Provide a summary of Phase 1 & 2 of the Class EA process;
� Provide a summary of the studies completed since Public Information Centre #1;
� Present alternative preliminary designs considered for Harvie Road / Big Bay Point
Road / Highway 400;
� Present potential benefits / impacts associated with the alternative preliminary
designs;
� Obtain public input and comments;
� The needs / justification and property requirements for a potential interchange will be
established / refined through a future Class EA study; and
� Identify the next steps in the Class EA process.
2
Phase 1 & 2 Class EA Preferred Alternative – Harvie / Big Bay
Point Crossing and Protection of Land for a Highway Interchange
3
Summary of Additional Studies Completed for EA Study since
Public Information Centre #1
Traffic
� 6-lane highway crossing with turning lanes will be implemented at Harvie Road / Big Bay Point Road as recommended by the City of Barrie’s Multi-Modal Active Transportation Master Plan (TMP).
Social / Cultural Environment
� Archaeological findings have been identified within the study area and the preliminary design will be adjusted to take the archeological findings into account .
Natural Environment
� The proposed improvements to the Harvie Road/Big Bay Point Road/Highway 400 within the study area can be completed without significant adverse impacts to the existing natural habitat.
� Whiskey Creek has been identified as supporting a sensitive coldwater fishery in its downstream reaches but is considered degraded within the project area with a SWM Pond recently built immediately upstream of the study area.
� No species at risk were observed during field investigations. However, potential habitat exists within the study area for four species protected under the Endangered Species Act.
4
Study Purpose
The purpose of Phases 3 and 4 of the Class EA study is to address:
� The existing traffic and infrastructure deficiencies in an environmentally friendly manner, which also meets future transportation needs.
� The problems and complaints associated with the congested transportation system in the south end of Barrie.
5
Objectives of Phase 3 & 4 Class EA
The major objectives of this study are to:
� Complete the Municipal Class EA process with participation from the public and affected parties;
� Provide satisfactory consideration for a reasonable range of alternatives for a Harvie / Big Bay Point crossing of Highway 400 and consideration for property protection for a potential interchange which will be further refined in a future Class EA study;
� Consider the effects on all aspects of the environment and systematic evaluation of alternatives; and
� Develop a preferred design alternative for the Harvie / Big Bay Point crossing and protection of land for a potential future interchange
6
Municipal Class EA Process in Ontario
7
Transportation Master Plan Recommendations� In December 2013, The City of Barrie approved the Multi-
Modal Active Transportation Master Plan (TMP) which servesas the City’s roadmap in developing a well-balancedtransportation network to serve its future needs anddevelopment.
� The legend below shows the number of vehicle lanes on eachroad by the 2031 time horizon from the TMP.
� A new highway crossing at Harvie Road / Big Bay Point Roadwas recommended as a high priority for implementation.
� The TMP recommends a new Highway 400 interchange at BigBay Point Road. The needs/justification and propertyrequirements for a potential interchange will beestablished/refined through a future Class EA study.
8
Harvie / Big Bay Point / 400 ESR Study Area
The study area includes the EssaRoad interchange, the proposedHarvie / Big Bay Point / Highway400 Crossing/Interchange and theMapleview Drive interchange.
Other planned transportation improvements within 2031 time horizon in the area include:
� Big Bay Point Road – Bayview to Huronia (7 lanes)
� Harvie Road - Veterans to Bryne (5 lanes)
� Harvie Road – Essa to Veterans (3 lanes)
� Bryne Drive – Caplan to Essa (5 lanes)
� Bayview Drive – Big Bay to Little (3 lanes)
Study Area
9
Alternative Design Concepts for the Proposed Harvie / Big
Bay Point / Highway 400 Crossing for Phase 3 and 4 EA
The following Alternative Design concepts have been identified to address the preferred solution from Phase 1 & 2 of the Class EA:
� Alternative Design Concept 1 – Do Nothing
� Alternative Design Concept 2 (Over Highway 400) –
� Alternative 2a: Harvie / Big Bay Point Crossing over Highway 400 & Over Railway Crossing & Standard Geometrics
� Alternative 2b: Harvie / Big Bay Point Crossing Over Highway 400, Remove Railway Crossing & Reduced Geometrics
� Alternative Design Concept 3 (Under Highway 400) –
� Alternative 3a: Harvie / Big Bay Point Crossing Under Highway 400, At Grade Railway Crossing & Standard Geometrics
� Alternative 3b: Harvie / Big Bay Point Crossing Under Highway 400, At Grade Railway Crossing & Reduced Geometrics
� Alternative 3c: Harvie / Big Bay Point Crossing Under Highway 400, Raising Highway 400, At Grade Railway Crossing & Reduced Geometrics
A conceptual Partial Parclo A interchange was developed to identify preliminary general property requirements to protect for a potential future interchange, subject to further studies (see Next Steps).
10
Evaluation of Alternative Design Concepts for Harvie / Big Bay
Point Crossing
11
Evaluation of Alternative Design Concepts for Harvie / Big Bay
Point Crossing
12
Evaluation of Alternative Design Concepts for Harvie / Big Bay
Point Crossing
13
Alternative Design Concepts – Plan View
14
Alternative Design Concepts– Profiles
15
Alternative Design Concepts– Typical Sections
16
Alternative Design Concepts– Controlled Access Highway Section
17
Harvie / Big Bay Point / 400 Highway Crossing
Estimated Costs and Timing
� Total Cost $45 to $65 million (depending on timing / scope additions / limits of work)
� Construction scheduled for 2020/2021
� Coordinate with other road studies / projects in the area
� Harvie Road
� Bryne Drive Extension
� Big Bay Point Road
� Bayview Drive
Note:
1. The estimated cost includes construction costs to implement improvements on Harvie Road and Big BayPoint Road and construction staging along Highway 400.
18
Preliminary Future Interchange Property Requirements
Plan View
19
Next Steps6
� City of Barrie is planning a Public Information Centre on April 23, 2015 to present the DraftESR and associated Alternative Design Concepts to the public and agencies.
� Preferred Design Alternative will be for the Harvie / Big Bay Point Crossing of Highway 400only (and protection of land for a future potential interchange). Comments and responseswill be documented in the ESR and considered in the selection of the Preferred DesignAlternative.
� Subject to endorsement of City of Barrie General Committee and Council a 30 day Notice ofCompletion will be filed for this project.
� Design and Construction of the Harvie / Big Bay Point Crossing of Highway 400 will besubject to resolution of any Part 2 Orders, available budget, and practical ability toimplement.
� Protection of property for a Future Potential Highway Interchange would be negotiated aspart of development review and approval.
� Highway 400 can still be influenced by planning for Highway 400 improvements beingstudied presently by MTO. The number of lanes, operation and need for interchanges,timing, etc. is still being studied and can still be influenced.
� We will continue to work with the MTO on need/justification, technical feasibility andconsideration for a future potential interchange and this will be subject to a future MunicipalEA study.
20
Your Involvement is Important
You are encouraged to contact the City of Barrie if you have any
questions or concerns about this study.
� Please fill out a Comment Sheet
� What issues are critical to you?
� Please keep in touch with us:
Ralph Scheunemann, P.Eng.
Sr. Infrastructure Planning Engineer
City of Barrie
70 Collier Street, 6th Floor
Barrie, ON L4M 4T5
T: (705) 739-4220, Ext. 4782
F: (705) 739-4247
Thank you!
21
HARVIE BIG BAY POINT ROAD HIGHWAY 400 TRANSPORTATION IMPROVEMENTS
BRYNE DRIVE TO BAYVIEW DRIVE MUNICIPAL CLASS ENVIRONMENTAL ASSESSMENT (CLASS EA) PHASES 3 AND 4
Public Information Centre Thursday, April 23, 2015
4:00 p.m. to 7:00 p.m. Liberty North
COMMENT SHEET
Personal information on this form is collected under the authority of the Environmental Assessment Act, Chap. E18, Section 7, and will be used in the development of a Municipal Class Environmental Assessment. Questions about this collection should be directed to the Director of Engineering, P.O. Box 400, 70 Collier Street, Barrie, Ontario, L4M 4T5, (705) 726-4242.
Please print all responses. NAME OF RESPONDENT:
REPRESENTING (Agency, Municipality, Property Owner, Tenant, etc.):
ADDRESS (Including Postal Code & Telephone Number): Street Address: Unit/Apt:
Postal Code: Telephone Number:
The Problem Statement, which sets the framework for this Class EA study, is as follows:
“That existing traffic and infrastructure deficiencies be corrected in an environmentally friendly manner that also meets future transportation needs.”
The draft Class EA document is available online at www.barrie.ca. A copy of the draft Class EA document outlining the planning, approval, problem identification and preliminary impact assessments of the various alternatives is also available for review at the following locations:
City of Barrie Clerk’s Office City Hall, 1st Floor 70 Collier Street Barrie, ON L4M 4T5
City of Barrie Engineering City Hall, 6th Floor 70 Collier Street Barrie, ON L4M 4T5
Barrie Public Library Downtown Information Desk 60 Worsley Street Barrie, ON L4M 1L6
Barrie Public Library Painswick Branch Information Desk 48 Dean Avenue Barrie, ON L4N 0C2
Which of the following Alternatives do you feel best address the existing deficiencies and generate the greatest positive impact (please see Table 1 for additional information). Please rank the following Alternatives from 1 to 4 with 1 being the most preferred.
□ Alternative 1 - “Do Nothing”
The “Do Nothing” alternative corresponds to the existing conditions. Under this option, no highway crossing would be constructed.
□ Alternative 2a – Highway Crossing over Highway 400, Over Railway Crossing & Standard Geometrics
This alternative incorporates the recommended improvements based on the Multi-Modal Active Transportation Master Plan with 7 lanes of vehicular traffic from Bryne Drive to Bayview Drive over Highway 400 and a grade separated railway crossing, with sidewalks and buffered bike lanes on both sides.
ENGINEERING DEPARTMENT -2- File: T05-HA3 Harvie Big Bay Point Road Highway 400 Transportation Improvements Drive Drive to Bayview Drive - Phase 3 & 4 Municipal Class EA
□ Alternative 2b – Highway Crossing Over Highway 400, Remove Railway Crossing & Reduced Geometrics
This alternative is similar to Alternative 2a except with reduced geometrics and removes the railway crossing.
□ Alternative 3a – Highway Crossing Under Highway 400, at Grade Railway Crossing & Standard Geometrics
This alternative incorporates the recommended improvements based on the Multi-Modal Active Transportation Master Plan with 7 lanes of vehicular traffic from Bryne Drive to Bayview Drive under Highway 400 and an at grade railway crossing, with sidewalks and buffered bike lanes on both sides.
□ Alternative 3b – Highway Crossing Under Highway 400, at Grade Railway Crossing & Reduced Geometrics
This alternative is similar to Alternative 3a except with reduced geometrics.
□ Alternative 3c – Highway Crossing Under Highway 400, Raising Highway 400, at Grade Railway Crossing &
Reduced Geometrics This alternative is similar to Alternative 3a except with reduced geometrics and includes raising the profile of Highway 400.
Please identify what components of your business would be impacted, either positively or negatively, as a result of the installation of a crossing at Harvie Road/Big Bay Point Road:
Positive Impact Negative Impact Not Applicable
Employee Access to your
Business
General traffic congestion
around your business
Supplier Accessibility to your
Business
Distribution of Your
Product/Service
Customer Access to Your
Business
Other:
Are there any other opportunities/challenges you wish to share about how the installation of the crossing would impact your business operations?
ENGINEERING DEPARTMENT -2- File: T05-HA3 Harvie Big Bay Point Road Highway 400 Transportation Improvements Drive Drive to Bayview Drive - Phase 3 & 4 Municipal Class EA
Please list below any specific concerns you have with the alternatives:
Do you wish to continue to be informed of the staff recommendations for the Preferred Alternative Solution that will be presented to General Committee?
□ Yes □ No
Signature: Date: Are you satisfied with the detail of the information presented herein, at the Public Information Centre, and provided on the City website (www.barrie.ca)?
□ □ □ □ □ Poor (Much Improvement Required)
Marginal (Some Improvement Required)
Good Very Good Excellent
Please add a comment in support of your level of satisfaction below:
Please submit this comment sheet by Friday, May 7, 2015 to:
Mr. Ralph Scheunemann, P.Eng. City of Barrie Engineering Department 70 Collier Street, P.O. Box 400 Barrie, ON L4M 4T5
Tel: (705) 739-4220, Ext. 4782 Fax: (705) 739-4247 E-mail: [email protected]
Thank you for your comments.
ALDERVILLE FIRST NATION Chief: James R. Marsden Councillor: Dave Mowat P.O. Box 46 Councillor: Julie Bothwell
11696 Second Line Councillor: Angela Smoke
April 10, 2015
City of Barrie City Hall
Roseneath, Ontario KOK 2XO Councillor: Jody Holmes
I
70 Collier Street P.O. Box400 Barrie, ON IAM4T5
APR Z 8 Z015 I
Attn: Ralph Scheunemann
Re: Harvie Road/Big Bay Point Road/Highway 400 Transportation Improvements Bryne Drive to Bayview Drive - Phase 3 & 4 Municipal Class EA
Dear Ralph,
Thank you for the information to Alderville First Nation regarding Harvie Road/Big Bay Point Road/Highway 400 Transportation Improvements which is being proposed within our Traditional and Treaty Territory. We appreciate the fact that City of Barrie recognizes the importance of First Nations Consultation and that your office is conforming to the requirements within the Duty to Consult Process.
Please keep us apprised of any further developments and any environmental, should any occur. I can be contacted at the mailing address above or electronically via email, at the email address below.
In good faith and respect,
Dave Simpson Lands and Resources
Communications Officer Alderville First Nation
Tele: (905) 352-2662 Fax: (905) 352-3242
f'~ t > 1/r Ontario One Dundas Street West, Suite 2000, Toronto, ON MSG 2L5 1, rue Dundas Ouest, bureau 2000, Toronto, ON MSG 2L5
Infrastructure Ontario
April10, 2015
Thank you for circulating Infrastructure Ontario (formerly the Ontario Realty Corporation) on your Notice. Infrastructure Ontario (10) is the strategic manager of the provincial government's real estate property with a mandate of maintaining and optimizing value of the portfolio, while ensuring real estate decisions reflect public policy objectives of the government.
As you may be aware, /0 is responsible for managing real estate property that is owned by Her Majesty the Queen in Right of Ontario as represented by the Minister of Infrastructure (MOl). There is a potential that 10 manages lands that fall within your study area. As a result, your proposal may impact 10 managed properties and/or the activities of tenants present on 10-managed lands. In order to determine if 10 property is within your study area, 10 requires that the proponent of the project conduct a title search by reviewing parcel register(s) for adjoining lands, to determine the extent of ownership by MOl or it's predecessors (listed below) ownership. Please contact 10 if any ownership of provincial government lands are known to occur within your study area and are proposed to be impacted. 10 is obligated to complete due diligence for any realty activity on 10 managed lands and this should be incorporated into all project timelines. 10 managed lands can include within the title but is not limited to variations of the following: Her Majesty the Queen/King, OLC, ORC, Public Works, Hydro One, PIR, MGS, MBS, MOl, MTO, MNR and MEl*. Please ensure that a copy of your notice is also sent to the ministry/agency on title. As an example, if the study area includes a Provincial Park, then MNR is to also to be circulated notices related to your project.
Potential Negative Impacts to 10 Tenants and Lands
General Impacts Negative environmental impacts associated with the project design and construction, such as the potential for dewatering, dust, noise and vibration impacts, and impacts to natural heritage features/habitat and functions, should be avoided and/or appropriately mitigated in accordance with applicable regulations best practices and Ministry of Natural Resources (MNR) and Ministry of the Environment (MOE) standards. Avoidance and mitigation options that characterize baseline conditions and quantify the potential impacts should be present as part of the EA project file. Details of appropriate mitigation, contingency plans and triggers for implementing contingency plans should also be present.
Impacts to Land holdings Negative impacts to land holdings, such as the taking of developable parcels of 10 managed land or fragmentation of utility or transportation corridors, should be avoided. If the potential for such impacts is present as part of this undertaking, you should contact the undersigned to discuss these issues at the earliest possible stage of your study.
If takings are suggested as part of any alternative these should be appropriately mapped and quantified within EA report documentation. In addition, details of appropriate mitigation and or next steps related to compensation for any required takings should be present. 10 requests circulation of the draft EA report prior to finalization if potential impacts to 10-managed lands are present as part of this study .
( 416.327.3937 • 416.327.1906 .,.. [email protected] • www.infrastructureontario.ca
Heritage Management Process & Class Environmental Assessment (EAl Process
Should the proposed activities impact cultural heritage features on 10 managed lands, a request to examine cultural heritage issues which can include the cultural landscape, archaeology and places of sacred and secular value could be required. The 10 (formerly Ontario Realty Corporation) Heritage Management Process should be used for identifying and conserving heritage properties in the provincial portfolio (this document can be downloaded from the Heritage section of our website: http://www.ontariorealtv.ca/What-We-Do!Heritage.htm). Through this process, 10 identifies, communicates and conserves the values of its heritage places. In addition, the Class EA ensures that 10 considers the potential effects of proposed undertakings on the environment, including cultural heritage.
Potential Triggers Related to MOl's Class EA
10 is required to follow the MOl Public Work Class Environmental Assessment Process for (PW Class EA). The PW Class EA applies to a wide range of realty and planning activities including leasing or letting, planning approvals, dispostion, granting of easements, demolition and property maintenance/repair. For details on the PW Class EA please visit the Environment and Heritage page of our website found at http:llwww.infrastructureontario.ca/What-We-Do/Buildings!RealtyServiceS(Environmentai-Manaqement/Ciass-EAs/
Please note that completion of any EA process does not provide an approval for MOl's Class EA obligations. Class EA processes are developed and in place to assess undertakings associated with different types of projects. For example, assessing the impacts of disposing of land from the public portfolio is significantly different then assessing the best location for a proposed road.
10 is providing this information so that adequate timelines and project budgets should consider MOl's regulatory requirements associated with a proposed realty activity in support of a project. Some due diligences processes and studies can be streamlined. For example, prior to any disposition of land, a Stage I Archaeological Assessment is required. If MOl lands are likely to be impacted by the proposed project, then at the time of studies completion, the incorporation of these lands should be undertaken. In addition to archaeological and heritage reports, a Phase I Environmental Site Assessment (ESA), on 10 lands should also be undertaken. Deficiencies in any of these requirements could result in substantial project delays and increased project costs.
In summary, the purchase of MOI-owned/10-managed lands or disposal of rights and responsibilities (e.g. easement) for 10-managed lands triggers the application of the MOl Class EA. If any of these realty activities affecting 10-managed lands are being proposed as part of any alternative, please contact the Sales and Marketing Group through IO's main line (Phone: 416-327-3937, Toll Free: 1-877-863-9672), and contact the undersigned at your earliest convenience to discuss next steps.
Specific Comments
Please remove 10 from your circulation list, with respect to this project, if MOl owned lands are not anticipated to be impacted. In addition, in the future, please send only electronic copies of notices for any projects impacting 10 managed lands to: Keith. Noronha@ infrastructureontario. ca
Thank you for the opportunity to provide initial comments on this undertaking. If you have any questions on the above I can be reached at the contacts below.
Sincerely,
Lisa Myslicki Environmental Advisor, Environmental Management Infrastructure Ontario 1 Dundas Street West, Suite 2000, Toronto, Ontario M5G 2L5 (416) 212-3768 lisa. mysl icki@ i nfrastructureontario.ca
• Below are the acronyms for agencies/ministries listed in the above letter OLC: Ontario Lands Corporation ORC: Ontario Realty Corporation PIR: Public Infrastructure and Renewal MGS: Ministry of Government Services MBS: Management Board and Secretariat MOI: Ministry oflnfrastructure MTO: Ministry of Transportation MNR: Ministry ofNatural Resources MEl: Ministry of Energy and Infrastructure
North American Development Group 2851 John Street, SUite One, Markham. Ontano L3R 5R7 Main 905.477.9200 Fax 905.477.7390
March 5. 2015
City of Barrie 70 Collier Street, Box 400 Barrie, ON
IAM4T5
fdErruv.·. :, ·;:-'7n \~..;· ....... .' - JJ
APR 2 8 2015
Dear Mayor Lehman and Members of Council:
Re: Harvie Road/Big Bay Point Crossing
•• NorthAMERICAN IIIAI.NSDVICES
On behalf of North American {Park Place North) Corporation, I would like to add our voice to those advocating for the speedy construction of the Harvie Road Crossing; a project that keeps getting bumped down the road in the City's Capital Budget despite being a prominent fixture in the City's Transportation Plan for at least 15 years. This critical connection is long overdue and a much-needed solution to the constant congestion that Barrie residents and businesses are forced to endure in the vicinity of Hwy 400 due to delays in providing the necessary east-west road capacity servicing old south Barrie. These delays also represent a missed opportunity by the City to facilitate private growth and investment that would benefit existing taxpayers and businesses.
As you know, Park Place has worked closely with the City to fully fund and build significant transportation improvements in south Barrie. These upgrades were necessary because traffic on Mapleview Drive and at the interchange with Highway 400 was already a nagging problem before Park Place and other new developments in South Barrie came online. As a condition of approval. Park Place spent $7.1 million on municipal and provincial road-related infrastructure improvements several years ago to address these traffic concerns. These enhancements included widening Mapleview Drive, Bayview Drive and the ramps/interchanges at Highway 400 together with related traffic signal upgrades. Although these capacity improvements were beneficial, they cannot be improved upon any further and were not intended to service all of the new residential developments in south Barrie and Innisfil.
In addition to the $7.1 million Park Place spent on improving the municipaVprovincial road network and $1.6 million in current annual property taxes, our development alone has contributed $10.0 million in development charges directly to the City (plus approximately $1.5 million more from ffiM). To date, the City has not applied those dollars into the most pressing infrastructure issue in old south Barrie. Further delays in addressing this east-west road capacity issue will also curtail the
full build-out of the Park Place lands which are estimated to generate an additional $22 million in
-2 -
development charges and approximately 2.5 million more in annual property taxes when we can bring more businesses like ffiM and Barrie Medical to the Park Place Office Estates lands. The City's investment in the Harvie Road crossing would realize a significant financial return not only from Park Place, but would also open up significant opportunities for growth and investment by neighbouring landowners should the City finally decide to facilitate that opportunity by proceeding with this and related critical pieces of urban infrastructure in the area.
We understand that Council has been moving forward with this project and that it seemingly enjoys broad political and public support. However. progress on final phases of the EA has been questioningly and inexplicably slow since approval to proceed was first granted three years ago. The Harvie Road Crossing Environmental Assessment started five years ago in 2010 with construction scheduled to commence six years from now in 2021. In contrast, the Business Plan for 2015 proposes a schedule for McKay Road that starts an Environmental Assessment in 2015 and ends with a fully serviced crossing and interchange in 2022. It appears, where there is a will there is a way.
The Harvie Road/Big Bay Point Crossing is critically important to facilitate any future office investments by Park Place, to our neighbouring businesses who depend on just-in-time delivery to be competitive, to those in need of timely access to the new Barrie Primary Care Medical Centre and especially important to all the existing residents and taxpayers that need access to the highway or simply need to get across this major divide in the middle of the City. We urge Council to instruct staff to use every means possible to accelerate the current schedule to ensure the construction of the Harvie Ro Crossing is expedited.
K. Bishop Vice-President, Development Services North American Development Group
1 2a 2b 3a 3b 3c Access to your Property General Traffic Congestion Accessibility to Your Property Distribution of Your Product/Service Other
1
- Most concerned about how Fairview Rd would be connected to these alternatives. Many large
transports enter this property so increased traffic flow has a negative impact as these trucks enter and leave both northbound & southbound.
'- While we understand there is a need to reduce congestion on Mapleview we suspect these alterations will simply increase congestion on Bryne, Bayview, Fairview & Big Bay
Point Roads.
- Future growth in traffic volume on Fairview Road will be minimized by the new Highway crossing connecting Harvie and Big Bay. The MMATMP suggests that 5 lane Fairview Road
may be required beyond 2031 (includes a turning lane in the centre of the road).
Negative Impact
Assume increased traffic flow on
Fairview Road.
Negative Impact
Assume decreased access to property because
of increased traffic flow.
Negative Impact
Many large vehicles enter this property - increased
traffic flow would make that move challenging.
2 1
No Comments
N/A
Positive Impact
May reduce Mapleview traffic thus
station 5 response times
N/A
Positive Impact
Allow faster access to 400 for Fire station 3;
improving response times going southbound
N/A
3 1
- Would going under the 400 cost more? Alternative should also maintain proper drainage of watershed.
We are looking forward to this change/ramp it will have positive impact on our business.
- the alternatives under Highway 400 cost significantly more. The preferred design alternative proposes to go over Highway 400.Positive Impact
Easier/quicker access
Positive impact
It will lessen Mapleview/400 traffic to
come to our address
Positive impact Positive Impact
4 1
No Comments
N/A
Positive Impact
The pass in well overdue. Residents are
frustrated with Essa/Mapleton.
N/A N/A
5 1Bridge would be fine. Complete interchange needed though. - the proposed interchange will be assessed in a separate Class EA and subject to reassessing the needs, justification and operational impacts of the proposed interchange on
Highway 400.
Positive Impact
Avoids Mapleview + even Essa Road
Positive Impact
Relieves pressure
Positive Impact
Quickens our trips over 400 to west side
6 1 No Comments
7 1
No Comments
Positive Impact Positive Impact Positive Impact Positive Impact
8 6 1 2 3 4 5
No Comments Positive Impact
Better traffic flow on Essa & options to travel
east-west
Positive Impact
Less frustration with traffic flow. Less
traffic on Mapleview and Essa
9 1 2 3 4 5 6
- Rail road not affected - it doesn't run often enough for me to use it. - the preferred design alternative proposes to remove the existing railway spur
Positive Impact
-Easier access to parkplace
-Hopefully decrease traffic on Essa and
Mapleview
Negative Impact
-Traffic closer to home
-Long term construction
-Safety for children in neighbourhood
N/A
-Property value
Positive Impact
-Generally to improve traffic on
Mapleview
Negative Impact
-Create traffic near subdivisions (rear
Trillium Woods)
Positive Impact
-Will there be a set of lights at Harvey and
Veterans?
Negative Impact
-If not, Thrushwood will not be very accessible
Safety
Will there be crossings for pedestrians?
What about during construction?
Transit
Hopefully transit will increase.
Higher cost in Barrie Transportation.
Cost
How long is the process truly going to be, will residents be affected?
Environmental
There is no mention on how the environment will be affected- less habitat
10 6 5 4 1 2 3
As the owner of a house located on Harvie Road to the west of Essa Road,
I am very concerned about the potential for new crossing (and possibly interchange) to greatly increase vehicle traffic in our currently quiet residential subdivision.
Before sections on the east end of Harvie are widened to 7 lanes, I really think there needs to be traffic calming measures implemented on the west side of Harvie, which has a
public park and an entirely different residential character.
I think simple/inexpensive three-way (all way) stop signs positioned where Emms Drive meets Harvie Road could help keep traffic calmed reasonably. I don't think it would pose a
particular danger to pedestrians, as few pedestrians would cross Harvie at those stop signs (that is, walking north/south) since there is no sidewalk on the south side of Harvie.
(Note: recklessly speeding cars on this stretch of Harvie are already extremely common since it is wide and straight).
If not stop signs, then some other traffic calming measures should be considered, and westbound traffic on the east side of Harvie should be encouraged to move down Essa to
Mapleton, which is better designed to handle more through-traffic.
I understand (from speaking to staff at the April 23, 2015 public information session) that traffic changes on the west end of Harvie past Essa were not a part of the scope of the
traffic simulations related to this project, and that worries me.
I hope that the impact of increased traffic on the west end of Harvie won't be overlooked. If this section of road is not within the scope of the highway crossing project, please
foward my concerns to the City department most responsible for this type of issue. Thank you!
- the Highway 400 crossing connecting Harvie Road to Big Bay Point Road is one of the critical elements needed to resolving the traffic issues in the south end of Barrie. The Harvie
Road EA between Bryne and Veteran’s is subject to a separate Class EA process but this Class EA recommends that reduced geometrics and four lanes be considered. Also, funding
is being considered in the 2016-2020 Capital plan to connect Bryne Drive which will minimize cut through traffic on Harvie Road west of Bryne.
Positive Impact
Easier access to different areas of the city
Negative Impact
Likely highly increased traffic volume in
our residential subdivision
Positive Impact N/A
Negative Impact
Safety of school children attending Holly Meadows or Rec Centre due to
increased traffic
11 1 No Comments
12
Make it happen! - noted. Positive Impact
Will make it easier for me to get from work
in the south endto home.
Negative Impact
Construction is messy!
N/A
✓
Positive Impact
Not concerned. Will reduce traffic at
fairview and Essa as well as Mapleview.
Positive Impact
See "Access to your property"
N/A
✓
Positive Impact
Looking forward to seeing what new development
and services this will bring to the area.
Negative Impact
Reduces green space within the city limits.
13 1 2 3 4 5 6
No Comments Positive Impact
-With N/B interchange
-Access to Bryne Drive
Negative Impact
Increased traffic on HarvieN/A N/A
14 1 No Comments Positive Impact Positive Impact Positive Impact N/A
15 1
Will the underpasses be more costly?
Time difference between under or over, which is quicker to fix?
Very informative - this meeting
- the alternatives under Highway 400 cost significantly more. The preferred design alternative proposes to go over Highway 400. The preferred design alternative over Highway
400 will cost less to maintain.
16 1
Please improve the overall transportation system in this area. Gridlock is costing everyone a lot of
money, time and a great financial impact. Get staff to drive Mapleview Drive between Huronia Road & Veterans Drive between 4:30pm and 5:30pm during week days to see the
gridlock on this road.
- noted
17 1No Comments Positive Impact
Good
Positive Impact
Improving
Positive Impact
Improving
18 6 3 4 1 2 5 No Comments
19 6 3 4 1 2 5 No Comments
20 1 1
Just needs to be a crossing, no interchange over or under which ever is most economical. With
Mapleview, Service Centre & Essa Road trying to come on or exit slows traffic down. Adding another would only increase congestion along this stretch of 400 as everyday you can
see the slow down.
- the proposed interchange will be assessed in a separate Class EA and subject to reassessing the needs, justification and operational impacts of the proposed interchange on
Highway 400.
21 1 No Comments
22 1
I have great concern with the "molson" archaeological site that is located adjacent to the
development area on the west side of the 400 corridor.
I am concerned that the 3 acre site that contains the remains of Ten known structures that supported up to 500 individuals, four hundred years ago will be lost in this
development. This site has an Ontario Registration # BcGw-27
- the archaological site has been cleared.
23 1
Parry Sound has 4 to 5 interchanges (clover leafs) that have free flowing off/on ramps - no stop signs
or traffic ligths. Why is it that Barrie doesn't have one free flowing and now you are going to build another interchange and have traffic lights and stop signs? Wake up. How come
you don't show the estimated cost of the 6 alternatives?
- Highway 400 was constructed in the 1950's and the design standard have become more conservative over time. Clover leaf interchanges are no longer constructed due to safety
concerns related to weaving. The proposed interchange at Harvie Big Bay will be assessed in a separate Class EA and subject to reassessing the needs, justification and operational
impacts of the proposed interchange on Highway 400. The updated cost esimates for the design alternative are shown in the Evaluation Table 4-1 (under economic) and the details
include in Appendix D (please see updated report on the City of Barrie website).
24 1
My concern is traffic flow in ward 8 especially near and around the 400 exit onto Essa Road to Fairview
to Little Avenue and Big Bay Point Road.
Ten years ago, they petitioned the ministry of Transportation + Council to make a right hand turn from
Essa Road to Fairview. Pending submission of plans from the City, it would be approved, the plans submitted required some "fixing". The City never re-submitted plans for
approval.
I also at the same time worked on trying to extend Bryne Drive.
I do hope this group can succeed in improving traffic flow in Ward 8 especially in the area discussed.
- Phase 1 of the transportation improvements on Essa road are currently in the five year capital plan. The proposed channalized right from east bound Essa Road to south bound
Fairview Road is part of Phase 2 (just schedule in FIA). The Bryne Drive EA is currently on hold subject to the outcome of the Highway 400 PDR update and resolving the
oustanding issues associated with the proposed interchange at Harvie Big Bay 400 Interchange associated with needs/justification and Highway 400 operation.
- the MMATMP recommends 7 lanes on Big Bay Point Road (between Bayview Road and Huronia Road), 3 lanes on Bayview Drive (north of Big Bay Point Road) 5 lanes on Bryne
Drive (between Caplan an d Essa) and 3 lanes on Fairview road within the 2031 time horizon. With these improvements there should be minimal congestion.
Positive Impact
May reduce traffic along Essa road to
Fairview Road + Little Avenue
25 1
I would really prefer to see a full interchange with HWY 400.
We must connect Bryne Drives. An option to make the idea easier for MTO to take would be to connect it under the bridge close to 400 like a service road and not have any
connection to Harvie/BBP. It is really needed to relieve traffic on Essa + Bayview as another way from Mapleview to 400/Essa.
- the proposed interchange will be assessed in a separate Class EA and subject to reassessing the needs, justification and operational impacts of the proposed interchange on
Highway 400. The Bryne Drive is subject to a Schedule C Class EA. Funding is being considered for inclusion in the 2016-2020 Capital Plan to connect Bryne Drive before the new
Highway crossing connecting Harvie to Big Bay is opened to the public.
26 6 1 2 3 4 5
No Comments Positive Impact
Faster from East side of 400
Negative Impact
possible that people cut through my
subdivision
N/A
27 6 1 3 2 4 5 Reduce traffic on Mapleton between Veterans & Essa. - transportation improvements in the south end of Barrie will reduce future growth in traffic volume on Mapleton between Veterans & Essa. Positive Impact Positive Impact Positive Impact Positive Impact
28 1
Having any kind of interchange will lessen the traffic on Molson PK/Mapleview - This is a positive
outcome otherwise we highly restrict the use of any business west of 400.
When the development at the east end of BBPT is built traffic on Young will be unbearable, this interchange would at least soften the impact & traffic N.B. Young & eastbound on
Mapleview.
?? Possible portable speed bumps for Montgomery at Big Bay Pt. "Please"
- noted. Your request for traffic calming on Montgomery has been forwarded to the Traffic Section and the Ward Councillor for consideration.
Positive Impact
Better access
Positive Impact
It is going to happen so get it built
29 1
I am presuming that if this type of crossing was made over the 400 that this would also have less
impact on winter driving (i.e. going down + back up a hill), it would be less of a grade.
- the preferred design alternative over Highway 400 has slightly less slope that some of the underpass design alterantives.
Positive Impact Positive Impact Positive Impact Positive ImpactPositive Impact
Reduce travel time to east side of Barrie + avoid congestion @ 400 + Mapleview
30 1
I am wholly in favor of a crossing. The idea of going under the 400 seems to be too much of a grade
issue for winter driving. This crossing seems to be vital to the future of residents in the south end, as Mapleview is all but useless as a traffic route, and Essa continues to worsen.
Thank you for considering this project.
- noted
Positive Impact Positive Impact Positive Impact N/A
31 1
I am against the over/under pass at Harvie/Big Bay Point & 400. I will agree to curbs and repaving of
Harvie Road. Increase in traffic and population decreases my property severely. I believe a redesign of Essa underpass makes more sense. This intersection is very dangerous as it
sits right now. We paid a premium to live in quiet upscale neighbourhood. Any expansion will decrease my property value.
- the Highway 400 crossing connecting Harvie Road to Big Bay Point Road is one of the critical elements to resolving the traffic issues in the south end of Barrie. The Harvie Road EA
between Bryne and Veteran's is subject to a separate Class EA process but this Class EA recommends that reduced geometrics and four lanes be considered as part of that separate
Class EA process.
Negative Impact
No more access is required
Negative Impact
Essa Road should be updated first
Negative Impact
I do not want more traffic through my
residential neighbourhood.
N/A
32 1
Issues:
Speed on resident road.
Road not ready.
No lights at intersection: veterans.
Affect business on Essa.
Traffic.
- as part of detail design traffic calming will be considered on adjacent streets. Harvie Road will be upgraded and widened but proposed transportation improvements need to be
assessed as part of a separate Class EA process prior to implementation. Traffic signals will be installed at Harvie and Veteran's. Reduced traffic congestion on Essa Road may be
good for business. Increased traffic volumes on Harvie will be mitigated through phased implementation of transportation improvements across Highway 400 (four lanes plus
turnin lanes in the interim).
Index NumberAlternative ImpactComments
33 1"Redesign" of "Essa" underpass is more important. It's very dangerous ourselves + our relatives
have been involved in an accident.
- Phase 1 transportation improvements on Essa Road are currently in the five year capital plan. Phase 2 improvments are recommended within the 2031 time horizon but are
subject to available budgets. The city agrees that transportation improvements on Essa Road are needed.
Negative Impact
"Noise" pollution + increase of traffic
34
Thank you for the information to Alderville First Nation regarding Harvie Road/Big Bay Point Road/Highway 400 Transportation Improvements which is being proposed within our
Traditional and Treaty Territory. We appreciate the fact that City of Barrie recognizes the importance of First Nations Consultation and that your office is conforming to the
requirements within the Duty to Consult Process.
Please keep us apprised of any further developments and any environmental, should any occur. I can be contacted at the mailing address above or electronically via email, at the email
address below.
- noted
35
Thank you for circulating Infrastructure Ontario (formerly the Ontario Realty Corporation) on your Notice. Infrastructure Ontario (10) is the strategic manager of the provincial
government's real estate property with a mandate of maintaining and optimizing value of the portfolio, while ensuring real estate decisions reflect public policy objectives of the
government.
As you may be aware, 10 is responsible for managing real estate property that is owned by Her Majesty the Queen in Right of Ontario as represented by the Minister of
Infrastructure (MOl). There is a potential that 10 manages lands that fall within your study area. As a result, your proposal may impact 10 managed properties and/or the
activities of tenants present on 10- managed lands. In order to determine if 10 property is within your study area, 10 requires that the proponent of the project conduct a title
search by reviewing parcel register(s) for adjoining lands, to determine the extent of ownership by MOl or it's predecessors (listed below) ownership. Please contact 10 if any
ownership of provincial government lands are known to occur within your study area and are proposed to be impacted. 10 is obligated to complete due diligence for any realty
activity on 10 managed lands and this should be incorporated into all project timelines. 10 managed lands can include within the title but is not limited to variations of the
following: Her Majesty the Queen/King, OLC, ORC, Public Works, Hydro One, PIR, MGS, MBS, MOl, MTO, MNR and MEl*. Please ensure that a copy of your notice is also sent to
the ministry/agency on title. As an example, if the study area includes a Provincial Park. then MNR is to also to be circulated notices related to your project.
Potential Negative Impacts to IO Tenants and Lands
General Impacts
Negative environmental impacts associated with the project design and construction. such as the potential for dewatering, dust, noise and vibration impacts, and impacts to
natural heritage features/habitat and functions, should be avoided and/or appropriately mitigated in accordance with applicable regulations best practices and Ministry of Natural
Resources (MNR) and Ministry of the Environment (MOE) standards. Avoidance and mitigation options that characterize baseline conditions and quantify the potential
impacts should be present as part of the EA project file. Details of appropriate mitigation, contingency plans and triggers for implementing contingency plans should also
be present.
Impacts to Land Holdings
Negative impacts to land holdings, such as the taking of developable parcels of 10 managed land or fragmentation of utility or transportation corridors, should be avoided. If the
potential for such impacts is present as part of this undertaking, you should contact the undersigned to discuss these issues at the earliest possible stage of your study.
If takings are suggested as part of any alternative these should be appropriately mapped and quantified within EA report documentation. In addition, details of appropriate
mitigation and or next steps related to compensation for any required takings should be present. 10 requests circulation of the draft EA report prior to finalization if potential
impacts to 10-managed lands are present as part of this study.
- noted
Heritage Management Process & Class Environmental Assessment (EA) Process
Should the proposed activities impact cultural heritage features on 10 managed lands, a request to examine cultural heritage issues which can include the cultural landscape,
archaeology and places of sacred and secular value could be required. The 10 (formerly Ontario Realty Corporation) Heritage Management Process should be used for
identifying and conserving heritage properties in the provincial portfolio (this document can be downloaded from the Heritage section of our website:
http://www.ontariorealty. ca/What-We-Do!Heritage. htm). Through this process, 10 identifies, communicates and conserves the values of its heritage places. In addition, the Class
EA ensures that 10 considers the potential effects of proposed undertakings on the environment, including cultural heritage.
Potential Triggers Related to MOl's Class EA
IO is required to follow the MOl Public Work Class Environmental Assessment Process for (PW Class EA). The PW Class EA applies to a wide range of realty and planning activities
including leasing or letting, planning approvals, dispostion, granting of easements, demolition and property maintenance/repair. For details on the PW Class EA please visit the
Environment and Heritage page of our website found at http://www.infrastructureontario.ca/What-We-Do/Buildings/Realtv- Services/Environmental-Management-Class-EAs/
Please note that completion of any EA process does not provide an approval for MOl's Class EA obligations. Class EA processes are developed and in place to assess undertakings
associated with different types of projects. For example, assessing the impacts of disposing of land from the public portfolio is signfficantly different then assessing the best
location for a proposed road.
IO is providing this information so that adequate timelines and project budgets should consider MOl's regulatory requirements associated with a proposed realty activity in support
of a project. Some due diligences processes and studies can be streamlined. For example, prior to any disposition of land, a Stage I Archaeological Assessment is required.If
MOllands are likely to be impacted by the proposed project, then at the time of studies completion, the incorporation of these lands should be undertaken. In addition to
archaeological and heritage reports, a Phase I Environmental Site Assessment (ESA), on 10 lands should also be undertaken. Deficiencies in any of these requirements could result
in substantialproject delays and increased project costs.
In summary, the purchase of MOI-owned/IO-managed lands or disposal of rights and responsibilities (e.g. easement) for IO-managed lands triggers the application of the MOl Class
EA. If any of these realty activities affecting IO-managed lands are being proposed as part of any alternative. please contact the Sales and Marketing Group through IO's main line
(Phone: 416-327-3937, Toll Free: 1-877-863-9672), and contact the undersigned at your earliest convenience to discuss next steps.
Please remove IO from your circulation list, with respect to this project, if MOl owned lands are not anticipated to be impacted. In addition, in the future, please send only
electronic copies of notices for any projects impacting 10 managed lands to: [email protected]
- noted
36
On behalf of North American (Park Place North) Corporation, I would like to add our voice to those advocating for the speedy construction of the Harvie Road Crossing; a project
that keeps getting bumped down the road in the City’s Capital Budget despite being a prominent fixture in the City's Transportation Plan for at least 15 years. This critical
connection is long overdue and a much-needed solution to the constant congestion that Barrie residents and businesses are forced to endure in the vicinity of Hwy 400 due to
delays in providing the necessary east-west road capacity servicing old south Barrie. These delays also represent a missed opportunity by the City to facilitate private growth and
investment that would benefit existing taxpayers and businesses.
As you know, Park Place has worked closely with the City to fully fund and build significant transportation improvements in south Barrie. These upgrades were necessary because
traffic on Mapleview Drive and at the interchange with Highway 400 was already a nagging problem before Park Place and other new developments in South Barrie came online.
As a condition of approval, Park Place spent $7.1 million on municipal and provincial road-related infrastructure improvements several years ago to address these traffic concerns.
These enhancements included widening Mapleview Drive, Bayview Drive and the ramps/interchanges at Highway 400 together with related traffic signal upgrades. Although
these capacity improvements were beneficial, they cannot be improved upon any further and were not intended to service all of the new residential developments in south Barrie
and Innisfil.
In addition to the $7.1 million Park Place spent on improving the municipaVprovincial road network and $1.6 million in current annual property taxes, our development alone
has contributed $10.0 million in development charges directly to the City (plus approximately $1.5 million more from ffiM). To date, the City has not applied those dollars into the
most pressing infrastructure issue in old south Barrie. Further delays in addressing this east-west road capacity issue will also curtail the full build-out of the Park Place lands which
are estimated to generate an additional $22 million in development charges and approximately 2.5 million more in annual property taxes when we can bring more businesses
like IBM and Barrie Medical to the Park Place Office Estates lands. The City's investment in the Harvie Road crossing would realize a significant financial return not only from
Park Place, but would also open up significant opportunities for growth and investment by neighbouring landowners should the City finally decide to facilitate that opportunity
by proceeding with this and related critical pieces of urban infrastructure in the area.
We understand that Council has been moving forward with this project and that it seemingly enjoys broad political and public support. However, progress on final
phases of the EA has been questioningly and inexplicably slow since approval to proceed was first granted three years ago. The Harvie Road Crossing Environmental
Assessment started five years ago in 2010 with construction scheduled to commence six years from now in 2021. In contrast, the Business Plan for 2015 proposes a schedule for
McKay Road that starts an Environmental Assessment in 2015 and ends with a fully serviced crossing and interchange in 2022. It appears, where there is a will there is a way.
- accelerated timing of implementation.
The Harvie Road/Big Bay Point Crossing is critically important to facilitate any future office investments by Park Place, to our neighboring businesses who depend on just-
in-time delivery to be competitive, to those in need of timely access to the new Barrie Primary Care Medical Centre and especially important to all the existing residents and
taxpayers that need access to the highway or simply need to get across this major divide in the middle of the City. We urge Council to instruct staff to use every means possible to
accelerate the current schedule to ensure the construction of the Harvie Road Crossing is expedited.
- noted
37
Concerned about:
Speeding, existing safety, traffic volume existing and with future crossing and interchange, noise,
snow, garbage, landuse (want city to buy out residential properties), not in favor of TWLTL.
- as part of detail design traffic calming will be considered on adjacent streets. Harvie Road will be upgraded and widened but proposed transportation improvements need to be
assessed as part of a separate Class EA process prior to implementation. Traffic signals will be installed at Harvie and Veteran's. Increased traffic volumes and noise on Harvie will
be mitigated through phased implementation of transportation improvements across Highway 400 (four lanes plus turnin lanes in the interim).
38 1
No Comments
Positive Impact
This plan will have faster approach from my
place to east of Barrie area like Younge and
Go Station
Positive Impact
The traffic load on Mapleview will
decrease
Negative Impact
The traffic on Thrushwood Drive and
Elmbrook will increase.
Positive Impact N/A
39
Letter recommends the following comments be address as part of the design process:
1. A floodplain study is required demonstrating that the proposed works will not impact flood levels
and that flood plain storage will be maintained.
2. A Stormwater Management (SWM) study is required demonstrating how stormwater runoff quality
and quantity will be controlled. LID approaches are to be utilized in the SWM design.
Natural Heritage
3. From a natural heritage perspective, our preference is for a design that will maintain the quality and
quantity of water, and minimize any permanent impacts to the form and function of Whiskey Creek.
It appears that the details in the Evaluation Table 4-1 related to impacts to Fisheries/ Aquatic Habitat
do not match the text within the Environmental Study Report (ESR). The text indicates that options
2a and 2b will result in a new SOOm enclosure and options 3a and 3b will result in a 200m enclosure.
These details are not reflected in the evaluation table. As such, we recommend that prior to the
selection of the preferred design option, that the table be updated to accurately reflect the impacts of
the various options.
4. Notwithstanding our comment above, it does appear that option 3c will remain the best option for
the Natural Environment and Natural Hazards. It is our preference that a closed system is not used
or is minimized for Whiskey Creek. Brook Trout habitat has been identified directly downstream and
any direct or indirect impacts related to fish habitat and passage should be avoided.
5. The design of any channel realignments should include:
a. Principles of natural channel design and bioengineering
b. No obstruction to fish passage
c. No negative impact to natural landform and corridor function (i.e. ecological and
hydrological)
d. Enhancement and restoration of terrestrial and aquatic habitats
e. No increase to upstream or downstream flooding or erosion
f. Maintenance of floodplain function (i.e. storage and conveyance)
-the preferred design alternative includes an alignment shift to the north which will minimize the impact to the natural environment. Additional mitigation measure will be
considered as part of detail design including the potential of retaining walls which will reduce the footprint of the recommended transportation improvements.
6. We recommend consideration be given to road ecology and migration/passage use by appropriate
wildlife species to maintain ecological connectivity across the Whiskey Creek subwatershed. The size
of the proposed culverts should consider aquatic and terrestrial habitat requirements including small
mammal and deer passage, where appropriate.
7. Based on information in our offices, part of the impacted area is a significant groundwater recharge
area. We recommend that the proposed design demonstrate that the quality and quantity of
groundwater in these areas and the function of the recharge areas will be protected, improved or
restored.
8. It appears that the information used to characterize the natural environment was undertaken
through a desktop analysis without any site specific surveys or data collection. We suggest that the
background information should be verified on-site to more accurately identify the impacts of each
design option on the natural environment. This information is important to accurately determine any
+P38compensation that may be required as a result of implementation of this project.
9. We recommend that a monitoring program be put in place during and post construction to ensure
that all restoration and mitigation measures are functioning as designed and implemented.
10. Species at Risk will need to be addressed as per the requirements of the Endangered Species Act, 2007
with the Ministry of Natural Resources and Forestry (MNRF). Based on the ESR the potential for
species at risk were identified in the area and it is the onus of the proponent to carry out the
appropriate studies to address the Endangered Species Act, 2007.
11. Please note that any requirements related to the Fisheries Act must be dealt directly with the
Department of Fisheries and Oceans (DFO). The LSRCA no longer reviews projects on their behalf.
As such, all fisheries timing windows for in water works should be verified through either the MNRF
or DFO.
Please note that a permit from the LSRCA will be required for all development and site alteration within
lands regulated under Ontario Regulation 179/06 of the Conservation Authorities Act.
- noted
40 6 4 1 2 3 5
Alternative 1 will have impacts on the ability to further develop our client's property as road capacity is constrained in the area. The overpass and future partial interchange is
necessary to accommodate the City's planned growth as identified in the City's Multi-Modal Active Transportation Master Plan.
Alternative 2a shows the road grade rising along the frontage of Big Bay Point Road. This impacts the ability to have access to Big Bay Point Road for our client's property. Given the
rise in grade to clear the railway, the resultant grade change of where our client would have a driveway would be approximately 3m. This would have significant impacts on the
site. In addition, we question the continued need for the railway crossing into the property on the south side of Big Bay Point Road, which is currently abandoned. Also, access to
that property would not be possible with elevating Big Bay Point Road as significant fill would be required on the property to achieve an access.
Alternative 2b maintains the grades similar to existing, which allows access to our client's property.
Alternatives 3a and 3b have little impact on our client's property.
Alternative 3c would have an impact on our client's property given the time lines and approvals required to raise Highway 400. The extent of impact of raising Highway 400 on
adjacent properties has not been identified by you (ie. any additional right-of-way required due to grade changes or length of impact on Highway 400).
- noted Positive Impact
Other than Alternative 2a, access to the
property via Big Bay Point Road can be
maintained. However, Option 1 essentially
denies future development of our client's
Office Estates lands.
Negative Impact
Alternative 1 effectively eliminates our
client's ability to develop the remainder of
their lands. Alternative 2a would restrict
access from Big Bay Point Road to our
client's lands. Neither of these Alternatives
is, in our opinion, feasible.
Positive Impact
Current levels of congestion impacts
local business activities and effectively
denies the development rights for lands
along the Highway 400 corridor;
particularly near Mapleview Road. A
flyover or interchange at Big Bay Point
Road would help relieve congestion and
allow for further development.
Positive Impact
Other than Option 1, the other alternatives
will provide more options for customers and
employees to get to our client's property.
Negative Impact
Alternative 1 does not improve congestion in
the area and does not assist in improving how
customers and employees can get to our
client's property. It also does not improve
accessibility for transit, EMS or active
transportation options.
41 6 2 1 4 3 5
No CommentsPositive Impact
Alternate route and reduced volume on
Mapleview and Essa.
Positive Impact
Alternate route and reduced volume on
Mapleview and Essa.
N/A N/A
42 6 1 3 2 4 5
What would the cost to the taxpayer be for each option? - notedPositive Impact
Alternate route.
Positive Impact
Alternate route- less traffic congestion
Positive Impact
Alternate route.
Positive Impact
Alternate route.
43 6 1 2 3 4 5
The biggest impact that the Harvey Road crossing will have is more on my life than my property. I am a 48-year-old woman with Multiple Sclerosis (MS) and I work at THETA on
Truman Road. Although I was diagnosed with MS when I turned 30 I have been doing well enough to not go onto any MS medication. I would like to do everything I can to keep it
that way. With the Harvey Road crossing I can ride my bike to work. Gosh, I could even walk to work! I do not have a preference as to which route is chosen, I only look forward to
any route for the Harvey Road crossing being chosen.
'- noted
Positive Impact
2a, 2b, 3a, 3b, 3c
Positive Impact
2a, 2b, 3a, 3b, 3c
Positive Impact
2a, 2b, 3a, 3b, 3c
Positive Impact
2a, 2b, 3a, 3b, 3c
44
Email recommends the following:
I really feel it is necessary to have the full interchange and not just the bridge. I also believe it is imperative that Bryne Drive be joined from the north and south. We discussed the
idea of taking Bryne close to the 400 so it could also go under the bridge and not have access to the new road to allow for fewer lights at the crossing.
'- noted
45 1
The plan and maps to be produced should be useful for the Bryne Drive realignment and show right of way consistent with the severance granted to Bell Media for the lot at 33
Beacon Road.
A concept Plan for the Bell Media property has been provided to City based on the 2011-2012information. That plan showed the divided lot.
'- noted
Positive Impact
With determination of Bryne Drive
realignment
Positive Impact
Will improve all traffic flow in South
Barrie.
Negative Impact
An underpass with restricted potential
for interchange would be negative.
Positive Impact
Will provide for access to the interior with
determination of Bryne Drive realignment
Negative Impact
Significant potential increase in land required
for interchange.
Positive Impact
Will provide basis for redrafting the plan of
subdivision based on Bryne Drive and potential
interchange.
Negative Impact
Potential for largest portion of land required to be from Bell Media.
Compensation needs to be equitable.
46
Letter states the following:
In our initial review, we have confirmed that Hydro One has high voltage transmission facilities within your study area. At this point in time we do not have enough information
about your project to provide you with meaningful input with respect to the impacts that your project may have on our infrastructure. As such, this response does not constitute
any sort of approval for your plans and is being sent to you as a courtesy to inform you that we must be consulted on your project.
In addition to the existing infrastructure mentioned above, the affected transmission corridor may have provisions for future lines or already contain secondary land uses (i.e.
pipelines, water mains, parking, etc). Please take this into consideration in your planning.
Please allow the appropriate lead-time in your project in the event that your proposed development impacts Hydro One infrastructure to the extent that it would require
modifications to our infrastructure.
In planning, please note that developments should not reduce line clearances or limit access to our facilities at any time in the study area of your Proposal. Any construction
activities must maintain the electrical clearance from the transmission line conductors as specified in the Ontario Health and Safety Act for the respective line voltage.
The integrity of the structure foundations must be maintained at all times, with no disturbance of the earth around the poles, guy wires and tower footings. There must not be any
grading, excavating, filling, or other civil work close to the structures.
We reiterate that this message does not constitute any form of approval for your project. Once more details about your plans are known and it is established that your
development will affect Hydro One facilities including the rights of way, please submit your plans to:
Roman Dorfman, Hydro One Real Estate Management
185 Clegg Road, Markham, ON. L6G 1B7
Phone: (905) 946-6243
Please note that the proponent will be held responsible for all costs associated with modification or relocation of Hydro One facilities, as well as any added costs that may be
incured due to increase efforts to maintain our facilities.
- noted.
47 1
Concern of safety. Concern of displacing wild deer. Concern of displacing wild turkey. Traffic overflow will travel onto Thrushwood Drive through subdivision past Trillium Woods
School- this subdivision is not conductive to that amount of traffic. Daycare at Harvie and Thrushwood too close to Harvie Road, traffic flow will cause safety concern to children.
- traffic calming on Thrushwood would be considered as part of detail design. Harvie Road will be upgraded and widened but proposed transportation improvements need to be
assessed as part of a separate Class EA process prior to implementation. Traffic signals will be installed at Harvie and Veteran's. Increased traffic volumes and noise on Harvie will
be mitigated through phased implementation of transportation improvements across Highway 400 (four lanes plus turnin lanes in the interim). Improvements on Harvie Road are
subject to a separate class EA process.
Negative Impact
Increased traffic flow will make access to my
property difficult.
Negative Impact
This would increase the use of Harvie
Road- environmental concerns- deer and
wild turkey in area. Dangerous to
existing daycare on Harvie.
Negative Impact
Increase in traffic will make access to my
residence difficult.
N/ANegative Impact
Lower property value due to increase of traffic and noise.
48 6 2 1 5 4 3 No Comments
49 6 1 2 3 4 5
Access to south west side of Barrie would benefit me greatly and make travelling much easier. - notedPositive Impact
Access to family and friends without having
to go through Mapleview
Positive Impact
Mapleview is heavily congested all the
time because of lack of alternatives.
Positive Impact N/A
51 6 3 1 4 2 5
Bicycle paths should take the form of multi-use trails instead of on-road bike lanes in order to see higher numbers of cyclists using the infrastructure, which will in-turn bring more
people by different modes of transportation to the area.
- the proposed multiuse trail would conflict with driveways and pedestrians and be a potential safety issue over the Highway. Multiuse trails are also less compatible with
commuter cyclists.
1 7 12 16 4 2 1
2 0 4 4 3 4 0
3 0 3 4 4 2 2
4 0 1 3 4 7 0
5 0 1 0 1 2 11
6 13 0 0 0 0 2
85 38 48 43 54 74
MINUTES Project: Harvie Road/Big Bay Point Road/ Highway 400 Interchange EA
Project No.: 1124182.00
Place: City of Barrie
Date: July 10th, 2013
Time: 1:00 pm – 2:15 pm
Present: Name Company Position Ralph Scheunemann City of Barrie (COB) Project Manager
Stew Patterson Lorran Cooney
City of Barrie City of Barrie
Manager Planning
John Grebenc Morrison Hershfield (MH) Project Manager
ITEM MINUTES ACTION BY
1. Introductions/Confirmation of Agenda
2. Professional Services Agreement and PO
� The PO will be for all works including provisional and non-provisional items. MH has signed and returned to Barrie for signing.
� MH is to commence the work for both crossing and interchange options.
� MH will provide updated 5.3 Schedule of Fees.
COB
MH
3. RFP / Terms of Reference Review
� MH will conduct the study for both the provisional and non-provisional items.
4.
Digital Information
� No additional information is available at the moment except for the Design Criteria for Essa Road, Dunlop Street and Bayfield Street that were provided. City confirmed that the Design Criteria for Dunlop St. and Bayfield Street are provided as samples and work at those locations are not part of the study.
� MH has signed and returned the Use of City Data Agreement to COB.
5. Schedule
� MH will revise the original schedule noting the delay require to accommodate the following:
• Traffic work that will commence after the final traffic models from Genivar are completed, expected by the end of September.
• Coordination as possible with MTO Highway 400 TESR Addendum study to identify the 400 cross section/etc. Post-
COB
– 2 –
Meeting Note: Given the study expects Consultant acquisition by October and completion in November 2015 it is not expected this EA can be delayed that period of time and some issues will not be finalized in that study.
� By 2026 McKay Road and Harvie Road interchanges are anticipated to be constructed.
� Alternatives to adopt phased approach for Harvie Road / Big Bay Point Road improvements should be considered.
6. MTO
� Nanda Kandiah will be the MTO Project Manager for this study and Susan Sieradzki is the Environmental Planner. Other MTO members will include Stephen Lamptey, Peter Dorton, and Jeanne-Marie Deletsu. Post-Meeting Note: MH has established contact. MH has also established contact with MTO contacts Sandra Bailey and/or Nic Chevalier for the Ontario Service Centre project.
� Coordination as possible with MTO Highway 400 TESR Addendum study to identify the 400 cross section/etc. Post-Meeting Note: Given the study expects Consultant acquisition by October and completion in November 2015 it is not expected this EA can be delayed that period of time and some issues will not be finalized in that study.
� MTO HiCo and MTO CADD standards are to be used.
� Depending on timing of construction there may be cost sharing for Highway 400 WB shift or at least median widening alternative to work with future Highway 400 widening.
7. Invoices
� Similar to Phase 1 and 2, lump sum and % complete would be used for invoicing. The % complete shall be submitted with each invoice based on the updated Schedule of Fees.
� City requires that any extras be identified first prior to undertaking the work.
8. Consultant Evaluation
� City informed that MH will be evaluated on the adherence to schedule, technical skills, reporting, quality of work and QA/QC.
9. Changes to Project Team
� MH noted addition of John Klowak to the project team; MH will provide his CV to the City.
MH
10. Safety Policies related to Field Work
� City requested MH and any subconsultant to provide their safety policies to the City prior to any field work.
MH
11. Traffic MH to provide a summary of the version of the traffic software: Aimsun, Emme, and Synchro. Post Meeting Note: Emme 4.0.8 at present and we will use Emme 4.1 soon when it becomes available in a few weeks’ time. We use Synchro 8. We are going to cooperate with GENIVAR; we believe
– 3 –
they use Aimsun 8.
� Genivar is completing the macro & microsimulation for Essa Road associated with the Annexation Multimodal Active Transportation Master Plan.
� City is to confirm the Essa Road Design Criteria, as the one provided is dated May 2011. Post Meeting Note: City forwarded the 30% Design Criteria for Essa Road on July 16, 2013.
12. Other Business
� City advised that meetings with MTO may be scheduled at MTO but preferably no earlier than 10 a.m. to avoid traffic congestion. MTO requires 4 weeks’ notice to arrange for a room if the meeting is held at MTO.
� MH is to look at the railway assessment. City will get information of the status of the rail. Post Meeting Note: City provided a 1993 agreement between CN and The Molson Companies Limited.
� MH is unclear on the present status of the above agreement with change of ownership. The City will obtain information on the latest former Molson Plant property redevelopment and potential rail siding use.
� Subsequent to the meeting, MH received a call from Alain Kimble, representative of the Park Place. He was forwarded to the City for formal discussions.
� Genivar’s preliminary assessment recommends no NB ramps. This is due to the Service Centre access. There may also be archaeological issues that will be assessed during the study. Post Meeting Note: MH’s Phase 1 and 2 EA proposal was for the full interchange, this should be modeled in Genivar’s Annexation study including for Hwy 400 operation and weaving.
� City is looking for alternatives to adopt a phased approach for Harvie Road / Big Bay Point Road improvements. Highway crossing would be the first phase. All alternatives must be compatible with the proposed interchange to be constructed after Phase 1.
COB
COB
Minutes by John Grebenc. Please advise of any errors or omissions within five days of receipt. Distribution: All present
MINUTES Project: Harvie Road/Big Bay Point Road/ Highway 400 Interchange EA (Harvie EA)
Project No.:
1124182.00
Place: 7th Floor Boardroom, MTO Downsview Office, 1201 Keele St, Toronto
Date: January 15th, 2014
Time: 10:00 am – 12:45 pm
Present: Name Agency/Firm Position Nanda Kandiah
Justin White Glenn Higgins Susan Sieradzki Muhammad Khan Nicholas Chevalier Stephen Lamptey Peter Dorton Jeanne-Marie Deletseu Moin Khan
MTO MTO MTO MTO MTO MTO MTO MTO MTO MTO
Planning & Design Planning & Design Planning Branch Environmental Planner System Analysis and Forecasting Head Office Traffic Office Corridor Control Traffic Office Highway Design
Ralph Scheunemann City of Barrie (COB) Project Manager George Katic Morrison Hershfield (MH) Senior Project Manager John Grebenc Morrison Hershfield (MH) V.P., Project Manager
ITEM MINUTES ACTION BY
1. Introductions/Confirmation of Project Team
� Nanda Kandiah will be the MTO Project Manager for this study and all contact should be copied to him. Other Harvie EA, MTO members will include Susan Sieradzki, Stephen Lamptey, Peter Dorton, and Jeanne-Marie Deletsu. Nick Chevalier is contact for the Ontario Service Centre project. Glenn Higgins is PM for Simcoe Area Multi-Modal Transportation Strategy Study. Justin White is the contact for the Highway 400 PDR/TESR Addendum.
2. Review of Scope of this Harvie EA Study
� John Grebenc reviewed the past Phase 1 and 2 EA study results from early 2012 for a preferred Highway 400 crossing and property protection for a potential Parclo A4 interchange. Ralph Scheunemann from COB advised that Barrie Multi-Modal Active Transportation Master Plan removed the 2 northbound on ramps from a potential interchange because of the conflict with the Ontario Service Centre off-ramp from Highway 400.
� Ralph Scheunemann advised that the Barrie/MTO Trigger Agreement due to Park Place development for Harvie Crossing stated if 2 consecutive years of specific queuing criteria were met at the Essa Road and Mapleview Drive, then 3 years are allowed to build the Harvie Road/Big Bay Point Road crossing. It was clarified at the meeting the City Council approved the crossing and directed the City staff to do more study in Phase 3 and 4 EA for property
– 2 –
protection for a potential interchange.
� The Harvie Road/Big Bay Point Road fly-over structure alternative would impact on Highway 400 because of the need for a wider median to build a centre median pier, which will require a highway detour to accommodate a wider median. Also, a close coordination with ongoing MTO study looking into potential future widening/alignment shift of Highway 400 and pier location. An underpass option of Highway 400 could alleviate this issue by allow for the road profile under Hwy 400 to allow for a wide range of potential options for Highway 400 in the future.
� City would like to adopt a phased approach for the Harvie Road / Big Bay Point Road crossing/potential interchange. The crossing would be built the first. The crossing must be compatible with the interchange to be constructed at a later date.
� Phase 2 archaeological study completed for this project found some artifacts. These findings do not constrain the EA alternatives. Phase 3 of Archaeology should be completed during a detailed design for 2 sites. Nicholas Chevalier advised that during the development of Service Centre, Infrastructure Ontario (IO) found archaeological artifacts of the Huron/ Wendat First Nation on the south side of the Service Centre. The design was adjusted to expand the Service Centre to avoid any disturbance to findings. Ideally, this aboriginal group would like to avoid any disturbance, such as cut or fill on an area with a potential for more findings. POST-MEETING NOTE: Andrew Murray noted Frank Dieterman at IO led the First Nations consultation and thus the team approach discussed at the meeting would likely be the best approach.
� There is railway spur crossing of Big Bay Point Road to the east of Highway 400. City has a 1993 agreement between CN and The Molson Companies Limited. The previous EA study maintained an at-grade crossing of Big Bay Point Road. It was noted at the meeting that the Molson site was clear now with all buildings demolished.
MH/MTO/COB
3. Update on Barrie Multi-Modal Active Transportation Master Plan
� The City anticipates constructing the McKay Road and Harvie Road interchanges by 2026.
� As part of the Barrie Multi-Modal Active Transportation Master Plan, Genivar submitted its traffic macro and micro models to MTO for a review and comments. Stephen Lamptey from MTO Traffic Office agreed to provide comments in the next two weeks on the micro model. See item 7 for Traffic Summary for this EA.
� Ralph advised that the City draft plan to realign the future Byrne Drive was not yet approved by Council allowed 235 metres between stop bars (265 m between centerlines) of the ramp terminal and future intersection with Harvie Road as discussed with MTO. MH will show this spacing on plans. MTO added that The Interchange Highway Access Management Plan (IHAMP) guideline should be referred to for standard spacing between signalized intersections. Moin Khan would provide to MH and City of Barrie.
Stephen Lamptey
MH
Moin Khan
– 3 –
4.
MTO update on Simcoe Area Multi-Modal Transportation Strategy and MTO update on Highway 400 PDR/TESR Addendum
� Simcoe Area Multi-Modal Transportation Strategy completion is now expected by March 31, 2014. This study included a 2041 horizon year and consultations with relevant stakeholders but not public consultation.
� Growth plan, traffic changes and new developments triggered the need for MTO Highway 400 PDR/TESR Addendum. The study will include a traffic model built off of the Simcoe Area Multi-Modal Transportation Strategy. Therefore it will take another look at the need and justification of the Highway 400 core-collector system, interchanges, widening, horizontal alignment, etc. The study completion is expected in 2 years by January 2016. The 2031 Horizon will be used for the study. Close coordination is required between this Harvie Road EA study with the MTO Highway 400 PDR/TESR Addendum study.
� In the previously completed Highway 400 PDR study, a 7.5 m Highway 400 horizontal alignment shift was proposed to the west as well as median widening. For now, these are the MTO official recommendations to be used on this study. Depending on the timing of construction, there may be staging coordination and cost sharing required between MTO and the City of Barrie.
5. MTO update on Service Centre and Highway 400 access
� Nick Chevalier advised that as a part of the agreement with Service Provider a direct off ramp is required from Highway 400 to Service Centre with no traffic signals. Different alternatives for a direct off ramp can be considered as part of this study.
� Egress from the Service Centre back to Highway 400 does not need to be a direct access onto 400 such as the existing on ramp. Alternatives can be considered. For example, egress northbound to Fairview Road and then the Highway 400 via Essa Road or southbound via new Harvie Road interchange ramps or via Mapleview Drive interchange ramps would be acceptable.
� Length of the contract between IO and Service Provider for Service Centre is 50 years to March 30, 2060.
MH
MH
6. Traffic Summary for this EA study
� Muhammad Khan of MTO System Analysis and Forecasting Office (SAFO) identified that the traffic macro Emme model from the Barrie Multi-Modal Active Transportation Master Plan Study, once approved, will be accepted for the Harvie Road/Big Bay Point Road EA Need and Justification. The Traffic Office would require further review and comment on the micro model, as was noted above in item 3. POST-MEETING NOTE: A memorandum dated January 30, 2014 was provided by Jeanne-Marie Deletsu of the Traffic Office regarding review of the micro model. In a phone conversation it was further clarified by Ralph Scheunemann that the micro model can be used for the Phase 3 and 4 EA study. Further study would be required if the Phase 1 and 2 EA recommendation was carried forward for a Parclo A4 interchange since the east side ramps were
– 4 –
dropped in the micro model due to the Service Centre access. Weaving analysis was completed within that model for a potential new interchange because of its proximity of Mapleview Drive and Essa Road interchanges and should be checked for the preliminary design in this Phase 3 and 4 EA.
7. MH update on EA assignment
� Some potential interchange alternatives were reviewed at the meeting including Buttonhooks, Diamonds, and Parclos. Ramps on the west side at the Service Centre are limited as noted in 2 above due to the archaeological findings and the plans for future expansions and need for access to the picnic area. MH will review alternatives further but options seem limited for access changes.
� The alignment of the Harvie Road/Big Bay Point Road crossing was discussed that it shown shifted to the north to be more equidistant between Essa Road and Mapleview Drive interchanges. This also shifts the alignment away from utilities including a watermain crossing under Highway 400.
� John Grebenc advised that upcoming studies would include: Environmental including at Whiskey Creek, Geotechnical, Surveying, etc. The studies would commence in the spring.
� MTO CAD standards will be used.
MH
8. Project Schedule
� Meetings with MTO may be scheduled at MTO but preferably no earlier than 10 a.m. MTO requires 4 weeks’ notice to arrange for a room if the meeting is held at MTO.
� Next Meetings - February 26th and March 26th, 2014, 3rd floor Boardroom, MTO Central Region 10 am to 1 pm.
All
9. Other Business
� A Preliminary Design Criteria will be developed during the Phase 3 and 4 EA study.
MH
Minutes by John Grebenc. Please advise of any errors or omissions within five days of receipt. Distribution: All present
MINUTES Project: Harvie Road/Big Bay Point Road/ Highway 400 Interchange EA (Harvie EA)
Project No.:
1124182.00
Place: 3th Floor Boardroom, MTO Downsview Office, 1201 Keele St, Toronto
Date: February 26th, 2014
Time: 10:00 am – 12:35 pm
Present: Name Agency/Firm Position Nanda Kandiah
Nicholas Chevalier Peter Dorton Jeanne-Marie Deletseu
MTO MTO MTO MTO
Planning & Design Head Office Corridor Control Traffic Office
Ralph Scheunemann City of Barrie (COB) Project Manager George Katic Morrison Hershfield (MH) Senior Project Manager John Grebenc Morrison Hershfield (MH) V.P., Project Manager
ITEM MINUTES ACTION BY
1. Introductions
� No introductions were necessary.
2. Review of January 15, 2014 minutes (Action Items only)
� As part of the Barrie Multi-Modal Active Transportation Master Plan, Genivar submitted its traffic macro and micro models to MTO for a review and comments. A memorandum dated January 30, 2014 was provided by Jeanne-Marie Deletsu of the Traffic Office regarding review of the micro model. It was further clarified that the micro model can be used for the Phase 3 and 4 of this EA study. Preliminary weaving analysis was completed within that model for a potential new interchange because of its proximity of Mapleview Drive and Essa Road interchanges and will be reviewed/updated during the traffic operations report being undertaken in this study. Comments are still outstanding from the MTO Traffic Office (Stephen Lamptey) on the macro model.
� John advised that MH incorporated a 265 m spacing between the future Bryne Drive and ramp terminal intersections with Harvie Road on Design Alternatives presented today. MTO advised that the Interchange Highway Access Management Plan (IHAMP) guideline should be reviewed for a standard spacing between signalized intersections but reduced spacing can be considered if it can be proven that it can work properly.
MH
MTO
MH
3. MTO to update on the Highway 400 TESR Addendum
� MTO advised that an update on the Highway 400 TESR Addendum study would be forthcoming in June of 2014.
MTO
– 2 –
4. Recap/Update on Multi-Modal Active Transportation Master Plan Traffic Model
� See Item 2, Preliminary weaving analysis was completed within that model for a potential new interchange because of its proximity of Mapleview Drive and Essa Road interchanges and will be reviewed/updated during the traffic operations report
MH
5. Design Alternatives, Impact and Design Criteria Approach
John presented plans and profiles of the following Design Alternatives for the Harvie Road interchanges:
� Partial Parclo A with Harvie Road realigned slightly to the north (horizontal curves with R=250 m);
� Partial Parclo A with Harvie Road realigned more to the north (horizontal curves with R=500 m);
� A button-hook type interchange;
� Overpass/underpass profile.
“Do Nothing” and only a Highway 400 crossing alternative will also be included. The Crossing/Interchange either over or under Highway 400 was presented and will be reviewed as part of Phase 3 and 4.
It was clarified at the meeting that MTO Senior Management Team (SMT) approved the Harvie Road Crossing only at the conclusion of the Phase 1 and 2 of this EA study with the interchange to be reviewed further. Barrie Council approved the crossing with further review of the interchange.
MTO advised that traffic operation analysis should be completed for Design Alternatives including weaving analysis between future interchange at Harvie Road and Mapleview Drive and Essa Road. It is also important to complete traffic operation analysis (Synchro) of all future intersections.
John discussed a drainage issue related to the existing stormwater management pond located on the south side of Harvie Road, west of Highway 400. Future Bryne Drive will impact on stormwater pond outlet and its emergency spillway for Regional Storm. Drainage will be considered as part of this study for a drainage crossing (either culvert or bridge) at future Bryne Drive. It was also discussed that if this constraint was held it would prevent a profile option of future Harvie Road being constructed under Highway 400. There is some flexibility for the alignment of Bryne Drive that will be discussed further.
MH
MH
MH
MH/
COB
– 3 –
It was also discussed at the meeting that a proposed profile of Harvie Road/Big Bay Point Road over Highway 400 is quite steep (6%) at the east end because of the need to match the existing grades at the CN spur crossing to former Molson property. The study team will develop profile alternatives to match the existing grades at the CN spur crossing. An option for a grade separation of the rail spur was also presented. The removal of the rail spur crossing of Big Bay Point Road will also be considered.
John discussed that a developer of land at the northwest corner of Highway 400 and Harvie Road could have difficulty developing land between proposed Bryne Drive and Highway 400 for a button-hook type Design Alternative.
Also, exposure of future buildings in this area could be an issue if future Harvie Road is constructed under Highway 400. Bryne Drive shifted further to the west nearer the SWM Pond outlet as in the 2009 Bryne Drive Master Plan Addendum would also allow for more land for development exposed to Highway 400. The overpass option would also allow for more exposure of development to Highway 400 than the underpass option.
MTO suggested that coverage should be extended on all drawings to include Mapleview Drive and Essa Road interchanges. MH also reviewed an initial draft table discussing pros and cons of each Alternative.
MTO advised that the horizontal curve radii including exit ramps and inner loops should be labeled on all drawings. Also it is very important to meet the current MTO geometric standards such as inner loop should have minimum radius of 55m. MH will check all alternatives shown proper geometry.
It was discussed at the meeting that a full Parclo A-4 type interchange with a direct Highway 400 exit ramp to Service Centre could be added to the set of Design Alternatives. The alternative would be similar to the one presented to the MTO Senior Management Team (SMT) at the conclusion of the Phase 1 and 2 of the EA study. The access to the Service Centre would be as shown on the plan from the NB ramp. MH will revise the plan for the new Service Centre layout and exit access onto Fairview Road.
MTO suggested that a partial Parclo A-4 type interchange could be a “tough sell” to the Senior Management Team. However main traffic movement is to/from the south, so the partial interchange will accommodate that movement i.e. there is a northbound off-ramp and a
COB/MH
MH
MH
MH
– 4 –
southbound on-ramp on all Design Alternatives.
It was noted at the meeting that Design Speed for Harvie Road/Big Bay Point Drive could be either 70 km/h or 80 km/h. MTO advised that preliminary Design Criteria should be developed during the course of this study to include this information. All Design Alternatives for Harvie Road interchange should be shown on drawings with the same design features as in the approved Hwy 400 TESR for an ultimate 8-lane cross section for Highway 400 in this area.
MH
6. Coordinated approach to Archaeology, Plans for Environmental, Geotechnical, etc.
� Stage 2 Archaeological study completed for this study found some artifacts on both sides of Highway 400 and along Harvie Road / Big Bay Point Road. Andrew Murray, who is a MH subconsultant for Archaeology on this study, advised that Stage 3 of Archaeology investigation could be considered now or during detailed design, it was discussed with COB and should be completed during the detailed design phase. Andrew Murray was also the Archaeological subconsultant to IO working on the First Nations consultation during the Service Centre development. Further discussion is required on how to proceed with First Nation discussions given the very general concerns they have may impact proposed works. The First Nations will be contacted as part of the PIC process.
� PIC is scheduled for June 4, 2014. The City would like to present Design Alternatives for the Harvie Road interchange at the PIC. MTO requested that prior executive meeting with the MTO SMT was recommended to receive feedback. The executive meeting was scheduled for April 28, 2014 (Monday).
All
COB/MH
7. Project Schedule
� A detailed schedule was presented. PIC is scheduled for June 4th.
� Next Meeting - March 26th, 2014, 6th floor Boardroom, MTO Central Region 10 am to 1 pm.
MTO
8. Other Business
� The MTO executive meeting will be scheduled for April 28, 2014 (Monday).
Minutes by George Katic. Please advise of any errors or omissions within five days of receipt. Distribution: All present and all invitees who could not attend.
MINUTES Project: Harvie Road/Big Bay Point Road/ Highway 400 Interchange EA (Harvie EA)
Project No.:
1124182.00
Place: Conference call
Date: July 28th, 2014
Time: 10:30 am – 11:30 pm
Present: Name Agency/Firm Position Jeffrey Siebert MTO Regional Archaeologist Ralph Scheunemann City of Barrie (COB) Project Manager
Andrew Murray Jim S. Weir
A.M. Archaeological Morrison Hershfield (MH)
Archaeologist V.P.
John Grebenc
Morrison Hershfield (MH)
V.P. & Project Manager
ITEM MINUTES ACTION BY
1. Introductions
� No introductions were necessary. John Grebenc summarized the project status and the previous general archaeological findings from the Service Centre and for this projects Stage 2 study.
2. Service Centre and Harvie EA Findings
� Andrew summarized the findings of his Stage 2 Archaeological study for the Service Centre. At the south end was a village, BcGw-86, it was found not to continue south of Whiskey Creek. It would not impact the ramps in the interchange design alternatives for this study but would be in conflict with the design alternatives to provide access to the Service Centre for the Parclo A4 option with the northbound on ramps.
� Andrew also identified on the plan the Little II site, BcGw-28, a village similar in size and time period to the southern site at the Barrie Service Centre, this site is just west of the proposed Bryne Drive alignment. Andrew has since provided MH with this plan including the buffers. (NOTE: drawing doesn’t show conflict because the Bryne alignment from the Dec 2005 Master Plan is shown, conflict is with the subsequent preliminary preferred alternative from the draft 2010 Bryne Drive MP.). POST-MEETING NOTE: the 50 m buffer for this site is in conflict with the previously proposed Bryne Drive alignment from the 2010 Master Plan study. MH requested clarification of how the impact has been considered in the Bryne Drive planning. If Bryne Drive could not be shifted to the east by say 25m+ to the east this would also be in conflict with a potential Buttonhook interchange option.
� Andrew summarized his findings for the Harvie EA. Site 1,
Ralph/COB
– 2 –
BcGw-93 along the Harvie Road alignment was likely a satellite use to the village. Site 2, FS2.01 is in conflict with the alignment of the southbound Highway 400 exit ramp to Harvie Road. Given the findings, they should not result in stopping the alternatives from being considered further, but a mitigation process would be required during construction. The 50 m buffer provided for Stage 2 findings would enter the existing MTO Hwy 400 ROW. A Stage 3 study is recommended in the future and without new findings would shrink the buffer to possibly be outside the MTO ROW. The City of Barrie has identified the Stage 3 study would be completed during detailed design.
3. Consultation with First Nations (Huron-Wendat Nation)
� Jim and Andrew noted that the Service Centre design had flexibility to avoid impact to the findings. The design was changed once First Nations requested no cut or fill on the findings, no such options exist for the Harvie EA alignments noted above, though the findings in the Harvie EA Archaeological Study these are less significant findings but the previously found archaeological findings do impact the Harvie EA alternatives as noted in these notes.
� MTO/IO consulted with the same First Nations group for the Service Centre. Jeff Seibert will contact Leslie Currie(sp?) and clarify MTO/IO consultation and approach further. POST-MEETING NOTE: MH has been in contact with John Kubiak of IO on Huron-Wendat Nation contacts. Those discussions did not come to a clear conclusion as First Nations contacts changed.
� At this time the approach for this Harvie EA consultation will be a standard EA approach, letters sent to a stakeholders list including notification of a PIC. Further clarification on extent of contact will follow.
Jeff
COB/All
4. Other Business
� City of Barrie requested Andrew Murray review/revise his quotation for Stage 3 assessment. What areas were included in the Stage 3 archeological assessment extra request and provide an updated price to focus just on the areas impacted by the Highway Crossing
Andrew
Minutes by John Grebenc. Please advise of any errors or omissions within five days of receipt. Distribution: All present and all invitees who could not attend. cc: Nanda Kandiah(MTO), Justin White(MTO) and Jacqueline Weston(COB)
MINUTES Project: Harvie Road/Big Bay Point Road/ Highway 400 Interchange EA (Harvie EA)
Project No.:
1124182.00
Place: 6th Floor Boardroom, MH Office, 235 Yorkland Blvd. , Toronto
Date: July 31st, 2014
Time: 10:30 am – 12:00 pm
Present: Name Agency/Firm Position Jeanne-Marie Deletseu
Goran Nikolic MTO MTO
Traffic Office Traffic Office
Ralph Scheunemann City of Barrie (COB) Project Manager Jim S. Weir Morrison Hershfield (MH) V.P., Project Manager John Grebenc Sara Fadaee
Morrison Hershfield (MH) Morrison Hershfield (MH)
V.P., Project Manager Transportation Planner
ITEM MINUTES ACTION BY
1. Introductions
� No introductions were necessary. John Grebenc summarized the project status.
2. Presentation
� Sara Fadaee provided a PowerPoint presentation summarizing the following topics:
� The approach and results for Highway 400 weaving analysis; and
� The results of the full traffic study.
3. Highway 400 weaving analysis
� Sara clarified that the most acceptable way to analyze freeway weaving is the method developed by the American Highway Capacity Manual (HCM) 2000 and modified in 2010.
� Sara indicated that MH used the HCM methodology to conduct the weaving analysis and AIMSUN/TSS technical support (Murat Aycin, PhD) approved MH’s approach as the required approach.
� Sara indicated that the Level of Service of Highway 400 in the weaving segments between the potential new Harvie Road / Big Bay Point Road interchange and the Mapleview Drive interchange and the proposed Essa Road W-S interchange ramp would be better than or equal to LOS C, which is satisfactory. There would be no weaving issues based on the recommended configurations and geometry and the forecast weaving volumes.
� Sara displayed a video which recorded the Micro Simulation of the preferred alternative (Alternative 4) in Aimsun. This video
– 2 –
confirmed that there would be no weaving issues along Highway 400 within the weaving segments.
� MTO requested that MH illustrate the model demand volumes along Highway 400 on the weaving and non-weaving segments.
� MTO requested that MH assess interchange weaving in the 2031 time horizon assuming no additional through lanes on Hwy 400.
� Due to the low speed on the proposed Essa Road W-S interchange ramp, MTO requested that MH model another scenario to remove the proposed right lane drop in the southbound direction and to provide continuous movement of auxiliary lanes to Mapleview Drive.
MH
MH
MH
4. EA Alternatives
� The following alternative planning solutions were identified to carry out the detail design work on Highway 400:
� Alternatives 1: Do nothing; � Alternatives 2: Highway 400 Crossing: A 7 lane crossing of
Highway 400 connecting Harvie Road to Big Bay Point Road;
� Alternatives 3: Full Parclo A4 Interchange per Harvie Road / Big Bay Point Road Phase 1 and 2 EA;
� Alternatives 4: Modified Parclo Interchange with no northbound on ramps; and
� Alternatives 5: Modified Buttonhook Interchange with no northbound on ramps.
� John and Sara explained that the comparison of design alternatives in Aimsun and the Evaluation of the Alternatives Planning Solutions demonstrates that construction of Alternative 4 a Modified Parclo Interchange with no northbound on ramp is the preferred alternative “design solution”.
� MTO requested that MH Include Design Alternative drawings and geometric details into the report and the PowerPoint presentation.
� Ralph requested that MH summarize the geometric design elements which deviate from the recommended guidelines and explain why this is acceptable.
(Post-Meeting Note: please refer to the attached draft Design Criteria)
� Ralph requested that MH assess safety elements of proposed geometrics
(Post-Meeting Note: this is included in the ESR Progress Report)
� Ralph requested that MH summarize need and justification for interchange
� Ralph requested that MH assess interchange impacts on Essa road interchange (eg. are two north bound on ramp lanes
MH
MH
MH
MH
MH
– 3 –
needed on the E-N on-ramp)
(Post-Meeting Note: MH assessed the impact on the Essa interchange and no improvements including the E-N on-ramp are required)
5. Aimsun Modelling
� Sara indicated that WSP coded the recommended preferred road networks from TMP in the Aimsun microsimulation software including Alternative 4. MH completed the Aimsun modeling to their EA alternative geometry.
� Sara clarified that MH used this model to code Alternatives 1, 3 and 5 during the weekday AM and PM peak periods.
� John explained that Alternative 2 was not modeled given the conflict between the Service Centre and northbound Harvie Road / Big Bay Point Road interchange ramps and due to the Stage 3 Archaeological findings of the village in conflict with the proposed new direct access into the Service Center for Alternative 2.
� MTO requested that MH summarize Aimsun results graphically (based on MTO’s provided examples)
MH
6. Other Business
� Ralph requested that MH document a traffic schematic summarizing traffic volumes.
� Ralph and Goran requested that MH contact Eric Terro and/or Nanda Kandiah regarding HOV planning for Highway 400. Presently the 400 TESR did not propose HOV lanes. This is expected to be part of the 400 TESR Addendum scope.
� The potential of a core collector system being brought forward was discuss. It was noted that this alternative is currently being reviewed within the larger Highway 400 Environmental Assessment Addendum being completed by MTO. It was noted that the core collector system is not presently the preferred option or has any status. However, MH is coordinating with MTO on their study and will provide input for the proposed interchange alternatives with our perspective input on the possible implications of a core collector system on the Harvie/Big Bay Point interchange alternatives.
MH
MH
MH
7. Project Schedule
� Next Meeting – August 21st, 2014.
Minutes by Sara Fadaee. Please advise of any errors or omissions within five days of receipt. Distribution: All present and all invitees who could not attend.
MINUTES Project: Harvie Road/Big Bay Point Road/ Highway 400 Interchange EA (Harvie EA)
Project No.:
1124182.00
Place: 6th Floor Boardroom, MTO Downsview Office, 1201 Keele Street, Toronto
Date: September 24, 2014
Time: 10:00 am – 12:00 pm
Present: Name Agency/Firm Position Peter Dorton
Nanda Kandiah Eric Terro Liaquat Ali Jeanne-Marie Deletseu
MTO MTO MTO MTO MTO
Corridor Control Highway Engineer Traffic Office Traffic Office Traffic Office
Ralph Scheunemann City of Barrie (COB) Project Manager Jim S. Weir Morrison Hershfield (MH) V.P. John Grebenc Sara Fadaee
Morrison Hershfield (MH) Morrison Hershfield (MH)
V.P., Project Manager Transportation Planner
ITEM MINUTES ACTION BY
1. Introductions
� No introductions were necessary.
2. Presentation
� Sara Fadaee provided a PowerPoint presentation summarizing the following topics:
� The results of the full traffic study. � The approach and results for Highway 400 weaving
analysis; and
3. EA Alternatives
� The following alternative planning solutions were identified to carry out the detail design work on Highway 400:
� Alternatives 1: Do nothing; � Alternatives 2: Highway 400 Crossing: A 7 lane crossing of
Highway 400 connecting Harvie Road to Big Bay Point Road;
� Alternatives 3: Full Parclo A4 Interchange per Harvie Road / Big Bay Point Road Phase 1 and 2 EA;
� Alternatives 4: Modified Parclo Interchange with no northbound on ramps; and
� Alternatives 5: Modified Buttonhook Interchange with no northbound on ramps.
� John and Sara explained that the comparison of design
– 2 –
alternatives in Aimsun and the Evaluation of the Alternatives Planning Solutions demonstrates that construction of Alternative 4 a Modified Parclo Interchange with no northbound on ramp is the preliminary preferred alternative “design solution”.
� MH displayed three large plans including the recommended interchange layout plan with all labels (ramp geometry, length of speed change lanes, etc.)
4. Aimsun Modelling
� Sara indicated that WSP coded the recommended preferred road networks from TMP in the Aimsun microsimulation software including Alternative 4. MH updated the Aimsun modeling to their EA alternative geometry.
� Sara clarified that MH used this model to code Alternatives 1, 3 and 5 during the weekday AM and PM peak periods.
� John explained that Alternative 2 was not modeled given the conflict between the Service Centre and northbound Harvie Road / Big Bay Point Road interchange ramps and due to the Stage 2 Archaeological findings of the village in conflict with the proposed new direct access into the Service Center for Alternative 2.
� Sara indicated that MH analyzed future (2031) intersection operations with the preferred alternative design using both Synchro and Aimsun software. The total of 9 signalized intersections coded in Synchro were along Essa Road and proposed Harvie / Big Bay Point Road but not the Mapleview Drive, though the Mapleview Drive interchange ramps on the north side were included in the weaving analysis.
� MTO requested that MH conduct the intersection operations analysis for intersections on Mapleview Drive using Aimsun software to study the impact of the new Harvie Road / Big Bay Point Road interchange on those intersection operational improvements that would be presented to Senior Executives.
� MH provided a figure (Figure 3-1) in the traffic report showing the future turning volumes for 9 intersections within the study area for the preferred alternative design (Alternative 4). These volumes were extracted from 2031 Aimsun micro-simulation models which includes auto traffic and commercial vehicle traffic.
� MTO requested that MH provide the same figures showing the future turning volumes at all intersections including the ones on Mapleview Drive for Alternatives 1, 3 and 5.
MH
MH
5. Highway 400 Weaving Analysis
� Sara clarified that the most acceptable way to analyze freeway weaving is the method developed by the American Highway Capacity Manual (HCM) 2000 and modified in 2010.
� Sara indicated that MH used the HCM methodology to conduct
– 3 –
the weaving analysis and AIMSUN/TSS technical support (Murat Aycin, PhD) approved MH’s approach as the required approach.
� Sara explained that the timing for Highway 400 widening is uncertain and is not identified in the PDR and is being reviewed by MTO. Therefore, MH conducted a weaving analysis along Highway 400 under two scenarios:
1. Construction of the Harvie Road / Big Bay Point Road and Highway 400 Interchange with existing Highway 400 lane geometry. In this scenario, it is assumed that the Highway 400 widening will not be implemented by the 2031 horizon year when the interchange will be fully functional and the mainline Highway 400 will remain six lanes from the Bayfield Interchange to the Essa Interchange.
2. Construction of Harvie Road / Big Bay Point Road and Highway 400 Interchange with widened Highway 400. In this scenario, it is assumed that the Highway 400 widening and interchange improvements will be implemented by the 2031 horizon year and the mainline Highway 400 will be widened from the current six lanes to 10 lanes from the Bayfield Interchange to the Essa Interchange.
� Sara indicated that with existing Highway 400 lane geometry, the weaving segments from Essa Road interchange to Mapleview Drive interchange are expected to have a failing LOS, that would cause weaving problems with the existing Highway 400 configurations and geometry and the forecast weaving volumes within the 2031 time horizon.
� Sara explained that with widened Highway 400, the Level of Service of Highway 400 in the weaving segments between the Essa Road interchange and Mapleview Drive interchange would be better than or equal to LOS C, which is satisfactory. There would be no weaving issues based on the recommended configurations and geometry and the forecast weaving volumes within the 2031 time horizon.
� Sara illustrated the model weaving volumes along Highway 400 on the weaving and non-weaving segments.
� MTO was concerned about the high traffic volumes on the auxiliary lane from the Essa Road interchange to the potential New Harvie Road / Big Bay Point Road interchange. MTO requested that MH show the demand volumes along Bryne Drive to study the trip distribution pattern and the impact of the new Harvie Road / Big Bay Point Road interchange on the adjacent local roads.
� Sara displayed a video which recorded the Micro Simulation of the preferred alternative (Alternative 4) in Aimsun. This video demonstrated that there would be no weaving issues along Highway 400 within the weaving segments.
MH
– 4 –
6. Highway 400 Simulated Travel Speed Analysis
� Sara indicated that MH conducted a lane by lane simulated travel speed analysis along Highway 400 for the construction of Harvie Road / Big Bay Point Road and Highway 400 Interchange with widened Highway 400 scenario from the Essa Road interchange to the Mapleview Drive interchange.
� Sara explained that the simulated travel speeds along Highway 400 northbound and southbound between the potential New Harvie Road / Big Bay Point Road interchange and Mapleview Drive interchange are expected to be between 80 and 100 km/h. There would be no speed reduction issues based on the recommended configurations and geometry and the forecast weaving volumes.
� Sara indicated that simulated travel speeds along Highway 400 southbound before the Potential Future Highway 400 N-E/W Ramp Terminal are expected to be between 80 and 91 km/h. There is a proposed right lane drop for the Essa Road W-S ramp in the southbound direction that causes the low speed on the proposed Essa Road W-S interchange speed change lane.
� MH modeled another scenario to remove the proposed right lane drop in the southbound direction and to provide continuous movement of auxiliary lanes to the potential New Harvie Road / Big Bay Point Road interchange. The simulated travel speeds along Highway 400 southbound before the Potential Future Highway 400 N-E/W Ramp Terminal were improved to 84-93 km/h.
7. Other Business
� Liaquat Ali advised that the lane configuration at Essa Road / Highway 400 N-E/W Ramp Terminal intersection was coded incorrectly in the Synchro models for the existing and future conditions. MH has to revise the Synchro models.
� MTO to review the updated Traffic Operations Report and provide comments by October 10.
� Nanda recommended to held the Engineering Meeting prior to the PIC.
MTO requested that MH submit the draft presentation for the Engineering Meeting to MTO no later than Oct 20th to review and comments.
(Post-Meeting Note: the Engineering Meeting will be held on November 10, 2014)
MH
MTO
MH
MTO
8. Project Schedule
� Next Meeting – November 10, 2014.
Minutes by Sara Fadaee. Please advise of any errors or omissions within five days of receipt. Distribution: All present and all invitees who could not attend.
Harvie Road / Big Bay Point Road
and Highway 400 Interchange
Future Traffic Operations
September 24, 2014
Topics
1. The first topic of this meeting is to summarize the results of the full
traffic study. Ultimately to obtain Senior Management endorsement
for the construction of a new Modified Parclo Interchange with no
northbound on ramps (Alternatives 4) at Harvie Road/ Big Bay
Point Road at Highway 400.
2. The second topic of this meeting is to review the approach and
results for Highway 400 weaving analysis.
2
Introduction
The firm WSP (previously GENIVAR) completed a comprehensive
calibration of the prior 2009 Aimsun Model, enhanced the model
development and validated to the adjusted 2011 base year traffic
counts.
The future Aimsun microsimulation models were developed with the
preferred road networks recommended in the TMP for the south
section of the City of Barrie, including the annexed area.
MH used the Aimsun microsimulation model developed by WSP to
code the proposed design alternatives for the highway crossing at
Harvie Road/ Big Bay Point Road/ Highway 400.
3
Study Area
4
As defined in the RFP, the
study area includes the
Essa Road interchange and
the proposed Harvie / Big
Bay / 400 Crossing but not
the Mapleview Drive
interchange, though the
Mapleview Drive
interchange ramps on the
north side are included.
Existing Intersections Within The Study Area
5
1. Big Bay Point Road / Bayview Drive;
2. Fairview Road / Little Avenue;
3. Essa Road / Fairview Road / Highway 400 E-N Ramp Terminal;
4. Essa Road / Highway 400 S- E/W Ramp
Terminal;
5. Essa Road / Highway 400 N-E/W Ramp
Terminal;
6. Essa Road / Ardagh Road / Bryne Drive;
N
Legend
Traffic Signal
Existing Traffic Counts - 2011
6
2010 and 2013 TMCs and the tr affic signal timing plans were obtained from City of Barrie.
Since the growth between 2010 and 2013 counts was negligible
and a negative growth was observed in some sections by 2013, the
2010 TMC were used as the base year counts.
The 2010 AM and PM peak volumes were balanced based on the Essa Rd and Ar dagh Rd / Br yne Drive intersecti on which has the
highest volumes.
Existing Operational Analysis - Synchro
The Synchro/Simtraffic models for the Essa (existing and 2018) and
Harvie/Big Bay Point Roads (2021 & 2031) were provided by the
City staff. These models were combined by MH into one
Synchro/Simtraffic model and missing links on Bryne Drive and
Fairview Road between the two models were added to the network.
All existing signalized intersections are currently operating at ov erall
LOS of D or better during the AM and PM peak hours.
7
Existing Operational Analysis -AIMSUN
The existing roadway network was analy zed at a micro-simulation level using the Aimsun software, developed by WSP.
All existing signalized intersections are operating at LOS C or better in the AM and PM peak hours, with the exception of Bryne Drive / Essa Road and Essa Road / Highway 400 S-E/W Ramp Terminal intersections operating at LOS D and LOS E in the PM peak hour, respectively.
Highway 400 mainline between Essa Road and Mapleview Drive is currently operating at satisfactory Level of Service C or better in both the southbound and northbound directions in the AM and PM peak hours.
The urban segments within the Study Area are operating at satisfactory Lev el of Service C or better in both AM and PM peak hours.
As confirmed by AIMSUN/TSS technical support (Murat Aycin, PhD), Aimsun LOS calculation does not follow the HCM methodology.
8
Alternative Planning Solutions
The following alternative planning solutions have been assessed
from a traffic perspective and been identified as possible alternative
planning solutions:
Alternativ es 1: Do nothing;
Alternativ es 2: Highway 400 Crossing: A 7-lane crossing of Highway
400 connecting Harv ie Road to Big Bay Point Road;
Alternativ es 3: Full Parclo A4 Interchange per Harvie Road / Big Bay Point Road Phase 1 and 2 EA;
Alternativ es 4: Modif ied Parclo Interchange with no northbound on
ramps; and
Alternativ es 5: Modif ied Buttonhook Interchange with no northbound on
ramps.
9
Alternative Planning Solutions in Aimsun
WSP coded the recommended pref erred road networks f rom TMP in the
Aimsun microsimulation software including Alternative 4.
MH used this model to code Alternativ es 1, 3 and 5 during the weekday AM and PM peak periods.
Alternativ e 2 was not modeled given the conflict between the Serv ice
Centre and northbound Harv ie Road / Big Bay Point Road interchange
ramps and due to the Stage 2 Archaeological findings of the village in
conf lict with the proposed new direct access into the serv ice center for Alternativ e 2.
The network perf ormance of each alternative was summarized in Appendix
D of the report.
The analysis reveals that the signalized intersections within the Study Area are expected to operate with better LOSs in Alternative Planning Solutions #4 compared to other alternatives. In addition, the average delay experienced by drivers would be less in future with construction of Modified Parclo Interchange over Highway 400.
10
Evaluation of Alternatives
11
Preferred Alternative
The Do Nothing option would not address the future congestion and
facilitate any future growth in the area, although there would be no
natural environmental impacts, the social impact related to
congestion, including time loss and commuter frustration would
increase as delays grow. Therefore, the Do Nothing option was
deemed ineffective.
The comparison of design alternatives in Aimsun and the Evaluation
of the Alternatives Planning Solutions in the Environmental
Assessment demonstrates that construction of Alternative 4 a
Modified Parclo Interchange with no northbound on ramp is the
preferred alternative solution.
12
Future Intersections Within The Study Area
13
1. Big Bay Point Road / Bayview Drive;
2. Big Bay Point Road / Potential Future
Fairview Road / Potential Future Highway
400 S-E/W Ramp Terminal;
3. Fairview Road / Little Avenue;
4. Essa Road / Fairview Road / Highway 400
E-N Ramp Terminal;
5. Essa Road / Highway 400 S- E/W Ramp
Terminal;
6. Essa Road / Highway 400 N-E/W Ramp Terminal;
7. Essa Road / Ardagh Road / Bryne Drive;
8. Potential Future Harvie Road / Potential Future Bryne Drive; and
9. Potential Future Harvie Road / Potential
Future Highway 400 N-E/W Ramp
Terminal.
N
Legend
Traffic Signal
Proposed Connection
New Interchange
Future Operational Analysis of the Preferred Alternative - Synchro
Future intersection operations were analyzed with the preferred
alternative design.
The future signalized intersections within the Study Area are
expected to operate at overall LOS of C or better during the AM and
PM peak hour, with the exception of Essa Rd and Ardagh Rd / Bryne
Drive intersection.
• The Essa Rd and Ardagh Rd / Bryne Drive intersection is expected to operate at overall LOS of D during the AM and PM peak hours. The movements with the highest v/c ratio are the NBTH, and SBLT approaches. The provision of a dual SBLT lane on Ardagh Rd onto Essa Road is not feasible due to concerns with dual lefts conflicting with start of taper for future Ramp W-S.
In summary, there is one intersection with overall LOS D during the
PM peak hour that is deemed acceptable.
14
Additional Preliminary Improvements
The Synchro analysis identified operational deficiencies on the ultimate
future networks, such as left- and right-turn lanes due to high turning volumes, queuing backup at the closely spaced intersections, excessive delays, etc.
Additional improvements were implemented to the Aimsun model
results by WSP to ensure that the overall future road network operates optimally.
These improvements include:
Adding the optimized signal timing plan in Synchro to all signalized intersections within the Study Area.
In addition, the queue lengths for right-turn and left-turn movements were ev aluated to establish the storage lengths required for those movements in Aimsun model. The 95th percentile queues from Synchro were used to determine the storage length requirements.
15
Additional Preliminary Improvements Cont’d…
Fairview Road / Big Bay Point Road intersection: Channelized WB right-turn onto Fairview Road was removed in the future Aimsun Model due to an
acceptable LOS A on this approach during the AM and PM Peak hours.
Bry ne Drive / Big Bay Point Road intersection: Dual WB left-turn lanes were removed due to low f orecast WB left-turning volumes onto Bryne Drive in the AM (252 vph) and PM (178 vph) peak periods. An exclusive NBRT lane
was added on Bryne Drive to accommodate the high right turn volume (400 v ph) during the PM Peak hour.
Essa Road / Ardagh Road / Bryne Dive: an additional lane added on the E-N on-ramp at the Essa Road Interchange was removed due to an existing short left side merge from the Commuter Parking Lot.
16
Future Operational Analysis of the Preferred Alternative - Aimsun
• Table below indicates that with all these improvements, the future
network with the 9 signalized intersections in the Study Area are expected to operae at LOS C or better in the PM peak hour, with the exception of Bryne Drive / Essa Road and Big Bay Point Road /
Bayview Drive intersections operating at LOS D in the PM peak hour.
Future Intersection Levels of Service at Signalized Intersections
17
Highway 400 Weaving Analysis
The m ost accept able way t o analyz e freeway weaving is the met hod dev eloped by the A mer ic an
Highway Capacity Manual (HCM) 2000 and modified in 2010.
The 2010 method is based on the following weaving segment parameters:
• Geometric Characteristics:
• Length; between the merge and diverge gores.
• Width; number of lanes;
• Configuration; the way entry and exit lanes are aligned (number of lane changes)
• Traffic Characteristics:
• Free-flow Speed
• Demand Flow Rate
In both the HCS2000 & HCS2010, t he m ain appr oach is to est im ate t he density D (pcu/ l/km), us ing t he
flow vp and the Speed S, using the formula:
And then to compare the value of D with LOS ranges specified in the HCM.
MH c onduct ed a L ink A nalys is and extract ed the flow and s peed d ir ectly fr om Aimsun, estim ated D, then
referred to Exhibit 12-10 (page 12-23, HCM 2010) to get the weaving LOS.
AIMS UN/TS S tec hnic al support (M ur at Ayc in, PhD) appr ov ed t he only approac h we us ed to conduct t he
Weaving Analysis.
18
Highway 400 Weaving Analysis Cont’d…
• The timing f or Highway 400 widening is uncertain and is not identif ied in the
PDR and is being rev iewed by MTO. MH conducted a weav ing analy sis along Highway 400 under two scenarios:
1. Construction of the Harvie Road / Big Bay Point Road and Highway
400 Interchange with existing Highway 400 lane geometry; and
2. Construction of Harvie Road / Big Bay Point Road and Highway 400
Interchange with widened Highway 400.
The weav ing sections are:
• Highway 400 northbound and southbound between the potential New
Harv ie Road / Big Bay Point Road interchange and Maplev iew Drive
interchange; and
• Highway 400 southbound between the proposed Essa Road W-S interchange ramp and the potential new Harv ie Road / Big Bay Point
Road interchange.
19
New Interchange with Existing Highway 400 Lane Geometry
• W eaving Analysis from Mapleview Drive Interchange-NB
20
New Interchange with Existing Highway 400 Lane Geometry Cont’d…
• W eaving Analysis to Mapleview Drive Interchange-SB
21
Weaving Analysis to and from Mapleview Drive Interchange
22
New Interchange with Existing Highway 400 Lane Geometry Cont’d…
New Interchange with Existing Highway 400 Lane Geometry Cont’d…
• W eaving Analysis from Essa Road Interchange-SB
23
Weaving Analysis from Essa Road Interchange-SB
24
New Interchange with Existing Highway 400 Lane Geometry Cont’d…
New Interchange with Widened Highway 400
• W eaving Analysis from Mapleview Drive Interchange-NB
25
New Interchange with Widened Highway 400 Cont’d…
• W eaving Analysis to Mapleview Drive Interchange-SB
26
Weaving Analysis to and from Mapleview Drive Interchange
27
New Interchange with Widened Highway 400 Cont’d…
New Interchange with Widened Highway 400 Cont’d…
• W eaving Analysis from Essa Road Interchange-SB
28
Weaving Analysis from Essa Road Interchange-SB
29
New Interchange with Widened Highway 400 Cont’d…
Highway 400 Simulated Travel Analysis
• MH conducted a lane by lane simulated travel speed analysis along
Highway 400 f or the construction of Harvie Road / Big Bay Point Road and Highway 400 Interchange with widened Highway 400 scenario f or the
f ollowing sections:
• Highway 400 northbound and southbound between the potential New
Harv ie Road / Big Bay Point Road interchange and Maplev iew Drive
interchange; and
• Highway 400 southbound between the proposed Essa Road W-S
interchange ramp and the potential new Harv ie Road / Big Bay Point
Road interchange.
30
Highway 400 Simulated Travel Analysis Cont’d…
• Simulated Travel Analysis to and from Mapleview Drive Interchange-NB and SB
31
Highway 400 Simulated Travel Analysis Cont’d…
• Simulated Travel Analysis from Essa Road Interchange-SB
32
Highway 400 Simulated Travel Analysis Cont’d…
• Simulated Travel Analysis from Essa Road Interchange with Continuous Auxiliary Lanes
33
Conclusions
Both Synchro/Simtraffic and Aimsun software were used in this study
The comparison of design alternatives in Aimsun and the Evaluation of the Alternatives Planning Solutions demonstrates that construction of
Alternative 4 a Modified Parclo Interchange with no northbound on ramp is the preferred alternative solution.
The future signalized intersections within the Study Area are expected to operate at overall LOS of D or better during the AM and PM peak hour.
With the widened Highway 400, The Level of Service in the weaving segments between the potential new Harvie Road / Big Bay Point Road
interchange and the Mapleview Drive interchange and the proposed Essa Road W-S interchange ramp would be better than or equal to LOS C, which is satisfactory. There would be no weaving issues based on the
recommended configurations and geometry and the forecast weaving volumes.
34
ENGINEERING MEETING
MEETING No:
MEETING DATE: April 7, 2015 9:30 am – 10:30 am
ITEM: Harvie Rd / Big Bay Point Rd and Highway 400 Transportation Improvements ESR - City of Barrie Study Submitted By: Nanda Kandiah Section: Highway Engineering - York/Simcoe
Previous Engineering Meeting Item? NO
Requested Attendees: (Name & Section)
Jason. White Manager, Engineering B. Stephenson Head, Planning & Design O. Garces Area Manager, Hwy Eng, Y/S P. Korpal Manager, Traffic L. Fischer Head, Environ. Planning R. MacLean Manager, Contracts R. Rossi Area Contracts Engineer T. Hewitt Head, Corridor Management J. Munro Area Manager, Traffic Office S. Sieradzki Environmental G. Nikolic Traffic Office L. Ali Traffic Office J. Deletsu Traffic Office P. Dorton Corridor Management Justin. White Highway Engineering - Y/S N. Kandiah Highway Engineering - Y/S R. Scheunemann City of Barrie S. Patterson City of Barrie J. Grebenc Morrison Hershfield S. Fadaee Morrison Hershfield
In Attendance: (Name & Section)
Jason. White Manager, Engineering B. Stephenson Head, Planning & Design O. Garces Area Manager, Hwy Eng, Y/S L. Fischer Head, Environ. Planning J. Munro Area Manager, Traffic Office G. Nikolic Traffic Office L. Ali Traffic Office J. Deletsu Traffic Office P. Dorton Corridor Management Justin. White Highway Engineering - Y/S N. Kandiah Highway Engineering - Y/S R. Scheunemann City of Barrie S. Patterson City of Barrie J. Grebenc Morrison Hershfield S. Fadaee Morrison Hershfield Regrets: P. Korpal Manager, Traffic R. MacLean Manager, Contracts R. Rossi Area Contracts Engineer T. Hewitt Head, Corridor Management S. Sieradzki Environmental
1/ ISSUE/SUBJECT
The Public Information Centre (PIC) Display Boards prepared for the upcoming PIC on April 23, 2015 were presented to MTO senior management.
The purpose of the PIC:
• Present Design Alternatives Concepts for the Harvie-Big Bay Point Road Crossing at Hwy 400 (a Preferred Design Alternative will not be presented at the PIC)
Show only the property requirements for potential future interchange at Hwy 400/Harvie-Big Bay Point Road. The interchange concept will not be shown at the PIC.
Project Scope and Background
The City of Barrie retained Morrison Hershfield in July 2013 to complete Phase 3 & 4 of the Municipal Class EA process to determine the technically preferred design alternative for the Highway Crossing and technically preferred future Interchange alternative for property protection
at Harvie Rd / Big Bay Point Rd / Highway 400. The study limits include the adjacent Mapleview and Essa interchanges (see attached key plan).
Phase 1 & 2 of the Municipal Class EA process was completed in January 2012 recommending the Highway 400 crossing and protection for an interchange (partial Parclo interchange).
Note: The City of Barrie will need to complete an updated Need and Justification study for a new interchange at this location. The additional work will occur after this EA is completed at the end of spring. The further studies will take into consideration the recommendations from MTO’s Highway 400 PDR update that is currently underway and is expected to have a preliminary preferred alternative in the fall. In addition a further update to the traffic model is being planned by the City of Barrie as an update to their TMP. 2/ OPTIONS/DISCUSSION
City of Barrie would like to complete the EA process to receive EA approval for Hwy 400 Crossing.
City of Barrie would also like to protect the land for a future potential interchange. City of Barrie understands that additional studies are required to confirm the need, justification, operational feasibility etc in consideration of the recommendation in the Hwy 400 PDR update in this area. 3/ RECOMMENDATION/APPROVAL REQUESTED City of Barrie requested MTO senior management approval for the PIC display boards to proceed with the PIC scheduled for April 23rd. The PIC boards were approved with the wording changes discussed and noted below and in subsequent clarifications with the MTO Project Team.
4/ ENGINEERING MEETING DECISIONS
Presentation
• Ralph Scheunemann and John Grebenc presented PIC display boards that is scheduled for April 23, 2015.
• MTO advised City to remove any connections between the City’s Harvie Rd / Big Bay Point Rd and Highway 400 Transportation Improvements ESR and MTO’s ongoing Highway 400 Preliminary Design (PDR) Update Study from the PIC display boards. MTO indicated that the needs and justifications for a potential interchange will not be reassessed in Highway 400 PDR.
• City indicated that they will continue to work with MTO on needs/justifications, technical feasibility and consideration for a future potential interchange and this will be subject to a future Municipal EA study.
Property Protection
• MTO asked City about the process of protecting property for the potential future interchange at Hwy 400/Harvie-Big Bay Point Road. City indicated that the required property for the potential future interchange is designated commercial land and any further development in the area will be frozen.
• Ralph mentioned that the existing rail crossing (spur) that crosses Big Bay Point Road at approximately 450m west of Bayview Drive (to the old Molson’s Brewery property) is privately owned and City would have to approve future use.
EA Design Alternatives Concepts
• John Grebenc presented three Design Alternatives Concepts for the Harvie-Big Bay Point Road Crossing at Hwy 400 to address the preferred
ACTION BY City/MH City
solution from Phase 1 & 2 of the Class EA:
� Alternative Design Concept 1 – Do Nothing
� Alternative Design Concept 2 (Over Highway 400)
� Alternative Design Concept 3 (Under Highway 400)
• The evaluation was discussed and that over or under have differing benefits that will be assessed further as issues such timing in relation to any Hwy 400 works and development proposals including use of the rail spur. MTO confirmed as MH had indicated highway staging is a large part of the cost. MH assessed staging scenarios given the Hwy 400 variables and indicated going under 400 is more expensive, MTO concurred under typically is more costly. Ralph indicated that there is not still any preference between Alternative Design Concepts 2 and 3.
Interchange Concerns
• MTO indicated that the needs/justifications and the proposed geometry for the potential future interchange at Hwy 400/Harvie-Big Bay Point Road has not endorsed by MTO at this time.
• MTO concerned about the lack of the tangent on Highway 400 S-E/W ramp intersection with Harvie-Big Bay Point Road. MTO was concerned about the Highway 400 ramp intersections with Harvie-Big Bay Point Road being situated on a curved alignment.
• MTO was concerned about the absence of Highway 400 NB on-ramp at the potential Harvie Rd / Big Bay Point Rd / Highway 400 interchange for the vehicles that intend to reenter Highway 400 NB, this is not typical. John noted that given the Service Centre was maintained that the return movement is best accommodated via Fairview Road to Essa Road where a 400 NB on-ramp exists. Then the left turn out from Fairview Road to Harvie/Big Bay Point Road is typically not provided for an access across from an interchange ramp.
• John explained that the proposed geometry of the potential future interchange at Hwy 400/Harvie-Big Bay Point Road was designed based on the constraints determined through weaving analysis along Highway 400 and in consultation with MTO. MTO indicated that full detailed design, when some of the unknown need/justification and timing issues are more clear, would be required to assess these inter-related design issues. For example, ramp radii to desirable standards were dictated during the preliminary design and may be considered to be tightened to improve the 400 weave.
• There was a discussion to study the feasibility of installing a roundabout at Big Bay Point Road / Potential Future Fairview Road / Potential Future Highway 400 S-E/W Ramp Terminal (Highway 400 off-ramp). MTO advised that typically a roundabout is not provided for a 6 lane road as Harvie Road/ Big Bay Point Road.
Summary
• MTO agreed to PIC display board’s material to be presented to the public on April 23, 2015 upon applying MTO’s comments for this meeting and in subsequent clarifications with the MTO Project Team.
MH
ENGINEERING MEETING
MEETING No: 15-16
MEETING DATE: June 8, 2015 11 am – 12 pm
ITEM: Harvie Rd / Big Bay Point Rd and Highway 400 Transportation Improvements ESR Submitted By: Justin White Section: Highway Engineering - York/Simcoe
Previous Engineering Meeting Item? No
Requested Attendees: (Name & Section)
J. White Manager, Engineering B. Stephenson Area Manager, Hwy Eng P. Korpal Manager, Traffic L. Fischer Head, Environ. Planning R. MacLean Manager, Contracts R. Rossi Area Contracts Engineer T. Hewitt Head, Corridor Management J. Munro Area Manager, Traffic Office S. Sieradzki Environmental L. Ali Traffic Office J. Deletsu Traffic Office G. Nikolic Traffic Office P. Dorton Corridor Management J. White Highway Engineering - Y/S R. Scheunemann City of Barrie S. Patterson City of Barrie J. Grebenc Morrison Hershfield S. Fadaee Morrison Hershfield
In Attendance: (Name & Section)
J. White Manager, Engineering B. Stephenson Head, Planning & Design A. Beal Manager, Traffic J. Munro Area Manager, Traffic Office S. Sieradzki Environmental L. Ali Traffic Office P. Dorton Corridor Management J. White Highway Engineering - Y/S H. Glass Highway Engineering - Y/S R. Scheunemann City of Barrie J. Weston City of Barrie J. Grebenc Morrison Hershfield S. Fadaee Morrison Hershfield
Regrets: (Name & Section) P. Korpal Manager, Traffic L. Fischer Head, Environ. Planning R. MacLean Manager, Contracts R. Rossi Area Contracts Engineer T. Hewitt Head, Corridor Management J. Deletsu Traffic Office G. Nikolic Traffic Office S. Patterson City of Barrie
1/ ISSUE/SUBJECT The purpose of this meeting is as follows:
1. Summarize major issues raised during the public consultation process and Public Information Centre (PIC) held on April 23, 2015 and how they were mitigated with respect to the Preferred Design Alternative. The comments received during the public consultation process were considered in the development of the preferred design alternative.
2. Seek approval for the following Preferred Design Alternative:
• Harvie Big Bay Crossing Over Highway 400 and removal of the Existing Railway Crossing
• MTO Typical Section within CAH Limits with Buffered Bike Lanes � Interim � Ultimate
3. Seek MTO input on the following outside of MTO’s Corridor:
• Barrie Typical Section outside of CAH Limit between Bayview Drive and Bryne Drive with Buffered Bike Lanes (for information purposes only) � Interim � Ultimate
• Barrie Reduced Geometrics West of Bryne Drive with Buffered Bike Lanes (to be confirmed during the update to the Harvie Class EA west of Bryne Drive) (for information purposes only) � Interim � Ultimate
• Protection of Land for a potential future Interchange
• Staging
Background
Phase 1 & 2 of the Harvie / Big Bay / 400 Transportation Improvements Class EA (completed in January 2012) recommended a Highway 400 crossing and protection of land for a future interchange.
Scope
The City of Barrie retained Morrison Hershfield in July 2013 to complete Phase 3 & 4 of the Municipal Class EA process for the Highway 400 Crossing and to refine the land requirements for a potential future interchange. The study limits include the adjacent Mapleview Drive and Essa Road interchanges (see Study Area). 2/ OPTIONS/DISCUSSION
• Design Alternatives
• Summary of Major Issues Raised During PIC
• Preferred Design Alternative:
• Staging
• Discussion
• Cost
• Schedule
• Next Steps 3/ RECOMMENDATION/APPROVAL REQUESTED MTO endorsement of the Preferred Design Alternative for the Harvie-Big Bay Point Road Crossing over Hwy 400.
4/ ENGINEERING MEETING DECISIONS
Presentation
• Ralph Scheunemann and John Grebenc provided a Power Point presentation summarizing the major issues raised during PIC, held on April 23, 2015, and presenting the Preferred Design Alternative.
Discussion
• City of Barrie mentioned that the Detailed Design for the Harvie-Big Bay Point Road Crossing is planned to start late this year subject to available budgets and successful completion of the Harvie Big Bay 400 Municipal Class EA.
• City of Barrie indicated that the Notice of Completion would be based on the ultimate seven lane cross section with phased implementation.
• Morrison Hershfield explained that due to the ongoing Highway 400 PDR, the General Arrangement for the crossing structure is difficult to complete. MTO advised that they need to see the proposed span arrangement as it will impact profile and to ensure feasibility of structure.
ACTION BY City/MH
• MTO advised that the proposed 3.75 m lane width for the crossing appears wide based on the 60 km/hr posted speed and it is typically 3.5m for a crossing. City/MH to check MTO’s standards and revise lane width as necessary. POST-MEETING NOTE: MTO GDM Table D2-3 was applied indicating 80 km/hr Design Speed has Lane Width of 3.75m for Divided road, with 3.75m desirable and 3.5m minimum if changed to undivided. City to consider.
• MTO advised about the new Bike Guideline. City/MH to check buffer width in the guideline. POST-MEETING NOTE: Table 4-4 indicates minimum 1.5m lane+0.5 m buffer which matches City typical cross section, 1.8 m lane+1.2 buffer desirable. City to consider.
• MH noted that the Harvie profile was set previously for a wide Core/Collector 4 span bridge, the profile will be revised for a 2 span similar to the 400 PDR typical is used.
• City of Barrie enquired of MTO whether the Deferred Staging by building just one span for the Harvie-Big Bay Point Road Crossing over Hwy 400 would be acceptable to MTO. MTO advised that this approach would make the future staging messy and more expensive but is something MTO is willing to consider. City/MH will need to provide conceptual drawings of the proposed plan for MTO consideration.
• Staging requirements and costs associated with widening from 4-5 lanes to 6-7 lanes over Highway 400 will also be considered.
Other Businesses
• City of Barrie confirmed that: o The Bryne Drive EA would be completed under a separate study o Bryne Drive extension will increase the effectiveness of the crossing. o The timing for Bryne Drive construction would be reviewed in this
year’s budget process but is not currently in the City’s five year capital plan. The City is hopeful that developers will fund the initial 3 lane extension.
• Barrie to complete a Needs and Justification exercise for the possible future Interchange at this location.
Highway 400 PDR
• MTO advised that the ongoing Highway 400 PDR calls for ten lanes and a 12m alignment shift to the west is required to accommodate 10 lanes. Draft to be confirmed upon study completion.
• MTO indicated that the Horizon year for the ongoing Highway 400 PDR is 2031.
• MTO advised that the tentative date of the PIC to present the preferred alternative for the Highway 400 PDR is in late September 2015.
Summary
MTO endorsed the design and construction of the Preferred Design Alternative for the Harvie-Big Bay Point Road Crossing over Hwy 400. Staging and details to be further reviewed during detail design.
City City/MH City/MH City/MH City/MH
Study Area
MINUTES Project: Harvie Road/Big Bay Point Road/ Highway 400 Interchange EA (Harvie EA)
Project No.:
1124182.00
Place: 6th Floor Boardroom, MH Office, 235 Yorkland Blvd., Toronto
Date: June 18, 2015
Time: 13:00 pm – 15:30 pm
Present: Name Agency/Firm Position Jacqueline Weston City of Barrie (COB) Director of Engineering
Ralph Scheunemann City of Barrie (COB) Project Manager Jim S. Weir Morrison Hershfield (MH) V.P. John Grebenc Sara Fadaee
Morrison Hershfield (MH) Morrison Hershfield (MH)
V.P., Project Manager Transportation Planner
ITEM MINUTES ACTION BY
1. Purpose of Meeting
a) Discuss outcome of June 8th meeting with MTO.
b) Discuss benefits, staging and costs associated with constructing the interim 5 lanes vs ultimate 7 lanes over the existing 6 lane Highway 400 vs the proposd 10 lane Highway 400.
c) Discuss issues associated with potentially widening the interim 5 lanes structure over Highway 400 to 7 lane in consideration of a potential future highway interchange.
d) Discuss the general arrangement of the bridge peirs, abutments and spans in consideration of the timing of the Highway 400 widening and to confirm the geometrics of the proposed vertical road profile.
e) Identify next steps and schedule with respect to updating the ESR, obtaining Council approval and fililng and Notice of Completion.
2. MTO
a) On June 8th MTO approved the recommended preferred design alternative associated with the Harvie Big Bay crossing over Highway 400. MTO identified that the details associated with the interim and ultimate stages could be worked out during detail design. MTO also identified the following issues with the preferred design alternative:
i. Lane widths could potentially be reduced
ii. Bridge deck depth may need to be increased in
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consideration of a two span bridge which may affect the vertical road profile
iii. Bike lane widiths shall be reviewed wrt to recommendations in OTM Book 18: Cycling Facilities.
3. Staging
a) MTO’s Preliminary Draft typical Hwy 400 cross section for 10 lanes also changes the centerline location from 7.5 m west of the existing centerline to 12.15 m to the west.
b) Barrie asked that the following options be assessed and ultimately documented in the ESR from a staging and cost perspective in part to document the decision making process:
Option 1 - 5 lane crossing over 6 lane Highway 400
Option 2 - 5 lane crossing over 10 lane Highway 400
Option 3 - 7 lane crossing over 6 lane Highway 400
Option 4 - 7 lane crossing over 10 lane Highway 400
c) Prior to the meeting the COB provided MH with EMME output from the MMATMP that shows approximately 17,000 ADT on the Harvie Road / Big Bay Point Road crossing by 2016. Given the anticipated growth in the south end of Barrie it was agreed that four through lanes would adequate service traffic volumes within the 2031 time horizon.
d) MH explained that staging for the future works is simplified if less is built initially, which leaves more room for future widening and lengthening of the bridge structure. Discussion ensued on the following:
i. whether the stage 2 construction of the bridge widening could be undertaken all on north side given that the E-S ramp would require widening on the north side (issue is related to the desire of maintaining the road cross fall for the ultimate seven lanes).
ii. whether it made sense (for options 1 & 3) to construct and bury the west abutment in a location compatible with the proposed 10 lane Highway 400.
iii. Whether it made sense to eliminate the sidewalk on the side to be widened.
iv. Whether the queues at Fairview and Bryne would back onto the bridge structure.
MH explained that in the bridge area, if the centre two way left turn lane (TWLTL) and bike lanes can be temporarily eliminated it would help simplify future potential widening and lengthing of the structure while still maintaining one lane of travel in each direction.
e) MH recommended that left turn lanes be provided into the Barrie pump station, into the old Molson Property and turning lanes on
MH
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all approaches to the Fairview/Big Bay and Bryne/Harive intersections.
f) MH mentioned that given the proximity of Fairview to Highway 400 it would be difficult to maintain adequate storage lengths for east bound traffic turning north onto Fairview without potentially extending the turning lane over the structure. MH to review queue lengths without the interchange in the 2031 time horizon.
g) POST-MEETING NOTE: OTM Book 18 Table 4-4 indicates that bike lanes shall have minimum 1.5m lane + 0.5 m buffer which matches City typical cross section but also recommends that 1.8 m lane + 1.2 m buffers are desirable. MH and City to review.
h) Barrie inquired whether a side clearance over the bridge is required due to the snow accumulation during the winter. John explained that the snow will be ploughed off of the bridge and a side clearances over the bridge are typically not provided when bike lanes are planned.
i) MH explained that from MTO’s recent Preliminary Draft typical Hwy 400 cross section for 10 lanes at McKay, the bridges are planned to be two span bridges 38.91 m wide per span. This arrangement may also be feasible at Harvie/Big Bay Point/Hwy 400 with an allowance for a realigned Service Centre access. In this case, a Top of Pavement to Soffit clearance of 2.5 m is proposed which would raise the grade of the present profile with no significant impacts.
j) MH to provide a table with the 2015 cost for each staging option by July 17, 2015. POST-MEETING NOTE: Cost table will be for the options identified in above in item 3b, for the one span initial bridge the assumption will to complete the second span of the bridge in 25 years. Road rehab costs, maintenance costs and other elements shall also be considered and documented in the table. Barrie has developed a draft spreadsheet and will forward to MH.
k) MH advised that shifting of the existing 6 lane Highway 400 slightly to the east will push the bullnose of Service Center to the north and makes the Service Center ramp shorter. MH to investigate the proposed 3.4 m alignment shift to the east along with the drawing and the estimated cost. POST-MEETING NOTE: Mapleview area already has a wide median with concrete barrier. Around the Service Center Highway 400 goes into a grass median curve toward Essa and it looks like the two directions are not well matched in elevation and may require additional capital improvements by MTO to rectify. The distance between the concrete median barriers at Mapleview and the grassed area by the service centre is about 570m. The aforementioned issue will need to be resolved by MTO before the concrete median barrier can be built by MTO in 2017 so there may be an cost sharing opportunity related to shifting of the existing 6 lane Highway 400 to the east.
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MH / Barrie
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4.0 Cost Estimate
a) Possibility of cost sharing the concrete median barrier construction in 2017 shall be worked out during detail design. Barrie will initiate these discussions with MTO once drawing and cost estimate related to item 3k) above is received.
b) Barrie noted that the RFP requires the consultant to develop detail cost estimates using MTO’s HiCO cost data for each design alternative. John explained that MTO’s HiCO is for detailed design and uses unit prices for specific items and quantities which is not applicable/available at this level of detail for an EA project. John indicated that the prices are based on the latest 2011 MTO Parametric Estimating Guideline. MH to undertake a reality check related to costs on similar projects recently completed by MH.
c) Barrie is concerned that MTO Parametric Estimating Guideline was prepared for four lane crossing and it may not be applicable to the seven lane crossing. John mentioned that the estimated costs were based the best understanding of the planned work and adjustments to the MTO Parametric costs. POST-MEETING NOTE: John reviewed his notes and the MTO four lane cost is approximately that from Central Region. This is highway cost rather than a municipal urban road unit cost and as such includes added costs not applicable to a 6-7 lane urban road such as a deeper road structure, Tall Wall barrier, ATMS, Noise Barrier, etc. of which the portions are unknown making it difficult to further break down or compare the unit price details. Also the Central Region costs is on 4 contracts only and is over 15% higher than the provincial average on 14 contracts. In addition Harvie includes the limits from Bayview to west of Bryne which may not be fully 6-7 lanes which is also likely contingent on the interchange being built. Barrie will forward per linear metre cost data used in the 2014 DC update.
d) Barrie enquired whether the estimated cost for the Harvie Road / Big Bay Point Road crossing structure is comparable to other recently completed Highway Crossing structure cost. MH indicated that the closest similar project to Harvie Road EA is Duckworth Street project which was used in comparison to the Harvie cost. POST-MEETING NOTE: Alt 2b total cost is $34.26M of which a significant portion at $12.16M is contingencies, utilities, engineering and CA. Highway 400 staging costs were in addition to this amount. Allowances in the costs can still be reconsidered at any time. POST-MEETING NOTE2: MH to review the assumed structure costs. The cost sharing agreement obtained for the QEW Highway Crossings in St Catherines, cost estimate for the Tiffin Street reconstruction and cost estimates prepared for the 2008 DC by MMM suggests that the assumed unit cost for the structure may be on the low side. MH to investigate.
MH / Barrie
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5.0 Next Steps
a) Barrie has summarized the comments from the PIC, held on April 23, 2015 and drafted draft responses to those comments. MH to review and update the responses as required and incorporate these comments and updated responses into the ESR.
b) Barrie to send MH available comments on the ESR. MH to update the ESR by July 24th 2015 and forward the word file to Barrie for review. Barrie shall review the updated ESR and track any changes and email back to MH by July 31st 2015.
c) Barrie advised that they plan on presenting a staff report to General Committee mid-September 2015 so the staff report needs to be finalized by mid August. MH to submit PDF and 5 hard copies of the updated final draft ESR by August 7, 2015.
d) Barrie advised that the Notice of Completion will be based on the ultimate recommendation including future protection of land for a potential interchange.
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MH / Barrie
MH
MH / Barrie
Minutes by Sara Fadaee/John Grebenc. Please advise of any errors or omissions within five days of receipt. Distribution: All present and all invitees who could not attend.
