HURONIA ROAD -YONGE STREET TO LOCKHART ROAD · Huronia Road -Yonge Street to Lockhart Road Class EA - Phases 1 & 2 Report Page ii ii SSeptember 1, 2009 In conjunction with the above,

HURONIA ROAD -YONGE STREET TO LOCKHART ROAD

City of Barrie

Class EA - Phases 1 & 2 ReportFinal Report

VOLUME 1 OF 2

prepared by: prepared for

City of Barrie

September 1, 2009

C.C. Tatham & Associates Ltd. 41 King Street, Unit 4 Barrie, ON L4N 6B5 Tel: (705) 733-9037 Fax: (705) 733-1520 [email protected] File: T05-HU CCTA File 408358

mailto:[email protected]

TABLE OF CONTENTS Executive Summary i

1 Introduction 1

1.1 Background 1 1.2 Class Environmental Assessment Process 1 1.3 Objectives of the Report 4

2 Need & Justification 5

2.1 Study Area 5 2.2 Existing Conditions 5 2.3 Future Conditions 13 2.4 Problem Statement 15

3 Alternative Solutions 16

3.1 Alternative 1 - Do Nothing 16 3.2 Alternative 2 - Reduce Travel Demands 16 3.3 Alternative 3 - Alternative Travel Routes 17 3.4 Alternative 4 - Reconstruct & Intersection Improvements 17 3.5 Alternative 5 - Reconstruct & Widen Huronia Road to 3 Lanes 18 3.6 Alternative 6 - Reconstruct & Widen Huronia Road to 4 Lanes 18 3.7 Alternative 7 - Reconstruct & Widen Huronia Road to 5 Lanes 18

4 Environment Inventories 19

4.1 Physical Environment 19 4.2 Natural Environment 21 4.3 Social Environment 24 4.4 Cultural/Heritage Environment 26 4.5 Economic Environment 27

5 Evaluation of Alternative Solutions 31

5.1 Evaluation Criteria 31 5.2 Assessment of Alternative Solutions 31

6 Stakeholder Consultation - PIC 1 38

6.1 Purpose 38

6.2 Notification 38 6.3 Public Information Centre 39 6.4 Public Comments 39 6.5 Agency Comments 50

7 Preferred Solution 53

7.1 Future Conditions 53 7.2 Evaluation of Alternative Solutions 54 7.3 Preferred Solution 55

8 Completion of the EA Process 58

APPENDICES Appendix A: Intersection Inventory Appendix B: Traffic Study Appendix C: Natural Environment Study Appendix D: Tree Inventory & Preservation Plan Appendix E: Traffic Noise Impact Study Appendix F: Archaeological Assessment Appendix G: Public Information Centre 1 Appendix H: Evaluation of Alternatives Appendix I: Preferred Alternative Intersection Operations Appendix J: Preliminary Property Impact Assessment

LIST OF TABLES

Table 1: Huronia Road Intersections 6 Table 2: Huronia Road Driveways 7 Table 3: Left Turn Lane Design 8 Table 4: Huronia Road Development 25 Table 5: Huronia Road Land Costs 30 Table 6: Evaluation of Alternative Solutions - Physical Environment 32 Table 7: Evaluation of Alternative Solutions - Natural Environment 33 Table 8: Evaluation of Alternative Solutions - Social Environment 34 Table 9: Evaluation of Alternative Solutions - Cultural/Heritage Environment 35 Table 10: Evaluation of Alternative Solutions - Economic Environment 35 Table 11: Summary of Comments & Responses 40 Table 12: Ranking of Alternative Solutions 55 Table 13: Intersection Operations – Preferred Solution 2026 Traffic Volumes 57 Table 14: Preferred Alternative Cost Estimate 57

LIST OF FIGURES Figure 1: Municipal Class EA Process 60 Figure 2: Study Limits 61 Figure 3: Existing Conditions - Yonge Street to Ellis Drive 62 Figure 4: Existing Conditions - Ellis Drive to Lockhart Road 63 Figure 5: Existing Intersection Configurations & Controls 64 Figure 6: 2006 Traffic Volumes 65 Figure 7: Trail System 66 Figure 8: 2016 Traffic Volumes 67 Figure 9: 2026 Traffic Volumes - Low Growth 68 Figure 10: 2026 Traffic Volumes - High Growth 69 Figure 11: Alternative 3 - Alternative Travel Routes 70 Figure 12: Alternative 4 - Reconstruct Huronia Road + Intersection Improvements 71 Figure 13: Alternative 5 - Reconstruct & Widen Huronia Road to 3 Lanes 73 Figure 14: Alternative 6 - Reconstruct & Widen Huronia Road to 4 Lanes 75 Figure 15: Alternative 7 - Reconstruct & Widen Huronia Road to 5 Lanes 77 Figure 16: Area Land Use & Development 79 Figure 17: Environmentally Sensitive Areas 80 Figure 18: 2026 Traffic Volumes - Revised 81 Figure 19: Preferred Intersection Configuration & Control 82

Huronia Road -Yonge Street to Lockhart Road Class EA - Phases 1 & 2 Report

Page i i SSeptember 1, 2009

Executive Summary

The City of Barrie initiated a Municipal Class Environmental Assessment to identify the most appropriate road improvement strategy for Huronia Road from Yonge Street to Lockhard Road, a distance of approximately 4.7 kilometers. Various improvements are being considered to address existing and future deficiencies with respect to pavement condition and road capacity.

This Study is being carried out in accordance with the planning and design process for a 'Schedule C' project as outlined in the Municipal Engineers Association Municipal Class Environmental Assessment document (October 2000, amended September 2007). Phases 1 and 2 of the Class EA process includes defining the problem, development of alternative solutions, and formulation of measures to mitigate identified impacts.

In consideration of the existing conditions, the Problem Statement, which sets the framework for the study, is as follows:

That existing traffic and infrastructure deficiencies be corrected in an environmentally friendly manner which also meets future transportation needs.

Alternative solutions to address the Problem Statement included the following:

do nothing (maintain existing conditions);

reduce travel demands on Huronia Road;

construct/designate alternative routes to Huronia Road;

reconstruct Huronia Road (existing 2 lanes maintained) with intersection improvements; and

reconstruct and widen Huronia Road (to 3, 4 or 5 lanes) with intersection improvements.

Following the completion of Phases 1 and 2 of the Class EA, the following preferred solution was selected:

Widen to 3 lanes from Yonge Street to south of Webb Street, north of Herrell Avenue;

Widen to 5 lanes from south of Webb Street, north of Herrell Avenue to just south of Mapleview Drive; and

Widen to 3 lanes from just south of Mapleview Drive to Lockhart Road with provisions for an ultimate 5 lane section as the area develops.


Page ii ii SSeptember 1, 2009

In conjunction with the above, the road is to be upgraded from its current rural cross-section to an urban cross-section, which includes the provision of curb and gutter, sidewalks, improved street lighting, and extended infrastructure services (water, sanitary sewers and stormwater sewers).

Pending endorsement of the Preferred Solution by Council and at the direction of Council, the Study will proceed to Phase 3 of the Class EA process, which will develop alternative design concepts for the preferred solution. The alternative design concepts will again be assessed in consideration of their potential impacts to the various environments, and a recommended design concept will be identified. Similaryly, the development and assessment of the alternative design concepts will be presented for review by the public and agencies at a Public Information Centre (PIC) 2. Again, appropriate notification will precede PIC 2. Following consideration of comments and concerns received, a preferred design concept will be recommended to Council. Upon endorsement of such, Phase 3 of the Class EA process will be completed. Phase 4 will document the process and methodology employed throughout the Study through the preparation of an Environmental Study Report (ESR), which will include this Phase 1 & 2 report. The ESR will be completed and placed on the public record for a period of 30 days to allow for further public and stakeholder review and comment. A Notice of Completion will be published to inform the public and stakeholders of the study completion.

1 Introduction

1.1 Background

In 2005, the Corporation of the City of Barrie initiated a Municipal Class Environmental Assessment (EA) to identify the most appropriate road improvement strategy for Huronia Road, extending from Yonge Street to Lockhart Road, a distance of approximately 4.7 kilometres. Preliminary works and various background studies and field investigations were completed including the development and initial assessment of various alternative solutions. For resource reasons, the study was not advanced and completed.

In April 2008, C.C. Tatham and Associates Ltd. were retained by the City of Barrie to complete the study in accordance with the applicable Municipal Class Environmental Assessment guidelines1.

Various improvements are being considered to address existing and future deficiencies with respect to pavement condition and road capacity. In addition, the road is to be upgraded from its current rural cross-section to an urban cross-section to address existing deficiencies/short-comings with respect to roadside drainage, sidewalks, street lighting and infrastructure services (water, sanitary sewers and storm sewers).

1.2 Class Environmental Assessment Process

The Class Environmental Assessment process is defined in the Municipal Class Environmental Assessment document. Applying to all municipal road improvement projects, a number of study categories or schedules have been established recognizing the range of environmental impacts. These are briefly described below whereas the process corresponding to each is illustrated in Figure 1.

Schedule A

Schedule A projects generally include normal or emergency operational and maintenance activities. As the environmental effects of these activities are usually minimal, these projects are pre-approved and may proceed directly to implementation without the need to complete the design and planning process. No reports or study documents need to be prepared.

1 Municipal Class Environmental Assessment. Municipal Engineers Association, October 2000 as amended in 2007.


Page 1 September 1, 2009

Schedule A+

Schedule A+, which represents a new classification in the 2007 EA guidelines, includes projects that are typically limited in size and scope, and thus have minimal associated environmental impacts. While these projects are also pre-approved, they require notification to the public prior to implementation. No reports or study documents need to be prepared outside of the notification.

Schedule B

Schedule B projects generally include improvements and minor expansions to existing facilities. As there is the potential for some adverse environmental impacts, the municipality is required to conduct a screening process whereby members of the public and review agencies are informed of the project and given the opportunity to provide comment. Documentation of the planning and design process is required under a Schedule B study. As these studies are generally straightforward and do not require detailed technical investigations to arrive at the preferred solution, a formal report is not required. Rather, a Project File shall be prepared to demonstrate that the appropriate steps have been followed. The Project File is to be submitted for review by the public and review agencies, at which time the need for additional studies will be determined.

Schedule C

Schedule C projects generally include the construction of new facilities and major expansions to existing facilities. As they have the potential for significant environmental impacts, they must proceed under the full planning and documentation procedures specified by the Municipal Class EA document. Schedule C projects require that an Environmental Study Report (ESR) be prepared and appropriately filed for review by the public and review agencies. If concerns are raised during the review period that cannot be adequately satisfied, the need for an Individual EA may arise.

1.2.1 Class EA Terminology

Prior to determining the appropriate Class EA schedule, an understanding of the defining terminology is required as noted below:

Road Capacity

Means capacity defined in terms of the number of travelled lanes and does not differentiate between various lane widths to accommodate differing traffic volumes.

New Road

Means the construction of an improved surface for vehicular traffic on a new right-of-way where the right-of-way is entirely separate from any previous right-of-way. Also refers to the construction of a road on a road allowance whereby no road surface previously existed



Same Purpose, Use, Capacity & Location

Refers to the replacement or upgrading of a structure or facility or its performance, where the objective and application remain unchanged, and the volume, size and capability do not exceed the minimum municipal standard, or the existing rated capacity, and there is no substantial change of location. Works carried out within an existing road allowance such that no land acquisition is required are considered to be in the same location. Conversely, it is thus inferred that should improvements extend beyond the existing road allowance and additional property is required, the location is considered to have changed. The widening of existing roads to provide additional lanes will result in an increase in road capacity and hence would not be considered for the same purpose, use, capacity and location.

1.2.2 Appropriate Class EA Schedule

The reconstruction of Huronia Road would be classified as a Schedule A+ project provided there are no changes to the road’s purpose, use, capacity or location (which would be case if the road was simply reconstructed to its existing width). Urbanization of the existing rural road section could also be achieved under a Schedule A+ process provided all works would occur within the existing road allowance.

However, should the road require widening to address traffic operations, the road capacity will be increased and hence a Schedule B or C undertaking would apply, based on the overall cost of work. A Schedule B process is applicable when the construction value is less than $2.2 million, whereas a Schedule C process applies when the value exceeds $2.2 million. Given the length of road and extent of widening anticipated, it is likely that the cost would exceed $2.2 million and hence the study is currently being planned in accordance with the Schedule C requirements. The proponent of a Schedule ‘C’ project is required to undertake a process involving mandatory contact with the directly affected public and with relevant government agencies to ensure that they are aware of the project and that their concerns are addressed. Public consultation is to be conducted regarding the alternative solutions and the alternative design concepts (Phases 2 and 3 of the EA process respectively).

In conjunction with the road widening, the Whiskey Creek and Lovers Creek water crossing culverts will be examined and possibly improved with respect to their carrying capacity - from the perspective of road capacity and/or hydraulic capacity. As with roads, the reconstruction of water crossings where the reconstructed facility will not be for the same purpose, use capacity or at the same location, is subject to the Class B process for construction values less than $2.2 million, otherwise the Class C process applies.

While there are additional Class EA requirements related to the provision of infrastructure services, given that the intended works are expected to occur within the existing road allowance, such projects are considered Schedule A or A+ undertakings and thus do not elevate the overall requirements when considered in conjunction with the road works.



In consideration of the above, and to ensure appropriate public consultation throughout the study, the Schedule C Class EA process has been adopted.

1.3 Objectives of the Report

The overall objective of this report is to document the planning process undertaking during Phases 1 and 2 of the EA process related to the development and evaluation of alternative solutions. Specifically the objectives of this report are as follows:

to prepare a detailed description of the problem;

to establish alternatives to address the problem;

to prepare a detailed inventory of the affected/applicable environments (physical, natural, social, economic, cultural, etc.);

to screen the impact of the alternatives on the environment;

to establish mitigative measures to minimize potential environmental effects; and

to outline the remaining steps involved in the planning and design for the reconstruction of Huronia Road to complete the Municipal Class Environmental Assessment process.

The Phase 1 and 2 Report has been prepared in accordance with the chronological order of the EA process and is structured as follows:

Chapter 2 presents the need and justification of the study and the preparation of a problem statement to guide the EA process;

Chapter 3 details the alternative solutions developed to address the problem statement;

Chapter 4 presents the affected environments that have been considered in the study;

Chapter 5 details the evaluation of the alternative solutions in context of the manner to which they satisfy the problem statement and potential impacts to the environments; and

Chapter 6 outlines the remaining tasks in the Municipal Class EA process.



2 Need & Justification

The purpose this Class EA study is to identify the most appropriate improvement strategy to address the deficiencies along Huronia Road, from Yonge Street to Lockhart Road. In doing so, it is first necessary to establish/understand the existing conditions, from which the needs are determined which then allows for the overall problem statement to be defined. These tasks have been completed in accordance with Phase 1 of the Class EA process (refer to Figure 1).

2.1 Study Area

The study area has been defined to include Huronia Road from Yonge Street to Lockhart Road, as illustrated in Figure 2, and the immediately abutting lands recognizing that such could be impacted through the improvement strategy. The total length of road in question is approximately 4.7 kilometres.

2.2 Existing Conditions

The need for road improvements results from the existing conditions, as detailed below and illustrated through site photographs presented in Figure 3 and Figure 4. The 2006 City of Barrie Road Needs Study identified a pavement condition rating for Huronia Road of 7.0. Over the course of the last three years (2006-2009), the pavement condition rating will decrease to 5.0 or less, suggesting improvements are warranted.

2.2.1 Road Classification

As per the City of Barrie Official Plan2 and the City of Barrie Transportation Study3, Huronia Road in its entirety is classified as an arterial road, the purpose of which is to accommodate high volumes and all types of traffic and to provide a through travel route across the City.

2.2.2 Speed Limits & Design Speeds

The posted speed limit on Huronia Road is reflective of the level and type of development, as follows:

50 km/h from Yonge Street to Loon Avenue; and

60 km/h from Loon Avenue to just south of Saunders Road to Lockhart Road.

Design speed refers to the maximum safe speed that can be maintained over a specified section of road when conditions are so favourable that the design features of the highway govern. Typically, to

2 City of Barrie Official Plan. City of Barrie, 1994. 3 City of Barrie Transportation Study. Read Voorhees & Associates, 1999.



provide an additional level of safety in the road design, design speeds are selected in the order of 10 to 20 km/h in excess of the intended posted speed. In consideration of the speed limits noted above and applicable City of Barrie design standards, the following design speeds apply:

70 km/h (posted speed + 20 km/h) from Yonge Street to Loon Avenue; and

80 km/h (posted speed + 20 km/h) from Loon Avenue to Lockhart Road.

2.2.3 Road Width

The road platform on Huronia Road is typically a 2-lane (1 per direction), 7 metre wide paved roadway with localized turning lanes at the Big Bay Point Road and Mapleview Drive intersections. The pavement widens to approximately 11 metres (2 lanes of traffic is maintained) for approximately 300 metres immediately south of Little Avenue.

2.2.4 Intersections

As illustrated in Figure 2, there are numerous intersections along Huronia Road; the corresponding intersection configurations, controls and spacings are provided in Table 1 and Figure 5. At the unsignalized intersections, the intersecting side streets (those running east-west) are stop controlled; movements on Huronia Road are uncontrolled. The City of Barrie recently installed temporary traffic signals at the intersection of Huronia Road and Lockhart Road in 2008.

Table 1: Huronia Road Intersections Distance to Adjacent

Intersection Intersection Control Configuration to north to south

1 Yonge Street signalized 4-leg - 565 m 2 Little Avenue signalized 4-leg 565 m 500 m 3 Webb Street unsignalized 3-leg 500 m 250 m 4 Herrell Avenue unsignalized 3-leg 250 m 420 m 5 Truman Road unsignalized 3-leg 420 m 210 m 6 Big Bay Point Road signalized 4-leg 210 m 360 m 7 Ellis Drive unsignalized 3-leg 360 m 310 m 8 Loon Avenue unsignalized 3-leg 310 m 765 m 9 Mapleview Drive signalized 4-leg 765 m 525 m 10 Saunders Road unsignalized 3-leg 525 m 820 m 11 Lockhart Road signalized 4-leg 820 m 1440 m



2.2.5 Driveway Access

Further to the intersections, there are numerous commercial and residential driveways along Huronia Road (the number and density of such reflect the level of development). These are somewhat evident in the aerial photograph of Figure 2 and summarized in Table 2 (an additional inventory of spacing is provided in Appendix A).

Table 2: Huronia Road Driveways

Number of Driveways Road Section Length

(km) West East Total

Density (driveways

per km) Yonge Street to Little Avenue 0.57 18 15 33 58 Little Avenue to Big Bay Point Road 1.38 22 31 53 38 Big Bay Point Road to Mapleview Drive 1.44 3 10 13 9 Mapleview Drive to Lockhart Road 1.35 2 2 4 3 Total 4.7 45 58 103 22

2.2.6 Traffic Operations

Traffic operations and analyses for the Huronia Road corridor were addressed in the Huronia Road Traffic Study4, a copy of which is provided in Appendix B. Please note that at the time of the preparation of the traffic study, the County had no plans to widen Huronia Road (CR 54) south of Barrie. The speed limit in this section was still 80 km/hr. The report addressed traffic operations for the year 2006 and a subsequent 10-year horizon (2016), considering daily volumes and PM peak hour volumes (corresponding to a typical weekday). The AM peak hour volumes were not explicitly addressed as they do not represent a critical scenario. While it is recognized that development within the City of Barrie and along the Huronia Road corridor has continued subsequent to the study, the 2006 operating conditions have been considered as representative of existing conditions.

As per the traffic study, daily volumes ranged in the order of 7,000 to 11,000 vehicles per day (total of 2-direction travel). The highest volumes – 11,000 vehicles - were observed north of Mapleview Drive (the north leg of the Huronia Road/Mapleview Drive intersection), whereas the lowest volumes – 7,000 to 8,000 vehicles - were observed south of Yonge Street and north of Lockhart Road respectively. In other words, volumes were the greatest at Mapleview Drive, and decreased to the north and south limits of Huronia Road. This is largely attributed to the significant volumes on Mapleview Drive and development in the area.

4 Huronia Road Traffic Study. Read Vorhees & Associates Ltd., June 2006.



The Huronia Road Traffic Study indicated that when volumes exceed 12,000 vehicles per day for an arterial road similar to Huronia Road, some congestion is expected. Under ideal conditions (a reduced number of side streets and maximum green time on the arterial), 15,000 vehicles per day can be accommodated. In this regard, the existing volumes are below the noted capacity and hence it was concluded that the existing conditions provide an acceptable level of service.

The PM peak hour operations along Huronia Road were also reviewed in consideration of the existing intersection configurations and control (as per Figure 5) and the 2006 traffic volumes (as per Figure 6). While volumes were not provided for each intersection along Huronia Road, those addressed are considered the critical locations. It was noted that all intersection addressed provide an acceptable level of service and overall delays, although higher delays were incurred for some individual movements at the intersection of Huronia Road and Yonge Street.

2.2.7 Left Turn Lane Requirements

Given the classification of Huronia Road as an arterial road and the traffic volumes that it serves (both existing and future), the provision of left turn lanes at all intersections is recommended (this is further addressed in Section 2.3.1). These will ensure that through traffic volumes on Huronia Road are not unnecessarily delayed as left turn traffic queues to complete the turn movement. In accordance with MTO design standards, left turn lanes should be configured as noted in Table 3.

Table 3: Left Turn Lane Design

Left Turn Lane Run-out Lane Design Speed1 offset2 storage3 parallel taper total offset1 taper total

70 km/h 15m 15m 40m 115m 185m 30m 115m 145m

80 15 15 50 130 210 30 130 160 1 design speed corresponds to speed limit + 20 km/h

2 offset refers to distance from centre of intersection to start of storage lane or run-out taper 3 the storage distance noted is the minimum requirement

As per Table 3, the development of left turns on Huronia Road will require in the order of 185 to 210 metres, depending upon the design speed selected. On the downstream side of T intersections, a run-out length of 145 to 190 metres would also be required to transition the road section back to 2 lanes (assuming 1 lane per direction), recognizing that at T intersections, only 1 approach will have a left turn lane. At 4-leg intersections, it is assumed that left turn lanes would be provided on both approaches of Huronia Road to ensure lane continuity and balance through the intersection. Thus, the geometric requirements for 4-leg intersections are slightly greater than T intersections.

Should consecutive intersections require left turn lanes, the requirements would be 370 and 420 metres for design speeds of 70 and 80 km/h respectively - assuming 4-leg intersections or back-to-



back left turn lanes, with tapers that do not overlap one another (ie. one turn lane is developed prior to a second). If overlap of the tapers is permitted (ie. both turn lanes share the same taper length), the minimum requirement would be 255 and 290 metres for design speeds of 70 and 80 km/h respectively. In other words, intersections should be spaced a minimum of 255 to 290 metres apart to allow for full development of consecutive turn lanes.

In consideration of the intersection spacings noted in Table 1 and the desire to maintain a continuous road section (ie. avoid 2 lanes widened to 3 lanes then reduced to 2 lanes then widened to 3 lanes, etc.) a continuous centre turn lane is recommended. Given the density of residential driveways and commercial access points along sections of Huronia Road as per Table 2, the provision of a centre turn lane is further substantiated. The benefits of such will not only serve the intersecting roads, but all of the driveways along Huronia Road, thus improving operations further.

2.2.8 Transit Operations

At present, there is only one transit route (Route 32: Bayview) that operates along Huronia Road, between Little Avenue and Big Bay Point Road. The remaining sections of Huronia Road are not otherwise directly served by Barrie Transit.

Indirect transit service is provided via Route 30: Yonge, Route 34: Ardagh and Route 39: Hurst, which operate on Yonge Street and cross Huronia Road at its respective intersection. Routes 30 and 34 also operate on Mapleview Drive, crossing Huronia Road towards the south limit. However, as there are no north-south transit routes on Huronia Road in these areas, there is limited connectivity.

2.2.9 Railway Operations

There are at-grade rail crossings of Huronia Road, on the Beeton Subdivision, photographs of which are provided in Figure 3 and Figure 4. The first is located between Herrell Avenue and Truman Road (north of Big Bay Point Road) whereas the second is located between Ellis Drive and Loon Avenue (north of Mapleview Drive). At both locations, the crossings are designated with pavement markings and warning signs (cross-bucks) - no flashing lights or audible signals otherwise exist.

Currently the Allandale Community Development Corporation (ACDC) operates on average 1 train a day on the Beeton Subdivision, at a speed of 17 km/h (10 mph).

For the purposes of development review, the ACDC considers the Beeton Subdivision to be a Principal Branch Line (as defined by CN and CPR development guidelines).

Railway level crossings are considered deficient if the available sight distance or the crossing protection is considered inappropriate. Transport Canada guidelines dictate crossing slight line requirements for grade crossings, based on the speed of the train and the approaching vehicle. For a train speed of 17 km/h (10 mph) and a vehicle speed of 50 km/h (posted speed at the crossing), the following apply:



motorists must be able to see the approaching train at a distance of 45 metres from the crossing; and

the train must be able to see approaching motorists from a distance of 50 metres from the crossing (although 65 metres is desired).

The above translates to a sight triangle, measuring 45 metres along the railway and 50 metres along the road, which must be kept clear of all obstacles and visual obstructions. Given the skewed angle of approach of the railways and the extent of vegetation along the road and railway, the sight lines are somewhat obstructed and thus should be addressed.

Further to the sight lines, Transport Canada dictates the following:

Unrestricted grade crossings for vehicular use shall have a grade crossing warning system (flashing lights and bells) if:

the forecast cross-produce (daily vehicle traffic x daily train traffic) is 1000 or more; or

the grade crossing does not include a sidewalk and the maximum railway operating speed exceeds 80 mph; or

the grade crossing includes a sidewalk and the maximum railway operating speed exceeds 60 mph; or there are two or more tracks and trains may be passing one another; or

the sightlines or alternative measures are not provided, including where trains, engines, railway cars, or other railway equipment, standing or stored, may obscure driver or pedestrian sightlines of a train approaching the grade crossing.

Where grade crossing warning systems are installed, they shall include gates if:

the forecast cross-product is 50,000 or more; or

the maximum railway operating speed is 50 mph or more; or

there are two or more tracks where trains may be passing one another; or

the sightlines along the railway right-of-way for a driver or pedestrian stopped at the grade crossing are not sufficient, including where trains, engines, railway cars or other railway equipment, standing or stored, may obscure the driver’s or pedestrian’s sightlines of a train approaching the grade crossing.

As per the Huronia Road Traffic Study, daily traffic volumes on Huronia Road at the crossings (as per 2006 data) are in the order of 8000 to 9000 vehicles per day. In considering a single train per day (2 crossings), the cross-product of vehicle volume and train volume is 16 000 to 18 000. As such, grade crossing warning systems (flashing lights and bells) are warranted based on existing conditions.



2.2.10 Collision History

The prevalence of motor vehicle collisions along Huronia Road (at the intersections) was reviewed in the Huronia Road Traffic Study, from which it was determined that the collision history is reasonable compared to statistical averages. Futhermore, the accident trend indicates that accident rates decline following the completion of intersection improvements.

2.2.11 Pavement Condition

Numerous sections of Huronia Road are showing obvious signs of pavement distress including: deterioration, longitudinal and transverse cracking, edge break-up, rutting and irregular surface (refer to photographs in Figure 3 and Figure 4). In consideration of such, improvements to the pavement surface are recommended. While extensive detailed geotechnical investigations have not been undertaken at this time, it is believed that the surface defects are the result of inadequate road structure (ie. granular road base) and thus a full reconstruction is recommended as opposed to resurfacing or overlay.

2.2.12 Trail System

As per the City of Barrie Recreation Map (refer to Figure 7), the Trans-Canada Trail operates parallel to Huronia Road from Yonge Street to Loon Avenue and along Huronia Road from Loon Avenue to south of Lockhart Road.

However, there is no such designation on the mapping available from the Trans Canada Trail (also provided in Figure 7) and thus it is assumed that the trail is not a dedicated trail per se, but rather a recommended travel route between completed sections of the designated trail system).

2.2.13 Sidewalks

As per City of Barrie standards for an arterial road, sidewalks are to be provided on both side of the road. Only a short section of Huronia Road south of Little Avenue currently has sidewalk and thus the remaining section is considered deficient in this regard.

2.2.14 Street Lighting

To ensure appropriate safety, street lights are to be implemented on arterial roads. Street lights currently exist along the west side from Yonge Street to Herrell Avenue and on the east side at various intersections (thus lighting the intersection itself). In this regard, Huronia Road from Herrell Avenue to Lockhart Road is deficient with respect to the City standard for street lighting.



2.2.15 Storm Sewers

Arterial roads are to be fully urbanized, including the provision of curb and gutter, catchbasins and storm sewers. Only a 260 metre section of Huronia Road south of Little Avenue currently has storm sewers; elsewhere open roadside ditches are used to convey stormwater runoff. The implementation of storm sewer from 300 metres south of Little Avenue to Big Bay Point Road is identified for the year 2018, as per the City of Barrie 2009-2018 Capital Budget.

2.2.16 Sanitary Sewers

As per City of Barrie engineering plans, the section of Huronia Road from Ellis Drive to the temporary Sanitary Pump Station 3 (just north of Saunders Road) does not have a sanitary sewer system in place, and therefore does not satisfy the corresponding arterial road standards. The implementation of sanitary sewer from 300 metres south of Little Avenue to Big Bay Point Road is identified for the year 2018, as per the City of Barrie 2009-2018 Capital Budget. In addition, sanitary sewers are to be implemented in 2018 for the section from Yonge Street to Little Avenue.

2.2.17 Watermain Deficiency

Similarly, the urban standard for arterial roads includes the provision of watermain and fire hydrants. The section of Huronia Road from Loon Avenue to Mapleview Drive does not have watermain or fire hydrants, and is therefore deficient.

2.2.18 Right-of-Way

The existing right-of-way along Huronia Road varies as follows:

20 metres Yonge Street to Little Avenue;

23 metres Little Avenue to 100 metres north of Big Bay Point Road;

26 metres 100 metres north of Big Bay Point Road to Big Bay Point Road;

26 metres Big Bay Point Road to Loon Avenue;

23 metres Loon Avenue to Mapleview Drive;

30 metres Mapleview Drive to 300 metres south of Mapleview Drive; and

27.5 metres 300 metres south of Mapleview Drive to Lockhart Road.

City of Barrie standards for arterial roads vary depending on the number of lanes to be provided, as per the following (all of which assume urban road standards):

20 metre right-of-way for a 2-lane road with an 8.5 metre road platform;



23 metre right-of-way for a 3-lane, 11.0 metre platform;

26 metre right-of-way for a 4-lane, 14.0 metre platform; and

30 metre right-of-way for a 5-lane, 18.0 metre platform.

In consideration of the above noted standards, widening of the road allowance will be required through some areas should Huronia Road be widened to 3 or more lanes.

2.3 Future Conditions

The need for improvements has also been considered in context of future conditions - namely traffic volumes and expected operations.

2.3.1 Traffic Operations - 2016

As previously noted, the Huronia Road Traffic Study developed traffic projections for the 10-year horizon 2016, which represented increases of approximately 100% over the 2006 volumes (i.e. the volumes doubled over 10 years, which translates to a compounded growth of approximately 7% per year).

The projected 2016 daily volumes range from 16 000 vehicles per day north of Lockhart Drive, to 18 000 vehicles between Big Bay Point Road and Yonge Street, to a high of 20 000 vehicles between Mapleview Drive and Big Bay Point Road. In consideration of the lane capacities previously noted (congestion begins at 12 000 vehicles per day; under ideal conditions 15 000 vehicles per day can be accommodated), the existing road capacity is not considered sufficient.

Further to link operations and volume to capacity analyses, the Huronia Road Traffic Study identified the minimum intersection configurations required along Huronia Road to ensure appropriate operations for the 2016 PM peak hour volumes (as per Figure 8). This included a 3-lane section along the length which affords the provision of left turn lanes at all intersections and at all mid-block residential driveways and commercial access points. An increased platform width of 5 lanes is required upon approach to/departure from the intersections of Big Bay Point Road and Mapleview Drive given the additional volumes at these intersections and need to accommodate all movements.

It is understood that an easterly extension of Harvie Road is planned to connect with Big Bay Point Road, including a 7-lane underpass of Highway 400, and potentially a new Highway 400 interchange. A Class EA Study will be undertaken by the City to consider design alternatives. The implementation of this road extension and underpass will provide an additional east-west corridor in the south end of Barrie, thus alleviating the demands at Mapleview Drive. As such, it has the potential to impact travel demands on sections of Huronia Road. For motorists travelling from the north end of Huronia Road and wishing to access the south-west area of Barrie, they may chose to use Big Bay Point Road as opposed to Mapleview Drive, thus alleviating travel demands on Huronia Road between Big Bay Point



Road and Mapleview Drive. The same will occur for the reverse trip. Similarly however, those wishing to travel from the south-east area of Barrie to the north-east area, may also choose to use Big Bay Point Road as an alternative east-west route to Mapleview Drive. As such, the volumes on Huronia Road between these corridors will increase. This improvement was not specifically identified in the Huronia Road Traffic Study and thus the extent to which it was considered in the development of the future projections is uncertain. For purposes of this study, and in consideration of the above off-setting impacts to Huronia Road traffic volumes, the projections as per the Huronia Road Traffic Study have been employed.


Major road improvement projects, such as that which is being addressed by this study, should consider a longer transportation planning horizon to ensure that the works are considered appropriate for the life of the road improvements themselves. In this regard, consideration has also been given to a 20 year planning horizon. For purposes of this assessment, a detailed development of 2026 traffic volumes has not been undertaken. Rather, 2 scenarios have been considered:

a low growth scenario whereby a 3% annual growth has been assumed on the major roads within the area (Huronia Road, Mapleview Drive, Yonge Street and Big Bay Point Road) for the period 2016 and 2026; and

a high growth scenario whereby a 5% annual growth has been assumed.

In both instances, a 2% annual growth has been assumed on the remaining intersecting local roads.

It is noted that the growth from 2006 to 2016, as per the traffic study, is in the order of 6 to 10% per year on Huronia Road and 5 to 9% on Yonge Street, Big Bay Point Road and Mapleview Drive, and thus the assumed growth projections are considered reasonable. The resulting volumes are illustrated in Figure 9 and Figure 10 for the low and high growth scenarios respectively.

2.3.3 Railway Operations

Projected rail traffic through to the year 2017 was provided by ACDC for the Beeton Subdivision, as follows (freight traffic):

operating speeds in some areas may reach 50 km/h;

6 return trains daily (12 train crossings in total);

4 return trips during the day (07:00 to 23:00) and 2 during the night (23:00 to 07:00);

normal operations will include weekday and weekend movements; and

train configuration normally 1 locomotive and 0 to 15 cars.



At the rail crossings, daily volumes of 18 000 to 20 000 are expected for the year 2016. As such, the cross-product of vehicle and train volumes will be in the order of 216 000 to 240 000 (12 x 18 000 to 12 x 20 000). Based on the criteria previously provided in Section 2.2.9, grade crossing warnings systems (flashing lights and bells) complete with gates are warranted. The further increase in traffic volumes to the year 2026 will result in volumes in the order of 24 000 to 33 000, depending on the growth scenario considered.

2.4 Problem Statement

In consideration of the existing conditions, the Problem Statement, which sets the framework for the remainder of the study, is as follows:

That existing traffic and infrastructure deficiencies be corrected in an environmentally friendly manner which also meets future transportation needs.



3 Alternative Solutions

Further to the identification of the Problem Statement and in consideration of the transportation analyses addressed in the Huronia Road Traffic Study, a number of alternative road improvement solutions have been developed for consideration and evaluation. The associated tasks have been completed in accordance with Phase 2 of the Class EA process (refer to Figure 1).

Integral to the planning process is the adoption of a solution to address/correct the noted deficiencies. A number of reasonable and feasible solutions to addressing the Problem Statement were developed, as detailed below. It is noted that the alternative solutions are focussed on the road capacity and pavement condition deficiencies.

While improvements to existing culverts/water crossings may be required (ie. extensions, widening, etc.), these have not been investigated in detail at this stage of the Class EA process given that the extent of culvert improvements has not been identified (these will be dictated by the road improvements to be implemented). The assessment of needs with respect to the water crossings and potential impacts of such will be further explored in subsequent phases of the Class EA process.

Alternative solutions to implementing sidewalks, street lighting and infrastructure services have not otherwise been investigated. Rather, these are to be undertaken as part of the urbanization and in accordance with the appropriate City standards.

3.1 Alternative 1 - Do Nothing

The Do Nothing alternative corresponds to the existing conditions. Under this alternative, no improvements or changes to the road system would be made to solve the identified problem and as such, the problem would remain and, in fact, worsen as traffic volumes continue to increase over time. While this would not satisfy the objectives of the City to improve traffic operations and pavement conditions, and upgrade to an urban road section, a do nothing alternative is suggested for consideration as an alternative in the Municipal Class EA guidelines for comparison purposes. A decision to do nothing would typically be made when the costs of all other alternatives, either financial and/or environmental, significantly outweigh the benefits.

3.2 Alternative 2 - Reduce Travel Demands

Rather than increase road capacity, this alternative focuses on reducing the overall travel demands on Huronia Road, thus negating the need for capacity based improvements. Means to achieve this include increased use of non-auto base travel (transit, cycling and walking), increased occupancy and ridesharing (more riders per car translates to fewer trips), telecommuting (working from home) and flex hours (shifting working hours to avoid the peak hours). To accommodate such, additional initiatives would have to be introduced (ie. improved transit service, extended pedestrian linkages, etc.)



3.3 Alternative 3 - Alternative Travel Routes

As an alternative to improving the Huronia Road corridor, other corridors/routes have been considered that would otherwise provide an alternative should Huronia Road become overly congested or conditions deteriorate.

Alternate Route A will divert traffic around Huronia Road on the east side via Lockhart Road and Yonge Street (as noted in Figure 11, sections of this alternative route are located outside the City of Barrie limits). Traffic approaching Barrie from the south, will enter via Yonge Street. A Municipal Class EA was recently completed for Yonge Street, culminating in the widening of Yonge Street from Minet’s Point Road to Mapleview Drive to 5 lanes thus provide additional road capacity. This route results in considerable additional travel (both in time and distance) and thus is not expected to attract a significant volume of traffic from Huronia Road.

Alternate Route B will divert traffic around Huronia Road on the west side via Lockhart Road, Bayview Drive, and Burton Avenue. While this route is not as circuitous as Route A, there is concern with respect to the amount of additional traffic that can be accommodated on Bayview Avenue in consideration of future development along this corridor. Refer to Figure 11 for Alternative Route B.

3.4 Alternative 4 - Reconstruct & Intersection Improvements

This alternative entails the reconstruction of Huronia Road from Yonge Street to Lockhart Road as a 2-lane, 8.5 metre pavement width (which largely corresponds to existing conditions). Improvements to intersections along Huronia Road would also be implemented (ie. separate turn lanes) to improve operations otherwise constrained by the 2-lane cross-section. In conjunction with improvements to Huronia Road, improvements to the intersecting side streets have also been assumed, as otherwise presented in the Huronia Road Traffic Study; improvements at Mapleview Drive have also considered the recommendations of the Mapleview Drive East Improvements (Bayview Drive to Yonge Street) Environmental Assessment5. These improvements include the following:

Little Avenue widened to 4 lanes with left turn lanes at Huronia Road;

provision of separate left and right turn lanes on Herrell Avenue at Huronia Road;

Big Bay Point Road widened to 4 lanes (west approach) with left turn lanes at Huronia Road;

provision of separate left and right turn lanes on Loon Avenue at Huronia Road;

Mapleview Drive widened to 7 lanes with left turn lanes at Huronia Road; and

5 Municipal Class Environmental Assessment Final Environmental Study Report, Mapleview Drive East Improvements (Bayview Drive to Yonge Street). City of Barrie, July 2007.



provision of separate left turn lanes on Lockhart Road at Huronia Road.

In addition to the above, existing infrastructure deficiencies would be appropriately addressed through the implementation of appropriate urban road standards.

Alternative 4 is shown in Figure 12, which includes provisions for the above. Implementation of this alternative would be subject to the Class EA Schedule A+ requirements given that the existing use, purpose, capacity and location has not changed. Localized operational improvements can are subject to the Class A+ process also, provided construction costs are less than $2.2 million, otherwise Schedule B applies.

3.5 Alternative 5 - Reconstruct & Widen Huronia Road to 3 Lanes

Alternative 5 involves the reconstruction of Huronia Road and widening to provide a continuous 3-lane, urban section. Improvements to the intersecting roads and infrastructure services are assumed consistent with Alternative 4. This alternative is illustrated in Figure 13. Assuming that the resulting construction costs exceed $2.2 million, the implementation of this alternative would be subject to the Schedule C Class EA process in that the road capacity has been increased.


Huronia Road is further widened to 4 lanes (2 lanes per direction) and fully urbanized under Alternative 6, as illustrated in Figure 14. As with Alternative 5, this alternative assumes improvements on the intersecting roads and improvements to existing infrastructure services and would otherwise be subject to the Schedule C Class EA process as a result of the extent of improvements envisioned.


The maximum lane configuration, as per the Huronia Road Traffic Study, is the provision of 5 lanes (2 lanes per direction + centre turn lane). This is reflected along Huronia Road in its entirety under Alternative 7, as illustrated in Figure 15. As with Alternatives 5 and 6, this alternative assumes improvements on the intersecting roads and would otherwise be subject to the Schedule C Class EA process.



4 Environment Inventories

A description of the study area has been developed considering the identified alternative solutions and considering the following environments:

physical environment;

natural environment

social environment;

cultural/heritage environment; and

economic environment.

In accordance with the Class EA framework (as per Figure 1), detailed investigations and analyses with respect to the environment inventories were not required at this point in the study. Rather, data was obtained based on a number of site visits and a review of secondary information pertaining to the study area. The purpose of the inventories is to provide the information from which the assessment of the alternative solutions can be based. Brief descriptions of the various environments investigated are provided below.

4.1 Physical Environment

The physical environment, as it relates to the existing transportation and service infrastructure systems, transportation network, was previously introduced in Section 2.2. Additional elements of the physical environment are otherwise noted below based on field investigations, engineering surveys, review of engineering drawings and utility information.

4.1.1 Land Use & Zoning

As per the Official Plan, land uses along Huronia Road consist of residential, commercial and industrial open space and environmental protection. The property along Huronia Road is zoned as residential on both sides to the north and south of Little Avenue, and on the east side around Loon Avenue. A small amount of commercial zoning exists at the intersection of Yonge Street, and on the southwest corner of the intersection with Mapleview Drive. The southeast corner at Mapleview Drive is a golf course. The rest of the zoning around Huronia Road is either industrial or agricultural, with a small amount of open space located near the north most railroad crossing. Environmental Protection Areas are located from south of Big Bay Point Road to north of Lockhart Road. Should the agricultural designation be revised on any of the land parcels, the predicted volumes on Huronia Road will likely increase. Figure 16 illustrates the existing land uses/designations within the area.



4.1.2 Storm Sewer System

The entire area along Huronia Road within the study area uses ditches and surface flows as a storm drainage system, with the exception of a 260 metre section south of Little Avenue. There are two drainage areas within the study area. Huronia Road from Yonge Street to south of Big Bay Point Road drains into Whiskey Creek Storm Watershed which is part of the Lake Simcoe watershed. Huronia Road south of Big Bay Point Road drains into Lovers Creek Storm Watershed which is also part of the Lake Simcoe Watershed. Both Whiskey Creek and Lovers Creek are cold water fisheries.

4.1.3 Sanitary Sewer System

A 600 mm diameter sanitary sewer is in place along Huronia Road between Yonge Street and Big Bay Point Road. An 825 mm sanitary sewer is in place along Huronia Road from Big Bay Point Road to Ellis Drive. There is no sanitary sewer system in place along Huronia Road from Ellis Drive to Pump Station 3 (150 metres north of Saunders Road). Rather, the sanitary sewer detours along Ellis Drive to Welham Road during this stretch, and connects back to Huronia Road along Saunders Road. There is a 975 mm sanitary sewer in place along Huronia from Pump Station 3 to Lockhart Road. A future trunk sewer extension is planned from Pump Station 3 to Mapleview Drive. The section of Huronia Road from Big Bay Point Road to Lockhart Road is within the Painswick Sanitary Drainage Area.

4.1.4 Water Distribution System

There is no watermain from the intersection of Huronia Road and Loon Avenue to Mapleview Drive. A 600 mm concrete transmission watermain runs south along Huronia Road beginning at Yonge Street. After approximately 120 metres it reduces to a 500 mm concrete watermain and continues all the way to Big Bay Point Road. A 300 mm ductile iron (DI) watermain begins approximately 120 metres south of Yonge Street and runs south along Huronia Road. At Little Avenue it reduces to a 150 mm polyvinyl chloride (PVC) watermain that continues approximately another 300 metres. Another 300 mm DI watermain follows Huronia Road from just north of Webb Street to Well 10 at the intersection of Herrell Avenue. From there it becomes a 300mm PVC watermain until Truman Road, where it reverts back to 300 mm DI. Another 300mm DI watermain is connected to the 500mm concrete watermain running along Big Bay Point Road by 300mm PVC. It continues south along Huronia Road to Ellis Drive where it becomes 300 mm PVC and ends approximately 70 metres south of Loon Avenue. A final 300 mm PVC watermain begins at Mapleview Drive and follows Huronia Road south for approximately 320 metres before switching to a 300 mm DI and continuing all the way to Lockhart Road. The entire study area lies within the 2S Zone for water distribution.

4.1.5 Electrical Distribution System

The electrical distribution system consists of overhead supply lines along the entire length of Huronia Road within the study area. At Yonge Street, the overhead lines begin on the east side of the road and immediately cross to the west side. The lines continue on the west side until Big Bay Point Road,



and then follow the east side of the road until Lockhart Road. There is a combination of overhead and underground services.

4.1.6 Telephone System

There are several Bell ducts and concrete duct structures located on either side of Huronia Road within the study area. These concrete duct structures contain wire and fibre optic lines. The duct structures should not be affected by the proposed reconstruction for the most part. Test pits will be required to confirm the elevation of the concrete duct structure prior to construction. While changes in road elevation at some points may affect the collar for several Bell maintenance holes, it is unlikely that those maintenance holes will have to be moved.

4.1.7 Gas Distribution System

There are gas mains running down the east side of Huronia Road from Yonge Street to Little Avenue and on the west side from Little Avenue to a few metres south of Herrell Avenue. Gas mains also run down the west side of Huronia from a few metres north of Truman Road to Big Bay Point Road, and on the east side from Big Bay Point to Lockhart Road.

4.1.8 Cable TV System

The cable TV system in the study area is not expected to be significantly affected by any of the alternatives. Minor utility relocations will be accommodated as required during the detail design phase of the project.

4.2 Natural Environment

The inventory of the natural environment within the study area was undertaken by Azimuth Environmental Consulting Inc. with the exception of the tree inventory which was undertaken by Silv-Econ Ltd. The purpose of these reports was to document the environmental features present within and adjacent to the study area. A summary of their findings is provided below, whereas the corresponding reports are provided in Appendix C and Appendix D respectively.

It is noted that during Phase 2 of the EA process, the inventory need only be preliminary in nature. As such, it has been based on initial limited fieldwork and review of available background information, which included mapping from the Lake Simcoe Region Conservation Authority (LSRCA), the City of Barrie and the Ministry of Natural Resources (MNR).

4.2.1 On-Site Land Use

Land uses within the immediate area (ie. within 120 metres of the proposed limit of improvements) includes the existing road, forest and successional vegetation communities, industrial and commercial



lands, portions of the Lover’s Creek Provincially Significant Wetland (PSW), residential homes with maintained lawns and maintained residential properties.

4.2.2 Adjacent Lands

Adjacent land uses (outside of the 120 metre zone) are similar to the on-site land uses, composed forest and early successional vegetation communities, agricultural, industrial and commercial lands, portions of the Lover’s Creek PSW, residential homes and maintained residential properties.

4.2.3 Aquatic Resources

Between Yonge Street and Lockhart Road, Huronia Road is traversed by the following watercourses (refer to Figure 1 of the Natural Environment study provided in Appendix C for the crossing locations):

the main branch of Whiskey Creek;

a tributary of Whiskey Creek; and

6 tributaries of Lover’s Creek.

These watercourse crossings were field investigated on April 28, 2008 to document existing aquatic habitat conditions under spring conditions and potential for providing fish habitat (a more detailed investigation will be completed during later stages of the EA process). In consultation with the LSRCA, it was determined that detailed fish sampling (electrofishing) would not be required for the purpose of this study as Whiskey Creek, Lover’s Creek, and their tributaries are well documented, and are known to function as coldwater watercourses.

Additional details with respect to each water crossing are provided in Appendix C.

4.2.4 Terrestrial Resources

Vegetation within the area is composed of a variety of forms including open early successional lands, forest and wetland habitat. The majority of the vegetative natural heritage features are situated to the south of Loon Avenue and north of Lockhart Road; north of Loon Avenue to Yonge Street is primarily residential development with lawns and boulevard tree plantings.

Portions of the Lover’s Creek PSW are situated within the study limits which provide habitat for wildlife (as per 1985 assessment) including:

herpetiles including Bullfrog, Snapping Turtle;

furbearers including the Muskrat, Raccoon, Beaver, Mink and Coyote;

waterfowl including the regionally significant Black Duck, feeding area for the Great Blue Heron and waterfowl staging areas;



deer as a core winter area; and

vegetation including the locally significant Slender Wedge Grass.

Other findings, as detailed in the appended report, include:

species of birds and small mammals that utilize forested habitat within the study area would be restricted to those edge species that are more tolerant of an urban or disturbed environment

small mammals such as Gray and Red Squirrel, Raccoon, Striped Skunk, European Hare, and Eastern Cottontail would use habitat in proximity to the existing roadbed for food resources;

a stratum 2 deeryard has been identified at the northeast corner of Mapleview Drive and Huronia Road;

none of the abovementioned species are of provincial or regional conservation concern;

more urban species of birds including Robin, American Crow, Mourning Dove, Blue Jay, European Starling, sparrows, House Finch and other disturbance-tolerant species would be expected to utilize the forest fringe in proximity to the existing road allowance and treed vegetation associated with landscaped properties;

there is one recent (ie. within 20 years) element of occurrence record on file with the MNR Natural Heritage Information Centre to indicate that the property potentially contains habitat of threatened, or endangered species;

according to the Ontario Breeding Bird Atlas Database 2001-2005 survey, there is one provincially rare bird identified within the area - Redheaded Woodpecker;

there are no regionally rare birds confirmed as breeding within the area according to the Ontario Breeding Bird Atlas;

three colonial species - Bank Swallow, Great Blue Heron and Green Heron have been confirmed to be breeding within the area according to the Ontario Breeding Bird Atlas; and

potential anuran amphibian breeding habitat exists within the low lying areas that may contain seasonal standing water in the springtime, within the watercourses, associated riparian corridors and wetland areas within the study area.

4.2.5 Environmentally Sensitive Areas

The area south of Loon Avenue falls within the Lover’s Creek Environmentally Significant Area (ESA) designation (as denoted in Figure 17). This ESA contributes to baseflow and coldwater habitat of Lover’s Creek and the portion within the study limits has been identified as a discharge area.



4.2.6 Tree Inventory

Silv-Econ Ltd. was contracted by the City of Barrie in 2005 in to conduct a detailed inventory of the trees and other vegetation along Huronia Road from Yonge Street to Lockhart Road, and to develop a reservation plan that would minimize loss of environmental function that the trees and other vegetation are currently providing. The objectives of the study were to:

locate and map all trees and other vegetation within the road allowance and trees on adjacent private property that have crowns extending into the road allowance;

evaluate the overall character and health of each tree by assessing species, size and condition of trunk and crowns;

assess the extent of tree health problems (if any) among trees;

apply inventory findings to recommend short-term urban forest maintenance activities;

recommend protection measures for trees and other vegetation; and

recommend monitoring and mitigation activities.

The study, as provided in Appendix D, provides a full inventory including location, size, number and state of health of the trees. The inventory identified 213 trees within the road allowance and on adjacent private property that could potentially be affected by construction, providing the road allowance width does not increase. Also, a variety of other vegetation types were identified that require protection including turf areas, meadows, hedges, forests and wet ditches (cattail meadows). Maps depicting the location of the trees and other vegetation types are provided in the report. It was noted that an increase in the road allowance width could impact many more trees and other vegetation including forests on private property. Minor widenings of the road are not likely however to impact a significant number of trees. As part of the urbanization, the areas that currently provide shoulders and ditches will otherwise accommodate the road widening to a large extent.

4.3 Social Environment

The social environment is focussed on matters relating to the existing residents and area tenants. In addition, potential impacts to public institutions and service facilities were also considered.

4.3.1 Existing Development

As noted previously in Section 4.1.1, there are numerous existing residential dwellings and commercial establishments along Huronia Road. Based on a review of aerial photographs of the study area and field visits, the inventory as noted in Table 4 was determined. Those units noted have direct frontage and access to Huronia Road. It is noted that an additional 24 residential lots back onto east side of Huronia Road just north of Loon Avenue.



Table 4: Huronia Road Development

Road Section Residential Units Commercial Units

Yonge Street to Little Avenue 51 3

Little Avenue to Webb Street 32 -

Webb Street to Herrell Avenue 9 -

Herrell Avenue to Truman Road 2 1

Truman Road to Big Bay Point Road 1 6

Big Bay Point Road to Ellis Drive - 5

Ellis Drive to Loon Avenue - -

Loon Avenue to Mapleview Drive 3 1

Mapleview Drive to Saunders Road 2 2

Saunders Road to Lockhart Road - 1

Total 100 19

It was determined that there are no municipal buildings, schools, libraries, community centres or fire stations along Huronia Road (there is a fire station on Big Bay Point Road approximately 350 metres east of Huronia Road).

4.3.2 Noise Issues

A Traffic Noise Impact Study6 was completed in February 2007, which investigated the potential increase in noise impacts due to increased traffic volumes (a copy of the report is provided in Appendix E). The goals and objectives of the noise study were as follows:

establish noise criteria;

identify noise sources and existing noise-sensitive receptors;

estimate the increase in traffic noise levels at existing noise-sensitive receptors due to the proposed road improvements;

determine the need for mitigation to protect existing noise-sensitive receptors; and

recommend mitigation measures if, and where, required.

6 Traffic Noise Impact Study. Ralph Bouwmeester, February 15, 2007.



Based on 10 year projections of traffic volumes, and in considering traffic noise related to automobile and truck traffic, the study acknowledged that noise levels along Huronia Road will increase. However, the predicted noise levels and noise level increases are not sufficient to warrant noise mitigation under the noise policies and protocol established by the Ministry of the Environment (MOE) and the Ministry of Transportation (MTO). While there are predicted slight noise level excesses in a few locations, they are not sufficient to warrant noise mitigation measures.

Should noise impacts on lands adjacent to Huronia Road be considered in context of the “new residential development” guidelines, then noise mitigation can be provided. Additional details for mitigating options are otherwise detailed in the respective report.

4.3.3 Complaint History

The section of Huronia Road from Yonge Street to the first railroad crossing has generated a number of complaints regarding drainage. From Yonge Street to Little Avenue, the drainage is virtually non-existent and the ditch inlet at Little Avenue is often blocked, which in turn causes flooding. This intersection is also a high maintenance concern, especially in the winter, due to the sudden change in elevation of Little Avenue caused by the railroad tracks. Numerous complaints have been received regarding the poor road surface of Huronia Road. The road width is also too narrow for the large amount of truck traffic experienced between Big Bay Point Road and Lockhart Road.

4.4 Cultural/Heritage Environment

This environment encompasses archaeological sites, built heritage and First Nations interest.

4.4.1 Archaeological Assessment

An archaeological assessment of Huronia Road7 was undertaken by AMICK Consulting Limited in 2005; the corresponding report is attached as Appendix F. While background research indicated the high potential for archaeological resources of Native and Euro-Canadian origins in select locations, no archaeological deposits were encountered during the physical assessment of the area. The study concluded that no further archaeological investigations are considered necessary for the undertaking. Should however, archaeological/heritage remains be found during site preparation or construction, the Ministry of Culture and AMICK Consultants Limited should be notified immediately.

7 Report on the 2005 Stage 1-2 Archaeological Assessment, Huronia Road Municipal Class EA Yonge Street to Lockhart Road (T05-HU). AMICK Consultants Limited, September 2005.



4.4.2 Built Heritage

The City of Barrie Heritage Sites Inventory identifies buildings of architectural or historical merit. There are no heritage buildings along Huronia Road within this inventory.

4.4.3 First Nations

Based on a review of applicable mapping, there are no known First Nations lands or interests along Huronia Road that would otherwise be impacted. During the course of the study, additional investigations and correspondence with First Nations will be undertaken to confirm such.

4.5 Economic Environment

With respect to the economic environment, this considers the associated costs to be incurred in constructing and maintaining the various improvement solutions. The costs have been considered in relation to the extent of existing road requiring upgrades/reconstruction and/or the extent of new road construction required. In addition, impacts to abutting lands have also been considered as part of the economic environment given the associated costs to obtain any required lands.

4.5.1 Budget Considerations

The City of Barrie has a 10 Year Capital Budget that has been approved by Council, the latest of which is 2009 to 2018. The reconstruction of Huronia Road has been considered as several budget items, reflective of a staged implementation (which is pending the outcome of the Class EA study). The total allocated budget, as per the 2009 - 2018 Tax Based Capital Budget (ie. spending over the next 10 years), is approximately $9,336,000 for the construction of the overall works from Yonge Street to Lockhart Road. Following completion of the EA, and provided that the road improvements are the preferred alternative, it is likely that the associated budgets and implementation will be revisited as part of the design works.

4.5.2 Maintenance Costs

Typically the frequency of maintenance on roadways increases over the years as the rate of infrastructure deterioration increases. Some of the existing asphalt surface is in poor condition at this time requiring frequent maintenance. The existing ditches require maintenance but are to be replaced by a storm sewer which will also require maintenance. New sanitary sewers and watermain services to be installed in conjunction with the roadwork will also require routine maintenance.

4.5.3 Construction Costs

Construction cost estimates have been prepared for the road improvement options based on cost data provided by the City of Barrie, which include 25% contingency and reflect 2009 unit construction prices.



For the reconstruction of an asphalt road, complete with curb and gutter, sewers and sidewalks, the following cost estimates have been assumed (per linear metre):

$1950a 2-lane, 8.5 metre road (20 metre ROW);

$2280 for a 3-lane, 11.0 metre road (23 metre ROW);

$2420 for a 4-lane, 14.0 metre road (26 metre ROW); and

$3160 for a 5-lane, 18.0 metre road (30 metre ROW).

For new construction, the following apply:



$2170 for a 4-lane, 14.0 metre road (26 metre ROW); and

$2900 for a 5-lane, 18.0 metre road (30 metre ROW).

As noted, the cost estimates increase as the number of lanes increase. The estimates related to the 2, 3 and 4 lane sections increase marginally - $100 to $300 per additional lane, whereas widening from 4 to 5 lanes results in an increase of approximately $700 for the additional lane.

Based on the above, initial cost estimates have been prepared for each alternative solution requiring road construction works. It is noted that the estimates do not include any allowance for property acquisition nor do they reflect improvements assumed on the minor intersecting roads (as the latter are assumed to be completed under separate projects).

4.5.4 Land Acquisition

Impacts to abutting lands have also been considered as part of the economic environment given the associated costs to obtain any required lands. The following land values have been provided by the City of Barrie, based on the current zoning:

low density residential $25/ft2 ($269/m2)

commercial - arterial $35/ft2 ($376/m2)

industrial - medium density $20/ft2 ($215m/2)

institutional - medium density $25/ft2 ($269/m2)

No value is assumed for environmentally protected or open space land in that it cannot otherwise be developed.



Huronia Road -YClass EA - Phases 1 & 2 Report

onge Street to Lockhart Road Page 29 September 1, 2009

A preliminary assessment of potential property impacts was completed (Appendix J). Opportunities to mitigate property impacts will be investigated during the next phase of the project.

The table below provides a preliminary assessment of land requirements relating to each alternative road improvement.



Table 5: Huronia Road Land Costs

3 Lane Option 4 Lane Option 5 Lane Option Land Use Land Use

Symbol Cost/Rate (imperial)

Cost/Rate (metric) Area

(metric) Cost Area (metric) Cost Area

(metric) Cost

Low Density Residential R 25 269 3,896.00 $1,048,024.00 5,113.00 $1,375,397.00 8,349.00 $2,245,881.00

Commercial – Arterial C 35 376 3,178.00 $1,194,928.00 3,601.00 $1,353,976.00 4,446.00 $1,671,696.00

Industrial – Medium Density M 20 215 5,901.00 $1,268,715.00 8,822.00 $1,896,730.00 14,228.00 $3,059,020.00

Institutional – Medium Density N/A 25 269 0.00 $0.00 0.00 $0.00 0.00 $0.00 Environmentally Protected

Lands EP 0 0 323.00 $0.00 1,266.00 $0.00 3,016.00 $0.00

Open Space OS 0 0 0.00 $0.00 1,207.00 $0.00 2,114.00 $0.00

TOTAL 13,298.00 $3,511,667.00 20,009.00 $4,626,103.00 32,450.00 $6,976,597.00

Total (without Environmentally Protected Lands or Open

Space) 12,975.00 $3,511,667.00 17,536.00 $4,626,103.00 27,023.00 $6,976,597.00

5 Evaluation of Alternative Solutions

This section will discuss the evaluation of the alternative solutions as previously described, the results of which are considered preliminary given the need to solicit agency and public input. The evaluation is descriptive or qualitative in nature allowing for a comparative evaluation of the pros and cons associated with each alternative.

5.1 Evaluation Criteria

In completing the evaluation, a number of criteria were considered as outlined below.

Physical Environment

road operations transit operations pedestrian operations pavement condition road safety utilities & services

Natural Environment

fisheries/aquatic impacts wildlife/terrestrial impacts vegetation impacts land impacts

Social Environment

property/development impacts aesthetics noise impacts driver comfort construction impacts

Cultural/Heritage Environment archaeological impacts heritage impacts First Nations impacts

Economic Environment maintenance costs construction costs land acquisition

5.2 Assessment of Alternative Solutions

The potential effects and impacts associated with each alternative are noted in Table 6 through Table 10.

Alternative 1: Do Nothing is not considered appropriate in that it does not address the problem statement - road capacity and pavement condition deficiencies will otherwise persist and worsen with time. These in turn will lead to other detrimental impacts as previously noted - increased congestion, traffic noise, travel delays, etc. In addition, this alternative does not address the need to urbanize the road section, which in turn will limit the future development potential of those lands otherwise undeveloped (the provision of infrastructure services will be a requirement of future development, without such development will not be able to proceed).





Table 6: Evaluation of Alternative Solutions - Physical Environment

Evaluation Criteria

Alternative 1 Do

Nothing

Alternative 2 Reduce Travel

Demands

Alternative 3 Alternative

Travel Routes

Alternative 4 Reconstruct &

Intersection Improvements


Widen to 3 Lanes


Widen to 4 Lanes


Widen to 5 Lanes

road operations

limited opportunity for left turn traffic as through volumes increase

insufficient overall future road capacity on Huronia Road (which will force traffic to other neighbouring streets)

poor levels of service will result from congestion and traffic delays

reduction in travel demands not likely sufficient to address capacity and operational issues

poor levels of service will likely result from congestion and traffic delays

use of alternative routes will increase travel on those routes

overall increase in travel time/distances likely associated with alternative routes

overall decrease in traffic volumes on Huronia Road is questionable

poor levels of service will likely result from congestion and traffic delays

will improve operations at intersections

does not address mid-block driveway access

congestion at mid-block locations will continue given 1 lane per direction

will improve operations at intersections

improves mid-block driveway access through provision of centre turn lane

congestion at mid-block locations will continue given 1 lane per direction

provides 2nd greatest level of road operations and 2nd highest level of service at intersections

improves mid block driveway access through the provision of additional lanes

Reduced congestion at mid block through the provision of additional lanes

provides greatest level of road operations and highest level of service at intersections

improves mid-block driveway access through provision of centre turn lane

Reduced congestion at mid block through the provision of additional lanes

transit operations

negatively impacted due to increased congestion

increased transit services necessary to reduce auto demands

south end of Huronia is not transit conducive due to nature of development

increased transit service not likely cost effective

reduction in traffic on Huronia Road not likely significant enough to have positive benefit to transit operations

minor improvements for transit at intersections

transit still impeded/restricted by mid-block congestion

increased road capacity through the provision of a center turn lane will provide some benefit to transit

increased road capacity through provision of additional lanes will provide benefits to transit

provides greatest road capacity and hence greatest benefits to transit operations

pedestrian operations lack of existing pedestrian

facilities not addressed implementation of additional

sidewalks and networks required to promote walking and cycling as alternatives to auto travel

lack of existing pedestrian facilities not addressed

upgrade to urban standards will provide improved pedestrian operations

• operations comparable for Alternatives 4 to 7







pavement condition pavement condition will

continue to deteriorate increasing maintenance efforts and costs

pavement condition will continue to deteriorate increasing maintenance efforts and costs

pavement condition will continue to deteriorate increasing maintenance efforts and costs

reconstruction will provide improved pavement condition

comparable between Alternatives 4 to 7







road safety

with increased volumes and congestion, likely increase in accidents

safety issues may arise on other routes as drivers divert

with increased volumes and congestion, likely increase in accidents

safety issues may arise on other routes as drivers forced to divert

with increased volumes & congestion, likely increase in accidents

safety issues may arise on alternative routes

reconstruction and intersection improvements will improve operations and hence considered safer

4th highest level of safety

provision of centre turn lane provides safer turning opportunities

3rd highest level of safety

increased road capacity and lanes will improve operations and hence considered safer

2nd highest level of safety

provision of centre turn lane provides safer turning opportunities

increased road capacity will improve operations safety

Highest level of safety

utilities & services

no change to existing limited services

lack of services not otherwise addressed (which will limit future development)





improved utility and services through implementation of urban standards




Table 7: Evaluation of Alternative Solutions - Natural Environment

Evaluation Criteria

Alternative 1 Do

Nothing


Demands


Travel Routes




Widen to 3 Lanes


Widen to 4 Lanes


Widen to 5 Lanes

fisheries/aquatic impacts no direct impacts as no change to existing

increased congestion could have negative indirect impacts

no direct impacts increased congestion could

have negative indirect impacts

no direct impacts as no change to existing


minor impacts associated with road reconstruction


3rd greatest potential impact to tributaries given 3rd widest road platform

2nd greatest potential impact to tributaries given 2nd widest road platform

greatest potential impact to tributaries given widest road platform

wildlife/terrestrial impacts









3rd greatest potential impact to open green space and wetland given 3rd widest road platform

2nd greatest potential impact to open green space and wetlands given 2nd widest road platform

greatest potential impact to open green space and wetland given widest road platform

vegetation impacts









3rd greatest potential impact to trees within R-O-W given 3rd widest road platform

2nd greatest potential impact to trees within R-O-W given 2nd widest road platform

greatest potential impact to trees within R-O-W given widest road platform



Table 8: Evaluation of Alternative Solutions - Social Environment

Evaluation Criteria

Alternative 1 Do

Nothing


Demands


Travel Routes




Widen to 3 Lanes


Widen to 4 Lanes


Widen to 5 Lanes

Property impacts

existing property or development impacts

no impacts no direct impacts as no change to existing development

no additional road widening required to Huronia Road

no impacts no direct impacts as no change to existing


no impacts no direct impacts as no change to existing


possible impacts to alternative routes (should widening be required on these)

minor land impacts minimum 20m ROW

required 1m widening required from

100 metres north of Big Bay Point Road to Big Bay Point Road

300 m2 of environmental protected lands potentially impacted

minimum 23m ROW required

1m widening required for 180 metres north of Webb Street

3m widening required for most of Huronia Road from Yonge Street to Little Avenue

4m widening required for 100 metres north of Big Bay Point Road

land requirement of 13 000 m2


1200 m2 of open space lands potentially impacted


3m widening required from Little Avenue to Big Bay Point Road

3m widening required from Loon Avenue to Mapleview Drive

6m widening required between Yonge Street and Little Avenue




2400 m2 of open space lands potentially impacted


2.5m widening required north of Saunders Road to Lockhart Road

4m widening required from Big Bay Point Road to Loon Avenue

7m widening required from Loon Avenue to Mapleview Drive & from Little Avenue to Big Bay Point Road

10m widening required between Yonge Street and Little Avenue



aesthetics appealing given narrowest road platform

Alternatives 1 to 3 are comparable

appealing given narrowest road platform


appealing given narrowest road platform


appealing given narrowest road platform and upgraded to urban standard

3rd least appealing given 3rd widest road platform

2nd least appealing given 2nd widest road platform

least appealing given widest road platform

noise impacts

increased noise possible due to increased congestion

• comparable noise levels between Alternatives 1 to 5 given limited road capacity and hence traffic volumes









increased capacity will result in increased volumes which may increase noise levels

traffic will be closer to development

• comparable noise levels between Alternatives 6 & 7

noise levels do not warrant noise mitigation

increased capacity will result in increased volumes which may increase noise levels

traffic will be closer to development

• comparable noise levels between Alternatives 6 & 7

noise levels do not warrant noise mitigation

driver comfort deteriorating pavement

structure and traffic operations will have negative impacts

deteriorating pavement structure and traffic operations will have negative impacts

deteriorating pavement structure and traffic operations will have negative impacts

reconstructed road will yield improved ride

driver comfort affected by congestion


3rd best level of driver comfort


2nd best level of driver comfort


greatest level of driver comfort given greatest road capacity

construction impacts no construction required no construction required no construction required some construction

impacts/disturbances expected

• impacts will be temporary

3rd greatest construction impacts/ disturbances given wider road


2nd greatest construction impacts/ disturbances given wider road


greatest construction impacts/disturbances given wider road






Table 9: Evaluation of Alternative Solutions - Cultural/Heritage Environment

Evaluation Criteria

Alternative 1 Do

Nothing


Demands


Travel Routes




Widen to 3 Lanes


Widen to 4 Lanes


Widen to 5 Lanes

archaeological impacts no impacts as no change to existing

no impacts no impacts no known impacts no known impacts no known impacts no known impacts

heritage impacts no impacts as no change to existing


First Nations impacts no impacts as no change to existing


Table 10: Evaluation of Alternative Solutions - Economic Environment

Evaluation Criteria

Alternative 1 Do

Nothing


Demands


Travel Routes




Widen to 3 Lanes


Widen to 4 Lanes


Widen to 5 Lanes

maintenance costs

increased maintenance costs related to the road systems


increased maintenance possible for non-auto travel


maintenance costs of road will decrease as compared to existing

increased maintenance cost for services and utilities (that do not otherwise exist today)

minimal increase in snow removal costs as a result of additional lanes



snow removal costs (3rd highest) will increase as a result of additional lanes



snow removal costs (2nd highest) will increase as a result of additional lanes



snow removal costs (highest) will increase as result of additional lanes

construction costs no additional costs no additional costs no additional costs to

Huronia Road increased construction cost

of $9.2 million (4700m x $1950/m)

least costly of Alternatives 4, 5, 6 & 7

increased construction cost of $10.7 million (4700m x $2280/m)



most costly of Alternatives 4, 5, 6 & 7

land acquisition

no additional land required no additional land required no additional land required increased land acquisition costs to accommodate intersection improvements

least costly of Alternatives 4, 5, 6 & 7

land requirements of approximately 13 300m2

land acquisition costs of $3.5 million


land acquisition costs of $4.6 million


land acquisition cost of $7.0 million

most costly of Alternatives 4, 5, 6 & 7

While Alternative 2: Reduce Travel Demands is expected to have positive benefits, the extent of such is not considered sufficient to address the noted capacity deficiencies. Furthermore, this alternative does not address the poor pavement conditions or deficiencies relating to the urban road standards.

Under Alternative 3: Alternative Travel Routes, while some motorists are likely to seek out alternative travel routes as congested conditions arise on Huronia Road, this is not considered a feasible solution given the additional travel required and capacity constraint issues on the alternative routes themselves. Alternate Route A would also likely require improvements to roads that are not entirely within the jurisdiction of the City of Barrie, namely Lockhart Road and Simcoe Road 4 (southerly extension of Yonge Street). Furthermore, as with the previous alternative solutions, deficiencies with respect to road conditions and urban provisions are not otherwise addressed with this solution.

Alternative 4: Reconstruct & Intersection Improvements will address the existing deficiencies with respect to road structure condition, intersection operations and the lack of services in accordance with the City’s current standards. However, the resulting road system is not considered sufficient in its entirety to address the future travel demands given the increases in traffic volumes anticipated.

Alternative 5: Reconstruct & Widen to 3 Lanes will improve overall operations along Huronia Road through the provision of the centre turn lane and hence removal of left turn traffic from the through traffic lanes. While such turn lanes will otherwise be provided at the intersections under Alternative 4, this alternative will also provide left turn facilities for all mid-block driveways. As with Alternative 4, the resulting road capacity (although increased) will not be sufficient for the full length of Huronia Road to accommodate the future travel demands. The minimum right-of-way required for this alternative is 23 metres, which will accommodate the 11 metre road platform, utility and boulevard requirements. The City of Barrie currently maintains the required 23 metres along Huronia Road from Little Avenue to Lockhart Road, with the exception of stretch of approximately 180 metres north of Webb Street, where a 1 metre widening would be required, and a stretch of approximately 100 metres immediately north of Big Bay Point Road, where a 4 metre widening would be required. A widening of 3 metres would be required for most of Huronia Road from Yonge Street to Little Avenue. In total, approximately 13 300 m2 of land will be required for the widening, which includes 300 m2 of environmentally protected lands. Based on the unit costs provided by the City of Barrie, this alternative equates to $8.7 million in construction costs and $3.5 million in land acquisition costs, for a total of $12.2 million.

Alternative 6: Reconstruct & Widen to 4 Lanes further improves the operating capacity of Huronia Road, and will ensure sufficient operations for the sections north of Little Avenue and south of Ellis Drive. However, road capacity between Little Avenue and Ellis Drive will remain constrained at 4 lanes, which is not considered appropriate in context of the 10 and 20 year volumes and the need to ensure ready access to the residential and commercial development within this section. Implementation of Alternative 6 will require a platform width of 14 metres and a right-of-way of 26 metres. The City of Barrie currently maintains the required 26 metres from Big Bay Point to Lockhart, with the exception of the stretch from Loon Avenue to Mapleview Drive, where a 3 metre widening would be required. A 6 metre widening would be required between Yonge Street and Little Avenue, a



3 metre widening would be required from Little Avenue to Big Bay Point Road, and a 7 metre widening would be required for approximately the first 100 metres immediately north of Big Bay Point Road. The total land requirement is approximately 20,000 m2, of which 1,300 m2 are considered environmentally protected lands and 1,200 m2 open space. The total cost of Alternative 6 is $14.8 million - $10.2 million for construction and $4.6 million for land acquisition.

Alternative 7: Reconstruct & Widen to 5 Lanes will provide acceptable operating capacity over the entire length of Huronia Road in that it appropriately addresses through movement and turning movements at all intersections and mid-block locations. This alternative requires a 30 metre right-of-way. The City of Barrie currently maintains the required 30 metres along Huronia Road for a section approximately 300 metres immediately south of Mapleview Drive. Otherwise, a 10 metre widening would be required between Yonge Street and Little Avenue, a 7 metre widening would be required from Little Avenue to Big Bay Point Road, and an 11 metre widening would be required for approximately the first 100 metres immediately north of Big Bay Point Road. From Big Bay Point Road to Loon Avenue a 4 metre widening would be required, from Loon Avenue to Mapleview Drive a 7 metre widening would be required, and north of Saunders Road to Lockhart Road a 2.5 metre widening would be required. The total land requirement equates to 32,500 m2 including 3,000 m2 of environmentally protected lands and 2,400 m2 of open space and has a value of $7 million. The construction cost is estimated at $13.7 million, which results in a total cost of $20.7 million. While this alternative provides the greatest level of traffic capacity and hence operations, it also has the greatest land impacts and associated costs, and greatest construction cost.



6 Stakeholder Consultation - PIC 1

In completing a Schedule C Class EA, there are 3 points of mandatory stakeholder contact as per the following (refer also to Figure 1):

the 1st point occurs towards the end of Phase 2 when a notice is issued inviting stakeholder comment and input via a Public Information Centre (referred to as PIC 1);

the 2nd second point occurs towards the of end of Phase 3 when a second Public Information Centre is held; and

the 3rd point of contact is upon completion of the planning process at which time a Notice of Completion is provided.

In keeping with the chronological order in documenting events in the order that they occurred, the first point of contact is discussed in this chapter; the remaining points of contact will be addressed as they occur (recognizing that they are beyond Phases 1 and 2 of the Class EA process currently covered by this report).

6.1 Purpose

The purpose of Public Information Centre 1 was to provide information to the public and agencies and seek their input with respect to the following:

identification of the problem;

development and evaluation of alternative solutions to the problem;

general inventory of the affected environments;

potential impacts of each alternative solutions to the environment evaluated;

identification of the preliminary recommended alternative; and

discussion of remaining tasks.

6.2 Notification

In accordance with the EA guidelines, a notification of the Public Information Centre was issued inviting stakeholder comment and input. Stakeholders include review agencies, the public and other municipalities and thus notices were directed to each, in the same manner in which the Notice of Commencement was disseminated. Notices were also mailed to the area residents on 10 June 2008 and published in the Barrie Examiner on two separate occasions preceding the public information centres. Copies of the notices and distribution list are provided in Appendix G.





6.3 Public Information Centre

The Public Information Centre was held on Wednesday, 18 June 2008 from 4:00 PM to 7:00 PM at Barrie City Hall and was attended by 20 individuals. No formal presentation was made but rather people were welcome to drop in during the above hours to review the materials and ask questions. Representatives from the City of Barrie, and the consultant project team were in attendance to answer any questions and provide assistance as necessary.

Various display boards were prepared for viewing by the public, copies of which were available to take home. Display boards addressed the following:

study purpose and introduction which described the reasoning behind the undertaking;

the Municipal Class EA process and those tasks relevant to this study;

a review of the existing conditions;

problem identification;

alternative solutions for improvements;

an inventory of the appropriate environments;

preliminary evaluation;

the remaining steps to completion; and

who to contact for additional information.

6.4 Public Comments

Input was received from stakeholders either at PIC 1 or shortly thereafter, via the comment sheets provided. All comment sheets returned are included in Appendix G. The following table summarizes the comments:

Table 11: Summary of Comments & Responses

No. Public Comments Response to Comments

1

• Widen from Lockhart to approx. Big Bay Point Road / Herrell Avenue to 4 lanes.

• Do not widen residential area. Only new pavement and sidewalks required.

• Fill ditch where respondent’s property meets road.

• Preferred solution includes widening to 3 lanes from Lockhart to south of Mapleview, 5 lanes to Mapleview to north of Herrell and 3 lanes from north of Herrell to Young

• Widening through residential area north of Herrell limited to 3 lanes and will include new pavement and sidewalks

• Reconstruction of Huronia road will involve drainage improvements including curb and gutter and storm sewers thereby replacing sections of open ditches

2

• Widen to 3 lanes with sidewalks installed • Concern regarding hedge and tile bed near current

roadway. • Concern regarding proper driveway reinstatement



• Opportunities to minimize impacts to existing hedges and tile bed will be considered during design phase • Driveway reinstatement details to ensure smooth transition from reconstructed road will be addressed

during design phase

3

• Widen to 3 lanes. • Concern regarding placement of sidewalk, and loss of

property. • 5 lanes are unneeded. Would be unsafe for children.



• Opportunities to mitigate impacts to property to be addressed during next phase of Class EA • Pedestrian safety will be improved with the construction of sidewalks on both sides of Huronia Road

4

• Widen to 3 lanes. • Install sidewalks on at least one side of road. • City bus stop must be maintained to prevent accidents.



• Pedestrian safety will be improved with the construction of sidewalks on both sides of Huronia Road • City bus stop locations to be maintained

5

• Widen to 3 lanes. • Install sidewalk, stop light and bus stop. • Culvert needed on west side of road from water

pumphouse south.



• City bus stop locations to be maintained




• Reconstruction of Huronia road will involve drainage improvements including curb and gutter and storm sewers thereby replacing sections of open ditches and culverts

6

• Widen to 3 lanes. • Reduce heavy truck traffic to reduce noise, improve

pedestrian safety and maintain road surface • Environmental clean up should be performed, and

investigations into illegal dumping by developers and local industry.



• Huronia Road will be reconstructed to arterial road standards to facilitate the movement of goods and services

• Pedestrian safety will be improved with the construction of sidewalks on both sides of Huronia Road • Investigation of illegal dumping is an enforcement issue

7

• Reconstruct existing. • Huronia & Yonge intersection needs left turn lane. • Amount of traffic doesn’t support widening.

• Reconstructing and maintaining the current 2 lane road does not address road capacity requirements • Dedicated left turn lanes will be provided at all intersections • Widening needs based on future traffic projections which indicate road will reach capacity within the 10

and 20 year planning horizons resulting in congestions and poor levels of service at intersections

8

• Reconstruct existing. Denote alternate routes. • No more than 3 lanes with sidewalks, address parking

issue at soccer fields. Widening will take away more of the current parking, and create danger to children.

• Reconstructing and maintaining the current 2 lane road does not address road capacity requirements • Preferred solution includes widening to 3 lanes from Lockhart to south of Mapleview, 5 lanes to

Mapleview to north of Herrell and 3 lanes from north of Herrell to Young • Opportunities to improve parking at soccer field to be considered during next phase of Class EA study • Pedestrian safety will be improved with the construction of sidewalks on both sides of Huronia Road

9

• Widen to 3 lanes. • 3 lanes will improve turning safely. 4 lanes will increase

traffic flow speed. • Install sidewalks and proper bus stop as children and

pedestrians are at risk. Bike path would be good.


• Dedicated left turn lanes will be provided at all intersections • Widening beyond 3 lanes is not anticipated to result in increase speed. Heightened enforcement by police

required to address this concern • Sidewalks to be provided on both sides of Huronia Road to improve pedestrian safety • Extension of bike trails to be considered during next phase of Class EA study as per City of Barrie Active

Transportation plan

10

• Widen to 3 lanes. • 3 lanes will help ease traffic flow without increasing

speed. • 4 or 5 lanes are not needed.


• Widening to 5 lanes based on future traffic projections which indicate road will reach capacity within the 10 year horizon resulting in congestions and poor levels of service at intersections




11

• Widen to 3 lanes. • 5 lanes is not an option. 4 lanes would not add a left

turn lane. North Bay has turn lanes at every intersection and is much safer.

• Left turn lane is needed. • Doing nothing is the best alternative as more lanes

mean faster traffic.



• Dedicated left turn lanes will be provided at all intersections • Do nothing alternative does not address problem statement

12

• Reconstruct existing. Denote alternate routes. • New traffic study should be completed.

• Reconstructing and maintaining the current 2 lane road does not address road capacity requirements • Original traffic study was reviewed and found to be valid. Updated traffic modelling was undertaken to

confirm existing and future traffic operations and to assess road improvement requirements to accommodate 10 and 20 year planning horizons

13

• Do Nothing. • No infrastructure problem, traffic problem. • More lanes means higher speeds. • Sidewalks are needed and create routes for trucks that

are already able to carry the load (i.e. Yonge).

• Do nothing alternative does not address problem statement • Traffic assessment and modelling was undertaken to confirm need for road improvements to address

capacity and level of service deficiencies • Widening road to provide additional lanes not anticipated to result in increased speeds. Heightened

enforcement by police required to address this concern • Huronia Road will be reconstructed to arterial road standards to facilitate the movement of goods and

services • Pedestrian safety will be improved with the construction of sidewalks on both sides of Huronia Road

14

• Widen to 3 lanes. • Older homes will lose front yard. • Properties with wells in front yard could be impacted. • Yonge already widened and sufficient for heavy traffic

flow.


• Opportunities to mitigate impacts to homes wells in close proximity to the right of way will be considered in the next phase of the Class EA study

• Comment noted

15 • Reconstruct existing. Denote alternate routes. • Widen based on demographics of area, split study area

into separate parts.

• Reconstructing and maintaining the current 2 lane road does not address road capacity requirements • Class EA process is intended to consider complete corridor. Splitting into 2 parts is not encouraged

16

• Widen to 3 lanes. • Traffic is not a problem. No issues with driveway

exit/entry. • Industry closures will reduce heavy traffic. • Little Avenue has heavier traffic, will it be improved?


• Traffic assessment and modelling was undertaken to confirm need for road improvements to address capacity and level of service deficiencies

• No information relating to closure of industries that would impact traffic demands was made available to the study team




• Improvements to the flow of traffic on Little Avenue were not investigated as it is outside the scope of this Class EA study.

17

• Widen to 3 lanes. • Widening more than 3 lanes will disrupt lifestyle of

current residents. • No need to encourage more traffic flow, as Huronia

leads to no major arterial roads.


• Opportunities to mitigate impacts to residents located in areas where the road may be widened to 5 lanes will be addressed in the next phase of the Class EA study

• Recommended road improvements are needed to accommodate future traffic demands and increased development pressures in the south end of the City

18

• Widen to 3 lanes. 5 lanes are unneeded. • Install sidewalk. • Widen Bayview instead of Huronia. • Widening to Huronia to 5 lanes will make it similar to the

400 series highway.



• The reconstruction of Huronia Road will include new sidewalks on both sides of the road • Comment noted • Widening road to provide additional lanes not anticipated to result in increased speeds. Heightened

enforcement by police required to address this concern

19

• Widen to 3 lanes. • Install sidewalk. • 4 and 5 lanes will make driveway entry/exit difficult. It

will create ‘Indy 500’, like Yonge Street. • Value of homes will be lost. • 4 or 5 lanes from Big Bay Point south only.



• The reconstruction of Huronia Road will include new sidewalks on both sides of the road • Widening to 5 lanes is not anticipated to impede the safe ingress/egress to driveways. Sufficient gaps will

be available to ensure safe turning movements can be made • Reconstruction of Huronia Road to arterial urban design standards is not anticipated to have a negative

impact on property values. • Refer to first bullet

20

• Widen to 3 lanes. • Insufficient notice provided. • East side of Huronia Road is classed and taxed as a

“Class A” residential zone. • Huronia is not a main truck road, and is already very

busy and too fast.


• Study notification was provided in accordance with the Class EA process. Further notices and opportunities for public to provide comments will be provided during the next phase of the Class EA study

• Commented noted • Huronia Road is classified and functions as an arterial road to facilitate the movement of goods and

services




• Widening road to provide additional lanes not anticipated to result in increased speeds. Heightened enforcement by police required to address this concern

21

• Widen to 3 lanes (modified in comments). • Widen to 3 lanes in residential area, and 4-5 lanes in

industrial area. • Consideration to environment, land expropriation and

where to “neck down/up” should be taken


• Opportunities to mitigate impacts to sensitive environmental features (i.e. watercourses) and private property will be addressed in the next phase of the Class EA process

22

• Widen to 3 lanes. • Minimize property damage. • Protect environmental aspects of study area. • Address speed issues. • Address driveway entry/exit issues. • Use Yonge street as an alternate, and widen Bayview to

create another alternate.


• Opportunities to mitigate impacts to sensitive environmental features (i.e. watercourses) and private property will be addressed in the next phase of the Class EA process


• Widening to 5 lanes is not anticipated to impede the safe ingress/egress to driveways. Sufficient gaps will be available to ensure safe turning movements can be made

• Alternative travel routes was considered and found not to be a feasible solution given the additional travel time required and capacity constraints.

23

• Widen to 3 lanes. • No big changes to Huronia needed, as it handles traffic

well. • Widening residential section of Huronia would effect

residents.



• Widening through residential area north of Herrell limited to 3 lanes will minimize impacts to residents

24

• Widen to 3 lanes. • 5 lanes is not an option. • No need for extreme road widening through a residential

area as there are alternate routes that support heavier volumes



• Widening through residential area north of Herrell limited to 3 lanes will minimize impacts to residents • Alternative travel routes was considered and found not to be a feasible solution given the additional travel

time required and capacity constraints

25 • Do Nothing. Widen to 3 lanes. • Creek under Huronia, marsh and wildlife will be

destroyed.

• Do nothing alternative does not address the problem statement • Preferred solution includes widening to 3 lanes from Lockhart to south of Mapleview, 5 lanes to

Mapleview to north of Herrell and 3 lanes from north of Herrell to Young




• Flooding as a result of excess water. • Will not give up any property for widening.

• Opportunities to mitigate impacts to sensitive environmental features (i.e. watercourses), improve drainage and mitigate impacts to private property will be addressed in the next phase of the Class EA process

26

• No Alternative Selected. • Proposed an Alternative 7 – European Traffic Circles

(Roundabouts). Traffic circles prevent traffic from slowing/stopping. This suggestion should be developed and priced so that it can be compared to the other alternatives.

• Commented noted

27

• Do Nothing. If widening is mandatory, 3 lanes only. • 5 lanes are not needed.


• Traffic assessment and modelling was undertaken to confirm need for road improvements and widening to 5 lanes to address capacity and level of service deficiencies

28

• Widen to 3 lanes. • Preferred solution includes widening to 3 lanes from Lockhart to south of Mapleview, 5 lanes to Mapleview to north of Herrell and 3 lanes from north of Herrell to Young

• Traffic assessment and modelling was undertaken to confirm need for road improvements and widening to 5 lanes to address capacity and level of service deficiencies

29

• Widen to 3 lanes. • Parking space will be lost • Road is already busy. • Trees on boulevard will be lost. • Sidewalk is already too close to the road. • Danger to kids that play in front yards and walk to

schools.



• Huronia Road is classified as an arterial road and as result parking will not be permitted once the road is reconstructed to urban design standards

• Opportunities to mitigate impacts to trees within the right of way will be addressed during detail design • Sidewalks will be provided on both sides of Huronia Road in accordance with City of Barrie arterial urban

road design standards to address pedestrian safety concerns

30 • Widen to 5 lanes. • Necessary to widen to 5 lanes to support increase in

traffic over next 35 years.


31 • Widen to 4 lanes. • Install sidewalk on both sides of road for pedestrian





safety. • Issue of entry/exit for homes along road.

• Sidewalks will be provided on both sides of Huronia Road in accordance with City of Barrie arterial urban road design standards to address pedestrian safety concerns

• Widening to 3/5 lanes is not anticipated to impede the safe ingress/egress to driveways. Sufficient gaps will be available to ensure safe turning movements can be made

32

• Widen to 3, 4 or 5 lanes, based on what part of Huronia. • Bike lanes should be added (Provincial Policy Study

states consideration must be given for all forms of transport, i.e. cars, bicycles and pedestrians). Huronia Road is level and is ideal for biking.

• Issue with Little Avenue crossing west of Huronia Road.


• Extension of bike trails to be considered during next phase of Class EA study as per City of Barrie Active Transportation plan

• Comment noted however improvements opportunities are limited due to physical constraints and close proximity of railway crossing to intersection

33 • Widen to 3 lanes. • Preferred solution includes widening to 3 lanes from Lockhart to south of Mapleview, 5 lanes to


34 • Widen to 5 lanes. • This will support future transportation needs, and will act

as an emergency detour route from the 400.


• Commented noted

35

• Widen to 3 lanes. • Intersections need to be addressed with turn lanes. • 5 lanes would create a highway. • Advance turn lights should be implemented.


• Dedicated left turn lanes will be provided at all intersections • Comment noted • Traffic signal operations and need for advance green time to be considered during detail design

36

• Widen to 5 lanes. • Prevents “second guessing”. • If there was a chance to redo the Molson Centre, they

would have built it bigger than it is in order to hold more people so that larger venues (i.e. Memorial Cup) could have been held there and generated more income.

• Build too big/too many, not too small/too few.


• Comment noted

37

• Widen to 4 lanes. • Traffic already heavy, will become heavier in the future

as road is a major arterial road for Toronto commuters. • Sidewalk needs to be installed to aid safety of






pedestrians, especially those (youth) wearing dark clothing at night.

38

• Widen to 3 lanes. • Road as-is is a death trap as current speed limits aren’t

obeyed and the road is used by all forms of motored vehicle traffic.

• Widening to 4 or 5 lanes would create a road similar to the 400 series highway and will impact safety.

• Current neglected unpaved shoulders will become lanes in the front yards of residents.

• Values of homes will decrease. • Entry and exit from driveways will become more difficult

than it already is. • Speed bumps along the road would be appreciated. • Radar traps will help deter speeding and aid in

pedestrian safety.



• Existing rural cross section (i.e. gravel shoulders and open ditches) to be upgraded to urban design standards

• Reconstruction of Huronia Road to arterial urban design standards is not anticipated to negatively impact property values



39

• Widen to 3 or 4 lanes with sidewalks. • Sidewalks are important. • Large truck traffic should be slowed.




40

• Widen to 3 lanes. • With increase in traffic, pedestrian safety needs to be

addressed with the installation of sidewalks.



41

• Do Nothing. Widen to 3 lanes. • Huronia is already very busy. Widening will create

unsafe road conditions for young families. • Entry and exit from driveways will become more difficult

than it already is.

• Do nothing alternative does not address problem statement • Preferred solution includes widening to 3 lanes from Lockhart to south of Mapleview, 5 lanes to

Mapleview to north of Herrell and 3 lanes from north of Herrell to Young • Sidewalks will be provided on both sides of Huronia Road in accordance with City of Barrie arterial urban

road design standards to address pedestrian safety concerns • Widening road to provide additional lanes not anticipated to result in increased speeds. Heightened




enforcement by police required to address this concern • Widening to 3/5 lanes is not anticipated to impede the safe ingress/egress to driveways. Sufficient gaps

will be available to ensure safe turning movements can be made

42

• Widen to 3 lanes. • 4 lanes would result in one lane becoming a turn lane. 3

lanes will have a central turn lane and one lane in each direction.


43

• Widen to 3, 4 or 5 lanes. • Widen Huronia to 4 or 5 lanes south of Big Bay Point

Road. • Widen Huronia to 3 lanes north of Big Bay Point Road. • Use of Yonge Street opposed to Huronia to decrease

traffic flow, as Yonge has already been improved. • Land expropriation costs involved with a 4 or 5 lane

widening would be very significant. Residences that were built 30-40 years ago were not set back far enough to tolerate increases, and would result in sidewalk nearly butting up to the front of the houses and will absorb much of the front lawns.

• There are no traffic claming measures factored into the 4 or 5 lane alternates, and this is a safety concern.

• Environment will be greatly impacted, and the impact will become more severe with more lanes.


• Alternative travel routes was considered and found not to be a feasible solution given the additional travel time required and capacity constraints

• Opportunities to mitigate impacts to sensitive environmental features (i.e. watercourses), improve drainage and mitigate impacts to private property will be addressed in the next phase of the Class EA process

• Traffic calming measures are not considered appropriate on arterial road

44

• Widen to 3 or 5 lanes. • Widen to 3 lanes from Yonge Street to Big Bay Point,

and widen to 5 lanes south of Big Bay Point Road. • More than 3 lanes in residential area will affect safety

and create a higher traffic speed.




45 • Do Nothing. • Widening the road is unsafe, and would place many

homes too close to the road.

• Do nothing alternative does not address problem statement • Opportunities to mitigate impacts to homes located in close proximity to the right of way will be

considered in the next phase of the Class EA study






• Would encourage more traffic. • Entry and exit from driveways would be increasingly

difficult. • Current construction has caused impacts to properties,

i.e. trees dying, excess water flooding driveways because of grading.

• Assumptions regarding future transportation needs should be detailed and documented for public’s review.


• Opportunities to mitigate impacts during construction will be considered in the next phase of the Class EA study

• Traffic study and modelling data is provided in the Class EA Phase 1 and 2 report

46

• Do Nothing. • Widening will take away from properties, and will cause

traffic to be much closer to homes. • Traffic flow is heavy at times, but no worse than other

frequently used roads.

• Do nothing alternative does not address problem statement • Opportunities to mitigate impacts to homes located in close proximity to the right of way will be

considered in the next phase of the Class EA study • Commented noted

47

• Widen to 4 lanes. • Would like to be informed on any potential impacts to

business.


• Impacts to business and opportunities to mitigate such impacts will be addressed in the next phase of the Class EA study

48

• Widen to 3 lanes north of Little Avenue. • Improved pedestrian access is important. One side of

road should have walking/bicycle path, other should have regular sidewalk.

• More trees should be planted along the road right-of-way for aesthetic purposes.

• Widening remaining portion of Huronia to 4 or 5 lanes would impact wildlife movement along Whiskey Creek corridor. Mansoura was required to dedicate a block of land abutting the creek to the City as EP land, and City should ensure they are addressing the viability of natural wildlife corridor anywhere that it crosses Huronia Road, and should protect the watercourse.


• Reconstruction of Huronia Road will include sidewalks on both sides • Opportunities to improve landscape features will be subject to future design phase • Opportunities to mitigate impacts to environmentally sensitive features within the Huronia road corridor

will be addressed in the next phase of the Class EA study

49 • Widen to 5 lanes. • Preferred solution includes widening to 3 lanes from Lockhart to south of Mapleview, 5 lanes to


50 • Do Nothing • Do nothing alternative does not address problem statement

Based on the above, and further to the order of preference indicated on the comment sheets, the majority of respondents support widening to 3 lanes. Widening beyond this, particularly through the residential area, was not considered necessary by most respondents.

6.5 Agency Comments

Comments were received from Indian and Northern Affairs Canada (INAC), a copy of which is provided in Appendix G. The comments indicated that the INAC inventory includes 2 litigation cases in the vicinity of Huronia Road. However, the possible effect of these claims could not be determined as the cases have yet to be adjudicated

No. Agency Comments Response to Comments

1

City of Barrie Fire and Emergency Service • Widen to 5 lanes. • Wider streets and intersections benefit emergency vehicles

and hasten response time, and are safer to travel during emergencies which benefits residents.

• Preferred solution includes widening to 3 lanes from Lockhart to

south of Mapleview, 5 lanes to Mapleview to north of Herrell and 3 lanes from north of Herrell to Young

• Comment noted

2

City of Barrie Parks and Planning • Widen to 3 lanes. • Widening to 3 lanes will reduce acquisition costs and impact

to existing trees, and would allow new tree plantings on boulevards, which would be incorporated into budget.

• Issues with parking need to be addressed at Huronia North Park to eliminate on-street parking.

• Sidewalks south of Loon Avenue should be removed in favour of Trans-Canada Trail on one side only.

• EP areas – regulated water course restoration planning needs to be addressed.

• Preferred solution includes widening to 3 lanes from Lockhart to

south of Mapleview, 5 lanes to Mapleview to north of Herrell and 3 lanes from north of Herrell to Young

• Opportunities to mitigate impacts to property and existing trees will be addressed in the next phase of the Class EA process

• Reconstruction of Huronia Road to arterial urban design standards will eliminate on-street parking

• Opportunities to extend the existing bike trail system in accordance with the City’s Active Transportation plan will be addressed in the next phase of the Class EA study

• Opportunities to mitigate impacts and potentially enhance environmentally sensitive features (i.e. watercourses, wetlands, ect) within the Huronia Road corridor will be addressed in the next phase of the Class EA study

3

Town of Innisfil • Correspondence forwarded to Director of Planning and

Development for their information and action, as well as Members of Council and Management for their information.

• Comment noted

4

County of Simcoe • Huronia Road changes jurisdiction to the County of Simcoe

south of Lockhart Road. In each option, all legs of intersections show some sort of improvements except the south leg which is County jurisdiction. TAC Manual and Geometric Design Manual diverging and merging tapers are to be provided when transitioning from multi-lane to two-lane roadways through intersections.

• County would like to avoid the situation where 5 lanes terminate at the City limits / side road without providing tapers (i.e. Veterans/Mapleview).

• Intersection improvements will be investigated during next phase of

the Class EA process • Geometry of intersection improvements will be finalized during detail

design • Appropriate transition tapers to be considered and addressed during

detail design




• When the County undertakes intersection improvements, it considers and designs all legs of an intersection, regardless of jurisdiction.

• Comment noted. City of Barrie adopts similar approach

5

LSRCA • Widen to 3 lanes, pending preliminary impact assessments. • Study area is traversed by Lover’s Creek wetland complex

with has been identified as a provincially significant wetland (PSW).

• Huronia Road crosses tributaries of Whiskey Creek, Lover’s Creek and associated floodplains, which both support coldwater fishery resources.

• Minimization of vegetation removal within/along wetlands. • Consideration for wildlife passage. • Fish & amphibian habitat protection. • Floodplain management. • Management of water quality. • Stormwater management. • Erosion & sediment control. • Site restoration. • Parts of the lands are regulated by the LSRCA, and a

permit will be required for any development within the regulated areas.

• An evaluation of any proposed works along the watercourses may also be required under Level III fish habitat agreement.


• Natural heritage inventory completed to confirm environmentally sensitive areas within study limits. Environmental Impact Study (EIS) to be completed during next phase of Class EA study to address potential impacts and develop mitigation/protection measures

• Opportunities to minimize impacts to wetland vegetation will be addresses in next phase of the study

• Opportunities to provide wildlife passage as part of any culvert crossing improvement will be considered in the next phase of the study

• Appropriate mitigation and / or protection measures to minimize impacts to fish and amphibian habitat will be considered during next phase of the study

• Stormwater management requirements including quality control and erosion/sediment control measures will be investigated during the next phase of the study and will be subject to further refinement during detail design

• Site restoration will be considered during the next phase of the study and will be subject to future detail design

• Permit requirements will be addressed during detail design • An EIS will be completed during the next phase of the study to

address works within or adjacent to watercourses

6

MOE • Acknowledges that study is following approved

environmental planning process for Schedule C. Areas of concern include:

• ecosystem protection and restoration, • surface water and groundwater, • air quality, dust and noise, • servicing and facilities, • contaminated soils, • mitigation and monitoring, • planning and policy, • Class EA process and • First Nations Consultation.

• Comment noted • Next phase of Class EA study will investigate ecosystem sensitivities

and identify mitigation/protection measures and restoration requirements

• Next phase of Class EA study will investigate surface water and groundwater impacts and develop appropriate measures to mitigate impacts.

• Potential air quality, dust and noise impacts will be investigated further during the next phase of the study. Appropriate measures to control and minimize impacts during construction will be identified and addresses during detail design

• Municipal servicing needs have been considered and will be addressed during detail design

• Mitigation and monitoring commitments will be addressed in the next phase of the study and documented in the ESR

• Class EA is being carried out in accordance with the Municipal Class Environmental Assessment process having due regard to related legislation (Provincial Policy Statement) and the City’s OP planning policies

• Notification and consultation with First Nations will continue to be provided as the study moves forward




7

Indian and Northern Affairs • Records were searched and determined that specific claims

have been submitted by following First Nations in vicinity of area of interests: • Beasoleil First Nation • Chippewas of Georgina Island • Mississaugas of Scugog Island First Nation • Chippewas of Mnjikaning First Nation (Rama) • Curve Lake First Nation • Hiawatha First Nation

• Other First Nations in vicinity of area of interest to be contacted are: Moose Deer Point First Nation, Wahta Mohawk Territory.

• For more information, consult a “Public Information Status Report” on all claims submitted to date, and is available on INAC website. Reports available on INAC webside are updated quarterly.

• Visit the INAC website for information regarding Federal Action Plan on Aboriginal Consultation and Accommodation.

• Can only speak to claims filed under the Specific Claims Policy in the Province of Ontario. Cannot make any comments regarding potential or future claims, or claims under other departmental policies, including Canada’s Comprehensive Claims Policy or legal action by a First Nation against the Crown.

• Contact INAC for more information.

• City of Barrie legal department have been consulted. No information

relating to potential land claims have been found.

• Added to contact mailing list

• Comment noted

• Comment noted

• Comment noted

8

Simcoe Muskoka Catholic District School Board • No objections to the study. • Note that there are a number of school bus routes that

service one elementary and one secondary school that may be affected by widening.

• Any improvements that affect traffic flow would have impact on school bus routes.

• Keep informed regarding results of study and future road closures.

• Comment noted • Construction staging and traffic management will be addressed

during detail design. School board to be consulted and provided with the necessary information to address short duration disruptions to school bus routes

• Comment noted • Further notification and consultation to be provided during next phase

of the Class EA study and during future design phase



7 Preferred Solution

Following Public Information Centre 1, the preliminary assessment was revisited to consider comments and input received from the various stakeholders. Additional information was also received with respect to traffic projections and other road improvements that have otherwise been considered in the assessment.

7.1 Future Conditions


The development of the 2026 traffic volumes, as previously outlined in Section 2.3.2, was revisited following receipt of traffic projections from the City of Barrie’s traffic model (which was under development during this study, with results available following PIC 1). Overall, the model results suggest that the growth rates previously assumed are somewhat aggressive and thus the 2026 projections were revised accordingly, as illustrated in Figure 18.

As noted, the greatest volumes will occur between Little Avenue and Mapleview Drive, with peak hour peak directional volumes in the order of 900 to 1200 vehicles per hour. In comparison to the 2006 traffic volumes, growth on Huronia Road will be in the order of 5% per year, with 4 to 7% growth expected on Yonge Street, Big Bay Point Road and Mapleview Drive.

Based on the revised 2026 volumes, and in consideration of the lane and intersection capacities, the following lane configuration for Huronia Road is necessary:

1 lane per direction from Yonge Street to north of Herrell Avenue;

2 lanes per direction from Herrell Avenue to just south of Mapleview Drive;

1 lane per direction from just south of Mapleview Drive to Lockhart Road, with provision for a second lane in each direction as the area develops;

left turn lanes at all intersections; and

continuous centre turn lane from Yonge Street to Ellis Drive (in consideration of the density of residential and commercial driveways).

It is noted that the intersections will effectively dictate the lane requirements necessary, which in turn have been determined based on the provision of acceptable intersection delays, levels of service and queues on the major approaches.



7.1.2 Other Road Improvements

Beyond the City of Barrie limits, Huronia Road continues as County Road 54. As per the County of Simcoe Transportation Master Plan8, the widening of County Road 54 from 2 to 4 lanes is recommended in the 10 to 20 year period (2018 to 2028), extending from the City of Barrie limits to County Road 21 (Innisfil Beach Road). To ensure continuity along this travel corridor and utilize the capacity to the extent possible, a similar cross section (i.e. 4 or 5 lanes) should be considered on Huronia Road between Lockhart Road (the City limits) and Mapleview Drive.

7.2 Evaluation of Alternative Solutions

It is recognized that some of the criteria are more important than others in the overall assessment. For example, the ability of the alternative to ensure appropriate traffic operations is considered more important than the resulting construction costs. In this regard, further to the identification of effects and impacts, each alternative has been ranked based on a weighted scoring system. Weights have been assigned to the evaluation criteria to reflect their relative importance (a weight of 5 indicates greatest importance whereas a weight of 1 indicates least importance) and scores have been established for each criteria under each alternative to reflect the associated degree of impact (score of -2 denotes a negative impact, 0 denotes limited impact and +2 denotes a positive impact.

To reflect the varying travel demands along Huronia Road, the type and extent of impacts along the road, and comments received from the public with respect to individual road sections, the evaluation has been completed based on the individual road sections as opposed to the entire length of Huronia Road as a whole. In this regard, the most appropriate solution for each section can be determined, based on the traffic operational needs with consideration for the respective impacts. The road sections considered are as follows:

Yonge Street to Little Avenue;

Little Avenue to Herrell Avenue;

Herrell Avenue to Big Bay Point Road;

Big Bay Point Road to Mapleview Drive; and

Mapleview Drive to Lockhart Road.

The resulting weighted scoring system and ranking is presented in Appendix H, whereas a summary is provided in Table 12. It is noted that the evaluation was not completed for Alternatives 2 or 3 as they

8 County of Simcoe Transportation Master Plan. EarthTech, June 2008.



are not considered sufficient to address the Problem Statement, based on the assessment previously completed. Alternative 1 was evaluated for comparison purposes.

Table 12: Ranking of Alternative Solutions

Road Section Alt 1 Do Nothing

Alt 4 Reconstruct

Existing

Alt 5 Widen to 3 lanes



Yonge Street to Little Avenue 5th 2nd 1st 3rd 4th

Little Avenue to Herrell Avenue 5th 4th 1st 3rd 2nd

Herrell Avenue to Big Bay Point 5th 4th 3rd 2nd 1st

Big Bay Point to Mapleview Drive 5th 3rd 3rd 2nd 1st

Mapleview Drive to Lockhart Rd 5th 2nd 1st 3rd 4th

Overall, each of Alternatives 4 through 7 represent improvements in the road capacity and road structure that address the future requirements to varying degrees (ie. these are considered viable solutions for sections of Huronia Road, but not the entire length). As per the traffic projections for 2016 and 2026, travel demands vary along Huronia Road and thus so to do the road and capacity requirements. The solutions therefore should consider this to determine what is most appropriate in context of impacts, particularly impacts to abutting properties and the natural environment that can otherwise be avoided.

While the objective of the assessment is to adequately address the Problem Statement, the associated costs and impacts of such must be considered. In other words, the minimum requirements should be considered, which in this case, represents a combination of the various improvement alternatives otherwise presented.

7.3 Preferred Solution

The preferred solution includes the following improvements to Huronia Road:

widen to 3 lanes from Yonge Street to south of Webb Street/north of Herrell Avenue;

widen to 5 lanes from south of Webb Street/north of Herrell Avenue to just south of Mapleview Drive; and

widen to 3 lanes from just south of Mapleview Drive to Lockhart Road (with provisions for an ultimate 5 lane section as the area develops).



The provision of a continuous centre turn lane from Yonge Street to Lockhart Road is recommended given the need for left turn lanes at intersections to minimize impacts to through traffic. A centre turn lane will also serve all of the residential and commercial access points along Huronia Road thereby improving operations for vehicles entering/exiting these areas. While there is limited development currently south of Ellis Drive, the abutting lands have the potential for future development and thus the provision of a centre turn lane is considered appropriate (as opposed to widening the road at a later date to accommodate such).

Given the existing residential development along Huronia Road in the vicinity of Little Avenue, a 3-lane section is considered the most appropriate. Through the implementation of additional improvements at the Huronia Road/Little Avenue intersection (ie. left and right turn lanes), adequate intersection operations (reasonable delays and queue lengths and acceptable levels of service) will be provided.

At Herrell Avenue, 2 lanes per direction are required to ensure appropriate intersection operations and queue lengths at the intersection given the through volumes on Huronia Road. With 1 lane per direction, an average queue of 250 metres and a 95th percentile queue of 400 metres would occur in the northbound direction during the PM peak hour (the critical time period), which is not considered acceptable. The transition from 3 lanes to 5 lanes should occur north of Herrell Avenue and south of Webb Street.

As indicated, a 3-lane section south of Mapleview Drive is recommended. However, in recognition of Simcoe County’s plan to widen County Road 54 (the extension of Huronia Road) to 4 lanes, provisions for an ultimate 5-lane section should be considered. Property should be acquired to accommodate 5 lanes ultimately with a staged implementation (a rural, 3-lane cross section can be construction initially, to be updated to an urban, 5-lane section as warranted).

Additional details with respect to the intersection configurations and controls are illustrated in Figure 19. A summary of the corresponding intersection operational analyses is provided in Table 13 in the form of average delay (measured in seconds), level of service (LOS) and volume to capacity (v/c) for the major intersections, under the 2026 PM peak hour traffic volumes (critical time period). LOS A corresponds to the best operating condition with minimal delays whereas LOS F corresponds to poor operations resulting from high intersection delays. Detailed worksheets are provided in Appendix I. As noted, all intersections will operate at a level of service D or better, with average intersection delays of 54 seconds or less during the PM peak hour.





Table 13: Intersection Operations – Preferred Solution 2026 Traffic Volumes

PM Peak Hour Intersection & Movement Control

LOS¹ delay (s) v/c Huronia Road & Yonge Street signal C 27 0.75 Huronia Road & Little Avenue D 40 0.88 Huronia Road & Herrell Avenue A 10 0.53

Huronia Road & Big Bay Point Road D 49 0.91

Huronia Road & Loon Avenue A 7 0.49 Huronia Road & Mapleview Drive D 50 1.03 Huronia Road & Lockhart Road D 54 0.94

¹ HCM used to determine LOS

A preliminary cost estimate for the preferred alternative is provided in Table 14 below.

Table 14: Preferred Alternative Cost Estimate

Road Section Distance 3 Lane Cost 5 Lane Cost Property Cost

Total Estimated Cost

Yonge Street to South of Webb Street / North of Herrell Street

1250 m 1250m x

$2,280/m = $2,850,000

1,710m² x $269/m² = $459,990

$3,309,990

South of Webb Street / North of Herrell Street to South of Mapleview Drive East

2450 m 2450m x

$3,160/m = $7,742,000

4,446m² x $376/m² = $1,671,696

14,228m² x $215/m² = $3,059,020

$12,472,716

South of Mapleview Drive East to Lockhart Road

1000 m 1000m x

$3,160/m = $3,160,000

$3,160,000

Total (excluding utility relocation and taxes) $18,942,706

8 Completion of the EA Process

As previously discussed, the process to complete the Huronia Road Class Environmental Assessment is detailed in Figure 1. This report has documented the completion of the following:

Phase 1: Problem or Opportunity

Task 1: Identify Problem or Opportunity

Phase 2: Alternative Solutions

Task 1: Identify Alternative Solutions to the Problem

Task 2: Inventory Natural, Social, Economic Environment

Task 3: Identify Impact of Alternative Solutions on the Environment

Task 4: Evaluate Alternative Solutions

Task 5: Consult Review Agencies & Public

Task 6: Select the Preferred Solution

Pending endorsement of the Preferred Solution by Council and at the direction of Council, the study will proceed to Phase 3 of the Class EA process, which will develop alternative design concepts for the preferred solution (i.e. it will address various road designs to implement the preferred solution, considering detail design elements such as lane configurations, turn lanes, lane merges, diverges, placement of road within the right-of-way, etc.). The alternative design concepts will be assessed in consideration of their potential impacts to the various environments, and a recommended design concept will be identified to guide the implementation of the road improvements.

The development and assessment of the alternative design concepts will be presented for review by the public and agencies at Public Information Centre (PIC) 2. Again, appropriate notification will precede PIC 2. Following consideration of comments and concerns received, a preferred design concept will be recommended to Council. Upon endorsement of such, Phase 3 of the Class EA process will be completed.

Phase 4 will document the process and methodology employed throughout the study through the preparation of an Environmental Study Report (ESR), which will include this Phase 1 & 2 Report. The ESR will be completed and placed on the public record for a period of 30-days, to allow for further public and stakeholder review and comment. A Notice of Completion will be published to inform the public and stakeholders of the study completion.



Documents

HURONIA ROAD -YONGE STREET TO LOCKHART ROAD · Huronia Road -Yonge Street to Lockhart Road Class EA - Phases 1 & 2 Report Page ii ii SSeptember 1, 2009 In conjunction with the above,