Bradford Street Corridor EA

The third and final online Public Information Centre (PIC 3) was held on December 13, 2022 from 7–8:30pm to present community feedback received to date, the preliminary preferred design concept and next steps. The PIC was a webinar style with a brief presentation followed by a question-and-answer session. Related documents:

• Mailed Notice: Bradford Street Class EA PIC 3 
• Bradford Street EA PIC 3 Info Package
• Bradford Street EA Preferred Design Concept
• Bradford Street EA PIC 3 Q&A

Next Steps

The project team will continue to review and refine the design concept in light of feedback received during PIC 3. An Environmental Study Report (ESR) will be prepared that documents the entire planning and decision-making process, the consultation record, design concept, potential impacts, mitigation and commitments to future work. The ESR will be made available for review by Indigenous Communities, agencies and the public in early 2023.

The second online Public Information Centre (PIC 2) meeting was held on June 22, 2022 from 7:00pm to 8:30pm to present community feedback received to date, an assessment of alternative solutions and identification of the preferred solution(s) for the corridor, a preliminary assessment of the Tiffin Street intersection alternative design concepts, and next steps. Hard copies of the package are available at City Hall (1st Floor, Planning Reception) for two weeks following PIC 2. 

• Bradford Street Class EA - PIC 2: Information Package
• Notice of Public Information Centre No. 2 Newspaper Advertisement
• Notice of Public Information Centre No. 2 Letter

The first Public Information Centre (PIC) meeting took place virtually on January 27, 2022, at 7pm. The PIC included a pre-recorded presentation followed by a live question-and-answer session. 

• Recording of Public Information Centre No. 1
• Pre-Recorded Public Information Centre Presentation
• Bradford Street Class EA - PIC 1: Information Package
• Notice of Public Information Centre No. 1: Newspaper Advertisement
• Notice of Public Information Centre No. 1: Letter

The City of Barrie acknowledges the traditional territory of the Anishinaabeg people, which include the Odawa, Ojibwe, and Pottawatomi Nations collectively known as the Three Fires Confederacy. We also acknowledge the Wendat Nation (Huron) who occupied these lands prior to the middle of the 17th century. See full Land Acknowledgement.

The City is engaging Indigenous Communities as part of the Class EA study, recognizing that they have a stake in the study process and outcomes. The City is committed to undertaking this study in a way that is respectful of the rights and interests of Indigenous communities.

For Properties that Will Undergo Redevelopment

The Bradford Street corridor is located within the Urban Growth Centre where significant redevelopment is planned to occur. The City’s new Official Plan identifies a future right-of-way width on Bradford Street of 34m.

The recommendations contained in this study are for long-range corridor protection. This means that if a developer was to purchase a property (or redevelop a property in their possession), they would need to convey the identified road widening as a condition of development approval in accordance with the Planning Act. This requirement is common across the City and is typical of growing municipalities.

For Properties that Do Not Undergo Redevelopment

As implementation is forecasted to occur beyond 2031, an environmental assessment (EA) addendum will be required prior to implementation. The EA addendum will confirm or present an updated preferred design based on in-situ corridor conditions which will include updated specific property impacts. Pending completion of the future EA addendum and initiation of detailed design, the City would then look to purchase the necessary property to implement the preferred design.  

Please note that at this time, the City will not be actively acquiring property through purchase or expropriation.   

The City is following the guidance of the recently updated Ontario Traffic Manual (OTM) Book 18 in planning for cycling facilities. Given the primary objective to create a cycling facility accessible to all ages and abilities, we are considering a physically separate cycling facility. As illustrated in the PIC 1 Information Package, the Project Team has looked at a physically separated cycling lane, a multi-use path and a cycle track.  Based on the Project Team’s review, the preliminary preferred option is the cycle track, located adjacent to the sidewalk. The Project Team is seeking feedback from the public on this option.  A final recommendation will be made in the next phase of the study.

Since the Tiffin Street intersections at Bradford Street and Lakeshore Drive are close together, roundabouts offer a means of maintaining traffic flow, accommodating future traffic volumes and increasing safety by reducing the severity of accidents. However, the Project Team recognizes that roundabouts pose challenges to some user groups. The roundabout option will be fully assessed and evaluated against a conventional intersection design considering multiple factors and advantages/disadvantages to all users. The context and setting will be a significant factor in this assessment. Members of the public are invited to provide their initial feedback on the intersection options.

The Tiffin Street intersections at Bradford Street and Lakeshore Drive are too close together to have safe and efficient operations with a combination roundabout and intersection. The double roundabout will maintain traffic flow. If the conventional intersections are selected as preferred, then traffic signals will be timed to allow for efficient traffic flow through the two intersections.

The Transportation Master Plan (2019) plans for Bradford Street to remain at four travel lanes. The City's Transportation Master Plan (2019) also recommends additional roadway space for either a two-way left-turn lane or a centre median. The flexibility to provide a two-way left-turn lane in future could improve traffic operations and safety on Bradford Street, as traffic volumes increase with future growth. However, the City may also consider this 'space' for a median, future transit priority opportunities, streetscaping (street trees) or other uses identified in future as the area redevelops.  

Based on early stakeholder feedback, an option to reduce the number of travel lanes to two – one in each direction, was considered as an Alternative Solution.

The City's downtown transportation network was subject to a comprehensive Municipal Class EA in the early 2000s called the Waterfront/Downtown Transportation Improvements Class EA and Class EA Addendum, approved by Council in 2002 and 2004 respectively.

This planning study was the driver of several significant road reconstruction and realignment projects in the downtown area, undertaken to accommodate planned growth, create a waterfront park and an accompanying parkway (Lakeshore Drive). The primary outcomes of this effort included the creation of Simcoe Street and Bradford Street as designated corridors designed to attract vehicular traffic from Dunlop Street and Lakeshore Drive to facilitate those streets becoming the City's primary destinations and supporting pedestrian friendly environments.

In the context of this study and the Transportation Master Plans completed since then, Bradford Street has been identified as being an important north-south arterial road in the waterfront/downtown network. The effort to reduce traffic volumes on Lakeshore Drive means that Bradford Street has continued to be planned as four lanes.  A reduction to two lanes would have been deemed to be inconsistent with network planning objectives, result in shifting travel patterns and more pressure on other north-south roads. These legacy recommendations form part of the holistic network planning that are foundational and still relevant.

In the context of the 2019 TMP, Bradford Street is identified for a future High Occupancy Vehicle/Transit Priority lane which would not be feasible on a two lane roadway.  

While the Bradford Street Class EA study is flexible and provides an opportunity to reaffirm transportation needs and opportunities, this is a corridor-specific study, it is not a tool that can be used to redefine and assess the impacts of changing the waterfront/downtown transportation network. This would be more appropriately done through the upcoming Transportation Master Plan Update.

The purpose of the Bradford Street Class EA study is to identify and protect enough right-of-way (ROW) to accommodate all of the required and desired elements for the future street including separated cycling facilities, accessible sidewalks, streetscape/urban design, hydro poles, street and pedestrian scale lighting, transit stops including shelters at some locations, bike racks, street furniture (benches, bicycle locking rings, wayfinding signage, waste receptacles) and other amenities that work together to create a vibrant streetscape.  The streetscape will be integrated with redevelopment along Bradford Street and the creation of a complete community within the Urban Growth Centre. 

Bradford Street is not intended to be a downtown ‘main street’ like Dunlop Street. It is intended to provide for multi-modal travel, with a priority on pedestrian, cyclist and transit use, while still providing for vehicular traffic movemen​​t.   

However, we recognize that in planning for the next 30 years, user needs will change as will technology. The City also anticipates there will be a greater shift to transit and active uses (beyond that which is forecast in the 2019 Transportation Master Plan).  So, while the 2019 TMP recommends maintaining four lanes on Bradford Street to 2041, this Class EA study plans to 2051 and our approach recognizes the importance of protecting a right-of-way that provides flexibility for the City to respond to emerging technologies, changes in travel modes, provision transit priority measures and allocation of space to new amenities such as EV charging stations, bike share, and possibly on-street parking.  It is possible that Bradford Street may not always have four travel lanes but there will be other important uses that will require an allocation of space. Regardless of right-of-way width, and the number of lanes, the look and feel of future Bradford Street will be distinctly urban and will reflect its context and the planned development structure - through roadway and streetscape design decisions, the City can create a distinctly context-sensitive and vibrant urban environment.​

The Bradford Street Schedule C Municipal Class EA study is an integrative process fundamentally based on the City's strategic priorities, the Council-approved Official Plan (OP) and Transportation Master Plan (TMP), and other previous planning and feasibility studies, including the Waterfront/Downtown Waterfront/Downtown Transportation Improvements Class EA (2004). This Class EA study moves through a legislated decision-making process in a manner that is as transparent as the development of the OP and TMP.

The Bradford Street Class EA study builds on the foundation of previous council-approved plans and policies through more corridor-specific investigations and by seeking input through the engagement of Committees of Council, City Advisory Committees, City staff across all departments, external regulatory agencies, utilities, stakeholders, Indigenous communities and the public in order to confirm or refine previous recommendations and then develop a tailored and context-sensitive solution for Bradford Street. 

The Schedule C Class EA process is away by which the high-level plans and policies identified in the OP and TMP are further examined/refined and then implemented on a corridor-specific basis, and therefore it serves that the initial scoping of a Class EA study is typically guided by the recommendations of the OP and TMP.  This is not a 'bias' in the process, but rather a systematic and structured progression from a comprehensive city-wide network master planning exercise to corridor-specific planning and design for all municipal infrastructure.  All of these planning processes are guided by specific legislative requirements, including consultation.

The transparency of the Class EA decision-making process, the multiple points of public/agency engagement and the number of city and external groups involved to scrutinize the process, the abundance of checks and balances all ensure a defensible project outcome that is rooted in the City's strategic priorities and vision. Ultimately it is the decision of Council to accept or set aside the decisions and recommended design that are the outcome of the Class EA process.  

The City’s Transportation Master Plan (TMP) is a strategic planning framework that provides direction for future transportation-related studies, projects, initiatives and decisions. The TMP is a multi-modal plan addressing all modes including walking, cycling, transit, automobiles and goods movement. An inventory of all transportation infrastructure currently serving the City was undertaken which included examining cycling infrastructure, sidewalks, paths, trails, the fixed-route network, bus terminals, train stations, Specialized Transit Service, current road network (City, County and MTO) and railway crossings. Current deficiencies were identified, which included areas of current traffic congestion and missing links in the active transportation network. 

Typical of most TMPs, a City-wide travel demand model was used to examine travel patterns on a broad level to understand network function and identify gaps and needs. While the City’s travel demand model only generates and simulates the auto travel, demand levels were adjusted based on the defined/approved modal share targets to reflect the modal shifts to transit and active transportation. 

The improvements were identified based on a systematic analysis of road deficiencies for horizon year 2041. The network analyses followed the methodology of Phases 1 and 2 of the Municipal Class EA process and examined various network alternatives and was subject to extensive public consultation.The travel demand model confirmed that the existing four lanes on Bradford Street will accommodate growth to 2041. However, beyond the EMME model, the following recommendations were also made for Bradford Street:

• ​Considering the current and future forecasted roadway traffic volumes and the initiatives of reducing transit travel times to promote transit usage and achieve the identified future transit modal share target, HOV corridors are proposed along Bradford Street (and Bayfield, Essa Road, Burton Avenue, Yonge Street, Mapleview Drive. The proposed HOV corridors will provide connections between transit hubs. As well, transit priority measures are proposed to connect and complement the HOV networks.

• The Tiffin Street intersections operate poorly and will continue to worsen in future. Intersection improvements are needed.

• With the desire to attract vehicles away from Lakeshore Drive; Bradford Street must offer a good level of service.

• Recommendation to protect space for a two-way left-turn lane or median, to provide flexibility in meeting future needs.

• Cycle track to encourage use by all ages and abilities.

• Need to enhance mobility and accessibility and provide sense of livability and safety in the streetscape. Cycling facilities and improved streetscape are required to support this.

• The expanded right-of-way being considered on Bradford Street is necessary to accommodate all of the recommended, required and desired future needs. 

The Project Team has been monitoring the development of the City's energy and emissions reduction plan and we see the Bradford Street Class EA study aligning with Big Moves 1 and 2. In the context of Big Move # 2 Transportation - which focuses on strategies around active travel, local transit options, GO use and preparation for EV – this Class EA study is considering and/or contributing to:

•  Designing an urban form that incorporates mixed land uses and promotes active and transit use.

•  Providing a network of safe and accessible active infrastructure for all users.

•  Integrating active transportation and ride-sharing with transit.

• Protecting space for designated transit priority measures.

• Creating connected active transportation routes for active access to GO.

• Protecting right-of-way for future allocation of curbside management e.g. rideshare, EV charging stations, bike share etc.

• Traffic operational improvements that reduce idling time and delays.

In the context of Big Move # 1 – this Class EA study is considering and/or contributing to:

• Higher density development which allows for more efficient use of municipal infrastructure.

• The development of a complete community – in combination with complete streets, complete communities are intended to reduce reliance on vehicles and makes active travel attractive for more people.

•  Wider boulevards which provide an opportunity for street tree plantings for shade and options such as low impact development stormwater treatment, which relies on natural processes to remove total suspended solids and phosphorous from stormwater before it flows to Lake Simcoe.

The Bradford Street Class EA study is founded on and consistent with the community values as expressed through the City’s strategic priorities, the Official Plan (OP) and the Transportation Master Plan (TMP). 

The OP and TMP are also rooted in the City’s strategic priorities of walkable, diverse neighbourhoods; safe, vibrant and welcoming City centre; improved ability to get around through sustainable mobility options, safer streets and better connections. ​

The TMP is framed around planning a transportation system that “is safe, efficient and accessible with choices in mobility; fosters the use and development of a sustainable transportation network; provides a public transit system that can offer a real alternative to private automobile use; and provides a network of on-road and off-road pedestrian and cycling facilities that allow the use of active transportation modes as an alternative to the automobile.” 

The Bradford Street Class EA study background presented in Public Information Centre Package (PIC) #1 reflects the holistic study context encompassing community vision (rooted in the City’s strategic priorities), land use planning (rooted in the OP and derived from the Provincial Growth Plan) and multi-modal mobility (rooted in the TMP). Within this context, the Project Team has identified the following building blocks for the Class EA study:  
 

• ​Land use in the Urban Growth Centre is in transition from low density residential and commercial uses to high density mixed use. Intensification can help foster a more active urban environment by making places more walkable, encouraging a shift to transit use, and creating vibrant public spaces that enhance a feeling of community belonging.

• Bradford Street is a critical connecting link by active transportation and transit between the Mobility Hub and areas planned for intensification.

• To support intensification, the transportation network must be thoughtfully planned in a way that offers safe and convenient mobility for all users including drivers, transit riders, pedestrians, cyclists, mobility device users and other active forms of transportation.

• Need to enhance mobility and accessibility and provide sense of livability and safety in the streetscape. Cycling facilities and improved streetscape are required to support this.

• A continuous, well-connected, and safe network for residents and visitors that supports recreational and commuter transportation opportunities, enhances access to key destinations and increases mobility for users of all ages and abilities.​​

The recommended solution is consistent with Official Plan guiding principles in the following ways:

• ​Growth to create healthy, complete and safe communities – we are expanding the public realm adjacent to new mixed use residential and commercial developments that are building a new community along Bradford Street.
• Design Excellence (animate public streets through placemaking) – the intent is to create a high-quality multi-modal and distinctly urban streetscape design is demonstrated throughout the decision-making reflect in this package.
• Connectivity and Mobility (design policies that will make walking, cycling and transit more realistic options) – the proposed expanded boulevard creates space for a separated cycling facility (cycle track), accessible sidewalk, improved transit stops with space for future transit priority measures, street furniture and other amenities to create an attractive environment for activity. 
• Green and Resilient (sustainability and reduction of greenhouse gas emissions to reach net-zero goal) – the approach to multi-mobility and the proposed expanded right-of-way directly contribute to the Big Moves recommendations of the Community Energy and Greenhouse Gas (GHG) Reduction Plan. 
• Economic Prosperity and Growth – the Urban Growth Center will thrive from civic and cultural activities, businesses, shopping, entertainment, and living - contributing to economic prosperity. The proposed expanded right-of-way protects space for the creation of a complete street to support the future complete community.

This question is best addressed by discussing the very specific context of Bradford Street and what is being considered:

• Bradford Street is not being widened to accommodate additional travel lanes.  An 'expanded right-of-way' is being considered for Bradford Street for the purposes of accommodating improved sidewalks, new cycling facilities, boulevard space for new transit stop infrastructure, streetscape/landscape design and public realm space to complement the planned community redevelopment.  Traffic operational improvements are also being considered (intersection improvements, turn lanes), that will contribute to the need for additional right-of-way.   
• Bradford Street is not being reimagined as the City's new downtown or an extension of the downtown. While Bradford Street is located within the Urban Growth Centre and shares a high-density land use designation similarly to the City's downtown; the City's Official Plan and Official Plan update contextualize Bradford Street as a distinct area that is more appropriately compared to the planned intensification corridors on Bayfield Street, Essa Road and Yonge Street.
• Land use along much of Bradford Street is proposed for redevelopment and intensification, which also gives a different context from an existing built-up downtown street where building form will remain static.
• Bradford Street is a primary multi-modal link between the Regional Mobility Hub (including GO) and the downtown.
• The Transportation Master Plan identifies Bradford Street for future transit priority and/or exclusive transit lanes.

The City intends to develop a context-specific and sensitive design for Bradford Street that is tailored to its unique setting and needs. 

All possible impacts to potential, listed and designated heritage resources will be addressed within the regulatory requirements of the Ontario Heritage Act and City of Barrie heritage policies. As part of the Urban Growth Centre, Bradford Street will continue to undergo significant transformation that will likely see some of the original dwellings removed for redevelopment. The plan for increasing density in the Urban Growth Centre is mandated by the provincial growth plan and consistent with the City's planning policies. In planning for intensification, the City has ensured that primary heritage area associated with the Allandale neighbourhood remains outside of the intensification area.  

In future design phases, a comprehensive Streetscape/Landscape Plan will be developed that guides the design and location of all streetscape and landscape elements including: street trees, gardens, planter boxes, lighting, benches, bike racks, garbage receptacles, boulevard pavement types, gateway feature at the Bradford Street/Tiffin Street intersection and the relocated parkette at Bradford Street and Dunlop Street.

Yes. A design concept has been prepared for the purposes of this Class EA study to demonstrate that enough right-of-way will be protected to accommodate all desired roadway components (existing four lanes, intersection improvements, wider sidewalk, cycle track, boulevard space for streetscape design etc.). However, the arrangement of sidewalk, cycle track and streetscape zones could be re-arranged within the boulevard if desired, if that is deemed more appropriate with the types of developments being planned.

This Class EA is about long-range corridor protection. Implementation of the recommended design will be driven by the pace of redevelopment.

If redevelopment occurs at a modest pace and 10 years elapses with not part of this plan being implemented then the Class EA study will be ‘refreshed’ or updated through an Addendum.

The Addendum would confirm or refine the design plan relative to transportation and land use planning context of the day and would include a consultation program.