Village of Minden Hills Master Plan

Transcription

Township of Minden Hills
Minden Village Development Master Plan
Prepared by:
AECOM
345 Ecclestone Drive
Bracebridge, ON, Canada P1L 1R1
www.aecom.com
Project Number:
60264925
Date:
February 2013
705 645 5992
705 645 1841
tel
fax
Statement of Qualifications and Limitations
The attached Report (the “Report”) has been prepared by AECOM Canada Ltd. (“Consultant”) for the benefit of the client
(“Client”) in accordance with the agreement between Consultant and Client, including the scope of work detailed therein (the
“Agreement”).
The information, data, recommendations and conclusions contained in the Report (collectively, the “Information”):
is subject to the scope, schedule, and other constraints and limitations in the Agreement and the qualifications
contained in the Report (the “Limitations”);
represents Consultant’s professional judgement in light of the Limitations and industry standards for the
preparation of similar reports;
may be based on information provided to Consultant which has not been independently verified;
has not been updated since the date of issuance of the Report and its accuracy is limited to the time period and
circumstances in which it was collected, processed, made or issued;
must be read as a whole and sections thereof should not be read out of such context;
was prepared for the specific purposes described in the Report and the Agreement; and
in the case of subsurface, environmental or geotechnical conditions, may be based on limited testing and on the
assumption that such conditions are uniform and not variable either geographically or over time.
Consultant shall be entitled to rely upon the accuracy and completeness of information that was provided to it and has no
obligation to update such information. Consultant accepts no responsibility for any events or circumstances that may have
occurred since the date on which the Report was prepared and, in the case of subsurface, environmental or geotechnical
conditions, is not responsible for any variability in such conditions, geographically or over time.
Consultant agrees that the Report represents its professional judgement as described above and that the Information has
been prepared for the specific purpose and use described in the Report and the Agreement, but Consultant makes no other
representations, or any guarantees or warranties whatsoever, whether express or implied, with respect to the Report, the
Information or any part thereof.
Without in any way limiting the generality of the foregoing, any estimates or opinions regarding probable construction costs or
construction schedule provided by Consultant represent Consultant’s professional judgement in light of its experience and the
knowledge and information available to it at the time of preparation. Since Consultant has no control over market or economic
conditions, prices for construction labour, equipment or materials or bidding procedures, Consultant, its directors, officers and
employees are not able to, nor do they, make any representations, warranties or guarantees whatsoever, whether express or
implied, with respect to such estimates or opinions, or their variance from actual construction costs or schedules, and accept
no responsibility for any loss or damage arising therefrom or in any way related thereto. Persons relying on such estimates or
opinions do so at their own risk.
Except (1) as agreed to in writing by Consultant and Client; (2) as required by-law; or (3) to the extent used by governmental
reviewing agencies for the purpose of obtaining permits or approvals, the Report and the Information may be used and relied
upon only by Client.
Consultant accepts no responsibility, and denies any liability whatsoever, to parties other than Client who may obtain access
to the Report or the Information for any injury, loss or damage suffered by such parties arising from their use of, reliance upon,
or decisions or actions based on the Report or any of the Information (“improper use of the Report”), except to the extent those
parties have obtained the prior written consent of Consultant to use and rely upon the Report and the Information. Any injury,
loss or damages arising from improper use of the Report shall be borne by the party making such use.
This Statement of Qualifications and Limitations is attached to and forms part of the Report and any use of the Report is
subject to the terms hereof.
Executive Summary
General
AECOM Canada Ltd. was retained by the Township of Minden Hills in May 2012 to prepare a Village Development Master
Plan for Minden. The Village Development Master Plan identifies a vision for the community to improve the aesthetics and
function for property owners, business owners, residents and visitors. The development concepts include a broad range of
elements, features, and amenities for improvements throughout the Village, while maintaining the feel and character of the
area and the overall identity and image of Minden.
The primary function of the Master Plan is the revitalization of the Downtown Core along with continued and sustainable
development of Minden. The following are key objectives identified by the Township:
Improve traffic flow;
Provide adequate parking;
Improve and encourage pedestrian movement;
Ease of movement for aging population;
Provide access throughout the Village;
Attract traffic from Highway 35 and new Canadian Tire to the Downtown Core and businesses;
Revitalize the Downtown Core to provide year-round interest;
Recommend the best location for seniors housing and/or affordable housing;
Increase aesthetic and functionality of downtown to attract more residents and tourism;
Generally improve the appearance of the Village; and
Strengthen the image of a “bustling community which strives to ignite the passions of art, music and the
environment”.
This Master Plan addresses the following needs:
o
o
o
o
o
Signage and Wayfinding
Traffic, Intersection and Parking Improvements
Accessibility and Sidewalk Improvements
Streetscape Improvement Strategy
Parkland, Playground and Public Washroom
o
o
o
o
Drainage Improvements
Seniors/Affordable Housing Development
Industrial/Commercial Park Development
Additional Crossing of Gull River Analysis
Consultation Process
A key component of the project was the review of extensive background information plus consultation with Municipal Staff,
Steering Committee, Township Council and the Public including a kick-off meeting and Village tour (Spring 2012);
Township’s Steering Committee meetings (on three occasions); Draft Presentation to Council (August 9, 2012); and, a Public
Information Meeting (August 29, 2012).
Signage and Wayfinding Improvements
Signage and wayfinding should have a distinct visual appearance that will complement the heritage of Minden while
providing tourists with a connective route throughout the Village. Signage should be improved at the key gateways to the
Village including Bobcaygeon Road / Highway 35 and Water Street / Highway 35. Key signage elements include:
Consistent theme and aesthetics from Highway 35 throughout Village;
Include Township of Minden Hills graphic logo;
i
Highlight ‘Village’ and attraction of the Gull River;
Include removable panels at the base to promote local business and events; and
Implementation of a wayfinding system in the Downtown Core. Elements may include:
o Village map;
o Directional banners;
o Decorative street signs;
o Directional sign posts;
o Directional signage for free municipal parking;
o Distance/time indicators to attractions;
o Murals; and
o Information kiosk.
Traffic and Intersection Improvements
A traffic count program was conducted on May 2, 2012, to collect peak hour traffic data. Because the count was completed
before the summer tourist season, a seasonal variation factor of 2.4 was applied to the existing traffic volumes to include
the increase in trips that would represent summer traffic. This seasonal factor is based on information obtained from the
Township (voter registration for seasonal plus permanent population versus permanent full time population).
To assess growth within the study area, the historical Annual Average Daily Traffic (AADT) data was obtained from the MTO
online AADT database for Highway 35 at its intersection with Newcastle Street/Haliburton Road 16 (S Lake Road). As well,
the historical growth rate for the Township was considered. The traffic analysis was based on an annually compounded
growth rate of 2.5% due to the higher population growth rate that the Township is anticipating for future development.
The existing summer traffic volumes were then adjusted by this growth rate to approximate traffic volumes for a 10-year
horizon assessment.
Based on the analysis and consultation with the Township, the following is recommended:
Bobcaygeon Road & Water Street: One-way operation of Water Street from Bobcaygeon Road to St. Germaine
Street. Resulting traffic volumes will contribute to a need for signalization at the Bobcaygeon Road/ Newcastle
Street/ Milne Street with timing of signal installation based on monitoring of actual traffic volume.
Bobcaygeon Road & Newcastle Street & Milne Street: Signalized Intersection (signals control movements at
Bobcaygeon Road, Newcastle Street and Milne Street). Milne Street can operate as one-way from Newcastle
Street to Pritchard Lane; left-turn movement is allowed from Newcastle Street to Milne Street. Parking located
immediately at the intersection of Bobcaygeon Road, south of Newcastle Street should be restricted to improve
intersection operation; and
Water Street & Prince Street: Two-way traffic on Prince Street; one-way eastbound on Water Street. Reconfigure
the intersection to correct skew alignment and provide an island to direct traffic. As noted above, the change in
traffic patterns to one-way operation on Water Street will contribute to the need for signals at Bobcaygeon
Road/Newcastle Street/Milne Street.
Additional intersection reviews were completed and the following is recommended:
At Milne Street and Pritchard Lane, the primary issue to be addressed is the addition of curb delineation to create
a pedestrian refuge between the parking lot and edge of the road;
At St. Germaine Street and Prince Street, operation of this intersection as a four-way stop instead of a two-way
stop will assist with traffic circulation control in the downtown core;
At St. Germaine Street and Newcastle Street, the most significant challenges at this intersection include poor
visibility and steep grade up St. Germaine Street (it was noted by the Township that it is difficult for school buses
to climb the hill in slippery conditions). Significant investment would be needed to change the existing grades of
the intersection, and this may impact the adjacent buildings and/or require significant retaining walls. However,
ii
lowering the grade of the intersection, and the section of Newcastle Street between St. Germaine Street and
Bobcaygeon Road could improve visibility at the intersection, and reduce the steep approaches to the intersection.
Operation of the intersection as a four-way stop will assist with traffic circulation control in the downtown core;
Angled parking on Bobcaygeon Road was revised to parallel parking (2012) to eliminate conflicts, and
An assessment of Peck Street was completed and the following is recommended:
o The parallel parking in close proximity to the intersection with Bobcaygeon Road be eliminated;
o Geometric improvements to the approach of Peck Street to better define the intersection and the location of
the stop bar should assist with improving sight lines from the approach;
o The parking in front of #87 Bobcaygeon Road can be revised to include one temporary unloading zone; this
parking spot should be monitored and ticketed to enforce that the parking space is for loading and unloading
only; and
o Peck Street should maintain two-way traffic flow. One-way traffic could increase truck traffic within the
residential neighbourhood and on Anson Street. Anson Street is regularly subjected to flooding and is not
engineered for additional truck traffic that would likely cause rapid deterioration of the street.
Municipal Parking Improvements
There are approximately 150 municipal parking spaces within the Downtown Core from Peck Street to St. Germaine Street
as well as informal parking areas. An assessment of the existing parking facilities on Bobcaygeon Road between Newcastle
Street and Water Street was conducted with the aim of identifying potential on-street parking improvements. There are a
total of 24 parallel parking spaces along this section of Bobcaygeon Road with a stall width of 2.75 m. It is recommended
that parallel parking on both sides of Bobcaygeon Road be maintained.
Additional parking was considered in other locations and the preferred options are summarized below:
Parallel parking on both sides of Water Street with one-way operation of Water Street (preferred with selection of
one-way operation of Water Street);
Parking on Fire Hall property when it becomes available; and
Private partnership with local landowners (potential cost impacts with this option).
Corridor connection improvements include the creation of a continual sidewalk connection from Highway 35 to the
Downtown Core on both Bobcaygeon Road and Water Street and are a key priority for promoting active transportation.
The following walkways should also be included to provide a continuous accessible connection:
Extend sidewalk along Milne Street from Newcastle Street to Prince Street to improve the connection between the
downtown core on Bobcaygeon Road and the municipal parking lot and Township offices on Milne Street as well as
rear business lots;
Maintain existing mid-block connection through buildings from Bobcaygeon Road to Milne Street;
Maintain and enhance existing mid-block connection from Bobcaygeon Road to Peck Street through the Village
Green in conjunction with potential playground development and parking improvements; and
Extend the sidewalk along Peck Street from Bobcaygeon Road to the potential playground development and
parking improvements and possibly extend further to the boat launch.
Downtown, on Bobcaygeon Road, the existing sidewalk width is acceptable in terms of accessibility. Road
reconstruction implemented in the Fall of 2012 included widening of the east and west sidewalks by 0.5 m. However,
there are existing ‘pinch-points’ that should be addressed to improve accessibility as follows:
iii
Remove planter at the south west corner of Sunnybrook Bridge in front of Grill on the Gull (the sidewalk was
widened at the planter in the Fall of 2012, and access was improved, but there is still a pinch-point );
There are four arched metal fences that extend into the sidewalk in the Downtown Core, including:
o On the west side of Bobcaygeon Road, south of the Dominion Hotel;
o On the west side of Bobcaygeon Road, south of the Village Chalet;
o On the east side of Bobcaygeon Road, north of the corner hairstyling shop; and
o On the east side of Bobcaygeon Road, north of Bwana Johns.
Intrusion into the pedestrian right of way can be reduced by replacing these arched fences with straight
fences; however there is currently adequate accessibility along the sidewalks adjacent to these fences.
Remove planters from the Water Street and Newcastle Street intersections to increase space where
pedestrians want to cross the road (planters in front of CIBC at Newcastle Street were removed during Fall
2012 construction) or improve aesthetics through recladding and adding a seat, and reduce size, if planters
are to remain; and
Several businesses along the downtown core along Bobcaygeon Road have one or more steps to the front
entrance. Full accessibility to these storefronts will require ramps with landings to be installed parallel with
the storefronts in accordance with the Ontario Building Code. While the overall sidewalk width of 3.5 m
would accommodate installation of these ramps, there will be conflicts with existing infrastructure such as
light poles and planters.
Sunnybrook Bridge Improvements
The Sunnybrook Bridge is the only vehicular connection across the Gull River and provides a pedestrian crossing as well.
The current minimum sidewalk width is only 1.1 m on both sides of the bridge. The existing condition is barely wide enough
to accommodate two pedestrians crossing the bridge at one time or one accessible vehicle and will not accommodate two
accessible vehicles. Recommended options to address this are as follows:
Widen existing sidewalk on east side of bridge and maintain existing width on west side (short-term solution); and
Widen the bridge to three lanes plus wider sidewalk on the east side. This option also addresses traffic issues and
possibly returns Water Street to two-way traffic (long-term solution due to cost).
Streetscape opportunities for improvements at the Riverwalk and Downtown corridor are as follows:
Enhancement of downtown gateway and central hub;
Emphasize connection to the Sunnybrook Bridge and Gull River;
Increased density of pedestrian amenities including planting, seating, waste receptacles and bicycle racks;
Showcase local art and history; and
Use decorative paving to delineate the pedestrian sidewalk and amenities.
Streetscape techniques include:
Decorative pavement such as impressed crosswalks, wayfinding, banding and impressed sidewalks;
Pedestrian amenities including furniture, lighting, bollards, bicycle racks, recycling / garbage bins and planters; and
Cultural heritage and public art such as murals, sculptures and artwork.
Downtown Parkland, Playground and Public Washroom
A formal play area or park does not exist on public property in the Downtown Core. Two municipal sites were evaluated for
potential to fulfill the provision of parkland, a children’s playground and public washrooms. The Municipal Parking Lot
south of the Village Green was selected as the preferred option. The following outlines the rationale for site selection:
iv
Accessible from existing downtown core parkland off of Bobcaygeon Road and Peck Street;
Space for intermediate play structure, swings and washroom facility (additional land acquisition may be required);
Visibility from Bobcaygeon Road and Peck Street; and
Potential to enhance connection to Bobcaygeon Road between CIBC and the Ulinks building.
Development of park land here will result in a balance of 10 remaining formalized parking spaces.
Areas at the Orde Street gazebo and along the Riverwalk can also be utilized for informal and interpretive play elements
which provide play opportunity and enhance user experience for children and caretakers.
Washroom placement and design should be chosen for easy cleaning and management, resistance to vandalism, low
maintenance requirements, highly visible for users and passers-by, and in close proximity to streets, footpaths and parking
areas. It is recommended that the public washroom be located in the same area as the playground at the Village Green but
it is recognized that land may need to be acquired at this location.
The following recommendations are provided to mitigate the existing drainage issues in the Anson Street, McKnight Drive
and Peck Street area:
The old “pioneer drain” through the vacant lands should be rehabilitated. The ditch will then form the basis for
draining any land reclamation to accommodate potential development;
Another culvert crossing McKnight Drive is recommended at the back of the lots on Anson Street;
Existing ditches along the streets should be cleaned out and re-graded where necessary to provide free flow
conditions;
Existing entrance and cross culverts should be flushed and cleaned of siltation to ensure they work at optimum
capacity;
The storm pipes and maintenance holes on Peck Street should be flushed on a regular basis (about every 5 years)
to maintain them free and working at optimum capacity;
Additional ditching and storm drains may be required in some areas to accommodate problem surface drainage
areas; and
A detailed drainage study of the area should be carried out.
Seniors / Affordable Housing Development
Seniors and/or affordable housing are a requirement for supporting increased permanent populations within Minden. The
municipally owned property that was identified as the preferred potential location for seniors / affordable housing was the
end of Stouffer Street in the general vicinity of the Nesbitt Community Centre. This property offers: 1 – End of Candice
Street, Adjacent to the Arena Parking Lot
Municipally owned lands;
Set in a residential neighbourhood;
Serviceable with Municipal Water and Sanitary Sewers;
Space for multiple units;
Less than 15 minute walk to Downtown Core;
Outside of the floodplain ;
Access to Parkside Drive and Stouffer Street; and
Close to Library, Cultural Centre, Arena, Municipal Hall, Tennis Courts, Baseball Diamonds, Wetland Boardwalk,
Riverwalk trail and School.
A second option is the existing Fire Hall site near the Municipal Office, if and when it becomes available.
v
Industrial / Commercial Development
The Township owns a space for a commercial / industrial park on land bounded by Lyons Street, Newcastle Street and
Highway 35. It is only 1.2 ha (3.04 acre) and has some advantages including being already owned by the Township, proper
zoning, access to sewer and water, and close to other industrial / commercial uses. The main disadvantage is the existing
site is too small in size to attract significant commercial / industrial development and the cost per lot of servicing the lands
will be high considering it may be only capable of supporting 3 to 5 lots. Other sites should be explored as they become
available.
Additional Crossing of the Gull River
The economic benefits that might be realized by the construction of a second bridge are likely limited to the construction of
the bridge. There are no immediately identifiable ‘Development Lands’ on the north side of the Gull River that stand to
gain by the construction of an additional crossing. The diversion of traffic away from the existing bridge might reduce
traffic congestion in the Downtown Core but this gain might be more than offset by the loss of patronage for businesses in
the core area and along its connecting routes.
In the future if the Sunnybrook Bridge is upgraded and/or if a new bridge crossing is required, the need and location of a
second bridge should be established through a Class Environmental Assessment (Class EA). Until such time as a Class EA is
completed, the most probable locations (e.g. unopened road allowances) should be identified in the Official Plan, so lands
can be reserved prior to potential development plans.
vi
TOWNSHIP OF MINDEN HILLS
MINDEN VILLAGE DEVELOPMENT MASTER PLAN
Statement of Qualifications and Limitations
Distribution List, Revision Log and Signatures
Executive Summary
Table of Contents
1.
Context........................................................................................................................................... 1
1.1
1.2
Function & Objectives ..................................................................................................................... 1
Study Area...................................................................................................................................... 2
2.
Background Review & Consultation................................................................................................ 4
3.
Signage & Wayfinding .................................................................................................................... 5
3.1
3.2
4.
Community Gateways ..................................................................................................................... 6
3.1.1 Bobcaygeon Road & Highway 35 Gateway......................................................................... 6
3.1.2 Water Street & Highway 35 Gateway .................................................................................. 7
3.1.3 Corridor Connections ......................................................................................................... 7
Wayfinding...................................................................................................................................... 8
Traffic, Intersection & Parking Analysis ........................................................................................ 10
4.1
4.2
4.3
4.4
General Roadway Classification.................................................................................................... 10
Existing Traffic and Circulation ...................................................................................................... 10
4.2.1 Bobcaygeon Road ............................................................................................................ 12
4.2.2 Water Street ..................................................................................................................... 12
4.2.3 Newcastle Street .............................................................................................................. 12
4.2.4 St. Germaine Street.......................................................................................................... 13
4.2.5 Milne Street ...................................................................................................................... 13
4.2.6 Prince Street .................................................................................................................... 13
4.2.7 Pritchard Lane .................................................................................................................. 13
4.2.8 Invergordon Avenue ......................................................................................................... 13
4.2.9 Peck Street ...................................................................................................................... 13
Traffic Analysis & Recommendations ............................................................................................ 15
4.3.1 Bobcaygeon Road & Newcastle Street & Milne Street ...................................................... 16
4.3.2 Bobcaygeon Road & Water Street .................................................................................... 17
4.3.3 Water Street & Prince Street ............................................................................................ 18
Additional Intersection Reviews..................................................................................................... 21
4.4.1 Milne Street & Pritchard Lane ........................................................................................... 21
4.4.2 St. Germaine Street & Princess Street .............................................................................. 21
4.4.3 St. Germaine Street & Newcastle Street ........................................................................... 21
4.4.4 Peck Street ...................................................................................................................... 21
4.5
4.6
4.7
5.
Streetscape Improvement Strategy .............................................................................................. 32
5.1
5.2
5.3
5.4
5.5
5.6
5.7
6.
6.2
6.3
Site Evaluation.............................................................................................................................. 38
6.1.1 Site 1 (Preferred) – Municipal Parking Lot South of the Village Green ............................... 38
6.1.2 Site 2 – Adjacent Orde Street Gazebo .............................................................................. 38
Playspace Design Considerations ................................................................................................. 40
Public Washroom Design Considerations ...................................................................................... 40
Future Development..................................................................................................................... 41
7.1
7.2
7.3
7.4
7.5
8.
Gateway Connections ................................................................................................................... 32
Downtown Corridor ....................................................................................................................... 32
Riverwalk Corridor ........................................................................................................................ 32
Improved Pedestrian Circulation ................................................................................................... 32
Decorative Pavement.................................................................................................................... 33
Pedestrian Amenities .................................................................................................................... 33
5.6.1 Lighting ............................................................................................................................ 34
5.6.2 Bollards ............................................................................................................................ 34
5.6.3 Benches ........................................................................................................................... 34
5.6.4 Bicycle Racks................................................................................................................... 34
5.6.5 Recycling/Garbage Bins ................................................................................................... 35
5.6.6 Planters............................................................................................................................ 35
5.6.7 Existing Concrete Planters ............................................................................................... 35
Cultural Heritage & Public Art........................................................................................................ 37
Downtown Parkland, Playground and Public Washroom .............................................................. 38
6.1
7.
Existing Municipal Parking ............................................................................................................ 22
Parking Improvements .................................................................................................................. 23
4.6.1 Angled Parking Analysis ................................................................................................... 23
4.6.2 Additional Parking ............................................................................................................ 23
Accessibility & Sidewalk Improvements ......................................................................................... 25
4.7.1 Continual Sidewalk Connection ........................................................................................ 25
4.7.2 Downtown Sidewalks ....................................................................................................... 26
4.7.3 Storefront Accessibility ..................................................................................................... 27
4.7.4 Sunnybrook Bridge ........................................................................................................... 28
Existing Drainage System ............................................................................................................. 41
Recommendations for Improved Drainage .................................................................................... 42
Seniors/Affordable Housing........................................................................................................... 44
7.3.1 Site No 1 – End of Stouffer Street, Adjacent to the Arena Parking Lot ............................... 44
7.3.2 Site No 2 – Prince Street between Milne and St. Germaine ............................................... 44
Industrial/Commercial Development .............................................................................................. 44
7.4.1 Site No 1 – Lyons Street, Newcastle Street and Highway 35 ............................................. 44
Additional Crossing of the Gull River ............................................................................................. 47
Implementation Plan..................................................................................................................... 48
Preferred Manufacturers and Suppliers
List of Figures
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Study Area Map ............................................................................................................................... 3
Signage Strategy Plan ..................................................................................................................... 9
General Roadway Classification and Existing Parking ................................................................... 11
Existing Traffic and Intersection Conditions .................................................................................... 14
Preferred Traffic and Intersection Improvement Options ................................................................. 20
Preferred Bridge Option 1 ............................................................................................................... 30
Preferred Bridge Option 2 ............................................................................................................... 31
Playground and Public Washroom Facility ...................................................................................... 39
Proposed Drainage Improvements ................................................................................................. 43
Development Area ......................................................................................................................... 46
1.
Context
The Minden Village Development Master Plan identifies a vision for the community to improve the aesthetics and function
for property owners, business owners, residents and visitors. The development concepts include a broad range of
elements, features, and amenities for improvements throughout the Village, while maintaining the feel and character of the
area and the overall identity and image of the Village. Through site analysis, design expertise, and consultation with
council, stakeholders, and the public, the vision for the community is developed into a long-term foundation that directs
the improvements and program implementation.
Minden is one of nine settlements in the Township of Minden Hills and a gateway community to the Haliburton Highlands
with the County Seat and the County of Haliburton Administration Centre. Minden is rich in heritage and surrounded by
natural scenery set in a green hillside backdrop. Great strides have been made enhancing user experience in recent years
with the development of the Riverwalk Loop-Trail along the Gull River, Clergy House Pedestrian Bridge, a new 1.5km
wetland boardwalk, and seasonal snowmobile bridge.
The population of Minden Hills in the 2011 census by Statistics Canada was 5,655. The role of part-time residents is an
important factor in development, as is the aging population. In 2011, the percentage of the population aged 65 and over in
Minden Hills was 27.5% compared with a national percentage of 14.8%. The median age was 53.5 years in comparison of
40.4 years in Ontario. Health benefits of physical activity are great for the community, including the elderly population.
However, the elderly population requires different accessibility and maintenance requirements. The voter roll (age 18+)
for the Township indicates the total seasonal plus permanent population is 11,322. The Municipal Property Assessment
Corporation (MPAC) gives the permanent population aged 18 to 85 at 4,747.
Minden is reliant upon tourism for a large portion of the economic revenue. The Village offers year-round active and
passive tourism along the Gull River with parks, galleries, shops, and dining experiences. Tourism in the Haliburton area is a
growing industry targeting Ottawa and Toronto markets focusing on nature, wildlife, and arts.
Strengths
small town quality of life
natural beauty
active living
variety of cultural activities
Weaknesses
seasonal/permanent resident
division
unemployment
small local markets
Opportunities
quality of natural environment
small town atmosphere
changing needs of aging community
water attraction of Gull River
Population and development are expected to continue to grow in the Township of Minden Hills. Based on the Township’s
Economic Development Plan, the need to increase the permanent population in the Village of Minden is a priority.
Reinforcing the Village of Minden as a year round destination for retirees, business, and recreation, requires improvements
to infrastructure and services outlined in this plan.
1.1
Function & Objectives
The primary function of the Master Plan is the revitalization of the Downtown and continued and sustainable development
of the Village of Minden. The following are key objectives identified by the Township:
Improve traffic flow;
Provide adequate parking;
Improve and encourage pedestrian movement;
Ease of movement for aging population;
Provide access throughout the Village ;
Attract traffic from Highway 35 and new Canadian Tire to the Downtown Core and businesses;
Revitalize the Downtown Core to provide year-round interest;
Recommend the best location for seniors housing and/or affordable housing ;
1
Increase aesthetic and functionality of downtown to attract more residents and tourism;
Generally improve the appearance of the Village; and
Strengthen the image of a “bustling community which strives to ignite the passions of art, music and the
environment”.
The Master Plan addresses the following Needs:
o
o
o
o
1.2
Signage and Wayfinding
Traffic, Intersection and Parking Improvements
o
o
o
o
o
Parkland, Playground and Public Washroom
Seniors/Affordable Housing Development
Industrial/Commercial Park Development
Additional Crossing of Gull River Analysis
Study Area
The study area includes a streetscape loop from the southern gateway at Highway 35 and Bobcaygeon Road leading to the
Downtown Core from Bobcaygeon Road and Newcastle Street to Bobcaygeon Road and Water Street and continuing along
Water Street back to the northern gateway at Highway 35. The Downtown Core extends to include the area between St.
Germaine and Peck Street encompassing downtown businesses, the Township Offices and County Offices. Development
opportunities are considered for the entire Village west of Highway 35 in the Township of Minden Hills.
Figure 1 provides a map of the study area highlighting municipally owned property. A series of three concentric circles are
shown on this plan to emphasize the walkability of the Village from the Downtown Core to various amenities.
2
Figure 1. Study Area Map
3
2.
Background Review & Consultation
AECOM Canada Ltd. was retained by the Township of Minden Hills in May 2012. A kick-off meeting and Village tour were
carried out with the Township to review existing conditions and identify needs. The consulting team reviewed a number of
background documents including:
Haliburton County Business Retention & Expansion Report (May 2011);
Township of Minden Hills Road Management Study (June 2011);
Haliburton County – Joint Accessibility Plan (2008) (PDF available);
Haliburton County Business Development: http://www.businesshaliburton.ca/;
Traffic Studies (October, 2008);
Active Transportation Plan for Minden (July 2008)- Communities in Action Committee report (pdf available);
Report to Council – Plan for 2 Prince Street and Pritchard House Corner (June 2008); from Environmental and Property
Operations Department and the Community Services Department; includes third party architectural and construction
analysis;
Gull River Water Level Fluctuation Information Report (Summer 2008) (pdf available);
Downtown Minden map (see Appendix B);
Road Management Study (2008) (pdf available);
Memorandum – Canadian Tire (August 2007); traffic impact study available;
Minden Merchants Revitalization Committee Report (July 2007);
Madoc Report – First Impressions Community Exchange (May 2007);
BIA appendices document (August 2003);
Downtown Minden Façade Improvement Study (June 1986);
Minden Cause - Study of Minden by Ontario Association of Architects (May 1982); and
Map of Water and Sewer Services.
In addition to the initial visit, the consulting team conducted a traffic count program and several Village inventory and
assessment visits, observing vehicular and pedestrian movements, conditions at varying times of day, infrastructure
assessment and measurement, and carrying out discussions with community members. AECOM met with the Township’s
steering committee on three occasions leading up to the Draft Presentation to Council on August 9th. Following the
meeting and feedback from Council, further consultation was carried out with the HKPR District Health Unit and Community
Development Planning Consultant.
A Public Information Meeting was held on August 29th with exceptional interest and turnout. 147 people registered at the
meeting and 22 detailed comments/suggestions were received. The main topics of concern outlined in the feedback
include:
Village Signage;
One-Way Option on Water Street;
Lights at Sunnybrook Bridge;
Lights at Bobcaygeon Road and Newcastle Street;
One Lane at Bridge; and
Playground vs. Parking Behind Village Green.
as well as many other general comments.
The plan has been adapted to address the feedback and concerns from stakeholders
and the public and the judgement of the committee.
Concept posters at Council presentation
4
3.
Signage & Wayfinding
Attracting visitors from the Highway 35 corridor, signage is a significant
opportunity to highlight the attractions of the Village of Minden and provide
visitors with an indication of a special place.
Signage and wayfinding should have a distinct visual appearance that
complement the heritage of Minden while providing tourists with a
connective route through the Village. Key signage elements include:
Consistent theme and aesthetic from Highway 35 throughout Village;
Include Township of Minden Hills graphic logo;
Highlight ‘Village’ and attraction of the Gull River; and
Include removable panels at the base to promote local businesses
and events.
Conceptual Village Signage Rendering
Existing signage along Highway 35 and into the Village is currently inconsistent and often cluttered. It is recommended that
The Minden Sign shown below be replaced by the conceptual gateway signage above and moved closer to Highway 35. The
Conceptual Village Signage should then be consistently implemented at the gateways along Bobcaygeon Road and Water
Street and throughout the Village as shown in the Signage Strategy Plan in Figure 2.
Minden Sign on Highway 35 and standard highway signage
Graphic Signage is installed off of
Highway 35 along Bobcaygeon Road
and Water Street. Signs are difficult to
read and visually cluttered.
Gateway signage along Bobcaygeon Road is
not easily visible from the vehicular vantage
point and is cluttered by surrounding signage,
building, and parking lot.
5
3.1
Community Gateways
Gateways provide visual cues to travelers that they are entering a distinct and unique Village:
They provide formal and creative demarcation that establishes the cultural/historical theme of the corridor and
signifies the entry to a new place;
Their design sets the theme for character, material and streetscape amenities;
Enhanced gateways are a visual signal to get drivers to take note of decision point intersections;
They incorporate traffic calming design to increase pedestrian safety;
Gateways welcome people to the community; and
Placement, context and scale are critical to their impact and appeal.
In addition to signage, gateway entry corners can be used to display ornamental planting beds, stone work and public art:
Avoid clutter, distracting surroundings and obstructions;
Use ornamental and foundation planting to frame and enhance gateway
signage;
Highlight local and regional materials and plant species;
Improve pedestrian access and circulation across large commercial parking
lots;
Delineate sidewalk along roadway and provide direct connection to entry
where possible;
Ensure sidewalk supersedes parking lot pavement ; and
Provide pedestrian refuge along municipal right-of-way.
Parking lot edge treatment example
The gateways into Minden are important in helping to define the character and experience for visitors. Highway 35 is
generally a meandering, forest-lined corridor that is punctuated by Villages where forested edges open to commercial
development. Important gateways for improvement have been identified off of Highway 35 at Bobcaygeon Road and
Water Street. The signalized
intersections at these two
roads are flanked by
commercial parking lots.
Community signage is
interspersed along Highway 35
and inconsistent signage is
picked up on both sides of
Bobcaygeon Road beyond the
intersection and at the first
curve along the Gull River on
Water Street.
Highway 35 and Bobcaygeon Road gateway intersection – beautification rendering
3.1.1
Bobcaygeon Road & Highway 35 Gateway
The dense green hillside provides a beautiful backdrop to the Bobcaygeon Road Gateway. The Haliburton Highlands Visitor
Information Centre is located on the east side of Highway 35 north of the Bobcaygeon Road intersection. The gateway is
surrounded by commercial development and parking lot access. Currently, there is an asphalt pedestrian walkway at the
back of curb on both sides of the road which is interrupted by parking lot driveways and ditches until it picks up on the
south side of the street and carries on as a concrete and unit paver sidewalk into the Village.
It is recommended that the existing graphic signage on the west side of the Bobcaygeon Road gateway be removed and the
existing gateway signage on the east side of Bobcaygeon Road beyond IGA Road be replaced with a unified directional
gateway sign as shown in the Conceptual Village Signage rendering. Signage could include a variable message component.
6
3.1.2
Water Street & Highway 35 Gateway
The Water Street Gateway is surrounded by commercial development. This route connects directly to the Gull River,
continuing along its edge to the Downtown Core. Water Street breaks off to Golf Course Road beyond the commercial
area. Pedestrian connections from the commercial parking lot areas are poor and currently there is no pedestrian walkway
on the river side between the commercial parking lots and the beginning of the Riverwalk Trail. The new Canadian Tire
store is just beyond this gateway and is an important opportunity to draw additional traffic into the Village to benefit the
downtown businesses. There is a sidewalk that extends from Canadian Tire into the Downtown Core.
It is recommended that the graphic signage at the corner of Water Street
and Golf Course Road be replaced with a unified directional gateway sign as
shown in the Conceptual Village Signage rendering. This signage could
include a variable message component. The entry to Canadian Tire is also
identified as an opportunity for signage as this is a busy commercial hub and
the location adjacent to the entry creates an opportunity to attract vehicles
turning in and at the stop sign turning out.
Rendering of Variable Message Sign
at Canadian Tire entrance
3.1.3
Corridor Connections
The connections from the Community Gateways into the Downtown Core of Minden
The creation of a
Village occur along Bobcaygeon Road and Water Street. Water Street is flanked by the
continual sidewalk
Gull River and Riverwalk creating an intriguing and visually pleasing entry to Downtown
connection from
with public art and natural features. Bobcaygeon Road is more variable and
Highway 35 to the
disconnected. The land use and property standards along this corridor are inconsistent.
Downtown Core is a key
As these corridors are primarily travel routes, the streetscaping opportunities are
priority for active
limited. The addition of decorative banners along both corridors will focus the attention
transportation.
of drivers, particularly along Bobcaygeon Road and can be used to inform visitors of
Village highlights, amenities and events. Other elements such as planters and benches
can be incorporated and could be an opportunity for partnership with businesses along these corridors.
Existing decorative banners downtown
Potential banners on Bobcaygeon Road to Highway 35
7
3.2
Wayfinding
Signage and wayfinding are key components required to support improved pedestrian movement and access with proposed
changes to vehicular circulation. Implementation of a wayfinding system in the Downtown Core will allow pedestrians to
quickly and easily navigate to businesses and local attractions:
Direct pedestrians and improve accessibility, and legibility;
Multi-dimensional design that is integrated into the environment;
Outdoor signage, kiosks, imprinted and surface pavement markings, landscape and public art as landmarks,
interpretive signage, plaques, forms, materials, universal symbols, tactile lettering, contrasting colours and fonts in
sizes and type that are easy to read;
Urban Braille system of tactile information such as texture bands, detection strips, and street name sidewalk
plates, primarily designed to eliminate various sidewalk obstructions and for use by the visually impaired, the
elderly, and by users of a variety of mobility devices; and
Elements designed and manufactured to be made of durable materials with a long lifespan that require minimal
maintenance.
The Walk, Bike & Be Active signs are valuable resources that can be
strategically placed to provide orientation for pedestrians. The wayfinding
system should have a distinct visual appearance that will complement the
heritage of Minden Hills and be consistent with the signage aesthetic.
Elements may include:
Village map;
Directional banners;
Decorative street signs;
Directional sign posts;
Distance/Time indicators to
attractions;
Murals; and
Information kiosk.
Village Map rendering
Public expressed
the need for
directional
signage to free
municipal
parking lots
Existing Downtown Village Map created by
Haliburton County Community Cooperative
posted on Riverwalk Trail east of Sunnybrook
Bridge and outside Township offices
Example of wayfinding from London, ON
‘Walk London - guerilla wayfinding project’
Pedestrian crossing of King Street
in Downtown Cobourg, ON
8
Figure 2. Signage Strategy Plan
9
4.
Traffic, Intersection & Parking Analysis
The Township identified a need for a Traffic Flows Analysis for the core area of the Village of Minden; which is bounded by
the following roadways:
1)
2)
3)
4)
Bobcaygeon Road between Newcastle Street and Water Street;
Water Street between Bobcaygeon Road and St. Germaine Street;
St. Germaine Street from Water Street to Newcastle Street; and
Newcastle Street from St. Germaine Street to Bobcaygeon Road.
The purpose of the traffic and intersection analysis was to assess ways to improve traffic flow and circulation from Highway
35 and throughout the downtown core. The assessment also incorporates traffic flow along Water Street to and from the
new Canadian Tire store near Highway 35. The Traffic Impact Study1 conducted by LEA Consulting (2007) was reviewed as
part of this plan.
4.1
General Roadway Classification
The roadways within the downtown core can be categorized according to anticipated level of traffic use; generally as
primary, secondary, or tertiary class. Roadway classifications and existing parking spaces are depicted in Figure 3. Should
the connectivity between Milne Street and Newcastle Street, or between Newcastle Street and Bobcaygeon Road be
revised so that one or the other of Milne Street or Newcastle Street are closed, or turning movements are restricted, the
overall roadway categories would be subject to change.
4.2
Existing Traffic and Circulation
One of the main tasks in the study was to assess the existing flow of traffic to/from and within the Downtown Core. To
complete this task, a traffic count program was conducted on May 2, 2012, to collect peak hour traffic data. Because the
count was completed before the summer tourist season, a seasonal variation factor of 2.4 was applied to the existing traffic
volumes to include the increase in trips that would represent summer traffic. This factor is based on permanent population
compared to total permanent population plus seasonal population. This information was provided by the Township from
census data and the voter roll. The Canadian Tire store officially opened on May 10, 2012. To account for additional traffic
that would be generated by the Canadian Tire Store, data from the “Traffic Impact Study” by LEA Consulting, dated March
19, 2007, was used to adjust the traffic count data. In addition, two additional site visits were conducted and during those
visits intersections were observed to assess potential areas of concern.
1
“Traffic Impact Study”, LEA Consulting, July, 2007
10
Figure 3. General Roadway Classification and Existing Parking
11
The following describes the streets and intersections that were selected for assessment, and gives general information on
the existing traffic conditions. The intersections that were analyzed in this study are listed below:
Bobcaygeon Road / Newcastle Street/Milne Street;
Bobcaygeon Road / Water Street;
Water Street / Prince Street;
Prince Street / Milne Street; and
Milne Street / Pritchard Lane.
Currently all of these intersections are unsignalized, with stop signs located on the minor approaches. Existing traffic and
intersection conditions are further illustrated in Figure 4.
4.2.1
Bobcaygeon Road
Bobcaygeon Road is one of the primary roads that runs through the Downtown Core. The study area can be accessed via
Bobcaygeon Road from the north (over Sunnybrook Bridge) or from Highway 35 to the south. From the existing conditions
data, it was determined that 347 and 400 vehicles enter the study area via Bobcaygeon Road during the a.m. and p.m. peak
period, respectively. Of the 347 vehicles using Bobcaygeon Road in the a.m. peak period, 133 vehicles enter the study area
from the south and the remaining 214 cross the Sunnybrook Bridge and enter the study area from the north. Of the 400
vehicles using Bobcaygeon Road in the p.m. peak period, 172 vehicles enter the study area from the south and the
remaining 228 cross the Sunnybrook Bridge and enter the study area from the north.
4.2.2
Water Street
Water Street runs parallel to the Gull River and connects to Bobcaygeon Road and creates a T-intersection immediately
south of the Sunnybrook Bridge. At its eastern terminus, Water Street connects to Highway 35. Water Street provides
access to the downtown core with direct access to the post office, LCBO, and Beer Store. The existing conditions data
showed that 115 and 126 vehicles enter the study area via Water Street during the a.m. and p.m. peak periods,
respectively. Water Street intersects with Prince Street and St. Germaine Street in the Downtown Core.
4.2.3
Newcastle Street
Newcastle Street generally runs east-west and provides connection to residential areas located east of the study area. It
intersects with Bobcaygeon Road (western terminus) and Highway 35 (eastern terminus) with connections to St. Germaine
Street and Milne Street in between. At existing conditions, 79 and 58 vehicles enter the study area via Newcastle Street
during the a.m. and p.m. peak periods, respectively.
Peak Morning Traffic into Downtown Core
Peak Evening Traffic into Downtown Core
12
4.2.4
St. Germaine Street
St. Germaine Street runs north-south and intersects with Water Street to the north and Newcastle Street to the south with
connections to Prince Street south of Water Street. St. Germaine Street provides direct access to the municipal parking lot
and County of Haliburton Office via its intersection with Pritchard Lane.
4.2.5
Milne Street
Milne Street runs north-south from Prince Street at its north terminus, connecting to Newcastle Street immediately east of
Bobcaygeon Road (behind the downtown businesses). Milne Street provides access to the municipal parking lot and County
of Haliburton Office via its intersection with Pritchard Lane. Downtown businesses along Bobcaygeon Road have rear
parking lot access along Milne Street. Parking in the municipal lot abuts directly with Milne Street.
4.2.6
Prince Street
Prince Street runs east-west and connects Water Street to Milne Street and St. Germaine Street through to residential areas
located outside of the study area. Prince Street provides access to commercial parking lots.
4.2.7
Pritchard Lane
Pritchard Lane runs east-west through the municipal parking lot between Milne Street and St. Germaine Street. The lane is
demarcated from the parking stalls by paint lines.
4.2.8
Invergordon Avenue
Invergordon Avenue runs parallel to the Gull River and creates a T-intersection with Bobcaygeon Road on the north side of
the Sunnybrook Bridge. Invergordon Avenue provides access to commercial and residential lands. There are visibility and
turning issues at the intersection of Invergordon Avenue and Bobcaygeon Road adjacent to the bridge.
4.2.9
Peck Street
Peck Street intersects with Bobcaygeon Road west of the Downtown Core and runs behind the downtown businesses that
front Bobcaygeon Road. It provides access to the Gull River boat launch and residential areas.
13
Figure 4. Existing Traffic and Intersection Conditions
14
4.3
Traffic Analysis & Recommendations
To assess growth within the study area, the historical Average Annual Daily Traffic (AADT) data was obtained from the MTO
online AADT database for Highway 35 at its intersection with Newcastle Street/Haliburton Road 16 (S Lake Road). The data
showed an annual growth rate of 1.5% between 1997 and 2008. The Township of Minden Hills experienced a growth rate
of approximately 4.6% between 2001 and 2006. The analysis was based on an annually compounded growth rate of 2.5%
due to the higher population growth rate that the Township is anticipating for future development. The existing estimated
summer traffic volumes based on the 2.4 seasonal variation factor were then adjusted by this growth rate to approximate
traffic volumes for a 10-year horizon assessment.
The following subsections review each of the main intersection assessments individually, and provide a comparison of
options, along with the recommended option(s) to improve traffic flow, pedestrian mobility, or other criteria. These main
intersections include:
Bobcaygeon Road/Newcastle Street/Milne Street;
Bobcaygeon Road/Water Street; and
Water Street/Prince Street.
Each subsection begins by listing the challenges of the location being considered, followed by an evaluation summarized in
tabular format. The recommendations are ranked from most-preferred to least-preferred as one of the following: “Most
Preferred”, “Preferred”, “Not Preferred”. There may be more than one option that receives the same ranking.
Additional intersection reviews are provided in section 4.4 for:
Milne Street/Pritchard Lane;
St. Germaine Street/Prince Street;
St. Germaine/Newcastle Street; and
Peck Street/Bobcaygeon Road.
The preferred options illustrated in Figure 5 include one-way operation of Water Street from Bobcaygeon Road to St.
Germaine Street combined with signalization of the Bobcaygeon Road/Newcastle Street/Milne Street intersection. Based
on the traffic assessment, there was an indication that once Water Street is converted to one-way operation, signals would
likely be required shortly thereafter or concurrently, but this assessment is highly dependent on the actual traffic volumes
compared to traffic volume projections. It is possible and very reasonable for the Township to proceed with the one-way
operation on Water Street, and continue to monitor traffic volumes at the Bobcaygeon Road/Newcastle Street/Milne Street
intersection to determine a more specific timing for signal installation.
15
4.3.1
Bobcaygeon Road / Newcastle Street / Milne Street
4.3.1.1
Challenges
Stop control on Newcastle Street approach to Bobcaygeon Road. No traffic control on Bobcaygeon Road approaches to Newcastle Street; no marked pedestrian crossings;
The intersection geometry is such that sight lines are extremely limited, and negotiating turns is difficult for large vehicles. These issues are primarily due to the close proximity of the Milne Street/Newcastle Street intersection to the Bobcaygeon
Road/Newcastle Street intersection;
There is a steep grade on Newcastle Street travelling east from Bobcaygeon Road;
o Difficult for school buses and large trucks to climb hill and brake; and
Parking spaces are located close to the intersection on Bobcaygeon Road.
4.3.1.2
Evaluation and Preferred Options
Option
Pros
Cons
Circulation Impact
Cost
Recommendation
- Introduces vehicles delay to all approaches to
the intersection (Milne Street, Newcastle Street,
and Bobcaygeon Road);
- Due to visibility issues, and allowance for a leftturn movement from Newcastle Street to Milne
Street, signals are operated for only one
approach at a time;
- All right-turns on red are restricted, further
increasing delay;
- The one-way restriction on Milne Street results
in all vehicles using St. Germaine Street and
Newcastle Street to access Bobcaygeon Road
- Does not completely remove visibility issue for
vehicles turning right from Milne Street onto
Newcastle Street.
With delay introduced on Bobcaygeon Road there
may be a change in how vehicles approach the
downtown core from Highway 35. This option was
considered in conjunction with changing traffic
flow on Water Street to one-way, as additional
traffic would be diverted to the Milne
Street/Newcastle Street/Bobcaygeon Road
intersection in this case.
High
(Signalization)
Most Preferred (parking located
immediately at the intersection
of Bobcaygeon Road south of
Newcastle Street should be
restricted to improve
intersection operation).
- Left turning traffic from Newcastle Street to
Milne Street divert to St. Germaine Street;
- Left turning traffic from Milne Street to
Newcastle Street divert to St. Germaine Street.
High
(signalization)
Preferred
- Traffic heading to Newcastle Street from Milne
Street divert to St. Germaine Street;
- Traffic heading to Milne Street from Newcastle
Street divert to St. Germaine Street.
High
(signalization)
Preferred
1
Signalized Intersection (signals control
movements at Bobcaygeon Road, Newcastle
Street and Milne Street). Milne Street can
operate as one-way from Newcastle Street to
Pritchard Lane; left-turn movement is allowed
from Newcastle Street to Milne Street.
Pedestrian crossing and traffic calming are
incorporated as part of this option.
- Improves pedestrian crossing;
- Assists with visibility issue by controlling turns from
each approach;
- Restricting the operation of Milne Street to oneway travel northbound from Newcastle Street to
Pritchard Lane removes the visibility issue that
currently exists for vehicles attempting to turn either
right or left from Milne Street onto Newcastle Street
2
Change to right-in/right-out access to/from
Milne Street at Newcastle Street; Introduce
signals on Newcastle Street at Bobcaygeon Road;
Stop condition from Milne Street to Newcastle
Street; Add pedestrian crossing, signage and
traffic calming measures
3
Close Milne Street at Newcastle Street.
Introduce signals at Newcastle Street and
Bobcaygeon Road. Add pedestrian crossing,
signage and traffic calming measures.
- Partially mitigates visibility issues by restricting
traffic from turning left to Newcastle Street from
Milne Street, and left onto Milne Street from
Newcastle Street;
- Allows for some of existing traffic circulation
between Milne Street and Newcastle Street to be
maintained;
- Some improvement to pedestrian crossing
movements;
- Restricting right-turns on red improves pedestrian
crossing.
- Mitigates visibility issues between Milne Street and
Newcastle Street;
- Restricting right-turns on red improves pedestrian
crossing.
4
Close Newcastle Street at Milne Street.
Introduce signals at Newcastle Street and
Bobcaygeon Road. Add pedestrian crossing,
signage and traffic calming measures.
- Introduces vehicle delay to all approaches to
the intersection (Newcastle Street and
Bobcaygeon Road);
- More traffic is diverted to the St. Germaine
Street/Newcastle Street Intersection, which has
poor grades.
- Mitigates visibility issues between Milne Street and - During peak periods, may have longer wait
Newcastle Street;
times (and longer queues) to turn on to
- Some improvement to pedestrian crossing
Bobcaygeon Road from Newcastle Street;
movements;
- Geometry between Milne Street and
- Vehicles can travel between Prince Street or
Bobcaygeon Road is awkward, particularly for
Pritchard Lane to/from Milne Street/Bobcaygeon
larger vehicle turning movements;
Road in the absence of steep grades along
- Geometry of Milne Street approach to
Newcastle Street.
Bobcaygeon Road has limited visibility;
- Warning signs of upcoming signalized
intersection are required;
- Some local improvements required to grade of
Milne Street, and for closure of Newcastle Street.
- Traffic heading to Bobcaygeon Road from
Newcastle Street diverted to Milne Street;
- Traffic heading to Newcastle Street from
Bobcaygeon Road diverted to Milne Street.
Medium
Not Preferred
16
Pros
Cons
5
Close Newcastle Street & 3-Way Stop
Option
- Addresses visibility issue between Newcastle Street
and Milne Street;
- Provides some means for gaps in traffic flow for
pedestrians to cross the intersection.
6
Close Milne Street & 3-Way Stop
- Addresses issue of poor visibility to Newcastle St
through the closure of Milne Street;
- Provides some means for gaps in traffic flow for
pedestrians to cross the intersection.
- Introduces delay on Bobcaygeon Road;
- Benefit of gaps in traffic for pedestrian
movement may not offset the increase in delay
to motor vehicles;
- Geometry between Milne Street and
Bobcaygeon Road is awkward, particularly for
larger vehicle turning movements;
- Visibility poor from Milne Street to Bobcaygeon,
which may limit ability to stop when required;
- Geometry of Milne Street approach to
Bobcaygeon Road has limited visibility;
- Warning signs of upcoming stop sign are
required;
- Some local improvements required to grade of
Milne Street, and for closure of Newcastle Street.
- Introduces delay on Bobcaygeon Road;
- Benefit of gaps in traffic for pedestrian
movement may not offset the increased in delay
to motor vehicles;
- Signals are warranted in the future for
Bobcaygeon Road/Newcastle Street intersection
(stop control not adequate).
7
“Do Nothing”’; No change to geometry or traffic
control; add pedestrian crossing, signage and
traffic calming measures
4-Way Stop – raised by the Township to confirm
whether this is a possible option
- Introduces improvements for pedestrian crossing
without significant additional delay introduced for
vehicle movements.
n/a
8
4.3.2
Bobcaygeon Road & Water Street
4.3.2.1
Challenges
Circulation Impact
Cost
- Traffic heading to Bobcaygeon Road from
Newcastle Street diverted to St. Germaine Street;
- Traffic heading to Newcastle Street from
Bobcaygeon Road diverted to Milne Street.
- Traffic heading to Newcastle Street from Milne
Street divert to St. Germaine Street;
- Traffic heading to Milne Street from Newcastle
Street divert to St. Germaine Street.
Medium
Low
Recommendation
Not Preferred
Not preferred
- Does not improve visibility issues to/from Milne - No impact to existing traffic circulation.
Street.
Low
Not Preferred
- This is not a viable option; visibility is not
available to operate a 4-way stop including all
four intersecting approaches of Bobcaygeon
Road, Newcastle Street and Milne Street
n/a
Not a viable option – Cannot be
ranked
n/a
Stop control on Water Street approach; no traffic control on Bobcaygeon Road at this intersection;
Poor visibility for traffic on Water Street looking towards Sunnybrook Bridge;
Narrow intersection for large vehicles turning left from Bobcaygeon Road onto Water Street; and
Conflict with large vehicles turning right from Water Street onto the bridge having to encroach into the other lane of traffic on the bridge.
4.3.2.2
Evaluation and Preferred Option
Option
1
One-way operation of Water Street from
Bobcaygeon Road to St. Germaine Street
Pros
Cons
Circulation Impact
Cost
Recommendation
- Eliminates visibility issues from Water Street to the
bridge by eliminating this traffic movement;
- Allows for additional area to create more parking
spaces within the Downtown Core.
- Restricted traffic flow on Water Street;
- Increased traffic volumes at the Newcastle
Street/Bobcaygeon Road intersection;
- Possibly deterring traffic from downtown core;
- Not well received by some at public meeting
- Traffic previously heading westbound on Water
Street diverted to St. Germaine and Newcastle
Street to access Bobcaygeon Road;
- Redirecting traffic to St. Germaine will direct
parking to the municipal lot and encourage walking
to main street with the help of strategic signage.
Medium
Most Preferred option if used in
conjunction with signals at the
Newcastle Street/Bobcaygeon
Road/Milne Street intersection.
17
Option
2
Coordinated Signal Control of Water Street/
Bobcaygeon Road Intersection and Invergordon
Avenue/ Bobcaygeon Road intersection
3
“Do Nothing” option
Pros
Cons
- Removes conflict for large truck turning
- Traffic flow across bridge is restricted.
movements as traffic flow is controlled;
- Bridge operates with only one-direction of travel at
any given time;
- Allows for wider sidewalks to be installed on
Sunnybrook Bridge.
- Maintains existing circulation;
- Does not specifically address visibility issue,
- Could introduce minor changes to curb to improve although this could be addressed through
turning movements.
modifications to the bridge structure*;
- Does not specifically address geometry issue to
improve truck turning movements.
4
Construct new, wider bridge to replace existing - Opportunity to eliminate visibility and truck turning - Cost-prohibitive;
bridge.
issues;
- Results in no access across the bridge during
- Maintains two-way traffic flow on Water Street;
construction.
- Opportunity to improve pedestrian bridge crossing.
5
Restrict westbound left turn movements from
- Removes visibility issues for westbound left-turning - Partially restricts turning movements at the
Water Street onto Bobcaygeon Road
traffic.
approach of Water Street to Bobcaygeon Road;
- May introduce confusion as to what
movements are allowed at the intersection.
6
One-way operation of Water Street from St.
- Opportunity to mitigate visibility issues for
- Vehicles travelling southbound on Bobcaygeon
Germaine Street to Bobcaygeon Road
westbound left turning traffic as additional space is Road can only turn left at the Newcastle
available at the intersection due to elimination of
intersection;
eastbound travel lane on Water Street;
- Limits circulation in the downtown core.
- One-way operation provides additional area for
parallel parking along Water Street.
7
Truck restrictions on Water Street between
- Removes turning movement issue for large trucks; - Moves trucks to Newcastle Street, which has
Bobcaygeon Road and St. Germaine Street
- No trucks making a right turn onto Sunnybrook
steep grades.
Bridge (turning radius).
8
Close Water Street at Bobcaygeon Road
- Potential to create pedestrian/park/playground
- Increased delay at Bobcaygeon Road/
area adjacent to the downtown core with parking;
Newcastle Street intersection due to diverted
- Eliminates turning and sight line issues at the
traffic;
Water Street/Bobcaygeon Road intersection.
- Diverted traffic will experience steep grades on
Newcastle Street.
*Note: Opportunities to improve visibility from Water Street towards Sunnybrook Bridge are further considered in Section 4.7.4.
4.3.3
Water Street & Prince Street
4.3.3.1
Challenges
Circulation Impact
- May result in traffic diverting around the
downtown to avoid one-way bridge operation.
- No impacts
Cost
Recommendation
High
Preferred
Low (Bridge
modification
costs not
included)
Preferred
- Maintains existing circulation
High
Not Preferred due to cost
(however, may be a long-term
option)
- Left-turning vehicles diverted to Milne Street or
St. Germaine Street to access Bobcaygeon Road.
Low
Not Preferred
Medium
Not Preferred
Low
Not Preferred
Medium
Not Preferred
- Southbound left turning traffic diverted to
Newcastle Street to access Water Street.
- Trucks diverted to Newcastle Street and business
area.
- Vehicles can only exit the downtown area
through Bobcaygeon Road (north or south) and
through Newcastle Street.
Parking area at the post office results in vehicles backing out into oncoming traffic, and the intersection; and
Intersection geometry (angle of approach) is poor for visibility to the east along Water Street, or for westbound vehicles on Water Street to Prince Street.
4.3.3.2
Evaluation and Preferred Option
Option
1
Two-way traffic on Prince Street; one-way
eastbound on Water Street from Bobcaygeon
Road to St. Germaine Street
Pros
- No traffic movements from Water Street to
Bobcaygeon Road which addresses the turning
radius and sightline issues at the bridge;
- Provides opportunity to revise parking area in front
of post office and improve geometry at Prince
Street/Water Street intersection.
Cons
Circulation Impact
Traffic is diverted to use St. Germaine Street to
access Bobcaygeon Road (either through Milne
traffic;
Street or Newcastle Street)
Newcastle Street;
- Left turns are restricted from Prince Street to
Water Street.
Cost
Medium
Recommendation
Most Preferred option if used in
conjunction with Signals at the
Newcastle Street/Bobcaygeon
Road/Milne Street intersection.
18
Option
Pros
Cons
Circulation Impact
2
Realign Prince Street connection to Water Street; - Removes conflict between vehicle movements and - Requires modification of adjacent land parcels. - No anticipated change in circulation.
modify parking area
parking for negotiating turns at the intersection.
3
One-way section eastbound on Water Street
from Bobcaygeon Road to Prince Street/Water
Street intersection; two-way travel on Prince
Street; two-way travel on Water Street east of
Water Street/Prince Street intersection
4
“Do Nothing” option
5
One-way section westbound on Water Street
from Bobcaygeon Road to Prince Street/Water
Street intersection; two-way travel on Prince
Street; two-way travel on Water Street east of
Water Street/Prince Street intersection
4
Two-way traffic on Prince Street; one-way
westbound on Water Street
- Eliminates sight line issues from Water Street to
Bobcaygeon Road;
- Maintains two-way travel along most of Water
Street and full access to businesses;
- Potential to improve parking area in front of post
office;
- Potential to improve geometry of Prince
- No traffic operation issues were noted as a result
of the traffic analysis;
- Maintains existing circulation.
- Traffic is diverted to use St. Germaine Street to
access Bobcaygeon Road (either through Milne
traffic;
Street or Newcastle Street)
Newcastle Street;
- Left turns are restricted from Prince Street to
Water Street.
- Does not specifically address intersection
geometry issue (angle of approach between
Prince Street and Water Street);
- Does not address potential conflict area with
combined intersection and post office parking
area.
traffic;
Newcastle Street.
- Creates available area to revise Bobcaygeon
Road/Water Street intersection geometry to
mitigate sight line issues from Water Street to
Bobcaygeon Road (bridge);
- Maintains two-way travel along most of Water
Street and full access to businesses;
- Potential to improve parking area in front of post
office;
- Potential to improve geometry of Prince
- Provides opportunity to revise parking area in front - Increased delay at Bobcaygeon Road/
of post office and improve geometry at Prince
Street/Water Street intersection
traffic;
Newcastle Street;
- Right turns are restricted from Prince Street to
Water Street.
Cost
Recommendation
Medium (not
Most Preferred
including land cost)
Medium
Preferred
Low
Not Preferred
- Circulation is impacted as vehicles can only exit
the downtown area through Bobcaygeon Road
(north or south) and through Newcastle Street.
Medium
Not Preferred
- Circulation is impacted as vehicles can only exit
the downtown area through Bobcaygeon Road
(north or south) and through Newcastle Street
Medium
Not Preferred
- No impacts
19
Figure 5. Preferred Traffic and Intersection Improvement Options
20
4.4
Additional Intersection Reviews
4.4.1
Milne Street & Pritchard Lane
At Milne Street and Pritchard Lane, the primary issue to be addressed is the addition of curb delineation to create a
pedestrian refuge between parking lot and edge of the road. Overall grading, drainage, parking layout, and space
restrictions would have to be evaluated to fully address this option.
4.4.2
St. Germaine Street & Princess Street
The intersection currently operates with stop signs on the St. Germaine Street approaches, and no stop-control on the
Prince Street approaches to the intersection. Operation of this intersection as a four-way stop instead of a two-way stop
will assist with traffic circulation control in the Downtown Core.
4.4.3
St. Germaine Street & Newcastle Street
The most significant challenges at this intersection include:
Poor visibility; and
Steep grade up St. Germaine Street (it was noted by the Township that it is difficult for school buses to climb the
hill).
Significant investment would be needed to change the existing grades of the intersection, and this may impact the adjacent
buildings and/or require significant retaining walls. However, lowering the grade of the intersection, and the section of
Newcastle Street between St. Germaine Street and Bobcaygeon Road, could improve visibility at the intersection, and
reduce the steep approaches to the intersection.
Operation of the intersection as a four-way stop will assist with traffic circulation control in the downtown core.
4.4.4
Peck Street
An assessment of Peck Street was carried out, primarily to review the parking requirements for the property located at #87
Bobcaygeon Road, as well as visibility issues at the Peck Street/Bobcaygeon Road intersection. The most significant
challenges on Peck Street include:
Poor visibility turning onto Bobcaygeon Road from Peck Street; parking restrictions in front of the Wine Store
introduced previously, likely to improve visibility from Peck Street looking east to Bobcaygeon Road;
Parallel parking too close to intersection;
Angled parking opposite intersection on Bobcaygeon created conflicts (addressed in 2012); and
Poor drainage and flooding.
The Township asked that the operation of Peck Street as a one-way street be assessed as a possible option for mitigating
visibility issues at the Peck Street/Bobcaygeon Road intersection. It is suggested that one-way operation not be used as it
would increase truck traffic within the residential neighbourhood, and on Anson Street. Anson Street is regularly subjected
to flooding and is not engineered for additional truck traffic; under one-way operation with additional truck traffic Anson
Street would likely deteriorate rapidly.
The parallel parking in close proximity to the intersection should be eliminated to improve visibility issues for vehicles
travelling from Peck Street to Bobcaygeon Road. Finally geometric improvements to the approach of Peck Street to better
define the intersection and the location of the stop bar should assist with improving sight lines from the approach. The
parking in front of #87 Bobcaygeon Road can be revised to include one temporary unloading zone; this parking spot should
be monitored and ticketed to enforce that the parking space is for loading and unloading only.
21
4.5
Existing Municipal Parking
There are approximately 150 municipal parking spaces within the Downtown Core from Peck Street to St. Germaine Street
as well as informal parking areas:
There are a total of 24 parallel parking spaces along Bobcaygeon Road between Newcastle Street and Water Street
with a stall width of 2.75m;
There are 21 parallel parking spaces along Bobcaygeon Road south of Newcastle Street to beyond Peck Street;
There is also a section of 8 angled parking spaces along Bobcaygeon Road across from Peck Street (changed to
parallel parking in Fall 2012). Additional parallel parking carries on beyond the Downtown Core;
There are 16 formalized parallel parking spaces available along the south commercial side of Water Street to St.
Germaine Street and informal parallel parking is available along the Riverwalk trail on the north side of Water
Street. There are 5 formal parallel parking spaces on the north side close to the Bobcaygeon Road intersection;
There are approximately 50 parking spaces available in the Municipal parking lots that can be accessed via Milne
Street and St. Germaine Street along Pritchard Lane;
There are 5 angled parking spaces along Prince Street adjacent to the Post Office including accessible spaces;
An informal gravel parking lot behind the downtown businesses bordering Bobcaygeon Road (west of Village
Green) provides approximately 12 parking spaces accessible from Peck Street;
There are 4 additional parallel parking spaces along Peck Street, near the corner of Bobcaygeon Road;
Additional parking within the downtown core includes unmarked 2 hour parking along Prince Street and
perpendicular parking along St. Germaine Street adjacent to the County of Haliburton Office. There is also
informal parallel parking that occurs along Milne Street; and
There is a municipal parking lot on the north side of the Sunnybrook Bridge across from the end of Deep Bay Road.
22
4.6
Parking Improvements
4.6.1
Angled Parking Analysis
An assessment of the existing parking facilities on Bobcaygeon Road between Newcastle Street and Water Street was
conducted with the aim of identifying potential on-street parking improvements. There are a total of 24 parallel parking
spaces along this section of Bobcaygeon Road with a stall width of 2.8m. The assessment looked at re-configuring the
parking spaces to determine whether additional on-street parking could be provided in the Downtown Core. Sidewalks
were widened by 0.5m (both sides) along Bobcaygeon Road to accommodate users with mobility assistive devices which
resulted in a reduced road width; the current area provided for vehicle travel lanes is still more than required at a lane
width of 3.5m and a parking stall width of 2.80m.
The Parking manual was consulted to determine the impact of removing parallel parking stalls on the west side of
Bobcaygeon Road and adding angled parking stalls to the east side. Angle parking can contribute to better flow within the
downtown core; however, the manual states that “the arrangement of parking spaces, either parallel to the curb or at an
angle, affects safety. Angle parking provides more parking per unit of curb length than parallel parking, but it requires more
space for maneuvering thereby increasing exposure and hazard.”2 It was determined that with the available space, angle
parking would provide a net gain of 1 (one) additional parking space along Bobcaygeon Road3.
It is recommended that parallel parking on both sides of Bobcaygeon Road be maintained with a lane width of 3.5m per
lane and parking stall width of 2.8m. This cross-section allowed for the widening of the sidewalks by 0.5m.
It is also recommended that the angled parking on Bobcaygeon Road across from Peck Street be changed to parallel parking
to eliminate conflict highlighted in 4.4.4 (changed to parallel parking in Fall 2012). This would result in the loss of
approximately 2 parking spaces.
4.6.2
Additional Parking
Additional parking was considered in other locations, and the options are summarized below.
1
2
3
Option
Parallel parking on both
sides of Water Street
(one-way operation of
Water Street);
Illustrated in Figure 5.
Pros
- Ability to increase
parking;
- Potential to
double the marked
parking spaces
along Water Street.
Cons
- Requires parallel
parking on the
driver side of the
street, which is
more onerous than
parallel parking on
the passenger side
of the street.
Circulation Impact Cost
- Changes traffic
Low
circulation within
the downtown
core with one-way
operation of Water
Street
Recommendation
Preferred with
selection of oneway operation of
Water Street
Parking; Robert A. Weant and Herbert S. Levinson;1990
Parameters: parking stall angle of 60 degrees and a design vehicle (i.e. passenger car) with a length and width of 5.5m and 2m,
respectively, the length of the angled parking stalls is 5.8m meters from the curb and the stall width is 3.0m. With a lane width of
3.5m, the sidewalks are able to be widened by 0.45m. The east side of Bobcaygeon Road is approximately 75m long which will
provide a total of 25 parking spaces. After removing the 12 existing parallel parking spaces on the west side of Bobcaygeon
Road, angled parking would provide net gain of one additional parking space in the downtown core.
23
Option
Pros
Cons
Circulation Impact
Cost
Recommendation
2
Angled Parking on Water - Ability to increase - Requires one-way
Street (one-way operation parking
operation of Water
of Water Street)
Street;
- Restrictions due
to existing road
width, trees and
hydro poles;
- Angle parking
increases exposure
and hazards over
the existing parallel
parking;
- Public opposition.
- Changes traffic
circulation within
the downtown
core
Low
Not preferred
3
Angled parking on
- Gains one
Bobcaygeon Road in place additional parking
of parallel parking
space
- Angle parking
increases exposure
and hazards over
the existing parallel
parking;
- Public opposition.
- Approach to
Low
parking would
change circulation
in the downtown
core
Not Preferred
4
Parking on Fire Hall
property
- Adjacent to an
already established
parking lot;
- Potential for an
additional 30 stalls;
- Close to
downtown
amenities, Post
Office, and the
Riverwalk.
- Not available until - No impact
the fire hall is
moved to a new
location
Medium Preferred location
when available
5
Private Partnership
- Potential to
increase parking
spaces in the
downtown core
area
- Privately owned
lots
High
- Minor impact
locally
Discuss a
partnership
agreement with
local land owners.
24
4.7
Accessibility & Sidewalk Improvements
The Accessibility for Ontarians with Disabilities Act (AODA-2005) aims to ‘make Ontario accessible for people with
disabilities by 2025’ (Ministry of Community and Social Services). Accessible customer service came into effect starting
January 1, 2012. Accessibility standards apply to five areas, four of which have been made into law:
Customer service;
Employment;
Information and Communications; and
Transportation.
The fifth accessibility standard for the Built Environment will help remove barriers in buildings and outdoor spaces for
people with disabilities. The standard will only apply to new construction and extensive renovation. Work is continuing on
this standard, expected to build on the ‘Ontario Building Code’.
The Haliburton Joint Accessibility Plan states that the ‘County of Haliburton and the municipalities that it encompasses are
committed to barrier free access’ where a ‘barrier means anything that prevents a person with a disability from fully
participating in all aspects of society because of his or her disability, including:
A physical barrier;
An architectural barrier;
An information or communication barrier;
An attitudinal barrier;
A technological barrier; and
A policy or practice.
The County has identified Physical Barriers and each year identifies priorities for removal using one to five year projects.
Under the current priorities the Minden Hills Museum Buildings are to have accessible pathways constructed to Bowron
Home and Sterling Bank, with an approach being added to the School House. These buildings are located on 174
Bobcaygeon Road. Signs were erected in 2010 to alert the public to areas of concern. There are no downtown businesses
identified in the current plan.
4.7.1
Continual Sidewalk Connection
A continual sidewalk connection through Minden is recommended to improve accessibility and active transportation
opportunities. The following improvements are required to make this connection:
Create continuous sidewalk connection from Highway 35 through to Downtown Core along Bobcaygeon Road and
Water Street;
Critical in supporting safe pedestrian access to food stores and commercial resources at Highway 35;
Add sidewalk along Milne Street from Newcastle Street to Prince Street in order to create a safe and continuous
pedestrian loop between the Downtown Core on Bobcaygeon Road and the municipal parking lot and Township
offices on Milne Street as well as rear business lots;
Maintain existing mid-block connection through the downtown buildings from Bobcaygeon Road to Milne Street;
Maintain and enhance existing mid-block connection from Bobcaygeon Road to Peck Street through the Village
Green in conjunction with potential playground development and parking improvements; and
Extend sidewalk along Peck Street from Bobcaygeon Road to reinforce pedestrian connection to the potential
playground development and further to the boat launch.
25
4.7.2
Downtown Sidewalks
The existing sidewalk width in the downtown core is acceptable varying between 2.3 and 3.4m width. Road
reconstruction implemented in the Fall of 2012 included widening of the east and west side of the sidewalk by 0.5m:
Existing ‘pinch-points’ identified in this study included:
o Planter at the south west corner of Sunnybrook Bridge in front of Grill on the Gull. The clearance
here was only 0.85m which was compounded by the wide turns required for trucks and buses to
clear the intersection. The sidewalk was widened during Fall 2012 construction to reduce the
pinch-point;
Pinch point at bridge
due to planter
o
Arched metal barrier fences intrude into the pedestrian right of way; and
o
Planters at the Bobcaygeon/Newcastle intersections reduce available space where pedestrians
cross the street. Planters in front of the CIBC were removed during Fall 2012 construction.
26
Existing sidewalk on Bobcaygeon Road at Sunnybrook Bridge and Water St. showing bicycle traffic and parking
There are two frequently used mid-block pedestrian access ways from Bobcaygeon Road; one Municipally owned to Milne
Street located between two storefronts, and another privately owned to Peck Street between The Grill on the Gull and
Dominion Hotel. These access alleys have narrow widths, obstructions and uneven surfaces that limit accessibility. A third
municipally owned access, to Peck Street, is available through the Village Green.
Pedestrian connection from Bobcaygeon to Milne St.
4.7.3
Pedestrian connection from Bobcaygeon to Peck St
Storefront Accessibility
Several businesses along the Downtown Core on Bobcaygeon Road have one or more steps to the front entrance. Full
accessibility to these storefronts in the future would require ramps to be installed parallel with the storefronts with
landings in accordance with the Ontario Building Code. Standard widths are 1.5m for ramps and 1.7m for landings. While
the overall sidewalk width of 3.5m would accommodate installation of these ramps while retaining a clear width of 1.51.8m, there will be pinch-points and conflicts with existing infrastructure such as light poles and planters.
27
4.7.4
Sunnybrook Bridge
The Sunnybrook Bridge is the only vehicular connection across the Gull River from Highway 35 and downtown Minden to
many amenities including the Cultural Centre, Library, Hospital, School, shops, and restaurants. Alternative pedestrian
access across the Gull River is available from the new Logger’s Crossing Pedestrian Bridge at the terminus of the Riverwalk.
An accessible vehicle (scooter, wheelchair, stroller, etc.) requires a minimum of 760mm of clearance one-way (1.5m
minimum and 1.8m ideal for two way accessible access). The current minimum sidewalk width is only 1.1m on both sides of
the bridge. The existing condition is barely wide enough to accommodate two pedestrians crossing the bridge at one time
or one accessible vehicle and will not accommodate two accessible vehicles.
Min. 1.5m sidewalk width
Accessible 1.8m preferred
Existing Bridge Cross Section
Accessibility Requirements
Several options have been considered to alleviate the sidewalk width and traffic flow issues on Sunnybrook Bridge and they
are summarized as follows:
4.7.4.1
Evaluation and Preferred Options
Option
1
2
Widen existing
sidewalk on east side
of bridge; Maintain
existing width on
west side
Pros
- Satisfies need for
wider sidewalk
across bridge
quickly and easily
Cons
- Lessens roadway
width to 7.1m;
- Does not alleviate
turning or visibility
problems unless
Water St. is made
one-way eastbound
Widen the bridge to - Improves vehicular - Extremely costly;
three lanes including turning movements; - Major
- Provides for wider encroachment on
wider sidewalks
sidewalk and
the river bank
improved pedestrian environment
movements;
- Provides improved
visibility;
- Decreases the need
for a second crossing
of the river at an
alternate location;
- May not need to
make Water Street
one-way.
Circulation Impact
Cost
Recommendation
- Improves
Low
pedestrian
mobility;
- Slight decrease in
vehicle mobility.
Preferred along
with Water Street
one-way eastbound
- Increases both
vehicular and
pedestrian
circulation
Preferred
High
28
Option
3
4
Cantilever Sidewalk
on east side of
bridge;
Maintain existing
width on west side
Pros
- Satisfies need for
wider sidewalk
across bridge
Cons
Circulation Impact
Cost
Recommendation
- Very costly to
achieve;
- Does not address
turning and visibility
problems;
- Technically
challenging.
- Major vehicle
High
Not Preferred
movement impact
during construction
as bridge will be
reduced to one
lane for an
extended period of
time
Medium Not Preferred
Stand-alone
- Satisfies the need - Does not eliminate - No impact on
pedestrian structure for a wider sidewalk conflicts on the
present vehicular to High
existing bridge;
across the river;
and pedestrian
- Space is available to - Encroaches on the flows;
river bank
achieve;
- Increases
environment;
- Fits into the
pedestrian
- Does not address mobility.
environment.
turning and visibility
problems;
- Diverts continuous
traffic along
Bobcaygeon Road
on either side of the
bridge
There have been suggestions that replacing the existing bridge railings will improve visibility across the bridge. Replacing
the railing in its present location will not solve the visibility problem. The problem is a combination of the existing grades at
the approaches to the bridge and the railing. A more open railing could be erected but there will still be a blind spot when
the posts are aligned with the line of sight.
Preferred alternatives 1 and 2 are illustrated in plan and section in Figures 6 and 7.
29
Figure 6. Preferred Bridge Alternative 1
30
Figure 7. Preferred Bridge Alternative 2
31
5.
The Streetscape Strategy corridor extends from the Gateway Connections at Highway 35 and Bobcaygeon Road and
Highway 35 and Water Street. The Downtown Corridor extends through the Downtown Core from Bobcaygeon Road and
Newcastle Street to Bobcaygeon Road and Water Street before the Sunnybrook Bridge. The extension along Water Street
back to Highway 35 includes the Riverwalk Corridor.
5.1
Gateway Connections
The Highway 35 gateway connections are reinforced by the signage and wayfinding strategies outlined in Section 3. With
the implementation of signage, planting, and public art in the gateway areas, the character of Minden will be conveyed to
travelers and visitors.
5.2
Downtown Corridor
This area has dense shops, galleries, and restaurants. While the foundation of the
downtown environment is strong, the quality of the visual impression is deteriorating.
The visual appearance greatly influences how visitors use the area and affects their
impression of the downtown and the community as a whole. This main corridor is
occasionally closed to vehicular traffic for seasonal events and provides opportunity for
shopping, dining, entertainment and other services.
5.3
Riverwalk Corridor
The Riverwalk Corridor describes the area along Water Street between the Downtown
Looking along Bobcaygeon Road
Core at Bobcaygeon Road and the commencement of residential land use at St.
towards Water Street and
Germaine Street. The Riverwalk project has created shoreline improvements and
Sunnybrook Bridge
environment enhancement, expanded community recreational opportunities,
improved community aesthetic and image, and pedestrian linkages between
neighbourhoods and communities. These improvements provide further opportunities for enhancement of Water Street
for strengthened retail environment and reinforcement of Minden as a visitor destination area that provides shopping,
entertainment, recreation, historical and cultural education and natural areas education.
Opportunities for Improvement:
Enhancement of downtown gateway and central hub;
Emphasize connection to bridge and Gull River;
Increase density of pedestrian amenities including planting, seating, waste receptacles and bicycle racks;
o Showcase local art and history; and
Use decorative paving to delineate the pedestrian sidewalk and amenities.
5.4
Improved Pedestrian Circulation
The following improvements will increase the ease of movement throughout the community and increase the functionality
of the Village:
Sidewalks should be clear of obstructions, maintaining a minimum 1.5m wide
passageway;
1.8m clearance is preferred and ideal for accessible vehicles to pass;
Streetscape example
32
Sidewalk should be concrete surface that is slip resistant with little to no change in elevation across parking and
driveway access;
Unobstructed without unnecessary meanders around built obstacles such as mail boxes, street lights, utility poles,
seating, and street furniture;
Appropriate accessibility components and design for persons with disabilities should be integrated into the overall
pedestrian circulation system including sight assistance strips and textured edges at grade transitions and street
crossings;
Sidewalk should be distinct from vehicle lanes using curbs and decorative pavement to delineate pedestrian areas;
Provide/maintain continuity of pedestrian ways from adjacent and/or existing roadways, parking lots and
driveways;
Sidewalks can be separated from vehicular areas at intersections using decorative bollards;
Street corners may be required to incorporate curb extensions to provide increased pedestrian space; safe refuges
for pedestrians while waiting to cross the street reduces street-crossing distances; and, opportunities for street
furniture; and
Sight triangles should be kept free from visual obstructions to facilitate safe vehicle and pedestrian movement.
5.5
Decorative Pavement
Decorative pavement is implemented to unify the streetscape and define the public realm and it can include pedestrian
banding, impressed patterns, crosswalks and wayfinding. Pedestrian crosswalks can be augmented by using impressed
coloured concrete or impressed coloured asphalt treatments. The coloured concrete is the more expensive option however
the colour and pattern will last longer than the asphalt application. Concrete crosswalks in asphalt are subject to
differential settlement which may result in uneven surfaces.
Examples of imprinted crosswalks, wayfinding, banding, and impressed sidewalks
5.6
Pedestrian Amenities
The incorporation of street furniture will provide a welcoming environment for pedestrians, encouraging pedestrian
movement downtown and local shopping. Pedestrian amenities include lighting, bollards, benches, bicycle racks,
recycling/garbage bins, and planters. Signage and wayfinding is also a pedestrian amenity that is discussed in Section 3.
Many of these elements contribute to traffic calming and increase the safety of the pedestrian realm:
Street furniture should be integrated into site design as pedestrian amenities along sidewalks and pedestrian ways;
Type, location and design should be based on location, type of walkway, intended use and expected number of
people;
Furniture should be located to provide amenity while also ensuring barrier free and uncluttered visual
environment;
Using one furniture supply company throughout the Township creates a consistent aesthetic and provides
economies of scale and ease of maintenance and replacement; and
Material / Colour
o Steel
All steel elements of furniture are recommended to be black to increase visibility and reduce
visual blending with surrounding pavement and asphalt that may cause tripping hazards;
Black furniture creates a clean appearance and is easy to maintain with paint and replace as
necessary;
33
o
Slats
Black furniture that is appropriately designed has a classic heritage appeal; and
Steel should be powder coated with rust proof sealant.
Bench and receptacle slats should be a durable wood such as Ipe (dense, low maintenance
tropical wood) or wood coloured recycled plastic to provide a warmer material and softer
appearance and tie in with the community’s forestry heritage. Recycled plastic is marginally
more expensive than Ipe wood (~$150 per bench), but is more durable, has greater longevity and
is a more sustainable material source.
5.6.1 Lighting
Pedestrian oriented street lighting shall reflect the heritage of the Village with banner and planting components and create
a well-lighted space where pedestrians feel welcome and safe. The concrete light poles will be retained throughout and
updates may be considered for lamps. Signage on light pole banners should be utilized to extend the downtown image
along Bobcaygeon Road and Water Street to Highway 35.
5.6.2 Bollards
Bollards can be used to increase public safety by providing visual and physical barriers between pedestrian
and vehicular traffic.
Maglin Site Furniture – model MTB200 removable bollard (shown in adjacent photo) was
recommended in the Riverwalk Master Plan.
Maglin model MTB200 bollard
5.6.3 Benches
The incorporation of benches in the streetscape design will welcome visitors to rest, encourage
shopping and establish character for the downtown. Consistency in style and material adds to
the aesthetic of the downtown core.
Maglin Site Furniture – model HBSF bench was
recommended in the Riverwalk Master Plan; and
Adding end and centre arms is recommended for
support in getting up and down from the bench and to
deter skateboarding and lying on benches.
5.6.4 Bicycle Racks
Existing downtown bench
Maglin model HBSF bench with Ipe wood slats
Frequently placed and accessible bicycle racks are critical in supporting an active transportation
community and should be incorporated in the streetscape:
Bicycle racks should be located at play areas, parks, and trailheads, as well as along the
sidewalk where space permits;
Bicycle racks should be located to provide convenient and attractive bicycle parking
that is within 15m of primary building entrances; and
Bicycle racks can be used to incorporate public art and signage.
Existing bicycle rack at Sunnybrook Bridge
Bicycle rack art at Cultural Centre
Example of bicycle rack art
34
5.6.5 Recycling/Garbage Bins
Waste receptacles should match the overall site furniture aesthetic without being imposing. They should be conveniently
located near intersections and parking areas and visible from any point in the Downtown Core to prevent littering. Waste
receptacles should not be placed beside benches in order to separate odours and pests from pedestrians at rest.
Consideration should be given to including recycling units.
Existing waste receptacle
Example of Maglin Site Furniture Model MLWR400W-20
5.6.6 Planters
The use of planters in the streetscape enhances the aesthetic appeal of the Village, providing continuous colour and
seasonal interest to the landscape.
Hanging planters increase the vertical aesthetic and delineate a vibrant corridor;
o Hanging planters can be more difficult to maintain and water;
o Flowers in planters set on the ground are more accessible for maintenance but also more accessible for
vandalism and garbage deposition; and
Planters are easy to maintain and replace as opposed to cast in place concrete which becomes damaged and
dated.
5.6.7 Existing Concrete Planters
The existing concrete planters in the Downtown Core along Bobcaygeon Road between Newcastle Street and Water Street
are imposing features that are beginning to be worn and dated. These planters take up a significant amount of pedestrian
space and in some cases create barriers to accessibility. The planters in front of the CIBC at Bobcaygeon Road and
Newcastle Street were removed during Fall 2012 construction.
Concrete planters at Bobcaygeon Rd.and Newcastle St.
Example of moveable planter in Ajax, ON
35
Recommendations for the remaining planters are to remove and replace with moveable planters or invest in improving the
aesthetics of the planters by adding decorative stone cladding and new coping. Addition of stone cladding will increase the
size of the planters and infringement on pedestrian space. The overall size of the planters could be reduced. Bench seats
with backs could also be added to the top of the existing planter walls.
Examples of seating on stone clad walls
Rendering of concrete planter improvements
36
5.7
Cultural Heritage & Public Art
The heritage of Minden Hills is an important aspect of the community and the incorporation of public art into the landscape
provides an opportunity to highlight the local heritage and reflect the valued and important community image of the
Village:
Art installations will enliven the downtown;
Create harmony between functional program of safety and efficiency with beauty and quality;
Showcase local talent;
Artist-designed signage for pedestrian way-finding;
Murals on utility structures and buildings; and
Incorporate bike racks and kiosks.
Example of murals on Minden Post Office
Existing public art along Riverwalk
Rendering of mural adjacent to Village Green
Riverwalk public art
Public art on bridge in Thunder Bay, ON
37
6.
Downtown Parkland, Playground and Public Washroom
6.1
Site Evaluation
A formal play area or park does not exist on public property in the Downtown Core. Numerous families and visitors can
make use of a dedicated play space. A play area for children associated with the Downtown Core public realm will be a
welcome addition and help animate the area. Privately owned play equipment and parking is associated with the River
Cone adjacent to the municipally owned Orde Street gazebo.
Two municipal sites were evaluated for potential to fulfill the provision of a children’s playground and public washrooms.
The following outlines the rationale for site selection:
6.1.1 Site 1 (Preferred) – Municipal Parking Lot South of the Village Green
Accessible from existing downtown core parkland off of Bobcaygeon Road and Peck Street;
Space for intermediate play structure, swings and washroom facility;
Visibility from Bobcaygeon Road and Peck Street;
Reduced informal municipal parking area (balance of 10 spaces); and
Potential to enhance connection to Bobcaygeon Road between CIBC and the Ulinks building.
6.1.2 Site 2 – Adjacent Orde Street Gazebo
Dead end street along the Gull River with access to Bobcaygeon Road;
Existing ice cream hut and private playground equipment;
Adjacent privately owned parking lot off Bobcaygeon Road;
Does not have the traffic or visibility of Site 1; and
Potential for informal playground elements such as interpretive tunnel or climbing elements.
Site 1 is preferred and a facility fit is provided in Figure 8. The facility fit shows an intermediate playground appropriate for
ages from 5 to 12 years and a double tot and belt swing set including the outlines for required safety surface areas. The
facility fit also shows an accessible public washroom. The layout is arranged to optimize space and retain parking spaces off
Peck Street.
38
Figure 8. Playground and Public Washroom Facility
39
6.2
Playspace Design Considerations
The parking lot south of the Village Green has been identified as the preferred location for a Downtown Park and Public
Washroom. A portion of the existing gravel parking lot behind the Village Green will be lost with the addition of park
elements however formalized parking in the remaining area can result in a balance of approximately 10 spaces. Areas at
the Orde Street gazebo and along the Riverwalk can also be utilized for informal and interpretive play elements which
provide play opportunity and enhance user experience for children and caretakers. The following guidelines should be
considered for play equipment:
Provide diversity of play elements that allows for sequences of movements,
manipulation, stimulus for cognitive play, stimulus for social play and interaction,
graduated challenge;
Incorporate natural features and landscaping that provides informal play opportunities;
Include features that can be used by children with attendant adults for persons with
disabilities;
Space equipment to allow safe and comfortable traffic flow around it;
Allow for clear visibility to streets and neighbouring uses for passive surveillance;
Provide shade plantings and/or structures to protect skin exposure and provide comfort
on hot days;
Use surface treatments that provide accessibility for both playground users and those
accompanying or watching over users;
Seating scaled for young people as well as adults to allow for passive surveillance; and
Low-level pedestrian-oriented security lighting for playground use in early evening hours.
6.3
Public Washroom Design Considerations
Washroom placement and design should be chosen for easy cleaning and management, resistance to vandalism, and low
maintenance requirements. Public washrooms should be easily visible for users and passers-by. By placing public toilets in
active areas it will reduce unsafe and unwanted activity. The area around and approaching the washrooms should be as
open as possible with minimal vegetation. It is important that the public feel safe when entering, leaving and/or using the
toilet facility. The washrooms should be located in an area with high traffic and pedestrian volume, opposite or adjacent to
a building or gazebo that provides opportunity for casual surveillance, highly visible from most directions, and in close
proximity to streets, footpaths and parking areas.
40
7.
Future Development
Many elements assessed in this plan are directly related to the feasibility of development. The goal of development in
Minden is to attract more businesses, permanent residents, and opportunities for the aging population. Development
considerations include surface drainage issues, seniors/affordable housing, industrial/commercial development, and the
potential additional crossing of the Gull River. Development analysis is based on available municipal lands and potential for
acquisition. Potential development on private lands and acquisition was considered as part of this study, however is not
included in this document for privacy reasons.
7.1
Existing Drainage System
Minden is located along the Gull River where the floodplain extends into much of the developed lands. The Township has
indicated that there are drainage issues in certain areas of the Village which need to be addressed with a view to making
more land available for development. Primary areas of concern include:
All of Anson Street;
Both sides of McKnight Drive; and
The entire area bordered by Anson Street, McKnight Drive and Bobcaygeon Road.
Prior to development, the entire Minden area consisted of wetlands in the flood plain of the Gull River. Anson Street runs
parallel to and adjacent to the river and is developed on both sides with single family detached homes. There are no
ditches on the north side (river side) of Anson Street. There are open ditches along the south side of Anson Street. From
McKnight Drive, drainage on Anson Street runs easterly to Peck Street, into underground storm drains and into the Gull
River. West of McKnight Drive, drainage runs westerly along Anson Street to two outlets to the river located approximately
230 m and 390 m west of McKnight Drive.
McKnight Drive connects Anson Street and Bobcaygeon Road in a north/south direction. There are open ditches on both
sides of McKnight Drive. There is an existing cross culvert under McKnight Drive, approximately 70 meters north of
Bobcaygeon Road. This culvert forms part of the natural and manmade basin to drain the back lots in a westerly direction
to the outlets under Anson Street. At some point in time a manmade ditch, known as the “Pioneer Drain” was constructed
through the vacant lands from McKnight Drive to Anson Street. This ditch is barely visible now due to siltation, growth of
grasses and alders.
The area bounded by McKnight Drive, Anson Street and Bobcaygeon Road is one area where re-claimed lands could be used
for potential development. Past development along the bounding streets were made possible by filling and re-claiming the
lands. The remaining vacant lands are low and wet and are influenced by the water levels in the Gull River. For instance,
during the spring run-off, and other high water events, drainage is blocked or even reversed by the water level of the River.
With filling, however, the lands could be reclaimed for development.
41
7.2
Recommendations for Improved Drainage
The area under consideration is low and flat and will always be influenced to some extent by water levels in the river.
There is natural drainage to the river, however. All drainage ditches, either existing or proposed, will have minimal grades
and low rates of flow. It is therefore important that they be well graded and maintained free of obstructions. Surface
ponding may be eliminated by cutting, filling and re-grading where necessary and practical. Property ownership is a barrier
to addressing drainage issues, as all the lands, except the Municipal Road Allowances, are privately owned.
The following recommendations are provided to mitigate the existing drainage issues in the area as shown in Figure 9:
The old “Pioneer Drain” through the vacant lands should be rehabilitated. In order to do this, however, an easement or
purchase of land will be required to accommodate the ditch and provide access for future maintenance. Construction
of the drain will involve clearing the land, excavating a flat bottomed drain with shallow side slopes and stabilizing it
with geotextile cloth and rip-rap stone. This will not only provide a stable ditch but also one that is well defined and
maintained. The ditch will then form the basis for draining any land filling to accommodate potential development;
In addition to restoring the “Pioneer Drain”, another culvert crossing McKnight Drive is recommended at the back of
the lots on Anson Street. This culvert can outlet into and be part of the “Pioneer Drain” to provide improved drainage
at the intersection of Anson Street and McKnight Drive and the surrounding area;
Existing ditches along the streets should be cleaned out and re-graded where necessary to provide free flow conditions;
Existing entrance and cross culverts should be flushed and cleaned of silting to ensure they work at optimum capacity;
The storm pipes and maintenance holes on Peck Street should be flushed on a regular basis (about every 5 years) to
maintain them free and working at optimum capacity;
Additional ditching and storm drains may be required in some areas to accommodate problem surface drainage areas;
and
A drainage study of the area should be carried out, obtaining specific elevations and detailing proposed ditch grades, in
order to tie the entire system together and ensure it works as efficiently as possible. As part of the drainage study, an
Environmental Impact Study (EIS) should be completed by a specialist ecologist. The EIS should consider the aquatic
and terrestrial environments and include background information review, Species At Risk screening, impact
assessment, development/construction mitigation measures and report. The Drainage Act should be consulted.
42
Figure 9. Proposed Drainage Improvements
43
7.3
Seniors/Affordable Housing
Seniors and/or affordable housing are a requirement for supporting increased permanent populations within Minden.
Ideally these sites are within walking distance to the Downtown Core and services such as the hospital and school. The
following municipally owned properties have been identified as potential locations for seniors/affordable housing with pros
and cons listed. The locations of these two sites are shown in Figure 10. Potential development sites on private property
are not identified in this plan.
7.3.1 Site No 1 – End of Stouffer Street, Adjacent to the Arena Parking Lot
Municipally owned lands;
Set in a residential neighbourhood;
Serviceable with Municipal Water and Sanitary;
Space for multiple units;
Less than 15 minute walk to Downtown Core;
Outside of floodplain for development;
Access to Parkside Drive and Stouffer Street; and
Close to Library, Cultural Centre, Arena, Municipal Hall, Tennis Courts, Baseball Diamonds, Wetland Boardwalk,
Riverwalk trail, and School.
7.3.2 Site No 2 – Prince Street between Milne and St. Germaine
Existing Fire Hall site;
Adjacent municipal parking lot;
Close to downtown;
Minimal on-site parking; and
Unavailable until Fire Hall is relocated.
7.4
Industrial/Commercial Development
The Township has identified a need for space for a commercial/industrial park, located in such an area so that trucks don’t
travel through the downtown business area. One site has been identified on Municipally owned property and shown on
Figure 10. It is a 1.2 ha (3 acre) parcel of land bounded by Lyons Street, Newcastle Street, Highway 35 and an internal
creek.
7.4.1 Site No 1 – Lyons Street, Newcastle Street and Highway 35
There are some advantages to the site as follows:
Established industrial park with vacancies;
Serviceable with municipal water and sanitary sewers;
Access to Prince Street by way of Lyons Street;
Bounded by commercial development on Highway 35 and Booth Crescent;
Separated from main business area; and
Suitable for light industrial or non-retail commercial uses.
Some of the disadvantages, however, are as follows:
It is quite small at just over 1 ha in size;
Servicing costs would be high in relation to the amount of space available for development;
Storm water management facilities will encroach on the amount of space available for development;
44
There may be environmental issues (i.e. setbacks) associated with the creek bounding the property, further limiting
development space;
The land is low and would require filling;
Although there is highway access by way of Booth Crescent, Prince Street and Lyons Street, the route is not commercial
vehicle friendly;
It is unlikely that direct access from Highway 35 would be granted by M.T.O.;
There are limited possibilities for the site but potential non-retail commercial users may include a car wash, small
engine repair shop, woodworking outlet, auto-repair, courier office, etc.; and
The site is not suitably located for retail-commercial development such as new LCBO or Beer Store due to limited
highway exposure.
There are better sites in the area for a commercial/industrial park and these should be explored if they become available.
The following is suggested criteria in choosing a future site:
Is or can be suitably zoned;
Compatible with surrounding development(s);
Serviceable with municipal water and sanitary facilities;
Direct highway and/or arterial road exposure;
Suitable size for development and expansion with a variety of uses;
Quality of land and terrain for development (eg. high, dry, flat, no rock, etc.);
Minimum of environmental concerns;
Highly visibility; and
Attractive to cornerstone retail users such as the LCBO or Beer Store.
In conclusion, we feel the existing site is too small to attract significant commercial/industrial development. The cost per
lot of servicing the lands will be high considering it may be only capable of supporting 3 to 5 small to medium sized lots.
45
Figure 10. Development Areas
46
7.5
Additional Crossing of the Gull River
The economic benefits that might be realized by the construction of a second bridge at this time are, for all practical
purposes, limited to the construction of the bridge. There are no immediately identifiable ‘Development Lands’ on the
north side of the Gull River that stand to gain by the construction of an additional crossing. The diversion of traffic away
from the existing bridge might reduce traffic congestion in the Village Centre, but this gain might be more than offset by the
adverse impact on the patronage of businesses in the core area and along its connecting routes.
The present focus might reasonably be on improving the flow of traffic and pedestrian movement in, and through the
Downtown Core. Initiatives might include:
Co-operative development of public parking lots on private lands which will serve to optimize space, reinforce a
sense of common/public space, improve pedestrian access to businesses, increase public safety, improve
stormwater management and enhance the visual aesthetic;
Improved signage;
Creating rest areas for pedestrians through streetscape and parkland improvements
Widening the sidewalk on the existing bridge; and
Implementation of traffic control measures detailed in this report.
The location of a second bridge should be established through a Class Environmental Assessment (Class EA). Until such
time as a Class EA is completed, the most probable locations identified through engineering analysis should be identified in
the Official Plan, so regard may be had to the possibility of a bridge at each identified location when development plans on
adjacent or nearby lands are brought forward. It is through the Class EA process that the preferred location for a second
bridge in conjunction with possible upgrades to the Sunnybrook Bridge will ultimately be determined. The Class EA process
demands a comprehensive evaluation of alternative sites and will consider such matters as the anticipated economic
impacts associated with each of the options. Widening of the existing bridge may be considered in the future.
47
Implementation Plan
8.
The following table outlines key project elements and action items from the Master Plan. The table includes estimated costs in 2013 dollars including engineering, design and construction plus it includes priorities that were established based on
comments from the Township, Committee and public.
Type
Location
Description
Estimated Cost
Project Duration
Priority
Incl. Engineering
Target
Status
Date Completed
Implementation Year
(2013 $’s)
Short-Term
Community Gateway Signage at Highway 35 and Bobcaygeon
Infrastructure
Road and Water Street
Gateway Signage
Variable Message Gateway Signage (Canadian Tire Entrance)
Variable Message Gateway Signage
Corridor Connection
Corridor Light Pole Banners
Downtown Core Wayfinding
Wayfinding Signage (village maps, directional signage,
$80,000.00 (2 signs) 4 months
High
$60,000.00 2 months
Medium
$250.00 - $1000.00 ea. 2 months
Medium
$70,000.00 4 months
Medium
information kiosks)
Downtown Core Pedestrian Amenities
Bollards
$2000.00 ea. 1 month
High
Benches – Ipe wood
$1300.00 ea. 1 month
High
Benches – Recycled Plastic
$1500.00 ea. 1 month
High
Bicycle racks
$1200.00 ea. 1 month
High
Recycling/Garbage Bins
$1000.00 ea. 1 month
High
$1000.00 – $2500.00 ea. 1 month
High
Removable Planters (36 – 48” diameter)
Downtown Core Crosswalks
Decorative Crosswalks (Coloured Concrete)
Decorative Crosswalks
$10000.00 ea. 2 months
Medium
$5000.00 ea. 2 months
Medium
(Streetprint impressed coloured asphalt)
Downtown Core Sidewalks
Decorative Concrete Banding
Sunnybrook Bridge
Bobcaygeon Road
part of sidewalk cost
2 months
Low
Sidewalk Widening East Side
$ 75,000.00 6 months
High
Sidewalk Construction
$40,000.00 1 month
High
Bobcaygeon Road
$87,000.00 1 month
High
Animal Hospital to Peck Street
(Included in 2013 Capital Construction)
Peck Street
$29,000.00 1 month
Low
$20,000.00 1 month
Low
Greens, Peck Street to Existing
$8,000.00 1 month
Low
Water Street
$23,000.00 1 month
High
$26,000.00 1 month
Medium
$29,000.00 1 month
Medium
$38,000.00 1 month
Medium
Highway 35 to the Animal Hospital
Bobcaygeon Road to the Greens
Peck Street
Greens to the Boat Launch Ramp
Bobcaygeon Road to Prince Street
Milne Street
Prince Street to Newcastle Street
Pritchard Lane
Milne Street to St. Germaine Street
St. Germaine Street
Water Street to Newcastle Street
Water Street
Reconstruction
Bobcaygeon Road to St. Germaine Street
(For One Way Operation)
Pritchard Lane
Reconstruction, Curbs, Paving
$350,000.00 6 months
High
$100,000.00 4 months
Medium
Milne Street to St. Germaine Street
Various (St. Germaine and Newcastle, St. Germaine and
4-Way Stop
minimal
1 month
High
Princes St.)
48
Type
Location
Estimated Cost
Description
Project Duration
Priority
Target
Status
Date Completed
Implementation Year
Incl. Engineering
(2013 $’s)
Long-Term
Stouffer Street
Road and Sidewalk Construction
Infrastructure
Candace Street to Parkside Street
(Access to Seniors Housing)
Stouffer Street Extension & Housing
Seniors/Affordable Housing & Infrastructure
$400,000.00 1 year
Low
$4,000,000.00 3 years
Low
Bobcaygeon Road/Newcastle Street/Milne Street Intersection
Automatic Traffic Signals
$200,000.00 6 months
High
Village Green
Playground Equipment & Swings
$120,000.00 4 months
Medium
$200,000.00 8 months
Medium
(including safety surfacing and curbing)
Village Green
Public Washroom
(including servicing)
McKnight Street and Anson Street
Drainage Improvement Study
$20,000.00 2 months
High
Legal Survey, Land Acquisition/Easement (Pioneer Drain)
$10,000.00 3 months
High
Rehabilitate the Pioneer Drain and Other Drainage
$150,000.00 2 months
High
$100,000.00 1 year
Low
Improvements
Sunnybrook Bridge
Municipal Class Environmental Assessment
Sunnybrook Bridge
Widening to 3 Lanes
$1,750,000.00 1 year
Low
Additional Gull River Crossing
New Bridge and Municipal Class Environmental
$3,000,000.00 3 years
Low
Assessment
Various
Parking Improvements
$90,000.00 1 year
Medium
(Parallel on Water Street, Geometric Improvements, Private
Partnership etc.)
49
Preferred Manufacturers and Suppliers
The following source information is provided as a guideline for commonly used manufacturers and suppliers at the time of this plan. The list is subject to change by the Township at any time.
Site Furniture (benches, bollards, bike racks, planters, waste receptacles, etc.)
Maglin Site Furniture
27 Bysham Park Drive, Woodstock, ON, N4T 1P1
Phone: 1.800.716.5506, Fax: 1.877.260.9393
[email protected] ; www.maglin.com
Landscapeforms
Phone: 416.968.6655, Fax: 416.968.1944
[email protected] ; www.landscapeforms.com
Trystan Site Furnishings
1302 Swan Street, Ayr, ON, N0B 1E0
Phone: 1.877.348.5845, Fax: 519.632.8271
[email protected]; www.trystanproducts.com
Playground Equipment
The Township can include design criteria in a Request for Quotation and thereby control selection and approval of play equipment. The manufacturer would therefore supply product detail, specifications, supply and installation.
ABC Recreation Ltd.
P.O.Box 21009, Paris, ON N3L 4A5
Phone: 1.519.442.7900, Toll Free: 1.800.267.5753, Fax: 1.519.442.7378
[email protected]
Henderson Recreation – Commercial Playground Equipment
P.O.Box 68, 11 Gilbertson Drive, Simcoe, ON, N3Y 4K8
Phone: 800.265.5462 x 1, Fax: 519.426.1132
[email protected]; www.hendersonplay.ca
PlayPower LT Canada, Inc
Little Tikes Commercial Play Equipment and Miracle Recreation
P.O. Box 125, Paris, ON, N3L 3E7
Phone: 800.265.9953, Fax: 519.442.8200
www.littletikescommercial.com and www.miracle-recreation.com
Active Playground Equipment (APE) Canada
124 Kendall Street, Pt. Edward, ON, N7V 4G5
Phone: 800.463.2361, Fax: 519.337.3444
[email protected] ; www.apeplayground.com
Public Washroom Buildings
Hy-Grade Precast Concrete
2411 First Street, St. Catharines, ON, L2R 6P7
Phone: 800.229.8568, Fax: 905.684.8560
[email protected]; www.hygradeprecast.com/mudular_buildings_restroom.asp
50

Village of Minden Hills Master Plan

Transcription

Similar documents

Save on Parking Expenses with TransitChek

Scanned Document - Covenant Health

Ref: SB0160 Sun and Mountains Near the Sea, Busot Alicante

Ah-Nab-Awen Park - City of Grand Rapids

Directions to UCSD Extension K-12 Facility Located at: 6256

BRP Flyer - III_13-ENG.indd

2001 4118 Dawson Street, Burnaby

Flämingstrasse

AA Map - Mother`s Day 5K