Seven towers proposed near Promenade Mall in Vaughan Residents worry plans too dense; project stirs issues over rapid transit
By Todd Aalgaard in the Thornhill Post August 2016
Following rumours reported in May surrounding Yogen Früz owners’ (the Serruya brothers) possible purchase of Thornhill’s Promenade mall, comes a new proposal for the lands northeast of the shopping centre.
The plan proposed by the Torgan Group includes seven residential apartment buildings, each 27 storeys in height, and two low-rise commercial structures, a three-storey parking garage and three levels of underground parking with a total of 2,397 parking spaces. The lands are designated as highrise mixed-use according to the City of Vaughan’s official plan.
The project’s density has Thornhill community members concerned, including Alan Shefman, councillor for Ward 5.
“The Centre-Bathurst area is already the most densely populated location in York Region. It is time to move some of the density to other areas, such as Yonge and Steeles,” said Shefman.
But Shefman’s opposition to the project conflicts with his backing of rapid transit, said Josh Martow of the Beverly Glen Ratepayers Association. “In supporting the [York Region Transit’s] rapidway, you are supporting the extra density just through the fact that the rapidway is often cited as justification for the density by the OMB,” said Martow.
Proposals such as the redevelopment of the Sobeys Plaza at Clark Avenue and Hilda Avenue and the approved condominium development at Bathurst Street and Beverly Glen Boulevard, both in Thornhill, are proof of this, said Martow.
Access to transit is chief among the justifications for the development of the lands, said Sam Cohen, general manager of the Torgan Group.
But even so, the Torgan Group is working with Coun. Shefman to address the needs of the neighbourhood and arrange a public consultation, said Cohen.
“Residents don’t necessarily want to see intense density in the area, but it’s sort of being forced upon them by higher powers,” said Martow.
The plan proposed by the Torgan Group includes seven residential apartment buildings, each 27 storeys in height, and two low-rise commercial structures, a three-storey parking garage and three levels of underground parking with a total of 2,397 parking spaces. The lands are designated as highrise mixed-use according to the City of Vaughan’s official plan.
The project’s density has Thornhill community members concerned, including Alan Shefman, councillor for Ward 5.
“The Centre-Bathurst area is already the most densely populated location in York Region. It is time to move some of the density to other areas, such as Yonge and Steeles,” said Shefman.
But Shefman’s opposition to the project conflicts with his backing of rapid transit, said Josh Martow of the Beverly Glen Ratepayers Association. “In supporting the [York Region Transit’s] rapidway, you are supporting the extra density just through the fact that the rapidway is often cited as justification for the density by the OMB,” said Martow.
Proposals such as the redevelopment of the Sobeys Plaza at Clark Avenue and Hilda Avenue and the approved condominium development at Bathurst Street and Beverly Glen Boulevard, both in Thornhill, are proof of this, said Martow.
Access to transit is chief among the justifications for the development of the lands, said Sam Cohen, general manager of the Torgan Group.
But even so, the Torgan Group is working with Coun. Shefman to address the needs of the neighbourhood and arrange a public consultation, said Cohen.
“Residents don’t necessarily want to see intense density in the area, but it’s sort of being forced upon them by higher powers,” said Martow.
56 townhomes proposed for Thornhill by Justin Lee in Thornhill Post October 2016
New plans for a 56-townhouse development on the site of 7803 and 7815 Dufferin St. in Thornhill, submitted by Weston Consulting to Vaughan City Council in June, have some residents hoping it could help keep highrise projects in the area at bay.
With the vivaNext rapidway being built just south of the proposed project, the Dufferin Street and Centre Street area is poised for high-density development.
“Most important to the residents in the area, though, is the fact that, if the townhomes are approved, the risk of more intense development is reduced,” said Josh Martow, president of Beverly Glen Ratepayers Association.
For Alan Shefman, councillor for Ward 5, the project has both pros and cons that need to be considered.
“This development, if it should be allowed to go forward will restrict that sort of expansive development at that corner,” he said
“I’m not saying I’m for or against it, but my preference is that [the developer] holds off until we’ve completed our secondary plan to see how that fits into the overall vision for that intersection area,” said Shefman.
Weston Consulting held an open house in June for residents, local businesses and other stakeholders to offer their input about the project.
Joe Greco, owner of the nearby Concord Food Centre, is encouraged by the proposed plan’s potential impact on the area and particularily his own business.
“VivaNext is building a rapidway down the middle of Centre Street, which will create a situation where … no one going east on Centre Street will be able to turn in to our property, and leaving the store they will only be able to go westbound,” said Greco.
“This townhouse development would provide some additional customers to our store and plaza as they could walk there,” said Greco.
Weston Consulting was unavailable for comment at press time.
With the vivaNext rapidway being built just south of the proposed project, the Dufferin Street and Centre Street area is poised for high-density development.
“Most important to the residents in the area, though, is the fact that, if the townhomes are approved, the risk of more intense development is reduced,” said Josh Martow, president of Beverly Glen Ratepayers Association.
For Alan Shefman, councillor for Ward 5, the project has both pros and cons that need to be considered.
“This development, if it should be allowed to go forward will restrict that sort of expansive development at that corner,” he said
“I’m not saying I’m for or against it, but my preference is that [the developer] holds off until we’ve completed our secondary plan to see how that fits into the overall vision for that intersection area,” said Shefman.
Weston Consulting held an open house in June for residents, local businesses and other stakeholders to offer their input about the project.
Joe Greco, owner of the nearby Concord Food Centre, is encouraged by the proposed plan’s potential impact on the area and particularily his own business.
“VivaNext is building a rapidway down the middle of Centre Street, which will create a situation where … no one going east on Centre Street will be able to turn in to our property, and leaving the store they will only be able to go westbound,” said Greco.
“This townhouse development would provide some additional customers to our store and plaza as they could walk there,” said Greco.
Weston Consulting was unavailable for comment at press time.
Opposition won’t derail Centre Street rapidways - Thornhill Liberal - By Sean Pearce - Dec 14, 2012
The Viva rapidway may be in for a rough ride through some parts
of Vaughan if a recent public open house serves as any
indication.
A recent information session at the Vaughan City Playhouse, the
second of two held that week, gave those curious about the Hwy. 7 rapidway project an opportunity to see what
York Region Transit/Viva has planned for the route. It attracted a sizeable
crowd.
However, many of those who came out did so to voice their
objections to the routing of one particular section of the rapidway, which will
see the bus-only centre lanes turn south down Bathurst Street before heading
west across Centre Street in order to re-join Hwy. 7.
Clare Ozier lives in the Bathurst and Centre area and is among
those deeply concerned about how the rapidway will impact her neighbourhood and
the local business community. With the exception of the Promenade Mall, the
businesses in the vicinity serve primarily adjacent residents, she said,
explaining the removal of mid-block turning will make it difficult for people to
access nearby shops.
“I don’t want to have to drive a kilometre-and-a-half out of my
way to make a U-turn to buy grapes,” she said, adding she couldn’t imagine who
would. “What’s going to happen to all of the businesses
here?”
Bathurst and Centre is a typical suburban neighbourhood and
ill-equipped to deal with the traffic congestion, dirt and noise that will come
during and after construction of the rapidway, Ms Ozier said. The most
frustrating part is the illusion that residents have a say on the region’s plan,
she said, when, in truth, it’s already a “done deal”.
That sentiment was echoed by several others at the
meeting.
For Beverley Glen Ratepayers Association president Gila Martow,
the issue isn’t whether or not more rapid transit is required in the region.
More is needed, she said, but the focus and funding should be put toward new
north and south travel routes, such as the Yonge subway
extension.
If an east and west rapidway is truly needed, it should stay on
Hwy. 7.
Either way, neither transit nor traffic will be going anywhere
fast if municipalities don’t curtail development that makes it easy for people
to choose a car over other options, Ms Martow said.
Despite the opposition, Ward 5 Councillor Alan Shefman said the
region is on the right track. Rapid transit needs to be where there’s demand for
it, he said, so, given that criteria, Bathurst and Centre is absolutely the
right place.
Many of the concerns voiced seem to be from people who aren’t
necessarily against rapid transit, but who simply don’t want it in their
neighbourhood, Mr. Shefman said. People need to understand the rapidway is
important for the city’s future, he said.
“Building transit isn’t just about today,” Mr. Shefman said. “If
our previous leaders had any vision at all, they would have put transit all over
the GTA, but they didn’t and now we’re paying the price.
“I don’t want people to say we blew it, too, one
day.”
The environmental assessment phase of the project had an
extensive public consultation component, York Region Rapid Transit Corp.
spokesperson Dale Albers said, explaining that keeping the rapidway solely on
Hwy. 7 was considered, but ultimately shelved in favour of the current routing
due to the projected demand, shopping and other draws in the area. In any case,
the opportunity to shift the route has passed, he said.
“The purpose of the open house was to show people how we’ll be
implementing construction,” Mr. Albers said.
In any case, Mr. Albers reiterated that no lanes would be
removed as a result of the rapidway. He also stressed that any disruptions to
traffic or businesses during construction of the rapidway in the area would be
kept to a minimum.
When completed, Viva’s Hwy. 7 rapidway will stretch from one end
of the region to the other.
Construction on the rapidway sections between Yonge and Warden
Avenue in Markham and from Edgeley Boulevard to Bowes Road in Vaughan is under
way and is expected to wrap up in 2014 and 2016, respectively. The work from
Bowes to Yonge and Helen to Edgeley is expected to begin in 2015 and will be
completed by some point during 2018.
of Vaughan if a recent public open house serves as any
indication.
A recent information session at the Vaughan City Playhouse, the
second of two held that week, gave those curious about the Hwy. 7 rapidway project an opportunity to see what
York Region Transit/Viva has planned for the route. It attracted a sizeable
crowd.
However, many of those who came out did so to voice their
objections to the routing of one particular section of the rapidway, which will
see the bus-only centre lanes turn south down Bathurst Street before heading
west across Centre Street in order to re-join Hwy. 7.
Clare Ozier lives in the Bathurst and Centre area and is among
those deeply concerned about how the rapidway will impact her neighbourhood and
the local business community. With the exception of the Promenade Mall, the
businesses in the vicinity serve primarily adjacent residents, she said,
explaining the removal of mid-block turning will make it difficult for people to
access nearby shops.
“I don’t want to have to drive a kilometre-and-a-half out of my
way to make a U-turn to buy grapes,” she said, adding she couldn’t imagine who
would. “What’s going to happen to all of the businesses
here?”
Bathurst and Centre is a typical suburban neighbourhood and
ill-equipped to deal with the traffic congestion, dirt and noise that will come
during and after construction of the rapidway, Ms Ozier said. The most
frustrating part is the illusion that residents have a say on the region’s plan,
she said, when, in truth, it’s already a “done deal”.
That sentiment was echoed by several others at the
meeting.
For Beverley Glen Ratepayers Association president Gila Martow,
the issue isn’t whether or not more rapid transit is required in the region.
More is needed, she said, but the focus and funding should be put toward new
north and south travel routes, such as the Yonge subway
extension.
If an east and west rapidway is truly needed, it should stay on
Hwy. 7.
Either way, neither transit nor traffic will be going anywhere
fast if municipalities don’t curtail development that makes it easy for people
to choose a car over other options, Ms Martow said.
Despite the opposition, Ward 5 Councillor Alan Shefman said the
region is on the right track. Rapid transit needs to be where there’s demand for
it, he said, so, given that criteria, Bathurst and Centre is absolutely the
right place.
Many of the concerns voiced seem to be from people who aren’t
necessarily against rapid transit, but who simply don’t want it in their
neighbourhood, Mr. Shefman said. People need to understand the rapidway is
important for the city’s future, he said.
“Building transit isn’t just about today,” Mr. Shefman said. “If
our previous leaders had any vision at all, they would have put transit all over
the GTA, but they didn’t and now we’re paying the price.
“I don’t want people to say we blew it, too, one
day.”
The environmental assessment phase of the project had an
extensive public consultation component, York Region Rapid Transit Corp.
spokesperson Dale Albers said, explaining that keeping the rapidway solely on
Hwy. 7 was considered, but ultimately shelved in favour of the current routing
due to the projected demand, shopping and other draws in the area. In any case,
the opportunity to shift the route has passed, he said.
“The purpose of the open house was to show people how we’ll be
implementing construction,” Mr. Albers said.
In any case, Mr. Albers reiterated that no lanes would be
removed as a result of the rapidway. He also stressed that any disruptions to
traffic or businesses during construction of the rapidway in the area would be
kept to a minimum.
When completed, Viva’s Hwy. 7 rapidway will stretch from one end
of the region to the other.
Construction on the rapidway sections between Yonge and Warden
Avenue in Markham and from Edgeley Boulevard to Bowes Road in Vaughan is under
way and is expected to wrap up in 2014 and 2016, respectively. The work from
Bowes to Yonge and Helen to Edgeley is expected to begin in 2015 and will be
completed by some point during 2018.
Join the Beverley Glen Ratepayers Association - June 23, 2011 in Shalom Toronto
Driving north of Center St on Dufferin a few years ago, I turned right unto King High Drive to be met by wooden posts barring the entrance. This sudden conversion of an access street into a private cul de sac grabbed my interest. At a Vaughan Council meeting to address the neighbourhood’s concerns I learned of the influence of neighbourhood ratepayer associations since the closure had been supported by our very own Beverly Glen Ratepayers Association.
Each city is divided into regions called Wards which are further divided into boundaries for ratepayers associations – the term ratepayer applies to anyone paying municipal taxes. The associations must follow some city guidelines, include all residents as members, register a constitution, notify the neighbourhood of executive elections and register the executive board with the city.
I am reminded of the adage “united we stand, divided we fall.” By creating neighbourhood groups to work together on issues of importance to the entire neighbourhood we create a stronger voice. By further creating committees to focus on specific issues as well as designating residents to attend city council meetings we maximize efficiency.
As the recently elected president of the Beverly Glen Ratepayers Association, I would like to personally invite all residents in the area bounded by Center/Dufferin/Hwy 407/ Bathurst/ New Westminster to join (no charge!) by emailing me at [email protected] . If you are outside these boundaries, I would be happy to assist you in locating the representatives of your neighbourhood’s association.
While Ratepayer Association elections are independent of municipal elections and the elected officers, municipal committees are closely tied to municipal politics. Following each municipal election, residents can apply to their city to be instated on one of the many committees headed up by council members. Committees vary from city to city and several compensate residents for their time.
Most cities offer a variety of municipal committees focusing on issues relating to preserving heritage buildings, accessibility for disabled residents, as well as libraries. The two most coveted committees are the Committee of Adjustments and the Committee of Standards, which receive with hundreds of applications a year – many dealing with exemptions from zoning bylaws. The committee rulings are called “discussions” and are available on public record. If fact, the Committee of Adjustments in Vaughan and Richmond Hill are so busy that they each employ a full time staff person as the Secretary/Treasurer.
You don’t need to be on a municipal committee or serve on the board of your local ratepayers association to be involved. Represent your interests by watching for notices in your neighbourhood advising changes that may adversely affect your quality of life. Advise the necessary community representatives and consider a phone call or email to your local city council member. Local papers, such as this one often advise of upcoming council meeting that may interest you – consider attending and sign up before the meeting with the clerk to voice your concerns by giving a deputation.
Be proactive. Get involved. Don’t wait for a final ruling that you disagree with when your only recourse might be to hire a lawyer to take your concerns to the Ontario Municipal Board.
By Gila Martow www.gilamartow.ca www.alltalktv.com Choose "Gila & Guests" to watch past episodes
Each city is divided into regions called Wards which are further divided into boundaries for ratepayers associations – the term ratepayer applies to anyone paying municipal taxes. The associations must follow some city guidelines, include all residents as members, register a constitution, notify the neighbourhood of executive elections and register the executive board with the city.
I am reminded of the adage “united we stand, divided we fall.” By creating neighbourhood groups to work together on issues of importance to the entire neighbourhood we create a stronger voice. By further creating committees to focus on specific issues as well as designating residents to attend city council meetings we maximize efficiency.
As the recently elected president of the Beverly Glen Ratepayers Association, I would like to personally invite all residents in the area bounded by Center/Dufferin/Hwy 407/ Bathurst/ New Westminster to join (no charge!) by emailing me at [email protected] . If you are outside these boundaries, I would be happy to assist you in locating the representatives of your neighbourhood’s association.
While Ratepayer Association elections are independent of municipal elections and the elected officers, municipal committees are closely tied to municipal politics. Following each municipal election, residents can apply to their city to be instated on one of the many committees headed up by council members. Committees vary from city to city and several compensate residents for their time.
Most cities offer a variety of municipal committees focusing on issues relating to preserving heritage buildings, accessibility for disabled residents, as well as libraries. The two most coveted committees are the Committee of Adjustments and the Committee of Standards, which receive with hundreds of applications a year – many dealing with exemptions from zoning bylaws. The committee rulings are called “discussions” and are available on public record. If fact, the Committee of Adjustments in Vaughan and Richmond Hill are so busy that they each employ a full time staff person as the Secretary/Treasurer.
You don’t need to be on a municipal committee or serve on the board of your local ratepayers association to be involved. Represent your interests by watching for notices in your neighbourhood advising changes that may adversely affect your quality of life. Advise the necessary community representatives and consider a phone call or email to your local city council member. Local papers, such as this one often advise of upcoming council meeting that may interest you – consider attending and sign up before the meeting with the clerk to voice your concerns by giving a deputation.
Be proactive. Get involved. Don’t wait for a final ruling that you disagree with when your only recourse might be to hire a lawyer to take your concerns to the Ontario Municipal Board.
By Gila Martow www.gilamartow.ca www.alltalktv.com Choose "Gila & Guests" to watch past episodes
http://www.shalomlife.com/news/15582/ratepayer-associations-empower-residents/#
Gridlock Locks Us In
Published in Thornhill and Richmond Hill Liberal
In the mid 1990’s I attended my husband’s conference in the Huntsville area where I joined a group of wives on a patio. Asked where I lived by one of the women I answered “Thornhill, north of Toronto.” A woman from Toronto tittered “Gila, I have to tell you the truth. In Toronto, we make fun of people who live in Thornhill.” With no hesitation I answered, “Great, you need something to talk about when you’re sitting in all that traffic!” Recently, I’ve found that more and more often I’m the one sitting in traffic - envious of those who live in areas free of gridlock.
Development in York Region threatens to bring still more cars to neighbourhoods where few of us use public transit to travel within our communities. Even with improvements to our traffic infrastructure and transit systems, the increased traffic will continue to erode our suburban quality of life. I suggest that we make 2011 the year we get motivated and look at ways to reduce congestion.
Single-drive vehicles are the norm and the empty carpool lanes on Dufferin suggest that most of us are unwilling, or unable, to carpool. Since my husband and I work in the same office we are able to carpool, but few of us live quite that close to our co-workers. For those who do carpool, a lack of carpool lanes means the commute time is not reduced – shared costs and company for the drive are inadequate incentives.
Work schedules must consider the employee’s needs, family life, as well as the commute.
When considering employment in and around the GTA area, job schedule flexibility and commute have become an increasingly important consideration for all employees. We have seen that staggered work hours have resulted in heavy traffic even outside the standard rush hours. How much earlier or later can we reasonably expect people to travel? Since many commuters have young families, deviating from the 9-5 work schedule is not always an option.
Shift work is available to those who work in round-the-clock industries and essential services. Even those with young families can manage if the spouses are scheduled in opposite shifts. The parent getting the kids off to school would take the late employment shift while their partner in the early shift is home in time to take over after school. Shift work encourages non-rush hour commutes while tag-team parenting reduces babysitting fees.
Depending on the type of work we do, a condensed work week may be considered. By extending our hours each day while shortening our lunch hour, many of us could potentially condense a 5 day work schedule into 4 days. The reward is two saved commutes for the employee. It may mean a minor reduction in hours and salary for the employee and a reworking of staffing schedules by the employer, but this is something that would reduce commute time
With the explosive use of technology perhaps more employers should be convinced to allow some of us to work from home a day or two a week. If meetings and person-to-person interaction are compressed to specific days of the week, employees would be able to work from home on a part-time basis. If even 5% of us could work from home one day a week, thousands of cars would be removed from our roads each work day.
Now that we have learned so well to Reduce, Reuse and Recycle we must educate ourselves to look at our cars and find ways to Reduce, Reduce and Reduce!
Dr Gila Martow is an Optometrist who lives and works in York Region.
In the mid 1990’s I attended my husband’s conference in the Huntsville area where I joined a group of wives on a patio. Asked where I lived by one of the women I answered “Thornhill, north of Toronto.” A woman from Toronto tittered “Gila, I have to tell you the truth. In Toronto, we make fun of people who live in Thornhill.” With no hesitation I answered, “Great, you need something to talk about when you’re sitting in all that traffic!” Recently, I’ve found that more and more often I’m the one sitting in traffic - envious of those who live in areas free of gridlock.
Development in York Region threatens to bring still more cars to neighbourhoods where few of us use public transit to travel within our communities. Even with improvements to our traffic infrastructure and transit systems, the increased traffic will continue to erode our suburban quality of life. I suggest that we make 2011 the year we get motivated and look at ways to reduce congestion.
Single-drive vehicles are the norm and the empty carpool lanes on Dufferin suggest that most of us are unwilling, or unable, to carpool. Since my husband and I work in the same office we are able to carpool, but few of us live quite that close to our co-workers. For those who do carpool, a lack of carpool lanes means the commute time is not reduced – shared costs and company for the drive are inadequate incentives.
Work schedules must consider the employee’s needs, family life, as well as the commute.
When considering employment in and around the GTA area, job schedule flexibility and commute have become an increasingly important consideration for all employees. We have seen that staggered work hours have resulted in heavy traffic even outside the standard rush hours. How much earlier or later can we reasonably expect people to travel? Since many commuters have young families, deviating from the 9-5 work schedule is not always an option.
Shift work is available to those who work in round-the-clock industries and essential services. Even those with young families can manage if the spouses are scheduled in opposite shifts. The parent getting the kids off to school would take the late employment shift while their partner in the early shift is home in time to take over after school. Shift work encourages non-rush hour commutes while tag-team parenting reduces babysitting fees.
Depending on the type of work we do, a condensed work week may be considered. By extending our hours each day while shortening our lunch hour, many of us could potentially condense a 5 day work schedule into 4 days. The reward is two saved commutes for the employee. It may mean a minor reduction in hours and salary for the employee and a reworking of staffing schedules by the employer, but this is something that would reduce commute time
With the explosive use of technology perhaps more employers should be convinced to allow some of us to work from home a day or two a week. If meetings and person-to-person interaction are compressed to specific days of the week, employees would be able to work from home on a part-time basis. If even 5% of us could work from home one day a week, thousands of cars would be removed from our roads each work day.
Now that we have learned so well to Reduce, Reuse and Recycle we must educate ourselves to look at our cars and find ways to Reduce, Reduce and Reduce!
Dr Gila Martow is an Optometrist who lives and works in York Region.
