Critics say Bradford Bypass is far from a 'fait accompli'

NEWS RELEASE
RESCUE LAKE SIMCOE COALITION
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People driving by the province’s Bradford Bypass signs and the underpass being built north of Bradford may think the highway is a fait accompli. Its critics have other ideas. The Bradford Bypass’ background studies are complete, but questions remain, and a number of important authorizations have not yet been granted. As rash new ideas spring forth from the Ministry of Transportation (MTO) and the Premier’s office, “we want to remind people that actually this project is also in the ‘crazy, unplanned, but promised highways’ bucket,” says Rescue Lake Simcoe Coalition’s (RLSC) Executive Director, Claire Malcolmson. 

Early in September RLSC got digital billboards up in Bradford and Keswick to remind people that the fight is not over. Over the weekend of September 14 - 15, eight “Healthcare Not Highways” rallies were held across Ontario, including Newmarket and Barrie. “There were a lot more supportive honks than we anticipated,” says Melanie Duckett Wilson, one of the protest organizers. “People are fed up with the province wasting our money while healthcare withers on the vine.” 

How much blind spending should taxpayers accept? There are significant differences between official cost estimates, from the province’s $800 million to the Auditor General’s $2 - 4 BILLION. “This makes it one of the most expensive highways ever built at ¼ billion per kilometer,” says Margaret Prophet, the Executive Director of Simcoe County Greenbelt Coalition. “No one asked for the most expensive highway. They just want to get to work faster,” she added.

Of particular importance to the environmental and the angling community is the outstanding authorization from the Fisheries and Oceans Canada (DFO) for potential harm to fish and fish habitat. The RLSC has asked the federal agency to proactively request the province’s fisheries studies. But despite obvious harm to fish and fish habitat and potential contraventions under the Fisheries Act, the province has not made meaningful steps to protect fisheries. Instead they are going to wait to see if Canada takes any steps towards enforcing the Fisheries Act. 

“From our perspective, a project of this scale will inevitably cause some harm to the local fisheries and potentially beyond. Therefore, at the very least, Ontario must apply for a Request for Review” says Adam Weir, Fisheries Biologist for the Ontario Federation of Anglers and Hunters. “We hope this will eventually lead to better conservation of the impacted waterways.” 

In addition to fish habitat, there are some endangered species and important migratory birds and their habitats that should be protected by federal and provincial legislations. Citizens are trying to find nest locations to ensure the appropriate places are protected.  

“Again we ask “Who is looking after Lake Simcoe?”” says Malcolmson. “Lake Simcoe is a priority watershed; groups and agencies are getting Federal money for works that reduce phosphorus loads as we speak. It would be more fiscally and environmentally efficient to stop damaging projects, and to follow the Lake Simcoe Protection Plan, which says new infrastructure projects such as the Bradford Bypass are only permitted if it has been determined that there is no reasonable alternative.”

That’s the issue - Ontario hasn’t looked at an alternative to this particular route in more than 20 years. Long time opponent Bill Foster, of Forbid Roads Over Greenspaces, explains: “The original purpose of this 4 lane highway was to connect long distance traffic between provincial highways.  Local traffic was not MTO's responsibility; it was the responsibility of local / regional governments. We are now looking at an 8 lane, 16 km highway with 7 interchanges. Its primary purpose is now to serve local, sprawl related traffic, which would be better served by two separate Arterial and Regional Road connections  over the Holland River.  Neither of these  have ever been studied in this context. There is no compelling reason for this highway which is projected to be gridlocked within 10 - 30 years.”

Ontario’s position is that they will figure out how to build an elevated highway over a highly sensitive river valley no matter what. That path goes over First Nations ancestors that were buried at the Lower Landing, a significant cultural site used by Indigenous peoples for time immemorial as well as early explorers and settlers. Engagement with First Nations hasn’t been completed. This is an ongoing theme experienced across Ontario with other similar projects.

Ontario’s (MTO) has awarded a contract to design the western portion of the Bypass, between Highway 400 and Yonge Street. Critics call this “piecemealing”, cautioning that Ontario is being fiscally irresponsible by spending money without knowing how it will build an elevated highway over two Branches of the Holland River, or what it will cost. Typically, the entire project is evaluated prior to initiating development to ensure its feasibility and that environmental elements are accounted for and adequately considered early on in the process.

Indeed, in 2021, the Ontario Professional Society of Engineers (OPSE) stated their position: “strongly opposing the proposed highway projects, specifically Highway 413 and the Bradford Bypass, based on feedback from Ontario’s engineering community.” MTO responded, citing a commitment to do new studies. Their response did not however commit to evidence-based decision-making, or to ensuring that Ontarians’ tax dollars are spent on sustainable and cost effective projects. The MTO does not conform to the OPSE’s recommendation that construction should not start without a proper up to date, Environmental Assessment in place. 

The groups opposing the Bradford Bypass urge people to tell their elected representatives to spend taxpayer money on cost-effective projects that will reduce our reliance on fossil fuels, single occupancy vehicle use, and that will support, not harm, the environment. 1750 people have signed a petition that asks for a value for money audits for this project, and advises the province to invest in transit improvements and regional road expansions if the audits justify it.

Instead of using conservative caution, the province is spending money hand over fist on a project we don’t know is feasible and with considerable uncertainty related to its impact on the environment. That’s why Gord Miller, former Environmental Commissioner of Ontario called Ontario’s approach to building the Bradford Bypass a “gross violation of international standards.”

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