HomeMy WebLinkAboutPSD-135-07
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REPORT
PLANNING SERVICES
Meeting:
Date:
GENERAL PURPOSE AND ADMINISTRATION COMMITTEE
~SJ.v.\-i(;y~f\PA -b~-07
Monday, November 19, 2007
Report #: PSD-135-07
File #: PLN 23.5.14
By-law #:
Subject:
HIGHWAY 407 ENVIRONMENTAL ASSESSMENT - MUNICIPALITY OF
CLARINGTON COMMENTS ON THE ALTERNATIVE METHODS (ROUTE
SELECTION) REPORT
RECOMMENDATIONS:
It is respectfully recommended that the General Purpose and Administration Committee
recommend to Council the following:
1. THAT Report PSD-135-07 be received;
2. THAT Report PSD-135-07 be approved as the Municipality of Clarington's comments on
the Highway 407 East Environmental Assessment Alternative Methods Report (Final
Draft), dated August 2007;
3. THAT the Ministry of Transportation be requested to establish a working group, to
include the area municipalities, the Region of Durham, and the Conservation
Authorities, to develop a comprehensive strategy for dealing with the remnant parcels
created by the 407 mainline and Links;
4. THAT the Ministry of Transportation be further advised that it is the position of the
Municipality of Clarington that grade separations should be constructed on all local
roads that would otherwise be truncated by the 407 main line and East Link;
5. THAT the Clarington Highway 407 Community Advisory Committee, the Clarington
Agricultural Advisory Committee, and the Clarington Heritage Committee be thanked for
their input and assistance in preparing this report;
6. THAT a copy of Report PSD-135-07 and Council's decision be forwarded to the Ministry
of Transportation and TSH; and
7. THAT all interested parties listed in this report and any delegations be advised of
Council's decision.
REPORT NO.: PSD-135-07
PAGE 2
S"bm""" bY'~ S"bm""" by,
Davi . Crome, M.C.I.P., R.P.P.
Director of Planning Services
Rewewoo by ~1fii7-
1/'/ Fran lin Wu, CAO.
JAS/FLlDC/df/sh
14 November 2007
&~c
A.S. Cannella, C.E.T.
Director of Engineering
CORPORATION OF THE MUNICIPALITY OF CLARINGTON
40 TEMPERANCE STREET, BOWMANVILLE, ONTARIO L1C 3A6 T (905)623-3379 F (905)623-0830
REPORT NO.: PSD-135-07
PAGE 3
1.0 BACKGROUND AND PURPOSE OF REPORT
1.1 The purpose of the Environmental Assessment (EA) for the eastward extension of
Highway 407 is to address existing and future anticipated transportation capacity
deficiencies within the Region of Durham and to determine the transportation needs
from a Provincial perspective. The EA Study has proceeded through a number of
steps, as discussed below:
. January 2005 - Approval of the Terms of Reference for the EA Study
. Winter 2005 to Spring 2006 - The identification of a Preferred Transportation
Alternative and Preliminary Study Area. The alternative selected involves the
construction of a new freewayltransit way corridor, as well as a number of other
elements, including Transportation Demand Management and major transit
improvements.
. Summer/Fall 2006 - the generation, screening and evaluation of a Long List of
Route Alternatives. This resulted in the identification of a Short List of Route
Alternatives for the east-west Mainline and the East Durham and West Durham
Links.
1.2 Over the past several months, the Ministry of Transportation (MTO) study team has
evaluated the short-listed alternative routes in order to identify a Technically
Recommended Route for the Mainline and the two links. The study team was guided
in this evaluation by a set of factors, criteria and indicators intended to address each
aspect of the "environment" as defined in the Ontario Environmental Assessment Act.
As such, the evaluation encompassed the natural, social, land use/economic and
cultural environments within the Study Area, as well as technical considerations
related to the various alternatives. The factors, criteria and indicators used by the
Study team to evaluate the Short List of Route Alternatives are provided in Attachment
2.
1.3 The evaluation of the Short-List route alternatives was a three-step process. The first
step involved an inventory of existing conditions associated with each alternative
route, with each feature being examined to determine the extent of impact. The
second step was to assess the results of these investigations against the Criteria and
Indicators as set out in Attachment 2. After determining the initial potential effects,
standard mitigation, avoidance, enhancement and compensation measures were
applied in order to determine the net effects. The last step involved a comparative
evaluation of the alternative routes in order to select a preferred alternative. As such,
the net effects identified for each alternative route are assessed relative to the net
effects identified for the other alternatives.
1.4 In June 2007, the Study Team released the results of their evaluation of the Short List
of Alternative Routes and identified a Technically Recommended Route for the
highway/transitway and the two links. The entire recommended route through Durham
Region is shown on Attachment 3 while the Clarington portion is shown in more detail
on Attachment 4. The proposed transportation corridor will be 170 m wide on the
REPORT NO.: PSD-135-07
PAGE 4
Mainline from the current terminus in Pickering to the East Link, to accommodate the
highway (110 m) and a transitway (60 m). The remainder of the Mainline and the East
Link will be 110m wide. MTO has indicated that, although the EA Study does not
specifically address implementation, it is the Province's intention to have all
construction work for the highway completed in a single phase with a targeted
completion date of2013.
1.5 The technical documents related to the Short List evaluation and the identification of
the Technically Recommended Route were provided to the Municipality and other
agencies in September 2007. These documents describe the methodology used to
generate, screen, assess and evaluate the various route alternatives and provide a
summary of the net effects analysis and comparative evaluation results on a section
by section basis.
1.6 The purpose of this Report is to provide a brief overview of the Short List route
evaluation undertaken by the MTO study team, and to provide the Municipality of
Clarington's comments on the evaluation and the subsequent identification of the
Technically Recommended Route for both the Mainline and the East Link through
Clarington. The supporting technical documents included that section of the 407
Mainline between Townline Road and Enfield Road within the Central Mainline,
making it difficult to separate out specific issues related to the Clarington section of
the Central Mainline. As such, comments in this report related to specific impacts
(eg. number of agricultural properties affected) generally relate only to the East
Mainline and the East Link, which are included wholly within Clarington. However, the
Clarington section of the Central Mainline is relatively short (approximately 2.5 km)
and shares most of the characteristics (rural/agricultural) of the East Mainline.
1.7 Comments are indicated in bold italics. In preparing this report, comments from the
Central Lake Ontario Conservation Authority, the Ganaraska Region Conservation
Authority, the Clarington Highway 407 Community Advisory Committee (which
included comments from the Clarington Agricultural Advisory Committee), the MMM
Group Limited (retained by the Municipality to assist in the review of transportation
impacts), and the Clarington Heritage Committee were also considered. These
comments form Attachments 5 through 9 to this report.
2.0 NATURAL ENVIRONMENT EVALUATION
2.1 The natural environment evaluation examined groundwater, surface water quality and
quantity, fisheries and aquatic habitat, vegetation, wetlands, wildlife, environmentally
significant features, and landscape connectivity. The Central Lake Ontario
Conservation Authority (CLOCA) and the Ganaraska Region Conservation Authority
(GRCA) undertook the review of the natural heritage evaluation for the Municipality.
Their comments are attached to this report as Attachments 5 and 6 respectively.
2.2 Both Authorities noted that their comments had been prepared without having had the
opportunity to review the detailed field work reports prepared by the MTO study team.
In addition, much of the impact on the natural heritage system will not be determined
REPORT NO.: PSD-135-07
PAGE 5
until the functional design stage more precisely defines the location of specific works
related to the 407. The Conservation Authorities have indicated that they expect to
revise their comments once they have had the opportunity to review the field reports
and the functional design study.
2.3 A significant deficiency in the EA Study relates to the failure of the natural heritage
impact evaluation to address the issue of landscape connectivity. The Study only
recognizes connectivity between larger natural heritage features considered to be
core features, rather than across the landscape and between all natural areas. For
example, although high and low quality linkages have been identified in the Study,
they generally do not include the major valley systems. By not recognizing the
importance of connectivity within the natural heritage system at a landscape level, the
EA Study has not properly evaluated the impacts of the route alternatives related to
habitat and watershed fragmentation.
2.4 Given the length of highway to be built in Clarington, a number of significant and
sensitive environmental features and areas will be affected by the construction and
operation of the Mainline and East Link. These features include numerous stream
valleys, the Black-Farewell Provincially Significant Wetland (PSW) Complex, and the
Lake Iroquois Beach. For example, the impact of road salt, sediments, and fuel
draining off the highway could have a significant impact on water quality in steams
and wetlands. As noted earlier, much of the actual impact on these and other
individual environmental features, as well as the natural heritage system as a whole,
will be determined through the functional design component of the EA Study.
Comments
2.5 Spanned crossings across valleys and other sensitive and significant
environmental features and areas should be used wherever possible to limit the
impact on aquatic habitats and maintain the integrity of wildlife habitat
corridors. Separate spans for each direction should also be considered to allow
light to pass through to encourage wildlife passage. To minimize the impact of
lighting on wildlife, including insects, lighting should be used only where
necessary, such as at interchanges.
2.6 The EA Study addresses the potential impact of the various route alternatives
on the existing natural heritage system, and does not identify the opportunities
for potential natural heritage enhancement. For example, the Study does not
identify opportunities for enhancing wildlife corridors that may be adversely
impacted, nor does it discuss the potential for remnant parcels created by the
two highways to be used to enhance the natural heritage system. These
opportunities need to be more fully investigated during the functional design
component of the EA.
2.7 Hiahwav 407 Mainline
2.7.1 A total of 12 route alternatives were considered in the Mainline section between
Enfield Road and Highway 35/115. The recommended route through this section
REPORT NO.: PSD-135-07
PAGE 6
crosses a number of surface water features, including high sensitivity fish habitat
streams, of which approximately two-thirds (1500 m) would be spanned. It would
remove 0.94 ha of the Provincially Significant Black-Farewell wetland complex, and
sever or encroach into five highly sensitive Environmentally Sensitive Areas (ESAs).
This route, as with a number of the other alternatives, also crosses the Iroquois
Shoreline which acts as headwater areas for a number of streams. However, when
compared to the other 11 alternatives, this route was found by the MTO study to have
a relatively low impact on the natural environment.
2.7.2 The Solin a Bog, which is a part of the Solina PSW Complex, is a relatively unique
feature in southern Ontario and is the only bog in CLOCA's jurisdiction. Both route
alternatives considered through that section of the 407 west of the East Link would run
very close to this feature. Given that the bog is completely dependent on surface
drainage, CLOCA has indicated that the hydrology of the wetland needs to be studied
in further detail to determine the bog's catchment area. The southern limits of the
highway corridor should then be re-defined to coincide with the northern limits of the
catchment area. CLOCA has also recommended that, given the bog's dependence
on surface drainage, a comprehensive mitigation strategy should be in place prior to
route construction that addresses pre- and post-construction impacts to the bog.
2.7.3 GRCA noted that, of the route alternatives affecting their jurisdiction, the
recommended route appears to have the lowest effects on natural heritage features.
GRCA also supports the location of the 407 to the south of the Oak Ridges Moraine,
noting that this will help limit impacts on sensitive groundwater recharge areas.
2.7.4 Nonetheless, the Authority noted a concern with how the EA Study evaluated the
potential impact on groundwater recharge and discharge areas. For example, the
evaluation of effects on groundwater recharge was based on regional surficial geology
mapping and ignored the important contribution of hummocky terrain both on and off
. the Moraine to groundwater recharge functions. There is limited information on
locations of groundwater discharge areas, methodologies used in identifying these
areas and their linkage to other environmentally sensitive features. In addition, no
fluvial geomorphic analysis has been completed to determine the potential effect of
increased volume of discharge to the upper headwaters of streams such as Wilmot
and OrOno Creeks.
Comments
2.7.5 The 407 Mainline should be shifted northward in the vicinity of the Solina Bog to
remove the highway from the bog's catchment area. MTO should also develop a
comprehensive strategy to protect the bog, including the diversion of surface
runoff from the highway away from the bog and the placing of the wetland in
public ownership should the lands be acquired as a result of land purchases
for the development of the 407.
2.7.6 The EA Study, including the functional design component, should also
comprehensively address the potential impacts of highway construction and
operation on the recharge and discharge functions of the groundwater system,
REPORT NO.: PSD-135-07
PAGE 7
and on water quality in the various streams that originate in both the Oak
Ridges Moraine and the Iroquois Beach.
2.8 East Durham Link
2.8.1 All of the route alternatives for the East link bisect the Lake Iroquois Beach. The
recommended route crosses a number of high sensitivity streams (almost all of which
would be spanned) and removes 8 ha of the Black-Farewell PSW. It was found to
have moderate net effects on surface water quality and quantity, and moderate risk to
high sensitivity fish habitat. It would also have high net effects on shallow water
supply wells, intersecting a total of 52 shallow wells within the 500 m buffer. This
route was found to have the least impact on the natural environment, including
wetlands, core wildlife habitat areas, groundwater, vegetation and ESAs. CLOCA
Staff agree that the recommended route for the East Link poses the least impact to
the natural environment of the 13 route alternatives considered.
2.8.2 However, CLOCA has indicated a serious concern with whether the East Link should
be constructed in the area between Bowmanville and Courtice, given the overall
impact that the highway will have on the functions of the Lake Iroquois Beach, and its
importance to fisheries, groundwater recharge and discharge, wildlife habitat,
biodiversity, and regional connectivity. This section of the Beach is the largest and
most functional remaining area of the Beach in CLOCA's jurisdiction. The location of
a highway in this area will create an almost impassable barrier for the east-west
movement of wildlife. The effects of the highway on the quality, quantity and
movement of groundwater and the many sensitive vegetation communities dependent
on groundwater have also not been adequately studied.
2.8.3 CLOCA staff have indicated, given the significant environmental impact of the East
Link on the valuable ecological functions of the Lake Iroquois Beach, they are unable
to support the approval of the highway. They have recommended that alternative
options for the Link be introduced or reconsidered, or that the approval of the East
Link be postponed until it can be demonstrated that the effects of this highway can be
mitigated appropriately.
Comments
2.8.4 The Municipality acknowledges CLOCA's concerns with the potential
environmental effects of the East Link. However, we are unable to support the
Authority's position that the East Link not be approved. To fully evaluate the
impacts of not building the East Link, a more complete understanding of the
implications is necessary. For example, should the East Link not be built,
improvements to both Regional and local roads in the area may be required to
accommodate traffic moving between Highway 401 and the future 407 mainline.
The community, economic, property and environmental effects of these
alternatives have not been explored through the current EA Study. MTO is
therefore urged to comprehensively examine all possible measures to mitigate
the environmental impacts related to the East Link, and the cost of these
measures, during the functional design component of the EA.
REPORT NO.: PSD-135-07
PAGE 8
3.0 COMMUNITY IMPACTS
3.1 The socio-economic evaluation addressed a broad range of factors, including impact
on community fabric, noise, air quality, property impacts, effects on non-farm
commercial activities, and effects on agriculture where there were products sold from
the site. These factors are discussed in more detail below.
3.2 Impact on Community Fabric
3.2.1 The impact of the 407 Mainline and the East Link on the community fabric of
Clarington and its many smaller constituent communities is one of the most significant
impacts related to the highway project. Most of the concerns expressed by residents
relate to loss of homes and businesses, community division, air quality, lighting and
noise impacts, loss of rural character, and the negative effect on property values.
However, for the most part, socio-economic impacts are an inherent and largely
unavoidable effect of highway projects. As such, the focus in assessing route
alternatives is to minimize the socio-economic impact on the community to the extent
possible.
3.2.2 All of the route alternatives would have varying degrees of impact on a number of
hamlets, including Solina, Hampton, Tyrone, Leskard and Kirby. The recommended
Mainline will create barrier effects for Solina, Hampton and Leskard, which are all
located in close proximity to the route. Solina and Hampton will be affected by both
the Mainline and the freeway-to-freeway interchange with the East Link. However,
the selection of a route that runs south, rather than north, of Solina avoids having the
hamlet being bounded on two sides by highway. As well, the connection with
Highway 35/115 north of Kirby will minimize the impact on that hamlet related to the
necessary upgrading of Highway 35/115 to a controlled access highway.
3.2.3 The MTO Study Team has indicated that it will be initiating additional consultation
sessions with affected communities as part of their Community Value Plan process.
This process is intended to investigate various measures to mitigate the impact of the
highway on these communities. Sessions are currently planned for Hampton;
however, Solina, Leskard and Kirby residents have yet to approach MTO to request a
similar session for their hamlets, but it is anticipated that this will occur.
Comments
3.2.4 The MTO Study Team should proactively initiate discussions with the residents
of Solina, Leskard and Kirby as part of their Community Value Plan process to
discuss possible measures to mitigate the impact of Highway 407 during both
the construction and operational phases. Representatives from the Municipality
of Clarington should also be invited to participate in these discussions.
3.3 Impacts on Residential and Business Properties
3.3.1 All of the route alternatives would result in the removal or displacement of homes and
businesses, the loss or reduction of road frontage, and the severance of a number of
REPORT NO.: PSD-135-07
PAGE 9
properties. For the recommended Mainline east of Enfield Road, 130 properties would
be affected, including 15 residential displacements. Seven non-farm commercial
businesses would be potentially displaced, including six fronting onto Highway 35/115
north of Kirby. These businesses will be affected by the transformation of that portion
of the highway to a limited access/400 level expressway. Impacts could range from
the total removal of businesses to the provision of alternate access. The MTO study
team identified these property impacts as being moderate relative to the other
alternatives.
3.3.2 The recommended East Link was identified as having moderate property impacts (113
properties affected, including 38 residential displacements) and a high impact on non-
farm commercial activities (four business activities displaced). In particular, a number
of businesses located in the Courtice Industrial Park will be affected by the East Link
and the associated interchange with Highway 401. As well, two vacant parcels with
active development applications in the Industrial Park will be rendered undevelopable.
Nonetheless, the detailed evaluation tables provided in the Technical Reports indicate
that the recommended East Link is "compatible with development goals and
objectives in the Clarington Official Plan".
3.3.3 The impact of the Mainline and East Link on groundwater resources was addressed in
the evaluation of natural environment impacts (ie. groundwater recharge and
discharge areas). However, the potential impact of the two highways on existing
water supply wells has not been addressed as part of the EA study to date.
Comments
3.3.4 The Ministry of Transportation should act quickly to clarify the property
acquisition process to minimize the disruption and uncertainty experienced by
residential and business property owners affected by both the recommended
Mainline and East Link. In particular, the appropriate studies, including land
use strategies, to determine measures to maintain access to commercial
properties on Highway 35/115 should be initiated as soon as possible.
3.3.5 The Ministry of Transportation also needs to develop a strategy, in consultation
with the Region and the area municipalities, to address remnant parcels created
by the construction of the 407 and the East Link. Issues to be addressed as
part of this strategy should include the maintenance of road access to
properties affected by both corridors, and the ownership and use of remnant
parcels. A key issue wiff be whether building permits would be available for
remnant parcels with road frontage. Factors that would need to be considered
include provincial, regional and area municipal policies that discourage the
division of the rural land base, the impact of new residential uses in the rural
area on the viability of agricultural operations, and the economic interests of the
owners of the remnant parcels.
3.3.6 It is not clear if the impact of the East Link on the Courtice Industrial Park was
properly assessed by the MTO study team. The Industrial Park is designated as
an Employment Area in the Clarington Official Plan. As well, the Plan
REPORT NO.: PSD-135-07
PAGE 10
encourages the Region to construct municipal infrastructure works in South
Courtice to meet the servicing needs of the South Courtice Employment Area.
Given the negative effect that the East Link and the interchange will have on
existing and potential businesses in the Industrial Park, it is difficult to
determine how the MTO study team found that the recommended East Link is
compatible with the goals and objectives of the Clarington Official Plan. As
well, the potential impact of the East Link/401 interchange on the visibility of the
Clarington Energy Park has not been evaluated.
3.3.7 MTO should undertake a well monitoring program to determine any impact on
water quality and quantity that may result from the construction and operation
of the two highways. An appropriate protocol for compensating property
owners whose wells are adversely affected by the highways should also be
developed.
3.4 Noise and Air Quality Impacts
3.4.1 Noise impacts from traffic on the Mainline and East Link were estimated by comparing
existing ambient (background) sound levels to predicted future noise levels. An
existing ambient sound level of 50 dBA (over a 24 hour period) for semi-rural!
suburban areas was used for the EA study area. This noise level is equivalent to
noise found in the average home or office, or light traffic at 30 m. MTO guidelines
require the investigation of mitigative measures for increases of more than 5 dB. (A 3
dB difference is just distinguishable by the average person). Sensitive receptors such
as residences were identified, with special consideration being given to churches,
schools and daycares. A total of 130 sensitive receptors were identified adjacent to
the recommended East Mainline, while 245 sensitive receptors were identified
adjacent to the recommended East Link.
3.4.2 Predicted sound increases before and after the application of mitigative measures
were determined from the centreline of the future highways up to a distance of 600 m.
Mitigative measures could include avoidance of sensitive receptors, the use of sound
reducing pavement, and the installation of noise barriers. Noise modelling for both
highways was conducted for the year 2031 and assumed a four-lane rural highway.
Average Annual Daily Traffic (AADT) volume on the Mainline was assumed to be
39,200 vehicles, while an AADT of 46,490 vehicles was assumed for the East Link.
An additional 100 buses per hour was also assumed for each highway.
3.4.3 For both highways, noise increases were projected to fall below 10 dB within 175 m
from the right-of-way, and below 5 dB at a distance ranging from 350 m to 600 m.
The recommended East Mainline and East Link were not identified as the preferred
routes from a noise impact perspective.
3.4.4 Air quality impacts related to the highways were determined for the year 2031 using
nitrous oxides (NOx) levels and road dust (re-suspended particulate matter) measured
as PM1Q (particulate matter with a diameter less than 10 microns). Air dispersion
modelling was used to predict maximum downwind concentrations of NOx and PM1Q
contributed by the project up to 500 m from the highway centreline. The predicted
REPORT NO.: PSD-135-07
PAGE 11
concentrations were added to existing background concentrations to determine the
cumulative effect of the highways on air quality. As with the noise impact analysis,
estimated traffic volumes for the year 2031 were used for air quality measurements
and sensitive receptors adjacent to the highways were identified.
3.4.5 NOx concentrations were projected to be within the applicable air quality criteria at the
edge of the right-of-way for both the recommended East Mainline and East Link, even
under reasonable worst case conditions. A similar condition was projected for NOx
concentrations related to the East Link. However, PMlO was projected to exceed the
applicable air quality standards at the edge of the East Link right-of-way, although it
would fall within the standard at a distance greater than 166 m from the highway
centreline. These modelling results are apparently typical of other similar highways in
Ontario. Background concentrations of PM10 were found to be a major contributor to
the cumulative concentration. As with the noise impact analysis, the recommended
East Mainline and East Link were not identified as the preferred routes from an air
quality perspective.
Comments
3.4.6 The MTO Study Team should proactively initiate discussions with residents and
communities along both the Mainline and the East Link as part of their
Community Value Plan process to discuss possible measures to mitigate the
noise and air quality impacts of Highway 407 during both the construction and
operational phases. Representatives from the Municipality of Clarington should
also be invited to participate in these discussions.
3.4.7 Given the known air quality issues with highways and the destruction of many existing
trees for the project, which are known to improve air quality and provide a carbon sink
for greenhouse gases, MTO should give high consideration for the use of remnant
parcels to develop a series of publicly managed woodlots along the Highway 407 and
East Link corridor.
4.0 TRANSPORTATION NETWORK IMPACTS
4.1 Continuity of Local Road Network
4.1.1 One of the most significant impacts related to the construction of the 407 Mainline and
the East Link is the potential effect on the continuity of the local road network. The
truncation of local roads by the two highways could adversely affect community
cohesion and structure by creating barriers for residential, agricultural and business
traffic, and interfere with the efficient delivery of community services, most notably
emergency vehicles, school buses, postal delivery and snow ploughing. As well, the
crossing of an existing dead-end road may cut-off and isolate a portion of the road.
4.1.2 In order to maintain the continuity of the local road network, grade separations,
constructed either as underpasses or overpasses, will be required where local roads
intersect the Mainline and the East Link. MTO has indicated that it is committed to
REPORT NO.: PSD-135-07
PAGE 12
maintaining road continuity to the extent possible. One particularly difficult situation
will be the proposed freeway-to-freeway interchange for the East Link and Highway
401. The complex road geometries required to accommodate Baseline Road and the
C.P. Rail line could potentially result in the closure of Baseline Road in that location.
4.1.3 The Mainline and East Link will also interrupt a number of local road allowances that
are currently discontinuous/unimproved. There are approximately nine existing north-
south roads that would intersect the Mainline between Enfield Road and Bethesda
Road, and five existing east-west roads that would intersect the East Link. MTO has
the authority under the Public Transportation and Highway Improvement Act to
truncate municipal roads as part of a highway project. The Act requires that a public
consultation process, including advertising, be undertaken prior to a municipal road
being truncated.
4.1.4 The EA Study has not made any recommendations yet with respect to which local
roads will be truncated by the Mainline and East Link. These issues will be addressed
during the functional design stage of the EA, which is expected to commence shortly.
This study will involve more detailed design work, updating the traffic model, and
additional environmental field investigations.
Comments
4.1.5 It is imperative that the 407 Mainline and the East Link not adversely affect the
continued effective function of the local road network, given the importance of
these roads to community cohesion, the efficient delivery of community
services, and the movement of agricultural equipment. As such, it is the
position of the Municipality that grade separations should be constructed on all
local roads that would otherwise be truncated by the two highways. Where
possible, such grade separations should be constructed as overpasses on the
local roads to facilitate the movement of large agricultural machinery.
4.1.6 Should MTO not agree with the Municipality's position on road network
continuity, their analysis of the road network to determine which roads will be
truncated should consider both traffic volumes and road function - for example,
the movement of agricultural machinery on lower volume roads. The
Municipality should also be included in any decisions on which local roads will
be truncated and the type of grade separation that will be constructed on
through roads. MTO should be responsible for all costs related to local road
truncations/closures.
4.1.7 Baseline Road is a Type C arterial through the East Link and eventually
becomes a Type A arterial as it approaches Bowmanville. Baseline Road is
critical for transportation movements through the industrial area and cannot be
truncated particularly if there is no access to the East Link for industrial traffic
at Bloor Street.
REPORT NO.: PSD-135-07
PAGE 13
4.1.8 The functional design component of the EA Study should also ensure
connectivity within the local road network in the future by providing for
sufficient land to be protected to allow the future construction of grade
separations where local roads are not currently continuous. In particular, the EA
Study should provide for a future east-west grade separation on the East Link to
accommodate a possible future extension of Pebblestone Road east of Courtice
Road.
4.2 Proposed Interchanaes
4.2.1 The EA Study currently proposes the construction of full interchanges on the Mainline
at Enfield Road, Regional Road 57, and Bethesda Road. A freeway-to-freeway
interchange is proposed at the Highway 407 - East Link interchange. On the East
Link, a full interchange is proposed at Highway 2 and a partial interchange (south-
oriented moves only) is planned at Taunton Road.
4.2.2 Freeway interchanges are generally spaced at 2 km intervals in urban areas to allow
for the development of appropriate merge and diverge lanes, which minimizes
weaving issues. Geometric challenges created by the spacing between the Regional
Road 57 interchange and Liberty Street, which lies 1.6 km to the east, led to an
interchange being proposed at Bethesda Road. However, the MTO study team has
indicated that they are currently reviewing the location of this interchange, and what
limitations on movements might be required if the interchange were constructed at
Liberty Street.
Comments
4.2.3 The construction of an interchange at Liberty Street rather than Bethesda Road
is more logical in the context of the existing road network. However, prior to
the Municipality indicating its preference for either a Liberty Street or Bethesda
Road interchange, MTO must fully explore the geometric/traffic movement
compromises required for an interchange to be constructed at Liberty Street
and the subsequent impact on the local road network.
4.2.4 The Municipality should have the opportunity to review the results of the
updated traffic modeling to be undertaken as part of the functional design study
in order to understand the projected impacts of increased traffic volumes on
local roads in terms of increased delays, increased intersection demands, and
opportunities for vehicular infiltration.
4.3 Emeraencv Road Detours
4.3.1 There are potential impacts on the local road network as the result of emergency
closures on the 407 Mainline and the East Link. This is more of a concern with respect
to the East Link since emergency closures on the Mainline will likely divert traffic to
Taunton Road (Regional Road 4). During an emergency closure of the East Link,
traffic may preferentially divert onto Rundle Road, Solina Road and Hancock Road
which will be located closer to the Link than Courtice Road, which will be the closest
REPORT NO.: PSD-135-07
PAGE 14
north-south Regional road. These local roads have limited north-south continuity and
are not designed or built to accommodate either heavy traffic volumes or large
commercial vehicles.
Comments
4.3.2 MTO is encouraged to assist both the Municipality of Clarington and the Region
of Durham in the preparation and implementation of a coordinated plan to
address the impact on the local and Regional road networks resulting from the
emergency closure of the 407 Mainline and the East Link. This plan could
include the provision of appropriate detour signage, the identification of
emergency detour routes, and the appropriate upgrading of the roads on the
identified detour routes by MTO.
4.3.3 The Municipality is concerned with the potential cost impacts related to the
need for the Emergency Services Department to respond to accidents on the
407 Mainline and East Link. The Municipality could incur additional costs for
equipment, fire stations and staff time and training. MTO should initiate
discussions with the Region and area municipalities regarding compensation
for additional costs. This impact will be particularly significant for Clarington
which has at least half of the total length of construction.
4.4. Impacts Related to Hiahwav Construction
4.4.1 The EA Study will not address implementation planning or staging of the 407
extension, including north-south connections. However, MTO has indicated that it is
currently proceeding on the basis that the entire 407 East extension, including the two
links, will be constructed in a single phase and in place by 2013. This may not be a
realistic timeframe but undertaking such a large construction project over a such a
short time period could result in serious negative impacts on both the Regional and
local road networks in Clarington.
Comments
4.4.2 The magnitude of constructing the 407 Mainline and the two highway links in a
single stage and in a compressed time frame will require a well-coordinated
phasing/staging approach to minimize construction impacts on both the
Regional and local road network in Clarington. MTO should develop a
construction staging committee with local and regional representatives and
technical advisors to ensure that construction impacts are mitigated.
4.4.3 The Municipality supports MTO's position that the Highway 407 extension,
including the highway links, will be constructed in a single stage from the
current terminus at Brock Road in Pickering to Highway 35/115. The
Municipality objects to any phasing which results in the Mainline or the East
Link at a local or Regional Road in Clarington.
REPORT NO.: PSD-135-07
PAGE 15
5.0 IMPACTS ON AGRICULTURE
5.1 All of the Short List route alternatives for both the Mainline and the East Link would
impact agriculture to varying degrees. These impacts include the consumption of
Class 1- 3 land, the division of agricultural parcels, and the possible closing off local
roads used for farm transportation routes. The specific impacts related to the
recommended East Mainline and East Link identified by the supporting technical
documents include:
Removal or sterilization of Class 1- 3 agricultural
land
Field cro s operations affected
Farm ro erties reater than 20 ha affected
reater than 20 ha created
312.7 ha 313.5 ha 626.2 ha
0 2 2
0 3 3
35 36 71
23 18 41
40 16 56
42 7 49
1 5 6
201 32 23
Severed
Severed parcels less than 20 ha created
Hi h investment operations affected
Farm equipment/transportation routes affected
Local roads potentially truncated by the Mainline include:
1 Leask Road, Langmaid Road, Vannest Road, Solina Road, Rundle Road, Holt
Road, Old Scugog Road, Middle Road, Liberty Street, Clemens Road, Acres
Road, Cole Road, Brown Road, Mosport Road, Leskard Road, Best Road, Allin
Road, Concession Road 6 (Darlington) and Concession Road 7 (Clarke).
Local roads potentially truncated by the East Link include: Baseline Road, Bloor
Street, and Nash Road/Concession 3.
2
5.2 There is no doubt that the impact of the 407 extension on the Clarington agricultural
community will be very significant. However, the evaluation of the various alternatives
ranked the recommended East Mainline as second (along with four other routes) as
the route with the least impact on agriculture. Reasons provided for this assessment
included: no impacts on specialty crop lands or operations, no impacts on
dairy/livestock operations, the fewest severed parcels greater and less than 20 ha
created, and the impacts on high investment operations are comparable to other
alternatives. The evaluation of the East Link alternatives found all of the routes have
similar negative effects on agriculture.
Comments
5.3 As noted in the discussion of property impacts, for the most part, impacts on
the agricultural community are an inherent and largely unavoidable effect of
REPORT NO.: PSD-135-07
PAGE 16
highway projects. As such, the focus in assessing route alternatives and
implementing the highway project is to minimize the impact on the agricultural
community and individual farm operations to the extent possible.
5.4 One of the key issues for the agricultural community is the severance of larger
farm properties and the size of the remnant parcels created. Parcels less than
20 ha are generally considered not to be suitable for farming. As such, MTO
should consider the number of remnant parcels under 20 ha as a distinct
evaluation criterion in the refinement of the preliminary highway design.
5.5 MTO should also commit to maintaining through access on all local roads that
will intersect the Mainline and East Link. This will be critical for the movement
of farm equipment between fields, especially given the number of agricultural
properties that will be divided by the highways. The agricultural community has
indicated a preference for overpasses on local roads because of the height and
width of some farm equipment.
5.6 Another key issue will be whether building permits would be available for
remnant parcels with road frontage. The agricultural community has expressed
a concern that the construction of homes on these remnant parcels will
introduce additional non-rural uses into the rural area, thereby further eroding
the ability of farmers to use common agricultural practices to operate their
farms (eg. running farm equipment at night during harvest season). As noted
earlier, MTO must develop a strategy, in consultation with the Region and the
area municipalities, to address the use of these remnant parcels. A key
consideration in the development of this strategy would be the impact of new
residential uses in the rural area on the viability of agricultural operations.
5.7 The severance of farm parcels by the highways will also impose additional
costs on affected farm operations. For example, farm buildings may need to be
replaced if they are either removed or cut off from the rest of the farm. Pastures
and fields may become inaccessible or unusable, thereby requiring farmers to
lease or buy land in other locations, and new fencing may need to be
constructed. New tile drains may also need to be installed to replace drains
that may be removed, and additional wells may need to be drilled if the quality
or quantity of water needed for domestic or farm operations is adversely
affected. In this regard, MTO will need to develop a comprehensive policy, in
consultation with the agricultural community, to address the numerous financial
and operational impacts on Clarington farmers.
5.8 MTO also needs to verify the data used to evaluate the various route
alternatives. For example, the supporting documents indicated that the
recommended East Mainline did not adversely affect any dairy/livestock
operations. However, at least one such operation at the eastern end of the
Mainline would be affected by this route alternative. As well, the specialty crop
criteria should include organic farming operations. These impacts could range
from removal to loss of organic certification for operations adjacent to the
highway.
REPORT NO.: PSD-135-07
PAGE 17
6.0 CULTURAL HERITAGE EVALUATION
6.1 The cultural heritage evaluation identified and evaluated built heritage resources and
cultural heritage landscapes 40 years of age and older that could be displaced or
disrupted by the various route alignments. Built heritage resources included buildings
such as residences, barns, schools and churches, while cultural heritage landscapes
included roadscapes, farm complexes, cemeteries and agricultural lands. The
assessment used both quantitative impacts and professional opinion to determine the
value of the resources that would be affected by each route alternative in order to
identified a recommended route. The MTO study team relied on its own field
investigations, rather than Municipal heritage inventories, in order to use a consistent
approach to identify and assess cultural heritage resources across the entire Study
Area in Durham Region.
6.2 The Clarington Heritage Committee undertook a detailed review of the recommended
Mainline and East Link through Clarington (Attachment 9). These comments have
also been forwarded separately to the MTO study team. This review identified 19
heritage buildings that are either near, impacted by, or directly in the path of the
recommended route. This latter category includes five heritage houses, one of which
is designated under the Ontario Heritage Act, and four which are identified as primary
heritage resources (structures considered to be the best examples of a particular style
of architecture). The Heritage Committee expressed particular concern with the
potential impact on the designated property, which is located at 1909 Bloor Street.
Staff also note that this heritage building is one of the few heritage buildings remaining
in the Courtice area.
6.3 The Heritage Committee has suggested a number of possible measures to mitigate
the impact on affected heritage buildings. These include the development of a
heritage subdivision or the relocation of the buildings to new lots created either by the
construction of the new highway or through the normal severance process. For those
structures that cannot be relocated, the Committee has requested that a record of the
buildings' historical significance be prepared, and that historical artefacts be salvaged
prior to demolition. The MTO study team has indicated that they will be undertaking
more detailed field investigations of heritage buildings and features along the
recommended route, and will investigate a range of mitigation strategies for each
identified feature.
Comments
6.4 The protection of Clarington's cultural heritage resources is important to the
Municipality, and any mitigation strategy developed by MTO should give priority
to the preservation of identified heritage features. It is recommended that MTO
develop a comprehensive strategy for the protection of heritage resources for
all of Durham Region in consultation with the Region and area municipalities.
In addition, the property owner and the relevant Municipality should be
contacted to discuss specific mitigation measures for each affected heritage
feature.
REPORT NO.: PSD-135-07
PAGE 18
6.5 However, any mitigation strategy developed for the protection of heritage
resources must be considered in the context of a broader strategy that
addresses the issue of whether building permits will be available for remnant
lots created by the highway, and the impact of additional residential lots on the
agricultural community.
7.0 CONCLUSION
7.1 The construction and operation of the 407 Mainline and the East Link will have a
significant effect on many aspects of life in the Clarington community, including the
integrity of its natural heritage system, its social and community fabric, and the viability
of many businesses, including agriculture. Many of the specific impacts and mitigation
measures will be determined through the Functional Design Study. MTO is urged to
identify and implement initiatives to not only mitigate the impact of the two highways
on the community, but also to investigate potential enhancement opportunities related
to the highways, such as the use of remnant parcels.
Attachments:
Attachment 1 -
Attachment 2 -
Attachment 3 -
Attachment 4 -
Attachment 5 (A & B)
Attachment 6 -
Attachment 7 -
Attachment 8 -
Attachment 9 -
Glossary of Terms
Evaluation Criteria, Factors and Indicators
Highway 407 Technically Recommended Route - Durham Region
Highway 407 Technically Recommended Route - Clarington
Comments: Ganaraska Region Conservation Authority
Comments: Central Lake Ontario Conservation Authority
Comments: MMM Group
Comments: Clarington Highway 407 Community Advisory Committee
Comments: Clarington Heritage Committee
REPORT NO.: PSD-135-07
PAGE 19
List of interested parties to be advised of Council's decision:
Dan Remollino, P. Eng.
Doug Allingham, P. Eng.
John O'Toole, M.P.P.
Abe Afana
Ron Armstrong
Ann Ball
Jim Ballentine
Dorothy Barnett
Fred Biesenthal
Andrew Bouma
Mark Bragg
Mark Canning
Jean-Maurice Cormier
Walenty & Maria Cyrganowicx
Yvonne Doorenspleet
Rolf & Tanya Fabricius
George Field
Linda Gasser
John Hammond
William J. Hasiuk
Mark Hawkins
Dave Horner
Karina Isert
Jo-Anne McFarland
John and Barbara Montague
Denise Pickett
Libby Racansky
Hala Rawdah
David & Bev Rogers
Jim Slyfield
Bradford Soles
John Sturdy
John Waters
Ted Watson
Attachment 1
To Report PSD-135-07
GLOSSARY OF TERMS
AADT
Average Annual Daily Traffic
dB
An abbreviation for "decibel", which is used to measure
sound. The decibel scale is a logarithmic scale ranging from
o for the least perceptible sound to 130 for sound that
causes pain.
dBA
A measure of sound in decibals weighted to reflect how it is
heard by the human ear.
EA
Environmental Assessment
ESA
Environmentally Sensitive Area
NOx
Nitrogen Oxides. These are typically created during
combustion (as in a motor vehicle engine) and are major
contributors to smog formation and acid deposition. NOx
may cause numerous adverse health effects.
PM10
Particulate matter with a diameter less than 10 microns (10
millionths of a meter). They can cause adverse health
effects and reduced visibility.
PSW
Provincially Significant Wetland
MTO
Ministry of Transportation
.
Attachment 2
To Report PSD-135-07
Highway 407 East Environmental Assessment
Assessment and Evaluation of the Short-Listed Alternative Routes
Groundwater
Surface Water Quality
& Quantit
Fisheries & Aquatic
Habitat
Vegetation
Wetlands
Wildlife
Environmentally
Si nificant Features
Landscape
Connectivit
1. Effect on ground water recharge areas
2. Effect on groundwater discharge areas
3. Shallow water supply wells within 500 m of the alternative
4. Chan es to roundwater ualit
5. Watercourse crossings and surface water features
6. Degree of Highly Sensitive Fish Habitat affected
7. Degree of Moderately Sensitive Fish Habitat affected
8. Degree of Low Sensitive Fish Habitat affected
9. De ree of Unconfimned Sensitivit Fish Habitat affected
10. Effect on upland vegetation units
11. Effect on significant vegetation communities
12. Effect on known s ecies of conservation concern or S ecies at Risk
13. Effects on wetlands Evaluated and Unevaluated
14. Effect on core wildlife habitat (including indirect effects such as noise and
light)
15.. Effect on specialized or sensitive wildlife habitat areas (including indirect
effects such as noise and light)
16. Effect on known species of conservation concern or Species at Risk
includin indirect effects such as noise and Ii ht
17. Effect on identified ESAs and ANSls
18. Effect on linkages between core wildlife habitat
Noise
Community Fabric
Recreational
o ortu n ities
Property Impacts
Traffic Nuisance
Visual Aesthetics
Li ht
Air Quality
1. Separation distance to sensitive receptors, sound levels and impacts
2. Encroachment on or severance of established and/or proposed
settlement areas
3 Likely effects on planned/approved community structure, as may be identified
or proposed in provincial land use policies and/or regional official plans, within
and east of the study area
4. Delivery of community services
5. Urban or rural barrier effects
6. Effect on hiking, hunting, nature viewing (golf course) and educational
o ortunities
7. Residential and institutional property effects
. Full removal;ldisplacement
. Frontage/reduced frontage
. Severance - Complete/Partial
. Loss of access/Access im acted
8. Potential for diversion of Ion er distance travel to/from local roadwa s
9. Total aesthetic vaiue of hi hi visible landsca e com onents
10. Effect on Ii ht sensitive rece tors
11. Separation distance to sensitive receptors, predicted concentrations and
impacts
#"-
.
Provi ncial/M u n icipal/
Private Land Use
Development
Strategies
Non-Farm Commercial
Activities
Mineral Aggregate
Resources
Agriculture
Property
contamination
Waste Management
1. Degree of compatibility with municipal and regional development goals and
objectives
2. Capability to provide transportation services/stimulate development of major
development initiatives (Seaton/Pickering Airport)
3. Compatibility with federal/provincial/municipal planning goals/objectives/
policies, including principles and policy directions under development in the
Greater Golden Horseshoe Growth Plan and Greenbelt Plan, the Watershed
based Source Protection Planning and the proposed GTA Transportation
Strategy
4. Effects on a roved rivate develo
5. Businesses displaced s
6 Businesses with access affected
7. Number if employees working for businesses displaced within the right-of-way
8. Changes (+/-) in business exposure
9. Construction im acts on businesses
10. Effect on licensed aggregate resource facilities
11. Effect on a re ate resource areas
12_ Removal or sterilization of Class 1-3 agriculturalland(s)
13 Specialty crops/cropland affected
14. Dairy/livestock operations affected
15. Field crop operations affected
16. Farm properties greater than 20 ha affected
17. Severed parcels greater than 20 ha created
18. Severed parcels less than 20 ha created
19. High investment operations affected
20. Farm equipment transportation routes affected
21. Division of a ricultural communities
22. Impact on properties in urban areas
23. 1m act on ro erties in rural areas
24. Impact on known operating and closed waste management facilities (eg.
transfer stations, stormwater treatment waste dis osal sites, landfills
Archaeological
Features
Built Heritage
Resources
Cultural Heritage
Landsca e Resources
1. Disturbance or destruction of known significant archeological sites
2. Disturbance of areas of archaeolo ical otential
3. Displacement or disruption of built heritage resources
4. Displacement or disruption of heritage landscape resources
Overall Transportation
S stem Performance
Transportation System
Com atibili
Transportation System
Connectivi
Accessibilit
Access
Cost
1. Out of way travel
2. Su ort for transit service
3. Transportation Network Compatibility
4. Ability of each alternative to support or connect to existing or proposed travel
modes
5. Accessibili of alternative to 0 ulations and em 10 ment centres
6. 1m act of alternative on emer enc access to ad'acent lands
7. Examine the short and Ion term costs associated with each alternative
Attachment 3
I~Report PSD-135-07
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Attachment 4
To Report PSD-135-07
407 Technically Recommended Route (Draft, June 2007)
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Attachment 5A
To R~~r!!'SD-135-07 _
Central
~ Lake Ontario
<s Conservation
MEMORANDUM
DATE November 5, 2007
407 East Environmental Assessment
RE Alternative Methods Technical Report (Natural Environment)
Final Draft- August 2007
Comments:
General
1. These comments have been prepared without receipt of field work reports. It is
noted that these comments may be revised or changed and additional comments
may be added after review of the field work reports have been undertaken.
2. Although roadway lighting has not yet been addressed, Staff are concerned with
the impacts that ambient light may have on local wildlife populations. Staff
suggest that during the design phase of the project, lighting be considered for
sections of the highway where it is necessary only and not along its entire length.
Central Mainline (Simcoe Street to Enfield Road)
I. As the report describes, the route crossings at the Oshawa Creek valleys currently
provide good wildlife movement. Design features to facilitate movement should
be incorporated at the design phase in these two locations.
2. Both route alternatives state that "there are no known... Species At Risk within 50
m of the route alternative"; however, they also state that the route alternatives
pass "within 50 m of confirmed habitat for Red-shouldered Hawk (designated as
Special Concern by MNR (CaSSARO))". Page 7 of the report states that Species
At Risk include Special Concern as designated by CaSSARO. If this is true, then
the statements that appear in the route descriptions seem contradictory.
East Mainline (Enfield Road to Highway 35/115)
1. Many of the valleys along this section of 407 have been identified as Specialized
or Sensitive Wildlife Habitat. While staff agree with these designations, Staff are
concerned that these valleys have not also been identified as wildlife movement
corridors. This dual designation is important in the evaluation of these routes
because it recognizes not only habitat loss and fragmentation, but also watershed
fragmentation and the loss of connectivity at a landscape scale. Although high
and low quality linkages have been identified, they generally do not include the
major valley systems. As such, it is Staff's opinion that the current evaluation of
G:\407 staffreportlAttachments PSD-135-07\Attachment 5 (draft).doc
Page 1 of4
natural heritage impacts by the 407 does not reflect the true potential impacts to
landscape connectivity.
2. The main branches of the Bowmanville and Soper Creeks are important north-
south movement corridors. Staff support road designs that accommodate wildlife
passage and recommend that large wildlife needs be considered for the main
valley corridors.
3. The southern 407 route alternatives, including technically recommended route
EM8, pass through the West Clarington Iroquois Beach Provincial Life Science
Candidate ANSI. Even though it is only a candidate ANSI, it should be
recognized as a feature that will be impacted by these routes.
4. The southern 407 route alternatives, including technically recommended route
EM8, are situated within 120 m ofthe Provincially Significant Solina Wetland
Complex. The wetland unit within this complex that will be most impacted by the
407 is the Solina Bog. This type of wetland is extremely rare in Southern Ontario
and this is the only example of a bog in the CLOCA jurisdiction. As such, this
wetland feature must be preserved.
Given the close proximity of the 407 to the Solina Bog (less than 2 m according to
Figure M3) and the lack of a mitigation strategy to consider at this stage of the
review, Staff cannot support the current alignment ofthis route. Staff recommend
that the hydrology ofthis wetland be studied in further detail to determine its
catchment area, and that the southern limits of the road be re-defined to coincide
with the northern edge of this catchment area.
In addition, a comprehensive mitigation strategy should be in place prior to route
construction that addresses pre- and post -construction impacts to the bog. Of
particular importance is water quality, as this wetland is most likely maintained
by surface water. As such, contaminants from the 407 (salts, sediments,
fuels/oils, etc.) will certainly have a negative effect on this feature.
S. Given the significance of the Solina Bog, consideration should be given to placing
the wetland into public ownership should acquisition of this feature occur as a
result ofland purchases for the development of the 407.
6. The report states that route EMS is not associated with any forest interior losses.
This is incorrect as Figure M4 (set 2) shows a loss offorest interior within the
Bowmanville West valley.
7. Many of the routes have been identified as removing forest interior; however, it is
unclear whether indirect forest interior losses have also been accounted for.
Because interior size and shape are directly related to forest size and shape, any
route alternatives that reduce the size of a forest with interior will most likely
reduce the size ofthe forest interior as well. It is Staff s opinion that the forest
interior sizes have not been re-calculated in accordance with the new forest edges
created by the 407 routes. As such, it is Staffs opinion that the impacts of the
East Mainline routes on forest interior have been underestimated in this report.
G:\407 staffreport\Attachments PSD-135-07\Attachment 5 (draft).doc
Page 2 of 4
8. Impacts to Species at Risk are noted for a number of route alternatives; however,
the locations of these species are not identified. Given the length of these routes,
this information would have been useful to assist with their evaluations.
9. The east mainline route summary discussion on page 50 (Alternative Methods
Technical Report - Natural Environment) is incorrect. Although the route
selected corresponds with the information provided, the description with respect
to impact is incorrect.
East Link
I. The evaluation of route impacts associated with this link to the natural
environment has been generally well documented in terms of vegetation and
wildlife. Staff have had the opportunity to comment on the 407 east link
alignments in previous phases of the EA process, and recognize that the
preservation of the natural environment has been a priority throughout the
evaluation. However, Authority Staff are very concerned about the overall impact
this link will have on the functions of the Lake Iroquois Beach.
The Lake Iroquois Beach is a key landscape feature that plays a significant role in
fisheries, groundwater recharge and discharge, wildlife habitat, biodiversity, and
regional connectivity. In the CLOCAjurisdiction, the largest and most functional
remaining area of Lake Iroquois Beach is between the Bowmanville and Courtice
urban boundaries. The importance of this stretch of Beach is evidenced by the
number of significant features it supports:
. There are 2 Provincially Significant Wetland Complexes identified in this
area of the Beach. They are the Maple Grove Wetland Complex and the
Harmony-Farewell Iroquois Beach Wetland Complex.
. At just over 687 ha in size, the Harmony-Farewell Iroquois Beach
Wetland Complex is the largest PSW complex in the CLOCAjurisdiction.
. This section of Beach contains 2 Areas of Natural and Scientific Interest:
the Bowmanville Valley, which is a confirmed Regional Life Science
ANSI; and, the West Clarington Iroquois Beach (candidate) Provincial
Life Science ANSI.
. The Beach provides habitat for a number of rare plants, observed during
the evaluation of the wetland units, and wildlife species. Within the
Harmony-Farewell Iroquois Beach PSW area, the NHIC lists 7 element
occurrences for Species At Risk, including Henslow's Sparrow, Red-
shouldered Hawk, Blanding's Turtle, Loggerhead Shrike, and Musk turtle.
The proposed location of the 407 east link will fragment this feature, almost in
half, with a busy highway. For wildlife, the east link will not only constitute a
loss of habitat, but a complete barrier to east-west movement. Because there are
no valley systems within the Lake Iroquois Beach, there will be little opportunity
to introduce wildlife passage, and virtually no opportunity to accommodate the
passage of larger animals such as deer and coyote. The vegetation communities
0:\407 staffreportlAttachments PSD-135-07IAttachment 5 (draft).doc
Page 3 of 4
.
that exist across the Beach are sensitive and are dependent on the groundwater
that moves across this feature. The effects that constructing a major highway in
this area will have on the quality, quantity and movement of groundwater across
the Beach, and ultimately how the vegetation communities will endure, have not
been studied adequately enough to approve the location or alignment ofthis route
at this time.
Unfortunately, Authority Staff are unable to support the approval of the east link
between Bowmanville and Courtice. It is Staff's opinion that the environmental
losses that will result from the construction of this link cannot be justified by the
need for it. As such, it is Staffs recommendation that alternative options for the
east link be introduced or reconsidered, or that the approval of the east link be
postponed until it can be demonstrated that the effects of this highway can be
mitigated appropriately.
2. Notwithstanding the comments made in section 1, should the east link be
approved for construction, Staff agree that technically recommended route EL8
poses the least impact to the natural environment of the 13 route alternatives
considered.
3. The east link route alternatives are all within the Greenbelt Plan area.
Specifically, they are within the Greenbelt Natural Heritage System, which states
that development shall demonstrate that there will be no negative effects on key
natural heritage or key hydrologic features or their functions. The features
include significant habitat for Species At Risk, wetlands, and ANSls, all of which
are present within the proposed east link corridor. The Plan also stresses that
connectivity between key features in the Natural Heritage System be maintained
for the movement of native plants and animals across the landscape. East-west
wildlife passage is of key concern in this project, and it is Staff's opinion that
unless the passage of large wildlife is incorporated into the road design, which
may entail elevating the road to an appropriate height, that wildlife connectivity
will be severed across the Beach.
With respect to infrastructure projects, the Plan states that such projects shall
minimize the amount of Greenbelt, and particularly the Natural Heritage System,
traversed/occupied by such infrastructure.
4. Comment # 7 from the East Mainline (Enfield Road to Highway 35/115)
discussion, regarding forest interior analysis, also applies here. This is evident for
route ELl which is described as having no deep interior habitat losses, but will
clearly result in reduced deep forest interior.
G:\407 staffreportlAttachments PSD-135-07IAttachment 5 (draft).doc
Page 4 of 4
Attachment 58
To _Reportl'SD-135-07
Central
~ LakeOntario
~ Conservation
MEMORANDUM
DATE November 9,2007
CLOCA Aquatics Review
RE 407 East Environmental Assessment Alternative Methods Technical Report
(Natural Environment) - Final Draft- August 2007
Comments:
The Highway 407 East Environmental Assessment Alternativ
Report (407 AMTR) has been reviewed by CLOCA aquati
of this document and supporting documents, the followi
systems have been provided.
General Comments
2.
. cies exist in the current
nsitivit assification and stream
. st across sections of the mainline, east
e classification of sensitive fish
id habitat in Bowmanville Creek while
awa Creek are not given the same
n of curr nt field reports would help to determine
o are current and historical data for all crossings
. At the time of this review field reports were not
1.
3. Storm
facilities
available at
complete co
ent: Determining the location and design of stormwater
seful information. I acknowledge that this information is not
lme. However, this information is very important in providing a
rehensive review.
4. Protection of Hvdrologic Features: Contributions of hydrological features (e.g.
tributaries, wetlands, ephemeral streams, intermittent streams and permanent
streams) are very important to watershed health and have been identified as a
priority recommendation in the CLOCA FMP (2007). As such, it is
recommended that all hydrological features, including headwaters, along the
Highway 407 mainline and links be protected.
Page 1 of6
5. Stream Crossings and Fish Passage: It is recommended that all crossings be span
structures of either bridges or open bottom box culverts where feasible. Crossing
hydraulics must be considered to provide adequate fish passage for both
migratory and resident fish species. CLOCA recommends that designs for
Highway 407 strive to maintain and improve fish passage and fish habitat within
these watersheds (CLOCA FMP 2007).
6. Fish Species at Risk: It is also strongly recommended that the protection of
redside dace and associated habitats be given considered during all phases of this
process. Redside dace populations exist in the Lynde Cree watershed east of
Halls Road North. It is recommended that any works oc within this area of
Lynde Creek consider the potential impacts to redsid and their associated
habitats.
Mainline - Plate M2
I.
2.
ominated by coldwater and coolwater fish
7). Spe s summaries are based on historical data sets
sampling (CLOCA FMP 2007).
ally preferred route contains three crossings within
. of Kl sale Road has been identified as fish habitat in the
CLO ibutaries have been identified immediately west of
Lakerid g the TRR mainline. Crossings of these two tributaries can
be reviewe during detailed design. In addition, two headwater tributaries
of Pringle C are within the TRR. The function of these tributaries needs to be
maintained. everal tributaries or Oshawa Creek between Garrard Road and
Simcoe Street will be impacted by the TRR. Maintaining hydrological function of
all tributaries would be important to these watersheds (CLOCA FMP 2007).
4. Fish Species at Risk: A species of Special Concern, redside dace, resides within
this subwatershed of Lynde Creek. CLOCA fisheries sampling has documented
the presence of redside dace at the majority of crossings along the TRR within
Lynde Creek, east of Halls Road North. CLOCA recommends that all crossings in
this portion of the Lynde Creek watershed be classified as High Sensitive Fish
Habitat. Redside dace records are scattered throughout most tributaries along this
Page 2 of6
section of the proposed mainline. It is of the utmost importance to CLOCA and
our partner agencies (DFO, MNR) that we strive to protect redside dace and
associated habitats.
Mainline - Plate M3
The TRR within this plate falls in the watersheds of Oshawa Creek (Main, Mount Carmel
and Enfield Subwatersheds) Harmony Creek (Branches 3, 4 and 5) and Farewell Creek in
Plate M3. These watersheds generally contain cold water fisheries with good to poor
water quality (CLOCA FMP 2007). Within Plate M3 a section of TRR will
potentially impact several wetland systems east of Enfield Ro ing the Solina
Bog. Protection of these hydrolgocial features is very impo maintaining
watershed health within the Black, Harmony, and Farew ed. It is CLOCA's
recommendation to consider avoiding any alteration ~~i:th CLOCA
recommends that designs for Highway 407 strive t : ''lfitn tJ. and im fish passage
and fish habitat within these watersheds (CLOC MP 2007).
1.
2.
the Osh a Creek subwatersheds along
trout and rainbow trout. Other associated
cker (CLOCA FMP 2007). Harmony
r t species; however CLOCA monitoring
exist for Harmony Creek, Branch 4.
. s a mix of sensitive coldwater species and more
e T will cross several tributaries within Oshawa Creek,
Ha arewell Creek. Areas of concern include two proposed
interch e Street North and Harmony Road North. These two
interchan . u ave a serious impact to several low order tributaries.
Concerns ex out the potential impacts that these interchanges will have on
tributary fun on post-construction. Maintaining the hydrological function of all
tributaries is important to protect and maintain watershed health (CLOCA FMP
2007)
Page 3 of6
Mainline - Plate M4
This section of the TRR Mainline falls within the Black Creek, Bowmanville Creek and
Soper Creek watersheds.
1. Fish Habitat: The Black Creek watershed contains coldwater fish habitat but
water quality ranges from poor to good. Classification of fish habitat in Plate M4
has been consistent with CLOCA data. CLOCA staff agrees with designations of
sensitive fish habitat when referring to coldwater habitats.
2. Fisheries: Fish species occurring within this section ofthe mainline are variable
because fishes represent a wide range of tolerances. Dpl' ck Creek contains
coldwater fish habitat but species persisting in these ies are more tolerant
in nature (CLOCA FMP 2007). Conversely tribu in Bowmanville Creek
and Soper Creek are dominated with coldwater fi ch as rainbow trout,
brown trout and brook trout. Other associate ttled sculpin and
white sucker (CLOCA FMP 2007).
Mainline ..,,;i
This s
wat('"
1.
of e Sopers Creek watershed is defined as coldwater fish
ed by good to fair water quality. All crossings in this area of
e defined as sensitive fish habitat.
2. Fisheries: cies in this reach are dominated by coldwater species including
rainbow tro rown trout and brook trout. Brook trout are mostly confined to
watershed areas north of the TRR.
Is within the eastern extent of the Sopers Creek
3.
3. Stream Crossings: There are very few crossings in Sopers Creek within Plate M5.
There is one issue regarding a small drainage feature flowing parallel to the TRR,
in the vicinity of Concession 7. Classification of this feature on Plate M5 is Non-
Fishery Ephemeral Watercourse. Steps should still be taken to maintain or restore
the hydrological function of this watercourse (CLOCA FMP 2007).
Page 4 of6
East Link - Plates EL E2
This section of the TRR East Link falls within the watersheds of Tooley Creek, Black
Creek, Farewell Creek and a small portion of Darlington Creek. The East Link is
dominated in the south by two of CLOCA's smaller watersheds. These watersheds are
comprised of very small drainage areas and are under significant development pressures.
The remainder of the East Link is within Black Creek and Farewell Creek watersheds.
I. Fish Habitat: Tooley Creek and Darlington Creek watersheds are dominated with
tolerant fish species including blacknose dace. Other spec' such as rainbow
trout have been documented in Tooley Creek historica East Link will have
an impact on several first order tributaries of Tooley . These small order
streams should be defined as fish habitat and giv otection (CLOCA
FMP 2007). Additional information may be re . determine the
full function and contribution of these feat Black Creek
and Farewell Creek should be considere sitive. designation CA FMP
2007). Fish habitat in these watershe uniq~. These cold stems
are classified as cold water fish habitat an . s I""'ly due to the ~ uence of
the Iroquois Beach Wetland Complex. This complex provides important
groundwater discharge and sorts coldwater t for the most southerly
population of brook trout wit CA jurisdictJ ot ction of fish habitat
within the TRR East Link is ve to CLO
3.
d by a mixture of coldwater
s inclu inbow trout, brown trout and
n observed in Black Creek and exist due
th Iroquois Beach Wetland Complex.
to incorporate measures to ensure fish
resident and migratory species (CLOCA
sings should be considered in areas of hydrological
rologic functions. Large portions of the Iroquois
2.
CLOCA has also un
proposed Highway
natural features.
en a quantitative assessment to determine the impact the
extension, including the 2 proposed links, would have on loss of
The findings below are based upon the footprint of the preferred route. The land use
categories are derived from CLOCA's ELC land use mapping.
Cultural Habitats includes cultural plantations, woodlots, savannahs, meadows and
thickets.
Forest includes coniferous, deciduous and mixed forest
Page 5 of6
Wetland and Aquatic includes treed swamps (coniferous, deciduous, mixed), meadow
marsh, shallow marsh, open aquatic and water feature.
Habitat Removed
Watershed
Black Creek
Bowmanville Creek
Darlin on Creek
Farewell Creek
Harmony Creek
Lynde Creek
Oshawa Creek
Pringle Creek
Soper Creek
Tooley Creek
Total
a b 407 er Watershed
Cultural Habitats
35.93
17.1
0.84
22.87
17.23
137.68
62.34
4.35
28.7
29.85
356.89
Forest
Wetland/A uatic
8.11
14.01
0.74
10.56
1.49
32.63
8.68
0.4
8.87
4.63
90.12
0.15
10.62
0.01
4,~!!,
o
Page 6 of6
.
..
Attachment 6
Io Reportl'SD-125-07
Highway 407 Extension
Comments from Ganaraska Region Consen'ation Authority
November 9, 2007
General Comments:
1. It is difficult to provide meaningful comments when we do not have background
reports summarizing 2007 and earlier fieldwork. E.g. natural heritage:species
inventories and their locations, as well as vegetation types.
2. Evaluation of groundwater recharge and discharge areas ignored key topographic
features ofthe area.
3. There is limited information on methods used to define a number of the categories
E.g. sensitive cold water fisheries and identification of groundwater discharge
zones.
4. Many of the features defined as sensitive occur in valley areas and therefore how
the valleys are crossed will define much of the impact on these systems.
5. Much of the impact will result from the specific location of the lanes and changes
to the municipal road system changes associated with limiting access to the 407
corridor. There is limited information on the placement of new roads to provide
limited access to 3511 15 between the 407-3511 15 interchange and the 35-115
interchange to the north. This information may affect the evaluation of alternative
routes.
Note: Upon provision of information as noted above, final comments can be provided.
Specific Comments on Evaluation Criteria / Indicators:
Groundwater:
General evaluation of effects on groundwater recharge was based only on reviews of
regional surficial geology mapping and representative field check. This evaluation
ignored the topography as a major contributor to groundwater recharge in the area. For
example, hummocky topography within and outside ofthe Oak Ridges Moraine (ORM)
boundary is a key feature in reducing surface runoff and maintaining high groundwater
recharge within variable permeability geologic materials. It is anticipated that the
construction of the highway, alignment of several interchanges and placement of new
roads will alter these topographic features.
There is limited information on locations of groundwater discharge areas, methodologies
used in identifying these areas and their linkage to other environmentally sensitive
features. Without proper evaluation of groundwater discharge areas it would be difficult
to propose compensation and/or enhancement measures. For instance, in the evaluation
of Route EM9 it was stated that ORM can not be avoided; however discharge volumes
will not require mitigation. It appears that this statement was based on evaluation of
groundwater discharge within the ORM area (i.e. head waters) only and ignored the fact
that these deposits playa significant role in maintaining groundwater discharge within the
lower catchments of the Wilmot Creek watershed.
-
Evaluation of groundwater discharge areas and shallow wells should also consider
potential impacts from local dewatering and lowering of water table during construction
of bridges, culverts and by-passes. Dewatering is anticipated during construction and
crossing of several valleys in the Wilmot Creek watershed. Short term compensation
measures of dewatering effects could include hauling of potable water to affected
residence relying on shallow aquifers and/or adjustments of groundwater pumping in the
vicinity of sensitive aquatic habitats dependant on groundwater discharge. Long term
effects on wells will have to be addressed with a monitoring and compensation plan.
Surface Water Quality and Quantity:
General review of past water quality data indicates that chloride concentrations in area
streams have been increasing since the 1960s. Within the GRCA watershed Wilmot
Creek has been experiencing the greatest increases. The Orono Creek branch has the
highest levels within the Wilmot Creek system. The GRCA is not sure of how the
Roadway Drainage Strategy and Road Salt Management will address these issues.
No Fluvial Geomorphic analysis has been completed to determine the potential effect of
increased volume of discharge to the upper headwaters of Wilmot and Orono Creeks has
been completed. It is recommended that an understanding of flow regimes and how they
will be alter / controlled is required, not just a peak flow control assessment.
Additionally, it is recommended that analysis be undertaken that defines the required post
development flow regime that is required to protect stream form from increased volumes
of discharge.
Fisheries and Aquatic Habitat:
Much ofthe review of this category will be based on understanding the methods and data
used to define the sensitivity and permanence of the aquatic environment. These methods
and data have not been provided. Generally, the GRCA supports the use of spanned
crossings where possible to limit aquatic impacts. It also appears that much of the stream
crossing sensitivity is unconfirmed. Confirmation of sensitivity of fish habitat is required
to fully understand the impacts of alternative routes being accessed.
Terrestrial Natural Heritage Impacts, (Vegetation, Wetlands and Wildlife)
The time allotted to providing comments on the EA was too brief to provide a proper
analysis of potential impacts to terrestrial natural heritage. This is especially the case
given the number of routes to consider. The report does provide a summary of impacts
according to the criteria used, but these are not highly detailed, and some of them are
questionable. For example, connectivity is considered only between larger natural
features that are considered to be cores, rather than across the landscape and between all
natural areas. In addition, the report only looks at impacts on existing natural heritage
conditions rather than potential improved conditions that could be achieved through
definition of a target natural heritage system.
It is difficult to provide meaningful comments when we do not have background reports
summarizing 2007 fieldwork that includes species inventories and their locations, as well
as vegetation types. For example, the EA describes the presence of Blanding's Turtle, a
threatened species, but does not give an indication of where it was found - information
that could help to determine if significant habitat might be impacted by the development.
Therefore, with regard to natural features, these are initial comments only, subject to
change when we get copies of field study results. In the interim, the following comments
are provided on terrestrial natural heritage issues:
I) There is a concern with loss of connectivity in valleylands. There must be long,
spans over these to maintain connectivity, and enough space over smaller creeks
to allow terrestrial wildlife movement. Furthermore, any bridge will result in
deep shading of valley land, which may discourage passage underneath by some
species. Ideally there would be separate spans for east and west lanes to allow
light to pass through between.
2) There is a concern about lighting along the roadway and its potential impact on
wildlife - particularly insects, many being important pollinators. Lighting should
be limited to intersections and signage.
3) An overlay of the preferred route on GRCA' s ELC suggests loss of 23.5 ha of
forest (including cultural plantation), but no loss of wetlands. Would there be
compensation for this lost habitat? If planting is considered it should be enough
to cover considerably more land than what was lost, since there is no simple
replacement of natural or mature forest and plantation.
General Conclusions:
Generally, the location of 407 to the south of the Oak Ridges moraine is supported by the
GRCA. Placement of the 407 in this location will help limit impacts on sensitive
groundwater system recharge areas.
The GRCA supports the crossing of streams at a 90degree angle to allow spanning of
valleys and limiting of impacts on aquatic habitats. Within the GRCA portion of the 407
corridor it appears that EM9 does limit the crossing of streams and addresses the above
concern.
Of the route options affecting the GRCA area, the EA report states that EM9 and EMil
have the lowest affects on natural heritage features (p. 49). From the terrestrial
perspective we agree with this assessment, and in particular favor EM9, which appears to
be closest to what has been identified as the "preferred route."
Lack of specific data and description of methodologies limits our ability to evaluate the
different impacts of specific route locations. Therefore, the comments provided should
be considered initial comments only, and potentially subject to change when copies of
field study results and methodologies are made available..
,
Attachment 7
To Report f)SD~1~~-9~
-'A" MMMGROUP
MMM Group limited
80 (on'melce Ve1lh:y Drilj[. [<1',t
liiOWhl ON C anarla UT 7N4
t: 9ih882.1100 I L 90')881.00:>5
',\Vj'Nr'JllW'lfiJ
November 8, 2007
Municipality of Clarington
40 Temperance Street
Bowmanville, ON L
Attention: Ms. L. Benson, P. Eng.
Subject:
Highway 407 East Extension
Dear Ms. Benson,
Further to our meetings on October 31 and November 7, 2007, MMM Group Limited (MMM) has
reviewed the proposed alignment for the Highway 407 East Extension and the "East Link" in light of
planning and engineering issues that may affect the Municipality of Clarington (Clarington).
Highway 407 currently ends at Brock Road in Pickering. The Ministry of Transportation (MTO) is
currently undertaking an Individual Environmental Assessment to determine the preferred route for
the Highway 407 East Extension between Brock Road and Highway 35/115, including two north-
south links between Highway 401 and Highway 407. Highway 407 East within Clarington will be
located between Taunton Road (Regional Road 4) and Concession 6 west of Darlington-Clarke
Townline, and between Concession 6 and Concession 7 east of Townline. Full interchanges are
proposed at Enfield Road, Regional Road 57 and Bethesda Road. A freeway-to-freeway
interchange is proposed at the Highway 407 - East Link interchange.
The 'East Link' is proposed to extend mid-lot between Hancock Road and Solina Road, south of
Nash Road, and mid-lot between Solina Road and Rundle Road, north of Nash Road. All of these
roads are under the jurisdiction of Clarington. A full interchange is proposed at Highway 2 and a
partial interchange (south-oriented moves only) is planned at Taunton Road. It is expected that
flyovers will be provided at Baseline Road, Bloor Street, and Nash Road, although this has not been
finalized.
MTO's standard road allowance for controlled access highways is 110m, and an additional 60m
Transitway Corridor may be protected on the mainline west of the 'East Link'. It is understood that
all construction work on the Highway 407 East Extension, from Brock Road to Highway 35/115, is to
be completed by the year 2013 in a single phase.
Based on our discussions with Clarington staff and with MTO's consultant on October 31, 2007, and
our review of the 'draft' alignment for Highway 407 and the 'East Link', we offer the following
Highway 407 East Extension
November 2007
Page 2 of 4
iA'-'- MMM GROUP
comments for consideration by Clarington Council:
. The Highway 407 East Extension and the 'East Link' will be designated as Controlled
Access Highways that will create physical boundaries for the local area road network. As a
result, ensuring the continuity of the existing and future local area road network through
grade separations (i.e. overpasses or underpasses) is an important issue for Clarington.
The existing road network, as well as the technically preferred alignments for the Highway
407 East Extension and the East Link, is shown schematically in Figure 1.
Grade separations, either built as part of the project or protected for in the future, will be
critical to ensuring that existing and future road network functions can be supported. These
functions include:
. Emergency vehicle access;
. Local access to property;
. Local transit service (future);
. School bus routing;
. Road maintenance including snow clearance; and
. Mail delivery.
It is understood that MTO is committed to maintaining road continuity to the greatest extent
possible. MTO can truncate local roads under the Public Transportation and Highway
Improvement Act; however, there is a mandatory public consultation component to this
process. Clarington should insist on being included in any decisions to truncate existing
locai roads that cross the Highway 407 East Extension or the East Link. Any planned road
truncations identified during the functionai design (which will begin shortly) should be fully
justified, based on road volumes as well as road functions (i.e. lower volume agricultural
roads).
Where grade separations are not proposed, it will be important to protect for future grade
separations at key locations, such as Pebblestone Road. Future east-west connectivity is
expected to be more problematic in Clarington than north-south connectivity.
There are a number of existing north-south roads, under local and Regional jurisdiction, that
cross the planned Highway 407 East Extension alignment within the Clarington area. There
are approximately nine existing roads that cross the Highway 407 mainline between Enfield
Road and Bethesda Road. MTO will have to provide justification before any of these roads
can be truncated.
There are fewer existing east-west connections across the proposed East Link alignment
within the Clarington area. Between Highway 401 and the proposed 407 East Extension,
there are only five existing roads. It is understood that east-west connections are
complicated by the presence of significant environmental constraints; however, Clarington
should insist that a future east-west grade separation be protected for along a future east-
west extension of Pebblestone Road, east of Courtice Road. This is shown in Figure 1. This
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FIGURE 1
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east-west connection with Oshawa will become important if development within Clarington
extends north towards the 407 East Extension. It should also be noted that the proposed
freeway-to-freeway interchange of the East Link and Highway 401 might result in the closure
of Baseline Road. Clarington should indicate their preference to maintain the Baseline Road
connection.
. Two interchanges with local streets are proposed for the 407 East Extension. One is
proposed with Enfield Road and the second is proposed for Bethesda Road. It is
understood that MTO will be starting their functional design soon, which will include an
update to the traffic modeling. Clarington should insist on reviewing the modei results in
order to understand the projected impacts of increased traffic volumes on the local roads in
terms of increased delays, increased intersection demands and opportunities for vehicular
infiltration.
. It is understood that the MTO Project Team is currently reviewing the location of the
proposed Highway 407 East Extension interchange with Bethesda Road. An interchange
with Liberty Street is more logical, based on the existing road network; however, the spacing
between Liberty Street and the proposed Regional Road 57 interchange to the west poses
some geometric challenges. Interchanges are typically spaced at 2 km intervals in urban
areas. This spacing allows for the development of appropriate merge and diverge lanes,
which minimizes weaving issues. Liberty Street is located approximately 1.6 kilometres east
of the proposed Regional Road 57 interchange. Clarington should identify their preference
for an interchange at Liberty Street rather than Bethesda Road. If a full interchange cannot
be provided, an understanding of what geometric compromises must be made should be
provided by MTO before a Bethesda Road interchange is considered.
. The impacts of emergency highway closures should also be considered within the
Clarington area. This concern primarily relates to the East Link since emergency closures
on the Highway 407 East Extension will likely divert traffic to Taunton Road, which is
Regional road. Traffic diversions associated with emergency closures on the East Link are
more complicated since the only parallel regional road (Courtice Road) is located to the
west, with a number of local roads, to the east and west, located closer. As a result,
emergency closures would likely force traffic onto Rundle Road, Solina Road and Hancock
Road. These roads have limited north-south continuity and are likely not designed to
accommodate these types of vehicular volumes. Clarington should identify a preferred
emergency detour route along the East Link, and ensure that the road is upgraded by MTO.
. The mainline and 'East Link' corridors will bisect existing agricultural lands and create
numerous remnant parcels that could adversely affect the viability of the remnant lands. It is
understood that parcels under 20 hectares are no longer useful for agricultural purposes.
It is understood from Clarington staff that the lands adjacent to the mainline and the 'East
Link' north of Nash Road are rural and lie largely within the Greenbelt. We would
recommend that MTO consider the number of remnant parcels under 20 hectares as a
COMMUNITIES
TlIANSPORTAllON
BUILDINGS
INHtAS'RUCTUR~
Highway 407 East Extension
November 2007
Page 4 of 4
iA'\..'\.. MMM GROUP
distinct evaluation criterion in the development of the refinement of the preliminary design.
. Highway 407 East and the 'East Link' will cross a number of local and Regional roads within
Clarington. As noted previously, these crossings may affect the road network continuity.
But it may also result in landlocked properties and inaccessible roads. Clarington should
insist that MTO constructs all local roads required to maintain existing road access to all
properties impacted by either corridor, at no cost to the Municipality. As well, MTO should
be responsible for all costs associated with local road truncations I closures. MTO may be
required to buy an entire parcel of land if access cannot be provided or if the remaining
land(s) are not large enoug h to be used for its current purpose (agricultural, residential, etc.)
. It is understood from MTO's consultant that the preliminary horizontal and vertical
alignments have not been developed at this time. Therefore, we cannot comment on the
specific impacts that the mainline and 'East Link' roads will have on the existing drainage
patterns. However, in general, it is imperative that surface waters and groundwater
resources not be affected due to construction of the East Extension. MTO should be
required to undertake a monitoring program to ensure that wells are not influenced by the
highway grading. As well, surface drainage patterns and tile drains on the agricultural lands
must be maintained where the Highway is bisecting currently contiguous lands.
. It is understood that MTO intends to construct the East Extension as a single construction
project. However, the magnitude of the project will require a well-coordinated phasing I
staging approach to minimize construction impacts on the local road network. MTO should
develop a construction staging committee w~h local and Regional representatives and
technical advisors to ensure that construction impacts are mitigated. The Municipality
should be on record as opposing any freeway termination with either a local or a Regional
road. It should be noted that implementation and phasing are not typically included as part
of the environmental assessment process.
We appreciate the opportunity to provide the Municipality with our assessment of the technically
preferred route, and we would be pleased to review the functional design as it becomes available.
If you wish to discuss this project in detail, please do not hesitate to call me.
Yours truly,
Bob Koziol, P. Eng.
Manager, Municipal Transportation
Associate Partner
cc: J. Auger Szwarz, Senior Planner
B. Titherington, MMM Group
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FIGURE 1
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Attachment 8
To Report PSD-135-07
Clw:-mglOn
MEMO
TO:
David J. Crome. Director, Planning Services Department
FROM:
Bradford Soles, Chair, Clarington Highway 407 Community Advisory Committee
DATE:
October 31,2007
SUBJECT:
CLARINGTON HIGHWAY 407 COMMUNITY ADVISORY COMMITTEE
COMMENTS ON HIGHWAY 407 EAST ENVIRONMENTAL ASSESSMENT
The mandate of the Committee is to monitor the Highway 407 East EA process, to provide input to
Clarington Council, to invite community input, and to act as a community resource. In this regard, the
Committee is submitting the following comments on the EA process and the identification of the
Technically Preferred Route.
GENERAL COMMENTS
The Committee feels that, in their opinion, the EA process to date has been both open and transparent.
However, the Committee has identified a number of issues they feel should be addressed as the EA
process unfolds:
LOCAL ROAD IMPACTS
. Traffic access - The Committee is concerned with the impact that the 407 and East Link will have
on traffic flow within the Municipality if a large number of roads are truncated. Issues that need to
be considered when determining which, if any, local roads will be closed include:
o Traffic fiow within the Municipality, including connectivity with the regional and provincial
road network
o Shortcutting on local roads by vehicles entering or exiting the 407 and the East Link
o Traffic funnelling and congestion on those local roads that are not truncated
o Alternative detour routes (EDRs) in the event of an emergency
o Access for emergency vehicles; additional delays created as the result of road closures
It is the CAC's opinion that no local roads should be truncated because of the 407 and the East
Link. The CAC aiso strongly recommends that a local PIC on the issue of road closures be held
to inform the residents of Clarington and to gain their input.
. Interchanges - The Committee notes that, given the large amount of growth projected to occur in
north Bowmanville, they agree with two full interchanges being provided, although they question
why an interchange is being built at Bethseda Road rather than at Liberty Street.
. Agricultural access
o Under/overpasses should be large enough to accommodate both farm equipment and other
road users to minimize the potential for conflicts.
CORPORATION OF THE MUNICIPALITY OF CLARINGTON
40 TEMPERANCE STREET, BOWMANVILLE, ONTARIO L 1C 3A6 T 905-623-3379 TF 1-800-563-1195 F 905-623-0830
.
MEMO - CLARINGTON 407 CAC
PAGE 2
o Sufficient visibility on overpasses for oncoming traffic to see farm equipment on the road
o Access between farm properties
o The positioning of over/underpasses with respect to the location of farms
. Access for school busses/postal routes/snow ploughing/other services
HERITAGE ISSUES
. Affected Heritage Buildings - There are a number of heritage homes located on the technically
recommended route that the Committee would like to see saved. The homes can be moved
however only over short distances (5 to 7 km) as there are generally too many obstructions. Issues
that need to be addressed include:
o Cost implications to moving heritage farm houses
o Enhancements for community - e.g. cluster of heritage homes
o Shortage of suitable sites for the relocation of heritage homes. Heritage homes affected by
the 407 should be given priority consideration for remnant lots for which building permits
would be available.
AGRICULTURAL IMPACTS
. Severance of farms by the 407 and East Link - remnant parcels should be large enough to be
farmed
. Potential quality and quantity impacts on wells used by farmers for domestic purposes, as well as
for agricultural operations (eg. watering crops, livestock)
. Impact of severing farm properties on farm operations - ego fencing, replacement of farm
bu i Idi ngs/infrastructure
. The issuance of residential building permits on remnant parcels could further hinder the ability of
the agricultural community to undertake normal farm operations
. Has secondary sourced data (eg. types of farming operations) been ground truthed and verified
PROPERTY/COMMUNITY IMPACTS
The Committee strongly recommends that MTO be requested to develop a strategy, in conjunction with
the Municipality, to deal with remnant lots created by the 407 and East Link. Issues that need to be
considered include:
. Whether residential building permits will be permitted on remnant parcels, including within the
Greenbelt
. The Impact of additional residential lots in the rural area on the local agricultural community
. Ownership of remnant parcels
. Opportunities for enhancement
. The creation of land locked parcels
. Well impacts - Encouraging MTO develop a protocol for compensating property owners whose
well water quality and/or quantity are adversely affected by the new highways
. Community division
. Native land claims (archaeological assessments along route)
. Individual homeowners and industrial/commercial properties - how will properties rendered
unsellable by the new highways be dealt with by MTO?
MEMO - CLARINGTON 407 CAC
PAGE 3
. How MTO could effectively engage and inform affected property owners. Many property
owners may not be aware of the property acquisition process and the related timelines and
constraints (e.g. budget considerations). MTO should provide a general explanation to
all impacted property owners about the various options available (e.g. willing seller/buyer basis;
pre-EA approval and route designation, vs expropriation after designation etc.)
NATURAL ENVIRONMENT IMPACTS
. Protocols for stream crossings (culvert vs. bridge)
. Setbacks and buffers ambience
. Migratory routes
. Wildlife crossings/connectivity
. Noise and lights
. Air quality, emissions, tire wearing, pavement wear down, oil and other fluid leaks
. Salt (groundwater recharge areas! fish habitat)
SAFETY
. Consistent fog (stream valleys)
. Winter driving north of Taunton
COMMUNICATION/ENGAGEMENT STRATEGY
The Committee recommends that MTO be encouraged to:
. Provide formal presentations and question and answer sessions at PICs for the remainder of the
EA process
. Commit to hosting local PICs for local issues such as road truncation, protection of heritage
resources, etc.
. Develop a strategy to more actively engage local businesses in the EA process
. Provide more than newspaper advertisement for PICs.
In closing, the Clarington Highway 407 Community Advisory Committee would like to thank Council for
appointing them to the Committee and aliowing us the opportunity to present these comments to
Council. Our work with the Committee has allowed us to become more involved with and
knowiedgeable about the Highway 407 East EA process. We hope that these comments are of
assistance to Council as you deal with the many issues related to the extension of Highway 407.
Sincerely
(jJraajon{ Sofes
Bradford Soles, Chair
Clarington Highway 407 Community Advisory Committee
,
~
Attachment 9
T()_Report PSD-135-07
~!OOlJglOn
MEMO
TO:
Janice Szwarz, Senior Planner, Special Projects
FROM:
Isabel Little, Planner, Special Projects
DATE:
October 18, 2007
RE:
Clarington Heritage Committee Comments
Ministry of Transportation 407 East Mainline and East Link
File no. PLN 34.15.3
'"
The Clarington Heritage Committee has completed a detailed review of the
recommended route for the east mainline and east link through Clarington. They have
identified 19 properties containing built cultural heritage resources that are either near,
impacted by, or directly in the path of the proposed route. Attached are photographs
and a list of these resources identified by their heritage status, municipal address,
inventory number, and how they are impacted by the proposed highway.
Clarington's cultural heritage resource inventory contains four classes, Designated,
Primary, Secondary, and Heritage Merit. Designated properties are those which have
been formally designated under the Ontario Heritage Act. Primary properties are those
which contain structures which are considered to be the best examples of a particular
style of architecture. Secondary properties contain those structures that have been built
with a vernacular interpretation of a particular style of architecture. Heritage Merit
properties would contain structures generally built after 1900 which still retain the
majority of their original architectural features. These definitions are guidelines used by
the Heritage Committee. Each property is evaluated for its architectural significance
and any cultural significance that may be associated with the property.
Attached is a map of the technically recommended route showing the location of these
built heritage resources along with photographs of each building. There are five
properties shown on the map where it appears that the house is directly within the J
proposed route.
. 1909 Bloor Street
. 7500 Highway 115
. 5658 Bethesda Road
. 5531 Bethesda Road
. 5681 Acres Road
(H 116)
(H754)
(H68)
(H43))
(H111)
The first property, located at 1909 Bloor Street, is of particular concern as it is
designated under the Ontario Heritage Act. The next four properties are all Primary
heritage resources. The Ministry of Transportation owns two of these Primary
resources, 5531 Bethesda Road and 5681 Acres Road, which they have currently
mothballed pending the final route selection.
,
The Clarington Heritage Committee has submitted comments stating that they have not
endorsed the route. In the attached submission they have indicated that, in the event
that the highway proceeds as it currently proposed, they would like the following
prepared for each of the five built heritage resources that will be disrupted:
. Site history of each structure
· Area history of the property and surrounding neighbourhood
. Site plan footprint of each structure
. Measured drawings of the floor plans
. An interior and exterior photographic record
. Video virtual tour of each structure's interior, exterior and vista
They are requesting that the Ministry of Transportation consider developing building lots
to accommodate heritage resources that need to be relocated. This can be
accomplished through the development of a heritage subdivision or through Ministry
support for the severance of new building lots. They have also requested that any lots
that may be created by the highway severing larger parcels be considered as viable
building lots that could accommodate built heritage resources that need to be moved to
save them from demolition.
For those structures that can not be moved they have asked that historical artifacts be
salvaged from the buildings with first choice going to the local historical societies and
second choice going to the general public.
The CHC have offered to provide their assistance to the Ministry in accomplishing what
they have requested. The Committee Chair, Victor Suppan, can be contacted by phone
at 905-263-4045, or bye-mail atcsuppan@durham.net. Please provide a copy of their
comments to the appropriate Ministry staff and the members of the Clarington 407
Community Advisory Committee.
Thank you.
~
Isabel
cc: Victor Suppan, CHC Chair
CORPORATION OF THE MUNICIPALITY OF ClARINGTON
40 TEMPERANCE STREET, BOWMANVILLE, ONTARIO L 1 C 3AB T(905)623-3379 F (905)623-0830
"
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Built Heritage Resources Directly
within the Technically Recommended Route
1909 Bloor Street, Darlington Township
Heritage Inventory Number HI 16
Heritage Status- Designated under the Ontario Heritage Act
Within 407 East Link
7500 Highway 115, Clarke
Heritage Inventory Number H754
Heritage Status - Primary
Within 407 East Mainline
5658 Bethesda Road, Darlington
Heritage Inventory Number H68
Heritage Status - Primary
Within 407 East Mainline
699
'-
5531 Bethesda Road, Darlington Township
Heritage Inventory Number H43
Heritage Status - Primary
Ministry of Transportation property
Within 407 East Mainline
5681 Acres Road, Darlington Township
Heritage Inventory Number HIll
Heritage Status - Primary
Ministry of Transportation property
Within 407 East Mainline
699001
Built Heritage Resources on Properties Affected
by the Technically Recommended Route
3478 Darlington Clarke Townline Road, Darlington Township
Heritage Inventory Number H34
Heritage Status- Primary
407 East Mainline cuts through property
1520 Concession Road 6, Darlington Township
Heritage Inventory Number H750
Heritage Status - Secondary
407 East Mainline cuts through property
699002
3260 Concession Road 7, Clarke Township
Heritage Inventory Number H751
Heritage Status - Secondary
407 East Mainline cuts through property
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3226 Concession Road 7, Clarke Township
Heritage Inventory Number H755
Heritage Status - Secondary
407 East Mainline cuts through property
1731 Concession Road 6, Darlington Township
Heritage Inventory Number Hl13
Heritage Status - Secondary
407 East Mainline cuts through property
699003
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5649 Rundle Road, Darlington Township,
Heritage Inventory Number H752
Heritage Status - Secondary
407 East Mainline cuts through property
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5649 Rundle Road barn
Heritage Inventory Number H752
Heritage Status - Secondary
5649 Rundle Road, barn side view
Heritage Inventory Number H752
Heritage Status - Secondary
699004
Built Heritage Resources on Properties in Close Proximity
to the Technically Recommended Route
5415 Solina Road, Darlington Township
Inventory Number HI57
Heritage Status - Designated under the Ontario Heritage Act
Ministry of Transportation leased property
Heritage Assessment on record
South of 407 East Mainline
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1604 Concession Road 6, Darlington Township
Heritage Inventory Number H84
Heritage Status - Primary
North of 407 East Mainline
5561 Regional Road 14, Darlington Township
Heritage Inventory number HI66
Heritage status - Secondary
No picture available at this time
South of 407 East Mainline
699005
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Built Heritage Resources in the Vicinity
of the Technically Recommended Route
.
5709 Old Scugog Road, Darlington
Heritage Inventory Nwnber H6
Heritage Status- Primary
3662 Concession Road 8, Clarke
Heritage Inventory Number H399
Heritage Status - Secondary
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4059 Solina Road, Darlington
Heritage Inventory Number H30
Heritage Status - Primary
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5987 Holt Road, Darlington
Heritage Inventory Nwnber H753
Heritage Status - Heritage Merit
699006
Inventoried Built Heritage Resources
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699007
HERITAGE MUNICIPAL INVENTORY IMP ACT ON
STATUS ADDRESS NUMBER PROPERTY
Designated under 1909 Bloor Street HIl6 Directly in route
Ontario Heritage
Act
Designated under 5415 Solina Road HI57 Just south of route
Ontario Heritage
Act
Primary 7500 Highway 115 H754 Directly in route
Primary 5658 Bethesda Road H68 Directly in route
Primary 5681 Acres Road Hill Directly in route
Primary 5531 Bethesda Road H43 Directly in route
Primary 1604 Concession Road 6 H81 Just north of route
Primary 5709 Old Scugog Road H6 In vicinity of route
Primary 4059 Solina Road H30 In vicinity of route
Secondary 6097 Leask Road HI23 Cuts through property
north of house
Secondary 3478 Darlington Clarke H34 Cuts through property
Townline Road south of house
Secondary 1520 Concession Road 6 H750 Cuts through property
north of house
Secondary 3260 Concession Road 7 H751 Cuts through property
north of house
Secondary 3226 Concession Road 7 H755 Cuts through property
north of house
Secondary 1731 Concession Road 6 H113 Cuts through property
south of house
Secondary 5649 Rundle Road H752 Cuts through property
south of house and barns
Secondary 5561 Regional Road 14 HI66 Just south of route
Secondary 3662 Concession Road 8 H399 In vicinity of route
Heritage Merit 5987 Holt Road H753 In vicinity of route
October 17, 2007
Ms. Janice Szwarz
Senior Planner, Special Projects
Municipality ofClarington
40 Temperance Street
Bowmanville, Ontario
LlC 3A6
RE: Clarington Heritage Committee Comments on the 407 Technically Recommended Route
The Clarington Heritage Committee (CHC) formally requests that the built cultural heritage
resources impacted by the construction of Highway 407 and identified by the CHC as per the Ontario
Heritage Act for the Municipality of Clarington be protected and preserved. The CHC has not
endorsed the route. We are appreciative of the 407 East Environmental Fact Sheet that was produced
for the June 2007 open house for public distribution titled Heritage and the desire indicated in the
Fact Sheet to properly treat the impacted heritage structures. The CHC has reviewed the
recommended route through Clarington and have determined that a total of five (5) culturally
significant built heritage structures will be in danger of being moved or worse demolished. These
properties are identified as:
. 1909 Bloor Street
. 7500 Highway 115
. 5658 Bethesda Road
. 5531 Bethesda Road
. 5681 Acres Road
The Ministry of Transportation has recognized the importance of these heritage structures and has
indicated on the Fact Sheet that it is MTO's responsibility to plan and build transportation facilities
with minimal impact to the environment and heritage resources. In the event that the technically
recommended route proceed as is the June 2007 draft indicates, prior to the disruption of these built
heritage resources; we would request that the following be conducted for each property:
1. Site history of each structure
2. Area history of the property and surrounding neighbourhood
3. Site plan footprint of each structure
4. Measured drawings of the floor plans
5. An interior and exterior photographic record
6. Video virtual tour of each structure's interior, exterior and vista
For those built heritage structures that cannot be moved onto an adjacent location within its current
property lines we would suggest that MTO consider developing building lots to accommodate
structures that need to be relocated. With all the restrictions placed on land severances due to the
greenbelt and agricultural preservation there are limited locations for these built heritage structures to
.
move to. MTO should consider either developing a heritage conservation subdivision (similar to
Markham where a number of 407 displaced heritage structures were relocated) to accommodate these
buildings or ensure those members of the public willing to move the structures that the creation of
new building sites will be supported by the Ministry.
The construction of the highway may result in the severance of larger parcels thereby creating
building lots that could accommodate residential uses. We would request that these lots be
considered as appropriate locations for the relocation of built heritage resources that need to be
moved to save them from demolition.
For those structures that cannot be moved we would suggest that historical artifacts be salvaged from
the structure. Our local historical societies should have first choice and then the general public.
With the limited manpower resources at the Ministry and the desire to accomplish the above, we
would be willing to work with the Ministry and their heritage consultants to provide input on the task
at hand to ensure its successful outcome.
Si"=1')r_
ViCaUPPal
Chair, Clarington Heritage Committee
cc: Ministry of Transportation
cc: Councillor Novak
cc: Clarington 407 CAC