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HomeMy WebLinkAboutPSD-092-09Leading the way ~~-~~°n REPORT PLANNING SERVICES Meeting: GENERAL PURPOSE AND ADMINISTRATION COMMITTEE /~ Date: Monday, September 28, 2009 ~2E.,5p ~c.c: f 7v~! ~ c~ I~f} -J`~ ~ -C1vJ Report #: PSD-092-09 File #: PLN 23.5.14 By-law #: Subject: HIGHWAY 407 EAST ENVIRONMENTAL ASSESSMENT MUNICIPALITY OF CLARINGTON COMMENTS TO THE MINISTRY OF ENVIRONMENT DATIONS: It is respectfully recommended that the General Purpose and Administration Committee recommend to Council the following: 1. THAT Report PSD-092-09 be received; 2. THAT Report PSD-092-09 be approved as the Municipality of Clarington's comments to the Ministry of the Environment on the Environmental Assessment submission for the Highway 407 East Extension; 3. THAT a copy of this report and Council's decision be forwarded to the Ministry of the Environment, the Ministry of Transportation, and the Regional Municipality of Durham; and 4. THAT all interested parties listed in this report and any delegations be advised of Council's decision. ~ Submitted by: Reviewed by: David J. romp, MCIP, RPP Franklin Wu, Director of Planning Services /~p~ Chief Administrative Officer Submitted by: ^~' ' _ o A.S. Cannella, C.E.T. Director of Engineering Services JAS/FL/df 22 September 2009 CORPORATION OF THE MUNICIPALITY OF CLARINGTON 40 TEMPERANCE STREET, BOWMANVILLE, ONTARIO L1C 3A6 T (905)623-3379 F (905)623-0830 REPORT NO.: PSD-092-09 PAGE 2 1.0 BACKGROUND 1.1 The Environmental Assessment (EA) for the Highway 407 East Extension began in January 2005 with the approval of the Terms of Reference for the EA Study by the Ontario Ministry of the Environment (MOE). The proposed Technically Preferred Route was announced in the summer 2007. Since that time, the 407 Project Team has worked on refining the Technically Preferred Route and the location and sizing of supporting infrastructure, and has undertaken additional work to determine potential impacts and to develgp proposed mitigation strategies. 1.2 The Ministry of Transportation (MTO) has submitted the 407 East EA Report to MOE for approval, triggering the start of the formal MOE review process. Public and agency comments on the EA are to be submitted to MOE by Friday October 16, 2009. 1.3 The 407 EA study has also formally triggered the federal process under the Canadian Environmental Assessment Act (CEAA). The scope of the EA has been identified as the construction and ;operation of watercourse crossings that will potentially require approval under the Navigable Waters Protection Act, the Fisheries Act, and the portion of the transportation corridor that will be constructed on federal land in Pickering. 1.4 Municipality Of Clarington Comments On The 407 EA 1.4.1 The Municipality has had numerous opportunities through the 407 EA process to submit comments on the EA Study, through both staff reports to Committee and. Council and staff-level meetings. These include the Municipality's comments on the Preliminary Design Plans for the 407, which were submitted through Staff Report PSD-033-09 (March 30, 2009 GPA). The Project Team responded to these comments by letter dated May 5, 2009. Comments on the Pre-Submission Draft EA were submitted through Staff Report PSD-075-09 (July 6, 2009 GPA). A letter responding to these comments was received September 11, 2009 (Attachment 1). 1.4.2 The Municipality's comments on the 407 EA, as set out in bold italics in Sections 2 through 6 of this repprt, deal with previously identified issues that have not been resolved to the Municipality's satisfaction, and any new issues that have been identified through the review of the EA submission report. 2.0 CLARINGTON ENERGY PARK and COURTICE INDUSTRIAL LANDS 2.1. Background 2.1.1 The Clarington Energy Business Park (Energy Park) occupies 129 ha and is located immediately south of Highway 401 and north of the CN rail corridor, between Courtice Road and Solina Road. A Secondary Plan for the development of the Energy Park was prepared by the Municipality and incorporated by amendment into the Clarington Official Plan in February 2005. REPORT NO.: PSD-092-09 PAGE 3 MAP A .~/ ....w Clerlrgron Energy BwMe~ PagcArea BDUMary ®LIgM IMwMal2 LAUD USE p- ®Prestlge Employment NaOa per, Bpace ANO PRC~IARY ROADS J ®PreStige EmDlOymeM Cahidw EmIrOM1nMta~prp(Ettgn AreR C CY I ® LIgM IMue#WI 1 ~, PropDeeO SYam WaOer POntl BUSINESS PARK SEGOND0.RY PLAN awuw'r i x00] ro meao.eou a iman wa mnvar¢ oar Figure 1 Approved Land Use Plan - Clarington Energy Business Park 2.1.2 The Secondary Plan is intended to guide the development of the business park to take advantage of the area's proximity to the Darlington Nuclear Generating Station immediately to the east and to encourage the establishment of businesses in the energy and environment sectors. This latter objective is especially important given the Municipality's need to strengthen its industrial/commercial assessment base and reduce its reliance on .its residential assessment base. Currently, the Municipality's non-residential assessment base is only 9%. 2.1.3 The East Durham Lir1k connects to Highway 401 immediately to the north of the Energy Park. The freeway-to-freeway interchange, as well as the associated improvements to HighuNay 401 and the Courtice Road interchange, and the proposed construction of a stormwater management pond at the southeast quadrant of the Courtice Road interchange, results in a significant encroachment- into the Energy Park. Not only does this result in a significant loss of developable lands from the Energy Park (approximately 20 ha), a section of South Service Road will also be eliminated. This road is important for the efficient movement of non-Energy Park REPORT NO.: PSD-092-09 PAGE 4 traffic, in particular traffic travelling to and from the adjacent Nuclear Generating Station. ' 2.1.4 The existing Courtice, Industrial Park; which is located immediately to the north of Highway 401, is also affected by East Durham Link and interchange; as well as the associated on-off ramps to Highway 401. 2.2 Previous Municiaal C©mments 2.2.1 In Report PSD-033-0!9, the Municipality had indicated that options. are available to mitigate the loss of developable lands in the Energy Park provided that satisfactory arrangements can be made for the short, medium and long term re-alignment of South Service Road. It was also noted that ultimately, Energy Park Drive will assume the function of the South 'Service Road but the South Service Road may continue to be needed for internal traffic distribution. 2.2.2 The Municipality. requested the 407 Project Team to revise the EA to indicate the section of Energy Park Drive near Solina Road (the. Crago lands) as the Province's responsibility under the EA to replace South Service Road. However, no response was provided to this cGrmment in MTO's letter of May 5, 2009. 2.2.3 In Report PSD-110-08, the Municipality had indicated that long-term industrial/ commercial tax loss vwould result from the loss of 28 ha of employment lands in the Courtice Industrial Perk, including two vacant parcels with active development applications that have been rendered undevelopable. The Municipality has been workirig with the Region of Durham in their Official Plan conformity exercise for Places to Grow to designate. employment lands adjacent to the 407 corridor as replacement for those being removed by the 407 related works. 2.3 Clarington's Comments to Ministry of Environment 2.3.1 The draft EA does not discuss the impact of the East Durham Link on the Clarington Energy Business Park and. Courtice Industria! Park. The EA states Figure 2 East Durham Link/Highway 401 Interchange REPORT NO.: PSD-092-09 eer_c e that East Durham Link transportation corridor "traverses Employment Lands" and then continues with the statement that "The proposed corridor does not impact any designated area of commercial or institutional lands". The Employment Lands are zoned Industrial Land Use and thus, technically are not Commercial or Institutional. However, the EA is not correct in stating that there is no socio-economic impact as the East Durham Link affects the Industrial/Commercial tax base of Clarington, 2.3.2 The Municipality of Clarington is disappointed that the draft 407 EA does not acknowledge the significant impact of the East Durham Link on the Clarington Energy Business Park and the Courtice Industrial Park, The EA should be revised to acknowledge the impact of the freeway-to-freeway interchange and its associated works on the area of developable land in these two areas, as well as the road networik in the Energy Park. The EA should be further revised to indicate the construction of that section of Energy Drive near Solina Road as the Province's responsibility under the EA to replace the South Service Road. 3.0 RUNDLE ROAD AND HOLT ROAD 3.1 Background 3.1.1 Holt Road and Rundle Road are both important north-south local roads in Clarington between the urban areas of Courtice and Bowmanville. Holt Road connects to Highway 401 through a partial interchange and provides direct access over Highway 401 to the Darlington Generating Station. The road is improved to a year-round standard between the, Generating Station and Taunton Road (Regional Road 4), and Concession Roads 6 and 7. The 2 km section between Taunton Road and Concession Road 6 is currently unimproved. Rundle Road is an improved road through its entire length from Highway 401 to just north of Concession Road 7. ~--- i i ~~ _ _ s iNa CONCE93 10N ROAO 6 I ~ ~ _~ S"~ 9 d ~ ~ I I ~ ~i ¢ ~ I NANPTON~ I ~ TAUNTON RONO I 1 1 ~ q 8 Figure 3 Rundle Road and Holt Road REPORT NO.: PSD-092-09 PAGE 6 3.1.2 The construction of the East Durham Link will result in a 2 km segment of Rundle Road being lost. As a result, Rundle Road will become discontinuous between Taunton Road and C©ncession Road 6. Rundle Road will terminate at Taunton Road, while that section north of the 407 will be truncated. Due to the fact that Holt Road, which lies 800 m to the east, is unimproved between Taunton Road and Concession ,Road 6, both northbound and southbound traffic on Rundle Road will have to detour either onto Solina Road through the hamlet of Solina (800 m to the west), or onto old Scugog Road through the hamlet of Hampton (2.5 km to the east). 3.2 Previous Municipal Comments 3.2.1 The Municipality hasi previously recommended to the Project Team that Holt Road between Taunton Ropd and Concession Road 6 should be improved to year-round municipal road standards to replace the loss of Rundle Road, and that this road improvement should be indicated in the EA as part of the 407-related works. The Municipality's consultant has estimated that the cost to improve Holt Road would be approximately $1.57 Million. 3.2.2 The Municipality also recommended that the Holt Road overpass be constructed as part of the initial 407 works to maintain access to agricultural fields. 3.2.3 MTO responded that any improvements to Holt Road between Taunton Road and Concession Road 6 will not be included as part of the EA submission, and that Clarington would be Responsible for such works once the need and justification has been realized. MTO'also stated that the timing for the construction of the Holt Road overpass will be determined during the implementation phase, and that they will consult with Clarington to ensure that the agricultural needs in the vicinity of Holt Road are addressed. 3.3 Clarington's Comments to Ministry of the Environment 3.3.1 The 407 EA submitted to MOE does not include the improvement of Hoilt Road between Taunton Road and Concession Raad 6 to a year-round municipal standard. The construction of an overpass for Holt Road at the 407 N7ainline is included in the EA submission. 3.3.2 The discontinuation of Rundle Road north of Taunton Road represents fhe loss of an important north-south connection within the Municipality's road network, and will create additional traific impacts on the hamlets of Solina and Hampton. .The reconstruction of the unimproved section of Holt Road fo a year- round standard would help to mifigate the impact on the Municipality's ro8d network and the two hamlets created by the discontinuation of Rundle Road. The length of Holt Road .proposed for reconstruction (2 km) is approximately equivalent to the length of Rundle Road that will be lost. Figure 4 Holt Road Reconstruction REPORT NO.: PSD-092-09 PAGE 7 3.3.3 It continues to be the Municipality's position that the reconstruction of Holt Road to a full muniicipal standard between Taunton Road and Concession Road 6 should be included in the EA as a 407 East project-related work. 4.0 LIBERTY STREET INTERCHANGE 4.1 Backoround 4.1.1 The EA submitted tq MOE includes interchanges at Regional Road 57 and at the Darlington-Clarke Townline only. Liberty Street would be a simple grade separation with no direct connection to Highway 407. There is also an interchange on the Durham East Link at Highway 2, and a partial interchange at Taunton Road (access to and from the south only). Traffic generated in the Bowmanville area will predominantly be served by the Regional Road 57 and Highway 2 interchanges, as opposed to either the Taunton Road partial interchange or the Darlington-Clarke Townline interchange. 4.2 Previous Municipal Comments 4.2.1 The Municipality reviewed the Highway 407 transportation model undertaken for the EA to determine wheether an interchange at Liberty Street would be necessary or beneficial from a road capacity perspective, given the future planned land use and road network in Caalington. The 407 transportation model was on an untolled scenario (e.g. free access); however, it has been confirmed by the Provincial government that the 407 East extension will be tolled. The transportation model review indicated that the EA recommended design would result in a concentration of traffic on the approach routes to the two interchanges serving Bowmanville traffic, particularly at the Regional Road 57 interchange for an untolled scenario. 4.2.2 On the basis of the consultant's review, the Municipality previously requested the 407 Project Team carry out transportation models for a tolled scenario and further that the construction of a full interchange at Liberty Street be included. MTO responded that the traffic analysis undertaken as part of the EA confirmed that the interchanges at Regional Road 57 and Darlington-Clarke Townline could accommodate anticipated traffic volumes for the planning horizon. MTO also indicated that, in their opinion, an interchange is not required at Liberty Street, but that a future interchange at this location would not precluded as part of a separate study approval process. Attachment 2 provides more detailed comments on the Liberty Street interchange issue. 4.3 Clarinaton's Comments to Ministry of Environment 4.3.1 The EA submitted to MOE does not indicate an interchange at Liberty Street and the 407 Mainline. 4.3.2 The transportation mpdel results do not reflect the decision that has been taken on tolling. Claringtoq believes a tolled scenario transportation model will show that the local roads wjll be impacted. MTO's analysis shows that an interchange could be accommodated at Liberty Street by indicating "a future interchange at Liberty Street is not precluded." REPORT NO.: PAGE 8 4.3.3 The interchange ~t Liberty Street Is important -from a. network connectivity perspectfve. !t will help to disperse projected traffic volumes on the approach routes to Highway, 407 in the Bowmanville area, lead to lower traffic pressure on lower-order east-quest roads, and help to alleviate high intersection turning movements along the Regional Road 57, Taunton and Liberty Street corridors. The Municipality's consultant's detailed comments on the review of the transportation model are provided in Attachment 2 to this report. 4.3.4 On the basis of thq above, the Municipalfty requests that the 407 EA be revised to indicate the construction of afull-movement interchange at Liberty Street and the 407 Mainline. 5.0 WASHINGTON ROAD 5.1 Background 5.1.1 Washington Road iS a local road that runs between Taunton Road and Regional Road 6 southwest of the (hamlet of Solina. The portions of the road north of Taunton Road and south of Concession Road 6 are maintained year-round, but approximately 765 m in the middle is seasonally maintained, in very poor condition and impassable to agricultural equipment. 5.1.2- The 407 Mainline ~rridor cuts across the middle portion of the road allowance. MTO currently owns the I lands within the corridor and to the north and south, they, are leased to a local fajrmer who operates an active agricultural operation. Agricultural access to the fields is currently gained from Washington Road via Concession Road 6. 5.1.3 The construction of the 407 Mainline will prevent access to the agricultural fields south of the highway. M'RO will be unable to either lease or sell these lands for agriculture and, as such, the lands will become remnant paroels. 5.2 Previous Municipal comments 5.2.1 The Municipality his previously requested MTO to revise the EA to include the improvement of that; portion of Washington Road north of Taunton Road to a seasonal standard as a 407 project-related work. This work is necessary to maintain access to the agricultural fields south of the 407 Mainline. MTO responded that the 407 project team will not be seeking EA approval to carry out improvements to Washington Road north of Taunton Rcpad. In their opinion, the presence of the 407 Mainline does not affect continued access to these agricuRural fields and that, if and when such improvements are jyst~ed, they will be Clarington's responsibility. 5.3 Clarington's Comments to Ministry of Environment 5.3.1 The EA submitted ~o MOE does not include the upgrading of Washington Road as a project-related work. As well, the EA states that Washington Road is not a public right-of-way in the vicinity of the 407 corridor and therefore cul-de-sacs will not be providedf on this road north and south of the 407 corridor. REPORT NO.: PSD-092-09 PAGE 9 5.3.1 The Municipality of Clarington is concerned that without the requested improvements to WVashington Road, the agricultural fields south of the 407 Mainline wil! beconne inaccessible to farm equipment and productive farm land will be unnecessar~yy taken out of production. The remnant parcel remaining on the south will be inaccessible to farm equipment and should be included in the plan that is being developed for remnant parcels. 6.0 CULTURAL HERITAGE RESOURCES 6.1. Background 6.1.1 The 407 Project Team has previously provided Impact Assessment Reports to the Clarington Heritage Committee that identified the cultural heritage resources that will either be displaced or disrupted by the 407. General mitigation strategies were proposed based on the degree of impact and the nature of the resource such as landscape screening. for heritage resources that will be disrupted, and a Cultural Heritage Evaluation Report for resources proposed to be displaced. 6.2 Previous Municipal Comments 6.1.2 The Clarington Heritage Committee has identified 27 built heritage resources included in the Impact Assessment Reports that have been recorded in the Committee's Inventory of heritage.-buildings. The Heritage Committee has previously submitted comments to MTO with respect to the mitigative measures proposed for the built heritage resources that will either be disrupted or displaced by the 407 transportation corridor. 6.1.3 Of particular interest! are the following eight built heritage structures that will be displaced by the 407, the Committee has recommended specific mitigative measures to the 407 Project Team for these resources: REPORT NO.: PSD-092-09 PAGE 70 6.3 Clarington's Comments to Ministry of Environment 6.3.1 The EA submitted to MOE states that further investigation including the completion of Cultural Heritage Evaluation Reports will be required to determine the heritage value of affected heritage properties before recommendations for mitigation can be provided Specifically, resources that lie within the transportation corridor that are found to be significant would 6e considered for relocation, reuse, odor documentation and removal. 6.3.2 The information provided in the EA does not include the mitigation options requested by the CHC for the heritage resources in Clarington as it appears the information is iden ical to that previously reviewed. The EA also does not indicate if the owne of the heritage properties have been contacted in regards to the proposed mitigation options. 6.3.3 Accordingly, the Mu icipality reiterates its recommendations that the majority of the structures to be ~isplaced by the 407 be relocated. As for the properties that will be disrupted, ~ photographic record should be completed prior to the Highway's construction. Attachment 3 provides the Municipality's detailed comments on each of the 27 heritage properties in Clarington that will be affected by the 407. As well, the Municipality would like to be consulted on the Cultural Heritage Evaluation Reports and any proposed mitigation measures for affected heritage properties in Clarington. 7.0 CONCLUSIONS 7.1 Staff recommend that... this report be approved as the Municipality's comments on the Environmental Assessment for the 407 East Extension. After reviewing all comments submitted, the Ministry may approve the EA without any changes, approve the EA with revisions, or refuse to approve the EA. A decision is anticipated in mid-2010. Should the EA be approved, the planning process for the project will be complete, and the implementation of the project will commence. 7.2 Staff will continue to liaise with MTO throughout the next phase and will continue to work towards resolving any outstanding issues where possible. Engineering Services staff will particularly be involved on behalf of the Municipality with respect to the phasing of the project (which is not part of the EA process) and with respect to any financial implications that the 407 project will have on the Municipality as it progresses. Attachments: Attachment 1 - Pre-Submissipn Comments/MTO Responses Attachment 2 - Detailed Comments on Liberty Street Interchange Attachment 3 - Impact Assessment Tables -Identified Heritage Resources REPORT NO.: PSD-092-09 List of interested parties to be advised of Council's decision: Jeffrey Dea 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 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 Jennifer Knox 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 PAGE 11 m .. o y N Es U d mm N y p M o ~ r 0 °°- ~ ~ p ~ 4 ~ 'C 0 oa ~ K Q rn c « Y aw W ~ c N rn~ C C O c ~ 'L" C U. 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O a i U ~ J y U7 r N y 0 O L Q V W ~ 7 I U (n ~~' (n V Ld' U In [O V InJO ~ N Attachment 2 To Report PSD-092-09 MUNICIPALITY OF CLARINGTON DETAILED COMMENTS ON LIBERTY STREET INTERCHANGE ISSUE (SECTION 4.0 OF REPORT PSD-091-09) Libertv Street Interchange The EA recommended design includes interchanges at Regional Road 57 and at the Darlington-Clarke Townline only. Liberty Street would be a simple grade separation with no direct connection to Highway 407. There is also an interchange on the Durham East Link at Highway 2, and a partial interchange at Taunton Road (access to and from the south only). Traffic generated in the Bowmanville area will predominantly be served by the Regional Road 57 and Highway 2 interchanges, as opposed to either the Taunton Road partial interchange or the Darlington-Clarke Townline interchange. Volume and Capacity Considerations The results of the transportation model undertaken for the EA were reviewed to determine whether an interchange at Liberty Street would be necessary or beneficial from a road capacity perspective. The model results suggest that the current EA- recommended design would result in a concentration of traffic on the approach routes to the two interchanges serving Bowmanville traffic, particularly the Regional Road 57 interchange. The 2031 horizon AM peak hour model projected significant traffic demand from the Bowmanville urban area to westbound Highway 407: 1,025 trips via the Regional Road 57 interchange, and another 650 trips via the Highway 2 interchange on the East Link. This traffic leads to capacity concerns on roads approaching those interchanges. Both Regional Road 57 and Highway 2 are modeled to be operating at or above capacity in the sections approaching Highway 407. In addition, the loop on-ramp from Regional Road 57 to Highway 407 is projected to operate at high volumes (more than 1,000 vehicles per hour); the high volume of low-speed loop ramp traffic could lead to merging issues on the mainline. Since most of the Bowmanville urban area is situated east of Regional Road 57 (particularly in the north), most 407-bound traffic will need to travel west to Regional Road 57. The EMME model indicates significant volumes on east-west arterial and collector roads bound for Regional Road 57, including Taunton Road, the 3rtl and 4"' concessions, and Longworth Avenue / Scugog Lane. Some of these roads are less suited for this type of regional traffic due to geometric conditions, road classification, or roadside environment (e.g. residential areas). These east-west volumes will also lead to higher turning movement demands at intersections that would decrease corridor capacity and lead to poorer intersection operations. This in turn could lead to increased infiltration through residential neighbourhoods as motorists seek alternate routes to Regional Road 57. If an interchange is provided at Liberty Street, there will be less east- west traffic pressure and consequently lower turning movement requirements at intersections along the Regional Road 57 and Liberty Street corridors. It should be noted that there are two additional factors that could positively or negatively affect traffic forecasts: The recommended design also includes a transitway along the 407 corridor. There is a station shown at Regional Road 57, with spark-and-ride lot. Although the number of spaces has not been specified, there is a large area (at least 4.5 to 5.0 ha) allocated for parking, which could likely accommodate more than 1,000 spaces depending on the ultimate configuration. If park-and-ride traffic is in addition to the modeled volumes, there is potential for significantly higher traffic demands on Regional Road 57. The model assumed that the Highway 407 extension would be untolled. The province announced in January 2009 that, although the province would maintain control over the extension, tolls would still be applied (although the rates were not specified). Depending on the ultimate toll rates, the modeled volumes may be overstated to some extent, which in turn would overstate traffic on the approach routes. Network Considerations/Interchange Spacing The EA-recommended design results in an interchange spacing of approximately 6.5 km between the Regional Road 57 and Darlington-Clarke Townline interchanges. A Liberty Street interchange would be located approximately 2.5 km east of the Regional Road 57 interchange and 4.0 km west of the Darlington-Clarke Townline interchange. The MTO's Geometric Design Standards for Ontario Highways (GDSOH) recommends that, "as a general guide in rural areas, interchanges are normally spaced at between 3 km and 8 km." With an interchange at Liberty Street, the interchange spacing would be slightly below this level. However, the GDSOH also notes that "the precise location depends on the particular needs of the community," and that "interchanges should be located at arterial roads recognized as major components in the road system, having good continuity and a capability for expansion if required." Liberty Street is identified as a Type B Arterial in the Clarington Official Plan in which it has been planned to connect to Highway 407. In addition, Liberty Street is a Regional Road south of Taunton Road. and has direct access to Highway 401. Summary Based on our review of the Highway 407 transportation model and the future planned land use and road network, we recommend that the Municipality of Clarington ask MTO to reconsider an interchange at Liberty Street. The interchange can be accommodated while still maintaining appropriate interchange spacing, and is important from a network connectivity perspective. It would help disperse projected traffic volumes on the approach routes to Highway 407 in the Bowmanville area, lead to lower traffic pressure on lower-order east-west roadways, and alleviate high intersection turning movements along the Regional Road 57 and Liberty Street corridors. Attachment 3 To Report PSD-092-09 -o do° o 'o ma~ ~6 d d a way 0 ~,;. > = ra3 aL w X0 a 3 L w ~ 03 E L -o ~° _. r.. o 0 0 0 0° 0 3 0 o m `~ - ~ w °- I w o w °- ~ w ~ `- a L c m$ y m 'a m o m a~ c ° N~ N a~ ~ ~ ~'r~` :. y w,~ m m N N Y E '~ m m .ra.' Y e a .~ y~ ~ L f0 ' O `"- '7 ~ O ~ ~-. N w N O ... - w '7 O ~ U . -. C w f6 O L '- N~~ f' " m O Off? O. > ~ w O ,O ° 3 c'a N L c c~ ~ o~ O m o O o N o O u~ O N 0 Q N °~ t. 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