HomeMy WebLinkAboutPD-35-94Subject: REVISION TO TECHNICALLY - PREFERRED ROUTE
HIGHWAY 407 /TRANSIT TRANSPORTATION CORRIDOR
PLN 25.5.5
Recommendations:
It is respectfully recommended that the General Purpose and
Administration Committee recommend to Council the following:
1. THAT Report PD -35 -94 be received;
2. THAT the Proposed Alignment Shift for Highway 407 identified as
Alternative A in Attachment #1 to Report PD -35 -94 be endorsed; and
3. THAT the Ministry of Transportation, the Region of Durham and the
City of Oshawa be advised of Council's decision.
1. BACKGROUND
1.1 In February 1992, the City of Oshawa indicated its support for
Highway 407 but requested a more northerly alignment east of Ritson
Road to Townline Road. This request was made to facilitate an
alignment which would be parallel and closer to Winchester Road
with the objective of increasing the developable land south of the
future Highway 407 and improving the efficiency of land use.
Specifically, the concern was that the diagonal alignment of the
technically preferred route relative to the basic grid of the
existing road system would constrain development opportunities.
1.2 As a result of the concerns raised by the City of Oshawa, the
Ministry of Transportation and Parker Consultants developed an
alignment shift illustrated on Attachment #1. The alignment shift
(Alternative A) creates a corridor parallel to Winchester Road
between Ritson Road and Grandview Road. The diagonal movement
southerly occurs in the easterly 2 lots in Oshawa and the westerly
4 lots in Clarington. j 6
E CYC LED
P PA P ED R ECYICLE
REPORT NO.: PD -35 -94 PAGE 2
1.3 The Ministry of Transportation has forwarded information on the
proposed alignment shift and requested comments and, if in support,
Council's formal endorsement. The Ministry of Transportation has
also forwarded information to each landowner and citizen groups.
2. COMMENTS
2.1 On June 14, 1993, Council endorsed
preferred alignment for Highway 407
connecting link to be located between
The proposed alignment shift is withi
previously endorsed by Council.
the proposed technically
"up to and including the
Bowmanville and Courtice ".
n the portion of the route
2.2 The analysis of the proposed alignment shift was conducted using
the same factors as utilized for the route planning and
environmental assessment process for the Oshawa /Clarington portion
of Highway 407, specifically:
• natural environment
• social environment
• economic environment
• agriculture
• cultural environment
• transportation and engineering
The comparative analysis is summarized in Attachment #2. The
analysis did not reveal any significant differences with the
exception that Alternative A (the alignment shift) was better with
respect to future servicing and increased development opportunities
in the City of Oshawa. It was the consultants conclusion the
proposed alignment shift did "not significantly impact on the
[Municipality] of Clarington."
2.3 Staff have reviewed the analysis undertaken by Parker Consultants
and generally concur with its contents. The number of landowners
directly affected by the corridor remains almost the same but the
affected landowners are impacted at a slightly different location.
The 4 westerly lots in Darlington Township would be affected by
diagonal alignment under either scenario.
J66
REPORT NO.: PD -35 -94 PAGE 3
2.4 The proposed alignment shift results in the need for a slight
alignment shift in Townline Road (a gentle S curve) to improve the
skew angle at the planned interchange (see Attachment #3) . Most of
this would take place within the lands required for this
interchange and therefore the impact is not considered significant.
2.5 The Ministry of Transportation intends to modify the technically
preferred route to incorporate the proposed alignment shift. It
will proceed to preliminary design and full approvals under the
Environmental Assessment Act for the entire project from Highway 48
to Highway 35/115. Even with the accelerated timetable of the
Provincial government, it is not anticipated that the Durham
portion of Highway 407 would commence construction until after
2005.
2.6 The Public Works Department has reviewed this report and concurs
with the recommendation contained herein.
3. CONCLUSION
Given that Council has previously endorsed this section of the
proposed Highway 407, it is recommended that Council formally
endorse the proposed alignment shift identified as Alternative A
for the section of Highway 407 between Ritson Road and Regional
Road 34.
Respectfully submitted,
C)
Franklin Wu, M.C.I.P.
Director of Planning
and Development
DC *FW *df
8 March 1994
Attachment #1
Attachment #2
Attachment #3
Reviewed by,
Proposed Alignment Shift
Analysis of Alignment Shift: Parker Consultants
Proposed Townline Road Interchange
�6�
REPORT NO.: PD -35 -94 PAGE 4
Interested parties to be notified of Council and Committee's decision:
Mr. Patrick Reynolds
Planning Office Central Region
3rd Floor, Atrium Tower
1201 Wilson Avenue
Downsview, Ontario.
M3M 1J8
Mr. Lynn Helpard
Committee of Concerned Citizens
R.R. #2
Orono, Ontario.
LOB 1M0
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COLUIV� O___
AN Ai-TERNATrrE REALIGNMENT OF WINCHESTER ROAD
TO BE ASSESSED DURING PRELIMINARY DESIGN
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Attachment #2
HIGHWAY 407 /TRANSIT TRANSPORTATION
CORRIDOR ROUTE PLANNING AND
ENVIRONMENTAL ASSESSMENT STUDY
HIGHWAY 48 TO HIGHWAY 35/115
WP 326 -88 -01
Review of the Technically Preferred Route and "Alternative A"
a Proposed Alignment Shift
from Ritson Road in Oshawa easterly to Regional Road 34 in Clarington
Parker Consultants - December 1993
Agriculture
With regard to physical resource consumption, the technically preferred route requires
approximately 5 ha more Class 3 and 4 land.
The technically preferred route displaces 11 farm buildings /structures, whereas Alternative A
displaces 12 farm buildings /structures.
With regard to farm operation impacts, there are more farm properties directly affected by
Alternative A. The technically preferred route affects 27 farm properties and Alternative A
affects 32. The technically preferred route affects one additional livestock operation than
Alternative A. It also has a severe impact on the Loa De Mede dairy farm, as the Harmony
Road interchange will affect approximately one half of the property. The technically
preferred route affects three specialty operations and Alternative A affects two.
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The technically preferred route creates 21 severed parcels greater than 20 ha, and
Alternative A creates 14 severed parcels greater than 20 ha.
Alternative A creates 23 severed parcels less than 20 ha, and the technically preferred route
creates 18.
There is no significant difference between the alternatives with regard to area operation
impacts.
An important consideration also is the planned future land use for this area. The Region of
Durham's Official Plan (approved November, 1993) identifies the land to the south of -
Highway 407 as employment area and the land to the north of Highway 407 as permanent
agriculture (east of Ritson Road). The City of Oshawa's current Official Plan (approved
February 1987) designates the land south of the hydro corridor from Ritson Road to West
Townline Road for urban development (consisting of industrial area and Special Study
Area 18). Land north of the hydro corridor is designated for open space and agricultural
land uses in the City of Oshawa's Official Plan, east of Ritson Road.
Overall, the difference between the alternatives with regard to agriculture is not considered
significant.
Cultural Environment
Although there are more historical buildings affected by the technically preferred route (11),
than by Alternative A (10), Alternative A affects a more significant historic building'
There is no significant difference between alternatives with regard to cultural landscape or
archaeological resources, based on the fact that the alternatives are in close proximity to each
other and that there are no archaeological resources on either route.
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Overall, the difference between the alternatives, with regard to cultural environment is not
considered significant.
Economic Environment
With regard to provincial /municipal /private land use strategies, Alternative A better fulfills
the long -term development goals of the City of Oshawa. As stated by the City in
correspondence from the Department of Planning and Development dated January 26, 1993,
the proposed alignment shift east of Ritson Road "is supportable by this Department and
should satisfy the City's objectives". At the same time, Alternative A does not significantly
alter the impact of the proposed highway in the Town of Clarington.
Alternative A provides an increased area for land designated as employment area in the
Region of Durham's Official Plan (approved November 1993) and land designated for
industrial and /or commercial land uses in the City of Oshawa's Official Plan (approved
February 1987). Also, Alternative A will not restrict the proposed Taunton Planning Area in
Oshawa.
Alternative A provides improved east /west alignment to minimize disruption to the existing
arterial road grid system in Oshawa.
Overall, Alternative A is most compatible with both the City of Oshawa and Region of
Durham municipal development goals and objectives.
Alternative A has a slight advantage with respect to future servicing, and Alternative A
increases development opportunities (see Region of Durham and City of Oshawa approved
Official Plans) as it provides a larger area for designated settlement expansion south of the
highway.
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With regard to non -farm commercial activities, the technically preferred route removes two
Trans Canada Pipeline pump stations and one Consumer Gas pump station. Alternative A
has no direct effect on non -farm commercial activities.
In summary, Alternative A better fulfills the long -term development goals of the City of
Oshawa and Region of Durham while not significantly increasing the impact on the Town of
Clarington. Alternative A increases the land available for urban development south of
Highway 407 and is therefore more compatible with both the City of Oshawa and Region of
Durham Official Plans. The proposed alignment shift east of Ritson Road is supported by
the City of OshaWs Department of Planning and Development as stated in correspondence
dated January 26, 1993.
Alternative A does not restrict the proposed Taunton Planning area in Oshawa, provides
improved east -west alignment more compatible with the existing arterial road grid system in
Oshawa, has no impact on existing businesses and increases commercial and industrial
development opportunities. It is the preferred alignment with regard to the economic
environment.
Natural Environment
The technically preferred route crosses one additional watercourse however this is not
considered significant.
Overall, there is no significant difference between the alternatives with regard to the natural
environment.
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Social Environment
With regard to communities, Alternative A slightly better defines the northern boundary of
the City of Oshawa's future expansion and has a slight advantage with respect to its ability to
act as an urban/rural separator. The technically preferred route displaces one less residence
than Alternative A.
There is no significant difference between alternatives with regard to recreation. They have
the same impact on Kedron Dells Golf Course.
With regard to visual aesthetics both alternatives are in a gently rolling, open landscape with
special interest views of Oshawa's skyline, to the south and have a moderate scenic potential.
However, Alternative A is at a slightly higher elevation than the technically preferred route
and therefore, affords a slightly better view from the facility. Additionally, Alternative A
has slightly less potential visual impact on sensitive viewer groups, than the technically
preferred route.
Alternative A has fewer residences affected by noise levels greater than 55 dBA.
(Alternative A estimated at 23; technically preferred route estimated at 36). Therefore,
Alternative A has slightly less impact than the technically preferred route with regard to
noise.
Overall, the difference between these two alternatives with regard to the social environment
is not considered significant.
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Transportation and Engineering
Interchanges planned for each alternative were assessed for configuration, skew angle, cuts
and fills, environmental and engineering constraints. Interchanges are planned for Thornton
Road, Regional Road 2, Regional Road 33 (Harmony Road), West Townline Road, and
Regional Road 34.
There is no significant difference between the two alternatives, with regard to interchange
conditions.
With regard to compatibility with the municipal road network (existing and proposed),
Alternative A requires a slight realignment of West Townline Road to improve the existing
skew angle at the planned interchange.,. The technically preferred route would not require a
realignment of West Townline Road.
Both alternatives fall within a range of desirable standards with regard to compatibility with
the municipal road network (existing and proposed).
With regard to horizontal alignment, there is no significant difference between the
alternatives. Both alternatives are well above minimum standards. Alternative A is more
curvilinear than the technically preferred route. Alternative A is on curve for 5,500 m and
on tangent for 4,250 m. The minimum radius used on Alternative A is 1,500 m. The
technically preferred route is on curve for 4,000 m and on tangent for 5,600 m. The
minimum radius on the technically preferred route used is also 1,500 m.
The vertical alignment is similar in both segments. However, the proposed profile for
Alternative A is at an elevation that is approximately 10 m higher than the technically
preferred route from West Townline Road to Langmaid Road. This is because the existing
groundline to the north is higher in elevation. The same grades are used on both
alternatives. There is no significant difference between the alternatives with regard to
grades, cut /fill required, profiles at watercourse crossings, or cross road profile impacts.
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There is no significant difference between alternatives with regard to geotechnical, staging
options or construction considerations.
With regard to cost, Alternative A is 150 in longer than the technically
is p referred red route. The
construction cost difference between the two alternative segments
significant.
With regard to utilities, both alternatives impact the hydro corridor and require the relocation
of some hydro towers, in the vicinity of Simcoe Road. Additionally, the technically
preferred route affects the Trans Canada Pipeline while Alternative A does not.
Both segments have the same overall land requirements and it is expected that the property
costs would not be significantly different.
There is no significant cost difference between the two alternatives.
Overall, the difference between these two alternatives with regard to
transportation/engineering is not considered significant.
Summary
The comparative analysis between the technically preferred route and the suggested alignment
shift, "Alternative A", indicates there are not significant differences in overall effects on
environmental and engineering factors with the exception of"Land Use" . It is therefore
be
recommended that Alternative A be adopted as part of the technically preferred
carried forward to preliminary design and for Environmental Assessment Act review and
approvals.
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Table 1
Relative Capability to Factor
Satisfy Evaluation
Criteria Natural Social Economic Agriculture Cultural Transportation/
Engineering
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Alternative A
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Technically Preferred Am
Route
Relative capability to satisfy evaluation criteria:
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TABLE 2
SUMMARY COMPARISON
Factor /Segment
Alternative A
Technically Preferred Route
Natural Environment
No significant difference between alternatives
No significant difference between alternatives
• Involves 13 watercourse crossings I
Involves 14 watercourse crossings
• Encroachment on head water areas is 1.5 ha
Encroachment on headwater areas is 1.0 ha
• Extent of riparian vegetation removal is 2.25 ha
Extent of riparian vegetation removal is 3.3 ha
Social Environment
No significant difference between alternatives
No difference between alternatives
• Better defines northern boundary of City of Oshawa's
Displaces 17 residences
future expansion
• Displaces 18 residences
• Is at slightly higher elevation than technically
preferred route and therefore affords a slightly better
view from facility
U
TABLE 2 (cont'd)
SUMMARY COMPARISON
Factor /Segment
Alternative A
Technically Preferred Route
Economic Environment
Better fulfills the long -term development goals of
Impacts 2 Trans Canada Pipeline pump stations and
the City of Oshawa and does not significantly
one Consumers Gas pump station
increase impact on the Town of Clarington
Is less compatible with City of Oshawa's planning
• Will not restrict the proposed Taunton Planning
and development goals (see Region of Durham's
Area in Oshawa
and City of Oshawa's Official Plans and
• Provides improved east/west alignment to be more
correspondence from City of Oshawa)
compatible with the existing arterial road grid
system in Oshawa
• Has no impact on existing businesses
• Increases commercial and industrial development
opportunities (see Region of Durham's and City of
Oshawa's Official Plans and correspondence from
City of Oshawa)
>
Improves separation between urban/rural land use
No significant difference between alternatives
Agriculture
On balance, there is no significant difference
between alternatives
Affects 32 ha of Class 3 and 4 lands
• Affects 27 ha of Class 3 and 4 land
Affects 35 ha of improved land
• Affects 31 ha of improved land
Affects 27 farm operations
• Affects 32 farm operations
Affects significant dairy farm (Loa De Mede Farms
• Creates more severed parcels less than 20 ha
Ltd.)
• Creates more severed parcels greater than 20 ha
• Has slightly less impact on historical resources
Cultural Environment
Has 7 historical features within 100 in of right -of-
way I
• Has 10 historical features within right -of -way
• Has 6 historical features within 100 in of right -of -way
• Has 11 features within right -of -way
TABLE 2 (cont'd)
SUMMARY COMPARISON
Factor /Segment
Alternative A
Technically Preferred Route
Transportation and
• No significant difference between alternatives
• No significant difference between alternatives
Engineering
• Is 150 in longer than technically preferred route
• Encroaches on Trans Canada Pipeline at Regional
• Does not affect Trans Canada Pipeline utilities
Road 33, and will involve some relocation costs
Summary Rationale
On balance Alternative A is preferred because it has less impact with regard to the economic environment and is
more consistent with the City of Oshawa's long -term development goals, while at the same time, it does not
significantly increase effects on the Town of Clarington. The alternatives are essentially the same with regard to
impacts on the natural and social environments, agriculture, cultural environment and transportation and
engineering.
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Reportskom -atpr, November 5. 1993
CONCESSION ,,-5
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