427 Transitway From Highway 407 to Highway 7 Class Environmental Assessment G.W.P. 2229-09-00
STUDY DESIGN REPORT
SEPTEMBER 2011
427 Transitway – From Highway 407 to Highway 7, Class Environmental Assessment Study Design Report GWP 2229-09-00
TABLE OF CONTENTS
1.0 INTRODUCTION ...... 1 1.1 STUDY AREA ...... 1 1.2 STUDY BACKGROUND ...... 2 1.3 PURPOSE OF THE DOCUMENT ...... 4 1.4 STUDY PROCESS ...... 4 2.0 TRANSPORTATION PROBLEMS AND OPPOTUNITIES ...... 6 2.1 STUDY PURPOSE ...... 6 2.2 PROBLEMS AND OPPORTUNITIES...... 6 3.0 ASSESSMENT AND EVALUATION OF ALTERNATIVES ...... 9 3.1 ALTERNATIVES TO THE UNDERTAKING ...... 9 3.2 ALTERNATIVE METHODS (DESIGN ALTERNATIVES) ...... 10 3.3 IDENTIFY STUDY AREA FEATURES ...... 10 3.4 GENERATING AND REFINING ALTERNATIVES ...... 13 3.5 ASSESSMENT AND EVALUATION OF ALTERNATIVES ...... 13 3.6 CONCEPT DESIGN OF THE PREFERRED ALTERNATIVE ...... 15 4.0 PUBLIC AND AGENCY CONSULTATION ...... 16 4.1 GENERAL PUBLIC / INTEREST GROUPS ...... 17 4.2 GOVERNMENT AGENCIES ...... 19 4.3 FIRST NATIONS / ABORIGINAL COMMUNITIES ...... 20 4.4 MUNICIPALITIES ...... 20 4.5 TRANSPORTATION SERVICE PROVIDERS ...... 21 4.6 ISSUES / CONCERNS AND APPROACHES TOWARD RESOLVING CONCERNS ...... 22 5.0 PROPOSED DOCUMENTATION ...... 23 6.0 MONITORING STRATEGY ...... 25 7.0 STATUTORY AND POLICY CONTEXT AND APPROVALS ...... 26 7.1 STATUTORY CONTEXT ...... 26 7.2 GOVERNMENT POLICIES POTENTIALLY AFFECTING STUDY ...... 27 7.3 FORMAL APPROVALS REQUIRED ...... 27 8.0 FUTURE WORK ...... 28
McCormick Rankin Corporation September 2011 i | P a g e 427 Transitway – From Highway 407 to Highway 7, Class Environmental Assessment Study Design Report GWP 2229-09-00
1.0 INTRODUCTION
The Ontario Ministry of Transportation is undertaking two environmental assessment processes to address the planning gap on Highway 427 between Albion Road and Highway 7 and to determine a long-term strategy to address the needs in the transportation corridor. The main study limits extend 2.5 km from south of Albion Road to Highway 7 however, to tie into the design completed to the south, the study limit extends to Finch Avenue as shown in Exhibit 1. The first study will address the interim and ultimate needs of Highway 427. The highway improvements will follow the approved environmental planning process for Group “B” projects under the Class Environmental Assessment for Provincial Transportation Facilities (2000). The second study will address the planning and corridor protection for a proposed transitway on the west side of Highway 427 from Highway 407 to Highway 7 and will follow the approved environmental planning process for Group “A” projects under the Class Environmental Assessment for Provincial Transportation Facilities (2000). This Study Design Report (SDR) is being prepared specifically for the Transitway project, to meet Group “A” Class EA requirements.
1.1 Study Area
The study area, as shown in Exhibit 1, covers lands within the City of Vaughan, the City of Toronto and the City of Brampton. The area is currently transitioning from agricultural to urban with much of the lands adjacent to Highway 427 designated as Employment Areas. Additionally there are two cemeteries within the study area, one on each side of Highway 427. Approximately mid-way between Highway 407 and Highway 7 there is a 4-line high-voltage hydro corridor extending east-west through the study area, across Highway 427. The CN Rail Weston Subdivision Line extends in an east-west direction crossing Highway 427 just south of the study area. The CPR Vaughan Intermodal Facility is at the north end of the proposed Highway 427 Extension at Major Mackenzie Drive. The study area lies within the Humber River watershed; specifically within the Albion Creek and “Highway 50 Tributary” subwatersheds. The Highway 50 Tributary flows in a south-easterly direction through the Highway 7/Highway 427 interchange. This watercourse does not support direct fish use within the project limits (Ecoplans 2009). The Albion Creek tributaries have been heavily modified upstream and downstream of the study area. There are no natural channel elements remaining upstream of Highway 427; the system consists of a series of online ponds and ditches through the former „Ultimate Golf Centre‟ lands that are currently being redeveloped. Downstream of Highway 427, the Albion Creek tributaries occur as diffuse flow through dense pockets of cattails and have relatively short sections of defined channels. The main Albion Creek tributary crosses Highway 427 just north of 407 ETR and flows as ditch
McCormick Rankin Corporation September 2011 1 | P a g e 427 Transitway – From Highway 407 to Highway 7, Class Environmental Assessment Study Design Report GWP 2229-09-00 drainage along the Highway 427 on ramps before crossing the 407. Based on the modifications upstream and downstream of Highway 427 and the lack of defined flow channels in large portions of these tributaries, it is anticipated that the Albion Creek tributaries do not support direct fish use within the study area however this will be confirmed through the study. Vegetation within the immediate vicinity of Highway 427 is dominated by culturally derived vegetation communities, primarily maintained lawn, cultural meadow, planted trees, and regenerating shrub / tree zones comprised mainly of weedy, ornamental, and / or exotic species. There are no Provincially Significant Wetlands within or adjacent to the study area although there are scattered small pockets of cattails present along drainage ditches. According to the York Region Official Plan, there are no Regional Greenlands, no Environmentally Significant Areas and no significant woodlands within the study area.
1.2 Study Background
The Ministry has completed a number of transitway planning studies within the vicinity of the study area, recognizing that the Highway 427 corridor can form an important part of a region- wide network of high-capacity rapid transit facilities. The corridor has the capacity to carry both provincial and municipal transit vehicles and serve passengers travelling within and between Vaughan, Brampton, Mississauga, Toronto, and beyond. The following points summarize some of the transit initiatives planned in the area: Along the Highway 407 corridor, MTO has protected property for a transitway facility from the city of Hamilton to Highway 35/115, which included property for a station between Highway 50 & Highway 427 south of Highway 407; MTO has competed Environmental Assessments for the segments between Highway 400 and Kennedy Rd. (Markham) and Markham Rd. and Hwy 35/115 North of Highway 7, as part of the 427 Transportation Corridor EA MTO has protected property for a dedicated transitway along the west side of the highway; There are also various municipal transit plans within the area, most notably York Region is planning for a dedicated Bus Rapid Transit facility along Highway 7 that can ultimately be converted to Light Rail Transit and Metrolinx is currently working with the city of Brampton and York Region on evaluating options for rapid transit on the Queen Street/Highway 7 corridor. The purpose of this study is to examine and protect for transitway connections from Highway 7 to the 407 Transitway in the vicinity of the Highway 427 Corridor.
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Exhibit 1 – Study Area
McCormick Rankin Corporation September 2011 3 | P a g e 427 Transitway – From Highway 407 to Highway 7, Class Environmental Assessment Study Design Report GWP 2229-09-00
1.3 Purpose of the Document
This Study Design Report (SDR) outlines the planning process that is proposed for the planning and corridor protection for a proposed transitway on the west side of Highway 427. In providing a focus for early and meaningful consultation, this Study Design Report is an important element in the Environmental Assessment (EA) process for this study, incorporating the study principles and processes of the Class Environmental Assessment for Provincial Transportation Facilities (2000). In addition to documenting the planning process this study will follow, the SDR specifically addresses the following elements of the EA Process: The study area to be considered (See Section 1.1); The purpose of the study – problems and opportunities (See Section 2); The generation and evaluation of Alternatives to the Undertaking (See Section 3); The process to generate and evaluate Alternative Methods of Carrying Out the Undertaking – Alternatives Designs (See Section 4); and The public and agency consultation process (See Section 5).
1.4 Study Process
The protection for a new transitway will be planned in accordance to Group “A” projects under the Class Environmental Assessment for Provincial Transportation Facilities (2000). The study process is shown in Exhibit 2. Public consultation is an important part of the environmental assessment process. Two Public Information Centres (PICs) will be held throughout the study process to allow the public an opportunity to review and comment on project details. Upon completion of the study, a Transportation Environmental Study Report (TESR) will be prepared. The TESR will be made available for a 30 day public review period and will be announced in local newspapers and on the project website. All affected government ministries/agencies, municipalities, property owners, interest groups and other individuals/groups on the project‟s mailing list will be notified of the filing of the TESR. The notice will announce the beginning of the public review period and will notify the public of their right to submit a request for a Part II Order (“bump-up”) to the Minister of the Environment if concerns cannot be resolved in consultation with the Project Team. All interested persons will be encouraged to review the TESR and provide comments. If the Minister of the Environment decides to grant a “bump-up” request then the project will be assessed as an Individual Environmental Assessment (EA) in accordance with the Ontario Environmental Assessment Act.
McCormick Rankin Corporation September 2011 4 | P a g e 427 Transitway – From Highway 407 to Highway 7, Class Environmental Assessment Study Design Report GWP 2229-09-00
Exhibit 2 – Study Process
McCormick Rankin Corporation September 2011 5 | P a g e 427 Transitway – From Highway 407 to Highway 7, Class Environmental Assessment Study Design Report GWP 2229-09-00
2.0 TRANSPORTATION PROBLEMS AND OPPOTUNITIES
2.1 Study Purpose
The objectives of this study are: To determine a long-term strategy to address the needs in the transportation corridor; To identify a preferred alternative to address problems and opportunities with a transitway on the west side of Highway 427, including a transit station/carpool lot at Highway 7 and a connection to the planned 407 Transitway station; To incorporate consultation with the public and with any interested or affected agencies/ organizations;
To identify and design a preferred alternative that has acceptable / mitigable effects on the natural / social / economic / cultural environment which can be implemented at an acceptable cost.
2.2 Problems and Opportunities
Highway 427, one of the busiest freeways in Ontario, is uniquely positioned within the GTA freeway network and is a key priority in addressing MTO‟s requirement to provide for the efficient movement of people and goods within the context of the province's Growth Plan for the Greater Golden Horseshoe July 2006. The Highway 427 Corridor serves the CPR Vaughan Intermodal Facility at the north end; international gateways via Lester B. Pearson International Airport (LBPIA) and Highways 407, 401, 409, the QEW; and downtown Toronto via the Gardiner Expressway in the south end. A primary focus of this study is to encourage and support sustainable travel behaviour in the GTA by expanding travel choices. The Highway 427 study area holds a strategic importance in preserving and enhancing the economic competitiveness within the Greater Golden Horseshoe (GGH) and across Ontario and beyond. Transportation improvements in this area will improve linkages between key economic areas in the region such as Pearson International Airport and the CPR Vaughan Intermodal Facility. On a broader scale, the transportation improvements will play an important role in building a more efficient goods movement network that connects the region to the rest of Ontario and to the US market. From a transportation planning perspective, the forecasted growth poses a significant challenge as many of the existing transit and roadway facilities are already operating at or near capacity during peak periods. The Growth Plan provides a framework for implementing the Province‟s vision for building strong, prosperous communities by managing growth in this region to the year 2031 and beyond. The Growth Plan builds on other key government initiatives including the Greenbelt Plan and the Provincial Policy Statement, 2005. The Growth Plan also provides the strategic policy
McCormick Rankin Corporation September 2011 6 | P a g e 427 Transitway – From Highway 407 to Highway 7, Class Environmental Assessment Study Design Report GWP 2229-09-00 framework for a transportation system in the GGH that provides more transportation choices, promotes public transit and active transportation, and gives priority to goods movement on our highway corridors. In addition to the sustainable policy framework, Metrolinx developed an integrated multi-modal transportation plan for the Greater Toronto and Hamilton Area (GTHA). Metrolinx‟s Regional Transportation Plan (RTP) - The Big Move, includes a vision for a comprehensive, integrated transportation system that enhances quality of life, environment and prosperity. In 2009, Metrolinx merged with GO Transit to become one agency with planning and operations responsibilities. The Big Move addresses all forms of transportation: transit, cycling, walking and roads, including a proposal to build 1,200 kilometres of rapid transit, resulting in an extensive system with connected mobility hubs. In addition to improvements planned for the future in the GTHA, several improvements are currently being provided to address today‟s transportation challenges. The following are initiatives from the Metrolinx RTP within the Highway 427 study area: 15 Year Plan from the Metrolinx RTP: Bus Rapid Transit (BRT) on 407 ETR from Halton to Durham; Hurontario Street / Main Street Rapid Transit from Downtown Brampton to 407 ETR (Brampton‟s Züm service); Brampton‟s Rapid Transit on Queen Street (beyond current Züm and Viva services); VIVA BRT Highway 7 from the Peel-York boundary to Locust Hill in Markham; Spadina Subway extension from Downsview Station to Vaughan Corporate Centre (known as Vaughan Metropolitan Centre); Jane Street Rapid Transit from Vaughan Metropolitan Centre to Bloor Street; Rail service between Union Station and Toronto Pearson International Airport; Peak period rail service to Bolton from Union Station; Express Rail from Union Station to Downtown Brampton; and
Numerous improvements to GO Transit service. 25-Year Plan from the Metrolinx RTP: Rapid Transit along Highway 427 connecting Toronto Pearson International Airport to Queen Street, Brampton; The first component of the dedicated 407 Transitway providing Rapid Transit service through York Region, continuing as high speed bus service to the east and west along the 407 ETR, and connecting to Toronto Pearson International Airport via Highway 427;
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Additional Rapid Transit services in Halton connecting Downtown Milton to the Rapid Transit service on Dundas Street and 407 ETR; Brampton‟s Züm Rapid Transit service on Steeles Avenue connecting the Lisgar GO Station to Highway 427; Necessary transit improvements along arterial road networks to service new growth that will continue to take place in accordance with municipal transportation master plans; Walking and cycling infrastructure; and Opportunities for upgrading BRT services to Light Rail Transit (LRT). On an ongoing basis, Metrolinx continues to provide transit improvements along the arterial road network, as well as pedestrian and cycling improvements. MTO has completed Highway 427 Planning and Design studies north and south of the study limits. To the north, the 427 Transportation Corridor Environmental Assessment has recommended the extension of Highway 427 from its existing terminus at Highway 7 to Major Mackenzie Drive, with protection for a dedicated transitway along the west side. To the south, the Detail Design study, from Campus/Fasken Drive to Steeles Avenue has been completed to widen Highway 427 to three general purpose lanes (GPL) and one high occupancy vehicle (HOV) lane, in each direction. Protecting property on the west side of Highway 427 from Highway 7 to Highway 407 will allow the transitway to connect to the previously planned 407 Transitway station at Steeles Avenue, as well as connect to the approved transitway on the west side of the Planned 427 Extension from north of Highway 7 to Major Mackenzie Drive.
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3.0 ASSESSMENT AND EVALUATION OF ALTERNATIVES
Two types of alternatives are required to be examined to meet the requirements of the Ontario Environmental Assessment Act; these include Alternatives to the Undertaking and Design Alternatives. These alternatives are fundamentally different in scope and nature. Alternatives to the Undertaking consider a number of different approaches to address a given problem or opportunity and once a preferred approach has been selected, the Design Alternatives look at different ways of applying the chosen approach. To generate and assess these two types of alternatives, the Class EA will involve two phases. The first phase will focus on the problems and opportunities, the identification and assessment of Alternatives to the Undertaking and selection of the preferred alternative to the undertaking. The second phase will involve the generation and assessment of Design Alternatives and the selection of a preferred alternative.
3.1 Alternatives to the Undertaking
Alternatives to the Undertaking are defined as functionally different ways of addressing the identified problems and opportunities. These types of alternatives are also referred to as transportation system alternatives because an “Undertaking” is not fully identified until the end of the process. This term has been used to be consistent with the Environmental Assessment Act even though an “Undertaking” is not fully identified until the end of the process. In addition to „doing nothing‟, alternatives to address deficiencies in the transportation network capacity typically include those that increase network capacity, reduce transportation demand or combinations thereof. The transitway planning alternatives to be considered include: Travel Demand Management (TDM) – reduce overall demands on the network by shifting demands to time periods outside of the critical congestion periods, and shift demands to alternative modes of transportation (cycling and walking). Transportation Systems Management (TSM) – optimize the use of existing infrastructure through a wide range of strategies and technology policies and initiatives (e.g., ITS strategies, converting existing lanes to high occupancy vehicle lanes and reserved bus lanes, Park „n Ride facilities etc.). Improvements to Existing Transit – increase frequency of service on existing GO and local transit routes and/or provide additional transit services either on Highway 427 and / or parallel roadways.
New Transit Facility – provide a dedicated high speed transit facility that is fully grade –separated with a new transit service on the west side of the Highway 427 corridor with conversion to Light Rail Transit (LRT) or heavy rail.
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Combinations of the above – alternatives that represent creative combinations of the above methods. The evaluation of the Alternatives to the Undertaking is presented in Table 1.
3.2 Alternative Methods (Design Alternatives)
The Alternatives to the Undertaking carried forward for additional analysis and evaluation include: Transitway as a busway; and, Transitway as a busway with the ability to convert to LRT. These alternatives, in addition to the Do Nothing Alternative, will be carried forward to the Alternative Methods stage. The purpose of this stage is to examine specific design alternatives in order to select the alternative that provides the best set of benefits while attempting to minimize negative effects. This stage of the process will focus on the following study steps: Identifying significant study area features; Generating Alternative Methods; Refining Alternative Methods; Assessing Alternative Methods (including the refinement of evaluation criteria / measures); Evaluating and selecting a Preferred Alternative Method; Preparing the design of the selected Preferred Alternative (including the identification of potential effects and development of mitigation measures); and Preparation and submission of a TESR.
3.3 Identify Study Area Features
Data necessary to support the generation of alternatives will be collected primarily from secondary sources such as aerial photography, Municipal Official Plans, as well as information collected during previous MTO and municipal studies. This information will be supplemented, as required, by data collected from field reviews and consultation with technical agencies, ministries and interested groups and individuals.
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Table 1 – Assessment of the Alternatives to the Undertaking
Factor Do Nothing Travel Demand New Transit Services New Transitway Corridor Adjacent to Highway 427 Management / Transportation System Mixed Operations on Mixed Operations on other Busway Busway with conversion to Busway with conversion Management Highway 427 roads LRT to heavy rail
Transportation
Addresses congestion concerns on the transportation network Does not address Does not address Does not address Does not address Addresses transportation Addresses transportation Addresses transportation through improvements to transportation criteria: transportation criteria: transportation criteria transportation criteria: criteria: criteria: criteria: levels-of-service Does not support the near- or Does not support the near- or Does not support the near- or Does not support the near- or Supports the near- and long- Supports the near- and long- Supports the near- and long- Minimizes infrastructure long-term objectives of a multi- long-term objectives of a multi- long-term objectives of a multi- long-term objectives of a multi- term objectives of a multi-modal term objectives of a multi-modal term objectives of a multi-modal requirements while modal transportation system modal transportation system modal transportation system modal transportation system transportation system that transportation system that transportation system that addressing operational that includes a dedicated and that includes a dedicated and that includes a dedicated and that includes a dedicated and includes a high speed transit includes a high speed transit includes a dedicated and high problems on the eventually high speed transit eventually high speed transit eventually high speed transit eventually high speed transit system, which will have north- system, which will have north- speed transit system. transportation network system. Does not address the system. Does not address the system. system. south connections to the 407 south connections to the 407 However, the segment from Maximizes accessibility planning ‘gap’ between the planning ‘gap’ between the Highway 427 is at capacity and The existing roadways would transitway. Maximizes transitway. Maximizes Highway 407 to Highway 7 is and connectivity to planned 427 Extension planned 427 extension would not provide for frequent, not provide for frequent, fast, accessibility to the proposed accessibility to the proposed too short to support heavy rail existing transportation Transitway and the 407 Transitway and the 407 fast, convenient, comfortable, convenient, comfortable, and transit plans in the study area. transit plans in the study area. and is not compatible with other systems Transitway. This alternative Transitway. This alternative and reliable inter-regional transit reliable inter-regional transit Allows for flexibility in meeting transit service in the area. does not provide for balanced does not provide for balanced service. service. future regional transit needs. Additionally, busway geometrics transportation system. transportation system. and closely spaced stations do . not support conversion to a heavy rail system.
Socio-Economic Environment
Minimizes property Does not address socio- Does not address socio- Does not address socio- Does not address socio- Addresses socio-economic Addresses socio-economic Addresses socio-economic impacts (commercial, economic environment economic environment economic environment economic environment environment criteria with low environment criteria with low environment criteria with low residential) criteria and has moderate to criteria and has moderate to criteria and has moderate to criteria and has moderate to to moderate potential effects: to moderate potential effects: potential effects: Minimize impacts to high potential effects: high potential effects: high potential effects: high potential effects: Improved access to support Improved access to support Potential to improve access to archaeological resources Does not provide opportunity to Does not provide opportunity to This alternative improves transit This alternative improves transit economic development in areas economic development in areas support economic development Minimize potential encourage greater transit use by encourage greater transit use by services in the study area; services in the study area; influenced by the corridor and influenced by the corridor and in areas influenced by the nuisance effects providing a high quality inter- providing a high quality inter- however, it does not provide however, it does not provide will reduce the density on the will reduce the density on the corridor and will reduce the (increased noise, air regional transit service to regional transit service to opportunity to encourage opportunity to encourage surrounding road system surrounding road system density on the surrounding road quality, etc.) complement the existing and complement the existing and greater transit use by providing greater transit use by providing including Highway 427. including Highway 427. system including Highway 427. planned regional multi-modal planned regional multi-modal a high quality inter-regional a high quality inter-regional However limited station Although, adjacent properties Although, adjacent properties transportation system. transportation system. transit service to complement transit service to complement are directly impacted, are directly impacted, locations would be provided Results in moderate to high Results in moderate to high the existing and planned the existing and planned opportunities to minimize effects opportunities to minimize effects once converted to heavy rail. potential effects to the potential effects to the regional multi-modal regional multi-modal will be assessed through will be assessed through Although, adjacent properties surrounding communities due to surrounding communities due to transportation system. transportation system. consideration of design consideration of design are directly impacted, increased congestion. increased congestion. Results in moderate to high Results in moderate to high alternatives. alternatives. opportunities to minimize No direct impacts on adjacent No direct impacts on adjacent potential effects to the potential effects to the Additionally, a dedicated Additionally, a dedicated effects will be assessed through properties. properties. surrounding communities due to surrounding communities due to busway could potentially provide busway could potentially consideration of design increased congestion. increased congestion. the opportunity for emergency provide the opportunity for alternatives. No direct impacts on adjacent No direct impacts on adjacent services to use facility (e.g., fire, emergency services to use properties. properties. ambulance, police, etc.) facility (e.g., fire, ambulance, police, etc.). This would not be feasible once converted to LRT.
Natural Environment Minimizes impacts to aquatic and terrestrial species and habitat, Addresses natural Addresses natural Addresses natural Addresses natural Addresses natural Addresses natural Addresses natural including rare species environment criteria with no environment criteria with no environment criteria with no environment criteria with no environment criteria with low environment criteria with low environment criteria with low to low potential effects: to low potential effects: to low potential effects: to low potential effects: potential effects: potential effects: potential effects: Minimizes impacts to or No change to natural No change to natural No change to natural No change to natural Given the low sensitivity of the Given the low sensitivity of the Given the low sensitivity of the
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Factor Do Nothing Travel Demand New Transit Services New Transitway Corridor Adjacent to Highway 427 Management / Transportation System Mixed Operations on Mixed Operations on other Busway Busway with conversion to Busway with conversion Management Highway 427 roads LRT to heavy rail
provides opportunity for environmental features therefore environmental features therefore environmental features environmental features therefore natural environmental features natural environmental features natural environmental features improvement to drainage effects are not anticipated. effects are not anticipated. therefore effects are not no effects to Hwy 427 however, present, adjacent to Highway present, adjacent to Highway present, adjacent to Highway and stormwater anticipated. may require changes on other 427, it is anticipated that these 427, it is anticipated that these 427, it is anticipated that these management roads. effects can be effectively effects can be effectively effects can be effectively mitigated through design. mitigated through design. mitigated through design. Minimizes impacts to groundwater resources
Technical Feasibility N/A
Achieves acceptable technical requirements at a reasonable Addresses technical Addresses technical Addresses technical Addresses technical Addresses technical Does not address technical construction/ feasibility criteria: feasibility criteria: feasibility criteria: feasibility criteria: feasibility criteria: feasibility criteria: implementation cost. Implementing improved TDM Implementing improved transit Implementing improved transit A new busway will have higher A new busway with conversion Implementing a new busway and TSM will have low services in mixed operations on services in mixed operations on construction/implementation to LRT, would have similar initial with conversion to heavy rail is construction/implementation Highway 427 will have low other roads will have low costs than operating in mixed construction/implementation the most costly alternative cost compared to other construction/implementation construction/implementation operations. Also, selecting a costs as busway, but will have compared to the other alternatives. cost compared to other cost compared to other dedicated busway as the additional future costs to alternatives. There is a high alternatives. alternatives. preferred alternative will not convert to LRT. However, the capital investment required to require additional cost in the cost of LRT conversion can be convert from busway to a heavy future for conversion to LRT or minimized by providing flexibility rail transit system. heavy rail system and will meet in the initial busway design. current design stands.
SUMMARY
To ‘Do Nothing’ does not Although, ‘TDM/ TSM’, result in Although, additional transit Although, additional transit A ‘Busway’ addresses the near- A ‘Busway’ addresses the near- A ‘Busway with conversion to address the near- or long-term no significant socio-economic or services on Highway 427 result services on existing local roads and long-term goals of a and long-term goals of a Heavy Rail’ does not provide objectives of a dedicated and natural environmental effects, in no environment effects and result in no environment effects dedicated and eventually high dedicated and eventually high any additional benefit compared eventually high speed inter- this option does not address the low socio-economic and low socio-economic speed inter-regional transit speed inter-regional transit to a busway with conversion to regional transit service to study objectives to improve environmental effects, it only environmental effects, it only service to complement the service to complement the LRT, and will require a high complement the existing and transit services in the area. partially addresses the study partially addresses the study existing and planned regional existing and planned regional capital investment. This mode planned regional multi-modal Therefore this alternative is objectives to improve transit objectives to improve transit multi-modal transportation multi-modal transportation of transit is not ideal for serving transportation system. not recommended to be services in the area. It does not services in the area. It does not system. system. Additionally, the short trip inter-regional This alternative does not provide carried forward. address the long term vision of address the long term vision of Although, a new busway results geometrics requirements of a commuters but rather long opportunity to encourage the regional multi-modal the regional multi-modal in socio-economic and natural busway allow for conversion to distance commuters. greater transit, which would transportation system. transportation system. environmental effects, these are LRT. Therefore this alternative is result in indirect effects to the Therefore this alternative is Therefore this alternative is relatively low and it is Although, a new busway with not recommended to be surrounding communities due to not recommended to be not recommended to be anticipated that these effects conversion to LRT results in carried forward. the increases in congestion. carried forward. carried forward. can be effectively mitigated socio-economic and natural Therefore this alternative is through design. environmental effects, these are not recommended to be Therefore, this alternative is, relatively low and it is carried forward. carried forward for further anticipated that these effects consideration. can be effectively mitigated through design. Therefore, this alternative is, carried forward for further consideration. Least Preferred Most Preferred
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3.4 Generating and Refining Alternatives
The alternatives will be generated based on the following guiding principles: Resolve transportation problems and take advantage of existing and future opportunities recognizing the project needs; Minimize impacts on existing residential, institutional, recreational and commercial uses; Utilize existing infrastructure to the extent possible; Minimize impacts to natural heritage systems, (features, functions, systems and communities); Compatibility with provincial and municipal policies and initiatives; and, Consistency with applicable geometric design standards. The objectives and rationale for generating alternatives will be to ensure not only that alternatives are efficient / direct, and meet technical objectives / design requirements but also minimize / avoid impacts to significant environmental and study area features to the extent possible. The first round of consultation will be used to obtain input on the preliminary alternatives. Input received from this consultation will assist in refining the alternatives prior to the formal assessment and evaluation process.
3.5 Assessment and Evaluation of Alternatives
After the various alternatives are generated and refined based on consultation, the evaluation of the alternatives will commence. The evaluation of alternatives is a two-step process. The first step (assessment) entails the identification of advantages and disadvantages of the various alternatives under consideration. At this stage, each environmental feature is examined to determine the extent of impact. Net impacts will be identified; these refer to the effects on the environment that remain after standard mitigation measures have been applied to reduce the extent of the impact. The second stage is the evaluation itself. This stage builds upon the information obtained from the impact assessment stage and involves a comparative analysis of the advantages and disadvantages of the alternatives considered to select a preferred alternative. At this stage, the relative significance of the environmental features is determined. A Reasoned Argument method will be used to identify a Preferred Alternative. The Reasoned Argument evaluation component will provide a clear presentation to stakeholders of the key differences between the various alternatives and the reasons why one alternative is preferred over
McCormick Rankin Corporation September 2011 13 | P a g e 427 Transitway – From Highway 407 to Highway 7, Class Environmental Assessment Study Design Report GWP 2229-09-00 another. During the EA study, the decision-making process will be clearly documented to support a traceable process and to ensure that it is understandable to those who may be affected by the decisions. Opportunities for stakeholder input into this process are outlined below, in Section 5. This method highlights the differences in net effects associated with the various alternatives and explores the relative significance of the various potential impacts to assist in making decisions. Based on these differences, the advantages and disadvantages of each alternative are identified. The relative significance of the impacts is examined to provide a clear rationale for the selection of a Preferred Alternative. The rationale that favours the selection of one alternative over all others will be derived from the following sources: Government legislation, policies and guidelines; Municipal policy (e.g., Official Plans, Transportation Master Plans etc.); Issues and concerns identified during consultation with ministries and agencies, municipalities, ratepayer and interest groups and the general public (including input obtained through the discussion of the relative level of importance of evaluation criteria); and Project Team expertise.
Factor Specific Environmental Inputs to the Evaluation The data collected within the study area will assist in identifying the types of potential impacts each alternative will have on the various components of the environment. The specific criteria and measures will be developed during the course of the EA. Impacts will be quantified according to the components listed below. Factor specific environmental specialists will be responsible for determining the overall impact of the various alternatives on the natural, socio- economic and cultural environment. In determining the overall impact, the specialists will consider how the various factors interact and function together. For example, for the natural environment this would include an overall assessment of the impact on ecosystem form, function and connectivity. In addition, the specialists will identify the relative significance of the various potential effects to assist in the decision making process. The table below outlines the broad environmental and technical aspects that will be considered to address the objective to minimize/avoid potential environmental effects to the extent possible. It should be noted that these represent the minimum when generating and evaluating alternatives and are subject to refinement and modification during the EA based on study findings and input received from stakeholders. Specific criteria and measures will be developed as the study proceeds.
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COMPONENT Features / Considerations Natural Aquatic Ecosystems Environment Terrestrial Ecosystems Groundwater Surface Water Cultural Cultural Heritage Environment Archaeology Social/Economic Property Impacts (Commercial, Residential) Environment Community Impacts (Recreational, Institutional Facilities) Noise Technical Adherence to Applicable Design Standards Compatibility with the Transportation Network Constructability Cost
3.6 Concept Design of the Preferred Alternative
A concept design will be prepared for the preferred alternative. Design will be developed to the level that will allow MTO to identify design mitigation measures (i.e., minimization/mitigation of impacts through design), environmental impacts, as well as property impacts and ensure overall constructability. In addition, future approval requirements, preliminary construction mitigation and enhancement opportunities/compensation plans and will be discussed with agencies and other stakeholders. Preliminary construction mitigation measures will be identified in the context of all relevant technical guidelines. Appropriate technical and economically feasible mitigation measures will be identified for to address specific characteristics and sensitivities of the environmental features and the related significance (e.g., magnitude, duration, certainty) of the potential impact. Mitigation measures will be developed in consultation with appropriate agency staff and stakeholders and will also include recommendations for a monitoring program.
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4.0 PUBLIC AND AGENCY CONSULTATION
One of the intentions of the EA Act is to ensure that, from the earliest stages of planning, decisions are made after careful consideration of environmental benefits and impacts. Consultation with interested and/or affected parties is an essential part of this planning process and provides a mechanism for the proponent to identify and respond to issues before decisions are made and documentation is filed with the Ministry of the Environment. Consultation will take place throughout the study process, including formal opportunities at significant study milestones as well as informal opportunities throughout the process. The consultation program for this study will ensure that the consultation principles of the Class EA are met. The purpose of consultation activities conducted during this study is to present and address issues and concerns pertaining to the transportation problems and opportunities in the analysis area, the range and types of alternatives to be considered and to seek input in the development of Class EA process commitments. External agencies provide valuable support by identifying compliance requirements (laws, regulations, policies and programs) and issues or areas of concern within their jurisdiction. These groups offer valuable input and professional expertise and are knowledgeable regarding local issues and can assist in the identification of interest groups that should be consulted. The following section discusses consultation with regulatory agencies, municipal staff and councils, property owners/tenants and the general public/interest groups. The consultation process will provide the opportunity: to review and comment on the proposed study process, technical analysis, and public consultation process; to be made aware of the future opportunities to review the study progress and findings of the study at each of its stages; and to review and comment on the preliminary alternatives. Consultation activities during the EA are expected to be structured around obtaining input on the following three study issues: 1) Purpose Statement and Generation and Evaluation of Alternatives to the Undertaking: Stakeholders will be asked to provide input to and comment on details relating to the purpose statement and the generation and evaluation of Alternatives to the Undertaking. This input will enhance the Project Team‟s ability to recommend the Preferred Alternative to the Undertaking. 2) Generation, Evaluation and Selection of Alternative Methods (Design Alternatives): Stakeholders will be asked to provide input to and comment on details relating to the
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generation and evaluation of Design Alternatives. Stakeholders will have the opportunity to provide input on refining alternatives to minimize environmental impacts and will also be asked to comment on the rationale for the selection of the Preferred Alternative. 3) Concept Design and Mitigation of the Preferred Design Alternative: This final step will be to consider concept design details and refinements and address specific impacts of the Preferred Alternative that will require mitigation during design, construction and post-construction.
4.1 General Public / Interest Groups
The public has a major role and responsibility in determining the success of a public consultation program. The extent to which the public participates, the issues they raise and how such issues are resolved all influence the effectiveness of the consultation process. Property owners/tenants will be included in the consultation process for this project. The following outlines the public consultation process. Public Notification Public notification is an essential element in the EA process and will be provided at the following times: A combined “Notice of Study Commencement/Notice of Public Information Centre 1" (newspaper advertisement and mailings); A "Notice of Public Information Centre 2” (newspaper advertisement and mailings); and A “Notice of Study Completion” (newspaper advertisement and mailings) announcing completion of the study and the availability of the Transportation Environmental Study Report for public review, including locations where the report is available. The Notices will be published in the following newspapers: Toronto Star (for the Study Commencement Notification only) L‟Express Local papers (Etobicoke Guardian, Vaughan Citizen and Brampton Guardian) The notices and letters will also be sent to the property owners in the study area at these key study milestones. Project Website A project website (www.427albiontohwy7ea.ca) has been set up to provide information to interested parties and to provide a means to directly contact the project representatives via email at any time during the study. The website is an effective tool for making project information available.
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The website will host all pertinent project information such as notices, displays from public meetings, draft and final reports etc. The website will also include a “Contact Us” feature to allow the public to submit comments and questions. A response will be provided to all comments received. Public Information Centres and Follow-up Activities Two rounds of Public Information Centres (PICs) will be held at key milestones to present the study progress and receive comments. These will be drop-in (open house) format where representatives of the Project Team are available to answer questions and to discuss the study. This provides the opportunity for the public, agencies, affected property owners and stakeholders to review the study information to date. The timing of the PICs will be arranged so that sufficient information about the alternatives will be available to provide for meaningful review and discussion and yet be sufficiently early enough to allow the Project Team to incorporate comments prior to finalizing recommendations. The first round of consultation will be to introduce the study and present: a draft Study Design Report an overview of environmental conditions and constraints; study background and problem statement for the transitway; generation and evaluation of the „alternatives to‟ leading to the selection of the preferred alternative to the undertaking; and, initial thoughts on possible „alternative methods/designs‟ and proposed approach to evaluate alternative methods. The second round of consultation is intended to present: comments/responses from PIC #1; generation and evaluation of alternative methods; preliminary design/concept design of the preferred alternatives for the transitway; and, a summary of potential effects and proposed mitigation measures. Comment sheets will be available at the PICs to provide an opportunity for the attendees to submit comments, so that they can be considered as the study progresses. Follow-up consultation activities will be held, as necessary, throughout the project. It is expected that these activities will be very helpful to facilitate additional dialogue and attempt to resolve any outstanding concerns and issues during the EA process. The format of these activities will be flexible to reflect the type of Project Team - stakeholder interaction required to address a particular issue.
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Summary Reports for Public Information Centres (PICs), follow-up activities and other consultation events will be prepared and posted on the project website in a timely manner.
4.2 Government Agencies
Government agencies to be contacted during the project start up include: Ministry of Environment (MOE) Ministry of Aboriginal Affairs (MAA) Ministry of Natural Resources (MNR) Ministry of Tourism and Culture (MTC) Ministry of Municipal Affairs & Housing (MMAH) Ministry of Energy and Infrastructure (MEI) Ministry of Municipal Affairs and Housing Ministry of Agriculture and Food (OMAFRA) Ministry of Citizenship and Immigration, Culutre, Tourism and Health Promotion Ontario Realty Corporation (ORC) Ontario Provincial Police (OPP) Indian and Northern Affairs Canada (INAC) Toronto Region Conservation Authority (TRCA) CN Rail CP Rail Consultation with government agencies will involve reviewing, commenting and providing input to the environmental assessment study, the technical analysis and the ongoing comment/input to the consultation process. Liaising with representatives of provincial ministries and agencies will assist the project team in obtaining information on study area features, and allow for the exchange of pertinent study information. Ministries and agencies will be kept apprised of project activities and be sent notices regarding all consultation activities (e.g., study commencement, each round of PIC, filing of TESR etc.). In addition, agency briefing sessions will be held before each PIC. Agencies will be invited to the agency sessions to review the PIC display material and to provide input into the study process. It is recognized that certain agencies will have more interest in this project than others. Additional meetings may be held with these agencies, as required, to ensure the latest data is
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4.3 First Nations / Aboriginal Communities
The First Nations and Aboriginal groups/organizations to be contacted during the project start up include:
Coordinator for the Williams Treaties
Mississauga of Scugog Island
Chippewas of Georgina Island First Nation
Chippewas of Mnjikaning First Nation
Hiawatha First Nation
Beausoleil First Nation
Alderville First Nation
Curve Lake First Nation
Mississauga of New Credit
Métis Nation of Ontario
Credit River Métis Council Notifications will include: sending letters to all potential interested First Nation Communities early in the study to explain the study and identify issues; notifying First Nations Communities of Public Meetings; and attending Meetings with First Nation Communities if requested.
4.4 Municipalities
The Municipalities within the study area include: City of Vaughan City of Toronto City of Brampton York Region
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Region of Peel The City of Mississauga is adjacent to the study area and therefore has also been included in the project consultation. The above noted Municipalities will be consulted through all phases of the study to obtain information on study area features, exchange study information and obtain input on project issues pertaining to each municipality. Municipalities will be kept apprised of project activities and be sent letters regarding all public consultation activities. Additional individual municipal agency meetings will be held as required.
4.5 Transportation Service Providers
This EA study will require consultation with all the transportation service providers including: Metrolinx/GO Brampton Transit Toronto Transit Commission (TTC) York Region Transit These transportation service providers will be consulted throughout the study to obtain information on study area features, exchange study information and obtain input on project issues pertaining to each transportation service provider. Metrolinx/GO is recognized as both a government agency and a transportation service provider. During Planning, consultation with Metrolinx/GO will focus on formulating the transitway need and justification and will offer Metrolinx the opportunity to review, comment on and provide input to materials during the study. All transportation service providers will be kept apprised of project activities and meetings will be held with the entire group and/or individual service providers during Planning, as required. Meetings will provide the opportunity for effective two-way communication between the Project Team and the service providers to identify issues and gain a better understanding of environmental conditions, gain input on the process and criteria (including their relative level of significance) to be used in the evaluation of alternatives and gain input on potential impacts associated with the preferred alternative.
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4.6 Issues / Concerns and Approaches Toward Resolving Concerns
To understand the potential issues or concerns associated with this study, an extensive review and analysis of existing and future conditions is required. The possible issues that may develop will be grouped under the following factors: Natural Environment Social and Economic Environment Cultural Environment Cost Constructability To resolve issues as they arise, consultation will be undertaken by the Project Team as outlined in this Section. It is recognized that it may not be possible to resolve all issues and concerns to the full satisfaction of each interested party. The Project Team will strive to balance all of the issues, concerns and opportunities to identify an appropriate, economical and supportable solution. Where issues remain unresolved, they will be documented as such in the TESR. In addition, proposed commitments to mitigation and future steps will be outlined as appropriate. In the event of a Part II Order ("bump-up") request, the Minister of the Environment will take into account the final TESR, how the study was carried out, the overall study recommendations and the conditions surrounding any unresolved issues in making any decisions pertaining to a reclassification of this project.
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5.0 PROPOSED DOCUMENTATION
To provide a clear, understandable and traceable planning process, the information gathered in preparation for and during the study will be documented as follows: 1) Various technical papers will document the inventory and analysis of existing and planned future conditions (including identification of data sources, methodology, and their limitations) and public/agency input. These will include but are not restricted to the areas of: Natural Environment Surface Water Groundwater Waste/Contamination Archaeology 2) A Transportation Environmental Study Report (TESR) will document the following: Study objectives; Study Process;
Analysis and evaluation of alternatives; Project specific and related work; Significant transportation engineering issues; Significant environmental issues; Alternatives developed and evaluated; Consultation (initiation and formulation of the study process and the public/agency input into the project); Changes made as a result of consultation; The recommended transitway alternative (incorporating environmental protection measures); and Commitments to future action, including external approvals known to be required. The TESR will be filed on the public record for government agency and public review for 30 days. Reference copies of the TESR will be made available at the MTO Regional and/or District office, and the MOE Regional and/or District office. Copies of the TESR will also be available on the Project Website, at the Clerk‟s office of the municipalities (City of Vaughan,
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City of Brampton, City of Toronto), and in other locally accessible institutions such as public libraries. All affected government ministries/agencies, municipalities, property owners, interest groups and other individuals/groups on the project‟s mailing list will be notified of the filing of the TESR. A newspaper notice will also be published in local papers to advise interested persons where the report may be reviewed for a 30-day review period.
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6.0 MONITORING STRATEGY
The Project Team will develop a monitoring program for the implementation of the selected preferred alternative. The Transportation Environmental Study Report (TESR) will include a comprehensive list of all commitments made during the study to guide future environmental work and consultation as well as effects and compliance monitoring. A monitoring strategy will be developed to ensure that the future implementation of proposed mitigating measures and key design features are consistent with project commitments outlined in the TESR and any subsequent environmental study documentation. The duration of the monitoring and follow-up programs will vary and will depend on the conditions of permits and approvals granted by regulatory agencies.
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7.0 STATUTORY AND POLICY CONTEXT AND APPROVALS
Previous, concurrent or anticipated approvals as well as legislation or planning strategies for related undertakings may affect or bind the manner in which the EA process for the current study is conducted. In this section, some of those key contextual elements are highlighted as they affect this study.
7.1 Statutory Context
Environmental Assessment Act of Ontario This study will follow the Ontario Environmental Assessment Act through the application of the MTO Class Environmental Assessment for Provincial Transportation Facilities (2000). The EA Act sets out the required elements of a Class EA and the process by which it may be accepted, reviewed and approved. The EA Act is administered by the Ontario Minister of the Environment. Projects and activities included under the Class EA do not require formal approval provided the process is followed. At the end of the 30-day review period, assuming that there has been no request for a Part II Order (“bump up”) the project will have achieved Environmental Clearance under the EA Act. If a „„Part II Order request is received, the Minister of the Environment will advise the requestor and the proponent of his / her decision to reject or accept the „„bump-up” request within 45 days of its receipt. Other Provincial Statutes This study is subject to, and will be carried out in accordance with, all applicable provincial legislation, including the Endangered Species Act, Environmental Protection Act, the Ontario Heritage Act, and the Freedom of Information Act. Other Federal Statutes This study is subject to, and will be carried out in accordance with, all applicable federal legislation, including the Canadian Environmental Assessment Act. Canadian Environmental Assessment Act Requirements The Canadian Environmental Assessment Act (CEAA) is “triggered” when: Federal authority proposes a project; Federal authority proposes to sell, lease or otherwise transfer control or administration of land (including First Nation lands); Federal authority contributes money or another form of financial assistance; or Issuance of a Federal approval identified on the Law List is required.
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It is unlikely that CEAA will be triggered; however, it will be monitored as the project progresses. If CEAA is triggered, a CEAA Screening Report will be prepared.
7.2 Government Policies Potentially Affecting Study
Federal Policies Federal agencies with an interest in the project may be represented in the Stakeholder Group. Consultation with these agencies will be maintained throughout the planning process to ensure federal policies are complied with. Provincial Policies Provincial agencies with an interest in the project are represented in the Stakeholder Group. Consultation with these agencies will be maintained throughout the planning process to ensure federal policies are complied with. Municipal Policies Municipal transportation, development, and planning policies as exemplified in the Official Plans or Transportation Master Plans of the affected municipalities, will be considered in the development, analysis and evaluation of alternatives. Municipal policies; however, are not binding on the provincial government.
7.3 Formal Approvals Required
For projects under the Class designation, no formal approvals are required under the EA Act. However, Ministerial approval may be necessary based on conditions or commitments as a result of the recommendations of this study (for example, permits to take water, Fisheries Act Authorization etc.). Decisions regarding funding, construction timing or priority relative to other projects are made within the MTO and are not subject to a formal external approvals process. Such decisions will be addressed following completion of this project.
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8.0 FUTURE WORK
The following outlines additional work, approvals and studies by MTO or other implementing agency, required prior to construction. Preliminary Design The preliminary design of the preferred alternative will be developed based on the concept design. Additional engineering studies and consultation with agencies and the public will occur to resolve any outstanding issues. Once the preliminary design is complete, the process for property acquisition, if necessary, will commence. MTO will meet with all affected property owners once the details of the required property are known. Detail Design – Contract Package Preparation Additional engineering studies will be undertaken to develop the detail design of the preferred undertaking. This will include geotechnical, structural and environmental studies. Additional consultation with agencies and the public will occur to resolve any outstanding issues. Detail Design – Environmental Requirements Additional environmental investigations will occur at the detail design stage. These investigations will address the commitments to future work outlined in the TESR, develop detailed construction mitigation measures, and assist in obtaining external approvals. Details on the environmental requirements will be included in contract documents. It is anticipated that the following permits may be required: Ministry of the Environment (MOE) - if temporary dewatering is required during construction that exceeds 50,000 litres of water/day, a Permit to Take Water will be required from MOE. Department of Fisheries and Oceans (DFO) – if identified, authorization under Section 35(2) of the Federal Fisheries Act must be obtained where proposed works may cause Harmful Alteration, Disruption or Destruction (HADD) of Fish and Fish Habitat. MTO would undertake an internal assessment of risk of HADD, in accordance with their MTO/DFO/MNR Fisheries Protocol. MTO would complete the appropriate HADD or no HADD notification forms and supporting documentation for DFO‟s review and agreement (and Authorization, as required). Property Acquisition Affected property owners will be contacted once the details of the required property are known.
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Advertise and Award Contract The construction contract will be advertised to solicit tender bids from the construction companies. The contract may be awarded to the lowest bid. Commence Construction Construction will commence on a time frame established in the tender documents.
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