Highway 7 Widening

HIGHWAY 7 WIDENING FROM BROCK ROAD TO HIGHWAY 12
City of Pickering, Town of Whitby Region of Durham
TRANSPORTATION ENVIRONMENTAL STUDY REPORT

CLASS ENVIRONMENTAL ASSESSMENT FOR PROVINCIAL TRANSPORTATION FACILITIES GROUP B PROJECT
MINISTRY OF TRANSPORTATION CENTRAL REGION
VOLUME 1
G.W.P. 2110-05-00 July 2007
HIGHWAY 7 WIDENING FROM BROCK ROAD TO HIGHWAY 12

City of Pickering, Town of Whitby Region of Durham
TRANSPORTATION ENVIRONMENTAL STUDY REPORT

CLASS ENVIRONMENTAL ASSESSMENT FOR PROVINCIAL TRANSPORTATION FACILITIES GROUP B PROJECT
Ministry of Transportation Central Region

G.W.P. 2110-05-00 Prepared for the Ministry of Transportation by: McCormick Rankin Corporation / Ecoplans Limited
Prepared by:
J.A. (Sandy) Nairn, MCIP, RPP

Consultant Senior Environmental Planner
Kevin Rodger, P. Eng.

Consultant Project Manager
Reviewed by:
Antonio Di Sabatino
Environmental Planner
Janice Munro, P. Eng.

Senior Project Engineer
Approved by:
Bill Jones
Manager, Planning & Environmental Office
Lou Politano, P. Eng.

Manager, Engineering Office
Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00
Transportation Environmental Study Report
THE PUBLIC RECORD

Copies of this document have been submitted to the following office of the Ministry of the Environment to be placed in the Public Record: Ministry of the Environment York-Durham District Office 5th Floor 230 Westney Road South Ajax, Ontario This Transportation Environmental Study Report is also available for review during regular business hours at: The Corporation of the City of Pickering Clerks Office One The Esplanade Pickering, Ontario The Regional Municipality of Durham Clerks Office 605 Rossland Road East Whitby, Ontario Whitby Public Library Brooklin Branch 8 Vipond Road Brooklin, Ontario Town of Whitby Clerks Office Municipal Building 575 Rossland Road East Whitby, Ontario Pickering Public Library Greenwood Branch 3540 Westney Road South of 6th Concession (Highway 7) Greenwood, Ontario The Ministry of Transportation Central Region Planning and Environmental Office 3rd Floor, Building D 1201 Wilson Avenue Downsview, Ontario
If concerns are raised during this review period that cannot be resolved through discussions with the Ministry of Transportation, members of the public, interested groups or technical agencies may request the Minister of the Environment (135 St. Clair Street West, Toronto, Ontario, M4V 1P5) to bump-up (i.e., make the project comply with Part II of the Ontario Environmental Assessment Act) this project, thereby requiring an Individual Environmental Assessment. Ce document hautement spcialis nest disponible quen anglais en vertu du rglement 411/97, qui en exempte lapplication de la Loi sur les services en franais. Pour de laide en franais, veuillez communiquer avec le ministre des Transports, Bureau des services en franais au : 905-704-2045 ou 905-704-2046.
McCormick Rankin Corporation Ecoplans Limited July 2007 Page i
EXECUTIVE SUMMARY
A Preliminary Design and Class Environmental Assessment (Class EA) was undertaken by the Ministry of Transportation (MTO) to examine widening and highway improvement scenarios for Highway 7, from Brock Road in Brougham easterly to approximately 0.2 km east of Highway 7/12 in Brooklin. The Study Area lies within the City of Pickering and Town of Whitby, in the Region of Durham. A Transportation Environmental Study Report (TESR) has been prepared to document the planning process and preferred alternative. This Study was undertaken in accordance with the requirements of a Group B project of Ministry of Transportation (MTO) Class Environmental Assessment for Provincial Transportation Facilities (2000). Highway 7 provides an important economic, tourist, and community link through the Region of Durham. Significant economic and traffic growth in and around the study area has occurred and will continue into the future. As a result, Highway 7 through the Region of Durham is currently experiencing significant congestion during peak periods. Given the problems noted above, there is an opportunity for improvements to accommodate existing and future traffic demands. A Preliminary Design for highway widening and improvements has been developed to address this issue. The recommended plan essentially involves widening Highway 7 from the centerline with an additional eastbound lane and westbound lane, through the Study Area. The preferred alternative was developed based on evaluation of a wide range of environmental factors, as well as a comprehensive review during a Value Engineering session held in November 2006. Additional improvements / requirements also include: y y y y y y y y y y Modifying substandard vertical profile at several locations to significantly improve sight distance at intersections and entrances; Providing a 1 m flush median and 3 m shoulders; Implementing new carpool lots at two locations; Implementing left turn lanes at all unsignalized intersections; Widening the East Duffins Creek Bridge and replacing the bridge deck; Protecting property for future truck climbing lanes at Westney Road and Halls Road; Property is required from approximately 89 properties along the corridor; Existing highway illumination will be relocated / reinstated; Drainage infrastructure improvements, including culvert replacement or extension, and treatment measures for highway runoff; and Relocating affected utilities.
Without adding highway capacity, conditions now in the range of unacceptable operation will get worse. Even with an extension of Highway 407, the diversion of traffic away from Highway 7 will result in an improvement in conditions but continued growth in traffic will lead to unacceptable conditions around 2021.
McCormick Rankin Corporation Ecoplans Limited July 2007 Page ii
Following consultation with municipal staff, interested federal and provincial ministries and agencies, and the general public, the environmental assessment was completed. The following Exhibit provides a summary of the anticipated environmental concerns and mitigation measures and commitments to future work associated with this project. Legend
MTO: Ministry of Transportation MNR: Ministry of Natural Resources MOE: Ministry of the Environment City of Pickering, Town of Whitby, Region of Durham RES/BUS: Local residents and / or business owners CA: Toronto and Region Conservation Authority, Central Lake Ontario Conservation Authority UTIL: Utilities MUN:
MCL: Ministry of Culture
EXHIBIT E-1: SUMMARY OF IDENTIFIED CONCERNS AND PROPOSED MITIGATION / COMMITMENTS TO FUTURE WORK
ENVIRONMENTAL ISSUE / CONCERN CONCERNED AGENCIES MOE MTO MNR CA MUN
PROPOSED MITIGATION / COMMITMENTS TO FUTURE WORK
Erosion and Sediment Control (Section 8.1.1 of the TESR)
Excavation and grading activities may result in erosion of exposed soils that can be carried to local watercourses during storm events. Potential impact from corridor improvements requiring soil disturbance near or at existing creek crossings.
Standard erosion and sediment control measures will be incorporated into the contract. Isolation of all work in or near the watercourses or any important vegetation features from the work area, including all surfaces and ditches draining to the watercourses that are disturbed for construction. Isolate the in-stream work area required to construct the culvert extension from an unobstructed flow path using appropriate measures, to maintain clean flow around the construction zone at all times. Use of properly designed and managed dewatering measures to filter water prior to release to the watercourses, and to prevent erosion. Proper stabilization and restoration of exposed soil, as soon as possible following construction, including all surfaces and ditches draining to the watercourses that are disturbed for construction. Page iii
McCormick Rankin Corporation Ecoplans Limited
July 2007
ENVIRONMENTAL ISSUE / CONCERN CONCERNED AGENCIES
PROPOSED MITIGATION / COMMITMENTS TO FUTURE WORK Minimizing the removal of vegetation and associated habitat to the extent required for the construction. Maintenance of the existing drainage areas generally to each of the watercourses. Maintenance of local groundwater movement to the watercourses. Monitor and maintain the sediment and erosion control measures throughout construction. No storage, maintenance, refuelling or cleaning of equipment will be conducted near (within 30 m) the watercourses, and all fuel, lubricants and other potentially deleterious substances should be properly handled and stored at all times. Access, storage and related construction areas should be properly sited and contained, and properly rehabilitated after construction. An Emergency Spills Response Plan and appropriate materials should be on-site during construction at all times. Only clean materials free of fine particulate matter will be permitted in the water for temporary construction measures (e.g., coffer dams will be constructed of pea gravel bags, geotextile fabric or other clean material) or for permanent works (e.g., rock protection if required).
Groundwater and Surface Water Resources (Sections 4.1.1.3 & 8.1.2 of the TESR)
Impacts to the groundwater that discharges to the local streams could occur without implementation of appropriate mitigation measures. Additional stormwater run-off will be generated as a result of the increase in impervious area.
MOE
New or extended culverts will be designed to maintain groundwater discharge to the streams. A Spills Prevention and Management Plan will be developed and in place throughout construction to prevent fuel, lubricants and fluid spills resulting from construction activities, and manage any unanticipated occurrences. Page iv
July 2007
PROPOSED MITIGATION / COMMITMENTS TO FUTURE WORK No storage, maintenance or refuelling of equipment will be permitted near any sensitive features including streams. Appropriate dewatering measures will be implemented to manage any groundwater encountered during any grading activities.
Specific measures to prevent, minimize and / or mitigate groundwater interference during construction include the following related works as referenced in Section 8.1.2, regarding specific measures: vegetation clearing and grubbing; grading and drainage conditions; preparation of the road bed; highway pavement surfacing construction; and, the East Duffins Creek Bridge design. Fisheries and Aquatic Habitat (Sections 4.1.1.6 & 8.1.3 of TESR) MOE Refer to Section 8.1.3 of the TESR for Potential impacts from culvert MNR the specific mitigation proposed at each replacement and extension required CA watercourse. General mitigation at several crossings, and associated MUN measures are summarized below and highway widening improvement DFO include: works. A comprehensive sediment and Reaches of seven of the permanent erosion control plan will be specified watercourses provide coldwater in the Contract, and developed and habitat conditions and support Brook implemented by the Contractor. Trout, as well as several other Specific aspects include: coldwater species. Brougham Creek o Perimeter silt fence will be installed supports potential coldwater habitat between the work areas and all in the vicinity of Highway 7 (i.e. reaches of those watercourses Brook Trout). Reaches of six where works are required. watercourses support Redside Dace. o The fencing will be properly installed and regularly inspected and maintained. o All exposed and newly constructed surfaces will be stabilized using appropriate means. o These surfaces will be fully stabilized and re-vegetated as quickly as possible. Removal of riparian vegetation will be minimized to the extent required for the construction activities. McCormick Rankin Corporation Ecoplans Limited July 2007 Page v
PROPOSED MITIGATION / COMMITMENTS TO FUTURE WORK Any temporarily stockpiled material, construction or related materials will be properly contained (e.g. within silt fencing) in areas separated from the watercourses. Specific woody riparian vegetation cleared for construction access and culvert works on watercourses that support fish habitat will be replaced using a mix of native species. Appropriate temporary flow passage measures will be developed to isolate the temporary instream construction zones required for culvert replacement, extension and head / wingwall works, and to maintain clean flow downstream of the works in the associated watercourses. If there is no flow during construction in the intermittent watercourses / drainage features, contingency flow management measures will be in place in the event of a storm and associated runoff. The withdrawal points for dam and pump temporary flow passage systems will be properly sited and designed to prevent intake of silt or bed materials, and the discharge point sited and designed to prevent erosion and any sediment release. If temporary flow by-pass channels are required in some cases due to flow volumes, these features will be designed to minimize impacts to terrestrial and riparian vegetation, and will be fully rehabilitated following construction. All hoses drawing water from a watercourse supporting fish use will be screened to prevent potential entrainment of fish. Any fish stranded within the temporary work zones in those watercourses that support fish will be removed using appropriate Page vi
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ENVIRONMENTAL ISSUE / CONCERN CONCERNED AGENCIES PROPOSED MITIGATION / COMMITMENTS TO FUTURE WORK techniques and released downstream of the temporary work zones.
Vegetation (Sections 4.1.1.7 & 8.1.4 of the TESR) MNR Will require encroachment into the edges of the vegetation and habitat MUN areas along the project limits. CA Culturally-derived communities along the balance of the project limits are generally dominated by common and disturbance-tolerant species that will rapidly re-establish themselves following construction activities
Culvert works and the widening of the East Duffins Creek Bridge will also require construction access into the valleys.
Clearly define the construction zone and access on the drawings and in the field. Employ proper clearing / grubbing techniques for any removal of vegetation, and protection of retained vegetation (e.g., fell trees away from the retained natural area). Install stringent erosion and sediment control measures (e.g., silt fencing, temporary flow checks). Ensure proper storage and disposal of construction materials, debris and excess materials. Ensure proper containment and filtering of all construction-generated sediment. Avoid changes to the local drainage, groundwater / hydrologic regimes that support wetlands in many of the watercourse valley locations. Restore, re-stabilize and / or revegetate temporarily disturbed areas / exposed surfaces as soon as possible. Avoid siting temporary storage areas, maintenance areas and soil stockpile areas immediately adjacent to natural areas.
Landscape Design (Sections 8.1.5 of the TESR) MNR Direct and indirect effects on the adjacent vegetation communities. MUN However, adverse effects will be CA limited to edge areas which have already been disturbed by the existing highway construction, maintenance and road operations.
Potential indirect effects can be managed through implementation of the following standard mitigation measures: All trees, whether located on private property, should be protected from the impacts of construction by the following tree protection zone. (Details measures are outlined in Section 8.1.5) Tree protection zone shall be established by the installation of tree Page vii
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PROPOSED MITIGATION / COMMITMENTS TO FUTURE WORK protection fencing. Where replacement plantings have been recommended, native plant material should be used, except in situations where a landscape specimen is concerned. Minimize the extent of intrusion or disturbance of natural features during construction. Restore any temporarily disturbed areas using appropriate techniques such as seedbank salvage, if possible. Address the requirements of the Migratory Birds Convention Act (MBCA) for potential migratory breeding bird nests by scheduling clearing works outside of the migratory bird breeding period (May 1st to July 31st). - Where evidence of past nesting is present or potential for nesting is identified, the proposed bridge and culvert works will be scheduled outside of the prime migratory bird nesting period. However, if culvert works cannot be scheduled outside the prime nesting season, bird nesting preventative measures would be implemented until construction is completed. - Ensure that no active nests are removed or disturbed.
Wildlife Habitat (Sections 4.1.1.8 & 8.1.4 of the TESR)
Confirmed breeding bird species (Hooded Warbler, Wilsonia citrina) has been identified within the general vicinity near the Study Area. It is unlikely the species is found within the proximity of the highway corridor. There will be no significant impact to wildlife habitat or interruption of wildlife movement.
MNR
Notify the Contract Administrator and protect any wildlife incidentally encountered during construction. The slope treatments under the East Duffins Creek Bridge should be designed with input from a wildlife ecologist to ensure they remain conducive to wildlife movement. Specific opportunities to improve wildlife movement under the highway should be reviewed further during Page viii
July 2007
ENVIRONMENTAL ISSUE / CONCERN CONCERNED AGENCIES PROPOSED MITIGATION / COMMITMENTS TO FUTURE WORK Detail Design, where its feasible and appropriate. To mitigate drainage related impacts associated with the widening are addressed in the Storm Water Management Plan:
Drainage (Sections 7.6 & 8.1.6 of the TESR)
Reduction in quality of storm runoff discharged from the highway right-ofway due to increase in paved surfaces. However, it is estimated that under proposed conditions, there will be a negligible increase in the highway pavement area.
MTO
Implement stormwater management criteria (as outlined in Section 8.1.6.1.1). Treatment of the highway runoff consists of utilizing vegetated highway embankments and flatbottom grassed swales.
Lining of existing steep ditches with rip rap should be considered. Management of Excess Material and Property Contamination (Sections 4.1.2.4 & 8.1.7 of the TESR)
Several sites were identified as having potential for site contamination within the proposed Highway 7 widening and associated improvement footprints. Excess materials and waste will be generated during construction and require proper management / disposal.
MTO MOE
Opportunities to minimize waste generation through salvage and reuse. Excess materials generated during construction will be managed by the Contractor in accordance with OPSS 180. Standard mitigation will be used for dust control (i.e., water, calcium chloride) during construction. Recommend Phase 1 Environmental Site Assessment to be completed for one site, identified as high potential for site contamination. Preliminary Site Screenings were carried out for properties directly impacted by highway widening improvement footprints. Construction will be scheduled to avoid any sensitive fisheries and wildlife periods where appropriate. The inclusion of environmental mitigation in the contract documentation will ensure that ecosystem impacts are avoided or Page ix
Ecosystem Planning (Sections 4.1.1.1 & 8.1.8 of the TESR)
Ensure that environmental factors are not only considered individually but that their inter-relationships are considered as well to maintain ecosystems. An ecosystem approach has been taken during the development of the Preliminary
MOE
July 2007
ENVIRONMENTAL ISSUE / CONCERN Design, impact assessment and mitigation. SOCIO-ECONOMIC ENVIRONMENT Property / Adjacent Land Uses (Sections 7.9 & 8.2.1 of the TESR) MTO The Ministry will negotiate the Property is required from transfer of all necessary properties. BUS approximately 89 properties (80 Some adjustments may be applied private properties, 6 municipally and MUN during the Detail Design phase in 3 provincially owned property) along order to further reduce or eliminate the corridor. property requirements. The construction staging plan and the operational constraints to be included in the construction contract will ensure the Contractor maintains access to all properties during construction. Highway and Construction Noise (Sections 4.1.2.3 & 8.2.1.2 of the TESR)
CONCERNED AGENCIES
PROPOSED MITIGATION / COMMITMENTS TO FUTURE WORK minimized.
Residents in the vicinity of the Highway 7 corridor may experience construction noise associated with construction activities.
MOE MTO RES/BUS
The Contractor will be required to abide by any municipal noise control by-laws. The Contractor will be required to keep idling of construction equipment to a minimum and to maintain equipment in good working order to reduce noise from construction activities. The Contract Administrator will be required to be available to address any concerns that may arise with respect to noise during construction. Complaints will be investigated according to the provisions of the existing Noise Protocol between MTO and MOE
Air Quality (Section 8.2.1.3 of the TESR)
Widening of an existing highway, will result in potential air quality implications. Air quality during construction may be affected with dust impacts from heavy construction equipment.
MTO
An Air Quality Study was completed and concluded that no adverse effects are anticipated. Contract provisions will minimize impacts to adjacent properties by implementing dust control measures (i.e., water, calcium chloride) and restrictions on heavy equipment idling times. Page x
July 2007
CONCERNED PROPOSED MITIGATION / AGENCIES COMMITMENTS TO FUTURE WORK Archaeology / Heritage Resources (Sections 4.1.2.5 & 8.2.1.4 of the TESR) MCL There are no archaeological A Stage 2 Archaeological MTO Assessment will be undertaken for registered sites located within the undisturbed areas outside of the study corridor. There are, however, right-of-way, and require clearance fifteen (15) registered sites within a prior / as early as possible during two kilometre radius of the study corridor. the Detail Design stage. ENVIRONMENTAL ISSUE / CONCERN
Direct impact will include removal of three built heritage resources, as well, the cultural heritage landscape of the southern boundary limit of the hamlet of Kinsale will be significantly affected due to the widening.
If the Contractors operations expose any items, which may indicate an archaeological find, work in the area will be suspended immediately and MCL will be contacted. Direct impact to the built heritage resources will be the subject of a cultural heritage resource evaluation report using the evaluation criteria adopted by the City of Pickering prior to Detail Design. If the evaluation report determines the residence is of heritage value or interest, appropriate mitigation recommendations will be included for the Detail Design stage. Historical summary and description of the cultural heritage landscape of the hamlet Kinsale will be included in a cultural heritage evaluation report. For heritage resources with potential: High disruption impact will be the subject of a cultural heritage evaluation report including appropriate mitigation recommendations using the evaluation criteria adopted by the municipality prior to Detail Design. Medium disruption impact, Remedial landscaping will be examined as part of the Detail Design phase.
If human remains are encountered, the MCL and the Registrar of the Cemeteries Branch of the Ministry of Government Services shall be contacted immediately. Page xi
July 2007
CONCERNED AGENCIES TRANSPORTATION / HIGHWAY FACILITIES Utilities (Sections 7.8 & 8.3.1 of the TESR) UTIL There are potential conflicts with existing utilities such as Veridian Connections (includes Pickering), Whitby Hydro, Bell hydro poles and buried cable and conduit, Rogers cable, and Enbridge gas mains. ENVIRONMENTAL ISSUE / CONCERN PROPOSED MITIGATION / COMMITMENTS TO FUTURE WORK
Further consultation with the utility agencies will be pursued during Detail Design to ensure that an adequate utility protection and / or relocation plan is developed. It is intended that utility relocations will be completed before construction of this project is initiated. Special provisions will be included in the contract to ensure that care and precautions are taken to safeguard existing utilities from damage. Construction will be staged and traffic detoured through site to maintain traffic flow during construction. Lane closures will be limited to periods outside of peak periods to minimize traffic delays. Advance signing will be provided to inform motorist of the closures. Traffic construction staging will be implemented to minimize disruptions as much as possible. Detailed construction staging works will be determined during the Detail Design phase for this project.
Construction Staging (Sections 7.10 & 8.3.2 of the TESR) MTO Motorists and pedestrians will RES/BUS experience temporary delays and disruption during construction
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TABLE OF CONTENTS THE PUBLIC RECORD ........................................................................................................... i EXECUTIVE SUMMARY ........................................................................................................ ii 1.0 PROJECT OVERVIEW ............................................................................................... 1 1.1 DESCRIPTION OF THE PROJECT ..................................................................................1 1.1.1 PROJECT LOCATION ............................................................................................1 1.2 PROJECT BACKGROUND .............................................................................................1 1.3 RELATED / ADJACENT STUDIES ...................................................................................2 2.0 THE ENVIRONMENTAL ASSESSMENT PROCESS ................................................. 4 2.1 THE ONTARIO ENVIRONMENTAL ASSESSMENT ACT .....................................................4 2.2 THE CANADIAN ENVIRONMENTAL ASSESSMENT ACT....................................................6 2.3 PURPOSE OF THE TRANSPORTATION ENVIRONMENTAL STUDY REPORT .......................7 3.0 TRANSPORTATION NEEDS AND ASSESSMENTS ................................................. 9 3.1 STUDY AREA TRANSPORTATION NETWORK .................................................................9 3.1.1 EXISTING HIGHWAY 7 GEOMETRICS AND FEATURES .............................................9 3.1.2 TRAIL AND TRANSIT ...........................................................................................10 3.1.3 BRIDGE .............................................................................................................10 3.1.4 DRAINAGE .........................................................................................................11 3.2 EXISTING AND FUTURE TRAFFIC CONDITIONS ............................................................16 3.2.1 EXISTING TRAFFIC VOLUMES AND LEVEL-OF-SERVICE VALUES ...........................16 3.2.1.1 ROAD SAFETY PERFORMANCE....................................................................20 3.2.1.2 FUTURE GROWTH IN TRAFFIC DEMAND .......................................................22 3.3 PROVINCIAL POLICY .................................................................................................26 3.4 PROJECT OBJECTIVES..............................................................................................27 3.5 PROBLEM AND OPPORTUNITY ...................................................................................27 4.0 EXISTING ENVIRONMENTAL FEATURES ............................................................. 28 4.1 EXISTING ENVIRONMENTAL FEATURES ......................................................................28 4.1.1 NATURAL ENVIRONMENT ...................................................................................30 4.1.1.1 DESIGNATED AREAS / SIGNIFICANT ECOLOGICAL FEATURES........................30 4.1.1.2 PHYSIOGRAPHY AND SOILS ........................................................................33 4.1.1.3 GROUNDWATER RESOURCES .....................................................................34 4.1.1.4 GEOLOGY ..................................................................................................36 4.1.1.5 HYDROGEOLOGY........................................................................................37 4.1.1.6 AQUATIC RESOURCES AND FISHERIES ........................................................46 4.1.1.7 VEGETATION RESOURCES ..........................................................................75 4.1.1.8 WILDLIFE HABITATS ...................................................................................78 4.1.2 SOCIO-ECONOMIC ENVIRONMENT ......................................................................84 4.1.2.1 POLITICAL JURISDICTIONS ..........................................................................84 4.1.2.2 ADJACENT LAND USES ...............................................................................84
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4.1.2.3 4.1.2.4 4.1.2.5 5.0
NOISE ........................................................................................................87 WASTE AND PROPERTY CONTAMINATION ....................................................88 ARCHAEOLOGICAL / HERITAGE RESOURCES................................................89
ALTERNATIVES TO THE UNDERTAKING AND GENERATION AND EVALUATION OF PRELIMINARY DESIGN ALTERNATIVES......................................................... 93 5.1 ALTERNATIVES TO THE UNDERTAKING.......................................................................93 5.2 GENERATION AND EVALUATION OF PRELIMINARY DESIGN ALTERNATIVES...................96 5.2.1 GEOMETRIC AND OPERATIONAL IMPROVEMENT ALTERNATIVES ...........................97 5.2.1.1 PREFERRED ALTERNATIVE DEVELOPMENT ................................................105
6.0 CONSULTATION.................................................................................................... 120 6.1 MUNICIPAL, EXTERNAL AGENCY, INTEREST GROUP .................................................120 AND UTILITY CONSULTATION ...................................................................................120 6.2 CONSULTATION WITH THE PUBLIC ...........................................................................122 6.2.1 PUBLIC INFORMATION CENTRES.......................................................................122 6.2.1.1 PUBLIC INFORMATION CENTRE #1 ............................................................132 6.2.1.2 PUBLIC INFORMATION CENTRE #2 ............................................................136 6.2.2 INTEGRATION OF EXTERNAL CONSULTATION ....................................................149 7.0 DESCRIPTION OF THE RECOMMENDED PLAN.................................................. 150 7.1 HIGHWAY DESIGN AND IMPROVEMENTS ..................................................................150 7.2 HIGHWAY 7 ALIGNMENT ..........................................................................................151 7.3 HIGHWAY 7 CROSS-SECTION..................................................................................151 7.4 BRIDGE ..................................................................................................................153 7.5 VALUE ENGINEERING STUDY ..................................................................................153 7.6 DRAINAGE..............................................................................................................154 7.7 ILLUMINATION .........................................................................................................156 7.8 UTILITY RELOCATIONS............................................................................................157 7.9 PROPERTY REQUIREMENTS ....................................................................................159 7.10 CONSTRUCTION STAGING .......................................................................................159 8.0 POTENTIAL ENVIRONMENTAL EFFECTS, MITIGATION MEASURES AND COMMITMENTS TO FURTHER WORK ................................................................. 160 8.1 NATURAL ENVIRONMENT ........................................................................................160 8.1.1 EROSION AND SEDIMENT CONTROL .................................................................160 8.1.2 GROUNDWATER AND SURFACE WATER RESOURCES ........................................162 8.1.2.1 PERMIT TO TAKE WATER..........................................................................165 8.1.2.2 SPILL PREVENTION PLAN..........................................................................165 8.1.2.3 WELL WATER MONITORING PROGRAM ......................................................166 8.1.3 FISHERIES AND AQUATIC HABITAT....................................................................166 8.1.3.1 POTENTIAL IMPACTS TO AQUATIC FEATURES ............................................167 8.1.4 VEGETATION AND WILDLIFE HABITATS .............................................................192 8.1.4.1 RECOMMENDED MITIGATION .....................................................................194 8.1.5 LANDSCAPE DESIGN ........................................................................................200
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8.1.6 DRAINAGE AND STORMWATER MANAGEMENT ...................................................201 8.1.6.1 STORMWATER MANAGEMENT PLAN ..........................................................202 8.1.6.1.1 STORM WATER MANAGEMENT CRITERIA ..........................................................202 8.1.6.1.2 STORM WATER MANAGEMENT STRATEGY ........................................................202 8.1.7 MANAGEMENT OF EXCESS MATERIAL AND PROPERTY CONTAMINATION ............206 8.1.8 ECOSYSTEM PLANNING ...................................................................................207 8.2 SOCIO-ECONOMIC ENVIRONMENT ...........................................................................208 8.2.1 PROPERTY AND ADJACENT LAND USES ............................................................208 8.2.1.2 HIGHWAY AND CONSTRUCTION NOISE ......................................................208 8.2.1.3 AIR QUALITY ............................................................................................209 8.2.1.4 ARCHAEOLOGICAL AND HERITAGE RESOURCES ........................................209 8.3 TRANSPORTATION ..................................................................................................213 8.3.1 UTILITIES ........................................................................................................213 8.3.2 CONSTRUCTION STAGING ................................................................................214 8.4 SUMMARY OF IDENTIFIED CONCERNS AND PROPOSED MITIGATION/ COMMITMENTS TO FUTURE WORK ......................................................................................................214 9.0 MONITORING ......................................................................................................... 225 9.1 CHANGES DURING DETAIL DESIGN .........................................................................225 9.2 MONITORING DURING CONSTRUCTION ....................................................................225 10.0 CLASS EA PRINCIPLES ........................................................................................ 226
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LIST OF EXHIBITS
Exhibit E-1: Exhibit 1-1: Exhibit 2-1: Exhibit 3-1: Exhibit 3-2: Exhibit 3-3: Exhibit 3-4: Exhibit 3-6: Exhibit 3-7: Exhibit 3-8: Exhibit 3-9: Exhibit 3-10: Exhibit 3-11: Exhibit 3-12: Exhibit 4-1: Exhibit 4-3: Exhibit 4-4: Summary of Identified Concerns and Proposed Mitigation / Commitments to Future Work Key Map Overview of Class EA Process for Group B Projects Existing Horizontal Curve Data Existing Vertical Alignment Signalized Intersections Unsignalized Intersections Existing Highway 7 Traffic Description of Level-of-Service Values Existing Highway 7 Traffic Volumes and Road Section Levels-of-Service Highway 7 Collision Rates 2001-2005 Projected Population and Employment Growth 2001-2031 Traffic Demand Forecast Impact of Highway 407 Opening on Traffic Volumes of Parallel Routes Afternoon Peak Period Peak Direction Study Area Overview and Designated Areas Natural Environmental Features Exhibit 4-2a to 4-2d: Areas of Potential Groundwater Susceptibility Summary of Fish Community and Flow Status of the Watercourse Reaches along the Project Limits Exhibit 5-1: Geometric Design Standards for Ontario Highways Manual, 1985 Exhibit 5-2a to 5-2k: Highway 7 Widening Alternatives Exhibit 6-1: Summary of External Participation Exhibit 6-2: PIC #1 Summary Written Comments and Responses Exhibit 6-3: Public Information Centres #1 Comments Exhibit 6-4: PIC#2 Summary of Written Comments and Responses Exhibit 7-1: Typical Cross-Section Exhibit 8-1: Exhibit 8-3: Summary of 2-yr Peak Flow (m3/s) Erosion Potential Summary of Identified Concerns and Proposed Mitigation / Commitments to Future Work
Exhibit 3-5a to 3-5d: Existing Conditions Drainage Mosaic
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APPENDICES (Under Separate Cover - Volume 2)

Appendix A: Recommended Preliminary Design Plan (Plan and Profiles Plates 1 to 18 and East Duffins Creek Bridge General Arrangement) Highway 7 Existing Geometric and Features Relevant Correspondence Newspaper Notices Public Information Centre #1 and #2 Summary Reports Natural Environment Features Data - Regional Structures - Aquatic Features and Habitat Data - Terrestrial Features and Habitat Data - Groundwater Data Appendix G: Appendix H: Appendix I: Appendix J: Appendix K: Cultural Heritage Landscapes and Built Heritage Resources Air Quality Memorandum Landscape Design Plates Alternative Assessment Tables and Drawings List of Background Reports
Appendix B: Appendix C: Appendix D: Appendix E: Appendix F:
LIST OF ACRONYMS (Under Separate Cover - Volume 2)
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1.0
1.1
1.1.1
PROJECT OVERVIEW
DESCRIPTION OF THE PROJECT
PROJECT LOCATION
The projects study area consists of approximately 13 km of Highway 7, from Brock Road to approximately 0.2 km east of the junction of Highway 7/12 in Brooklin. The Study Area lies within the City of Pickering and Town of Whitby, in the Region of Durham. Through the City of Pickering and the Town of Whitby, Highway 7 is currently operating as a two-lane rural to semi-urban highway. The existing cross section consists of two 3.75 m lanes, with 3.0 m granular shoulders. Signalized intersections are located at Westney Road, Lake Ridge Road, Ashburn Road, and Highway 12. Other intersections are stop-controlled, with Highway 7 being the major route in each case. Throughout most of the study area, Highway 7 is posted for a maximum speed of 80 km/hr. West of Ashburn Road, the maximum speed changes to 70 km/hr and just west of Highway 12, to 50 km/hr through the Town of Brooklin (Winchester Road). The Key Map of the Study Area is shown in Exhibit 1-1. 1.2 PROJECT BACKGROUND
Highway 7 provides an important economic, tourist, and community link through the Region of Durham. Significant economic and traffic growth in and around the study area has occurred and will continue into the future. As a result, Highway 7 through the Region of Durham is currently experiencing significant congestion during peak periods. To address this congestion, the Ministry of Transportation had undertaken a Preliminary Design Study to investigate highway improvements to approximately 13 km of Highway 7, from Brock Road to approximately 0.2 km east of Highway 12, in Brooklin.
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1.3
RELATED / ADJACENT STUDIES
The following projects include improvements to Highway 7 in the vicinity of the current study that are either underway or were completed. y Highway 407 Partial Extension, Markham Road to Highway 7 (2005) This was an Environmental Assessment Study for the easterly extension of Highway 407 in Markham and Pickering. This project involved the development of preliminary designs to facilitate property acquisition, review of development proposals and utility relocation plans. The Environmental Assessment Report was filed and approved under the Ontario Environmental Assessment Act. Highway 407 East Environmental Assessment Highway 407 East Completion Individual Environmental Assessment (IEA). Completion of Highway 407 from Brock Road to Highway 35/115 as well as two north-south freeway connections to Highway 401. This project involved in the development and submission of a Terms of Reference in November 2004. The Term of Reference was approved in January 2005. The IEA is currently underway.
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Exhibit 1-1: Key Map
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2.0
2.1
THE ENVIRONMENTAL ASSESSMENT PROCESS

THE ONTARIO ENVIRONMENTAL ASSESSMENT ACT
The MTOs Class Environmental Assessment for Provincial Transportation Facilities (MTO Class EA) was approved under the Ontario Environmental Assessment Act (EA Act) in the fall of 1999 and amended in 2000. This planning document defines the group of projects and activities, and the environmental assessment processes that MTO has committed to follow for these projects. Provided that this process is followed, projects and activities included under the Class EA do not require formal review and approval under the Ontario Environmental Assessment Act. The MTO Class EA process is principle based. Where appropriate, this Transportation Environmental Study Report will reference the principles to be applied and how they were achieved during the environmental assessment process. For a summary of how the principles of the MTO Class EA were achieved, the reader is referred to Chapter 10.0 Class EA Principles. The following principles underlie the Class EA process for Group A, B and C projects: Transportation engineering principles Environmental protection principles External consultation principles Evaluation principles that are intended to achieve the best overall balance of these principles Documentation principles Bump-up principles Environmental clearance principles to proceed
This project is following the Class EA process for Group B projects. Group B projects are major improvements to provincial transportation facilities and generally include: Improvements to existing highways and freeways that provide a significant increase in capacity New interchanges or modifications to existing interchanges Major realignments New or modified water crossings or watercourse alterations New highway service facilities
The Class EA process for Group B projects is shown in Exhibit 2-1. This project addresses the Preliminary Design Phase and includes submission of a Transportation Environmental Study Report (TESR).
McCormick Rankin Corporation Ecoplans Limited July 2007 Page 4
Exhibit 2-1: Overview of Class EA Process for Group B Projects
Source: This exhibit has been modified from the original flow chart, Exhibit 3.7 Overview of Class EA Process For Group B Projects in Section 3-11 Study Stages and Phases from the Class Environmental Assessment for Provincial Transportation Facilities (2000).
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This TESR will be filed for a minimum 30-day period of public and external agency review. If concerns are raised during this review period that cannot be resolved through discussions with the MTO, members of the public, interested groups or technical agencies may request the Minister of the Environment (135 St. Clair Street West, Toronto, Ontario, M4V 1P5) to bump-up (i.e., make the project comply with Part II of the EA Act) this project, thereby requiring an Individual Environmental Assessment. This would require submission of a formal letter (as required by Section 5(1) of the Ontario EA Act) to the Ministry of the Environment (MOE) for formal review and approval. The decision whether a bump-up (i.e., Part II of the EA Act) is appropriate or necessary rests with the Minister of the Environment. If no bump-up requests are outstanding by the end of the 30-day review period, the project is considered to have met the requirements of the Class EA, and MTO may proceed to tender and construct the project subject to resolving any commitments documented in this TESR during the Detail Design phase and obtaining any other outstanding environmental approvals.
2.2
THE CANADIAN ENVIRONMENTAL ASSESSMENT ACT
The Canadian Environmental Assessment Act (CEAA) is triggered by: Need for Federal funding Need for Federal lands (including First Nation lands) Issuance of a Federal approval identified on the Law List
This project will not require Federal funding, and will not affect any lands owned by the Federal government or First Nations. Therefore, the first two triggers do not apply. Regarding the third trigger, the only Federal approval that may apply to this project is an Authorization under the Fisheries Act in relation to some of the culvert extension and associated works. Culvert extensions are proposed at most of the water crossings to accommodate the highway widening improvements. This study is following the new Protocol for Protecting Fish and Fish Habitat on Provincial Transportation Undertakings (2006). This new fisheries protocol requires MTO and their Fisheries Specialists to determine whether this project will result in a Harmful, Alteration, Disruption or Destruction of Fish Habitat (HADD). A HADD or No HADD notification form is then submitted to the Department of Fisheries and Oceans (DFO) for confirmation and / or support of the findings. Since this study commenced prior to the inception of the new Fisheries Protocol (2006), consultation had been initiated with the appropriate regulatory agencies regarding
preliminary HADD determination under the former 1993 MNR / MTO / DFO Fisheries Protocol. Based on input from MNR, it was agreed that consultations would be initiated directly with DFO staff in order to integrate at least the initial stages of the new Fisheries Protocol approaches. Additional review and consultation with agencies is required during Detail Design to confirm the HADD determinations based on finalization of the Detail Design. Assuming that MTO and their Fisheries Specialists determine that HADD(s) will occur, and DFO confirms the findings, DFO, who is ultimately responsible for authorizing any works that will harmfully affect fish habitat under the Federal Fisheries Act, must issue the Authorization. It is anticipated that at least some of the culvert extensions on the more sensitive watercourses will be determined to result in HADD and therefore require Authorization. The requirement for an Authorization triggers the need for a screening under the CEAA. The Authorization will be obtained during the Detail Design stage of this project, assuming it is still required. The CEAA screening will also be undertaken during Detail Design.
2.3
PURPOSE OF THE TRANSPORTATION ENVIRONMENTAL STUDY REPORT
This Transportation Environmental Study Report documents the environmentally significant aspects of the planning, design and construction of the widening improvements to Highway 7 between Brock Road and approximately 0.2 km east of the Highway 7/12 junction; a Group B project as defined in the Class Environmental Assessment for Provincial Transportation Facilities (2000). The TESR includes: a description of the project and its purpose; the existing natural, social, economic and cultural environmental factors; anticipated environmental effects and proposed mitigation measures; and commitments to further work, consultation, and monitoring associated with the implementation of the project. Additional information about the Class Environmental Assessment process for Group B projects is contained in Class EA for Provincial Transportation Facilities (2000). Readers interested in this information are encouraged to refer to that document. In addition, other related studies have been carried out in this area. The background study contains additional information that may be of interest to the reader. These are described in Section 1.3 Related / Adjacent Studies and Projects. Additional information about this project is also available by contacting the key Project Team members involved in this project, as follows:
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Mr. Kevin Rodger, P. Eng. Project Manager McCormick Rankin Corporation 2655 North Sheridan Way, Ste. 300 Mississauga, ON L5K 2P8 Tel: (905) 823-8500 Fax: (905) 823-8503 e-mail: krodger@mrc.ca
Ms. Janice Munro, P. Eng. Senior Project Engineer Ministry of Transportation, Central Region Building D, 4th Floor 1201 Wilson Avenue Downsview, ON M3M 1J8 Tel: (416) 235-4212 Fax: (416) 235-3576 e-mail: janice.munro@ontario.ca
This TESR has been prepared on the basis of the recommended Preliminary Design (as described in Chapter 7.0). Detail Design and preparation of the contract documentation will proceed after completion of this Preliminary Design. There is a possibility that the final design plans may identify minor design modifications or refinements which could result in environmental benefits or impacts that may not have been anticipated or identified in this document. However, should this occur, the modifications are not anticipated to alter the basic intent of the undertaking. Consultation with interested external agencies is an integral part of the ongoing preliminary design process, as detailed in Chapter 6.0. Any changes resulting from design modifications / refinements will be discussed with affected external agencies and property owners prior to construction.
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3.0
3.1
TRANSPORTATION NEEDS AND ASSESSMENTS

STUDY AREA TRANSPORTATION NETWORK
As noted in Section 1.2, Highway 7 provides an important economic, tourist, and community link through the Region of Durham. Significant economic and traffic growth in and around the study area has occurred and will continue into the future. 3.1.1 EXISTING HIGHWAY 7 GEOMETRICS AND FEATURES
Generally, Highway 7 is a two lane, undivided highway with a posted speed of 80 km/h. The preferred design speed for a facility such as this is 100 km/h. The highway right-of-way (ROW) is between 30 m and 40 m wide within the study area, with the exception of intersections. The existing cross section consists of two 3.75 m lanes, with 3.0 m granular shoulders. The existing drainage is generally conveyed through open ditches. Horizontal Alignment There are eleven (11) horizontal curves within this section of Highway 7. All horizontal curves meet or exceed a design speed of 100 km/h. All existing radii satisfy a minimum design speed of 100 km/h. A summary of the horizontal curve locations and radii is summarized in Table 1 in Appendix B of this TESR. Refer to the Recommended Preliminary Design Plan provided in Appendix A in Volume 2 of this report, to view locations of the station range noted in Table 1. Vertical Alignment The design standards for the vertical alignment within the study limits, for the 100 km/h design speed are: Maximum grade of 6%; Minimum crest curvature (K) of 70; Minimum sag curvature (K) of 45; and Minimum stopping sight distance of 185 m.
There are thirty-six (36) crest and sag vertical curves within the study area with twenty-three (23) that do not meet the minimum design standards for a design speed of 100 km/h. The existing vertical alignment is summarized in Table 2 in Appendix B of this TESR. Refer to the Recommended Preliminary Design Plan provided in Appendix A in Volume 2 of this report, to view locations of the station range noted in Table 2.
Intersection Sight Distance There are four (4) signalized intersections within the study area. Departure sight distance standard requirements are met at all signalized intersections; however, requirements for decision sight distance are not. There are eleven (11) unsignalized intersections within the study area. Five of these intersections do not meet departure sight distance standard requirements. These include the intersections at Sideline 14, Salem Road, Kinsale Road, Halls Road, and Country Lane. The standard requirements for decision sight distance are not met at most of the unsignalized intersections. The sight distances at the above noted intersections are summarized in Tables 3 and 4 in Appendix B of this TESR. 3.1.2 TRAIL AND TRANSIT
Trail Within the Study Area, Sideline 14 is currently identified as part of the regional trail network. The trail extends northerly along Sideline 12, through the Township of Uxbridge, connects to the Trans-Canada Trail in the Township of Scugog and to the Beaver River Wetland Trail further north in the Township of Brock. This regional trail also extends southerly through the Town of Ajax and connects to the Lake Ontario Waterfront Trail (Region of Durham Official Plan (OP), 1993). Transit Existing GO Transit bus route line operates along Highway 7 between the Brougham and Brooklin communities, and along Highway 7/12 in Brooklin. (Region of Durham OP, 1993). 3.1.3 BRIDGES
Within the study limits, there is one bridge located along Highway 7, the East Duffins Creek Bridge. The bridge is located on Highway 7 approximately 0.15 km west of Westney Road, along Highway 7 in the Town of Pickering. The East Duffins Creek Bridge is a three span (18.11, 18.29, 18.11 m+), concrete slab on prestressed concrete girder structure oriented on a 30 degree skew to the centreline of the road. The structure was originally constructed in 1972. The curb to curb width of the bridge is 10.97 m and the total overall width of the structure is 12.80 m. The bridge accommodates a single lane of traffic in each direction (one westbound lane and one eastbound lane) with two 0.914 m wide safety curbs on both sides of the bridge. Drainage on the deck is accommodated by four (4) 150 mm diameter steel pipe deck drains. There is a 98 mm thick (average) asphalt wearing surface on the bridge deck.
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The bridge was rehabilitated in 1990. That rehabilitation included patching of the deck, modification of the deck drains, expansion joint replacement, substructure repairs, bearing replacement, installation of a cathodic protection system, and paving of the deck (including the placing of conductive mix base course asphalt as part of the cathodic protection system). The existing 190 mm thick reinforced concrete deck is supported on six (6) prestressed concrete girders, supported on 13 mm thick, plain elastomeric pads. The substructure consists of 3.0 m (+) high reinforced concrete abutments supported by timber piles. There are 250 mm thick reinforced concrete approach slabs at each end of the structure. The General Arrangement drawing for the East Duffins Creek Bridge is provided in the Recommended Preliminary Design Plan section provided in Appendix A, under a separate cover - Volume 2. A letter from Transport Canada, dated May 11, 2007, was received in a response to a request for confirmation whether the watercrossings in the Study Area are navigable. Transport Canadas review has resulted in determining that East Duffins Creek within the Study Area is considered non-navigable, and stated that there is no requirement for an application pursuant to the Navigable Waters Protection Act. 3.1.4 DRAINAGE
The study area is associated with the Duffins Creek, Carruthers Creek and Lynde Creek watersheds. Surface drainage flows in a southerly direction on a moderate gradient to Lake Ontario. The stream flows are rapid and have cut deep into the surface tills / soil material. The existing roadway drainage along Highway 7 is generally conveyed through open roadside ditches. Within and surrounding the Study Area, four major surface watercourses flow south towards Lake Ontario: 1) Brougham Creek, which crosses Highway 7 immediately west of Brock Road; 2) Spring Creek, which crosses Highway 7 east of Brock Road; 3) East Duffins Creek, which crosses Highway 7 east of Paddock Road; and, 4) Lynde Creek, which crosses Highway 7 on the east side of the study limits. There are also numerous tributaries of Brougham Creek, Duffins Creek, Carruthers Creek and Lynde Creek, which flow through the Study Area. Refer to Exhibit 3-5a to 3-5d to view the existing drainage areas crossing Highway 7. On a local scale, surface water runoff and precipitation is likely conveyed to the surface watercourses, or to roadside drainage ditches where it infiltrates into the subsurface or is discharged to various surface water bodies or storm sewers system. Detail discussion of the main study area creeks is provided in Section 8.1.3.1.
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Exhibit 3-5: Existing Watercourse Crossings and Drainage
[Insert 11x17 drainage mosaic exhibits 4 pages]
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3.2
EXISTING AND FUTURE TRAFFIC CONDITIONS
An assessment of traffic volumes and collision data was undertaken for Highway 7 within the study area. The following sections summarize the key findings. 3.2.1 EXISTING TRAFFIC VOLUMES AND LEVEL-OF-SERVICE VALUES
Highway 7 fulfills local, regional, and inter-regional roles: o o o Local access to Brougham, Greenwood, Kinsale, and Brooklin. Regional corridor, connecting the municipalities within Durham. Inter-regional connections to the rest of the GTA and beyond.
The Highway 7 corridor within the study limits currently serves over 15,000 vehicles on a daily basis based on 2004 Average Annual Daily Traffic (AADT) figures. The corresponding summer volumes are 18,700 vehicles per day. There has been tremendous growth in recent years with daily traffic growing 19% between 2002 and 2004. Approximately 70-80% of traffic is traveling in the peak direction (westbound in the morning, eastbound in the afternoon) during peak hours indicating a high percentage of commuters. During the afternoon peak hour, approximately 70% of the trips on Highway 7 within the study area are inter-regional originating from Toronto or York Region but, having a destination within Durham. About 43% of these are destined locally to Whitby or Pickering, 32% to Oshawa and 12% to Clarington. The graphs noted in Exhibit 3-6 indicate the make-up of traffic on Highway 7. There is a significant percentage of trucks (13%) over a typical day - not as high during peak hours. A level-of-service (LOS) analysis was undertaken for Highway 7 to establish the current operating conditions within the study limits. This analysis reflects the methodology outlined in the Geometric Design Standards for Ontario Highways for assessing freeway operations, and the key findings are summarized in the following text. An explanation of the different LOS values is provided in Exhibit 3-7.
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Exhibit 3-6: Existing Highway 7 Traffic
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East of Sideline 16, Highway 7 within the study area is currently operating at level-of-service F (traffic demand exceeds road capacity; please refer to Exhibit 3-8, for the description of LOS values) in the peak direction during both the morning and afternoon peak hours. This typically means:
o o o
Periodic stop-and-go driving; Minor disturbances in the traffic flow may cause queues to form; Since passing opportunities are limited, drivers will often find themselves as part of a platoon of vehicles restricting their ability to drive at their desired speed; and Travel times may be unreliable.
In fact, Highway 7 is operating in a supercharged condition (existing peak-hour, peakdirection traffic volumes exceed theoretical capacity). This can occur when drivers are familiar with the road and drive with reduced spacing between vehicles and when sources of friction (intersections, driveways, etc.) are infrequent. Two key intersections, Westney Road in the morning peak hour and Lake Ridge Road in the afternoon peak hour, are operating poorly (levels-of-service E or F) and are subject to longer delays and periodic queuing. These locations act as bottlenecks within the corridor. The reverse directions at these locations operate acceptably due to the presence of additional (passing) lanes. Traffic attempting to cross or enter Highway 7 from crossing streets controlled by stop signs is typically subject to long delays and poor levels-of-service (E or F). However, traffic signal installation is currently not warranted at these locations due to the low cross-street traffic flows.
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Exhibit 3-7: Description of Level-of-Service Values

Level of Service Description Represents free flow conditions. The operation of vehicles is virtually unaffected by the presence of other vehicles, and operations are constrained only by the geometric features of the highway and by driver preferences. Manoeuvrability within the traffic stream is good. Minor disruptions to flow are easily absorbed at this level without a change in travel speed. In the range of stable flow, although the presence of other vehicles begins to be noticeable. Average travel speeds are the same in Level A, but drivers have slightly less freedom to manoeuvre. Minor disruptions to flow are easily absorbed at this level, although localized deterioration in level of service will be more obvious. In the range of stable flow, but the influence of traffic density on operations becomes marked. The ability to manoeuvre within the traffic stream is now clearly affected by the presence of other vehicles. Average travel speeds begin to show some reduction for multi-lane highways with free flow speeds over 80 km/h. Minor disruptions may be expected to cause serious local deterioration in service, and queues may form behind any significant traffic disruption. Represents high density, but stable flow. The ability to manoeuvre is severely restricted because of traffic congestion. Travel speed begins to be reduced by increasing volumes. Only minor disruptions can be absorbed without the formation of extensive queues and the deterioration of service to Level E and Level F. Represents operations at or near capacity and is quite unstable. The densities at Level E vary depending upon the free flow speed. Freedom to manoeuvre within the traffic stream is extremely difficult. Vehicles are operating with the minimum spacing at which uniform flow can be maintained. Thus, as the limits for the level of service are approached, disruptions cannot be readily dissipated, and most disruptions will cause queues to form and service to deteriorate to Level F. Represents forced or breakdown flow. It occurs either at a point where vehicles arrive at a rate greater than the rate at which they are discharged or at a point on a planned facility where forecast demand exceeds computed capacity. Although operations at such points (and on sections immediately downstream) will appear to be at capacity, queues will form behind these breakdowns. Operations within queues are highly unstable, with vehicles experiencing brief periods of movement followed by stoppages. Average travel speeds with queues are generally less than 50 km/h. Level F may be used to characterize both the point of the breakdown and the operating condition within the queue. It must be remembered, however, that it is the point of breakdown that causes the queue to form and that operations within the queue are generally not related to defects along the highway segment over which the queue extends.
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Exhibit 3-8: Existing Highway 7 Traffic Volumes and Road Section Levels-of-Service
2006 AM Peak Hour
Peak Hour 2-way Volume (Vehicles/hour) Westney Rd Lakeridge Rd Ashburn Rd Brock Rd Highway 12 Highway 12
870
2,350
2,100
2,200
Highway 7
F (122%)
F (109%)
F (114%)
D (45%)
Level-of-Service
Demand / Capacity
Existing (2006) Traffic Volumes and Road Section Levels-of-Service

2006 PM Peak Hour
Peak Hour 2-way Volume (Vehicles/hour) Westney Rd Lakeridge Rd Ashburn Rd
Brock Rd
1,060
2,310
2,200
2,190
Highway 7
F (120%)
F (114%)
F (114%)
D (55%)
Level-of-Service
Demand / Capacity
3.2.1.1
ROAD SAFETY PERFORMANCE
The collision performance for the period from 2001 to mid-2005 is shown in Exhibit 3-9. Overall, the average collision rate for Highway 7 is similar to the Provincial Average for this type of Highway. However, the following includes important observations on the types and patterns of collisions:
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There was a high proportion of collisions involving injury 25 to 35% for midblock sections and 22 to 50% at intersections. There were also 3 collisions involving fatalities. A significant proportion of collisions were related to congestion, for example:
In the section from Westney Road to Lake Ridge Road 35 to 45% of collisions occurred in conditions of congested or stop-and-go-traffic, based on the collision reports; The incidence of rear-end impacts and drivers being cited for following too close or improper passing was significant; A high proportion of intersection collisions involving right-angle or Tbone impacts, suggesting possible frustration, disobedience of traffic controls and/or aggressiveness and risk-taking arising from congestion; and Driver frustration was mentioned in a number of collision reports.
o o
o
y
The occurrence of single-vehicle collisions and those involving loss of control and in some cases, rear-end impacts points to a detailed review of highway geometry. Fatigue, inattention and/or alcohol were involved in 10 to 15% of collisions. The majority (67%) of mid-block collisions occurred in the eastbound direction.
y y
These observations were considered in the development and evaluation of the Improvement Alternatives for the Highway 7 corridor (refer to Chapter 5.0).
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Exhibit 3-9: Highway 7 Collision Rates 2001-2005 (Collisions per million vehicle-kilometers)
3.2.1.2
FUTURE GROWTH IN TRAFFIC DEMAND
Growth in traffic demand is closely related to growth in population and employment. Steady growth in both population and employment is expected across the Region of Durham over the next 25 years (refer to Exhibit 3-10). Examples of future growth areas include the Seaton Lands and associated Central Pickering Development Plan as well as the proposed Pickering Airport.
Traffic on Highway 7 is forecast to increase along the blue dotted line in Exhibit 3-11. In light of the proposed Highway 407 extension, the anticipated traffic growth on Highway 7 is noted with a green dashed line, also noted in Exhibit 3-11. Even with an extension of Highway 407, traffic operations on Highway 7 would be no better than marginally acceptable.
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Exhibit 3-10: Projected Population and Employment Growth 2001-2031
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Exhibit 3-11: Traffic Demand Forecast
Highway 407 Extension Highway 7 currently ties in from where the four lanes of Highway 407 currently terminate east of Brock Road. The Highway 7 study considers / coordinates with all MTO and municipal studies currently underway and adjacent to the project limits in determining recommended improvements. The capacity improvements on Highway 7 are also considered in the Highway 407 East EA Study traffic modelling, and likewise, the future extension of Highway 407 is considered in the traffic forecasting for this study. The timing and need for the easterly extension of Highway 407 is currently being reviewed as part of the 407 East EA Study. In light of potential traffic impacts from the Highway 407 extension, there is no consistent pattern with respect to the traffic volume impacts of Highway 407 on parallel roads (refer to Exhibit 3-12).
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Exhibit 3-12: Impact of Highway 407 Opening on Traffic Volumes of Parallel Routes Afternoon Peak Period Peak Direction
A reasonable assumption of a 30 to 35% initial decrease in Highway 7 traffic once Highway 407 is extended is used for the traffic assessment for this study. Projected Future Traffic Demand By 2011, all road sections and approximately half of the signalized intersections will be operating with unsatisfactory levels-of-service (E or F). Commuters will typically be subject to: More frequent stop-and-go driving; More frequent queuing due to minor disturbances in the traffic stream; Increased and unreliable travel times; and The need to change the time they start their trip to avoid peak hour congestion.
Its anticipated that the traffic conditions along these road sections will worsen within the peak hour and congested conditions will increasingly spread to the shoulder hours before and after the peak hours.
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By 2021, conditions will be significantly worse. In addition to the forecast growth in traffic, increasing urbanization in the Highway 7 corridor will increase friction and reduce the ability of the highway to carry the traffic demand.
3.3
PROVINCIAL POLICY
The Ontario Ministry of Public Infrastructure Renewal released the Growth Plan for the Greater Golden Horseshoe in June 2006. This Growth Plan, which was prepared under the Places to Grow Act, 2005, provides: a framework for implementing the Government of Ontarios vision for building stronger, prosperous communities by better managing growth in this region to 2031[The] Plan will guide decisions on a wide range of issues transportation, infrastructure planning, land-use planning, urban form, housing, natural heritage and resource protectionin the interest of promoting economic prosperity. 1 One of the six guiding principles of the plan is to optimize the use of existing and new infrastructure to support growth in a compact, efficient form. 2 In support of this principle, and the Provinces strategic objective of making more efficient use of highway capacity in moving people and goods, the MTO is investigating the widening of Highway 7. Federal Pickering Airport and Provincial Seaton Development Lands Federally owned land includes the majority of the land located within and north of the Brougham area. Around the intersection of Brock Road and Highway 7, the majority of the lands located from west of Brock Road to Sideline 16, are designated for future federal airport lands. The proposed airport site is defined within north of Highway 7, Sideline 26 to the west, Sideline 22 to the east and 7th Concession Road to the north. Lands within the southwest and southeast quadrants of Brougham are provincially owned lands designated for Seaton development. The Seaton Community is included in the City of Pickering Structure Plan for the Central Pickering Urban Area; approximately 3,000 ha in size and includes area limits from the C.P. Rail line in the south, West Duffins Creek in the west, north of the Hamlet of Green River and Sideline 16 in the east (Pickering Official Plan, December 2005).
1. Ontario Ministry of Public Infrastructure Renewal, Growth Plan for the Greater Golden Horseshoe
(Toronto: Queens Printer for Ontario, 2006), 6. 2. Ibid,10.
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The Central Pickering Plan (Seaton) and the proposed Pickering Airport have been accounted for in the long-term assessment of traffic demand for the road network, including Highway 7. The latest population and employment figures for Seaton have been included in the transportation modelling used to assess existing and future conditions and the transportation alternatives.
3.4
PROJECT OBJECTIVES
The project objectives are to accommodate existing and future traffic needs and to improve traffic operations along Highway 7 within the study limits. The purpose of this Preliminary Design and Class EA Study is to: i. ii. iii. Investigate all significant issues, concerns and deficiencies on Highway 7 within the project limits. Develop, assess and evaluate a complete range of alternatives that address traffic capacity and operational concerns along Highway 7. Identify a preferred solution that meets both short-term and long-term needs.
3.5
PROBLEM AND OPPORTUNITY
The Highway 7 corridor is one of the frequently used highway corridors that provides economic, tourist and community accessibility through Durham Region. Based on the preceding assessment of the existing and future traffic conditions on Highway 7, the following problem statement summarizes the objectives of the required improvements: Highway 7 is currently operating beyond capacity, resulting in recurring congestion throughout the corridor and at intersections. In addition, a number of safety issues and concerns may be related to operational deficiencies. Significant projected population and employment growth in the Region of Durham will intensify the need for capacity improvements to Highway 7. Ongoing changes in the area (primarily due to urbanization), will further exacerbate congestion and safety concerns on Highway 7. Pickering Airport / Seaton Development implementation / expansion of these initiatives will place additional demands on the Highway 7 corridor (with or without Highway 407 extension).
Given the problems noted above, there is an opportunity for improvements to accommodate existing and future traffic conditions.
4.0
4.1
EXISTING ENVIRONMENTAL FEATURES

EXISTING ENVIRONMENTAL FEATURES
The land surrounding the Highway 7 corridor is predominantly rural agricultural land, with a mix of residential, commercial, and a small number of industrial uses. There are a number of natural environmental features in the vicinity of, and adjacent to Highway 7. The existing environmental features are highlighted in Exhibit 4-1. Information about the existing environmental features within the project limits was collected primarily from the following secondary sources: Observations recorded during site visits. Aerial photos of the Study Area. Regional and Municipal Official Plans. Ministry of Natural Resources (MNR) Natural Heritage Information Centre (NHIC) database for significant species and designated natural features within, adjacent to or in the vicinity of the Study Area. Consultation with the MNR Aurora District office and Toronto and Region Conservation (TRCA) and Central Lake Ontario Conservation Authority (CLOCA), to obtain any additional information about significant species, designated natural features and fisheries. Field investigations undertaken by Ecoplans Staff.
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Exhibit 4-1: Study Area Overview and Designated Areas

<<insert natural features Exhibit 4-1 Exhibit will be provided once its available>>
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4.1.1
NATURAL ENVIRONMENT
The Project Team compiled and reviewed background information pertaining to the natural features within the study area and general vicinity, and consulted with various external agencies to identify study area features and potential issues and concerns. This information was integrated with the analysis and description of existing natural environmental conditions. Information sources included Natural Heritage Information Centre (NHIC) records, topographic mapping and MNR resources such as NHIC mapping and element occurrence files. Ecoplans staff conducted field surveys for aquatic resources in May, September, October, November and December of 2006, and terrestrial resources in October 2006. The field surveys and reviews focused on identifying changes in existing conditions from previous studies and identifying any potential issues in relation to the proposed works. The scope of the field review included the following activities:
Confirm location / presence of drainage features crossing Highway 7 in the study area; Obtain terrestrial and riparian vegetation descriptions along the highway rightof-way; Compile a photo inventory of watercrossings (shown in the Aquatic Features and Habitat Data section of Appendix F of this TESR), and, Review and incorporate information received from Toronto Region Conservation Authority (TRCA) and Central Lake Ontario Conservation Authority (CLOCA).
General reconnaissance-level field review was conducted within the right-of-way, as well as within the vicinity of the watercrossings, both upstream and downstream. 4.1.1.1 DESIGNATED AREAS / SIGNIFICANT ECOLOGICAL FEATURES
The designated areas / significant ecological features located along the study corridor are described in the following subsections, as illustrated in Exhibit 4-1. Areas of Natural and Scientific Interest Based on a review of NHIC mapping and element occurrence files, the Duffins Creek Area of Natural and Scientific Interest (ANSI) has been identified in the Highway 7 Study Area.
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Duffins Creek ANSI is defined as Regionally Significant Life Science area and is located at the west end of the study limits, immediately north of Highway 7 and east of Paddock Road (refer to Exhibit 4-1). This feature is an 80 hectare (ha) river valley system located along Duffins Creek and extends 3 km north of Highway 7. It is surrounded by agricultural fields, a golf course on east side and several homes on the west side. The vegetation communities are dominated by lowland cedar types with some upland forest components (Terrestrial Habitat Assessment Report, Ecoplans, March 2007). The Regionally Significant Earth Science ANSI (Kinsale Raised Shoreline) is located near the Study Area, south of Highway 7 between Kinsale Road and Lake Ridge Road. This feature is described as a wave-cut Iroquois bluff [that is] notched into the drumlinized till plain (Varga and Mewa 1998). Environmentally Sensitive Areas Based on a review of the Region and Municipal Official Plans, NHIC mapping and element occurrence files, there are three Environmentally Significant Areas (ESAs) identified within or in close proximity to the study limits. Each of these ESAs is described briefly below and the boundaries are delineated on Exhibit 4-1. Lynde Valley Iroquois Beach (L5) The Lynde Valley Iroquois Beach ESA is located immediately south of Highway 7 between Coronation Road and Cochrane Street. This ESA is described as having an extensive area of forest, local ground water recharge and high water table which exhibits high environmental sensitivity. There is continuous forest cover between the two branches of Lynde Creek (West Lynde Creek and Upper Lynde Creek) which serves as an important wildlife and hydrological function as well as supporting a diverse range of forest associations (Terrestrial Habitat Assessment Report, Ecoplans, March 2007). West Lynde Creek Valley (Till Plain) (L7) The West Lynde Creek Valley (Till Plain) ESA is found immediately north of Highway 7, east of Coronation Road. This ESA is considered to have high sensitivity due to its function as an important wildlife corridor from the moraine to the Iroquois Beach. However forest cover is interrupted north of the Lake Iroquois Shoreline. Upper Lynde Creek to Chalk Lake (L10) The Upper Lynde Creek to Chalk Lake ESA is found on both sides of Winchester Road, at Lynde Creek Valley, just east of Highway 7/12 in the community of Brooklin. This ESA is
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described as a highly sensitive area that extends along the Lynde Creek valley from the Iroquois Beach to Chalk Lake. Parks and Conservation Areas Based on a review of Region of Durhams, the City of Pickering and the Town of Whitbys Official Plans, there are no Parks and Conservation Areas within the Study Area. However, there are Conservation Areas and a park located near the highway. These include: The Greenwood Conservation Area located approximately 1 km south of Highway 7 along East Duffins Creek, part of the Toronto and Region Conservation Authority; Toronto and Region Conservation Authority lands along the north side of Highway 7 at East Duffins Creek Valley; and, The Herber Down Conservation Area, part of the Central Lake Ontario Conservation Authority, is located approximately 1km south of Highway 7 between Country Lane and Cochrane Street.
Significant Wetlands Based on a review of NHIC mapping and element occurrence files there are no Provincially or Locally Significant Wetlands or other evaluated wetland features identified in or immediately adjacent to the Highway 7 Study Area. However, there are a couple of significant wetlands located near the highway. One Provincially Significant Wetland (PSW), the Heber Down Wetland Complex, is located approximately 0.5 km south of Highway 7, between Coronation Road and Cochrane Street. This wetland is located partially within the Lynde Valley - Iroquois Beach ESA as well as the Heber Down Conservation Area (refer to Exhibit 4-1). This 85 ha wetland complex is comprised of 16 individual wetlands and two wetland types (96% swamp and 4% marsh) (Terrestrial Habitat Assessment Report, March 2007). One Locally Significant Wetland (LSW), the Salem Road Wetland Complex, is located approximately 0.5 km south of Highway 7, west of Salem Road, along a tributary of Carruthers Creek (refer to Exhibit 4-1). This feature is a 23.5 ha palustrine wetland composed of two wetland types (19.6% swamp and 80.4% marsh). Regional Greenlands Information was obtained from a review of the Region of Durham Official Plan 1993. The Regions Official Plan is the upper tier planning document to which land use policies of lower tier municipalities (City of Pickering and the Town of Whitby, in the Study Area) must conform.
The Regional Structure exhibit, located in Appendix F shows that the study area is dissected by the north-south creek systems designated as major open spaces. The replacement / extension of existing culverts to accommodate future widening of Highway 7 will be subject to further agency consultation during Detail Design to ensure that drainage and hydraulic issues are adequately addressed and appropriate environmental protection and mitigation measures are considered prior to and during construction. Greenbelt Plan The Greenbelt Plan, a significant area of green space and natural ecosystems that are preserved and protected, also encompasses the portion of the Study Area. The Greenbelt lands are located on both sides of Highway 7. The lands are relatively continuous south of Highway 7 within the study limits except for four gaps (Brock Road to Sideline 16, west of Westney Road to the intersection of Greenwood Road and Highway 7, just west of Kinsale to just east of Coronation Road, and lastly from Cochrane Road east to Brooklin). There are two main sections that cross Highway 7 and provide linkages to Greenbelt lands further to the north. One linkage includes the East Duffins Creek valley and extends west approximately 1.5 km. The second linkage encompasses an area between Coronation Road and Cochrane Road and includes the West Lynde Creek Valley. 4.1.1.2 PHYSIOGRAPHY AND SOILS
The study area is primarily located in the South Slope (of the Oak Ridges Moraine), and encompasses portions of the Iroquois Plain physiographic region (Chapman and Putnam 1984). The following physical characteristics represent these physiographic regions: Bedrock and Topography The west portion of the study area extends across the South Slope (Oak Ridges Moraine). The South Slope topography is low relief, moderately rolling, drumlinized till plain consisting of mixed glacial deposits, with a gradual slope towards Lake Ontario. The current Highway 7 transects through drumlins at the Greenwood Curve and at the community of Kinsale. The Iroquois Plain topography, once covered by glacial Lake Iroquois, is moderately flat to gently rolling, typical of the plain setting, consisting of sand and fluvial deposits. The Iroquois Plain region extends from Lake Ontario, crossing Highway 7 between Sideline 16 and Paddock Road, and again in the vicinity of Coronation Road and Country Lane.
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Soils and Drainage Soils associated with the South Slope area are Bondhead loam, Darlington loam, Milliken loam and Woburn loam. Soil associated with the Lake Iroquois Plain is the Brighton sandy loam soil, and is located within the vicinity of the Duffins Creek Valley. Each of the soil series identified within the study area have good drainage capability, except for the Milliken loam which is characterized with imperfect drainage capability. The Bondhead, Darlington and Woburn soils are also prone to erosion. Highway 7 is dissected by several drainage features, of which includes the Brougham Creek, Duffins Creek, Carruthers Creek and the Lynde Creek water systems. Surface drainage flows in a south direction on a moderate gradient to Lake Ontario. The former Lake Iroquois shoreline is also a significant geomorphic feature in the study area and provides a regionally significant groundwater recharge/discharge function. A regionally significant groundwater recharge area is identified in the vicinity of Coronation Road and Country Lane.
The Study Area is in an extensive agricultural setting, interspersed with community settlements, bordering the Highway 7 corridor. As a result, native soils materials have been altered within and bordering the right-of-way. Areas of undisturbed native soil are generally limited to the drainage channels and adjacent tableland vegetation. Notwithstanding the above, exposed soil areas are susceptible to erosion, particularly near slopes and creek valleys. Consequently, any corridor improvements requiring soil disturbance-particularly near or at existing creek crossings-will require careful erosion and sediment controls. 4.1.1.3 GROUNDWATER RESOURCES
A groundwater study report has been completed for this study, (Groundwater Assessment Study Report, Ecoplans, January 2007). The report is a preliminary overview of background groundwater conditions within and surrounding the study area. The groundwater conditions, inferred or implied, are based solely upon existing hydrogeological, geological, geotechnical, and other environmental data available at the time the study was undertaken.
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4.1.1.3.1
MINISTRY OF THE ENVIRONMENT WATER WELL RECORDS
The Ministry of the Environments (MOE) Water Well Information System (WWIS) is a compilation of water wells drilled in the Province of Ontario for the purpose of human, agricultural and industrial consumption. A search of the MOE WWIS identified 65 water well records within the Study Area. The key findings are highlighted below. Summary of Water Well Records 26 wells are identified as shallow wells (encountering water less than 10 m below ground surface [bgs]); 12 wells are identified as intermediate wells (encountering water between 10 m and 25 m bgs); 17 wells are identified as deep wells (encountering water greater than 25 m bgs); Four wells are recorded as exhibiting flowing conditions at the time of installation (i.e. water flowing from a confined aquifer under pressure without pumping); Four wells are terminated in the bedrock, and 57 wells are terminated in the overburden; Well depths range from 3.7 m to 64 m bgs; The average depth to water for the bedrock wells is 30 m bgs, and the average depth to water for overburden wells is 16 m bgs; Groundwater elevations range between 86 m and 131 m above sea level (asl); and, The wells are public supply (5), domestic supply (42), or stock supply (6).
For the wells that encountered water less than 10 m bgs, the stratigraphic unit in which water is found generally corresponds to deposits of sand (mixed grain-size), gravel, and trace clay and silt. For wells that encountered water between 10 and 25 m bgs, the stratigraphic unit in which water is most commonly found corresponds with fine- to mediumgrained sand. This unit may contain gravel, as well as sporadic deposits of clay. For wells that encountered water greater than 25 m bgs, the stratigraphic unit in which water is most commonly found is sand of mixed grain-size with some gravel. Gravel and/or sand deposits appear to directly overlie the bedrock (shale), suggesting that the overburden and bedrock may be hydraulically connected in some areas (i.e. through vertical groundwater recharge).
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Overall, 40% of the wells within the Study Area encounter water less than 10 m bgs, indicating the existence of shallow groundwater conditions over much of the Study Area. Wellhead protection refers to the process of identifying an area from which a well will potentially draw its water supply. Previous reports and studies were reviewed, and these reports did not identify any wellhead protection areas within or immediately surrounding the Study Area. In addition, no information pertaining to wellhead protection was identified in the Official Plan for the Region of Durham, City of Pickering, or Town of Whitby. 4.1.1.4 GEOLOGY
Surficial Geology Numerous unconsolidated sediments have been deposited across the Study area as a consequence of changes in climate over the last 100,000 years. The geologic layers immediately overlaying the bedrock, include the Scarborough and Sunnybrook Formations. The Scarborough Formation consists largely of sand, silt and clay. These deposits are capped by lacustrine clays and pebble silty clays of the Sunnybrook Formation. Both the Scarborough and Sunnybrook Formations are documented beneath and surrounding the Study Area, but begin to pinch out further north of Highway 7, where they terminate against a rising bedrock surface (Groundwater Assessment Study Report, Ecoplans, January 2007). Overlying the Sunnybrook Formation is the Thorncliffe Formation, which consists of deltaic sands and lacustrine silt and clay interbedded with till units. The Northern Till overlies the Thorncliffe Formation and is an over consolidated, calcite cemented, sandy silt till. This till can be traced in the subsurface across much of the region north of the Study Area, where it is as much as 60m thick and is exposed along the sidewalls of West Duffins Creek. North of the Oak Ridges Moraine, the Northern Till is often identified as Newmarket Till. The next stratigraphic zone is classified as Mackinaw Interstadial deposits consisting of fluvial sand and gravel, and lacustrine silt and clay occurring in topographically low areas on the upper surface of the Northern Till. These deposits are thin but widely spread, with a maximum thickness of 5.0 m. Overlying the Mackinaw Interstadial are surficial deposits of Halton Till and Iroquois sands and silts. Halton Till forms a thin drape (approximately 5.0 m) above Mackinaw Interstadial gravels, though the discrimination of both of these strata can be difficult as both contain coarse-grained sediments. Iroquois sands, gravels and silts form the last depositional environment. These deposits (< 5 m thick) can directly overly Northern Till or Thorncliffe Formation deposits where the Mackinaw Interstadial has thinned and eroded away, mostly west and southwest of Brock Road.
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Bedrock Geology The bedrock geology of the Study Area consists of Late Ordovician shales of the Whitby Formation which are approximately 440 million years old. The bedrock surface declines towards Lake Ontario; from approximately 180 m asl near the flank of the Oak Ridges Moraine to approximately 50 m asl. Ostry (1979) and Eyles et al (1993) have identified north to northwest trending channels cut into the bedrock surface south of the Oak Ridges Moraine. Bedrock does not outcrop within the Study Area, but is evident along the lower reaches of Duffins Creek west of Brock Road where the shale appears fractured (Groundwater Assessment Study Report, Ecoplans, January 2007). The bedrock is not used as an important groundwater supply within or surrounding the Study Area. Water yields from Whitby shale are generally low and of poor quality. Most bedrock wells likely obtain water from the uppermost 3.0 m to 5.0 m of weathered or fractured rock. It should be noted that small-scale structure, weathering and near surface fractures and jointing in the bedrock may enhance groundwater flow. However, on a local scale, poor transmissive zones are associated with the fractured and weathered upper surface of Whitby Formation bedrock. According to MOE well records, four water wells may be installed in the bedrock aquifer system, within the Study Area. 4.1.1.5 HYDROGEOLOGY
A Groundwater Assessment Study has been undertaken to assess the nature and condition of the groundwater resources within the Study Area. Fundamental steps in the analysis are describing the location and characteristics of significant water-bearing zones (aquifers) and protective deposits (aquitards), and identifying areas of high aquifer vulnerability. The following sections provide an overview and the results of the hydrogeological analysis of the Study Area; based on the information collected from the MOE water well records, and secondary source review used in the (Groundwater Assessment Study Report, Ecoplans, January 2007). 4.1.1.5.1 OVERVIEW OF GROUNDWATER PRINCIPLES AND HYDROGEOLOGICAL ANALYSIS
Groundwater Flow Groundwater flow is controlled by the permeability (i.e. referred to as hydraulic conductivity) and porosity (i.e. amount of pores or spaces) of the soil or rock material, and by the water pressure (i.e. hydraulic head). Groundwater generally moves quickly through permeable materials such as sand, gravel, and fractured rock, and slowly through less permeable materials such as clays and silts. The hydraulic conductivity of overburden deposits (e.g.
sand and gravel) is a function of the physical properties of the porous media (e.g. particle size, angularity, effective porosity, and tortuosity). The hydraulic conductivity of bedrock is determined by the distribution and connectivity of joints, fractures, and bedding planes. Aquifers Hydrogeologic units that produce / supply adequate quantities of water are referred to as aquifers. Typical geological formations that act as good aquifers include sandstones, dolostone and limestone bedrock, as well as coarse-grained overburden materials (i.e. sands and gravels). Materials with low permeability rates, such as clays and shales, are not generally suitable as a source of groundwater; however, they can provide a measure of protection to underlying aquifers as they can limit the migration of contaminated groundwater. Confined and Unconfined Aquifers Aquifers are either confined (i.e. under hydrostatic pressure/artesian conditions) or unconfined (i.e. not under hydrostatic pressure). A confined aquifer is bordered by one or more impermeable units (or aquitards), and may not be able to transmit groundwater to other aquifer systems. An unconfined aquifer generally has its upper limit defined by the water table, and is usually found close to the ground surface. Within the Study Area the bedrock aquifer system may be confined or unconfined depending on whether or not fractured bedrock is exposed at the surface. In general, bedrock that is covered by a significant layer of relatively impermeable material (i.e. clay) located above the bedrock surface is classified as being confined. Confined aquifers are considered to be better from a groundwater resource perspective, as they are less prone to contamination from surficial sources. Overburden aquifers exist throughout the Region of Durham where medium- to coarsegrained materials are located near the surface or at depth, and are separated by deposits of clay and/or silt. Within the Study Area the overburden aquifer system is the dominant groundwater supply and three aquifer complexes have been identified as likely being present (Upper, Middle and Lower). Each aquifer complex consists of sand and gravel with varied amounts of silt and/or clay. According to the MOE Water Well Information System (WWIS), approximately 55 water wells have been installed in the overburden aquifer system. Aquitards are relatively impermeable deposits that confine aquifers. Two main aquitards exist within the Study Area. Middle Aquitard The Middle Aquitard consists of dense Northern Till deposits overlying the Thorncliffe Formation. This aquitard can be up to 60 m thick.
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Lower Aquitard The Lower Aquitard consists of fine-grained Sunnybrook Till and associated lacustrine clays. The aquitard has a thickness of approximately 10 m within and surrounding the Study Area, where it overlies the Scarborough Formation. The Lower Aquitard has a hydraulic conductivity that is characterized with a moderately low permeability. Limited water movement through this aquitard has resulted in extensive fracturing and jointing in the Sunnybrook Till. It should be noted that the Halton Till which covers a portion of the Study Area is classified as a surficial aquitard, due to its geologic composition (i.e. mixture of clay, silt and sand). Previous reports and studies were reviewed, and these reports did not identify any aquifer vulnerability zones within or immediately surrounding the Study Area. In addition, no information pertaining to aquifer vulnerability was identified in the Official Plan for the Region of Durham, City of Pickering, or Town of Whitby. Preliminary aquifer vulnerability mapping as per the MOE Technical Terms of Reference for Groundwater Studies (November 2001) and the Conservation Authority Moraine Coalition (CAMC) Groundwater Intrinsic Susceptibility maps (GwIS) was reviewed. Based on the information provided by CAMC, sections of the Study Area could be interpreted as having high aquifer vulnerability from a contaminant travel-time perspective (i.e. time for contamination to reach an aquifer is reduced, due to various conditions). This is measured using parameters such as depth to water, hydraulic conductivity and geologic material thicknesses. Water Table The top of the saturated portion of an unconfined aquifer is called the water table. The elevation and slope of the water table is generally a subtle reflection of surface topography, and groundwater flows from areas of higher elevation (recharge) to lower elevation (discharge). Groundwater Recharge and Discharge Recharge and discharge are used to describe vertical movement of groundwater within an aquifer system. If the direction of flow is downward then the area is under recharge conditions; if the flow is upward then the area is under discharge conditions. In general, the Oak Ridges Moraine forms the most extensive groundwater recharge area for all aquifer systems present within the Study Area, with recharge rates approaching 300 mm to 400 mm/year. Recharge within the Study Area is significantly reduced by surficial tills to an average of 130 mm/year. Where sands and gravels associated with Iroquois and Mackinaw deposits, and Halton Till are located at or near the surface recharge rates can approach 200 mm/year. Due to the lack of extensive urbanization throughout most of the Study Area, it is assumed that overall recharge capacity and downward vertical
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migration will be good. It should be noted that groundwater flow into deeper aquifers is controlled primarily by the thickness of the overburden deposits and the permeability of aquitards separating the aquifers within the Study Area. Where aquitards are missing the hydraulic connectivity between aquifers will be enhanced through hydraulic windows. In the sand deposits located between Sideline 16 and Paddock Road, and Coronation Road and Country Lane, groundwater discharge likely occurs as base flow to surface water features. According to the City of Pickering Official Plan significant groundwater discharge occurs south of Highway 7 between Brock Road and Lake Ridge Road. A possible groundwater seep was noted on the northeast side of Highway 7 and Kinsale Road. The seep appeared to have a very slow flow rate and discharged to a roadside drainage ditch at grade. Evidence of groundwater discharge was noted in numerous locations along the project limits, typically in combination with coldwater streams. These locations identified in the Fisheries and Aquatic Ecosystems Technical Report (Ecoplans Ltd., June 2007) include: C1-Tributary A to Brougham Creek (Station 19+357) The presence of Watercress within the watercourse was observed both upstream and downstream of the watercourse; seepage from the banks indicate the discharge of groundwater to these reaches. In particular, groundwater was noted discharging from the toe of valley slope just northwest of the culvert inlet. East Duffins Creek (21+100) Approximately 50 m upstream of the highway a small tributary enters East Duffins Creek. The tributary contains Watercress, indicating groundwater influence. C11-Tributary E of Carruthers Creek (Station 24+197) Approximately 100 m downstream of the highway one of the mowed areas on the east bank appears to be within the bankfull channel area as pooling of water and evidence of groundwater (Watercress) was observed in this area. C12-Carruthers Creek (Station 24+582) Watercress and apparent groundwater discharge area is located downstream of the highway. C16-Tributary C of Lynde Creek (Station 10+034) Along the downstream reach of this watercourse, there is quite a bit of groundwater seepage/iron staining along the banks. C18-Tributary E of West Lynde Creek (Station 11+300) There appears to be permanent groundwater-supported flow from a tile drain to the west drains along the westerly ditchline to discharge at the culvert inlet area. C21-Tributary A of Upper Lynde Creek (Station 13+289) Groundwater discharge to stream was evident.
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<<Insert Exhibit 4-2a to 4-2d Areas of Potential Groundwater Susceptibility>>
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Overall, the Study Area can be considered a net groundwater recharge area with measurable discharge occurring along surface water corridors, and south of Highway 7. Exhibit 4-2a through Exhibit 4-2d illustrate areas of potential groundwater discharge within the Study Area based on MOE well records (i.e. depth to water and geology), Study Area observations, background reports, and the City of Pickering Official Plan. Groundwater Obstruction and Interception An obstruction to groundwater is something that causes a blockage or hindrance to groundwater flow, quality or quantity (i.e. physical object or related to construction activities). Interception is the act or instance of interfering with groundwater, such that the flow (or rate of flow) is altered or the water table is raised or lowered. This is typically caused by excavations or cuts into the shallow aquifer system. 4.1.1.5.2 GROUNDWATER USE AND SUSCEPTIBILITY
The majority of wells within and surrounding the Study Area are for domestic use and provide potable water for household use. This water is then primarily discharged to tile beds. Within the Region of Durham, previous study resulted in an estimate of approximately 5,000 people are located outside of municipally serviced areas for water, and rely on groundwater as their potable water supply. Groundwater Susceptibility Overburden deposits of sand and gravel are highly susceptible to surficial contamination if they are located at or near the surface, and if the water table is proximal to the surface (i.e. 10 m or less). In addition, thick sand and gravel layers have a greater lateral extent that may be significant enough to influence groundwater movement, and provide a pathway for contaminant migration within the subsurface. The bedrock is not used as a significant source of water within the Study Area. Given that the bedrock is covered by substantial deposits of overburden material, including alternating layers of silt and clay, groundwater in the bedrock aquifer system is likely not susceptible to surface sources of contamination. Based on the available information reviewed, areas have been identified that could have a high groundwater susceptibility to road improvements. These are noted below and shown on Exhibits 4-2a through Exhibit 4-2d. North and south of Highway 7 from west of Brougham Creek to east of Spring Creek. From east of Sideline Road 16 to Lake Ridge Road (predominantly south of Highway 7).
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North and south of Highway 7 in the vicinity of East Duffins Creek. North and south of Highway 7 and west of Westney Road. North of Highway 7 and east of Westney Road. North of Highway 7 and west of Balsam Road. North of Highway 7 and west of Kinsale Road. North and south of Highway 7 at Halls Road. North and south of Highway 7 from west of Coronation Road to west of Country Lane. North and south of Highway 7 from east of Country Lane to east of Cochrane Street. North and south of Highway 7 and east of Cochrane Street. North and south of Highway 7 from west of Ashburn Road to east of Baldwin Street.
Areas of high susceptibility to groundwater impacts adjacent to Highway 7 have been delineated based on: proximity to surface water features, surficial geology composed mostly of sand and / or gravel, depth to groundwater is inferred to be 10 m or less, proximity to groundwater recharge or discharge zones, and proximity to potential sources of site contamination. 4.1.1.6 AQUATIC RESOURCES AND FISHERIES
The aquatic assessment for this Study included collection and analysis of background information and undertaking field data collections to document the existing fisheries, aquatic habitat, and associated sensitivities along the reaches of the drainage crossings within the study limits. The background primary source of information reviewed prior to the initiation of field investigations are listed below: Ontario Base Map (OBM) and topographic mapping; Air photos; Natural Heritage Information Centre on-line database (2006/7) for designated areas and rare species; Communication with Aurora District MNR (Warren May, pers. comm., 2006; Emma Followes, pers. comm., 2006) for rare species information, fisheries and aquatic assessment data, construction timing windows; Communication with the Toronto Region Conservation Authority (TRCA; Murphy, pers. comm. 2006) and Central Lake Ontario Conservation Authority
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(CLOCA; Keys, pers. comm. 2007) for additional information, specifically fish station data and construction timing windows; and, Fisheries Inventory and Assessment for Highway 7 from Brock Road to Brooklin (Ecotec 1999).
The Study Area is situated within three different watersheds, Duffins Creek, Carruthers Creek and Lynde Creek. Duffins and Carruthers Creek watersheds are within the jurisdiction of the Toronto Region Conservation Authority (TRCA) and the Lynde Creek watershed is within the jurisdiction of the Central Lake Ontario Conservation Authority (CLOCA). There are a number of watercourses crossed along the project limits, the largest of which are East Duffins Creek and West Lynde Creek. All the watercourses crossed by Highway 7 within the project limits flow from north to south across the highway. In total, there are 13 transverse concrete culverts, 9 CSPs, one concrete pipe and one bridge along the project limits, as well as the 2 additional concrete culverts to the west along the existing highway. Many of these culverts convey permanent, coldwater streams. East Duffins Creek is crossed with a large structure. Exhibit 4-3 provides an overview of the watercourse features within the study area. Field surveys by Ecoplans fisheries staff were conducted on May 3, May 29, September 27, October 25 to 27 and November 9 to 10, 2006. The spring field surveys focussed on general habitat reconnaissance and targeted fish community sampling to address perceived data gaps and re-assess potential seasonal fish use in watercourse where the Ecotec (1999) assessment had not confirmed use. Detailed habitat surveys, which entailed habitat mapping and collecting physical habitat data on each watercourse crossing, were undertaken during the late summer and fall when the initial Preliminary Design information was available. An additional site visit was conducted with the MNR on December 15, 2006 to verify conditions at key crossings. During the detailed habitat surveys, approximately 100 m upstream and 150 m downstream of the highway were assessed at each watercourse.
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<<Insert Exhibit 4-3: Plates 1 to 8 Natural Environmental Features >>
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Fish community sampling at the selected crossings was conducted on May 29, 2006. Electrofishing was conducted in approximately 50 m reaches both upstream and downstream of the highway, and all fish captured were identified to species and the number captured was recorded. This sampling was timed early in the season in order to re-assess whether fish may seasonally use the small intermittent tributaries where a previous sampling survey was conducted in 1999 did not confirm fish. In many cases, despite the spring survey window, there was insufficient flow in these features to sample using the electrofisher, confirming the negligible potential for direct use even seasonally. In a few cases, seasonal use was determined. Table 1 in Appendix F in the Aquatic Features and Habitat Data section summarizes all of the background fish information from the MNR, CLOCA, TRCA and Ecotec (1999) reports, as well as the additional fish sampling information and aquatic habitat data collected by Ecoplans Limited, at the various crossings along the project limits. The locations of all culvert crossings assessed as part of this study are shown in Exhibit 4-3. Representative photographs were also taken, and aquatic habitat mapping are provided in the Aquatic Features and Habitat Data section of Appendix F of this TESR (under separate cover, Volume 2). Of the 12 culverts along the project limits that convey watercourses or drainage features with discernable flow paths, nine (9) support permanent flow. Brougham Creek (to the west of the project limits) and East Duffins Creek (bridge) are also permanent. All of the permanent watercourses support direct fish use. In addition, seasonal direct fish use by warmwater bait and forage species was confirmed in reaches of three (3) of the intermittent watercourse crossed along the project limits. The Brougham Creek Tributary at C25 and four (C3, C5, C8, C9) of the other crossings are either poorly defined grassed swales and / or ditches or are tiled upstream of the highway. No fish were captured during the surveys conducted, and these features do not appear to support direct fish use based on the short flow durations, and lack of channel definition and connectivity. Two other crossings (C6, C15) convey highway drainage along the ditchline to other features and are summarized in Tables 1 and 2 located in Appendix F in the Aquatic Features and Habitat Data section, and have not been discussed further herein. Overview of Existing Fish and Fish Habitat Reaches of seven of the permanent watercourses crossed along the Highway 7 project limits provide coldwater habitat conditions and support Brook Trout (Salvelinus fontinalis), as well as several other coldwater species in some cases. Brougham Creek supports potential coldwater habitat in the vicinity of Highway 7 (Brook Trout were caught 1.4 km downstream). Reaches of six watercourses along the project limits support Redside Dace (Clinostomus
elongatus), which is designated as Threatened by the Committee on the Status of Species at Risk in Ontario; (COSSARO) and Special Concern by the Committee on the Status of Endangered Species in Canada; (COSEWIC). Redside Dace has also been recorded historically (1978) in East Duffins Creek. East Duffins Creek supports a diverse resident and migratory coldwater fish community. East Duffins Creek is also part of MNRs programme to re-introduce Atlantic Salmon (Salmo salar) to the Lake Ontario system. Atlantic Salmon smolt have been released in the reaches of East Duffins Creek upstream of Highway 7 (pers. comm. Warren May, Aurora District MNR, December 14, 2006, March 28, 2007). Fish stocking commenced in 1999, and additional stocking in 2006, as part of the restoration phase. Monitoring efforts indicate that the salmon are surviving, and in 1999, Atlantic Salmon was also captured. The fish community classification and indicator species, as well as flow status of the watercourses along the project limits, of the 14 watercourses that support direct fish use are summarized in Exhibit 4-4. Additional details regarding the fish communities and associated sampling information at the various crossings that support direct fish use, as well as a description of their habitat characteristics are provided in Table 1 located in Appendix F in the Aquatic Features and Habitat Data. This table also summarizes the works proposed at each crossing and associated impacts on fish and fish habitat, as well as site-specific mitigation measures recommended to minimize these impacts. Similar information is summarized for the other seven (7) watercourse / drainage crossings that do not support direct fish use but were documented during the field surveys, in Table 2, located in the Aquatic Features and Habitat Data section of Appendix F. As noted, the remaining five culverts convey only highway drainage. 4.1.1.6.1 Existing Conditions
Brougham Creek- C24 (west of Brock Road, Station 18+040) Brougham Creek is a permanent tributary of East Duffins Creek which flows under Highway 7 through a 2.05 m span x 1.22 m high open footing culvert with rigid frame box culvert extensions. Upstream of Highway 7 the watercourse flows through agricultural and residential areas and downstream of the highway it flows through residential areas of Brougham. The watercourse appears to be somewhat degraded by human activity both upstream and downstream of the highway. The upstream reach flows through a cultural meadow with some tree regeneration on the east side and a lawn on the west. Further upstream the watercourse flows through a narrow meadow marsh area between agricultural fields. The substrates in the upstream reach are composed mainly of rubble and gravel with lesser amounts of boulders and sand.
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Exhibit 4-4: Summary of Fish Community and Flow Status of the Watercourse Reaches along the Project Limits Fish Watercourse Station Flow Key Indicator Species Community Classification Brougham Creek (Stn 18+040, C24) Permanent Potential Brook Trout (1.4 km coldwater downstream of Hwy 7 (d/s of Sideline 16) (MNR 1994) Tributary A of (Sta 19+357, C1) Permanent Coldwater Brook Trout (Ecotec 1999, Brougham Creek MNR 1996, 1994, 1978), Redside Dace (ROM 1985, MNR 1978) Spring Creek (Sta 20+356, C4) Permanent Warm / Redside Dace (Ecotec 1999 coolwater etc.), Brook Trout ~600m baitfish downstream (TRCA). East Duffins (Sta 21+100) Permanent Coldwater Brook Trout, Atlantic Salmon, Creek Redside Dace (historical record [MNR 1978]) Tributary B of (Sta 23+385, C7) Permanent Warmwater Carruthers Creek baitfish Tributary E of (Sta 24+197, C11) Intermittent Seasonal Carruthers Creek warmwater baitfish Carruthers Creek (Sta 24+582, C12) Permanent Coldwater Brook Trout (historical; MNR 1978) Tributary A of (Sta 25+229, C13) Permanent Warmwater Lynde Creek baitfish Tributary C of (Sta 10+034, C16) Intermittent Seasonal Lynde Creek warmwater baitfish (D/S only) Tributary D of (Sta 10+273, C17) Intermittent Seasonal Lynde Creek warmwater baitfish Tributary E of (Sta 11+300, C18) Permanent Coldwater Brook Trout (Ecoplans 2006, West Lynde historical record MNR 1954) Creek West Lynde (Sta 11+520, C19) Permanent Coldwater Brook Trout, Redside Dace Creek (~1.3 km downstream of Hwy 7, at confluence of West Lynde Creek with Upper Lynde Creek [CLOCA 2001]; historical record at Hwy 7 [ODPD 1954]) Upper Lynde (Sta 12+549, C20) Permanent Coldwater Brook Trout, Redside Dace Creek (CLOCA 2006) Tributary A of (Sta 13+289, C21) Permanent Coldwater Brook Trout (MNR 1992), Upper Lynde Redside Dace (Ecotec 1999) Creek
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The watercourse channel at the culvert inlet does not align with the culvert. The culvert is offset to the east of the upstream channel alignment. There was some minor erosion noted at the northwest corner of the culvert. The morphology in this area is a flat. The riparian vegetation at the culvert inlet consists of some Manitoba Maple trees and Common Buckthorn shrubs on the west bank and herbaceous meadow marsh species with some shrub willow growth on the east bank. Fish cover consists of boulders, logs and trees as well as vascular plants. The aquatic plants present in the upstream reach include filamentous algae and Reed Canary Grass. There are two potential low flow barriers in the upstream reach, an instream debris jam against a makeshift foot bridge and a stream bed gradient change. These features may present seasonal barriers to fish movement. The downstream reach is straightened along the rear lots of residential units for at least 100 m. The riparian areas consist of landscaped areas (mowed lawns, few trees) on the west side and a deciduous wooded area on the east side. The banks are largely unstable with heavy erosion along both banks. There were piles of yard waste (tree branches, grass clippings etc.) within the bankfull zone on the west bank at the time of the field survey. There is a barrier to fish movement at the culvert (culvert outlet perched 73 cm from channel bottom), with a large, scoured outlet pool measuring 4 to 4.5 m bankfull width, 2.5 m in length and 93 cm bankfull depth below the drop. The channel width is overwidened in this pool due to the perched outfall. The aquatic vegetation consists of filamentous algae. There is no evidence of groundwater inputs to the downstream or upstream reach. There are no historical fisheries data for Brougham Creek at the Highway 7 crossing; however a resident living adjacent to the creek noted the absence of fish (trout) in the creek over the years (pers. comm. with landowner on November 10, 2006). There are fish data records for an MNR fish station on Brougham Creek located approximately 1.4 km downstream of the Highway 7 crossing (downstream of Sideline 16) (MNR 1994). These records indicate the capture of Brook Trout and Rainbow Trout (Oncorhynchus mykiss). Tributary A to Brougham Creek C1 (Station 19+357) This tributary of Brougham Creek is a permanently flowing watercourse that flows from north to south under Highway 7 through an open footing rigid frame culvert with two sets of box extensions on different skews. The culvert has a clear span of 3.65 m, inside height of 2.4 m, and a total length of approximately 43.1 m, including extensions.
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Approximately 200 m upstream of Highway 7 there is a large on-line pond, which is part of a nursery operation. A tree nursery occupies the majority of the lands to the north of Highway 7, which this tributary drains. The on-line pond represents a permanent barrier to fish movement upstream. Within the upstream reach between the highway and the on-line pond the watercourse flows through a deep valley, the floodplain of which is vegetated mainly by a cedar-dominant coniferous swamp. There is a resident beaver in the upstream reach, and a beaver dam / pond located approximately 50 m upstream of the highway. The dam likely represents a barrier to fish movement. Upstream of the beaver pond there are a few more potential debris jam / log jam fish barriers and between the highway and the dam there are two waterfalls (1 m and 1.5 m stream bed gradient changes). Downstream the watercourse flows through a forested valley. At the culvert outlet there is a small plunge pool created by water falling over the end of the box extension, which was elevated approximately 5 cm above the water level or 65 cm above the channel bed at the time of survey (October 2006). The culvert outlet presents a permanent barrier to movement of most fish species upstream under lower flow conditions. Within the culvert the substrates consist of boulders, rubble, gravel and sand and the morphology is a riffle. Stream gradient is relatively steep. During the field survey, Ecoplans noted accumulations of sand and silt in the substrate in both the upstream and downstream reaches. It appeared that the sand and silt were recently deposited, particularly in the downstream reach. These observations appear to be the result of a recent failure of the valley slope immediately northeast of the culvert. Considerable amounts of material appear to have been transported to the stream along a small tributary channel that outfalls approximately 15 m upstream of the culvert. As well, the highway ditchline on the northeast adjacent to the nursery is eroding and the riprap material placed for stabilization has shifted into the stream. This may also be in part related to migration of material off the nursery into the ditch. All of the ditches are steep and prone to erosion. The banks are generally stable (70-90% stable) in the upstream and downstream reaches, with localized erosion on the banks. The bend just downstream of the culvert outfall exhibits localized erosion on the outside / east bank. Instream cover / structure for fish is good, both upstream and downstream of the highway. Logs and trees with varying amounts of boulders, vascular plants, organic debris and undercut banks provide cover and structure for fish and food organisms within these reaches of the watercourse. The presence of Watercress within the watercourse both upstream and
downstream and observations of seepage from the banks indicate the discharge of groundwater to these reaches. In particular, groundwater was noted discharging from the toe of valley slope just northwest of the culvert inlet. Fisheries data for this watercourse identify a resident coldwater fishery. In 1999, Brook Trout, Mottled Sculpin (Cottus bairdi) and Creek Chub (Semotilus atromaculatus) were captured at the Highway 7 crossing (Ecotec 1999). MNR fisheries data (sampling years 1973, 1978, 1994, 1996) recorded captures of Brook Trout, Rainbow Trout, White Sucker (Catostomus commersoni), Pumpkinseed (Lepomis gibbosus), and Redside Dace, as well as numerous other cyprinids. Royal Ontario Museum (ROM) sampling in 1985 also confirmed the presence of Redside Dace. Spring Creek C4 (Station 20+356) This tributary of Spring Creek is a permanently flowing watercourse that flows from north to south under Highway 7 and crosses Highway 7 at a slight skew of (< 5 degrees). The watercourse is conveyed under the highway through a concrete non-rigid frame open footing culvert with rigid frame box culvert extensions at each end. The culvert has a clear span of 6.1 m, inside height of 1.83 m, and a total length of 26.18 m including extensions. There is an on-line pond located approximately 400 m upstream of the highway. Historically, the channel was straightened, presumably for agricultural reasons; it now flows on a straight alignment between fields. Just inside the highway ROW, a section of the watercourse flows parallel to the highway ditchline for approximately 100 m before it bends to the south into the culvert. Riprap has been placed along the east / outside bank of the bend at the culvert inlet for stabilization. Downstream of the highway, this tributary flows through a hedgerow (approximately 15 m wide) between two fallow fields. Approximately 500 m downstream the stream flows into a forested area. The riparian vegetation upstream of the highway is composed mainly of herbaceous species with some scattered shrubs. A treed hedgerow consisting of White Elm, White Ash, Crack Willow, Common Buckthorn, Red Osier Dogwood and Staghorn Sumac surrounds the downstream reach for approximately 200 m, beyond which is a meadow marsh. Banks are generally stable both upstream and downstream of the highway. There is an abundance of downed logs and trees across the channel in the downstream section, which provides the majority of instream cover for fish. However, log jams result in low flow barriers to fish movement. Instream cover in the upstream reach is provided mainly by boulders with some logs and trees and lesser amount of organic debris, and vascular plants.
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In their 1999 sampling, Ecotec captured Redside Dace, Longnose Dace (Rhinichthys cataractae), Blacknose Dace (R. atratulus), White Sucker and Creek Chub. Historical MNR records from 1954, 1978 and 1979 identified a similar warmwater fish community with Redside Dace. East Duffins Creek (Station 21+100) East Duffins Creek is the largest of the watercourses along the project limits flowing from headwater areas located near Claremont upstream of Highway 7. Highway 7 crosses East Duffins Creek on a 3-span concrete bridge. The two piers are located on the east and west banks. In the vicinity of the highway, East Duffins Creek supports migratory and spawning salmonid habitat. The reaches of East Duffins Creek in the vicinity of Highway 7 are accessible to fishermen and it was evident during field visits that the area is quite heavily used for recreational fishing. Approximately 120 m upstream of the highway, there is a concrete dock on the east bank of the stream. This watercourse flows through a largely forested valley with some residential use north of the highway. Approximately 50 m upstream of the highway a small tributary enters East Duffins Creek. The tributary has a ponded / beaver influenced area, but contains Watercress, indicating groundwater influence. There are some significant areas of bank erosion occurring upstream of the highway, and in particular, a major bank slump has occurred approximately 120 m upstream of the highway. Fairly good instream cover for fish exists in the upstream reach, consisting predominantly of boulders with some logs and trees, organic debris and undercut banks. South of the highway, East Duffins Creek flows through an area with residential units (Greenwood) on the east bank and a forest on the west bank. Approximately 200 m downstream of Highway 7, East Duffins Creek is crossed by Greenwood Road. The creek flows under Greenwood Road through a bridge that spans the entire watercourse. The riparian vegetation consists of a cedar forest on the west bank and scattered trees on the east bank such as Crack Willow, White Spruce etc. The banks are fairly stable with moderate amounts of erosion at the bends. There are some bank stabilization measures (boulders) on the west bank just upstream of the Greenwood Road Bridge. Stream gradient is low along the downstream reach. Instream cover is sparse in the downstream reach and consists of some logs and trees and boulders. The watercourse has
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a gentle meander in this reach with point bar development on the inside bends. There is a moderate amount of instream cover for fish composed of fallen logs and trees and boulders. There are slabs of concrete in the creek under the bridge, which are likely from the deck of an old structure. There are remnants of an old concrete abutment on the east bank upstream of the bridge. The historical crossing of the old highway appears to have been to the north of the existing bridge. East Duffins Creek is a coldwater watercourse that supports a resident coldwater fish community and migratory runs of Rainbow Trout and Pacific Salmon. As noted, MNR has recently commenced an Atlantic Salmon re-introduction programme in Duffins Creek. Salmon were initially introduced during the research phase during the late 1990s, and based on the initial success, MNR re-commenced the re-introductions in 2006 (pers. comm. Warren May, Aurora District MNR, December 14, 2006). Therefore this watercourse is considered to be of high priority and sensitivity by the agencies. In 1999, Brook Trout, Brown Trout (Salmo trutta), Rainbow Trout, Atlantic Salmon, American Eel (Anguilla rostrata), Longnose dace, Blacknose Dace, Johnny Darter (Etheostoma nigrum), White Sucker and Mottled Sculpin, were captured during a field survey. Historical MNR records indicate these species in addition to Redside Dace (MNR 1978). Tributary B of Carruthers Creek-C7 (Station 23+385) Tributary B of Carruthers Creek flows through a tree farm on the north side of the highway and fallow agricultural areas south of the highway. The tributary arises approximately 5 km north of Highway 7. The watercourse is conveyed under Highway 7 through a concrete rigid frame open footing culvert (span of 3.66 m, inside ht. of 3.05 m, length of 27.8 m). The riparian vegetation in the upstream reach is mainly herbaceous with a few shrub willow and Manitoba Maple trees. The active removal of woody vegetation from the riparian zone upstream appears to have contributed to runoff and deposition of silt and muck in the watercourse. Instream cover for fish is relatively sparse in the upstream reach with some vascular plant cover and lesser amounts of undercut bank cover. Some Watercress is present in the upstream reach. The reach downstream of the highway flows through a meadow marsh that is surrounded by a cultural thicket. There is a resident beaver as evidenced by a lodge built in a hollow willow tree on the east bank of the watercourse approximately 100 m downstream of the highway. Near the highway to approximately 80 m downstream and from approximately 80 to150 m downstream there are the remnants of old beaver dams within both of these sections.
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Although the beaver dams are not fish barriers at present, they could represent seasonal barriers to fish movement if maintained. Instream cover for fish is provided by graminoids (Reed Canary Grass), numerous downed logs and trees and some organic debris. The aquatic macrophytes in the downstream reach consist of Watercress, Potamogeton sp. and Reed Canary Grass. Within the ROW, both upstream of the culvert inlet and downstream of the culvert outlet and within the culvert itself, morphology is flat. There is a culvert inlet pool, which measured 0.90 m deep and approximately 4 m long by 4 m wide at the time of the field survey. There is also a small culvert outlet pool located near the west bank that measured 0.65 m deep and 1.5 m wide (wetted width at the culvert outlet was 4.5 m at the time of the field survey). The substrates in the culvert and ROW consist mainly of silt and muck. The ditchline at the northwest side of the culvert (inlet) from the west appears to permanently sustain water and was directly connected to the watercourse during the field survey (and various reconnaissance surveys). Baitfish can access it from the stream. It provides vegetative cover. In the vicinity of Highway 7, this watercourse supports a warmwater baitfish community with sunfish. In 1999, Pumpkinseed, Creek Chub, Fathead Minnow (Pimephales promelas), Blacknose Dace, Brook Stickleback (Culaea inconstans) and Johnny Darter were captured during the field survey (Ecotec 1999). The sunfish may have been present as a result of beaver ponding. Tributary E of Carruthers Creek - C11 (Station 24+197) This intermittent tributary of Carruthers Creek flows from north to south under Highway 7 through a concrete non-rigid open footing culvert with non-rigid frame open and box extensions on both ends (clear span of 3.66 m, inside ht. 1.83 m, total length of 32.6 m). North of the highway the watercourse flows through agricultural areas and south of the highway it flows through residential and wetland areas. There is a farm lane crossing approximately 100 m upstream of Highway 7 and the watercourse is conveyed through a CSP. This crossing poses a seasonal barrier to fish passage. Reed Canary Grass dominates the riparian area upstream, with scattered shrubs such as Red-osier Dogwood, Manitoba Maple and shrub willow. The banks are unstable in the upstream reach as evidenced by the eroded and undercut banks. The undercut banks as well as fallen logs and trees, vascular plants and a few boulders provide instream fish cover.
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In the upstream reach at the time of the survey, instream vegetation consists mainly of Reed Canary Grass as well as some Watercress. The open channel becomes overgrown with Reed Canary Grass in a meadow marsh area approximately 150 m downstream of the highway. The riparian areas downstream of the highway consist of meadow marsh and mowed lawn on the east bank and a residential area with a planted Cedar hedgerow, some scattered landscape trees (Largetooth Aspen, Silver Maple) and mowed lawn on the west bank. There is a footbridge across the channel approximately 100 m downstream of the highway. The banks are generally stable with some localized areas of undercutting and bank slumping. One of the mowed areas on the east bank appears to be within the bankfull channel area as pooling of water and evidence of groundwater (Watercress) was observed in this area. In the downstream reach, instream vegetation consists of dense emergent Reed Canary Grass as well as some submergent Water Speedwell and Watercress. Relatively good fish cover is provided mainly by vascular plants and boulders with some cover provided by undercut banks, organic debris and logs and trees. Fish cover within the ROW consists mainly of boulders with some vascular plant cover and undercut banks. The riparian vegetation within the ROW is predominantly herbaceous, and thus stream shading is minimal. There is a steep embankment adjacent to the channel within the downstream ROW. This embankment contains a hedgerow (mainly an Eastern White Cedar hedgerow with a Lilac bush near the southwest corner of the culvert). There is also a Manitoba Maple near the southeast corner of the culvert. These reaches of this watercourse support a warmwater baitfish community. Ecoplans electofished the watercourse on May 29, 2006 and captured Blacknose Dace only. In 1999, Creek Chub was captured during the field survey. Carruthers Creek - C12 (Station 24+582) Carruthers Creek is a permanent watercourse that flows from north to south under Highway 7 through a concrete non-rigid frame open footing culvert with non-rigid frame open footing and concrete box extensions (clear span of 1.8 m, inside ht.1.8 m, total length 34.06 m). In the upstream reach, at the time of the survey, the banks are heavily eroded with some bank slumping and a lot of bank undercutting. Deep silt deposition was noted in pools and flats along the upstream reach.
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Reed Canary Grass dominates the riparian area upstream, with scattered shrubs such as Red-osier Dogwood, Highbush Cranberry and shrub willow. Instream vegetation consists of an abundance of Watercress. Mainly boulders and vascular plants as well as undercut banks and logs and trees provide fish cover. The landuses downstream of the highway consist of a mix of agricultural on the west bank and residential / commercial on the east bank. Riparian vegetation consists of cultural thicket on the east bank and a fallow field with Crack Willows growing along the west bank. Instream vegetation consists of Watercress, with a large bed of Watercress located approximately 15 to 20 m downstream of the highway on the inside of a bend. Fish cover is provided mostly by organic debris and there are several debris / log jams along the reach. One large debris jam is located at the downstream end of the ROW, against the fence across the creek. Some of the debris jams may be seasonal barriers to fish movement. Vascular plants, boulders and logs and trees in this reach also provide fish cover. Fish cover within the ROW consists mainly of boulders and undercut banks with some vascular plant cover. The riparian areas within the ROW are mainly herbaceous (Reed Canary Grass). Carruthers Creek is classified as a coldwater watercourse. However, Blacknose Dace was caught during a field sampling in May 2006 (at both upstream and downstream locations), and nothing was caught during the 1999 sampling. Historical fisheries data from the MNR for a station located approximately 250 m south of Highway 7 reported capturing Brook Trout, in addition to White Sucker, Blacknose Dace, Longnose Dace, and Creek Chub (MNR 1978). Tributary A of Lynde Creek - C13 (Station 25+229) This permanent tributary of Lynde Creek flows under Highway 7 through a concrete nonrigid open footing culvert with concrete box extensions (clear span of 2.45 m, inside ht. of 1.55 m, total length approximately 26 m). This watercourse crosses Highway 7 at its intersection with Audley Road in the Hamlet of Kinsale. Upstream of the highway, the watercourse flows through residential areas on both banks and downstream the watercourse runs parallel to Audley Road (to the west) for approximately 250 m before crossing under Audley Road through a concrete box culvert. The upstream reach of the watercourse flows largely through residential areas. The riparian areas consist of mowed lawn up to the banks, with a few, scattered Crack Willow. The channel meanders to the west within the upstream ROW. There is a steep gradient and a step pool within this meandering section.
In the upstream reach the banks are unstable and experience undercutting and erosion upstream of the highway. The riparian vegetation is mostly turf grass with the occasional Crack Willow. Instream fish cover is provided by organic debris, logs and trees and boulders. Riparian vegetation is mostly herbaceous with some trees west of the culvert outlet and some small Black Walnut west of the culvert inlet. Along the downstream reach the banks are unstable and the riparian buffer consists of a cultural thicket on the west bank and some minor patches of herbaceous growth but for the most part nothing on the east side at the roadway adjacent to Audley Road. Instream cover for fish is provided by boulders, undercut banks, vascular plants and a few logs and trees. At the intersection / culvert outlet area there is a major retaining wall system. The culvert outlet is perched approximately 50 cm above the stream bed. A storm sewer/culvert draining from highway culvert C14 (Station 25+264) and under Audley Road enters this reach on the east side of the channel approximately 10 m downstream of the highway. This drainage culvert is perpendicular to the channel and there is some erosion associated with the outfall. The gradient of the west drainage ditch drops steeply to the channel, and erosion is also evident at this outfall. This watercourse supports warmwater baitfish. In 2001, CLOCA captured Northern Redbelly Dace, Fathead Minnow, Brook Stickleback, Creek Chub, and Blacknose Dace. In a 1999 field survey Creek Chub, Blacknose Dace and Brook Stickleback were captured (Ecotec 1999). There are no other historical fish data for this watercourse. Tributary C of Lynde Creek - C16 (Station 10+034) This tributary of Lynde Creek flows under Highway 7 through a 1.5 m diameter concrete pipe culvert that is 40.3m in length. This tributary flows parallel to Lake Ridge Road both upstream and downstream of Highway 7. Upstream of the highway the watercourse flows through a constructed channel along the Highway 7 / Lake Ridge Road intersection. There is an approximately 8 m high retaining wall system on the west side of the channel (between the channel and the road) within this reach. There is also some rip rap rock stabilization on the east side of the channel at the culvert inlet area. The watercourse bends sharply to the west at the culvert inlet and then bends 90 degrees to the north further upstream to flow parallel to Lake Ridge Road. The retaining wall system
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continues upstream until the watercourse flows under Lake Ridge Road through a CSP (approximately 100 m upstream of Highway 7). The upstream channel contains a lot of riprap rock, apparently from the gabion system, especially along the ROW reach and into the culvert inlet. The upstream reach is straight, following along the base of the retaining system in the ditchline. The gradient is high and the current velocity was high at the time of the field survey (October 26, 2006). There is an old / failed silt fence on the west bank and lying within the watercourse along the entire section parallel to Lake Ridge Road. Watercress is abundant throughout in this reach. A storm sewer / culvert enters the channel from the west side approximately 15 m upstream from the culvert inlet. The sewer outfall is perched and falls into a plunge pool 55 cm deep. Riparian vegetation exists only on the east side of the channel in the upstream reach. This vegetation consists mainly of old field herbaceous species with few, scattered Crack willow and Crab Apple trees along an old farm fence. There is a cluster of young White Ash adjacent to the culvert inlet on the east side of the channel. Instream fish cover is provided mainly by boulders with few undercut banks. For the most part, banks are stable in this reach. Downstream of the highway the gradient is moderate and the channel meanders slightly. The banks have been stabilized using riprap rock and boulders on either side of the culvert outlet as well as along the banks and within the watercourse for approximately 15 m downstream. The downstream reach banks are unstable along the reach and there are sections of bank slumping and undercutting. There is a lot of groundwater seepage / iron staining along the banks. The riparian areas are composed mainly of old field herbaceous species with a few scattered trees. Further downstream the watercourse enters a plantation / residential landscaped area. The channel gradient through the ROW is steep and the culvert is also relatively steep slope gradient. There is a culvert outlet pool, which was 70 cm deep and 2.8 m wetted width at the time of the field survey. The riparian vegetation within the ROW consists of old field herbaceous species and stream shading and fish cover are minimal. This watercourse supports warmwater baitfish. Ecoplans electrofished both upstream and downstream in May 2006 and caught Creek Chub on the downstream side. No fish were
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caught on the upstream side. watercourse.
There were no historical fish data available for this
Tributary D Lynde Creek- C17 (Station 10+273) This intermittent tributary of Lynde Creek flows under Highway 7 through a concrete, open footing culvert (1.20 m high x 1.55 m wide) with a 1.5 m diameter concrete pipe extension upstream and a 1.5m diameter CSP culvert extension downstream. The total length is 46.7 m. The watercourse is somewhat disturbed from historical and current human activity in the area (e.g. tree and sod nursery upstream, old farm lane crossing and failed culvert, car parts in stream). There is an old farm lane crossing approximately 100 m upstream of the highway. The culvert under the farm lane has failed and this represents a permanent barrier to fish. The substrates are composed of silt, muck and clay in equal amounts with some sand and minor amounts of boulder, gravel and rubble. Upstream, the riparian buffer contains a mix of a cultural thicket, some Crack Willows and old field herbaceous species. Instream fish cover is provided mainly by logs and trees with some organic debris and smaller amounts of vascular plants, undercut banks and boulders. Downstream of the highway the channel meanders to the west within the ROW (at the culvert). There is an old farm bridge crossing located approximately 100 m downstream. The cement culvert is still in the channel; however, the creek flows under and around the remnant culvert. Surrounding the watercourse downstream is a mixed swamp with the growth of Cedars, Hemlock, White Elm, Red Maple, Balsam Fir, Crack Willow and White Spruce. There are many fallen trees lying across the watercourse and snags adjacent to the banks. Fish cover is provided mainly by fallen logs and trees and organic debris. However, the log / debris jams create low flow barriers to fish movement. Within the ROW at the culvert inlet there is a small riffle area. Within 1 m of the culvert outlet, the channel meanders to the west approximately 2 m before it again turns south. The riparian vegetation within the downstream ROW consists of old field vegetation and some shrubs. The riparian area within the ROW upstream of the highway consists of old field species. This watercourse supports a warmwater baitfish community. Ecoplans electrofished the upstream and downstream reaches in May 2006 and caught Creek Chub only. MNR historical fish data from 1978 at a station located 1.5 km downstream of Highway 7 record
White Sucker, Common Shiner, Fathead Minnow, Blacknose Dace, Longnose Dace, Creek Chub, Rainbow Darter and Johnny Darter. Tributary E of West Lynde Creek - C18 (Station 11+300) This permanent tributary of West Lynde Creek flows under Highway 7 through a concrete rigid frame open footing culvert (clear span of 4.3 m, inside ht. 1.5 m, total length of 30.0 m). Upstream of the highway, the watercourse flows through a landscaped residential area. Approximately 75 m upstream of the highway there is an on-line pond. A footbridge approximately 60 m upstream of the highway also crosses the channel. What appears to be permanent groundwater-supported flow from a tile drain to the west drains along the westerly ditchline to discharge at the culvert inlet area. This drainage outfalls over the concrete remnant of an old culvert footing at the existing culvert inlet into a large pool that measured 50 to 95 cm deep, 2.9 m wide and 2 m in length. The pool is located slightly to the west of the culvert inlet. The drop over the remnant footing may maintain the pool in part due to scouring. A Brook Trout was caught in May 2006 field survey, within this pool. The average bankfull width and depth of the upstream reach are 3.0 m and 0.70 m respectively. There is a slight bend in the channel within 2 m upstream of the culvert. The riparian vegetation consists of landscape plantings of trees (Cedar, White Pine) and turf grass mowed to the bank. There is watercress within the stream as well as Polygonum sp., algae and emergent grasses. Fish cover is provided mainly by boulders and vascular plants with some cover from undercut banks. The banks are fairly stable except where the grass is mowed to the top of the bank. The pond represents a permanent barrier to fish movement upstream and there are numerous low flow barriers to movement. In particular, there is a low flow log / root drop structure located approximately 5 m upstream of the culvert inlet. Downstream of the highway the watercourse flows along the base of the embankment of Coronation Road. The tributary outfalls to West Lynde Creek approximately 100 m downstream of Highway 7. Riparian cover along the east side of the downstream reach is young deciduous forest. The road embankment along the west is vegetated with old-field species. The banks are somewhat unstable and exhibit localized undercutting, especially on the west bank. There is fairly good quality instream fish cover in this reach consisting of undercut banks, boulders, logs and trees and organic debris.
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The existing culvert inlet and outlet are offset slightly to the east of the upstream and downstream channel sections. As noted, there is a deep pool at the inlet. Within the downstream end of the culvert, the channel flows against the west wall, and the west footing is being undermined. A large bar has formed along the east side of the culvert and extending into the outlet zone, further confining the channel against the west side of the culvert. Within the ROW reach, the riparian vegetation consists of old field species with some Common Buckthorn at the east side of the culvert outlet. Ecoplans electrofished upstream and downstream of the highway in May 2006 and caught Brook Trout, Creek Chub, and Blacknose Dace upstream of the highway and Northern Redbelly Dace, Creek Chub, and Blacknose Dace downstream. As noted, the Brook Trout was caught in the culvert inlet pool. The pool appears to provide a seasonal refuge function during the small summer baseflow conditions. CLOCA fish sampling at the highway in 2001 captured Rainbow Trout, Blacknose Dace and Creek Chub. MNR sampling in 1954 captured Brook Trout, Blacknose Dace and Mottled Sculpin. West Lynde Creek- C19 (Station 11+400 and 11+520) West Lynde Creek is a permanent watercourse and is a major branch of Lynde Creek within the Heber Down Subwatershed (CLOCA 2006). It eventually joins the main branch of Lynde Creek north of Highway 2. West Lynde Creek flows from headwaters on the Oak Ridges Moraine through agricultural areas upstream of Highway 7. Downstream of the highway it flows through the Heber Down Conservation Area and a mix of agricultural, urban and natural areas. There are good riparian-forested areas throughout the Heber Down subwatershed, and CLOCA noted the importance of the Lynde Creek corridor in connecting natural areas (CLOCA 2006). West Lynde Creek flows under Highway 7 through a concrete rigid frame open footing culvert (clear span 7.3 m, inside ht. 3.0 m, total length 17.1 m). It is surrounded by deciduous forest both upstream and downstream of the highway. The forest consists of Basswood, Crack Willow, Manitoba Maple, Balsam Poplar and White Ash. Good quality cover and structure for fish habitat is abundant throughout the upstream and downstream reaches (logs, boulders, pools). The upstream banks are somewhat unstable and experience erosion and undercutting in certain areas. There are rubble / gravel point bars associated with this reach. There is Watercress in the stream. The reach downstream of the highway flows south for approximately 25 to 30 m before bending 90 degrees to the west to flow parallel to the highway ROW. Approximately 120 m
downstream of the culvert (Station 11+400), there is a meander that is within 10 m of the existing edge of pavement. The slope at this meander rises more than 2 m above the channel; this slope has slumped recently. The average bankfull width and depth in the downstream reach are 8.0 m and 0.75 m, respectively. The reach has many meanders and the banks are moderately unstable with active undercutting and erosion. As mentioned, there is a 90 degree bend in the creek approximately 25 to 30 m downstream of the highway. The outside bank of this bend is eroded and there is a pool along its base that provides good fish cover. Logs and trees provide the majority of fish cover in this reach as well as boulders and undercut banks. There is Watercress present in the downstream reach. There were no fish barriers observed. There is a single Crack Willow approximately 2 m upstream of the culvert inlet on the west bank. West Lynde Creek supports a coldwater fishery. In 2001, CLOCA captured Rainbow Trout, Longnose Dace, Blacknose Dace, Johnny Darter, Rainbow Darter and Mottled Sculpin at the highway. One kilometre upstream of the highway, CLOCA captured Rainbow Trout, Lamprey sp., Longnose Dace, Blacknose Dace, White Sucker, Creek Chub, Pumpkinseed, Johnny Darter, Rainbow Darter and Mottled Sculpin. Also, at the confluence of West Lynde Creek and Upper Lynde Creek approximately 1.3 km downstream of the highway CLOCA captured Redside Dace, Rainbow Trout, White Sucker, Common Shiner, Fathead Minnow, Langnose Dace, Blacknose Dace, Creek Chub Pumpkinseed, Johnny Darter and Rainbow Darter. In 1999, Ecotec captured Rainbow Trout (juveniles), Pumpkinseed, White Sucker, Longnose Dace, Blacknose Dace, Creek Chub, Rainbow Darter, Johnny Darter, and Mottled Sculpin. The most current MNR fisheries data (1994) at a station from Highway 7 to 100 m upstream of the highway record Brook Trout, Longnose Dace, Blacknose Dace, Creek Chub, Rainbow Darter, Johnny Darter, Pumpkinseed and White Sucker. Upper Lynde Creek - C20 (Station 12+549) Upper Lynde Creek is a permanent tributary of Lynde Creek that flows from northwest to southeast across Highway 7 through a skewed concrete rigid frame box culvert with rigid frame box culvert extensions (clear span of 6.1 m, inside ht. 1.85 m, total length 39.8 m). There is a major hydraulic drop (approximately 1.2 m drop down floor slab on ~1:1 slope) within the culvert at one of the previous extensions. There is a 0.61 m deep flat at the culvert inlet area, that may be due to local backwater influence at the culvert inlet. There was ditchline drainage coming into the watercourse from the east at the culvert inlet.
There is abundant fish cover provided by boulders, undercut banks, vascular plants and some logs and trees in the upstream reach. Baitfish were observed at the culvert inlet. The upstream banks are fairly stable although there is some evidence of bank slumping and undercut banks. There is an area of boulder stabilization at one of the bends. The riparian vegetation consists of old field herbaceous species as well as a few scattered shrub willow. Instream vegetation consists of Watercress and Reed Canary Grass. Downstream, Upper Lynde Creek flows through a deciduous forest area. The forested valley slope rises steeply to the west at the outlet. The culvert outlet is perched approximately 80 cm above the stream bed and the culvert has a major hydraulic drop (~1.2 m drop down floor slab on ~1:1 slope). Both these features create significant barriers to upstream fish movement. There is also a natural gradient drop (~40 cm drop in stream bed) along the downstream reach that would pose a low flow barrier. There is also a second natural 0.75 to 1 m drop in the form of a small waterfall located approximately 150 m downstream. In the plunge pool downstream of this waterfall there is a hose attached to a water pump likely owned by the adjacent residents. There is an outlet pool that measures approximately 60 to 70 cm deep, at the time of the field survey and 4 to 5 m long. The banks are steep in areas (~5 m in height) and erosion at the outside bends is evident. There is a 90 degree bend in the watercourse located approximately 8 m downstream of the culvert outlet and there is erosion at the bend. Deep pools and abundant instream cover with undercut banks, boulders and logs and trees provide good quality habitat. There is watercress present in the reach. There is no substrate in the culvert (bare concrete floor). The culvert outlet area has a plunge pool approximately 0.60 m deep and 6.7 m wide and 4.0 m long. The ROW fence crosses the stream and woody debris has accumulated. As noted, there is a 0.61 m deep flat at the culvert inlet area. Upper Lynde Creek supports a coldwater fish community with Redside Dace and Brook Trout. CLOCA sampling in the autumn of 2006 captured Redside Dace and Brook Trout upstream of the highway (pers. comm. J Barnucz March/April 2007). In 2001, sampling by CLOCA upstream of the highway and at the confluence of Upper Lynde Creek and West Lynde Creek (approximately 1 km downstream of the highway crossing) also captured of Redside Dace. ROM also captured Redside Dace during their 2000 fish sampling on Upper Lynde Creek. During their 1999 fish survey at the Highway 7 crossing, Redside dace were captured upstream of the Highway 7 crossing only. CLOCA (pers. comm. March 2007) indicated that the present distribution of Redside Dace appears to be restricted to the reaches upstream of the culvert, and in particular, to the flat, backwater reach that extends
approximately 40 m upstream of the existing inlet. Pumpkinseed, White sucker, Creek chub, and Blacknose dace were also captured. Tributary A of Upper Lynde Creek- C21 (Station 13+289) This permanent tributary of Upper Lynde Creek crosses under Highway 7 through a concrete non-rigid frame open footing culvert with concrete non-rigid frame open footing and rigid frame box extensions (clear span 2.80 m, inside ht. 1.80 m, total length 29.89 m). The tributary flows largely through pasture areas both upstream and downstream of the highway. Cattle have access to the channel in sections upstream and downstream, therefore the banks are trampled in these sections. The upstream reach flows from the heavily grazed pasture located approximately 100 m upstream of the highway through a residential property to the culvert at Highway 7. The residential property has a small Cedar wooded area located approximately 75 m upstream and the remainder of the property up to the highway is landscaped with lawn that is regularly mowed to the top of the banks. The first 40 m of the channel upstream of the culvert is meandering. Within the ROW the channel meanders from east to west before entering the culvert. The riparian vegetation consists of mowed lawn with a fringe of old field herbaceous and one Crack willow tree, for approximately 75 m upstream. From 75 to 100 m, Cedar trees line the watercourse, upstream of which is the heavily grazed pasture. The banks are fairly unstable within 75 m upstream of the highway. There is considerable bank erosion, undercutting and bank slumping. Good fish cover is provided by the deep pools on the bends, with boulders and undercut banks. There is an abundance of instream vegetation which is dominated by Watercress and floating algae with Reed Canary Grass along the edges. Within the pasture the watercourse channel is not defined. The flow spreads across the field in the floodplain / depressional area and pools in various trampled areas, creating a barrier to fish passage. There are also a few low flow gradient barriers present within the Cedar wooded area. There were no barriers identified within 75 m of the highway. Downstream of the highway the watercourse is also heavily disturbed by cattle. The banks are unstable and there is a build up of sediments in pools. The outside bends are heavily eroded and major bank slumping has occurred. Some measures have been taken to control erosion as evidenced by an erosion control blanket within the watercourse approximately 100 m downstream. The average bankfull depth downstream is 0.75 m. The riparian vegetation consists mainly of a mix of old field and wetland, vegetation with a few scattered shrub willows.
A storm sewer outfalls to the channel within 2 m from the culvert outlet on the east side. This sewer drains from the highway ditch on the north side of the highway. There is a build up of sediment at the culvert outlet area and within the culvert. This stream supports a coldwater fishery, however it appears that the disturbances to the habitat may have extirpated Brook Trout from the reaches upstream and downstream of the highway. In 2001, CLOCA captured Northern Redbelly Dace, Fathead Minnow, Blacknose Dace and Creek Chub at the highway crossing. Also in 2001, CLOCA captured Northern Redbelly Dace, Blacknose Dace, Creek Chub and Johnny Darter approximately 600 m downstream of the highway. In 1999, Redside Dace, Pumpkinseed, White Sucker, Northern Redbelly Dace, Goldfish, Fathead Minnow, Bluntnose Minnow and Blacknose Dace were captured at the Highway 7 crossing. Historical fisheries data from MNR from a station located 2 km upstream of Highway 7 captured Brook Trout, Creek Chub, White Sucker, Rainbow Darter, Longnose Dace, Johnny Darter, Brook Stickleback, Pumpkinseed and Common Shiner (MNR 1992). As well, MNR sampling in 1978 upstream of the highway captured Redside Dace; however, this species may no longer persist in these reaches based on the more recent sampling results 4.1.1.7 VEGETATION RESOURCES
As previously noted in Section 4.1.1.2, the Study Area is in an extensive agricultural setting, interspersed with community settlements, bordering the Highway 7 corridor, and natural features are limited and largely fragmented. Dominant terrestrial features include riparian forests located along the main creek corridors as well as remnant upland forest patches and plantations. Although a number of the stream systems are located within well defined forested valleys, many of the riparian systems, particularly upstream, have been cleared and altered historically by agricultural practices. The largest blocks are located south of the highway in association with Duffins Creek in the west and Lynde Creek in the east. The balance of the right-of-way (ROW) supports predominately cultural meadow habitat, with small riparian meadow marshes and shallow marshes often found in association with culverts and watercourse crossings. Hedgerows and scattered clusters of planted trees are also present in residential and agricultural areas. Prominent natural environmental features along the project limits and in the general vicinity, including designated areas, are delineated on the Study Area Overview and Designated Areas exhibit (refer to Exhibit 4-1).
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The main features include: Duffins Creek Area of Natural and Scientific Interest (Regionally Significant ANSI); Salem Road Wetland Complex (Locally Significant Wetland [LSW]); West Lynde Creek Valley (Till Plain) Environmentally Sensitive Area (ESA); Lynde Valley Iroquois Beach ESA; East Duffins Creek, Carruthers Creek, Lynde Creek and their associated riparian vegetation; and Several tributaries of the Carruthers Creek and Lynde Creek systems.
The Terrestrial Habitat Assessment Study comprised of collection and assessment of existing natural environment information, augmented by field investigations. The compilation of the background inventory was based on a review of relevant existing information, as well as consultation with agency staff. Background information was collected within 120 m either side of the existing ROW (and adjacent areas as appropriate in relation to the broader system) and was reviewed to identify preliminary natural environment issues and potential sensitivities. The background information and field data were then analyzed to identify potential constraints, sensitivities and related management and mitigation implications in relation to the proposed highway improvements. Primary sources of background information are listed below: OBM Topographic Mapping Engineering Plates (McCormick Rankin Corporation 2006) Aerial photography The Physiography of Southern Ontario (Chapman and Putnam 1984) Soil Survey of Ontario County (Olding et. al. 1990) 1:50 000 National Topographic Service mapping Consultation with Ministry of Natural Resources (MNR), Aurora District Natural Resource Values Information System (NRVIS) mapping Natural Heritage Information Centre (NHIC) database Consultation with the Toronto Region Conservation Authority (TRCA) and Central Lake Ontario Conservation Authority (CLOCA) for additional information 2001-2005 Ontario Breeding Bird Atlas (OBBA) on-line database Environmental Sensitivity Mapping Project (Gartner Lee Associates Limited 1978) Highway 407 East Extension Study - Field Data (Ecoplans 2004 and 2006)
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Aerial photography was examined to obtain a general understanding of the character of vegetation within the project limits. More specific characterization using the Ecological Land Classification for Southern Ontario (ELC), where appropriate, and assessment of other vegetation resources was completed during field surveys on October 6 and 12, 2006. Most of the investigations were focused within the existing ROW and approximately 100 m beyond to assess and address the potential adverse effects of the proposed works, based on the nature and sensitivity of the adjacent features. 4.1.1.7.1 VEGETATION COMMUNITIES
A total of 23 vegetation communities have been identified within the study area and are described in Table 1 in Appendix F in the Terrestrial Features and Habitat Data section. Each vegetation community is also delineated on Exhibit 4-3 Plates 1 through 8. Vegetation communities include deciduous, coniferous and mixed forest communities as well as several wetland communities including deciduous, coniferous and mixed swamps, meadow marshes and thicket swamps. A number of culturally-derived communities were also identified in the study area including cultural plantations, cultural woodlands and cultural thickets. Hedgerows and small vegetation clusters that were too small to be considered a community or were comprised of planted trees are described further in the following subsections. 4.1.1.7.2 HEDGEROWS
A total of 11 hedgerows have been identified within the study area and are briefly described in Table 2 in Appendix F in the Terrestrial Features and Habitat Data section. Each hedgerow is also delineated on Exhibit 4-3. The quality, diversity and function of these hedgerows are highly variable. For example, hedgerows range from shrub-dominated, discontinuous and isolated features to more continuous features with a mature tree component and minor connectivity function. 4.1.1.7.3 VEGETATION CLUSTERS
A total of 22 vegetation clusters have been identified within the study area and are briefly described in Table 3 in Appendix F in the Terrestrial Features and Habitat Data section. Each vegetation cluster is also delineated on Exhibit 4-3. These features are generally very small groupings of trees, often of planted origin and are dominated by non-native species. They are also often associated with rural residences (i.e. landscape plantings).
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4.1.1.7.4
FLORA
A total of 158 vascular plant species have been recorded in the vegetation communities surveyed within the study area. This does not include 16 plants identified only to genus. Of the 158 species identified, 107 (67%) are ranked S5 and are secure, common, widespread and abundant in Ontario while 2 species are ranked S4 and are apparently secure in Ontario. A further 47 species (29%) are ranked SE5, SE4, SE3, SE2 or SE? (the provincial rank is uncertain as indicated by the ?), and are species that are non-native in Ontario. This high proportion of non-native species is expected in disturbed areas such as the highway ROW. Often, non-native species become established in disturbed areas and outcompete native flora. The remaining two (2) species are ranked SU which indicates that their provincial rank is uncertain. There were no federal or provincially designated species at risk (SAR) identified within the study area by Ecoplans, nor have any been reported in the background information reviewed (e.g. NHIC database, previous studies, etc.). Furthermore, no provincially rare species (i.e. those ranked from S1 to S3) have been recoded in the study area or reported in background information. One species that is considered rare in Durham Region was recorded in Vegetation Unit V19. This species, Black Maple (Acer saccharum ssp nigrum) is ranked S4?. The vascular plant list is provided in the Terrestrial Features and Habitat Data section of Appendix F of the TESR (under separate cover Volume 2). 4.1.1.8 WILDLIFE HABITATS
Background information (including Ontario Breeding Bird Atlas Data and the NHIC database) was reviewed and incidental wildlife observations were recorded during the vegetation and aquatic surveys. Habitat potential for wildlife was also assessed generally within the project limits. A list of wildlife species observed by Ecoplans is provided in the Terrestrial Features and Habitat Data section of Appendix F of the TESR. 4.1.1.8.1 BIRDS
Breeding bird information was obtained from the Ontario Breeding Bird Atlas (OBBA) (Bird Studies Canada 2007) for the two atlas squares that fall within the project limits. Each atlas square covers a 10 km by 10 km area that is much broader than the highway corridor, but was reviewed to provide a sense of what breeding bird species might be expected in the
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area. Based on the 2001 to 2005 OBBA database, a total of 126 bird species were recorded as exhibiting some level of breeding evidence within the two atlas squares. A total of 66 of these were confirmed breeders. It should be emphasized that the OBBA 10 km squares cover a much larger area than the linear Highway 7 corridor from Brock Road to Highway 12, and therefore these data do not necessarily indicate occurrence in the immediate vicinity of the project area. The information provides a sense of what common breeding bird species might be expected in the local area, and can be used in conjunction with habitat assessments, to provide an indication of potential for these species to occur in the vicinity of the project limits. Of the confirmed breeding species within the two OBBA squares, one species (Hooded Warbler, Wilsonia citrina), is considered nationally and provincially threatened (THR). The Hooded Warbler is also listed on Schedule 1 of the Species at Risk Act (SARA). This species is discussed further in Section 4.1.1.8.5. No other nationally or provincially at risk species were confirmed breeding species within the two atlas squares. In general, and as shown in the bird species recorded from the OBBA, the majority of the breeding bird species that are expected to be within the Highway 7 area are common in rural settings. Examples of these species include American Robin (Turdus migratorius), European Starling (Sturnus vulgaris), Red-winged Blackbird (Agelaius phoeniceus), Song Sparrow (Melospiza melodia) and American Goldfinch (Carduelis tristis). Many of these species as well as other common birds (e.g. American Crow [Corvus brachyrhynchos], Mourning Dove [Zenaida macroura], Blue Jay [Cyanocitta cristata], Blackcapped Chickadee [Poecile atricapillus], and Northern Cardinal [Cardinalis cardinalis]) were observed by Ecoplans staff during field work completed in 2006. References of the location these birds were observed are noted in Terrestrial Features and Habitat Data, and a full list of birds observed is attached in the Terrestrial Features and Habitat Data section of Appendix F of the TESR. 4.1.1.8.2 AMPHIBIANS AND REPTILES
Based on a review of the background information, and mapping, it was inferred that herpetofaunal habitat would be present along the creek corridors / valleys and associated wetland pockets located within the study area. The watercourses and associated riparian habitats would provide areas for localized breeding and movement of amphibians such as American Toad (Bufo americanus), Northern Leopard Frog (Rana pipiens), and Green Frog (Rana clamitans). American Toad was confirmed within the project area by Ecoplans during field work completed in 2006.
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In addition, a number of common reptiles are expected to occur in the study area. For example, Gartersnakes (Thamnophis sirtalis sirtalis), Dekays Brownsnake [Storeria dekay]) and Red-bellied Snake (Storeria occipitomaculata) are widely distributed species often found near human habitation in urban or suburban areas if suitable habitat is available (Terrestrial Habitat Assessment Report, Ecoplans 2007). 4.1.1.8.3 MAMMALS
Mammals expected to inhabit the Highway 7 study area are habitat generalists that would be common in urban and rural areas throughout southern Ontario. Typical species that are likely to be present are Grey Squirrel (Sciurus carolinensis), Red Squirrel (Tamiasciurus hudsonicus), Woodchuck (Marmota monax), Raccoon (Procyon lotor), Eastern Cottontail (Sylvilagus floridanus), White-tailed Deer (Odocoileus virginianus) and Striped Skunk (Mephitis mephitis). This typical species composition was confirmed by Ecoplans during field work completed in 2006. Only Red Squirrel were directly observed; however, sign of three additional mammals was also noted (White-tailed Deer, Muskrat [Ondatra zibethicus] and Beaver [Castor canadensis]). Habitat conditions were deemed suitable for a number of additional common mammals (e.g. Grey Squirrel, Woodchuck, Raccoon, Eastern Cottontail and Striped Skunk). 4.1.1.8.4 SIGNIFICANT WILDLIFE HABITAT AND WILDLIFE MOVEMENT
Based on a review of NRVIS mapping, there are no deer wintering areas or raptor nest sites, or any other mapped significant wildlife habitat, within the project limits. Important animal movement corridors may be considered to be significant wildlife habitat. Important corridors may be identified by MNR, and significant wildlife habitat is typically designated by MNR. None has been mapped along the Highway 7 study limits. However, animal movement corridors and linkages can be assessed based on the general landscape composition. Related factors include topography, vegetation patterns (e.g. continuity, width or size, ecotones, connectivity with larger forest blocks or wetlands), and relationship / connectivity with larger core natural areas and associated habitat functions such as wintering, and the degree of fragmentation and presence of potential barrier features. In addition, TRCA and CLOCA provided input regarding wildlife movement during meetings held on May 25/07 and June 1/07, and in related correspondence. Highway collision / mortality data (large mammals) were also provided by MTO and assessed in relation to general movement patterns.
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The review of the electronic collision data for 2001-2005 indicated sixteen (16) "Wild Animal" hits within the 5-year timeframe. All 16 were at night. Ten (10) of the 16 were in November, which is typically an active period for White-tailed Deer during the fall rut. Spatially, collision locations were generally distributed between approximately 2 km west of Brooklin to west of Westney Road. Areas of localized concentration of activity were located: West of Cochrane Street to west of Halls Road (six (6) collisions, 1.8 km stretch over the 5-year period), which would encompass the Upper Lynde Creek valley system where the existing culvert prohibits movement (major grade drops). From Kinsale to Concession Road 6 (six (6) collisions, 2.4 km stretch over the 5-years), mostly focussed at Kinsale west of Balsam), which would encompass Carruthers Creek (Station 24+197) and its main tributary (Station 24+582).
These data would not reflect the successful wildlife movement that is occurring under the East Duffins Creek Bridge, and possibly through the culvert at the defined valley and Brougham Creek Tributary crossing (Station 19+357; Culvert C1). Most of the forested valley / stream systems that generally run north-south across the highway likely function to varying degrees as wildlife movement corridors. A general assessment of wildlife movement opportunities and landscape conditions at the larger culverts along the project limits is provided in Table 1, located in the Terrestrial Features and Habitat Data of Appendix F. The main systems are summarized below: The well-defined and forested valley system associated with Tributary A of Brougham Creek (Station 19+357; Culvert C1). This system extends through the coniferous forest (Vegetation Unit V3) upstream of Highway 7 and coniferous forest / mixed swamp / coniferous swamp mosaic (Unit V4) downstream. These vegetation units / associated natural areas are quite large relative to those on the landscape generally, extending to the east of the stream. Although this system exhibits more disturbance and opening further upstream of the highway, the downstream habitats are generally contiguous with the large mosaic of habitats that extends over to Duffins Creek to the east / southeast. The open footing box culvert that conveys the tributary under the highway is used extensively by smaller wildlife for movement under that highway, based on presence of tracks. The breadth of the existing culvert beyond the stream provides sufficient overbank area for movement under normal flow conditions. However, based on TRCAs review following spring run-off, this overbank
area may become discontinuous seasonally. Potential mobility of the low flow channel and overbank area is likely related to the excessive amount of substrate material being moved and deposited along the channel due to the slope failures upstream of the culvert. The slope failures are occurring upstream and outside of MTOs ROW on private property. TRCA indicated that wildlife passage and connectivity with up and downstream habitats was particularly important along this defined valley system. The well-defined valley and associated tableland forest system associated with East Duffins Creek (Station 21+100). Upstream of the highway, this system is generally open along the east side of the creek, however to the west is a large mosaic of cultural woodland, thicket swamp, meadow marsh, old field meadow, mixed swamp, deciduous swam and deciduous forest (Units V7a and b), which is part of the Duffins Creek Regionally Significant ANSI. Downstream, this system includes the mixed forest community found along the valley slopes and bottomland west of East Duffins Creek (Unit V8) and the more disturbed arm of deciduous forest to the east. Considerable evidence of wildlife movement under the existing structure, including numerous White-tailed Deer tracks, was noted during the field surveys. TRCA indicated that this valley system supports highly sensitive habitats and an important wildlife movement linkage. The West Lynde Creek valley system (~Station 11+300 to 11+520). At the Highway 7 crossing of West Lynde Creek (Station 11+520), the vegetation system is open just upstream of the highway. However, further upstream, the valley and associated tableland is linked to a sprawling system of plantation, forest and thicket habitats. Downstream of the highway, the creek valley and associated riparian / floodplain deciduous and coniferous forest system to the west ([Vegetation Unit V17] extending over to Coronation Road) that are part of the Lynde Valley Iroquois Beach ESA]) lie adjacent to the highway and extend downstream in a broad swath. This system in linked to the large Herber Down PSW and natural area to the southeast. CLOCA indicated that this corridor system was the most important linkage along their portion of the project limits. The breadth (7.3 m) of the existing West Lynde Creek culvert (Culvert C19) beyond the stream provides overbank area for movement under normal flow conditions. Similarly, there is a defined overbank area through Culvert C18 at the small tributary crossing to the west. Although CLOCA expressed an interest in the tributary culvert for wildlife movement as well, upstream movement opportunities upstream of this culvert are limited to some extent by fencing and alterations through the local business located immediately upstream of the highway. However, the habitat systems are connected further to the north.
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Upper Lynde Creek valley (Station 12+549). The valley is pastured upstream of the highway, although there is narrow band of deciduous forest (Unit 19) and plantation to the west and some thicket habitat at the highway (Unit 18b). Downstream, the valley system is forested (deciduous forest; Unit V20), although somewhat disturbed. Although this system is somewhat limited in breadth and extent upstream of the highway, it is linked into the large Herber Down PSW and natural area to the south. This large concrete box culvert contains a major gradient drop within the culvert, and is perched at the outfall, and is therefore prohibitive for movement of most wildlife.
The smaller stream systems along the project limits (e.g. Carruthers Creek and the various tributaries to Carruthers, Lynde and Duffins Creeks) likely provide some localized linkage function in the predominantly agricultural landscape. In particular, TRCA indicated that Carruthers Creek Tributary (Station 24+197; Culvert C11) and Carruthers Creek (Station 24+582; Culvert C12) are locally important wildlife linkages. Of the two, they indicated that the tributary linkage was slightly more important than the main creek since it extends further upstream. As outlined earlier, the highway collision / mortality data suggest some large mammal movement is occurring in this vicinity. Although these systems are relatively open and somewhat disturbed presently, and the valleys are poorly defined, they do provide continuous local systems in the agricultural landscape and offer potential for future rehabilitation, particularly as development proceeds and pasturing activities cease. In general, TRCA indicated that their long term goals emphasize rehabilitation and increasing landscape connectivity. Most of the culverts likely provide passage for small mammals and herpetofauna. Tracks were observed in several of the larger culverts during site visits. However, in most cases the sparse and discontinuous nature of the riparian cover and limited topography / valley definition limit their functionality and anticipated use as wildlife movement corridors. However, TRCA noted that particularly in the future as the areas along the project limits that are not within the Greenbelt Plan area, wildlife movement will be restricted to the retained stream corridors, increasing the importance of these features as local linkages. 4.1.1.8.5 SPECIES OF CONSERVATION CONCERN
As noted in the flora section, Section 4.1.1.7.4, there were no SAR flora identified within the study area, nor have any been reported in the background information reviewed. Similarly, there were no SAR fauna identified within the study area. However one species, Redside Dace (Clinostomus elongates), that is designated threatened in Ontario and special concern by COSEWIC has been recorded from several streams in the study area (NHIC 2007). This species is also listed on Schedule 3 of the Species at Risk Act (SARA).
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Redside Dace is discussed in more detail in the Aquatic Habitat Assessment Report (Ecoplans 2007). As previously noted, a second SAR species, the Hooded Warbler, was recorded within one of the OBBA squares that covers the western half of the Highway 7 study area. Although the exact location of this breeding bird is not known, it is unlikely that it is found within proximity of the Highway 7 corridor. Hooded Warbler is an area sensitive species that breeds only in larger tracts of mature forest and prefers to nest in shrubby clearings of mature deciduous or mixed woodlands (Hughes, J.M. 2001, p.324) or mature hardwood forests with tall trees and a well-closed canopy (Environment Canada 2006). Furthermore, this species was not reported on NHIC mapping for the study area or immediately surrounding lands.
4.1.2
4.1.2.1
SOCIO-ECONOMIC ENVIRONMENT
POLITICAL JURISDICTIONS
The Study Area is located within the City of Pickering and the Town of Whitby within the Regional Municipality of Durham. The City of Pickering has a population of 87,838 (2006 Census), the Town of Whitby has a population of 111,184 (2006 Census), and the Regional Municipality of Durham has a population of 564,258 (2006 Census). Existing and future land use conditions were determined from Official Plans and aerial photographs. 4.1.2.2 ADJACENT LAND USES
Land use within the study area, from Brock Road to immediately east of the Highway 7/12 junction, is rural in character with various land use designations. The lands adjacent to Highway 7 are primarily Agricultural Area, Open Space, and Rural Residential Area. There is a mix of commercial and residential land uses centered on communities of Brougham, Greenwood and Brooklin, and natural vegetation that are predominant within undisturbed portions of watercourses bisecting the study area. The current development adjacent to the Highway 7 services the travelling public and provides a location for future development, which requires or can benefit from direct highway access. As noted in the Durham OP, south of Highway 7 from approximately Sideline 16 to Ashburn Road is designated as Major Open Space, and a large section of the land is located in the Greenbelt Plan area. Between Brock Road and Sideline 16, and areas between Ashburn Road to Highway 12 are identified as Employment areas, south of Highway 7. North of Highway 7 between Brock Road and Ashburn Road lands are primarily identified as
permanent agricultural reserve, with Major Open Space designated along the East Duffins Creek and Lynde Creek which intersects Highway 7. Designated Living Area is also located between Ashburn Road and Highway 12 north of Highway 7, and beyond Highway 12, south of Highway 7. Further to the Official Plan, future development of the Region of Durham transportation system includes: Highway 407 transit corridor extension, continuing from the existing terminus at Brock Road, north of Highway 7 at Sideline 16, heading eastward in parallel to Highway 7, then to a southerly direction; crossing Highway 7 between Cochrane Street and Ashburn Road Implement transit feeder service along Brock Road and Highway 12, north of Highway 7, and along the proposed Highway 407 extension corridor. Furthermore, a regional transit spine along Brock Road and Highway 12 / Ashburn Road, south of Highway 7, is identified in the Regions future transit system. A freeway is proposed east of Lake Ridge Road extending from Highway 407 southerly to Highway 401, with interchanges at Highway 407, Highway 7, 5th Concession Road, Taunton Road, Rossland Road, Highway 2, and at Highway 401. Investigation of the need for a by-pass south of the Kinsale Hamlet, near Highway 7, is also noted in the Region of Durham OP. Furthermore, a bypass east of the Greenwood Hamlet, northerly to 7th Concession Road; a bypass east of the Brougham Hamlet; and the extension of Sideline 14, southerly to 5th Concession Road, are also proposed.
Areas of high potential mineral aggregate resources are identified within the Study Limits. These aggregate resource areas are located within the following limits: i) north of Highway 7, east of Brougham Creek Tributary C and west of Paddock Road; and, ii) south of Winchester Road between east of Halls Road to just east of Garden Street. As noted in Section 3.3, the future federal airport site is defined within north of Highway 7, Sideline 26 to the west, Sideline 22 to the east and 7th Concession Road to the north. The Seaton Community is included in the City of Pickering Structure Plan for the Central Pickering Urban Area; approximately 3,000 ha in size. The boundary limits are from the C.P. Rail line to the south, West Duffins Creek to the west, north of the Hamlet of Green River to the north, and Sideline 16 to the east (Pickering OP, July 2005). Details regarding the unincorporated, rural settlements within the study limits include:
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The Brougham community / Hamlet extends south of Highway 7 to Highway 407 and northward immediately adjacent to the highway and between Brock Road and Brougham Road; The Greenwood community / Hamlet extends from immediately north of 6th Concession Road, east of Westney Road and westward to slightly beyond Greenwood Road to East Duffins Creek, and southward to 5th Concession Road along Greenwood Road; The Kinsale Hamlet residential boundary extends from south of Highway 7, northward to immediately east and west of Kinsale Road; and, Brooklin community is located within the Highway 7/12 junction, and is designated as an established major central, urban area
Institutional resources identified within or near the study limits include the Salem Church / Cemetery, located south of Highway 7 on Salem Road; a private elementary / day care located within the south-west corner of Highway 7 and Lake Ridge Road; and, a prayer garden located on the north side of Highway 7, east of Coronation Road. The main utilities along or crossing Highway 7 includes electrical cables (Veridian Connections; includes Pickering area), Whitby Hydro, Bell Canada, Rogers Cable, and Enbridge Gas. In the Town of Whitby, just beyond the eastern study limits, the following future urban development areas are noted (Town of Whitby OP, January 2003): i) ii) iii) iv) Southwest corner of Winchester Road and Highway 12; Immediately north of Colin Road and east and west of Thickson Road; Approximately 700 m south of Winchester Road, east and west of Highway 12; and, A small block, located south of Winchester Road, just west of Lynde Creek (between Highway 12 and Anderson Street).
South of Winchester Road and east of Ashburn Road, this area is designated as Prestige Industrial lands. These lands identified within the OP Secondary Plan are intended to provide the opportunity for various industrial land uses and to encourage greater consideration to adjacent Environmental Protections / Conservation Lands. (Town of Whitby OP, January 2003). North of Highway 7 and south of residential road, Herber Down Crescent, a parcel of land is designated as special purpose commercial. South of Winchester Road and east of Highway 12, this area is designated as Major Commercial area. North of Winchester Road to Columbus Road and between Ashburn and Thickson
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Road, these lands are designated as Residential. Mixed Residential and Major Commercial lands are located along Baldwin Street, north of Highway 7. Areas along streams / watercrossings and associated valleylands are considered Hazard Lands which are characterized to have poor drainage, unstable or organic soils, flood susceptibility, erosion, and steep slopes. These areas are intended for preservation, conservation and enhancement of the natural environment. Agriculture, recreation, conservation of soil, wildlife and fisheries habitats uses are permitted on these designated lands (Town of Whitby OP, January 2003). 4.1.2.3 NOISE
A preliminary noise analysis was conducted by MRC in January 2007 for the Preliminary Design Study for the widening improvements of Highway 7. Given the nature of the adjacent land uses (i.e. primarily rural agricultural lands), the area of impact for the noise analysis was defined with a perpendicular distance of 600 m from the closest edge of pavement. Based on a review of aerial photography and a field review, Noise Sensitive Areas (NSAs) within the 600 m limit includes approximately 85 isolated residential houses. There are residential subdivisions within Brooklin that are adjacent to Highway 7, some of which have residential houses having reverse frontage to Highway 7. Residential houses are also located within the communities of Greenwood and Kinsale. The review of the study area did not identify any other types of NSAs (e.g. outdoor living areas associated with apartments, nursing homes, etc.) within the Study Area. For the purposes of analysis, noise calculations were carried out at forty (40) receiver locations to represent the NSAs within the study limits. The receiver locations generally represent the residential houses that are closer to Highway 7 given that these houses have higher traffic noise from Highway 7, and represent a worst-case scenario. In carrying out sound level predictions, noise modelling was undertaken for the following scenarios: Future Noise Levels (Year 2021) without Highway 7 improvements Future Noise Levels (Year 2021) with Highway 7 improvements
As per the MOE / MTO Noise Protocol, future noise levels from the proposed undertaking are based on traffic projections 10 years after construction of the undertaking. Given the anticipated timeframe for the completion of this project, Year 2021 traffic projections have been used in assessing future noise levels. This noise analysis is based on the scenario
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that the proposed Highway 407 extension from Brock Road to Highway 35 is not built by Year 2021 to represent a worst-case scenario. The findings of the MRC February 2007 Noise Assessment Report have shown that the projected noise level increases in the range from +0.8 dBA to +2.0 dBA. Since the projected changes in noise levels as a result of the proposed improvements are less than 5 dBA, the consideration of noise mitigation is not warranted based on MTO/MOE noise criteria. 4.1.2.4 WASTE AND PROPERTY CONTAMINATION
The Study Area was reviewed to determine potential waste and site contamination issues. The information collected was based on secondary source information, including aerial photography, a previous review of MTO Environmental Scoping Report (May 2005), national database Ecolog ERIS, Technical Standards and Safety Authority (TSSA) records, Regional and Municipal Official Plans, correspondence and data from MOE, Federal Contaminated Sties and Solid Waste Landfills Inventory, and field reconnaissance. The information was acquired to identify any potential contaminant issues and/or areas. Ecoplans carried out an inspection of the Study Area on November 9, 2006. The purpose of the inspection was to look for any visual indications of actual or potential contamination within the Study Area. Key findings with potential environmental concerns obtained from these sources are highlighted below. Ecoplans did not identify any areas of actual soil and groundwater contamination within and surrounding the Study Area; however, sources of potential soil and groundwater contamination were noted. Commercial / Industrial Land Use Potential soil and groundwater contamination may exist within and surrounding the study area as a result of current and historical industrial / commercial land uses. Below is a list of typical chemical compounds associated with industrial/commercial activities and operations observed during the study area inspection, and noted during the background information review. Registered Waste Generators petroleum hydrocarbons, solvents, compressed gases, and hazardous solid, liquid and aerosol products. Fuel Service Stations BTEX (benzene, toluene, ethylbenzene, xylene) compounds, petroleum hydrocarbons, hydraulic oils and lubricants, lead and acid, and compressed gases. Automotive Wrecking Yards BTEX compounds, petroleum hydrocarbons, oils and lubricants, battery acid, and liquid wastes.
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Manufacturing and Construction Facilities toluene, acetone, gasoline and diesel fuel, oils and lubricants, waste oils and sludge, and hydrochloric / phosphoric acid.
Most commercial / industrial operations have air conditioning units, which may use refrigerant such as Freon that can pose a risk to the environment if not properly disposed of. Due to the typical activities and operations associated with the above-noted land uses within and surrounding the study area, there is a high potential that some or any of their products and wastes may have been released into the environment, impacting the soil and groundwater. The most likely pathway for potential contaminants from these land uses is through perched / shallow groundwater; surface water run-off along drainage ditches utility conduits (e.g. sewer and water lines); and adjacent watercourses and water bodies. Historical Agricultural Operations A large proportion of the study area has, and continues to be dominated by agricultural operations since the 1940s. The pesticides and herbicides used in these operations can accumulate in the environment and remain for long periods of time. These contaminants can be transported farther from their initial source by precipitation, surface water runoff, wind and dust generation, and groundwater. However, due to a decrease in the intensity of the agricultural operations and the overall increase in idle land, there is a low potential for soil and groundwater contamination. Private Heating Oil Tanks Several residences and businesses were observed to be using heating oil tanks as a source of fuel or energy during the study area inspection. Potential soil and groundwater contamination may exist within the Study Area associated with heating oil tanks. Contamination of the soil and groundwater may occur due to heating oil tank spillage or leaking, and poor placement of the tank (e.g. near a watercourse). The most common contaminants associated with heating oil tanks include petroleum hydrocarbons. No obvious signs of spills, or inadequate placement of heating oils tanks were observed at the time of the study area inspection. 4.1.2.5 ARCHAEOLOGICAL / HERITAGE RESOURCES
The analysis of cultural heritage resources in the Study Area addresses those aboveground, person-made heritage resources over 40 years old. A windshield survey of the study corridor to identify any of built heritage resources and principal cultural heritage resources and principal cultural heritage landscapes within the right-of-way, was carried out on March 15, 2006, and a Heritage Assessment report was
completed in April 2007. A preliminary archaeological assessment was also completed on May 14, 2006. 4.1.2.5.1 HISTORICAL SUMMARY
Pickering Township was not settled to any great degree until after the mid 1820s. Settlement in the Pickering and Whitby townships began to steadily increase after 1825. A shift from the pioneer stage of subsistence agriculture (farms typically comprised of a small clearing with stumps, a log shanty or house, a small stable and/or barn and small agricultural fields) to a commercial agriculture, such as wheat, in the mid 1800s. This shift resulted in larger, better-constructed farmhouses, larger barns and agricultural fields. The rural areas of both townships continued to thrive into the latter part of the 19th century before there was an economic downturn and population loss due to migration westward and to the growing urban areas. Both Pickering and Whitby Townships generally remained agricultural in nature throughout the twentieth century with little change in the established character of the lands. (Cultural Heritage Assessment Report Built Heritage & Cultural Heritage Landscapes, Unterman McPhail, March 2007). 4.1.2.5.2 Brougham The village of Brougham was established in the 1830s at the intersection of Brock Road and the Sixth Concession. A nucleus of the hamlet had developed at the crossroads, at approximately 1835 to 1840s onward, which included a saw and gristmill, a post office, medicine factory, a stream saw mill, wooden-ware factory, carriage factory, harness shop, shoe and boot shop, and Broughams main economic mainstay, its stores and hotels. The village remained as a viable community into the second half of the century. The Province of Ontario acquired part of Brougham south of Highway 7 as part of the North Pickering Project and the federal government for a new Toronto International Airport site, in the early 1970s. (Cultural Heritage Assessment Report, Unterman, June 2007) Greenwood Settlers from Yorkshire, England and Ireland principally settled the Greenwood (formerly known as the settlement of Norwood) area in the 1830s. A log schoolhouse was built on the northeast corner of Salem Road in the 1800s, a post office, mills, from 1840 to 1847. The nucleus of the Greenwood village was formed in the 19th century. The village maintained its HAMLETS AND VILLAGES
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position as a commercial centre in the surrounding area into the early 1900s. (Cultural Heritage Assessment Report, Unterman, June 2007) Kinsale (Salem) The first church with a cemetery was built to the west of the present community at Salem Corners in 1849. A second church was built at Kinsale in 1954. A post office also opened in 1856. The hamlet of Kinsale flourished in the latter part of the 19th century with a Temperance Hall, harness shop, cheese factory, cider mill, general store and post office, blacksmith and carpenters, and wagon and harness shops, shoe store, church and a number of residences. Many of stores and facilities closed, moved and or were acquired by the community at present. (Draft Cultural Heritage Assessment Report, Unterman, March 2007) Brooklin The settlement was first settled in 1832 in the west part of Whitby Township. Establishments, from the 1840s onward, included a post office, grist mills, tanneries, planning mill, several stores, hotels, telegraph office, job printing office and various other trades. Various churches were also built between 1845 to 1870. Housing development arrived in the area of Brooklin in the 1950s with the construction of a subdivision to the west of Baldwin Street. Housing development resumed in the mid-1990s, and continued into the late-1990s with development reaching Ashburn Road to the west in 2000. (Cultural Heritage Assessment Report, Unterman, June 2007) Built Heritage and Cultural Heritage Landscapes As noted in Section 4.1.2.2, the lands throughout the study area are primarily agricultural in use, with some leased within the federal lands around Brougham. Residential and commercial uses are located in unincorporated population centres of Brougham, Greenwood and Kinsale in Pickering and Brooklin in Whitby. The area west of Brooklin on Highway 7 has undergone a significant growth in residential development in more recent years. The historic core of Brooklin is located on Highway 12 just north of the Highway; however, 19th and 20th century buildings, primarily residences, are situated along Highway 7 east of Highway 12 within the study corridor. Highway 7 through Pickering has numerous 19th century buildings, usually a part of a farmstead or a former farmhouse. A former schoolhouse presently houses a private school on the southwest corner of Highway 7 and Lake Ridge Road. Kinsale comprises a few residences and a commercial business at Audley/Kinsale Road. The Salem Church and Cemetery is located just south of Highway 7 at Salem Road. The former hamlet of Salem was located at the intersection of Highway 7 and Salem Road. The Pickering Museum Village is located to the south of Highway 7 at the 6th Concession west of Greenwood.
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During the survey, sixteen (16) Cultural Heritage Landscapes (CHL) comprising of seven (7) farm complexes, six (6) roadscapes, one (1) park, and two (2) hamlet/historical settlements - and sixteen (16) Built Heritage Resources (BHR) comprising of twelve (12) residence, three (3) barns, and one (1) former schoolhouse, were identified. Refer to Appendix G (under separate cover Volume 2). Archaeological Resources A preliminary Stage 1 archaeological investigation was completed in 2006. Furthermore, a survey of the Ministry of Culture archaeological site registry files revealed that there are no registered sites located within the study corridor. There are, however, fifteen (15) registered sites within a two kilometre radius of the study corridor. Three of the sites are simply classified as unknown because no temporal or cultural information was recorded; of the twelve (12) registered sites for which the age was determined, four (4) are nineteenth century Euro-Canadian homesteads and the remaining sites are prehistoric. Two (2) of the historic sites are located adjacent to the corridor, one at each end; however, they were found during the assessment of adjacent land as part of the development process and therefore are not located directly within the highway corridor. Two (2) Paleo-Indian Hi-Lo Sites (8,000 B.C.), two (2) Early Archaic (7000-6000 B.C.), one (1) Middle Archaic (2500 B.C.), and three (3) Late Woodland Iroquoian villages or cabin sites (900-1600 A.D.) prehistoric sites were identified (Stage 1 Archaeological Assessment, New Directions Archaeology Ltd., December 2006 and MTO 2001).
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5.0
ALTERNATIVES TO THE UNDERTAKING AND GENERATION AND EVALUATION OF PRELIMINARY DESIGN ALTERNATIVES
ALTERNATIVES TO THE UNDERTAKING
5.1
The environmental assessment process requires that alternatives to the proposed undertaking be considered for a project of this type. These alternatives are considered to ensure that there is reasonable and sufficient justification to proceed with the project. For this project, the undertaking is defined as improving Highway 7 between Brock Road and Highway 12. The alternatives were based on the ability to resolve the transportation concerns discussed in Chapter 3.0 for this portion of the Highway. The transportation issues identified for this study are the need to accommodate increasing traffic volumes and to improve traffic operations based on the following: y y y y y The ability to provide reliable, efficient, long-term, interregional and international transportation service; The ability to provide safe and efficient transportation for local residents and businesses; The ability to minimize or mitigate negative impacts; The degree of compatibility with the existing infrastructure; and To meet the Government of Ontarios Growth Plan for the Greater Golden Horseshoe (June 2006) strategic objective.
The following Alternatives to the Undertaking were considered: y y y y y y y Do Nothing; Travel Demand Management (TDM); Travel Operations Improvements; Adjacent Road System Improvements; Transit Expansion; Highway Capacity Improvements; and Highway Capacity Improvements and Vehicle Occupancy Increase.
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Do Nothing This alternative implies a scenario whereby Highway 7 would remain as is and no other transportation improvements beyond what are already planned are made in the area. As traffic is expected to continue to increase, to do nothing would result in a further increase in the amount of congestion. This in turn would result in an increase in travel time, congestion, collisions, fuel wastage and increased vehicle emissions. The negative consequences of the Do Nothing approach clearly suggest that actions must be taken in order to address the existing and projected traffic deficiencies of Highway 7. Travel Demand Management (TDM) TDM strategies include measures aimed at improving the operation of the current transportation system by managing travel demand independent of actually expanding or constructing new infrastructure. The emphasis of TDM strategies is to reduce overall demands on the highway network, shift demands to time periods outside of the critical congestion periods, and shift demands to alternative modes of transportation, mainly transit, cycling and walking. Several strategies include: y y y Shifting demands to alternative modes of transportation; Spreading peak period demand over longer periods, through staggered work hours; Shifting existing / future transportation origin/destination patterns to areas with fewer transportation infrastructure/operation concerns, and/or where better transportation opportunities exist (e.g., encouraging development in target areas); Eliminating any increase in transportation demand (e.g., through caps on development); and Directly managing the use of the existing transportation system so as to maintain demand at a level balanced with capacity (e.g., through limiting access).
y y
This alternative, if fully implemented and practised by the general public, could provide considerable benefits to road capacity. However, it would require considerable changes in policy and behaviour, and would therefore, not address the near-term needs of Highway 7. Travel Operations Improvements The implementation of a traffic management system (e.g., electronic message signs) would inform the driver of problems ahead. This would extend the time frame for Highway 7 improvements but would not eliminate the need for long-term improvements.
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Highway 7 Widening

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Highway 7 Widening

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HIGHWAY 7 WIDENING FROM BROCK ROAD TO HIGHWAY 12

City of Pickering, Town of Whitby Region of Durham

TRANSPORTATION ENVIRONMENTAL STUDY REPORT

MINISTRY OF TRANSPORTATION CENTRAL REGION

HIGHWAY 7 WIDENING FROM BROCK ROAD TO HIGHWAY 12

TRANSPORTATION ENVIRONMENTAL STUDY REPORT

Ministry of Transportation Central Region

J.A. (Sandy) Nairn, MCIP, RPP

Kevin Rodger, P. Eng.

Janice Munro, P. Eng.

Lou Politano, P. Eng.

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

THE PUBLIC RECORD

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

MCL: Ministry of Culture

PROPOSED MITIGATION / COMMITMENTS TO FUTURE WORK

Erosion and Sediment Control (Section 8.1.1 of the TESR)

McCormick Rankin Corporation Ecoplans Limited

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

McCormick Rankin Corporation Ecoplans Limited

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

McCormick Rankin Corporation Ecoplans Limited

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

McCormick Rankin Corporation Ecoplans Limited

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

Wildlife Habitat (Sections 4.1.1.8 & 8.1.4 of the TESR)

McCormick Rankin Corporation Ecoplans Limited

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

Drainage (Sections 7.6 & 8.1.6 of the TESR)

Ecosystem Planning (Sections 4.1.1.1 & 8.1.8 of the TESR)

McCormick Rankin Corporation Ecoplans Limited

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

PROPOSED MITIGATION / COMMITMENTS TO FUTURE WORK minimized.

MOE MTO RES/BUS

Air Quality (Section 8.2.1.3 of the TESR)

McCormick Rankin Corporation Ecoplans Limited

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

McCormick Rankin Corporation Ecoplans Limited

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

McCormick Rankin Corporation Ecoplans Limited

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

McCormick Rankin Corporation Ecoplans Limited

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

4.1.2.3 4.1.2.4 4.1.2.5 5.0

McCormick Rankin Corporation Ecoplans Limited

Highway 7 Widening From Brock Road to Highway 12 G.W.P. 2110-05-00

Transportation Environmental Study Report

McCormick Rankin Corporation Ecoplans Limited