mclaughlin road and spine road municipal class ... · ultimately construction of the project. the...

Prepared for:

Town of Caledon

6311 Old Church Road, Caledon, ON L7C 1J6 6/19/2019

McLaughlin Road and Spine Road Municipal

Class Environmental Assessment –

Environmental Study Report

Widening of McLaughlin Road and Construction of the

New East-West Spine Road (Mayfield West Phase 2)

Project No. TPB166090

McLaughlin Road and Spine Road Municipal Class

Environmental Assessment – Environmental

Study Report

Town of Caledon

Widening of McLaughlin Road and Construction of new East-West

Spine Road (Mayfield West Phase 2)

Project No. TPB166090

Prepared for:

Town of Caledon

6311 Old Church Road, Caledon, ON L7C 1J6

Prepared by:

Wood Environment & Infrastructure Solutions

a Division of Wood Canada Limited

3450 Harvester Road, Suite 100

Burlington, ON L7N 3W5 Canada

T: 905-335-2353

6/19/2019

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McLaughlin Road and Spine Road Municipal Class Environmental Assessment –


Town of Caledon

Project No. TPB166090 | 6/19/2019 Page i

Executive Summary

Wood Environment & Infrastructure Solutions (Wood) was retained by the Town of Caledon to undertake

a Schedule “C” Environmental Assessment (EA) for the widening of McLaughlin Road and the construction

of the new Spine Road, including connection of the Spine Road to the Highway 410 interchange. The

project is necessary to service the Mayfield West Phase 2 (MW2) development, which is anticipated to

accommodate 18,000 residents and 4,700 jobs. The Class EA was undertaken to fulfill Phases 3 and 4 of

the Municipal Class EA process, to provide a preferred preliminary design and environmental

commitments to guide completion of the detailed design and contract package preparation, and

ultimately construction of the project.

The Town of Caledon completed the Mayfield West Phase 2 Transportation Master Plan (MW2-TMP) in

2016, which fulfilled Phase 1 (Problem or Opportunity Statement) and Phase 2 (Alternative Solutions) of

the Municipal Engineers Association (MEA) Municipal Class Environmental Assessment (Class EA) process.

The purpose of the MW2-TMP was to provide a comprehensive transportation strategy accommodating

both vehicular traffic and provisions for the pedestrian / cyclist communities and to service the new MW2

development. In the MW2 development, Spine Road was proposed to connect to Hurontario Street /

Valleywood Boulevard immediately south of the interchange with Highway 410, however, through

consultation with MTO, further modifications to the interchange of Highway 410 / Valleywood Boulevard /

Hurontario Street were considered and determined to be preferred.

The problems and opportunities to be addressed as part of this project are as follows:

• Future traffic operations, safety, travel demand, transit and active transportation;

• Geometric deficiencies;

• Pavement condition; and

• Drainage deficiencies and opportunities for stormwater management.

Consultation

A Public Information Centre was held in July 2018 and provided information regarding the evaluation of

alternative design concepts and identification of the recommended design concept. Regular meetings

were held with the Ministry of Transportation and the Landowners Group to provide updates and to seek

input on the study. Indigenous communities were also consulted throughout the study, including a

meeting with the Mississaugas of the Credit First Nation to review the project.

Policies / Plan Review

This Environmental Study Report (ESR) examined the various background reports / policies / regulations

and related studies for consistency in the recommendations and guidelines. The study proceeds in

conformance with the various policies.

Planning Alternatives

The planning alternatives from the MW2-TMP were further assessed in order to validate and determine

the correct solution. A full set of planning alternatives were evaluated to determine the preferred planning

solution. Seven alternatives were explored using a common set of criteria in the areas of transportation,

conformity with existing Town policies and plans, the socio- economic environment, the natural

environment and capital costs.



Town of Caledon

Project No. TPB166090 | 6/19/2019 Page ii

After careful consideration of the alternatives based on the evaluation criteria and in consultation with

agencies and stakeholders, Alternative 7 was selected as the preferred planning solution.

Alternative 7: Combination of - Improved transit services, improved active transportation, travel demand

management and widening of McLaughlin Road, construction of Spine Road and

interchange improvements.

Alternative Design Concepts

The study investigated alternative design concepts for achieving Alternative 7. Several different

alternatives were considered for horizontal alignments, structural alternatives and interchange

modifications. For each option chosen, with proper environmental constraint avoidance and mitigation

planning measures employed, the benefits of the preferred alternatives outweigh their potential impacts

to the natural and cultural environment.

The horizontal alignment chosen for McLaughlin Road was Alternative 1 (widen to a four-lane urban

cross section).

The horizontal alignment chosen for Spine Road was Alternative 3 (Revised alignment, based on input

from agencies and Town of Caledon).

The alternative chosen for the connection of the Spine Road to Hurontario Street and Highway 410 was

Alternative 2 (Connect Spine Road to Valleywood Boulevard, with Hurontario Street ending at the

intersection with Spine Road and reconfiguration of the interchange). To accommodate this alternative, a

new flyover structure is required to support the new northbound on-ramp from Hurontario Street /

Valleywood Boulevard / Spine Road to Highway 410. This flyover will consist of a two-span structure, with

abutments on either side of Highway 410 and a centre pier in the median of the highway. The

approximate total span of the flyover will be 78.5m. Several alternatives were explored to identify the

chosen structural cross section. Alternative 3 (slab on steel box girders) was recommended.

Design Criteria

The ESR outlines the proposed design criteria for the preliminary design of McLaughlin Road, Spine Road

and the interchange modifications based on the TAC Geometric Design Guide for Canadian Roads (2017),

the MTO Design Supplement (June 2017) and the Town of Caledon standards. Additionally, intersection

designs have been developed to provide an acceptable level of service at each intersection and storage

lengths were calculated based on 95th percentile queue lengths.

Property Requirements

Property purchase required has been minimized to the degree possible, however, some additional

property will be required from both private and public landowners at various locations. During detailed

design, property requirements (including permission to enter requirements) will be confirmed.

Active Transportation

Active transportation facilities will be included along McLaughlin Road and Spine Road, as well as through

the interchange. During the detailed design phase, designers will confirm that the design meets the

minimum requirements as defined by the Accessibility for Ontarians with Disabilities Act (AODA).



Town of Caledon

Project No. TPB166090 | 6/19/2019 Page iii

Pavement Design

A preliminary pavement design was completed for McLaughlin Road and Spine Road as part of the

geotechnical investigation. The pavement structure for the roads within the interchange was not

determined as part of this study and will need to be determined as part of the detailed design.

Hydrogeology

A preliminary Hydrogeology Assessment has been completed for this study, which concluded that the

dewatering effort is expected to be low, and neither a Permit to Take Water nor an Environmental Activity

and Sector Registry will be required if the excavations of subsurface infrastructure are limited to

excavations of up to 30 metres (m) at a time. The report recommended that a private well survey

completed to establish the number of active wells that are present nearby, and the quality and quantity of

the water produced by these wells, as well as an assessment of the conditions of these wells.

Stormwater Management

A Stormwater Management Report has been completed for this study, which recommends the following

stormwater management strategies and hydraulic improvements:

• Neither the subject segment of McLaughlin Road nor the Spine Road traverse regulated watercourses,

hence no permanent hydraulic structures (i.e. bridges or open footing culverts) are required;

• It is recommended that the stormwater management plan for the future expansion of McLaughlin

Road and the Spine Road be incorporated into the drainage and stormwater management plan for

the adjacent development areas, in accordance with the recommendations of the MW2 Area

Comprehensive Environmental Impact Study and Management Plan and the MW2 Functional

Servicing Plan;

• Low Impact Development Best Management Practices (LID BMP’s) are recommended to mitigate

thermal enrichment of storm runoff, as well as to manage water budget;

• The proposed works are anticipated to coincide with the urbanization within the adjacent

developments, hence no interim works are anticipated to be required;

• Provide an enhanced level of stormwater quality control for the proposed works, as well as to address

conveyance capacity constraints of existing drainage infrastructure;

• The existing wet pond within the limits of the interchange should be expanded to address both

additional quality and quantity control; and

• Detailed design will include supporting hydrologic and hydraulic analyses, establish storage

requirements for the stormwater management facility and verify the conveyance capacity and

hydraulic grade line.

Utilities

Based on a preliminary review, relocation or protection of various utilities will be required during the

detailed design phase, including but not limited to Bell Canada, Enbridge, Alectra Hydro and Region of

Peel watermain.

Illumination

Full illumination will be installed along McLaughlin Road, Spine Road and within the interchange as part

of the construction works. Any existing lighting will remain operational at all times during construction.



Town of Caledon

Project No. TPB166090 | 6/19/2019 Page iv

Structural

The structural design of the Highway 410 northbound flyover will consist of a two-span structure, with

abutments on either side of Highway 410 and a centre pier in the median of the highway. Additionally, in

order to facilitate the new north to east on-ramp, portions of the existing overpass will need to be

modified.

Construction Staging

A detailed staging plan will be completed as part of the detailed design process, which will provide for

maintenance of traffic on all existing roadways and ramps.

Environmental Issues and Commitments

A number of potential impacts and mitigation measures have been identified in relation to land use,

noise, archaeology, built and cultural heritage and natural environment. In terms of land use, the following

impacts to property have been documented within the study area and will be reviewed during the

detailed design process:

• Property purchase along both sides of McLaughlin Road, Spine Road and adjacent to the interchange

- Purchase will be completed in accordance with Town policy;

• Driveway reconstruction / grading (both asphalt and gravel) - Driveways will be reconstructed to

match existing materials;

• Impact to landscape features (fencing, gates and retaining walls) - Landscape features will be

modified and / or reconstructed as indicated on the preliminary design drawings;

• Impact to or removal of trees and residential landscape plantings at various properties - A tree

preservation plan and landscape planting plan will be prepared in detailed design; and

• Coordination with development plans.

No permanent noise impacts requiring mitigation have been identified. The contract documents will

identify the contractor’s responsibilities with respect to controlling temporary construction noise. The

contract documents will also explicitly state that compliance with all applicable law is an expectation of

the contract including adherence to the Town of Caledon Noise By-Law 86-110 [2] and MOECC

Publication NPC-115.

Some areas within the limits of the interchange improvements have been identified for a Stage 2

Archaeological Assessment and will be carried out as part of the detailed design phase.

Similarly, a number of cultural heritage resources were identified and will be further investigated as part of

the detailed design phase.

Numerous aquatic and terrestrial issues are identified with corresponding mitigation measures to protect

species, such as birds, bats and fish. Erosion and sediment control (ESC) measures are proposed to

prevent sedimentation, ensure vegetation is reestablished and all disturbed grounds are stabilized.



Town of Caledon

Project No. TPB166090 | 6/19/2019 Page v

Table of Contents

1.0 Introduction and Background ......................................................................................................................................... 1

1.1 Introduction ........................................................................................................................................................... 1

1.2 Study Organization ............................................................................................................................................. 2

1.3 Study Background and Purpose .................................................................................................................... 2

1.4 Environmental Assessment ............................................................................................................................. 2

1.4.1 Class Environmental Assessment Process................................................................................. 3

1.4.2 Environmental Study Report .......................................................................................................... 4

1.4.3 Filing of the ESR .................................................................................................................................. 4

1.4.4 Part II Order Request ........................................................................................................................ 6

1.5 Previous Studies and Adjacent Projects ..................................................................................................... 6

2.0 Stakeholder and Agency Consultation ........................................................................................................................ 6

2.1 Consultation .......................................................................................................................................................... 6

2.1.1 Mailing List ............................................................................................................................................ 7

2.2 Indigenous Engagement .................................................................................................................................. 7

2.2.1 Identification of Indigenous Communities ............................................................................... 7

2.3 Agency Consultation .......................................................................................................................................... 8

2.3.1 Meetings ................................................................................................................................................ 8

2.3.2 Ministry of Transportation Consultation ................................................................................... 9

2.3.3 Utilities Consultation .......................................................................................................................10

2.4 Public and Landowner Consultation ..........................................................................................................10

2.4.1 Public Information Centre .............................................................................................................11

3.0 Existing Conditions ............................................................................................................................................................17

3.1 Study Area ............................................................................................................................................................17

3.2 Land Use and Development Plans .............................................................................................................17

3.2.1 Town of Caledon Official Plan (2016) .......................................................................................17

3.2.2 Region of Peel Official Plan (2016) ............................................................................................18

3.2.3 Mayfield West Phase 2 – Secondary Plan Transportation Master Plan (2015) ........18

3.2.4 Caledon Transportation Needs Study Update – Town of Caledon and Region of

Peel (2009) ...........................................................................................................................................18

3.2.5 Region of Peel Sustainable Transportation Strategy (2018) ...........................................19

3.2.6 Region of Peel Long Range Transportation Plan (2012) ...................................................19

3.2.7 Region of Peel Road Characterization Study (2013) ..........................................................19

3.3 Provincial Land Use Planning Initiatives ...................................................................................................20

3.3.1 Provincial Policy Statement (2014) ............................................................................................20

3.3.2 Growth Plan for the Greater Golden Horseshoe (2017) ....................................................20

3.3.3 The Greenbelt Plan (2017) ............................................................................................................21

3.4 Existing Land Use ..............................................................................................................................................21

3.4.1 Proposed Development .................................................................................................................22

3.5 Transportation ....................................................................................................................................................23

3.5.1 Existing Roadway Network ...........................................................................................................23

3.5.2 Existing Railway Network ..............................................................................................................23

3.5.3 Existing Traffic Conditions ............................................................................................................23

3.5.4 Future Traffic Conditions ...............................................................................................................24

3.5.5 Existing Transit and Active Transportation Network ..........................................................24

3.6 Natural Environment ........................................................................................................................................24

3.6.1 Terrestrial Resources .......................................................................................................................25



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Project No. TPB166090 | 6/19/2019 Page vi

3.6.2 Aquatic Resources ............................................................................................................................25

3.7 Cultural Heritage Report ................................................................................................................................25

3.8 Stormwater Management Assessment .....................................................................................................26

3.9 Archaeological Assessment ...........................................................................................................................27

3.10 Geotechnical Investigation ............................................................................................................................27

3.10.1 Visual Pavement Condition Survey............................................................................................27

3.10.2 Subsurface Conditions....................................................................................................................27

3.10.3 Environmental Chemical Analysis ..............................................................................................28

3.11 Hydrogeological Assessment .......................................................................................................................28

4.0 Development and Evaluation of Alternative Planning Solutions ....................................................................29

4.1 Problem and Opportunity Statement .......................................................................................................29

4.2 Evaluation Criteria .............................................................................................................................................29

4.3 Identification of Alternatives ........................................................................................................................30

5.0 Development and Evaluation of Alternative Design Concepts .......................................................................31

5.1 Horizontal Alignment Alternatives .............................................................................................................31

5.1.1 McLaughlin Road ..............................................................................................................................31

5.1.2 Spine Road ..........................................................................................................................................33

5.1.3 Interchange Modifications ............................................................................................................35

5.2 Structural Alternatives .....................................................................................................................................35

5.3 Stormwater Management Alternative Assessment .............................................................................35

5.3.1 General Stormwater Management Opportunities...............................................................35

5.3.2 Alternative Stormwater Management Practices ...................................................................36

5.3.3 General Assessment ........................................................................................................................37

6.0 Description of Preferred Design ..................................................................................................................................39

6.1 Major Features of the Recommended Plan ............................................................................................39

6.1.1 Design Criteria ...................................................................................................................................39

6.1.2 Vertical Alignment............................................................................................................................44

6.1.3 Typical Cross Section ......................................................................................................................44

6.1.4 Intersection and Sideroads ...........................................................................................................49

6.1.5 Transit....................................................................................................................................................51

6.1.6 Private Entrances ..............................................................................................................................52

6.1.7 Property Requirements ..................................................................................................................52

6.1.8 Active Transportation......................................................................................................................54

6.1.9 Accessibility for Ontarians with Disabilities Act Measures ...............................................56

6.1.10 Pavement Design ..............................................................................................................................56

6.1.11 Utilities ..................................................................................................................................................57

6.1.12 Agency Approvals ............................................................................................................................58

6.1.13 Illumination .........................................................................................................................................58

6.1.14 Preferred Design Impacts on Local Air Quality Conditions .............................................58

6.1.15 Structural Design ..............................................................................................................................59

6.1.16 Construction Staging ......................................................................................................................60

6.1.17 Preliminary Cost Estimate .............................................................................................................61

6.2 Potential Impacts and Mitigation Measures .........................................................................................61

6.2.1 Land Use ..............................................................................................................................................61

6.2.2 Air Quality ............................................................................................................................................61

6.2.3 Noise Assessment ............................................................................................................................62

6.2.4 Archaeological Assessment ..........................................................................................................63

6.2.5 Built and Cultural Heritage ...........................................................................................................63



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Project No. TPB166090 | 6/19/2019 Page vii

6.2.6 Natural Environment .......................................................................................................................64

6.2.7 Hydrogeology ....................................................................................................................................67

6.2.8 Stormwater Management .............................................................................................................68

6.2.9 Monitoring ..........................................................................................................................................69

6.2.10 Source Water Protection ...............................................................................................................69

6.2.11 Climate Change .................................................................................................................................69

7.0 Summary of Environmental Issues and Commitments to Environmental Impacts and Mitigation

Measures ...............................................................................................................................................................................70

8.0 References ............................................................................................................................................................................74

List of Figures

Figure 1-1 Key Plan .............................................................................................................................................................................. 1

Figure 1-2 Municipal Class Environmental Assessment Process ....................................................................................... 5

Figure 3-1 Existing Land Use ........................................................................................................................................................ 22

Figure 6-1 McLaughlin Road Cross Section ............................................................................................................................ 46

Figure 6-2 Spine Road Cross Section ........................................................................................................................................ 47

Figure 6-3 Spine Road Cross Section ........................................................................................................................................ 48

Figure 6-4 Preliminary Property Requirements ..................................................................................................................... 53

Figure 6-5 Proposed Bus Stop Locations and Active Transportation Facilities……………………………………………55

List of Tables

Table 2-1 Consultation Schedule ................................................................................................................................................... 7

Table 2-2 TAC Meeting Invitation and Attendees ................................................................................................................... 9

Table 2-3 MTO Consultation Summary ....................................................................................................................................... 9

Table 2-4 PIC Comment Summary ............................................................................................................................................. 11

Table 4-1 Evaluation Criteria for Alternatives ........................................................................................................................ 29

Table 5-1 McLaughlin Road Alternative Alignment Assessment ................................................................................... 32

Table 5-2 Spine Road Alternative Alignment Assessment ................................................................................................ 34

Table 6-1 Design Criteria – McLaughlin Road ....................................................................................................................... 39

Table 6-2 Design Criteria – Spine Road .................................................................................................................................... 40

Table 6-3 Design Criteria – Valleywood Boulevard.............................................................................................................. 40

Table 6-4 Design Criteria – Hurontario Street ....................................................................................................................... 41

Table 6-5 Design Criteria – N-E/W/S Ramp ............................................................................................................................ 41

Table 6-6 Design Criteria – S/E-N Ramp .................................................................................................................................. 42

Table 6-7 Design Criteria – N-E Ramp ...................................................................................................................................... 43

Table 6-8 Design Criteria – S-E Ramp ....................................................................................................................................... 43

Table 6-10 Recommended Minimum Structural Pavement Design for McLaughlin Road .................................. 56

Table 6-11 Recommended Minimum Structural Pavement Design for Spine Road .............................................. 57

Table 6-12 Required Agency Approvals / Permitting Requirements ............................................................................ 58

Table 7-1 Summary of Environmental Issues and Commitments to Environmental Impacts and Mitigation

Measures ........................................................................................................................................................................... 70



Town of Caledon

Project No. TPB166090 | 6/19/2019 Page viii

List of Appendices

Appendix A - Notice of Study Commencement

Appendix B - Indigenous Consultation

Appendix C - Agency and Landowner Meeting Minutes and Comments

Appendix D - Transportation and Traffic Study

Appendix E - Natural Environment Report

Appendix F - Cultural Heritage Report

Appendix G - Stormwater Management Assessment

Appendix H - Active Transportation Review

Appendix I - Archaeological Assessment

Appendix J - Public Consultation

Appendix K - Geotechnical Investigation Report

Appendix L - Preliminary Cost Estimate

Appendix M - Noise Impact Report

Appendix N - Traffic Safety Assessment

Appendix O - Hydrogeological Assessment

Appendix P - Structural Overpass Design Report

Appendix Q - Utilities Consultation

Appendix R - Climate Change Review



Town of Caledon

Project No. TPB166090 | 6/19/2019 Page ix

List of Acronyms

AASHTO American Association of State Highway and Transportation Officials

AODA Accessibility for Ontarians with Disabilities Act

CHER Cultural Heritage Evaluation Reports

Class EA Municipal Class Environmental Assessment

CVCA Credit Valley Conservation Authority

EA Environmental Assessment

EASR Environmental Activity and Sector Registry

ECCC Environment and Climate Change Canada

ESA Endangered Species Act, 2007

ESC Erosion and Sediment Control

ESR Environmental Study Report GEV Generalized Extreme Value

ha hectare

LID BMP Low Impact Development Best Management Practices

LOS Level of Service

LRTP Long Range Transportation Plan (Region of Peel)

m metres

MBCA Migratory Birds Convention Act

MCFN Mississaugas of the Credit First Nation

MECP Ministry of Environment, Conservation and Parks

MNO Métis Nation of Ontario

MNRF Ministry of Natural Resources and Forestry

MTO Ministry of Transportation

MW2 Mayfield West Phase 2

MW2-TMP Mayfield West Phase 2 Transportation Master Plan

OLA Outdoor Living Area

OPSS Ontario Provincial Standards and Specifications

PIC Public Information Centres

PPS Provincial Policy Statement

PSW Provincially Significant Wetlands

PTTW Permit to Take Water

RCS Road Characterization Study (Region of Peel Road)

ROW Right-of-way

SAR Species at Risk

SCS Soil Conservation Service

SHR Shoulder Rounding

SWH Significant Wildlife Habitat

SWM Stormwater Management

SWMP Stormwater Management Practices

TAC Technical Agency Meeting

TRCA Toronto and Region Conservation Authority

VRA Valleywood Residents Association



Town of Caledon

Project No. TPB166090 | 6/19/2019 Page 1

1.0 Introduction and Background

1.1 Introduction

The Town of Caledon (Town) has completed a Municipal Class Environmental Assessment (Class EA) for

the widening of McLaughlin Road and construction of the new Spine Road which are contained within the

Mayfield West Phase 2 (MW2) development area (Figure 1-1). This study was initiated in September 2016

and originally consisted of constructing the new east-west Spine Road from Hurontario Street to

Chinguacousy Road. However, based on input provided by key stakeholders, an additional study area was

identified at the Highway 410 interchange with Hurontario Street / Valleywood Boulevard (labelled as

extended study area on Figure 1-1). Modifications to the interchange are necessary to accommodate the

projected traffic volumes generated by Mayfield West Phase 2 development area. Overall, the

improvements are required to meet the Town’s development needs considering satisfactory level of

service (LOS) and safe driving conditions within the Study Area.

Wood Environment & Infrastructure Solutions (Wood), was retained by the Town to complete the study.

Figure 1-1 Key Plan



Town of Caledon


1.2 Study Organization

The Study Team consisted of staff from the following organizations:

Proponent: Town of Caledon

Kant Chawla, Project Manager

Prime Consultant: Wood Environment & Infrastructure Solutions

David Sinke, Project Manager

Jason Stahl, Transportation Engineer

Ravi Bhim, Traffic Engineer

Aniqa Shams, Environmental Planner

Aaron Farrell, Water Resources Engineer

Erin Hellinga, Environmental Specialist

Daryl Rideout, Fisheries Biologist

Jeff Balsdon, Terrestrial Ecologist

Shaun Austin, Senior Archaeologist

Shami Malla, Geotechnical Engineer

Buddy Ledger, Noise and Vibration Engineer

Kim Gilder, Hydrogeological Assessment

1.3 Study Background and Purpose

The intent of this Study is to widen McLaughlin Road, construct the new Spine Road and modify the

Highway 410 interchange to allow connection to the new Spine Road. The requirement for the EA Study

has been triggered by the network requirements set out in the approved Mayfield West Phase 2

Transportation Master Plan (MW2-TMP) which fulfilled the requirements of Phases 1 and 2 of the Class EA

process. The MW2-TMP was a comprehensive transportation strategy accommodating both vehicular

traffic and provisions for the pedestrian / cyclist communities and to service the new MW2 development,

which is anticipated to accommodate 18,000 residents and 4,700 jobs. In the MW2-TMP, Spine Road was

proposed to connect to Hurontario Street / Valleywood Boulevard immediately south of the interchange

with Highway 410. In 2016, this Class EA study was initiated by the Town of Caledon to fulfill Phases 3 and

4 of the Class EA process. Phase 2, which consists of evaluating the alternative planning solutions was

investigated in further detail as part of this Class EA, in order to validate the preferred solution and move

on to examine the various design concepts in Phase 3. Section 2 provides an overview of the consultation

undertaken to support the evaluation process and section 5 will outline the evaluation process.

As mentioned previously, the study area was modified in July 2018 to include the Highway 410

interchange, based on input provided by key stakeholders. The Highway 410 interchange falls under the

Ministry of Transportation (MTO) jurisdiction. As a result of this change, the study required significant

involvement from the Ministry of Transportation (MTO) to review and accept the proposed changes to the

interchange. The MTO Class EA process is similar to the Municipal Class EA process and as such the Town

of Caledon required MTO approval to extend this Class EA study area to include the interchange. MTO

accepted this change and agreed to continue with the Municipal Class EA process.

1.4 Environmental Assessment

The Ontario Environmental Assessment Act (R.S.O. 1990, c. E.18; EA Act) was put into place to provide for

the protection, conservation and wise management of the environment within the province. The Act

applies to all projects being undertaken by provincial, municipal or other public bodies within the



Town of Caledon


province (unless explicitly exempt). It defines the environmental assessment works that must be

completed prior to commencement of any undertaking, as well as the proponent’s duty to consult with all

affected and / or interested parties.

No undertaking that falls under the scope of the EA Act can proceed until the Minister of the Environment,

Conservation and Parks (MECP) provides approval of the submitted EA documentation. This includes

resolution of public appeals made in accordance with section 7.2(3) of the Act.

1.4.1 Class Environmental Assessment Process

The Class EA process is a mechanism by which planning, and approval of municipal servicing is provided

in an efficient, timely, economical and environmentally responsible manner. It represents a consistent,

streamlined and easily understood process for planning and implementing municipal infrastructure

projects. This study, the widening of McLaughlin Road and the construction of the Spine Road, is classified

as being subject to the Class EA process. It is being conducted according to the requirements outlined in

the Municipal Engineers Association document titled Municipal Class Environmental Assessment (October

2000, as amended in 2007, 2011 & 2015).

Consistent with the Class EA process, the study approach has been designed to meet the following

objectives:

i. Protection of the environment, including natural, social and economic components of the

environment.

ii. Participation of a broad range of stakeholders in the study process to allow for sharing of ideas,

education, testing of creative solutions and developing alternatives.

iii. Documentation of the study process in compliance with all phases of the Class EA process.

The Class EA process classifies projects according to their level of complexity and potential environmental

impacts. These are termed “Schedules” and are summarized below:

Schedule A and A+ includes projects that involve minor modifications to existing facilities.

Environmental effects of these projects are generally small; therefore, the projects are considered

pre-approved.

Schedule B includes projects that involve improvements and minor expansion to existing

facilities. There is a potential for some adverse environmental impacts and, therefore, the

proponent is required to proceed through a screening process, including consultation with those

affected. Schedule B projects are required to proceed through Phases 1, 2 and 5 of the Class EA

process.

Schedule C includes projects that involve construction of new facilities and major expansion of

existing facilities. These projects proceed through the environmental assessment planning process

outlined in the Class EA document. These projects are required to fulfill the requirements of all

five phases of the Class EA process.

This study is being completed under the requirements of a Schedule “C” Municipal Class EA. The

following Schedule C triggers, as noted in the Municipal Engineers Association’s Municipal Class EA

Document (October 2000, as amended in 2007, 2011 & 2015), apply to this study:



Town of Caledon


• Construction of new roads or other linear paved facilities (e.g. HOV lanes) with an estimated capital

cost to be greater than 2.4 million (Adjusted for inflation in 2019 to $2.6 million).

The following Class EA planning phases apply:

• Phase 1 – Identify the problem (deficiency) or opportunity.

• Phase 2 – Identify and evaluate alternative solutions to address the problem or opportunity by taking

into consideration the existing environment and establish the preferred solution considering public

and review agency input.

• Phase 3 – identify alternative design concepts for the preferred solution implementation by taking

into consideration the existing environment and establish the preferred design concept by

considering public and review agency input.

• Phase 4 – Document the EA including the design and consultation process in an Environmental Study

Report (ESR) for public review.

• Phase 5 – Complete contract drawings and documents and proceed to construction and operation.

Monitor construction for adherence to environmental provisions and commitments. Where special

conditions dictate, monitor the operation of the completed facility.

The phases of the Class EA process for this Study are illustrated below in Figure 1-2.

1.4.2 Environmental Study Report

This ESR documents the rationale for the Study, the background to the study, existing and future

conditions within the Study Area, the planning, design and consultation process leading to the preferred

alternative, anticipated positive and negative impacts and proposed mitigation measures.

1.4.3 Filing of the ESR

All parties having expressed an interest in the Study will be notified by letter, regarding the completion of

the Study and filing of the ESR. In addition, a Notice of Study Completion will be placed in the local

newspaper, the Caledon Citizen Newsletter, in accordance with the requirements of the Class EA process.

Copies of the ESR will be made available at the following locations:

Caledon Town Hall

6311 Old Church Road

Caledon, ON L7C 1J6

Phone: 905-584-2272

Hours:

Monday - Friday: 8:30 am to 4:30 pm

Caledon Public Library – Margaret Dunn

Valleywood Branch

20 Snelcrest Drive

Caledon, ON L7C 1B5

Hours:

Monday, Tuesday and Thursday: 2:00 pm to 8:30 pm

Wednesday and Friday: 10:00 am to 6:00 pm

Saturday: 10:00 am to 4:00 pm

Town of Caledon Website:

http://www.town.caledon.on.ca/en/townhall/mayfieldwestsecondaryplanphase2.asp



Town of Caledon


Phase 1

Identify and Describe the Problem(s)

Identify Problems and Opportunities

Addressed through the Mayfield West Phase 2 Transportation Master

Plan (October 2015)

Phase 2

Alternative Planning Solutions Identify Reasonable Alternative Planning Solutions to the Problem(s)

Evaluate the Alternative Solutions taking into consideration the

environmental and technical factors.

Addressed through the Mayfield West Phase 2 Transportation Master

Plan (October 2015)

Phase 3

Alternative Design Concepts for the Preferred Solution

Issue Notice of Study Commencement: September 2016

Identify Alternative Designs to Implement the Preferred Solution

Inventory Natural, Social / Cultural and Economic Environments

Identify the Impacts of the Alternative Designs after Mitigation

Evaluate Alternative Designs with Consideration of the Impacts

Identify a Preferred Design

Phase 4


Complete an ESR

Place ESR on Public Record for 30 Calendar Days for Review

Notify the Public and Government Agencies of Completion of the Study

Issue Notice of Study Completion: June 2019

Phase 5

Implementation

Complete Detail Design and Contract Administration

Proceed to Construction of the Project

Monitor Environmental Provisions and Commitments

PUBLIC INFORMATION

CENTRE

July 5, 2018

Figure 1-2 Municipal Class Environmental Assessment Process



Town of Caledon


A review period of not less than thirty (30) days will be provided, during which comments will be received

from stakeholders and agencies. If members of the public, interest groups and / or government agencies

feel that their concerns have not been addressed through the Class EA study process, a person or party

may request the MECP to make an order for the Study to comply with Part II of the EA Act (referred to as a

Part II Order). More information on Part II Order requests is provided in Section 1.2.4; however, it is

anticipated that all concerns will be resolved through discussion between the Town and the concerned

party or parties.

1.4.4 Part II Order Request

The Class EA process provides an opportunity for the public and other stakeholders to appeal the Class EA

process undertaken by the Study Team. Under the provisions of subsection 16 of the amended EA Act,

there is an opportunity under the Class EA process for the Minister to review the status of a Study.

Members of the public, interest groups and review agencies may request the Minister to require a

proponent to comply with Part II of the EA Act, before proceeding with a proposed undertaking. This is

known as a “Part II Order” (formerly called “Bump-Up Request”). The procedure for dealing with concerns

that may result in the Minister, by order, requiring the proponent to comply with Part II of the EA Act is

outlined in the Class EA document. It is anticipated that all concerns will be resolved through discussion

between the Town and the concerned individual(s) or group(s).

As of July 1, 2018, a Part II Order Request Form must be used to request a Part II Order. The Part II Order

Request Form is available online on the Forms Repository website (http://www.forms.ssb.gov.on.ca/) by

searching “Part II Order” or “012-2206E” (the form ID number).

1.5 Previous Studies and Adjacent Projects

The Study Team reviewed the following planning documents, guidelines and other reports relevant to the

McLaughlin Road and Spine Road corridor. The list below presents some of the key documents being

referenced by the study and is not inclusive.

• Active Transportation Study, Region of Peel (2011);

• Caledon Transportation Needs Study Update, Town of Caledon and Region of Peel (2009);

• MTO Class Environmental Assessment for Provincial Transportation Facilities (2000);

• Mayfield West Phase 2 – Secondary Plan Transportation Master Plan (2015);

• Official Plan, Region of Peel (2016);

• Official Plan, Town of Caledon (2016); and

• Transportation Impact Studies, Town of Caledon Terms of Reference and Guidelines (2017).

2.0 Stakeholder and Agency Consultation

2.1 Consultation

A Notice of Study Commencement, detailing the study area, summarizing the study’s objectives and

requesting comments, was submitted to relevant stakeholders, property owners and agencies by mail, in

September 2016. The Notice of Study Commencement was published in the Caledon Citizen on

September 22, 2016 and October 6, 2016.

A Notice of Study Area Revision, as shown in Figure 1-1 (Section labelled extended study area) was

distributed in association with the Notice of Public Information Centre. The Study Area was revised to

http://www.forms.ssb.gov.on.ca/



Town of Caledon


include the Highway 410 interchange with Hurontario Street / Valleywood Boulevard based on the input

received from key stakeholders. It was determined that modifications to the interchange are critical to

maintain and accommodate the operation of the proposed Spine Road intersection with Hurontario Street

/ Highway 410.

Responses to this notice were received from several stakeholders and agencies. Copies of the newspaper

advertisement, letters from and to stakeholders and agencies as well as copies of all comments and

responses are contained in Appendix A.

Consultation with agencies and public stakeholders was completed in Phase 3. The following table

presents an overview of the agency and public stakeholder consultation activities.

Table 2-1 Consultation Schedule

Type Date

Project Team Meeting #1 with Town of Caledon August 15, 2016

Notice of Commencement, published in newspaper and mailed

to study Mailing List

Newspaper Advertisement: September 22, 2016

and October 6, 2016

Mail-out: September 2016

Technical Agency Committee Meeting May 24, 2018

Notice of Public Information Centre and Notice of Study Area

Revisions published in newspaper and mailed to study Mailing

List

Newspaper Advertisement: June 21, 2018 and

July 5, 2018

Mail-out: June 2018

Public Information Centre July 5, 2018

Notice of Completion June 20, 2019

Details regarding the consultation with agencies and public stakeholders are further detailed in the

following sections.

2.1.1 Mailing List

A Study Mailing List was generated from Town records, which included all residents living on streets

bordering the Study Area. Additional contacts were added by request, including through completion of

Comment Forms at the Public Information Centre. The agency mailing list can be found in Appendix A.

2.2 Indigenous Engagement

Indigenous engagement is a key component of the Class EA process. The MECP delegated the procedural

aspects of the Duty to Consult to the Town of Caledon in its response to the Notice of Commencement.

Copies of all Indigenous engagement documents can be found in Appendix B.

2.2.1 Identification of Indigenous Communities

In consultation with the MECP, the Town sought direction on the identification of Indigenous

communities that may have an interest in the study. The MECP confirmed on November 10, 2016 that the

Mississaugas of the Credit First Nation (MCFN) and Métis Nation of Ontario (MNO) should be engaged.



Town of Caledon


Both the MCFN and MNO were circulated the Notice of Commencement and the Notice of Study Area

Revision. Neither group responded directly to the notifications. Wood subsequently contacted both

groups to ensure the specifics of the study were understood. Documentation of this correspondence can

be found in Appendix B.

2.2.1.1 Mississaugas of the Credit First Nation

The Town followed up with MCFN on March 7, 2019 by email to re-share the Notice of Commencement

and Notice of Study Area Revision and to share the Stage 1 Archaeological Assessment Report. A phone

conversation was held on March 14, 2019 during which MCFN noted that they had an interest in meeting

with the Town to discuss the study and next steps. A meeting was completed on May 2, 2019. The

purpose of the meeting was to provide an overview of the McLaughlin Road and Spine Road Municipal

Class Environmental Assessment (Class EA), with a focus on the archaeological assessments, cultural

heritage assessments and natural heritage. During the meeting, MCFN expressed interest in attending any

site visits for archeological and natural heritage concerns. The Stage 2 Archaeological Assessment will be

occurring during detailed design and MCFN would like confirmation that they will be involved. The

following commitment was agreed to be included in the ESR.

The Town of Caledon and specifically this Study Area falls within Traditional Territory of Mississaugas of the

Credit First Nation. As such, the Ministry of the Environment, Conservation and Parks has delegated

procedural aspects of the duty to consult to the Town of Caledon as part of the Class EA. Based on the

Town’s relationship with MCFN, the Town is committed to ensuring involvement of MCFN’s Field Liaisons

Representatives in any fieldwork associated with future stages of this Project. The Town will work with the

Proponent responsible for the detailed design stage to ensure that this involvement occurs during detailed

design activities, such as Stage 2 Archaeological Assessment and further natural environment assessments.

Meeting minutes can be found in Appendix B.

Further consultation will occur with MCFN during detailed design.

2.2.1.2 Métis Nation of Ontario

The Town followed up with MNO by phone on March 7, 2019 to determine the appropriate lines of

communication since the original contact had left MNO since the original Notice of Commencement.

During the conversation with MNO’s Manager of Lands, Resources and Consultation, the appropriate

communication process was identified. The Notice of Commencement, Notice of Study Area Revision and

the Stage 1 Archaeological Assessment Report were shared by email on March 7, 2019. Response was

received the same day identifying that the information had been forwarded to the Regional Consultation

Committee and that if additional information was required, the representative would make a request to

the Town.

2.3 Agency Consultation

2.3.1 Meetings

2.3.1.1 Technical Agency Committee Meeting

As part of Phase 3 consultation activities, a Technical Agency Meeting (TAC) meeting was held on

May 24, 2018 at the Town of Caledon Town Hall (6311 Old Church Road Committee Room), from 2:00 pm

to 4:30 pm. The purpose of this meeting was to review alternative design concepts for the proposed Spine



Town of Caledon


Road, McLaughlin Road and the Highway 410 interchange. Meeting agenda and minutes can be found in

Appendix C.

A meeting invite was sent out on March 27, 2018 to the following agencies (with the number of attendees

that participated in brackets):

Table 2-2 TAC Meeting Invitation and Attendees

Type Agency

Utilities

Bell Canada Municipal Operations Centre

Enbridge Gas Distribution Inc.

Hydro One Brampton

Zayo Group Holdings Inc. (Formerly MTS Allstream)

Rogers Cable (Brampton)

Telus Network

Conservation Authorities Credit Valley Conservation Authority (3)

Toronto Region Conservation Authority (3)

Federal Government Department of Fisheries and Oceans Canada

Provincial Government

Ministry of Environmental, Conservation and Parks

Ministry of Transportation

Ministry of Natural Resources and Forestry

Region Region of Peel (3)

Municipality City of Brampton (1)

Emergency Services Caledon Fire (2)

Ontario Provincial Police (1)

The TAC reviewed materials to be presented at the Public Information Centre, to identify and address

natural environment constraints, and provide input to the evaluation of the planning alternatives and

preferred design. Other components of evaluation included the technical aspects, cost, and compatibility

with Region of Peel, Town of Caledon, Toronto and Region Conservation Authority (TRCA) and Credit

Valley Conservation Authority (CVCA) plans and policies.

2.3.2 Ministry of Transportation Consultation

The Study Team met with the Ministry of Transportation (MTO) several times during the course of the

study. Further consultation with MTO will occur during the detailed design phase.

Table 2-3 MTO Consultation Summary

Date Meeting Summary

November

15, 2016

The purpose of the meeting was to discuss the approach of the Spine Road connection to the

Hurontario Street / Valleywood Boulevard interchange with Highway 410.

Topics covered:

• Background summary of the study to date;

• Town’s objective for the Spine Road connection and the importance of the Hurontario Street

/ Valleywood Boulevard connection; and

• MTO issues, constraints and requirements.



Town of Caledon


Date Meeting Summary

January 11,

2017

The purpose of the meeting was to discuss the status of the Spine Road connection to the Hurontario

Street / Valleywood Boulevard interchange with Highway 410 and present conceptual connection

alternatives.

Topics covered:

• Study update;

• GTA West update;

• Review of the connection alternatives and the MTO terms of reference for traffic assessment;

and

• The importance of the Hurontario Street / Valleywood Boulevard connection.

April 11,

2017

The purpose of the meeting was to discuss the status of the Spine Road connection to the Hurontario

Street / Valleywood Boulevard interchange with Highway 410.

Topics covered:

• Review of planning studies; and

• Review of alternatives.

June 20,

2017

The purpose of the meeting was to discuss the approach to the traffic modelling methodologies of

the proposed improvements to the Highway 410 / Hurontario Street / Valleywood Boulevard

interchange to accommodate the connection of the Spine Road.

November

16, 2017

The purpose of the meeting was to review the transportation analysis and the public consultation

requirements as per the Class EA.

February

16, 2018

The purpose of the meeting was to discuss the progress of the study to date.

Topics covered:

• Review of study to date;

• Review of the work plan; and

• Schedule.

May 7,

2018

The purpose of the meeting was to summarize the study to date, recommend interchange

modifications, review MTO comments received to date and discuss next steps.

November

27, 2018

The purpose of the meeting was to review traffic modelling, review all submitted material and discuss

forthcoming reports.

December

10, 2018

The purpose of the meeting was to summarize the study to date.

Topics covered:

• Review of Study to date;

• Review of Study timeline;

• Preferred design; and

• Review technical and environmental studies.

2.3.3 Utilities Consultation

Utility companies were contacted during the Notice of Commencement and invited to participate in the

TAC. There are various utilities present within the Study Area and further consultation will be required

through detailed design to confirm conflicts and determine any required relocations. Further details

regarding utility relocation can be found in Section 6.1.14.

Information received from utilities can be found in Appendix Q.

2.4 Public and Landowner Consultation

Effective consultation is an important part of the Class EA process. Feedback from the public is significant

as it helps identify gaps and allows the Study Team to understand the design preference. Public



Town of Caledon


Information Centres (PIC’s) provide a transparency to the EA process and gives individuals an outlet to

express their concerns. As detailed below, one PIC was held to provide information on progress with the

study and present the alternatives.

Throughout the study, several meetings were held with the various landowners and their representatives.

The following groups were involved in these discussions:

• Brook Valley;

• Cedar City Development;

• Conservatory Group;

• Fieldgate Homes;

• Glen Schnarr & Associates;

• GSAI;

• Laurier Homes;

• LEA Group;

• Mattamy;

• Melrose Investments;

• P. Becker Consulting; and

• Urbantech.

2.4.1 Public Information Centre

The Town held a PIC on July 5, 2018 from 5:00 pm to 8:30 pm at Caledon Public Library - Margaret Dunn

Valleywood Branch (20 Snelcrest Drive, Caledon, ON L7C 1B5). A joint Notice of PIC and Notice of Study

Area Revision was advertised through the newspaper (Caledon Citizen) and mailed to the individuals on

the Study Mailing List in June 2018.

The session included a series of 31 poster boards displayed around the room to share information on

progress of the study, proposed design, alternative preferred solutions being considered and next steps in

the study. Study Team members were on hand to guide attendees through the information, discuss the

study and answer questions. Attendees were encouraged to sign-in and complete a Comment Form.

There were 80 attendees that signed into the PIC and 5 completed Comment Forms returned and 13

emails received.

Details of this PIC are presented in Appendix J and a summary of comments received are presented in

Table 2-4.

2.4.1.1 Summary of PIC Comments Received

All comments received via email, letter and PIC comment forms were formally responded by letter or

email on March 20, 2018. All letters and comments received are found in Appendix J. The following table

presents a summary of the comments received and how these comments were addressed.

Table 2-4 PIC Comment Summary

Stakeholder

Type Comment Received Response

Resident (Summarized)

• Noise Levels

As part of this study, a Noise Impact Study was completed to

determine if the future interchange modifications would impact



Town of Caledon


Stakeholder


the Valleywood community. The study found that the increase in

traffic noise would be under the threshold requiring additional

noise mitigation measures, based on the MTO Environmental

Guide for Noise (2006).


• Concerns with

reconfiguration of

interchange

• Signalized

intersection

As part of this study, a Traffic Assessment was completed, which

simulated the vehicle movements on a system wide basis, with

full development constructed. This study confirmed that from a

traffic operations perspective, the right turn northbound

movement west of the bridge is preferred to the existing left turn

movement east of the bridge.

Resident Continue Etobicoke

Creek Trail as it already

was to Lake Ontario.

Need safe cycling

infrastructure to allow

safe connection.

The proposed interchange modifications will not affect the

existing connection between the Valleywood community and the

Etobicoke Creek Trail.

As noted on the active transportation slide presented at the PIC,

this study has recommended a new dedicated overpass of

Highway 410 for pedestrians and cyclists, ultimately connecting

the Valleywood community to the new MW2 development.

Additional on-road and off-road infrastructure, as well as the

new pedestrian / cyclist overpass is also proposed, as presented

at the PIC.

Brampton

Christian School

The north end of

Hutchinson Farm Lane

must remain open to

allow access to our

existing front of building

parking lot for access for

11 school buses and 70

cars morning and night

to drop off and pick up

students at start and

end of school day, plus

35 staff at school.

Access to Brampton Christian School will be maintained at all

times. Depending on the relative timing of construction of the

proposed interchange modifications and adjacent development,

temporary realignment of Hutchinson Farm Lane and its

connection to Hurontario Street may be required. Under fully

developed conditions, access to the school will be from the new

road network that will be constructed for the adjacent

development.

Brampton

Christian School

It is essential to

maintain current access

to Brampton Christian

School via Hutchinson

Farm Lane until an

efficient alternate route

is available.

Access to Brampton Christian School will be maintained at all

times. Depending on the relative timing of construction of the

proposed interchange modifications and adjacent development,

temporary realignment of Hutchinson Farm Lane and its

connection to Hurontario Street may be required. Under fully

developed conditions, access to the school will be from the new

road network that will be constructed for the adjacent

development.

TRCA (Summarized)

TRCA has a series of

comments, as outlined

in their letter dated July

4th, 2018.

The Study Team will continue to work with TRCA directly to

address their concerns. Consultation with TRCA will be ongoing as

part of detailed design.



Town of Caledon


Stakeholder



• Install lights at 410

north off-ramps

immediately

• In interim, install no

u-turn signs

• Access in and out of

Valleywood during

construction

• Noise levels

• Better notification

of public meetings

• Build proposed

modifications

immediately







In regard to comments about u-turn signs, the Town’s By-Law

office has been advised of your concern, and representatives from

the Town will contact you directly to discuss further.

Regarding access to the Valleywood community during

construction, the Town commits to ensuring full access is

maintained at all times during construction. Specifics on the

traffic staging plan will be determined in the detailed design

phase.

Moving forward, your contact information will be added to the

study’s contact list and future communications will be sent

directly to you.

We appreciate your wish to advance the works as quickly as

possible. The Town is moving forward with completion of the

Class EA. Following completion of this study, detailed design will

commence. Progress updates will be provided by the Town as

the study progresses.


• How will access be

provided to new

MW2 subdivision?

For traffic movements to / from the new MW2 development west

of Highway 410 / 10, access to Highway 410 will be provided by

the proposed interchange modifications presented at the recent

public meeting. U-turns for vehicles entering and exiting the

development will not be allowed.


• Request for PIC

material for review

PIC material was sent via email on July 10, 2018.


• Proposed signal at

Highway 410 off-

ramp cannot handle

the large volume of

traffic projected

• Add a new loop

ramp for direct

access to

Hurontario Street /

Valleywood

Boulevard

As part of this study, a Traffic Assessment was completed which

simulates future vehicle movements on a system wide basis, with

full development constructed. Based on this study, the proposed

signal and intersection improvements, including a second left turn

lane, can accommodate the projected turning movements to the

level-of-service required by MTO and an additional off-ramp is

not required.

Resident

(Valleywood

Residents

Association (VRA)

(Summarized)

• Better notification

and response

Copies of presentation material, staff report, and Council minutes

were sent via email on July 6, 2018.

As part of the Class EA process, a formal public consultation

process, with defined timelines, is required. Once the study is



Town of Caledon


Stakeholder


letter dated

November 22,

2016

timelines for

comment periods

• Proposed two lanes

on overpass in each

direction does not

allow for space for

emergency vehicles

• Second access in /

out is required

• View showing

height of new

flyover compared

to the homes in the

Valleywood

community

• Requested Council

records which

indicated initiation

of study

filed, we also encourage you to remain involved through the

subsequent detailed design and construction phase of this study.

In response to significant concerns expressed regarding

emergency vehicle access, the Town intends to investigate this

issue as part of a separate overall transportation network review,

conducted in conjunction with a review of the Town’s Official

Plan.

Although the VRA letter is not specific to this study, the letter will

be included as part of the final study documentation, which will

be placed on the public record. This letter reinforces the position

of the VRA that a second access is required. However, some of

the other specifics relating to jurisdictional changes, road

classification and MTO’s future plans for the Highway 410 / GTA

West cannot be answered as part of this study. Please discuss the

other items of concern with Town Council and / or the MTO

directly.

The new flyover will be approximately 7 metres (m) above

Highway 410 and will consist of one lane with paved shoulders

and concrete barrier. The top of this flyover structure will be

approximately the same elevation as the top of the existing

earthen berm between Highway 410 and the Valleywood

Community.


• Only one entrance /

exit and proposed

modifications does

not address this

• Move traffic exiting

Highway 410

northbound to new

intersection with

Spine Road

• Likes idea of

moving Highway

410 southbound

off-ramp to

signalized

intersection

• Terminate Highway

410 at the new

intersection with

Spine Road and

provide access to

Highway 10 via the

new intersection

• Rerouting of traffic

away from

Valleywood

Regarding vehicle access, the town intends to investigate this


conducted in conjunction with a review off the Town’s Official

Plan. Members of the Valleywood community will be invited to

participate in this study.

In response to traffic concerns, a Traffic Assessment was

completed which simulates future vehicle movements on a

system wide basis, with full development constructed. Based on

this assessment, a direct connection between northbound

Highway 410 and the new intersection is not needed, and the

existing intersection with an additional left turn lane and new

traffic signal will be sufficient to accommodate the anticipated

flow of traffic.

Additionally, shifting the ramp to the new intersection is

necessary, as left turn movements throughout the new

interchange will be limited to signalized intersections only. Your

support of this aspect of the proposed design is noted.









Town of Caledon


Stakeholder


(vehicles not from

the area do not

know that

Valleywood

Boulevard does not

continue north)

In terms of road closures, with the proposed modifications, all

northbound traffic on Hurontario Street will have direct access to

Highway 410 via the new flyover. This is expected to reduce the

occurrence of vehicles mistakenly entering the Valleywood

community due to wayfinding issues.


• Access concerns

have not been

addressed with

current proposal

• Traffic lights will

further limit access

to / from the

community

• Traffic noise

In terms of vehicle access, the Town intends to investigate this


conducted in conjunction with a review of the Town’s Official

Plan. Members of the Valleywood community will be invited to

participate in this study.

In terms of traffic lights, a traffic assessment was completed

which simulates the vehicle movements on a system wide basis,

with full development constructed. The assessment has found

that no significant delays are anticipated at this intersection and

issues with access / egress to the Valleywood community are not

anticipated.

As part of this study, a noise impact study was completed to







• Noise concerns








• Removal of

Hutchinson Farm

Lane

• Rename another

new roadway within

the MW2

subdivision to

acknowledge

history associated

with Hutchinson

family

The Study Team will coordinate with the appropriate Town staff

members to review and address your request to ensure that we

follow the protocols / bylaws.


• Noise concerns



the Valleywood community. The Study found that the increase in






Town of Caledon


Stakeholder



• Noise concerns

(videos included)







Fieldgate 410

Developments

(Summarized)

• Impact to property

based on proposed

interchange

modifications is

significant

• Wants to explore

refinements to the

design to keep

modifications

within the existing

property line

The Study Team will continue to work with Fieldgate directly to

address their concerns. No formal response will be provided.


• Noise concerns

• Pollution concerns

• Property value

impacts

• Environmental

impacts

• Future addition /

expansion of Spine

Road

• Communication

procedures (both

during study and

after)

• Relocate off-ramp

away from

Valleywood

Community







In terms of pollution concerns, development of Mayfield West is

included in the approved Town of Caledon Official Plan. This

planned development will generate additional traffic. A primary

objective of this study is to accommodate this additional traffic

efficiently, minimizing congestion and idling. Since idling is a

contributor to air pollution, the proposed roadway network

improvements will reduce air pollution compared with the

scenario in which development proceeds without roadway

network improvements.

In terms of property value impacts, a property value analysis is not

typically completed as part of the Class EA assessment. As a result,

the Town does not have any specific plans to complete this type

of assessment.

In terms of environmental impacts, as part of this study, a Natural

Environmental Assessment will be completed, which identifies the

wildlife, vegetation, and significant natural features within the

Study Area. Any impacts to the natural environment are identified

and series of mitigation measures are recommended. Upon

completion of the study, a copy of this report can be provided for

your review.

In terms of expansion and addition of Spine Road, a Traffic

Assessment was completed which simulates the vehicle

movements on a system wide basis, based on the MW2



Town of Caledon


Stakeholder


development being fully constructed. As part of this assessment,

a projection of traffic to 2031 was completed and additional

widening of the Spine Road post-construction was not identified.

Beyond the horizon year of 2031, future expansion of the

surrounding road network is subject to further study.

In terms of communication procedure, after construction is

completed, any issues / concerns should be expressed to the Town

directly, which will be addressed on an as-needed basis.

Lastly, questions regarding the off-ramp relocation, currently the

recommendation made by this study is to maintain the location of

this intersection.

3.0 Existing Conditions

3.1 Study Area

The Study Area is located within the Town of Caledon, approximately 1700 m north of Mayfield Road on

McLaughlin Road, and the construction of the new east-west Spine Road from Hurontario Street to

Chinguacousy Road. The Study Area includes the Highway 410 interchange with Hurontario Street /

Valleywood Boulevard (Figure 1-1).

3.2 Land Use and Development Plans

The following land use and development plans were reviewed to determine their applicability to the Study

Area:

• Town of Caledon Official Plan (2016);

• Region of Peel Official Plan (2016);

• Mayfield West Phase 2 – Secondary Plan Transportation Master Plan (2015);

• Caledon Transportation Needs Study Update – Town of Caledon and Region of Peel (2009);

• Region of Peel Active Transportation Study (2011);

• Region of Peel Long Range Transportation Plan (2012); and

• Region of Peel Road Characterization Study.

These policies were reviewed to ensure the study is in line with the policies contained within them.

3.2.1 Town of Caledon Official Plan (2016)

The Official Plan indicates the commitment to implement sustainable development patterns and urban

design throughout the Town.

The Study Area falls within the MW2 Secondary Planning Area. Mayfield West is designated as a Rural

Service Centre, with major educational, recreational and commercial facilities. The Plan states that

Mayfield West should be planned as a compact community with a focus on land use, housing and

economic development opportunities. Development of Mayfield West is projected to result in a major



Town of Caledon


increase in population. By 2021, the population is projected to be 18,179 and by 2031 it is projected to

grow to 26,744.

3.2.2 Region of Peel Official Plan (2016)

The Regional Official Plan provides direction to the Region of Peel in terms of land use policies,

sustainable development framework and long-term regional strategic policy framework for growth. The

goals of the plan are the following:

• “To create healthy and sustainable regional communities for those living and working in Peel which is

characterized by physical, mental, economic and social well-being; minimized crime, hunger and

homelessness; a recognition and preservation of the region's natural and cultural heritage; and an

emphasis on the importance of Peel's future as a caring community”;

• “To recognize, respect, preserve, restore and enhance the importance of ecosystem features, functions

and linkages, and enhance the environmental well-being of air, water, land resources and living

organisms”;

• “To recognize the importance of a vital, competitive and diverse economy and a sound tax base, and

manage and stage growth and development in accordance with the financial goals and overall fiscal

sustainability of the Region”; and

• “To support growth and development which takes place in a sustainable manner, and which

integrates the environmental, social, economic and cultural responsibilities of the Region and the

Province”.

The widening of McLaughlin Road and the construction of Spine Road is consistent with the Region of

Peel Official Plan as the road improvements will not be occurring in a key natural heritage feature area or

hydrologically sensitive area. The improvements will also protect any existing natural features and will not

negatively impact the environment.

3.2.3 Mayfield West Phase 2 – Secondary Plan Transportation Master Plan (2015)

The MW2-TMP was “undertaken to identify and assess the transportation requirements necessary to

support the growth and development of MW2 while considering the long-range transportation needs of

the community in relation to land use planning”. This study has guidance and directives for the

transportation network specific to the MW2 community, including traffic modelling, high-level road

network plan, cross-section requirements for arterial roads, rail crossing requirements, traffic calming,

transit planning, pedestrian and cycling planning, parking policies and phasing of development and roads.

The MW2-TMP was used as a building block to determine the design criteria for the preferred design of

McLaughlin Road and Spine Road and fulfilled Phases 1 and 2 of the Class EA process. The design criteria

and preferred design are discussed in more detail in Chapters 6 and 7.

3.2.4 Caledon Transportation Needs Study Update – Town of Caledon and

Region of Peel (2009)

The Caledon Transportation Needs Study Update was undertaken to determine the potential

transportation improvements to accommodate future traffic demand. This document is an update from

the original 2004 Caledon Transportation Needs Study.

The following are the changes that prompted the update:



Town of Caledon


• “The most current plan for the Provincial Highway 427 extension has the highway ending in the

vicinity of Major Mackenzie Drive”;

• “To meet Provincial growth guidelines, Caledon is now planning for substantial additional growth with

a target population of 108,000 persons by year 2031”;

• “The new Provincial Metrolinx agency is actively planning new transportation directions for the Great

Toronto and Hamilton area, including improved public transit services to communities such as

Caledon”; and

• “Several other new transportation studies have recently been initiated that will have future

implications on Caledon. This study helps provide a basis on which the Town can respond to these

studies”.

The improvements to the Study Area are consistent with the Caledon Transportation Needs Study Update

as the EA is determining the need to improve transportation infrastructure in anticipation of the future

growth of MW2.

3.2.5 Region of Peel Sustainable Transportation Strategy (2018)

The purpose of this study is to increase active transportation within the Region by creating a regional

vision and long-term goals for improvement. The study provides suggested policies, guidelines and

programs to achieve the goals. The Region of Peel has committed to 50% of sustainable mode share by

2041, which includes increasing the current 37% of the trips by walking, cycling, transit, carpooling and

telework to 50%. The strategy also aims to create a framework to:

• “Accommodate growth in a way that prioritizes environmental, societal and economic sustainability,

and”

• “Contribute to a Regional transportation system that is safe, convenient, efficient, multi-modal, well-

integrated and sustainable.”

This framework is based on the 2011 Active Transportation Study and includes input from the City of

Brampton, City of Mississauga, Town of Caledon, surrounding municipalities and other agencies, The

Region of Peel will be designing a multi-use trail along Mayfield Road, from Chinguacousy Road to

Hurontario Street between 2018-2022, which meets the objectives of this strategy and is within close

proximity to the Study Area. This study and the previous Active Transportation Study (2018) has defined

the MW2 development as a candidate area for the extension of the Etobicoke Creek Trail and an

extension of the Brampton ZUM service.

3.2.6 Region of Peel Long Range Transportation Plan (2012)

The purpose of the Region of Peel Long Range Transportation Plan (LRTP) is to identify the projected

regional transportation challenges and issues that will rise over the next 20 years. The Plan discusses

various appropriate policies, strategies and road improvement plans to help solve future challenges. This

document was used as a guide for this Class EA study.

3.2.7 Region of Peel Road Characterization Study (2013)

The Region of Peel Road Characterization Study (RCS) was a result of the recommendations from the

LRTP. The RCS is an implementation measure with the goal of identifying the objectives, needs and

respective function of the arterial roads owned by the Region. This included recognizing the competing

uses and users of the road, including goods movement, transit, pedestrian usage and active

transportation. The product of the study was a characterization of the road based on functionality and



Town of Caledon


adjacent land use. The study also aimed to consider intensification and future development impacts on

the road network. This study did not specifically characterize McLaughlin Road or Spine Road. However,

Mayfield Road (which is immediately south of the Study Area) is characterized as an Industrial Connector.

3.3 Provincial Land Use Planning Initiatives

The following provincial planning documents were reviewed to determine their applicability to the Study

Area:

• Provincial Policy Statement (2014);

• The Growth Plan for the Greater Golden Horseshoe (2017); and

• The Greenbelt Plan (2017).

These policies were reviewed to ensure the study is in line with the policies contained within them.

3.3.1 Provincial Policy Statement (2014)

The Provincial Policy Statement (PPS) provides for appropriate development while protecting resources of

provincial interest, public health and safety, and the quality of the natural and built environment. The PPS

supports improved land use planning and management, which contributes to a more effective and

efficient land use planning system.

The following policies within the PPS support potential improvements to the McLaughlin Road and Spine

Road Study Area:

Healthy, livable and safe communities are sustained by (Section 1.1, subsection 1.1.1, (g)):

“Ensuring that necessary infrastructure, electricity generation facilities and transmission and distribution

systems, and public service facilities are or will be available to meet current and projected needs.”

Infrastructure and Public Service Facilities (Section 1.6, subsection 1.6.1):

“Infrastructure, electricity generation facilities and transmission and distribution systems, and public

service facilities shall be provided in a coordinated, efficient and cost-effective manner that considers

impacts from climate change while accommodating projected needs.”

The proposed improvements discussed in this report are consistent with policies included in the PPS.

3.3.2 Growth Plan for the Greater Golden Horseshoe (2017)

The Growth Plan for the Greater Golden Horseshoe – Places to Grow, was adopted in July 2017, replacing

the former Growth Plan for the Greater Golden Horseshoe (2006), under the provisions of the Places to

Grow Act, 2005. The plan provides the framework for implementing the Provincial Government’s vision for

building strong, prosperous communities by better managing growth to the year 2041 in the expanding

Greater Toronto and Hamilton Area. Since implementation, the plan has been amended to provide

population and employment forecasts to the year 2041.

The Growth Plan contains specific policies and directions regarding transportation infrastructure, land use

planning, urban form, housing, natural heritage and resource protection to be considered by

municipalities in their planning activities. Of particular interest, the Growth Plan provides direction on



Town of Caledon


where growth can occur, the form of future development and future population and employment

forecasts.

The proposed improvements discussed in this report are consistent with policies included in the Growth

Plan for the Greater Golden Horseshoe (2017).

3.3.3 The Greenbelt Plan (2017)

The Greenbelt Plan was amended in July 2017 and is an overarching document that serves to protect the

Greenbelt Area from urbanization that would cause harm to its agricultural and ecological features. The

Greenbelt Plan is supported by The Growth Plan for the Greater Golden Horseshoe and the Niagara

Escarpment Plan. The Study Area does not fall within the Niagara Escarpment Plan designation; however, a

small portion of the Study Area falls within the Greenbelt Plan Protected Countryside designation.

The Protected Countryside designation permits the appropriate infrastructure to connect urban centres in

areas of growth and economic development. This includes the widening of existing roads and

construction of new roads. Nevertheless, the policies also state the need to minimize any possible

negative impacts or disturbances on the landscape, in terms of light intrusion, noise and road salt. The

Class EA study has assessed and will strive to minimize impacts wherever possible.

3.4 Existing Land Use

The land use adjacent and within the Study Area is predominantly rural in nature. The following is a

breakdown of the major land uses within and / or adjacent to the study Area:

• The majority of the east side of Highway 410 is residential;

• North and south of the proposed Spine Road is prime agricultural; and

• Significant environmental features include: Etobicoke Creek Headwater Wetland Complex, Upper

Fletchers Creek Wetland Complex and a small portion of the Greenbelt Area.



Town of Caledon


3.4.1 Proposed Development

Figure 3-1 Existing Land Use

The proposed residential development, MW2 will be located immediately adjacent to the Study Area. The

MW2 development is anticipated to accommodate 18,000 residents and 4,700 jobs. The 207.5 hectares

(ha) development aims to support a range of housing types (apartments, townhouses, stacked

townhouses, back-to-back townhouses, single and semi-detached dwellings) and incorporate active

transportation and public transportation opportunities. This development achieves the density target of

80 people and jobs per ha as stated in the Growth Plan for the Greater Golden Horseshoe.

Employment in the Study Area includes a new elementary school, work from home and no fixed location

jobs (McDonald, 2017). The area immediately west of Highway 10 will be developed as a business / office

park, which will include low to mid-rise commercial properties. A transit hub will also be developed

adjacent to the employment area, which will encourage transit usage on the Hurontario Street corridor.

The widening of McLaughlin Road and construction of the new Spine Road is critical for supporting this

development as it provides an east-west corridor for the new residents and employers in the area and to

provide transit connections.

Study Area



Town of Caledon


3.5 Transportation

Wood has completed a Traffic Study to investigate existing and future traffic conditions within the study

area. The study assessed the need for improvements to accommodate traffic in a safe and efficient

manner. This study is included in Appendix D.

3.5.1 Existing Roadway Network

The main connecting roadways within or in the vicinity of the Study Area include:

• McLaughlin Road is a north-south arterial road that extends from Caledon in the north, through the

City of Brampton, to the City of Mississauga in the south. Within the Study Area, McLaughlin Road has

a posted speed of 80 km / h, features a rural cross section, 1 travel lane per direction and only

intersects with Mayfield Road.

• Chinguacousy Road is a north-south arterial road that extends from Caledon in the north, through

the City of Brampton, to the City of Mississauga in the south. Within the Study Area, Chinguacousy

Road has a posted speed of 80 km / h, features a rural cross section, 1 travel lane per direction and

only intersects with Mayfield Road.

• Mayfield Road is an east-west Regional arterial road that extends from Winston Churchill Boulevard

to the west and Highway 50 to the east. Within the Study Area, Mayfield Road has a posted speed of

60 km / h, features an urban and rural cross section and provides 1 travel lane per direction with

auxiliary lanes at many intersections.

• Hurontario Street is a north-south Regional arterial road that extends from Highway 410 in the north

to the City of Mississauga in the south. Within the Study Area, Hurontario Street has a posted speed

of 70 km / h, features an urban and rural cross section and provides 2 travel lanes per direction with

auxiliary lanes at many intersections. Hurontario Street becomes Highway 10, past the Highway 410

interchange.

• Highway 410 is a provincial freeway that extends from Highway 10 (also known as Hurontario Street)

in the north to Highway 401 in the south. Within the Study Area, Highway 410 is transitioning from a

freeway configuration to a highway configuration where it connects with Highway 10. Highway 410

has a posted speed of 80 km / h, has full access control and provides 2 travel lanes per direction with

speed change lanes / ramps at the interchange with Valleywood Boulevard and Hurontario Street.

3.5.2 Existing Railway Network

The Orangeville Brampton Railway crosses the study area once at the proposed Spine Road 520 metres

east of McLaughlin Road. The rail traffic is minor, consisting of four scheduled freight trips between

Orangeville and Mississauga per week. There are occasional increases in freight trains for customer needs

and occasional scheduled maintenance.

3.5.3 Existing Traffic Conditions

The intersections within the Study Area are operating with an overall acceptable LOS for both the AM and

PM peak hours. All movements are operating with a LOS of “D” or better with the exception of the

westbound left turn movement on the stop-controlled intersection of the Highway 410 WB Off-ramp at

Valleywood Boulevard, which shows LOS “F” during the PM peak hour, on account of considerably high

turning volume demand (454 volume per hour ) and limited gaps in the north-south (N / S) traffic along

Valleywood Boulevard.



Town of Caledon


3.5.4 Future Traffic Conditions

The following summarized the results of the traffic analysis for future conditions (2031).

• The intersections within the Study Area are expected to operate with an overall acceptable LOS “D” or

better during the PM peak hour;

• All turning movements will operate at a LOS “D” or better;

• Delays and 95th percentile queues are acceptable for all movements and most notably, queues on the

Highway 410 westbound off-ramp do not spill onto the mainline, and

• Signalized intersections are required at the following locations for the system to operate as modelled:

o Valleywood Boulevard at Snelcrest Drive / Royal Valley Drive;

o Valleywood Boulevard at Highway 410 westbound / northbound off-ramp;

o Spine Road at Valleywood Boulevard / Hurontario Street;

o Hurontario Street at Collingwood Avenue / Highwood Road; and

o Hurontario Street at Mayfield Road.

3.5.5 Existing Transit and Active Transportation Network

Transit: The City of Brampton (Brampton Transit) currently operates one bus route that extends just south

of the Study Area, Route 24 Van Kirk. This route approaches the Study Area at Hurontario Street and

Collingwood Avenue, where it continues south away from the Study Area.

Active Transportation: Within the Study Area, active transportation varies depending on location due to

differences in the road cross-section along the various roads. Pedestrian infrastructure consisting of

sidewalks is provided within the footprint of the interchange. A linkage is provided through the

Valleywood subdivision to the Etobicoke Creek Trail. For the balance of the study corridor, there are no

existing active transportation facilities.

3.6 Natural Environment

The following sections will provide a summary of the existing terrestrial and aquatic resources. For the full

report, please refer to Appendix E.

Four of the six woodlands within the Study Area contain areas of wetland which have been evaluated and

designated as Provincially Significant Wetlands (PSW). The PSWs are part of the Upper Fletchers Creek

Wetland Complex and the Etobicoke Creek Headwater Wetland Complex. A small section of the Study

Area falls within the Greenbelt Area which tracks part of Etobicoke Creek in this location. Several

candidate Significant Wildlife Habitats (SWH) are present within the Study Area, including raptor wintering

areas, bat maternity colonies, turtle wintering areas, colonially nesting bird breeding habitat (trees /

shrubs), water fowl nesting areas, amphibian woodland breeding habitats, special concern and rare

wildlife species habitats and amphibian movement corridor habitat.

More information regarding the Features Based Water Balance summary can be found in the approved

Mayfield West Phase 2, Stage 1 Environmental Impact Study and Environmental Implementation Report

(EIS/EIR). Information regarding the Southeast Wetland under the jurisdiction of TRCA can also be found

in the EIS/EIR.



Town of Caledon


3.6.1 Terrestrial Resources

Wildlife and vegetation surveys were completed and one rare plant species, Butternut, was observed. This

species is listed as an Endangered species under the Endangered Species Act, 2007 (ESA). The majority of

the bird species recorded within the vicinity of the Study Area are provincially common with the exception

of Barn Swallow, which is listed as a Threatened species under the ESA and Eastern Wood-Pewee and

Wood Thrush which are listed as Special Concern under the ESA. Rare mammals which may occur in the

Study Area are the bat species; Eastern Small-footed Myotis, Little Brown Myotis, Northern Long-eared

Myotis, and Tri-colored Bat, all Endangered under the ESA. No evidence of rare mammals was observed

within the Study Area during field investigations though targeted bat surveys were not conducted.

Suitable amphibian and reptile habitat is limited within the proposed footprint and primarily located

along vegetated drainage features. Rare reptile species potentially occurring in the Study Area include

Blanding’s Turtle (Threatened under the ESA), Common Snapping Turtle and Northern Map Turtle (both

Special Concern under the ESA). No rare reptiles or amphibians were observed within the Study Area

during field investigations.

3.6.2 Aquatic Resources

Aquatic investigations within the Study Area found that all drainage features are ephemeral, dry at the

time of investigation and do not provide direct fish habitat. Roadside drainage features were found to

have standing water but no flow. These were also found to not provide direct fish habitat. With respect to

fish and fish habitat, the primary concern is associated with Redside Dace within Fletchers Creek

downstream of the Study Area. However, no direct Redside Dace habitat was identified within the Study

Area. No other rare or endangered fish were noted or observed within the Study Area during field

investigations.

3.7 Cultural Heritage Report

Two related Cultural Heritage Evaluation Reports (CHER) completed for the Town of Caledon prior to this

report were carefully reviewed. They are entitled: Cultural Heritage Landscapes Assessment & Built

Heritage Resources Assessment for the Mayfield West Phase 2 Secondary Plan and Cultural Heritage

Resource Assessment Review Update of the Mayfield West Phase 2 Secondary Plan. As the Mayfield West

Phase 2 Secondary Plan area extends beyond the Class EA Study Area, not all of the heritage resources

identified in these reports are pertinent to the present study.

The 2008 study identified 14 properties and a railway as having cultural heritage resource significance.

The 2017 study identified four properties and the railway. The current CHER identifies 10 cultural heritage

resources pertinent to the proposed roadway development.

The heritage context of all properties and landscapes within the present study has been somewhat altered

through years of land use. Visual alterations of cultural heritage landscapes have been caused by both

subtractive and additive modifications through neglect and reuse. All of the heritage resources within the

Study Area are evocative vestiges of historical land uses over time.

A range of effects are anticipated within the Study Area, mostly as a result of impacts on vegetation,

fences, farmsteads and viewscapes. The impacts are characterized from low to high, based primarily on

the distance of resources and vegetation from the right-of-way (ROW) or impact zone.

Property encroachment along the roadways should be sensitive to the rural character of the identified

heritage resources, and post-construction landscaping along the two corridors should employ heritage



Town of Caledon


plantings and heritage themes to help conserve and enhance the cultural heritage character near the

heritage resources.

Four of the five built heritage properties listed in the Town of Caledon Heritage Register are far enough

away from the existing McLaughlin Road and the proposed Spine Road that effects on them should be

low. This includes: 12259 Chinguacousy Road, and 12461, 12700 and 12711 McLaughlin Road. With regard

to the listed property at 12502 McLaughlin Road, there is a laneway lined with mature trees that could be

impacted closer to McLaughlin Road. This CHER report was completed in January 2018 and the site

conditions may have altered since then.

In addition, the property at 12324 McLaughlin Road also has a very significant row of mature oak trees

along the laneway that could be impacted by the building of the Spine Road. And lastly, the historic Credit

Valley Railway corridor will be impacted by the building of the Spine Road in the area where the new

roadway is proposed to cross the rail corridor.

For the full report, please refer to Appendix F.

3.8 Stormwater Management Assessment

The Study Area encompasses portions of the Fletcher’s Creek Subwatershed and the Etobicoke Creek

Watershed. The subject segment of McLaughlin Road lies within the Fletcher’s Creek Subwatershed of the

Credit River Watershed and a segment of Spine Road straddles the boundary of the Etobicoke Creek

Watershed and the Fletcher’s Creek Subwatershed of the Credit River Watershed. The existing interchange

is contained within the Etobicoke Creek Watershed.

Existing land use conditions within the Study Area are primarily agricultural, with some woodlots in the

vicinity of the proposed alignment of the Spine Road. The surficial soils within the Study Area are primarily

Chinguacousy clay loam, which is classified as soil conservation service (SCS) Soil Type ‘C’ (i.e. exhibits

moderate to low infiltration rates), with small pockets of Jeddo Clay Loam, which is classified as SCS Soil

Type ‘D’ (i.e. exhibits low infiltration rates). Surficial slopes within the Fletcher’s Creek Subwatershed have

been characterized as typically low, with only the creek and valley features downstream of the Study Area

having slopes that are steeper. The slopes within the Etobicoke Creek Watershed portion of the Study

Area tend to be steeper, with the steepest slopes located along the watercourses through the area. The

drainage along McLaughlin Road is currently provided by roadside ditches, which convey runoff from

north to south; drainage within the limits of the future Spine Road is currently conveyed in the form of

sheet flow with minor headwater drainage features in the vicinity of the terrestrial woodlots.

The existing drainage system within the interchange is comprised of roadside ditches, culverts and storm

sewer systems. The drainage system conveys all runoff toward the existing wet pond stormwater

management (SWM) facility, which discharges to the Etobicoke Creek via a 1200 millimetre (mm) diameter

sewer (approximately 750 m in length). The total drainage area to the existing SWM facility is

approximately 31 ha, with an impervious coverage of 21%. Although no information has been provided

regarding the design criteria for the SWM facility, it is anticipated that the existing facility provides

stormwater quality control to an enhanced (i.e. 80% TSS removal) standard of treatment, based upon the

vintage of the SWM facility and Wood’s experience within the Etobicoke Creek Watershed as part of other

studies. Furthermore, it is anticipated that the existing SWM facility provides some form of stormwater

quantity control, likely associated with the conveyance capacity of the 1200 mm diameter storm sewer at

the SWM facility outlet.



Town of Caledon


For the full report, please refer to Appendix G.

3.9 Archaeological Assessment

Wood completed a Stage 1 Archaeological Assessment for the limits of the Study Area specific to the

interchange area. The balance of the Study Area was contained within the MW2 development area, and

various archaeological studies were completed by the various landowners, as such a Stage 1 Study was

not required at these locations.

The Stage 1 Archaeological Assessment concluded that portions of the Study Area not previously

disturbed have archaeological potential and warrant Stage 2 Archaeological Assessment, primarily

because of the proximity to, or presence of:

1. 19 previously registered pre-contact and post-contact sites;

2. Numerous water sources;

3. Early transportation routes; and

4. Historically documented structures from at least as early as 1859.

The Stage 2 Archaeological Assessment is limited to the study area of the interchange, Hurontario Street

and a small portion of the proposed Spine Road. Appendix A, Figure 6 of the Stage 1 Archeological

Report (Appendix I of the ESR) identifies the findings of the study.

For the full report, please refer to Appendix I

3.10 Geotechnical Investigation

Wood completed a geotechnical investigation, visual pavement condition survey and environmental

chemical analysis of the Study Area. The following is a brief summary of the investigation.

For the full report, please refer to Appendix K.

3.10.1 Visual Pavement Condition Survey

Wood completed a visual pavement condition survey of McLaughlin Road within the Study Area to

identify any distresses. The identification and classification of the pavement distresses were carried out in

accordance with MTO’s “Flexible Pavement Condition Rating Manual – Guidelines for Municipalities”, SP-

022. Generally, the existing asphaltic concrete surface condition was rated ‘Fair’ to ‘Poor’ condition.

3.10.2 Subsurface Conditions

The sub-surface conditions for boreholes drilled in the mid driving lane typically consisted of asphaltic

concrete overlaying a granular base, with a layer of gravelly sand fill underlain by native silty clay / clayey

silt till which are predominant at the 1.5 m depth below grade. Boreholes drilled in the shoulder rounding

typically consisted of a granular material or topsoil overlaying a layer of fill, which commonly consisted of

silty sand and gravel and was underlain by native silty clay / clayey silt till.

The geotechnical investigation for Spine Road included boreholes placed at the centreline and toe-of-

slope of the proposed road. All boreholes were advanced to a depth of 1.5 m. The sub-surface conditions

for the boreholes drilled on the Spine Road alignment typically consisted of a layer of topsoil underlain by

a layer of silty sand which is overlaying native clayey silt. The thickness of the topsoil measured ranged

between 180 mm and 400 mm with an average thickness of approximately 265 mm.



Town of Caledon


The sub-surface conditions in the widening area of McLaughlin Road were investigated though the

drilling of 17 boreholes at the SHR. 10 of the 17 shoulder boreholes contained a layer of granular at the

surface with an average granular thickness of 500 mm which ranged from 250 mm to 850 mm.

Within the interchange, sub-surface conditions consisted of surficial cover (i.e. asphaltic concrete or

topsoil) and / or sand and gravel / gravelly sand fill underlain by clayey silt / silty clay fill overlying native

soils (in descending order - stiff to hard clayey silt / silty clay till, compact to very dense sandy silt / sand

and silt / silt and very dense sandy silt till). The inferred groundwater level, based on change is soil colour

(brown to grey), varied at depths from about 4.1 m to 7.8 m (elevations 255.5 m to 253.8 m) below grade.

3.10.3 Environmental Chemical Analysis

Aside from fill material (i.e., silty sand and gravel) in select boreholes, no other evidence (i.e., visual /

olfactory) of environmental impacts were observed in any of the soil samples collected from this Study

Area. The RKI Eagle 2 was used to measure soil vapour readings in all boreholes. The readings were non-

detectable for combustible organic vapour) and ranged from non-detectable to 5 ppm for total organic

vapour.

Additionally, four samples were found to exceed the provincial standards for sodium absorption ratio, 2

samples exceeded provincial standards for electrical conductivity likely indicating impacted soil from the

application of road salt and one sample was found to exceed provincial standards for PHC F4, a likely

impact from a minor spill of fuel or motor oil.

3.11 Hydrogeological Assessment

From a review of available secondary source material, the following is a summary of hydrogeological

existing conditions within the Study Area:

• The available physiographic and surficial geology mapping, as well as geotechnical borehole logs

completed across the Study Area suggests that the subsurface soils consist of fine grained, relatively

cohesive till or till-like soils.

• Due to the nature of the subsurface soils and the available groundwater levels, the dewatering effort

is expected to be small and based on findings from a previous Study completed by WSP

(Geotechnical Investigation, Sanitary Trunk Sewer on MW2, Caledon, Ontario, Final (version 1), WSP

Canada Inc., August 31, 2016), neither a Permit to Take Water (PTTW) nor an Environmental Activity

and Sector Registry (EASR) would be required if the excavations of subsurface infrastructure across

the Study Area were limited to excavations of up to 30 m at a time.

• There are no creek crossings (no existing culverts) or surface water features that are in the immediate

vicinity of the Study Area and as such, no impacts to surface water would be expected during the

completion of construction activities.

• Local wells found as a result of a water well record search are not expected to be active supply wells,

as most local properties are connected to municipal water and sewer, or will be upon the completion

of construction. Remaining wells that may be private supplies are located upgradient and are not

expected to be impacted by the construction activities.

• The local groundwater has not been tested and therefore the local groundwater quality has not been

confirmed. The upgradient land use is primarily agricultural so the presence of contaminants

associated with industrial activities is expected to be low.

• Unconfined groundwater flow generally follows the topography, indicating a regional flow direction

towards the south. The local groundwater flow direction will be towards the nearby streams, which



Town of Caledon


serves as the local groundwater discharge zone. These generally consist of tributaries of Etobicoke

Creek and the Credit River, resulting in local flow towards the north northwest and south-southeast,

respectively, towards the creek channels.

For the full report, please refer to Appendix O.

4.0 Development and Evaluation of Alternative Planning Solutions

4.1 Problem and Opportunity Statement

The problem and opportunity statement has not been changed since completion of the MW2-TMP. The

MW2 planning area currently lacks a transportation system that will be capable of accommodating

anticipated future travel needs generated by the planned new community in an efficient, effective and

sustainable manner. The specific problems and opportunities to be addressed are as follows:

• Future traffic operations, safety, travel demand, transit and active transportation;

• Geometric deficiencies;

• Pavement condition;

• Drainage deficiencies and opportunities for stormwater management; and

4.2 Evaluation Criteria

As part of the initial phases of this Study, the following preliminary evaluation criteria were developed to

reflect the concerns of various stakeholders, as communicated through preliminary consultation. Table 4-1

provides a description of the evaluation criteria being applied to assess the planning alternatives:

Table 4.1 Evaluation Criteria for Alternatives

Component Evaluation Criteria Description

Social / Land

Use / Cultural

Environment

Impacts to Existing

Property

Potential impact to existing properties within the Study Area (i.e.

property value impacts)

Compatibility with Future

Land Use and Block Plans

Presence, number and characteristics of residences, community

facilities, public parks, institutions or businesses within or adjacent

to the Study Area.

Archaeological and

Cultural Heritage Impacts

Potential adverse effects on archaeological and cultural heritage

features.

Noise Impacts Impact on noise levels at noise sensitive receivers during

construction and during operation.

Air Quality Ability to reduce emissions associated with transportation within

the Study Area.

Natural

Environment

Vegetation Community Potential adverse effects on terrestrial species and habitats.

Wildlife Potential adverse effects on existing wildlife due to disturbance or

loss of habitat.

Fish and Aquatic Habitat Potential to minimize impact on aquatic features.

Surface Water Quality and

Quantity

Potential adverse effect on surface water quality and flood

potential.

Transportation

and Technical

Accommodation of

Existing and Future

Ability to accommodate the existing traffic volume as well as

future traffic volume.

Travel Demand Potential to address existing and future capacity and operational

needs.

Geometrics & Safety Ability to improve vehicular and active transportation safety.



Town of Caledon


Component Evaluation Criteria Description

Alternative Modes of

Transportation

Ability to contribute to the active transportation network

throughout the corridor including consideration of active

transportation type and design and access to destinations along

the corridor.

Utility Relocation Ability to minimize effects on existing and proposed utilities.

Costs Capital Cost Capital costs of the proposed improvements and maintenance

costs.

Property Acquisition Costs Costs of expropriation.

4.3 Identification of Alternatives

Based on Phase 2 of the MW2-TMP, the following planning alternatives have been identified for

consideration in addressing the problems and opportunities discussed above:

Alternative 1: Do Nothing - Maintain McLaughlin Road, Spine Road, and the interchange in their

present condition with no improvements.

Alternative 2: Improve other Roads - Add capacity to adjacent parallel roads to accommodate traffic.

Alternative 3: Transit Infrastructure Improvements - Improve transit infrastructure to support Brampton

Transit Service and address capacity requirements.

Alternative 4: Active Transportation Infrastructure Improvements - Improve active transportation

infrastructure to support the growth initiatives of the Town.

Alternative 5: Travel Demand Management - Encourage and support change in travel behavior to

reduce peak travel demand by; promoting carpooling and possible High-Occupancy

Vehicle (HOV) lanes, promoting flexible work hours, increase active transportation trips.

Alternative 6: Widen McLaughlin Road, construct Spine Road, and complete interchange improvements

- Addition of traffic lanes including interchange improvements to increase traffic capacity

of the corridor.

Alternative 7: Combination - Combination of; improved transit services, improved active transportation,

travel demand management and widening of McLaughlin Road / construction of Spine

Road / complete interchange improvements.

Alternative 1 and 2 were eliminated as they did not fulfill the recommendations of the MW2-TMP and the

Town of Caledon Official Plan.

After careful consideration of the alternatives considering the evaluation criteria above and in consultation

with agencies and stakeholders, Alternative 7 – Combination was selected as the preferred planning

solution.



Town of Caledon


5.0 Development and Evaluation of Alternative Design Concepts

Based on the preferred planning alternative as described above, a series of alternative design concepts

have been considered, and are discussed below.

5.1 Horizontal Alignment Alternatives

5.1.1 McLaughlin Road

The following horizontal alignment alternatives were considered for McLaughlin Road:

Alternative 1: Widen to a four-lane urban cross section.

Alternative 2: Widen to a four-lane urban cross section shifting the road to the west.

Alternative 3: Widen to a four-lane urban cross section shifting the road to the east.

Alternative 4: A hybrid approach (A combination of Alternatives 1, 2 and 3).

The assessment of the horizontal alignment alternatives for McLaughlin Road is provided in Table 5-1.

Based on the review of existing and future conditions, the assessment of alternatives, as well as

consultation with stakeholders, the Study Team has selected Alternative 1 as the preferred alternative.

With proper environmental constraint avoidance and mitigation planning, the benefits of the preferred

alternative outweigh its potential impacts to the natural and cultural environment.



Town of Caledon


Table 5-1 McLaughlin Road Alternative Alignment Assessment



Town of Caledon


5.1.2 Spine Road

The following horizontal alignment alternatives were considered for the Spine Road:

Alternative 1: Caledon endorsed framework plan alignment.

Alternative 2: Landowners group framework plan alignment.

Alternative 3: Revised alignment (based on input from agencies and Town).

The assessment of the horizontal alignment alternatives for Spine Road is provided in Table 5-2.

Based on the review of existing and future conditions, the assessment of alternatives, as well as

consultation with stakeholders, the Study Team has selected Alternative 3 as the preferred alternative.

With proper environmental constraint avoidance and mitigation planning, the benefits of the Preferred

Alternative outweigh its potential impacts to the natural and cultural environment.



Town of Caledon


Table 5-2 Spine Road Alternative Alignment Assessment



Town of Caledon


5.1.3 Interchange Modifications

The following alternatives were considered for the connection of the Spine Road to Hurontario Street:

Alternative 1: ‘T’ intersection immediately south of the interchange with a roundabout at the

intersection of Spine Road with Hurontario Street.

Alternative 2: Connect Spine Road to Valleywood Boulevard, with Hurontario Street ending at the

intersection with Spine Road and reconfiguration of the interchange.

Alternative 3: Same as Alternative 2, but with a roundabout at the intersection of Spine Road /

Hurontario Street / Valleywood Boulevard.

Alternative 4: Connect Spine Road to Valleywood Boulevard but shift connection to Hurontario Street

westerly and maintain current interchange configuration.

Alternative 5: Same as Alternative 4, but with a roundabout at the intersection of Spine Road /

Hurontario Street / Valleywood Boulevard.

Based on a review of existing and future conditions, an assessment of alternatives, as well as consultation

with the MTO, the Study Team has selected Alternative 2.

5.2 Structural Alternatives

With the new interchange configuration described in Section 5.1.3, a new flyover is required to support

the new northbound on-ramp from Hurontario Street / Valleywood Boulevard / Spine Road to Highway

410. A number of alternative structural cross sections were considered for this new structure, as follows:

Alternative 1: Cast-in-place post-tensioned deck.

Alternative 2: Slab on Steel Plate Girders.

Alternative 3: Slab on Steel Box Girders.

Alternative 4: Slab on Precast Concrete Girders.

A detailed assessment of alternatives is included in Appendix P. Based on this assessment, Alternative 3:

Slab on Steel Box Girders is recommended. The box girder structure will utilize uncoated weathering

steel except the end 3.0 m under the expansion joint, which will be coated. The vertical clearance provided

is approximately 5.2 m and is controlled by the future widening of Highway 410 and the right shoulder of

the northbound lane.

5.3 Stormwater Management Alternative Assessment

Stormwater Management (SWM) will be provided for the road improvements to satisfy the applicable

criteria. Based on the increase in pavement for the ultimate ROW and the removal of the existing ditch

system for the proposed urbanized roadway(s), stormwater controls are required, in accordance with the

applicable Region of Peel, the CVCA, the TRCA, the MTO, the Ministry of Natural Resources and Forestry

(MNRF) and the MECP criteria.

5.3.1 General Stormwater Management Opportunities

Stormwater Management practices (SWMPs) for the management of roadway runoff generally fall into

two categories: those that address water quantity and those that manage quality of surface runoff. Water



Town of Caledon


quantity management issues relate to properly sizing watercourse crossings, as well as the conveyance of

roadway runoff along the roadway corridor for minor and major storm events. In addition, water quantity

management strategies can include the need for facilities to address downstream flood and erosion

potential resulting from the expansion of the roadway ROW. Typically, the flood and erosion protection

standards are defined in the watershed or subwatershed planning study, which are dependent on the

hydrologic function and watercourse sensitivity of the receiving stream system.

In terms of water quality, the SWMPs relate to the treatment of new pavement, and where possible, the

treatment of existing pavement; however, current legislation solely relates to the former. Typically, the

treatment level is related to the standards defined in the watershed or subwatershed planning study,

which are dependent on the quality and sensitivity of the receiving stream system (i.e. Level 1, Level 2,

etc.).

Various Low-Impact Development Best Management Practices (LID BMPs) or SWMPs are available to

address the quality of runoff from roadways. Due to the linear nature of roadway corridors, the full

spectrum of SWM practices is typically not appropriate.

5.3.2 Alternative Stormwater Management Practices

For watercourse crossings of roadway corridors, typical management opportunities include:

i. Controlling or reducing upstream flows to the capacity of existing crossings.

ii. Increasing the capacity of the existing crossing to the appropriate runoff standard.

iii. Developing optimized diversions between sub-catchments to facilitate and / or reduce hydraulic

crossings.

The decision process to select a management opportunity largely relates to environmental impacts,

economics, timing and future required gradients. Given that McLaughlin Road roadway is planned for

reconstruction and Spine Road for new construction, the need or warrant for upgrading hydraulic capacity

of crossings needs to be coordinated with the structural assessment of the respective crossings.

Quality Management

There are numerous SWMPs, which can be used to treat contaminated stormwater runoff from roadway

surfaces. These include the following:

i. Wet ponds / wetlands / hybrids (generally linear facilities);

ii. Enhanced grass swales;

iii. Filter strips;

iv. Bioretention systems;

v. Oil and grit separators;

vi. Off-site SWM facilities; and

vii. Cash-in-lieu of on-site treatment.

The respective characteristics, advantages and disadvantages of the foregoing have been well

documented in previous municipal and provincial literature and hence this information has not been

repeated within this document. Some brief advantages and disadvantages, though, are discussed in the

following section.



Town of Caledon


5.3.3 General Assessment

The advantages and disadvantages of the various Best Management Practices associated with both

quantity and quality control measures are as follows:

Stormwater Infrastructure Monitoring and Maintenance

One of the highest contributors to the failure of stormwater systems is the lack of monitoring and

maintenance to ensure the systems continue to perform as they were originally designed and constructed.

Debris, sedimentation and erosion can significantly impact the ability of stormwater infrastructure to

handle quantity and quality aspects of future storm events.

Quantity and Erosion Control

Controlling runoff in SWM facilities upstream of crossings requires land and future management /

maintenance by municipal forces. The advantages relate to maintaining existing sizing of drainage

infrastructure or smaller infrastructure across the roadway, as well as downstream.

Disadvantages include the cost of land, infrastructure and maintenance. Increasing the size of drainage

infrastructure, while somewhat costlier to the roadway authority, reduces the need for future maintenance

and eliminates the need for the dedication of stand-alone land for surface controls. Inter-subcatchment

diversions can be effective on a minor scale in optimizing and / or reducing the number of crossings and

are typically followed to address both major and minor runoff conditions.

Quality Control

Wet ponds, Wetlands, Hybrids

These systems generally require the dedication of land that most often is not available in linear corridors

for roadway projects. Most often when applied to roadway runoff, these SWMP’s are located adjacent to

creek crossings. For this Study, this particular opportunity is considered extremely limited. These systems

typically provide an excellent level of treatment and as end-of-pipe systems are more visible, hence less

prone to failure.

Enhanced Grassed Swales

Grassed swales designed with a trapezoidal geometry and flat longitudinal profiles with largely un-

maintained turf can provide excellent filtration and treatment for storm runoff from roadways. It is

generally conceded that treatment levels are at a minimum, normal (formerly Level 2) treatment, and

when combined with other practices can provide enhanced treatment. Their application in linear corridors

is also particularly appropriate and can be further enhanced through the introduction of check dams to

provide additional on-line storage. The application in urbanized roadway cross-sections (i.e. curb and

gutter) often requires alternative grading and roadway configurations which can compromise the function

of the roadway itself and are therefore typically not preferred. Notwithstanding, gutter outlets along

outside lanes have functioned effectively in the past where the ROW can accommodate the design.

Filter Strips

Filter strips typically are designed for small drainage areas less than 2 ha and are applied as part of a

treatment train. Filter strips require flat areas with slopes ranging from 1 to 5% and are usually in the



Town of Caledon


range of 10 to 20 m in length in the direction of flow. Flow leaving filter strips should be a maximum of

0.10 m depth, based on a 10 mm storm event.

Bioretention Systems

Bioretention systems are used in the treatment train process to provide water quality control and

infiltration. Bioretention systems should be situated within flat areas with slopes ranging from 1 to 5%.

Bioretention systems require 5 to 10% of the contributing drainage area and as such cannot typically

service large drainage areas. Where groundwater contamination could be an issue, bioretention systems

should be lined to prevent infiltration.

Infiltrative Trenches

Infiltrative trenches are similar to bioretention systems, however are typically located below the ground

surface. By installing the trenches below ground surface, the trenches are not required to follow the slope

of the roadway and can be implemented in steeper roadway sections. Infiltrative trenches can be

implemented beneath other roadway features such as multi-use paths, which saves on the dedication of

land and preserves the function of the roadway. Where groundwater levels are located near the ground

surface, the feasibility of their application significantly reduces.

Oil and Grit Separators

These systems tend to serve limited drainage areas and provide levels of treatment (less than enhanced,

formerly Level 1). They are typically encouraged as part of a “treatment train” approach. Disadvantages

include the need for frequent maintenance, as well as relatively high capital costs and the ability to serve

small drainage areas.

Off-Site Stormwater Management Facilities

While facilities can often not be constructed within roadway ROW lands, roadway runoff can be directed

towards subdivisions, which would have their runoff managed by future SWM facilities. A number of

future SWM facilities are planned adjacent to McLaughlin Road and Spine Road. As such, discharge to off-

site SWM facilities should be utilized as much as possible.

Cash-in-Lieu of On-Site Treatment

Often, due to the sensitivity of downstream systems (i.e. low habitat potential) and the difficulty of

providing affordable and effective SWM on-site, roadway authorities have proposed the contribution of

cash-in-lieu of on-site stormwater management, to be directed towards other environmental

enhancement projects. These can either be identified in subwatershed planning studies or addressed on a

site-specific basis. The priority of application usually relates first to improving watershed conditions in the

directly affected watershed. This approach is supported by both Provincial and Municipal policy.



Town of Caledon


6.0 Description of Preferred Design

6.1 Major Features of the Recommended Plan

6.1.1 Design Criteria

The proposed design criteria for the preliminary design of McLaughlin Road, Spine Road and the

interchange modifications are outlined below. All preliminary design drawings are located at the end of

Section 7.0. The criteria are based on the TAC Geometric Design Guide for Canadian Roads (2017), the

MTO Design Supplement (June 2017) and the Town of Caledon standards.

Table 6-1 Design Criteria – McLaughlin Road

Present Conditions Design Standards Proposed

HIGHWAY CLASSIFICATION RAU UAU UAU

NUMBER OF THROUGH LANES 2 4 4

POSTED SPEED (KM / H) 80 60 60

DESIGN SPEED (KM / H) 100 70 70

MIN STOPPING SIGHT

DISTANCE (m) 185 105 105

MIN ‘K’ FACTOR N/A CREST – 17

SAG – 12

CREST – 21

SAG – 21

GRADES MAXIMUM 1.5% 5% 2.7%

MIN RADIUS (m) N/A 200 N/A

LANE WIDTH (m) 3.00 3.50 3.25 – INSIDE

3.50 – CURB

MEDIAN WIDTH (m) N/A 5.00 5.00

RIGHT-OF-WAY (m) VARIES 28.0 – 35.0 35.0

Notes

(1) Assumed McLaughlin Road will be illuminated

(2) Lane widths based on MW2-TMP



Town of Caledon


Table 6-2 Design Criteria – Spine Road


HIGHWAY CLASSIFICATION

SPINE ROAD DOES

NOT CURRENTLY EXIST

UAU UAU

NUMBER OF THROUGH LANES 2 - 4 2 – 4

POSTED SPEED (KM / H) 60 60

DESIGN SPEED (KM / H) 70 70

MIN STOPPING SIGHT

DISTANCE (m) 105 105

MIN ‘K’ FACTOR CREST – 17

SAG – 12

CREST – 31

SAG – 31

GRADES MAXIMUM 5% 2%

MIN RADIUS (m) 200 320

LANE WIDTH (m) 3.50 3.25 – INSIDE

3.50 – CURB

MEDIAN WIDTH (m) 5.00 4.00 – 5.00

RIGHT-OF-WAY (m) 28.0 – 35.0 27.0 – 35.0

Notes

(1) Assumed McLaughlin Road will be illuminated

(2) Lane widths based on MW2-TMP

Table 6-3 Design Criteria – Valleywood Boulevard


HIGHWAY CLASSIFICATION UAU UAU UAU

NUMBER OF THROUGH LANES 2 2 – 4 2 – 4

POSTED SPEED (KM/H) 60 60 60

DESIGN SPEED (KM/H) 70 70 70

MIN STOPPING SIGHT

DISTANCE (m) N/A 105 105


SAG – N/A

CREST – 17

SAG – 12

CREST – 24

SAG – 25


MIN RADIUS (m) N/A 200 250

LANE WIDTH (m) 2 X 3.65 2 X 3.5 4 X 3.75

MEDIAN WIDTH (m) VARIES VARIES VARIES

0 – 5.5

RIGHT-OF-WAY (m) N/A N/A 35.0

Notes

(1) Assumed Valleywood Boulevard will be illuminated

(2) Lane widths based on MTO standards



Town of Caledon


Table 6-4 Design Criteria – Hurontario Street


HIGHWAY CLASSIFICATION UAU UAU UAU

NUMBER OF THROUGH LANES 4 4 4

POSTED SPEED (KM/H) 70 70 70

DESIGN SPEED (KM/H) 80 80 80

MIN STOPPING SIGHT

DISTANCE (m) >130 130 >130

MIN ‘K’ FACTOR CREST – N/A

SAG – N/A

CREST – 26

SAG – 16

CREST – N/A

SAG – N/A


MIN RADIUS (m) N/A 250 500

LANE WIDTH (m) 4 X 3.65 4 X 3.5 4 X 3.75

MEDIAN WIDTH (m) 0 – 3.8 N/A 2.5 – 5.5

RIGHT-OF-WAY (m) 43.0 N/A 43.0

Notes

(1) Assumed Hurontario Street will be illuminated

(2) Lane widths based on Region of Peel standards

Table 6-5 Design Criteria – N-E/W/S Ramp

Design Standards Proposed

CROSSING ROAD DESIGN SPEED (KM/H) 70 70

RAMP DESIGN SPEED (KM/H) 60 60

SIGHT DISTANCE REQUIREMENT FOR STOPPING,

CROSSING, AND TURNING MOVEMENTS AT THE

CROSSING ROAD

N/A N/A


SAG – 9

CREST – 150

SAG – N/A

GRADES MAXIMUM 6% 0.85%


LANE WIDTH (m) 2 X 3.75 2 X 3.75

SHOULDER WIDTH (m) 1.0 LT

2.5 RT

1.0 LT

2.5 RT

SHOULDER ROUNDING (m) 0.5 0.5

SUPERELEVATION MAX RATE (m/m) 0.06 0.06

SIGHT DISTANCE AT EXIT TERMINAL (m) EXIST EXIST

EXIT TERMINAL SPEED-CHANGE LANE LENGTH (m) EXIST EXIST

Notes

(1) Assumed ramp will be illuminated

(2) Shoulder rounding to increase to 1.0m where steel beam guide rail is required



Town of Caledon


Table 6-6 Design Criteria – S/E-N Ramp



RAMP DESIGN SPEED (KM/H) 60 60



CROSSING ROAD

N/A N/A


SAG – 9

CREST – 20

SAG – 20



LANE WIDTH (m) 4.75 4.75


2.5 RT

1.0 / 2.5 LT

1.0 / 2.5 RT



SIGHT DISTANCE AT ENTRANCE TERMINAL (m) 205 >205

ENTRANCE TERMINAL SPEED-CHANGE LANE LENGTH

(m) 140 - 325 430

Notes



(3) Entrance terminal speed-change lane length from TAC GDG (2017) – Table 10.6.5

(4) Wider left (inside) shoulder to ensure sight distance is achieved (only for flyover)



Town of Caledon


Table 6-7 Design Criteria – N-E Ramp



RAMP DESIGN SPEED (KM / H) 40 40



CROSSING ROAD

N/A N/A


SAG – 6

CREST – N/A

SAG – 50





2.5 RT

1.0 LT

2.5 RT


SUPERELEVATION MAX RATE (m / m) 0.06 0.06


ENTRANCE TERMINAL SPEED-CHANGE LANE LENGTH

(m) 225 - 405 275

Notes




Table 6-8 Design Criteria – S-E Ramp


CROSSING ROAD DESIGN SPEED (KM / H) 80 80

RAMP DESIGN SPEED (KM / H) 60 60



CROSSING ROAD

N/A N/A


SAG – 9

CREST – 35

SAG – 25





2.5 RT

1.0 LT

2.5 RT




ENTRANCE TERMINAL SPEED-CHANGE LANE LENGTH (m) 40 - 100 265

Notes






Town of Caledon


6.1.2 Vertical Alignment

The vertical alignment for McLaughlin Road, Spine Road and the interchange modifications are shown in

detail on the preliminary design drawing sheets. The vertical alignment will be refined in detailed design

based on the following criteria:

• Meet the design criteria for the vertical alignment specified above;

• Match the existing centerline profile at key locations;

• Match elevations where interfacing with existing / future development;

• Match existing boulevards, commercial properties, entrances and sideroads as closely as possible; and

• Minimize property purchase requirements.

6.1.3 Typical Cross Section

The typical cross sections for McLaughlin Road and Spine Road are illustrated in Figures 6-1, 6-2 and 6-3.

Key elements of the proposed cross section include the following:

McLaughlin Road

• Concrete curb and gutter;

• Four (4) through lanes (3.25m lanes + 3.50m adjacent to curb);

• Minimum 2.0m raised median at all intersections;

• 5.0m flush median island;

• 1.80m bike lanes;

• 4.0m planting strip;

• 1.5m sidewalk (both sides);

• 3.0m left turn lanes as required at all intersections; and

• Illumination on both sides.

Spine Road (from Chinguacousy Road to 350m east of McLaughlin Road)


• Two (2) – 3.50m through lanes;


• 5.0m median two-way left turn lane;


• Lay-by parking where required by urban development;





Spine Road (from 350m east of McLaughlin Road to Hurontario Street)


• Four (4) through lanes (3.25m lanes + 3.50m adjacent to curb);


• 5.0m flush median island;





Town of Caledon





For the roadways within the footprint of the interchange modifications, a variety of cross sections will be

applied. Key elements of these roadways are as follows:

N-E/W/S Ramp, S/E-N Ramp, E-N/S Ramp, N-E Ramp and S-E Ramp

• Rural cross-section and open ditches;

• One (1) 4.75m through lane (additional lanes at intersections where required);

• 1.0m L / 2.5m R paved shoulders;

• 3.5m left and right turn lanes as required at all intersections; and

• Illumination (either with high mast lighting or localized overhead illumination).

Valleywood Boulevard


• Four (4) – 3.75m through lanes;


• Flush median island of varying widths;

• 2.5m boulevard




During the Class EA process, it was identified that an important element of the preferred design is to

ensure the curb lane northbound continues directly onto the existing S-N Ramp. This will ensure that

traffic heading northbound are not inadvertently directed into the Valleywood subdivision, which does

not have any roads that continue northerly across Etobicoke Creek.

Hurontario Street


• Four (4) – 3.75m through lanes;


• 1.5m boulevard;




Highway 410

The proposed modifications will shift the freeway to highway transition north. Extension of the existing

median barrier is required. Further details on the extension of the median barrier will be determined as

part of the detailed design phase.



Town of Caledon


Figure 6-1 McLaughlin Road Cross Section



Town of Caledon


Notes

From Chinguacousy Road to 350 m east of McLaughlin Road

Figure 6-2 Spine Road Cross Section



Town of Caledon


Notes

From 350 m east of McLaughlin Road to Hurontario Street

Figure 6-3 Spine Road Cross Section



Town of Caledon


6.1.4 Intersection and Sideroads

Intersection designs have been developed to provide an acceptable LOS at each intersection. Storage

lengths were calculated based on 95th percentile queue lengths. Required turning lanes and

corresponding storage lengths are shown on the preliminary design drawings.

Refer to the Traffic and Transportation Report (Appendix D) for more details regarding intersections and

signal coordination and timing.

The following summarizes the key characteristics of each intersection:

McLaughlin Road at Mayfield Road

Modification to this intersection is required to fulfill the requirements of the proposed design. For the

south leg, the City of Brampton is planning to widen McLaughlin Road south of the intersection. In

addition, the Region of Peel is planning on widening Mayfield Road both west and east of McLaughlin

Road. During detailed design, discussions with the City of Brampton and Region of Peel should be

undertaken to ensure coordination of designs.

The north leg of the intersection will be modified to the configuration shown on the preliminary design.

The traffic signals will need to be modified to accommodate the proposed works.

McLaughlin Road at Collector Roads

As part of future development, several new roadways will be constructed, which will intersect with

McLaughlin Road at various locations. During detailed design, coordination with the developers and

municipal officials will be required to ensure the works are coordinated. Confirmation on locations of

signalized intersections or stop control should also be completed as part of the detailed design.

McLaughlin Road at Spine Road

Left turn lanes have been identified for all four legs of the intersection. Additionally, bike lanes will cross

this intersection both north-south and east-west.

It is anticipated that the intersection will need to accommodate many pedestrians. As such, ladder

crosswalks should be painted to ensure the crossing locations are well marked for both the pedestrians

and vehicles crossing the intersection.

Spine Road at Chinguacousy Road

This intersection will consist of a new stop-controlled connection from the Spine Road and Chinguacousy

Road. Planning studies have not identified this intersection to warrant signalization. As part of the detailed

design process, signal warrants should be completed to verify that signalization is not required.

Spine Road at Collector Roads

Similar to McLaughlin Road, the Spine Road will intersect with various collector roads as they are

constructed with development. During detailed design, coordination with the developers and municipal

officials will be required to ensure the works are coordinated. Confirmation on locations of signalized

intersections or stop control should also be completed as part of the detailed design.



Town of Caledon


Hutchinson Farm Lane at Hurontario Street

As part of the interchange modifications, the intersection of Hutchinson Farm Lane and Hurontario Street,

along with the majority of Hutchinson Farm Lane, will be closed. In order to maintain access to properties

which utilize this roadway, the following will be implemented:

Development occurs before interchange modifications: A new access will be constructed connecting the

properties to the developer constructed road network.

Development occurs after interchange modifications: A temporary roadway will be constructed, which

connects to the Spine Road. After development occurs, the access will be reconfigured, connecting to the

developer constructed road network.

Specifics will be determined as part of the detailed design.

Hurontario Street at Collingwood Avenue / Highwood Road

This intersection will match existing conditions except for the north leg, where Hurontario Street will be

realigned to the west. The existing signal may need to be modified to address the realignment of the

north leg. Also, just north of the intersection will be the entrance taper for the new S-E Ramp. Signage in

advance of the intersection will be required to direct traffic heading to Highway 410 southbound. The left

and right turn lanes southbound will also be reinstated to match existing conditions.

Hurontario Street at Spine Road / N-E / W / S Ramp / S / E-N Ramp / Valleywood Boulevard

A new intersection with these roads is required as per the preferred design. Left and right turn lanes will

be provided as shown on the preferred design. A left turn for the eastbound to northbound direction is

not provided. All eastbound traffic heading north onto Highway 410 will enter the highway via. the

existing S-N Ramp.

This intersection will be signalized, and a number of key operational elements were identified by MTO,

which will need to be implemented during the detailed design process, as follows:

• Over 80% of the green time per cycle will need to be dedicated to the westbound to southbound dual

left turn lanes;

• Overlap signal phasing for the northbound to eastbound right turn lane with the westbound to

southbound dual left turn lanes to allow both movements to operate concurrently; and

• Addition of a ‘no right on red’ for the northbound to eastbound right turn lane is required to prevent

merging issues and improve operations and efficiency.

Valleywood Boulevard at E-N / S Ramp

As part of the works, an additional left turn lane will be added to the existing E-N/S Ramp. Modifications

to Valleywood Boulevard will also be completed and the southbound left turn to the existing loop ramp

will be removed.

Similar to the above, several key operational elements were identified by MTO, which will need to be

implemented during detailed design, as follows:



Town of Caledon


• Signal must be coordinated with the Hurontario Street and Spine Road / N-E / W / S Ramp / S/ E-N

Ramp / Valleywood Boulevard intersection; and

• Over 80% of the green time per cycle will need to be dedicated to the movement from dual left-turns

from the ramp to Valleywood Boulevard (southbound).

This existing stop-controlled intersection is currently scheduled to be signalized by MTO and has

considered the preliminary design outlined by this report. As part of detailed design, the designer will

confirm the layout of the signals to ensure the new configuration of this intersection does not affect the

operations of the new signals.

Valleywood Boulevard at Snelcrest Drive / Royal Valley Drive

This intersection will match existing conditions, with the exception of the following:

• Raised median treatment for the south leg will be removed and replaced with a smaller 2.0 m wide

median;

• An additional southbound through lane will be added; and

• A traffic signal will be installed as required by the Transportation and Traffic Study (Appendix D).

Emergency Access from Highway 410 to Snelcrest Drive

As part of this study, a review was completed of the existing emergency access from Highway 410 to

Snelcrest Drive. Both MTO and the Town of Caledon Fire and Emergency Services identified emergency

access to be an important issue. The review concluded that the existing emergency access is to connect to

the future northbound on-ramp. However, MTO has noted that under current conditions, the freeway to

highway transition creates a lower speed environment for emergency vehicles to use the access during

emergency situations. However, given the proposed modifications, the transition area between freeway

and highway will move north. As such, the MTO cannot commit to reinstatement of this access as part of

this study. Further discussion on this topic is deferred to detailed design.

Spine Road and Collector Road ‘F’

As part of the consultation process, MTO has noted that the distance between their new ramps at the

intersection with Hurontario Street / Spine Road and any intersection within the Mayfield West Phase 2

development must be a minimum of 400m. Currently the land use plan provided by the development

group identifies Collector Road ‘F’ only 200m west of the new ramps. As part of detailed design, the

spacing between the new intersection/ramps and Collector Road ‘F’ will be confirmed in consultation with

the MTO.

6.1.5 Transit

As the surrounding areas continue to develop and expand, it is anticipated that demand for transit will

increase. The MW2-TMP identifies a ‘major transit node’ to be constructed on the Spine Road just west of

Hurontario Street. This transit node is anticipated to service local bus routes, bus rapid transit and GO

transit.

During detailed design, coordination should be completed with Brampton Transit and Metrolinx to

confirm the specifics for the future transit node, along with any local transit requirements (i.e. stops,

shelters and bus bays).



Town of Caledon


6.1.6 Private Entrances

As of writing of this report, it is anticipated that some existing homes along McLaughlin Road will remain

for the foreseeable future. Where necessary, these existing entrances will be reconstructed based on the

following criteria:

• Asphalt aprons between the curb and sidewalk;

• Match original driveway material at the property line;

• Driveway grades in accordance with municipal standards; and

• Permission to enter required for re-grading of driveways beyond the limit of the ROW.

In addition, gaps in the raised median will be provided based on current land uses to allow for full

vehicular movements only where it is deemed safe.

Within the interchange area, a few access constraints were identified which need to be considered during

detailed design, as follows:

• 12571 Hurontario Street, 12581 Hurontario Street and 12591 Hurontario Street access the highway

immediately north of the interchange. With the addition of the new northbound on-ramp, access to

these properties will need to be restricted. Further consideration to permanent closure of these access

points will need to be completed as part of detailed design;

• Access to Hurontario Street from the undeveloped property on the northeast corner of Hurontario

Street and Highwood Road will need to be closed; and

• Access from the Region’s lands on the northwest corner of Hurontario Street and Collingwood

Avenue will need to be limited to right-in right-out.

6.1.7 Property Requirements

The MW2-TMP has designated ROW widths for both McLaughlin Road and the Spine Road. These

property requirements were carried forward and are identified on the preliminary design drawings.

For the interchange, most of the modifications are contained within the existing Highway 410 ROW.

Property taking has been minimized to the degree possible, however, there will be additional property

required from both private and public land owners at various locations. During detailed design, property

requirements (including permission to enter requirements) will be confirmed. Figure 6.4 shows the

preliminary property requirements for the interchange improvements, which are also to be confirmed

during detailed design.

Any surplus lands generated from the removal of Hutchinson Farm Lane can be transferred to the Region

of Peel. Further review of this transfer will need to be completed as part of the detailed design process.



Town of Caledon


Figure 6.4 Preliminary Property Requirements



Town of Caledon


6.1.8 Active Transportation

The recommended pedestrian and cycling facilities (i.e. active transportation) for McLaughlin Road and

Spine Road are as follows:

• 1.8 m wide on-road bike lanes along McLaughlin Road;

• 2.0 m wide on-road bike lanes along Spine Road; and

• 1.5 m / 2.0 m wide sidewalk for pedestrians on either side of McLaughlin Road and Spine Road.

Within the limits of the interchange, active transportation will be provided in the following manner:

• 1.5 m sidewalk on both sides of Valleywood Boulevard between Snelcrest Drive and Hurontario Street;

• 3.0 m multi-use trail on both sides of Spine Road between Hurontario Street and Collector Road ‘F’;

and

• Transition to bike lane (on-road) and sidewalk (off-road) along the Spine Road at Collector Road ‘F’.

As part of the MW2-TMP, a pedestrian / cyclist structure is proposed to cross over Highway 410,

connecting the west limit of Snelcrest Drive to the MW2 development. At this time, the specifics of the

proposed pedestrian / cyclist structure are not known, and further study is deferred to a later date.

Additionally, the Town has initiated the process to determine the approximate location of bus stops and

active transportation facilities along McLaughlin Road and Spine Road. A plan showing the various

aspects noted are identified on Figure 6.5.



Town of Caledon


Figure 6.5 Proposed Bus Stop Locations and Active Transportation Facilities



Town of Caledon


6.1.9 Accessibility for Ontarians with Disabilities Act Measures

The Accessibility for Ontarians with Disabilities Act (AODA) requires that all barriers in the built

environment (public spaces and buildings) be removed. The Integrated Accessibility Standards Regulation

identifies the specific requirements that must be implemented for public spaces and the associated

timelines. During the detailed design phase, the designers will need to confirm that the design for

McLaughlin Road, Spine Road and the interchange meets the minimum requirements as defined by the

AODA.

6.1.10 Pavement Design

A preliminary pavement design was completed for McLaughlin Road and Spine Road as part of the

geotechnical investigation. The following is a brief summary of the pavement design recommendations.

For the full report, please refer to Appendix K.

Rehabilitation

For McLaughlin Road, two (2) selected rehabilitation strategies were selected for investigation and

analysis, as follows:

Partial Depth Reconstruction and Resurface: This option involves removal of total asphalt (70 mm) and

further excavating to a total depth of 250 mm of granular materials, proof-rolling, completing base repair

where needed, re-grading and compaction, addition of 100 mm of new granular A and compaction and

resurfacing with 150 mm of hot mix. This option will improve drainage and the structural capacity of the

pavement and will have lower maintenance cost over the pavement service life than the existing

pavement. In addition, it will not change the existing vertical profiles and will yield a structure number of

123 mm. Partial depth reconstruction is an option if raising the grade is not feasible.

In-place Pulverization, Remixing, and Resurfacing: This option will involves pulverizing the remaining

asphalt to a total depth of 120 mm. The resulting mixture of asphalt concrete materials and granular is

then graded to cross fall and compacted and used as a base. The advantages of this option include the

elimination of surface defects and reflection cracking and the reuse of the existing material efficiently.

Typically, the GBE for Bituminous crushed recovered material is in the order of 1.0. In-place pulverization

should be graded and compacted and resurfaced with 120 mm of HMA. This will raise the vertical profile

by 120 mm and will yield SN of 128 mm. Pulverization is cost-effective if raising the grade is feasible.

Widening of McLaughlin Road

A wider roadway platform is required to accommodate the preferred design alternative for McLaughlin

Road. The minimum pavement structural design for widening McLaughlin Road is presented below in

Table 6-10 and was designed in accordance with the 1993 American Association of State Highway and

Transportation Officials (AASHTO) Guide for the Design of Pavement Structures.

Table 6-10 Recommended Minimum Structural Pavement Design for McLaughlin Road

Material Description AASHTO’93 Pavement Design for 20 years

Hot Mix Asphalt Concrete Surface HL3 or HL1 or SP12.5 50mm / PGAC 58-28



Town of Caledon


Binder Course HDBC of HL8 or SP19.0 50+50mm / PGAC 58-28

Granular ‘A’ Base 150mm

Granular ‘B’ Subbase (Type II) 300mm

Total Pavement Thickness 600mm

New Construction for Spine Road

A new roadway platform is required to accommodate the preferred design for Spine Road. The minimum

pavement structural design for the Spine Road is presented below in Table 6-11 and was designed in

accordance with the 1993 AASHTO Guide for the Design of Pavement Structures.

Table 6-11 Recommended Minimum Structural Pavement Design for Spine Road

Material Description AASHTO’93 Pavement Design for 20 years

Hot Mix Asphalt Concrete Surface HL3 or HL1 or SP12.5 50mm / PGAC 58-28

Binder Course HDBC of HL8 or SP19.0 50+50mm / PGAC 58-28

Granular ‘A’ Base 150mm

Granular ‘B’ Subbase (Type II) 400mm

Total Pavement Thickness 700mm

Pavement structure for Interchange Modifications

The pavement structure for the roads within the footprint of the interchange were not determined as part

of this study and will need to be determined as part of the detailed design.

6.1.11 Utilities

Utility companies were contacted at the commencement of the Study and were invited to participate.

Based on a preliminary review, relocation or protection of various utilities will be required during the

detailed design phase, as follows:

Bell Canada

• Relocation is anticipated for most of the corridor; and

• Some of the existing infrastructure can be protected, depending on the results of the utility conflict

analysis completed by the detailed design team.

Enbridge

• Relocation of Enbridge gas main is anticipated for the corridor. Further coordination is recommended

for the detailed design team.



Town of Caledon


Alectra Hydro (formerly Hydro One Brampton)

• All existing hydro poles within the Study Area are in conflict with the proposed widening. Further

coordination is required by the detailed design team to determine the specifics of the relocation

works.

Region of Peel Watermain

• The existing watermains are not anticipated to be significantly impacted. Further review is required by

the detailed design team to determine the impacts (if any) to the existing watermain; and

• The watermain appurtenances (such as hydrants and valve chambers) will need to be adjusted /

relocated. Further review is required by the detailed design team.

A comprehensive utility investigation should be conducted in the detailed design phase, to locate and

determine conflicts with the proposed works.

6.1.12 Agency Approvals

Agency approvals are required as part of detailed design and before construction can begin. Approval

requirements are summarized in Table 6-12.

Table 6-12 Required Agency Approvals / Permitting Requirements

Agency Approval / Permit Required Comments

Ministry of the Environment,

Conservation and Parks

EASR - Self Registration of Water

Taking Activity

For road construction and

construction site dewatering.

Department of Fisheries and Oceans Fisheries Act N/A

Toronto Region Conservation

Authority

Permit under O. Reg. 166 / 06 Required to develop in areas

within regulated limit

Credit Valley Conservation Permit under O. Reg. 166 / 06 Required to develop in areas

within regulated limit

Ministry of Natural Resources and

Forestry

ESA Section 17 (c) Permit for Approval for Activities

that may affect Species or Habitat

protected under the ESA (17C)

Town of Caledon Woodlands By-law 2000-100 Required for the removal of trees

during construction.

Ministry of Transportation Highway Corridor Management

Permit

Required if Town is proponent of

project.

6.1.13 Illumination

Full illumination will be installed along McLaughlin Road, Spine Road, and within the interchange as part

of the construction works. The detailed design team will notify the appropriate system operators before

making changes to the existing lighting system.

6.1.14 Preferred Design Impacts on Local Air Quality Conditions

An air quality impact assessment was not deemed to be required for this Class EA. Qualitatively, the

existing air quality conditions in the area, which are currently agricultural lands, will change as the MW2

Secondary Plan for the area is implemented. The potential air quality impacts that could arise during both



Town of Caledon


construction and operation of the roads, when weighted against the need for the Town to grow in

accordance with the Provincial Growth Plan is low.

The MW2 area is being designed with the following considerations:

• Protection of natural heritage features (i.e., wetlands);

• Traffic Demand Management is an important implementation measure;

• New road capacity to carry automobiles, cyclists, pedestrians and transit in the MW2 area; and

• Accommodation of active transportation and future public transit.

The Highway 410 portion is located adjacent to the study area with revisions to the interchange part of

the project. Currently and in the future some of the air quality impacts in the area will be from operation

of this highway.

Implementation of the MW2 Secondary Plan will result in air quality impacts but this is part of the

development process. Typical of the development process, the major roads (widening of McLaughlin Road

and construction of the new East-West Spine Road) will be developed first and will result in air quality

impacts. However these roads are necessary to support the residential, commercial and institutional

components of the MW2 Secondary Plan. The current and future impacts to air quality were always

anticipated to occur by permitting development in an area that is currently agricultural land. This

development is necessary to meet planning commitments by the Town, including meeting the Provincial

Growth Plan.

While air quality impacts will occur in the area from the municipal roads, development and Highway 410,

additional air quality studies will be undertaken during detailed design to ascertain the potential impact

on any sensitive receptors proposed in the MW2 area. Potential air quality impacts to present and future

sensitive receptors will be minimized as much as possible in the operation of a widened existing

McLaughlin Road, Spine Road, and the interchange modifications.

6.1.15 Structural Design

Highway 410 northbound flyover

As noted in Section 5, a new flyover of Highway 410 is proposed for northbound traffic. This flyover will

consist of a two-span structure, with abutments on either side of Highway 410 and a centre pier in the

median of the highway. The approximate total span of the flyover will be 78.5m.

The new flyover will be subject to review and approval by the MTO. Conversations with MTO should begin

early in the design process to ensure all design requirements are met.

The MTO has indicated that there are no plans to widen Highway 410 at the Study Area. However, in

order to ensure the new flyover can accommodate future widening without significant modification to the

superstructure / substructure, it has been assumed that one additional lane in each direction will be

constructed. The future lanes are identified on the general arrangement drawing accordingly.

Modification of the existing Highway 410 / Valleywood Boulevard Overpass

In order to facilitate the new N-E on-ramp, portions of the existing overpass will need to be modified, as

follows:



Town of Caledon


• Removal of a portion of the slope paving and replaced with a concrete barrier / retaining wall; and

• Consideration for future widening of Highway 410 when modifying the slope paving.

Additional consideration for the following is to be completed during detailed design:

• Installation of shoring in order to modify the slope paving may be limited by vertical clearances under

the structure;

• Removal of a portion of the slope paving may decrease cover on the existing foundation; and

additional frost protection should be considered; and

• The RSS abutment walls have shown signs of settlement at this location, which should be considered

as part of the detailed design phase.

Other Structural Works

Within the limits of the McLaughlin Road, there are no drainage features crossings supporting direct or

indirect habitat or watercourses. As such, no structural culverts are noted as required.

For the Spine Road, only intermittent watercourses cross the Study Area. With the planned

redevelopment, these intermittent features will be redirected to the proposed SWM facilitates. As such,

there are no structural culverts anticipated for the Spine Road.

Within the interchange, there are a number of open ditches which ultimately drain to the existing wet

pond via a number of culverts. These culverts vary in size from small corrugated steel pipes to longer span

box culverts. As part of detailed design, these culverts will need to be removed / replaced / extended to

facilitate the new interchange configuration. The detailed design team will need to facilitate modification

of these elements as part of the design.

Additionally, modification to the Etobicoke Creek crossing north of the interchange will be required to

facilitate the construction of the new northbound Highway 410 on-ramp. The detailed design team is to

consider either installation of a headwall over the existing structure or an extension matching the existing

configuration of the culvert.

6.1.16 Construction Staging

At some locations, widening of McLaughlin Road can be completed with traffic on the existing portion of

the roadway. Traffic would then shift to the new platform, allowing rehabilitation for the existing road

platform. For those locations where a grade change is proposed between existing and proposed, more

significant staging will be required, with temporary shoring required as necessary. More specifics for the

construction staging and phasing will be determined as part of the detailed design phase.

Critical to the staging process of the interchange will be to ensure that access to the Valleywood

subdivision is maintained at all times during construction. As part of the detailed design process, a

detailed staging plan will be completed, which will not only identify roads to be maintained, but also any

temporary road construction that will be required to maintain access to the Valleywood subdivision.

Consideration for both emergency access and for residents will be made as part of the detailed staging

plan.

During consultation with the MTO, it was identified that the Etobicoke Creek crossing of Highway 410 / 10

is scheduled to be completed in 2020. As part of the interchange modifications, a new northbound ramp



Town of Caledon


will need to cross over this culvert. Coordination will be completed as part of the detailed design phase to

ensure conflicts between the two projects are minimized.

6.1.17 Preliminary Cost Estimate

A copy of the preliminary cost estimate for the road improvements can be found in Appendix L.

6.2 Potential Impacts and Mitigation Measures

6.2.1 Land Use

The proposed work within the Study Area will result in the roadway and associated traffic being brought

closer to existing residential and rural land uses. The following impacts to property have been

documented within the Study limits, and will be reviewed during the detailed design phase:

• Property purchase along both sides of McLaughlin Road, Spine Road and within the interchange:

Purchase will be completed in accordance with Town policy;

• Driveway reconstruction / grading (both asphalt and gravel): Driveways will be reconstructed to match

existing materials;

• Impact to landscape features (fencing, gates and retaining walls): Landscape features will be modified

and / or reconstructed as indicated on the preliminary design drawings;

• Impact to or removal of trees and residential landscape plantings at various properties: A tree

preservation plan and landscape planting plan will be prepared in detailed design; and

• Coordination with development plans.

6.2.2 Air Quality

Highway 410, Hurontario Street and Mayfield Road are adjacent to the study area and would be the main

sources of air quality impacts. The widening of McLaughlin Road and the Spine Road are local municipal

roads and would contribute less to the air quality than the existing roads and Highway 410.

6.2.2.1 Sensitive Receptors

The following are the types of land uses which are defined as sensitive receptors for potential air quality

effects:

• Health care facilities;

• Senior citizens’ residences or long-term care facilities;

• Child care facilities;

• Educational facilities;

• Places of worship; and

• Residential dwellings.

Highway 410 and existing housing developments are located adjacent to the east side of the study area.

On the south side of the study area is Mayfield Road and existing housing developments with residences

located on the southern edge closest to the proposed roadways and development.

6.2.2.2 Construction Impacts and Mitigation Measures

In addition to the community and road configuration minimizing idling and other traffic related air quality

impacts, best management practices to mitigate any air quality impacts caused by construction dust (i.e.,



Town of Caledon


use of non-chloride dust suppressants) will be undertaken in the construction phase. Extensive vegetation

and tree planting will ensure that impacts by the new roads on sensitive receptors will be minimized.

Increases in particulate matter above ambient conditions may occur at distances from a few metres to 300

metres in areas of traffic stagnation due to congestion The roads will be designed to operate at a LOS to

minimize congestion and the potential for a reduction in air quality contaminants produced by stagnated

traffic. Construction related air emissions can also be expected, including dust from various material

handling operations and combustion emissions from construction equipment, which is typically powered

by diesel engines. Such emissions will be of a temporary nature and the impact is not predicted to move

far from the immediate vicinity of the construction activities along the major roads.

Typical mitigation measures include the control of air quality impacts from dust releases around the

construction sites and construction equipment and includes the following:

• During construction, vehicles / machinery and equipment will be in good repair, equipped with

emission controls, as applicable, properly maintained and operated within regulatory requirements.

• A minimal number of machines operating in any one area shall be carefully considered during

construction activities.

• Water and dust suppressants (non-chloride) will be applied during construction to protect air quality

due to dust.

The Air Quality Impact Assessment will be completed during detailed design and provided to MECP for

their review and approval. The assessment will include the following consideration:

• Assess impacts at existing and future sensitive receptors;

• Emissions and modelling impacts will be compared against the Ontario Ambient Air Quality Criteria

and the Canadian Ambient Air Quality Standards;

• The assessment will include cumulative impacts based on background air quality data and additional

impacts from the MW2 development;

• At least two modelling scenarios will be conducted comparing current versus future build; and

• Dust mitigation measures during construction and other applicable mitigation measures will be

included.

6.2.3 Noise Assessment

As part of this Study, a Noise Assessment was completed to determine the noise impacts of the proposed

improvements to the Highway 410 interchange, Valleywood Boulevard and the proposed Spine Road

(Appendix M). The recommendations of this report are summarized as follows:

The guideline applicable to this Study is the MTO Environmental Noise Guide (2006), which was applied to

complete this Study.

The results of the assessment indicate that the predicted noise is below the 5 dBA criterion as defined by

the MTO Noise Guide but the overall Future “build” sound levels at five receivers (R071, R128, R133, R135

and R143) are above the 65 dBA criterion. These exceedances of the 65 dBA criterion represent the values

at the most exposed façade. However, according to the MTO Noise Guide the need for mitigation must be

determined based on the outdoor living area (OLA) sound levels. In each case for R071, R128, R133, R135

and R143 the OLA sound levels are expected to be below the 65 dBA criterion. Therefore, based on the

noise modelling results, consideration for noise mitigation is not a requirement for the project.



Town of Caledon


As noted by the local residents, noise levels are an existing problem that will not be improved as part of

the proposed works. During detailed design, the Town will consult with the local residents further and

determine if any noise mitigation beyond the standards outlined by the MTO Environment Noise Guide

(2006) is required.

Construction noise impacts are temporary and largely unavoidable. However, the contract documents

should identify the contractor’s responsibilities with respect to controlling noise, as well as recording,

investigating and if possible addressing complaints. The contract documents should also explicitly state

that compliance with all applicable law is an expectation of the contract including adherence to the Town

of Caledon Noise By-Law 86-110 [2] and MOECC Publication NPC-115.

6.2.4 Archaeological Assessment

As noted in Section 3, some areas within the limits of the interchange improvements have been identified

for a Stage 2 Archaeological Assessment. As part of the detailed design, a Stage 2 Archaeological

Assessment should be carried out by means of hand-shovel test pits at 5-m intervals (while avoiding

buried utilities) and the screening of test-pit soils for artifacts through 6-mm mesh. All areas of

disturbance should be documented to determine their spatial limits.

No grading or other activities that may result in the destruction or disturbance to the Study Area is

permitted until notice of the Ministry of Tourism, Culture and Sport approval has been received.

6.2.5 Built and Cultural Heritage

As noted in Section 3, a number of built and cultural heritage resources were identified. As part of

detailed design, the proposed works in and around each heritage resource must ensure that the heritage

character of the buildings and landscapes on these properties is not unduly obscured or impacted.

Given the above, the following mitigation measures are recommended:

• Encroachment onto former Credit Valley Railway lands should be minimized in order to preserve the

historic appearance of the railway corridor. The crossing at the new Spine Road should be designed to

be sympathetic to the rural nature of the area;

• The mature oak trees that are along the laneway at 12324 McLaughlin should be protected from the

construction of the new Spine Road. In the current design of the Spine Road, the oak trees will be

separated from the road by about 30 m;

• Construction fencing and tree hoarding should be installed around and in front of those heritage

resources which are closer to the roadway, at a sufficient distance to ensure that there will be no

direct construction impacts as a result of the movement of construction equipment or machinery;

• Standard road construction techniques should be used where possible, excluding all avoidable

construction techniques (such as deep foundation work or piling) that could cause structural damage

to heritage resources;

• All trees that cannot be saved should be replaced with large caliper nursery stock that are appropriate

for roadside use (i.e. salt resistant). Replacement trees should replicate as closely as possible the

heritage appearance, assortment and placement of the current trees;

• Wherever possible, the roadway should be engineered to ensure that the heritage character of the

buildings and landscapes are not unduly impacted or obscured; and

• All outstanding Heritage Impact Assessments for heritage resources within the Study Area (including

the Cultural Heritage Landscape of the former Credit Valley Railway) should be completed. By doing



Town of Caledon


so it can be determined whether any of these resources should be designated under the Ontario

Heritage Act.

6.2.6 Natural Environment

An aquatic and terrestrial impact assessment memo (Appendix E) was completed to document any

impacts associated with the proposed design and to recommend any necessary mitigation measures to

minimize the impacts. The following summarizes the anticipated impacts and the proposed mitigation.

6.2.6.1 Aquatic Impacts

Impacts associated with the construction in the McLaughlin Road and Spine Road alignment will include

the installation of culverts at intermittent tributaries along Spine Road and the extension of culverts at

McLaughlin Road. Disturbances with these activities will include loss of riparian habitat and temporary

disturbance during construction activity.

The proposed works at the Highway 410 and Highway 10 interchange include the installation of a

headwall, proposed to avoid having to extend the existing culvert. The proposed headwall construction

would entail no in-water work. Impacts would include the removal of limited woody vegetation which

could be mitigated through revegetation with native riparian species per conservation authority planting

guidelines. Construction activity can also result in erosion and sedimentation originating from the work

area.

6.2.6.2 Terrestrial Impacts

Wetlands

All of the wetland vegetation communities, including portions of the PSW Complex, which is located

beyond the limits of the proposed works, will not be impacted.

Vegetation Impacts

An assessment of the Preliminary Design indicates that the footprint of the proposed road widening will

primarily impact lands that consist of agricultural and residential land uses. A total projected loss of

58,648 m2 of natural and semi-natural habitats are expected from the proposed works.

Loss of natural woody vegetation is projected to occur in only one small area of White Pine Hardwood

(mixed) Forest. Based on local protocols, a 10 m buffer is required beyond the forest dripline and only

selective removal is expected within the forest habitat and its buffer. Planted trees in many other parts of

the Study Area are also projected to be removed. A tree inventory has been completed of specimens with

a diameter at breast height of greater than 10 centimeters within the impact areas identified in the

preliminary design. Correspondence with the CVCA and TRCA will be necessary during the detailed design

phase to determine compensation and revegetation requirements for vegetation removals and

disturbances occurring in the Conservation Authority regulated limits. Conservation authority

requirements typically include replacement ratios for woody vegetation removals, planting of native

species and include delineation of sensitive habitat and / or tree preservation areas.

Vehicles associated with the construction works and the subsequent increased traffic once the roads are

constructed and in use may result in impacts to existing vegetation communities. These disturbances can



Town of Caledon


include the spread of exotic and invasive species and increased dust generation which may result in

deposition on vegetation, potentially effecting photosynthesis, respiration and transpiration.

Terrestrial Wildlife Impacts

All the species observed within the Study Area are provincially ranked secure, apparently secure or not

suitable for conservation activities (generally non-native species), with exception of the Species at Risk

(SAR) discussed below. Most species present are typical of agricultural and urban settings and

anthropogenically influenced natural areas. The habitats for species which rely on woodlands areas are

not expected to be affected, as such a small area of forest is within the zone of impact.

Direct impacts on wildlife can include disturbance, physical harm or mortality. The removal of vegetation

and trees within both the natural and anthropogenic habitats has the potential to disturb nesting birds.

This disturbance can cause destruction or abandonment of nests. As well, wildlife can attempt to move

into or through construction zones to breed, nest or forage, which can result in potential harm or

mortality. An active construction zone has the potential to produce increased noise and light disturbance

to wildlife adjacent to the Study Area.

Vegetation communities within the Study Area have the potential to support three types of SWH. The

forests onsite could potentially support Bat Maternity Colonies. Although no suitable habitat was

observed during field investigations, extensive targeted surveys for bats and / or maternity colonies have

not been undertaken to date. The combination of woodlands and open foraging areas could provide

Raptor Wintering Areas. These SWH are not expected to be impacted by the Study work due to minimal

removal of both woodland and open habitats, and the presence of such suitable habitat in the

surrounding area. The third type of SWH which has the potential to be present is Habitat for Species of

Conservation Concern, which are those species designated Special Concern under the ESA. These species

and their probabilities of occurrence are discussed further below.

The woodlands and hedgerows within the Study Area function as linkages and corridors between

vegetated communities and wildlife habitats. The Study could result in the loss of wildlife corridor

functionality between vegetated communities in an already fragmented landscape. Wildlife may cross the

road regularly to travel between nearby suitable habitats. Expansion of the road and associated increases

in traffic volumes may increase the risk of road mortality.

Species at Risk and Provincially Rare Species

Based on background information derived from secondary sources and field investigations, Study works

have the potential to impact several SAR. Species observed during field investigations include Barn

Swallow (Hirundo rustica), Eastern Wood-pewee (Contopus virens), Wood Thrush (Hylocichla mustelina)

and Butternut (Juglans cinerea). Other potentially impacted species include four species of bats, Red-

headed Woodpecker (Melanerpes erythrocephalus), Monarch butterfly (Danaus plexippus), Bobolink

(Dolichonyx oryzivorus) and Eastern Meadowlark (Sturnella magna).

Additional SAR and provincially rare species reported within the 10 km2 grid encompassing the Study

Area and those which have a reported range including the Study Area are reported in Amec Foster

Wheeler’s Widening of McLaughlin Road and Construction of East-West Spine Road (MW2) Natural

Environment Existing Conditions Report. Based on the last observed date, habitat requirements and

habitat available within the Study Area, these additional SAR have low or no probability of occurring



Town of Caledon


within the Study Area. As such, these species or their habitat are not expected to be impacted by Study

works.

Barn Swallow is listed as Threatened under the ESA. This species was observed frequently throughout the

Study Area which consists of abundant suitable foraging habitats. There are limited bridge or culvert

nesting sites present; however, there are potential nesting sites on various buildings. At the detailed

design phase, avian nesting investigations should be conducted at any relevant structures or buildings to

confirm the absence or presence of Barn Swallows and nests.

Two Eastern Wood-pewee and one Wood Thrush were identified within the Study Area during field

investigations. Both of these species are listed as Special Concern under the ESA. All three individuals were

in Woodland 1 which is the only woodland currently within the impact zone. All individuals were detected

singing within the woodlot, not from the periphery. Therefore, it is likely the minimal effects to the

woodland based on anticipated zones of impact would not interfere with these species or their habitat.

Butternut is classified as Endangered under the ESA. One Butternut was observed at the northeast of the

Study Area (adjacent to Woodland 6). It is possible other individuals exists within the Study Area as

woodlots were not surveyed extensively. Based on the proposed preliminary design, and the required

buffer of 25 m around individual trees, this species will not be affected as the recorded individual is

outside the zone of impact and woodlots are minimally impacted.

Four species of bat are classified as Endangered under the ESA in Ontario (Tri-colored Bat, Little Brown

Myotis, Northern Myotis, and Eastern Small-footed Myotis). All four species have the potential to occur

within the deciduous forest habitats within the Study Area. No deciduous forest habitats are anticipated

to be impacted. The only woodland within the zone of impact is a mixed forest which is dominated by

White Pine which will not support bat maternity colonies and therefore impacts to these species are not

expected.

Two species (Red-headed Woodpecker and Monarch) classified as Special Concern in Ontario were

determined to have moderate potential to be present and utilizing habitats within the Study Area. These

species were not observed during field investigations and the impacts to suitable habitats are expected to

be very limited. It is unlikely that these species or important associated habitats will be impacted.

Bobolink and Eastern Meadowlark, both classified as Threatened in Ontario, are considered to have a low

potential to occur within the Study Area based on 2017 land uses. However, MNRF correspondence

indicates the Study Area has supported these species in the past, presumably when suitable nesting

habitats, such as hay crops, were planted. At the detailed design phase, agricultural land use

investigations should be conducted to confirm the absence or presence of suitable habitats and these

species.

Animal Movement Corridors

The Significant Wildlife Habitat Criterion Schedules for Ecoregion 6E outlines two wildlife habitats meeting

the criteria for animal movement corridor habitat. Based on a review of ecosites and wildlife present,

amphibian movement corridor habitat is considered potentially present in the Project study area.

Amphibian movement corridors may be present within the study area. These corridors are found in all

ecosites that potentially support significant amphibian breeding habitat. Given the Project study area has

a section of Etobicoke Creek, watercourses, swamps, and moist forests with vernal pools (SWDM2-2,



Town of Caledon


SWDM3-3, FODM7-2, FODM7-7, and FODM9-4 ecosites) which may provide breeding habitat for

amphibians, there are likely linkages between these areas on site.

6.2.6.3 Mitigation

Birds

Barn Swallow is provincially-designated as Threatened and is therefore protected under the provincial SAR

legislation, which prohibits destroying critical or essential habitat for Threatened and Endangered SAR. In

order to avoid adverse effects to Barn Swallow and their habitat, mitigation measures should be applied,

including adhering to breeding bird season restrictions. Creation of an artificial nest structure nearby will

be required to compensate for the loss of Barn Swallow nesting habitat. Replacement nests are required

to be installed prior to the beginning of the breeding bird season (April 1 to August 31).

The Migratory Birds Convention Act (MBCA 1994) makes it unlawful to pursue, hunt, take, capture, kill or

sell birds listed therein ("migratory birds”). Compliance with the MBCA regulations and guidelines for

vegetation clearing or demolition, as recommended by Environment Canada, will be considered during

the project’s construction phase. In order to minimize the potential risk of any nesting migratory birds,

clearing of vegetation and any proposed work activities in migratory bird habitat must be undertaken

outside of the active breeding season (mid-May to August 1 for Southern Ontario). In the event that

clearing (or other work) is required during the nesting season, a nest survey must be conducted by a

qualified avian biologist within 2 days prior to commencement of the works to identify and locate active

nests of species covered by the MBCA.

Bats

If bat SAR are detected within the Study Area during detailed design, further mitigation measures such as

bat boxes may be necessary. Any vegetation clearing should take place outside the active period for bats

(April 1 to September 30), or at least the maternity period (June 1 to July 31).

Fish

It is recommended that “in-the-dry’ and in-water works occur between July 1 to March 31 to protect both

warm and cool-water species. Furthermore, fish rescue will be required in order to move fish from the

work areas to areas upstream prior to beginning the dewatering process that is required to complete

construction “in-the-dry”.

Erosion and Sediment Control (ESC)

Prior to the commencement of construction, standard ESC measures should be designed and

implemented and should meet or exceed Ontario Provincial Standards and Specifications (OPSS). The

control measures shall be implemented prior to work and be maintained through all phases of the Study

until vegetation is re-established, and all disturbed ground is permanently stabilized.

6.2.7 Hydrogeology

A preliminary hydrogeology Study has been completed for this Study (Appendix O). As noted by this

report, the dewatering effort is expected to be small and as such, neither a PTTW nor an EASR will be

required if the excavations of subsurface infrastructure are limited to excavations of up to 30 m at a time.

Local wells found as a result of a water well record search are not expected to be active supply wells, as



Town of Caledon


most local properties are connected to municipal water and sewer, or will be upon the completion of

construction. Remaining wells that may be private supplies are located upgradient and are not expected

to be impacted by the construction activities.

Also, for the new northbound flyover, dewatering effort is expected to be relatively low and may remain

below 50,000 L / day, but once the detailed design is determined, the dewatering effort required should

be calculated to confirm whether some form of permitting with the MECP will be required, whether it be a

registration on the EASR or whether a PTTW will be required.

As a due diligence measure, a private well survey should be completed within a 500 m radius pre-

construction to establish the number of active wells that are present nearby, and the quality and quantity

of the water produced by these wells, as well as an assessment of the conditions of these wells. Any well

complaints received during the course of the construction should be investigated by a qualified

professional and recommendations generated on the potential source of the well complaint and

recommendations on how to address the issue (if required).

6.2.8 Stormwater Management

A Stormwater Management Report has been completed for this Study (Appendix G). To meet the

standards of the Town of Caledon, the CVCA, the MTO, the TRCA, the MNRF and the MECP, the report

recommends the following SWM strategies and hydraulic improvements for McLaughlin Road and Spine

Road:

• Neither the subject segment of McLaughlin Road nor the Spine Road traverse regulated watercourses,

hence no permanent hydraulic structures (i.e. bridges or open footing culverts) are required.

• It is recommended that the SWM plan for the future expansion of McLaughlin Road and the Spine

Road be incorporated into the drainage and SWM plan for the adjacent development areas, in

accordance with the recommendations of the MW2 Area Comprehensive Environmental Impact Study

and Management Plan and the MW2 Functional Servicing Plan.

• LID BMP’s are recommended to mitigate thermal enrichment of storm runoff, as well as to manage

water budget in accordance with the requirements provided in The Guidance for Development

Activities in Redside Dace Protected Habitat.

• The proposed works are anticipated to coincide with the urbanization within the adjacent

developments, hence no interim works are anticipated to be required.

The report also recommends the following SWM strategies and hydraulic improvements for the

interchange modifications:

• The proposed works associated with the Spine Road / Highway 410 Interchange would result in an

additional 16,156 m2 of paved surface (i.e. 5% increase in imperviousness).

• SWM for the proposed works would be required to provide an enhanced level of stormwater quality

control for the proposed works, as well as to address conveyance capacity constraints of existing

drainage infrastructure.

• The existing wet pond within the limits of the interchange should be expanded to address both

additional quality and quantity control.

• That supporting hydrologic and hydraulic analyses be completed as part of detailed design for the

interchange, to establish the storage requirements for the SWM facility, as well as to verify the

conveyance capacity and hydraulic grade line of the 1200 mm diameter pipe at the outlet under

existing and proposed conditions.



Town of Caledon


• The detailed design assessment should necessarily include supporting hydrologic and hydraulic

analyses for the swales and culverts, to verify that all hydraulic structures satisfy current criteria for

freeboard and flood protection of the roadways.

6.2.9 Monitoring

The Town will review the implementation of mitigation measures and key design features, to confirm that

they are consistent with the contract and with commitments made. All Town construction projects are

subject to daily on-site inspection. Additionally, any environmental features constructed to facilitate

wildlife movement will be monitored post-construction. Further remediation may be required if steps

taken to direct wildlife towards the crossing are not successful.

6.2.10 Source Water Protection

Based on the Source Water Protection Information Atlas by MECP, Source Protection Plan for the CTC

(Credit Valley, Toronto and Region and Central Lake Ontario) Source Protection Region, Credit Valley

Source Protection Area Assessment Report and the Approved Updated Assessment Report: Toronto and

Region Source Protection Area, the Study Area is not within the Wellhead Protection Area, Intake

Protection Zone, Issue Contributing Area, Significant Groundwater Recharge Area, Highly Vulnerable

Aquifer or Significant Groundwater Quality Threat Area. Additionally, none of the activities in the study

area will result in drinking water threats.

6.2.11 Climate Change

The climate change review is based on the development of climate change influenced rainfall scenarios

that can be used to support modelling and design of drainage features associated with the subject

roadway at the detailed design stage. These rainfall estimates have been developed to align with relevant

modelling completed to date for the project and, as such, the focus events have been identified as the 25-

year return period event for 6-hour and 12-hour durations. The future timeframes for this analysis have

been identified as 2050 and 2080. Further details can be found in Appendix R.

The following recommendations stem from the foregoing assessment of climate change influenced

rainfall:

• It is recommended that the project maintain reliance on the Gumbel based estimates for assessment

and design, given the direction adopted by Environment and Climate Change Canada (ECCC) and the

differences between the Gumbel and Generalized Extreme Value (GEV) based estimates.

• It is recommended that the project give consideration to using rainfall estimates based on a GEV

approach for design stress testing purposes.

• It is recommended that additional consultation be completed to determine the appropriate rainfall

scenario to use for detailed design of drainage works associated with the roadway.

It is anticipated that the above recommendations will be considered during detailed design.

McLaughlin Road and Spine Road Municipal Class Environmental Assessment – Environmental Study Report

Town of Caledon


7.0 Summary of Environmental Issues and Commitments to Environmental Impacts and

Mitigation Measures

Table 7-1 Summary of Environmental Issues and Commitments to Environmental Impacts and Mitigation Measures

Potential

Environmental

Effects

Expressed By Mitigation Measures and Work Commitments

Aquatic

Resources

(Fisheries/

Watercourse)

MECP,

TRCA, CVCA &

MNRF

Installation of culverts at intermittent tributaries along Spine Road and the extension of culverts at McLaughlin Road.

It is recommended that “in-the-dry’ and in-water works occur between July 1 to March 31 to protect both warm and cool-water

species. Furthermore, fish rescue will be required in order to move fish from the work areas to areas upstream prior to beginning

the dewatering process that is required to complete construction “in-the-dry”.

Modification to the Etobicoke Creek crossing north of the interchange will be required to facilitate the construction of the new

northbound Highway 410 on-ramp. The detailed design team is to consider either installation of a headwall over the existing

structure or an extension matching the existing configuration of the culvert.

The intermittent watercourses crossing Spine Road will be redirected to the proposed SWM facilitates.

Within the interchange culverts will need to be removed / replaced / extended to facilitate the new interchange configuration. The

detailed design team will need to facilitate modification of these elements as part of the design.

Landscaping and

Vegetation

TRCA, CVCA &

MNRF

Loss of natural woody vegetation is projected to occur in only one small area of White Pine Hardwood (mixed) Forest. Based on

local protocols, a 10 m buffer is required beyond the forest dripline and only selective removal is expected within the forest

habitat and its buffer.

Correspondence with the CVCA and TRCA will be necessary during the detailed design phase to determine compensation and

revegetation requirements for vegetation removals and disturbances occurring in the Conservation Authority regulated limits.

Conservation authority requirements typically include replacement ratios for woody vegetation removals, planting of native

species, and include delineation of sensitive habitat and/or tree preservation areas.

Prior to the commencement of construction, standard ESC measures should be designed and implemented and should meet or

exceed OPSS. The control measures shall be implemented prior to work and be maintained through all phases of the Study until

vegetation is re-established, and all disturbed ground is permanently stabilized.

Traffic and

Access Residents

A traffic management and construction staging plan will be prepared at the detailed design phase. The staging plan will identify

roads to be maintained and any temporary road construction that will be required to maintain access to the Valleywood

subdivision. Consideration for both emergency access and for residents will be made as part of the detailed staging plan.

Transit Brampton Transit

& Metrolinx

During detailed design, coordination should be completed with Brampton Transit and Metrolinx to confirm the specifics for the

future transit node, along with any local transit requirements (i.e. stops, shelters and bus bays).

Utilities Utility Companies Required utility relocations will be coordinated with relevant companies during the detailed design phase.

Illumination Town of Caledon

Full illumination will be installed along McLaughlin Road, Spine Road and within the interchange as part of the construction

works. the detailed design team will notify the appropriate system operators before making changes to the existing lighting

system.


Town of Caledon


Potential

Environmental

Effects


Property

Requirements

and Impacts

Residents

Property purchase along both sides of McLaughlin Road, Spine Road, and within the interchange. Purchase will be completed in

accordance with Town policy.

Driveway reconstruction / grading (both asphalt and gravel). Driveways will be reconstructed to match existing materials.

Impact to landscape features (fencing, gates and retaining walls). Landscape features will be modified and / or reconstructed as

indicated on the preliminary design drawings.

Impact to or removal of trees and residential landscape plantings at various properties. A tree preservation plan and landscape

planting plan will be prepared in the detailed design phase.

During detailed design, there may be a need for an archeological assessment to satisfy the TRCA property section standards and

protocols.

Coordination with development plans during detailed design is required.

Built and

Cultural

Heritage

Ministry of

Tourism, Culture

and Sport

Encroachment onto former Credit Valley Railway lands should be minimized in order to preserve the historic appearance of the

railway corridor. The crossing at the new Spine Road should be designed to be sympathetic to the rural nature of the area.

The mature oak trees that are along the laneway at 12324 McLaughlin should be protected from the construction of the new

Spine Road. In the current design of the Spine Road, the oak trees will be separated from the road by about 30m.

Construction fencing and tree hoarding should be installed around and in front of those heritage resources which are closer to

the roadway, at a sufficient distance to ensure that there will be no direct construction impacts as a result of the movement of

construction equipment or machinery.

Standard road construction techniques should be used where possible, excluding all avoidable construction techniques (such as

deep foundation work or piling) that could cause structural damage to heritage resources.

All trees that cannot be saved should be replaced with large caliper nursery stock that are appropriate for roadside use (i.e. salt

resistant). Replacement trees should replicate as closely as possible the heritage appearance, assortment and placement of the

current trees.

Wherever possible, the roadway should be engineered to ensure that the heritage character of the buildings and landscapes are

not unduly impacted or obscured.

All outstanding Heritage Impact Assessments for heritage resources within the Study Area (including the Cultural Heritage

Landscape of the former Credit Valley Railway) should be completed. By doing so it can be determined whether any of these

resources should be designated under the Ontario Heritage Act.

Archaeology

Ministry of

Tourism, Culture

and Sport

As part of the detailed design, a Stage 2 should be carried out by means of hand-shovel test pits at 5-m intervals (while avoiding

buried utilities) and the screening of test-pit soils for artifacts through 6-mm mesh. All areas of disturbance should be

documented to determine their spatial limits.

No grading or other activities that may result in the destruction or disturbance to the Study Area is permitted until notice of the

Ministry of Tourism, Culture and Sport approval has been received.


Town of Caledon


Potential

Environmental

Effects


Wildlife MNRF

At the detailed design phase, avian nesting investigations should be conducted at any relevant structures or buildings to confirm

the absence or presence of Barn Swallows and nests.

At the detailed design phase, agricultural land use investigations should be conducted to confirm the absence or presence of

suitable habitats and these species (Bobolink and Eastern Meadowlark).

Creation of an artificial nest structure nearby will be required to compensate for the loss of Barn Swallow nesting habitat.

Replacement nests for Barn Swallow are required to be installed prior to the beginning of the breeding bird season (April 1 to

August 31).

The MBCA (1994) makes it unlawful to pursue, hunt, take, capture, kill or sell birds listed therein ("migratory birds”). Compliance

with the MBCA regulations and guidelines for vegetation clearing or demolition, as recommended by Environment Canada, will be

considered during the project’s construction phase.

In order to minimize the potential risk of any nesting migratory birds, clearing of vegetation and any proposed work activities in

migratory bird habitat must be undertaken outside of the active breeding season (mid-May to August 1 for Southern Ontario).

In the event that clearing (or other work) is required during the nesting season, a nest survey must be conducted by a qualified

avian biologist within 2 days prior to commencement of the works to identify and locate active nests of species covered by the

MBCA.

If bat SAR are detected within the Study Area during detailed design, further mitigation measures such as bat boxes may be

necessary.

Any vegetation clearing should take place outside the active period for bats (April 1 to September 30), or at least the maternity

period (June 1 to July 31).

Noise Town of Caledon

Construction noise impacts are temporary and largely unavoidable. However, the contract documents should identify the

contractor’s responsibilities with respect to controlling noise, as well as recording, investigating and if possible addressing

complaints. The contract documents should also explicitly state that compliance with all applicable law is an expectation of the

contract including adherence to the Town of Caledon Noise By-Law 86-110 [2] and MOECC Publication NPC-115.

Stormwater

Management MECP

It is recommended that the SWM plan for the future expansion of McLaughlin Road and the Spine Road be incorporated into the

drainage and SWM plan for the adjacent development areas, in accordance with the recommendations of the MW2 Area

Comprehensive Environmental Impact Study and Management Plan and the MW2 Functional Servicing Plan.

LID BMP’s are recommended to mitigate thermal enrichment of storm runoff, as well as to manage water budget in accordance

with the requirements provided in The Guidance for Development Activities in Redside Dace Protected Habitat.

SWM for the proposed works would be required to provide an enhanced level of stormwater quality control for the proposed

works, as well as to address conveyance capacity constraints of existing drainage infrastructure.

The existing wet pond within the limits of the interchange should be expanded to address both additional quality and quantity

control.


Town of Caledon


Potential

Environmental

Effects


That supporting hydrologic and hydraulic analyses be completed as part of detailed design for the interchange, to establish the

storage requirements for the SWM facility, as well as to verify the conveyance capacity and hydraulic grade line of the 1200 mm

diameter pipe at the outlet under existing and proposed conditions.

The detailed design assessment should necessarily include supporting hydrologic and hydraulic analyses for the swales and

culverts, to verify that all hydraulic structures satisfy current criteria for freeboard and flood protection of the roadways.

Groundwater

MECP, TRCA,

CVCA, Town of

Caledon

As a due diligence measure, a private well survey should be completed within a 500 m radius pre-construction to establish the

number of active wells that are present nearby, and the quality and quantity of the water produced by these wells, as well as an

assessment of the conditions of these wells. Any well complaints received during the course of the construction should be

investigated by a qualified professional and recommendations generated on the potential source of the well complaint and

recommendations on how to address the issue (if required).

Surface Water

Quality

MECP, TRCA,

CVCA, Town of

Caledon

Dewatering methods will be reviewed during detailed design. At such time, a permit be obtained if required.

AODA Town of Caledon During the detailed design phase, the designers will need to confirm that the design for McLaughlin Road, Spine Road, and the

interchange meets the minimum requirements as defined by the AODA.

Consultation MCFN

The Town of Caledon and specifically this Study Area falls within Traditional Territory of Mississaugas of the Credit First Nation. As

such, the Ministry of the Environment, Conservation and Parks has delegated procedural aspects of the duty to consult to the

Town of Caledon as part of the Class EA. Based on the Town’s relationship with MCFN, the Town is committed to ensuring

involvement of MCFN’s Field Liaisons Representatives in any fieldwork associated with future stages of this Project. The Town will

work with the Proponent responsible for the detailed design stage to ensure that this involvement occurs during detailed design

activities, such as Stage 2 Archaeological Assessment and further natural environment assessments.

Air Quality MECP

During construction, vehicles / machinery and equipment will be in good repair, equipped with emission controls, as applicable,

properly maintained and operated within regulatory requirements.

A minimal number of machines operating in any one area shall be carefully considered during construction activities.

Water and dust suppressants (non-chloride) will be applied during construction to protect air quality due to dust.

The Air Quality Impact Assessment will be completed during detailed design and provided to MECP for their review and approval.

- Assess impacts at existing and future sensitive receptors;

- Emissions and modelling impacts will be compared against the Ontario Ambient Air Quality Criteria and the Canadian Ambient

Air Quality Standards;

- The assessment will include cumulative impacts based on background air quality data and additional impacts from the MW2

development;

- At least two modelling scenarios will be conducted comparing current versus future build; and

- Dust mitigation measures during construction and other applicable mitigation measures will be included.



Town of Caledon


8.0 References

McDonald, N. (2017). MW Phase 2 stage 2 Planning Justification Report for Settlement Area Expansion.

Meridian Planning. Available from:

https://www.peelregion.ca/planning/officialplan/pdfs/ropa/ninth/Appendix-VI-Caledon-MW-PJR-

Sep-27-V5-reduced.pdf

Region of Peel. (N.d). Proposed Expansion of Mayfield West Phase 2 Stage 2. Available from:

https://www.peelregion.ca/planning/officialplan/mayfield-west-stage-2.htm

Town of Caledon. (2015). Mayfield West Phase 2 Secondary Plan Transportation Master Plan Final Report.

https://www.peelregion.ca/planning/officialplan/mayfield-west-stage-2.htm

Appendix A

Notice of Study Commencement

Appendix B

Indigenous Consultation

Appendix C

Agency and Landowner Meeting Minutes

and Comments

Appendix D

Transportation and Traffic Study

Appendix E

Natural Environment Report

Appendix F

Cultural Heritage Report

Appendix G

Stormwater Management

Assessment Report

Appendix H

Environmental Impact

Assessment Report

Appendix I

Archaeological Assessment

Appendix J

Public Information Centre

Appendix K

Geotechnical Investigation Report

Appendix L

Preliminary Cost Estimate

Appendix M

Noise Impact Study

Appendix N

Utilities Consultation

Appendix O

Hydrogeological Assessment

Appendix P

Structural Overpass Design Report

Appendix Q

Utilities Consultation

Appendix R

Preliminary Road Design Drawings

mclaughlin road and spine road municipal class ... · ultimately construction of the project. the...

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