Environmental Study Report

Transcription

1 Curtneypark Drive East Class Envirnmental Assessment & Preliminary Design Prepared fr: City f Mississauga Prepared by: Stantec Cnsulting Ltd. 300W-675 Cchrane Drive Markham, ON L3R 0B8 Nvember 16, 2015

2 Table f Cntents EXECUTIVE SUMMARY INTRODUCTION AND BACKGROUND INTRODUCTION STUDY AREA STUDY BACKGROUND Prvincial Plicy Statement Places t Grw Grwth Plan fr the Greater Glden Hrseshe City f Mississauga Strategic Plan Mississauga Official Plan Mississauga Cycling Master Plan Regin f Peel Official Plan Regin f Peel Strategic Gds Mvement Netwrk Study Regin f Peel Active Transprtatin Study Ministry f Transprtatin Highway 410 Imprvements Class EA STUDY APPROACH ENVIRONMENTAL ASSESSMENT ACT OF ONTARIO Municipal Class Envirnmental Assessment Prcess Part II Orders Ministry f Infrastructure Public Wrk Class Envirnmental Assessment Prcess CANADIAN ENVIRONMENTAL ASSESSMENT ACT (CEAA) STUDY OBJECTIVES STUDY ORGANIZATION The Prject Team INTERNAL/EXTERNAL CONSULTATION BACKGROUND POINTS OF CONTACT Public Infrmatin Centre # Public Infrmatin Sessins (PIC #2) PROBLEM AND OPPORTUNITIES TRANSPORTATION NETWORK ANALYSIS Existing Rad and Lane Cnfiguratins Existing Traffic and Truck Vlumes Existing Traffic Analysis Future Travel Demand Frecasting D Nthing Scenari Analysis SAFETY PERFORMANCE REVIEW PROBLEM AND OPPORTUNITY STATEMENT EXISTING CONDITIONS TRANSPORTATION TOC-1

3 5.1.1 Existing Rad Netwrk Transit ENGINEERING ENVIRONMENT Utilities Drainage and Strmwater Management Getechnical and Pavement NATURAL ENVIRONMENT Natural Envirnment Reprt Tree Inventry and Assessment SOCIO-ECONOMIC ENVIRONMENT Land Use Cultural / Built Heritage Assessment Archaelgical Assessment Envirnmental Site Cnditins Nise Assessment Streetlighting / Illuminatin Other Scial and Ecnmic Envirnmental Issues ALTERNATIVE SOLUTIONS ALTERNATIVE SOLUTIONS CONSIDERED DEVELOPMENT OF ANALYSIS CRITERIA ANALYSIS AND EVALUATION OF ALTERNATIVE SOLUTIONS Alternative 1: D Nthing Alternative 2: Transprtatin Demand Management/Transit Imprvements Alternative 3: Imprve Alternative East-West Rutes Alternative 4: Widen Curtneypark Drive East (between Kennedy Rd and Dixie Rd) Alternative 5: Widen Curtneypark Drive East (between Kennedy Rad and Dixie Rad) & Cnstruct a Full Interchange with Highway Alternative 4 vs. Alternative 5 Further Analysis SELECTION/IMPLEMENTATION OF PREFERRED ALTERNATIVE SOLUTION ALTERNATIVE DESIGN CONCEPTS GENERATION OF ALTERNATIVE DESIGN CONCEPTS ALTERNATIVE DESIGN CONCEPTS CONSIDERED Curtneypark Drive East Highway 410 Interchange DEVELOPMENT OF ANALYSIS CRITERIA ANALYSIS AND EVALUATION OF ALTERNATIVE DESIGN CONCEPTS Alternative 2B Traffic Analysis Other Impacts SELECTION/IMPLEMENTATION OF THE PREFERRED ALTERNATIVE DESIGN Implementatin PREFERRED DESIGN ROAD DESIGN ELEMENTS TOC-2

4 8.1.1 Design Criteria Highway 410 Interchange Side Rad Intersectins Hrizntal and Vertical Alignment Typical Crss-Sectins DRAINAGE / STORMWATER MANAGEMENT Strmwater Quality Strmwater Quantity Ersin and Sediment Cntrl Strm Sewer Capacity Assessment PAVEMENT AND GEOTECHNICAL DESIGN UTILITIES ILLUMINATION PROPERTY & ACCESS Ministry f Infrastructure Class EA Requirements VEGETATION AND LANDSCAPING STAGING PRELIMINARY COST ESTIMATE THIRD-PARTY APPROVALS AND PERMITS MONITORING, MITIGATION, AND COMMITMENTS CONCLUSION LIST OF TABLES Table 1-1: Table 3-1: Table 4-1: Table 4-2: Table 6-1: Table 6-2: Table 7-1: Table 8-1: Table 8-2: Table 8-3: Table 8-4: Table 8-5: Table 8-6: Table 8-7: Table 8-8: Table 9-1: Emplyment and Ppulatin Grwth Frecast, Mississauga Official Plan (March 2013) Summary f Cmments and Respnses frm Public Infrmatin Sessins Existing Cnditins Intersectin Peak Hur Level f Service Analysis Existing Cnditins Peak Hur Freeway LOS Analysis Evaluatin Matrix fr Alternative Design Slutins Partial Interchange (Alternative 4) vs. Full Interchange (Alternative 5) - Intersectin Delay Cmparisn Evaluatin Matrix fr Alternative Design Cncepts Radway Design Criteria Prpsed Auxiliary Lanes Additinal Pavement Areas and Prpsed Treatment Summary f Quantity Cntrl Parameters Existing and Prpsed Sizes f the Strm Sewers Prperty Acquisitin Requirements Preliminary Cst Estimate Interim Design (2015 Dllars) Preliminary Cst Estimate Ultimate Design (2015 Dllars) Summary f Identified Cncerns and Cmmitments TOC-3

5 LIST OF FIGURES Figure 1-1: Study Area Figure 1-2: Prpsed Cycling Facilities, Mississauga Cycling Master Plan (2010) Figure 1-3: Prpsed Interchange fr Highway 410 at Curtneypark Drive East Figure 2-1: Municipal Class EA prcess Figure 2-2: Prject Team Figure 5-1: Existing Utilities Plan Figure 5-2: Existing Utilities Plan Figure 5-3: Existing Utilities Plan Figure 5-4: Existing Utilities Plan Figure 5-5: Existing Utilities Plan Figure 5-6: Existing Utilities Plan Figure 5-7: Existing Utilities Plan Figure 7-1: Recnfigured Partial Interchange with Highway 410 Figure 7-2: Alternative 2A 8-lane Highway 410 bridge cnfiguratin Figure 7-3: Alternative 2B 6-lane Highway 410 bridge cnfiguratin Figure 8-1: Typical Crss-Sectins Figure 8-2: Typical Crss-Sectins Figure 8-3: Typical Crss-Sectins Figure 8-4: Prpsed Prperty Acquisitin frm MOI/IO LIST OF APPENDICES Appendix A Agency Cntact Lists & Crrespndence Appendix B Public Crrespndence, Public Infrmatin Centre/Sessin Presentatin Bards Appendix C Traffic & Transprtatin Analysis Reprt (under separate cver) Appendix D Safety Perfrmance Reprt Appendix E Drainage and Strmwater Management Reprt Appendix F Preliminary Getechnical and Pavement Investigatin Reprt Appendix G Natural Envirnment Technical Reprt Appendix H Tree Inventry and Assessment Appendix I Heritage Overview Mem Appendix J Stage 1 Archaelgical Assessment Appendix K Limited Phase One Envirnmental Site Assessment Appendix L Nise Assessment Letter f Opinin Appendix M Preliminary Lighting Calculatins Appendix N Preliminary Design Drawings Appendix O Structural Memrandum Appendix P Preliminary Cst Estimate TOC-4

6 Executive Summary Stantec Cnsulting Ltd. (Stantec) has been retained by the City f Mississauga t cmplete a Municipal Class Envirnment Assessment (Class EA) study and Preliminary Design fr Curtneypark Drive East, frm Kennedy Rad t Dixie Rad. The City has cnducted this EA study as a Schedule C prject under the Municipal Class EA prcess. This (ESR) summarizes the Class EA prcess fllwed and cnfirms the types f imprvements required within the study area. The ESR and the prpsed imprvements detailed in the preliminary design als address the shrt-term and lng-term needs n bth this sectin f Curtneypark Drive East, and n intersecting radways within the study area. Filing f this ESR n the Public Recrd, fr a perid f at least thirty calendar days, will cmplete the study prcess. Subject t n Part II Orders received, the City f Mississauga may prceed t the implementatin phase f detailed design and cnstructin. Thrughut the Class EA prcess fr Curtneypark Drive East, input was sught frm lcal agencies and municipalities; prvincial ministries and agencies; federal agencies and departments; prperty wners and businesses; and all ptentially affected First Natins cmmunities and representatives. As a result f this cnsultatin, issues and cnstraints were identified which cntributed t the evaluatin f the alternative designs and the finalizatin f the preferred design cncept. PUBLIC CONSULTATION PROGRAM The Curtneypark Drive East EA included six frmal cntact pints with the public: Ntificatin f Study Cmmencement A letter and/r ntice was sent t the residents, businesses, utilities, First Natins representatives, and agencies n Nvember 13, The ntice was als advertised in the Mississauga News (Nvember 13, 2013) and Mississauga This Week (Nvember 14, 2013). Ntice f Public Infrmatin Centre #1 A letter and/r ntice f the first Public Infrmatin Centre (PIC) was sent t residents, businesses, utilities, First Natins representatives, and agencies n June 11, The ntice was als advertised in bth the Mississauga News (June 11, 2014 and June 18, 2014) and Mississauga This Week (June 12, 2014 and June 19, 2014), and psted n the City s website. Public Infrmatin Centre #1 PIC #1 was held n Thursday, June 26, 2014 frm 2:30pm t 5:00pm at the Frank McKechnie Cmmunity Centre in Auditrium 1&2, 310 Bristl Rd. E., Mississauga, ON. The PIC was a drp-in frmat where interested stakehlders culd view the backgrund infrmatin and Alternative Slutins. Fllwing the PIC, the display material was als placed n the City s website. Further details are available in Sectin and Appendix B. Ntice f Public Infrmatin Sessins (PIC #2) A letter and/r ntice f the Public Infrmatin Sessins was sent t residents, businesses, utilities, First Natins representatives, and agencies n September 11, The ntice was als advertised in the Mississauga News (September 11, 2014 and September 18, 2014), and psted n the City s website. Public Infrmatin Sessins (PIC #2) The Public Infrmatin Sessins were held by appintment fr all interested members f the public between September 29, 2014 and Octber 3, 1.1

7 2014 at the City f Mississauga ffices, 201 City Centre Drive, 8 th Flr, Mississauga, ON. The Public Infrmatin Sessins gave interested stakehlders the pprtunity t view varius materials and dcuments fr this study, including the alternative design cncepts and evaluatin criteria/matrix, r prvide cmments n the envirnmental impacts and mitigatin measures. Fllwing the PIC, the display material was als placed n the City s website. Further details are available in Sectin and Appendix B. Ntice f Study Cmpletin A letter and/r ntice was sent t the residents, businesses, utilities, First Natins representatives, and agencies n Nvember 3, The ntice was als advertised in the Mississauga News (Nvember 12 and 19, 2015), and psted n the City s website. The principal cncerns raised by members f the public included ptential impacts t adjacent prperties and existing parking facilities. PROBLEM AND OPPORTUNITY STATEMENT Based n a review f bth existing/prjected traffic cnditins, safety issues/deficiencies, and ther existing cnditins within the study area, the prblem and pprtunity statement fr this Study is as fllws: Additinal radway capacity and imprved facilities are required within the Curtneypark Drive East study area t accmmdate the existing traffic vlumes and the anticipated grwth in the study area t 2031; t facilitate safe and efficient east-west travel in nrtheast Mississauga; t enable efficient mvement f gds and imprve access bth within Mississauga and the Regin f Peel; and t prvide safe rutes fr users f varius mdes f active transprtatin. EXISTING CONDITIONS The fllwing studies, technical analyses and field inventries/surveys were prepared t establish the existing cnditins, needs, and deficiencies f the Curtneypark Drive East crridr: Traffic & Transprtatin Analysis Reprt Safety Perfrmance Reprt Drainage and Strmwater Management Reprt Preliminary Getechnical and Pavement Investigatin Reprt Natural Envirnment Technical Reprt Tree Inventry and Assessment Heritage Overview Mem Stage 1 Archaelgical Assessment Limited Phase One Envirnmental Site Assessment Nise Assessment Letter f Opinin Structural Memrandum 1.2

8 ALTERNATIVE SOLUTIONS The Prject Team generated five Alternative Slutins t address the prblem and pprtunity statement develped fr the Curtneypark Drive East prject: Alternative 1: D Nthing Maintain existing cnditins (n imprvements); Alternative 2: Transprtatin Demand Management/Transit Imprvements Imprve the current peratin f the transprtatin system within the study area by reducing single-ccupant vehicle usage and imprving transit service; Alternative 3: Imprve East-West Rutes Imprve alternative, parallel (i.e. east-west) radways/crridrs adjacent t Curtneypark Drive East in rder t imprve the current peratin f the transprtatin system within the study area; Alternative 4: Widen Curtneypark Drive East (between Kennedy Rad and Dixie Rad) prvide 3 thrugh lanes in each directin alng Curtneypark Drive East, between Kennedy Rad and Dixie Rad; maintain the recnfigured partial interchange at Highway 410; and, Alternative 5: Widen Curtneypark Drive East (between Kennedy Rad and Dixie Rad) & Cnstruct a Full Interchange with Highway 410 prvide 3 thrugh lanes in each directin alng Curtneypark Drive East, between Kennedy Rad and Dixie Rad, and upgrade the recnfigured partial interchange at Highway 410 t a full interchange. The Alternative Slutins were evaluated using assessment criteria related t the sci-ecnmic envirnment, cultural envirnment, transprtatin/technical factrs, natural envirnment, and cst. Alternative 5 (widen Curtneypark Drive East, between Kennedy Rad and Dixie Rad, and cnstruct a full interchange with Highway 410) is capable f fully addressing the Prblem & Opprtunity statement. It wuld imprve traffic peratins within the study area by widening Curtneypark Drive East; and within the greater-east west crridr by implementing a full interchange with Highway 410 t better-equalize demand with Derry Rad. In additin t imprving the accmmdatin f pedestrians and cyclists, allwing fr the prvisin f imprved transit services, and enhancing verall safety within the study area, Alternative 5 wuld als facilitate access t the industrial and cmmercial land uses alng the Curtneypark Drive East crridr. Alternative 5 imprves access fr emergency services (fire, EMS, and plice) alng bth Curtneypark Drive East and Highway 410, and facilitates gds mvement alng Curtneypark Drive East and t/frm bth Highway 410 and the airprt. Despite having a higher initial capital cst and slightly higher impact n the natural envirnment (resulting frm the additin f the full interchange), Alternative 5 was selected as the Preferred Alternative Slutin by the Prject Team as it is mre cst-effective verall, and prvides the greatest imprvement in traffic peratins fr bth the Curtneypark Drive East crridr and the brader area f interest. ALTERNATIVE DESIGN CONCEPTS The Preferred Alternative Slutin fr the study is Alternative 5, the widening f Curtneypark Drive East between Kennedy Rad and Dixie Rad and the cnstructin f a full interchange at Highway 410. When develping the resulting design cncepts, alternatives were generated and mdified t reflect bth hard cnstraints (such as buildings/parking areas, watercurses, ther radways) and sft cnstraints (such as existing utilities, streetscaping, and landscaping). 1.3

9 In the case f Curtneypark Drive East, the number f hard cnstraints are few, as the existing Curtneypark Drive East right-f-way is relatively wide and buildings/parking areas are nt lcated immediately adjacent t the existing radway. The existing bridge crssing Highway 410 represents a significant hard cnstraint n the design and will be cstly t mdify; therefre, tw alternatives were develped fr the widening f the bridge: Alternative 2A widen the bridge by apprximately 13.8 m t accmmdate six thrugh lanes and tw dedicated deceleratin lanes fr the lp n-ramps; and, Alternative 2B widen the bridge by apprximately 7.0 m t accmmdate six thrugh lanes. The Alternative Design Cncepts were evaluated using assessment criteria related t the sci-ecnmic envirnment, cultural envirnment, transprtatin/technical factrs, natural envirnment, and cst. While the 6-lane bridge crss-sectin under Alternative 2B prvides sufficient capacity fr mst mvements at the ramp terminal intersectins in the 2031 hrizn year, mvements with peratinal challenges are als present at bth ramp terminal intersectins and verall traffic peratins may be negatively impacted. Due t the inclusin f the dedicated deceleratin lanes, Alternative 2A wuld als allw fr safer crssings f the lp n-ramps by pedestrians and cyclists. Additinally, Alternative 2A wuld prvide fr imprved traffic peratins at the interchange, as traffic destined fr Highway 410 will be separated frm thrugh traffic n Curtneypark Drive East with the inclusin f deceleratin lanes fr each lp nramp. This benefit wuld als extend t bth emergency vehicles (in the frm f faster respnse times) and transit busses (in the frm f mre efficient peratins ver and adjacent t the Highway 410 bridge). Despite the higher initial capital cst, the Prject Team recmmended that Alternative 2A be carried frward as the Preferred Alternative Design based n its greater ptential t imprve traffic peratins and radway safety at the Curtneypark Drive East & Highway 410 interchange, and, therefre, facilitate gds mvement thrughut the brader area f interest and beynd. PREFERRED DESIGN Fllwing the evaluatin prcess t select the Preferred Alternative Design, a preliminary design was develped and detailed. The key features f the recmmended preliminary design fr Curtneypark Drive East are as fllws: widen Curtneypark Drive East, between Kennedy Rad and Dixie Rad, frm 4 t 6 thrugh lanes, by adding 1 lane in each directin; partially widen Curtneypark Drive East bth west f Kennedy Rad and east f Dixie Rad in rder t tie-in the widened crss-sectin t the existing radway; widen the existing Highway 410 bridge t the suth by apprximately 13 m in rder t accmmdate 6 thrugh lanes n Curtneypark Drive East and 2 dedicated deceleratin lanes fr the lp n-ramps; cnstruct a lp n-ramp frm Curtneypark Drive East t nrthbund Highway 410 in the sutheast quadrant f the interchange; cnstruct a direct ff-ramp frm suthbund Highway 410 t Curtneypark Drive East (starting frm nrth f Derry Rad) in the nrthwest quadrant f the interchange; 1.4

10 prvide additinal auxiliary left-turn and right-turn lanes n Curtneypark Drive East, as well as at selected intersecting radways in rder t imprve traffic peratins (see Sectin fr further details); prvide traffic signals at the Curtneypark Drive East & Highway 410 West Ramp Terminal intersectin; rehabilitate the existing pavement thrugh a cmbinatin f cld in-place recycling with expanded asphalt and repaving with new ht mix asphalt, with areas f full-depth recnstructin as required; replace and upsize the existing strm sewer system between Tmken Rad and Dixie Rad, recnstructing the existing pavement as required; cnstruct a 1.5 m sidewalk n the nrth side f Curtneypark Drive East, between Kennedy Rad and Dixie Rad (including acrss the Highway 410 bridge); cnstruct a 3.5 m multi-use trail n the suth side f Curtneypark Drive East, between Kennedy Rad and Dixie Rad (including acrss the Highway 410 bridge); upgrade pedestrian facilities t meet current standards set by AODA and the City f Mississauga Accessibility Design Handbk, including retrfitting detectable warning surfaces in all existing curb ramps, and including detectable warning surfaces in the cnstructin f all new curb ramps; mitigate vegetatin lss as a result f cnstructin with new landscaping n the bulevards f Curtneypark Drive East, where pssible, as well as adjacent t the Highway 410 interchange; and, upgrade streetlighting t accmmdate the wider radway crss-sectin and meet current City standards. DRAINAGE / STORMWATER MANAGEMENT While the drainage catchment area bundaries will remain predminantly unchanged fllwing the prpsed imprvements t Curtneypark Drive East, the ttal paved area will increase by ver 80%. The study area drains generally frm west t east; and drainage is cllected via a cmbinatin f rural and urban strm drainage systems (radside ditches, catchbasins, sewers and manhles). The site currently des nt include any water quality cntrl measures t treat the runff befre discharging t the receiving Tributary 3. The prpsed SWM plan addresses the Curtneypark Drive East radway imprvements and accmmdates the prpsed full interchange with Highway 410. It is als cmpatible with MTO s design fr the recnfigured partial interchange. It is prpsed t prvide the required SWM thrugh the implementatin f three enhanced grassed swales, three il-grit separatrs, and a sediment basin. An analysis f the existing strm sewer netwrks using available infrmatin determined that tw f the netwrks d nt have sufficient capacity t meet the City f Mississauga standards and shuld therefre be replaced and upsized. PAVEMENT AND GEOTECHNICAL DESIGN Analysis f the data cllected suggests that the existing Curtneypark Drive East pavement structure is in fair cnditin, with several slight t mderate distresses; hwever, it is inadequate t accmmdate the prjected vlume f heavy vehicle traffic within the crridr ver the prpsed 20 year service life, 1.5

11 especially given that there is sme uncertainty in the scheduled year f cnstructin. Accrdingly, it is prpsed t rehabilitate the existing pavement thrugh a cmbinatin f cld in-place recycling with expanded asphalt and repaving with new ht mix asphalt. UTILITIES Sme relcatin r adjustment t the existing mains, hydr ples, and undergrund utility services is expected due t the prpsed widening and imprvements. Impacted utilities include watermain, sanitary sewers, Enbridge Gas, Enersurce Mississauga, Bell Telephne, and Rgers Cable. ILLUMINATION The existing cnventinal illuminatin lcated n bth the nrth and suth sides f Curtneypark Drive East is prpsed t be upgraded as part f the preliminary design. Streetlights fr radway illuminatin will utilize LED luminaires and will make use f either existing r relcated hydr ples wherever pssible. PROPERTY There will be a need t purchase prperty frm 27 prperties within the Curtneypark Drive East study area. Permissins t enter/temprary easements n t private prperties will als be required t perfrm minr grading, driveway recnstructin, and restratin activities. Prperty requirements have been shwn n the preliminary design drawings (see Appendix N) and shuld be verified during detailed design. VEGETATION AND LANDSCAPING There are a ttal f 595 existing trees within the study area. As a result f bth the prpsed imprvements t Curtneypark Drive East and the supprting prperty acquisitin: 85 trees currently lcated n private prperty will be transferred t the City f Mississauga; 159 trees will be lcated n the prpsed right-f-way bundary between the City and private prperty wners (meaning that wnership will be shared between the City f Mississauga and varius private prperty wners); 167 trees will be retained, with reduced prtectin; and, 193 trees will be remved. Trees that are remved will be replaced n a 2:1 basis. Opprtunities fr new plantings and landscaping will be assessed during detailed design (in cnsultatin with the City f Mississauga Cmmunity Services Department). Nte, individual trees were identified using aerial phtgraphy and as a result, the ttals abve are subject t change upn re-assessment during detailed design. STAGING The existing 5-lane Curtneypark Drive East bridge acrss Highway 410 is prpsed t be widened t an 8-lane crss-sectin t accmmdate the prpsed full interchange, which represents a significant, cmplex, and cstly cnstructin effrt. Accrdingly, Stantec develped an interim alternative that culd be implemented with the existing 5-lane structure and ther limited imprvements n Curtneypark Drive East. This interim alternative wuld serve the crridr beynd the 2021 hrizn year, but current 1.6

12 traffic frecasts suggest that increasing delays will necessitate widening the bridge shrtly befre the 2031 hrizn year. The key features f the recmmended cnstructin staging scheme are as fllws: Befre 2021 cnstruct the lp n-ramp frm Curtneypark Drive East t nrthbund Highway 410 in the sutheast quadrant f the interchange; cnstruct the direct ff-ramp frm suthbund Highway 410 t Curtneypark Drive East (starting frm nrth f Derry Rad) in the nrthwest quadrant f the interchange; install traffic signals at the Curtneypark Drive East & Highway 410 West Ramp Terminal intersectin; widen Curtneypark Drive East t 5 travel lanes (i.e. 3 westbund lanes, 2 eastbund lanes) between the Kennedy Rad and Highway 410 West Ramp Terminal intersectins; widen Curtneypark Drive East t 6 travel lanes (i.e. 3 lanes, bth eastbund/westbund) between the Highway 410 East Ramp Terminal and Tmken Rad intersectins; cnstruct all prpsed imprvements at the Curtneypark Drive East & Kennedy Rad intersectin; cnstruct the 1.5 m sidewalk nrth f Curtneypark Drive East, between Kennedy Rad and Tmken Rad (existing walkway n nrth side Highway 410 structure t remain); cnstruct the 3.5 m multi-use trail suth f Curtneypark Drive East, between Kennedy Rad and Tmken Rad (existing walkway n suth side Highway 410 structure t remain); and, cnsider cnstructing an interim multi-use trail suth f Curtneypark Drive East, between Tmken Rad and Dixie Rad (t be reviewed further during detailed design). By 2031 (subject t cnfirmatin f traffic vlume increases) widen the existing bridge acrss Highway 410 t the suth by apprximately 13 m in rder t accmmdate 6 thrugh lanes n Curtneypark Drive East and 2 dedicated deceleratin lanes fr the lp n-ramps; recnstruct/relcate the existing raised median n the structure t accmmdate the new lane cnfiguratin; cnstruct the 1.5 m sidewalk n the nrth side f the structure; cnstruct the 3.5 m multi-use trail n the suth side f the structure; widen Curtneypark Drive East t 6 travel lanes between the Kennedy Rad and Highway 410 West Ramp Terminal intersectins (i.e. add 1 additinal eastbund lane) and recnstruct the 3.5 m multi-use trail n the suth side; widen Curtneypark Drive East t 6 travel lanes between the Tmken Rad and Dixie Rad intersectins; cnstruct all imprvements at the intersectins f Curtneypark Drive East & Tmken Rad, Ordan Drive/Shawsn Drive, Vipnd Drive, Ordan Drive, and Dixie Rad; 1.7

13 cnstruct the 1.5 m sidewalk nrth f Curtneypark Drive East, between Tmken Rad and Dixie Rad; and, SCHEDULE cnstruct the 3.5 m multi-use trail suth f Curtneypark Drive East, between Tmken Rad and Dixie Rad. The transprtatin and traffic analysis cnfirms the need t widen Curtneypark Drive East by the 2031 hrizn year t prvide additinal capacity within the study area, as well as cnstruct a full interchange with Highway 410 befre the 2021 hrizn year in rder t imprve traffic peratins within the greater east-west crridr and facilitate the efficient mvement f gds in nrtheast Mississauga. Hwever, the actual schedule fr all radway imprvements is subject t funding availability, prperty acquisitin timelines, pririty review, and Cuncil apprval. MONITORING, MITIGATION, AND COMMITMENTS Nrmal supervisry activities shuld be undertaken by City f Mississauga cntract administratin staff with respect t the administratin f envirnmental cntrls incrprated int the cntract package, as well as ensuring their effective applicatin in accrdance with the spirit and intent f this reprt. The City will be required t cnduct an Envirnmental Sil and Grundwater Investigatin (accrding t CSA Z769-00) t assess sil and grundwater dispsal ptins as identified in the Limited Phase One ESA. A plan fr recycling r dispsing f hazardus materials shuld be develped during detailed design and implemented during cnstructin. A cnstructin mnitring prgram will be implemented during cnstructin t ensure that all sediment and ersin cntrl measures are fllwed t prevent ersin f expsed sils and limit the ptential fr sediment-laden runff, as well as prtect fish, wildlife, and their habitats. Tree prtectin fencing shuld be installed t prtect trees identified fr preservatin and be regularly inspected thrughut cnstructin. All vegetatin clearing shuld be undertaken utside f the defined nesting perid (April 10 t August 9 f any year). The City shuld undertake a planting prgram t replace trees and mitigate vegetatin lss due t cnstructin. Cnstructin staging and sequencing details will be determined during detailed design in rder t minimize the extent and duratin f disruptins in service and prperty access. Tw lanes f traffic shuld be maintained in each directin f Curtneypark Drive East and ther majr intersecting radways during peak perids. Temprary, daytime, ff-peak reductins t a single-lane in each directin may be permitted. The City will prvide advance signage f cnstructin timing, including scheduled start and end times. Access t the adjacent cmmercial and industrial prperties must be maintained. Dust and nise cntrl measures will be in effect t minimize effects as much as practical. The need t extend the guiderails adjacent t the Highway 410 bridge shuld be reviewed during detailed design. The end treatments shuld als be upgraded, as required. 1.8

14 1.0 INTRODUCTION AND BACKGROUND 1.1 INTRODUCTION Curtneypark Drive East, between Kennedy Rad and Dixie Rad, is presently a 4-lane urban arterial radway that serves as ne f tw east-west links acrss Highway 410 in Mississauga and prvides access t the surrunding light-industrial and cmmercial/retail develpments. Frm Kennedy Rad t Tmken Rad, turning mvements are cntrlled by a raised median and a cmbinatin f bth signalized and unsignalized intersectins. Intersectins are adequately-spaced alng the 4-lane crss-sectin, visibility is generally gd, and nly ne cmmercial entrance is present. East f Tmken Rad, Curtneypark Drive East assumes a 5-lane crss-sectin and the raised centre median is replaced by a bidirectinal left-turn lane. Signalized intersectins facilitate nrth-suth access within the study area, while full-mves access t several mid-blck entrances is accmmdated by the bidirectinal left-turn lane. Curtneypark Drive East is a majr east-west arterial radway in the City f Mississauga (City); it mves bth peple and gds within the City and the Regin f Peel (Regin), and prvides access t lcal prperties fr all rad users (including transit, pedestrians, and cyclists) in a way that is bth safe and peratinally-efficient. Prpsed future imprvements t the radway shuld prmte City plicies including multi-mdal planning, as well as the enhancement f bth crridr aesthetics and the surrunding scial/natural envirnment. The City has initiated this study t prvide recmmendatins fr imprvements t Curtneypark Drive East based n factrs such as pavement needs, radway capacity, safety imprvements, and the imprvement f active transprtatin infrastructure. The Regin is a c-prpnent as this study will cnsider area radway netwrk demands and imprvements t the intersectin f Curtneypark Drive East/Dixie Rad (a Reginal Rad), as well as the Highway 410/Curtneypark Drive East interchange and its benefits t bth gds mvement and traffic peratins within the brader study area. One bjective f this study is t determine what specific imprvements t Curtneypark Drive East will be required in the next 20 years. This study will als investigate the impact f the upcming widening f Highway 410 (frm Eglintn Avenue East t nrth f Queen Street), which includes a recnfigured partial-interchange at Curtneypark Drive East. Accrdingly, anther bjective f this study is t determine if, and when, a full interchange is warranted at this lcatin. Stantec Cnsulting Ltd. (Stantec) has been retained by the City t cmplete a Municipal Class Envirnment Assessment (Class EA) study and Preliminary Design fr Curtneypark Drive East in rder t cnfirm the type f imprvements required, as well as t address shrt- and lng-term needs n bth this sectin f Curtneypark Drive East and n intersecting radways within the study area. 1.9

15 1.2 STUDY AREA The Curtneypark Drive East Class EA study area extends 2.8 km, frm Kennedy Rad t Dixie Rad, as illustrated in Figure 1-1. In additin t Curtneypark Drive East, this study will als cnsider the traffic peratins n ther majr east-west radways within a brader area f interest. Specifically, this study will examine hw the capacity f Derry Rad is affected by ptential imprvements n Curtneypark Drive East. Figure 1-1: Study Area 1.3 STUDY BACKGROUND (map via Ggle) There are many reprts and plans currently in place that help t prvide a framewrk fr this study. Relevant reprts are summarized in the fllwing sectins Prvincial Plicy Statement The Prvincial Plicy Statement (PPS) is issued under the authrity f sectin 3 f the Planning Act and came int effect in April It is intended t build upn the PPS issued in The PPS prvides plicy directin n matters f prvincial interest related t land use planning and develpment. Prvincial plans are t be read in cnjunctin with the PPS and take precedence ver the plicies f the PPS t the extent f any cnflict, except where the relevant legislatin prvides therwise. 1.10

16 Key areas f the PPS that are particularly relevant t the Curtneypark Drive East study area are: prmte the use f active transprtatin, transit and transit-supprtive develpment, and prvide fr cnnectivity amng transprtatin mdes; strengthen the prtectin f crridrs fr gds mvement and prtect emplyment areas in clse prximity; recgnize the imprtance f gds mvement as essential cmpnents f a strng ecnmy; strengthen the prtectin fr transprtatin crridrs and prmte land use cmpatibility fr adjacent lands; and, planning fr infrastructure and public facilities can extend beynd the typical 20-year hrizn Places t Grw Grwth Plan fr the Greater Glden Hrseshe The Greater Glden Hrseshe (GGH) is ne f the fastest grwing regins in Nrth America, stretching arund Lake Ontari frm Niagara Falls t Peterbrugh. The GGH is frecasted t add an additinal 4.5 millin peple and nearly 2 millin jbs by the year The Grwth Plan fr the GGH has been prepared under the Places t Grw Act (2005) and prvides guidance n transprtatin, infrastructure planning, land-use planning, urban frm, husing, natural heritage and resurce prtectin. The Grwth Plan fcuses n linking urban grwth centres thrugh a multi-mdal transprtatin netwrk that uses efficient public transit and highway systems t mve peple and gds. The Curtneypark Drive East study area is classified as an emplyment area that under the Grwth Plan fr the GGH shuld be preserved fr future ecnmic pprtunities City f Mississauga Strategic Plan The City f Mississauga s Strategic Plan (2009) is characterized by its five Strategic Pillars fr Change : mve, belng, cnnect, prsper, and green. The study area is lcated within an area that will experience emplyment and ppulatin grwth by 2031, resulting in additinal cmmercial vehicles in the area. As the nly municipal arterial rad running east/west in the nrthern part f Mississauga, the Curtneypark Drive East study area and its prpsed imprvements psitively cntribute t several f these pillars: increasing the transprtatin capacity and prviding transit facilities; prviding mbility chices fr residents t be able t use active transprtatin facilities; meeting the needs f its emplyment areas; and, reducing emissins thrugh efficient gds mvements Mississauga Official Plan The Mississauga Official Plan (2011) will guide the city's grwth and develpment t the year The Mississauga Official Plan s (OP) plicies are designed t manage and direct the next stage f the city's grwth - redevelpment and intensificatin. They will help the city adapt t the effects f grwth n the scial, ecnmic, cultural and natural envirnment. Mississauga s ppulatin and emplyment grwth are expected t remain strng thrugh the year 2031, as utlined in Table

17 Table 1-1: Emplyment and Ppulatin Grwth Frecast, Mississauga Official Plan (March 2013) Year Ppulatin Emplyment , , , , , , , ,000 The study area falls within the Gateway and Nrtheast Emplyment Areas. Emplyment Areas are stable areas with diverse industrial and business emplyment peratins. Gds mvement within Emplyment Areas is imprtant t the ecnmic health f the city. In general, the OP suggests rads within Emplyment Areas may be imprved if deemed essential t gds mvement. It has specifically priritized such imprvements in the Nrtheast Emplyment Area Mississauga Cycling Master Plan The develpment f a city-wide cycling netwrk includes the establishment f primary and secndary bicycle rute netwrks and supprtive infrastructure, such as bicycle parking and ther trip-end facilities. Several imprvements t cycling facilities within the study area are identified in the Mississauga Cycling Master Plan (2010), as depicted in Figure 1-2 belw: Figure 1-2: Prpsed Cycling Facilities, Mississauga Cycling Master Plan (2010) Alng Tmken Rad frm suth f Curtneypark Drive East t Britannia Rad East, there is a multi-use trail prvided n the west side. Additinally, there are small sectins f multi-use trails prvided alng the suth side f Derry Rad. N ther dedicated bicycle facilities are currently prvided n any f the study area rads. As part f the Cycling Master Plan, a multi-use trail is prpsed fr Curtneypark Drive, frm Mavis Rad t the Etbicke Creek. The City als intends t cnnect its active transprtatin facilities with crrespnding reginal facilities, as described sectin

18 1.3.6 Regin f Peel Official Plan The Regin cntinues t experience a high level f ppulatin and emplyment grwth. The Official Plan is intended t prvide a hlistic apprach t the Regin s lng-term strategies fr guiding its grwth and develpment within the cmbined areas f the City f Bramptn, the City f Mississauga, and the Twn f Caledn. The Official Plan s verarching theme is that f sustainable develpment; addressing specific impacts thrugh mitigatin and adaptatin measures. The prpsed imprvements t the Curtneypark Drive East study meet the Plan s scial and ecnmic imperatives by: incrprating active transprtatin facilities; prtecting emplyment lands; and, increasing the capacity f efficient gds mvement thrugh the study area Regin f Peel Strategic Gds Mvement Netwrk Study The Regin s Strategic Gds Mvement Netwrk Study (2013) identifies a cmprehensive system f truck rutes that enable the efficient mvement f gds between freight terminals and majr lgistics activity centres including Trnt Pearsn Internatinal Airprt, the CN Bramptn Intermdal Terminal, and the CP Vaughan Intermdal Terminal. The Strategic Gds Mvement Netwrk Study (SGMNS) has identified Curtneypark Drive East, Kennedy Rad, Tmken Rad, and Dixie Rad as Primary Truck Rutes within the Study Area. These radways are critical links in the multi-mdal transprtatin netwrk which supprt gds mvement and manufacturing in the Regin as well as the Regin s rle as a majr freight hub fr the GTHA, Suthern Ontari, and the rest f Canada. Other key indicatrs f the imprtance f gds mvement in the Regin and thrugh the Study Area include: freight transprtatin and warehusing accunt fr almst 11% f the Regin s emplyment (rughly twice the share f ther regins in the GTA). With manufacturing, the cmbined sectrs accunt fr nearly 27% f the Regin s emplyment; ver 2,000 trucking cmpanies are lcated within the Regin; Trnt Pearsn Internatinal Airprt handles mre air carg than the Vancuver and Mntreal airprts cmbined; the Regin accunts fr 15% f Ontari s exprts; apprximately $1.5 billin wrth f gds mve thrugh the Regin every day n the east-west highways; and, truck activity in the Regin represents abut 25% f all truck activity in Ontari. Curtneypark Drive East prvides lcal access t sme f the highest cncentratin f truck rigins/destinatins within the Regin, as well as access t Highways 401, 407, and 403 (via Highway 410), which in turn prvide access t rigins/destinatins beynd Ontari and Canada Regin f Peel Active Transprtatin Study The Regin f Peel s Active Transprtatin Study (2011) was undertaken due t the prvincial recgnitin f the benefits f walking and cycling t building and maintaining strng cmmunities, a clean and healthy envirnment, and a strng ecnmy. Sustainable mdes f transprtatin such as 1.13

19 walking and cycling integrate well with public transit, as supprted by Metrlinx/GO Transit, Bramptn Transit, and MiWay. The Active Transprtatin Study s prpsed new rle fr the Regin in netwrk develpment is ne f wrking clsely with municipalities t plan and implement active transprtatin facilities t fill gaps in the existing netwrk with new facilities that meet Prvincial accessibility guidelines/standards. The Active Transprtatin Study is particularly relevant t the gals f this study, as it identifies that the Regin intends t imprve their cycling netwrk adjacent t the study area by cnstructing a new multi-use trail n Dixie Rad in the future Ministry f Transprtatin Highway 410 Imprvements Class EA The Ministry f Transprtatin (MTO) is imprving Highway 410, frm suth f Highway 401 in Mississauga t suth f Queen Street in Bramptn. This wrk will widen Highway 410 int the median by adding 1 new general purpse lane and 1 high-ccupancy vehicle lane in each directin. This wrk als includes rehabilitatin f the existing Highway 410 lanes, shulders, and ramps, as well as imprvements t several interchanges. These imprvements were studied in the Class EA fr Highway 410 Imprvements, frm Suth f Highway 401 Nrtherly t Queen Street (2010). As a result f this study, MTO received apprval t cnstruct a full interchange at Curtneypark Drive East. Hwever, MTO has chsen t recnfigure the existing partial interchange nly, in rder t imprve bth ramp gemetry and traffic peratins. This will maintain existing traffic patterns traffic can nly enter suthbund Highway 410 frm Curtneypark Drive and exit nrthbund Highway 410 t Curtneypark Drive. Figure 1-3 illustrates the full interchange at Highway 410 & Curtneypark Drive East. Figure 1-3: Prpsed Interchange fr Highway 410 at Curtneypark Drive East (image via URS) 1.14

20 2.0 STUDY APPROACH 2.1 ENVIRONMENTAL ASSESSMENT ACT OF ONTARIO The Ontari Envirnmental Assessment Act (EAA) identifies tw types f envirnmental assessment and apprval prcesses: Individual EAs are large cmplex prjects with extensive ptential fr envirnmental impacts fr which a Terms f Reference and an individual envirnmental assessment are carried ut and submitted t the Ministry f the Envirnment and Climate Change (MOECC) fr apprval. Class EAs are prjects which are apprved subject t cmpliance with the apprved Class EA prcess. Prjects prceed prvided that this apprval prcess is fllwed and the prpnent has cmplied with the EA Act requirements. T address the needs and justificatins fr the prpsed prject, as well as develp and evaluate a range f Alternative Slutins, the City has cmplied with the requirements f the Municipal Engineers Assciatin (MEA) Municipal Class Envirnmental Assessment dcument (2000, as amended in 2007 & 2011). The Municipal Class EA prcess is apprved under the EAA Municipal Class Envirnmental Assessment Prcess A Municipal Class EA is described as an apprved planning prcess fr an undertaking (prject) that must be fllwed in rder t meet the requirements f the EAA. Since envirnmental impacts vary frm prject t prject, Class EA prjects are classified in terms f the fllwing schedules: Schedule A Nrmal r emergency peratinal and maintenance activities with minimal envirnmental effects, and s are pre-apprved; Schedule A+ Als pre-apprved, but requiring public ntice prir t cnstructin; Schedule B Imprvements and minr expansins t existing facilities with ptential fr sme adverse envirnmental impacts, and s requires a screening prcess including cnsultatin prir t cnstructin; and, Schedule C Cnstructin f new facilities and majr expansin f existing facilities that must prceed thrugh the Class Envirnmental Assessment planning prcess. The City has cnducted this EA study as a Schedule C prject as this prject is a Recnstructin r widening where the recnstructed rad r ther linear paved facilities will nt be fr the same purpse, use, capacity r at the same lcatin as the facility being recnstructed (e.g. additinal lanes, bidirectinal centre left-turn lane), and expected t cst mre than $2.7 millin t cnstruct. The Municipal Class EA prcess, as shwn in Figure 2-1, invlves the fllwing five mandatry phases: Phase 1 Identify the Prblem r Opprtunity; Phase 2 Identify Alternative Slutins t address the prblem r pprtunity; Phase 3 Examine alternative methds f implementing the preferred slutin; Phase 4 Dcument, in the (ESR), a summary f the ratinale and planning; and, Phase 5 Design, implement, and cnstruct the prject with drawings/tender dcuments. 2.15

21 Figure 2-1: Municipal Class EA Prcess 2.16

22 As this study fllws Schedule C f the EA prcess, a Class EA dcument (in this case, an ESR) is required t be prepared. The apprved Class EA dcument establishes a streamlined planning prcess fr prpnents t fllw in rder t fulfill the requirements f the EAA fr apprval f a prject within the class f undertakings. This is a self-assessment, prpnent-driven prcess where the prpnent f a prject is respnsible fr meeting the requirements in the Class EA prir t implementing a prject. The Class EA apprach allws fr evaluatin f the envirnmental effects f alternatives t an undertaking and alternative methds f carrying ut a prject, includes mandatry public cnsultatin requirements, and expedites the envirnmental assessment f smaller recurring prjects (e.g., rad widening/upgrading). The ESR will be filed fr a minimum f a 30 day perid fr public review. If cncerns are raised and cannt be reslved thrugh discussin with the prpnent f the prject during the Class EA prcess perid, the public and agencies can write t the Minister f the Envirnment and Climate Change fr a Part II Order request, which will be described in detail in Sectin Hwever, the public, stakehlders and agencies are encuraged t wrk tgether t arrive at a cnsensus-based slutin during the EA study perid Part II Orders The Class EA prcess includes a prvisin which enables any individual, grup r agency that has significant envirnmental cncerns with a prject t write t the Minister f the Envirnment and Climate Change requesting that the prject be required t cmply with Part II f the EA Act, and be cnducted as an Individual EA. All Part II Order requests are reviewed by the MOECC s Envirnmental Assessment and Apprvals Branch (EAAB). MOECC Staff will likely cnsult with the requester(s), the prpnent, and any ther agency r grup ptentially affected by the Minister s decisin. Infrmatin will be summarized by MOECC staff and a recmmendatin is made t the Minister, wh is ultimately respnsible fr a decisin. Evaluatin criteria fr Part II Order requests include the purpse f the EAA, factrs suggesting that the prpsed undertaking differs frm ther undertakings in the class t which the Class EA applies, the significance f these factrs and differences, the nature f cncerns raised by the requester(s), and the benefits f carrying ut an Individual EA. MOECC staff will als evaluate the applicability and effectiveness f ther legislatin and decisin-making prcesses t address the cncerns f the requester(s). The EAAB has 45 days t review a Part II Order request and prepare a reprt fr the Minister s r delegate s cnsideratin. There is n time limit n making this decisin, and the Minister has fur ptins fr a decisin n a Part II Order request: Deny the request; Deny the request with cnditins; Refer t mediatin; r, Grant the request and require the prpnent t underg an Individual EA Ministry f Infrastructure Public Wrk Class Envirnmental Assessment Prcess The Ministry f Infrastructure Public Wrk Class Envirnmental Assessment (MOI EA) prcess applies t a variety f undertakings including prperty acquisitin, planning, design, leasing, letting, 2.17

23 maintenance, repair, additin, cnstructin, demlitin, marketing and dispsitin, accrding t the Ministry f Infrastructure Public Wrks Class Envirnmental Assessment dcument (2012). As this prject will impact prperty belnging t the Ministry f Ecnmic Develpment, Emplyment and Infrastructure (MEDEI) and managed by the Ontari Infrastructure and Lands Crpratin (IO), a MOI EA is required. The MOI EA Prcess, as well as hw this study fulfills its requirements, is summarized in Sectin As nted abve, the ESR will dcument the verall envirnmental study prcess t determine the recmmended alternative and the envirnmentally significant aspects f the planning, design and cnstructin f Curtneypark Drive East. The ESR includes the identificatin f prblems being addressed; transprtatin slutins that were cnsidered; the recmmended alternative and its purpse; the existing/future natural and cultural envirnmental cnsideratins, envirnmental effects, prpsed mitigatin measures, the cmmitment t the future wrk, and cnsultatin and mnitring assciated with the implementatin f the prject. 2.2 CANADIAN ENVIRONMENTAL ASSESSMENT ACT (CEAA) Under the Canadian Envirnmental Assessment Act (CEAA), a federal envirnmental assessment may be required if the fllwing cnditins apply t the prject if it is: funded with federal mney; n federal land; likely t affect a line r prperty regulated by the natinal energy bard r a railway; expected t affect fish r fish habitat r a navigable waterway; and/r likely t affect Indian reserve lands. Nne f these cnditins apply t this Class EA, and s the CEAA des nt apply. 2.3 STUDY OBJECTIVES The bjectives f this study are as fllws: Cnfirm the need fr additinal traffic capacity in the future, and upgrade this sectin f Curtneypark Drive East t the gemetric, safety, and peratinal standards required t accmmdate future traffic vlumes, ensure adequate east-west crridr capacity, and ensure efficient access t the surrunding 400-series highways frm the study area, particularly Highway 410; Thrughly examine slutins t address the needs and deficiencies identified, based n shrtterm and lng-term needs; Cnduct an envirnmental assessment prcess that builds a cnsensus-based slutin t the existing deficiencies and future needs n this sectin f Curtneypark Drive East and intersecting rads; Develp a preliminary design that incrprates cmmitments t prtectin f the surrunding natural and sci-ecnmic envirnment by bth mitigating the adverse effects f rad recnstructin, as well as taking advantage f the pprtunities it ffers; and, 2.18

24 Obtain apprvals and ther cnstructin prerequisites (i.e. prperty needs, utility relcatins, permitting requirements, etc.) in a timely manner t permit detailed design and cnstructin t prceed in a way that addresses the identified needs and deficiencies. The prject was rganized int three phases t allw input by the public, and ther interested stakehlders, as fllws: Phase 1 Prepare a statement f needs and deficiencies based n site investigatin and analyses, including a frecast f traffic vlumes and turning mvements at intersectins (dcumented in the Prblems and Opprtunities Statement). Phase 2 Generate and evaluate design cncept alternatives t meet the frecasted traffic vlumes, safety, peratinal, structural, and level-f-service needs n Curtneypark Drive East. Phase 3 Based n the cnclusins frm Phases 1 and 2 abve, select the preferred design fr the existing radway, and incrprating envirnmental mitigatin measures. 2.4 STUDY ORGANIZATION The Prject Team The Prject Team cnsists f experts in all f the relevant technical and envirnmental disciplines. The fllwing chart illustrates the Prject Team rganizatin and key team member respnsibilities. Figure 2-2: Prject Team Directin and cntrl f the study was prvided by the fllwing City and Regin staff: Dana Glfcheskie, P.Eng. Transprtatin Prject Engineer Leslie Green, M.A.Sc., P.Eng. Manager, Transprtatin Prjects Farhad Shahla, M.Eng., P.Eng. Capital Prject Manager, Transitway Cnstructin Abdul Shaikh, P.Eng. Manager, Rapid Transit Steve Barrett Manager, Transprtatin Asset Management Gin Dela Cruz, P.Eng. Prject Manager, Infrastructure Prgramming & Studies Steve Ganesh, MCIP, RPP Manager, Infrastructure Prgramming & Studies 2.19

25 3.0 INTERNAL/EXTERNAL CONSULTATION 3.1 BACKGROUND The City was respnsible fr prviding Stantec with backgrund infrmatin fr the study, including: technical reprts, traffic cunts, cllisin reprts, traffic signal timing, aerial phtgraphy, tpgraphic survey data, recrd drawings, drainage reprts, and prperty plans f the right-f-way. Input was sught frm all City departments. External cnsultatin was sught n issues relating t the natural envirnment and scial envirnment. Agencies cntacted include the fllwing: Lcal Agencies and Municipalities City f Mississauga Dufferin-Peel Cathlic District Schl Bard Great Trnt Airprts Authrity Mississauga Bard f Trade Mississauga Fire and Emergency Services Ontari Prvincial Plice Peel District Schl Bard Peel Public Health Peel Reginal Paramedic Services Peel Reginal Plice Reginal Municipality f Peel Trnt & Regin Cnservatin Authrity Prvincial Ministries and Agencies Infrastructure Ontari Member f Prvincial Parliament fr Mississauga Bramptn Suth Metrlinx Ministry f Agriculture & Fd Ministry f the Envirnment and Climate Change Ministry f Municipal Affairs & Husing Ministry f Natural Resurces Ministry f Turism, Culture & Sprt Ministry f Transprtatin Ontari Heritage Trust Federal Agencies and Departments Abriginal Affairs and Nrthern Develpment Canada Canadian Envirnmental Assessment Agency Canadian Transprtatin Agency Department f Fisheries & Oceans Indian & Nrthern Affairs Canada Member f Parliament fr Mississauga Bramptn Suth Transprt Canada, Marine Office First Natins Representatives Crdinatr fr the Williams Treaties Alderville First Natin 3.20

26 Beausleil First Natin Chippewas f Gergina Island Chippewas f Rama First Natin Curve Lake First Natin Hiawatha First Natin Metis Natin f Ontari Mississaugas f Scugg Island First Natin Mississaugas f the New Credit First Natin Utilities Bell Canada Enbridge Enersurce Hydr One Netwrks Inc. Rgers Cmmunicatins A cmplete listing f cntacted agencies, rganizatins, utilities, and interest grups, and cpies f the letters/ntices are included in Appendix A. 3.2 POINTS OF CONTACT The study included six frmal cntact pints with the public: Ntificatin f Study Cmmencement A letter and/r ntice was sent t the residents, businesses, utilities, First Natins representatives, and agencies n Nvember 13, The ntice was als advertised in the Mississauga News (Nvember 13, 2013) and Mississauga This Week (Nvember 14, 2013). Ntice f Public Infrmatin Centre #1 A letter and/r ntice f the first Public Infrmatin Centre (PIC) was sent t residents, businesses, utilities, First Natins representatives, and agencies n June 11, The ntice was als advertised in bth the Mississauga News (June 11, 2014 and June 18, 2014) and Mississauga This Week (June 12, 2014 and June 19, 2014), and psted n the City s website. Public Infrmatin Centre #1 PIC #1 was held n Thursday, June 26, 2014 frm 2:30pm t 5:00pm at the Frank McKechnie Cmmunity Centre in Auditrium 1&2, 310 Bristl Rd. E., Mississauga, ON. The PIC was a drp-in frmat where interested stakehlders culd view the backgrund infrmatin and Alternative Slutins. Fllwing the PIC, the display material was als placed n the City s website. Further details are available in Sectin and Appendix B. Ntice f Public Infrmatin Sessins (PIC #2) A letter and/r ntice f the Public Infrmatin Sessins was sent t residents, businesses, utilities, First Natins representatives, and agencies n September 11, The ntice was als advertised in the Mississauga News (September 11, 2014 and September 18, 2014), and psted n the City s website. Public Infrmatin Sessins (PIC #2) The Public Infrmatin Sessins were held by appintment fr all interested members f the public between September 29, 2014 and Octber 3, 2014 at the City f Mississauga ffices, 201 City Centre Drive, 8 th Flr, Mississauga, ON. The Public Infrmatin Sessins gave interested stakehlders the pprtunity t view varius materials and dcuments fr this study, including the alternative design cncepts and evaluatin criteria/matrix, r prvide cmments n the 3.21

27 envirnmental impacts and mitigatin measures. Fllwing the PIC, the display material was als placed n the City s website. Further details are available in Sectin and Appendix B. Ntice f Study Cmpletin A letter and/r ntice was sent t the residents, businesses, utilities, First Natins representatives, and agencies n Nvember 3, The ntice was als advertised in the Mississauga News (Nvember 12 and 19, 2015), and psted n the City s website. Agencies and the public were als invited t cntact the study team directly with their questins and cncerns. A mailing list was develped and maintained during the study prcess. Stantec was respnsible fr mailings and delivery t the agencies, residents, utilities, First Natins cmmunities, and lcal businesses Public Infrmatin Centre #1 PIC #1 was held n Thursday, June 26, 2014 frm 2:30 5:00pm at the Frank McKechnie Cmmunity Centre in Mississauga. The intent f the PIC was t intrduce the prject, prblem statements, and Alternative Slutins t the general public, interested stakehlders, and external agencies. Display bards were used t utline the EA prcess, supprting backgrund legislatin/studies, existing cnditins within the study area, ptential safety imprvements within the study area, and prjected traffic cnditins. The varius Alternative Slutins under cnsideratin and the subsequent evaluatin prcess were als presented. Large-frmat aerial phts were used by members f the Prject Team t explain varius aspects f the prject. Agencies and stakehlders were ntified f PIC #1 via mail during the week f June 9, Apprximately 50 federal, prvincial, and municipal agencies, as well First Natins grups and utility cmpanies were sent bth a cpy f the PIC ntice and a letter intrducing the study. Apprximately 329 area stakehlders, cmprised primarily f lcal businesses, were sent a cpy f the PIC ntice nly. Further, advertisements infrming the public f the PIC were placed in the Mississauga News and a cpy f the PIC ntice was psted n the City website. A ttal f three individuals attended the PIC and signed the attendance register, while an additinal tw individuals attended withut signing in. N written cmments were received by the Prject Team. The fllwing representatives frm the City and Stantec were in attendance at the PIC: Farhad Shahla, Prject Manager, Transprtatin & Wrks, City f Mississauga Abdul Shaikh, Transprtatin & Wrks, City f Mississauga Sally LePage, Parks & Frestry Divisin, City f Mississauga Grdn Murray, Prject Manager, Stantec Cnsulting Ltd. Steven Kwan, Transprtatin Engineer, Stantec Cnsulting Ltd. Mike Bradley, Transprtatin Engineering Intern, Stantec Cnsulting Ltd Public Infrmatin Sessins (PIC #2) While preparing fr cnsultatin with members f the public and varius agencies during the Alternative Design Cncepts phase f the study, the Prject Team elected t re-evaluate the methd f cntact. As described in Sectin 3.2.1, a ttal f 5 individuals attended PIC #1. Recgnizing that the previusly-used pen huse frmat may nt be the mst effective way t reach the maximum number f interested/affected stakehlders fr the study, the Prject Team instead invited stakehlders t arrange 3.22

28 either a persnal appintment r phne meeting with City staff. These Public Infrmatin Sessins tk place during a pre-defined ne-week perid and allwed City staff t present bth the Alternative Design Cncepts and the evaluatin prcess t interested parties. With this change, the Prject Team intended t ensure that the cnsultatin prcess wuld be relevant, effective, and efficient fr all stakehlders. Agencies and stakehlders were ntified f the Public Infrmatin Sessins via mail during the week f September 15, Apprximately 55 federal, prvincial, and municipal agencies, as well First Natins grups and utility cmpanies were sent bth a cpy f the Public Infrmatin Sessin ntice and a letter describing the study. Apprximately 306 area stakehlders, cmprised primarily f lcal businesses, were sent a cpy f the Public Infrmatin Sessin ntice nly. Further, advertisements infrming the public f the PIC were placed in the Mississauga News and a cpy f the Public Infrmatin Sessin ntice was psted n the City website. Several Public Infrmatin Sessins were arranged and attended by City staff between Mnday, September 29, 2014 and Friday, Octber 3, During these sessins, City staff presented the Alternative Design Cncepts discussed abve, as well as the subsequent evaluatin and the recmmended Preferred Design Cncept. Display bards similar t thse fr a typical pen-huse frmat PIC were prepared; hwever, they were presented t Public Infrmatin Sessin attendees as small-frmat handuts. Further t these appintments, the City made all materials frm bth PIC #1 and the Public Infrmatin Sessins publicly available n their website Summary f Cmments frm Public Infrmatin Sessins (PIC #2) A ttal f three Public Infrmatin Sessins were arranged and attended by City staff tw in-persn appintments at the City ffice at 201 City Centre Drive (8 th flr), and ne meeting via telephne. Further, ne additinal written cmment was received by the Prject Team during the cmment perid. Table 3-1 summarizes the cmments received, as well as the respnses f the Prject Team. Table 3-1: Summary f Cmments and Respnses frm Public Infrmatin Sessins Cmment I wuld like t cnfirm whether the prpsed widening will encrach n the rear f the prperty at 7391 Pacific Circle, as my business cnducts shipping and receiving peratins with large trucks in this area. I am very supprtive f this prject and its ptential t enhance my business, but I wuld like t cnfirm whether the prpsed widening will impact the existing parking area at 475 Curtneypark Drive East. Respnse/Actin There is sufficient undevelped prperty available within the existing Curtneypark Drive East rightf-way adjacent t the rear (i.e. suth) bundary f the prperty at 7391 Pacific Circle such that we d nt anticipate any prperty impacts based n the prpsed preliminary design. There is sufficient undevelped prperty available within the existing right-f-way f bth Curtneypark Drive East and Kennedy Rad that we d nt anticipate any prperty impacts t the parking area f 475 Curtneypark Drive East based n the prpsed preliminary design. 3.23

29 Cmment I am cncerned abut the missing sidewalk infrastructure in frnt f 1050 Curtneypark Drive East. Respnse/Actin A 3.5 metre-wide asphalt multi-use trail alng the suth side f Curtneypark Drive East has been included in the prpsed preliminary design. I have several cncerns regarding the intersectin f Curtneypark Drive East & Kennedy Rad: There are issues with trucks travelling SB n the suth leg f the intersectin, trying t access the lands n the SE crner. Queued truck traffic waiting t turn left blcks the receiving traffic either frm WB LT r SB thrugh mvements (particularly during the PM peak perid). Explre slutins as t hw this mvement culd be better facilitated. There are limited pprtunities t imprve traffic peratins at the third access suth f Curtneypark Drive East n the east side f Kennedy Rad. The Transprtatin Assciatin f Canada Gemetric Design Guide recmmends a minimum spacing f 200m fr signalized intersectins n arterial radways such as Kennedy Rad, s this access is t clse t the Curtneypark Drive East & Kennedy Rad intersectin t install new traffic signals and they wuld likely result in a lwer levelf-service fr the intersectin. Suthbund vehicles that are cmpleting a suthbund left-turn mvement t access the prperty n the sutheast crner f the intersectin are currently prvided with a tw-way centre leftturn lane n Kennedy Rad. The nrthernmst sectin f this tw-way left-turn lane (i.e. immediately suth f the centre median n Kennedy Rad) has been prpsed t be re-painted as a dedicated suthbund left-turn lane (i.e. backt-back with the existing nrthbund left-turn lane) at this access t prvide a dedicated area fr vehicle queuing. 3.24

30 Cmment Cnfirm if the first access t the prperty n the SE crner f the Curtneypark Drive East & Kennedy Rad intersectin is right-ut nly. Restrict any illegal mvements int the first access by pssibly extending the median r imprving signage. Respnse/Actin Currently, this access is a right-ut nly. Unfrtunately, there are limited pprtunities fr physical mdificatins t the access in rder t restrict illegal inbund mvements. The existing median n Kennedy Rad already prevents suthbund traffic frm entering, while the angle f the access relative t Kennedy Rad discurages nrthbund vehicles frm cmpleting a nrthbund right-turn mvement. Opprtunities fr imprved signage at this access will be cnsidered during the detailed design phase f this prject. I suggest imprving access t the secnd access further suth n the suth leg n the east side. I suggest shifting the existing near-side transit stp n the SE crner f the intersectin t a far-side stp n the NE crner. I suggest shifting the existing near-side transit stp n the NW crner f the intersectin t a far-side stp n the SW crner. There may be challenges with hydr utilities n the NW f the intersectin. This access currently permits right-in/right-ut peratins nly. Therefre, the existing raised median n Kennedy Rad already prhibits suthbund traffic frm illegally making a left-turn int the prperty n the sutheast crner f the intersectin. It is nt recmmended t mdify this access t allw inbund/utbund left-turns, as this wuld likely exacerbate the truck queuing issue nted in the earlier cmment. Opprtunities t relcate/imprve transit stps will be cnsidered by MiWay during the detailed design phase f this prject. Opprtunities t relcate/imprve transit stps will be cnsidered by MiWay during the detailed design phase f this prject. Bth Hydr One and Enersurce have existing physical plant lcated n the nrtheast crner f the Curtneypark Drive East & Kennedy Rad intersectin. The prpsed widening f Curtneypark Drive East will nt cnflict with the Hydr One physical plant, as n twers are lcated n the nrtheast crner f the intersectin. Enersurce ples will be relcated as part f the widening. 3.25

31 4.0 PROBLEM AND OPPORTUNITIES 4.1 TRANSPORTATION NETWORK ANALYSIS A traffic reprt was cmpleted fr Curtneypark Drive East which fcused n the transprtatin and traffic cnditins, and identified the need and justificatin fr radway imprvements. The traffic analysis describes the varius tasks and methdlgy fr the review and assessment f existing cnditins, traffic frecasts, and peratinal perfrmance fr the study area. Key cmpnents f the transprtatin and traffic analysis include: detailed descriptin and peratinal assessment f the existing cnditins; determinatin f grwth trends and frecasts fr the crridr; traffic peratins assessment fr future cnditins; assessment f gds mvement within the study area; and a summary f transprtatin prpsed mitigatin measures. A detailed reprt is included in Appendix C and is summarized in subsequent sectins Existing Rad and Lane Cnfiguratins Curtneypark Drive East falls under the jurisdictin f the City. The City s OP characterizes Curtneypark Drive East as a 4-lane east-west arterial prviding access t the industrial and cmmercial lands bunded by Highway 401, Highway 407, Hurntari Street, and Trnt Pearsn Internatinal Airprt. It is ne f tw east-west radways (the ther being Derry Rad) that crsses Highway 410 between Highways 401 and 407. The psted speed limit n this rad thrugh the study area is 70 km/h Existing Traffic and Truck Vlumes Traffic data alng the Curtneypark Drive East crridr study area was cllected n Tuesday, Nvember 12, 2013 by Traffic Survey Analysis (TSA). This cnsisted f eight-hur turning mvement cunts at the eight study area intersectins fr the a.m., mid-day and p.m. peak perids including vlume, vehicle classificatin, and pedestrians. Histrical turning mvement cunts, signal timing plans, and varius autmatic traffic recrder (ATR) cunts alng the crridr were prvided by the City and Regin. Traffic data fr the Highway 410 mainline, which included seasnal vlumes, vehicle classificatin, travel time, and vehicle speeds, were prvided by MTO. A review f the vehicle classificatin data prvided sufficient infrmatin t identify the fllwing key pints regarding existing truck activity in the study area: Existing tw-way truck vlumes n Curtneypark Drive East range frm trucks and trucks in the a.m. and p.m. peak hurs, respectively; Over the eight-hur cunt perid, existing tw-way truck vlumes n Curtneypark Drive East range frm 1,150-2,500 trucks, representing apprximately 16% f the ttal tw-way traffic vlumes n Curtneypark Drive East; Existing tw-way truck vlumes n Derry Rad range frm trucks and trucks in the a.m. and p.m. peak hurs, respectively; Over the eight-hur cunt perid, existing tw-way truck vlumes n Derry Rad range frm 1,950-3,610 trucks, representing apprximately 13% f ttal tw-way traffic vlumes n Derry Rad; 4.26

32 In the a.m. peak hur, truck vlumes alng Highway 410 between Highway 401 and Highway 407 are apprximately 690 trucks and 450 trucks, 8.5% and 9.5% f ttal traffic in the nrthbund and suthbund directins, respectively; In the p.m. peak hur, truck vlumes alng Highway 410 between Highway 401 and Highway 407, are apprximately 730 trucks and 430 trucks, 9% and 10% f ttal traffic in the nrthbund and suthbund directins, respectively; and On a typical weekday, existing tw-way truck vlumes alng Highway 410 are typically in the range f 18,000 trucks Existing Traffic Analysis An analysis f existing cnditins was undertaken fr Curtneypark Drive East, Derry Rad, and Highway 410 thrugh the study area and brader area f interest. Traffic peratins in the study area were evaluated at an intersectin level. The results f these analyses are detailed in the fllwing sectins, and in greater detail in the Transprtatin and Traffic Analysis Reprt in Appendix C Intersectin Analysis An analysis f existing peak hur traffic was cnducted fr all intersectins. The results f the analysis fr the verall intersectins are presented in Table 4-1. Intersectins/mvements with v/c ratis greater than 0.85, i.e. at critical levels have been highlighted. Table 4-1: Existing Cnditins Intersectin Peak Hur Level f Service Analysis Intersectin Kennedy Rad / Curtneypark Drive East Signalized Highway 410 West Terminal / Curtneypark Drive East Unsignalized Highway 410 East Terminal / Curtneypark Drive East Signalized Tmken Rad / Curtneypark Drive East Signalized Ordan Drive-Shawsn Drive / Curtneypark Drive East Signalized Vipnd Drive/ Curtneypark Drive East Signalized Ordan Drive/ Curtneypark Drive East Signalized Dixie Rad/ Curtneypark Drive East Signalized Kennedy Rad / Derry Rad Signalized Highway 410 West Terminal / Derry Rad Signalized AM Peak Hur PM Peak Hur LOS v/c LOS v/c D 0.92 D 0.97 A 0.41 C 0.67 C 0.73 C 0.82 D 0.91 E 0.99 A 0.35 B 0.46 A 0.30 B 0.37 A 0.31 A 0.35 C 0.88 E 0.98 D 0.99 D 1.05 D 0.78 C

33 Intersectin Highway 410 East Terminal / Derry Rad Signalized Tmken Rad / Derry Rad E Signalized Dixie Rad / Derry Rad E Signalized AM Peak Hur PM Peak Hur LOS v/c LOS v/c C 0.93 C 0.85 D 0.90 F 1.13 E 1.01 E 0.96 Fr existing cnditins, in the a.m. and p.m. peak hurs at all f the majr intersectins (arterial-arterial), there are mvements perating at capacity and with lng delays, which are reflected in the verall intersectin results. In the a.m. peak hur, the majrity f the lng delays are experienced in the eastbund and suthbund directins. In the p.m. peak hur, there are greater delays, primarily fr mvements in the nrthbund and westbund directins Freeway Analysis Frm the traffic data, an rigin-destinatin matrix was frmulated fr the VISSIM netwrk t determine the mdel s vehicle inputs and utputs. The matrix was utilized in cding the vehicle inputs as well as vehicle ruting decisins. A cmparisn f mdeled and bserved vlumes was cnducted at freeway sectins and fr individual turning mvement vlumes at intersectins. On-screen review f the traffic animatin vide was als undertaken t ensure crrectness f mdel inputs and t visually cnfirm that the netwrk has been replicated accurately in the mdel. A cmparisn f mdeled and bserved vlumes was cnducted at freeway sectins and fr individual turning mvement vlumes at intersectins. The mdel results indicate that fr all (100%) f the individual link flws and intersectins, the abslute variatin between the mdeled and bserved data is well within the 25% variatin limit. The calibrated mdel was used t estimate travel time times alng the Highway 410 crridr, and the results were cmpared with travel time data prvided by the MTO. The travel-time surveys prvided by the MTO were undertaken in September f Alng Highway 410 within ur study area, nine test runs were made in the nrthbund and suthbund directins, respectively ver a perid f three days (three runs in each directin each day). The analysis indicates that the travel-time surveys cnducted by MTO prvide a reasnable level f cnfidence fr the travel time and speed in the crridr. The nrthbund and suthbund jurney times thrugh the netwrk are within the 15% r within 1.0 minute fr all cases. In rder t assess the a.m. and p.m. peak hur freeway peratins, the micrsimulatin mdel was run fr a three-hur perid, with a ne-hur peak analysis perid. A series f five simulatin runs were undertaken, with the results averaged. The results f the existing cnditins freeway analysis are summarized in Table

34 Table 4-2: Existing Cnditins Peak Hur Freeway LOS Analysis Highway 410 Freeway Directin LOS Sectins f Travel AM Peak Hur PM Peak Hur LOS D LOS F NB Flw = 8,167 veh/h Distance = lanes Flw = 8,212 veh/h Distance = lanes Highway 401/403 I/C Speed = 93 km/h Speed = 51 km/h Curtneypark Drive I/C LOS D LOS D SB Flw = 6,052 veh/h Distance = lanes Flw = 5,979 veh/h Distance = lanes Speed = 92 km/h Speed = 93 km/h LOS D LOS E NB Flw = 7,016 veh/h Distance = lanes Flw = 7,938 veh/h Distance = lanes Curtneypark Drive I/C Speed = 102 km/h Speed = 76 km/h Derry Rad I/C LOS E LOS C SB Flw = 5,660 veh/h Distance = lanes Flw = 5,266 veh/h Distance = lanes Speed = 50 km/h Speed = 94 km/h The existing cnditins results f the VISSIM mdel reprt that the mainline segments f Highway 410 between the Highway 401/403 interchange and Derry Rad interchange perate at levels f service E r better during the AM and PM peak hurs, with the exceptin f the nrthbund link between the Highway 401/403 interchange and Curtneypark Drive East interchange during the PM peak hur the freeway level f service is a LOS F Future Travel Demand Frecasting In rder t develp traffic frecasts fr the future 2031 hrizn year, mdel utputs were btained frm the City s EMME/3 travel demand frecasting mdel. Lane capacities were adjusted t accunt fr the impact f truck vlumes. Netwrk changes that are expected t ccur regardless f this Study can be cmbined with the prjected grwth in ppulatin and emplyment t represent the 2031 D Nthing scenari: Widening f Highway 410; Widening f Highway 407; Widening f Highway 401; Extensin f Creekbank Rad acrss Highway 401; and Reductin f lanes n Hurntari Street t accmmdate the LRT D Nthing Scenari Analysis The 2031 D Nthing Scenari cnsists f the widening f Highway 410 and recnfiguratin f the Curtneypark Drive East interchange as per the recmmended design frm MTO s Highway 410 Imprvements, Frm Suth f Highway 401 Nrtherly t Queen Street Transprtatin Envirnmental Study Reprt (TESR), althugh it still remains a partial interchange. Additinal capacity is prvided at the 4.29

35 Highway 410 Derry Rad ff-ramps with an additinal auxiliary turn lane. N imprvements t Curtneypark Drive East r the ther radways in the study area are prpsed as part f this scenari. The intersectin analysis fr the 2031 D Nthing scenari shws that there are mvements perating at r abve capacity and with lng delays in the a.m. and p.m. peak hurs at all f the majr intersectins. This is expected as traffic vlumes will have increased withut any additinal capacity in the brader area f interest. 4.2 SAFETY PERFORMANCE REVIEW A Safety Perfrmance Review was cnducted as part f this study. It utlines existing safety issues and deficiencies, pssible cuntermeasures t deal with these deficiencies, lcatins having higher-thanacceptable cllisin rates, and areas with the ptential fr increased cllisins in the future. The Safety Perfrmance Reprt is included as Appendix D. The Safety Perfrmance Review cnsisted f tw parts. The first cmpnent was a desktp review f the available cllisin data t determine the presence f any trends r patterns that culd suggest a safety r peratinal deficiency in the existing rad r intersectin cnfiguratin. The secnd cmpnent was a thrugh analysis f factrs affecting safety perfrmance during a site visit by an experienced transprtatin engineer, which included a review f radway/intersectin cnfiguratin/gemetry, visibility, radside cnditins, traffic peratins, and adjacent land use. The desktp review was based n histrical cllisin data and turning mvement cunts fr each intersectin within the study area. Histrical cllisin data was prvided by the City f Mississauga (years ), Regin f Peel (years ), and MTO (years ). MTO indicated that the data fr the years may be partially incmplete. Turning mvement cunts at each intersectin in the Curtneypark Drive East crridr were cnducted by Stantec n Nvember 12, The average number f cllisins per year and the mst-recent turning mvement cunts were used t determine the average cllisin rate per year per Millin Vehicle Entering (MVE) fr each majr intersectin within the study area. Nearly all intersectins, mid-blck lcatins, and interchange ramps within the study area had a cllisin rate less than 1.0 cllisin per MVE per year, which is generally cnsidered t be within the expected r nrmal perating range. It shuld be nted that the ramp frm nrthbund Highway 410 t Curtneypark Drive East had a rate f 1.0 cllisins per year per MVE. Of these cllisins, 13% resulted in injury while the remainder was prperty damage nly. The majrity f cllisins (75%) ccurred during clear weather cnditins, while the remainder (25%) ccurred during snw. The average six-year cllisin rate n this prtin f the ramp t Curtneypark Drive East frm nrthbund Highway 410 has decreased ver the last 4 years. The cllisin data des nt reveal any identifiable trends r patterns. The site assessment als nted items such as sight distance limitatins/impairments, radside hazards, and gemetric issues that shuld be addressed in the develpment f the preliminary design. Key recmmendatins frm the reprt include: Prviding additinal thrugh lanes n Curtneypark Drive East; Cmplete raised median between Ordan Drive and Dixie Rad and cnvert existing private appraches nrth/suth f Curtneypark Drive East in this sectin t right-in/right-ut; Adding right turn lanes n Curtneypark Drive East at varius intersectins; Revise gemetry f intersectins, entrances, and ramps t fully accmmdate large vehicles; Remve, relcate, r prtect radside hazards; 4.30

36 Trim/remve trees/vegetatin where required t imprve pedestrian sight distance; Cnstruct facilities t accmmdate pedestrians and varius mdes f active transprtatin; and Install additinal signage and pavement markings where required t clearly indicate lane usage. Stantec als recmmends that detectable warning surfaces be retrfit int all existing curb ramps and included in the cnstructin f all new curb ramps, as per City f Mississauga Accessibility Design Handbk, and that all intersectins and pedestrian facilities be upgraded t current standards set by the Accessibility fr Ontarians with Disabilities Act. 4.3 PROBLEM AND OPPORTUNITY STATEMENT Based n a review f bth existing/prjected traffic cnditins, safety issues/deficiencies, and ther existing cnditins within the study area, the fllwing prblems and pprtunities have been identified: Prblems There are existing capacity issues n Curtneypark Drive East, between Kennedy Rad and Shawsn Drive, as well as at the Kennedy Rad, Tmken Rad, and Dixie Rad intersectins. Withut imprvements t Curtneypark Drive East, cngestin and delays at these lcatins will cntinue t increase, as bth ppulatin and emplyment grwth within Mississauga is expected t remain strng thrugh the 2031 hrizn year. There is limited east-west radway capacity within the brader area f interest. Curtneypark Drive and the already-widened Derry Rad are the nly majr east-west radways acrss Highway 410 within the study area. The limitatins f the existing Curtneypark Drive East/Highway 410 partial interchange frce mtrists t use the full interchange at Derry Rad. Cngestin n Curtneypark Drive, Derry Rad, and at the Derry Rad/Highway 410 interchange will cntinue t increase; this cnsumes available east-west radway capacity and impacts nrth-suth cnnecting rutes. Withut netwrk imprvements, increased cngestin will: reduce the safety f mtrized and nn-mtrized radway users; incnvenience mtrists; increase emergency vehicle respnse times; create unnecessary vehicle emissins; limit the City s ability t prvide effective transit service; and hinder the efficient mvement f gds. Existing pedestrian and active transprtatin facilities require imprvements t prmte walkability and use f nn-mtrized methds f transprtatin within the study area. The existing pavement n Curtneypark Drive East within the study area is generally in fair cnditin; hwever, its cnditin is expected t deterirate as traffic vlumes increase t prjected 2031 levels. Opprtunities Implement additinal travel lanes and intersectin imprvements t accmmdate future traffic grwth and increase traffic safety within the Curtneypark Drive East crridr; Imprve the efficiency f bth gds mvement and access t, frm, and/r thrugh the brader study area, including destinatins such as Trnt Pearsn Internatinal Airprt; 4.31

37 Cnstruct new sidewalks and/r multi-use trails t safely accmmdate users f varius mdes f active transprtatin and further establish the rute netwrk laid ut by the Mississauga Cycling Master Plan; Imprve crridr aesthetics thrugh imprved landscaping, streetscaping, and lighting; Recnstruct the existing Curtneypark Drive East pavement t extend its service life; and, Address ther ptential deficiencies identified within the crridr. The prblem and pprtunity statement fr this Study is as fllws: Additinal radway capacity and imprved facilities are required within the Curtneypark Drive East study area t accmmdate the existing traffic vlumes and the anticipated grwth in the study area t 2031; t facilitate safe and efficient east-west travel in nrtheast Mississauga; t enable efficient mvement f gds and imprve access bth within Mississauga and the Regin f Peel; and t prvide safe rutes fr users f varius mdes f active transprtatin. 4.32

38 5.0 EXISTING CONDITIONS The fllwing sectins prvide a general descriptin f the existing cnditins within the study area and prvide the basis fr the need and justificatin fr imprvements t Curtneypark Drive East. The sectins are generally supprted by mre detailed reprts that are included in the appendices. 5.1 TRANSPORTATION Existing Rad Netwrk All radways within the study area perate under the jurisdictin f the City, with the exceptin f Highway 410 and its ramp terminal intersectins, which perate under the jurisdictin f the MTO, and bth Derry Rad and Dixie Rad, which perate under the jurisdictin f the Regin f Peel. There are seven signalized intersectins within the study area, frm west t east: Curtneypark Drive East / Kennedy Rad; Curtneypark Drive East / Highway 410 East Ramp Terminal; Curtneypark Drive East / Tmken Rad; Curtneypark Drive East / Ordan Drive; Curtneypark Drive East / Shawsn Drive; Curtneypark Drive East / Vipnd Drive; and Curtneypark Drive East / Dixie Rad. Kennedy Rad is a 4-lane nrth-suth rad with tw lanes in each travel directin. It is classified as a majr cllectr with a psted maximum speed limit f 70 km/h. A signalized intersectin is frmed with Curtneypark Drive East, with auxiliary left turn lanes prvided n all intersectin appraches. Pedestrian signals and delineated crsswalks are prvided n all appraches. Highway 410 is a 400-series cntrlled-access freeway serving nrth-suth traffic between Highway 401 and the nrth end f Bramptn. The freeway has a psted speed limit f 100 km/h. The Highway 410 Curtneypark Drive n-ramp frms an unsignalized intersectin with Curtneypark Drive East. An eastbund auxiliary left-turn lane is prvided, alng with a westbund channelized auxiliary n-ramp. The Highway 410 Curtneypark Drive ff-ramp frms a signalized T-intersectin with Curtneypark Drive East. Suthbund dual auxiliary left turn lanes and an auxiliary right-turn lane are prvided. Tmken Rad is a 4-lane nrth-suth rad with tw lanes in each travel directin. It is classified as a majr cllectr with a psted maximum speed limit f 60 km/h. A signalized intersectin is frmed with Curtneypark Drive East, with auxiliary left turn lanes prvided n the nrth, east, and west appraches. The suth apprach (nrthbund directin) prvides dual auxiliary left turn lanes. Auxiliary right turn lanes are prvided n the nrth, suth, and west appraches. Pedestrian signals and delineated crsswalks are prvided n all appraches f the intersectin. Ordan Drive is a 2-lane rad and classified as a lcal rad with a statutry psted speed limit f 50 km/h. Ordan Drive intersects with Curtneypark Drive East at tw lcatins, bth f which are signalized intersectins. At the westerly intersectin, auxiliary left turn lanes are prvided n all intersectin appraches. At the easterly intersectin, auxiliary left turn lanes are prvided n the eastbund and westbund Curtneypark Drive East appraches nly. Pedestrian signals and delineated crsswalks are prvided n all appraches fr bth intersectins. 5.33

39 Shawsn Drive is classified as a minr cllectr rad. With a 2-lane crss-sectin, and n psted speed limit signs were bserved, therefre the statutry 50 km/h maximum gverns. A signalized intersectin is frmed with Curtneypark Drive East as the suth apprach f the westerly Ordan Drive intersectin with Curtneypark Drive East. Auxiliary left turn lanes are prvided n all intersectin appraches. Pedestrian signals and delineated crsswalks are prvided n all appraches f the intersectin. Vipnd Drive is a nrth-suth rad. It is a lcal rad serving the lcal cmmercial and industrial land uses. Psted speed limit signs were nt bserved within the study area, therefre the statutry 50 km/h limit gverns. A signalized intersectin is frmed with Curtneypark Drive East, with auxiliary left turn lanes prvided n all appraches. Pedestrian signals and delineated crsswalks are prvided n all appraches f the intersectin. Dixie Rad is a nrth-suth 6-lane reginal arterial rad with a psted speed limit f 70 km/h. A signalized intersectin is frmed with Curtneypark Drive East, with auxiliary left turn lanes prvided n all appraches. Auxiliary right turn lanes are prvided n the east, nrth, and suth appraches. The auxiliary right turn lanes prvided n the nrth and suth appraches are channelized right turn lanes under yield cntrl. Pedestrian signals and delineated crsswalks are prvided n all appraches f the intersectin. Within the brader area f interest identified in Figure 1-1, Derry Rad is a 6-lane east-west reginal arterial rad prviding a majr thrugh rute acrss the Regin and beynd t adjacent municipalities. It is ne f tw east-west radways (the ther being Curtneypark Drive East) that crsses Highway 410 between Highways 401 and 407. It has a psted 70 km/h maximum speed limit thrugh the study area. The Highway 410 Derry Rad Nrthbund ff-ramp frms a signalized T-intersectin with Derry Rad. The lane cnfiguratin is a 3-lane apprach with an auxiliary left, shared left/right, and auxiliary rightturn lane prvided. The Highway 410 Derry Rad Suthbund ff-ramp frms a signalized T-intersectin with Derry Rad. The lane cnfiguratin is a 3-lane apprach with an auxiliary left, shared left/right, and auxiliary right-turn lane prvided Transit The study area is served by multiple transit agencies, including MiWay, GO Transit, and Bramptn Transit. Passenger demand is currently strng and is expected t cntinue t grw. Several MiWay rutes serve the study area. Curtneypark Drive East is serviced by Rute 57 during the peak perids nly. Transit service alng Kennedy Rad is prvided by Rute 53, Mnday thrugh Friday, with sme rute variatins during the peak perids and ff-peak perids. Rute 51 prvides transit service alng Tmken Rad Mnday thrugh Saturday. Rute 51A als serves Tmken Rad in additin t the industrial and cmmercial land uses alng Ordan Drive, Vipnd Drive, and Shawsn Drive during the weekday peak perids. Dixie Rad is serviced by Rute 5, which prvides weekly transit service Mnday thrugh t Sunday. Rutes 42 and 15 prvide transit services alng Derry Rad, with Rute 42 running Mnday thrugh Sunday, and Rute 15 perating nly during the weekday peak perids. Schedule 6 f the OP (i.e. Lng Term Transit Netwrk), classifies bth Derry Rad and Dixie Rad as transit pririty crridrs. Rute 57 prvides access t the Meadwvale GO Statin and the Miltn GO Train line. Rute 42 prvides access t the Maltn GO Statin and the Kitchener GO Train line. These statins als are majr stps fr a number f GO Transit bus rutes such as the 407 West and the Bltn/Maltn/Nrth Yrk. Hwever 5.34

40 these rutes are riented twards lnger distance trips between majr destinatins such as university campuses, shpping centres and ther transit hubs. Bramptn Transit rutes perating thrugh the Study Area include Rute 7 and 7A n Kennedy Rad and Curtneypark Drive East, and Rute 18 and 18A n Dixie Rad. Immediately t the west f the Study Area, the City f Bramptn s Züm Bus Rapid Transit (BRT) Main Street rute perates alng Hurntari Street between the Mississauga City Centre terminal and Sandalwd Parkway. 5.2 ENGINEERING ENVIRONMENT Utilities Any widening f the existing Curtneypark Drive East pavement t prvide additinal travel/turning lanes will require extensive relcatin f and/r adjustments t existing catchbasins, manhles, ples, undergrund cables, and gas/water mains/service cnnectins. Existing utilities are depicted in Figures , as well as n the preliminary design plans (see Appendix N) Watermains Tw watermains are present n Curtneypark Drive East, between Tmken Rad and Dixie Rad ne 400 mm main beneath the existing suth bulevard and anther main (f uncnfirmed size) beneath the eastbund curb lane. East f Dixie Rad, the main beneath the eastbund curb lane jins the 400 mm main beneath the bulevard befre cntinuing eastward. There are cnnectins t intersecting watermains at Tmken Rad (ne 900 mm), Ordan Drive/Shawsn Drive (ne 300 mm), Vipnd Drive (ne f uncnfirmed size), Ordan Drive (ne f uncnfirmed size), and Dixie Rad (ne 400 mm, and anther f uncnfirmed size). Further, there are tw additinal watermains running nrth-suth alng Tmken Rad (bth f uncnfirmed size) which d nt cnnect t the Curtneypark Drive East watermains. There are service cnnectins frm bth mains t private prperties thrughut this sectin f Curtneypark Drive East. An existing 300 mm watermain is present beneath the existing nrth bulevard f Curtneypark Drive East, between the west study area limits and Kennedy Rad. At Kennedy Rad, this watermain cnnects t an existing 400 mm main running nrth-suth Sanitary Sewers An existing 250 mm sanitary sewer is lcated alng the centreline f Curtneypark Drive East, between Dixie Rad the east study area bundary. An existing 375 mm sanitary sewer is lcated alng the centreline f Curtneypark Drive East, between the west study area limits and Kennedy Rad. At Kennedy Rad, this sewer turns and cntinues nrthward beneath the west bulevard. There are als several sanitary sewers lcated n intersecting radways within the study area. On Ordan Drive, a sanitary sewer (f uncnfirmed size) is present beneath the nrthbund lanes nrth f Curtneypark Drive East, while a separate 250 mm sewer is present beneath the west bulevard suth f Curtneypark Drive East. Similarly, n Vipnd Drive, a sanitary sewer (f uncnfirmed size) is present beneath the nrthbund lanes nrth f Curtneypark Drive East, while a separate 250 mm sewer is present beneath the east bulevard suth f Curtneypark Drive East. On Ordan Drive/Shawsn Drive, a 250 mm sanitary sewer runs alng the centreline f the radway bth nrth and suth f Curtneypark Drive East. 5.35

41 BELL ROGERS GAS HYDRO SANITARY STORM WATER

42 BELL ROGERS GAS HYDRO SANITARY STORM WATER

43 BELL ROGERS GAS HYDRO SANITARY STORM WATER

44 BELL ROGERS GAS HYDRO SANITARY STORM WATER

45 BELL ROGERS GAS HYDRO SANITARY STORM WATER

46 BELL ROGERS GAS HYDRO SANITARY STORM WATER

47 BELL ROGERS GAS HYDRO SANITARY STORM WATER

48 Natural Gas Several existing Enbridge Gas mains are present alng Curtneypark Drive East. One existing main is present alng the suth bulevard f Curtneypark Drive East, between Dixie Rad and the east study area limits. At Dixie Rad, this main turns t cntinue suthward alng the east bulevard f Dixie Rad. Anther existing gas main extends alng the suth bulevard f Curtneypark Drive East, frm east f Ordan Drive t Dixie Rad. At Dixie Rad, this main terminates at an existing nrth-suth main running alng the west bulevard. Further, anther existing gas main is present alng the suth bulevard f Curtneypark Drive East, between Tmken Rad and Ordan Drive/Shawsn Drive. At Tmken Rad, this main turns t cntinue nrthward alng the east bulevard. At Ordan Drive/Shawsn Drive, this main terminates at a nrth-suth main running alng the east bulevard. Finally, anther existing gas main runs alng the nrth bulevard f Curtneypark Drive East, between the west study area limits and Kennedy Rad. This main terminates at anther existing main running nrth-suth alng the east bulevard f Kennedy Rad. There are als several existing Enbridge Gas mains n side radways within the study area. An existing gas main is present alng the west bulevard f Ordan Drive, nrth f Curtneypark Drive East. Anther existing gas main runs nrth-suth alng the west bulevard f Vipnd Drive Hydr & Streetlighting An existing Enersurce aerial cable runs alng the suth side f Curtneypark Drive East, frm Kennedy Rad t east f Dixie Rad, with varius service cnnectins present within thse limits. It shuld als be nted that the ple line supprting this aerial cable als carries a Rgers cmmunicatins cable (see Sectin ). There are als intersecting and/r cnnecting lines present alng varius side rads within the study area, including: Kennedy Rad (west bulevard), Tmken Rad (east bulevard), Ordan Drive/Shawsn Drive (west bulevard), Vipnd Drive (east bulevard), Ordan Drive (west bulevard), and Dixie Rad (west bulevard). Additinally, 3 Enersurce ducts are als present within suth sidewalk f the existing Highway 410 bridge. It shuld als be nted that Enersurce transfrmers are lcated immediately east f the Highway 410 bridge, n the suth side f Curtneypark Drive east. The psitin and cnfiguratin f Enersurce streetlight ples varies thrughut the study area. Streetlight ples are present alng the nrth side f Curtneypark Drive East, frm west f Kennedy Rad t east f Dixie Rad (including ver the Highway 410 bridge). Alng the suth side f Curtneypark Drive East, separate streetlight ples are present frm west f Kennedy t the Highway 410 East Ramp Terminal intersectin (again, including ver the Highway 410 bridge). Between the Highway 410 East Ramp Terminal intersectin and Tmken Rad, streetlighting is prvided via a cmbinatin f dedicated ples and shared-use ples with the Enersurce aerial line mentined abve. Between Tmken Rad and Dixie Rad, n streetlighting is prvided alng the suth side f Curtneypark Drive East. It shuld als be nted that a 230 kv Hydr One transmissin crridr (cnnecting the Tmken and Pleasant Transmissin Statins) crsses Curtneypark Drive East adjacent t the Kennedy Rad intersectin. Tw twers are lcated in clse prximity t the study area: ne is apprximately 100 m sutheast f Curtneypark Drive East, and the ther is apprximately 135 m nrthwest f Kennedy Rad (distances measured alng the transmissin crridr) Telephne Undergrund Bell telephne cables are lcated thrughut the study area. Between Kennedy Rad and Dixie Rad, Bell cables are generally lcated within the existing nrth bulevard f Curtneypark Drive 5.43

49 East, with varius service cnnectins lcated thrughut thse limits. West f Kennedy Rad, between Tmken Rad and Ordan Drive/Shawsn drive, and east f Dixie Rad, Bell cables are als lcated within the suth bulevard f Curtneypark Drive East. Additinally, Bell telephne cables are lcated within the Highway 410 right-f-way, crssing bth the nrtheast/sutheast quadrants f the Curtneypark Drive East & Highway 410 interchange and Curtneypark Drive East, just west f the Highway 410 bridge. It shuld als be nted that 4 Bell telephne ducts are lcated within the suth walkway f the Highway 410 bridge. Several intersecting side rads als carry Bell telephne cables, including: Kennedy Rad 2 cables within the east bulevard, bth nrth/suth f Curtneypark Drive East, and 1 cable within the west bulevard suth f Curtneypark Drive East; Tmken Rad 1 cable within bth the east and west bulevards, bth nrth and suth f Curtneypark Drive East; Ordan Drive/Shawsn Drive 1 cable within the east bulevard, bth nrth/suth f Curtneypark Drive East; Vipnd Drive 1 cable within the west bulevard, bth nrth/suth f Curtneypark Drive East, and 1 cable within the east bulevard, nrth f Curtneypark Drive East; Ordan Drive 1 cable within the west bulevard, suth f Curtneypark Drive East, and 1 cable within the east bulevard, bth nrth and suth f Curtneypark Drive East; and, Dixie Rad 2 cables within the east bulevard, bth nrth and suth f Curtneypark Drive East Cmmunicatins An aerial Rgers cmmunicatins cable is carried n the Enersurce hydr ple line alng the suth side f Curtneypark Drive East, frm west f Kennedy Rad t east f Dixie Rad. Lcal Rgers service cnnectins extend frm these ples at several lcatins thrughut the study area, including: east f Kennedy Rad, west f Vipnd Drive, west f Ordan Drive, as well as between Ordan Drive and Dixie Rad. Additinally, Rgers cmmunicatins cables are fund at several ther lcatins within the study area, including: Kennedy Rad 1 cable within the west bulevard, suth f Curtneypark Drive East, which then crsses Kennedy Rad t cnnect t the prperty n the suthwest crner f the intersectin. Curtneypark Drive East & Dixie Rad intersectin 1 cable with bth aerial and undergrund cmpnents, crssing the east leg f the intersectin between the sutheast and nrtheast crners Drainage and Strmwater Management A Drainage and Strmwater Management (SWM) Reprt has been prepared t dcument the existing drainage, water quantity and quality cnditins in the study area, evaluate the relative impacts f the preferred design n the receiving surface water systems, and recmmend measures t mitigate the ptential impacts. The Drainage and SWM Reprt is included in Appendix E, and indicates that the study area falls within the Etbicke Creek watershed, under the jurisdictin f TRCA. The study area drains generally frm west t east and drainage is cllected via a cmbinatin f rural and urban strm drainage systems (radside ditches, catchbasins, sewers and manhles). Althugh the water 5.44

50 drains ver grassed swales, it des nt receive any treatment befre ultimately discharging int Tributary 3 f Etbicke Creek. This is typical f the majrity f lands within the Etbicke Creek watershed since they were develped prir t the adptin f current SWM standards Getechnical and Pavement A preliminary getechnical and pavement investigatin was undertaken t determine the cnditin f the existing pavement structure, as well as the subsurface sil and misture cnditins in the study area, fcusing n the prpsed imprvements. The Preliminary Getechnical and Pavement Investigatin Reprt is included in Appendix F. The cnditin f the existing pavement n Curtneypark Drive East, between Kennedy Rad and Dixie Rad, is generally fair with slight t mderate distresses in the frms f edge cracking, lngitudinal and transverse cracking, center line cracking, map cracking, alligatr cracking, lss f aggregate, rutting and, pavement distrtin. Hwever, it is anticipated that pavement cnditins will cntinue t deterirate and may change greatly by 2021 and befre Shuld widening r ther radway imprvements be implemented, a cmbinatin f pulverizing the existing pavement/verlaying with new asphalt and widening the existing pavement with new granular material/asphalt will accmmdate the prjected levels f heavy vehicle traffic. Cmplete recnstructin f the existing pavement culd be cnsidered in areas where the pulverizatin/verlay treatment is unable t prvide sufficient strength t the pavement structure, r where new r replacement services/utilities need t be installed belw the existing pavement. 5.3 NATURAL ENVIRONMENT Natural Envirnment Reprt A Natural Envirnment Technical Reprt (NETR) was prduced t describe the existing terrestrial resurces that may be affected by the prpsed rad widening. The reprt is based n data cllected frm agency cnsultatin and backgrund surces including aerial phtgraphy, wildlife atlases, Ministry f Natural Resurces and Frestry (MNR) Land Infrmatin Ontari (LIO) base mapping GIS data, and nline databases. It als recmmends mitigatin measures t minimize ptential effects f the prject n vegetatin, wildlife, and wetland habitat. The reprt is included in Appendix G. Physigraphy and Sil: The study area falls within the Peel Plain Physigraphic Regin. The Peel Plain is underlain by till cntaining large amunts f shale and limestne, which has been mdified by a veneer f clay. Sils are smetimes well-drained, hwever mst are imperfectly drained. Vegetatin: The study area is largely develped and dminated by urban uses. Even the areas designated by the TRCA as existing natural cver are heavily altered and managed landscapes. Naturalized vegetatin cmmunities within the study area were cnfirmed t be in the frm f wetlands and are nt cnsidered rare in the prvince f Ontari. Aquatic Habitat: The hydrlgy f the small scattered wetlands west f Highway 410 is dminated by strm water flws frm the surrunding highway right-f-way. Based n the available infrmatin and the cnsultatin prcess fr this prject, there is n aquatic habitat in the study area. Hwever, water frm the study area des ultimately drain t Etbicke Creek and its tributaries, and the quality and quantity f water draining frm the study area shuld be maintained apprpriately t prtect habitats in dwnstream receiving waters. 5.45

51 Cnsultatin with bth MNR and TRCA, as well as a review f the mst recent Fisheries and Oceans Canada (DFO) Aquatic Species At Risk Mapping (DFO 2014), indicates that Etbicke Creek is nt mapped as supprting any aquatic species at risk. Redside Dace is nt present in the watershed. Wildlife: The Curtneypark Drive East study area is urbanized in nature, surrunded by cmmercial and industrial land uses. The study area als includes designated utility, greenbelt, and parkway belt land uses. Little r n natural wildlife habitat is assciated with the transprtatin crridr. Wildlife that can be expected t be using the area wuld be cmmn species acclimatized t urban cnditins. It is pssible that urban tlerant Species at Risk (SAR) bird species may ccur in the study area. Therefre, a search fr nests shuld be cnducted prir t cnstructin f the final design, and if encuntered, mitigatin r cmpensatin measures will be necessary Tree Inventry and Assessment The Tree Inventry and Assessment included in Appendix H identifies trees lcated within the existing right-f-way as well as trees directly adjacent t the existing right-f-way which may be impacted by the rad design. The reprt catalgues the existing trees lcated within the prject area, prvides management recmmendatins fr the detailed design f the rad recnstructin, and identifies apprpriate management practices fr cnstructin. Trees 10 cm diameter at breast height (DBH) and greater were assessed thrugh bth a visual review and using digital tls in rder t determine the species and verall cnditin f the trees. Trees were identified based n leaves and bark patterns and cnditin has been assessed based n bserved health indicatrs. The prject area is cmprised primarily f trees with diameter class greater than 15 cm lcated alng and adjacent t the right-f-way. In ttal, 595 trees were inventried. The trees are predminantly greater than 15 cm DBH, and in gd cnditin. The trees appear t be predminantly lcated utside f the right-f-way, and prvide an aesthetically pleasing effect t the radway crridr. The trees include typical street tree and cmmercial landscape species. Due t the size and cnditin f the trees, the value they add t the aesthetics f the area, and, f curse, the envirnmental and health benefits, it is recmmended that the design retain as many f the trees as pssible. Mitigatin and management recmmendatins fr cnstructin are prvided as part f the Tree Inventry and Assessment. 5.4 SOCIO-ECONOMIC ENVIRONMENT Land Use Land uses within the Curtneypark Drive East study area cnsist primarily f light industrial and cmmercial land uses. Ntable uses within the study area include the gas statins at Kennedy Rad and Dixie Rad, as well as a htel lcated at the Curtneypark Drive East/Kennedy Rad intersectin. Additinally, there are tw ntable land use crridrs that crss the Curtneypark Drive East study area. The City f Mississauga s Parkway Belt West crsses the study area n the west side f Highway 410 and a 230kV electrical transmissin line wned by Hydr One Netwrks crsses the study area just east f Kennedy Rad. 5.46

52 5.4.2 Cultural / Built Heritage Assessment The Heritage Overview undertaken fr the study area was cmpsed f agency cnsultatin and a desktp review f histrical resurces t determine areas where the ptential fr identifying ptential heritage resurces was high. The Heritage Overview mem is included in Appendix I. Fllwing the desktp review, cntemprary mapping was cnsulted t determine the extent r bundaries f a ptential heritage resurce, if identified. There were n ptential heritage resurces identified, nr were there any areas determined t have high ptential fr the presence f heritage resurces during this review. One prtected heritage resurce was identified (the Hrnby-Scarlett huse at 6487 Dixie Rad); hwever, it is nt anticipated t be affected by any wrk related t this prject Archaelgical Assessment A Stage 1 Archaelgical Assessment was undertaken fr the study area and is included in Appendix J. The purpse f this assessment was t determine the archaelgical ptential fr the crridr and whether further archaelgical assessment is required. Archaelgical ptential fr pre-cntact Abriginal, pst-cntact Abriginal, and Eur-Canadian sites is deemed t be mderate t high within the study area based n histrical dcumentatin; hwever, the Stage 1 prperty inspectin has determined that the entire study area (100%) has been subject t extensive land disturbance which has remved archaelgical ptential. Therefre n further archaelgical assessment is required Envirnmental Site Cnditins A Limited Phase One Envirnmental Site Assessment (Phase I ESA) was undertaken fr the study area and is included as Appendix K. The purpse f this investigatin was t identify areas f ptential envirnmental cncern where there is evidence f ptential and/r actual envirnmental cntaminatin, which may be present as a result f current and/r past activities in the crridr and/r neighburing prperties. Histrical review indicates that the lands within the study area were used fr agricultural purpses until Curtneypark Drive East was cnstructed. City recrds indicate that the prperties within the study area have been predminantly listed as cmmercial addresses since the 1980s, with businesses f varius trades and industries ccupying the area including car washes, aut parts shps, laundrmats and industrial cmpanies. The fllwing ptentially cntaminated activities (PCAs) have been identified as having the ptential t be areas f ptential envirnmental cncern (APECs): Imprtatin f fill material f unknwn quality; Ple-munted transfrmers alng eastern prtin f Curtneypark Drive East; Gasline and Assciated Prducts Strage in Fixed Tanks: Husky Gas Statin lcated at 6625 Kennedy Rad (4 active undergrund tanks); 2 expired undergrund tanks lcated at 6380 Vipnd Drive; 2 active undergrund tanks lcated at 6550 Danville Rd; Generatin, use and strage f varius hazardus waste n suth adjacent prperties: 6425, 6470, 6520 Kestrel Rad (Wastes related t machine manufacturing); 6400 Shawsn Drive (Varius hazardus wastes); 1200, 1400 Curtneypark Drive East (Varius hazardus wastes); 6350, 6380 Vipnd Drive (Wastes related t machine manufacturing); 5.47

53 2000 L diesel gas spill lcated at the intersectin f Kennedy Rad and Curtneypark Drive East; 40 L diesel gas spill at Husky Gas Statin lcated at 6625 Kennedy Rad; and, Since the study area cnsists f a municipal radway, asbests may be present in the asphalt. Asbests may als be present in undergrund utilities such as sewer lines and electrical cnduits. Based n the findings f this assessment, an Envirnmental Sil and Grundwater Investigatin (accrding t CSA Z769-00) shuld be cnducted during detailed design t assess sil and grundwater dispsal ptins Nise Assessment An acustic assessment was cnducted t prvide a prfessinal pinin f the ptential impact n the acustical envirnment f the prpsed imprvements t Curtneypark Drive East. This assessment is included in Appendix L. The assessment included a desktp review and a site visit t determine whether sensitive land uses were permitted within the study area and t cnfirm the actual land uses present. Frm site bservatins, land uses within the study area include cmmercial and industrial, as well as bth greenbelt and utility crridrs. Nne f these uses are cnsidered t be nise sensitive. The changes in traffic vlumes prpsed fr the study area are nt expected t make a ntable change in the acustical envirnment. Generally, windws fr cmmercial and industrial buildings in these areas are sealed/inperable (i.e. they cannt be pened). The htel lcated at the intersectin f Kennedy Rad and Curtneypark Drive East als cnfirmed that its windws are inperable. Therefre, the relatively lw increase in nise due t traffic anticipated with the prject is expected t be insignificant in this area Streetlighting / Illuminatin As part f any future imprvements, the existing streetlighting and intersectin illuminatin will need t be upgraded t meet current City and Regin standards, and t prvide lighting fr the widened pavement surface, additinal lanes, walkways, and bus stps. An analysis f the lighting required t adequately accmmdate the prpsed design has been cnducted, based n the lcatin f new hydr ple-munted luminaires, and supplemented by new light standards. The preliminary lighting layut and hydr ple layut is shwn n the preliminary design plans Other Scial and Ecnmic Envirnmental Issues Other issues relevant t the scial and ecnmic envirnment include: Temprary cnstructin-related disturbances (dust, nise, traffic delays, driveway recnstructins, service interruptins); Preserving/enhancing natural and man-made aesthetic features (vegetatin and landscaping); Acquisitin f prperty frntage and permanent utility easements frm landwners; Increased prximity f the rad t existing buildings, walkways, and parking lts; and, Maintaining cnvenient, safe, and efficient access t adjacent prperties. These issues and impacts are discussed in further detail in subsequent sectins f this reprt. 5.48

54 6.0 ALTERNATIVE SOLUTIONS 6.1 ALTERNATIVE SOLUTIONS CONSIDERED The Prject Team generated five Alternative Slutins t ensure that all feasible slutins t the Prblem & Opprtunity statement were given fair cnsideratin. The bjective f these slutins was t address the prblems, pprtunities, needs, and deficiencies described in the preceding sectins f this reprt. The fllwing is a brief summary f the Alternative Slutins fr this prject: Alternative 1: D Nthing Maintain existing cnditins (n imprvements); Alternative 2: Transprtatin Demand Management/Transit Imprvements Imprve the current peratin f the transprtatin system within the study area by reducing single-ccupant vehicle usage and imprving transit service; Alternative 3: Imprve East-West Rutes Imprve alternative, parallel (i.e. east-west) radways/crridrs adjacent t Curtneypark Drive East in rder t imprve the current peratin f the transprtatin system within the study area; Alternative 4: Widen Curtneypark Drive East (between Kennedy Rad and Dixie Rad) prvide 3 thrugh lanes in each directin alng Curtneypark Drive East, between Kennedy Rad and Dixie Rad; maintain the recnfigured partial interchange at Highway 410; and, Alternative 5: Widen Curtneypark Drive East (between Kennedy Rad and Dixie Rad) & Cnstruct a Full Interchange with Highway 410 prvide 3 thrugh lanes in each directin alng Curtneypark Drive East, between Kennedy Rad and Dixie Rad, and upgrade the recnfigured partial interchange at Highway 410 t a full interchange. 6.2 DEVELOPMENT OF ANALYSIS CRITERIA All 5 Alternative Slutins were screened against bth the Prblem & Opprtunity Statement (see Sectin 4.3) and the prject s stated bjectives. The fllwing assessment criteria were used t evaluate the slutins during this phase f the study: Sci-Ecnmic Envirnment Prperty Access ability t maintain and/r maximize pprtunities fr imprved access int adjacent industrial and cmmercial prperties; Prperty Required amunt f additinal prperty that must be acquired in rder t cnstruct the prpsed alternative; Emergency Respnse impacts t ability fr emergency vehicles t access the study area; Streetscaping impacts t existing streetscaping and/r landscaping and ability t prvide pprtunities t imprve streetscaping and landscaping, as well as enhance the public realm; Cultural Envirnment Archaelgical ptential fr disruptin f archaelgical resurces; 6.49

55 Built Heritage/Cultural Landscape ptential fr disruptin f built heritage and cultural landscape features; Transprtatin/Technical Crridr Capacity & Level f Service imprves traffic cngestin and level f service. Enhances capacity within the greater east-west crridr in nrtheast Mississauga, specifically n Derry Rad; Planning Objectives meets t the gals/bjectives f the City f Mississauga's Official Plan (OP), the Mississauga Cycling Master Plan (CMP), and the Regin f Peel's Strategic Gds Mvement Netwrk Study (SGMNS); Overall Safety imprves radway safety within the study area; Pedestrian & Cycling Accmmdatin ability t imprve frm existing and/r betterintegrate nn-mtrized mdes f transprtatin int the verall transprtatin system; Transit Services ability t imprve frm existing and/r better-integrate transit services int the verall transprtatin system; Natural Envirnment Impacts t Existing Vegetatin impacts n vegetatin and/r the Green System (as defined by the City f Mississauga Official Plan); Terrestrial resurces impacts n terrestrial species and their habitats; Cst Capital Csts cst f cnstructin; and, Operatin & Maintenance Csts cst t maintain and cntinue the effective peratin f alternative. The evaluatin matrix develped fr the Alternative Slutins is presented in Table 6-1. The matrix is a tabular summary f the evaluatin factrs, criteria, and impacts f each Alternative Slutin. 6.3 ANALYSIS AND EVALUATION OF ALTERNATIVE SOLUTIONS The fllwing sectins include a descriptin and brief discussin f the advantages/disadvantages f each Alternative Slutin Alternative 1: D Nthing Under this alternative, the existing cnditin within the study area wuld be maintained i.e. n imprvements wuld be made t either increase capacity r reduce demand. While the d nthing alternative has n impact n the cultural/natural envirnments, and requires n capital expenditure, it wuld likely result in cngestin and unacceptable traffic delays n Curtneypark Drive East, as well as ther parallel and intersecting rutes within the study area. By the 2031 hrizn year, traffic vlumes within the study area n Curtneypark Drive East are expected t exceed capacity during bth the AM and PM peak hurs; additinally, fur study area intersectins are expected t perate at a failing level f service during at least ne f the peak perids. The d nthing alternative des nt further the planning bjectives f either the City r Regin. Further, it des nt address (r result 6.50

56 Table 6-1: Evaluatin Matrix fr Alternative Design Slutins Alternative 1 Alternative 2 Alternative 3 Alternative 4 Alternative 5 Factr Criteria Criteria Measure D Nthing Transprtatin Demand Management/ Transit Imprvements Imprve Alternative East-West Rutes Widen Curtneypark Drive East (between Kennedy Rd and Dixie Rd) Widen Curtneypark Drive East (between Kennedy Rd and Dixie Rd) + Cnstruct a Full Interchange at Highway 410 Prperty Access Least Preferred Ability t maintain and/r N pprtunities t imprve access maximize pprtunities fr t adjacent prperties. imprved access int adjacent industrial and cmmercial prperties. Least Preferred N pprtunities t imprve access t adjacent prperties. Least Preferred N pprtunities t imprve access t prperties alng Curtneypark Drive East. Preferred Presents pprtunities t imprve access t mst adjacent prperties. Preferred Presents pprtunities t imprve access t mst adjacent prperties. Cst Natural Envirnment Transprtatin/Technical Cultural Envirnment Sci-Ecnmic Envirnment Prperty Required Emergency Respnse Streetscaping Archaelgical Built Heritage/Cultural Landscape Crridr Capacity & Level f Service Planning Objectives Overall Safety Pedestrian & Cycling Accmmdatin Transit Services Impacts t existing vegetatin Terrestrial resurces Capital Csts Operatin & Maintenance Csts Amunt f additinal prperty that must be acquired in rder t cnstruct the prpsed alternative. Access fr emergency vehicles. Impacts t existing streetscaping and/r landscaping and ability t prvide pprtunities t imprve streetscaping and landscaping, as well as enhance the public realm. Ptential fr disruptin f archaelgical resurces. Ptential fr disruptin f built heritage and cultural landscape features. Imprves traffic cngestin and level f service. Enhances capacity within the greater eastwest crridr in nrtheast Mississauga. Meets t the gals/bjectives f the City f Mississauga's Official Plan (OP), the Mississauga Cycling Master Plan (CMP), and the Regin f Peel's Strategic Gds Mvement Netwrk Study (SGMNS). Imprves radway safety within the study area. Ability t imprve frm existing and/r betterintegrate nn-mtrized mdes f transprtatin int the verall transprtatin system. Ability t imprve frm existing and/r betterintegrate transit services int the verall transprtatin system. Impacts n vegetatin and/r the Green System (as defined by the City f Mississauga Official Plan) Impacts n terrestrial species and their habitats Cst f Cnstructin. Cst t maintain and cntinue the effective peratin f alternative. Preferred N additinal prperty is required. Least Preferred Adverse impacts due t increased in traffic vlumes. Partially Preferred N impacts t existing streetscaping r landscaping. N pprtunity t imprve existing streetscaping r landscaping. Preferred N impact n archelgical resurces. Preferred N impact n built heritage and cultural landscape features. Least Preferred Adverse impacts n Curtneypark Drive East due t increasing traffic vlumes between Kennedy Rad and Shawsn Drive; n impacts between Shawsn Drive and Dixie Rad. Adverse impacts t verall east-west crridr capacity. Preferred N additinal prperty is required. Least Preferred Partially Preferred Partially Preferred Prperty acquisitin may be required Prperty acquisitin may be required Prperty acquisitin may be required adjacent t alternative radways. alng Curtneypark Drive East. alng Curtneypark Drive East. Partially Preferred Ptential minr imprvements due Partially Preferred Ptential fr minr imprvements Partially Preferred Ptential fr imprvements alng t decreased traffic vlumes resulting alng Curtneypark Drive East Curtneypark Drive East due t frm mdal shift. resulting frm the diversin f traffic decreased traffic cngestin. t alternative rutes. Partially Preferred N impacts t existing streetscaping r landscaping. N pprtunity t imprve existing streetscaping r landscaping. Preferred N impact n archelgical resurces. Preferred N impact n built heritage and cultural landscape features. Partially Preferred Cngestin and level f service is marginally imprved, bth n Curtneypark Drive East and within the greater east-west crridr, by diverting rad users t alternative mdes f transprtatin. Least Preferred Partially Preferred Des nt meet the gals r bjectives Meets the gals and bjectives f the f the OP, CMP, and/r SGMNS. OP and CMP by prmting alternative mdes f transprtatin. May meet gals and bjectives f SGMNS by reducing traffic vlumes n Curtneypark Drive East, thereby facilitating imprved gds mvement. Least Preferred Des nt address existing r ptential safety cncerns. Least Preferred N imprvement ver existing. Least Preferred N imprvement t transit service/accessibility. Preferred N impacts t existing vegetatin. Preferred N impacts t terrestrial resurces. Preferred N capital cst. Partially Preferred Ptential fr safety imprvements as a result f decreased traffic cngestin, imprvements t transit stps, and ptimized traffic signal timing. Partially Preferred Encurages and prmtes active transprtatin. Requires imprvements t radway crsssectin and/r new facilities. Preferred Transit delays decrease as a result f the mdal shift t transit and ptimized traffic signal timing. Prvides pprtunities fr imprvements t transit infrastructure, service, and/r accessibility. Preferred N impacts t existing vegetatin. Preferred N impacts t terrestrial resurces. Partially Preferred Lw capital csts. Partially Preferred Ptential impacts t existing streetscaping and/r landscaping alng alternative rutes. N pprtunity t imprve existing streetscaping r landscaping alng Curtneypark Drive East. Preferred Ptential fr imprvements bth alng Curtneypark Drive East and within the greater east-west crridr as a result f decreased cngestin and new cnnectins via the full interchange at Highway 410. Preferred Preferred Impacts t existing streetscaping and Impacts t existing streetscaping and landscaping. landscaping. Opprtunity t imprve the landscaping alng Curtneypark Drive East. Least Preferred Partially Preferred Ptential fr impact t archaelgical Minimal ptential fr impact t resurces alng alternative radway archaelgical resurces alng crridrs. Curtneypark Drive East. Least Preferred Partially Preferred Ptential fr impact t built heritage Minimal ptential fr impact t built and cultural landscape features alng heritage and cultural landscape alternative radway crridrs. features alng Curtneypark Drive East. Partially Preferred Limited imprvements t level f service and cngestin, bth n Curtneypark Drive East and within the greater east-west crridr, as a result f the diversin f traffic t alterative rutes with added capacity. Partially Preferred Meets the gals and bjectives f the OP, but nt the CMP r SGMNS. Least Preferred N pprtunity fr safety imprvements alng Curtneypark Drive East. Least Preferred N imprvement ver existing. Least Preferred N imprvement t transit service/accessibility alng Curtneypark Drive East. Least Preferred Ptential impacts t existing vegetatin alng alternative radway crridrs. Least Preferred Ptential impacts t terrestrial resurces alng alternative radway crridrs. Least Preferred Ptential fr high capital csts. Partially Preferred Imprved level f service n Curtneypark Drive East, resulting in decreased cngestin. Minr imprvement t verall eastwest crridr capacity. Partially Preferred Preferred Meets the gals and bjectives f the OP and CMP. May meet gals and bjectives f SGMNS by increasing capacity n Curtneypark Drive East, thereby facilitating imprved gds mvement. Preferred Ptential fr safety imprvements alng Curtneypark Drive East. Preferred Prvides pprtunities t imprve facilities fr nn-mtrized radway users. Preferred Ptential t imprve transit service/accessibility alng Curtneypark Drive East. Least Preferred Ptential impacts t existing vegetatin alng Curtneypark Drive East. Partially Preferred Limited ptential fr impact t terrestrial resurces alng Curtneypark Drive East (i.e. TRCAregulated wetland). Partially Preferred Mderate capital csts. Least Preferred Least Preferred Least Preferred Preferred Higher maintenance csts as existing Higher maintenance csts as existing Higher maintenance csts as existing Ptential reductin in peratin and pavement cntinues t deterirate. pavement cntinues t deterirate. pavement cntinues t deterirate n maintenance csts due t Curtneypark Drive East. rehabilitated pavement. Opprtunity t imprve the landscaping alng Curtneypark Drive East. Partially Preferred Minimal ptential fr impact t archaelgical resurces alng Curtneypark Drive East. Partially Preferred Minimal ptential fr impact t built heritage and cultural landscape features alng Curtneypark Drive East. Preferred Limited imprvements t level f service and capacity alng the Curtneypark Drive East due t the presence f additinal traffic resulting frm the full interchange at Highway 410. Imprvements t verall east-west crridr capacity due t equalizatin in traffic between parallel rutes resulting frm the additin f the full interchange at Highway 410. Meets the gals and bjectives f the OP, CMP, and SGMNS by increasing capacity n bth Curtneypark Drive East and within the greater east-west crridr. Facilitates efficient gds mvement and imprves access within bth the study area and the brader area f interest, especially t imprtant destinatins (such as Trnt Pearsn Internatinal Airprt). Preferred Ptential fr safety imprvements alng Curtneypark Drive East. Preferred Prvides pprtunities t imprve facilities fr nn-mtrized radway users. Preferred Ptential t imprve transit service/accessibility alng Curtneypark Drive East. Least Preferred Ptential impacts t existing vegetatin alng Curtneypark Drive East. Least Preferred Ptential impact t terrestrial resurces alng Curtneypark Drive East (i.e. TRCA-regulated wetland). Least Preferred High capital csts. Preferred Ptential reductin in peratin and maintenance csts due t rehabilitated pavement. Ability t Address Prblem /Opprtunity Statement Recmmendatin N Partially N Partially Preferred Nt carried frward, as it des nt address the Prblem/Opprtunity Statement. Nt carried frward, as it is unable t fully address the Prblem/Opprtunity Statement. Nt carried frward, as it is unable t fully address the Prblem/Opprtunity Statement. Addressees Prblem/Opprtunity Statement. Nt carried frward due t reduced pprtunity t imprve crridr capacity/level f service, and meet planning bjectives. Addresses Prblem/Opprtunity Statement. Increases pprtunity t imprve bth crridr capacity and traffic peratins, as well as meet planning bjectives. Recmmended.

57 in imprvements t) several ther evaluatin criteria, including pedestrian & cycling accmmdatin, transit services, emergency respnse, and verall safety. Therefre, the d nthing slutin is neither a sustainable nr desirable slutin, and is unable t address the requirements f the Prblem & Opprtunity Statement Alternative 2: Transprtatin Demand Management/Transit Imprvements Under the Transprtatin Demand Management (TDM)/Transit Imprvements alternative, transprtatin system peratins within bth the study area and the greater east-west crridr in nrtheast Mississauga wuld be imprved thrugh reductins in single-ccupant vehicle usage and imprvements t transit service. Similar t the d nthing alternative, the TDM/transit alternative has n impact n either the cultural r natural envirnments, and has a relatively lw capital cst. TDM techniques such as carpling, public transit, cycling, walking, r flexible wrk hurs will have nly a small effect n the reductin f traffic vlumes within the study area. This range f ptins wuld be targeted at reducing the ttal amunt f vehicular traffic n bth Curtneypark Drive East and within the greater east-west crridr with the ultimate bjective f reducing the ptential fr future peratinal, envirnmental, and safety-related cncerns. Bth MiWay and Bramptn Transit have multiple rutes serving the study area; ridership is currently strng and is expected t increase. Additinally, the Mississauga Cycling Master Plan has designated Curtneypark Drive East, Tmken Rad, and Kennedy Rad as rutes with future primary bulevard facilities, while the Peel Active Transprtatin Study has prpsed a future multi-use trail n Dixie Rad. These initiatives will serve t reduce the ttal rate f traffic grwth within the brader area f interest; hwever, they cannt exclusively address the future traffic demands. Further, they d little t satisfy the gals f the Regin f Peel s Strategic Gds Mvement Netwrk Study. Therefre, n its wn, this alternative is unable t fully address the gals f the Prblem & Opprtunity statement Alternative 3: Imprve Alternative East-West Rutes Under the Imprve Alternative East-West Rutes alternative, parallel (i.e. east-west) radways/crridrs adjacent t Curtneypark Drive East wuld be upgraded in rder t imprve the current peratin f the transprtatin system within bth the study area and the greater east-west crridr in nrtheast Mississauga. Majr parallel rutes adjacent t the Curtneypark Drive East study area include Britannia Rad and Derry Rad. Britannia Rad is a 4-lane arterial radway under the jurisdictin f the City f Mississauga, lcated apprximately 1.2 km suth f Curtneypark Drive East. While it culd be imprved in rder t accmmdate excess traffic demand frm Curtneypark Drive East and prvide safer facilities fr bth pedestrian and cyclists, its ability t imprve traffic peratins within the brader area f interest is limited withut a relatively large capital expenditure t cnstruct a crssing ver Highway 410. As described in Sectin 5.1.1, Derry Rad is a 6-lane east-west reginal arterial rad lcated apprximately 1.8 km nrth f Curtneypark Drive East. It prvides a majr thrugh rute acrss the Regin and beynd and is ne f tw rutes crssing Highway 410 between Highways 401 and 407 (the ther rute being Curtneypark Drive East). The traffic analysis cmpleted as part f the d nthing scenari analyzed the cmbined capacity f bth Curtneypark Drive East and Derry Rad during the 6.52

58 2031 hrizn year and fund that all majr (i.e. arterial-arterial) intersectins n Derry Rad are abve capacity during at least ne peak perid. As Derry Rad is currently a 6-lane crss-sectin, further effrts t widen the radway in rder t add the required capacity t bth accmmdate excess traffic demand and safely accmmdate pedestrians/cyclists are likely less-feasible than with Curtneypark Drive East and wuld result in similar (if nt greater) impacts in terms f prperty requirements and csts. Fr these reasns, the Imprve Alternative East-West Rutes alternative is unable t satisfy the Prblem & Opprtunity statement Alternative 4: Widen Curtneypark Drive East (between Kennedy Rd and Dixie Rd) Under Alternative 4, Curtneypark Drive East wuld be widened between Kennedy Rad and Dixie Rad in rder t accmmdate the anticipated traffic vlume grwth within bth the study area and the greater east-west crridr in nrtheast Mississauga, as well as t prvide safer accmmdatin fr bth pedestrians and cyclists. These imprvements wuld generally cnsist f the fllwing: widen t 6 travel lanes between Kennedy Rad and Dixie Rad, including the existing bridge ver Highway 410; prvide new auxiliary turn lanes at selected intersectins, where necessary; and, prvide bth a cntinuus sidewalk and multi-use trail between Kennedy Rad and Dixie Rad. Nte, the existing recnfigured partial interchange wuld be maintained under this alternative Alternative 4 Traffic Analysis Intersectin analysis with ptimized signal timings was undertaken fr Alternative 4. The results f this analysis generally shwed imprved levels f service, with nly the Tmken Rad intersectin perating abve capacity in the a.m. peak hur and the Dixie Rad intersectin perating abve capacity in the p.m. peak hur. Fr the purpses f this analysis, it was assumed that Curtneypark Drive East wuld nt attract any additinal traffic frm Derry Rad if the recnfigured partial interchange with Highway 410 is maintained. In ther wrds, mtrists that are using Derry Rad because f its full interchange with Highway 410 wuld nt chse t use Curtneypark Drive East unless similar cnnectivity was prvided. Therefre, the peratinal results f the Derry Rad intersectins remain unchanged under Alternative 4 when cmpared t the 2031 D Nthing scenari (see Sectin 4.1.5) since the vlume prjectins and intersectin lane cnfiguratins alng Derry Rad remain the same Alternative 4 Freeway Analysis The freeway analysis perfrmed fr Alternative 4 indicates that the nrthbund cllectr lanes f Highway 410 perate at LOS E between the Highway 401/403 interchange and the Derry Rad interchange during the a.m. peak hur. All lane sectins f Highway 410 perate at acceptable levels f service during the p.m. peak hur. T illustrate freeway peratins under Alternative 4 during bth the a.m. and p.m. three-hur simulatin perids, vehicle speeds thrugh the freeway study area were pltted based n time and lcatin t develp speed cntur graphs. The peak perid speed cnturs included in Appendix C illustrate freeway speeds thrugh the study area ver the a.m. and p.m. peak perids. Key cnclusins frm the speed cnturs develped fr Alternative 4 include: 6.53

59 during the a.m. peak perid, speed reductins in the nrthbund directin begin at 7:15 a.m. due t queuing at the Highway 410 nrthbund ff-ramp at Derry Rad. The effect f these reduced speeds cntinues t grw, with slw speeds reaching the suthern limits f the mdel fr a 20 minute perid. The queues then begin t decrease with speeds gradually increasing, althugh free-flw speeds are nt achieved befre the end f the analysis perid. During the peak hur, speeds between the Derry Rad and Curtneypark Drive East ff-ramps range frm km/h. Minimal speed reductins in the suthbund directin are experienced thrughut the analysis perid at the Highway 410 lane drps befre the Derry Rad n-ramp; during the a.m. peak perid, the speeds in the HOV and express lanes are generally gd with minimal delays thrugh the merge areas; and during the p.m. peak perid, in the cllectr, HOV and express lanes, there are minimal reductins in speeds at the merge and weave areas Alternative 4 Impacts Impacts assciated with Alternative 4 include: prperty acquisitin t widen the existing rad right-f-way t accmmdate 6 travel lanes, plus auxiliary turn lanes, utility easements, grading, etc.; recnstructin f existing private entrances and parking areas; relcatin f existing utilities such as hydr ples, streetlighting, etc.; remval f many existing street trees; disruptin f lcal traffic during cnstructin; and, capital cst f the radway widening/imprvements Alternative 5: Widen Curtneypark Drive East (between Kennedy Rad and Dixie Rad) & Cnstruct a Full Interchange with Highway 410 Similar t Alternative 4 (see Sectin 6.3.4), this alternative prpses t widen Curtneypark Drive East between Kennedy Rad and Dixie Rad in rder t accmmdate the anticipated traffic vlume grwth within the study area and prvide safer accmmdatin fr bth pedestrians and cyclists. Under Alternative 5, the recnfigured partial interchange with Highway 410 wuld be upgraded t a full interchange in rder facilitate efficient travel within the greater east-west crridr in nrtheast Mississauga. The imprvements under this alternative wuld generally cnsist f the fllwing: widen t 6 travel lanes between Kennedy Rad and Dixie Rad, including the existing bridge ver Highway 410; prvide new auxiliary turn lanes at selected intersectins, where necessary; prvide bth a cntinuus sidewalk and multi-use trail between Kennedy Rad and Dixie Rad; upgrade the recnfigured partial interchange at Curtneypark Drive East & Highway 410 t a full interchange, including: widen the existing bridge ver Highway 410 in rder t accmmdate 6 thrugh lanes and 2 dedicated deceleratin lanes; prvide an ff-ramp frm suthbund Highway 410 t Curtneypark Drive East; 6.54

60 prvide an n-ramp frm Curtneypark Drive East t nrthbund Highway 410; and, prvide traffic signals at the Curtneypark Drive East & West Ramp Terminal intersectin Alternative 5 Traffic Analysis Intersectin analysis with ptimized signal timings was undertaken fr Alternative 5. When cmpared t the traffic analysis fr Alternative 4 (see Sectin ), the results f this analysis shwed imprved levels f service with the Kennedy Rad intersectin perating abve capacity in the a.m. peak hur, the Dixie Rad intersectin perating abve capacity in the p.m. peak hur, and the Tmken Rad intersectin perating abve capacity in bth peak hurs. The Derry Rad intersectins generally perate abve capacity in bth the a.m. and p.m. peak hurs but with mderate reductins in the v/c rati (as cmpared t Alternative 4) Alternative 5 Freeway Analysis The freeway analysis perfrmed fr Alternative 5 indicates that the nrthbund cllectr lanes f Highway 410 perate at LOS E between the Highway 401/403 interchange and the Derry Rad interchange during the a.m. peak hur. All lane sectins f Highway 410 perate at acceptable levels f service during the p.m. peak hur. T assist in illustrating freeway peratins under Alternative 5 fr bth the a.m. and p.m. three-hur simulatin perids, vehicle speeds thrugh the freeway study area were pltted based n time and lcatin t develp speed cntur graphs. The peak perid speed cnturs included in Appendix C illustrate freeway speeds thrugh the study area ver the a.m. and p.m. peak perids. Key cnclusins frm the speed cnturs include: during the a.m. peak perid, speed reductins in the nrthbund directin begin at 7:15 a.m. due t queuing at the Highway 410 nrthbund ff-ramp at Derry Rad. The effect f these reduced speeds cntinues t grw, with slw speeds reaching the suthern limits f the mdel fr a 20 minute perid. The queues then begin t decrease with speeds gradually increasing, althugh free-flw speeds are nt achieved befre the end f the analysis perid. During the peak hur, speeds between the Derry Rad and Curtneypark Drive East ff-ramps range frm km/h. Minimal speed reductins in the suthbund directin are experienced thrughut the analysis perid at the Highway 410 lane drps befre the Derry Rad n-ramp; during the a.m. peak perid, the speeds in the HOV and express lanes are generally gd with minimal delays thrugh the merge areas; and during the p.m. peak perid, in the cllectr, HOV and express lanes, there are minimal reductins in speeds at the merge and weave areas Alternative 5 Impacts The impacts resulting frm Alternative 5 wuld be similar t Alternative 4; hwever, the verall capital cst wuld be greater due t the additinal interchange ramps and the widening f the Highway 410 bridge. Further, cnstructin f the new ff-ramp frm suthbund Highway 410 wuld result in greater impacts t the natural envirnment at the crssing f Tributary 3 f Etbicke Creek and adjacent t the existing strmwater pnd/wetland in the nrthwest quadrant f the interchange. 6.55

61 6.3.6 Alternative 4 vs. Alternative 5 Further Analysis Alternatives 1 (D Nthing) and 3 (Imprve Alternative East-West Rutes) are nt feasible given the prjected future traffic vlumes and the cmmitments f the City and Regin t bth imprve traffic peratins within the greater east-west crridr and enable the efficient mvement f gds in nrtheast Mississauga. Alternative 2 (Transprtatin Demand Management/Transit Imprvements) is nt realistic as a stand-alne slutin. Given this preliminary evaluatin, the Prject Team elected t eliminate Alternatives 1, 2, and 3 as stand-alne ptins, frm further cnsideratin and fcus n evaluating the alternatives that wuld be mst-capable f addressing the prblem and pprtunity statement Alternatives 4 and 5. T that end, further traffic analysis was undertaken in rder t further assess and quantify the impacts f bth Alternative 4 and Alternative 4 vs. Alternative 5 Intersectin Cmparisn With the prvisin f a full interchange at Curtneypark Drive East under Alternative 5, traffic vlumes wuld divert frm Derry Rad t Curtneypark Drive East. This results in reduced delays alng Derry Rad and increased delays n Curtneypark Drive East. In rder t assess the net impact f prviding the full interchange, the ttal vehicle delays at each f the study area intersectins alng Curtneypark Drive and Derry Rad (between Kennedy Rad and Dixie Rad) were tabulated and cmpared fr bth alternatives. The results f this cmparisn are summarized in Table 6-2 belw: Table 6-2: Partial Interchange (Alternative 4) vs. Full Interchange (Alternative 5) - Intersectin Delay Cmparisn Rad Crridr Curtneypark Drive East Derry Rad Ttal Ttal Delay (Hurs) AM Peak Hur PM Peak Hur Alt. 4 Alt. 5 Alt. 4 Alt (+44%) (+55%) (-25%) (-29%) (-7%) (-2%) With the full interchange (Alternative 5), the fllwing cnclusins can be reached: fr the Curtneypark Drive East crridr, the ttal delay increases by 92.1 hurs (44%) and hurs (55%) in the a.m. and p.m. peak hurs respectively; fr the Derry Rad crridr, the ttal delay decreases by hurs (-25%) and hurs (-29%) in the a.m. and p.m. peak hurs respectively; and cmbined, the ttal delay alng the tw crridrs decreases by 57.7 hurs (-7%) and 14.1 hurs (-2%) in the a.m. and p.m. peak hurs respectively. While these changes in delay may seem minr, it is imprtant t nte that these reductins in delay are experienced by each f the apprximately 30,000 vehicle mvements (apprximately 35,000 peple mvements based n a vehicle ccupancy f 1.14 frm TTS data) in bth the a.m. and p.m. peak hurs. Further delay reductins, albeit nt t this extent, wuld als be experienced in the hurs adjacent t the 6.56

62 peak hurs. With the full interchange, this translates t a reductin in delay f ver 20,000 persn hurs per year in these tw crridrs cmbined Alternative 4 vs. Alternative 5 Freeway Cmparisn Between Alternatives 4 and 5, the freeway level f service and impact t Highway 410 mainline speeds in the peak hurs remains effectively the same. The travel times alng Highway 410 were analyzed fr bth Alternatives 4 and 5. In the nrthbund directin f Highway 410 during the a.m. peak hur, there wuld be a mdest increase (9 secnds, 8%) in the travel time between the Highway 401/Highway 403 interchange t the Curtneypark Drive East interchange and a minr increase (4 secnds, 5%) in the travel time between the Curtneypark Drive East interchange and the Derry Rad interchange. In the suthbund directin, there wuld be effectively n change in the travel time. In the p.m. peak hur, there wuld be effectively n change in the travel time either directin. As expected with the intrductin f the full interchange, there is a reductin in delay at the Derry Rad intersectin ramp terminals due t the diversin f traffic shifting t Curtneypark Drive. Cnversely, there wuld be a mdest delay increase at the Curtneypark Drive intersectin ramp terminals. Hwever, cmbined with the delay changes n the mainline and n the ramps, the net system delay change with the full interchange is -13% and -15% in the a.m. and p.m. peak hurs, respectively Alternative 4 vs. Alternative 5 Key Cnclusins The key cnclusins f the preceding sectins can be summarized as fllws: with the expected traffic grwth within the study area by 2031, there is a need t prvide additinal capacity alng Curtneypark Drive East; a widened Curtneypark Drive East with a recnfigured partial interchange wuld substantially imprve the traffic peratins alng Curtneypark Drive East; a widened Curtneypark Drive East with a full interchange wuld result in a net reductin in delay alng the Curtneypark Drive East and Derry Rad crridrs, as well as a net reductin in delay in the mainline and ramp terminals; a full interchange cmpared t a partial interchange wuld: result in n change t the freeway level f service in the a.m. and p.m. peak hurs; result in a mdest increase in the nrthbund travel time in the a.m. peak hur between the Highway 401/Highway 403 interchange and the Derry Rad interchange (n change in the p.m. peak hur, n change fr the suthbund directin in the a.m. and p.m. peak hurs); a full interchange als have ther benefits including imprved access t the industrial and cmmercial land uses alng Curtneypark Drive East, imprved gds mvement, and imprved access t Curtneypark Drive East and Highway 410 fr emergency services; and, a widened Curtneypark Drive East with a full interchange is the preferred alternative frm a transprtatin perspective. 6.57

63 6.4 SELECTION/IMPLEMENTATION OF PREFERRED ALTERNATIVE SOLUTION Alternative 4 (widen Curtneypark Drive East, between Kennedy Rad and Dixie Rad) is capable f addressing many f the identified deficiencies and mst aspects f the Prblem & Opprtunity statement; hwever, it is limited in its ability t imprve traffic peratins within the brader area f interest and facilitate the efficient mvement f gds withut a full interchange at Highway 410. While it addresses many f the selected evaluatin criteria by imprving pedestrian & cyclist accmmdatin, transit services, prperty access, and verall safety, it des nt fully address the Prblem & Opprtunity statement. While widening Curtneypark Drive East wuld serve t imprve traffic peratins within the study area, the ability f this alternative t increase capacity within the brader area f interest, imprve traffic peratins n Derry Rad, and address the Regin s planning bjectives (i.e. the gals f the SGMNS) is limited because the recnfigured partial interchange is maintained. Therefre, Alternative 4 nly partially addresses the Prblem & Opprtunity statement. Alternative 5 (widen Curtneypark Drive East, between Kennedy Rad and Dixie Rad, and cnstruct a full interchange with Highway 410) includes all cmpnents f Alternative 4, as well as the full interchange with Highway 410. Alternative 5 wuld imprve traffic peratins within the study area by widening Curtneypark Drive East; and within the greater-east west crridr by implementing a full interchange with Highway 410 t better-equalize demand with Derry Rad. In additin t imprving the accmmdatin f pedestrians and cyclists, allwing fr the prvisin f imprved transit services, and enhancing verall safety within the study area, Alternative 5 prvides the fllwing additinal benefits: imprved access t the industrial and cmmercial land uses alng the Curtneypark Drive East crridr as wrkers and custmers/clients will have mre direct access t/frm Highway 410; imprved access t Curtneypark Drive East and Highway 410 fr emergency services (fire, EMS, and plice), which allws fr better respnse times; and, imprved gds mvement and access alng Curtneypark Drive East between the airprt and Highway 410, as well as imprved gds mvement access t Highway 410. It is expected that by 2031, ver 400 trucks per day wuld be able t travel thrugh the study area mre efficiently and safely, i.e. take a mre direct, shrter rute with fewer turns. Alternative 5 is capable f fully addressing the Prblem & Opprtunity statement. Despite having a higher initial capital cst and slightly higher impact n the natural envirnment (resulting frm the additin f the full interchange), Alternative 5 was selected as the Preferred Alternative Slutin by the Prject Team as it is mre cst-effective verall, and prvides the greatest imprvement in traffic peratins fr bth the Curtneypark Drive East crridr and the brader area f interest. 6.58

64 7.0 ALTERNATIVE DESIGN CONCEPTS 7.1 GENERATION OF ALTERNATIVE DESIGN CONCEPTS The Preferred Alternative Slutin fr the study is the widening f Curtneypark Drive East, between Kennedy Rad and Dixie Rad, and the cnstructin f a full interchange at Highway 410. When develping the resulting design cncepts, alternatives were generated and mdified t reflect bth hard cnstraints (such as buildings/parking areas, watercurses, ther radways) and sft cnstraints (such as existing utilities, streetscaping, and landscaping). 7.2 ALTERNATIVE DESIGN CONCEPTS CONSIDERED In the case f Curtneypark Drive East, the number f hard cnstraints are few, as the existing Curtneypark Drive East right-f-way is relatively wide and buildings/parking areas are nt lcated immediately adjacent t the existing radway. While n watercurse crssings are present alng the main Curtneypark Drive East alignment, the existing bridge crssing Highway 410 represents a significant hard cnstraint n the design and will be cstly t mdify Curtneypark Drive East As described abve, there are few cnstraints limiting the design f Curtneypark Drive East. The rightf-way is relatively wide and a large amunt f undevelped land is lcated bth within and adjacent t the existing right-f-way, nrth and suth f the existing radway. It shuld als be nted that while this undevelped land des cntain utilities, landscaping, and streetscaping (i.e. sft cnstraints), it is pssible t relcate, replace, and ptentially enhance these features as part f the design. Additinally, all adjacent buildings/structures (and nearly all f their assciated parking areas) are lcated at a sufficient ffset t permit widening n either side f the existing radway. The Alternative Design Cncept develped fr Curtneypark Drive East is generally as fllws: widen the pavement equally n bth the nrth and suth sides f Curtneypark Drive East t increase the number f travel lanes frm 4 t 6; shift the alignment t the nrth by apprximately 1 lane between Tmken Rad and Vipnd Drive, as well as at the Shawsn Drive intersectin, in rder t mitigate the impacts t private parking areas n the suth side f Curtneypark Drive East; cnstruct new auxiliary turn lanes and islands at the Kennedy Rad, Tmken Rad, and Dixie Rad intersectins; signalize the Highway 410 Interchange West Ramp Terminal intersectin; prvide a 1.5 m sidewalk t the nrth f the radway; and, prvide a 3.5 m multi-use trail t the suth f the radway Highway 410 Interchange The existing bridge crssing Highway 410 represents a significant cnstraint n the interchange design. The existing bridge has a 5-lane crss-sectin that includes the fllwing features (frm nrth t suth): a 1.5 m sidewalk in bth directins, three westbund lanes (the nrthernmst f which functins as bth an acceleratin lane fr nrthbund-t-westbund traffic frm Highway 410 and a deceleratin lane fr 7.59

65 westbund-t-suthbund traffic frm Curtneypark Drive East), a raised median, and tw eastbund lanes. Due t the significant capital investment in the existing structure, the City has advised that they wish t reuse the existing bridge as part f the full interchange, as much as pssible. MTO intends t recnfigure the existing partial interchange at Curtneypark Drive East & Highway 410 as part f their wrk t expand Highway 410 between Highway 401 and Queen Street East in Bramptn, as discussed in Sectin and depicted in Figure 7-1. This recnfiguratin generally invlves replacing the existing lp ff-ramp frm nrthbund Highway 410 t Curtneypark Drive East in the nrtheast quadrant f the interchange with a direct ff-ramp in the sutheast quadrant, cnstructing a new carpl lt in the nrtheast quadrant f the interchange (where the lp ramp was previusly lcated), relcating the Curtneypark Drive East & East Ramp Terminal intersectin further east, and recnstructing the existing lp n-ramp frm Curtneypark Drive East t suthbund Highway 410. Fllwing cmpletin f the recnfiguratin, the interchange will resemble half f a Parcl A2 interchange. Figure 7-1: Recnfigured Partial Interchange with Highway 410 (image via URS) Upgrading the recnfigured partial interchange t a full interchange as part f this study wuld invlve adding bth a direct ff-ramp frm suthbund Highway 410 t Curtneypark Drive East, as well as a lp n-ramp frm Curtneypark Drive East t nrthbund Highway 410. It shuld be nted that the prpsed ff-ramp wuld cnnect directly t the existing ff-ramp frm suthbund Highway 410 t Derry Rad (just nrth f the existing lp n-ramp frm westbund Derry Rad t suthbund Highway 410), rather than t Highway 410 directly. As the rad authrity respnsible fr bth Highway 410 and the interchange, MTO has advised that they wuld prefer dedicated deceleratin lanes fr each lp n-ramp. In rder t accmmdate bth the prpsed widening f Curtneypark Drive East and the deceleratin lanes requested by MTO, the bridge wuld need t be widened t an 8-lane crss-sectin. Recgnizing that any expansin f the existing structure represents a cstly undertaking, 2 design cncepts were develped in an effrt t mitigate this impact, as fllws: 7.60

66 Alternative 2A widen the existing Curtneypark Drive East bridge acrss Highway 410 by apprximately 13 metres t the suth in rder t accmmdate 6 thrugh lanes n Curtneypark Drive East and 2 dedicated deceleratin lanes fr the lp n-ramps (i.e. 8 lanes ttal); Figure 7-2: Alternative 2A 8-lane Highway 410 bridge cnfiguratin Alternative 2B widen the existing Curtneypark Drive East bridge acrss Highway 410 by apprximately 7.0 metres t the suth in rder t accmmdate 6 thrugh lanes n Curtneypark Drive East (lp n-ramps wuld have direct exits frm the curb lanes and n deceleratin lanes wuld be present) (i.e. 6 lanes ttal); Figure 7-3: Alternative 2B 6-lane Highway 410 bridge cnfiguratin 7.61

67 Cmmn elements f bth Alternatives 2A & 2B cnstruct a new lp-n ramp frm Curtneypark Drive East t nrthbund Highway 410; cnstruct a direct ff-ramp frm suthbund Highway 410 t Curtneypark Drive East (starting frm nrth f Derry Rad); prvide a 1.5 m sidewalk n the nrth side f the bridge; and, prvide a 3.5 m multi-use trail n the suth side f the bridge. 7.3 DEVELOPMENT OF ANALYSIS CRITERIA The Prject Team develped an evaluatin matrix fr the Alternative Design Cncepts based n the fllwing criteria: Sci-Ecnmic Envirnment Prperty Access maintains and/r maximizes pprtunities fr imprved access int adjacent industrial and cmmercial prperties; Prperty Required amunt f additinal prperty that must be acquired in rder t cnstruct the prpsed alternative; Emergency Respnse imprves access fr emergency vehicles; Streetscaping impacts t existing streetscaping and/r landscaping and ability t prvide pprtunities t imprve streetscaping and landscaping, as well as enhance the public realm; Cultural Envirnment Archaelgical ptential fr disruptin f archaelgical resurces; Built Heritage/Cultural Landscape ptential fr disruptin f built heritage and cultural landscape features; Transprtatin/Technical Crridr Capacity & Level f Service reduces traffic cngestin and imprves level f service. Increases capacity fr east-west travel in nrtheast Mississauga, specifically n Derry Rad; Planning Objectives meets the gals and bjectives f the City f Mississauga's Official Plan (OP), the Regin f Peel's Strategic Gds Mvement Netwrk Study (SGMNS), and the Mississauga Cycling Master Plan (CMP); Gds Mvement enables efficient mvement f gds t/frm the study area, the brader area f interest, and ther majr destinatins; Overall Safety imprves radway safety within the study area; Pedestrian & Cycling Accmmdatin ability t imprve frm existing and/r betterintegrate nn-mtrized mdes f transprtatin int the verall transprtatin system; Transit Services ability t imprve frm existing and/r better-integrate transit services int the verall transprtatin system; 7.62

68 Natural Envirnment Impacts t Existing Vegetatin impacts n vegetatin and/r the Green System (as defined by the City f Mississauga Official Plan); Terrestrial resurces impacts n terrestrial species and their habitats; Cst Capital Csts cst f cnstructin; and, Operatin & Maintenance Csts cst t maintain and cntinue the effective peratin f alternative. The evaluatin matrix develped fr the Alternative Design Cncepts is presented in Table 7-1. The matrix is a tabular summary f the evaluatin factrs, criteria, and impacts f each alternative design. It is very similar t the matrix develped fr the Alternative Slutins phase f the study (see Table 6-1), in that mst f the same evaluatin factrs were used. 7.4 ANALYSIS AND EVALUATION OF ALTERNATIVE DESIGN CONCEPTS Under Alternative 2A, the existing Highway 410 bridge must be expanded by apprximately 13.8 m t accmmdate the prpsed 8-lane crss-sectin f the Highway 410 bridge under Alternative 2A. In cmparisn, Alternative 2B requires a 7.0 m expansin f the existing structure due t the smaller, 6-lane crss-sectin. Therefre, Alternative 2B wuld result in a substantially lwer initial capital cst. It is expected that nging peratins and maintenance csts wuld be apprximately equal fr either alternative. While Alternative 2B wuld permit a narrwer and less-cstly structure expansin, the Prject Team recgnized that traffic peratins n Curtneypark Drive East adjacent t the Highway 410 interchange culd be negatively impacted thrugh the missin f the dedicated deceleratin lanes fr the lp nramps. Therefre, further traffic analysis f Alternative 2B was undertaken Alternative 2B Traffic Analysis The results f this analysis indicate that Alternative 2B prvides sufficient capacity fr all mvements at the ramp terminal intersectins up t the 2031 hrizn year, with the exceptin f the westbund left-turn mvement at the Highway 410 east ramp terminal intersectin (which has a v/c rati f 0.85), as detailed in Appendix C. There are several mdificatins t the east ramp terminal intersectin that culd be implemented t imprve the peratin f this particular mvement; hwever, all mdificatins wuld have substantial challenges that wuld likely have a negative impact n the verall traffic peratins (als detailed in Appendix C). Further, because there are n deceleratin lanes fr the Highway 410 n-ramps, the analysis indicates that during the PM peak perid f the 2031 hrizn year, queued westbund thrugh traffic wuld blck the W-S ramp mre than 50% f the time a cnditin which is als likely t have a negative impact n verall traffic peratins. Nte, blckage f the W-S ramp by westbund thrugh traffic was nt anticipated during the AM peak perid. Similarly, blckage f the E-N ramp by eastbund thrugh traffic was nt anticipated during either the AM r PM peak perid. 7.63

69 Table 7-1: Evaluatin Matrix fr Alternative Design Cncepts Factr Criteria Prperty Access Criteria Measure Maintains and/r maximizes pprtunities fr imprved access int adjacent industrial and cmmercial prperties. Alternative 2A Alternative 2B Widen Curtneypark Drive East Widen Curtneypark Drive East (between Kennedy Rd and Dixie Rd) (between Kennedy Rd and Dixie Rd) + + Cnstruct a Full Interchange at Highway 410 Cnstruct a Full Interchange at Highway 410 (widen existing bridge t include 6 thrugh lanes and 2 dedicated (widen existing bridge t include 6 thrugh lanes, with direct exits deceleratin lanes fr Highway 410 n-ramps) t Highway 410 n-ramps frm the curb lanes) Preferred Preferred Presents pprtunities t imprve access t mst adjacent prperties. Presents pprtunities t imprve access t mst adjacent prperties. Cst Transprtatin/Technical Sci-Ecnmic Envirnment Cultural Envirnment Natural Envirnment Prperty Required Emergency Respnse Streetscaping Archaelgical Built Heritage/Cultural Landscape Crridr Capacity & Level f Service * Planning Objectives * Gds Mvement * Overall Safety Pedestrian & Cycling Accmmdatin Transit Services Impacts t existing vegetatin Terrestrial resurces Capital Csts * Operatin & Maintenance Csts Recmmendatin Amunt f additinal prperty that must be acquired in rder t cnstruct the prpsed alternative. Imprves access fr emergency vehicles. Impacts t existing streetscaping and/r landscaping and ability t prvide pprtunities t imprve streetscaping and landscaping, as well as enhance the public realm. Ptential fr disruptin f archaelgical resurces. Ptential fr disruptin f built heritage and cultural landscape features. Reduces traffic cngestin and imprves level f service. Increases capacity fr eastwest travel in nrtheast Mississauga. Meets the gals and bjectives f the City f Mississauga's Official Plan (OP), the Regin f Peel's Strategic Gds Mvement Netwrk Study (SGMNS), and the Mississauga Cycling Master Plan (CMP). Enables efficient mvement f gds t/frm the study area, the brader area f interest, and ther majr destinatins. Imprves radway safety within the study area. Ability t imprve existing and/r better-integrate nnmtrized mdes f transprtatin int the verall transprtatin system. Ability t imprve existing and/r better-integrate transit services int the verall transprtatin system. Impacts n vegetatin and/r the Green System (as defined by the City f Mississauga Official Plan) Impacts n terrestrial species and their habitats Cst f Cnstructin. Cst t maintain and cntinue the effective peratin f alternative. Ability t Address Prblem /Opprtunity Statement Partially Preferred Partially Preferred Minr prperty acquisitin required alng Curtneypark Drive East. Minr prperty acquisitin required alng Curtneypark Drive East. Preferred Ptential fr imprvements bth alng Curtneypark Drive East and within the greater east-west crridr as a result f decreased cngestin. Imprved access t Highway 410 via new cnnectins at full interchange. Partially Preferred Substantial impacts t existing streetscaping/landscaping alng Curtneypark Drive East. Ptential t imprve the streetscaping/landscaping alng Curtneypark Drive East. Partially Preferred Minimal ptential fr impact t archaelgical resurces alng Curtneypark Drive East. Partially Preferred Partially Preferred Ptential fr imprvements bth alng Curtneypark Drive East and within the greater east-west crridr as a result f decreased cngestin. Imprved access t Highway 410 via new cnnectins at full interchange; hwever, imprvement may be limited by thrugh mvement queues at ramp terminal intersectins blcking lp nramp entrances due t the lack f deceleratin lanes. Partially Preferred Substantial impacts t existing streetscaping/landscaping alng Curtneypark Drive East. Ptential t imprve the streetscaping/landscaping alng Curtneypark Drive East. Partially Preferred Minimal ptential fr impact t archaelgical resurces alng Curtneypark Drive East. Partially Preferred Minimal ptential fr impact t built heritage and cultural landscape Minimal ptential fr impact t built heritage and cultural landscape features alng Curtneypark Drive East. features alng Curtneypark Drive East. Preferred Partially Preferred Mdest imprvements t capacity and level f service alng the Curtneypark Drive East due t the presence f additinal traffic resulting frm the full interchange at Highway 410. Imprvements t verall east-west crridr capacity due t greater equalizatin in traffic between Curtneypark Drive East and Derry Rad resulting frm the additin f the full interchange at Highway 410. Imprved traffic peratins up t and including the hrizn year fr this study (i.e. 2031). Additinal capacity available t accmmdate ptential traffic vlume grwth beynd this hrizn year due t the presence f dedicated deceleratin lanes fr bth lp n-ramps. Imprved traffic peratins n Curtneypark Drive East, between Kennedy Rad and Tmken Rad, due t the presence f dedicated deceleratin lanes fr bth lp n-ramps at the full interchange with Highway 410. Preferred Meets the gals and bjectives f the OP and SGMNS by increasing capacity n bth Curtneypark Drive East and within the greater east-west crridr, as well as imprving access t Highway 410 via new cnnectins at full interchange. Meets the gals and bjectives f the CMP by imprving pedestrian/cyclist accmmdatin. Preferred Facilitates efficient gds mvement and imprves access within the study area, the brader area f interest, and t destinatins such as Trnt Pearsn Internatinal Airprt and the Cities f Trnt and Bramptn. Preferred Ptential fr safety imprvements alng Curtneypark Drive East. Ptential fr imprved radway safety at the full interchange with Highway 410 due t the presence f dedicated deceleratin lanes fr bth lp n-ramps. Preferred Prvides pprtunities t imprve facilities fr pedestrians and cyclists. Ptential fr imprved pedestrian/cyclist safety at full interchange with Highway 410 due t decreased traffic speeds at crssing f deceleratin lanes fr bth lp n-ramps. Preferred Ptential t imprve transit service/accessibility alng Curtneypark Drive East. Ptential fr imprved transit peratins at the full interchange with Highway 410 as a result f decreased cngestin fr eastbund/westbund thrugh traffic n Curtneypark Drive East (due t the presence f dedicated deceleratin lanes fr bth lp nramps). Least Preferred Preferred Facilitates efficient gds mvement and imprves access within the study area, the brader area f interest, and t destinatins such as Trnt Pearsn Internatinal Airprt and the Cities f Trnt and Bramptn. Partially Preferred Ptential fr safety imprvements alng Curtneypark Drive East. Partially Preferred Prvides pprtunities t imprve facilities fr pedestrians and cyclists. Partially Preferred Ptential t imprve transit service/accessibility alng Curtneypark Drive East. Least Preferred Substantial impacts t existing vegetatin alng Curtneypark Drive Substantial impacts t existing vegetatin alng Curtneypark Drive East. East. Partially Preferred Partially Preferred Ptential impacts t terrestrial resurces alng Curtneypark Drive East (i.e. TRCA-regulated wetland). Least Preferred Estimated $7.4 millin capital cst fr 13.8m widening f the existing bridge acrss Highway 410 t accmmdate a full interchange with dedicated deceleratin lanes fr bth lp nramps (i.e. 8-lane ultimate cnfiguratin). Partially Preferred Increased peratin and maintenance csts due t larger structure acrss Highway 410. Yes Recmmended Increases pprtunity t imprve bth crridr and interchange capacity/level f service, as well as meet planning bjectives and facilitate efficient gds mvement, despite higher capital csts. All impacts resulting frm implementatin f the recmmended Alternative Design Cncept will be mitigated * Key criterin Mdest imprvements t capacity and level f service alng the Curtneypark Drive East due t the presence f additinal traffic resulting frm the full interchange at Highway 410. Imprvements t verall east-west crridr capacity due t greater equalizatin in traffic between Curtneypark Drive East and Derry Rad resulting frm the additin f the full interchange at Highway 410. Acceptable traffic peratins up t and including the hrizn year fr this study (i.e. 2031). Limited capacity t accmmdate ptential traffic vlume grwth beynd this hrizn year due t the lack f dedicated deceleratin lanes fr bth lp n-ramps. Ptential fr thrugh mvement queues at ramp terminal intersectins t blck lp n-ramps entrances at full interchange with Highway 410. Partially Preferred Meets the gals and bjectives f the OP and SGMNS by increasing capacity n bth Curtneypark Drive East and within the greater east-west crridr, as well as imprving access t Highway 410 via new cnnectins at full interchange; hwever, imprvement may be limited by thrugh mvement queues at ramp terminal intersectins blcking lp n-ramp entrances due t the lack f deceleratin lanes. Meets the gals and bjectives f the CMP by imprving pedestrian/cyclist accmmdatin. Ptential impacts t terrestrial resurces alng Curtneypark Drive East (i.e. TRCA-regulated wetland). Preferred Estimated $5.0 millin capital cst (i.e. $2.4 millin lwer than Alternative 2A) fr 7.0m widening f the existing bridge acrss Highway 410 t accmmdate a full interchange (i.e. 6-lane ultimate cnfiguratin). Partially Preferred Increased peratin and maintenance csts due t larger structure acrss Highway 410. Yes Nt recmmended Nt carried frward due t reduced pprtunity t bth imprve crridr and interchange capacity/level f service and meet planning bjectives, despite lwer capital cst and ability t facilitate efficient mvement f gds.

70 Therefre, while sufficient capacity is prvided fr mst mvements at the ramp terminal intersectins in the 2031 hrizn year, the traffic analysis als indicates that mvements with peratinal challenges are present at bth ramp terminal intersectins and that the verall traffic peratins may be negatively impacted as a result f the 6-lane bridge crss-sectin Other Impacts Due t the inclusin f the dedicated deceleratin lanes, Alternative 2A wuld als allw fr safer crssings f the lp n-ramps by pedestrians and cyclists. In this cnfiguratin, mtrists wuld have clearer sightlines t any waiting pedestrians/cyclists (and vice-versa), while pedestrians and cyclists will crss the slwer-speed traffic in the deceleratin lanes (rather than the direct exits under Alternative 2B). Additinally, Alternative 2A wuld prvide fr imprved traffic peratins at the interchange, as traffic destined fr Highway 410 will be separated frm thrugh traffic n Curtneypark Drive East with the inclusin f deceleratin lanes fr each lp n-ramp. In additin t general vehicular traffic, this benefit wuld als extend t bth emergency vehicles (in the frm f faster respnse times) and transit busses (in the frm f mre efficient peratins ver and adjacent t the Highway 410 bridge). 7.5 SELECTION/IMPLEMENTATION OF THE PREFERRED ALTERNATIVE DESIGN Fllwing the cmpletin f the public cnsultatin cmpnent f the Alternative Design Cncept phase, the Prject Team reviewed all cmments received (i.e. frm the Public Infrmatin Sessins [PIC #2], as well as all written cmments frm stakehlders/agencies and City/Regin staff during further internal review) and finalized the evaluatin f the Alternative Design Cncepts. Based n the analysis summarized in Sectin 7.4, the Prject Team recmmends that Alternative 2A be carried frward as the Preferred Alternative Design. This selectin was based n the greater ptential fr Alternative 2A t imprve traffic peratins and radway safety at the Curtneypark Drive East & Highway 410 interchange, and, therefre, facilitate gds mvement thrughut the brader area f interest and beynd Implementatin As the widening f the Highway 410 bridge t an 8-lane crss-sectin represents a substantial and cmplex cnstructin effrt, further traffic analysis was subsequently cmpleted in rder t determine whether widening culd be delayed until the 2031 hrizn year, yet still prvide the desired benefits t the transprtatin system. It was determined that an interim interchange cnfiguratin (including the additinal ramps required t cmplete the full interchange and limited imprvements n Curtneypark Drive East between Kennedy Rad and Tmken Rad) culd be cnstructed using the existing 5-lane bridge as part f a staged cnstructin strategy. This interim cnfiguratin wuld serve the crridr up t and beynd the 2021 hrizn year; hwever, cnstructin f the ultimate cnfiguratin (which wuld include widening the bridge structure accrding t Alternative 2A and the remaining imprvements t Curtneypark Drive East) wuld be required shrtly befre the 2031 hrizn year t mitigate the increasing delays anticipated alng Curtneypark Drive East. Based n these results, the Prject Team als recmmends that Alternative 2A be implemented in stages. 7.65

71 8.0 PREFERRED DESIGN 8.1 ROAD DESIGN ELEMENTS Fllwing the evaluatin prcess t select the Preferred Alternative Design, a preliminary design was develped and detailed (as shwn in the preliminary design plans in Appendix N). This sectin describes the majr elements f the recmmended preliminary design, including cnstructin staging, cst estimate, and envirnmental impacts. The mitigatin measures and assciated cmmitments frm bth the City and Regin are utlined in Sectin 9.0. The key features f the recmmended preliminary design fr Curtneypark Drive East are as fllws: widen Curtneypark Drive East, between Kennedy Rad and Dixie Rad, frm 4 t 6 thrugh lanes by adding 1 lane in each directin; partially widen Curtneypark Drive East bth west f Kennedy Rad and east f Dixie Rad in rder t tie-in the widened crss-sectin t the existing radway; upgrade the existing Highway 410 partial interchange t a full interchange using a staged apprach, first by cnstructing additinal ramps and then by widening the existing bridge (see Sectins and 8.8 fr further details); prvide additinal auxiliary left- and right-turn lanes n Curtneypark Drive East, as well as at selected intersecting radways in rder t imprve traffic peratins (see Sectin fr further details); prvide traffic signals at the Curtneypark Drive East & Highway 410 West Ramp Terminal intersectin; rehabilitate the existing pavement using cld in-place recycling with expanded asphalt and, with areas f full-depth recnstructin as required; replace and upsize the existing strm sewer system between Tmken Rad and Dixie Rad (see Sectin 8.2 fr further details); cnstruct a 1.5 m sidewalk n the nrth side f Curtneypark Drive East, between Kennedy Rad and Dixie Rad (including acrss the Highway 410 bridge); cnstruct a 3.5 m multi-use trail n the suth side f Curtneypark Drive East, between Kennedy Rad and Dixie Rad (including acrss the Highway 410 bridge); upgrade pedestrian facilities t meet current standards set by AODA and the City f Mississauga Accessibility Design Handbk, including retrfitting detectable warning surfaces in all existing curb ramps and including detectable warning surfaces in the cnstructin f all new curb ramps; mitigate vegetatin lss as a result f cnstructin with new landscaping n the bulevards f Curtneypark Drive East, where pssible, as well as adjacent t the Highway 410 interchange; and, upgrade streetlighting t accmmdate the wider radway crss-sectin and meet current City standards. 8.66

72 The prpsed imprvements t Curtneypark Drive East and the Highway 410 interchange will increase radway capacity within the study area as well as alng the greater east-west crridr in nrtheast Mississauga, which will accmmdate future traffic grwth and enhance the efficient mvement f gds. Additinally, the prpsed multi-use trail suth f Curtneypark Drive East, as well as the prpsed sidewalk t the nrth, will prvide a safe and cnvenient travel crridr fr pedestrians, cyclists, and users f varius ther mdes f active transprtatin Design Criteria Currently, Curtneypark Drive East has an assumed design speed f 80 km/hr and a psted speed f 70km/hr, bth f which remain unchanged under the prpsed preliminary design. The gemetric cnditins and assciated Design Criteria fr the study are shwn in Table 8-1 belw. The Design Criteria fllws bth the Transprtatin Assciatin f Canada (TAC) Gemetric Design Guide fr Canadian Rads and the City f Mississauga Transprtatin and Wrks Department s Standard Drawings and Develpment Requirements fr an Urban Arterial (Undivided) radway classificatin. Table 8-1: Radway Design Criteria Criteria Existing Standard Prpsed Standard Reference/Ntes Classificatin Arterial Rad Arterial Rad TAC Table UAU80 (assumed) UAU80 Design Speed - 80km/hr City Std TAC Table Psted Speed 70 km/h 70 km/h existing Right-f-Way 30m-50 m 35 m minimum 1 City Std Hrizntal Curve (R) ~750 m 580 m City Std Stpping Distance 140 m 140 m City Std TAC Table Vertical Curve (K) Crest City Std Sag City Std Grades 1 Right-f-way t be widened where necessary t accmmdate design elements. 8.67

73 Criteria Existing Standard Prpsed Standard Reference/Ntes Maximum 6.0% 6.0% City Std Minimum 0.5% 0.5% 2 City Std Crss-fall Radway 2.0% 2.0% City Std Cncrete Splash Pad Sidewalk/Multi- Use Trail Minimum Tangent Length fr Intersectin Appraches 2.0% 2.0% City Std % 2.0% City Std , m 60 m City Std Lane Width Thrugh Lanes 3.5 m-3.7 m 3.5 m City Std Right Turn Lane 3.5 m-3.7 m 3.3 m TAC Sectin Left Turn Lane 3.0 m-3.7 m 3.3 m TAC Sectin Left Turn Lane, Adjacent t Raised Median Dual Left Turn Lane Bidirectinal Left Turn Lane Curb and Gutter Width 3.0 m-3.7 m 3.0 m TAC Sectin m-4.0 m 3.5 m TAC Sectin m-4.25 m 4.0 m TAC Sectin m 0.50 m City Std Reduced t 0.3% in limited lcatins. 8.68

74 Criteria Existing Standard Prpsed Standard Reference/Ntes Splash Pad Width 0.75 m 0.75 m City Std Sidewalk Width 1.3 m-1.8 m 1.5m City Std Multi-Use Trail 1.8 m 2.0 m 3.5 m City Std Highway 410 Interchange As discussed in Sectin 8.1, the Preferred Alternative Design recmmends upgrading the recnfigured partial interchange (i.e. fllwing the wrk perfrmed by MTO, as detailed in Sectin 7.2.2) at Highway 410 t a full interchange. The key features f these imprvements are as fllws: widen the existing Highway 410 bridge t the suth by apprximately 13 m in rder t accmmdate 6 thrugh lanes n Curtneypark Drive East and 2 dedicated deceleratin lanes fr the lp n-ramps; recnstruct/relcate the existing raised median t accmmdate the new lane cnfiguratin; cnstruct a 1.5 m sidewalk n the nrth side f the structure; cnstruct a 3.5 m multi-use trail n the suth side f the structure; cnstruct a lp n-ramp frm Curtneypark Drive East t nrthbund Highway 410 in the sutheast quadrant f the interchange; and, cnstruct a direct ff-ramp frm suthbund Highway 410 t Curtneypark Drive East (starting frm nrth f Derry Rad) in the nrthwest quadrant f the interchange. The preliminary general arrangement drawing fr the prpsed bridge widening is included with the Structural Mem in Appendix O. Radway design details related t the prpsed n-ramp and ff-ramp are nt included with the preliminary design, as they have been cnceptualized in MTO s Highway 410 Imprvements, Frm Suth f Highway 401 Nrtherly t Queen Street TESR (2010) and subsequent designs Side Rad Intersectins As discussed in Sectin 8.1, imprvements have been prpsed at the Curtneypark Drive East intersectins with bth majr and minr side rads t imprve traffic peratins and ensure cnsistency with the Preferred Alternative Design. The key aspects f the imprvements side rad intersectins are as fllws: prvide additinal auxiliary left-turn and right-turn lanes at the Kennedy Rad, Tmken Rad, and Dixie Rad intersectins t imprve traffic peratins (see Table 8-2 belw); widen the radius f selected crners at Curtneypark Drive East & Kennedy Rad, Highway 410 East Ramp Terminal, Ordan Drive-Shawsn Drive, Vipnd Drive, and Ordan Drive intersectins in rder t facilitate large vehicle turning mvements; 8.69

75 adjust the vertical alignment f all side rad intersectins (with the exceptin f Curtneypark Drive East & Dixie Rad) t match the prpsed vertical alignment f Curtneypark Drive East; cnstruct bth nrthbund and suthbund transit queue-jump lanes at the Curtneypark Drive East & Dixie Rad intersectin; and, upgrade pedestrian facilities at all side rad intersectins t meet current standards set by AODA and the City f Mississauga Accessibility Design Handbk, including retrfitting detectable warning surfaces in all existing curb ramps and specifying detectable warning surfaces in the cnstructin f all new curb ramps. Additinally, urban smart channels have been prpsed fr the auxiliary right-turn lanes at the Dixie Rad intersectin in lieu f standard channelized rightturn lanes. Table 8-2: Prpsed Auxiliary Lanes Intersectin Auxiliary right-turn lanes Auxiliary left-turn lanes Curtneypark Drive East & Kennedy Rad eastbund t suthbund (25 m strage) westbund t nrthbund (30 m strage) nrthbund t eastbund (cntinuatin f existing nrthbund curb lane) suthbund t westbund (35 m strage) Curtneypark Drive East & Tmken Rad eastbund t suthbund (55 m strage) Curtneypark Drive East & Dixie Rad dual nrthbund t westbund (37 m strage, upgrade existing single leftturn lane) During detailed design, the cnfiguratin f bth the westbund left-turn lane at the Curtneypark Drive East & Kennedy Rad intersectin and the eastbund right-turn lane at the Curtneypark Drive East & Tmken Rad intersectin shuld be reviewed based n updated traffic vlume frecasts and/r actual traffic vlumes fr thse mvements. Alternative cnfiguratins fr thse turn lanes shuld be cnsidered t imprve traffic peratins, as required Hrizntal and Vertical Alignment All existing hrizntal/vertical curves and radway gradients are within acceptable parameters, sufficient sight distance is prvided at all lcatins, and the Safety Perfrmance Reprt did nt attribute any deficiencies t the existing gemetry f Curtneypark Drive East mainline (see Appendix D); hwever, 8.70

76 bth the existing hrizntal and vertical alignments f Curtneypark Drive East will be subject t minr changes under the prpsed preliminary design. Between Tmken Rad and Vipnd Drive, a 580 m radius hrizntal curve will be intrduced n Curtneypark Drive East (spanning the Shawsn Drive intersectin) in rder t shift the hrizntal alignment t the nrth and minimize impacts t private prperties lcated suth f the radway. Additinally, the hrizntal alignment f the eastbund lanes will be shifted suth between Vipnd Drive and Dixie Rad in rder t imprve the gemetrics f the dual eastbund left-turn lanes at the Curtneypark Drive East & Dixie Rad intersectin. Due t the prpsed pavement rehabilitatin strategy (cld-in place recycling with expanded asphalt and asphalt verlay), the verall elevatin f the radway prfile will increase by mm, depending n lcatin; hwever, the majr features f the existing vertical alignment will remain relatively unchanged. Intersecting side rads will als maintain their existing gemetrics, subject t minr changes in the vertical alignment in rder t match the adjusted prfile f Curtneypark Drive East. It shuld als be nted that althugh the Safety Perfrmance Reprt des nt recmmend changes t either the existing hrizntal r vertical alignment f the Curtneypark Drive East mainline, increasing the radius f the existing westbund-t-suthbund (E-S) n-ramp at the Highway 410 interchange was recmmended in rder t fully accmmdate large vehicles. This recmmendatin shuld be cnsidered during the detailed design f the prpsed full interchange, in cnsultatin with MTO Typical Crss-Sectins Figures depict the typical crss-sectins fr the prpsed widening f Curtneypark Drive East (ultimate cnfiguratin), as well as the imprvements t the intersecting side rads. The key features f the typical crss-sectins are as fllws: 6 thrugh lanes n Curtneypark Drive East, between Kennedy Rad and Dixie Rad; cntinuus 1.5 m sidewalk n the nrth side f Curtneypark Drive East, between Kennedy Rad and Dixie Rad (including ver the Highway 410 bridge); cntinuus 3.5 m multi-use trail n the suth side f Curtneypark Drive East, between Kennedy Rad and Dixie Rad (including ver the Highway 410 bridge); and, psitining f turn lanes, light standards, hydr ples, and landscaped bulevards. A typical crss-sectin f the ultimate cnfiguratin f the Curtneypark Drive East bridge ver Highway 410 (i.e. with 6 thrugh lanes and 2 dedicated deceleratin lanes) is depicted in the Structural Memrandum (see Appendix O). Nte, the existing bridge (i.e. with 5 thrugh lanes) is prpsed t be maintained as part f the interim cnfiguratin. 8.2 DRAINAGE / STORMWATER MANAGEMENT An analysis f drainage facilities within the Curtneypark Drive East study has been cmpleted and is dcumented in the Drainage and Strmwater Management Reprt (see Appendix E). The analysis assessed existing cnditins in the study area, identified/quantified the increases in peak flws that are expected t ccur as a result f the prpsed develped and recmmended measures t mitigate/accmmdate the prjected flws. The cnclusins f that study are summarized in the fllwing sectins. 8.71

77

78

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80 8.2.1 Strmwater Quality While the drainage catchment area bundaries under prpsed cnditins will remain predminantly unchanged, the prpsed develpment will increase the ttal paved area frm 6.2 t 11.9 ha (an increase f 5.7 ha, r 91% f the riginal rad area). Table 8-3 summarizes the lcatin f the varius catchment areas and the prpsed pre-/pst-develpment pavement areas, as well as the prpsed methd f strmwater quality cntrl fr each. Please refer t Appendix E fr the supprting calculatins, as well as an illustratin f the pst-develpment catchment areas. Table 8-3: Additinal Pavement Areas and Prpsed Treatment Zne Catchment area Pavement Area (ha) Existing Additinal % f Existing Prpsed SWM Treatment Kennedy Rad t Highway 410 interchange % enhanced swales Highway 410 interchange t Tmken Rad % enhanced swales Tmken Rad t east f Ordan Drive/Shawsn Drive % OGS East f Ordan Drive/Shawsn Drive t Vipnd Dr % OGS Vipnd Drive t Dixie Rad % OGS Cmmuter parking area % sediment basin Highway 410 Interchange, suthbund ff-ramp % sediment basin Ttal % - The study area currently des nt include any water quality cntrl measures t treat runff befre discharging t receiving watercurse, Tributary 3 f Etbicke Creek. The City s strmwater management (SWM) criteria require the implementatin f enhanced level water quality cntrl fr all new develpments. It is prpsed t prvide the required quality cntrl thrugh the implementatin f Lw Impact Develpment (LID) practices (including enhanced grass swales and sediment basins) and the installatin f Oil Grit Separatrs (OGS). Three enhanced grassed swales are prpsed t treat the runff frm Catchments 201, 202, 203 and 204. Grassed swales are effective fr pllutant remval if designed as per the MOECC guidelines, which 8.75

81 recmmends shallw, wide swales with flw velcity belw 0.5 m/s fr the 25 mm, 4-hur Chicag strm event. The grass shuld be allwed t grw higher than 75 mm t enhance the filtratin f suspended slids. The swales will be lcated in place f the existing Curtneypark Drive East radside ditches, between Kennedy Rad and Tmken Rad, and the existing discharge pints will generally be maintained. Specifically, the swale nrth f Curtneypark Drive, between Kennedy Rad and the Highway 410 West Ramp Terminal (receiving flws frm Catchment 201), will cntinue t discharge t the existing wetland lcated in the nrtheast quadrant f the interchange. Three OGS units are prpsed t treat the runff frm Catchments 205, 206 and 207. These units were sized using the PCSWMM Strmceptr sizing sftware, assuming target TSS remval f 80%. An STC9000 unit is prpsed t replace the existing manhle MH37 and treat runff frm Catchment 205. An STC2000 unit is prpsed t replace the existing manhle MH41 and treat runff frm Catchment 206. An STC9000 is prpsed t replace the existing manhle MH48 and treat runff frm Catchment 207. Runff frm Catchment 208 will be treated via a prpsed sediment basin, which will be lcated at the nrthwest crner f the cmmuter parking area. It shuld be nted that the detailed design f the prpsed sediment basin fr the cmmuter parking area in catchment area 208 has been prepared as part f MTO s wrk fr the widening f Highway 410, which als includes recnfiguratin f the partial interchange and cnstructin f the cmmuter parking lt; therefre, this sediment basin is nt included as part f this study. Catchment 209 (i.e. the new pavement area resulting frm cnstructin f the prpsed ff-ramp frm suthbund Highway 410 t Curtneypark Drive East, which is an extensin f the existing ff-ramp t Derry Rad) will als require quality cntrl, in the frm f a new sediment basin cnstructed in the undevelped area between the prpsed ff-ramp and the west Highway 410 ROW bundary. This basin wuld require a minimum strage capacity f 400 m 3 and wuld be wned/maintained by MTO. Ultimately, the basin wuld discharge t Tributary 3 f Etbicke Creek n the west side f Highway 410. The verall SWM design fr the full interchange, including the prpsed sediment basin, shuld be cmpleted during detailed design Strmwater Quantity City f Mississauga SWM criteria requires cntrlling pst-develpment peak flws t pre-develpment peak flws fr the 2- t 100-year design strms. This quantity cntrl target will be achieved by vercntrlling flw frm Catchments 201, 202, 203, 204, and 208. The required strage vlume will be prvided via enhanced swales and rck check dams fr Catchments 201, 202, 203, and 204, and sediment basins fr Catchments 208 and Catchment 209. As nted in Sectin 8.2.1, the enhanced swales in Catchments 201, 202, 203, and 204 will cntinue t discharge t Tributary 3 f Etbicke Creek via the existing utlet pints. Specifically, Catchment 201 will cntinue t discharge t the existing wetland lcated in the nrtheast quadrant f the interchange. Runff frm Catchments 205, 206 and 207 will be released uncntrlled. Table 8-4 belw prvides a summary f the release rates and strage vlumes. Detailed calculatins can be fund in Appendix E. 8.76

82 Catchment Area Allwable Release Required Strage Prpsed Release Required Strage Curtneypark Drive East Class Envirnmental Assessment Table 8-4: Summary f Quantity Cntrl Parameters Descriptin m3/s m3 m3/s m3 Kennedy Rad t Highway 410, nrthbund Kennedy Rad t Highway 410, suthbund Highway 410 t Tmken Rad, nrthbund Highway 410 t Tmken Rad, suthbund Tmken Rad t east f Ordan Drive/Shawsn Drive East f Ordan Drive/Shawsn Drive t Vipnd Drive Vipnd Drive t Dixie Rad Parking lt Highway 410 interchange, suthbund ff-ramp Ttal Ersin and Sediment Cntrl The TRCA s ersin and sediment cntrl criterin fr the Etbicke Creek watershed requires a minimum 24 hur detentin f the 25 mm strm event. Accrdingly, a detentin vlume f 1415 m 3 will be required fr the 5.66 ha f new paved area created thrugh implementatin f the Preferred Alternative Design (see Table 8-3). The prpsed enhanced swales in Catchments 201, 202, 203, 204, as well as the prpsed sediment basin in Catchment 209, will be utilized t prvide a ttal detentin vlume f apprximately 1875 m 3. The TRCA s Strmwater Management Criteria require n-site retentin f a minimum f 5 mm f runff frm the additinal 5.66 ha f new paved area created thrugh implementatin f the Preferred Alternative Design. This target will be achieved by implementing biretentin areas, in the frm f infiltratin trenches within the enhanced swales lcated in Catchments 201, 202, and 203. Further details and studies (i.e. perclatin tests) t determine the cnfiguratin/sizing f these trenches shuld be cnducted during detailed design Strm Sewer Capacity Assessment Runff frm Catchments 203 t 207 is cllected via the existing strmwater systems and cnveyed t Tributary 3 f Etbicke Creek. The City f Mississauga Design Manual requires that the strm sewer netwrk shuld be designed with adequate capacity t accmmdate runff generated by the 10-year strm events, and recmmends an initial time f cncentratin f 15 minutes. 8.77

83 An analysis was cnducted t evaluate the capacity f the three existing netwrks, and t determine if the netwrks can adequately accmmdate the increased pst-develpment runff. The analysis was based n the available infrmatin prvided by the City, including plans/prfiles f the existing drainage netwrk, tpgraphic mapping f the existing radway and adjacent areas, and the actual drainage areas fr each strm sewer. The analysis shwed that the existing strm sewer Netwrk 1, which is lcated t the nrth f Curtneypark Drive East and receives runff frm Catchments 202, 203 and 204, has adequate capacity. The netwrk als has adequate capacity t cnvey the pst-develpment flw, since the flw frm the fur catchment areas is cntrlled t pre-develpment cnditins. Netwrk 2, which is lcated alng the rad centerline, and receives runff frm Catchment 205, has inadequate capacity fr bth pre- and pstdevelpment cnditins. Netwrk 3, which is lcated alng the rad centerline, and receives runff frm Catchments 206 and 207, has inadequate capacity fr bth pre- and pst-develpment cnditins. Therefre, it is prpsed that the existing strm sewer system be upsized with larger pipes fr Netwrks 2 and 3, between Tmken Rad and Dixie Rad. Table 8-5 belw prvide summary f the prpsed strm sewer sizing (the highlighted pipes shuld be upsized, as shwn). A detailed analysis can be fund in Appendix E. Table 8-5: Existing and Prpsed Sizes f the Strm Sewers Strm Sewer Netwrk Frm MH T MH Existing Pipe (mm) Prpsed Pipe (mm) Netwrk 1 MH21 MH MH22 MH MH23 MH MH24 MH MH25 MH MH26 MH MH27 MH MH28 MH MH29 MH Netwrk 2 MH31 MH MH32 MH MH33 MH MH34 MH MH35 MH MH36 MH

84 Strm Sewer Netwrk Frm MH T MH Existing Pipe (mm) Prpsed Pipe (mm) Netwrk 3 MH40 MH MH41 MH MH43 MH MH44 MH MH45 MH MH46 MH MH47 MH MH48 MH PAVEMENT AND GEOTECHNICAL DESIGN Prpsed getechnical design elements include the widening f the existing Curtneypark Drive East pavement t 6 thrugh lanes between Kennedy Rad and Dixie Rad, widening the Curtneypark Drive East pavement bth west f Kennedy Rad and east f Dixie Rad in rder t tie-in the prpsed imprvements t the existing radway, adding turning lanes at Kennedy Rad, Tmken Rad, and Dixie Rad intersectins, and adjusting the vertical prfile f all side rad intersectins (with the exceptin f Dixie Rad) t match the prpsed Curtneypark Drive East prfile. Analysis f the data cllected suggests that the existing Curtneypark Drive East pavement structure is in fair cnditin, with several slight t mderate distresses; hwever, it is inadequate t accmmdate the prjected vlume f heavy vehicle traffic within the crridr ver the prpsed 20 year service life, especially given that there is sme uncertainty in the scheduled year f cnstructin. Accrdingly, it is prpsed t rehabilitate the existing pavement thrugh a cmbinatin f cld in-place recycling with expanded asphalt and full depth recnstructin f the pavement structure, including new ht mix asphalt. This rehabilitatin strategy wuld generally raise the vertical prfile f Curtneypark Drive East by apprximately mm and prvide design life f years (depending n lcatin). Additinally, this strategy wuld greatly minimize the traffic disruptin resulting frm cnstructin during the widening f and rehabilitatin f Curtneypark Drive East (as cmpared t recnstructing the existing pavement full depth). Fr further infrmatin, please refer t Sectin f Appendix F. The details f the recmmended pavement rehabilitatin strategy are as fllws: fr Curtneypark Drive East, frm west f Kennedy Rad t Highway 410 West Ramp Terminal; Curtneypark Drive East, frm Highway 410 West Ramp Terminal t Tmken Rad; and, Curtneypark Drive East, frm Ordan Drive/Shawsn Drive t Dixie Rad: perfrm cld-in place recycling with expanded asphalt (CIREAM) t a depth f 100 mm pave 110 mm HDBC binder curse pave 50 mm HL1 surface curse ttal vertical prfile increase = 160 mm (apprximately) fr Curtneypark Drive East, frm Highway 410 East Ramp Terminal t Tmken Rad: perfrm cld-in place recycling with expanded asphalt (CIREAM) t a depth f 100 mm 8.79

85 pave 130 mm HDBC binder curse pave 50 mm HL1 surface curse ttal vertical prfile increase = 180 mm (apprximately) Nte, the pavement structure wuld remain unchanged bth acrss the Highway 410 bridge and at the Dixie Rad intersectin. The fllwing pavement structure is prpsed fr all pavement widening areas: fr Curtneypark Drive East, west f Kennedy Rad and east f Dixie Rad; Curtneypark Drive East & Kennedy Rad intersectin; Curtneypark Drive East & Dixie Rad intersectin: 50 mm HL1 180 mm HDBC 200 mm OPSS Granular A 500 mm OPSS Granular B, Type II 930 mm Ttal thickness At lngitudinal jints fr the pavement widening at the Kennedy Rad, Tmken Rad, and Dixie Rad intersectins, it is recmmended that the existing asphalt surface curse be remved partial depth fr a width f 300 mm t prvide fr the extensin f the upper binder acrss the lngitudinal jint (i.e. lap jint. Subdrains shuld be installed under the curb in accrdance with City f Mississauga standard drawing t prvide a psitive utlet f water frm within the sub-base material. The pavement fr the prpsed bus bays at the Curtneypark Drive East & Dixie Rad intersectin shuld be cnstructed in accrdance with City f Mississauga standard drawing UTILITIES Sme relcatin r adjustment t the existing mains, hydr ples, and undergrund utility services is expected due t the prpsed widening and imprvements. The fllwing summarizes ptential cnflicts and prpsed relcatins fr each affected utility Watermains The existing Regin f Peel watermains n Curtneypark Drive East and intersecting side rads are nt anticipated t require relcatin, althugh adjustments t surface features, such as hydrants and valves, will be required Sanitary Sewers Future upgrading r replacement f the existing Regin f Peel sanitary sewers n Curtneypark Drive East is nt anticipated. N cnflicts are anticipated with the prpsed design, althugh minr adjustments t manhles will be required. A review f the sanitary sewer cnditin and remaining life shuld be cnducted when the strm sewer is up-sized t accmmdate the 10-year strm (see Sectin 8.2). 8.80

86 Natural Gas The existing Enbridge Gas mains running alng bth the nrth bulevard (west f Kennedy Rad) and suth bulevard (between Tmken Rad and Ordan Drive/Shawsn Drive, and east f Dixie Rad) f Curtneypark Drive East are nt anticipated t require relcatin as each will generally remain within the bulevard under the prpsed design. Similarly, the existing gas mains within the east bulevard f Kennedy Rad and the suthbund curb lane f Dixie Rad will als be unaffected by the prpsed design. Where the existing mains are in clse prximity t relcated hydr ples, the mains shuld be expsed prir t cnstructin in rder t verify that n cnflicts exist Hydr The main Enersurce hydr service within the study area runs alng the suth side f Curtneypark Drive East as an aerial cable. Between the Highway 401 East Ramp Terminal intersectin and Dixie Rad, the supprting ples will require relcatin due t bth the widening f the radway and installatin f the new multi-use trail suth f Curtneypark Drive East. Therefre, these ples shuld be relcated behind the prpsed multi-use trail. The relcated ples between Tmken Rad and Dixie Rad shuld als accmmdate the streetlighting luminaires (see Sectin 8.5). Hydr ples lcated adjacent t the intersectins f Curtneypark Drive East & Kennedy Rad, Tmken Rad, Vipnd Drive, Ordan Drive, and Dixie Rad will als require relcatin in rder t accmmdate the prpsed design. A minimum 3.0 m aerial (i.e. swing ) easement will likely be required behind the relcated hydr ples, as cnductrs must be n City right-f-way. Therefre, where ples are clser than 3.0 m t the prpsed right-f-way bundary, an additinal easement may be required n adjacent prperty t maintain a 3.0 m setback. Additinally, a hydr transfrmer pad (cntaining 2 transfrmers) is lcated n the suth side f Curtneypark Drive East, immediately east f the Highway 410 bridge. Similar t the hydr ples, the psitin f these transfrmers encraches n bth the required clear recvery zne (as measured t the prpsed edge f pavement) and the prpsed multi-use trail suth f Curtneypark Drive East, and will therefre need t be relcated behind the prpsed multi-use trail. A preliminary hydr ple relcatin design is shwn n the preliminary design drawings in Appendix N Telephne Varius Bell telephne cables within the study area will require relcatin befre cnstructin f the prpsed design, as it is undesirable fr the cables t be buried under the widened asphalt pavement. West f Kennedy Rad, the existing Bell telephne cable t the suth f Curtneypark Drive East shuld be relcated t the back f the prpsed sidewalk. It is nt anticipated that the existing cable nrth f Curtneypark Drive East will be affected by the widening. Additinally, a prtin f the existing cable n the east side f Kennedy Rad, suth f Curtneypark Drive East, will als require relcatin as a result f the additin f the auxiliary right-turn lane; it is anticipated that all ther sectin f cable n Kennedy Rad will remain unaffected. Between Kennedy Rad and the Highway 410 West Ramp terminal, the existing Bell telephne cable t the nrth f Curtneypark Drive East will require relcatin as a result f grading/ditching wrks fr the prpsed design. Between Tmken Rad and Dixie Rad, the existing Bell telephne cables (and assciated pedestals) that run alng bth the nrth and suth sides f Curtneypark Drive East will generally need t be relcated t the back f the prpsed sidewalk and multi-use trail (respectively) due t the prpsed widening f 8.81

87 Curtneypark Drive East. Similarly, prtins f the existing suth f Curtneypark Drive East and east f Dixie Rad may als need t be relcated. All Bell telephne cables crssing Curtneypark Drive East will require an extensin in rder t accmmdate the prpsed pavement widening. Additinally, telephne cables n Curtneypark Drive East that cnnect with ther cables n intersecting radways (i.e. Kennedy Rad, Tmken Rad, Ordan Drive/Shawsn Drive, Vipnd Drive, and Ordan Drive) will als need adjustments r extensins as a result f the prpsed rad imprvements Cmmunicatins The existing aerial Rgers cmmunicatins cable n the Enersurce hydr ple line suth f Curtneypark Drive East shuld be mved t the relcated ple line behind the prpsed multi-use trail. This will als require the adjustment f varius service cnnectins thrughut the study area. The existing Rgers cmmunicatins cable west f Kennedy Rad will be unaffected by the prpsed design; hwever, the assciated service cnnectin crssing Kennedy Rad will need t be extended t accmmdate the prpsed auxiliary turn lane. Further, the aerial cmpnents f the existing cable crssing the east apprach f the Dixie Rad intersectin will als need t be relcated t accmmdate the prpsed design, while the undergrund cmpnents will need t be extended t match. 8.5 ILLUMINATION The existing cnventinal illuminatin lcated n bth the nrth and suth sides f Curtneypark Drive East will be upgraded as part f the design. Streetlights fr radway illuminatin will utilize LED luminaires and will make use f either existing r relcated hydr ples wherever pssible. A preliminary illuminatin plan has been develped fr Curtneypark Drive East based n current City, Regin, and Enersurce design criteria/standards, and has been incrprated int the preliminary design drawings. The final design f radway illuminatin shuld be included with the detailed design fr Curtneypark Drive East, and shuld be based n the relevant City, Regin, and Enersurce standards that are current at the time f design. Preliminary lighting calculatins are presented in Appendix M. These calculatins suggest that lighting levels will need t be increased in certain areas by raising the luminaire heights n the hydr ples and/r prviding sme illuminatin frm the median in the ultimate design. Additinal raised islands in the centre median may need t be cnsidered t prvide an area fr these supplemental light standards, prvided the raised median des nt impede left-turn access t/frm adjacent prperties. 8.82

88 8.6 PROPERTY & ACCESS In rder t accmmdate the radway widening and related infrastructure imprvements, prperty acquisitin is required frm the fllwing prperties: Prperty Address Table 8-6: Prperty Acquisitin Requirements Apprx. Prperty Setback (frm existing) (m) Prperty Area Required (sq.m) 441 Curtneypark Drive East Curtneypark Drive East Curtneypark Drive East Hydr One transmissin crridr Kennedy Rad 6635 Kennedy Rad Kennedy Rad Curtneypark Drive East Kestrel Rad Kestrel Rad Curtneypark Drive East Curtneypark Drive East parcel west f 1135 Curtneypark Drive East Curtneypark Drive East 6400 Shawsn Drive Curtneypark Drive East 7095 Ordan Drive Curtneypark Drive East Shawsn Drive Curtneypark Drive East 6386 Shawsn Drive Vipnd Drive Vipnd Drive Curtneypark Drive East 1411 Curtneypark Drive East 1445 Curtneypark Drive East 1455 Curtneypark Drive East 1280 Curtneypark Drive East Curtneypark Drive East Curtneypark Drive East Curtneypark Drive East Dixie Rad Curtneypark Drive East Curtneypark Drive East

89 Permissins-t-enter and/r temprary easements n t private prperties will als be required t perfrm minr grading, driveway recnstructin, and restratin activities assciated with the radway widening. Several access mdificatins have als been included as part f the prpsed design: 1400 Curtneypark Drive East the existing all-directinal access t Curtneypark Drive East n the nrth side f the prperty will be cnverted t a right-in/right-ut. This change is required t accmmdate the extensin f the raised median between the Curtneypark Drive East & Ordan Drive and Curtneypark Drive East & Dixie Rad intersectins. Fllwing the change, westbund Curtneypark Drive East mtrists requiring access t this prperty can turn left nt suthbund Ordan Drive and use the secnd access suth f the intersectin Curtneypark Drive East the existing all-directin access t Curtneypark Drive East n the suth side f the prperty will be cnverted t a right-in/right-ut. This change is required t accmmdate the extensin f the raised median between the Curtneypark Drive East & Ordan Drive and Curtneypark Drive East & Dixie Rad intersectins. Fllwing the change, eastbund Curtneypark Drive East mtrists requiring access t this prperty can turn left nt nrthbund Ordan Drive and use the first access nrth f the intersectin Dixie Rad the existing exit t nrthbund Dixie Rad (i.e. the first access suth f the Curtneypark Drive East & Dixie Rad intersectin n the east side f Dixie Rad) will be clsed. This change is required t accmmdate the recnfiguratin f the Curtneypark Drive East & Dixie Rad intersectin t use smart channels, rather than cnventinal islands. Three alternate accesses t the adjacent radway system frm this vacant prperty remain, prviding access t nrthbund Dixie Rad, westbund Curtneypark Drive East, and bth eastbund/westbund Curtneypark Drive East, respectively Ministry f Infrastructure Class EA Requirements Implementatin f the Preferred Alternative Design will require prperty frm the Hydr One transmissin crridr. These lands are lcated west f Kennedy Rad and nrth f Curtneypark Drive East, as shwn in Figure 8-4. The MEDEI will be required t dispse and sever these lands. As a result f the Reliable Energy Cnsumer Prtectin Act (2002), wnership f Hydr One s transmissin crridr lands was transferred t the Ontari gvernment. The Ministry f Infrastructure Act (2011) and Ontari Infrastructure and Lands Crpratin Act (2011) subsequently delegated respnsibility fr these lands t IO. T meet the requirements f the Envirnmental Assessment Act, IO and MEDEI are required t cmplete the MOI EA prcess prir t cnducting any activities invlving the lands in questin. 8.84

90 Figure 8-4: Prpsed Prperty Acquisitin frm MOI/IO Seven Pint Site-Specific Analysis Accrding t Figure 2.2 f the MOI EA methdlgy, the dispsitin by IO f transmissin use lands within a transmissin crridr qualifies as a Categry B prject. These prjects have sme ptential fr adverse envirnmental impacts (per the Ministry f Infrastructure Public Wrk Class Envirnmental Assessment [2012]) and require the cmpletin f bth a seven pint site-specific analysis and a Cnsultatin and Dcumentatin Reprt. As the Curtneypark Drive East Class EA fulfills the requirements f a Schedule C Municipal Class EA, the requirements fr a Categry B MOI EA have als been addressed as part f this prcess. See belw fr the seven pint site-specific analysis required by the MOI EA methdlgy: 1. Existing land use status Existing land uses bth within the study area are described in Sectin The lands in questin are designated by the OP as utility and fall within the Gateway Emplyment Area. 2. Envirnmental Cnditin f the Prperty The results f a Limited Phase 1 ESA cmpleted fr the verall study area are described in Sectin and Appendix K. It shuld be nted that n areas f ptential envirnmental cncern were identified fr the lands in questin. Hwever, a Phase 1 ESA shuld be perfrmed n the lands in questin prir t dispsitin by IO/acquisitin by the City f Mississauga. 3. Envirnmentally Significant Area Impacts t Envirnmentally Significant Areas within the verall study area, as well as crrespnding mitigatin measures, have been described in Sectin and Appendix G. It shuld be nted that n Envirnmentally Significant Areas were identified within the lands in questin. 8.85