Appendix B Highway 407 Interchange Review - Cochrane ...€¦ · Page 2 Memorandum, May 24, 2016 Highway 407 Interchange Review, Cochrane Street Area Exhibit 1: Highway 407 East Phase

Appendix B – Highway 407 Interchange Review

- Cochrane Street Area

AECOM300 Water StreetWhitby, ON, Canada L1N 9J2www.aecom.com

Memorandum

MEMO-2016-05-24-Highway 407 Interchange Review.Docx

To Michael May, P.Eng., Town of Whitby Page 1

CC Greg Hardy, P.Eng., Town of Whitby

Subject Highway 407 Interchange Review, Cochrane Street Area

From Brenda Jamieson, P.Eng. / Heather Nottbeck, P.Eng.

Date May 24, 2016 Project Number 60494833

1. Introduction

AECOM was retained by the Town of Whitby to undertake conceptual design for potential interchangeconfigurations at Highway 407 and Cochrane Street and Highway 407 and Ashburn Road in the Town ofWhitby.

The approved Highway 407 East plan documented in the 407 East EA Report includes the following keyelements:

· Construction of the Highway 407 Mainline from Brock Road to Highway 35/115;· Construction of two north-south links – Highway 412 and Highway 418 – that will connect

Highway 407 to Highway 401; and· Protection for a dedicated transit way and support facilities.

The first phase of work (see Exhibit 1) includes a six lane east-west freeway from Brock Road toHighway 412, a four lane east-west freeway from Highway 412 to Harmony Road and a four lane north-south freeway from Highway 401 to Highway 407. Four arterial road interchanges are planned in theBrooklin area, specifically full interchanges at Lake Ridge Road, Baldwin Street (Hwy 7/12), and ThicksonRoad, and a partial interchange (to and from the south) on Highway 412 at Highway 7. A fullinterchange accommodates moves in all directions while a partial interchange only accommodate movesto and from the corridor in one direction.

Though not shown in Exhibit 1, the 407 East EA Report stated: “A future interchange at Cochrane Streetis not precluded and would be subject to approval of an independent EA and review and approval byMTO.” A conceptual plan of the Town of Whitby’s proposed interchange at Cochrane Street was includedin the EA Report and is illustrated in Exhibit 2.

Cochrane Street is situated approximately 2 km east of Highway 412 and 2 km west of Baldwin Street.Ashburn Road is situated approximately 3 km east of Highway 412 and 1 km west of Baldwin Street.Highway 7 crosses over the Highway 407 corridor midway between Cochrane Street and Ashburn Road.

Page 2Memorandum, May 24, 2016

Highway 407 Interchange Review, Cochrane Street Area

Exhibit 1: Highway 407 East Phase 1

Exhibit 2: Conceptual 407 East / Cochrane Street Interchange Design in 407 East EA Report



This memorandum provides a brief overview of the key design principles and guidelines that wereconsidered in the development of the conceptual design alternatives for the Cochrane Street and AshburnRoad interchange locations and the identification of key advantages and disadvantages for eachalternative design from a design, transportation operations and land use perspective. This memorandumalso identifies additional work which is expected to be required by the Ministry of Transportation for theirreview and approval of an additional interchange on the Highway 407 Mainline between Highway 412 andBaldwin Street.

2. Design Principles and Guidelines

The applicable design principles and guidelines for interchange locations and configurations are set out inthe Geometric Design Standards Manual for Ontario Highways (GDSOH) and the Highway AccessManagement Guidelines.

2.1 SYSTEM CONSIDERATIONS

An interchange is one element of a freeway system. Freeway design elements and interchange designinfluence the operation of each other and as such it is essential to treat a length of freeway and itsassociated interchanges as a single system to ensure proper balance of features and consistentoperational quality and performance. Key system considerations include:

· Interchange location and spacing: Interchanges should be located at major arterial roads inproximity to major development areas. Interchange spacing in urban areas generally ranges from2 km to 3 km.

· Coordination of interchanges: Consistency of interchange features in urban areas promotesdriver understanding and smooth flowing operation. Right side exits in advance of underpassstructures are preferable from a driver expectation and safety perspective.

· Lane balance and basic lanes: Proper lane balance and maintenance of basic lanes promotessafe operations and accommodates variations in traffic patterns.

· Weaving: When a freeway entrance is followed by an exit, traffic entering the freeway and thatexiting the freeway cross and are in conflict. The conflict between entering and exiting traffictends to interrupt the operation of through traffic, creates turbulence in the traffic flow and has theeffect of reducing capacity and safety performance. This length of roadway is referred to as aweaving section. The weaving length is measured from a point where the adjacent edges ofpavement at the merge (on-ramp) are 0.5 m apart to a point where the adjacent edges ofpavement at the diverge (off-ramp) are 3.75 m apart as described in Section F.4.5 of the GDSOH.

In accordance with the GDSOH, to maintain safe efficient operation between entrance and exitramps, minimum weaving lengths of 600 m and 800 m should be provided between arterialinterchanges and an arterial interchange and a freeway interchange respectively. Shorterweaving lengths may be imposed due to other constraints and will operate with varying qualitiesof service depending on local conditions such as traffic volumes, sight distance and alignmentfeatures.

Arterial road interchange locations are typically sited based on the following factors:

· Interchange spacing guidelines set out in the GDSOH:• minimum 2 km spacing between arterial road interchanges through urban areas,

providing for a minimum weaving length of 600m;

· Connections to major art· Existing and planned development in proximity to the interchange location; and· Traffic forecasting work.

As noted previously, shorter weaving lengths and hence aby the Ministryachieved.

2.2 INTERCHANGE

The selection and design of an interchange is influenced by site specific engineering, environmental,topographical and operational considerationdesign as it has the best capacity, operational and safety characteristics relative to other availableinterchange configurations as shown inconstraints,

Characteristic /

Selection Consideration

Capacity

Delay on Cross Road

Traffic Progression on

Cross Road

Pedestrian and Bicycle

Accommodation on Cross

Relative Construction Cost

Right

Note: (1) Partial diamond is a variation of the diamond interchange configuration.

• minimum 3 km spacing between an arterial road interchange and a freeway to freewayinterchange

Connections to major artExisting and planned development in proximity to the interchange location; andTraffic forecasting work.

As noted previously, shorter weaving lengths and hence aby the Ministry if the traffic operations analysis demonstrates acceptable traffic operations can beachieved.

NTERCHANGE

The selection and design of an interchange is influenced by site specific engineering, environmental,topographical and operational considerationdesign as it has the best capacity, operational and safety characteristics relative to other availableinterchange configurations as shown inconstraints, alternative interchange configurations can be considered

Exhibit

Characteristic /


Capacity

Delay on Cross Road

Traffic Progression on

Cross Road


Accommodation on Cross

Road

Relative Construction Cost

Right-of-Way

(1) Partial diamond is a variation of the diamond interchange configuration.

minimum 3 km spacing between an arterial road interchange and a freeway to freewayinterchange, providing for a minimum weaving length of 800m

Connections to major arterial roadways is preferable;Existing and planned development in proximity to the interchange location; andTraffic forecasting work.

As noted previously, shorter weaving lengths and hence atraffic operations analysis demonstrates acceptable traffic operations can be

NTERCHANGE DESIGN

The selection and design of an interchange is influenced by site specific engineering, environmental,topographical and operational considerationdesign as it has the best capacity, operational and safety characteristics relative to other availableinterchange configurations as shown in

alternative interchange configurations can be considered

Exhibit 3: Comparison of Interchange Configuration Characteristics


Parclo A4

Highest

Low

Traffic Progression onMedium


Accommodation on Cross Easy

Relative Construction Cost High

High


minimum 3 km spacing between an arterial road interchange and a freeway to freeway, providing for a minimum weaving length of 800m

erial roadways is preferable;Existing and planned development in proximity to the interchange location; and

As noted previously, shorter weaving lengths and hence atraffic operations analysis demonstrates acceptable traffic operations can be

The selection and design of an interchange is influenced by site specific engineering, environmental,topographical and operational considerations. The preferred interchange configuration is the Parclo A4design as it has the best capacity, operational and safety characteristics relative to other availableinterchange configurations as shown in Exhibit 3


Comparison of Interchange Configuration Characteristics

Parclo A4 Parclo A2

Highest Medium/High

Low

Medium

Easy

High

High Medium/



erial roadways is preferable;Existing and planned development in proximity to the interchange location; and

As noted previously, shorter weaving lengths and hence a tighter interchange spacing may be acceptedtraffic operations analysis demonstrates acceptable traffic operations can be

The selection and design of an interchange is influenced by site specific engineering, environmental,The preferred interchange configuration is the Parclo A4

design as it has the best capacity, operational and safety characteristics relative to other available3. Where significant environmental, geometric



Interchange Configuration

Parclo A2

Medium/High

Low

Medium

Difficult

Medium

Medium/High




Existing and planned development in proximity to the interchange location; and

tighter interchange spacing may be acceptedtraffic operations analysis demonstrates acceptable traffic operations can be


design as it has the best capacity, operational and safety characteristics relative to other availablesignificant environmental, geometric

alternative interchange configurations can be considered.



Parclo B2

Medium/High

Low

Best

Difficult

Medium

Medium/High


Memorandum, May 24, 2016Highway 407 Interchange Review, Cochrane Street Area

minimum 3 km spacing between an arterial road interchange and a freeway to freeway, providing for a minimum weaving length of 800m;

Existing and planned development in proximity to the interchange location; and



design as it has the best capacity, operational and safety characteristics relative to other availablesignificant environmental, geometric



Parclo B2 Parclo AB

Medium/High Medium

Medium/High

Medium

Difficult

Medium Medium

Medium/High Medium/High


Memorandum, May 24, 2016Highway 407 Interchange Review, Cochrane Street Area

minimum 3 km spacing between an arterial road interchange and a freeway to freeway



design as it has the best capacity, operational and safety characteristics relative to other availablesignificant environmental, geometric or property


Parclo AB

Medium

Medium/High

Medium

Difficult

Medium

Medium/High



minimum 3 km spacing between an arterial road interchange and a freeway to freeway

tighter interchange spacing may be accepted


or property

Diamond (1)

Medium

Medium

Medium

Easy

Low

Medium/Low



Ramp geometry, including the alignment, profile and cross section, is influenced by a number of designconsiderations such as traffic volume and traffic mix, geometric and operational characteristics of thecrossing road and adjacent through roads, interchange configuration, terrain, traffic control devices anddriver expectation. The geometric requirements for interchange ramps are set out in the GDSOH,including applicable design speeds for ramp elements and entrance / exit terminal designs to and fromthe freeway and the crossing road to satisfy operational and safety performance requirements.

The spacing between ramp terminal intersections along the crossing road and adjacent intersections isalso an important design consideration with respect to the performance and operation of the rampterminal intersections. A minimum spacing of 300 m is desirable in accordance with the Highway AccessManagement Guidelines. A tighter spacing may be accepted by the Ministry if the traffic operationsanalysis demonstrates acceptable traffic operations can be achieved.

3. Conceptual Design Alternatives

Conceptual interchange design alternatives were generated for the Cochrane Street and Ashburn Roadlocations in accordance with the design principles and guidelines set out in Section 2 utilizing theHighway 407 East issued for construction drawings and base mapping provided by the Town of Whitby.

3.1 COCHRANE STREET INTERCHANGE DESIGN ALTERNATIVES

Given existing site conditions and the design principles and guidelines set out in Section 2, threealternatives were developed for the Cochrane Street/Highway 407 Interchange as follows and shown inAppendix A:

· Alternative 1 consisting of a Parclo A2 configuration on the north side of Highway 407 (i.e. forthe westerly oriented ramps) and a Diamond configuration on the south side of Highway 407 (i.e.for the easterly oriented ramps) which protects for a future eastbound inner loop ramp. Thisalternative exceeds the minimum weaving distance of 800 m to the Highway 412 interchangeramps and 600 m to the Baldwin Street interchange ramps and provides a separation of 201 mbetween the south ramp terminal intersection and the Cochrane Street / Highway 7 intersectionwhich is less than the desired minimum spacing of 300 m.

· Alternative 2 consisting of a Parclo A2 configuration on the north side of Highway 407 (i.e. forthe westerly oriented ramps) and a tightened Diamond configuration on the south side of Highway407 (i.e. for the easterly oriented ramps) which does not protect for a future eastbound inner loopramp. This alternative exceeds the minimum weaving distance of 800 m to the Highway 412interchange ramps and 600 m to the Baldwin Street interchange ramps and provides a separationof 215 m between the south ramp terminal intersection and the Cochrane Street / Highway 7intersection which is less than the desired minimum spacing of 300 m.

· Alternative 3 consisting of a Parclo A4 configuration on both the north side and the south side ofHighway 407. However, due to the proximity of the Highway 412 freeway ramps to the west, theavailable weaving distance in the westbound direction between the Cochrane Street southboundon-ramp and the westbound exit ramp to Highway 412 southbound would be in the order of435 m which is well short of the minimum required distance of 800 m. This alternative exceedsthe minimum weaving distances to the other adjacent interchange ramps and provides aseparation of 201 m between the south ramp terminal intersection and the Cochrane Street /Highway 7 intersection.



Consideration was also given to providing a Parclo B interchange configuration on the south side ofHighway 407 for the easterly oriented ramps. However, this configuration would result in a spacing ofless than 150 m between the south ramp terminal intersection and the Highway 7/Cochrane Streetintersection which was not considered feasible. Furthermore, a Parclo B interchange configuration doesnot offer the same operational and safety performance as the proposed diamond configuration.

The potential for modifications to the Highway 412 interchange easterly oriented ramps was alsoconsidered to increase the separation distance to the Cochrane Street interchange. However, given thecomplexity of the Highway 412 interchange, minor refinements to the easterly oriented ramps are notfeasible to increase the separation distance.

Key advantages and disadvantages of the Cochrane Street interchange design alternatives are identifiedin Exhibit 4.

Exhibit 4: Key Advantages and Disadvantages of Cochrane Street InterchangeDesign Alternatives

Alternative Advantages DisadvantagesCochraneStreet Alt 1(Recommendedfor FutureReview)

§ Achieves minimum spacing toBaldwin Street interchange (2 km)§ Standard interchange configuration

and geometry; protects for futureeastbound inner loop ramp§ Accommodates all moves§ Exceeds minimum weaving lengths(1)

§ Parallel lane exit provided onCochrane Street to westbound on-ramp which should result in improvedtraffic operations on Cochrane Street

§ Spacing of 2 km to Hwy 412 interchangeis less than typical minimum requirementof 3 km§ Provides intersection spacing of 201 m

on Cochrane Street between south rampterminal intersection and Hwy 7intersection vs desired minimum of 300m§ Approach grades on Cochrane Street in

vicinity of Hwy 407 crossing are approx.6%; profile adjustments will be requiredto achieve maximum 3% grade requiredfor ramp terminal intersections§ Requires widening of watercourse

structures east and west of CochraneStreet (M37 and M39)§ Moderate footprint requirement relative to

other alternatives (approx. 12 ha)§ Moderate cost relative to other

alternativesCochraneStreet Alt 2(Recommendedfor FutureReview)


and geometry§ Accommodates all moves§ Exceeds minimum weaving lengths(1)

§ Direct taper exit provided onCochrane Street to westbound on-ramp which should result inacceptable traffic operations onCochrane Street

§ Spacing of 2 km to Hwy 412 interchangeis less than typical minimum requirementof 3 km§ Precludes addition of eastbound inner

loop ramp§ Provides intersection spacing of 215 m


vicinity of Hwy 407 crossing are approx.6%; profile adjustments will be requiredto achieve maximum 3% grade required



Alternative Advantages Disadvantagesfor ramp terminal intersections§ Requires widening of watercourse

structures east and west of CochraneStreet (M37 and M39)§ Moderate footprint requirement relative to

other alternatives (approx. 12 ha)§ Lowest cost relative to other alternatives

CochraneStreet Alt 3(NotRecommendedfor FutureReview)


and geometry§ Accommodates all moves§ Exceeds minimum weaving lengths to

Baldwin Street ramps and the Hwy412 EB on-ramp(1)

§ Direct taper exit provided onCochrane Street to westbound on-ramp which should result inacceptable traffic operations onCochrane Street

§ Spacing of 2 km to Hwy 412 interchangeis less than typical minimum requirementof 3 km§ Does not achieve minimum weaving

length to the Hwy 412 WB off-ramp(435 m vs 800 m)§ Provides intersection spacing of 201 m


vicinity of Hwy 407 crossing are approx.6%; profile adjustments will be requiredto achieve maximum 3% grade requiredfor ramp terminal intersections§ Requires widening of watercourse

structures east and west of CochraneStreet (M37 and M39)§ Largest footprint requirement relative to

other alternatives (approx. 14 ha)§ Highest cost relative to other alternatives

Notes: 1. Traffic analysis required to confirm operational performance of weaving sections acceptable.

3.2 ASHBURN ROAD INTERCHANGE DESIGN ALTERNATIVES

Given existing site conditions and the design principles and guidelines set out in Section 2, onealternative was developed for the Ashburn Road/Highway 407 Interchange as follows and shown inAppendix A:

· Alternative 1 consisting of a Partial Diamond configuration accommodating movements to andfrom the west. The entrance to Highway 407 westbound is via a direct on-ramp from Highway 7westbound, just west of Ashburn Road. The second entrance to the highway for northboundtraffic on Ashburn Road is via a loop ramp situated south of Highway 7. The eastbound diamondoff ramp tees into Ashburn Road.

Consideration was given to the provision of a Parclo A4 configuration on both the north side and thesouth side of Highway 407. However, given the close proximity of the Baldwin Street interchange to theeast and Highway 7 to the north, a Parclo A4 configuration is not feasible at this location. The entranceand exit ramps between Ashburn Road and Baldwin Street would overlap. The separation between thenorth ramp terminal intersection and the Highway 7 / Ashburn Road intersection would be in the order of100 m.



Reconfiguration of the Baldwin Street interchange was also considered to assess the feasibility ofbroadening the range of interchange designs for the Ashburn Road location. However, even with theprovision of a Parclo AB interchange configuration at Baldwin Street which situates all the ramps on theeast side of Baldwin Street, it is not possible to achieve the minimum weaving lengths since AshburnRoad and Baldwin Street are situated less than 1 km apart. Furthermore, notwithstanding the significantcost and time involved to redesign and reconstruct the Baldwin Street interchange, a Parclo ABinterchange configuration at Baldwin Street does not offer the same operational and safety performanceas the currently constructed Parclo A4 interchange and may negatively impact on planned transitwayinfrastructure at Baldwin Street.

Key advantages and disadvantages of the Ashburn Road interchange design alternative are identified inExhibit 5.

Exhibit 5: Key Advantages and Disadvantages of Ashburn Road Interchange Design Alternative

Alternative Advantages DisadvantagesAshburn RoadAlt 1(NotRecommendedfor FutureReview)

§ Achieves minimum spacing to Hwy412 interchange (3 km)§ Exceeds minimum weaving lengths

to Hwy 412 ramps (1)

§ Accommodates partial moves only (toand from the west)§ Non-standard interchange configuration

with on-ramps provided from differentarterial roads§ Spacing to Baldwin Street interchange is

less than typical minimum 2 kmrequirement (i.e. 1 km); however weavingis not an issue as there are no easterlyoriented ramps§ Approach grades on Ashburn Road in

vicinity of Hwy 407 crossing are approx.6%; profile adjustments will be requiredto achieve maximum 3% grade requiredfor ramp terminal intersection§ Requires widening of watercourse

structure and Highway 7 structure east ofCochrane Street and Ashburn Roadstructure§ Moderate footprint requirement relative to

other alternatives (6 ha)§ Low cost relative to other alternatives

Notes: 1. Traffic analysis required to confirm operational performance of weaving sections acceptable.

4. Next Steps

On the basis of the conceptual review documented in this memorandum, an interchange at CochraneStreet is preferred as it better complies with MTO design principles and guidelines, subject to furtherreview including traffic operations analysis.

The following additional work is expected to be required to obtain MTO approval of an additionalinterchange on the Highway 407 Mainline between Highway 412 and Baldwin Street:



· Demonstrate the need for an additional interchange: On the basis of the transportation modellingand assessment work undertaken for the 407 East EA, it was determined that the proposedinterchanges at Lake Ridge Road and Baldwin Street and the north-south crossings of the 407East transportation corridor through this area have sufficient capacity to accommodate theprojected 2031 traffic demands. The Town of Whitby will need to demonstrate to the Ministry whyan additional interchange is required to serve the planned development in the Brooklin area.

· Traffic operations analysis: Traffic operations analysis will be required to demonstrate that theintroduction of an additional interchange on the Highway 407 mainline between Highway 412 andBaldwin Street will not negatively impact the capacity and operation of the Highway 407 mainlineand the adjacent interchanges.

· Feasibility Study: It would be beneficial to conduct a feasibility study to confirm feasibleinterchange design alternatives from a capacity, operations and safety perspective taking intoconsideration potential land use and environmental impacts and obtain Ministry support for a newinterchange prior to proceeding with a Class Environmental Assessment Study.

· Class Environmental Assessment Study: A Class EA Study will be required to obtainenvironmental clearance for a new interchange between Highway 412 and Baldwin Street. Thestudy should examine, as a minimum, the need and justification for a new interchange and theimpacts of the proposed changes on the footprint, capacity and operation of the Highway 407mainline and the adjacent interchanges. The study should also include mitigation measuresacceptable to the Ministry that would address any impacts to the Highway 407 mainline andadjacent interchanges. The technically preferred alternative and associated design will requireMTO endorsement as part of the study process.

As stated in the 407 East EA Report, the following key constraints will need to be addressed toMTO’s satisfaction when reviewing future interchange proposals at Cochrane Street:

· The 4.9% grade of Cochrane Street is greater than the MTO maximum standard grade of3.0% for ramp terminal intersections;

· The design speed of Cochrane Street would need to be reduced from 80 km /h to 55-60 km/h to satisfy turning sight distance criteria at the south ramp terminal;

· The intersection spacing of ramp terminals and Cochrane Street / Highway 7(approximately 250 m) will be less than the minimum MTO standard of 300 m;

· The MTO standard for interchange spacing is 3-8 km between arterial and freewayinterchanges. Cochrane Street is 2 km east of the West Durham Link Interchange(Highway 412).

As noted in previous sections of this memorandum, tighter interchange and intersection spacingmay be accepted by the Ministry if the traffic operations analysis demonstrates acceptable trafficoperations can be achieved. With the urbanization of the Cochrane Street area, interchangespacing in the 2 km to 3 km range would comply with typical MTO guidelines. Further, a reducedspeed limit on Cochrane Street should be in keeping with the urbanizing condition for the area.

Modifications to the Cochrane Street profile will be required to the north and south of the Highway407 bridge to achieve an acceptable grade on Cochrane Street through the ramp terminalintersections.



Appendix A

Conceptual Interchange Design Alternatives

R=55RAMPN/S-WCou

ntry

Lane

Cou

ntry

Lane

R=130

R=250

RAM

PE-N

/S

RAMP N/S-ER=400

RAMP

W-N/S

R=130

R=250

Coc

hran

eSt

reet

Highway 7

Highway 7

Ashb

urn

Roa

d

201m

Coc

hran

eSt

reet

R=55

POTENTIAL

FUTURERAMP

910m WEAVE LENGTH

995m WEAVE LENGTH

STRUCTUREM37 EB

STRUCTUREM37 WB

STRUCTUREM39 WB

STRUCTUREM39 EB

910mW

EAVELENGTH

740mW

EAVELENGTH

NORT

H

R=55RAMPN/S-W

R=130

R=250

RAM

PE-N

/S

RAMP N/S-ER=350

RAMP

W-N/S

R=130

R=250

215m

Cou

ntry

Lane

Cou

ntry

Lane

Coc

hran

eSt

reet

Highway 7

Highway 7

Ashb

urn

Roa

d

Coc

hran

eSt

reet

STRUCTUREM37 EB

STRUCTUREM37 WB

STRUCTUREM39 WB

STRUCTUREM39 EB

925m WEAVE LENGTH

995m WEAVE LENGTH

910mW

EAVELENGTH

745mW

EAVELENGTH

NORT

H

R=55RAMPS-W

R=130

R=250

RAM

PE-N

/S

RAMP N/S-ER=400

RAMP

W-N/S

R=130

R=250

R=55

RAMPN-E

RAMP N/S-W

R=1050

201m

Cou

ntry

Lane

Cou

ntry

Lane

Coc

hran

eSt

reet

Highway 7

Highway 7

Ashb

urn

Roa

d

Coc

hran

eSt

reet

910m WEAVE LENGTH

435m WEAVE LENGTH

910mW

EAVELENGTH

740mW

EAVELENGTH

STRUCTUREM37 EB

STRUCTUREM37 WB

STRUCTUREM39 WB

STRUCTUREM39 EB

NORT

H

Coc

hran

eSt

reet

R=55RAMP S-W

Highway 7

Ashb

urn

Roa

d

RAM

PW

-N/S

R=130

R=250

Coc

hran

eSt

reet

RAMP E-WR=650

BALDWIN BNRAMP W-N/S

BALDWIN BNRAMP N-S

Ashb

urn

Roa

d

Highway 7

STRUCTUREM39 WB

STRUCTUREM39 EB 54m

1.25km WEAVE LENGTH

STRUCTUREM37 EB

STRUCTUREM37 WB

2.01km WEAVE LENGTH

NORT

H

Documents

Appendix B Highway 407 Interchange Review - Cochrane ...€¦ · Page 2 Memorandum, May 24, 2016 Highway 407 Interchange Review, Cochrane Street Area Exhibit 1: Highway 407 East Phase