FAQs
Access and Mobility
Will I be able to get on or off the highway?
Certain ramps may need to be closed for long durations (e.g. 2-3 months) during various stages of bridge construction to facilitate the rehabilitation and widening of highway infrastructure. Detour routes will be provided to the next suitable on ramp, subject to the approval of municipal stakeholders. On and off ramps may also need to be closed for shorter durations, such as overnight or on weekends only.
How will emergency vehicles manage during construction?
At project start, WSP will engage and initiate the dialogue with emergency service providers to discuss access for emergency vehicles that will include alternate routes during nightly lane/ramp closures. MTO’s construction contractors are required to report their planned timing of any ramp or road closures to the Traffic Operations Centre. This information is then disseminated to emergency service providers.
Active Transportation
Will Active Transportation (AT) be considered as part of this study?
Cycling and pedestrians are not permitted on Controlled-Access Highways, such as the QEW or Highway 403. However, the Ministry does plan to study AT solutions along Brant Street through the QEW interchange as part of this Project.
Is the Ministry’s upcoming Project going to preclude the City of Burlington’s planned Active Transportation (AT) structure across the QEW between Guelph Line and Brant Street?
This project will not preclude the City of Burlington’s planned AT Structure between Guelph Line and Brant Street. The crossing itself is a municipal initiative however, so the timing of construction of this crossing is subject to funding and approvals by the City of Burlington.
Is the MTO going to be improving cyclist and pedestrian facilities through the Brant Street interchange?
The Project Team will review Brant Street within the interchange limits to determine possible future Active Transportation (AT) alternatives. Included in the AT review will be an assessment of the required modifications to the ramp terminal intersection traffic signals. Options to add on-street cycling lanes on Brant Street were investigated during the previously completed Freeman Interchange Preliminary Design EA Study. The bridge abutments of the overpass do pose a significant constraint to AT implementation. The Project Team will further review AT options during detail design to assess whether the cross-section can be optimized to balance roadway needs with safe, effective AT elements.
If MTO is investigating cycling and pedestrian improvements along Brant Street now, why is implementation being deferred?
Currently, on-street cycling lanes terminate on Brant Street south of the QEW Interchange. No on-street cycling lanes exist through the interchange or to the north. MTO will be constructing a paved shoulder through the interchange under this Project, but it will not be signed as a cycling lane until on-street cycling lanes have also been implemented along Brant Street to the north of the interchange by the municipality. Freeway interchanges are complex environments for road users to navigate. Having consistent roadway cross sections on both sides of the interchange and within the interchange itself is required to provide a safe environment for all road users.
Bridges and Culverts
Can the bridge work be deferred until the time of the highway widening?
The proposed bridge work was identified in the Preliminary Design Report as part of the ‘immediate’ needs of the interchange rehabilitation. Many of the bridges being rehabilitated under this assignment were built during the 1980s and are now in need of repairs to keep the bridges safe and in good operating condition. Bridges of this era typically require rehabilitation approximately 30-40 years after construction. Deferring this bridge repair work until the “ultimate” widening of the QEW is not feasible, as the timing for this widening is unknown. Deferring the bridge work could result in far most costly repairs or premature bridge replacement, which can be avoided if this rehabilitation work is undertaken now.
Why did the Indian Creek Culvert not get repaired as part of the other recent North Shore Blvd work?
Like highway bridges, structural culverts are inspected at regular intervals following the Ontario Structural Inspection Manual (OSIM) to monitor their condition and ensure that structural culverts are in good condition. During a recent inspection completed in 2021, advanced deterioration was noted on various components of the Indian Creek Culvert since previous inspections. While there is no risk to the travelling public at this time, the repair work cannot be deferred and must be undertaken as soon as practicable to prevent any further deterioration of the culvert. Extensive material defects will impact the integrity of the structural culvert and safety of the travelling public in the future if no repair work is carried out.
Construction
Why is MTO undertaking this highway work now?
The QEW immediate improvements are included in MTO’s 5-year capital plan. This rehabilitation work is being undertaken to ensure the safe and continued reliability of critical highway infrastructure. Deferring this rehabilitation work could lead to more costly repairs in the future and possibly a reduction of anticipated service life of various highway assets.
Will the MTO be constructing any additional traffic lanes as part of this project?
An additional traffic lane will not be included as part of this project, but widening into the QEW median is deemed necessary for staging purposes to keep all existing lanes open during construction.
When will the highway be widened with additional traffic lanes shown in the previous Freeman Interchange Preliminary Design EA Study?
The QEW will be widened from the vicinity of Brant Street to the vicinity of Fairview Street to accommodate traffic staging during construction. However, there will be no additional lanes implemented as part of this undertaking. It is MTO’s intention to widen the QEW beyond Guelph Line for High-Occupancy Vehicle (HOV) lanes as part of the “Interim” QEW widening plan. However, these HOV lanes cannot be opened until the Canadian National Railway (CNR) overhead structure west of Guelph Line is also widened to accommodate these additional lanes. Although the widening of this CNR overhead is beyond the scope of this project, the bridge will be widened in the near future subject to availability of construction funding and MTO securing environmental approvals at a Detail Design level.
What will the traffic impacts be during construction?
Traffic impacts will be assessed as part of this project and impacts to motorists will be minimized, where feasible. Information will be relayed to motorists by traffic signage as well as through the Ministry’s Traffic Operations Centre.
Will construction work be undertaken during overnight hours?
There will be some overnight work required as a part of the construction. This will be determined further during this Project to minimize traffic impacts to motorists and also by identifying any key work which must be completed overnight. A traffic management plan will be developed by the Contractor.
Will new illumination be implemented?
To reduce unwanted light trespass or “spillage” from luminaires, high mast lighting systems can be equipped with shields where deemed necessary by the Project. These shields control the direction of downward light that would otherwise reach beyond the MTO ROW.
Consultation
How can stakeholders and area residents participate in this study?
There are lots of ways that interested parties can get involved in this study, including:
- Visit the “Contact Us” page of the project website to fill out a comment form or email the Project Team at projectteam@qew403improvements.ca
- Visit the Project website which will be updated as the project progresses.
How will the public be notified of the study and key project milestones?
- Letters and notices will be sent via email or mail to the Project contact list.
- Notices will be published in the Burlington Post.
- Notices will be posted on the “Consultation” page of the Project website.
I would like to join the project mailing list. How do I sign up?
Visit the “Contact Us” page of the Project website to fill out a comment form or email the Project Team at projectteam@qew403improvements.ca
Will there be a Public Information Centre (PIC) for this project?
MTO will not be hosting a PIC for this Project, but as we describe above, there will be many ways to learn about the study progress and participate in the process, through this website and via notices. We will be engaging with adjacent property owners, external agencies, Indigenous Nations, local municipalities, emergency services, utility owners, local businesses and other stakeholders throughout the study.
Noise – Please refer to the Noise tab for further information on Noise.
Is the MTO doing another noise impact study?
MTO completed a noise assessment study to determine noise impacts in the study area associated with the preferred alternative during the previously completed Freeman Interchange Preliminary Design and Class EA Study. The 2020 Noise Study identified Noise Sensitive Areas (NSA) within the Study Area and assessed that new noise walls are not feasible.
The current Detail Design Study for the QEW and Hwy 403 Improvements will follow the 2022 MTO Environmental Guide for Noise. Construction noise will be assessed and the Contract Package will include methods to minimize construction noise impacts.
Why is the ministry not replacing the noise barrier on the western side of the QEW near North Shore Blvd?
MTO previously investigated the existing MTO-owned noise barrier along the western side of the QEW in the vicinity of North Shore Boulevard, which is an older noise barrier design with a height of three (3) metres. As part of MTO’s highway asset renewal activities, this noise barrier will be considered for replacement when the service life of this structure is nearing its end. However, this structure is still in fair to good condition at this time and is not yet warranted for replacement.
This noise barrier will be investigated for replacement when the structure has reached the end of its service life and as provincial infrastructure funding permits. Any replacement noise barrier installed in the future would be constructed to the MTO noise barrier standards which are in place at that time.
Why is the Ministry not repairing the noise barrier on the eastern side of the QEW between North Shore Blvd and Fairview Street?
The existing noise barrier along the eastern side of the QEW north of North Shore Boulevard was constructed as part of a municipality-approved subdivision agreement and is situated beyond the MTO’s Right-Of-Way. Since this noise barrier is not situated on MTO property, MTO does not own this noise barrier and is thus not responsible for maintenance or repair of this structure.
Why is the Ministry not constructing new noise walls along other parts of the QEW?
The 2020 Noise Study determined future noise levels with the proposed highway widening in place are predicted to be 65 decibels or greater for a small number of NSAs but are not predicted to increase by more than 5 decibels. For these NSAs, the 2020 Noise Study assessed that new noise walls are not feasible.
What will the noise impacts be for overnight work?
There will be overnight construction work required as a part of this Project. The current Detail Design Study for the QEW and Hwy 403 Improvements will follow the 2022 MTO Environmental Guide for Noise. Construction noise will be assessed, and the Contract Package(s) will include methods to minimize construction noise impacts.