St Marys mine – Article Index
Can the current Waverly Road/Highway 401 interchange handle a doubling of truck traffic to and from the St Marys Cement quarry?
Given that the Waterfront Trail shares the road in this section with the St Marys traffic plus the Highway 401 on/off traffic, can the Waterfront Trail be promoted as a safe and healthy recreational feature?
What mitigation measures will St Marys Cement propose to compensate for a large increase in heavy truck traffic which will affect commuters as well as recreational cyclists?
These are key questions raised by the Project Description for the Bowmanville Expansion Project.
A previous post (Special Delivery: Moving 4,000,000 Tonnes) provided rough estimates for the number of shiploads or truckloads of limestone aggregate the project would move each year.
The Project Description says that the aggregate will be moved “using existing road, rail and/or dock infrastructure”. But at the project’s Public Information Centre in Bowmanville on December 5, St Marys representative David Hanratty made clear that for the foreseeable future, the aggregate would go out by truck, not by ship or rail, primarily to customers on the east side of the Greater Toronto Area.
It is simply not cost-effective to load the aggregate onto ship, then load it again onto trucks enroute to construction projects, Hanratty said. Rail freight is now too expensive for a low-cost product like limestone aggregate, he added, in addition to the problem of needing to reload the material onto trucks for the “last mile” in any case.
So the 4,000,000 tonnes of limestone will all go out by truck. At 20 tonnes per truck, that would mean 200,000 truckloads per year, or 770 truckloads per day if the aggregate is hauled five days/week.
(Put another way, truck traffic in and out of St Marys is likely to more than double. While the current quarry extracts a similar amount of limestone as the underground expansion is projected to add, much of the current output is in the form of cement clinkers shipped out on the Capt. Henry Jackman. With a capacity of 30,000 tonnes, this ship can carry the equivalent of 1500 20-tonne truckloads each time it leaves port. But the aggregate shipments from the new underground mine will all go by truck.)
The timing of shipments to market will also affect traffic volume. If buyers are not prepared to stockpile aggregate through the winter, the hauling might be concentrated in the summer construction season – meaning the impact on the Waverly Road/Highway 401 interchange, and on the Waterfront Trail, could be especially heavy during summer.
The current Highway 401 on- and off-ramps in this location are far from ideal. On the south side, traffic coming off the eastbound 401 has to get past two stop signs before making it onto Waverly Road. The left turn onto Waverly Road will be more difficult when several hundred more trucks per day are heading north on Waverly.
Perhaps this interchange can be re-engineered to handle the new traffic load. Is St Marys prepared to fund this reconstruction as part of its impact mitigation efforts?
As for the Waterfront Trail, the addition of several hundred more trucks per day to the section of shared Trail/roadway will make the Trail less attractive and less safe. Two changes might be made to mitigate this impact.
First, perhaps the Trail could be rerouted here to eliminate the sharing of congested roadway on Waverly Road and Energy Drive. Ironically, Google Maps currently shows an incorrect routing for the Waterfront Trail as shown below; could this route become reality in the future?
Second, there is no safe and attractive route between the Waterfront Trail and most of the populated areas of Bowmanville. Cyclists from the north side of the 401 have two choices, both poor, for routes across the 401 to the Waterfront Trail (see Getting across the 401). One of these routes is Waverly Road, which will be more dangerous for cyclists if there is a major increase in truck traffic without an appropriate “complete streets” redesign.
Perhaps St Marys can mitigate the expansion project’s negative impact on the Waterfront Trail by funding a separate walking/cycling overpass or underpass at the 401. Such a routing would be a significant improvement to Bowmanville’s recreational trails, which currently offer no safe connection to the Waterfront Trail.
Top photo: Bumper-to-bumper traffic on off-ramp to Waverly Road from eastbound 401, December 13, 2016