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OTR proposes portion of Trunk Road be closed for project. by Ontario Trap Rock (OTR) to close a portion of Trunk Road drew mixed emotions. relationship with its neighbours, not about the potential road closure. The rock is trucked directly from the quarry across Highway17 to the dock for loading. THE MINISTRY OF TRANSPORTATION OF ONTARIO expansion of Highway to Major Mackenzie Drive together with the full . Relationship to Term of Council Service Excellence Strategy Map () Page Map · Newsroom · Text Report · Incidents & Closures · Waze Reports · Cameras · Road Conditions · Roadwork · Construction · Forecasted Driving Conditions.
Other potential actions still under consideration are also noted. Actions are either tailored to a pan-northern perspective or, as appropriate, targeted to address local circumstances and opportunities.
Increase and modernize transportation options to support everyday living and economic activity in northern Ontario. Enhance traveller safety and system reliability and minimize travel delays and complications. Address Remote and Far North Challenges Work with remote and Far North communities to address unique transportation needs with more reliable connections between communities and to the all-season ground transportation network.
Integrated and Innovative Anticipate and respond to economic, technological, environmental and social change to link people, resources and businesses. Healthy and Sustainable Create a cleaner and more sustainable transportation system in northern Ontario by reducing GHG and other environmental and human health impacts. The northern Ontario economy relies on moving resources and goods to their destinations efficiently, and a transportation system that is supportive of economic development.
To meet current and future needs for passenger travel and goods movement, this draft Strategy sets out directions to increase options and improve transportation services for everyday living, and to facilitate economic development opportunities in northern Ontario. These directions are responsive to the needs of those who live, work and play in northern Ontario—Indigenous peoples and communities, municipalities, businesses, industry, remote settlements, vulnerable populations and tourists.
All modes have an important role to play in supporting a well-integrated passenger and freight transportation system. For most residents and industries in northern Ontario, the highway network is the mainstay of daily travel, outside of bulk freight shipments by rail or marine. This goal in particular addresses improved connectivity through increased capacity.
There are elements of the northern Ontario transportation system that do not meet the needs of northern Ontarians today. For example, increasing options for passenger travel requires more frequent bus service through new and modified service delivery, better alignment of routes and schedules and enhanced collaborations among local, regional and intercommunity service providers.
Rail service improvements on existing rail corridors, in particular where other passenger transportation options are not available, are an important consideration in supporting the availability of passenger transportation services.
International, municipal and remote airports have a critical role in the northern Ontario transportation system given the long travel distances between communities. Over the past few decades, intercommunity bus service has been affected by reduced frequency, inconvenient schedules and poor connections in urban centres. For some communities, service has been discontinued all together. Figure 2 shows existing core intercommunity bus service routes, as well as locations where there is limited or no bus service.
Intercommunity Passenger Bus Service and Railways in Northern Ontario Currently, intercommunity bus service in northern Ontario is provided by both public and private operators and regulated by the provincial government.
The Ontario Northland Transportation Commission ONTCa provincial agency, is an important public provider of these services, specifically along main highways and corridors in northeastern Ontario. Provision of new intercommunity bus services should include better coordination of travel schedules between modes and providers to optimize connections, as well as deployment of technology to ensure the services are modern and reliable.
This draft Strategy recognizes the importance of intercommunity bus service and connections. As service improves, better scheduled and more seamless connections will be possible for bus users to transfer to and from other modes such as air or rail.
Action Underway The Ministry of Transportation and the Ministry of Northern Development and Mines are developing recommendations on an improved intercommunity bus regime.
The recommendations will give special consideration to the needs of those northern, rural and First Nation communities where intercommunity bus service is not currently in line with demand.
These community-based transportation services are a critical link to meet the local transportation needs within small and rural communities, particularly where there is limited or no public transit available. However, these services are not yet widespread, and are often limited to those with specialized transportation needs, such as seniors and people travelling for medical appointments, unlike conventional transit services that are open to everyone.
MTO has provided a Community Transportation Pilot Grant Program in recent years, which has demonstrated the need and value of these types of services. The program helped municipalities and local transportation providers coordinate their services.
In AprilMTO extended program funding to current recipients to allow municipalities and their partners to continue accessing provincial funding for their community transportation services for an additional year, making better use of existing services, sharing resources and increasing mobility options in communities. This direction to expand and improve community transportation services is critical to support daily living in northern Ontario.
This will enable small-scale, customized practical solutions to increase mobility to be more widely adopted. Furthermore, a coordinated transportation program can help communities and local transportation providers better organize and manage their services so that vehicles and other resources that belong to one community organization can be shared with other organizations to increase and improve overall service. Community transportation services can supplement conventional transit with more daytime pick-up and drop-off times and schedules that allow for more flexibility for target populations.
Rail ridership has declined even more steeply in the last 10 years due to service reductions, inconvenient service hours, and lengthy distances and poor connections between urban centres and stations. Passenger rail in northern Ontario serves a number of functions.
VIA Rail, a federal crown corporation, also provides interprovincial and intraprovincial passenger rail service through northern Ontario.
Trips by passenger rail may provide a viable alternative to highway trips where a rail line exists, where it can provide more direct access than other modes and where sufficient passenger demand exists. Rail service in these situations could reduce road infrastructure and maintenance costs as well as decrease greenhouse gas GHG emissions as compared to private automobiles. There is also potential for passenger rail to support local economic development, particularly where communities are interested in partnering to operate a service.
Road closures and construction projects
For example, the Missanabie Cree First Nation is currently preparing a business case to restore passenger rail service from Sault Ste. See Figure 2 for the location of existing rail including the Algoma Central Rail line. The draft Strategy recognizes that new and improved passenger rail service could become a reality, where a viable business case and sufficient passenger travel demand exist, and should be fully explored by service providers.
Ontario will work with the federal government to review and evaluate rail service business cases, where appropriate. Sample Action under Consideration Continue to explore practical opportunities for how and where new or modified passenger rail services could enhance the regional intercommunity transportation network. Northern Ontario highways, including the Trans-Canada Highway, are important economic corridors.
Highways 11 and 17 represent a large portion of the Trans-Canada Highway through northern Ontario. They are generally two lanes wide with some provision for climbing and passing lanes. Travel can be severely impeded when critical sections are temporarily closed due to collisions, weather conditions, flooding or other incidents.
Manitoba to Kenora — 39 km. When any of these segments is fully closed, significant and costly travel delays result for people and industry, and there are also increased emergency management risks. Given the critical interprovincial travel function provided by the Trans-Canada Highway, Ontario will work closely with the federal government to discuss partnership in addressing these gaps. Action Underway MTO has begun important planning studies for improving three of the four segments.
As funding is available, MTO will advance more detailed planning and design work for these critical links. The Trans-Canada Highway plays a key role in enabling interprovincial and international trade.
Ontario will work with the federal government as a key partner for future capacity improvements on the Trans-Canada Highway. As ofcommercial vehicles represent 10 per cent of the trips using the northern Ontario highway network, and this number will grow to 14 per cent by This increase will have greater proportional impact than forecasts for passenger vehicle volumes, as trucks travel extremely long distances. A high proportion of trucks can be frustrating to passenger vehicle drivers when there are limited passing opportunities.
Areas such as those west of Thunder Bay will experience some of the largest increases in commercial vehicle flows from to These areas should be a focus of highway capacity planning. In addition, in locations with previously documented needs, such as the Cochrane area, improvements are required to connect provincial highways, serve the growing resource industry and support multi-modal access.
March 15, A treat if you are flying out of Thunder Bay. March 15, The Ontario Provincial Police want to remind everyone to stay safe when using the internet. The Sioux Lookout Detachment recently had a case where a parent didn't know their child could access the March 15, Go easy on the green beer this weekend. The Ontario Provincial Police want to remind the public to plan for a safe way home if you plan on celebrating this St.
March 15, The Harper government will be presenting its budget next Thursday. It's expected to be a stay the course document. March 15, Dryden Police say Kariya Taylor has been found and is well. The hospital is seeking compensation through the courts against designer Stantec Consulting and In addition there are numerous glacial and contemporary fluvial features.
The forest cover is unusual, including meadows, clearings and a significant jack pine stand and the largest black spruce bog in the park. Wildlife habitat is diverse. Lower Sand River 1, ha Within this zone are numerous glacial and contemporary fluvial features and the best sequence of bog and fen communities in the park. A large black spruce bog demonstrates several stages of fill- in-lake bog succession.
Sand Dunes 31 ha This zone includes the most significant and best developed sand dunes in the park, with at least five generations of dunes. Agawa Valley 2, ha Agawa Valley has numerous glacial and contemporary fluvial features and the most complete representation of the Great Lakes-St. Lawrence Forest in the park. The unique character of the forest cover is likely due to protection by the valley and the rich fluvial deposits.
Trees represented here which are not common throughout the park include red oak, white elm and black ash. The herb cover is more diverse than similar areas at higher latitudes. Herbaceous plants unique to the Agawa Valley include poison ivy. A number of high level terraces relate to glacial movements and the use of the valley as a glacial spillway. The Awausee Trail ascends several of these terraces.
There are major changes to the natural environment zones. Following the discontinuation of timber harvesting within the park, the former recreation-utilization zones are converted to natural environment zones, as shown on the Zoning Map insert. Further research is needed in the areas of the former recreation-utilization zones to determine if there are significant natural or cultural features which may warrant different zoning i.
Any zoning changes will require a minor amendment to the park management plan. The new natural environment zones are described below. High Cliff and Robertson Cove With the exception of the Sand River Road, all other existing forest access roads and water crossings within the natural environment zones will be reviewed and a plan will be prepared to identify whether these facilities should be removed, rehabilitated for other uses or allowed to return to a natural state.
In the interim, these roads will be monitored and remedial action will be taken to alleviate environmental impacts e. Mainland natural environment zones are in general good for hiking and canoeing. Development will be limited to interior campsites, portages, trails, signs for route identification and minimal interpretive facilities where appropriate.
Interior campsites will have limited facilities such as a simple fire pit and a primitive privy. The island natural environment zones will remain undeveloped. Zones NE1 through NE11 include features of considerable natural, cultural and scenic interest. Hiking potential is very good. Arctic-alpine plants have been identified at Smokey Point.
A section of the Coastal Trail passes through NE 1. Old Woman River 18, ha This zone is representative of the northern inland portion of the park. Features include the transition from the Great Lakes-St. The area also contains several kettles depressions and possibly a small area of glacial formed kame conical hills and kettle topography.
Gargantua 19, ha This zone is representative of the coastal area and rolling hills west of Highway 17 in the middle portion of the park.
Significant features include a geological non-conformity, or gap in the geological record, at Beatty Cove. Sand River Valley 51, ha This large zone is representative of the interior area of the park, east of Highway The dominant natural and recreational feature in this zone is the Sand River.
Robertson Cove ha This zone is comprised of the coastal area between Coldwater and Katherine Cove. Robertson Cove also includes a section of the Coastal Trail. Barrett River ha Representative of the southern portion of the park coastline, this zone includes numerous rock outcrops and gravel beaches. This area also includes contemporary coastal features erosional and depositional and several small beaches.
The presence of these features indicates there is potential for archaeological Sites in this zone.
Controlled-access highway - Wikipedia
Barrett Island supports a gull colony. NE6 includes a section of the Coastal Trail. Woodland caribou and Devil's Chair NE7: Lost Lake 4, ha This zone is representative of the southernmost interior area of the park.
Features include good representation of the Great Lakes-St. Lawrence Forest and a dramatic topography of rolling hills and valleys. Hiking potential is good. West Bay 29 ha This small zone includes the shoreline area between Agawa Bay Development Zone D7 and the southern boundary of the park, west of Highway This area is representative of the south end of the park.
Leach Island haNE Zones NE9 through NE11 contain the major offshore islands. Composed of low lying sedimentary deposits, these islands are geologically distinct from the mainland. The only mainland outcrop of similar origin is at Grindstone Point. The islands provide a degree of shelter from Lake Superior storms and figure prominently in the coastal history of the park.
In andwoodland caribou were transferred to the islands from the Slate Islands km northwest of Montreal Islandas part of a program to reintroduce caribou to the park. Further life science surveys are needed on these islands in conjunction with the monitoring of the caribou population. Pending the results of these surveys, the zoning of these islands could change. The distance of the islands from the mainland is a constraint on development of recreational facilities, such as campsites.
Development will be limited to trails, signs and where appropriate, interpretation of the historical resource. Where appropriate, facilities for approved research, management, education, interpretation and historical restorations or reconstruction, may also be provided.
Interior campsites will be permitted in historical zones where they will not impair the values for which the zones were established. Cape Gargantua This zone includes significant native habitation sites dating back over years. The oldest known artifacts are those of Woodland Indians of the Algonkian culture. There are landforms and features of religious significance to the prehistoric and historic native peoples of the east coast of Lake Superior.
This zone also includes numerous raised and contemporary beach features and one of the largest heronries in the park. A priority in this zone will be protection of the cultural and natural features. Gargantua was also the site of an important commercial fishing village from the late 's to the late 's.
This community grew during the depression and was active until the sea lamprey and overfishing depleted the fish stocks in Lake Superior in the 's. Agawa ha This zone consists of two separate areas related to prehistoric and historic activity.
Sinclair Cove includes a significant native habitation site. Agawa Point includes landforms and features of religious significance to the native peoples of the east coast of Lake Superior, including Agawa Rock and its pictographs.
A short trail to the pictograph site includes displays which convey the significance of theentire area. The priority will be protection. Agawa Meadows 38 ha This zone includes native habitation sites, the site of the Hudson's Bay Company's Agawa Post and part of the fishing and tourism settlement of Agawa Bay.
When completed, it will describe the way the Ministry will plan and manage activities in provincial parks, to achieve the goal and objectives of provincial parks, while minimizing any adverse effects these activities may have on the environment. Utility lines may be constructed only within development zones. Within the park, several old logging dams maintain water levels for recreational use. These structures will be investigated on an individual basis to determine whether they require repair, replacement or removal.
Heavy forest fire smoke leads to Highway 17 closure
No new dams will be built in the park. The Ministry of Transportation Ontario will continue aggregate extraction within Lake Superior Provincial Park for development and maintenance of Highway 17 only within the park. This is permitted within the Policy for Aggregate Resource Management in Ontario's Provincial Parks, based on the fact that a significant portion of the Trans-Canada Highway 83 kin passes through the park. This direction is similar to that of Parks Canada, in which some National Parks also extract aggregate for road building and maintenance within park boundaries.
An agreement between the deputy ministers of the Ministry of Natural Resources and the Ministry of Transportation Ontario reduces the number of existing pits from 49, identified in the Master Plan, to now designated for use. All remaining gravel pits will be rehabilitated in accordance with the Aggregate Resources Act An aggregate resources plan will be developed for the park.
Aggregate will be available to the Ministry of Natural Resources from access and development zones for essential in-park purposes in accordance with the Policy for Aggregate Resource Management in Ontario's Provincial Parks. Management of the Lake Superior shoreline may be undertaken to protect natural features and park facilities, which are threatened or damaged by human use.
This may include walkways to direct pedestrian traffic and stabilization of sand dunes. Marram Grass and Woodland Caribou transfer Land disposition: There are several patented private properties within the park boundaries, which do not form part of the park. The majority of these are offshore islands in the Gargantua area.
These will be acquired as funds permit, and as owners are willing to sell. Where trees are removed for development or management purposes in natural environment, development, historical or access zones, they may be marketed if economic.
Plants from within the park may be transplanted in other locations in the park for the purposes of rehabilitation or landscaping. For example, marram grass has been replanted at Old Woman Bay to stabilize the beach sands. Plants may be transplanted to any zone where feasible and historically present. Plants may be removed for the purpose of rehabilitation of other park areas only from development, access and natural environment zones.
Non-native plant species will not be introduced, except for historically authentic species in historical zones where these will not have a detrimental impact on native plant communities elsewhere in the park. Where non-native plant species are already established in wilderness, historical or nature reserve zones, a vegetation management plan for their removal may be developed, if they conflict with the value for which those zones have been established.
Missing or underrepresented native species may be re-established if biologically feasible and acceptable, usually to rehabilitate areas suffering past or present resource or recreational use impacts. Native forest insects and diseases in wilderness or nature reserve zones will normally be allowed to develop undisturbed. In other zones, native insects and diseases threatening the values for which these zones have been established will be controlled where feasible.
This includes natural and cultural values in nature reserve and historical zones and aesthetic values in development zones. Where insects or diseases occurring within the park threaten areas outside the park, they may also be controlled where feasible.
Insects and diseases not native to the Great Lakes - St. Lawrence or Boreal Forest Regions will be controlled where feasible. Where control is desirable, it will be directed as narrowly as possible to the specific insect or disease so as to have minimal effects on the park's environment. Biological control will be used wherever possible.
Woodland caribou, present in the park area until the early 's, have been reintroduced to selected areas within the park. Between and small herds of woodland caribou were moved to Montreal Island, Leach Island and the Gargantua area from the Slate Islands.
These animals now represent the southernmost herd of woodland caribou in Ontario. These populations are being monitored. Further assessment of the flora and fauna on the offshore islands is required in conjunction with the monitoring of the woodland caribou population.
Fish stocking and a native encampment. Wildlife populations may be controlled where essential to protect human health and safety or the health of the species in or adjacent to the park. Where control is desirable, techniques used will have minimal effects on other components of the park environment. Any hunting or trapping required for control will be carried out under the supervision of the Ministry of Natural Resources.
A Wildlife Management Plan was prepared for the park in The Wildlife Management Plan will be updated as necessary. Following Ministry of Natural Resources policies, commercial trapping will be phased out of all areas within Provincial Parks, except by status Indians.
Existing licensed trappers will be phased out by the yearor when the trapper ceases to maintain the line, whichever is sooner. Traplines cannot be transferred except to status Indians. Trapping of individual nuisance animals, such as beaver, will be permitted under the supervision of the Ministry of Natural Resources, if and when required, to protect park facilities i. Trapper use of closed access roads: Trappers with traplines within and east of the park are permitted to use closed access roads, such as the Sand River Road, to service their traplines for the period from two weeks before, until two weeks after the trapping season.
This is consistent with Fish and Wildlife procedures for trappers using cabins on Crown land. Trappers are permitted to use motorized vehicles i. Trappers will only be allowed on those roads where the road conditions permit.
When traplines within the park are phased out, or when roads are no longer passable, trappers outside of the park will no longer be permitted to use closed access roads. Lake Superior Provincial Park is mainly a brook trout fishery. The exceptions are northern pike in the Noisy River system Shakwa and Fenton Lakeslake trout in several lakes including Mijinemungshing, Gamitagama, Old Woman and Treeby Lakes and rainbow trout which spawn in rivers flowing into Lake Superior.
Chinook, coho and pink salmon also spawn in most rivers in the park. To maintain a high quality fishery in Lake Superior Provincial Park special split-size regulations have been established for Mijinemungshing and Maquon Lakes. In Maquon Lake there will be a catch limit of two brook trout, only one greater than 40 centimetres and only one less than 40 centimetres.
In Mijinemungshing Lake the catch limit will be two lake trout, only one greater than 40 centimetres and only one less than 40 centimetres. Specific concerns for the protection of the park's fisheries will be addressed in future reviews of the Fisheries Management Plan.
When reviewed scheduled forthere will be opportunities for public input on fisheries management.