Western Road/Wharncliffe Road North Widening from Platts Lane to Oxford Street. Municipal Class Environmental Assessment Public Information Centre #1

Transcription

1 Western Road/Wharncliffe Road North Widening from Platts Lane to Oxford Street Municipal Class Environmental Assessment Public Information Centre #1 June 11, 2014

2 Welcome Welcome to the first Public Information Centre (PIC) for the The purpose of this PIC is to present: Municipal Class Environmental Assessment (Class EA). a description of the Class EA process; a summary of the existing conditions; a summary of the problems/issues; a description of the Alternative Planning Solutions considered; the Preferred/Recommended Alternative Planning Solution; and a summary of the future considerations and activities to be completed as part of the EA Study.

3 Welcome Your comments are important to us. Following your review of the information, please complete one of the comment forms and place it in the box provided or send it back to the address on the form prior to June 27, The comment form can also be found on the City s website. If you have any questions our representatives will be pleased to assist you. Project Team AECOM Canada Ltd. Peter McAllister Project Manager Dave Carter Project Engineer Fred Leech Project Planner Please direct additional inquiries to: Peter McAllister - Project Manager Phone: peter.mcallister@aecom.com com City of London Ted Koza Project Manager Maxim Kireev Project Coordinator Please direct additional inquiries to: Ted Koza - Project Manager Phone: ext tkoza@london.ca Additional information can be found on the City s website at:

4 Municipal Class Environmental Assessment Process The Class EA process is a five phase planning process which: Schedule A Projects Typical Municipal Infrastructure Projects Pre approved Proceed to Construction identifies reasonable solutions to the Problem; considers advantages and disadvantages including net environmental effects; requires public consultation; and provides clear documentation that describes the decision making process. To date, this study has: Followed the Schedule C Class EA requirements. Completed Phases 1 & 2 of the 5 Phase process. This project is proceeding as a Schedule C Schedule B Projects Schedule C Projects Schedule A+ Projects All Projects Typical Municipal Infrastructure Projects Phase 1 Problem or Opportunity Phase 2 Alternative Solutions Phase 3 Alternative Design Concepts for Preferred Solution Phase 4 Environmental Study Report Phase 5 Implementation Pre approved Notify Public Prior to Implementation Identify & Describe the Problem/Opportunity Prepare Environmental Inventory, Identify/Evaluate Alternative Solutions, Effects & Mitigation and Establish the Preferred Solution Prepare and File Project File Evaluate Alternative Design Concepts, Identify Environmental Effects Mitigation & Preferred Concept Prepare and File Environmental Study Report (ESR) Documenting Phases 1 3 for Public Review Project Constructed / Restore Disturbed Areas

5 Project Schedule Spring 2014 Class EA Phase 1 Class EA Phase 2 Notice of Project Commencement (March 2014) Project Team Meetings Agency/Stakeholder Consultation Notice of PIC #1 (May 26, 2014) PIC #1 June 11, 2014 Receive and Address Comments Review existing conditions Identify the Problem Confirm the need and justification Identify & Evaluate Alternative Planning Solutions Select Preferred/ Recommended Planning Solution Distribution of : Letter Newspaper Notice City of London website Project Team meets regularly throughout the study Includes City personnel and consultants UTRCA MNR MOE CPR AANDC Distribution of : Letter Newspaper Notice City of London website Present evaluation criteria & methodology Alternative solutions Evaluation Criteria Summer 2014 Fall 2014 Winter /Spring 2015 Receive and 30 Day Notice of Project Class EA Notice of PIC #2 Class EA City Council Class EA Address Review (TBD) PIC #2 Endorsement Completion Phase 3 Phase 4 Comments Period Phase 5 TBD 2014 Identify & Evaluate Alternative Design Solutions Identify impacts Identify mitigation measures Distribution of : Letter Newspaper pp Notice City of London website Present evaluation of design alternatives and recommended alternative Document Class EA process, alternatives and recommendations Distribution of : Letter Newspaper pp Notice City of London website File Class EA documentation for mandatory 30 day review period. Implementation Indicates where we are in the process.

6 Study Area

7 Background Western Road/Wharncliffe Road North is a major north/south two lane arterial carrying approximately 20,000 vehicles daily. Existing capacity issues exist along the study corridor. The current rated capacity is Level of Service (LOS) F. Critical failure of a system occurs at LOS F. Acceptable operations are generally considered to be LOS C or better. The need for widening of the corridor from Platts Lane to Oxford Street is identified in the City s Official Plan, the Long term Transportation Corridor Protection Study and the 2030 Transportation Master Plan (TMP). Widening the CPR subway north of Oxford Street is being proposed. The TMP has also identified improvements to Oxford Street to accommodate turn lanes onto Wharncliffe Road North and to accommodate a potential rapid transit system. (A parallel Class EA study is being initiated to determine the need and routing of a rapid transit system within the City.) The City initiated a draft Neighbourhood Secondary Plan for the Beaufort/Irwin/Gunn/Saunby/Essex area (BIGS) surrounding the Western Road/Wharncliffe Road corridor. The plan provides a vision for future redevelopment of the BIGS area, including road enhancements, land use and housing typology. The CPR subway is indentified as a significant gateway for the proposed p village environment.

8 Existing Conditions Natural Environment South Side ofcpr Corridor: Vegetation communities are comprised of cultural woodland (along the railway berm) and lowland deciduous forest (west of Kensington Park). Several locations throughout these communities contained an abundance of downed woody debris. One aquatic feature was observed within the lowland deciduous forest, a channelized drainage feature which was dry at the time of investigations. No Federally significant, Provincially significant or locally significant features or species have been found on the south side. Prairie Grass

9 Existing Conditions Natural Environment North Side ofcpr Corridor Vegetation communities are comprised of cultural woodland (along railway berm) and a lowland deciduous forest (also referred to as Essex Park). Several locations throughout these communities contained an abundance of downed woody debris. One aquatic feature was observed within the lowland deciduous forest, a channelized feature. Itwas approximately 2 m wide with an unknown depth. Fish surveys and a selfassessment may be a requirement to determine the presence/absence of fish species. Formal aquatic surveys and agency consultation may need to be completed to determine connectivity to nearby Thames River. No Federally significant features or species have been found on the north side during site investigations. Prairie Grass

10 Existing Conditions Natural Environment North Side ofcpr Corridor One Provincially significant feature was identified: Moist Black Walnut Lowland Deciduous Forest Type is classified as rare to uncommon. The community type is identified as Significant Wildlife Habitat (SWH). Within the SWH, development and site alteration shall not be permitted unless it has been demonstrated that there will be no negative impacts to the natural feature. No locally significant features or species have been found on the north side during site investigations. Boulevard Tree Inventory & Assessment A boulevard tree inventory and assessment was conducted and evaluated 205 trees along the study corridor. Most trees were found to be in fair condition or better. Prairie Grass

11 Existing Conditions Traffic Assessment (Western/Wharncliffe) Western Road/Wharncliffe Road North carries approximately 930 vehicles per hour per lane during the key PM peak hour, which is marginally above capacity of 900 vehicles per hour per lane. The signalized intersection of Wharncliffe Road North/Oxford Street is operating at overall LOS E during the PM peak hour with significant queuing and delays in both the northbound and southbound directions. Southbound approach queues at Wharncliffe Road North /Oxford Street typically extend beyond the CPR subway in the busy PM peak hour. The majority of stop controlled side streets have low traffic volumes accessing them during the weekday peak hours. The study area has three signalized intersections and seven unsignalized.

12 Existing Conditions Traffic Assessment (Oxford) Oxford Street carries approximately 900 vehicles per hour per lane during the key PM peak hour, which is at capacity of 900 vehicles per hour per lane. The signalized intersection of Wharncliffe Road North /Oxford Street is operating at overall LOS E during the PM peak hour with significant queuing and delays in both the eastbound and westbound directions. Westbound approach queues at Wharncliffe Road North/Oxford Street typically extend beyond St. George Street in the busy PM peak hour. Eastbound queues extend beyond Summit Avenue.

13 Future Conditions Traffic Assessment Under future traffic conditions to 2030 if nothing is done to address the issues within the study corridor, the signalized intersection of Wharncliffe Road North and Oxford Street will continue to experience significant queuing and delays reflected by an overall LOS F. The majority of unsignalized intersections along the Western Road/Wharncliffe Road North corridor have low traffic volumes using the side streets and are expected to operate at good level of service (LOS) D or better except Beaufort Street/Wharncliffe Road North which is expected to operate at LOS F in PM peak hour. Western Road/Wharncliffe Road North is expected to carry approximately 1200 vehicles per hour per lane during the key PM peak hour under future conditions that will further deteriorate traffic operating conditions in the corridor. Traffic delays on Oxford Street may potentially reduce the effectiveness of the proposed rapid transit system. The Bicycle Master Plan does not identify bike lanes along the Western Road/Wharncliffe Road North corridor. However, this study will consider whether bike lanes are warranted.

14 Existing Conditions Road Safety Assessment Within the study area, a total of28 mid block collisions and 101 intersection collisions occurred during the 5 year period form January 2009 to December fatal collision 59 non fatal injury collisions 28 property damage only (PDO) collisions 41 unspecified collisions The signalized intersection of Wharncliffe Road North at Oxford Street was identified as a location with notably the highest number of PDO and severe collisions (71 incidences). The mid block section between McDonald Avenue and Saunby Street saw the only fatal collision within the study area over the study period. Among the mid block road sections within the study corridor, the section of Wharncliffe Road North between Oxford Street and Saunby Street has the highest number of collisions followed by the section between Platts Lane and Hollywood Crescent.

15 Conditions Possible Road Cross Sections (A)

16 Conditions Possible Road Cross Sections (B)

17 Possible Alternative Conditions CPR Cross Sections (Steel Girder)

18 Possible Alternative Conditions CPR Cross Sections (Precast Concrete Girder)

19 Existing Conditions CPR Structural Assessment The existing CPR subway structure is a single span, steel girder structure carrying the main line track for CPR, constructed in The subway has a clear span length of approximately 11.6 m and a vertical clearance of 4.7 m. The structure is supported on heavy stone masonry abutments. Review of the existing subway condition indicates that the existing steel plate girders are in fair to good condition. Light surface corrosion on the bottom flanges was noted with no loss of steel section. Medium corrosion was noted on the five diaphragms and lateral cross bracing. Although the heavy stone masonry abutments are stained with corrosion from the girders, they are in fair to good condition with some light scaling and hairline cracks in the grout layers.

20 Existing Conditions Heritage Assessment The 1853 Grosvenor Lodge, at 1017 Western Road, is designated as a Priority 1 building on the City s Inventory of Heritage Resources. The designation relates to the architectural characteristics of the building. The stone gates are located within the study area rightof way. The stone gates were constructed in the early to mid 20th century (possibly the 1920s) by Gilbert Harris, a former foreman of the estate from 1909 to However, the gates and surrounding land are not considered part of the heritage designation of the lodge. The stone abutments for the CPR subway have no specific cultural significance. However the size and finish of the individual stones is distinctive to the engineering standards of the late 19th century. The character of Western Road/Wharncliffe Road North corridor contains cultural heritage value or interest due to the 19th century road pattern of avoiding topographical features.

21 Preliminary Issues Summary

22 Alternative Solutions Screening/Evaluation Process The following illustrates the process that has been followed for this project to determine a Preferred/Recommended Alternative Planning Solution forthe Western Road/Wharncliffe Road North corridor. Step 1 Completed Consider the problem/issues associated with the Class EA and the desired outcome. 1. To improve the multi function efficiency and safety of Western Road/Wharncliffe Road North from Platts Lane to Oxford Street as a key component of the City of London s transportation and arterial road network; 2. To be consistent with the City s Official Plan, 2001 Long term Transportation Corridor Protection Study and 2030 Transportation Master Plan; and 3. To address capacity issues and the potential rapid transit implementation strategy at the intersection of Oxford Street and Wharncliffe Road North. Step 2 Completed Identify Alternative Planning Solutions Alternative 1: Do Nothing No physical and/or operational changes would be made within the study corridor. This alternative is included to provide a base to which other alternatives can be compared. Alternative 2: Expanded Pedestrian, Bicycle, Rapid Transit Use Diverting current traffic from vehicles to other modes of transportation. Alternative 3: Operational Improvements Operational improvements could include turning lanes and/or intersection signalization optimization. Alternative 4: Improvements to Parallel Roads Potential improvements to Oxford Street, Wonderland Road, Richmond Street and/or Platts Lane. Alternative 5: Arterial Road Widening Widening the study corridor from 2 lanes to 4 lanes to provide improved capacity and safety.

23 Preferred /Recommended Alternative Planning Solution Step 3 Completed Evaluate the Alternative Planning Solutions in relation to the problem/issues associated with the Class EA and the desired outcome. Future planned growth cannot be accommodated by the existing system or by the implementation of transportation demand management techniques alone and will require the implementation of various capacity enhancements, including the widening of Western Road/Wharncliffe Road North. The Preferred/Recommended Alternative Planning Solution is a combination of Alternative 2: Expanded Pedestrian, Bicycle, Rapid Transit Use and Alternative 5: Arterial Road Widening. Planning Alternative 2: Expanded Pedestrian, Bicycle, Rapid Transit Use as an isolated solution will not address the problem statement. However, this alternative in conjunction with Alternative 5 will provide a multi modal approach to address the problem statement. Planning Alternative 5: Arterial Road Widening, which involves the reconstruction of Western Road/Wharncliffe Road North to a four lane cross section from Platts Lane to Oxford Street is the only Alternative Planning Solution that: Addresses the problem/issues within the study corridor; Complies with the City s Official Plan, 2001 Long term Transportation Corridor ProtectionStudy and 2030 TMP. Provides sufficient capacity improvements for approximately 20,000 vehicles per day along the study corridor and addresses the current rated capacity Level of Service (LOS) F; and Prevents continued service degradation as immediate and anticipated long term growth and development occurs within the area. Accordingly, Arterial Road Widening: Is the Preferred/Recommended Alternative Planning Solution that is being carried forward in this study; and Will be the basis upon which Alternative Design Solutions are developed and evaluated.

24 Alternative Design Concepts The following criteria will be used to evaluate the Alternative Design Solutions. The evaluation process is based on a qualitative assessment to consider the suitability of each solution and identify significant advantages and disadvantages. Social/Cultural Criteria Public Safety Cultural Heritage Resources Aesthetics Functionality Property Impacts Aboriginal Issues Technical Criteria Design Construction Operation & Maintenance Approval & Regulatory Requirements Preferred / Recommended Design Solution Natural Environment Criteria Terrestrial Wildlife & Vegetation Aquatic Life & Vegetation Economic & Financial Criteria Initial Capital Costs Operating & Maintenance Costs

25 Next Steps Spring 2014 Summer 2014 Fall 2014 Winter/Spring Consider input from public and agency consultation to confirm or refine the Preferred Alternative Planning Solution Determine Alternative Design Solutions that can implement the Planning Solution Evaluate Alternative Design Solutions to determine a Preferred Alternative Design Solution PIC #2 to present Preferred Alternative Design Solution to the public. Consider input frompublic and agency consultation to confirm orrefinerefine the Preferred Alternative Design Solution Prepare Environmental Study Report Present recommendations to Civic Works Committee & Council. Issue a Notice of Completion and File the report for the mandatory 30 day review period. Address comments raised during the 30 day review period. If no Part II Order requests are received, then the City may proceed with detailed design & implementation. Detailed Design Approvals 2017 Construction