Third Line Extension From Dundas Street to the New North Oakville Transportation Corridor (NNOTC) Class Environmental Assessment Project File

Transcription

1 Third Line Extension From Dundas Street to the AMEC Earth & Environmental 3215 North Service Road Burlington, ON L7N 3G2 Telephone: (905) Facsimile: (905)

2 TABLE OF CONTENTS... iv Background to the Study... iv Existing and Future Conditions... iv Need and Justification... iv Development and Evaluation of Alternative Solutions... v 1.0 INTRODUCTION AND BACKGROUND Introduction Purpose of the Project Project Background CLASS ENVIRONMENTAL ASSESSMENT APPROACH Process Schedule Project Organization Stakeholder and Agency Consultation Phase 1 Consultation Phase 2 Consultation Filing of the EXISTING AND FUTURE CONDITIONS Study Area Land Use and Development Plans Existing Land Use Land Use Designation/Future Land Use Plans Property Transportation Existing and Future Roadway Network Existing Traffic Conditions Future Traffic Conditions Natural Environment Natural Heritage Stormwater Social-Economic Environment Utilities Archaeological Site Contamination Studies Pedestrian and Cyclist DEVELOPMENT AND EVALUATION OF ALTERNATIVE PLANNING SOLUTIONS Problem/Opportunity Definition Identification of Roadway Alternatives: Assessment of Roadway Alternatives Structural/Pedestrian Crossing Design Alternatives Assessment of Structural/Pedestrian Crossing Design Alternatives Public Consultation Meetings Public Information Centre Preferred Design G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page i

3 5.0 DESCRIPTION OF PREFERRED DESIGN Major Features of the Recommended Plan Design Criteria Horizontal Alignment Vertical Alignment Typical Cross Section Intersections and Side Roads Private Entrances Pavement Design Storm Drainage Utilities Property Requirements Traffic Signals and Illumination Structural/Pedestrian Crossing Design Construction Staging and Phasing Preliminary Cost Estimate Environmental Issues and Commitments Property Noise Archaeology Fisheries/Watercourse Landscape Planting Sediment and Erosion Control Monitoring SUMMARY OF ENVIRONMENTAL EFFECTS, PROPOSED MITIGATION, COMMITMENTS TO FURTHER WORK List of Figures Figure 2.1 Figure Figure Figure Figure Figure Figure Figure Figure 5.1 Figure 5.2 General Municipal Process North Oakville West of Sixteen Mile Creek Secondary Plan Halton Health Care Services New Oakville Hospital Alternative A Signalized Intersection at Hospital Entrance Alternative B Roundabout at Hospital Entrance Option A Precast Tunnel Option B Overhead Bridge Pedestrian Crossing Location Alternatives 33 m ROW Cross-Section 40 m ROW Cross-Section List of Drawings Sheets 1-3 Drawing 1 Plan and Profile (After Text) Existing Conditions (Rear Pocket) Appendix A - Appendix B - Appendix C - Appendix D - Appendix E - G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc APPENDICES Notice of Study Commencement Traffic Study Public Information Centre Meeting Minutes Cost Estimate Page ii

4 Key Plan G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page iii

5 EXECUTIVE SUMMARY The has identified a need for the extension of Third Line, from Dundas Street to the. This documents the background to the study, existing and future conditions within the study area, the need and justification for the project, the planning, design and consultation process leading to the preferred alternative, anticipated positive and negative impacts, and proposed mitigation. This project is planned in accordance with the requirements of the Municipal Class Environmental Assessment (October 2000, as amended 2007), Schedule 'B'. Background to the Study The North Oakville West Secondary Plan provides a framework for urban development in the area of Oakville between Dundas Street and Highway 407. The secondary plan includes an extension of Third Line north from Dundas Street, to provide access for the development of the adjacent lands. The plan also includes a major new east west arterial roadway referred to as the New North Oakville Transportation Corridor. One of the significant new developments being planned for the North Oakville Secondary Plan area is the new Oakville Hospital. This will be a major hospital complex that will be located on the lands north of Dundas Street and west of the extension of the current Third Line. The proposed extension of Third Line will form the eastern boundary of the new hospital complex. The primary access to the new Hospital site will be provided on the east and west sides of the site. The access on the east side of the site will be a driveway connection to an extension of Third Line, located about mid-way between Dundas Street and future NNOTC. It is currently anticipated that the new hospital will be opened in approximately 4-5 years (i.e., year 2014 or 2015). The site driveway connection to the extension of Third Line will be required prior to the opening of the Hospital, and ideally prior to commencement of construction. Existing and Future Conditions As part of the study, a review of existing and future conditions has been completed. The objective of this review was to confirm the need and justification for extension of the roadway, as well as identify environmental constraints and sensitivities. Investigations have been completed for the following factors: land use roadway geometric design traffic volume/congestion utilities storm water drainage natural environment archaeology pedestrian/cyclist access Need and Justification Based on the review of existing and future conditions, as well as preliminary consultation with stakeholders, the following problems/opportunities have been identified: G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page iv

6 Need to accommodate future adjacent development (new Oakville Hospital and ORC lands); Need for a transportation network link servicing north-west Oakville; Need to accommodate transit services to new Oakville Hospital; Need to accommodate pedestrians and cyclists along Third Line corridor as well as crossing Dundas Street, and Opportunity to accommodate servicing, including new Halton trunk sanitary sewer, and Oakville Hydro district energy and other utilities. Development and Evaluation of Alternative Solutions Two alternative designs were considered for Third Line as follows: Alternative A Signalized Intersection at the Hospital Entrance Alternative B Roundabout at the Hospital Entrance Based on input provided by stakeholders including representative of the New Oakville Hospital, technical agencies, and public participants, as well as based on a formal assessment by the study team, the preferred planning alternative is Alternative A Signalized Intersection at the Hospital Entrance. Description of Preferred Design The preliminary design is documented in detail in Section 5.1 of the. The following is a brief summary of some key aspect of the preliminary design: The proposed centreline alignment of Third Line will extend directly north of the existing roadway, parallel to the existing unopened road allowance. The roadway cross section will consist of two lanes in each direction, plus on-road bicycle lanes, left turn lanes at each intersection and a right turn lane southbound at Dundas Street. Modification of the northbound approach to Dundas Street will be required, including widening for a right turn lane. Concrete curb and gutter, storm sewer and a two meter wide raised median will be constructed throughout the limits of the project. Stormwater management provisions will be provided in conjunction with the hospital site, on ORC lands. Traffic signals will be installed at the intersection of Third Line and the east hospital access. Provisions will be made for a future pedestrian overpass to be constructed across Dundas Street, to accommodate the ultimate Dundas Street cross section, including possible BRT lanes. Widening of the existing Third Line right-of-way from 20 m to 33 m will be required. Additional widening will be required immediately north of Dundas Street. A landscape planting plan will be prepared. Provisions will be made for protection or relocation and/or accommodation of future utilities within the corridor. Page v G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc

7 1.0 INTRODUCTION AND BACKGROUND 1.1 Introduction The has identified a need for the extension of Third Line, from Dundas Street to the. This documents the background to the study, existing and future conditions within the study area, the need and justification for the project, the planning, design and consultation process leading to the preferred alternative, anticipated positive and negative impacts, and proposed mitigation. 1.2 Purpose of the Project Based on the review of existing and future conditions, as well as preliminary consultation with stakeholders, the following problems/opportunities have been identified: Need to accommodate future adjacent development (new Oakville Hospital and ORC lands); Need for a transportation network link servicing north-west Oakville; Need to accommodate transit services to new Oakville Hospital; Need to accommodate pedestrians and cyclists along Third Line corridor as well as crossing Dundas Street, and Opportunity to accommodate servicing, including new Halton trunk sanitary sewer, and Oakville Hydro district energy and other utilities. 1.3 Project Background The North Oakville West Secondary Plan provides a framework for urban development in the area of Oakville between Dundas Street and Highway 407. The secondary plan includes an extension of Third Line north from Dundas Street, to provide access for the development of the adjacent lands. The plan also includes a major new east west arterial roadway referred to as the. One of the significant new developments being planned for the North Oakville Secondary Plan area is the new Oakville Hospital. This will be a major hospital complex that will be located on the lands north of Dundas Street and west of the extension of the current Third Line. The proposed extension of Third Line will form the eastern boundary of the new hospital complex. The primary access to the new Hospital site will be provided on the east and west sides of the site. The access on the east side of the site will be a driveway connection to an extension of Third Line, located about mid-way between Dundas Street and future NNOTC. It is currently anticipated that the new hospital will be opened in approximately 4-5 years (i.e., year 2014 or 2015). The site driveway connection to the extension of Third Line will be required prior to the opening of the Hospital, and ideally prior to commencement of construction. A number of related studies and other related information are available, which have significance to the Third Line Study, and which have been reviewed by Study Team members. These include: G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 1

8 Digital colour aerial photography; Halton Region Official Plan (Halton Region, 2006); Taplow Creek, Glen Oak Creek, and 16 Mile Creek Environmental Implementation and Functional Servicing Study, Proposed Hospital Development and District Energy Site, Oakville, Stantec Consulting Ltd., Revised March 1, 2010; North Oakville Subwatershed Study, TSH, 2006; North Oakville West Secondary Plan (Draft) and North Oakville Creeks Sub-watershed Study; Oakville Transportation Master Plan Transportation Master Plan (TMP); Halton Region TMP; Draft Environmental Study Report New North Oakville Transportation Corridor (future Burnhamthorpe Road); Halton Region Water and Sewer Master Plan; Halton Healthcare Services draft Master Site Plan ; Existing Legal Surveys and Reference Plans. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 2

9 2.0 CLASS ENVIRONMENTAL ASSESSMENT APPROACH 2.1 Process The process is a mechanism by which the provision of municipal servicing is provided in an efficient, timely, economical and environmentally responsible manner. It represents a consistent, streamlined and easily understood process for planning and implementing municipal infrastructure projects. Under the Provincial Environmental Assessment Act, projects are classified as approved, subject to screening, subject to a (Class EA), or subject to a full Environmental Assessment. This project is classified as being subject to the Class EA process. It is being conducted according to the requirements outlined in the Municipal Engineers Association document titled Municipal (October 2000, as amended 2007). Consistent with the Municipal Class EA, the study approach has been designed to meet the following objectives: 1. Protection of the environment, including natural, social and economic components of the environment. 2. Participation of a broad range of stakeholders in the study process to allow for sharing of ideas, education, testing of creative solutions and developing alternatives. 3. Documentation of the study process in compliance with all phases of the Municipal Class EA process. The Class EA process classifies projects according to their level of complexity and potential environmental impacts. These are termed Schedules and are summarized below: Schedule A and A+ projects involve minor modifications to existing facilities. Environmental effects of these projects are generally small; therefore, the projects are considered pre-approved. Schedule B includes improvements and minor expansion to existing facilities. There is a potential for some adverse environmental impacts and, therefore, the proponent is required to proceed through a screening process, including consultation with those affected. Schedule B projects are required to proceed through Phases 1, 2 and 5 of the Municipal Class EA process. Schedule C includes the construction of new facilities and major expansion of existing facilities. These projects proceed through the environmental assessment planning process outlined in the Municipal Class EA document. These projects are required to fulfill the requirements of all five phases of the Municipal Class EA process. This project is being completed under the requirements of a Schedule B Class EA. The following Schedule B trigger applies to this project: Construction of new roads or other linear paved facilities where the construction value is less than $2.2 million. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 3

10 The Municipal Class EA requires notification of, and consultation with, relevant stakeholders. The Project Team has ensured that stakeholders were notified early in the planning process, and throughout the study. Should stakeholders raise issues that cannot be resolved through discussion, these concerns would be referred to the Ministry of Environmental for resolution. Figure 2.1 illustrates a simplified version of the Municipal Class EA process for this project. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 4

11 Figure 2.1 General Municipal Process PHASE 1 Identify and Describe the Problem(s) Problem(s) PHASE 2 Alternative Planning Solutions Identify reasonable alternative planning solutions to the problem(s). Evaluate the alternative solutions taking into consideration the environmental and technical factors. Identify a preferred solution to the problem(s). Preferred Solution Agency and Stakeholder Consultation (October 2009) & Public Information Centre (December 2009) PHASE 4 Complete a. Place on public record for 30 calendar days for review. Notify the public and government agencies of completion of the Project File and of the Part II Order provision in the EA Act. PHASE 5 Implementation Proceed to construction of the project. Monitor environmental provisions and commitments. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 5

12 2.2 Schedule The study was initiated in June Project milestones were as follows: July/August Meet with property owners and interested parties and completion of environmental inventories. September Completion of traffic study, profile of study area and identification of need and justification for improvements. October Identification of alternatives and hosting of Public Information Centre. February Documentation of preferred design. - Filing of. 2.3 Project Organization The Project Team consisted of staff from the following organizations: Proponent: Prime Consultant: Sub Consultant: Paul Allen, Manager of Design & Construction AMEC David Sinke, Project Engineer Steve Chipps, Water Resources Engineer Felix Wong, Design Engineer Heather Dearlove, Environmental Planner Paradigm Transportation Solutions Ltd., Bill O Brien 2.4 Stakeholder and Agency Consultation Phase 1 Consultation A Notice of Study Commencement, detailing the study area, summarizing the objectives of the study and requesting comments, was submitted to relevant stakeholders, property owners and organizations by mail, on June 8, In addition, a Notice of Study Commencement was published by the in the Oakville Beaver on June 10, 2009 and June 12, 2009, as well as the Oakville Today newspaper on June 11, Responses were received from several stakeholders and agencies. Copies of the newspaper advertisement, letters to stakeholders and agencies for the Notice of Study Commencement and copies of all comments received and written responses are contained in Appendix A. departmental staff, agency staff and stakeholders who actively participated in consultation included the following individuals: G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 6

13 David De Groot - Tricia Collingwood - Robert Thun - Matt Krusto - Halton Region Brenda Kingsmill - Halton Region Mickey Liu - Halton Region Tom Prestia - IBI Group (representing New Oakville Hospital) Tom Plamondon - T.J.G.D. Consulting (representing New Oakville Hospital) Lisa Myslicki - Ontario Realty Corporation (ORC) Geoff Woods - Ontario Realty Corporation (ORC) Andre d OLembert - Oakville Hydro Jon Foreshew - Oakville Hydro Carol Goosens - Bell Canada Enzo Greco - Union Gas Phase 2 Consultation Consultation with agencies and the public in Phases 2 of the Class EA process included several meetings with stakeholders and agencies and one Public Information Centre. Agencies and stakeholders were notified of the opportunity for consultation by letter and/or newspaper advertisement. Results of the consultation with various stakeholders are discussed in more detail in Section 4.0 of this report Filing of the All parties having expressed an interest in the project will be notified by letter, regarding the completion of the project and filing of the. In addition, a Notice of Study Completion will be placed in the local newspaper, Oakville Beaver and Oakville Today in accordance with the requirements of the Class EA. Copies of the will be made available at the following locations: Clerk s Desk 1225 Trafalgar Road Oakville, Ontario Hours: Mon-Fri: 8:30 a.m. to 4:30 p.m. Oakville Public Library Glen Abbey Branch 1415 Third Line Oakville, Ontario Hours: Sun: 1 p.m. to 5 p.m. Mon-Thurs: 9:30 a.m. to 5:00 p.m. Fri-Sat: 9:30 a.m. to 5:00 p.m. A review period of not less than thirty (30) days will be provided, during which comments will be received from stakeholders and agencies. Should stakeholders raise issues that cannot be resolved through discussion with Town and Consultant staff, the stakeholder may request the Minister to require the to complete an individual EA in accordance with Part II of the EA Act. This is known as a Part II Order (formerly known as a Bump-up ). However, it is anticipated that all concerns will be resolved through discussion between and the concerned party. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 7

14 3.0 EXISTING AND FUTURE CONDITIONS The existing and future conditions for Third Line are documented on Drawing 1 Existing Conditions (ref. rear pocket). 3.1 Study Area The study area for this is located within the, in Halton Region, and extends along a projection of the existing Third Line corridor from Dundas Street (Regional Road 5) northerly to the NNOTC (ref. Key Plan). 3.2 Land Use and Development Plans Existing Land Use The following existing land use is found within the study area: Vacant land north of Dundas Street, currently cultivated for cash crops; A plaza including a Bank of Montreal on the southwest quadrant of Third Line and Dundas Street, and Commercial development including a Shell gas bar and a Shoppers Drug Mart on the southeast quadrant of Third Line and Dundas Street Land Use Designation/Future Land Use Plans Official Plan The North Oakville West of Sixteen Mile Creek Secondary Plan designates land in the study area as employment district with a health oriented mixed use node (ref. Figure 3.2.1). Halton Healthcare Services is currently in the planning phase for the new Oakville Hospital at the northwest corner of Dundas Street and Third Line (ref. Figure 3.2.2). Construction is anticipated to commence in 2011 with the hospital opening Ontario Realty Corporation owns the lands on the east side of the Third Line right-ofway, north of Dundas Street. Development of these lands is anticipated to be complementary to the hospital land use. Oakville Hydro is proposing development of a District Energy facility in the northeast quadrant of Third Line and the NNOTC. This facility will be constructed to service the new hospital and other related development Property The currently owns a 20 m wide unopened road allowance along the corridor. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 8

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17 3.3 Transportation Paradigm Transportation Solutions Ltd. has completed a Traffic Study to investigate future traffic conditions in the study corridor, to assess the requirements to accommodate future traffic and to provide a traffic analysis of alternative improvements (ref. Appendix B Traffic Study) Existing and Future Roadway Network Third Line is a minor arterial roadway under the jurisdiction of the. It provides a continuous route from Lakeshore Road in the south to Dundas Street in the north and it currently ends at Dundas Street. South of the study area, Third Line has a 4-lane divided urban cross-section with a posted speed limit of 60 km/h in the area south of Dundas Street. The section of Third Line under study, between Dundas Street and NNOTC, is approximately 0.5 kilometres in length. Dundas Street (Regional Road 5) is a major arterial roadway under the jurisdiction of the Region of Halton. It is the former Provincial Highway 5 that provides a continuous route connecting east west across Halton Region. Within the study area, Dundas Street has a 4-lane undivided rural cross-section with a posted speed limit of 80 km/h. The Region of Halton Roads Capital Projects ( ) map (December 2008) identifies the section of Dundas Street between Bronte Road and Proudfoot Trail as being planned for widening to six lanes beginning in Dundas Street is currently being widened east of Proudfoot Trail, and a six-lane section has already been constructed in the vicinity of Bronte Road. The Region s Transportation Master Plan also discusses the potential for HOV lanes on Dundas Street, as well as high-quality public transit, potentially in the form of Bus Rapid Transit (BRT) Existing Traffic Conditions The existing AM and PM peak hour traffic volumes are as follows (ref. Appendix B Traffic Study). Two-way volumes on Third Line south of Dundas Street range between 1,205 vehicles per hour (vph) and 1,260 vph during the AM and PM peak hours. Two-way volumes on Dundas Street east of Third Line range between 3,105 vph and 3,410 vph during the AM and PM peak hours. Two-way volumes on Dundas Street west of Third Line range between 2,935 vph and 3,265 vph during the AM and PM peak hours Future Traffic Conditions The extension of Third Line will form the eastern boundary of the new hospital complex. The primary access to the new Hospital site will be provided on the east and west sides of the site. The access on the east side of the site will be a driveway connection to an extension of Third Line, located about mid-way between Dundas Street and future NNOTC. This entrance will be one of two major driveways, serving ambulatory care and in-patient mental health services as well as the employee parking areas on the east side of the complex. The driveway access on G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 9

18 the west side of the site will connect to a future north south roadway and will serve the continuing care/rehabilitation areas as well as the main parking garage. The site is also planned to have a driveway connection to the future NNOTC and a right in right out driveway connection to Dundas Street for emergency vehicle access only. It is currently anticipated that the new hospital will be opened in approximately 4-5 years (i.e., year 2014 or 2015) with further expansions of the facility in phases to approximately year The site driveway connection to the extension of Third Line will be required prior to the opening of the Hospital. The remaining development lands north of Dundas Street in this immediate area are expected to consist of office, business park and some commercial uses. Recognizing the scale of the hospital complex, it is anticipated that these other uses may be largely oriented to the hospital (e.g., medical offices, medical services, etc). It is understood that there is consideration of the development of an energy generation facility on the lands north of the future NNOTC, opposite the expected intersection of Third Line with the future NNOTC. It is also noted that there will be vacant lands on the east side of Third Line, between Dundas Street and the NNOTC. The access to these lands is currently planned to be provided by an east leg of the intersection with the main Hospital driveway connection to Third Line. The resulting estimates of the year 2023 traffic volumes for the study area are as follows (ref. Appendix B Traffic Study): Two-way volumes on Third Line south of Dundas Street are expected to increase from 1,205 vph to 1,700 vph and from 1,260 vph to 1,855 during the AM and PM peak hours. Two-way volumes on Third Line north of Dundas Street are expected to range from 1,100 vph to 1,170 vph during the AM and PM peak hours. 3.4 Natural Environment Natural Heritage Existing conditions within the study area are presented on Drawing 1 Existing Conditions (ref. rear pocket). The project site is cultivated with cash crops. There are no trees or natural vegetation within, or adjacent to, the study area. The drainage feature crossing diagonally through the project site is a shallow ephemeral swale, and crop planting and cultivation cross through the swale. The drainage feature is not fisheries habitat. Conservation Halton has not identified any issues of concern related to terrestrial or aquatic resources within the study area (ref. Appendix A Notice of Study Commencement Correspondence from Conservation Halton (June 16, 2009)). G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 10

19 3.4.2 Stormwater The proposed Third Line extension is located within the Glen Oak Subwatershed, with the creek crossing Dundas Street to the east of the proposed Third Line extension. There is a shallow swale diagonally crossing the proposed right-of-way, flowing in a southeasterly direction, and ultimately flowing to the culvert GO-DI as described in the March 2010 Stantec report. The culvert conveys flows to the storm sewer system south of Dundas which ultimately discharges to the Armland/Matan stormwater management facility, located east of Third Line and north of the TCPL. The North Oakville Subwatershed Study, 2006 conducted by TSH et.al characterized the existing hydrology and provided recommendations for stormwater management requirements. The March 2010 Stantec report has subsequently incorporated the findings and recommendations of the North Oakville Subwatershed Study and has developed a functional level plan for stormwater management for the lands in vicinity of the proposed Hospital site. 3.5 Social-Economic Environment Utilities There are a number of utilities within the study area, as follows: Oakville Hydro has heavy overhead hydro lines along the south side of Dundas Street. Bell Canada has underground lines along the north side of Dundas Street and along the east side of Third Line south of Dundas Street. Union Gas has a 200 mm high pressure pipeline running within the east side of the existing 20 m road allowance, from Dundas Street to north of the north limit of study. Halton Region Sanitary Halton has a 2400 mm trunk sanitary sewer stub extended to just north of Dundas Street, at a depth of 10 m. Halton is currently completing a Class EA to extend the trunk sanitary sewer to service north Halton. Halton Region Watermain Halton Region has existing watermain on Third Line south of Dundas Street. Illumination Both Dundas Street and Third Line are fully illuminated approaching the intersection Archaeological A Stage 1 Archaeological Assessment was completed for the North Oakville Secondary Plan, West of Sixteen Mile Creek (Archaeological Services Inc., Feb 2004). The Stage 1 study identified over 12 archaeological sites previously registered within the North Oakville Secondary Plan area and numerous historical features located throughout the North Oakville Secondary Plan. A review of the North Oakville Secondary Plan area identified the potential for archaeological resources based on the large area of undisturbed agricultural lands. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 11

20 A Stage 1-3 Archaeological Assessment was completed of the Ontario Realty Corporation Property (Oakville Assembly Lands, Part of Lots 25, 26, 27, and 28, Concession 1 NDS, Township of Trafalgar, ) by Archaeological Assessments Ltd. May The study area includes the ORC lands immediately east and west of the Third Line ROW, but does not explicitly include the 20 m wide Third Line ROW. The results of the Stage 3 Archaeological Assessment indicate that the ORC owned parcels do not contain any significant archaeological resources Site Contamination Studies Various Phase 1 Environmental Site Assessment studies have been completed for land parcels adjacent to, and including, the Third Line right-of-way. These studies are summarized as follows: Phase 1 Environmental Site Assessment Update, Oakville Land Assembly Parcel B (28 Acres) Ecoplans, October 11, 2005 Located approximately 420 m east of the intersection of Highway 25 (Bronte Road) and Highway 5 (adjacent to the Third Line study area). Based on the information gathered and on observations made during this update, together with findings from the previous Ecoplans Phase I and Phase II ESA, this Phase I ESA update revealed no evidence of environmental contamination associated with the subject property. No further environmental investigations for the site are necessary. Phase 1 Environmental Site Assessment Update, Oakville Land Assembly Parcel A (262 Acres) Ecoplans, October 11, 2005 Located approximately 690 m east of the intersection of Highway 25 (Bronte Road) and Highway 5 (Dundas Street)(does not cover the road allowance for Third Line but the lands adjacent to the corridor) Based on the information gathered and on observations made during this update, together with findings from the previous Phase I and Phase II ESA, this Phase I ESA update revealed no evidence of contamination of the site. A potential source site contamination was identified, associated with the sewage lagoons adjacent to the east site boundary. The report stated that it would be prudent to further investigate the history and function of the lagoons, and the purpose of the monitoring wells. Phase 1 Environmental Site Assessment, ORC Number D60399 Oakville Land Assembly (Saleable Lands) Oakville, Ontario, Pottinger Gaherty Environmental Consultants Ltd., June 2007 The OLA Saleable Lands are comprised of two parcels totaling roughly 91.5 hectares (226 acres). The parcels are east of Bronte Road and front onto Dundas Street West (encompasses the Third Line study area - does not include the future hospital site). The report identified concrete blocks, propane tanks, wood piles and other debris on the site. The report stated these materials do not present a risk of soil and groundwater G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 12

21 contamination to the site. The review of the site and surrounding site history did not identify significant risk of contamination to the site. Phase 1 Environmental Site Assessment, ORC Number D60399 Oakville Land Assembly (Greenspace Lands), Pottinger Gaherty Environmental Consultants Ltd., June 2007 The OLA Greenspace Lands are comprised of roughly 263 hectares (650 acres) situated southeast of the 407 Express Toll Route and Bronte Road (adjacent to the Third Line study area) Two on-site risks of contamination were investigated. There are historical apple orchards on the west portion of the Site and the 407 ETR stormwater drainage area on the northwest of the Site. Neither of these risks is considered a significant issue in comparison to typical standards for soil and groundwater. PGL s review of the surrounding Site history did not identify significant risk of contamination to the Site Pedestrian and Cyclist There is a concrete sidewalk on the west side of Third Line, and a concrete sidewalk/asphalt muti-use path on the east side of Third Line, south of Dundas Street. There is a concrete sidewalk extending diagonally from the southeast radius of the Dundas Street intersection to the Shell gas bar. There is also an asphalt path along the Bank of Montreal building in the southwest quadrant. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 13

22 4.0 DEVELOPMENT AND EVALUATION OF ALTERNATIVE PLANNING SOLUTIONS 4.1 Problem/Opportunity Definition Based on the review of existing and future conditions as presented in Section 3 of this report, as well as preliminary consultation with stakeholders, the following problems/opportunities have been identified: Need to accommodate future adjacent development (new Oakville Hospital and ORC lands); Need for a transportation network link servicing north-west Oakville; Need to accommodate transit services to new Oakville Hospital; Need to accommodate pedestrians and cyclists along Third Line corridor as well as crossing Dundas Street, and Opportunity to accommodate servicing, including new Halton trunk sanitary sewer, and Oakville Hydro district energy and other utilities. Need to accommodate future adjacent development: The new Oakville Hospital, ORC lands east of the Third Line corridor, and lands to the north of the study limits, require access to permit development. Direct access to the hospital and ORC lands will be limited from Dundas Street, as it is a major arterial roadway. Need for a transportation network link servicing north-west Oakville: The Third Line extension will provide a critical network link to the New North Oakville Transportation Corridor. Need to accommodate transit services to new Oakville Hospital: Transit service is proposed to, and through the new Oakville Hospital site. The Third Line extension provides a critical link in the proposed transit network. Need to accommodate pedestrians and cyclists along Third Line corridor as well as crossing Dundas Street: Future development in the area will generate both cyclist and pedestrian traffic along the Third Line corridor. The Town s Active Transportation Master Plan (September 2009) recommends bicycle and pedestrian facilities along the Third Line extension. Opportunity to accommodate servicing, including new Halton trunk sanitary sewer, and Oakville Hydro district energy and other utilities: A number of parties, including Halton Region, District Energy, and utility companies, will require access to the right-of-way for their plant. 4.2 Identification of Roadway Alternatives: Alternative A consists of two through lanes on Third Line in each direction, from Dundas Street north to NNOTC, with appropriate turn lanes at each intersection to accommodate the traffic volumes. This alternative assumes that the intersection of Third Line and the Hospital entrance will be controlled by traffic control signals. The lane configuration and traffic control for this alternative is shown in Figure G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 14

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26 present additional safety risks. Roundabouts are not expected to provide significant safety benefits for bicycles; however, with slower vehicle speeds the severity of collisions should be reduced. Operating Costs Compared to signalized intersections, a roundabout does not have signal equipment that requires ongoing power supply, periodic light bulb and detection maintenance and regular signal timing updates. Roundabouts can have higher landscape maintenance cost depending upon the degree and type of landscaping provided on the central island, splitter islands and the perimeter. Illumination costs for roundabouts and signalized intersections are similar. The service life of a roundabout is significantly longer than that of a signalized intersection (i.e. 25 years vs. 10 years). Overall, the general experience is that the operating costs of a roundabout are lower than for signalized intersections. Environmental Impacts Reduced delays for vehicles at roundabouts will result in lower vehicle emissions and fuel consumption. Table 5.3 summarizes the results based on analysis of the two types of control based on a Synchro simulation indicating that emissions (grams) and fuel consumption (litres) are reduced by 30-40% during peak hours with a roundabout in comparison to a signalized intersection. Effects on Transit & Emergency Vehicles Since the intersection is operating at similar levels of service with a roundabout or traffic signals, no differences are expected in the operation of public transit vehicles at the intersection. Also, emergency vehicle response times with roundabout should not be significantly different than with a signalized intersection although there will be additional time required to traverse the island in the proper direction. Table presents a summary assessment of the alternatives considered, based on various factors. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 16

27 TABLE ASSESSMENT OF ALTERNATIVES Component Area of Study Option A Signalized Intersection at Hospital Entrance Option B Roundabout at Hospital Entrance Vegetation Natural Environment Wildlife Habitat Fisheries Stormwater Management/Drainage Special Designations/ESA Land Use Pedestrian and Cyclist Facilities Property Requirements Noise Socio- Economic Environnent Archaeology and Cultural Heritage Resources Agricultural Access Considerations Utilities Construction Disruptions/Phasing Opportunity for Gateway Feature/Streetscaping Traffic Safety Engineering Factors Travel Delay/Traffic Capacity Transit and Emergency Access Capital and Operating Cost Other Compatibility with Region and Town Plans and Policies Compatibility with Major Stakeholder Interests Overall More Preferred Less Preferred Positive Neutral-Positive Neutral Negative-Neutral Negative

28 4.4 Structural/Pedestrian Crossing Design Alternatives Two alternatives have been explored for this pedestrian crossing over Dundas Street at the Third Line intersection. Option A is a precast concrete tunnel constructed below the Dundas Street (Figure 4.4.1). Option B is an overhead prefabricated bridge structure (Figure 4.4.2). Both options could include electric or hydraulic elevator at each end to facilitate barrier free access across Dundas Street. An alternative to the elevators is a ramp system maintaining maximum slopes between 1:12 and 1:20. The primary disadvantage with the ramp system is the amount of property required to traverse the grade difference. Access stairs will be provided for both options in addition to the ramp or elevators. There are two alternatives for the location of the structures as shown in Figure The final location will be determined based on the proposed works by the Region of Halton on Dundas Street, during detail design. 4.5 Assessment of Structural/Pedestrian Crossing Design Alternatives The following considerations must be made in the selection of the preferred option for the pedestrian crossing design. The precast tunnel option is located approximately 4.5 m below grade and would require stairs for vertical descent to this level. The elevated bridge crossing would need sufficient vertical clearance to allow traffic to pass below this structure, maintaining a minimum height of 5.0 m (with a total net clearance of 5.3 m), as such is anticipated that the grade to bridge deck level would be approximately 5.5 m. Methods of achieving this vertical ascent can include a ramp system or elevator plus a stairs. For all options the stairs is highly recommended as the main method of pedestrian access; either to the tunnel below or the bridge overhead. To maintain barrier free access to this crossing, an electric elevator is suggested. Although the elevator is potentially a more costly item, the property required to house the footprint of the elevator is relatively minimal, requiring only the shaft for the elevator and a small adjacent mechanical / electrical room. The ramp system will include a number of switchbacks with landings and gradual ramp system encompassing a fair amount of property view to encompass the vertical distance required (minimum length of over 20 m). Sketches have been prepared for both options showing both the tunnel and the overhead bridge with a combination of stairs, elevators and ramp systems. The decision for the ramp versus elevator can be made for both options. The stairs are recommended for all options at each end of the structure. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 18

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32 TABLE ASSESSMENT OF ALTERNATIVES PEDESTRIAN CROSSING Component Area of Study Option A Precast Tunnel Option B Overhead Bridge Natural Environment Terrestrial and Fisheries Resources Land Use Property Requirements Socio- Economic Environnent Archaeology and Cultural Heritage Resources Utilities Construction Disruptions/Phasing Aesthetics Engineering Factors Traffic Safety Capital and Operating Cost Other Visibility Promotes Use Annual Maintenance Overall Less Preferred More Preferred Positive Neutral-Positive Neutral Negative-Neutral Negative

33 Pros and cons of the structure options are as follows: Precast Tunnel below Dundas Street Pros: Cons: Structure is out of sight, not visible to vehicular traffic on Dundas Street or Third Line, Vertical travel distance is less, and Minimal maintenance. Possible disruption of utilities along Dundas Street, Possible increased concern with public safety due to out of sight structure, Requires additional drainage at tunnel level, Lack of visibility may deter use, and Requires extensive traffic staging during construction. Estimated Cost: $1.7 Million Pedestrian Overhead Bridge Pros: Cons: Structure can be quite attractive and will be visible to all public, Visibility of structure will promote usage, Public safety is good since structure can be open, Minimal disruption to traffic during construction, and Costs, slightly less expensive. Vertical travel distance is higher on the overhead structure, Maintenance costs of the bridge may be higher, and Safety constraints will need to include a cage to prevent people from jumping from the bridge. Estimated Cost: $1.6 Million Table presents a summary assessment of the alternatives considered, based on various factors. 4.6 Public Consultation Meetings Several meetings were held with key stakeholders and agencies throughout the course of the study, including representatives of the new Oakville Hospital planning study (August 12, 2009), technical agencies and stakeholders (October 15, 2009) and utility companies including Halton Region (February 25, 2010) (ref. Appendix D Meeting Minutes). Various aspects of the study, assessment of alternatives, preferred alternative and preliminary design were discussed and coordinated at these meetings. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 20

34 4.6.2 Public Information Centre A Public Information Centre for the above project was held on Wednesday December 2, 2009, at the Oakville Town Hall (Committee Room 'B'). Notification of the PIC was sent to stakeholders, local residents, agencies and municipal staff by mail. Notification was published in the Oakville Beaver and Oakville Today, by the. Copies of the newspaper advertisement, letters to stakeholders and agencies, a PIC summary and copies of all comments received and written responses are contained in Appendix C. Display boards were prepared to summarize the following; the Municipal Class Environmental Assessment, existing conditions (transportation and land use), need and justification, traffic study overview, environmental inventories, and alternatives considered. 4.7 Preferred Design Based on input provided by stakeholders, technical agencies and public participants, as well as based on an assessment by the study team, the preferred alternative is Alternative A, Signalized Intersection at Hospital Access. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 21

35 5.0 DESCRIPTION OF PREFERRED DESIGN 5.1 Major Features of the Recommended Plan Design Criteria The proposed design criteria for the construction of Third Line is based on a design speed of 80 km/h, as follows: TABLE 5.1. DESIGN CRITERIA THIRD LINE FROM DUNDAS STREET TO NNOTC DESIGN STANDARDS ACTUAL PROPOSED HIGHWAY CLASSIFICATION UAU UAU NUMBER OF LANES 4 4 POSTED SPEED (kph) DESIGN SPEED (kph) MINIMUM STOPPING SIGHT DISTANCE (m) MINIMUM 'K' FACTOR Crest 35 Crest N/A Sag 30 Sag N/A GRADES MAXIMUM 6-8 % 4 % MINIMUM RADIUS (m) 250 Tangent LANE WIDTH - through (m) SHOULDER WIDTH (m) N/A 0 m MEDIAN WIDTH 0 m 2 m R.O.W. WIDTH 35 m 33.0 to 40.0 m Horizontal Alignment The horizontal alignment of Third Line is a straight tangent which is continued from the existing roadway south of Dundas Street, extending to the future NNOTC. The alignment matches into the existing Dundas St/ Third Line intersection on the south side, and the future intersection at NNOTC, as proposed under the Region of Halton NNOTC Class EA project, on the north limit. The proposed alignment is shown in detail on the preliminary design drawings (ref. Sheets 1 3 Plan and Profile) Vertical Alignment The vertical alignment for Third Line was developed, and will be refined in detail design, based on the following criteria: G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 22

36 meet the design criteria for vertical alignment specified above; match the existing Dundas Street profile; match the proposed NNOTC centerline profile; minimize depth of flooding for Regional Flood scenario, and provide for major overland flow Typical Cross Section The typical cross sections proposed are illustrated in Figure 5.1 and Figure Typical Cross Sections. Key elements of the proposed cross-section of Third Line include the following: concrete curb and gutter; four 3.50 m through lanes; a 2.0 m flush median; two 1.5 m bike lanes; two 5.5 m boulevards (5.25 m west side where ROW width is 40.0 m); 3.0 m to 3.5 m left-turn lanes; 3.25 m right turn lane southbound at Dundas Street, and two 1.5 m concrete sidewalk. Also, existing Third Line, south of Dundas Street, will be widened to provide two through lanes northbound at Dundas Street Intersections and Side Roads Three intersections are located within the limits of this study (Dundas Street, future hospital entrance, and NNOTC). Intersection designs have been developed to provide an acceptable level of service at each intersection. Turning lane lengths are based on the Ontario Geometric Design Standards Manual for an 80 km/h design, and consist of a taper, acceleration/deceleration and storage lane components. Storage lengths were calculated by Paradigm, and are provided in the Third Line Traffic Report (ref. Appendix B Traffic Study). Required turning lanes and corresponding storage lengths are shown on the preliminary design drawings (ref. Sheets 1 3 Plan and Profile). Both the northbound and southbound left turn lane tapers for between Dundas Street and the future hospital entrance are limited to 66 m; as well, the left turn lane tapers between the hospital entrance and the future NNOTC are limited to 100 m. The deviation from the standard 130 m taper length was necessary in order to provide the storage requirements proposed in the traffic study and/or to maximize the storage capacity of the left turn lanes. The design of Third Line at NNOTC will need to be closely co-ordinated with the design of NNOTC under the Region of Halton design project; as well, the design of the intersection at the proposed hospital entrance will require close co-ordination with the Halton Health Care Services site plan. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 23

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39 5.1.6 Private Entrances The proposed Third Line north of Dundas Street is located on vacant land. There are no existing private entrances located within the project limits. The only affected entrance would be on Third Line, south of Dundas Street, accessing the commercial property on the south-east corner of the intersection. This entrance will be reconstructed based on the following criteria: Match original driveway material beyond sidewalks; Driveway grades in accordance with municipal standards; Permission to enter required for regarding driveway (if required) Pavement Design Detailed geotechnical study and pavement design report will be completed during the detail design stage. For estimating purposes, the following pavement design was used: 40 mm HL1, DFC 150 mm HDBC 150mm Granular A 400 mm Granular B A detailed geotechnical study and pavement design report will need to be completed at detailed design Storm Drainage The North Oakville Subwatershed Study, 2006 conducted by TSH et.al characterized the existing hydrology and provided recommendations for stormwater management requirements. The March 2010 Stantec report has subsequently incorporated the findings and recommendations of the North Oakville Subwatershed Study and has developed a functional level plan for stormwater management for the lands in vicinity of the proposed Hospital site. The proposed Third Line extension, north of Dundas would drain to a proposed stormwater management facility to be located on the north east corner of the Dundas Street and future Third Line intersection. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 24

40 The stormwater management functional layout and design as described within the March 2010 Stantec report would provide Level 1 (Enhanced) water quality treatment, erosion control and flood control up to and including the Regional Storm Hurricane Hazel. The stormwater management facility would outlet to the existing storm sewer system north of Dundas Street and potentially flow overland to Third Line south of Dundas Street during the Regional storm. The stormwater management facility layout and design prepared by Stantec requires further verification based upon stakeholder s comments. The future Third Line right-of-way drainage area is 1.71 ha (+/-) not considering external drainage areas, with a total impervious ratio of 83% (+/-). Stormwater management requirements include erosion, water quality and flood control. Erosion control within the 2006 North Oakville Subwatershed Study has been conducted using Rapid Geomorphic Assessment, providing critical shear stress for specific creek locations. No shear stress values have been provided for Glen Oak Creek, therefore discussion is required with Parish Geomorphic. Future erosion control requirements have been estimated based on 25 mm 24 hour detention. Storage required would be approximately 360 m 3. MOE Enhanced level of water quality control required, resulting in 354 m 3 permanent pool and 68.4 m3 water quality control. Flood control is based on 2006 Subwatershed Study peak flow control requirements using the Chicago 6 Hr storm distribution for the 100 year 990 m3. Regional Storage (if required) is 2400 m 3. The following provide a summary of the Third Line stormwater management requirements: Flow (m 3 /s) Volume(m 3 ) Permanent Pool: NA 354 Extended Detention Year Regional Utilities Utility companies were contacted at the commencement of the study and the study team met with relevant utility companies. Relevant utility companies included Oakville Hydro, Bell Canada, Union Gas, Halton Region (water and wastewater) and Oakville Hydro district energy. Oakville Hydro Oakville Hydro has proposed underground Hydro on the west side of Third Line. Bell Canada Bell Canada has proposed underground Bell on both sides of Third Line, with Hydro joint use trench on the west side. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 25

41 Union Gas Union Gas has a 200 mm high pressure pipeline running within the east side of the existing 20 m road allowance, from Dundas Street to north of the north limit of study. Depending on exact layout location and depth, the proposed roadway may conflict with the line. As a result, relocation or protection may be needed. Union Gas also has a proposed new gas line on the west side of Third Line. Regional Watermain The Regional Municipality of Halton will construct a new watermain and sanitary sewer on Third Line as part of the proposed reconstruction. Watermain will be located at the west curb line. Sanitary sewer will consist of both an extension of the 2400 mm trunk sanitary sewer at a depth of 10 m, and a local collection sewer constructed overtop of the trunk sewer. District Energy District Energy will construct supply and return pipelines from the District Energy plan at the northeast quadrant of the NNOTC and Third Line, to the New Oakville Hospital site. These pipelines are expected to be below the proposed sanitary trunk sewer. Figures 5.1 and 5.2, and Sheets 1-3 illustrate the preliminary anticipated locations of utilities. Utility relocations are to be confirmed during the detail design phase Property Requirements The currently owns a 20 m right-of-way. Lands will be purchased from the New Oakville Hospital (west side) and ORC (east side) to provide for a widened right-of-way (33 m to 40.0 m) Preliminary property requirements are shown on Sheets 1 3 Plan and Profile Drawings. Property requirements will be confirmed during the detail design phase Traffic Signals and Illumination Traffic signals will be upgraded at the intersection of Third Line and Dundas Street to accommodate the reconfiguration of the intersection. New traffic signals will be installed at the proposed hospital entrance intersection. Provisions will be made to accommodate future signals at the NNOTC intersection. Full illumination will be provided along Third Line Structural/Pedestrian Crossing Design The preferred option for the pedestrian crossing over Dundas Street is the overhead bridge. From a property perspective, access to the bridge level is recommended to be elevators, supplemented with stairs. A ramp system would require more property. The bridge structure should include safety side guards, non climbable, at least 2.4 m high. This is a safety precaution to control incidents from the bridge to the traffic below (i.e. falling objects or jumpers). Alternatively, the bridge can be completely enclosed, either with a cage like G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 26

42 structure or a glass enclosure. The cost estimates within this report do not include these added features. It is recommended that an electric elevator be considered. This requires only a minimal mechanical/electrical room, again reducing the space and property requirements. A further feature that is recommended is a glass enclosed elevator cab and shaft. This will further promote usage and will maximize visibility and safety. This feature is included in the cost estimate. It is understood that the Region of Halton is considering a Bus Rapid Transit (BRT) lane along Dundas Street (Regional Road 5), and that there may be a need for a terminal at Third Line. Modifications to the preliminary design of the pedestrian crossing structure may be proposed, to accommodate an access to a BRT terminal, adjacent to the BRT lane, as details of the BRT design develop. The location of the preferred structure may be modified based on the final configuration of the future work on Dundas Street by the Region Construction Staging and Phasing The extension of Third Line will be constructed from Dundas Street to the NNOTC in a single phase. This will facilitate access to both the New Oakville Hospital and District Energy sites Preliminary Cost Estimate The preliminary cost estimate for this project, not including utility relocations and land acquisition, is provided in Appendix E. 5.2 Environmental Issues and Commitments Property Property purchase will be in accordance with policy. Purchase of lands from ORC will require completion of the ORC environmental screening process Noise There are no residential noise receptors within the study limits that would be affected by the proposed roadway extension Archaeology It is recommended that a Stage 2 Archaeology Study of the existing right-of-way be completed prior to construction. Studies already completed have cleared the lands that will be purchased from ORC or the New Oakville Hospital Fisheries/Watercourse During construction, siltation/sedimentation control measures will be implemented to prevent sediment from impacting downstream fisheries resources (ref. Section 5.2.6). G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 27

43 5.2.5 Landscape Planting At the detail design stage, a landscape planting plan will be prepared, for planting in the boulevard Sediment and Erosion Control Construction activities will result in exposed and compacted soils during surface grading. Potential impacts include erosion and sediment transport. A sediment and erosion control plan, will be prepared during detailed design and submitted to agencies for approval. The plan will detail constraints to construction and other provisions to ensure protection of downstream watercourses. The sediment and erosion control plan will be in accordance with Conservation Halton guidelines and will be submitted to Conservation Halton for review. Prior to construction, control measures including rock check dams, silt fencing and straw bales may be installed along the limits of grading to reduce the potential for erosion. During construction, these systems should be inspected regularly and repaired as necessary. 5.3 Monitoring During construction, the will review the implementation of mitigation measures and key design features, to confirm that they are consistent with the contract and with commitments made. All Oakville construction projects are subject to daily on-site inspection. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 28

44 6.0 SUMMARY OF ENVIRONMENTAL EFFECTS, PROPOSED MITIGATION, COMMITMENTS TO FURTHER WORK TABLE 6.0 SUMMARY OF ENVIRONMENTAL EFFECTS, PROPOSED MITIGATION, COMMITMENTS TO FURTHER WORK ID DETAILS EXPRESSED BY ID DETAILS 1 Air Quality Town 1.1 The contractor will be required to limit and control dust during construction 2 Surface Water Quality Ministry of the Environment Conservation Halton (CH) Town 2.1 Mitigation measures for erosion and sedimentation from construction operations will be included in the contract and implemented. An erosion and sedimentation plan will be submitted to the CH during detail design. Work will be controlled to prevent the entry of any deleterious materials to watercourses and located downstream of the study area. Refuelling of all vehicles and equipment will be conducted away from the watercourse to prevent any material from entering the watercourse. Any material (excavated soil, sediment, and backfill material) that is removed during construction will be placed above the high water mark and contained in a manner to ensure sediment will not enter the watercourse. 2.2 All spills that could potentially cause damage to the environment will be reported to the Spills Action Centre of the Ministry of the Environment. A detailed protocol will be developed during detailed design to be implemented during construction if an incidence should occur. 2.3 Stormwater management (quantity and quality control) will be implemented as per recommendations in this report. 3 Fisheries/Watercourse CH 3.1 Siltation/sedimentation control measures will be implemented to prevent impacts to downstream aquatic habitat. 4 Archaeology Ministry of Culture, Citizenship and Recreation 4.1 A Stage 1 Archaeological Assessment was completed for this project and a Stage 2 Archaeological Assessment is warranted on sections of the study area located within the existing right-of-way. The Stage 2 Archaeological Assessment will be completed during detail design. 4.2 If any archaeological artifacts are located during construction, work in the area will cease and the Ministry of Culture will be contacted. The Ministry of Culture and the Registrar of the Cemeteries Regulation Unit will be contacted in the event that human remains are encountered during construction. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 29

45 TABLE 6.0 SUMMARY OF ENVIRONMENTAL EFFECTS, PROPOSED MITIGATION, COMMITMENTS TO FURTHER WORK ID DETAILS EXPRESSED BY ID DETAILS 6 Landscaping and Vegetation CH Town 6.1 There will be no removal of vegetation. Disturbance of soils will be minimized. 6.2 A Landscape Planting Plan will be prepared during detail design. 6.3 The Landscape Planting Plan will be reviewed by Oakville Parks and Open Spaces. 7 Traffic and Access Business Owners Town Region 7.1 A construction staging plan will be prepared at the detail design stage. 7.2 Access to existing residential and business entrances will be maintained during construction. 7.3 All entrances will be reconstructed with similar material as existing conditions. 7.4 Halton Student Transportation Services will be consulted with during the detail design phase. 8 Pedestrians/Cyclists Residents 8.1 On-road bike lanes and sidewalks will be constructed along both sides of Third Line. 9 Utilities Utility Companies 9.1 Existing and new utilities and municipal services will be reviewed and coordinated in detail design. 10 Noise Residents 10.1 No traffic noise mitigation measures are required along Third Line Construction noise control measures to be implemented in accordance with Town bylaws. General noise control measures to be referred to, or placed into the contract documents. 11 Property Requirements Town 11.1 Property purchase requirements to be minimized where possible. Compensation for property purchase in accordance with the policy Property will be required from the ORC. Environmental screening will be required for purchase of ORC lands. G:\Work\109031\Corr\report\ESR\ProjectFile(FinalApril2010).doc Page 30

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