Bostwick Road. Municipal Class Environmental Assessment. Public Information Centre #2 June 14, City of London

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1 Bostwick Road Municipal Class Environmental Assessment Public Information Centre #2 June 14, 2017

2 Welcome! Welcome to the 2 nd Public Information Centre for the. Representatives from the and the consulting team are here to answer questions as you browse the panels. We encourage you to complete a comment sheet before leaving! 2

3 Study Overview and Purpose of the PIC This EA study is being undertaken to identify improvements required along Bostwick Road to address the anticipated growth projected for the southwest limits of the. Roadway and intersection capacity and geometric modifications Extension of Bradley Avenue to connect with Bostwick Road/Pack Road Accommodation for pedestrians and cyclists by way of improving active transportation facilities Roadway drainage and stormwater management The requirements being addressed in this EA study are based on the policies and programs established in previous planning studies: Southwest Area Plan (SWAP 2014) The London Plan (Official Plan) 2030 Transportation Master Plan SmartMoves Cycling Master Plan (London ON Bikes) The purpose of the PIC is to present and obtain comments on the corridor recommendations developed through this study. This study follows the requirements of the Municipal Class Environmental Assessment (EA) process for a Schedule C project. 3

4 Study Area The study area includes the Bostwick Road corridor from just north of Pack Road to Wharncliffe Road in the south Existing landscape is primarily agricultural with some residential and commercial uses and open space/environmental review (London OP) Several proposed developments in the lands adjacent to the corridor (mix of low and medium density residential) Bostwick Road is identified as a bike route in Cycling Master Plan The South West Area Plan (SWAP) has identified the need for a realignment of Bostwick Road in the south Project includes extension of Bradley Avenue to connect with Bostwick Road/Pack Road Plans for future intersection with Kilbourne Road extension 4

5 Need and Justification Cycling Master Plan (London ON Bikes) - Draft Proposed cycling networks along Bostwick corridor as identified in the Cycling Master Plan Update (Draft) Transportation Corridors Official Plan Amendment from SWAP Schedule C to the City of London Official Plan Proposed Future Road Corridor Landuse Official Plan Amendment from SWAP Schedule A to the City of London Official Plan Future planned land use 5

6 Problem / Opportunity (Phase 1 of the Class EA) Lands adjacent to Bostwick Road are projected to experience a significant amount of development in the near and long term future as a result of planned residential and commercial growth. To maintain the City s acceptable level of transportation service and to accommodate future developable lands in the south west area of the, improvements to the Bostwick Road corridor are required to meet future travel demands. The study also includes the identification of a preferred alignment for the Bradley Avenue Extension from Bostwick Road to Wonderland Road South. Preferred Solution (Phase 2 of the Class EA) Bostwick Road Roadway intersection / operational improvements and geometrics for future roadway connections (traffic signals, turn lanes, roundabouts, etc.) Additional lanes to increase traffic capacity and accommodate future growth in the southwest Improvements to existing facilities to encourage active transportation (walking, cycling, etc.) and improvements to accommodate future transit services Bradley Avenue Extension It was recommended that Options X & Y be carried forward for further evaluation following additional site investigations and consultation with other stakeholders. 6

7 Existing Conditions Cultural A Stage 1 Archaeological Assessment has determined that the study area has significant potential for the discovery of archaeological resources; pre-contact Aboriginal and Euro-Canadian archaeological sites Pack Road has been identified in the City s Inventory of Heritage Resources as having historical value. A Stage 2 Archaeological Assessment is required to determine impacts on archaeological resources Socio-Economic The study area is composed of primarily agricultural properties with some residential and commercial. Although most of the Bostwick Road corridor is not yet developed, the s Southwest Area Plan (SWAP) has identified this area for significant growth in the near and long term future. The s Official Plan designates the lands adjacent to Bostwick Road as Residential (Low / Medium Density), Open Space, and Community Facility. A noise assessment will be completed in Phase 3 once a recommended alignment is developed. 7

8 Existing Conditions Ecological Vegetation Patch #10064 and the associated vegetation along Thornicroft Drain are considered significant woodlands. There are three species at risk (SAR) present within the study area: Butternut (Endangered) Eastern Wood-pewee (Special Concern) Monarch Butterfly (Special Concern) There is one provincially rare vegetation community (Lowland Black Walnut Forest) within the study area. Maintaining habitat connectivity across Bradley Avenue extension is a priority. There is an opportunity to enhance habitat connectivity at the south end of Bostwick Road. A tree inventory and assessment will be conducted along the study corridor in

9 Future Traffic Conditions 9

10 Summary of Comments Received at PIC #1 Drainage improvements are needed to prevent road deterioration, flooding, and impacts to the natural environment Road safety concerns due to steep/narrow shoulders and poor sightlines Traffic signal changes to improve traffic flow Consideration to the natural environment: Avoid significant woodlot at Bradley Avenue/Pack Road Maintaining continuity and connectivity of the wooded corridors Wildlife crossings across Bostwick Road Compensatory mitigation measures 10

11 Design Alternatives Evaluation Criteria In evaluating the options to improve the Bostwick Road corridor and to extend Bradley Avenue, consideration is being given to the technical requirements of the City, as well as impacts on the area s natural, cultural, social and economic environments. Environmental Factor Groups Transportation Cultural Socio-Economic Natural Cost Planning Policies and Objectives Compatibility with Proposed Development Projects Traffic Operations / Performance Active Transportation Transit Services Roadway Drainage & Stormwater Management Archaeological Resources Cultural and Built Heritage Aboriginal / First Nations Communities Property Construction Disruption Noise Compatibility with adjacent residents and businesses (exisiting) Connectivity to community facilities / neighborhoods (planned) Buffers Species at Risk and rare species Loss of vegetation Wildlife habitat Disruption of wildlife movement Aquatic species/watercourses Water quality Locally designated areas Air Quality Capital cost Property Cost Utilities Operation and Maintenance Cost Commercial and Residential Access 11

12 Alternative Alignments Bostwick Road Option A Option B Generally maintains the current road alignment to Kilbourne (future connection with Bostwick), where it shifts significantly to the SW through planned residential development area Maintains connection with Wharncliffe in the south Corridor is realigned to the west to avoid natural heritage features Connects to existing alignment north of Kilbourne (future connection with Bostwick) down to Wharncliffe in the South Option C Option D Corridor is realigned to the west at Pack Road to minimize encroachment into natural heritage features Alignment jogs slightly to the south through planned residential development area Connects to existing alignment between the southern woodlot and north of Kilbourne (future connection with Bostwick) Maintains connection with Wharncliffe in the South Corridor is realigned to the west at Pack Road to minimize encroachment into natural heritage features Connects to existing alignment between the southern woodlot and north of Kilbourne (future connection with Bostwick) South portion of the corridor is realigned through planned residential development area to connect with Savoy Street Requires new signalized intersection at Wharncliffe Rd / Savoy St intersection West leg of Wharncliffe is closed (cul de-sac) where it currently connects with Bostwick Road 12

13 Design Alternatives Bradley Avenue Bradley Avenue is extended through a wooded area northeast of the proposed Bradley Avenue and Bostwick Road intersection. This option would connect with Pack Road at Bostwick Road at its current location. Option X Option Y Bradley Avenue is extended through a planned residential area south of the wooded area. Requires shifting the current Pack Road alignment to the south to connect with Bostwick Road. 13

14 Design Alternatives Kilbourne Road Kilbourne Road is a proposed secondary collector with a 21.5m Road Allowance; The recommended alternative is to align Kilbourne Road to the north along the existing property line to avoid impacts to the wooded area to the south. 14

15 Evaluation of Design Alternatives Bostwick Road EVALUATION CRITERIA Do Nothing Option A Option B Option C Option D TRANSPORTATION Does not address current and future transportation needs and is not consistent with the objectives of the TMP. Addresses operational requirements by providing improved alignment geometery, additional capacity and improved intersection operations. Partially addresses operational requirements by adding traffic capacity and improved intersection operations. Reduced sightlines from two curves at the south end. Addresses operational requirements with optimal alignment geometery, additional capacity and improved intersection operations. Somewhat addresses operational requirements but creates additional movements at Wharncliffe / Bostwick intersection. Introduces a dicontinuity at Wharncliffe/Exeter intersection. PLANNING POLICIES AND OBJECTIVES Is not consistent with the objectives of the London Plan and South West Area Plan (SWAP) Somewhat meets the objectives of the London Plan and South West Area Plan (SWAP). Lands at south end are fragmented limiting access options and development potential. However, impacts on adjacent natural areas and adjacent lands does not support local planning policies and objectives. Does not fully meet the objectives of the London Plan and South West Area Plan (SWAP) due to transportation and technical limitations. Land requirements are not optimally balanced. Minormoderate impact on proposed development projects. Meets the objectives of the London Plan and South West Area Plan (SWAP). Minimizes fragmentation of lands at the south end. Development potential would be generally maintained for parcels at the south end. Balances land requirement overall. Is not consistent with the objectives of the London Plan and South West Area Plan (SWAP) in specifying how future corridors are to be determined. Contradicts land use plan in SWAP. Significant impact on proposed development projects and new fire hall on Savoy. TECHNICAL REQUIREMENTS Does not meet current geometric design standards; does not address drainage deficiencies Addresses technical requirements. A single curve at south end provides better sightlines over two curves. Partially addresses technical requirements. Reduced sightlines at south end. Limits flexibility with location of proposed SWMF's. Addresses technical requirements with minimal impact on proposed development projects. Development potential would be generally maintained for parcels at the south end. Provides greater flexibility with locations of SWMF's. Somewhat addresses technical requirements. The classification of Savoy as a Collector is not compatible with the needs of the corridor. Delays to traffic along Wharncliffe due to additional signalized intersection at Wharncliffe/Savoy. SOCIO-ECONOMIC ENVIRONMENT CULTURAL HERITAGE NATURAL ENVIRONMENT COST Doing nothing would have no direct impact on the socio-economic environment. However, this option does not support the requirements of proposed community developments. Existing businesses will face access challenges as traffic volumes increase. No impacts to cultural heritage resources and/or land claims from Aboriginal or First Nations communities. No impacts to archaeological resources. This alternative would have minimal impacts to the natural environment beyond existing impacts. However, there are no opportunities to restore / enhance habitat or improve connectivity. Although there will be no initial capital cost, the cost of maintaining the existing roadway over the long term can be expected to increase. This alternative provides the maximum allowable setback from residential properties. Widening the roadway closer to the residence would still result in moderate impacts. No anticipated impacts to cultural heritage resources and/or land claims from Aboriginal or First Nations communities. Archaeological impacts to be further assessed following a stage 2 assessment. This alternative would have the most significant impact to the adjacent natural environment, particularly at the northern woodlot (Patch 10064), where a number of rare species are present. Moderate construction and property costs This alternative would have significant impacts on residential properties in the short term. No anticipated impacts to cultural heritage resources and/or land claims from Aboriginal or First Nations communities. Archaeological impacts to be further assessed following a stage 2 assessment. This alternative was ranked as having the least overall impact to the adjacent natural environment. The open space at the south portion of the study area and both woodlots at the northeast portion of the study area would be largely avoided. Moderate construction and property costs Similar to option A, this alternative provides the maximum available setback from residential properties while limiting encroachment into the adjacent natural area. Ranks as the least impactful alternative overall. No anticipated impacts to cultural heritage resources and/or land claims from Aboriginal or First Nations communities. Archaeological impacts to be further assessed following a stage 2 assessment. This alternative largely avoids encroachment into the significant woodlot at the northeast portion of the study area but would extend into the less significant central woodlot and open space at the southwest end. Higher overall construction cost of alternatives. Additional costs would be incurred for property impacts along at Wharncliffe/Bostwick/Exeter. Avoids impacts along Savoy and Fire Hall. Provides the maximum allowable setback from 3645 Bostwick Rd while limiting encroachment into the adjacent natural area. This option would alleviate the need to acquire commercial property at the south but would result in significant encroachment on residential property at the south end. Development lotting patterns already established on Savoy. No anticipated impacts to cultural heritage resources and/or land claims from Aboriginal or First Nations communities. Archaeological impacts to be further assessed following a stage 2 assessment. This alternative largely avoids encroachment into the significant woodlot at the northeast portion of the study area but would extend into the less significant central woodlot and open space at the southwest end. This alternative would eliminate potential impacts on aquatic species and watercourses at the Thornicroft Drain, as a culvert crossing would no longer be required. There is also the potential for enhancement along the southern reaches of the drain. Moderate construction costs. Additional costs would be incurred for property impacts along Savoy and Fire Hall; Avoids property at Wharncliffe/Bostwick/Exeter. EVALUATION SUMMARY NOT RECOMMENDED NOT RECOMMENDED NOT RECOMMENDED RECOMMENDED NOT RECOMMENDED 15

16 Evaluation of Design Alternatives Bradley Avenue EVALUATION CRITERIA Do Nothing Option X Option Y TRANSPORTATION / TECHNICAL REQUIREMENTS Does not address the transportation objectives in the TMP, SWAP, or the London Plan. Does not support the transportation needs of future developments. Addresses operational and technical requirements while maintaining development potential in the area. However, impacts on adjacent natural areas does not support the recommendations of local planning policies and objectives. Addresses operational and technical requirements and supports the recommendations of local planning policies and objectives. However, this alternative reduces the amount of developable land east and west of Bostwick Rd and fragments land parcels to the west, limiting development potential. SOCIO-ECONOMIC ENVIRONMENT While doing nothing would avoid direct impacts on the surrounding socio-economic environment, it would not support the transportation needs of future developments and community facilities. This alternative would have significant impacts on 6092 Pack Rd. Realigning the roadway further to the south from 6092 Pack Rd would reduce the overall impact to this residence. CULTURAL HERITAGE This alternative supports the requirements of the Ontario Heritage Act by not encroaching onto 6092 Pack Road, which has been identified in the City s Inventory of Heritage Resources as having historical value. This alternative encroaches onto 6092 Pack Road, which has been identified in the City s Inventory of Heritage Resources as having historical value. Encroachment onto properties of heritage significance should be avoided. This alternative supports the requirements of the Ontario Heritage Act by not encroaching onto 6092 Pack Road, which has been identified in the City s Inventory of Heritage Resources as having historical value. NATURAL ENVIRONMENT Doing nothing will have no impacts on the existing natural environment. This alternative would have significant impact to the adjacent natural environment (e.g. Patch 10064), where a number of rare species are present. While construction of a new road will have unavoidable ecological impacts, this alternative avoids the most significant natural heritage features and provides opportunities to enhance natural habitat and facilitate wildlife movement. COST No cost to construct new road. Similarities in overall cost of alternatives X & Y prevents this criteria from being a significant factor in determining the recommended alternative. Similarities in overall cost of alternatives X & Y prevents this criteria from being a significant factor in determining the recommended alternative. EVALUATION SUMMARY NOT RECOMMENDED NOT RECOMMENDED RECOMMENDED 16

17 Preliminary Recommended Design The recommended solution(s) identified for the Bostwick Road EA were determined to best meet the technical requirements and s planning objectives and policies for the area. Bostwick Road (Option C) Bradley Avenue (Option X) Roadway corridor to be realigned as per Option C Provides the maximum available setback from residential properties while limiting encroachment into the adjacent natural area Connects to existing alignment to the north of Kilbourne (future connection with Bostwick) South portion of the alignment jogs slightly to the south through planned residential development area and connects with Wharncliffe Bostwick Road to be widened to 4 lanes by 2035 with intersection improvements Future (2035) intersection operational improvements at Southdale and Wharncliffe intersections via additional through lanes. Signal timing improvements in the interim Future (2035) 4-lane roundabout configurations at Pack Road & Kilbourne Road. 2-lane roundabouts in the interim Active transportation improvements via continuous sidewalks and onroad bike lanes (buffered) Roadway drainage via catchbasins, curbs, gutters and stormsewers Commercial property requirements at Bostwick/Wharncliffe intersection Corridor is to be extended to the south of Patch 10064, a significant woodlot containing rare species Connects with Bostwick Road to the south of existing Pack Road intersection (requires shifting the current Pack Road alignment to the south) 2 through lanes to accommodate vehicular traffic (interim). 4 lanes in the future (ultimate) Active transportation improvements via continuous sidewalks and on-road bike lanes (buffered) Roadway drainage improvements via catchbasins, curbs, gutters and stormsewers Recommend rezoning of lands to mitigate loss of adjacent medium density developable area Recommendations to be implemented in phases 18

18 Implementation Plan Bradley Avenue The City s Development Charges Study and Capital Plan include the extension of Bradley Avenue between Wonderland Road and Bostwick Road with two lanes by Bostwick Road The realignment and widening of Bostwick Road is not currently scheduled. Following completion of the study, the City can commence with property acquisitions. Realignment and reconstruction of two lanes is anticipated by 2025 in conjunction with proposed developments. Widening to four lanes is anticipated beyond 2025 or by

19 Phasing Plan Options Bostwick Road Initial Reconstruction and Realignment of Two Lanes on East Side Of Centerline Allows for installation of sidewalks, street lighting and storm sewers in ultimate location Allows for phasing of future trunk sanitary sewer with minimal disruption. Future widening would take place on west side of centerline Allow for maintenance of traffic during construction Initial Reconstruction and Realignment of Two Lanes with Median (Recommended between Wharncliffe and Kilbourne) Allows for installation of sidewalks, street lighting and storm sewers in ultimate location Allows for maintenance of traffic during construction Median provides a safety buffer between opposing lanes Allows for construction of buffered on-road bicycle lanes Allows for flexibility in timing and construction of roundabouts. 20

20 Recommended Cross Section Bostwick Road (Ultimate) The cross sections developed for the Bostwick Road and Bradley Avenue corridors were developed to meet both technical requirements of the study and planning objectives established in the Southwest Area Plan (SWAP 2014), The London Plan (Official Plan), 2030 Transportation Master Plan SmartMoves and City of London Cycling Master Plan (London ON Bikes). 21

21 Recommended Cross Section Bradley Avenue (Ultimate) The cross sections developed for the Bostwick Road and Bradley Avenue corridors were developed to meet both technical requirements of the study and planning objectives established in the Southwest Area Plan (SWAP 2014), The London Plan (Official Plan), 2030 Transportation Master Plan SmartMoves and City of London Cycling Master Plan (London ON Bikes). 22

22 Roundabouts at Pack Road & Kilbourne Road (Future) Though no traffic signals are warranted, significant delay is anticipated at these locations in the future Roundabouts at these locations will serve to reduce unnecessary delay Pedestrian safety would be improved via new PXO treatments requiring vehicles to stop for crossing pedestrians (OTM Book 15) Additional benefits: Proven reduction in severity of accidents Reduction in vehicle emissions & noise Lower costs to maintain Provides ability to make a U-turn on a divided road 23

23 Next Steps Confirm the study recommendations (i.e. Preferred Design) in context of the comments received Meet with additional stakeholders and technically agencies as required Complete factor-specific studies Stage 2 Archaeological Assessment Tree inventory & Assessment Noise Assessment Submit an Environmental Study Report, documenting the planning process, for 30 Day public review Proceed to Phase 5: Detailed Design & Construction We encourage you to complete a comment sheet before leaving or submit your comments via / mail to one of the following project team members: Henry Huotari, P.Eng. Project Manager Parsons Inc Wellington Road South, Suite 214 London, ON N6E 2H6 Tel: Henry.Huotari@parsons.com Maged Elmadhoon, M.Eng., P.Eng. Traffic & Transportation Engineer 300 Dufferin Avenue, 8th Floor, P.O Box 5035 London, Ontario, N6A 4L9 Tel: CITY (2489) ext melmadho@london.ca Information collected for the study will be used in accordance with the Municipal Freedom of Information and Protection of Privacy Act. Except for personal information, including your name, address and property location, all comments received throughout the study will become part of the public record and included in project documentation. 24