Appendix E: Evaluation of Network Alternatives - July 2017
1 Overview This Appendix provides information used in the corridor level screening and detailed corridor assessment. Corridor Level Screening: The corridor level screening was a high-level comparison of the long list of corridor segments to assess which corridors best demonstrate the core attributes necessary to support RT. Based on this screening, a short-list of corridors were carried forward for consideration within the larger RT network. Detailed Corridor Assessment: This assessment was conducted on the short-list of corridors. This assessment applied a more robust list of corridor specific criteria. The outcome of the detailed corridor assessment is the preliminary preferred corridor for North, South, East and West, which combine to form the Rapid Transit network. E.1
2 Corridor Level Screening As described in Chapter 3 of the Rapid Transit Master Plan, the long list of alternatives were developed building upon work previously undertaken by the City and incorporates additional consultation with various groups. The intent of the Corridor Level Screening was to evaluate the long list of the corridor segment alternatives, and advance those that demonstrated suitability for RT. To assess each of the candidate corridors against the transportation and mobility focus, a set of criteria and measures was developed, provided in Chapter 3 of the Rapid Transit Master Plan. The following sections provide information to support the evaluation of the long list of alternatives. Major Destinations High activity centres can be efficiently served by RT due to the large concentration of trips originating and destined for these locations. These types of locations include major retail areas, post-secondary institutions, hospitals, and train/bus stations (Exhibit 2.1). E.2
Exhibit 2.1 Major Trip Generators Land Use Density The combined population and employment densities are shown in Exhibit 2.2, based on the 2011 Census. The 2016 Census results were not available at the time of writing. Upon initial inspection, it is clear that much of the city is low density, which can be serviced by existing conventional transit service. Higher density nodes do emerge from the map, including: The Downtown; Western University; Masonville Place; E.3
Victoria Hospital Campus; and, Oxford Street W at Wonderland Road and Platt s Lane. Exhibit 2.2 Existing Population and Employment Density (2011) Among the segments, the density levels within 500 meters of the road represent the number of potential riders who could access the corridor on foot within a roughly 10 minute walk. For comparison purposes, the downtown and overall corridors had approximately 148 and 35 people plus jobs per hectare, respectively. Those segments in the north, south and west corridors had the highest densities, while the east and south west corridors had the lowest. In terms of residential density, Oxford Wonderland (west) and Oxford Hyde Park (west) performed best while Oxford - Airport (east) was the most sparsely populated. Richmond averaged 25 jobs/ha, while Oxford Hyde Park supported only 5 jobs/ha. E.4
Anticipated Growth Implementing RT in areas where growth is planned will enable RT to shape the form and type of development that can occur. Through the TMP development, it was understood that status quo development patterns would not result in an urban area that can support RT, so a new growth strategy was generated, aimed to direct 40% of urban growth within the urbanized area. Using the City s growth forecasts, the forecasted employment and population growth per hectare for each segment is shown in Exhibit 2.3. Exhibit 2.3 Projected Growth High level of growth is targeted to occur: On Highbury Avenue between Dundas Street and Oxford Street, as part of the redevelopment of the former London Psychiatric Hospital as per the Secondary Plan; In the vicinity of Oxford Street West and Wonderland Road; Along Western Road and Richmond Street from WU to Masonville Place; E.5
At Commissioners Road and Wellington Road, at and around the Victoria Hospital campus; and, In the peripherals of the city. The first four areas serve the designated Transit Villages, where mixed-use, transit-oriented development will occur. While the peripherals of the City will experience strong growth, this will occur across large areas, resulting in lower densities that can be more appropriately by other transit options. Current Transit Ridership The current ridership along each segment reflects the segment s existing transit culture and is a good indication of the level of ridership that would be attracted to RT service. Exhibit 2.4 and Exhibit 2.5 show the AM and PM peak hour boardings by location, respectively. The corridors represent approximately 25% of LTC routes, but account for 60% of total ridership, due in part to high postsecondary student ridership. Areas with high rates of boardings include: The Downtown area bounded by approximately from Queens Avenue to York Street, from the Thames River to Waterloo Street; The WU Campus and nearby stops along Western Road; Fanshawe College; and, The Wonderland Road and Oxford Street area. E.6
Exhibit 2.4 AM Peak Hour Transit Boardings Exhibit 2.5 PM Peak Hour Transit Boardings E.7
Screening Results The overall ranking of each corridor is shown in Exhibit 2.6. The corridors located in the north, east and south showed the highest potential for RT, while those to the west and south-west showed a low level of performance. Corridor 8, Dundas Street-Argyle Mall has strong existing ridership however the established neighbourhood surrounding it means that minimal employment and population growth is anticipated. E.8
Exhibit 2.6 Corridor Assessment Results CORRIDOR MAJOR GENERATORS WITHIN 500M OF CORRIDOR 2011 POP. WITHIN 500M OF SEGMENT 2011 EMP. WITHIN 500M OF SEGMENT 2011-34 POP. AND EMP GROWTH WITHIN 500M OF SEGMENT SEGMENT TRA NSIT BOARDINGS (PM PEAK HR) OVERALL CORRIDOR RANK 1 Richmond Street 4 12,662 14,040 755 1128 1 2 Western Road 3 11,532 13,652 5,864 1153 2 3 Dundas Street Fanshawe College 1 15,504 19,466 7,626 1783 3 4 Oxford Street W Wonderland Road 2 14,812 10,574 5,302 188 5 5 Oxford Street W Oakridge Park 2 12,381 3,464 2,225 54 5 6 Oxford Street E Fanshawe College 1 18,614 19,352 5,325 1824 3 7 Oxford Street E Airport 2 1,953 9,846 1,399 39 5 8 Dundas Street Argyle 1 8,322 8,809 625 130 9 9 Springbank Drive Horton Street 0 9,671 6,299 536 65 11 10 Wharncliffe Road West London 0 4,816 1,544-426 369 11 11 Wharncliffe Road Lambeth 0 20,159 7,858 8,922 97 11 12 Wonderland Road 1 26,739 9,119 10,677 102 9 13 Wellington Street / Road 3 11,803 15,307 5,197 489 5
Based on the assessment, there are eight corridors that ranked high or average based on the evaluation and were carried forward for consideration within the larger RT network. All of these corridors connect to at least one major trip generator, had an average or above level of population and employment density which were slated to grow, and had moderate to high levels of existing ridership. It is worth noting that these potential corridors are consistent with the findings of the previous studies. The assessed corridors are illustrated in Exhibit 2.7. Exhibit 2.7 Corridor Assessment Summary E.10
The six lower performing corridors were screened out from consideration at the current time for the reasons provided in Exhibit 2.8. While some corridors performed well on a few indicators, none demonstrated strong potential on a combination which is necessary to support the investment in RT. Exhibit 2.8 Screened Out Corridors CORRIDOR 5 Oxford Street W Oakridge Park 8 Dundas Street Argyle 9 Springbank Drive Horton Street 10 Wharncliffe Road West London 11 Wharncliffe Road Lambeth REASON FOR SCREENING OUT No major nodes; low employment density and growth; low existing transit ridership Low employment density and growth; proximity to Oxford (approximately 500 m). Not transit supportive land use. No major nodes; low employment growth; low existing transit ridership No major nodes; low population growth; low employment growth; low existing transit ridership. No major nodes; low employment density; low existing transit ridership 12 Wonderland Road No major nodes; low existing transit ridership Short List of Feasible Corridors The eight corridor segments carried forward from the long-list evaluation were grouped to develop the short-list of feasible corridors: North: 1) Richmond Street from Downtown to Masonville Place, and 2) Western Road from Downtown to Masonville Place, East: 3) Dundas Street from Downtown to Oxford Street East and Fanshawe College, 6) Oxford Street East from Richmond Street to Fanshawe College, and 7) Oxford Street from Fanshawe College to the Airport, South: 13) Wellington Road from Downtown to White Oaks Mall, West: 4) Oxford Street from Wonderland Road to Richmond Street and 5) Oxford Street from Hyde Park Road to Wonderland Road. The eight corridors which ranked high or medium were carried forward as the short list of feasible corridors. These corridors have a number of similarities: Align with network concepts contained in the Transportation Master Plan and previous LTC RT studies; E.11
Serve at least most one major node, with those performing strongly serving multiple nodes; and, Anticipated to have high levels of employment and/or population growth. This enables RT to shape the form and type of development. E.12
3 Detailed Corridor Assessment For each of the eight corridors carried forward from the long list screening phase, a number of alternatives were developed by combining the preferred segments. These alternatives are evaluated in this section. Each segment was evaluated by criterion relative to one another using the symbols shown in Exhibit 3.1. Exhibit 3.1 Rating Relative to the Response of Criteria LEAST SUITABLE MEDIUM SUITABILITY MOST SUITABLE RATING While the analysis of the long list of corridors screened out alternatives based on transit-supportive land use characteristics and existing transit demand, the detailed corridor assessment provides additional analysis for each alternative based on a more robust list of corridor specific criteria. The Detailed Corridor Assessment Criteria are described in Chapter 3 of the Rapid Transit Master Plan. North Corridor Alternatives Options 1) Richmond Street from Downtown to Masonville Place, and 2) Western Road from Downtown to Masonville Place were the top scoring segments in the long-list evaluation and are carried forward to the short list as Options 1a and 1b, respectively, shown in Exhibit 3.2. While both options travel within close proximity to Western University, neither option directly enters the core of campus. This leaves much of the campus outside of the 400 to 500 metre desirable walking distance (a 5 to 6 minute walk). A third option was developed to provide transit within the centre of campus. Option 1c is a hybrid of Option 1a and 1b, Downtown to Masonville via Richmond WU Western. Option 1c also addresses the goals of the WU Campus Master Plan which identifies the need for a more direct transit connection to the campus. E.13
Each of the three corridors were evaluated, using the detailed assessment criteria, in Exhibit 3.3, Exhibit 3.4 Exhibit 3.5. The resulting ranking is summarized in Exhibit 3.6. Exhibit 3.2 North Corridor Alternatives E.14
Exhibit 3.3 North Corridor Transportation Capacity and Mobility Assessment TRANSPORTATION CAPACITY AND MOBILITY CRITERIA 1A RICHMOND 1B WESTERN- WHARNCLIFFE 1C RICHMOND WU WESTERN Existing Demographics 16,546 Persons and 31,462 Jobs 14,460 Persons and 23,653 Jobs 15,814 Persons and 36,450 Jobs Demographic Growth Based on 2011 population projections, this segment is expected to grow by 2,078 persons and jobs by 2034. Based on 2011 population projections, this segment is expected to grow by 10,640 persons and jobs by 2034. Based on 2011 population projections, this segment is expected to grow by 10,388 persons and jobs by 2034. Existing Transit Culture 1128 PM Peak Hour transit boardings along this segment, with primary transit generators at St. Joseph s Hospital, Masonville Place, and WU. 1153 PM Peak Hour transit boardings along this segment, with primary transit generators at WU, University Hospital, and Masonville Place. 1734 PM Peak Hour transit boardings along this segment, with primary transit generators at St. Joseph s Hospital, WU, University Hospital, and Masonville Place. Existing Corridor Performance Segment length: 5.7 km Average vehicle delay: 3.9 seconds/km Segment length: 6.9 km Average vehicle delay: 8.5 seconds/km Segment length: 6.5 km Average vehicle delay: 9 seconds/km Maximum Volume to Capacity Ratio: 1.1 Maximum Volume to Capacity Ratio: 1.7 Maximum Volume to Capacity Ratio: 1.1 Transit Travel Time to Auto Travel Time: 1.4 Transit Travel Time to Auto Travel Time: 1.4 Transit Travel Time to Auto Travel Time: 1.4 RANK 1 3 2 Note: PM Peak hour transit boardings based on 2014 data. E.15
Exhibit 3.4 North Corridor Ease of Implementation and Operational Viability Assessment EASE OF IMPLEMENTATION AND OPERATIONAL VIABILITY CRITERIA 1A RICHMOND 1B WESTERN- WHARNCLIFFE 1C RICHMOND WU WESTERN Physical Constraints Limited right-of-way on Richmond Street south of Oxford Street will require widening and property acquisition. Richmond Street, north of Oxford Street can generally accommodate widening within the existing right-of-way, except around the University Drive intersection where property acquisition would be required. Western Road from Fanshawe Park Road to Oxford Street will require widening and property acquisition. Wharncliffe Road is within the flood plan and is a mature residential area that is not expected to grow. Limited right-of-way on Richmond Street south of Oxford Street will require widening and property acquisition. Routing through WU campus will be challenging due to limited space on private roads. Engineering Challenges There is an at-grade CP Rail crossing on Richmond Street approximately 200m south of Oxford Street that will likely require grade-separation. The Richmond Street crossing of the North Thames River would be costly to widen. The Riverside Drive crossing of the Thames River is currently twinned with two lanes on each structure. The CP Rail bridge over Wharncliffe Road is very narrow but is planned to be improved as determined by the Western Road EA. There is an at-grade CP Rail crossing on Richmond Street approximately 200m south of Oxford Street that will likely require grade separation. The University Drive crossing of the Thames River is two-lanes and would either require mixed traffic, restricted general traffic, twinning or widening of the existing bridge. Maintaining the character of the existing bridge will be a priority. RANK 2 1 3 E.16
Exhibit 3.5 North Corridor Community Building and Revitalization Assessment COMMUNITY BUILDING AND REVITALIZATION CRITERIA 1A RICHMOND 1B WESTERN- WHARNCLIFFE 1C RICHMOND WU WESTERN Intensification and Revitalization There is redevelopment potential along Richmond Street south of Oxford Street. Richmond Street, north of Oxford Street is primarily low and mid density residential and has less potential for intensification. This segment is farthest from planned WU campus expansion west of Western Road There is little potential for intensification or redevelopment along Wharncliffe Road due to the floodplain and mature residential uses. Serves WU planned campus expansion west of Western Road There is redevelopment potential along Richmond Street south of Oxford Street. Richmond Street, north of Oxford Street is primarily low and mid density residential and has less potential for intensification. Serves WU planned campus expansion west of Western Road Benefits to Disadvantaged Populations This segment provides improved transit service to WU students, King s College students and to St. Joseph s Hospital. However, since the segment does not pass through WU campus, it is limited in its ability to provide high quality rapid transit service directly to the University and to University Hospital This segment provides improved transit service to University Hospital and to WU staff and students. By passing through WU campus on Western Road, students are more directly connected to high quality rapid transit. This segment provides improved transit service to the University Hospital and St. Joseph s Hospital, as well as WU and King s College students. By routing directly through WU campus and along Western Road, students are most directly connected to high quality rapid transit. A station at University Drive would serve King s College. E.17
COMMUNITY BUILDING AND REVITALIZATION CRITERIA 1A RICHMOND 1B WESTERN- WHARNCLIFFE 1C RICHMOND WU WESTERN Transit and Pedestrian Supportive Land Use Richmond Street south of Oxford Street has a more traditional main street feel with small scale retail and commercial activity. Grid street network is supportive of pedestrian and transit movements. North of Oxford Street, the land use is primarily low and medium density. The properties are closely spaced, with moderate building setbacks making for decent walkability. All segments support TOD at the Fanshawe Park Road intersection. Western Road is low density residential supported by a curvilinear street network, making difficult first-mile walking connections to transit. Wharncliffe Road is primarily residential with tight spacing of houses. This is a reasonably walkable area. All segments support TOD at the Fanshawe Park Road intersection. Richmond Street north and south of Oxford Street has the same characteristics as Option 1A. By routing directly through WU campus and along Western Road, transit oriented development is supporting for Western University and the Windermere/Western area. All segments support TOD at the Fanshawe Park Road intersection. RANK 3 2 1 Exhibit 3.6 North Corridor Alternatives Ranking Summary North Corridor Segment Alternatives Ranking 1a Richmond 1b Western- Wharncliffe 1c Richmond WU Western Transportation Capacity 1 3 2 and Mobility Focus Ease of Implementation 2 1 3 and Operational Viability Community Building and 3 2 1 Revitalization Focus Overall Ranking 2 3 1 Preferred E.18
East Corridor Alternatives Options 3) Dundas Street, 6) Oxford Street, and 7) Oxford Street from Fanshawe College to the Airport were carried forward from the long-list evaluation, as Options 2a, 2b, and 2c respectively. Options 2a) and 2b) will be compared against each other to determine the preferred corridor from Downtown to Fanshawe College. Option 2c) will be evaluated to assess the extension of rapid transit from Fanshawe College to the Airport. All three options are shown in Exhibit 3.7. Each of the three corridors were evaluated, using the detailed assessment criteria, in Exhibit 3.8, Exhibit 3.9, and Exhibit 3.10. The resulting ranking is summarized in Exhibit 3.11. Exhibit 3.7: East Corridor Alternatives E.19
Exhibit 3.8 East Corridor Transportation Capacity and Mobility Assessment TRANSPORTATION CAPACITY AND MOBILITY CRITERIA 2A DUNDAS STREET FANSHAWE 2B OXFORD ST E - FANSHAWE 2C OXFORD ST E FANSHAWE TO AIRPORT Existing Demographics 18,096 persons and 30,732 jobs 18,614 persons and 19,352 jobs 1,953 persons and 9,846 jobs Demographic Growth Population and employment along this segment is forecasted to grow by 8,343 persons and jobs by 2034. Population and employment along this segment is forecasted to grow by 5,325 persons and jobs by 2034. Population and employment along this segment is forecasted to grow by 1,399 persons and jobs by 2034. Existing Transit Culture 1783 PM Peak Hour transit boardings along this segment, with primary trip generators at the Western Fairgrounds and Fanshawe College. 1824 PM Peak Hour transit boardings along this segment, with primary trip generators at Street Joseph s Hospital, and Fanshawe College. 39 PM Peak Hour transit boardings along this segment with primary trip generators at Fanshawe College and London International Airport. Existing Corridor Performance Segment length: 5.8 km Average vehicle delay: 3.9 seconds/km Segment length: 6.5 km Average vehicle delay: 9 seconds/km Segment length: 4.7 km Average vehicle delay: 0 seconds/km Maximum Volume to Capacity Ratio: 1.1 Maximum Volume to Capacity Ratio: 1.1 Maximum Volume to Capacity Ratio: 0.4 Transit Travel Time to Auto Travel Time: 1.7 Transit Travel Time to Auto Travel Time: 1.4 Transit Travel Time to Auto Travel Time: 1.7 RANK 2 1 3 E.20
Exhibit 3.9 East Corridors Ease of Implementation and Operational Viability Assessment EASE OF IMPLEMENTATION AND OPERATIONAL VIABILITY CRITERIA 2A DUNDAS STREET - FANSHAWE 2B OXFORD ST E - FANSHAWE 2C OXFORD ST E FANSHAWE TO AIRPORT Physical Constraints Dundas Street has limited right-of-way will require widening and property acquisition, or reduction in the number of general travel lanes from 4 to 2. Oxford Street between Richmond Street and Fanshawe College is generally wide enough to accommodate dedicated rapid transit lanes. Oxford Street is generally widen enough to accommodate dedicated rapid transit lanes. Highbury Avenue and Oxford Street are generally wide enough to accommodate dedicated rapid transit lanes. Engineering Challenges There is an existing road-over-rail structure on Highbury Avenue at the CPR which may require improvements. There is an existing atgrade crossing of a CPR spur which will likely remain. There is an at-grade CP Rail crossing on Richmond Street approximately 200m south of Oxford Street that will likely require grade separation. There are two at-grade rail crossings (CN and CPR) near Clarke Road where gradeseparations may be considered. A new right-of-way may be required to provide a seamless pedestrian connection to the airport terminal. RANK 1 2 2 E.21
Exhibit 3.10 East Corridor Community Building and Revitalization Assessment COMMUNITY BUILDING AND REVITALIZATION CRITERIA 2A DUNDAS STREET - FANSHAWE 2B OXFORD ST E - FANSHAWE 2C OXFORD ST E FANSHAWE TO AIRPORT Intensification and Revitalization There is redevelopment potential along Dundas Street. There is a secondary plan for the redevelopment of the former hospital lands on Highbury Avenue. The Fanshawe College area is planned to continue growing. There is redevelopment potential along Oxford Street. However, existing low-density residential uses limit redevelopment potential. There is a secondary plan for the redevelopment of the former hospital lands on Highbury Avenue. The Fanshawe College area is planned to continue growing. There is redevelopment potential along Oxford Street. The presence of RT infrastructure could support future affordable housing projects in this area that could be planned from scratch using transit oriented design principles. Benefits to Disadvantaged Populations This segment provides service to lower income areas along Dundas Street and connects Fanshawe College students to downtown. This segment connects Fanshawe students to downtown. The segment connects Fanshawe College to the airport and the airport to downtown. Transit and Pedestrian Supportive Land Use A fine street grid and connected building parcels on Dundas Street lend themselves to mixed use and street front retail. Dundas Street is very walkable and supportive of public transit. Oxford Street is highly auto oriented even through the downtown. Densities are low and the distances between destinations are far. The wide road right-of-way along this corridor also hinders walkability. This section of Oxford Street is highly auto oriented, with large property parcels and road setbacks. This type of land use is not well suited for transit. RANK 1 2 3 E.22
Exhibit 3.11 East Corridor Alternatives Ranking Summary East Corridor Segment Alternatives Ranking 2a Dundas Street - Fanshawe 2b Oxford St E - Fanshawe 2c Oxford St E Fanshawe to Airport Transportation Capacity and Mobility Focus Ease of Implementation and Operational Viability Community Building and Revitalization Focus 2 1 3 1 2 2 1 2 3 Overall Ranking 1 2 3 Preferred South Corridor Alternatives One corridor segment passed the corridor level screening assessment: Wellington Street from Downtown to White Oaks Mall. This corridor was developed into two options to assess the provision of RT from Commissioners Road to White Oaks Mall: Options 3a) Downtown to Commissioners Road, and 3b) Downtown to White Oaks Mall. The two options are shown in Exhibit 3.12. Both of the corridors were evaluated in Exhibit 3.13, Exhibit 3.14, and Exhibit 3.15 using the detailed assessment criteria. The resulting ranking is summarized in Exhibit 3.16. E.23
Exhibit 3.12 South Corridor Alternatives Exhibit 3.13 South Corridor Transportation Capacity and Mobility Assessment TRANSPORTATION CAPACITY AND MOBILITY CRITERIA 3A WELLINGTON DOWNTOWN TO COMMISSIONERS 3B WELLINGTON - DOWNTOWN TO WHITE OAKS MALL Existing Demographics 7,437People and 15,419 Jobs 12,390 People and 22,430 Jobs Demographic Growth Existing Transit Culture Population and employment along this segment is forecasted to grow by 3,545 persons and jobs by 2031. 287 PM Peak Hour transit boardings along this segment with primary trip Population and employment along this segment is forecasted to grow by 4,622 persons and jobs by 2031. 489 PM Peak Hour transit boardings along this segment with primary trip generators at Victoria Hospital, E.24
Existing Corridor Performance generators at Victoria Hospital and Parkwood Institute. Segment length: 3.0 km Average vehicle delay: 10.1 seconds/km Maximum Volume to Capacity Ratio: 0.9 Transit Travel Time to Auto Travel Time: 1.8 Parkwood Institute, White Oaks Mall and Westervelt College. Segment length: 5.9 km Average vehicle delay: 8.0 seconds/km Maximum Volume to Capacity Ratio: 0.9 Transit Travel Time to Auto Travel Time: 0.95 RANK 2 1 Exhibit 3.14 South Corridor Ease of Implementation and Operational Variability Assessment EASE OF IMPLEMENTATION AND OPERATIONAL VIABILITY CRITERIA Physical Constraints Engineering Challenges 3A WELLINGTON DOWNTOWN TO COMMISSIONERS Wellington Street / Road is generally wide enough to accommodate dedicated rapid transit lanes. Existing structures under CN rail corridor and over Thames River are constraints. Existing horizontal alignment south of Thames River, near Bond Street, will restrict operational speeds without improvement. 3B WELLINGTON - DOWNTOWN TO WHITE OAKS MALL Same constraints as Option 3A, plus environmentally sensitive lands around the Westminster Ponds, south of Commissioners Road. Existing horizontal alignment south of Thames River, near Bond Street, will restrict operational speeds without improvement. RANK 1 2 E.25
Exhibit 3.15 South Corridor Community Building and Revitalization Assessment COMMUNITY BUILDING AND REVITALIZATION FOCUS CRITERIA Intensification and Revitalization Benefits to Disadvantaged Populations Transit and Pedestrian Oriented Land Uses 3A WELLINGTON DOWNTOWN TO COMMISSIONERS There is redevelopment potential along Wellington Street north of the Thames River. On-going studies are underway by the City for this SoHo or South of Horton area. South of the Thames River is existing lower density commercial and residential land use along Wellington. This segment provides improved transit service to retirement and seniors facilities on or near the corridor, as well as Parkwood Institute and Victoria Hospital. Wellington Street/Road is a major arterial with high traffic speeds and mainly auto oriented development. 3B WELLINGTON - DOWNTOWN TO WHITE OAKS MALL In addition to the comments for Option 3A, the presence of Westminster Ponds Conservation Area reduces redevelopment potential at that location. However, there is redevelopment potential and under-utilized sites such as surface parking lots between Commissioners Road and White Oaks Mall. In addition to the comments for Option 3A, this segment provides improved transit service to Westervelt College and additional retirement homes. Providing a connection to White Oaks Mall serves other local transit routes and a large retail and employment area. Connections to Westminster Ponds would provide recreational cycling and walking opportunities. RANK 2 1 E.26
Exhibit 3.16 South Corridor Alternatives Ranking Summary SOUTH CORRIDOR SEGMENT ALTERNATIVES RANKING 3A WELLINGTON DOWNTOWN TO COMMISSIONERS 3B WELLINGTON - DOWNTOWN TO WHITE OAKS MALL Transportation Capacity and Mobility Focus Ease of Implementation and Operational Viability Community Building and Revitalization Focus 2 1 1 2 2 1 Overall Ranking 2 1 Preferred West Corridor Alternatives Options 4) Oxford Street from Wonderland Road to Downtown and 5) Oxford Street from Hyde Park Road to Downtown were carried forward from the long-list evaluation, as Options 4a and 4b, respectively. These options were developed into stand-alone segments, as illustrated in Exhibit 3.17. Both corridors were evaluated, using the detailed assessment criteria, in Exhibit 3.18, Exhibit 3.19, and Exhibit 3.20. The resulting ranking is summarized in Exhibit 3.21. E.27
Exhibit 3.17 West Corridor Alternatives E.28
Exhibit 3.18 West Corridor Transportation Capacity and Mobility Assessment TRANSPORTATION CAPACITY AND MOBILITY CRITERIA 4A OXFORD W WONDERLAND TO DOWNTOWN 4B OXFORD W HYDE PARK TO DOWNTOWN Existing Demographics 15,995 Persons and 18,249 Jobs 25,783 Persons and 20,654 Jobs Demographic Growth Existing Transit Culture Existing Corridor Performance Population and employment along this segment is forecasted to grow by 7,767 persons and jobs by 2031. 188 PM Peak Hour transit boardings along this segment with primary trip generators at Wonderland/Oxford Commercial area, London Muslim Mosque, Cherry Hill Village Mall, and Sugar Creek Village. Segment length: 4.5 km Average vehicle delay: 6.6 seconds/km Maximum Volume to Capacity Ratio: 1.1 Transit Travel Time to Auto Travel Time: 1.8 Population and employment along this segment is forecasted to grow by 8,749 persons and jobs by 2031. 242 PM Peak Hour transit boardings along this segment, with primary trip generators at Wonderland/Oxford Commercial area, London Muslim Mosque, Cherry Hill Village Mall, Sugar Creek Village, and Oakridge Shopping Centre. Segment length: 6.9 km Average vehicle delay: 5.5 seconds/km Maximum Volume to Capacity Ratio: 1.1 Transit Travel Time to Auto Travel Time: 1.8 RANK 2 1 E.29
Exhibit 3.19 West Corridor Ease of Implementation and Operational Viability Assessment EASE OF IMPLEMENTATION AND OPERATIONAL VIABILITY CRITERIA Physical Constraints 4A OXFORD W WONDERLAND TO DOWNTOWN Crossing the Thames River, west of downtown will have challenges. In the section west of the Thames River there are generally four travel lanes plus turning lanes. 4B OXFORD W HYDE PARK TO DOWNTOWN Crossing the Thames River, west of downtown will have challenges. In the section west of the Thames River and east of Wonderland Road there are generally four travel lanes plus turning lanes. West of Wonderland Road, there are at least 4 travel lanes plus turning lanes with a constraint at the existing rail overpass. Engineering Challenges Navigating rail underpass near the Thames River and the Thames River crossing. The Riverside Drive crossing of the Thames River is currently twinned with two lanes on each structure. To maintain existing traffic lanes while adding RT would require the widening of one of these bridges. Navigating rail underpass near the Thames River and the Thames River crossing. The Riverside Drive crossing of the Thames River is currently twinned with two lanes on each structure. To maintain existing traffic lanes while adding RT would require the widening of one of these bridges. There is a low rail underpass west of Wonderland Road that may require upgrading. RANK 1 2 E.30
Exhibit 3.20 West Corridor Community Building and Revitalization Focus Assessment COMMUNITY BUILDING AND REVITALIZATION FOCUS CRITERIA Intensification and Revitalization 4A OXFORD W WONDERLAND TO DOWNTOWN There is potential to redevelop the surface parking at the shopping centres There is some land available near Wonderland Road and in west London for intensification Sugar Creek Village and Cherryhill Village already have many residential towers and there could be opportunities to add more housing or mixed use retail in the area, particularly north of Oxford Street near Beaverbrook Avenue. 4B OXFORD W HYDE PARK TO DOWNTOWN There is potential to redevelop the surface parking at the shopping centres There is some land available near Wonderland Road and in west London for intensification. There are few empty lots or excess parking west of Wonderland Road that would provide opportunity for higher density redevelopment. Sugar Creek Village and Cherryhill Village already have many residential towers and there could be opportunities to add more housing or mixed use retail in the area, particularly north of Oxford Street near Beaverbrook Avenue.West of Wonderland Road, the predominately low density residential land uses and neighbourhoods with curvilinear streets limit the redevelopment potential of the area. Benefits to Disadvantaged Populations Transit and Pedestrian Oriented Land Uses Chelsey Park retirement community is on the corridor, but most of the corridor is populated by affluent communities with a low likelihood of generating new ridership. Eagle Heights Public school is located on the corridor. There is an existing grid network of streets around the intersection of Oxford and Wharncliffe. The towers in Sugar Creek Village and Cherryhill Village are within a reasonable walking distance to Oxfrod Street. Chelsey Park retirement community and Highview Residences, an elderly care centre, are on the corridor, but most of the corridor is populated by affluent and middle-upper class housing communities with a low likelihood of generating new ridership. Eagle Heights Public school is located on the corridor. There is an existing grid network of streets around the intersection of Oxford and Wharncliffe. The towers in Sugar Creek Village and Cherryhill Village are within a reasonable walking distance to Oxfrod Street. E.31
The existing density is expected to provide built in ridership. Mostly large lot setbacks and challenging land use patterns make walking and transit undesirable. The existing density is expected to provide built in ridership. Mostly large lot setbacks and challenging land use patterns make walking and transit undesirable. The land use west of Wonderland Road is highly residential with large lot spacing and curvilinear street networks. It is highly auto oriented with few pedestrian friendly or walkable destinations. RANK 1 2 Exhibit 3.21: West Corridor Alternatives Ranking Summary WEST CORRIDOR SEGMENT ALTERNATIVES RANKING 4a Oxford W Wonderland to Downtown 4b Oxford W Hyde Park to Downtown Transportation Capacity and Mobility Focus Ease of Implementation and Operational Viability Community Building and Revitalization Focus 2 1 1 2 1 2 Overall Ranking 1 2 Preferred E.32
4 Preliminary Preferred Corridors The following corridor segments, from the Downtown area to outer areas of London, are preferred to form the network alternatives for further evaluation: North: Option 1c: From Downtown via Richmond Street to Western University to Western Road to Richmond Street at Masonville Place; East: Option 2a: From Downtown to Dundas Street to Highbury Avenue to Oxford Street East at Fanshawe College; South: Option 3b: From Downtown via Wellington Road to White Oaks Mall; and, West: Option 4a: From Downtown via Oxford Street to Wonderland Road. E.33