Commissioners Road West. Municipal Class Environmental Assessment. City of London

Commissioners Road West Municipal Class Environmental Assessment Commissioners Road West Realignment from Springbank Drive/Byron Baseline Road to Cranbrook Road ENVIRONMENTAL STUDY REPORT B000615

Commissioners Road West Municipal Class Environmental Assessment Commissioners Road West Realignment from Springbank Drive/Byron Baseline Road to Cranbrook Road ENVIRONMENTAL STUDY REPORT B000615

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Executive Summary 1. Introduction The retained CIMA+ in 2016 to undertake an Environmental Assessment (EA) for the proposed realignment of Commissioners Road West. The realignment of Commissioners Road West was identified in the London 2030 Transportation Master Plan (TMP) which was approved by City Council in June 2012. The realignment was also shown in the Official Plan 1992 and The London Plan 2016. The Commissioners Road West realignment from Springbank Drive/Byron Baseline Road to Cranbrook Road study follows the Municipal Engineers Association (MEA) Municipal Class Environmental Assessment (October 2000, as amended in 2007, 2011 and 2015) process for a Schedule C project. The proposed realignment is in accordance with the City s 2030 Transportation Master Plan (TMP), which identified the need to realign Commissioners Road West through the Byron Gravel Pit. The realignment is part of an overall plan that includes the reclamation of the Byron Gravel Pit. The recommendations of this study will contribute significantly to the development of the South-East Byron Secondary Plan, which will establish a vision for future development in the Byron Area. The construction of the realignment is not anticipated to commence for 15 to 20 years however, the study was initiated in order to establish a base road network for the Secondary Plan and establish preliminary property requirements. i

Study Area of the Commissioners Road West Realignment EA Within the study area, Commissioners Road West is a 1.2-kilometre two-lane arterial roadway extending from Springbank Drive/Byron Baseline Road in the West to Cranbrook Drive in the East. The study area includes four intersections with Commissioners Road West; Springbank Drive/Byron Baseline Road, Cranbrook Road, Crestwood Drive and Longworth Road. In the western portion of the study area, Commissioners Road West passes through Snake Hill (also referred to as Reservoir Hill ), where the road experiences a very steep westerly downgrade of approximately 11% (approaching the intersection of Springbank Drive/Byron Baseline Road). The current posted speed along Commissioners Road West is 60 km/h east of Longworth Road and 50 km/h west of Longworth Road. 2. Planning context The policy context is discussed in Chapter 2 of the ESR. The policy framework guides infrastructure and land use planning and strategic investment decisions to support City growth and transportation objectives. ii The realignment of Commissioners Road West was first identified in the South-East Byron Area Study in 1992 and reaffirmed in the Official Plan. The

realignment is shown in both plans as a part of the land use redevelopment of the Byron gravel pit. More recently, the City s Cycling Master Plan (2016), The London Plan and the 2030 Transportation Master Plan show the importance of the realignment of Commissioners Road West for all modes of transportation to better connect the City s transportation network. 3. Consultation Consultation was a key component of the study in order to provide an opportunity for stakeholder groups and the public to gain an understanding of the study process and provide feedback at important stages in the Class EA process. The consultation plan was organized around key study milestones, including the two Public Information Centres (PICs), stakeholder engagement and participation of technical review/regulatory agencies at study milestones. A mailing list was developed to notify potentially interested parties of opportunities for review and comment. The key stakeholders included residents, interested public, agencies, First Nations communities and those who may be affected by the project. A Notice of Study Commencement was issued on April 11 th, 2016 to inform the public of the study and invite agency representatives participate on the study s Technical Agency Committee (TAC). Public Information Centre (PIC) No.1 was held on March 30, 2017 to present the study, including information on existing conditions, alternative planning solutions, evaluation criteria and design considerations. It served as opportunity for the public to review the project information, ask questions, and provide input to the members of the study team. The Notice of PIC No.1 was published in The Londoner on March 16 th and March 23 rd, 2017. PIC No.2 was held on November 29, 2017 as an opportunity for attendees to review the impact of the road improvement options on the social, cultural, economic, and natural environments as well as the preliminary preferred design. The Notice of PIC No.2 published in The Londoner on November 16 th and 23 rd, 2017. In addition to formal public events, the Project Team conducted numerous in-person meeting with the stakeholders and agencies. In particular, three meetings were held with the LaFarge Canada representatives, March 24 th, September 18 th, November 9 th, iii

2017 and one meeting with the Upper Thames River Conservation Authority (UTRCA) on November 15 th, 2017. A Notice of Study Completion was prepared to inform the public and agencies of the completion of the study and the public review period. The notice was mailed to agency representatives and stakeholders on the week of September 10 th, 2018. The notice was also published in local newspapers on September 13 th and 20 th, 2018. 4. Identification of the problem 4.1. Existing Road Network Within the study limits, Commissioners Road West and Byron Baseline Road /Springbank Drive are two-lane arterial roadways. All other roadways within the study area are local roads. East of the intersection with Byron Baseline Road/ Springbank Drive, Commissioners Road West passes through Snake Hill, where the roadway experiences a vertical grade of approximately 11%. The existing roadway cross-section is partly rural and partly urban (curb and gutter present). The current posted speed limit on Commissioners Road West is 60 km/h east of Longworth Road and 50 km/h west of Longworth Road. The intersections at the two study-area termini are signalized, and there are two unsignalized intersections within the study area (Crestwood Drive and Longworth Road). 4.2. Traffic Operations and Safety Assessment Commissioners Road West exhibits a steep road grade and very tight horizontal curves between Crestwood Drive and Byron Baseline Road/Springbank Drive. Commissioners Road West is classified as an urban arterial undivided roadway where the maximum gradient is recommended to be 6% while the current vertical grade for Snake Hill is approximately 11%. These existing conditions reduce traffic capacity, prevent provision of transit and emergency service within the study area, and inhibit active-transportation opportunities. A significant number of collisions were observed on Snake Hill and at the intersection of Byron Baseline Road/ Springbank Drive and Commissioners Road West. Some of the contributing factors for the collisions may be slippery roads caused by loss of traction due to steep downgrade and sharp horizontal curvature, and short stopping sight distance. These conditions could be traffic safety concerns not only for vehicles but also iv

vulnerable road users (i.e. pedestrians, cyclists and individuals with accessibility requirements). Currently, this section of Commissioners Road West is not included in London Transit s network due to the operational concerns. Similarly, emergency service vehicles operations are limited; especially in the winter season as this section of Commissioners Road West has high collision rates under wet and slippery conditions as discussed in the traffic and safety assessment. 4.3. Problem and Opportunity Statement The steep vertical grade and sharp horizontal curves, contribute to safety concerns for all road users on this section of Commissioners Road West particularly in poor winter road conditions. Existing conditions reduce traffic capacity, prevent provision of transit and emergency service within the study area, and inhibit active-transportation opportunities. Additional problems within the study area include: + Most recreational cyclists have hard time riding on an 11% incline. + Ontario s Accessibility Design Standards generally require that pedestrian pathways have a grade of 5% or less. + Emergency service vehicles operations. + Transit services limitations. + Heavy vehicles are advised against using Snake Hill as a truck route. The operator of the Byron gravel pit has indicated that pit operations are nearing completion, and this creates the opportunity to provide a realigned Commissioners Road West with a road geometry suitable for all road users. The realignment of Commissioners Road West is an opportunity to: + Improve road safety for all users. + Achieve integrated land-use planning (including the Byron Gravel Pit). + Connect the park system. + Create new pathways and pocket parks. + Enhance landscaping. 5. Alternative Planning Solutions Transportation planning solutions were developed and assessed against their ability to reasonably address the problems and opportunities identified in the study area. The v

following five alternatives solutions are examined in relation to the geometric deficiency on Commissioners Road West: Alternative Solution 1 Do Nothing Leave Commissioners Road West in an as-is state. Alternative Solution 2A Improve Existing Road Geometry: Vertical Road Profile Reconstruction of the existing Commissioners Road West to improve the vertical curvature deficiencies to meet the design standard of 6%. The steep grade may be avoided by modifying the roadway s profile between Springbank Drive and Westmount Drive. Retaining walls would be required to accommodate regrading; otherwise there would be a large property requirement to accommodate the amount of cut. Alternative Solution 2B Improve Existing Road Geometry: Horizontal Curvature Reconstruction of the existing Commissioners Road West to improve the horizontal deficiencies of reverse curves, just east of Springbank Drive, which currently have radii of 80 metres. The posted speed is 50 km/h with a design speed of 60 km/h, resulting in a required minimum curve radius for an arterial roadway of 130 metres (City s Design Specifications & Requirements Manual ). However, minimum curve radii need to be increased for steep road grades. Based on the maximum road grade of approximately 11%, the minimum curve radius should be increased to 235 metres, which would result in significant property impacts. Additionally, increasing minimum curve radii will mitigate stopping sight distance (SSD) concerns which the current SSD falls short of the minimum SSD standard. Alternative Solution 2C Improve Existing Road Geometry: Road Profile and Curvature Combining horizontal and vertical alignment modifications would be preferred over Solution 2A and 2B to eliminate sight-distance restrictions at the horizontal curves. A minimum curve radius of 170 metres and 6% maximum grade would be required. The impacts noted for Alternative Solution 2A and 2B combined would be incurred for this option. Alternative Solution 3 Realign Commissioners Road West Following the closure of the Byron gravel pit, relocation of Commissioners Road West southerly to a new corridor may be feasible. Commissioners Road would be realigned from Byron Baseline Road to Cranbrook Road while the existing Commissioners Road vi

would remain a local roadway. The existing Commissioners Road West would then be converted to a dead-end street at the intersection with Cranbrook Road to avoid a fivelegged intersection. The maximum road grade of a new Commissioners Road West would be less than 6%, (i.e. within the City s design standards). There are several alternate solutions for the roadway alignment and configuration of the local road network. The exact alignment and grading of a realigned Commissioners Road West is investigated in Section 8.3. 6. Preferred Planning Solution Phases 1 and 2 of the Class EA including the alternative solutions, were presented to agencies and the public for review and input at a Technical Agencies Committee (TAC) meeting and Public Information Centre #1 (PIC). Overall, in discussion with those in attendance at the PIC, there was an overall favourable response to Alternative Solution3. Key factors for Alternative Solution 3 being selected as the preferred planning solution include the following: + Removes the existing steep road grade by closing the existing Commissioners Road West and providing a new alignment + Improved safety for all road users (i.e. vehicles, pedestrians and cyclist) + Improved access for emergency services + Opportunity to provide transit service + Integration of Commissioner Road into London s Road Network and conforms to the City s planning policies (i.e. The London Plan) + Improved road grade accommodates improved active-transportation facilities (i.e. multi-use path) + Reserved corridor is sufficient to widen Commissioners Road West to 4-lanes Cost was not considered as a principle factor in the determination of the preferred solution. The overall benefits mentioned above were found to outweigh cost in the evaluation process. Following consultation with agencies and the public, the preferred planning solution is recommended as Alternative Solution 3, realignment of Commissioners Road West into a new corridor. vii

7. Alternative Design Concepts Phase 3 of the Class EA process includes the development and evaluation of alternative designs based on the preferred planning solution. The design criteria utilized in the development of the alternative designs are shown in Section 7.1 of the body of the report. In addition to the design criteria discussed above, the following factors were considered in the development of alternative designs: + In keeping with the design criteria which keep the vertical and horizontal alignment within safe limits, design options through the pit were constrained. The largest distance between centre lines of the most northerly and most southerly alignments was restricted to 55 metres due to proximity to the pit and the hill adjacent to Crestwood Drive. + An alignment that encroaches on the residential properties located on the hill would require a large amount of cut and directly affect these properties. + An alignment far away from these properties and closer to the pit would require a large amount of fill and the connection at the intersection of Commissioners Road West and Byron Baseline Road would increase the skewed angle. After reviewing design options, previously prepared in 1992 (and others by the City), three feasible alternative designs were developed using the design criteria. The alternative designs and variation in alignment are illustrated below. Alternative 3.1 Alternative 3.2 Alternative 3.3 viii

Alternative Design 3.1 Southerly Alignment This corridor alignment is the furthest south and furthest away from the existing properties located on the hill on Crestwood Drive. This is the most southerly alignment feasible while still adhering to the design criteria. Alternative Design 3.2 Northerly Alignment This alignment is the most northerly and closest to the hill on Crestwood Drive. This is the most northerly alignment feasible while meeting design criteria and not directly impacting the existing properties on top of the hill. Alternative Design 3.3 Middle Alignment This alignment is in between alternative design 1 and 2. ix

8. Preferred Design Alternative Design 3.2, Northerly Alignment was selected as the preferred design that best addresses the project problem statement based on the detailed evaluation and feedback received from the public. Factors such as impact on areas of archaeological potential, built heritage resources, vegetation, property and municipal services and utilities as well as opportunities for streetscaping and active transportation were similar between all three Alternative Designs. Alternative Design 3.2 presents the shortest road length, does not encroach on a source of groundwater, and the cost was lowest due to the least amount of fill required. Additionally, based on a virtual 3D representation of the design, it appeared that Alternative Design 3.2 presented the least amount of visual impact to the adjacent properties on the top of the hill on Crestwood Drive as the alignment appeared to be hidden under the brow of the hill as shown below. 3D representation Commissioners Road West Realignment through Byron Gravel Pit (Crestwood Drive to Springbank Drive) The project primarily involves the realignment of Commissioners Road through the Byron Gravel Pit with improved operations and increased functionality at the Springbank Drive and Cranbrook Road intersections. Improvements include constructing a crosssection with three lanes comprising of two lanes up the hill and one lane down through the Byron Gravel Pit. A new centre left-turn lane is proposed between Crestwood Drive and Cranbrook Road. This includes uniform lane widths, boulevards and wider sidewalks. x

Commissioners Road West Realignment Typical Cross Section through Pit Commissioners Road West Realignment Proposed Typical Cross Section 9. Additional Design Components 9.1. Approach to Byron Baseline Road An alternative westbound approach alignment to the Byron Baseline/Springbank intersection was considered in conjunction with each of the main alignment options 3.1, 3.2, and 3.3. The approach angle was modified to reduce the wide angle between Byron Baseline Road and the east leg of Commissioners Road West. This could potentially improve safety while modifying the angle between legs closer to the desired 90 degrees. However, it became apparent that this realignment would bring the new alignment south causing a significant increase in fill and therefore cost yet there were no significant advantages to doing so. Therefore, additional alternative approach to the Byron Baseline/Springbank Intersection was not carried forward for more detailed assessment. xi

9.2. Intersection Design Alternatives The intersection of Byron Baseline Road/Springbank Drive at Commissioners Road West is a skewed intersection and the connection to the new corridor was a design consideration. Roundabout design was considered to reduce intersection related collisions and increase traffic capacity. Two intersection designs were compared; a signalized intersection and a roundabout. Based on the intersection design evaluation, a signalized intersection was selected as the preferred intersection design. A signalized intersection was recommended due to a lower overall cost and less impact on adjacent land with half the amount of property required and the traffic operations and level of safety for the traffic signal option were considered acceptable. 10. Preliminary Property Requirements The will require residential and commercial properties to establish the new ROW within the study limits. The final extent of acquisition at these locations and associated mitigation will be the subject of negotiations with the property owners. Six (6) properties within the ROW are impacted and the property required is shown below. Table 1: Property Required within the Right of Way of the Study Limits Property Property Required (m 2 ) 940 Springbank Road 55 982 Springbank Road 440 1044 Byron Baseline Road 365 1030 Byron Baseline Road 14815 West of 549 Crestwood Drive (CON 1 PT LOT 41 RP 33R10286 - PART 1) 630 581 Crestwood Drive 7135 11. Project timing and Construction Staging Currently, the project does not have a firm construction date with a likely completion date at least 15 to 20 years away unless the project is promoted in the City s budget. xii The construction is expected to take at least two years and possibly more for establishing the fill area in the pit depending on the construction technique used. Since much of the road construction will take place away from the current road network on a

new alignment; traffic disruption will be minimized during construction. Suggested construction staging is split into three stages: + Stage 1: West of Byron Baseline Road to correct the sight line issues + Stage 2: Between Cranbrook Road and the start of the pit (just west of Crestwood Drive) + Stage 3: The gravel pit Should the detail design for this project recommend incremental loading of the fill area in order to establish stability, a slight modification of this construction staging could involve incremental loading of the fill area in the pit in advance of the main construction taking place over a number of years in order that the fill compacts before construction of the road this could commence following detail design once property and easements are obtained. 12. Preliminary Project Costs The estimated total project cost associated with the proposed improvements, including engineering, roadway construction, stormwater management, utility relocation, landscaping, traffic control, sanitary sewer and watermain improvements, landscaping, staging, and other project costs is approximately $19.5 M. It should be noted that this cost estimate does not include property costs. Table below shows the summary of the estimated cost for the project. A detailed cost breakdown can be found in Section 8.13 of the report. Item Table 2 Estimated Preliminary Project Cost Summary Estimated Cost Removals $1,597,650 Roadwork $12,298,529 Storm Sewers $700,000 Utility Relocation $384,000 Contingency (20%) $2,996,036 Engineering (10%) $1,498,018 TOTAL $19,474,233 xiii

Table of Contents Executive Summary 1. Introduction... 1 1.1. Study Area... 1 1.2. Class EA Planning Process... 2 1.3. Study Approach... 4 1.4. Study Team... 5 1.5. Consultation Plan... 5 2. Background and Study Context... 7 2.1. Provincial Planning Policies... 7 2.1.1. Provincial Planning Statement... 7 2.2. Municipal Planning Policies... 8 2.2.1. South-East Byron Area Study (1992)... 8 2.2.2. Cycling Master Plan (September 2016)... 9 2.2.3. The London Plan... 10 2.2.4. 2030 Transportation Master Plan (2013)... 11 2.2.5. Design Specifications & Requirements Manual... 11 2.2.6. Summary of Municipal Planning Policies... 11 2.2.7. Byron Gravel Pit Secondary Plan (2018)... 11 3. Problem and Opportunity... 12 3.1. Transportation... 12 3.1.1. Existing road network... 12 3.1.2. Traffic Operations and Safety Assessment... 12 3.2. Problem and Opportunity Statement... 16 4. Consultation... 17 4.1. Notices... 17 i

4.1.1. Notice of Study Commencement... 17 4.1.2. Notice of Public Information Centre No. 1... 17 4.1.3. Notice of Public Information Centre No. 2... 18 4.1.4. Notice of Study Completion... 18 4.2. Meetings... 18 4.2.1. Technical Agencies... 18 4.2.2. Stakeholders... 19 4.2.3. First Nations... 19 4.3. Public Information Centres... 20 4.3.1. Public Information Centre No. 1... 20 4.3.2. Public Information Centre No. 2... 21 4.4. Public Review Period... 22 5. Existing Conditions... 23 5.1. Natural Environment... 23 5.1.1. Vegetation... 23 5.1.2. Species at Risk... 25 5.1.3. Tree Inventory... 25 5.1.4. Source Water Protection... 26 5.2. Cultural Environment... 27 5.2.1. Historical importance of the Reservoir Hill... 27 5.2.2. Archaeological Potential... 29 5.2.3. Built Heritage and Cultural Heritage Landscapes... 33 5.3. Socio-Economic Environment... 34 5.3.1. Land Use... 34 5.4. Technical Environment... 36 5.4.1. Geotechnical Report... 36 5.4.2. Stormwater Management... 38 ii

5.4.3. Municipal Infrastructure... 41 5.4.4. Utility Services... 43 6. Alternative Solutions... 44 6.1. Identification of Alternative Planning Solutions... 44 6.2. Assessment and Evaluation of Alternative Planning Solutions... 46 6.2.1. Summary of Evaluation... 49 6.3. Preferred Planning Solutions... 51 7. Alternative Design Concepts for Preferred Solutions... 53 7.1. Approach to Developing Alternative Designs... 53 7.2. Identification of Alternative Designs... 55 7.3. Evaluation Criteria... 57 7.4. Impact Assessment and Evaluation... 57 7.4.1. Detail Assessment of Alternative Design Options... 59 7.4.2. Evaluation Summary of Alternative Design... 61 7.4.3. Weighted Score Evaluation of Alternative Designs... 62 7.5. Preferred Design... 63 7.6. Additional Design Components... 63 7.6.1. Additional Design Components Approach to Byron Baseline Road63 7.6.2. Additional Design Components Intersection Design Alternatives 64 8. Preferred Design Concepts... 68 8.1. Design criteria... 68 8.2. Plan and Profile... 68 8.3. The Preferred Design... 70 8.3.1. Commissioners Road Closure... 71 8.4. Typical Cross-Section... 71 8.5. Active Transportation... 72 iii

8.6. Drainage and Stormwater Management... 73 8.6.1. Minor Storm Sewer System... 73 8.6.2. Major Drainage System... 73 8.7. Noise Analysis... 74 8.8. Traffic Operations... 78 8.9. Landscaping... 79 8.10. Utilities & Municipal Servicing... 79 8.11. Illumination... 80 8.12. Property Impacts... 80 8.13. Preliminary Cost Estimate... 80 8.14. Traffic Management & Construction Staging... 83 8.14.1. Traffic Management... 83 8.14.2. Staging... 83 9. Implementation and Mitigation Plan... 85 List of Figures Figure 1: Study Area... 2 Figure 2 Study Approach... 5 Figure 3 Commissioners Road West Realignment in the South-East Area Study... 9 Figure 4 Proposed Cycling Route in the Cycling Master Plan... 9 Figure 5 Street Classification... 10 Figure 6 Intersection Lane Configuration... 15 Figure 7: Ecological Land Classification... 24 Figure 8 Location of Reservoir Hill, Reservoir Park and Snake Hill... 28 Figure 9 Property Survey and Archaeological Potential (1 of 2)... 31 Figure 10: Property Survey and Archaeological Potential (2 of 2)... 32 Figure 11 Land Use of Study Area... 35 iv

Figure 12 Commissioners Road West in 1942... 36 Figure 13 Surficial Soils Map Existing Conditions... 39 Figure 14 Comparison of Alternative Designs (3.1, 3.2, 3.3)... 56 Figure 15 3D representation Commissioners Road West Realignment through Byron Gravel Pit (Crestwood Drive to Springbank Drive)... 63 Figure 16 Alignment Comparison between Alternative Design 3.2 and 3.2A... 64 Figure 17 Signalized Intersection Design at Byron Baseline Rd/Springbank Dr... 65 Figure 18 Roundabout Design at Byron Baseline Rd/Springbank Dr... 65 Figure 19 Preferred Design... 70 Figure 20 Typical Cross-Sections... 72 Figure 21 Proposed and Potential Acoustic Barriers... 77 List of Tables Table 1: Consultant Team... 5 Table 2: Alternative Solution Advantage/Disadvantage Evaluation... 47 Table 3 Design Criteria... 53 Table 4 Evaluation Scale... 58 Table 5 Descriptive Detail Assessment of Alternative Design Options... 59 Table 6 Evaluation Summary of Alternative Designs... 61 Table 7 Weighted Score Evaluation of Alternative Designs... 62 Table 8 Intersection Design Evaluation at Byron Baseline & Commissioners Road West... 66 Table 9 Applicable Policies Used for Noise Impact Study... 74 Table 10 Intersection Improvements... 78 Table 11 Property Required within the Right Of Way of the Study Limits... 80 Table 12 Cost Estimate of Preferred Design... 82 v

List of Appendices Appendix A1 Notice of Study Commencement Appendix A2 Notice of Public Information Centre No.1 Appendix A3 Notice of Public Information Centre No. 2 Appendix A4 Technical Agencies Meeting Minutes Appendix A5 First Nations Communication Log Appendix B Traffic and Safety Report Appendix C Natural Environment Study Report Appendix D Tree Inventory and Assessment Appendix E Archaeological Assessment Appendix F Heritage Impact Assessment & Cultural Heritage Evaluation Report Appendix G Geotechnical Assessment Appendix H Stormwater Management Report Appendix I Municipal Services and Utilities Plan Appendix J Local Road Network Alternatives Appendix K Noise Impact Study Appendix L Preferred Design Plates Appendix M Property Acquisition Estimation vi

1. Introduction The retained CIMA+ in 2016 to undertake an Environmental Assessment (EA) for the proposed realignment of Commissioners Road West as identified in the London 2030 Transportation Master Plan (TMP) approved by City Council in June 2012 and as shown in the Official Plan 1992 and The London Plan 2016. The proposed realignment is in accordance with the City s 2030 Transportation Master Plan (TMP), which identified the need to realign Commissioners Road West extending through the Byron Gravel Pit. The realignment is part of an overall plan that includes the reclamation of the Byron Gravel Pit. The outcome of this Environmental Assessment study will contribute significantly to the development of the South-East Byron Secondary Plan, which will establish a vision for future development in the Byron area. The construction of the realignment is not anticipated to commence for another 15 to 20 years. However, the study was initiated in order to establish a basic road network for the Secondary Plan and associated property requirements. 1.1. Study Area Within the study area Commissioners Road West is a 1.2-kilometre two-lane arterial roadway extending from Springbank Drive/Byron Baseline Road in the West to Cranbrook Road in the East as shown in Figure 1. The study area includes four intersections with Commissioners Road West; Springbank Drive/Byron Baseline Road, Cranbrook Road, Crestwood Drive and Longworth Road. In the western portion of the study area, Commissioners Road West passes through Snake Hill (sometimes referred to as Reservoir Hill ), where the road experiences a westerly downgrade of approximately 11% (approaching the intersection of Springbank Drive/Byron Baseline Road). The current posted speed along Commissioners Road West is 60 km/h east of Longworth Road and 50 km/h west of Longworth Road. 1

Snake Hill Byron Gravel Pit Figure 1: Study Area 1.2. Class EA Planning Process Municipal projects that affect the purpose, capacity or function of a roadway, or propose new roadways are subject to the Municipal Engineers Association Municipal Class Environmental Assessment (October 2000, as amended in 2007, 2011 and 2015). The Municipal Class Environmental Assessment (Class EA) is a planning and design process for transportation/transit and water/wastewater infrastructure projects which have a predictable range of impacts that can be mitigated. The Municipal Class EA process is approved by the Ministry of Environment and Climate Change (MOECC) to meet the requirements of the Environmental Assessment Act (2010). Based on the potential range of impacts, projects are classified under the Municipal Class EA by Schedules: 2

Schedule A Schedule A+ Schedule B Schedule C Activities have minimal environmental 1 effects. Projects are preapproved. Activities have minimal environmental effects. Projects are pre-approved so long as the public is advised prior to implementation. Activities have some adverse environmental effects. Projects typically involve improvements and minor expansions to existing facilities. These projects proceed through a screening process (Phases 1 and 2 of the Class EA), including consultation with the potentially affected public. Activities have some adverse environmental effects. Projects typically involve the construction of new facilities and major expansions to existing facilities. These projects proceed through the full Class EA planning and design process (Phases 1 through 5). In particular, a road widening or extension with an estimated construction cost of $2.4M or more is classified as a Schedule C project under the Municipal Class EA (2000, 2007, 2011, 2015). As noted above, Schedule C projects must follow Phases 1 through 5 of the Class EA process. This report documents phases 1 through 4 of the process. Phase 1 Phase 2 Identify the problem or opportunity. Identify alternative solutions to address the problem or opportunity. This phase will identify and assess the positive and negative effects of alternative planning solutions for the identified problem and/or opportunity, taking into account the natural, social, cultural, and economic environment and input from all agencies and the public. 1 The EA Act defines Environment as (a) air, land or water, (b) plant and animal life including human life, (c) the social, economic and cultural conditions that influence the life of humans, or a community, (d) any building, structure, machine or other device or thing made by humans, (e) any solid, liquid, gas,odour, heat, sound, vibration or radiation resulting directly or indirectly from human activities or (f) any part or combination of the foregoing and interrelationships between any two or more of them, in or of Ontario. 3

Phase 3 Examine alternative methods of implementing the preferred solution. Phase 3 will identify and assess the positive and negative effects of alternative design concepts for the preferred solution, taking into account the natural, social, cultural, and economic environment and input from all agencies and the public. Phase 4 Document the rationale for the preferred solution and design concept, and the planning, design and consultation process in an Environmental Study Report for public and agency review. The Environmental Study Report is placed on the public record for at least 30 calendar days. If any outstanding issues raised by the public or agencies cannot be resolved during this review period, the public and agencies have the right to request the Minister of Environment and Climate Change to order an Individual Environmental Assessment as per Part II of the Ontario Environmental Assessment Act. If no requests for a Part II order are received during the review period, the project will proceed to Phase 5 for implementation. Phase 5 Complete contract drawings and documents, and proceed to construction, operation and environmental monitoring. The Commissioners Road West realignment from Springbank Drive/Byron Baseline Road to Cranbrook Road study follows the Municipal Engineers Association (MEA) Municipal Class Environmental Assessment process for a Schedule C project (October 2000, as amended in 2007, 2011 and 2015). 1.3. Study Approach Figure 2 demonstrates the process for a Schedule C project under the Municipal Class EA. The study approach begins with a thorough understanding of the problem being addressed followed by assessing the alternative solutions and alternative design concepts. The approach is organized around study phases, including two Public Information Centres (PICs), stakeholder engagement and participation of technical review/regulatory agencies at study milestones. This study began in March 2016, with completion scheduled for Fall 2018. 4

Study Commencement March 2016 PIC 1 March 2017 PIC 2 November 2017 Study Completion/Public Review Fall 2018 Phase 1 Problem and/or Opportunity Phase 2 Alternative Solutions Phase 3 Alternative Design Concepts Phase 4 Environmental Study Report Phase 5 Implementation Figure 2 Study Approach 1.4. Study Team As outlined in Table 1, the consultant team comprised CIMA+ as the prime consultant and Golder Associates as a sub-consultant. Transportation Planning & Design staff of the managed the study while other City departments provided input. Table 1: Consultant Team Consultant CIMA+ Golder Associates Ltd. (Golder) Role Project Management and Consultation Class EA Requirements Transportation and Traffic Analysis Roadway Design Structural Design Municipal Services and Utilities Noise Analysis Archaeology Aggregate Resources Geotechnical and Hydrogeology Natural Environment Built Heritage 1.5. Consultation Plan The purpose of the Class EA study consultation process is to provide an opportunity for stakeholder groups and the public to gain an understanding of the study process and provide feedback at important stages in the Class EA process. The consultation plan was organized around key study milestones, including the two Public Information Centres (PICs), stakeholder engagement and participation of technical review/regulatory agencies at study milestones. 5

The Consultation Plan was led by the Commissioners Road West project team comprised of CIMA+ and. The City s website and printed media provided information regarding the study s progress, including notices of key study milestones. Notices of public involvement were posted on the City s webpage at: http://www.london.ca/residents/environment/eas/pages/commissioners-road-west- Realignment.aspx The Plan included stakeholders and review agencies based on the study area characteristics and potential impacts of the project. A mailing list was developed to notify potentially interested parties of opportunities for review and comment. The key stakeholders include: + Byron Pit Operators/ Land Owners + Canadian Environmental Assessment Agency + First Nations + Ministry of Natural Resources and Forestry (MNRF) + Ministry of the Environment and Climate Change (MOECC) + Ministry of Tourism, Culture and Sport (MTCS) + Ministry of Transportation (MTO) + Upper Thames River Conservation Authority (UTRCA) + Tenants and/or Property Owners + Utilities + London Transit Commission + Thames Valley District School Board + London District Catholic School Board + Southwestern Ontario Student Transportation Services + Emergency Services (Fire, Police, Ambulance) Further information regarding consultation can be found in Section 4. 6

2. Background and Study Context The policy framework guides infrastructure and land use planning and strategic investment decisions to support City growth and transportation objectives. The key provincial and municipal plans / policies and a summary of their relevance to the Commissioners Road West EA are discussed in the following section. 2.1. Provincial Planning Policies 2.1.1. Provincial Planning Statement The 2014 Provincial Policy Statement (PPS) sets out the foundation for sustainable land use vision and integrated land use planning policies for Ontario. It accounts for the three (3) lenses of sustainability: economy, society and environment. The PPS provides for appropriate development and protects resources of public interest through long-term planning that integrates the principles of strong communities. The PPS provides clear policy direction on land use planning and key issues such as management of land and infrastructure, protection of environment and resources, and appropriate opportunities and mixture of employment and residential development. Section 1.6.7 of the PPS describes policies related to transportation systems, including: + Transportation systems should be provided which are safe, energy efficient, facilitate the movement of people and goods, and are appropriate to address projected needs. + Efficient use shall be made of existing and planned infrastructure, including through the use of transportation demand management strategies, where feasible. + As part of a multimodal transportation system, connectivity within and among transportation systems and modes should be maintained and, where possible, improved including connections which cross jurisdictional boundaries. Section 1.6.8 of the PPS describes policies related to transportation and infrastructure corridors, including: + Planning authorities shall plan for and protect corridors and rights-of-way for infrastructure, including transportation, transit and electricity generation facilities and transmission systems to meet current and projected needs. + Major goods movement facilities and corridors shall be protected for the long term. 7

+ When planning for corridors and rights-of-way for significant transportation, electricity transmission, and infrastructure facilities, consideration will be given to the significant resources in Section 2: Wise Use and Management of Resources. (e.g., protection of natural features and water quality/quantity; and conservation of built heritage resources and cultural heritage landscapes). This Class EA study and the proposed realignment of Commissioners Road West is consistent with the above policies as the following problems are being addressed as part of the study: + Improve traffic safety along Commissioners Road West for all road users. + Provide the opportunity of transit service and active-transportation facilities along Commissioners Road West. + Improve access for emergency services. + Provide urban redevelopment opportunities following closure of the gravel pit. 2.2. Municipal Planning Policies 2.2.1. South-East Byron Area Study (1992) In 1992, the Ontario Municipal Board approved the South-East Byron Area Study (Area Study) to recommend a development strategy within the study area of Byron gravel pits and land immediately surrounding the gravel pits. The purpose of the Area Study was to undertake a comprehensive evaluation of existing condition of the Byron Gravel Pits in relation to environmental issues, constraints and the most appropriate future land uses for the site. The Area Study also considered the future servicing requirements, transportation, and open space and environmental matters in determining the future land uses in the Study Area. The Area Study noted that the intersection of Commissioners Road West and Springbank Drive/Byron Baseline Road crosses at a non-standard alignment and the re-alignment of Commissioners Road West was anticipated to require a portion of the pit land for the preferred alignment. The approximate proposed alignment in the Area Study is shown Figure 3. 8

Figure 3 Commissioners Road West Realignment in the South-East Area Study 2.2.2. Cycling Master Plan (September 2016) The Cycling Master Plan (September 2016) provides guidance for the development of a long term comprehensive commuter and recreational bicycling network. The updated city-wide map in the 2016 plan and the Commuter and Recreational Bicycle Routes map in the 2005 Bicycle Master Plan recommended bike lanes along the realigned Commissioners Road West as shown in Figure 4 Figure 4 Proposed Cycling Route in the Cycling Master Plan 9

2.2.3. The London Plan The London Plan encompasses the objectives and policies of City Council to guide the short and long-term physical development of all lands within the boundary of the municipality. The London Plan describes the realignment of Commissioners Road West primarily surrounded by low to medium density residential areas with an open space on the north-west side and the Byron Gravel Pit in the south-west side of Commissioners Road West. The land use designation is shown in Section5.3.1 of this report. Commissioners Road West is classified as a civic boulevard which has a range for road allowance of 26-60 metres, with two or more lanes and operating speed between 50 to 80 km/h. According to The London Plan, Civic Boulevards should have priority on pedestrian, cycle and transit movements with high-quality pedestrian realm and high standard of urban design. Additionally, the planned width of right-of-way is 36 metres to accommodate medium to high traffic volume. The map illustrating street classification of Commissioners Road West is shown in Figure 5. Figure 5 Street Classification 10

2.2.4. 2030 Transportation Master Plan (2013) The 2030 Transportation Master Plan (TMP) is a long-term transportation strategy focused on improving mobility for residents of the City by providing viable choices through all modes of travel. The plan also identifies the need to realign Commissioners Road West between Byron Baseline Road and Cranbrook Road and to widen the road to four through lanes within the next 15 to 20 years. The realignment of Commissioners Road West is intended to open an improved route for all users including public transit, school buses and emergency vehicles. The plan also recommends widening of Commissioners Road West (from Cranbrook Road to Viscount Road) and Byron Baseline Road (from Commissioners Road West to Colonel Talbot Road). 2.2.5. Design Specifications & Requirements Manual The City s Design Specifications and Requirements specify a 36-metre right-of-way width for arterial roads. 2.2.6. Summary of Municipal Planning Policies The realignment of Commissioners Road West was first identified in the South-East Byron Area Study in 1992 and also in the City of Official Plan in 1992 and The London Plan 2016. More recently, the City s 2016 Cycling Master Plan and the 2030 Transportation Master Plan show the importance of the realignment of Commissioners Road West for all modes of transportation to better connect the City s network. 2.2.7. Byron Gravel Pit Secondary Plan (2018) The initiated and issued the Request for Proposal (RFP) for Byron Secondary Plan. The Byron Gravel Pit Secondary Plan is a City-initiated and Development Charge (DC) funded project that will provide a comprehensive assessment of the opportunities and constraints for the planning and development of the study area. The following information is obtained from the RFP of Secondary Plan. Aggregate extraction activities are expected to conclude in the near term based upon current market conditions. The licensed pit operator s obligations will continue under the Aggregate Resources Act to rehabilitate the pit area as per the Ministry of Natural Resources and Forestry approved Comprehensive Rehabilitation Plan. The Ministry of Natural Resources and Forestry has the authority to order the rehabilitation of sites within certain defined timeframes, should the site be depleted and remain idle. Some 11

rehabilitation has occurred on the west side of the pit. However, that Plan requires amendments, if the land owners/licensees wish to avail of opportunities for development of portions of their lands as anticipated in the 1992 Area Study. The Byron Gravel Pit Secondary Plan (Secondary Plan) was then approved to by the City Council in October 2016. The primary purpose of the Secondary Plan is to establish a vision for the Byron Gravel Pit that focuses on both the open space and recreational opportunities that the site provides, and also for the limited amount of urban development that may occur along the perimeter of the former gravel pit operations. To implement this vision, the Byron Gravel Pit Secondary Plan is to assist with the implementation of the vision by providing Official Plan policies for the successful planning and development within the area and provide for the co-ordination of development among multiple land owners. 3. Problem and Opportunity 3.1. Transportation 3.1.1. Existing road network Within the study limits, Commissioners Road West and Byron Baseline Road/Springbank Drive are two-lane arterial roadways. All other roadways within the study area are local roads. East of the intersection with Byron Baseline Road/ Springbank Drive, Commissioners Road West passes through Snake Hill, where the roadway experiences a vertical grade of approximately 11%. The existing roadway cross-section is partly rural and partly urban (curb and gutter present). The current posted speed limit on Commissioners Road West is 60 km/h east of Longworth Road and 50 km/h west of Longworth Road. The intersections at the two ends of the study area (Byron Baseline/Springbank Dr and Cranbrook Dr/Westmount Dr) are signalized, and there are two unsignalized intersections within the study area (Crestwood Drive and Longworth Road). The intersection lane configurations are shown in Error! Reference source not found.. 3.1.2. Traffic Operations and Safety Assessment Traffic Operation along Commissioners Road West 12 CIMA+ conducted a traffic and safety assessment for the study area (see Appendix B) to identify traffic operation, safety and geometric deficiencies. Commissioners Road

West exhibits a steep road grade and very tight horizontal curves between Crestwood Drive and Springbank Drive. The existing road grade is up to 11%, however as stated in the Transportation Association of Canada (TAC) guidance (1999-Geometric Design Guide for Canadian Roads 2 ), urban arterial undivided roadways with a design speed of 60 km/h should have a maximum grade of 6%. Existing road curves have inadequate radii of 75 and 90 metres, which reduces stopping sight distance for east/west traffic. The recommended minimum radius for a design speed of 60 km/h is 130 metres with superelevation rate of 0.04 m/m. The steep vertical grade, sharp horizontal curves, in particularly in poor winter road conditions contribute to safety concerns for all road users on this section of Commissioners Road West. Existing conditions may have substantial transportation impacts including: + Most recreational cyclists have hard time riding on an 11% incline. + Ontario s Accessibility Design Standards generally require that pedestrian pathways have a grade of 5% or less. + Emergency service vehicle may reduce their respective operations. + Transit services limitations. + Heavy vehicles are advised against using Snake Hill as a truck route. The traffic analysis confirmed that the under existing conditions the existing roadway operates at an overall levels-of-service C or better during both AM and PM peak periods. Under future (2032) traffic conditions, all signalized intersections are forecasted to operate at overall levels-of-service D or better during both AM and PM peak periods. However, several turning movements are expected to operate at levels-of-service of E. These turning movements can be improved by increasing the signal cycle length from 80 to 90 seconds and by optimizing the signal timing plans. Safety Concerns along Commissioners Road West A significant number of collisions were observed on Snake Hill and at the intersection of Byron Baseline Road/ Springbank Drive and Commissioners Road West. At the intersection of Springbank Drive and Commissioners Road West, approximately 55% collisions were rear-end collisions. An average of four collisions per year per kilometre 2 The project was initiated before the 2017 Geometric Design Guide for Canadian Roads was made available. 13

occurred along Snake Hill. Most of these midblock collisions took place under snowy conditions, which may have contributed to loss of traction due to the downgrade and the sharp horizontal curvature. During winter months, the stopping sight distance could be compromised due to wet and slippery conditions which may create a safety hazard on the vertical and horizontal curvature along Snake Hill. Additionally, vertical and horizontal curves compromise stopping distance which contribute largely to driver reaction time. Drivers are required to drive with extra caution along Commissioners Road West. These conditions could be traffic safety concern. Safety concerns exist for vulnerable road users (i.e. pedestrians, cyclists and individuals with accessibility requirements) as well. The City s standard 2 states that the maximum grade of a sidewalk is 8%, which the current road grade exceeds. Bicycles are considered as a vehicle according to the Highway Traffic Act (HTA), therefore, the maximum grade for the bicycles follow the maximum grade of a roadway of 6%. Currently, the road grade contributes to the safety concerns for vulnerable users and limits active-transportation opportunities. Currently, this section of Commissioners Road West is not included in London Transit s network due to the operational concerns. Similarly, emergency service vehicles operations are limited on the Snake Hill; especially in the winter season as this section of Commissioners Road West has high collision rates under wet and slippery conditions as discussed in the traffic and safety assessment. 14

Figure 6 Intersection Lane Configuration 15

3.2. Problem and Opportunity Statement The existing alignment of Commissioners Road West is geometrically deficient within the study area. The existing road grade is up to 11%, however as stated in the Transportation Association of Canada (TAC) guidance (1999-Geometric Design Guide for Canadian Roads 3 ), urban arterial undivided roadways with a design speed of 60 km/h should have a maximum grade of 6%. Existing road curves have inadequate radii of 75 and 90 metres, which reduces stopping sight distance for east/west traffic. The recommended minimum radius for a design speed of 60 km/h is 130 metres with superelevation rate of 0.04 m/m. The steep vertical grade, sharp horizontal curves, in particularly in poor winter road conditions contribute to safety concerns for all road users on this section of Commissioners Road West. Existing conditions may have substantial transportation impacts including: + Most recreational cyclists have hard time riding on an 11% incline. + Ontario s Accessibility Design Standards generally require that pedestrian pathways have a grade of 5% or less. + Emergency service vehicles operations. + Transit services limitations. + Heavy vehicles are advised against using Snake Hill as a truck route. The operator of the Byron gravel pit has indicated that pit operations are nearing completion, and this creates the opportunity to provide a realigned Commissioners Road West with a road geometry suitable for all road users. The realignment of Commissioners Road West is an opportunity to: + Improve road safety for all users. + Achieve integrated land-use planning (including the Byron Gravel Pit). + Connect the park system. + Create new pathways and pocket parks. + Enhance landscaping. 3 The project was initiated before the 2017 Geometric Design Guide for Canadian Roads was made available. 16

4. Consultation 4.1. Notices 4.1.1. Notice of Study Commencement A Notice of Study Commencement was prepared to inform the public and agencies of the study and to invite representatives to participate on the study s Technical Agency Committee (TAC). The notices were sent on April 11 th, 2016 in a letter format and were accompanied with a reply form for the agency to indicate their interested in the study or provide background information relating to the study area. Invitations to landowners and residents within the study area were mailed by the City. The notice was placed in The Londoner on April 14 th and 21 st, 2016. Copies of the notice and agency mailing list can be found in Appendix A1. Please note that the mailing list of landowners is not provided to respect the Municipal Freedom of Information and Protection of Privacy Act (Government of Ontario, 2016). Invitations to participate on the study s Technical Agencies Committee were mailed to approximately 58 agency representatives. The invitations were sent in letter format and were accompanied by the notice and a reply form to indicate interest in the study and/or the Technical Agencies Committee or Stakeholders Group. Copies of the invitations and a mailing list of agencies can be found in AppendixA1. The study team received correspondence from 11 individuals from the public and 18 agency representatives indicating their interest in the study and requesting to be kept informed. Correspondence was received by reply forms, letters and electronic mail (email). Copies of the correspondence received can be found in Appendix A1. 4.1.2. Notice of Public Information Centre No. 1 A Notice of Public Information Centre (PIC) No. 1 was prepared to invite the public, interested parties, agencies and land owners to review and provide input to the study at Public Information Centre No.1 on March 30, 2017. Invitations were mailed to approximately 67 agency representatives and 24 stakeholders on March 13 th, 2017. The City sent invitations to the landowners within the study area on March 15 th, 2017. The notice was placed in The Londoner on March 16 th, and 23 rd, 2017. A copy of the notice is provided in Appendix A2. As previously mentioned, the mailing list of landowners is 17

not provided to respect the Municipal Freedom of Information and Protection of Privacy Act (Government of Ontario, 2016). 4.1.3. Notice of Public Information Centre No. 2 A Notice of Public Information Centre No. 2 was prepared to invite the public, interested parties, agencies and land owners to review and provide input to the study at Public Information Centre No.2 on November 29, 2017. Invitations were mailed to approximately 68 agency representatives and stakeholders on November 13, 2017. The City sent invitations to the landowners within the study area on November 13th, 2017. The notice was placed in The Londoner on November 16 and 23, 2017. A copy of the notice is provided in Appendix A3. As previously mentioned, the mailing list of landowners is not provided to respect the Municipal Freedom of Information and Protection of Privacy Act (Government of Ontario, 2016). 4.1.4. Notice of Study Completion A Notice of Study Completion was prepared to inform the public and agencies of the completion of the study and the public review period. The locations where the Environmental Study Report is stored and procedure on how to provide input were included. The Notice was sent in a letter format. The notice was mailed to agency representatives and stakeholders on the week of September 10 th, 2018. The notice was also published in local newspapers on September 13 th and 20 th, 2018. A copy of the notice is provided in Appendix F. 4.2. Meetings 4.2.1. Technical Agencies The project team had one meeting with the Upper Thames River Conservation Authority (UTRCA) on November 15 th, 2017. Two members from UTRCA were present and five people from the project team were present at the meeting. The purpose of the meeting was to provide UTRCA with a project update, including the preliminary preferred design, and to receive any comments and feedback from UTRCA such as geotechnical concerns and maintenance management of the newly aligned Commissioners Road West. The meeting minutes can be found in Appendix A4. 18

4.2.2. Stakeholders Byron Pit Owners - Lafarge Canada Inc The project team had four meetings with the Byron Pit Owners (Lafarge) during the study to discuss the pit status, future development plans, realignment options and potential impacts on the pit due to the realignment. Lafarge staff also attended both PICs. The first meeting with the Byron Pit Owners was on January 6 th, 2016 at the Byron Pit as a site visit to provide visual understanding of the study area. The members of Lafarge and the project team walked the Byron Pit site to understand the size and scope of the pit and the potential road alignment constraints between Crestwood Drive, Longworth Road and Cranbrook Road. The second meeting with Lafarge was held on March 24 th, 2017. A total of ten (10) individuals attended the meeting, with 6 individuals from the Lafarge team and its representatives. The purpose of the meeting was to discuss the status of the quarry, future development plans and potential preliminary options for the Commissioners Road West extension. The meeting minutes can be found in Appendix A4. The third meeting with Lafarge was held on September 18 th, 2017 at London City Hall. A total of ten (10) individuals attended the meeting, with 6 individuals from the Lafarge team and its representatives. The purpose of the meeting was to discuss the proposed alignment design options, redevelopment potential, the design evaluation and to receive feedback from Lafarge. The meeting minutes can be found in Appendix A4. The fourth meeting with Lafarge was held on November 9 th, 2017 at London City Hall. A total of nine (9) individuals attended the meeting with 5 individuals from the Lafarge team and its representatives. The purpose of the meeting was to discuss the preliminary design options, timeline of the project and Lafarge s development plans. The meeting minutes can be found in Appendix A4. 4.2.3. First Nations The following First Nations communities were included on the study mailing list provided by the City: + Aamjiwnaang First Nation + Caldwell First Nation 19

+ Chippewas of the Thames First Nation + Delaware Nation - Moravian of the Thames + Chippewas of Kettle & Stony Point First Nation + Munsee - Delaware Nation + Oneida Nation of the Thames + Walpole Island First Nation First Nations communities were notified of the commencement of this study and were invited to attend all Public Information Centres. Follow up correspondence was conducted after the delivery of notices to confirm if each First Nations community had questions or concerns regarding that study. Generally, comments received from First Nations were related to potential environmental and archaeological impacts. Letters provided to First Nations, the communication log and comments received from First Nations are included in Appendix A5. 4.3. Public Information Centres 4.3.1. Public Information Centre No. 1 Public Information Centre (PIC) No.1 was held on March 30, 2017 from 4:00 pm to 7:00 pm at the Byron Optimist Community Centre. The PIC was held to present the study, including information on existing conditions, alternative planning solutions, evaluation criteria and design considerations. It served as opportunity for the public to review the project information, ask questions, and provide input to the members of the study team. The Notice was published in The Londoner on March 16 th and March 23 rd, 2017. Invitations were mailed to approximately 67 agency representatives and 24 stakeholders on March 13 th, 2017. A copy of the notice is provided in Appendix A2. The PIC was held in an open house format where the public was invited to review display boards and ask questions or discuss comments with the project team. The display boards described the following: + Class EA Process + Study Organization + Study Area + Historical Context + Policy Context + Problem and Opportunity + Alternative 2A Existing Corridor & Change Profile + Alternative 2B Existing Corridor & Improve Curvature + Alternative 2C Existing Corridor, Improve Profile & Curves + Alternative 3 New Road Corridor + Comparison of Planning Solutions 20

+ Alternative Planning Solutions for Commissioners Road West + Evaluation Criteria for Alternative Planning Solutions + Alternative 1 Do Nothing + Traffic Reductions due to Network Modification + Comparison of Alternatives 3A, 3B, 3C and 3D + Next Steps Sixty-seven (67) people signed into the PIC; it was thought as many as eighty (80) people attended. Most attendees were area residents and/or adjacent property owners. Five (5) members of the study team were present. Comment sheets were available for the public to fill out and submit by April 12, 2017. A total of twenty-five (25) comment sheets were submitted. Copies of the comment sheets received are included in AppendixA2. 4.3.2. Public Information Centre No. 2 A Notice of Public Information Centre (PIC) No.2 was prepared to invite agencies, Aboriginal communities and the public to attend Public Information Centre No.2. The Notice was mailed to approximately 68 agency representatives, interested parties and residents within the study area on November 13th, 2017. The Notice was published in The Londoner on November 16 th and 23 rd, 2017. A copy of the notice is provided in Appendix A3. The PIC was held on November 29, 2017 from 4:00 pm to 7:00 pm at the Byron Optimist Community Centre, 1308 Norman Avenue in London. Seventy-five (75) people signed in at the PIC and an estimated ninety (90) people attended in total. The PIC was an opportunity for attendees to review the impact of the road improvement options on the social, cultural, economic, and natural environments as well as the preliminary preferred design. The PIC was held in an open house format where the public was invited to review display boards and ask questions or discuss comments with the project team. The display boards described the following: + Welcome to the Public Information Centre + Class EA Process + Study Organization + Study Area + Historical Context + Alternative 3- Middle Alignment + Alternative Design Concept Comparison + Evaluation of Alternative Design Concepts + Preliminary Preferred Design 21

+ Policy Context + Public Information Centre No 1 Summary + Evaluation Criteria + Alternative Design Concepts + Alternative 1 Southerly Alignment + Alternative 2 Northerly Alignment + Typical Cross-sections and Streetscape Opportunities + Road Network Alternatives + Road Network Alternative Evaluation + Next Steps + What do you think? Sign-in sheets and comment sheets were provided to record attendance and obtain written comments. Following the PIC meeting, the PIC boards and comment sheet were made available on the s website. The preliminary preferred design concept and key features of the design were presented at the PIC. A video illustrating a 3D model of the design concept was available for a better visual understanding of the proposed design. A copy of the PIC materials is included in Appendix A3. 4.4. Public Review Period Following the completion of the study, the Environmental Study Report will be available for public review for a minimum 30 calendar days. The Notice of Study Completion will announce where the report can be reviewed. The public must contact the City of London within the 30-day review period to discuss and resolve any outstanding issues. If the issues cannot be resolved, the public may request for the Minister of Environment, Conservation and Parks (MOECP) to order the City to comply with Part II of the Environmental Assessment Act, which addresses individual EAs. Part II Order requests must be made to the MOECP within the 30-day review period using the Part II Order Smart Form which is now available on the Forms Repository website (http://www.forms.ssb.gov.on.ca/). The form can be found by searching either Part II Order or 012-2206E (the form ID number) The requester shall also forward a copy of the request to the proponent and the Director of the MOECP s Environmental Assessment and Permissions Branch. Contact information is as follows: Minister Ministry of the Environment, Conservation and Parks 77 Wellesley Street West, 11th Floor Toronto, ON, M7A 2T5 Fax: 416-314-8452 Minister.MOECC@ontario.ca Director, Environmental Assessment and Permissions Branch Ministry of the Environment, Conservation and Parks 135 St. Clair Avenue West, 1st Floor Toronto, ON, M4V 1P5 MOECCpermissions@ontario.ca 22

Transportation Planning & Design 300 Dufferin Ave., P.O. Box 5035 London ON N6A 4L9 5. Existing Conditions 5.1. Natural Environment Golder conducted a natural environment assessment (see Appendix C) of the existing conditions in the study area with a focus on Species at Risk (SAR). The following conclusions were made with respect to the study area following the investigation: + There are no watercourses or wetlands identified. + There are no designated natural areas of provincial or regional significance. + Plant and wildlife species observed are considered common and widespread in Ontario and none are listed on the Endangered Species Act (ESA), with the exemption of the Bank Swallow. The report recommends that development of the proposed project should consider sensitive seasons for bird nesting and include discussion with Ministry of Natural Resources and Forestry (MNRF) regarding permitting requirements when detail design takes place. 5.1.1. Vegetation Vegetation in the study area is dominated by non-native, disturbance-tolerant plant species, often planted as ground cover or residential trees. Past and ongoing development has removed natural ground cover, and roads, buildings, and other human activities (e.g. Byron Gravel Pit) have fragmented and disturbed vegetation communities throughout the study area. Most of the study area is cultural meadow, which is associated with road side ditches along the proposed project realignment. No wetlands or watercourses were found in the study area during the field visits. Refer to Figure 7 for a map of vegetation communities along the proposed realignment. 23

Figure 7: Ecological Land Classification 24

5.1.2. Species at Risk A Species at Risk (SAR) screening was completed for the Study Area. The species at risk considered for this report include species listed under the Endangered Species Act (ESA) and Species at Risk Act (SARA), species ranked S1 to S3 (NHIC 2016), and regionally rare species. Based on species ranges and habitat requirements, there is moderate or high potential for the 13 SAR to occur in the study area, however only one SAR, Bank Swallows were observed during the breeding bird survey (BBS). Bank Swallow nest holes were observed within the active pit but are known of and impacts are managed by the pit operators. The MNRF can issue a permit under the ESA that allows for activities that will destroy or damage habitat of threatened and endangered species, provided certain requirements are met. As such, the aggregate industry has an exemption with respect to disturbance to Bank Swallow nests, but it is not clear whether the decommissioning of this pit to develop the road would fall under this exemption. Policies of the Official Plan prohibit development or site alteration within habitat of species listed as threatened or endangered under the ESA unless activities create or maintain infrastructure in accordance with Section 15.3.3 of the Official Plan or works subject to the Drainage Act (, 2006). It is not clear at this time when the pit will be decommissioned. It is also not clear at what point in time road design and construction will take place. Therefore, it is recommended that an updated SAR investigation and mitigation plan be determined at the time of the detailed design of the roadway. A discussion should also include sensitive seasons for bird nesting and any permitting requires MNRF. 5.1.3. Tree Inventory CIMA+ completed a tree inventory and assessment for the study area (See AppendixD). Under existing conditions, approximately 50 species of trees are found along Commissioners Road West. Tree condition is typically good or fair with the exception of one dead tree. The most common species found in the study area are Norway Spruce, Norway Maple, Black Locust and Black Walnut. No species of concern were noted within the study area. 25

5.1.4. Source Water Protection The Source Water Protection Map available on the Government of Ontario website (MOECC, 2010) identifies the study area as within the Upper Thames River source water protection vulnerable area. The mapping also illustrates that the study area is not in a wellhead protection area (WHPA), intake protection zone (IPZ) and/or issue contributing area (ICA). However, the study area is located in an area that is designated as highly vulnerable aquifer and significant groundwater recharge area where the vulnerability score is 6. It is possible that activities associated with the project could constitute a moderate or low drinking water threat. As indicated by UTRCA the following Source Protection Plan policies apply to this project: Policy 3.03 - New Prescribed Instruments Related to Moderate and Low Threats To reduce the risk to municipal drinking water sources from new activities that would be: subject to one or more Prescribed Instruments; and located in areas where the activity would be a moderate or low drinking water threat; the province should consider incorporating terms and conditions. These terms and conditions, when implemented, should manage the activity such that it does not become a Significant Drinking Water Threat. Where appropriate these terms and conditions should reduce the risk. Policy 4.12 - Environmental Assessment Reviews To reduce the risk to municipal drinking water sources from activities subject to an environmental assessment (EA) in areas where the activity would be a significant, moderate or low drinking water threat the Conservation Authorities (CAs) should: review EA documentation when circulated by the proponent; provide available Source protection information; and request Source Protection Planning information (including an assessment of risks for the proposed and preferred alternatives) be included in the EA. As indicated in Policy 4.12, the risk associated with municipal drinking water sources may be a result of a road salt usage. The has a Salt Management Plan 26

in place to reduce the amount of salt released to the environmental through effective salt management practices. 5.2. Cultural Environment 5.2.1. Historical importance of the Reservoir Hill Golder conducted a Stage 1 Archaeological Assessment for the study area (see Appendix E). Potentially undisturbed portions of the Study Corridor were determined to exhibit the potential for pre-contact Indigenous and Euro-Canadian archaeological sites due to the presence of registered archaeological sites within 1km, the proximity of a tributary of the Thames River to the east, the well-drained soils identified across the eastern portion of the Study Corridor, and the historical documentation of Euro- Canadian settlement in the vicinity from the early 19 th centre onwards. Areas of importance within the study corridor were the Reservoir Hill, Reservoir Park and Snake Hill as shown in Figure 8. Although separated into three distinct municipal parcels, but commonly referred to a single name, Reservoir Hill. The area of Reservoir Hill has long-standing heritage and landscape value to the and local residents, both prior to Euro-Canadian settlement and during the development of the City itself. The Hill is geologically unique, being the highest physical point in the City of London at 308 metres above sea level, and is situated over a high-pressure elevated aquifer, producing a high water recharge area. The area has supported Indigenous Peoples for millennia and is best known for its possible involve in the War of 1812. 27

Figure 8 Location of Reservoir Hill, Reservoir Park and Snake Hill The name Reservoir Hill is the most recent, as the area was also historically referred to as Signal Hill, Hungerford Hill, Tunks Hill, Chestnut Hill and Waterworks Hill. According to Wilfrid Jury, the earliest strategic use of Reservoir Hill was as a signaling point as part of a widespread communication network by Indigenous Peoples in the area. Indigenous archaeological sites have been recorded within a 1 km radius of the Hill and Study Corridor, suggesting the area was intensively used by pre-contact Indigenous Peoples. While known as Hungerford Hill, two skirmishes reportedly took place there during the War of 1812, the first skirmish was in October of 1813, following the death of Tecumseh and British defeat at the Battle of the Thames. Captain John Carroll and his small British volunteer cavalry and militia travelled towards Burlington Heights via Commissioners Road West when they found themselves under attack by a group of mounted Kentucky riflemen. Captain Carroll reportedly stationed his command at the summit of a round hill which bordered Commissioners Road West, and successfully defeated the American attacks. 28

The second skirmish was in late August of 1814, when a group of American rangers lead British prisoners westward from Oxford Township, passing through Westminster Township. British Lieutenant Daniel Rapelje and a local militia received word of the rangers and captives and formed a barricade at a break in the hills along Commissioners Road West, south of the Thames River. John Carroll was killed in this skirmish, and according to his niece Susan Platt, was buried with military honours in an unmarked grave at the top of Hungerford Hill. By the middle and late end of the 19 th century, Euro-Canadian settlement of Westminster Township and the Reservoir Hill area was steadfast, and the various springs and ponds formed by the Hydrogeology of the Hill supported a flourishing milling industry which would eventually become the town of Byron. By 1875, the purchased Coomb s Mill and farm as the springs were deemed a source of clean drinking water and transformed into a reservoir at the top of Hungerford Hill. Using the topography, spring-fed water was pumped up to the reservoir at the top of the Hill where a dam was built on the Thames River, drinking water was distributed to the remainder of the. With the inception of the waterworks, the Hill developed its modern name, Reservoir Hill. Three reservoirs and a pumping station exist on the site today. This source of water supply for the city of London was replaced by Lake Source water supply systems from both Lake Huron and Lake Erie. The is currently undertaking the Long Term Water Supply Environmental Assessment, and this site is under consideration as one of the sites where future additional water reservoir capacity may be located. In addition to the reservoir, local residents of the have enjoyed the area of Reservoir Hill recreationally for over a century, in the late 19 th century, paths, gardens, benches and swings were built on Reservoir Hill, and viewpoints were constructed in the mid-20 th century. Currently, Reservoir Hill still retains this recreational value, where the majority of the Hill remains forested and accessible to the Public. 5.2.2. Archaeological Potential Several portions of the study corridor were also determined to be previously disturbed as a result of the extraction activities within the Byron Gravel Pit, the soil grading and installation of several utilities and built up areas that occurred between Cranbrook Road and Crestwood Drive, and the construction of Longworth Road and Crestwood Drive. This disturbance is considered sufficiently extensive to have removed any 29

archaeological potential that may have formerly existed in these areas as illustrated as pink and yellow areas in Figure 9 and Figure 10. Areas within the study corridor determined to have archaeological potential area are illustrated in blue in Figure 9 and Figure 10. It is recommended that this potentially undisturbed portions of the study corridor be subject to a Stage 2 archaeological assessment. All areas identified as low to no archaeological potential due to previous disturbance through Stage 1 do not require further archaeological assessment. 30

Figure 9 Property Survey and Archaeological Potential (1 of 2) 31

Figure 10: Property Survey and Archaeological Potential (2 of 2) 32

5.2.3. Built Heritage and Cultural Heritage Landscapes Golder completed a Cultural Heritage Evaluation Report (CHER) and Heritage Impact Assessment (HIA) for the proposed realignment of Commissioners Road West within the study area (see Appendix F). The HIA screens for the area s geography and history, an inventory and evaluation of the corridor s built and landscape features and an assessment of adverse impacts that may result from the proposed development. A preliminary screening for the project found that the realignment of Commissioners Road West: + May directly impact 792 Commissioners Road West through potential vibration damage; + Will directly and indirectly impact the cultural heritage landscape of Commissioners Road West; however, this is anticipated to be a beneficial impact and; + Will directly impact the potential cultural heritage landscape of the Byron Gravel Pit. Study Area included a property listed on the City s Inventory of Heritage Resources, 792 Commissioners Road West, buildings over 40 years old, and that Commissioners Road West has potential cultural heritage value or interest as once of the oldest roads in London and the first survey road for Westminster Township. This assessment determined that the realignment of Commissioners Road West will not result in impacts to the cultural heritage resources of 792 Commissioners Road West, the commemorative plaques in Reservoir Park, or to Commissioners Road West. Therefore, no conservation/mitigation measures are required during construction. Additional potential cultural heritage landscape associated with the Byron gravel pit is evaluated in the Cultural Heritage Evaluation Report (CHER) to determine if it demonstrates Cultural Heritage Value or Interest (CHVI). Evaluation for CHVI under the OHA is guided by Ontario Regulation 9/06 (O.Reg. 9/06) include whether the property has design value or physical value, historic value or associative value and/or contextual value. The evaluation shows that the Byron Gravel Pit does not have meet any of the evaluation criterion for CHVI based on the historical research, consultation and field investigations of the Gravel Pit. The Province s evaluation, MTCS Criteria for Evaluating Potential for Built 33

Heritage Resources and Cultural Heritage landscape (MTCS Checklist) advices that a CHER to be completed to evaluate if the built element or landscape meets the O.Reg. 9/06 criteria. Therefore, the CHER concludes that: + The Byron does not have cultural heritage value or interest; and + No additional cultural heritage studies are required. 5.3. Socio-Economic Environment 5.3.1. Land Use The study area is comprised of several land uses including, open space, urban reserve community growth and low, medium and high density residential as shown in Figure 11. Commissioners Road West passes through multi-family, medium and low density residential and urban reserve community growth (Byron Gravel Pit) lands. A large area of open space is present on the north side of Commissioners Road West including Reservoir Park and Springbank Park. Aerial photo taken in 1942, which still represents the current land use is shown in Figure 12. 34

Springbank Park Reservoir Park Figure 11 Land Use of Study Area 35

Springbank Drive Reservoir Park 5.4. Technical Environment 5.4.1. Geotechnical Report Figure 12 Commissioners Road West in 1942 Golder completed a preliminary geotechnical report for the proposed realignment of Commissioners Road West within the study area (see Appendix G). The most significant geographic feature of the study area from a geotechnical perspective is the Byron Pit (sand and gravel source). An overview of the existing geotechnical conditions was developed based on a site reconnaissance, preliminary slope assessments and a review of the existing geotechnical data available such as topographic mapping, aerial photographs, soil and bedrock mapping, and geotechnical assessment from previous studies. Following findings were included in the preliminary geotechnical assessment: 36

+ Slopes along the east edge of the Byron Pit are as much as 60 metres high and, for permanent civil use can be categorized as potentially unstable to stable in their current form as former gravel pit cuts. Measurements indicated slope angles of about 9 to 60 degrees from horizontal. The slopes are sparsely vegetated in areas and tension cracks, drainage over the slope, previous slope movements and erosion were all observed. + Sections of the slope along the pit extraction limit are considered to be too steep for acceptable stability in long-term use as part of an engineered landscape and roadway. As part of future pit rehabilitation, fill material would have been placed against the slope to achieve long-term acceptable slope stability. Fill materials have already been placed in some areas for this purpose. Thicknesses and quality of the fill that has already been placed are expected to be variable across the site and in the vicinity of the slopes. There may be as much as 28 metres of fill in some locations. These fill materials were not placed with an intent that they would become engineered fill for support of future roadways, buildings or other infrastructure. + Removing all of the existing fill and replacing it with new engineered fill represents the best option to minimize the risks associated with future settlement or adverse roadway performance. However, given the volumes of existing fill, full removal and replacement may not be cost effective or practical. The native soil and ground conditions should be suitable for using one or more ground improvement techniques since significant groundwater is not anticipated within the expected new roadway alignment within the general pit areas. Ground improvement methods might include partial fill removal, dynamic deep compaction, or stone columns. + Altering the existing slopes may be needed depending on final design grades final inclinations of 2H:1V or flatter should be an appropriate basis for conceptual design. + A horizontal bench in slopes at about mid-height may be required as a method for interrupting and controlling erosion associated with sheet-flow storm water runoff. In addition, retaining wall systems may be needed. The native ground conditions along the proposed extension are considered suitable for use of many different types of retaining walls though the presence of existing fill materials will affect design and selection in some areas, depending on removal, replacement or improvement of such ground. 37

+ Subsurface conditions along the sewer route should be suitable for construction using conventional open cut and supported excavation techniques. + Preliminary pavement recommendations, consistent with standards and expectations are also provided in the report. 5.4.2. Stormwater Management The Drainage and SWM Report (SWM Report) assessed existing drainage conditions in the study area and completed an evaluation and assessment of roadway drainage and stormwater management for the proposed roadway realignment. The SWM Report can be found in Appendix H. The report includes background information, existing conditions, proposed road realignment and recommended stormwater management strategy including mitigation measures for water quality and quantity. Existing Surficial Soils Identification of surficial soils in the corridor are based on the Ontario Division of Mines, Preliminary Map P. 238, titled Pleistocene Geology of the St. Thomas Area (West Half), South Ontario. The surficial soils, for the site is shown on Figure 13 and summarized below. The surficial soils from Cranbrook Road to Longworth Road consist of glacial deposits of Port Stanley silty clay till and clayey sill till with patches of lacustriane depots. This soil type correlates to a Type C hydrologic soil group. In terms of drainage, this type of soil is considered to have moderate to poor drainage capability, meaning very little rainfall in the open areas will soak into the ground, leaving most of the water as runoff. The surficial soils from Springbank Drive to Longworth Avenue, along the proposed realignment consist of glaciolacustrine and glaciofluvial deposits, typically consisting of sand and gravel, covered by a veneer of silty sand. This soil type correlates to a Type AB hydrologic soil group. In terms of drainage this type of soil is considered to have good to moderate infiltration capability, with low runoff potential and high infiltration rates when wetted. 38

Figure 13 Surficial Soils Map Existing Conditions 39

Existing Land Use Land use in the study area is mixed use consisting of low, medium and high density residential, community commercial, and open space as per the Official Plan (OP) land use. The existing conditions for the transportation corridor was further discretized to allow for an assessment of proposed conditions due to increased hard surface area associated with the roadway re-alignment. Runoff coefficients are based on design standards. Existing Minor Storm Sewer System Minor storm sewer systems for Commissioners Road West generally consist of existing local and trunk infrastructure through the existing right of way and swales and open ditches through the future re-alignment. Fundamentally, these systems convey flows to three (3) different outlets: + Outlet 1 (Snake Hill) In the western portion of the study area, the storm sewer is a 300 mm to 375 mm diameter pipe outletting to a 525 mm diameter sewer @2.0% grade on the west side of Springbank Drive. + Outlet 2 (Bryon Gravel Pit) In the central section of the study area, both minor and major flows are conveyed overland by swales and ditches into the Bryon Gravel Pit. Currently, no storm sewer system exists. + Outlet 3 (Cranbrook Road) In the eastern portion of the study area, there is an unopened easement that has been preserved for the realignment of Commissioners Road West. Within the easement, from Longworth Road to Cranbrook Road, an existing 975mm diameter pipe outlets to a 1050 mm storm sewer at Cranbrook Road. These three outlet areas are illustrated in Figure 13 with Stormwater Catchment Areas and red lettered numbers. A review of the storm sewer capacity for outlets 1 and 3 was completed utilizing the s Design Specifications & Requirements Manual. The SWM Report includes the existing conditions drainage mosaic and the detailed storm sewer design sheets. The assessment indicated that sufficient capacity for design flows is accommodated at outlet 1 and 3. 40

Existing Major Drainage System Major drainage systems for Commissioners Road West generally follows the path of the existing local and trunk sewer within the existing right of way, swales and open ditches through the future re-alignment. Fundamentally, these systems convey flows to three (3) different outlets: + Outlet 1 (Snake Hill) In the western portion of the study area, overland flow is collected along the curb and gutter, and conveyed west down Snake Hill towards Springbank Drive. + Outlet 2 (Byron Gravel Pit) Both minor and major flows are conveyed overland by swales and ditches into the Byron Gravel Pit. + Outlet 3 (Cranbrook Road) In the eastern portion of the study area, the unopened roadway is primarily open space draining to ditch inlets and catch basins at Longworth Road and Cranbrook Road intersections. Existing Culverts No existing culverts were identified in the study area. Further, the study area is outside the Upper Thames regulation limits. Existing Water Quality Treatment Facilities No specific water quality treatment or SWM ponds are currently in place within the study area. 5.4.3. Municipal Infrastructure As part of the Preliminary Design associated with the EA, all land requirements and utilities need to be identified for the associated works, taking into consideration any necessary impacts or relocations. Significant upgrades to the existing municipal infrastructure within the area are required. Potential impacts on existing water infrastructure have been reviewed and are summarized below: + There is an existing 900 mm diameter concrete trunk watermain on Commissioner's Road West. It was noted at the outset of this project that a condition assessment of this watermain was to be undertaken, and review of replacement and / or repair options to be further considered as part of a separate project. 41

+ There is an existing 300 mm diameter cast iron watermain on Commissioner's Road West from Wonderland Road to Crestwood Drive that is to be replaced. + The existing 600 mm diameter PVC watermain on Crestwood Drive is a key component of the High-Level Water Distribution System serviced by the Springbank Pumping Station. + The existing 600 mm diameter steel watermain on Springbank Drive and Byron Baseline Road has a Chrysotile Asbestos Coating. This coating is a designated substance and replacement of this watermain where it is within the scope of the works is to be undertaken. + New local watermains sized for future land use designation and zoning should also be installed on Byron Baseline Road and Springbank Drive parallel to the existing 600 mm trunk watermain in order to provide local servicing, so that servicing is not taken from the trunk watermain. Existing local servicing which is taken from the existing trunk watermain should be removed and relocated to the local watermain as part of the project. + The existing 150 mm diameter cast iron watermain on Springbank Drive west of the Springbank/Byron Baseline intersection is to be replaced with a new watermain (sized to meet the demands associated with the future land use designation and zoning). + Access to the Springbank Reservoirs (1, 2 and 3), the Springbank Pumping Station, and the Springbank Rechlorination Facility is currently from Commissioner's Road West. Staff will need to maintain access to these key infrastructures and the existing trunk watermain infrastructure on Commissioner's Road West. A review of the GIS information provided by the City shows that there are no existing sanitary sewers located along Commissioners Road West between Springbank Drive and Westmount Drive. The existing municipal services are illustrated in Appendix I. Upgrades to existing wastewater infrastructure within the area will be required. Potential impacts on existing wastewater infrastructure have been reviewed a summarized below: + Local sanitary sewer upgrades sized for future land use designation and zoning may on Byron Baseline Road and Springbank Drive may be required. 42

5.4.4. Utility Services Existing infrastructure plans were collected from utility companies that operate within the study corridor including telephone, cable, gas mains and hydro lines. Two Union Gas facilities including 420 kpa and 138 kpa pipelines are located within the Union Gas Easement, just south of Commissioners Road West. The Union Gas facilities are located in the eastern part of the study corridor, along Commissioners Road West and Longworth Road to Cranbrook Road, and also in the western part of Commissioners Road West from Byron Baseline to Crestwood Drive. Primary and Secondary Hydro lines are located south of soccer field and along Crestwood Drive. Rogers and Bell s cable are present along Commissioners Road West from Cranbrook Road to approximately 100 metres west of Crestwood Drive, along Crestwood Drive and along Byron Baseline Road. The existing utilities are illustrated on the Existing Utilities Plan in Appendix I. 43

6. Alternative Solutions 6.1. Identification of Alternative Planning Solutions Alternative solutions were identified and evaluated as part of Phase 2 of the Class EA process based on the problem/opportunity statement identified in Phase 1. Numerous potential solutions to the geometric deficiency on Commissioners Road West were explored. Five (5) alternatives were examined as part of this Class EA study: Alternative Solutions 1 Do Nothing Leave Commissioners Road West in an as-is state. Alternative Solutions 2A Existing Road Geometry Improvements: Vertical Road Profile Reconstruction of the existing Commissioners Road West to improve the vertical curvature deficiencies to meet the design standard of 6%. The steep grade may be avoided by modifying the roadway s profile between Springbank Drive and Westmount Drive. Retaining walls would be required to accommodate regrading; otherwise there would be a large property requirement to accommodate the amount of cut. Alternative Solutions 2B Existing Road Geometry Improvements: Horizontal Curvature Reconstruction of the existing Commissioners Road West to improve the horizontal deficiencies of reverse curves, just east of Springbank Drive, which currently have radii of 80 metres. The posted speed is 50 km/h with a design speed of 60 km/h, resulting in a required minimum curve radius for an arterial roadway of 130 metres (City s Design Specifications & Requirements Manual ). However, minimum curve radii need to be increased for steep road grades. Based on the maximum road grade of approximately 11%, the minimum curve radius should be increased to 235 metres, which would result in significant property impacts. Additionally, increasing minimum curve radii will mitigate stopping sight distance (SSD) concerns which the current SSD falls short of the minimum SSD standard. Alternative Solutions 2C Existing Road Geometry Improvements: Road Profile and Curvature Combining horizontal and vertical alignment modifications would be preferred over Solution 2A and 2B to eliminate sight-distance restrictions at the horizontal curves. A 44

minimum curve radius of 170 metres and 6% maximum grade would be required. The impacts noted for Alternative Solution 2A and 2B combined would be incurred for this option. Alternative Solutions 3 Realign Commissioners Road West Following the closure of the Byron gravel pit, relocation of Commissioners Road West southerly to a new corridor may be feasible. Commissioners Road would be realigned from Byron Baseline Road to Cranbrook Road while the existing Commissioners Road would remain a local roadway. The existing Commissioners Road West would then be converted to a dead-end street at the intersection with Cranbrook Road to avoid a fivelegged intersection. The maximum road grade of a new Commissioners Road West would be less than 6%, (i.e. within the City s design standards). There are several alternate solutions for the roadway alignment and configuration of the local road network. The exact alignment and grading of a realigned Commissioners Road West is investigated in Section 8.3 of this report. Local Road Network Alternatives If Commissioners Road West is realigned, traffic on some existing road sections will be reduced following the opening of the new alignment. A number of network revision alternatives including potential road closure were considered as a subset to Alternative Solution 3. These road closures have limited impact on residents driving time. The main benefit of any roadway closure is to reduce the long-term cost of maintaining/rehabilitating lightly travelled roads. Four options for local road closures were presented for public feedback at PIC#1 and the options are illustrated in Appendix J. The options include: + Alternative 3A: Close existing Commissioners Road West of Crestwood Drive This is the steepest part of the existing Commissioners Road West, and therefore abandoning this portion of the roadway is desirable. Access to one house immediately west of Crestwood Drive would have to be maintained along part of this abandoned link. + Alternative 3B: Close parts of Longworth Road This solution will convert the intersection of New Commissioners Road West and Longworth Road to a T -intersection due to the closure of Longworth Road north 45

of the new Commissioners Road West. Alternative 3C: Close parts of Crestwood Drive Crestwood Drive will be closed south of the community garden entrance to the intersection with Longworth Road. + Alternative 3D: Combination of these road closures These solutions can be combined, which will convert both Crestwood Drive and Longworth Road to T -intersections with the new Commissioners Road West and Snake Hill will be closed. Following consultation with the Technical Agencies Committee and the public at the PIC#1, Option 3A: Closing existing Commissioners Road West of Crestwood Drive was selected as the preferred solution for road closures. Public input regarding the options was collected at the PIC. Of the 7 people who were in favour of the realigned Commissioners Road West, 3 people were in favour of the alternative 3A, 1 person was in favour of 3C and 3 people in favour of 3D. A subsequent assessment of these options found that there was little benefit if the closure of these minor road segments as they all housed municipal underground infrastructure (watermains, sewers) as well as some utility infrastructure. This meant that access by road still had to be maintained in order to access this infrastructure. No further consideration was given to these sub-options. 6.2. Assessment and Evaluation of Alternative Planning Solutions An advantage/disadvantage evaluation process was used to evaluate the suitability of the above alternatives. The advantages and disadvantages of each alternative are illustrated in Table 2. 46

Table 2: Alternative Solution Advantage/Disadvantage Evaluation Evaluation criteria Advantages Disadvantages Alternative 1 Do Nothing Cultural and Natural Environment + No adverse impacts on vegetation, archaeology and noise Social + No adverse community impacts: property impacts, construction impacts + No noise impacts + Unsafe conditions for cyclists, children/pedestrians and drivers in the winter months + Limited planning integration following closure of the gravel pit + No opportunity for active-transportation facilities Infrastructure Planning Implementation + No relocation of utilities and municipal services + No cost + No constructability concerns + No improvement to London s road network + Future road widening is not feasible without significant property impacts + No access for emergency services due to steep grade + No opportunity to provide transit service due to steep grade + Not compliant with road design standards + No construction impacts Alternative 2A Improve Existing Road Geometry: Vertical Road Profile Cultural and Natural Environment Social Infrastructure Planning + Improved safety for all road users + Improved active-transportation facilities + Minimal noise impacts + Improved access for emergency services + Opportunity to provide transit service + Significant vegetation impacts due to widened grading limits + High archaeological impacts on Reservoir Hill + Limited planning integration following closure of the gravel pit + Two residential driveways and access to reservoir are impacted during construction + Road widening not feasible without significant property impacts including several homes + Minimal relocation of utilities and municipal services required + Retaining wall would be required + Not compliant with road design standards (horizontally) Implementation + Capital cost (approx. $13.3 M) plus property + Closure of Commissioners Road West between Byron Baseline Road and Longworth Road for extended period of time during construction + Constructability concerns near reservoir park and soccer fields Alternative 2B Improve Existing Road Geometry: Horizontal Curvature Cultural and Natural Environment + Potential impacts limited to area of curve modification + Significant vegetation impacts due to widened grading limits 47

+ High archaeological impacts on Reservoir Hill Social Infrastructure Planning Implementation + Limited community impacts: property impacts at the road curves and during construction + Improved safety for all road users + Minimal noise impacts + Capital cost (approx. $5.9 M) plus property + No constructability concerns + Limited planning integration following closure of the gravel pit + No opportunity for active-transportation facilities + Road widening is not feasible without significant property taking including from several homes + Limited improvement of London s road network + Challenging access for emergency services due to steep grade + No opportunity to provide transit service due to steep grade + Relocation of utilities and municipal services + Not compliant with road design standards (vertically) + Improving horizontal curvature will increase road grade even more Alternative 2C Existing Corridor, Improve Existing Road Geometry: Road Profile and Curvature Cultural and Natural Environment Social Infrastructure Planning Implementation + Community impacts: property impacts at the road curves + Improved safety for all road users + Improved access for emergency services + Opportunity to provide transit service + Road design in compliance with design standards + Significant vegetation impacts due to widened grading limits + High archaeological impacts on Reservoir Hill + Limited planning integration following closure of the gravel pit + Road widening not feasible without significant property taking including from several homes + Two residential driveways and access to reservoir are impacted during construction + Potential noise impacts + Potential noise impact to those houses close to the road + Limited improvement of London s road network + Relocation of utilities and municipal services + Capital cost (approx.. $15 M) plus property + Closure of Commissioners Road West between Byron Baseline Road and Longworth Road for extended period of time during construction + Constructability concerns near reservoir park and soccer fields Alternative 3 New Road Corridor Cultural and Natural Environment + Vegetation impacts are minor + Areas of potential archaeological impacts Social + Improved safety for all road users + Improved access for emergency services + Opportunity to provide transit service + Improved active-transportation facilities + Increased driving distance to arterial road for some residents + Minor property requirement + Increase of traffic noise and relocation of parking area at long-term care community and townhouse development backing onto new road 48

Infrastructure Planning + Closure of existing roads and opportunity for trail connections + Opportunity to improve integration of Commissioners Road West into London s road network + Reserved corridor is sufficient to widen Commissioners Road West + Road design in compliance with design standards + Relocation of utilities and municipal services at intersecting roads Implementation + Limited community impacts during construction as construction takes place away from existing road + Capital cost (approx. $23.8 M) plus property + Potential constructability issues at the gravel pit 6.2.1. Summary of Evaluation In summary, each alternative solution was evaluated for its advantages, disadvantages and ability to fulfill the problem statement. The rational for the selection for the preferred planning solution is below: Alternative Solution 1: Do Nothing Alternative Solution 1 is not a feasible solution as it would not address the problems concerning the existing geometric and operational deficiencies identified for the study corridor. The steep road grade makes it difficult to provide transit service along this segment of Commissioners Road West. In addition, the road grade will inhibit activetransportation opportunities, for both pedestrians and cyclists. It should be noted that the City s Transportation Master Plan (2013) recommends widening Commissioners Road West to a 5-lane cross-section, i.e. 4 through lanes with a centre turn lane, within (and adjacent to) the study area. Although this alternative is not feasible, it was included in the assessment as a benchmark for comparison purposes. Alternative Solution 2A: Improve Existing Road Geometry Vertical Road Profile Alternative Solution 2A is considered to be in accordance with the 6% road grade design standard required for arterial roadways. The elimination of the steep road grade improves safety for drivers, cyclists and pedestrians and allows for emergency services and transit services to operate on Commissioners Road West. 49

However, this alternative was not carried forward due to its significant impacts to residential driveways and nonconformity with the design criteria for horizontal curvature. This alternative also has significant archaeological impacts on the Reservoir Hill as mentioned in Section 5.2.1 of this report. This alternative may have impacts on the unmarked burial ground known to be situated on the Reservoir Hill. As such, open-cut construction would require temporary closure of Commissioners Road West during construction which would impact the road network. A comprehensive constructability evaluation would also have to consider impacts to the reservoir both during and post construction. Alternative Solution 2B: Improve Existing Road Geometry: Horizontal Curvature Alternative Solution 2B is not carried forward due to the increase in vertical road grade, which occurs as a result of the modification to the horizontal alignment. The improvements to the horizontal alignment are required to conform with design standards. By increasing the vertical road grade, Commissioners Road West may limit emergency service, transit services and active transportation facilities. Therefore, this alternative does not improve the existing safety concern related to the steep grade. The existing horizontal curve radii are also problematic as they create sightline obstructions. The minimum stopping sight distance (SSD) is 105 metres. The actual minimum SSD is estimated at approximately 90 metres. Increasing the minimum curve radii will mitigate SSD concerns. Realigning the roadway is anticipated to be technically feasible, however it will reduce the roadway length over which the elevation difference will be implemented, therefore increasing the vertical grade. The City s design standards prescribe a 36m ROW for arterial roadways. Due to existing constraints such as property, the full ROW width cannot be accommodated within the study area. Additionally, improving the horizontal curvature would result in disturbance to the natural and cultural environments such as the cultural heritage site north of Commissioners Road West known as Reservoir Hill. Similarly, to Alternative 2A, a comprehensive constructability evaluation would have to consider potential impacts to the natural and cultural environment both during and post construction. 50

Alternative Solution 2C: Improve Existing Road Geometry: Road Profile & Horizontal Curvature Alternative Solution 2C is considered as an alternative which combines both Alternatives 2A and 2B. This alternative would compliant with road design standards as stated in Alternative 2A and 2B s rational. Alternative Solution 2C would satisfy the design criteria both for horizontal and vertical curvature which will increase safety for all road users and provide opportunities for emergency services, transit services and active transportation facilities. However, this alternative is not carried forward due significant property requirement, closure of Commissioners Road West for extended period of time during construction and construction feasibility near reservoir park and soccer fields. Alternative Solution 3: New Road Corridor Alternative Solution 3 is the realignment of Commissioners Road West with four potential road closures. The capital cost for this alternative is high however, this alternative is carried forward for further assessment because of the numerous potential advantages including construction feasibility, improved integration of Commissioners Road West into London s road network and improved transit services and activetransportation facilities. While it will likely be more expensive to construct, this Alternative Solution has significantly less impact on the natural, cultural environment and existing homes. 6.3. Preferred Planning Solutions Phases 1 and 2 of the Class EA including the alternative solutions, were presented to agencies and the public for review and input at a Technical Agencies Committee meeting and Public Information Centre #1 (PIC). Overall, in discussion with those in attendance at the PIC, there was an overall favourable response to Alternative Solution 3. Of those who completed the comment sheets, approximately 55% were in favour of the new route of Commissioners Road West (Alternative 3) and the 45% were in favour of improving the existing corridor. Other comments and feedback were related to intersection improvements and potential impacts to the neighbouring areas due to the realignment. Key factors for Alternative Solution 3 being selected as the preferred planning solution include the following: 51

+ Removes the existing steep road grade by closing the existing Commissioners Road West and providing a new alignment + Improved safety for all road users (i.e. vehicles, pedestrians and cyclist) + Improved access for emergency services + Opportunity to provide transit service + Integration of Commissioner Road into London s Road Network and conforms to the City s planning policies (i.e. The London Plan) + Improved road grade accommodates improved active-transportation facilities (i.e. multi-use path) + Reserved corridor is sufficient to widen Commissioners Road West to 4-lanes Cost was not considered as a principle factor in the determination of the preferred solution. The overall benefits mentioned above were found to outweigh cost in the evaluation process. Following consultation with agencies and the public, the preferred planning solution is recommended as Alternative 3, realignment of Commissioners Road West into a new corridor. 52

7. Alternative Design Concepts for Preferred Solutions 7.1. Approach to Developing Alternative Designs Phase 3 of the Class EA process includes the development and evaluation of alternative designs based on the preferred planning solution. In Phase 2, a realignment of Commissioners Road West was selected as the preferred planning solution. A number of alternative designs were developed based on the design criteria illustrated in Table 3. The design criteria were obtained from the Design Specifications & Requirement Manual Transportation (2014), and the Transportation Association of Canada (TAC) Geometric Design Guide for Canadian Roads (1999) 4. The design criteria utilized in the development of the alternative designs are shown in Table 3. Where they provided conflicting standards, the City standard was selected as it was more conservative, with consideration given to constraints within the study area. Table 3 Design Criteria Parameter Unit TAC City Selected Standard Standard Values Classifications UAU 60 UAU 60 (P1.3.2.2) Design Speed km/h 60 60 (P2-1) 60 Number of Through Lanes 4 4 4 Design Vehicle Wb-20 Wb-20 Wb-20 Stopping Sight Distance m 85 N/A 85 (P1.2.5.4) Min. Radius m 130 365 250 Horizontal Alignment Vertical Alignment Min. Radius with Normal Crown Min. Spiral Parameter A Grade Maximum (P2.1.2.18) m 1290 (P2.1.2.18) m Not Used (P2.1.2.21) % 6 (P2.1.3.2) (P2-1) 1600 (P2-1) N/A 1600 Not Used 6 (P2-5) 6 4 The project was initiated before the latest version, 2017 Geometric Design Guide for Canadian Roads was made available. 53

Parameter Cross Section Unit TAC Standard City Standard Selected Values Minimum % 0.5 0.5 (P2-0.5 (P2.1.3.3) 5) Crest 13 15 (P2-5) 15 Curve (P2.1.3.6) K Value 9 Sag Curve (P2.1.3.9) 18 (P2-5) 18 Max. Superelevation m/m 0.06 0.04 0.04 (P2.1.2.11) Through m 3.5-3.7 3.5 (P2-3.5 Lane (P2.2.2.2) 3) Lane m 3.5-3.7 4.0 (P2-4.0 Curb Lane Width (P2.2.2.2) 3) Bicycle m 1.5-2.0 N/A N/A Lane Median Width m None None None Sidewalk Width m None N/A None (MUT) (MUT) Multi-use Trail (MUT) m N/A 3m Boulevard Width m 3.0 N/A Vary (P2.2.6.1) Cross Fall % 2 2 2 (P2.1.5.2) m 15 15 (P2-2) 15 Intersection Daylight Triangle (A to A &C) Right of Way m 20-45 (P1.3.4.3) 36 (P2-3) 36 In addition to the design criteria discussed above, the following factors were considered in the development of alternative designs: + In keeping with the design criteria which keep the vertical and horizontal alignment within safe limits, design options through the pit were constrained. The largest distance between centre lines of the most northerly and most southerly alignments was restricted to 55 metres due to proximity to the pit and the hill adjacent to Crestwood Drive. + An alignment that encroaches on the residential properties located on the hill would require a large amount of cut and directly affect these properties. + An alignment far away from these properties and closer to the pit would require a large amount of fill and the connection at the intersection of Commissioners Road West and Byron Baseline Road would increase the skewed angle. 54

7.2. Identification of Alternative Designs After reviewing design options, previously prepared in 1992 (and others by the City), three feasible alternative designs were developed using the above design criteria. The alternative designs and variation in alignment are illustrated in Figure 14. Alternative Design 3.1 Southerly Alignment This corridor alignment is the furthest south and furthest away from the existing properties located on the hill on Crestwood Drive. This is the most southerly alignment feasible while still adhering to the design criteria. Alternative Design 3.2 Northerly Alignment This alignment is the most northerly and closest to the hill on Crestwood Drive. This is the most northerly alignment feasible while meeting design criteria and not directly impacting the existing properties on top of the hill. Alternative Design 3.3 Middle Alignment This alignment is in between alternative design 1 and 2. 55

Alternative 3.1 Alternative 3.2 Alternative 3.3 Figure 14 Comparison of Alternative Designs (3.1, 3.2, 3.3) 56

7.3. Evaluation Criteria Each of the alternative designs was assessed against the following technical and environmental criteria: Cultural + Archaeological Features + Built Heritage Resources (BHRS) And Cultural Heritage Landscapes (CHLS) Natural Environment + Groundwater Impact + Erosion/Slope Stabilization + Vegetation + Species At Risk (SAR) Socio-Economic + Capital Costs + Construction Staging and Phasing + Noise Impacts + Impact on Development + Municipal Servicing and Utilities Coordination Infrastructure Planning + Road Length + Streetscape + Complete Streets 7.4. Impact Assessment and Evaluation As shown in Table 5, a detailed assessment of each of the alternatives was completed using the evaluation criteria discussed in Section 7.3. This assessment was then utilized to evaluate each alternative as shown in Table 6. The scale used for the evaluation is illustrated in Table 4. A weighted score was assigned to each criterion in order to appropriately compare and rank the design alternatives. Each alternative design was given a score between 1 and 10, with a higher score indicating more 57

preference for that option. The criteria weights, which indicate the degree of improvement based on the problem and opportunity statement, is multiplied with each design score to determine the most preferred design. The weighted score evaluation can be found in Table 7. Table 4 Evaluation Scale Very Low Impact Fairly Low Impact Medium/Ambivalent Impact Fairly High Impact Very High Impact 58

7.4.1. Detail Assessment of Alternative Design Options Table 5 Descriptive Detail Assessment of Alternative Design Options TECHNICAL CRITERIA DO NOTHING ALTERNATIVE 3.1 ALTERNATIVE 3.2 ALTERNATIVE 3.3 SOUTHERLY ALIGNMENT NORTHERLY ALIGNMENT MIDDLE ALIGNMENT CULTURAL ARCHAEOLOGICAL FEATURES BUILT HERITAGE RESOURCES (BHRs) AND CULTURAL HERITAGE LANDSCAPES (CHLs) NATURAL ENVIRONMENT No Impact. No Impact. The area south of the "Snake Hill" and west of Crestwood Drive along the new proposed alignment have archaeological potential and require Stage 2 Archaeological Assessment. The Study Area includes a property listed on the City s Inventory of Heritage Resources, 792 Commissioners Road West. The realignment of Commissioners Road West will not result in negative impacts to the BHR. No conservation or mitigation measures are required. The Study Area also includes cultural heritage landscape of Commissioners Road West with beneficial impacts and Byron Gravel Pit of no impact due to the realignment of Commissioners Road West. GROUNDWATER IMPACT No Impact Moderate encroachment on a source of groundwater. Further investigation of the presence of perched groundwater is required during future planning and design. No encroachment on a source of groundwater. Further investigation of the presence of perched groundwater is required during future planning and design. Minor encroachment on a source of groundwater. Further investigation of the presence of perched groundwater is required during future planning and design. EROSION/ SLOPE STABILIZATION No Impact No encroachment on erosion hazard area. Minor encroachment to areas with unstable slope. Moderate encroachment on erosion hazard area. Minor encroachment to areas with unstable slope. No encroachment on erosion hazard area. Minor encroachment to areas with unstable slope. VEGETATION No Impact There are no designated natural areas of provincial or regional significance. Vegetation is dominated by non-native, disturbance-tolerant plant species, often planted as ground cover or residential trees. No wetlands or watercourses present in the study area. Minor impacts to vegetation. SPECIES AT RISK No Impact. This option intrudes into one active Bank swallow colony. This option intrudes into two active Bank swallow colony. This option intrudes into one active Bank swallow colony. SOCIO-ECONOMIC CAPITAL COSTS No Impact $35,898,274 $18,911,011 $25,140,010 CONSTRUCTION STAGING AND PHASING No staging is required. Construction staging required (i.e. lane closures and temporary conditions at intersections). 4 Intersections affected by construction. Construction staging required (i.e. lane closures and temporary conditions at intersections). 4 Intersections affected by construction. Construction staging required (i.e. lane closures and temporary conditions at intersections). 4 Intersections affected by construction. NOISE IMPACTS No Impact Moderate impact to 6 noise receptors in the area west of Crestwood Drive. Significant impact to 40 noise receptors in the area east of Crestwood Dr. Noise mitigations such as noise walls will be required. Significant impact to 6 noise receptors in the area west of Crestwood Drive. Significant impact to 40 noise receptors in the area east of Crestwood Dr. Noise mitigations such as noise walls will be required. Significant impact to 6 noise receptors in the area west of Crestwood Drive. Significant impact to 40 noise receptors in the area east of Crestwood Dr. Noise mitigations such as noise walls will be required. IMPACT ON DEVELOPMENT No Impact Minor impact on new potential development lot Minor impact on new potential development lot Minor impact on new potential development lot MUNICIPAL SERVICING AND UTILITIES COORDINATION No coordination with municipal servicing and utilities required. Opportunity for new or relocated municipal servicing and utilities. INFRASTRUCTURE PLANNING ROAD LENGTH No Impact 1,510 m 1,470 m 1,490 m STREETSCAPE No opportunities for streetscaping within existing land uses. Opportunity for landscape along new road alignment. 59

TECHNICAL CRITERIA DO NOTHING ALTERNATIVE 3.1 ALTERNATIVE 3.2 ALTERNATIVE 3.3 SOUTHERLY ALIGNMENT NORTHERLY ALIGNMENT MIDDLE ALIGNMENT COMPLETE STREETS No opportunities for alternative transportation infrastructure within existing corridor. Opportunity for pedestrian and cyclist facilities. OVERALL FINDINGS No Impact Does not address Problem/Opportunity Statement excessive grades on Commissioners Road West remain SUMMARY Highest Cost Lowest Cost Second highest/lowest cost Moderate encroachment on a source of groundwater. No encroachment on a source of groundwater. Minor encroachment on a source of groundwater. No encroachment on erosion hazard area. Moderate encroachment on erosion hazard area. No encroachment on erosion hazard area. Minor encroachment to areas with unstable slope. Minor encroachment to areas with unstable slope. Minor encroachment to areas with unstable slope. This option intrudes into one active Bank swallow colony. Moderate impact to 6 noise receptors in the area west of Crestwood Drive. Significant impact to 40 noise receptors in the area east of Crestwood Dr. This option intrudes into two active Bank swallow colony. Significant impact to 6 noise receptors in the area west of Crestwood Drive. Significant impact to 40 noise receptors in the area east of Crestwood Dr. This option intrudes into one active Bank swallow colony. Significant impact to 6 noise receptors in the area west of Crestwood Drive. Significant impact to 40 noise receptors in the area east of Crestwood Dr. Minor impact on new potential development lot Minor impact on new potential development lot Minor impact on new potential development lot 60

7.4.2. Evaluation Summary of Alternative Design Table 6 Evaluation Summary of Alternative Designs TECHNICAL CRITERIA CULTURAL ARCHAEOLOGICAL FEATURES BUILT HERITAGE RESOURCES (BHRs) AND CULTURAL HERITAGE LANDSCAPES (CHLs) NATURAL ENVIRONMENT GROUNDWATER IMPACT EROSION/ SLOPE STABILIZATION VEGETATION ALTERNATIVE 3.1 ALTERNATIVE 3.2 ALTERNATIVE 3.3 SOUTHERLY ALIGNMENT NOTHERLY ALIGNMENT MIDDLE ALIGNMENT SPECIES AT RISK SOCIO-ECONOMIC CAPITAL COSTS CONSTRUCTION STAGING AND PHASING NOISE IMPACTS IMPACT ON DEVELOPMENT MUNICIPAL SERVICING AND UTILITIES COORDINATION INFRASTRUCTURE PLANNING ROAD LENGTH STREETSCAPE CRITERIA NOT SIGNIFICANT COMPLETE STREETS 61

7.4.3. Weighted Score Evaluation of Alternative Designs Table 7 Weighted Score Evaluation of Alternative Designs TECHNICAL CRITERIA CRITERIA ALTERNATIVE 3.1 ALTERNATIVE 3.2 ALTERNATIVE 3.3 WEIGHTING SOUTHERLY ALIGNMENT NOTHERLY ALIGNMENT MIDDLE ALIGNMENT CULTURAL ARCHAEOLOGICAL FEATURES 6 5 5 5 BUILT HERITAGE RESOURCES (BHRs) AND CULTURAL HERITAGE LANDSCAPES (CHLs) 4 10 10 10 NATURAL ENVIONMENT GROUNDWATER IMPACT 15 5 9 6 EROSION/SLOPE STABILIZATION 6 10 7 8 VEGETATION 5 8 8 8 SPECIES AT RISK 8 7 5 7 SOCIO-ECONOMIC CAPITAL COSTS 20 4 9 6 CONSTRUCTION STAGING AND PHASING 1 6 6 6 NOISE IMPACTS 15 6 4 5 IMPACT ON DEVELOPMENT 12 8 8 8 MUNICIPAL SERVICING AND UTILITIES COORDINATION 2 10 10 10 INTRASTRUCTURE PLANNING ROAD LENGTH - - - - STREETSCAPE 2 10 10 10 COMPLETE STREETS 4 10 10 10 SUMMARY WEIGHTED SCORE 100 653 749 681 RANKING 3 1 2 62

7.5. Preferred Design Alternative Design 3.2, Northerly Alignment was selected as the preferred design that best addresses the project problem statement based on the detailed evaluation and feedback received from the public. Factors such as impact on areas of archaeological potential, built heritage resources, vegetation, property and municipal services and utilities as well as opportunities for streetscaping and active transportation were similar between all three Alternative Designs. Alternative Design 3.2 presents the shortest road length, does not encroach on a source of groundwater, and the cost was lowest due to the least amount of fill required. Additionally, based on a virtual 3D representation of the design, it appeared that Alternative Design 3.2 presented the least amount of visual impact to the adjacent properties on the top of the hill on Crestwood Drive as the alignment appeared to be hidden under the brow of the hill as shown Figure 15. Figure 15 3D representation Commissioners Road West Realignment through Byron Gravel Pit (Crestwood Drive to Springbank Drive) 7.6. Additional Design Components 7.6.1. Additional Design Components Approach to Byron Baseline Road An alternative approach alignment to the Byron Baseline/Springbank intersection was considered in conjunction with each of the main alignment options 3.1, 3.2, and 3.3. The approach angle was modified to reduce the wide angle between Byron Baseline Road and the east leg of Commissioners Road West. This could potentially improve safety while modifying the angle between legs closer to the desired 90 degrees. 63

The main alignment options joined the existing Commissioners Road West horizontally east of the intersection. An alternative alignment A was considered in conjunction with the three main options which became options 3.1A, 3.2A and 3.3A. An example of alignment comparison between Alternative Design 3.2 and 3.2A are illustrated in Figure 16. However, it quickly became apparent that this realignment would bring the new alignment south causing a significant increase in fill and therefore cost yet there were no significant advantages to doing so. Therefore, the A options were not carried forward for more detailed assessment. Alternative Design 3.2 Alternative Design 3.2A Figure 16 Alignment Comparison between Alternative Design 3.2 and 3.2A 7.6.2. Additional Design Components Intersection Design Alternatives The intersection of Byron Baseline Road / Springbank Drive at Commissioners Road West is a skewed intersection and the connection to the new corridor was a design consideration. Roundabout design is also discussed in the traffic and safety assessment (see Appendix B) to reduce intersection related collisions and increase traffic capacity. Two intersection designs were considered; a signalized intersection and a roundabout. Design drawings for each of the intersection options are shown in Figure 17 and Figure 18. The evaluation of two alternatives is outlined in Table 8. 64

Figure 17 Signalized Intersection Design at Byron Baseline Rd/Springbank Dr Figure 18 Roundabout Design at Byron Baseline Rd/Springbank Dr 65

Table 8 Intersection Design Evaluation at Byron Baseline & Commissioners Road West TECHNICAL CRITERIA OPTION 1 SIGNALIZED OPTION 2 ROUNDABOUT NATURAL ENVIRONMENT STORMWATER IMPACT VEGETATION FUEL CONSUMPTION SOCIO-ECONOMIC Slightly less than Option 2 (Pavement area of 7800 m 2 ) Minor impact on surrounding vegetation No trees are impacted More fuel consumption and vehicle emission due to stopping and idling Slightly more than Option 1 (Pavement area of 9000 m 2 ) Moderate impact on surrounding vegetation Approximately 35 trees to be removed Less fuel consumption and vehicle emission CAPITAL COSTS (approx.) $350,000.00 $750,000.00 CONSTRUCTION STAGING AND PHASING Minor construction staging required (i.e. lane closures and temporary conditions at intersections) Moderate Construction staging required (i.e. lane closures and temporary conditions at intersections) NOISE IMPACT Negligible noise impact on the surrounding area IMPACT ON DEVELOPMENT Minor impact on potential development on southwest of the intersection Moderate impact on potential development on southwest of the intersection ACTIVE TRANSPORTATION PROPERTIES REQUIRED Connection to existing pathways, sidewalks and opportunity for a new multi-use pathway on the new Commissioners Road West 2450 m 2 4600 m 2 TRAFFIC SAFETY More vehicular conflict points and higher severity of collisions Cannot be operated during power failure Less vehicular conflict points with lower severity of collisions 66

TECHNICAL CRITERIA PEDESTRIAN SAFETY CROSSWALK DISTANCE OPTION 1 SIGNALIZED Maximum 2 crosswalks to cross while each crosswalks have longer crossing distance North Crosswalk: 38m South Crosswalk: 20m West Crosswalk: 26m East Crosswalk: 45m CYCLING SAFETY Cyclists can use crosswalk or use roadway INFRASTRUCTURE PLANNING OPTION 2 ROUNDABOUT Increased safety due to decreased speed, increased visibility Can operate during power failure Education on Roundabout needs needed Overall, shorter distance to cross however, higher number of crosswalks to cross Increase pedestrian safety due to Pedestrian Islands North Crosswalk: 16m South Crosswalk: 20m West Crosswalk: 24m East Crosswalk: 30m Bicycles are expected to dismount and walk across crosswalks Cyclists can use crosswalk or use roundabout STREETSCAPE COMPLETE STREETS No new streetscaping Opportunity for landscaping opportunities on the centre island Opportunity for pedestrian and cyclist facilities TRAFFIC OPERATION TRAFFIC ANALYSIS (Level of Service) Lower Level of Service AM: D PM: B Higher Level of Service AM: B PM: A TRAFFIC OPERATION Increased delay associated with stopping and queuing Lower left-turn capacity Decreased delay associated with stopping and queuing Higher left-turn capacity 67

TECHNICAL CRITERIA SUMMARY OVERALL FINDINGS OPTION 1 SIGNALIZED Traffic signal requires less land Traffic signal has no impact on adjacent vegetation and development lands Traffic signal is much cheaper to construct OPTION 2 ROUNDABOUT Roundabout provides a safer environment for vehicles and pedestrians due to lower speeds and as revealed by empirical evidence elsewhere Roundabout provides less delay and vehicle emissions Based on the intersection design evaluation, a signalized intersection was selected as the preferred intersection design. A signalized intersection was recommended due to a lower overall cost and less impact on adjacent land with half the amount of property required. Traffic operations and level of safety for the traffic signal option were considered acceptable. 8. Preferred Design Concepts This section identifies the main features of the preferred design for the realignment of Commissioners Road West. 8.1. Design criteria The design criteria utilized in the development of the preferred design is provided in Table 3 of Section 7.1. Two design standards were used as input in developing the project design criteria; The Design Specifications & Requirement Manual Transportation, and the TAC Geometric Design Guide for Canadian Roads. 8.2. Plan and Profile The new alignment of Commissioners Road West begins just the west of the intersection of the existing Commissioners Road West and Byron Baseline Road/Springbank Drive and continues southeasterly connecting to the intersection of Commissioners Road West and Cranbrook Road. The alignment of the preferred design is illustrated in Figure 19. Both intersections will be reconfigured to connect the new Commissioners Road West with the existing intersection. 68

The preferred design passes through the pit and greenspace between residential areas and intersects with two roads, Crestwood Drive and Longworth Road. The ultimate right-of-way (ROW) of 36.0 metre is protected for 4 lanes however, only 3 lanes will be paved as an interim design. A change in profile is proposed west of the Byron Baseline Road/Springbank Drive intersection in order to improve sight distance on the eastbound approach. This correction will not require property but will require localized regrading outside the ROW. 69

8.3. The Preferred Design The preferred design is shown in Figure 19 and the design plates can be found in Appendix L. Figure 19 Preferred Design 70

8.3.1. Commissioners Road Closure The existing Commissioners Road West corridor will be terminated west of Cranbrook Road and the top of Snake Hill (adjacent to access for MN929 Commissioners Road West). Access to Reservoir Park and homes along the existing corridor will be provided through Crestwood Drive and Longworth Road from the newly aligned Commissioners Road West corridor immediately to the south. Immediately west of MN929 Commissioners Road West, Snake Hill will be closed to vehicular traffic and redesignated as a Multi-Use Path (MUP). The Cultural Heritage Report prepared for this study has recommended that this MUP be configured to match the original alignment shown on 19th Century maps to reflect the heritage value of the hill. This MUP will provide a connection between Reservoir Park and Springbank Park. At the east end of the study area, the road will be terminated immediately west of Cranbrook Drive. Between this point and the top of Snake Hill, Commissioners Road will remain open to provide access to Reservoir Park and a number of homes. 8.4. Typical Cross-Section For the development of a typical cross-sections, Commissioners Road West has been divided into two sections to accommodate the constraints within each section. The sections are as follows: 1) Commissioners Road West from Byron Baseline Road/Springbank Drive to Crestwood Drive (through the pit) 2) Commissioners Road West from Crestwood Drive to Cranbrook Road. The cross-section layouts for both sections are illustrated in Figure 20. The features of the first cross-section include the following: + Ultimate 36 metre right of way (ROW) protected, 27.5 metre paved right of way + 3 lanes: 2 lanes eastbound and 1 lane westbound + 3.0 metre multi-use pathway on both sides of the road + 1.0 metre splash pad and 0.5 metre curb & gutter on both sides of the road + 2.5 metre boulevard on both sides of the road + Outside of the ROW, 2:1 slopes on the either side of the road and 3.0m construction easement The features of the second cross-section include the following: 71

+ Ultimate 36 metre right of way protected, 25.5 metre paved right of way + 3 lanes: 2 lanes eastbound and 1 lane westbound + 2 lanes in the eastbound are one left turning lane and one through lane + 3.0 metre multi-use pathway on both sides of the road + 1.0 metre splash pad and 0.50 metre curb & gutter on both sides of the road + 2.5 metre boulevard on both sides of the road 8.5. Active Transportation Figure 20 Typical Cross-Sections The preferred design includes a 3.0 metre multi-use pathway (MUP) on both sides of the road along the full length of new alignment. Additionally, the existing Commissioners Road West becomes a MUP from the intersection of Commissioners Road West and Byron Baseline Road/Springbank Drive to approximately 350 east of the intersection. This MUP is intended to provide a connection to Springbank Park and other surrounding trails and parks within the City. 72

8.6. Drainage and Stormwater Management An evaluation and assessment of roadway drainage and stormwater management was conducted for the preferred design of the realignment of Commissioners Road West. The stormwater management report can be found in the Appendix H. The proposed drainage system will be provided the realigned Commissioners Road West by storm sewer for the minor system and roadway for the major system, as described in the following sections. 8.6.1. Minor Storm Sewer System The minor system for the proposed conditions is designed to convey the 1:2 year flow as per s design standards. Proposed storm sewer system is illustrated in the SWM Report. At the east and west limits, the existing trunk storm sewer system will be utilized. The assessment confirms that the existing trunk sewers were designed adequately for inclusion of drainage from the realigned Commissioners Road West. 8.6.2. Major Drainage System The proposed major drainage system is provided by overland flow within Commissioners Road West right-of-way. Fundamentally, the drainage system is defined by a high point at Crestwood Drive which drain east and west along Commissioners Road West. The proposed system will convey flows to three (3) different outlets: + Outlet 1 (Snake Hill) In the western portion of the study area, the overland flow is collected along the curb and gutter and conveyed west down Snake Hill towards Springbank Drive. + Outlet 2 (Byron Gravel Pit) In the central section, the re-alignment of Commissioners Road West will collect roadway drainage along the curb and gutter and convey flows west towards Springbank Drive. The re-alignment of Commissioners Road West, will impact overland flow routes through this section, and will require attention at detailed design to insure flows continue to flow move towards the pit. This can be accomplished by super- elevating the roadway with cross-fall towards the south, to direct spilling towards Byron Gravel Pit. + Outlet 3 (Cranbrook) In the eastern portion of the study area, the overland flow will be collected along the curb and gutter and conveyed east towards Cranbrook Road. 73

8.7. Noise Analysis A Noise Impact Study was carried out with reference to the Ontario Ministry of Transportation (MTO)/ Ministry of the Environment and Climate Change (MOECC) s Environmental Guide for Noise and the Council Policy Manual. The applicable noise criteria utilized in the assessment are shown in Table 9. A copy of the Noise Impact Study can be found in Appendix K. Table 9 Applicable Policies Used for Noise Impact Study Governing Body Guidance Document Intended Use Location of Assessment Criterion Considered for Mitigation Council Policy Manual, Chapter 25 Streets and Highways; 25 (12) Noise Barriers On Arterial Roads (March 2005) Retrofit in conjunction with arterial road widenings Existing residential backyards backing onto arterial roads Not subjected to significant noise level increase from levels that exist in the design year Ontario Ministry of Transportation (MTO) Environmental Guide for Noise (October 2006) Roadways Outdoor Living Area (OLA) 65 dba, or 5 db increase with the project, 55 dba target where feasible The MTO Noise Protocol requires a comparison of future noise level with and without the proposed road improvement adjacent to a Noise Sensitive Area (NSA) and the area of investigation is defined as 600 metres from the edge of the project site. A NSA is a noise sensitive land use within an Outdoor Living Area (OLA), which includes singlefamily houses (typically back yard), townhouses (typically back yard), and apartments with outdoor living areas for use by all occupants, as well as hospitals and nursing 74

homes, with outdoor living areas for the patients. Representative OLAs within NSAs were assessed at a height of 1.5 metres and 3 metres from the rear building façade of residential properties as specified in the MTO Noise Guide and the City s Noise Barriers on Arterial Roads Policy. Total of 12 OLAs were identified to represent the residential properties within the grouped NSAs that are expected to be the most sensitive due to the realignment of Commissioners Road West. The City s Design Specifications and Requirements Manual includes noise attenuation measures including acoustics barriers. It specifies that the minimum height of an acoustic barrier should be 2.44 metres. The City confirmed they prefer locating the proposed acoustic barriers along the residential property boundaries (but within City s property) as opposed to the edge of pavement of the proposed realignment of Commissioners Road West. The provision of noise mitigation is to be investigated if the future noise level with the proposed improvements result in a greater than 5 dba increase over the future noise level without the proposed improvements. Noise predictions were undertaken for three (3) time frames: 1) existing (2017), 2) future (2032) without the realignment, 3) future (2032) with the realignment. The MTO Noise Guideline s noise level limit criterion of 65 dba has been exceeded at two (2) identified representative OLAs and the criterion of a 5 db change due to the realignment has been exceeded at all twelve (12) representative OLAs. A single proposed acoustic barrier layout was identified and predicted to provide at least 5 db of attenuation at seven (7) of the twelve (12) OLAs but each proposed acoustics barrier meets the 5 db minimum reduction at a minimum of one of the multiple OLAs being shielded. Currently there are two locations with existing retaining/noise walls: + east side of Crestwood Drive between Longworth Road and new Commissioners Road West and; + southwest corner of Commissioners Road West and Cranbrook Road. There will be additional retaining/noise walls along these locations: + south side of new Commissioners Road West from Crestwood Drive to Longworth Road; + continued from exiting noise wall from Cranbrook Road and; 75

+ north side of new Commissioners Road West from Cranbrook Road to Longworth Road. The noise wall is considered if the residential homes backyard is facing the new Commissioners Road West since the backyards are sensitive noise receptors. The locations of existing barriers, proposed and potential acoustic barrier layout is presented in Figure 21. 76

Figure 21 Proposed and Potential Acoustic Barriers 77