southdale road west improvements - london, ontario...city of london southdale road west improvements...

City of London

Southdale Road West Improvements Pine Valley Boulevard to Colonel Talbot Road Schedule ‘C’ Municipal Class Environmental Assessment Environmental Study Report

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March 2019 Project Number: 60542198

City of London

Southdale Road West Improvements

Environmental Study Report

RPT.Final Southdale ESR-2019 03 27-Pam.V2-Final

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# Hard Copies PDF Required Association / Company Name

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Revision History

Revision # Date Revised By: Revision Description

1 2019/02/10 P.McAllister City Division comments (December 18, 2018, January 18, 2019, and March 21, 2019)

City of London



AECOM: 2015-04-13

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City of London



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List of Acronyms BRT Bus Rapid Transit CHAR Cultural Heritage Assessment Report COTTFN Chippewa of the Thames First Nation CSP Corrugated steel pipe CWA Clean Water Act DBH Diameter at Breast Height EA Environmental Assessment EAA Environmental Assessment Act EBL East Bound Left Turn Lane EBT East Bound Through Lane EBTR East Bound Through Right Lane ECA Environmental Compliance Approval EIS Environmental Impact Study ELC Ecological Land Classification END Endangered ESA Endangered Species Act

ESR Environmental Study Report GMIS Growth Management Implementation Strategy IPZ Intake Protection Zone HVA Highly Vulnerable Area LOS Level of Service MOECC Ministry of the Environment and Climate Change MECP Ministry of the Environment, Conservation and Parks MTCS Ontario Ministry of Tourism, Culture & Sport MCEA Municipal Class Environmental Assessment MEA Ontario Municipal Engineers Association MNRF Ontario Ministry of Natural Resources & Forestry NBL North Bound Left Turn Lane NBT North Bound Through Lane OP Official Plan O’Reg. Ontario Regulation PIC Public Information Centre PPS Provincial Policy Statement PSW Provincially Significant Wetland PTTW Permit to Take Water PVC Polyvinyl Chloride ROW Right-of-Way SAR Species at Risk SARA Species at Risk Act SBL South Bound Left Turn Lane SBT South Bound Through Lane SC Special Concern SGRA Significant Groundwater Recharge Area SPP Source Protection Plan SWAP Southwest Area Plan SWP Source Water Protection SWH Significant Wildlife Habitat SWM Stormwater Management SWMF Stormwater Management Facility TDM Transportation Demand Management THR Threatened TMP Transportation Master Plan UTRCA Upper Thames River Conservation Authority V/C Volume to Capacity Ratio WBL West Bound Left Turn Lane WBT West Bound Through Lane WBTR West Bound Through Right Lane WHPA Well Head Protection Area

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RPT.Final Southdale ESR-2019 03 27-Pam.V2-Final i

Executive Summary

Introduction

The City of London (the City) has completed a Municipal Class Environmental Assessment (MCEA) study to

address necessary transportation infrastructure requirements along the Southdale Road West and Bostwick Road

corridors. The Southdale Road West Improvements MCEA (hereafter the “Project”) is classified as a Schedule ‘C’

project in the Municipal Engineers Association (MEA) MCEA process (October 2000, as amended in 2007, 2011

and 2015), where project activities are subject to the full environmental assessment (EA) planning process of the

MCEA.

Background The City of London continues to develop and grow as a municipality. To accommodate this growth, new

infrastructure is required that recognizes the capacity needs of planned growth and the objectives of protecting

established communities and businesses. Southdale Road West is one of the major east-west arterial thoroughfare

and access roadways into the City of London, connecting the southwest corner of the City

and areas to the west, through to the central and easterly areas of the City. It serves as a major corridor for

economic, social, urban, and transportation development, and is located at the south and west edges of existing

built up area, the north edge of what will be an area of future development in the near term.

This widening project was identified as a priority in the City of London’s 2030 Transportation Master Plan (TMP),

the guiding policy document for future transportation planning and as part of the Growth Management

Implementation Strategy (GMIS) for transportation projects. The need for capacity improvements was also

identified as part of the 2014 Development Charge Background Study, including phasing, and has been further

updated as part of the 2019 DC Transportation Background Study. The City of London is considering the widening

of this corridor from Colonel Talbot Road to Pine Valley Boulevard, from 2 to 4 lanes, to be staged for construction

from Pine Valley Boulevard to Farnham Road, and from Farnham Road to Colonel Talbot Road.

While not covered in the TMP, Bostwick Road improvements, from Southdale Road West to north of Pack Road,

have been considered in this study to support anticipated future development within and adjacent to the study area.

Problem/Opportunity Statement The MCEA Problem/Opportunity Statement provides the basis for the need and justification for this project and

aligns with the recommendations of the TMP.

Problem: As the City of London continues to grow and develop, new transportation infrastructure is

required that recognizes the capacity needs of planned growth and the objectives of protecting

established communities and businesses. Significant growth is anticipated along the south side of

Southdale Road West between Tillmann Road and Pine Valley Boulevard, and some areas along

the

corridor are experiencing traffic delays during peak periods. In addition, the new Southwest

Optimist Community Centre and YMCA will increase vehicular, pedestrian and cycling traffic along

this section of Southdale Road West. Considering this, and modeling through the City’s

Transportation Master Plan, the existing two lane road will not have sufficient capacity to

accommodate the projected growth and number of road users. Improvements are also needed on

Bostwick Road from Southdale Road West to Pack Road. It is anticipated that the existing two lane

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RPT.Final Southdale ESR-2019 03 27-Pam.V2-Final ii

roads will not have sufficient capacity to accommodate the projected growth and number of road

users.

Five year collision review indicates rear-end collisions were reported as the most prevalent type of

traffic impact in the study area. This can be attributed to relatively high speed limits and the lack of

passing opportunities.

Opportunity: By following the Complete Streets approach, there is an opportunity to improve

Southdale Road West (Pine Valley Boulevard to Colonel Talbot Road) and Bostwick Road (Pack

Road to Southdale Road West) to accommodate the existing and future traffic demand (including

transit and active transportation), and provide better connectivity to adjacent neighbourhoods for

the overall road network.

A ‘Complete Street’ is designed for all ages, abilities and modes of travel. On Complete Streets, safe and

comfortable access for pedestrians, bicycles, transit uses and people with disabilities in not an afterthought, but an

integral planning feature (Source: Complete Streets Canada).

This project also has the ability to align with the principles of Vision Zero, a global movement that has been

adopted by the City to eliminate traffic injuries and fatalities caused by vehicular collisions. Vision Zero London is

the City’s road safety strategy to reduce the number and severity of collisions occurring within the City and

increase road safety for cyclists, motorist and pedestrians. (Source: City of London).

Alternative Planning Solutions For the purposes of the Southdale Road West Improvements MCEA, planning solutions to the undertaking include:

1. Do Nothing – Assumes no improvements will be made beyond those already planned and approved.

2. Limit Growth – Assumes no improvements will be made beyond those already planned and approved and includes measures to limit development in the study area.

3. Road Network Improvements – Includes potential improvements to nearby east/west roads (Commissioners Road and Pack Road/Bradley Avenue Extension)

4. Operational Improvements – Includes the implementation of additional turn lanes, traffic signal coordination, etc.

5. Road Widening – Includes widening of Southdale Road West to provide additional traffic lanes to increase capacity.

6. Transportation Demand Management (TDM) – Includes measures to reduce vehicle volumes by using bike lanes, and promoting transit.

The above identified alternative solutions were screened against the problem and opportunity statement identified

in Section 5 of this Report. The evaluation of alternative solutions is comprised of a two-step process. Firstly, Do

Nothing, Limit Growth and Road Network Improvements were screened out because it was determined that these

solutions will not address the project needs as identified in the problem and opportunity statement in Section 4.

Do Nothing – This was not carried forward for further assessment. Although this solution avoids impacts to natural

environment, archaeological and cultural resources and costs less compared to other solutions, it does not address

transportation planning and does not address the problem and opportunity statement identified for this project.

City of London





RPT.Final Southdale ESR-2019 03 27-Pam.V2-Final iii

Limit Growth – This option was not carried forward as it does not comply with current City policies and does not

address the problem and opportunity statement.

Road Network Improvements – This option was not carried forward for further assessment as it offers only limited

improvements to capacity and level of service on Southdale Road West due to planned growth along corridor and

marginal diversion of traffic on other roads. This option does not address the problem and opportunity statement for

this project.

Next, the remaining alternative solutions, (Operational Improvements, Road Widening and TDM), were carried

forward for further assessment and were evaluated against the criteria developed for the project in order to

determine the preferred recommended solution.

Alternative Design Solutions At the end of Phase 2 of the MCEA process, the recommended preferred solution for the project was to widen

Southdale Road West and Bostwick Road from 2 lanes to 4 lanes. Phase 3 identifies the alignment for the

preferred solution of widening and evaluates intersection types (roundabouts or signalized).

The evaluation and identification of the preferred design is divided into two components:

A: Road Widening Concepts

• Evaluate widening of Southdale Road West to the north, widening to the south, and widening from the

centerline.

• Evaluate widening of Bostwick Road to the west, widening to the east, and widening about the centerline.

B: Intersection Concepts:

• Evaluate alternatives for the intersection (signalized or roundabout) at Southdale Road West and Colonel

Talbot Road.

• Evaluate alternatives for the intersection (signalized or roundabout) at Southdale Road West and Bostwick

Road.

Preferred Design Solution The Preferred Design for Southdale Road West and Bostwick Road (Figure ES1) considered transportation

facilities for all road users (motorists, transit, cyclists and pedestrians as per the City’s Complete Streets

requirements) and potential impacts to natural, socio-economic and cultural features and costs. The preferred

design was selected, developed and refined through extensive consultation with agencies, stakeholders and the

public.

Summary of Preferred Design

Summary Preferred Rationale

Road Alignment –

Southdale Road West

Widen to the south • Fewer property owners impacted

• Less property acquisition required

• Less encroachment s on existing park, SWMF,

Hydro One infrastructure

• Overall lower capital costs

Road Alignment –

Bostwick Road

Widen from the centerline • More equitable property acquisition from multiple

property owners

• Less encroachment into either of the natural

features

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This drawing has been prepared for the use of AECOM's client and may not beused, reproduced or relied upon by third parties, except as agreed by AECOMand its client, as required by law or for use by governmental reviewing agencies.AECOM accepts no responsibility, and denies any liability whatsoever, to anyparty that modifies this drawing without AECOM's express written consent.

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Southdale Road West ImprovementsEnvironmental Assessment

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City of London





RPT.Final Southdale ESR-2019 03 27-Pam.V2-Final iv

Intersection – Southdale

Road and Colonel Talbot

Road

Roundabout (2 lane) • More equitable property acquisition from multiple

property owners


Road and Bostwick Road

Signalized • Less property acquisition required

• Lower overall capital costs

• No known impacts on natural features or

archaeological resources

Cross Section Elements

The proposed right-of-way widths along both Southdale Road West and Bostwick Road will generally be

standardized to 36.0m wide, with localized widenings or adjustments at the intersections. In accordance with the

London Plan, the road is classified as a Civic Boulevard, which dictates certain cross-sectional elements and

design criteria. As a result, the cross sections for each road will generally be standardized where feasible and

practical. The cross sections will include dedicated sidewalks on both sides, as well as uni-directional bike paths in

each boulevard. Some details of each cross section may vary subject to the location along the corridor, due to the

presence of significant utilities or other features that may warrant a modified alignment of the sidewalks and/or bike

paths.

Each of the intersections within the study area will be reconstructed. All existing signalized intersections will

generally be maintained, and reconstructed to accommodate the widened Southdale Road West or Bostwick Road

cross section.

The Colonel Talbot Road intersection will be reconstructed, implementing a 2-lane roundabout at this location. The

current proposed alignment and layout was created to minimize impacts to existing properties and utilities. The

exact layout of the intersection will need to be further refined during detailed design to address any final grading

transitions to adjacent properties or the adjacent SWM facility.

Construction Staging and Traffic Detouring Completion of the full scope of the proposed work will be a significant undertaking. As a result, traffic through and

within the project area would be impacted in some fashion over a number of years. Based on similarly completed

projects, it is anticipated that each phase of the project would take approximately 2 years to fully complete, all

subject to project timing and available budgets. Therefore, consideration should be given to the staging and

sequencing of construction and traffic management.

Preliminary Implementation Schedule

Project

Phase

Project Component Anticipated Timing

(2019 Transportation Background Study)

Phase 1

Southdale Road:

Farnham Road to Pine Valley Boulevard

Construction: 2022 (0-5 years)

Phase 2 Bostwick Road:

Southdale Road West to south limits of study area

Construction: 2025

Phase 3

Southdale Road:

Colonel Talbot Road to Farnham Road

Construction: 2031

To accommodate the potential 2-year construction window for each phase, the project is to be reviewed to

determine what impacts may occur to the local residents and traveling public during that time. Each phase will have

varying degrees of impact, with the most significant impact occurring during the first year of each phase.

City of London





RPT.Final Southdale ESR-2019 03 27-Pam.V2-Final v

The project may also be further subdivided to consider the reconstruction of the Colonel Talbot Road intersection to

construct the new roundabout. This may be implemented due to its shorter construction period, and affords the

opportunity to address a significant traffic bottleneck within the corridor. This project is presently identified in the

2019 DC Transportation Background Study to be completed in 2024.

The actual staging and duration of the project will be reviewed further as part of detailed design, and could be

adjusted subject to design and approvals timing, complexity of construction, approved budgets, and other factors

that may alter the overall project duration or how it is constructed.

Preliminary Construction Cost Estimate

The total preliminary construction estimate for this project associated with the proposed improvements is $23.3MM,

including 15% contingency and 15% engineering. An additional investment of approximately $670,000 is included

to consider coordinated watermain and sanitary sewer lifecycle renewal. This cost estimate also includes

preliminary estimates for potential property acquisition requirements.

Preliminary Construction Cost Estimate

Item

Southdale Road

Project Total Bostwick Road to Pine Valley Boulevard, and

Bostwick Road

Colonel Talbot Road to Bostwick Road

Road Works and Earthworks $ 3,620,000 $ 8,430,000 $ 12,050,000

Storm Sewers $ 830,000 $ 1,250,000 $ 2,080,000

Traffic Signals and Illumination $ 500,000 $ 740,000 $ 1,240,000

Miscellaneous $ 540,000 $ 820,000 $ 1,360,000

Watermain $ 110,000 $ 160,000 $ 270,000

Sanitary Sewers $ 80,000 $ 120,000 $ 200,000

SUBTOTAL $ 5,680,000 $ 11,520,000 $ 17,200,000

Property Acquisition $ 390,000 $ 420,000 $ 810,000

Utility Relocation $ 120,000 $ 180,000 $ 300,000

Engineering (15%) $ 930,000 $ 1,870,000 $ 2,800,000

Contingency (15%) $ 930,000 $ 1,870,000 $ 2,800,000

TOTAL $ 8,050,000 $ 15,860,000 $ 23,910,000

* Utilities relocation costs to be shared between City of London and utilities owners. Exact cost sharing agreement and values to

be confirmed during detailed design and approvals process.

City of London






Table of Contents

page

1. Introduction ...................................................................................................................... 1

1.1 Introduction ........................................................................................................................ 1

1.2 Background ....................................................................................................................... 1

1.3 Study Purpose and Objectives ........................................................................................... 2

1.4 Study Area ......................................................................................................................... 2

1.5 Project Team Organization ................................................................................................ 3

2. Planning Process ............................................................................................................. 4

2.1 Municipal Class Environmental Assessment Process ........................................................ 4

2.1.1 MCEA Documentation and Filing ............................................................................ 5

2.2 Planning Studies and Policy Context ................................................................................. 6

2.2.1 Provincial Policy Statement .................................................................................... 6

2.2.2 Climate Change ..................................................................................................... 6

2.2.3 Source Water Protection ........................................................................................ 6

2.2.4 The London Plan .................................................................................................... 7

2.2.5 Transportation Master Plan .................................................................................... 8

2.2.6 Development Charge Study ................................................................................... 8

2.2.7 Cycling Master Plan ............................................................................................... 8

2.2.8 Bus Rapid Transit Master Plan ............................................................................... 9

2.2.9 Strategic Plan ......................................................................................................... 9

2.2.10 Southwest London Area Plan – Transportation Servicing Report ........................... 9

2.2.11 City of London MCEAs ........................................................................................... 9

2.2.12 Upper Thames River Conservation Authority Policies .......................................... 11

3. Consultation ................................................................................................................... 12

3.1 Consultation and Communication Program ...................................................................... 12

3.2 Public Consultation .......................................................................................................... 12

3.2.1 Public Information Centre #1 ................................................................................ 13

3.2.2 Public Information Centre #2 ................................................................................ 13

3.3 Agency Consultation ........................................................................................................ 14

3.4 Indigenous Consultation .................................................................................................. 15

4. Project Need and Justification ...................................................................................... 17

4.1 Project Need and Justification .......................................................................................... 17

4.2 Problem and Opportunity Statement ................................................................................ 19

5. Existing Conditions ....................................................................................................... 21

5.1 Transportation/Traffic ....................................................................................................... 21

5.1.1 Existing Corridor Conditions ................................................................................. 21

5.1.2 Other Transportation ............................................................................................ 22

5.1.2.1 Active Transportation ......................................................................................... 22

City of London






5.1.2.2 London Transit ................................................................................................... 24

5.1.3 Collision Data ....................................................................................................... 24

5.1.4 Existing Structures ............................................................................................... 25

5.1.5 Utilities and Municipal Services ............................................................................ 26

5.2 Socio-Economic Environment .......................................................................................... 27

5.2.1 Existing Land Use ................................................................................................ 27

5.2.2 Future Land Use .................................................................................................. 28

5.3 Cultural Environment ....................................................................................................... 29

5.3.1 Archaeology ......................................................................................................... 29

5.3.2 Built Heritage ........................................................................................................ 30

5.4 Natural Environment ........................................................................................................ 30

5.4.1 Aquatic Environment ............................................................................................ 30

5.4.1 Terrestrial Environment ........................................................................................ 31

5.4.2 Vegetation Communities ...................................................................................... 31

5.4.3 Wetlands .............................................................................................................. 33

5.4.4 Species at Risk .................................................................................................... 33

5.4.5 Breeding Birds ...................................................................................................... 34

5.4.6 Significant Wildlife Habitat Assessment ................................................................ 34

5.4.7 Tree Inventory ...................................................................................................... 34

6. Alternative Planning Solutions ..................................................................................... 35

6.1 Identification of Alternative Planning Solutions ................................................................. 35

6.2 Evaluation of Planning Solutions ...................................................................................... 36

6.3 Summary of Planning Solutions Evaluation ...................................................................... 36

7. Alternative Design Solutions ........................................................................................ 38

7.1 Design Criteria ................................................................................................................. 38

7.2 Alternative Design Solutions ............................................................................................ 39

7.3 Evaluation Criteria ........................................................................................................... 40

7.4 Summary Evaluation ........................................................................................................ 41

8. Project Description ........................................................................................................ 44

8.1 Preliminary Design Criteria .............................................................................................. 44

8.2 Cross Section Elements ................................................................................................... 45

8.3 Intersections .................................................................................................................... 45

8.4 Pavement Design ............................................................................................................ 46

8.5 Municipal Servicing .......................................................................................................... 46

8.5.1 Sanitary Sewers and Watermains ........................................................................ 46

8.5.2 Drainage and Hydrology ....................................................................................... 46

8.6 Utility Relocation .............................................................................................................. 47

8.7 Retaining Walls ................................................................................................................ 48

8.8 Noise Attenuation Walls ................................................................................................... 48

8.9 Urban Design ................................................................................................................... 48

8.10 Traffic Signals and Illumination ........................................................................................ 49

8.11 Adjacent Developments ................................................................................................... 50

8.12 Construction Staging and Traffic Detouring ...................................................................... 50

8.13 Preliminary Construction Cost Estimate ........................................................................... 51

City of London






9. Recommended Mitigation Measures / Monitoring ...................................................... 53

9.1 Commitment Highlights .................................................................................................... 53

9.2 Permits and Approvals ..................................................................................................... 54

9.2.1 Ministry of Environment, Conservation and Parks ................................................ 54

9.2.2 Upper Thames River Conservation Authority ........................................................ 54

9.2.3 Ministry of Natural Resources and Forestry .......................................................... 54

9.2.4 Ministry of Tourism, Culture and Sport ................................................................. 54

9.2.5 Ministry of Infrastructure ....................................................................................... 54

9.2.6 Indigenous Communities ...................................................................................... 54

9.3 Construction Mitigation .................................................................................................... 55

9.4 Climate Change ............................................................................................................... 58

9.4.1.1 Potential Construction Effects ........................................................................... 58 9.4.1.2 Potential Operation Effects ................................................................................ 58 9.4.1.3 Mitigation ........................................................................................................... 59

9.5 Proposed Construction Monitoring ................................................................................... 59

9.6 Post Construction Monitoring ........................................................................................... 59

10. Summary......................................................................................................................... 60

10.1 Summary ......................................................................................................................... 60

List of Figures

Figure 1.1: Study Area

Figure 2.1: MCEA Planning Process

Figure 2.2: City of London MCEA Studies

Figure 5.1: Existing Lane Configurations

Figure 5.2: Traffic Volumes (2017)

Figure 5.3: Existing Active Transportation Network

Figure 5.4: Existing Land Use

Figure 5.5: Proposed Future Development

Figure 5.6: Archaeological Assessment Potential

Figure 5.7: Aquatic Assessment

Figure 5.8: Ecological Land Classification

Figure 7.1: Intersection Concepts (Southdale Road West and Colonel Talbot Road)

Figure 7.2: Intersection Concepts (Southdale Road West and Bostwick Road)

Figure 7.3: Recommended Design

Figure 8.1: Cross Section – Southdale Road West

Figure 8.2: Cross Section – Bostwick Road

Figure 8.3: Southdale Road West/Colonel Talbot Road Intersection Rendering

Figure 8.4: Detour Plan

City of London






List of Tables

Table 1.1: Study Team

Table 2.1: Road Improvements (TMP)

Table 3.1: Public Consultation Notices

Table 3.2: Agency Comments

Table 4.1: Level of Service Description

Table 4.2: Existing Intersection Operations

Table 4.3: Future Intersection Operations (2035)

Table 5.1: Summary of Collisions

Table 5.2: Existing Land Uses

Table 5.3: Active Development

Table 5.4: Registered Archaeological Sites

Table 5.5: SAR assessment

Table 6.1: Evaluation Criteria for Planning Solutions

Table 6.2: Evaluation of Planning Solutions

Table 7.1: City of London Transportation Design Requirements

Table 7.2: Evaluation of Intersection Alternatives (Southdale Road West and Colonel Talbot Road)

Table 7.3: Evaluation of Intersection Alternatives (Southdale Road West and Bostwick Road)

Table 7.4: Evaluation Criteria for Design Concepts

Table 7.5: 7.9: Evaluation Summaries

Table 8.1: Preliminary Design Criteria

Table 8.2 Recommended Pavement Structural Thicknesses

Table 8.3: Preliminary Implementation Schedule

Table 8.4: Preliminary Construction Cost Estimate

Table 9.1: Mitigation Measures (Construction)

Table 9.2: Mitigation Measures (Natural Environment)

Appendices

Appendix A:

Appendix B:

Appendix C:

Appendix D:

Consultation and Communications

A.1 Notice of Study Commencement

A.2 Public Information Centre #1

A.3 Public Information Centre #2

A.4 Notice of Study Completion

A.5 Agency Correspondence

A.6 Indigenous Consultation

Background Reports

B.1 Transportation Background Report

B.2 Archaeological Assessment

B.3 Cultural Heritage Assessment Report

B.4 Environmental Impact Study (under separate cover)

Design Evaluation

C.1 Evaluation of Road Widening Improvements

C.2 Evaluation of Intersection Improvements

Design Details

D.1 Preliminary Design Report & Drainage and Storm Water Management Report

City of London





RPT.Final Southdale ESR-2019 03 27-Pam.V2-Final 1

1. Introduction

1.1 Introduction

The City of London (the City) has completed a Municipal Class Environmental Assessment (MCEA) study to

address necessary transportation infrastructure requirements along the Southdale Road West and Bostwick Road

corridors. The Southdale Road West Improvements MCEA (hereafter the “Project”) is classified as a Schedule ‘C’

project in the Municipal Engineers Association (MEA) MCEA process (October 2000, as amended in 2007, 2011

and 2015), where project activities are subject to the full environmental assessment (EA) planning process of the

MCEA.

The study included:

• public and agency consultation;

• identification and evaluation of alternatives solutions;

• the evaluation of alternative design concepts for the selected preferred solution;

• an assessment of the effects associated with the preferred design; and

• identification of measures required to mitigate any potential adverse effects.

These findings and results, along with a record of review agency and stakeholder consultation have been

documented in this Environmental Study Report (ESR) and made available for a 30-day public and agency review.

1.2 Background

The City of London continues to develop and grow as a municipality. To accommodate this growth, new

infrastructure is required that recognizes the capacity needs of planned growth and the objectives of protecting

established communities and businesses. Southdale Road West is one of the major east-west arterial thoroughfare

and access roadways into the City of London, connecting the southwest corner of the City and areas to the west,

through to the central and easterly areas of the City. It serves as a major corridor for economic, social, urban, and

transportation development, and is located at the south and west edges of existing built up area, the north edge of

what will be an area of future development in the near term.

This widening project was identified as a priority in the City of London’s 2030 Transportation Master Plan (TMP),

the guiding policy document for future transportation planning and as part of the Growth Management

Implementation Strategy (GMIS) for transportation projects. The need for capacity improvements and phasing was

also identified as part of the 2014 Development Charge Background Study. The City of London is considering the

widening of this corridor from Colonel Talbot Road to Pine Valley Boulevard, from 2 to 4 lanes, to be staged for

construction from Pine Valley Boulevard to Farnham Road in 2022 and from Farnham Road to Colonel Talbot Road

in 2026.

Bostwick Road, from Southdale Road West to north of Pack Road, while not covered in the TMP, improvements to

this corridor have been considered in this study to support anticipated future development within and adjacent to

the study area.

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1.3 Study Purpose and Objectives

The purpose of this MCEA study is to provide a comprehensive and environmentally sound planning process,

which is open to public participation, to select the preferred transportation improvements for the study area. The

objectives of this study include:

• Provide an opportunity to identify road and intersection improvements;

• Protect the environment, as defined in the Environmental Assessment Act (EAA), through the wise

management of resources;

• Consult with affected and interested agencies, Indigenous communities, key stakeholders, and the public;

• Identify a range of alternative solutions and design concepts that incorporate concerns raised during the

planning process;

• Identify measures needed to mitigate impacts associated with the recommended solution and design

concept;

• Prepare preliminary design for the undertaking; and

• Prepare an ESR that documents all consultation input and complies with the requirements of the MCEA

process for Schedule ‘C’ undertakings.

1.4 Study Area

The study area is located in the southwest area of the City of London extends approximately 2.2km along

Southdale Road West from Pine Valley Boulevard to west of Colonel Talbot Road and encompassing that

intersection. The study area also includes Bostwick Road south from Southdale Road West to Pack Road but does

not include the intersection itself (Figure 1.1).

Figure 1.1: Study Area

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1.5 Project Team Organization

AECOM Canada Ltd. was retained by the City of London to assist in completing the MCEA study. In order to

address all aspects of the environment, the full range of technical issues, and the requirements of the MCEA

process, this study was carried out by the Project Team consisting of staff from the City, AECOM and its sub-

consultant (Golder Associates). Key members of the project team included the following individuals as listed in

Table1.1:

Table 1.1: Study Team

Proponent: Consultant

City of London AECOM Canada Ltd.

Ted Koza, P.Eng. – Project Manager

Transportation Planning and Design

Tel: 519-661-CITY (2489) x. 5806

Email: [email protected]

Peter McAllister, P.Eng., PMP – Project Manager

Tel: 519-963-5865

Email: [email protected]

• Sam Shannon, Project Coordinator

• Kyle Gonyou, Heritage Planner

• Ismail Abushehada, Development Services

Manger

• Monica McVicar, Environmental Services

Engineer

• Shane Maguire, Roadway Lighting and Traffic

Control Manager

• Jaime Chaves, Senior SWM Technologist

• Maged Elmadhoon, Traffic Planning Engineer

• Karl Grueneis, B.A., Senior Environmental Planner

• Nancy Martin, Environmental Planner

• Khawar Ashraf, Transportation Engineer

• Brian Richert, Water Resources Engineer

• Adria Grant, Senior Archaeologist

• Gary Epp, Senior Ecologist

mailto:[email protected]

mailto:[email protected]

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2. Planning Process

2.1 Municipal Class Environmental Assessment Process

All municipalities in Ontario, including the City of London, are subject to the

provisions of the EAA and its requirements to prepare an Environmental

Assessment for applicable public works projects. The Ontario MEA “Municipal

Class Environmental Assessment” document (October 2000, as amended in 2007,

2011 and 2015) provides municipalities with a five-phase planning procedure,

approved under the EAA, to plan and undertake all municipal sewage, water, storm

water management and transportation projects that occur frequently, are usually

limited in scale and have a predictable range of environmental impacts and

applicable mitigation measures.

In Ontario, infrastructure projects such as improvements to Southdale Road West

and Bostwick Road are subject to the MCEA process and must follow a series of

steps as outlined in the MCEA guide. The MCEA consists of five phases as

summarized below:

• Phase 1 – Problem or Opportunity: Identify the problems or opportunities

to be addressed and the needs and justification;

• Phase 2 – Alternative Solutions: Identify alternative solutions to the problems or opportunities by taking

into consideration the existing environment, and establish the preferred solution taking into account public

and agency review and input;

• Phase 3 – Alternative Design Concepts for the Preferred Solution: Examine alternative methods of

implementing the preferred solution based upon the existing environment, public and agency input,

anticipated environmental effects and methods of minimizing negative effects and maximizing positive

effects;

• Phase 4 – Environmental Study Report: Document in an ESR, a summary of the rationale, planning,

design and consultation process for the project as established through Phases 1 to 3 above and make such

documentation available for scrutiny by review agencies and the public; and

• Phase 5 – Implementation: Complete contract drawings and documents, proceed to construction and

operation, and monitor construction for adherence to environmental provisions and commitments. Also,

where special conditions dictate, monitor the operation of the completed facilities.

The MCEA process ensures that all projects are carried out with effectiveness, efficiency and fairness. This process serves as a mechanism for understanding economic, social and environmental concerns while implementing improvements to municipal infrastructure.

Based on a review of the MEA document, this project triggers a Schedule ‘C’ planning process and as such,

Phases 1 to 4 of the Municipal MCEA planning process must be completed. This ESR has been prepared and will

be made available for a minimum 30 day review period. Figure 2.1 illustrates the process followed for the

Southdale Road West Improvements MCEA.

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Figure 2.1: MCEA Planning Process

2.1.1 MCEA Documentation and Filing

This ESR comprises the documentation for this Schedule ‘C’ MCEA study. Placement of this report for public

review completes the planning stage of the project.

This ESR File is available for public review and comment for a period of 30 calendar days starting on April 25, 2019

and ending on May 27, 2019. A public notice (Notice of Completion) was published to announce commencement

of the review period. To facilitate public review of this document, copies are available at the following locations:

City of London City Hall

300 Dufferin Avenue, London

City Clerk 3rd Floor

London Public Library

Bostwick Branch – 501 Southdale Road West

City of London

www.london.ca/residents/Environment/EAs/Pages/Southdale-Road-West--Bostwick-Road-

Improvements-.aspx

Any concerns regarding this study should be directed to the City of London within the 30-day review period. If

concerns cannot be resolved, a person may request the Minister of the Environment, Conservation and Parks

(MECP) (formerly Ministry of the Environment and Climate Change – MOECC) to issue an order to comply with

Part II of the EAA. This is known as a ‘Part II Order’. Information on Part II Orders can be found on the MECP

website at:

http://www.forms.ssb.gov.on.ca/mbs/ssb/forms/ssbforms.nsf/FormDetail?OpenForm&ACT=RDR&TAB=PROFILE&

SRCH=&ENV=WWE&TIT=2206&NO=012-2206E

If no Part II Order request is received and granted, the City may proceed with detailed design and construction of

the recommended works as presented in this ESR.

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2.2 Planning Studies and Policy Context

2.2.1 Provincial Policy Statement

The 2014 Provincial Policy Statement1 (PPS) provides policy direction on matters of

provincial interest related to land use planning and development. As a key part of

Ontario’s policy-led planning system, the PPS sets the policy foundation for regulating

the development and use of land. It provides for appropriate development while

protecting resources of provincial interest, public health and safety, cultural heritage,

and the quality of the natural environment.

Key policies relevant to this project include the following:

• Section 1.5.1: Healthy, active communities should be promoted by planning

public streets, spaces and facilities to be safe, meet the needs of pedestrians,

foster social interaction and facilitate active transportation and community

connectivity.

• Section 1.6.7.3: 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.

Relevance to Study: Investment in transportation infrastructure within the study area, such as this project will have regard for a range of planning, transportation, and economic development objectives of the PPS. In addition, project design will consider and address impacts to natural heritage resources.

2.2.2 Climate Change

The Ministry’s guide “Consideration of Climate Change in Environmental Assessments in Ontario” was finalized in

October 2017 and, therefore, the MECP requires that all MCEAs consider this within the scope of the project. Two

approaches for consideration and addressing climate change in project planning include:

• Reducing a project’s effect on climate change (climate change mitigation).

• Increasing the project’s and local ecosystem’s resilience to climate change (climate change adaptation).

Further information on climate change is included in Section 9.3.1.

Relevance to Study: Improvements to active transportation facilities produce positive benefits to air quality and

climate change effects by reducing automobile reliance. As such, improving active transportation facilities has been

considered and incorporated into the design alternatives for this study.

2.2.3 Source Water Protection

Section A.2.10.6 of the MCEA document directs proponents, including the City of London to consider Source Water

Protection (SWP) in the context of the Clean Water Act (CWA). Projects proposed within a SWP `vulnerable area

are required to consider policies in the applicable Source Protection Plan (SPP), including their impact with respect

to the project. A watershed-based SPP contains policies to reduce existing and future threats to drinking water in

order to safeguard human health through addressing activities that have the potential to impact municipal drinking

1 Provincial Policy Statement. Ontario Ministry of Municipal Affairs and Housing, 2014.

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water systems. The Thames - Sydenham & Region Drinking Water Source Protection Plan is the relevant SPP for

this project, and contains policies that address current and potential threats to municipal drinking water supply.

There are four types of vulnerable areas covered by the SPP:

1. Intake protection zones (IPZs) – An IPZ is the area around a surface body of water where water is drawn inand conveyed for municipal drinking water.

2. Highly vulnerable aquifers (HVAs) – Aquifers are underground layers of water that supply wells. HVAs aresusceptible to contamination due to their proximity to the ground surface or where the types of materials inthe ground around it are highly permeable.

3. Significant groundwater recharge areas (SGRAs) - SGRAs are characterized as having porous soils (e.g.sand or gravel), which allow for water to easily seep into the ground and flow to an aquifer.

4. Wellhead protection areas (WHPAs) – WHPAs are areas of land around a municipal well where land useactivities have the greatest potential to affect the quality of water flowing into the well.

Relevance to Study: The relevance of the policies of the SPP has been considered in this study. However, the

study area is within a SGRA where the vulnerability score is low. Although it is designated as a vulnerable area,

there are no significant, moderate or low drinking water quality threats associated with this project.

2.2.4 The London Plan

The London Plan (2016) is the new policy direction document for the City and

replaces the former Official Plan (OP). It contains policies approved by Council

to provide direction for the allocation of land use, provision of services and

facilities, and policies to control the use of land, having regard for social,

economic, and environmental matters.

• The London Plan has a strong focus on active transportation. Linkingland use plans and mobility infrastructure plans so that they aremutually supportive;

• Placing a high priority on the pedestrian and cycling environment in thedesign of streets and adjacent development;

• Designing streets and rights-of-way to provide a variety of safe,convenient, attractive, viable and accessible mobility choices for allLondoners; and

• Creating opportunities for connecting London to the surrounding regionthrough on- and off-street cycling pathways.

The London Plan identifies the study area as a Civic Boulevard, which places an emphasis on a balanced

pedestrian, bicycle, transit and traffic environment. Civic Boulevards are characterized as accommodating on street

parking, cycling facilities, turn lanes, planted medians and landscaped features (grass boulevards, planters and

street trees)

Relevance to Study: This MCEA has been conducted with regard to the above transportation policies that are

relevant to the study area.

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2.2.5 Transportation Master Plan

The City of London 2030 TMP was completed in 2013 and is a long-term

transportation strategy which will help guide the City’s transportation and land use

decisions to 2030.

The key goal of the TMP is to provide viable and attractive travel choices to

encourage a shift from the private automobile to more sustainable modes, thus

reducing the need for road widenings while maintaining overall levels of service and

providing environmental benefits

The TMP identified the need to widen Southdale Road West from 2 to 4 through

lanes with a two-way centre left-turn lane. The proposed improvements are

required to accommodate planned development and resulting travel demand. The

recommended road improvements are summarized in Table 2.1.

Table 2.1: Road Improvements (TMP)

Project Limits Improvements TMP Timeline

Southdale Road West

Phase 1 - Colonel Talbot

Road to Farnham Road

2 to 4 through lanes with centre

turn lane

2027-2032

Phase 2 - Farnham Road

to Pine Valley Boulevard

2 to 4 through lanes with centre

turn lane

2027-2032

Intersection Improvements Southdale Road West &

Colonel Talbot Road

Addition of WBR Lane 2017-2022

Increasing active transportation targets is also mandated within the TMP. Current active transportation usage is

identified at 9% of all city-wide transportation modes (also includes transit, auto and other modes not specified). By

2030, the City has a targeted increase in active transportation to 15%, an overall increase of over 60%.

Relevance to Study: Overall growth in the southwest area of the city has significant impact on transportation

congestion. Road and active transportation improvements considered in this study will help to address current and

ongoing transportation congestion.

2.2.6 Development Charge Study

Development charges provide a method for municipalities to recover cost associated with growth. The growth

transportation needs for the City of London were identified in the June 2014 Development Charges Background

Study. The Southdale Road West corridor was identified for widening from two to four lanes with a centre turning

lane from Colonel Talbot Road to Pine Valley Boulevard. Farnham Road to Pine Valley Road widening is expected

to commence in 2022 while Colonel Talbot Road to Farnham Road widening is expected to commence in 2026.

This precedes the 2027-2032 recommended TMP year provided in the 2030 TMP

2.2.7 Cycling Master Plan

London ON Bikes, the City’s Cycling Master Plan, guides the planning, design, development and programming of

improvements to the cycling network. Within the study area, this plan recommends in-boulevard cycling facilities. In

the surrounding area, the Cycling Master Plan recommends bike lanes, signed bike routes, and paved shoulders.

City of London






Relevance to the Study: This study provides an opportunity to capture specific elements of building a connected

cycling network across the City in the preferred solution and design concept.

2.2.8 Bus Rapid Transit Master Plan

Shift Rapid Transit Master Plan defines what, where and how bus rapid transit (BRT) will be implemented within

London. Shift builds upon the existing recommendations presented in the City’s OP and the TMP.

Relevance to Study: The recommended rapid transit corridors are not in the vicinity of the Southdale Road West

MCEA study area, however, improvements to the local public transit service levels are expected to enhance

connectivity to the rapid transit lines.

2.2.9 Strategic Plan

The City of London’s Strategic Plan (2015-2019) sets out a broad direction for the future of London. It identifies

Council’s vision, mission, values, strategic areas for focus and the specific strategies that define how Council will

respond to the needs and aspirations of Londoners.

Relevance to Study: As part of the City’s initiative for “Building a Sustainable City,” the Strategic Plan identifies the

management of upgrading of transportation infrastructure as part of its focus on robust infrastructure.

2.2.10 Southwest London Area Plan – Transportation Servicing Report

The Southwest London Area Plan (SWAP) is a comprehensive secondary plan to establish a vision, principles and

policies for the evolution of the southwest planning area of London into a vibrant community featuring mixed-use

development with a range of residential densities, good walkability and high-quality urban design. The study

horizon for this report is to 2037. The Transportation Servicing Report, conducted by AECOM in May 2010, outlines

the future recommended major and minor roadworks and associated timing necessary for significant growth within

the SWAP study area. The Transportation Servicing Report recommended the following major road works to

service the secondary plan area:

▪ 2 lane upgrades on Bostwick Road from Pack Road to Southdale Road West;

▪ 2 lane to 4 lane upgrades on Southdale Road West from Wonderland Road South to Wharncliffe Road South.

To service an anticipated City-wide population of 675, 000, over a 20 year planning horizon, the Southdale

Road West and Bostwick Road corridors are to be protected for future ultimate widening to six lanes.

2.2.11 City of London MCEAs

The City of London has recently undertaken several MCEA studies to examine transportation corridors within the

City and determine improvements to ameliorate traffic congestion and support increased active transportation

participation. The studies listed below and shown on Figure 2.2 are adjacent to the Southdale Road West study

area or in close proximity.

City of London






Figure 2.2: City of London MCEAs

Wonderland Road Improvements MCEA (On-going)

Wonderland Road Improvements MCEA will consider widening Wonderland Road South to an ultimate 6 lane cross

section from Sarnia Road, south to Southdale Road West.

Wonderland Road South MCEA (Completed)

The City carried out a MCEA study in 2015 for part of the Wonderland Road South corridor south from Southdale

Road West to Highway 402 and from Highway 402 to Highway 401. The Wonderland Road South study

recommended a 4 lane right-of-way (ROW) (interim) and an ultimate 6 lane ROW with provision for of on-street

bike lanes and right-turn lanes on all approaches to the intersection, including Southdale Road West.

Southdale Road West/Wickerson Road Improvements MCEA (On-going)

The study area for the Southdale Road West/Wickerson Road MCEA coincides with the western boundary of the

study area for this MCEA, and extends west to Wickerson Road and north along Wickerson Road for roughly 700m.

The draft recommendations maintain 2 lanes of traffic and an in-boulevard active transportation facility along with

on-street bike lanes.

Bradley Avenue Extension MCEA (Completed)

The City carried out a MCEA study in 2005 considered the extension of Bradley Avenue from Wonderland Road to

Bostwick Road. The EA study recommended two alignments be considered through the Bostwick Road

intersection, pending future development plans and the completion of additional environmental inventories in the

area.

Bostwick Road MCEA (On-going)

The Bostwick Road MCEA has been undertaken to identify improvements required along Bostwick Road and the

extension of Bradley Avenue to address anticipated growth projected for the southwest area of the City. The

proposed recommended design for the study includes:

City of London






• Realignment of Bostwick Road to connect with the future Kilbourne Road;

• Bostwick Road reconstruction and realignment of 2 lanes widened on east side of centreline (interim);

• Bostwick Road ultimate widening to 4 lanes (2035);

• 4 lane ultimate roundabout (2035) at Bostwick Road and Pack Road, 2 lane interim roundabout;

• Continuous on-road buffered bike lanes; and

• Southerly shift of Pack Road for Bradley Avenue extension.

Relevance to the Study: Future road improvements for the Southdale Road West and Bostwick Road study

corridors will support the implementation strategy for each of these MCEAs. Where study areas are adjacent to this

study, efforts are made to provide a seamless roadway and active transportation transition between study areas.

2.2.12 Upper Thames River Conservation Authority Policies

Portions of the study area are within the Upper Thames River Conservation Authority (UTRCA) regulated area.

Regulated areas are established where development could be subject to flooding, erosion or dynamic beaches, or

where interference with wetlands and alterations to shorelines and watercourses might have an adverse effect on

those environmental features. Any proposed development, interference or alteration within a Regulated Area would

require a permit from UTRCA under the Development, Interference with Wetlands and Alterations to Shorelines and

Watercourses, Ontario Regulation (O.Reg.) 157/06.

Relevance to the Study: The planning and design of roads, and culverts will involve construction in regulated

areas and permitting will be required prior to project construction.

City of London






3. Consultation

3.1 Consultation and Communication Program

The involvement of the community – residents, agencies, stakeholders, Indigenous communities, and those who

may be potentially affected by a project – is an integral part of the MCEA process. The purpose of consultation

process is to provide an opportunity for stakeholder groups and the public to gain an understanding of the study

process; contribute to the process for development and selection of alternatives/design concepts; and provide

feedback and advice at important stages in the MCEA process. Specifically, the objectives of the consultation

efforts are to:

• Generate awareness of the project and provide opportunities for involvement throughout the planning

process; and

• Facilitate constructive input from public and agency stakeholders at key points in the MCEA process, prior

to decision-making.

The MCEA process requires three points of contact for Schedule ‘C’ projects which are:

• The first point of mandatory contact is made at the end of Phase 2 when the proponent has identified a

problem statement, and developed, assessed, and evaluated alternative solutions to the problem based on

the social, natural, and economic environments that could be impacted by the project. This initial contact is

issued to invite the public and stakeholders to comment on the potential impacts and local sensitivities.

• The second point of mandatory contact is made during Phase 3 to invite the public and stakeholders to

review and provide feedback on the assessment and evaluation of alternative design concepts based on

their potential impacts on the environment.

• The third point of mandatory contact is when the ESR is complete. The ESR documents the entire planning

process through Phases 1, 2 and 3. A proponent is required to place the ESR on the public record for at

least 30 calendar days which provides the public and stakeholders the opportunity to review and make

submissions to the MECP.

A summary of the consultation activities undertaken for this study is provided in this section.

3.2 Public Consultation

Public notices were issued throughout the course of the study to notify agencies, local stakeholders, Indigenous

communities and the public of the status of the project, provide notification of the Public Information Centres (PICs),

and to invite feedback on the project.

At the beginning of the study, a Notice of Study Commencement (discretionary point of contact) was mailed to the

public and review agencies. The notice presented an overview of the project and how to participate in the study.

Notices for PICs and Study Completion were also distributed as part of this study. A list of public notices that were

issued as part of the study are provided in Table 3.1.

All notices were listed on the City’s website (www.london.ca/residents/Environment/EAs/Pages/Southdale-Road-

West--Bostwick-Road-Improvements-.aspx).

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Table 3.1: Public Consultation Notices

Notice Newspaper Publication Dates

Notice of Commencement

Appendix A.1

The Londoner

May 25/June 1, 2017

Notice of PIC #1

Appendix A.2

The Londoner

October 19/26, 2017

Notice of PIC #2

Appendix A.3

The Londoner

April 19/26, 2018

Notice of Completion

Appendix A.4

The Londoner

April 25/ May 2, 2019

3.2.1 Public Information Centre #1

The first PIC was held on November 2, 2017 at Westview Baptist Church, 1000 Wonderland Road South, London,

from 5:00 pm to 7:00 pm. The PIC was structured as a drop-in centre with a sign in sheet, display boards,

background reports, maps, and comment sheets. The purpose of PIC #1 was to share study findings and gather

comments on the following:

• Problem and Opportunity Statement;

• Existing conditions;

• Identification of alternatives to address the Problem and Opportunity Statement;

• Evaluation of the alternatives and a recommended solution; and

• Next steps.

Representatives from the project team, including City staff and the AECOM consulting team, were available to

discuss the project with participants. 54 people attended PIC #1.

Based on comments received at PIC #1, the following points summarize the key issues from the public perspective:

• Participants were generally in favour of the recommended planning alternative (road widening with turn

lanes) but requested the timing of implementation be sooner than the City anticipates.

• Many local residents expressed concerns with existing noise from traffic and requested the City consider

noise attenuation walls along Southdale Road West to mitigate this.

• Concern was also expressed about the overall increase in traffic volumes resulting from increased

development in the area.

See Appendix A.2 for PIC #1 notices and materials.

3.2.2 Public Information Centre #2

The second PIC was held on May 3, 2018 at Westview Baptist Church, 1000 Wonderland Road South, London,

from 5:00 pm to 7:00 pm. It was structured as a drop in centre. The purpose of PIC #2 was to share study findings

to date and gather comments on the following:

• Evaluation of design alternatives;

• Recommended design alternative;

• Estimated construction schedule;

• Mitigation measures; and

• Next steps.

City of London






Representatives from the project team, including City staff and the AECOM team, were available to discuss the

project with participants. Fifty-one members of the public attended PIC #2.

Issues and comments raised at PIC #2 included:

• The roundabout at Southdale Road West and Colonel Talbot Road received mostly praise, some

individuals had concerns about the safely of roundabouts.

• People were pleased that a signalized intersection was the preferred alternative at Southdale Road West

and Bostwick Road.

• Noise attenuation was of concern, and residents would at least like to have it considered during detailed

design.

See Appendix A.3 for PIC #2 notices and materials.

3.3 Agency Consultation

All relevant agencies and authorities were contacted at the project initiation stage through correspondence notifying

them of the study commencement and requesting their comments. All of these agencies were included in the

project mailing list, which was updated regularly to ensure accuracy. They were also notified of the PICs and the

Notice of Completion. The following section provides a summary of correspondence with external agencies. Agency

correspondence can be found in Appendix A.5. Table 3.2 identifies the comments received from agencies as part

of this project.

Table 3.2: Agency Comments

Agency Comment Response

Ministry of Tourism,

Culture and Sport

(June 30, 2017)

• MTCS provided an outline of the MCEA

requirements as they relate to archaeological

resources and built heritage and cultural

heritage landscapes.

• This study has undertaken the

necessary studies to fulfill the

requirements of MTCS.

• See Section 5.3

Ministry of Tourism,

Culture and Sport

(December 01, 2017)

• MTCS acknowledged built heritage and

cultural heritage landscapes have been

screened out and requested updates on

Stage 2 archaeological assessments.

• the Stage 2 archaeological

assessment will be completed as

part of detailed design.

Ministry of Natural

Resources and

Forestry

(July 17, 2017)

• MNRF provided details relating to natural

areas, Species at Risk and Significant Wildlife

Habitat.

• This information was used as

background for the natural heritage

studies.

• See Section 5.4

Infrastructure Ontario

(April 20, 2018)

• IO provided an outline of requirements to be

fulfilled by the project proponent which

includes the Provincial Crown’s’ Indigenous

Duty to Consult, requirements for MOI Public

Works MCEAs and MTCS requirements.

• Consultation with IO will be

undertaken to determine potential

requirements for land acquisition.

MECP

(June 20, 2017)

• MECP provided information on the following:

o Requirements for duty to consult with

Indigenous communities; and

o Requirements for work within Source

Water Protection areas.

• This study has undertaken the

necessary requirements to fulfill the

Duty to Consult. See Section 3.4 for

details of Indigenous consultation.

SWP is addressed in Section 2.2.3

of this study.

UTRCA

(June 19, 2018)

• UTRCA provided information on SWP within

the study area.

• SWP is addressed in Section 2.2.3

of this study.

City of London






3.4 Indigenous Consultation

The City of London is committed to proactively identifying and addressing potential impacts of the Southdale Road

West MCEA on the interests and rights of interested Indigenous communities within proximity to the City.

Consultation with Indigenous communities is important for the project in order to identify and address specific

cultural and heritage interests, as well as potential impacts to established or asserted Indigenous or treaty rights or

Land Claims that Indigenous communities may have within the area. Consultation activities were conducted in

accordance with the guidelines provided in the MCEA (MEA 2000) and the Code of Practice – Consultation in

Ontario’s Environmental Assessment Process (MECP 2014).

The duty to consult with Indigenous communities is triggered when a proponent contemplates decisions or actions

that may adversely impact asserted or established Indigenous or Treaty rights. Although ultimate legal

responsibility to meet the duty to consult requirements lies with the Crown, the City undertakes a procedural aspect

of the Crown’s duty. As part of this procedural responsibility, the City will notify the Director of the Environmental

Approvals Branch if the project has the potential to adversely affect an Indigenous or Treaty right. This procedural

aspect would be solely to provide information regarding the proposal and to gather information about the potential

impacts of the asserted project on potential or established Aboriginal or Treaty rights.

The City initiated consultation with Indigenous communities that have previously engaged in London infrastructure

planning / development projects and are anticipated to have interest in the project, and other recognized

Indigenous communities and organizations. A list of communities and groups that were included in correspondence

for this project is provided below. All Indigenous correspondence is included in Appendix A.6.

• Aamjiwnaang

• Alderville First Nation

• Assembly of First Nations

• Associated Iroquois and Allied Indians

• Aundeck-Omni-Kaning

• Beausoleil

• Bkejwanong Territory (Walpole Island) First

Nation

• Caldwell First Nation

• Chiefs of Ontario

• Chippewas of Georgina Island

• Chippewas of Kettle and Stony Point

• Chippewas of Nawash First Nation

• Chippewas of Rama First Nation

• Chippewas of the Thames First Nation

• Curve Lake

• Delaware Nation (Moravian of the Thames)

• Hiawatha First Nation

• Iroquois Caucus

• London District Chiefs Council

• M'Chigeeng First Nation

• Metis Nation of Ontario

• Mississaugas of Scugog Island First Nation

• Mississaugas of the Credit

• Mohawks of Akwesasne

• Mohawks of the Bay of Quinte

• Munsee-Delaware Nation

• Oneida Nation of the Thames

• Saugeen First Nation

• Sheguiandah First Nation

• Six Nations of the Grand River Territory

• Union of Ontario Indians

• Zhiibaahaasing First Nation

Correspondence was received from the following Indigenous communities:

• Rama First Nation (June 02, 2017) advised that project information has been forwarded to

Rama First Nation Council and to Karry Sandy McKenzie, Coordinator/Negotiator for Williams Treaties First

Nation Process.

• Rama First Nation (October 26, 2017) advised that project information has been forwarded to


Nation Process.

City of London






• Caldwell First Nation (April 23, 2018) advised of elected new leadership and the First Nation community

asserts if rights to land and waters of the Three Fires Confederacy. Continued consultation will be

determined by the community if necessary.

• Rama First Nation (April 27, 2018) advised that project information has been forwarded to


Nation Process.

• Mississaugas of the New Credit First Nation (June 22, 2018) advised the study is not within their Treaty

Territory and asked to be removed from the project mailing list.

• Chippewas of the Thames First Nation (July 10, 2018) advised the project is within the London Township

Treaty (1796) area to which COTTFN is a signatory. The study area is also within the Big Bear Creek

Additions to Reserve land selection area and the COTTFN Traditional Territory. Their concern is minimal

for this project. However, they requested to be circulated on the material from PIC #2 and the ESR and

Environmental Impact Study (EIS).

City of London






4. Project Need and Justification

4.1 Project Need and Justification

Phase 1 of the five-phase Municipal MCEA planning process requires the proponent of an undertaking (i.e., the

City) to first document factors leading to the conclusion that an improvement is needed, and develop a clear

statement of the identified problems or opportunities to be investigated. As such, the Problem and Opportunity

Statement is the principal starting point in the undertaking of a MCEA and becomes the central theme and

integrating element of the project. It also assists in setting the scope of the project.

In developing the Problem/Opportunity Statement for this study, the following traffic conditions were considered.

The Transportation Background Report (Appendix B.1) provides a description of existing transportation issues,

future travel demand and future traffic operations within the study area. The transportation analysis conducted for

this study indicates that the existing two-lane roads have deficiencies in the way that they meet existing demands.

These issues would be exacerbated by the projected growth in the number of road users.

With the opening of the Bostwick Community Centre, YMCA and library in 2018 and anticipated increased future

residential development along the study corridor, the existing two-lane road will not have enough capacity to

accommodate the projected growth.

The evaluation of roadway traffic conditions can be described in terms of the level of service (LOS) provided during

peak traffic periods (AM and PM). At an intersection, the level of service is determined based on the average delay

that a vehicle experiences in passing through an intersection. LOS ‘A’ designates an excellent level of service with

little delay, while LOS ‘F’ indicates a poor level of service and significant delay. The Volume/Capacity (V/C) ratio

represents how close to capacity a road or intersection movement is, based on existing or projected traffic volumes

versus the maximum number of vehicles that could be accommodated. A V/C ratio below 0.5 means that less than

half the capacity is being used by vehicles; this is generally associated with good operating conditions. As the V/C

approaches 1.0, traffic conditions worsen and operations are generally very poor. In future scenarios, the V/C can

exceed 1.0, resulting in significant projected traffic delays.

Table 4.1: Level of Service Descriptions

LOS Signalized Intersections

Description Avg. Delay

A Very seldom does a vehicle wait longer than one red light. The approach appears open, turns are easily made and drivers have freedom of operation.

≤10 sec

B An occasional green light is fully used and many greens approach full use. Many drivers begin to feel somewhat restricted within groups of vehicles approaching the intersection.

≤20 sec

C Intersection operation is stable but often has fully used greens. Drivers feel more restricted and occasionally may wait more than one red light. Queues may develop behind turning vehicles.

≤35 sec

D Drivers experience increasing restriction and instability of traffic flow. There are substantial delays to vehicles during short peaks within the peak hour, but there is enough time with lower demand to permit occasional clearing of queues and prevent excessive backups.

≤55 sec

City of London






LOS Signalized Intersections

Description Avg. Delay

E The capacity of the road is reached. There are long queues of vehicles waiting upstream of the intersection and delays to vehicles may extend to several signal cycles.

≤80 sec

F Vehicle demand exceeds the available capacity and delays extending through the peak hour are experienced.

>80 sec

Intersections within the study area were analyzed for existing and future traffic operations for AM and PM peak hour

traffic volumes. The results of the intersection analysis for existing conditions are summarized in Table 4.2.

Table 4.2: Existing Intersection Operations

Overall Intersection Level of Service (LOS) and Volume to Capacity Ratio (V/C)

AM Peak PM Peak

LOS V/C LOS V/C

Colonel Talbot Road and Southdale

Road West

B 0.55 C 0.91

Tillmann Road and Southdale Road

West

B 0.52 B 0.73

Bostwick Road/Farnham Road and

Southdale Road West

B 0.58 B 0.72

Westwood Centre Access/Pine Valley

Boulevard and Southdale Road West

A 0.23 B 0.46

Wonderland Road South and Southdale

Road West

D 0.66 E 1.04

The base signalized intersection capacity analysis indicates critical intersections or movements with the

intersections of Colonel Talbot Road and Southdale Road West and Wonderland Road South and Southdale Road

West during the PM peak hour.

The intersection of Colonel Talbot Road and Southdale Road West is approaching the available capacity with a V/C

of 0.91. Of note, the northbound left movement is at capacity with a V/C of 0.96 and delays with a LOS of E, making

this a critical movement.

The intersection of Wonderland Road South and Southdale Road West has reached the available capacity with an

intersection V/C of 1.04. The westbound through-right, northbound through-right and southbound left movements

are all at capacity with LOS E or F, making them critical.

The existing traffic conditions indicate acceptable operating conditions during the AM/PM peak hours with respect

to the parameters outlined in the London policy documents. However, it is expected that the level of service at the

intersections will continue to erode over time. Additional capacity will be required to address the expected increase

in traffic over time.

Following the analysis of existing traffic, the intersections in the study area were examined under future conditions

for 2035. The future geometric conditions and traffic volumes were used in the analysis of the traffic operations

under the future “no widening” of Southdale Road West and the results are shown in Table 4.3.

City of London






Table 4.3: Future Intersection Operations (2035)

Overall Intersection Level of Service (LOS) and Volume to Capacity Ratio (V/C)

AM Peak PM Peak

LOS V/C LOS V/C

Colonel Talbot Road and Southdale

Road West

C 0.81 D 0.95

Tillmann Road and Southdale Road

West

A 0.48 B 0.78

Bostwick Road/Farnham Road and

Southdale Road West

B 0.48 C 0.79

Bostwick YMCA and Southdale Road

West

B 0.48 A 0.59

Westwood Centre Access/Pine Valley

Boulevard and Southdale Road West

A 0.35 C 0.85

Wonderland Road South and Southdale

Road West

D 1.02 E 1.38

The intersections within the study area are expected to experience increased congestion in the future for both the

AM and PM peak hour periods with high delays. There are multiple critical movements at the Colonel Talbot Road

and Wonderland Road South intersections. Despite being outside of the study area, issues experienced at

Wonderland Road South will have direct impact on the LOS on the Southdale Road West study area corridor.

4.2 Problem and Opportunity Statement

Considering the recommendations of the TMP and the results of the above traffic analysis, the following problem

statement was composed:

Problem: As the City of London continues to grow and develop, new transportation infrastructure is

required that recognizes the capacity needs of planned growth and the objectives of protecting

established communities and businesses. Significant growth is anticipated along the south side of

Southdale Road West between Tillmann Road and Pine Valley Boulevard, and some areas along

the corridor are experiencing traffic delays during peak periods. In addition, the new Bostwick

Community Centre and YMCA will increase vehicular, pedestrian and cycling traffic along this

section of Southdale Road West. Considering this, and modeling through the City’s TMP, the

existing two lane road will not have sufficient capacity to accommodate the projected growth and

number of road users. Improvements are also needed on Bostwick Road from Southdale Road

West to Pack Road. It is anticipated that the existing two lane roads will not have sufficient capacity

to accommodate the projected growth and number of road users.

Five year collision review indicates rear-end collisions were reported as the most prevalent type of

traffic impact in the study area. This can be attributed to relatively high speed limits and the lack of

passing opportunities within the corridor.

Opportunity: By following the Complete Streets approach, there is opportunity to improve

Southdale Road West (Pine Valley Boulevard to Colonel Talbot Road) and Bostwick Road (Pack

Road to Southdale Road West) to accommodate the existing and future traffic demand (including

transit and active transportation), and provide better connectivity to adjacent neighbourhoods for

the overall road network.

City of London






A ‘Complete Street’ is designed for all ages, abilities and modes of travel. On Complete Streets, safe and

comfortable access for pedestrians, bicycles, transit uses and people with disabilities in not an afterthought, but an

integral planning feature (Source: Complete Streets Canada).

This project also has the ability to align with the principles of Vision Zero, a global movement that has been

adopted by the City to eliminate traffic injuries and fatalities caused by vehicular collisions. Vision Zero London is

the City’s road safety strategy to reduce the number and severity of collisions occurring within the City and

increase road safety for cyclists, motorist and pedestrians. (Source: City of London).

City of London






5. Existing Conditions

The following section documents current conditions, including existing traffic and transportation facilities, the socio-

economic environment, natural environment, cultural environment and existing infrastructure within the study area.

5.1 Transportation/Traffic

5.1.1 Existing Corridor Conditions

Southdale Road West is an arterial corridor which operates in an east-west direction through the City’s southwest

area. It serves as a major corridor for economic, social and urban development. The study area is located on the

southern edge of the existing built up urban area.

Bostwick Road is an arterial corridor which operates in a north-south direction and intersects with Southdale Road

West. This corridor operates parallel to the arterial Wonderland Road South and provides an alternative, less

congested, route to and from Highway 402.

Within the study area, the majority of Southdale Road West has 2 travelled lanes, one in each direction. Sections of

Southdale Road West, at the east and west limits, have 3 to 4 travelled lanes, where they connect to widened

roadways. At signalized intersections and driveway locations, localized left-turn lanes are present. On-street

parking is prohibited throughout the study area. Similarly, Bostwick Road has 2 lanes of traffic, one in each of the

northbound and southbound directions.

On Southdale Road West, the posted speed limit is 70km/h where there is no existing development on the south

side of the road, and 60km/h elsewhere. Within the study area, Bostwick Road has a speed limit of 70 km/h.

The study area contains four (4) signalized intersections and one key unsignalized intersection. The intersection of

Southdale Road West and Wonderland Road South is outside of the study area but was included in the analysis

due to the close proximity to the signalized intersection of Southdale Road West and Pine Valley Boulevard.

A diagram of Southdale Road West and the turning lanes at the key intersections is illustrated in Figure 5.1 and

Traffic Volumes are presented in Figure 5.2. The Transportation Background Report is included in Appendix B.1.

City of London






Figure 5.1: Existing Lane Configurations

Figure 5.2: Traffic Volumes (2017)

5.1.2 Other Transportation

5.1.2.1 Active Transportation

The active transportation network includes both cycling and pedestrian sidewalk facilities. Within the study area

there is a 2.0 m wide asphalt bi-directional in-boulevard cycling facility adjacent to the sidewalk on the north side of

Southdale Road West. The in-boulevard cycling facilities span between Boler Road to the west and Wonderland

Road South to the east with fragmented sections within.

The study area has pedestrian sidewalks adjacent to the developed areas of the study area. The south side of the

study area has large agriculture blocks with no pedestrian sidewalks. The current network has limited pedestrian

desire lines across the Southdale Road West corridor. Residents from the south may cross mid-block to the north

to reach the Southwest Optimist Park and residents to the north may cross to reach the retail plazas. There are

sufficient crossing opportunities at the signalized intersections to accommodate the desire lines.

112 1512

2212

Pack Road

Bostwick Road

Westwood Centre

Access

Existing Lane Configurations

Colonel Talbot Road Tillmann Road Farnham Road Pine Valley Road Wonderland Road

LEGEND

Lane Movement

Signal-Control

Stop-Control

112 1512

(8) (224) (129) < 81 (160) (101) (29) (32) < 22 (89) (42) (79) (106) < 64 (165) (139) (50) (67) < 50 (74) 2112 (58) (789) (328) < 214 (340)

3 177 133 ! 179 (548) ## 82 8 57 ! 337 (874) 37 80 90 ! 390 (771) 1812 81 19 24 ! 299 (690) 37 881 390 ! 261 (633)

8 $ 9 > 94 (77) 8 $ 9 > 39 (116) 8 $ 9 > 30 (51) 8 $ 9 > 57 (98) 8 $ 9 > 72 (183)

(5) 13 = : # ; (88) 75 = : # ; (54) 31 = : # ; (64) 87 = : # ; (123) 98 = : # ;

(380) 451 " 170 299 65 (566) 656 " 15 20 67 (585) 591 " 67 63 45 (503) 579 " 26 11 26 (499) 552 " 83 492 44

(222) 329 ? (395) (356) (80) (15) 8 ? (25) (6) (48) (79) 96 ? (205) (120) (50) (82) 32 ? (158) (70) (58) (111) 84 ? (235) (1015) (129)

2212

(59) (114)

20 222

Pack Road 8 $

(39) 45 = : #

30 111

(49) 141 ? (190) (334)

Wonderland Road

Bostwick Road

Westwood Centre

Access

Colonel Talbot Road Tillmann Road Farnham Road Pine Valley Road

LEGEND

Lane Movement

Signal-Control

Stop-Control

x(x) AM (PM) Volumes

City of London






The following issues were identified on the cycling routes and facilities within and near to the study area:

• The subject area in-boulevard cycling facility is fragmented with multiple instances where the facility ends

without prior warning. This forces the cyclists to choose between a dirt shoulder, the narrow road, or the

sidewalk in order to cross these gaps. The cycling facility is intermittent between Colonel Talbot Road and

Tillmann Road. Also, there are no dedicated north-south cycling facilities in the study area to which cyclists

can connect.

• Conflict points where cyclists cross the path of motor vehicles, pedestrians and other cyclists. Some

examples include driveways where there are no cycling facility safety markings, intersection crosswalks

where the pedestrian and cyclist must use the same crosswalk space as the pedestrians and other cyclists

as the cycling facility is bi-directional and too narrow according to Ontario Traffic Manual Standards. The

suggested minimum width for two-way cycling is 3.0 m; the current cycling width varies but is at maximum

roughly 2.0 m.

• Signage/Pavement Markings - There is no signage and the existing pavement markings on the cycling

facilities are faded.

• Intersection Crossings – The crosswalk pavement markings are aligned with the pedestrian sidewalk.

There are no provisions that would allow cyclists to legally cross without dismounting, such as crossrides.

Furthermore, there are no pavement crosswalk markings at unsignalized intersections along the cycling

facility.

• Maintenance – The cycling facility has uneven surfaces and inconsistent pavement widths resulting in

overgrown vegetation and poor maintenance.

Photo 1: Overgrown vegetation Photo 2: Fragmented path Photo 3: Faded markings

The existing active transportation network, which identifies infrastructure for cycling and pedestrians, is provided in

Figure 5.3.

Figure 5.3: Existing Active Transportation Network

City of London






24

13

19

24

5

8

1

14

11

17

0

5

10

15

20

25

30

ColonelTalbot @Southdale

Southdale@ Tillman

Bostwick @Southdale

Pine Valley@

Southdale

Bostwick @Pack

ColonelTalbot toPomeroy

Lane(0.45 km)

PomeroyLane toTillman(0.2 km)

Tillman toBostwick(1.3 km)

Bostwick toPine Valley(0.75 km)

Pack toSouthdale (0.75 km)

Study Area Total Collision Count

5.1.2.2 London Transit

There are several transit routes operating within the coverage area (400 m) of the study area. Approximately one

kilometre to the north of the study area is the Westmount Transit Terminal. Existing transit routes converge there,

and the terminal serves as a transfer point for the southwest London Transit Commission routes. Route 24 currently

operates along Southdale Road West between Colonel Talbot Road and Tillmann Road.

5.1.3 Collision Data

A total of 136 collisions were reported to occur within the study area over a five-year period (January 2012 to June

2017). Out of the 136 collisions there were 85 collisions reported to be either intersection-related or to occur at the

intersections. The rest were reported to occur along the mid-block road sections.

From the collision severity standpoint, it was found that 25% of the collisions were identified as severe which

indicates an injury was observed. From the initial impact type perspective, “rear-end” collisions followed by “turning

movement” and “angle” collisions were reported as the most prevalent types of collisions at the study intersections.

These three collision types at the intersections represent 68% of the total intersection collisions. Table 5.1

summarizes the collisions within the study area.

Table 5.1: Summary of Collison

City of London






5.1.4 Existing Structures

Within the study area there are two culverts:

Culvert Condition

Southdale Road West

General Condition

• Length of storm drain

pipe could not be

determined.

• Skew could not be

determined

• The road is in fair to

good condition with light

raveling and localized

light progressive edge

cracking.

• The vegetated

embankments are in fair

to good condition.

South end (outlet)

• Approximately 2.5m precast pipe

• Light to medium scour at the base of the outlet pipe

• Light to medium loss of galvanized protection coating on the railing on

top of the wingwalls and headwall.

• Galvanized gate installed at the outlet with medium buildup of debris on

the gate.

• Several broken and corroded gabion baskets with missing rocks along

the south embankments.

• Narrow vertical cracking with efflorescence staining on the headwall.

Light spalling of the parging and light scaling.

• Narrow to medium cracking with efflorescence staining on the wingwalls.

• Light scaling and flaking of the parging on the wingwalls.

• There are 3 concrete posts to dissipate stream flow energy at the outlet

end of the structure. Light scaling with narrow cracking. The front (north

face) of the posts appears to have a steel channel.

North End

Inlet was not found.

• No inlets at the ditch

Bostwick Road

General Condition

• Approximately 16-17 m

long

• The road is in fair to

good condition with light

raveling and localized

light progressive edge

cracking.

• The vegetated

embankments are in fair

to good condition.

Except for a fair to poor

localized washout at

east outlet.

East end

• 5’’ corrugated steel pipe (CSP) at east,

▪ water coming out of the pipe (active),

▪ Light to medium corrosion on the invert and below waterline.

▪ Light flaking of the steel.

▪ Light to medium loss of galvanized protection coating in the CSP.

▪ Galvanized rodent grate installed at east end.

• 21’’ CSP is buried due to washout.

West end

• Approximately 21-inch CSP at west end

• Medium to severe corrosion on the invert and below waterline (lower half

of the pipe)

• Light to medium flaking of the steel.

• Light to severe loss of galvanized protection coating in the CSP.

• There was not rodent grate at west end.

• Water noted at 10% of the pipe.

• Light build-up of grassed vegetation in the pipe.

• Limited inspection inside the pipe but there appears to be some shifting of the

pipe and deformation.

City of London






5.1.5 Utilities and Municipal Services

The following utilities and municipal services are located within the study corridor:

Existing Sanitary Sewers

• 200 mm diameter sanitary sewer – north side extending east of Pomeroy Lane to Tillmann Road

• 200 mm diameter sanitary sewer located on the south side of Southdale Road West, extending west of

Pomeroy Road almost to Colonel Talbot Road.

• 150 mm and 300 mm diameter polyvinyl chloride (PVC) forcemains located on the east side of Colonel

Talbot, south of Southdale Road.

• 300 mm diameter PVC forcemain located on the east side of Colonel Talbot Road, south of Southdale

Road West continues north along the east side of Colonel Talbot Road

• 150 mm diameter forcemain cross the Colonel Talbot Road and Southdale Road West intersection and

continues along the west side of Colonel Talbot Road.

Due to their recent age, it is anticipated that the existing sanitary sewers will remain in place. The need to replace

or relocate the existing forcemains may be triggered in the event that their current location (horizontal and vertical)

conflicts with the new roadway and or new municipal infrastructure.

Existing Storm Sewers

• 1200 mm diameter storm sewer along the south side of Southdale Road West, extending to just east and

west of Pomeroy Lane, complete with storm sewer crossings to the north to convey flows from the existing

northerly developments.

• 975 mm diameter storm sewer extends further east, complete with 900 mm diameter storm sewer

crossings, again to accommodate flows from the development to the north.

• 300 mm to 450 mm diameter storm sewers to convey local drainage in isolated areas.

• 2250 mm diameter storm sewer crosses Southdale Road West, just east of Bostwick Road, conveying

flows from the north to the existing Thornicroft Drain.

Existing Watermains

• 400 and 600 mm diameter watermains along the Southdale Road West from Pine Valley Boulevard to

Byron Hills Drive, and along Bostwick Road, all connected to the low pressure distribution system.

• 600 mm diameter PVC watermain along the south side of Southdale Road West, from Wonderland Road

South to Bostwick Road. This watermain also extends southerly along the east side of Bostwick Road to

Pack Road, connecting to an existing 600mm diameter concrete pressure pipe (CPP) watermain on Pack

Road.

• A 300 mm diameter PVC watermain is also located on the north side of Southdale Road West, from

Wonderland Road South to just west of Pine Valley Boulevard, and is part of the high pressure distribution

system.

• A 600 mm diameter PVC watermain is located on the north side of Southdale Road West extending from

Colonel Talbot Road to just east of Pomeroy Lane. The previous 400 mm diameter ductile iron (DI)

watermain was abandoned and remains in place. A 400 mm diameter PVC watermain continues east of

Pomeroy Lane, terminating just east of Tillmann Road, then continues as a 400 mm diameter CPP

watermain up to Bostwick Road.

• A 400 mm diameter DI watermain (poly encased) is located south of the centreline along Southdale Road

West, extending west of Colonel Talbot Road to Byron Hills Drive.

• A 400 mm diameter DI watermain extends north of Southdale Road West on Colonel Talbot Road, while a

250 mm diameter PVC watermain extends south.

All watermains and associated appurtenances, including valve, air release, and/or drain chambers, are intended to

be protected and remain in place. However, the condition and age of the concrete watermain should be evaluated

City of London






at the time of detailed design to determine if replacement is warranted. Adjustments to chamber lids may be

required subject to the final road and boulevard elevations. Fire hydrant spacing will be reviewed to ensure proper

fire protection coverage throughout the corridor.

Existing Utilities, Signals and Street Lighting

• Telephone, cable, gas mains and overhead hydro lines exist along the Southdale Road West ROW,

Bostwick Road, and Colonel Talbot Road. Significant hydro infrastructure is located along the north side of

the Southdale Road West corridor, including a substation at the east limit of the subject area, and a hydro

corridor extending to the south.

• A 300 mm diameter high pressure gas main is located along the south limits of the existing Southdale Road

West ROW. A gas substation is also located near the east end of the study area, adjacent to the hydro

corridor.

Where possible, the existing utilities will be protected and kept in place. Relocation of the existing hydro pole line

along the north side of the road and the high pressure gas main on the south side would be a significant

undertaking, therefore the proposed road reconstruction should have regard for these impacts. Where required,

localized relocations may be required if their existing location (horizontal and vertical) conflict with the new roadway

and/or new municipal infrastructure.

5.2 Socio-Economic Environment

5.2.1 Existing Land Use

Along the north side of Southdale Road West and at the major intersections with Colonel Talbot Road and

Wonderland Road South, the study area is characterized by significant urban and commercial development. While

the portions of the study area south of Southdale Road West and on either side of Bostwick Road are comprised of

active agricultural fields.

The existing socio-economic environment was examined to provide land use designations, as well as

neighbourhood profiles for potentially impacted neighbourhoods within the study area. A desktop review of the

study area was undertaken to identify significant socio-economic features, including residential areas, commercial

areas, employment lands, recreational uses, and parks and open spaces. An overview of existing land use is

provided in Table 5.2 and on Figure 5.4.

Table 5.2: Existing Land Uses within the Study Area

Southdale Road West Segment North Side South Side

Southdale Road West

(Pine Valley Road to Bostwick

Road/Farnham Road)

• Medium Density Residential

• Utilities (Hydro transmission

substation)

• Large Scale Commercial

• Bostwick Community

Centre/YMCA/library

• Agriculture

Southdale Road West

(Bostwick Road to Tillmann Road)


• Low Density Residential

• Open space (Southwest Optimist

SWM, Southwest Optimist Park)

• Agriculture

• Vacant Land (future development)

Southdale Road West

(Tillmann Road to Colonel Talbot

Road)


• Low Density Residential

• Agriculture

• Open space (North Talbot Wetland)


• High Density Residential

• Vacant Land (active/future

development)

• Large Scale Commercial

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°°

Legend

1 Pond / Wetland within the woodland west of Bostwick Road2 Tributary to Thornicroft Drain on Bostwick Road3 Thornicroft Drain4 North Talbot Provincially Significant Wetland5 Storm Water Management Facility (SWMF) within Southwest Optimist Park6 Small wetland on the south side of Southdale Road West


ExistingLand Use

City of London






Bostwick Road Segment West Side East Side

Bostwick Road

(Southdale Road West to Pack

Road)

• Woodlot

• Agriculture

• Woodlot

• Agriculture

5.2.2 Future Land Use

Much of the north side of Southdale Road West within the study area has been developed with the exception of

some vacant lands between Colonel Talbot Road and Tillmann Road. However, significant vacant land is located

on the south side of Southdale Road West. Table 5.3 below and Figure 5.5. provide information on development

applications that are approved or under construction on sites that will be directly accessed from the roads within the

study area.

Table 5.3: Proposed Development

ID Address Land Use Scale

A 704 Boler Road Residential 44 Single Detached

1 Multi-Family Block

B 3040 Pomeroy Lane Residential 135 Multi-Family Units

C 3086 Tillmann Road Residential 12 Multi-Family Units

D 3105 Bostwick Road Residential 244 Single Detached

E 3493 Colonel Talbot Road Residential

Mixed Use

172 Single Detached

3 Multi-Family Blocks

1 Mixed Use Block

F 3614/3630 Colonel Talbot Road Residential 84 Single Detached

99-212 Multi-Family Units

G 3804 South Winds Drive Residential 17 Single Detached

H 3700 Colonel Talbot Road Residential 376 Single Detached

859 Multi-Family Units

I 3924/4138 Colonel Talbot Road Residential Multi-Family Blocks

J 1959 Wharncliffe Road South Residential

Commercial

School

153 Single Detached

2 Multi-Family Blocks

K 3080 Bostwick Road Residential

Commercial

1302 Multi-Family Units

L 457 Southdale Road West Institutional N/A

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°°


ProposedLand Use

Legend

Development Applications

Site Plan Application

Subdivision Application Under

Review

Subdivision Application DraftApproved

B

A

D

City of London






5.3 Cultural Environment

5.3.1 Archaeology

There are 90 registered archaeological sites within 1 km of the Southdale Road West study area, nine (9) of which

fall within the study area boundaries. Details on the nine (9) registered archaeological sites located within the study

area boundaries are listed below in Table 5.4.

Table 5.4: Registered Archaeological Sites within Study Area

Borden # Site Name Cultural Affiliation Site Type

AfHh-11 Dale Neutral Midden

AfHh-240 Winder Southdale 1 Pre-contact Camp/campsite

AfHh-252 Talbot 1 Post-contact, 19th century Homestead

AfHh-253 Talbot 2 Pre-contact Findspot




AfHh-377 Westfield Village Estates Other Cabin

AfHh-418 Pincombe Post-contact, 19th century Homestead

Based on the Stage 1 background review and property inspection, the Southdale Road West study area

demonstrates high potential for the recovery of archaeological resources. Land that retains archaeological

potential includes areas of agricultural field, manicured lawn, and overgrown woodlot.

Archaeological potential has been removed from areas of previous disturbance associated with urban and

commercial development, road and sidewalk construction, the ROW for Southdale Road West and Bostwick Road,

and a storm water management pond. See Figure 5.6 below. Refer to Appendix B.2.

Figure 5.6: Stage 1 Archaeological Assessment

City of London






5.3.2 Built Heritage

A Cultural Heritage Assessment Report (CHAR) was undertaken to identify municipally, provincially, and federally

recognized properties as well as to identify potential cultural heritage resources or properties within the study area,

in order to evaluate the potential impacts that the proposed road improvements may have on built heritage

resources and/or cultural heritage landscapes.

It was determined that no municipally recognized heritage properties are located within the study area. However,

the following properties are listed on the City’s Register (Inventory of Heritage Resources) and are located outside

but within close proximity to the study area:

• 2574 Colonel Talbot Road – located approximately 250 metres north of the intersection of Colonel Talbot

Road and Southdale Road West;

• 3087 Colonel Talbot Road – located approximately 275 metres south of the intersection of Colonel Talbot

Road and Southdale Road West; and

• 6092 Pack Road – located approximately 275 metres west of the intersection of Pack Road and Bostwick

Road.

The CHAR is contained in Appendix B.3.

5.4 Natural Environment

Desktop and field investigations were completed to characterize the existing natural environment conditions within

the study area, including the presence of terrestrial and aquatic features. The following sections summarize the key

natural environment features identified through these investigations. The EIS is provided in Appendix B.4.

5.4.1 Aquatic Environment

Aquatic ecosystems are those associated with bodies of water such as but not limited to pools, ponds, lakes, rivers,

streams and wetlands. Aquatic ecosystems provide habitat for a variety of wildlife species, some of which are rare

or sensitive. These ecosystems and species identified within the study area during the background review and site

investigations are identified below:

Photo 4: Thornicroft Drain Photo 5: Small Wetland

City of London






• Thornicroft Drain;

• Tributary to Thornicroft Drain on Bostwick Road;

• Pond / Wetland within the woodland west of Bostwick Road;

• Small wetland on the south side of Southdale Road West;

• Stormwater management facility (SWMF) within Southwest Optimist Park; and

• North Talbot Provincially Significant Wetland (PSW).

Figure 5.7 illustrates the aquatic communities within the study area.

5.4.1 Terrestrial Environment

Terrestrial ecosystems are those associated with land including, but not limited to, forests, meadows, thickets and

wetlands. Terrestrial ecosystems provide habitat for a variety of wildlife species, some of which are rare or

sensitive. These ecosystems and species identified within the study area during the background review and site

investigations are described below.

5.4.2 Vegetation Communities

Vegetation communities within the study area were assessed and classified into Ecological Land Classification

(ELC) units as per the Ministry of Natural Resources and Forestry (MNRF) guidelines. This system provides a

standard for comparing similar communities across Ontario. Vegetation communities were assessed for sensitivity

based on a ranking of plant species composition.

Within the study area, there are 4 naturally occurring vegetation communities consisting of the following:

• North Talbot PSW Patch No. 10059 - Patch No. 10059 is located at the intersection of Southdale Road and

Colonel Talbot. The patch is approximately 14 ha in size and contains two individual ELC communities.

This patch is considered part of the North Talbot PSW.

• Bostwick Road West Woodland Patch No. 10063 - This woodland is approximately 6.4 ha in size and is

located on the west side of Bostwick Road. It is recognized in the London Plan as an unevaluated

vegetation patch.

• Bostwick Road East Woodland Patch No. 10064 - Patch No. 10064 is approximately 9.7 ha in size and is

found on the east side of Bostwick Road. According to the London Plan this patch is considered a

Significant Woodland.

Photo 6: SWMF Photo 7: North Talbot PSW

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Legend

Assessed Watercourse

Assessed Waterbody

Wetlands

Study Area

1 Pond / Wetland within the woodland west of Bostwick Road2 Tributary to Thornicroft Drain on Bostwick Road3 Thornicroft Drain4 North Talbot Provincially Significant Wetland5 Storm Water Management Facility (SWMF) within Southwest Optimist Park6 Small wetland on the south side of Southdale Road West


AquaticExisting Conditions

City of London






• A small wetland feature along Southdale Road West - This small feature is approximately 0.14 ha in size

and is located on the south side of Southdale Road West adjacent to Southwest Optimist Park.

Within these four locations, a total of 8 vegetation communities were delineated (3-cultural, 2–forest, 1-swamp and

2-shallow aquatic communities). These communities are further divided into 3 cultural communities, two forest

communities, one swamp and two shallow aquatic communities.

Photo 8: North Talbot PSW Photo 9: Bostwick Road East Woodland Patch

No. 10064

Photo 10: Bostwick Road West Woodland Patch

No. 10063 Photo 11: Small Wetland Feature along

Southdale Road West

Figure 5.8 illustrates the ECL communities within the study area.

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CUM1-1

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Legend

Study Area

Vegetation Community

CUM

CUT

CUW

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MAM

MAS

SA

SWT

ELC Code ELC Community NameCUM1-1 Mineral Cultural MeadowCUW1 Mineral Cultural WoodlandCUT1 Mineral Cultural ThicketFOD5-1 Dry Fresh Sugar Maple Deciduous Forest TypeFOD5-5 Dry-Fresh Sugar Maple-Hickory Deciduous ForestFOD6-5 Fresh-Moist Sugar Maple Hard Wood Deciduous Forest TypeFOD7 Fresh-Moist Lowland Deciduous Forest EcositeFOD7-3 Fresh-Moist Willow Lowland Deciduous Forest TypeMAM2 Graminoid Mineral Meadow Marsh EcositeMAS2 Graminoid Mineral Shallow Marsh EcositeSAS1 Submerged Shallow Aquatic EcositeSWT2-4 Buttonbush Mineral Thicket Swamp Type


TerrestrialExisting Conditions

City of London






5.4.3 Wetlands

Wetland communities within the Study Area are divided into two separate wetland patches.

• The larger of the two, found within the study area, is 14.03 ha in size and is recognized as part of the North

Talbot PSW. The portion of this PSW that falls within the study area is approximately 1.8 ha in size with

both swamp and marsh wetland types observed.

• The second wetland patch is approximately 0.18 ha in size and is located directly south of Southdale Road

West across from Southwest Optimist Park. A culvert is present connecting this small patch to a small

channel on the north side of Southdale Road West within Southwest Optimist Park.

5.4.4 Species at Risk

A review of background information revealed that 76 Species at Risk (SAR) may potentially occur within the study

area.

• 37 species are listed as Endangered (END);

• 18 species are listed as Threatened (THR);

• 21 species are listed as Special Concern (SC).

Upon completion of field surveys within the study area, potentially suitable habitat for 27 species was identified,

however, only 4 of the species were observed during field investigations (Barn Swallow, Eastern Meadowlark,

Eastern Wood Pewee, and Monarch). Although the species themselves were not observed, suitable habitat

conditions exist within the two woodlands located along Bostwick Road. These include Eastern Small-footed

Myotis, Northern Myotis, Little Brown Myotis, and Tri-colored Bat. Additionally, Candidate Habitat for Barn Swallow

and the 4 bat species listed above may potentially be found within the barn structure located at the corner of

Southdale Road and Bostwick Road. See Table 5.4: SAR Assessment below.

Table 5.4: SAR Assessment

Common Name Scientific Name Candidate

Habitat

Confirmed Habitat

Barn Swallow Hirundo rustica X

Bobolink Dolichonyx oryzivorus X

Chimney Swift Chaetura pelagica X

Common Nighthawk Chordeiles minor X

Eastern Meadowlark Sturnella magna X

Eastern Wood-pewee Contopus virens X

King Rail Rallus elegans X

Northern Bobwhite Colinus virginianus X

Wood Thrush Hylocichla mustelina X

American Badger Taxidea taxus jacksoni X

Little Brown Myotis Myotis lucifugus X

Eastern Small-footed Myotis Myotis leibii X

Northern Myotis Myotis septentrionalis X

City of London






Common Name Scientific Name Candidate

Habitat

Confirmed Habitat

Tri-colored Bat Perimyotis subflavus X

Spoon-leaved Moss Bryoandersonia illecebra X

Blue Ash Fraxinus quadrangulata X

Broad Beech Fern Phegopteris hexagonoptera X

Climbing Prairie Rose Rosa setigera X

Crooked-stem Aster Symphyotrichum prenanthoides X

Drooping Trillium Trillium flexipes X

Eastern Flowering Dogwood Cornus florida X

False Rue-anemone Enemion biternatum X

Green Dragon Arisaema dracontium X

Heart-leaved Plantain Plantago cordata X

Kentucky Coffee Tree Gymnocladus dioicus X

Willowleaf Aster Symphyotrichum praealtum X

Wood-poppy Stylophorum diphyllum X

5.4.5 Breeding Birds

Based on the results of breeding bird surveys conducted in by AECOM in 2017 that identified the presence of

Eastern Meadowlark within the Study Area, it was determined that species specific surveys were required to

identify grassland habitat use within the Study Area by Bobolink and Eastern Meadowlark, during which, both

Bobolink and Eastern Meadowlark as well as other SAR bird species were identified.

5.4.6 Significant Wildlife Habitat Assessment

During the background screening exercise a total of 20 candidate Significant Wildlife habitats were identified:

• Seasonal Concentration Areas – 6 Candidate Habitats

• Rare Vegetation Communities or Specialized Habitats for Wildlife – 9 Candidate Habitats

• Habitats of Species of Conservation Concern – 4 Candidate Habitats

• Animal Movement Corridors – 1 Candidate Habitat

Of the 20 candidate habitats identified, 18 were ruled out, leaving 2 candidate habitats as present within the study

area (Monarch and Eastern Wood-pewee).

5.4.7 Tree Inventory

A tree inventory was completed in accordance with the City of London Tree Protection By-law (2016) and using

accepted arboricultural techniques. The inventory resulted in the following:

• 214 trees greater than 10 cm DBH (diameter at breast height) were inventoried and assessed within the

study area.

• 262 trees less than 10 cm DBH were tallied within the study area and within 6 m of the study area.

• 810 trees were tallied within the Bostwick Road East and West Woodlands within 6 m. Patch 10063

contained 323 trees and Patch 10064 contained 487 trees (within the study area).

City of London






6. Alternative Planning Solutions

6.1 Identification of Alternative Planning Solutions

For the purposes of the Southdale Road West Improvements MCEA, planning solutions to the undertaking include:

1. Do Nothing – Assumes no improvements will be made beyond those already planned and approved.

2. Limit Growth - Assumes no improvements will be made beyond those already planned and approved andincludes measures to limit development in the study area.

3. Road Network Improvements – Includes potential improvements to nearby east/west roads(Commissioners Road and Pack Road/Bradley Avenue Extension).

4. Operational Improvements – includes the implementation of additional turn lanes, traffic signalcoordination, etc.

5. Road Widening – includes widening of Southdale Road West to provide additional traffic lanes to increasecapacity.

6. Transportation Demand Management (TDM) – Includes measures to reduce vehicle volumes by usingbike lanes, and promoting transit.

The above identified alternative solutions were screened against the problem and opportunity statement identified

in Section 4 of this Report. The evaluation of alternative solutions is comprised of a two-step process. Firstly, Do

Nothing, Limit Growth and Road Network Improvements were screened out because it was determined that these

solutions will not address the project needs as identified in the problem and opportunity statement in Section 4.

Do Nothing – This was not carried forward for further assessment as, although this solution avoids impacts to

natural environment, archaeological and cultural resources and costs less compared to other solutions, it does not

address transportation planning and does not address the problem and opportunity statement identified for this

project.

Limit Growth – This option was not carried forward as it does not comply with current City policies and does not

address the problem and opportunity statement.

Road Network Improvements - This option was not carried forward for further assessment as it offers only limited

improvements to capacity and level of service on Southdale Road West due to planned growth along corridor and

marginal diversion of traffic on other roads. This option does not address the problem and opportunity statement for

this project.

Next, the remaining alternative solutions, (Operational Improvements, Road Widening and TDM), were carried

forward for further assessment and were evaluated against the criteria developed for the project in order to

determine the preferred recommended solution (see Section 6.3).

City of London






6.2 Evaluation of Planning Solutions

In order to evaluate the alternatives, a set of criteria were chosen which are categorized as follows:

• Socio-Economic

• Archaeology and Cultural Heritage

• Natural Environment

• Transportation Engineering

• Costs

The complete list of evaluation criteria are provided in Table 6.1 below:

Table 6.1: Evaluation Criteria – Planning Solutions

Category/Sub-category Criteria

Socio-Economic • Potential impacts to residences and local business (disruption andnuisance impacts such as noise and dust)

• Accommodates existing and planned development

• Ability to maximize active transportation facilities

• Amount of property required.

Archaeology and Cultural Heritage • Potential impacts on archaeological resources

• Potential impacts on built heritage resources and cultural heritagelandscapes

Natural Environment • Potential impacts to terrestrial species and habitat

• Potential impacts to aquatic species and habitat

• Potential impacts to Species at Risk and habitat

Transportation Engineering • Addresses existing and future capacity concerns along Southdale RoadWest

• Improves road safety

Costs • Capital costs

• Operation / maintenance costs

Table 6.2 presents the evaluation of the three planning solutions carried forward against the criteria developed for

the study in order to determine the preferred recommended solution. For each alternative solution within each

category, a rating system of Preferred, Less Preferred, Not Preferred and Neutral was used and tallied at the end to

provide an overall evaluation and decision.

6.3 Summary of Planning Solutions Evaluation

Following the evaluation of alternatives and discussions with the City, agencies and stakeholders, the following

were carried forward for further consideration:

Operational Improvements - Intersection improvements such as the addition of auxiliary lanes to accommodate

turning movements at intersections may reduce traffic delay times through various intersections and improve the

flow along Southdale Road West. The addition of turning lanes at intersections will not solve capacity and

operational deficiencies on their own, however, these improvements will be considered in conjunction with the final

recommended concept to enhance the operations and capacity of Southdale Road West and Bostwick Road.

City of London






Road Widening – This option is carried forward for further assessment as it addresses the problem and

opportunity statement and satisfies the socio-economic and transportation engineering criteria. This option has

potential to impact archaeological resources and the natural environment, however, this solution may also provide

some opportunity for the enhancement and protection of the natural environment.

TDM – the provision of TDM measures will not fully address anticipated future travel demands on the future growth

within the study area. However, improvements to transit and active transportation facilities in the study area if

implemented with additional infrastructure improvements can address the objectives of this study. These

improvements will be considered in conjunction with the final recommended design concept to enhance the

operations and capacity of Southdale Road West.

City of London






7. Alternative Design Solutions

Section 6 of this report confirmed that the preferred planning solution is to widen the existing road and ROW along

the existing alignment where possible. The reconfiguration of the road considered widening along its length,

maintaining the existing right-of-way limits where possible, with the majority of any proposed widenings along the

south side of Southdale Road West, and various widenings on both sides of Bostwick Road. This section of the

study identifies the alignment for the preferred solution of proposed road widening and evaluates intersection types.

7.1 Design Criteria

As part of this review and analysis, the full standard ROW and cross section components, as per City of London

Design Specifications, can generally be achieved. Localized areas may require deviation from exact standard

alignments due to existing significant utilities and existing developed areas. The existing roads presently have a

posted speed limit of 70 km/h for a majority of the corridor lengths, with a posted speed limit of 60 km/h in areas

where development is on both sides of the road. It is expected that similar design criteria will be maintained along

the length of the corridor.

For the purposes of this report, the following table summarizes the City of London Design Requirements for

Southdale Road West and Bostwick Road, all of which are classified as arterial roads with a proposed posted

speed limit of 60 km/h (design speed 70 km/h). As part of the detailed design process, any design criteria, including

lane and median widths, and sidewalk and bike path locations may be further reviewed to follow the Complete

Streets Design Manual guidelines for a Civic Boulevard designation.

Table 7.1: City of London Transportation Design Requirements

Design Criteria Design Value

Posted Speed 60 km/h

Design Speed 70 km/h

Centreline Radius (minimum) 2200 m (normal)

Curb and Gutter Radii

(connecting to Arterial/ Collector/ Local)

15/15/12 m

Lane Widths

Right Turn Lane 3.0 m (*3.5m)

Left Turn Lane 3.0 m (*3.0m)

Through Lane 3.5 m (*3.3m)

Curb Lane 4.0 m (where no bike lane), 3.5 m (with bike lane) (*3.5m)

2-way Left Turn Lane 4.0 m

Right-of-Way Width 36 m

Pavement Width Varies

Vertical Curve, minimum K Value 25 (crest), 25 (sag)

Road Grades 6% (max.), 0.5% (min.)

Bicycle Lane Width 1.5 m on street/2.0 m multi-use

Note: Design criteria noted by an asterisk (*) are widths noted in the Complete Streets Design Manual for a Civic Boulevard

outside of the Primary Transit Area.

City of London






7.2 Alternative Design Solutions

The evaluation and identification of the preferred design is divided into two components:

A: Road Widening Concepts

• Evaluate widening of Southdale Road West to the north, widening to the south, and widening from the

centerline.

• Evaluate widening of Bostwick Road to the west, widening to the east, and widening from the centerline.

B: Intersection Concepts:

• Evaluate alternatives for the intersection (signalized or roundabout) at Southdale Road West and Colonel

Talbot Road.

• Evaluate alternatives for the intersection (signalized or roundabout) at Southdale Road West and Bostwick

Road.

Figure 7.1: Intersection Concepts (Southdale Road West and Colonel Talbot Road)

Signalized Intersection Roundabout Intersection

Figure 7.2: Intersection Concepts (Southdale Road West and Bostwick Road)

Signalized Intersection Roundabout Intersection

City of London






Signalized and roundabout alternatives were analyzed for the intersections identified above to determine whether

the intersections would operate at improved LOS and reduce delays for all approaches. Table 7.2 shows the result

for Southdale Road West and Colonel Talbot Road and Table 7.3 shows the results for Southdale Road West and

Bostwick Road.

Table 7.2: Future LOS – Southdale Road West and Colonel Talbot Road

Approach AM Peak PM Peak

Signalized Roundabout

(Colonel

Talbot Road

as 2 lanes)

Roundabout

(Colonel

Talbot Road

as 4 lanes)


(Colonel

Talbot Road

as 2 lanes)

Roundabout

(Colonel

Talbot Road

as 4 lanes)

LOS LOS LOS LOS LOS LOS

EB C - D A A D A A

WB C A A C - D A A

NB D A A D F B

SB B - C A A D - E F A

Overall C A A D F A

Table 7.3: Future LOS – Southdale Road West and Bostwick Road

Approach AM Peak PM Peak


(Bostwick

Road as 2

lanes)

Roundabout

(Bostwick

Road as 4

lanes)


(Bostwick

Road as 2

lanes)

Roundabout

(Bostwick

Road as 4

lanes)

LOS LOS LOS LOS LOS LOS

EB A A A A A A

WB A A A A A A

NB C A A C F C

SB C A A F F A

Overall B A A C F B

7.3 Evaluation Criteria

In order to evaluate the alternatives, a set of criteria were chosen which are categorized as follows:

• Socio-Economic

• Archaeology and Cultural Heritage

• Natural Environment

• Transportation Engineering

• Costs

City of London






The complete list of evaluation criteria are provided in Table 7.4 below:

Table 7.4: Alternative Design Concepts Evaluation Criteria

Category/Sub-category Criteria

Socio-Economic • Potential impacts to residences and local business (disruption andnuisance impacts such as noise and dust)

• Potential visual impacts (to residents and overall landscape)

• Potential impacts on institutional / community facilities

• Amount of property acquisition

• Potential impacts to planned development

Archaeology and Cultural Heritage • Potential impacts on archaeological resources

• Potential impacts on built heritage resources and cultural heritagelandscapes

Natural Environment • Potential impacts to terrestrial species and habitat

• Potential impacts to aquatic species and habitat

• Potential impacts to Species at Risk and habitat

Transportation Engineering • Potential impacts on utility infrastructure (e.g., hydro lines, gasmains, pipelines)

• Design/construction complexities

• Improved LOS (intersection alternatives)

Costs • Capital costs

• Operation / maintenance costs

7.4 Summary Evaluation

Each of the design concepts (road widening and intersections) was evaluated against the criteria described above

for the purpose of identifying a preferred design for Southdale Road West and Bostwick Road. Intersection

alternatives were ranked as ‘high’ (H), ‘medium’ (M) or ‘low’ (L) potential for impact against each of the criterion.

The alternatives were also given a summary classification of either ‘preferred’, ‘less preferred’ or ‘not preferred’

relative to the other intersection options. In some cases, where there was no preference, the potential impacts

were considered ‘neutral’ across all intersection alternatives. See Appendix C.1 for the detailed evaluation tables.

A summary of the evaluations is presented in the Tables 7.5 – 7.9 below.

Road Widening Concepts

Table 7.5: Road Widening Concepts – Southdale Road West

Summary Widen North Widen South Widen from Centreline

Socio-Economic Not Preferred Preferred Less Preferred

Archaeology and Cultural

Heritage

No Preference No Preference No Preference

Natural Environment Not Preferred Less Preferred Preferred

Transportation

Engineering

Not Preferred Preferred Less Preferred

Costs Not Preferred Preferred Less Preferred

City of London






Table 7.6: Road Widening Concepts – Bostwick Road

Summary Widen East Widen West Widen from Centreline

Socio-Economic Less Preferred Less Preferred Preferred


Heritage

No Preference No Preference No Preference

Natural Environment Less Preferred Less Preferred Preferred

Transportation

Engineering

Preferred Less Preferred Less Preferred

Costs No Preference No Preference No Preference

Intersection Concepts

Table 7.7: Intersection Concepts – Southdale Road West and Colonel Talbot Road

Summary Signalized Roundabout (2 lane) Roundabout (4 lane)

Socio-Economic Preferred Less Preferred Not Preferred


Heritage

Preferred Less Preferred Not Preferred

Natural Environment Neutral Neutral Neutral

Transportation

Engineering

Preferred Not Preferred Less Preferred

Costs Preferred Less Preferred Not Preferred

Table 7.8: Intersection Concepts – Southdale Road West and Bostwick Road

Summary Signalized Roundabout (2 lane) Roundabout (4 lane)

Socio-Economic Preferred Less Preferred Not Preferred


Heritage

Preferred Less Preferred Not Preferred

Natural Environment Neutral Neutral Neutral

Transportation

Engineering

Preferred Not Preferred Not Preferred

Costs Preferred Less Preferred Not Preferred

City of London






The Recommended Design Concept is summarized in Table 7.9 and illustrated in Figure 7.3. Preliminary project

details are presented in Section 8.0.

Table 7.9: Summary of Recommended Design

Summary Preferred Rationale

Road Alignment –

Southdale Road West

Widen to the south • fewer property owners impacted

• less property acquisition required

• less encroachment s on existing park, SWMF,

Hydro One infrastructure

• overall lower capital costs

Road Alignment –

Bostwick Road

Widen from the centerline • More equitable property acquisition from multiple

property owners

• Less encroachment into either of the natural

features


Road and Colonel Talbot

Road

Roundabout (2 lane) • More equitable property acquisition from multiple

property owners


Road and Bostwick Road

Signalized • Less property acquisition required

• Lower overall capital costs

• No known impacts on natural features or

archaeological resources

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Preferred DesignConcept

FARNHAM ROAD

SOUTHDALE ROAD WEST

BOSTWICK ROAD

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ER O

ADW

E ST

BOSTWICK ROAD

LegendStudy AreaEdge of PavementSidewalk

City of London






8. Project Description

The Preferred Design for Southdale Road West and Bostwick Road (as illustrated in Figure 7.1) considered

transportation facilities for all road users (motorists, transit, cyclists, and pedestrians as per the City’s Complete

Streets requirements) and potential impacts to natural, socio-economic and cultural features and costs. The

preferred design was selected, developed and refined through extensive consultation with agencies, stakeholders

and the public as discussed in Section 3.

Appendix D.1 contains the Preliminary Design Report and the Drainage and Storm Water Management Report.

8.1 Preliminary Design Criteria

The following table summarizes the proposed preliminary design criteria used in the development of the road

widening and reconstruction design for each of the Southdale Road West and Bostwick Road corridors within the

study area. A number of criteria may warrant a review during detailed design to determine which of the City of

London Design Requirements or Complete Streets Design Manual criteria are most appropriate.

Table 8.1: Preliminary Design Criteria

Design Criteria Proposed Design Value Comment/Mitigation Measure

Southdale Road

West

Bostwick

Road

Posted Speed 60 km/h 60 km/h • Actual posted speed limits to be reviewed by Transportation

Division, subject to on-going development along both

corridors.

Design Speed 70 km/h 70 km/h • Reduction required at Wharncliffe Road North/Essex Street

intersection to accommodate existing alignment.

Centreline Radius

(minimum)

N/A N/A • No identified restrictions.

Curb and Gutter

Radii

Varies Varies • Radius to conform with recommended values (12-15m),

subject to avoiding property or building impacts.

Lane Widths

Right Turn Lane 3.0 m 3.0 m • To be reviewed further at detailed design stage to determine

governing criteria (Transportation Design Requirements

and/or Complete Streets Design Manual)

Left Turn Lane 3.0 m 3.0 m • To be reviewed further at detailed design stage to determine



Through Lane 3.5 m 3.5 m • To be reviewed further at detailed design stage to determine



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Design Criteria Proposed Design Value Comment/Mitigation Measure

Southdale Road

West

Bostwick

Road

Curb Lane 3.3 m 3.5 m • To be reviewed further at detailed design stage to determine



2-way Left Turn

Lane

4.0 m N/A • To be reviewed further at detailed design stage to determine



Right-of-Way

Width

36.0 m 36.0 m • Full 36m ROW width achievable along full corridor length.

Localized further widenings required at roundabout

intersection.

Pavement Width Varies Varies • Varies along length, to accommodate cross section

components.

Vertical Curve,

minimum K Value

25 (crest)

25 (sag)

25 (crest)

25 (sag)

• Minor adjustments to vertical profile.

Road Grades 4% (max.)

0.5% (min.)

4% (max.)

0.5% (min.)

• Minor adjustments to vertical profile.

Bicycle Lane

Width

2.0 m 2.0 m • In boulevard uni-directional bike path.

Boulevard Width Varies Varies • Total width varies subject to sidewalk and bike path location,

conflicting utilities, road cross section, etc.

8.2 Cross Section Elements

The proposed right-of-way widths along both Southdale Road West and Bostwick Road will generally be

standardized to 36m wide, with localized widenings or adjustments at the intersections to accommodate additional

turning lanes. As a result, the cross sections for each road will also generally be standardized. Some details of

each cross section may vary subject to the location along the corridor, due to the presence of significant utilities or

other features that may warrant a modified alignment of the sidewalks and/or bike paths. Significant changes to any

lane widths are not anticipated. Figure 8.1 and Figure 8.2 illustrate the proposed typical cross sections for each of

the main sections along each corridor.

In each case, the cross section elements are provided to address the MCEA requirements, which are to improve

traffic movement, enhance alternative methods of transportation, including pedestrian and cycling movements.

8.3 Intersections

Each of the intersections within the study area will be reconstructed. All existing signalized intersections will

generally be maintained, and reconstructed to accommodate the widened Southdale Road West or Bostwick Road

cross section.

The Colonel Talbot Road intersection will be reconstructed, implementing a 2-lane roundabout at this location. The

current proposed alignment and layout was created to minimize impacts to existing properties and utilities. The

60542198SOUTHDALE ROAD IMPROVEMENTSCOLONEL TALBOT ROAD TO PINE VALLEY BOULEVARD

THIS DRAWING HAS BEEN PREPARED FOR USE OF

AECOM'S CLIENT AND MAY NOT BE USED,

REPRODUCED OR RELIED UPON BY THIRD

PARTIES, EXCEPT AS AGREED BY AECOM AND ITS

CLIENT, AS REQUIRED BY LAW OR FOR USE BY

GOVERNMENTAL REVIEWING AGENCIES. AECOM

ACCEPTS NO RESPONSIBILITY, AND DENIES ANY

LIABILITY WHATSOEVER, TO ANY PARTY THAT

MODIFIES THIS DRAWING WITHOUT AECOM'S

EXPRESS WRITTEN CONSENT. DO NOT SCALE

THIS DOCUMENT. ALL MEASUREMENTS MUST BE

OBTAINED FROM STATED DIMENSIONS.

PRELIMINARY

Figure 8.1

Southdale Road

Cross Section Alternatives














PRELIMINARY

Figure 8.2

Bostwick Road

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exact layout of the intersection will need to be further refined during detailed design to address any final grading

transitions to adjacent properties or the adjacent SWM facility.

Figure 8.3 illustrates the proposed layout for the Southdale Road West and Colonel Talbot Road intersection.

8.4 Pavement Design

As part of the geotechnical review completed by Golder Associates, the following pavement structure is

recommended for preliminary design, based on Southdale Road West being considered an arterial road and

Bostwick Road being considered a collector road.

Table 8.2 Recommended Pavement Structural Thicknesses

Component Thickness (mm)

Southdale Road West Bostwick Road

HL-3 Surface Asphalt * 50 50

HL-8 Base Asphalt * 130 (2 lifts @ 65 mm) 100 (2 lifts @ 50 mm)

Granular ‘A’ Base 150 150

Granular ‘B’ Subbase 450 450

* Superpave equivalents to also be considered

Golder Associates recommends that the proposed pavement structure be reassessed and optimized during

detailed design, particularly in areas that may encounter deeper fills or replacement of peat material.

8.5 Municipal Servicing

8.5.1 Sanitary Sewers and Watermains

As part of the widening and reconstruction of Southdale Road West and Bostwick Road, within the project limits,

the sanitary and watermain servicing may require localized sewer servicing and/or watermain replacement or

relocation subject to condition or conflicts with the new road alignment. It is anticipated that the storm sewer

servicing will require localized replacements and reconfiguration, and new storm sewer servicing, to accommodate

the widened road.

All existing sanitary sewers are proposed to remain in place. No sewer replacement works or installation of new

sewers are proposed, subject to further review at the detailed design stage.

All existing watermains are proposed to remain in place. No watermain replacement works or installation of new

watermains are immediately proposed for the subject area, however, may fall within the timeframe of the phased

construction. The City of London has undertaken a review of the High Level Water Distribution System for the

Talbot Village Subdivision and surrounding area. The project has been identified in the 2019 One Water – Growth

Servicing DC Study that considers a 300mm diameter water (SDW2) on Bostwick Road, from Southdale Road to

150m south of Pack Road, to be constructed in 2025. It is anticipated that this work could be coordinated with the

road upgrades, subject to project timing and further review at the detailed design stage.

8.5.2 Drainage and Hydrology

The existing mostly two-lane rural cross-section of Southdale Road West, Colonel Talbot Road to Pine Valley

Boulevard, will ultimately consist of an urbanized cross section complete with curb and gutter, storm sewer

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servicing, and increased impervious boulevards and sidewalks, including bike paths. An assessment of roadway

drainage and storm water management was completed to determine appropriate drainage and water quality control

requirements to alleviate existing conveyance issues and mitigate impacts of the proposed modifications (widening)

to Southdale Road West and Bostwick Road, and associated increase in impervious surface area. The drainage

within the existing road corridors is mainly conveyed via roadside ditching and entrance culverts, ultimately to

existing ditch-inlet catchbasins or open watercourses. The roadway widening activities will require the development

of the following drainage solution:

• Urbanized Southdale Road West Corridor: Establish curb and gutters, and storm sewer network along road

corridor to provide a more uniform drainage system;

• Increased Inlet Capacity and Attenuation Storage: Provide increase inlet capacity and attenuation volume

in proximity to 3040 Pomeroy Lane to mitigate major overland flow from being directed through the

adjacent private site. Storage volume provided via the roadside ditches and attenuated via ditch-inlet

catchbasins will no longer be available when the road cross-section is urbanized;

• Provide Water Quality Control: Water quality treatment will be provided by existing storm water

management facilities, and where there is inadequate capacity or no storm water facility upstream of an

existing outlet, an oil/grit separator (OGS) unit will be sized to treat the proposed widened road impervious

area. The proposed OGS units will remove 78% TSS, above the 70% TSS required as per the Dingman

Creek Subwatershed Study (2005)

• Low Impact Development (LID) Measures: Low Impact Development (LID) measures and associated sizing

will be reviewed at detailed design stage to help reduced increased runoff volume due to the proposed

widening. The footprint of any proposed LID measures are to be located within the proposed ROW cross-

section.; and,

• Conveyance Capacity: Confirm adequate inlet capacity to existing SWM facilities, culverts, and open-

channels (Thornicroft Drain & Southwest Optimist Park).

Work to be completed as part of the detailed design includes finalizing the following:

• Confirm the existing tributary areas to Southdale Road West, and discharge locations;

• Confirm existing quantity and quality control treatment volumes in SWM facilities adjacent to Southdale

Road West road widening corridor;

• Confirm Southwest Optimist Park open channel / closed conveyance system design;

• Finalize storm sewer design for Southdale Road West and SWM facility inlets;

• Finalize opportunities for implementing Low Impact Development (LID) measures within the right-of-way;

and,

• Finalize OGS sizing and locations where treatment is required.

Appendix D.1 includes the Drainage and Storm Water Management Report which provides preliminary design

guidance on the above-noted.

8.6 Utility Relocation

Based on the current proposed road layout, including sidewalk and bike paths, efforts have been made to minimize

disruption to existing utilities. Specifically, the sidewalk and bike path alignment in the northerly boulevard has been

adjusted in some locations to avoid a significant hydro pole line. Localized pole and aerial service line relocations

will be required in some areas along the corridor. Exact impacts to be determined during further detailed design

review.

There is an existing Hydro One corridor located near the east limit of the corridor, crossing Southdale Road West.

The current proposed layout identifies a sidewalk to cross their existing corridor, requiring either an agreement or

purchase of the road widening to accommodate the sidewalk installation. Localized grading on to the corridor may

also be required to complete the sidewalk installation. Further discussions with Hydro One will be required to

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determine the acceptable approach, or alternatively the sidewalk and bike path alignments may need to be

adjusted to avoid the existing corridor.

There is an existing high pressure gas main along the south limit of the corridor. Based on the proposed road cross

section, the gas main would end up beneath the new sidewalk and/or bike path along the length of the corridor. In

most areas it is expected that cover will be increased over the gas main, but should be reviewed further during

detailed design to determine if there are any areas that may have reduced cover.

There is an existing Union Gas substation located near the east limit of the corridor. The current proposed layout

identifies a sidewalk to cross their existing property, requiring either an agreement or purchase of the road widening

to accommodate the sidewalk installation. Localized grading on to Union Gas property may also be required to

complete the sidewalk installation. Further discussions with Union Gas will be required to determine the acceptable

approach, or alternatively the sidewalk and bike path alignments may need to be adjusted to avoid the existing

property.

Any existing telecom utilities are anticipated to remain in place, with the exception of localized relocations where

pedestals or vaults may conflict with proposed infrastructure. Some initial plans have been presented by the

telecom utility companies for new infrastructure to be installed along the Southdale Road West corridor and at the

Colonel Talbot Road intersection in the near future. Where possible the new layout has considered the preliminary

road and intersection layout. Further review during detailed design is warranted to ensure there are no new

conflicts as a result of the new installations.

8.7 Retaining Walls

Based on the current proposed vertical and horizontal profiles, and the proposed road cross section, retaining walls

are not anticipated to be required along the length of the corridor. Further review is warranted during detailed

design to determine final impacts adjacent to existing properties to determine the need for any retaining walls. If

required, it is anticipated that the walls would be low height and in localized areas where existing property grades

need to be maintained or to avoid other conflicts.

8.8 Noise Attenuation Walls

Based on a review of the proposed road widening and proximity to the rear of residential units along Southdale

Road West, it appears that new noise attenuation walls may be required in a localized area. Noise attenuation walls

are anticipated along the northerly right-of-way limit, for lots backing on to the corridor, in accordance with City

policy. The area from approximately 100m west of Farnham Road, to approximately 350m west of Farnham Road

appears to warrant new noise attention walls. The existing fencing is board-on-board fencing and does not appear

to meet the intent of a noise attenuation fence. All other existing developed areas appear to have noise attenuation

walls installed as part of the original subdivision development. The need and installation of any noise attenuation

walls will be subject to current City of London policies and procedures, and considered further during detailed

design.

8.9 Urban Design

While the new proposed corridor appears to have significant space within the road and boulevards to implement

urban design features, incorporating significant features may be difficult. Due to sidewalk and bike paths having

separated alignments, the boulevards then have reduced space on either side to accommodate larger plantings or

other features.

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There may be considerable opportunities to utilize centre medians along the length of the road corridor. There are

limited accesses along the north side of the corridor, which may permit the installation of centre medians in lieu of

left turn lanes. However, the location and extent of the medians will be subject to review to consider possible future

street or site accesses from the south as those lands develop.

The proposed roundabout at the Colonel Talbot Road intersection also affords an opportunity for urban design and

landscaping features, however, will need to be reviewed to ensure sight lines are not obstructed.

Once the final road and boulevard layouts are confirmed, the following landscaping and urban design opportunities

may include, but not limited to:

• hard surface treatments of boulevard areas or medians, using stamped/exposed aggregate concrete;

• planter boxes in boulevards and/or medians;

• banners added to street light poles, particularly in higher pedestrian areas such as fronting the Bostwick

YMCA, Colonel Talbot Road roundabout, or Southwest Optimist Park;

• public art space in higher profile areas, such as the Bostwick YMCA or incorporated in to future

development areas;

• enhanced surface treatment at higher use pedestrian crossing area, such as near the Bostwick YMCA or at

the Colonel Talbot Road roundabout; and

• street tree planting or other landscaping in larger public space areas, or where larger boulevard areas may

result.

The implementation of these features may be limited by the available areas, however, opportunities should be

explored to provide enhancements along the corridor where possible. This may also include consideration for future

enhancements to be implemented as development opportunities occur along this corridor.

8.10 Traffic Signals and Illumination

Due to the widened intersections and roads, any traffic signals at existing intersections and the street lights along

the length of the project area will be impacted.

Traffic signals that presently exist that would require reconfiguration are at Tillmann Road, Bostwick Road, the

Bostwick YMCA entrance, and at Pine Valley Boulevard. The traffic signals at the Colonel Talbot Road intersection

are anticipated to be removed as part of the reconstruction of the intersection to a roundabout.

Each intersection will be reviewed at the time of detailed design to determine if any relocations are required or if a

full reconstruction is warranted, as directed by the City of London Traffic Roadway Lighting and Traffic Control

Division.

There are no existing dedicated pedestrian crossing locations within the corridor. It is not anticipated that separate

pedestrian crossings will be constructed as part of the proposed works. This will be reviewed further during detailed

design to confirm if there is a warrant for any required pedestrian crossings.

The majority of the corridor is serviced with street light poles and luminaires, with limited area utilizing the existing

hydro pole line for pole mounted fixtures. It is anticipated that the existing hydro poles could be used for pole

mounted fixtures, as a result of the road being widened, however, the arrangement and clearance from hydro

infrastructure will need to be reviewed further to determine of the poles can be utilized. Alternatively, all new, or

relocated existing, street light poles and luminaires can be implemented along the length of the corridor.

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All new street light poles and luminaires will be installed along the project area where existing street lights or hydro

poles are not available or capable of supporting new street lights. The installation of poles within the medians is

subject to further review, pending the final layout and location of any new medians. The design shall also consider

the required pedestrian-level lighting which could be serviced through shorter street light poles and luminaires

specifically for walkway areas should the street lighting not be sufficient.

Further review of the materials and products used is to be conducted, in coordination with City of London Roadway

Lighting and Traffic Control Division, as part of detailed design. Lighting calculations are to be completed, in

accordance with City of London Design Requirements, as part of detailed design.

Temporary illumination will also need to be maintained during construction. It is expected that illumination will need

to be maintained in full night-time operation during the extent of the project, as altered or affected by construction

staging, until the proposed final street lighting is in place and fully operational. Construction staging and its impacts

on the existing street lights will need to be reviewed further during detailed design.

8.11 Adjacent Developments

As noted in previous sections, the area surrounding Southdale Road West and Bostwick Road is anticipated to

experience significant development growth in the near term, with several current active residential and commercial

development plans presently underway.

As a result, subject to the timing of the road reconstruction project, interim or permanent servicing requirements

associated with the adjacent developments may need to be considered in the detailed design and construction of

the road improvements along Southdale Road West and Bostwick Road.

Development applications and their proposed servicing needs, including utilities upgrades, and timing will need to

be monitored to identify any potential impacts to the proposed road design, to ensure that servicing or road layout

conflicts do not occur as a result of any new development plans.

8.12 Construction Staging and Traffic Detouring

Completion of the full scope of the proposed work will be a significant undertaking. As a result, traffic through and

within the project area would be impacted in some fashion over a number of years. Based on similarly completed

projects, it is anticipated that each phase of the project would take approximately 2 years to fully complete, all

subject to project timing and available budgets. Therefore, consideration should be given to the staging and

sequencing of construction and traffic management.

Table 8.3: Preliminary Implementation Schedule

Project

Phase

Project Component Anticipated Timing

(2019 Transportation Background Study)

Phase 1

Southdale Road:

Farnham Road to Pine Valley Boulevard

Construction: 2022 (0-5 years)

Phase 2 Bostwick Road:

Southdale Road West to south limits of study area

Construction: 2025

Phase 3

Southdale Road:

Colonel Talbot Road to Farnham Road

Construction: 2031

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To accommodate the potential 2-year construction window for each phase, the project is to be reviewed to

determine what impacts may occur to the local residents and traveling public during that time. Each phase will have

varying degrees of impact, with the most significant impact occurring during the first year of each phase.

The project may also be further subdivided to consider the reconstruction of the Colonel Talbot Road intersection to

construct the new roundabout. This may be implemented due to its shorter construction period, and affords the

opportunity to address a significant traffic bottleneck within the corridor. This project is presently identified in the

2019 DC Transportation Background Study to be completed in 2024.

In each Phase it is anticipated that two lanes of traffic would be maintained at all times whenever possible.

Localized closures may be required due to challenging servicing issues or completion of roadworks in a more timely

manner. Any closures will be thoroughly reviewed to ensure it is required and to minimize the duration of closure to

the traveling public.

Figure 8.4 identifies an overall detour plan to be established, to route traffic around the project area during

construction, which generally diverts traffic to the other major arterial roads, being Wonderland Road and Westdel

Bourne. Bostwick Road will be available as a detour route, subject to the final phasing and staging of the

construction work.

The actual staging and duration of the project will be reviewed further as part of detailed design, and could be

adjusted subject to design and approvals timing, complexity of construction, approved budgets, and other factors

that may alter the overall project duration or how it is constructed.

8.13 Preliminary Construction Cost Estimate

A preliminary construction cost estimate for this project has been prepared, including road reconstruction, utility

relocations, and engineering, and is included in Appendix D.2.

Property acquisition will be required in order to accommodate the full proposed road widenings and reconstruction

of Southdale Road West and Bostwick Road. Subject to the timing of development along these corridors, road

widening dedications would also be provided as part of those applicable developments. The cost of any property

acquisition will be subject to project timing, market costs, and any development timing along the corridor. For the

purposes of the construction estimate, property acquisition costs have not been estimated based on current market

value and land area required.

Total project costing may also be impacted as a result of the phasing limits and timing.














PRELIMINARY

Fig. Figure 8.4

Detour Plan

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The total preliminary construction estimate for this project associated with the proposed improvements is $23.3MM,

including 15% contingency and 15% engineering. An additional investment of approximately $670,000 is included

to consider coordinated watermain and sanitary sewer lifecycle renewal. This cost estimate also includes

preliminary estimates for potential property acquisition requirements.

Table 8.4: Preliminary Construction Cost Estimate

Item

Southdale Road

Project Total Bostwick Road to Pine Valley Boulevard, and

Bostwick Road

Colonel Talbot Road to Bostwick Road

Road Works and Earthworks $ 3,620,000 $ 8,430,000 $ 12,050,000

Storm Sewers $ 830,000 $ 1,250,000 $ 2,080,000

Traffic Signals and Illumination $ 500,000 $ 740,000 $ 1,240,000

Miscellaneous $ 540,000 $ 820,000 $ 1,360,000

Watermain $ 110,000 $ 160,000 $ 270,000

Sanitary Sewers $ 80,000 $ 120,000 $ 200,000

SUBTOTAL $ 5,680,000 $ 11,520,000 $ 17,200,000

Property Acquisition $ 390,000 $ 420,000 $ 810,000

Utility Relocation $ 120,000 $ 180,000 $ 300,000

Engineering (15%) $ 930,000 $ 1,870,000 $ 2,800,000

Contingency (15%) $ 930,000 $ 1,870,000 $ 2,800,000

TOTAL $ 8,050,000 $ 15,860,000 $ 23,910,000

* Utilities relocation costs to be shared between City of London and utilities owners. Exact cost sharing agreement and values to

be confirmed during detailed design and approvals process.

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9. Recommended Mitigation Measures /Monitoring

The implementation of the Project has the potential to create positive and negative effects. Avoidance of negative

effects has been a key consideration throughout Phases 1 through 3 of the Project and has been discussed with

agencies, stakeholders, and the public.

Effects can be generally divided into two (2) main categories: construction-related effects (which are temporary in

nature) and effects related to the operation and maintenance of the Project (effects that are permanent). Negative

effects caused by the Project are avoided to the extent possible; however, in cases where negative effects cannot

be fully avoided, mitigation measures will be required during construction, and operation and maintenance of the

Project.

9.1 Commitment Highlights

The purpose of this section is to section is to detail the recommended mitigation measures and necessary

monitoring as the project moves into detailed design and construction.

Natural Environments:

• A detailed Tree Inventory and Preservation Plan should be conducted once the final design is completed;

• An Erosion and Sediment Control Plan should be prepared during detailed design;

• A detailed Construction Sequencing Plan;

• A detailed SAR and Wildlife Handling Protocol should be developed prior to the initiation of construction;

• A Notice of Activity is to be prepared with the associated Habitat Management Plan at detailed design;

• Any in water-works will require a plan to relocate fish encountered within the construction footprint. This

should be prepared during detailed design.;

• Wherever possible, habitat for SAR should be compensated for and/or enhanced;

• An edge management plan shall be prepared once construction has been completed along Bostwick Road

for Patch No 10063; and

• A detailed restoration plan utilizing native plantings and native seed mixes following City specifications

should be developed and followed.

Social Environment:

• Traffic management plan is to be developed to minimize disruption during construction;

• Access to existing properties, businesses, institutions and commercial areas are to be maintained during

and after construction; and

• Infrastructure is to be implemented to support active and healthy lifestyles (walking, cycling).

Archaeology and Cultural Heritage:

• The completion of a Stage 2 Archaeological Assessment is to be undertaken during detailed design for any

areas identified by the Stage 1 archaeological assessment as requiring further archaeological fieldwork;

• No impacts to existing archaeological and cultural heritage resources is to occur; and

• No impacts to existing properties identified by the CHAR are anticipated, but should be considered

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9.2 Permits and Approvals

9.2.1 Ministry of Environment, Conservation and Parks

MECP approvals may include a Permit To Take Water (PTTW) should there be groundwater taking of more than

50,000 litres per day. Based on the anticipated scope of construction the need for a PTTW is not anticipated, but

should be reviewed further at the time of detailed design to confirm exact requirements. An Environmental

Compliance Approval (ECA) application and approval will be required for the new local storm sewers and any

required storm water management works.

9.2.2 Upper Thames River Conservation Authority

In accordance with O.Reg 157/06, a Development Interference with Wetlands and Alteration to Watercourses and

Shoreline Regulation permit will be required from UTRCA prior to construction within the regulated area.

9.2.3 Ministry of Natural Resources and Forestry

Ecological investigations determined that there is potential habitat for 27 SAR species within the study area. It is

recommended that correspondence with MNRF during detailed design be undertaken to confirm if the completion of

MNRF’s Information Gathering Form (to determine if authorization under the Endangered Species Act is necessary)

is required.

The proposed road work will potentially result in the removal of 1.35 ha of habitat for Bobolink and Eastern

Meadowlark, a Notice of Activity (NOA) and a Habitat Management Plan will need to be prepared for the MNRF

prior to commencing development in accordance with Ontario Regulation 242/08.

9.2.4 Ministry of Tourism, Culture and Sport

Acceptance of the Stage 2 Archaeological Assessment (if required) will be necessary.

9.2.5 Ministry of Infrastructure

Consultation with MOI is to be undertaken/continue during detailed design to identify lands controlled by IO, which

can include Hydro One, and determine how to proceed. The City of London may initiate initial consultation with the

MOI and/or Hydro One directly to commence discussions and review of any land acquisition or access needs.

9.2.6 Indigenous Communities

A copy of the ESR and any associated reports will be provided to Chippewa of the Thames First Nation as

requested.

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9.3 Construction Mitigation

Based on the preferred design concept, it is recognized that the Southdale Road West and Bostwick Road

improvements will result in some impact on the existing environment. In order to address the effects, the following

approach was taken:

• Avoidance: The first priority is to prevent the occurrence of negative effects (i.e., adverse environmental

effects) associated with the implementation of an alternative;

• Mitigation: Where adverse environmental effects cannot be avoided, it will be necessary to develop the

appropriate mitigation measures to eliminate or reduce to some degree, the negative effects associated

with implementing the alternative; and

• Enhancement/Compensation: In situations where appropriate mitigation measures are not available, or

significant net adverse effects will remain following the application of mitigation, enhancement or

compensation measures may be required to counterbalance the negative effect through replacement in

kind, or provision of a substitute or reimbursement.

The following mitigation measures are recommended to ensure that any disturbances are managed by the best

available methods. These measures will be further confirmed and developed during detailed design. Table 9.1 and

Table 9.2 provide detailed assessments of the potential impacts associated with the project and the recommended

mitigative measures required to reduce these effects.

Table 9.1: Mitigation Measures

Indicator Potential Impacts Potential Mitigation, Enhancement, Compensation

Vehicular Traffic and Active Transportation

Management

Traffic disruption. During Detailed Design:

• Develop requirements for contractors: ‘Traffic Management andCommunications Plan’, in consultation with the City including:

o Requirements for detour signage to be in place during construction.o Principles of active transportation access during construction.o Notification for emergency responders.

Prior to Construction:

• Undertake notification to area residents and businesses.

• Erect signs advising of traffic disruptions.

Air Quality Dust emissions during construction.

During Construction:

• Require contractor to implement provisions for dust control.

• Require contractor to halt work in event that dust emissions are foundto be unacceptable.

Noise Disruption to residents,

business


• Ensure all equipment is in good working order with muffler devices.

Access Traffic and access to properties and business during construction

During Detailed Design:

• Develop requirements for contractors: ‘Traffic Management andCommunications Plan’, in consultation with the City.


• Minimize construction duration (working days).

• Traffic Management Plans will be developed as part of the designprocess to mitigate impacts to travelling public and property access willbe maintained.

• Minimize impacts to public transit through temporary relocation of busstops.

• Minimize temporary displacement of existing sidewalks. • Minimizeaccess disruption to businesses, institutions and commercial areas.

• Affected road users and property owners will be notified in advance(e.g. signage, notices), as to construction schedule/duration.

• Restore access once construction is complete.

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Indicator Potential Impacts Potential Mitigation, Enhancement, Compensation

Erosion and Sedimentation

Potential for erosion and sedimentation

During Detailed Design:

• Develop an Erosion and Sediment Control Plan including the protectionof terrestrial and aquatic natural areas.


• Implement and monitor erosion and sedimentation control strategy.

• Any areas disturbed by construction will be restored and stabilized assoon as practically possible.

Control of Inadvertent Spills

Potential inadvertent spill of hazardous materials during construction

During Construction, require contractor to:

• Store all oils, lubricants, fuels and chemicals in secure areas.

Archaeology Loss or disruption to archaeological resources.


• If any archaeological and/or historical resources are discovered:o Require contractor to halt work in the area of the discovery, until

permitted to resume by the MTCS.o Require contract administration to notify the MTCS (Archaeological

Unit) of the discovery.

• If human remains are identified all work will halt until the properauthorities have been notified.

Table 9.2: Natural Environment Mitigation Measures

Indicator Potential Mitigation, Enhancement, Compensation

Construction Sequencing

Plan

• A detailed construction sequencing plan will be developed at the detailed design stage in order

to provide enhanced protection measures to mitigate impacts to the retained portion of the

wetland along the southern portion of Southdale Road. These mitigation measures should

include but not limited to:

• The use of straw bales or a silt curtain;

• Wildlife inspection & relocation;

• Wildlife timing windows (e.g. amphibian breeding season (April-June), MBCA (April-August);

and

• Tree Protection fencing.

Sediment and Erosion

Control Fencing

• Mitigation measures are recommended to be used for erosion and sediment control to prohibit

sediment from entering the identified vegetation communities and watercourses during

construction. The primary principles associated with sedimentation and erosion protection

measures are to:

• minimize the duration of soil exposure;

• retain existing vegetation, where feasible;

• encourage re-vegetation;

• divert runoff away from exposed soils;

• keep runoff velocities low; and

• trap sediment as close to the source as possible.

• Details of the type and placement of sediment and erosion control to be used will be outlined in

an Erosion and Sediment Control Plan to be drafted during detailed design.

Construction Mitigation –

Fisheries Timing Windows

• Timing guidelines are applied to protect fish from impacts of works or undertakings in and

around water during spawning migrations and other critical life history stages. The application of

in-water work timing guidelines is consistent with MNRF's responsibility as the lead provincial

fisheries management agency.

• All in-water construction activities must adhere to watercourse specific timing windows set by the

MNRF to avoid critical spawning/migration periods. The restricted activity timing window for the

spring spawning period is from March 15 to July 15.

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Peripheral Vegetation

Protection

• During construction adjacent to the identified vegetation communities, heavy equipment could

damage peripheral vegetation from contact, excavation and/or soil compaction. Dust coated

vegetation can reduce photosynthesis, increase susceptibility to disease and lead to death. It is

anticipated that perimeter plants would be most susceptible to such effects. The following

recommendations are made to mitigate these potential impacts.

• Prior to heavy machinery working adjacent to the identified vegetation communities, a fence

barrier for tree protection should be installed outside the drip-line of tree identified for protection

and is in the vicinity of exposure to damage by machinery.

Dust Suppressant

Treatment

• Dust suppressants during dry periods should be applied to those areas which generate large

amounts of dust.

• Restrict earth movement immediately adjacent to woodlands during periods of high dust

generation.

Controlled Construction

Vehicle Access

• Construction vehicle access should be limited to areas outside of the drip-line of the tree being

protected to prevent soil compaction and/or the initiation of soil erosion events. Construction

vehicle re-fueling stations should be centralized away from vegetation communities and

watercourses. Vehicle washing should be prohibited in areas adjacent to vegetation

communities and watercourses. The following recommendations are provided to address these

potential sources of impacts.

• Construction vehicle access should be limited to existing roadways and construction paths,

away from the identified vegetation communities.

• For areas immediately adjacent to the Thornicroft Drain, periodic supervision of the construction

is recommended.

Construction Vehicle Re-

fueling Stations

• Re-fueling stations should be located within a centralized location on-site, a minimum of 30 m

from vegetation communities, and watercourses.

• Re-fueling stations should be constructed in a manner to prevent soil and/or surface and

groundwater contamination from any leaks or spills.

• An emergency response kit should be made available at each re-fueling station in case of a spill.

• All on-site crew members operating construction vehicles should be appropriately trained in

handling a potential spill and have WHMIS training.

• All chemical transfer/maintenance should be conducted within the refueling station areas.

Damage to Rooting Zones

during removals

• During grading and construction in areas immediately adjacent to identified vegetation

communities and planted trees, roots may be damaged by machinery and soils may be

compacted, thereby affecting the trees’ ability to grow and absorb nutrients and water. In order

to address root damage, it will be necessary to prune roots of adjacent trees during grading and

excavation. To avoid compaction of soils, root zones around trees within natural heritage

features will need to be fenced. Most areas will be avoided by restricting construction to areas

outside the features.

Wildlife Habitat Protection

and Mitigation Measures

• Construction activities within the Study Area have the potential to disturb breeding birds and

other resident wildlife within the identified vegetation communities. A certain degree of

disturbance can be avoided by the proper scheduling of construction periods. The following

mitigation measures are recommended to minimize impacts to wildlife.

• During the detailed design phase a more detailed wildlife observation protocol will be drafted to

ensure that appropriate mitigation measures are followed for encounters with wildlife.

Breeding Birds and

Vegetation Removals

• Removal of vegetation within the Study Area can occur between the months of September to

April, which is outside of the typical breeding bird period (April 1st to August 31st) within

southern Ontario to avoid contravening the MBCA.

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Construction Mitigation –

Noise Disturbance to

Resident Wildlife

• Construction is restricted to periods before and after breeding period, subject to review.

• Limit construction activity to a period after 7 am and before 7 pm daily.

Wildlife Protection and

Handling

• A qualified ecologist/biologist or ecologists should conduct a survey of the project work area and

areas immediately adjacent to the work areas (10 to 30 m) for SCC identified in the document.

Where SCC species are found, appropriate transplanting (for vegetation species) and relocation

(for reptiles and amphibians) will be undertaken by a qualified professional. Should any of the

species be observed within the construction area, a Transplant and Relocation Plan should be

prepared and implemented prior to construction

• Any required SCC relocation must be conducted by a qualified SCC Specialist who has obtained

the appropriate approvals from the relevant regulator.

Disturbance to fish

species

• If in-water works are to occur, fish relocations will be required prior to construction activities. In

order for the relocations to occur, a Scientific License to Collect Fish will need to be obtained

from the MNRF.

9.4 Climate Change

Climate change is now being integrated into infrastructure planning and design as a way of building more resilient

and robust systems. Incorporating sustainability and resiliency early on in the decision making process provides a

level of flexibility to allow for changes in the future weather and climate uncertainty into the project design.

Climate change trends across Ontario show that temperatures are increasing across all seasons, precipitation

patterns are changing, and extreme weather events are becoming more intense and frequent. Planning to account

for these changes in historical averages, as well as shorter-term more extreme events, is challenging but essential.

9.4.1.1 Potential Construction Effects

Planning and design of road infrastructure should take into consideration key factors and climate change trends,

such as building to withstand extreme precipitation and extreme heat. These climate events will impact the physical

infrastructures as well as those using the widened Southdale Road West and Bostwick Road corridors.

Impacts of climate change on transportation systems are already visible and include:

▪ More travel disruptions due to flooding, winter storms, and road washouts;

▪ Increased pavement damage from higher temperatures and freeze-thaw cycles; and

▪ Increased maintenance requirements for roads, medians and boulevards including hardscape and vegetative

materials.

During construction, road infrastructure proposed should be as climate ready as possible. Potential effects to

consider include the greenhouse gas (GHG) emissions associated with the construction period including the

physical machinery and equipment, travel distance and time for construction workers to get to and from the site,

and the sourcing of building materials.

9.4.1.2 Potential Operation Effects

Climate change impacts for this project are also related to operations and maintenance as the transportation sector

is one of the biggest contributors to CO2, a key greenhouse gas. Once Southdale Road West and Bostwick Road

have been widened, there is the potential for stormwater capacity and drainage system issues as the amount of

impervious surface areas will increase. Also, as the widened Southdale Road West and Bostwick Road will

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increase its capacity in terms of vehicular traffic volume, there is the potential to increase GHG emissions

compared to current emissions.

9.4.1.3 Mitigation

Mitigation measure to minimize climate change impacts and impacts to individuals using Southdale Road West and

Bostwick Road in the future may include (but are not limited to) updating plans for weather emergencies, closures

and rerouting, and traveler information systems to include future climate change projections. As the amount of

impervious surface areas will increase, appropriate stormwater capacity should be considered to mitigate additional

runoff, climate change and the likelihood of extreme precipitation.

9.5 Proposed Construction Monitoring

Contract tender documents will address mitigation in an explicit manner to ensure that compliance is maintained.

The provision of an experienced field representative to review construction will ensure that the project follows

contract specifications and does not unnecessarily impact vegetation, the community or aquatic environment.

9.6 Post Construction Monitoring

Following construction, the reconstructed roadway and operation of the storm sewer is not expected to result in any

negative impacts. Post construction monitoring will be required following construction to ensure that any

disturbances have been properly restored (e.g. grading, seeding and planting). All outlets and culverts will be

regularly inspected and maintained. Post construction monitoring details will be developed during Detailed Design.

City of London






10. Summary

10.1 Summary

The ESR covers the process required to ensure that the proposed active transportation improvements meet the

requirements of the EAA. The MCEA planning process has not identified any significant environmental concerns

that cannot be addressed by incorporating established mitigation measures during construction.

The proposed improvements resolve the problem/opportunity statement identified in this report. A preliminary

evaluation of potential impacts has been included in the evaluation, which indicates minor and predictable impacts

that can be addressed by recommended mitigation measures as presented in Section 9. The proposed mitigation

measures will further be developed at detailed design and will form commitments that will be adhered to by the City.

Appropriate public notification and opportunity for comment was provided and no comments were received that

could not adequately be addressed. Subject to receiving MCEA clearance following the 30 day review period, the

City will complete the detailed design and permitting-approvals phase and proceed to construction as outlined in

the ESR.

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