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WONDERLAND ROAD SOUTH MUNICIPAL CLASS ENVIRONMENTAL ASSESSMENT

December 2014



Notice of Study Completion Winter 2015

This is the second of two Public Information Centres (PICs) to be held during this study to provide the public with an opportunity to review and comment on project details.

Please sign in so we can keep you updated on the study

Representatives of the Project Team are available to discuss the project with you.

Please ask questions and make your opinions known to us.

Please complete a comment sheet before leaving.

Please submit your comments by January 9, 2015.


The PIC has been arranged to:

Provide a summary of the materials presented and feedback received at PIC 1;

Present the evaluation and selection of the preferred road cross-section concept;

Present the preliminary preferred widening alternative;

Present the overall Preliminary Preferred Design;

Review the potential benefits, impacts and mitigation measures associated with the overall Preliminary Preferred Design, including proposed property requirements;

Receive your comments on the work completed to date; and

Identify the next steps in the study.

The City of London is carrying out this Schedule C Municipal Class Environmental Assessment (EA) and Preliminary Design Study for improvements to Wonderland Road South, from Southdale Road to Highway 401 to:

create a City of London transportation network that provides the north-south transportation capacity necessary to support the planned population and employment growth;

support regional transportation needs by improving connectivity to Highways 401 and 402;

support continued agricultural land use and agri-business activities in the south portion of the corridor, outside of the urban growth boundary.

This study also includes a Scoped Environmental Impact Study (EIS).

Phase 1: Problem and Opportunity

Phase 2: Alternative Planning Solutions

Phase 3: Alternative Design Concepts

Phase 4: Environmental Study Report

Phase 5: Implementation (Long-Term)

Notice of Study Commencement

July 2013

PIC # 2 December 11, 2014

PIC # 1 January 23, 2014

WE ARE

HERE

Notice of Study Completion Spring 2015


Significant gateway and primary north-south connection to 400 series Highways.

High level of urban design to create a strong corridor identity.

Community Enterprise Corridor - mix of commercial, office, residential and institutional uses.

Identifies Wonderland Road for widening as part of the 2030 Network Improvements and recommends other operational improvements.

Endorses a planning approach that integrates public infrastructure into community design, since infrastructure is such a present and powerful factor in the function and appearance of communities.

A primary commuter network comprised of on-road bicycle lanes on higher order roads.

All City-initiated capital transportation projects will have consideration for bicycle facilities and incorporate into the Environmental Assessment and budgeting process, as required.

Represents the evolution of planning for growth in the City with a focus on integrating land use and transportation; a key aspect of which will be creating the urban structure to support shifts to transit and active transportation.


This study is an opportunity to contemplate both the function and the character of a future Wonderland Road South corridor.

Existing operational deficiencies;

Future travel demand associated with planned population and employment growth;

An enhanced north-south transportation corridor to facilitate both local and regional movement of people and goods;

Future Transit system expansion along the corridor;

Pedestrian and cyclist movements through the corridor and to/from adjacent areas; and

Long-term vision of a street design that supports a future street-front urban structure.

Improvements are needed along the Wonderland Road South corridor to address/accommodate:

Alternative Planning Solutions were presented at PIC 1. The preferred Planning Solution includes a combination of the following solutions:

Widen Wonderland Road South from Southdale Road to Highway 401; and

Support alternative modes of transportation such as cycling and walking and support improved transit service.

The preferred Planning Solution addresses the problems and opportunities by:

Implementing the recommendations of the Transportation Master Plan;

Creating a transportation network that supports the planned population and employment growth and the vision for Wonderland Road identified in the Southwest Area Plan and Official Plan; and

Supporting the function of Wonderland Road South as a significant gateway by providing the infrastructure necessary to strengthen connectivity to Highways 401 and 402.


Within the Urban Growth Boundary (UGB), existing land use is comprised of retail / commercial and industrial with remaining agricultural areas intended to transition to urban land use.

Continued development and intensification within the UGB will be guided by the policies of the Southwest Area Plan (SWAP).

Outside of the Urban Growth Boundary, land use is characterized by crop production and other agricultural operations / agri-business.

There are no Built Heritage Resources present that are on the City of London Heritage Register or are listed /designated under Part IV of the Ontario Heritage Act.

Two built features of heritage interest and 11 Cultural Heritage Landscapes (roadscape, farm complexes, and agricultural landscapes) have been identified.


GENERAL COMMENT GENERAL RESPONSE

High level of concern from a number of stakeholders

regarding access including:

- Maintaining existing mid-block access

- Opportunities for mid-block access for future

developments

- Impacts to businesses within the ‘triangle’

between Wharncliffe and Exeter Roads as a

result of raised medians on Wharncliffe

- Existing mid-block access will continue to be reviewed in

accordance with the City’s Access Management Guidelines as the

area redevelops and intensifies.

- Access for new developments along Wonderland Road will be

provided in accordance with the City’s Access Management

policies and subject to development-specific Traffic Impact Studies.

These are not within the current scope of the Wonderland Class

EA.

- With respect to Wharncliffe Road and access to the ‘triangle’:

- The raised median on Wharncliffe will be extended with the

intersection improvements at Wonderland Road

- Access management around the triangle will result in it

functioning similar to a roundabout

- Based on the traffic analysis, Wharncliffe Road will require 6

lanes in future; medians are usually used in 6-lane roadways

for safety (preventing left turns across 3 lanes)

Question why bike lanes and sidewalks should be

provided along a 6-lane roadway.

- The Preliminary Preferred Design is intended to balance the traffic

capacity requirements with supporting the vision for a much

different future urban setting along Wonderland. The design

anticipates that the long-term redevelopment of the corridor will

create a mix of higher density development closer to the street and

that speed limits would be reduced; changing the character of the

road. The City’s objective is to create a safe and attractive corridor

that will encourage transit, pedestrian and cyclist use. It is the City’s

policy to plan for on-road cycle lanes on all major roads as well as

provide for a pedestrian environment, supported by transit.

Local traffic from Southdale Road to Dingman Drive

should take alternative routes like Pine Valley, away

from the through traffic headed to Highways 402 and

401, so that stoplights could be removed from

Wonderland. Streets running parallel to Wonderland

would be safer for local traffic, bikers and

pedestrians and would facilitate through traffic by

avoiding the congestion of local traffic.

- Wonderland Road is designated as a major arterial and is intended

to provide for both local and regional traffic. Local traffic may find

alternative routes, however, it is the City’s objective to create a

Wonderland Road corridor that is multi-functional and supports

vehicular traffic, transit, pedestrian and cyclist travel. This vision is

reflected in the City’s Official Plan, the Transportation Master Plan

and the Southwest Area Plan.

Comments regarding the existing road deficiencies,

particularly in the south portion of the corridor

including: road drainage issues, deep drainage

ditches, travel lane widths and shoulder widths.

- The proposed road improvements will be designed to current City

of London standards. Drainage and stormwater management will

be designed to meet City and Ministry of Environment and Climate

Change requirements.

A variety of positive and negative responses to the

Urban Design examples provided for discussion

purposes at PIC 1.

- Images were provided at PIC 1 to demonstrate urban design

approaches from other jurisdictions. Ultimately the City of London

will select urban design elements that are consistent with the City’s

brand and vision. The City hopes that the urban design elements

will be appealing to most, however, recognize that there may be

some members of the public that do not favour the selections.

GENERAL COMMENT GENERAL RESPONSE

There is a locally significant wetland (Decker LSW)

as well as a City designated Environmentally

Significant Area (East Lambeth Forest ESA) that

could be impacted by the road widening. We

prefer to see the road widened more to the east as

the two environmental features are adjacent to the

road on its west side. Widening to the west will just

make these two environmental features smaller.

When this road was widened some 10 years ago,

new edge was created in the ESA and creating

more would continue the damage. As this is a City

project, the City’s Official Plan policy 15.3.3 must

apply.

The next PIC will show possible road alignments.

We hope that at least one of the alignments to be

proposed for evaluation will avoid the ESA and

LSW.

We also understand that there are bird species that

require protection under the Endangered Species

Act that have already been identified in or around

the study area. We look forward to receiving more

detail as to what protection will be provided as part

of this project.

- The Preliminary Preferred Alternative will result in some minor edge

encroachment to the East Lambeth ESA. It was not possible to

widen to the east in this area given the location of the Dingman

Drive intersection and Dingman Creek Bridge and the Highway 402

Interchange, all of which constrain the flexibility to shift the horizontal

alignment.

- The widening of Wonderland Road to 4-lanes adjacent to the Decker

LSW will result in some encroachment. A full assessment of the

impact will be documented in the EIS and will form part of the

Environmental Study Report. The Project Team (including the City’s

Planning Ecologist) will determine an appropriate

mitigation/compensation strategy to address Official Plan policy

requirements. This will form part of the EA commitments.

- Various means to avoid the wetland were considered. A slight

alignment shift to the east (i.e., holding the existing west edge of

pavement) was not considered reasonable by the City because it

would have required relocating the hydro tower. An alignment shift

further to the east would require the new road to cross the hydro

corridor between the towers, subject to meeting vertical clearance

requirements, and would result in more substantial property impacts

(i.e., severing a residential property north of the corridor).

- Species at Risk and their habitat will be protected in accordance

with Endangered Species Act Requirements. MNR will receive the

ESR for their records.

The study should include Wonderland Road, south

of Highway 401, into Elgin County and should

consider improvements to Highway 3.

- The current study has been initiated to address anticipated traffic

capacity issues identified in the City of London Transportation

Master Plan and the future growth planned in the Southwest Area

Plan. Elgin County is aware of the new Highway 401 Interchange.

The City of London study does not preclude Elgin County from

undertaking a similar type of study, when warranted, to address any

potential capacity or operational issues within their jurisdiction.

Questions related to design details that had not yet

been developed at PIC 1 and are now presented at

PIC 2, including:

• Access and mobility of agricultural vehicles;

• Traffic signals at Westminster, Scotland, and

Decker Drive;

• Potential impacts to buildings along

Wonderland Road;

• Hydro tower adjacent to Wonderland;

• Overpass at Highway 402;

• Maple sugar bush.

- Improvements made to the road cross-section including wider travel

lanes, paved shoulder + additional gravel shoulder, will

accommodate the movement of farm vehicles. No change in farm

field access is proposed.

- Traffic signals are recommended where warranted. Where not yet

warranted, the City will monitor traffic operations and install signals

when appropriate.

- The hydro tower adjacent to Wonderland Road will remain in place;

road widening will occur to the west.

- The Highway 402 Overpass will be constructed by the City.

- Impacts to the Maple Sugar bush will be avoided/minimized.


Draft Evaluation Criteria Sticker Count

Proposed TRANSPORTATION AND TECHNICAL Criteria Stickers

Movement of Goods and People 3

Corridor Width Range 2

Travel Speed 3

Number of Lanes 11

Local Street Connectivity 7

Transit 4

Cycling and Pedestrians 6

Access Management 22

TOTAL 58 (51%)

Proposed NATURAL ENVIRONMENT Criteria Stickers

Natural Heritage Features 14

Wildlife and Wildlife Habitat 6

Species at Risk 4

Protection of Surface and Groundwater 7

TOTAL 31 (27%)

Proposed SOCIO-ECONOMIC ENVIRONMENT Criteria Stickers

Property 4

Businesses 4

Community Features 0

Noise 3

TOTAL 11 (10%)

Proposed LAND USE AND URBAN DESIGN Criteria Stickers

Land Use Designations/Context 8

Planned Building Scale and Orientation 1

Street Character and Vibrancy 0

Local Identity 1

TOTAL 10 (9%)

Proposed CULTURAL ENVIRONMENT Criteria Stickers

Archaeology 0

Built Heritage 3

Cultural Heritage Landscape 1

TOTAL 4 (3%)

A broad range of criteria was used to assess the potential environmental effects and provide for a transparent decision-making process. As depicted at PIC 1, the evaluation criteria fall under 5 general categories:

Attendees of PIC 1 were asked to indicate which criteria should be considered high priority during the decision-making process.

Each attendee was provided 5 stickers for placement on any of the criteria. The results are summarized in the table on the left.

The results indicated that access management, protection of natural heritage features, traffic capacity, and land use context are of high importance to stakeholders. This feedback was carefully considered in the decision-making process.

Transportation and Technical

Natural Environment

Socio-Economic Environment

Land Use and Urban Design

Cultural Environment


The design alternatives encompassed two aspects: Road Cross-Section Concepts – to identify a preferred arrangement of vehicular travel lanes, sidewalks, boulevards, bicycle lanes etc. Road cross-section concepts were developed for two distinct segments of the Wonderland Road corridor based on the different lane requirements within each segment to meet future travel demand:

Southdale Road to Dingman Drive; and

Highway 402 to Highway 401.

Wonderland Road from Dingman Drive to Highway 402 will be a transitional area from the 6-lane cross section in the north, through the Highway 402 Interchange, to a 4-lane cross section between Highways 402 and 401.

Road Widening Alternatives – the evaluation of the means by which road widening can be achieved. The evaluation was carried out in a stepwise manner, with the road cross-sections being assessed first to establish road right-of-way requirements and the road widening approach developed afterward, based on the preferred cross-section.


The Preliminary Road Cross-Section Concept Alternatives illustrated below were presented at PIC 1. Comments received at and following PIC 1 did not result in any substantial changes to the alternatives.


Detailed assessment tables are available for review at this PIC. Based on the assessment, Alternative C: 6-lanes+off-peak parking + bike lanes is recommended for Wonderland Road South between Southdale Road Dingman Drive. Wonderland Road from Dingman Drive to Highway 402 will be a transitional area from the 6-lane cross section in the north, through the Highway 402 Interchange, to a 4-lane cross section between Highways 402 and 401.

Least Benefits/ Most Impacts

Most Benefits/ Least Impacts

FACTOR/CRITERIA

ALTERNATIVE A

Frontage Street ROW = 56.5 m

ALTERNATIVE B

6-lane + bike lane ROW = 42.0 m

ALTERNATIVE C

6-lane + off-peak parking + bike

lanes ROW = 42.0 m

ALTERNATIVE D

6-lane+off-peak parking + bike

lanes + multi-use trail

ROW = 43.5 m

ALTERNATIVE E

6-lane + off-peak parking + 2-way

bike path ROW= 42.0 m

SUMMARY

1.0 SOCIO-ECONOMIC ENVIRONMENT

Property and Access (property impacts and temporary and permanent changes to access)

Alternative A has the widest ROW, which would correspondingly impact the most property, although at this stage it is not possible to quantitatively assess these impacts. For Alternative A - Access to major development areas is provided only at widely spaced signalized intersections, limiting access opportunities to development adjacent to the corridor. However, there is excellent access to business that front onto the Frontage Street. At the same time, the wide ROW would result in a greater distance for pedestrians to cross the street, although the boulevards and medians would provide an opportunity to establish pedestrian refuges at intersections. Alternatives B, C, D and E all provide greater opportunity for access (compared to Alt A) to adjacent developments as the locations signalized intersections are not constrained/determined by the Frontage Street operations. Alternative B has a lower level of pedestrian access for frontage businesses, as there is no on-street parking. Alternatives C and E provide good pedestrian access to street fronting buildings because they include on-street parking, and sufficient vehicular access at intersections. Alternative D would provide good vehicular access, similar to C and E, however pedestrian access to/from the on-street parking would be hindered by the bike lane and multi-use trail. It also has a slightly wider ROW than B, C and E.

Therefore, Alternatives C and E considered similar and are more preferred over Alternative A and slightly preferred over Alternative B and D.

Community Effects (community features, nuisance impacts, mobility and activity, character)

Alternative A provides good opportunities for developing community character and for localized mobility; however, the wide ROW is seen as a hindrance to pedestrian movement/mobility across the broader corridor. Alternative B does not provide opportunities for interaction between the street and street fronting buildings and therefore limits the opportunities to enhance character and mobility. Aside from Alternative A, Alternative C provides the best opportunities for enhancing mobility and community character by encouraging built form at the edge of the ROW with on-street parking and providing for an on-street commuter cycle lane with a wide painted buffer. Alternative D proposes 18 m of uninterrupted hard surfacing on the east side, which does not provide for median space for street trees or street furniture, significantly affecting streetscape character. Alternative D also has a high potential for conflict between cyclists and pedestrians as a bike and a multi-use path are provided on the east side. This may have the undesirable effect of hindering pedestrian use. Alternative E a 2-way bike path separated from the roadway, reducing potential for conflict with parked cars in off-peak.

Therefore, Alternatives C is preferred.

Agricultural Resources (operations, field access, ability to accommodate farm equipment, area of Class 1-3 soils impacted)

All of the alternatives have the potential to impacts lands currently under agricultural production and agricultural operations. It is noted that the Wonderland Road South corridor from Southdale Road to Dingman Drive is within the Urban Growth Boundary with remaining agricultural areas intended to transition to urban land use.

Agricultural fields on the east side of Wonderland Road, near Highway 402, will maintain the existing access from Wonderland Road but may have access restricted to right-in-right-out due to the raised median that is common to all alternatives. A raised median in this area will be confirmed during preliminary design.

Therefore, all Alternatives are equally preferred.

2.0 LAND USE AND URBAN DESIGN

Context Support (Land Use Designation/SWAP Context, compatibility with the size, density and location of future buildings along the corridor)

Alternative A is preferred as it fully conforms to the SWAP land use and context and urban design policies. Alternatives C, D and E also support urban design policies and would support planned land use and development. Alternative B is the least preferred, as it does not provide for on street parking that would encourage business frontage, which is a key part of the urban design policies. Alternatives C, D, and E are similar in conforming to the urban design policies, however C is slightly better as it provides equal opportunity on both sides of the road to establish a high quality streetscape.

Therefore, Alternative A is preferred.

Street Vibrancy (pedestrian activity/animation, open space, boulevard treatment)

Alternative A dedicates the most amount of right-of-way to the public realm; all other Alternatives dedicate a similar percent (49-51%) of the right-of-way to public realm uses. Alternative B does not provide for on-street parking opportunities, which significantly reduces opportunities for street animation and for creating an intimate street setting in off-peak hours. Alternative D does not have a boulevard on one side of the roadway, and the presence of the multi-use trail hinders the pedestrian experience and limits opportunities for streetscaping. Alternative C and E provide for similar boulevard treatments however, the two-way cycle path in Alternative E may hinder opportunities for street animation.

Therefore, Alternative A is preferred because it provides the greatest opportunities for creating street vibrancy through animation, abundance of open space and significant opportunities for streetscape design on the boulevards.

Local Identity (opportunity for gateway landscape, sense of belonging – opportunity to reflect London character)

Alternative A provides the most potential for gateway treatments.

Alternatives B, C and E all provide good potential for gateway treatments, and integrated landscapes, but not as much as Alternative A.

Alternative D provides poor opportunity for a balanced gateway landscape as it does not have a boulevard on one side.

Therefore, Alternative A is preferred.

3.0 CULTURAL ENVIRONMENT

Cultural Heritage Archaeological Resources First Nations Interests

All Alternatives have similar potential to cultural heritage landscape, a residence of potential heritage interest and potential archaeological resources.

First Nations communities have expressed general interest in the study but no conflict with aboriginal interests has been identified.

4.0 NATURAL ENVIRONMENT

Fish and Fish Habitat (considering nature of impact, significance and sensitivity of habitat, potential to avoid/mitigate impacts)

All Alternatives have similar potential impacts to fish and fish habitat which will be fully defined for the assessment of road widening.

Therefore, all Alternatives are considered similar.

Terrestrial Ecosystems (considering nature of impact, significance and sensitivity of habitat, potential to avoid/mitigate impacts to upland and wetland vegetation, habitat)

All Alternatives have similar potential impacts to terrestrial resources which will be fully defined for the assessment of road widening alternatives. Since the Alt A configuration is only applicable to the north portion of the corridor, it is anticipated that the 54.5 m ROW would not be required south of Exeter Road.

Therefore, all Alternatives are considered similar.

Surface and Groundwater (drainage and stormwater management, ability to meet storm design requirements and subwatershed criteria to manage surface water quality and quantity, potential to impact groundwater sensitive areas)

While it is likely feasible to provide storm/drainage and SWM servicing for Alternative A, the treatment for the additional municipal paved area for parking would likely be provided in the regional SWM facility as opposed to if the additional right-of-way lands remained in private ownership, where treatment to be provided on site as part of private development. This may lead to increases costs associated with SWM servicing for this alternative. Most of the corridor is located within a Groundwater Recharge area. Risk to groundwater will be assessed for the road widening.

At this stage, all Alternatives B, C, D, and E are considered similar and preferable to Alternative A for Drainage and Stormwater Management.

5.0 TRANSPORTATION AND TECHNICAL

Traffic , Geometrics & Safety, Compatibility with existing and planned road network , Emergency Services, Supports alternatives modes of travel

Alternative A does not provide adequate vehicle capacity for peak and off-peak hours.

Alternative B provides the highest vehicle capacity during peak and off-peak periods, and provides familiar and safe operations for all road users.

Alternatives C, D and E have reduced vehicle capacity during off-peak hours.

Therefore, Alternative B is preferred as it provides the highest capacity for all periods, has a familiar cross-section for drivers and cyclists, and supports alternative modes of transportation.

Conflicts with Utilities, Constructability Issues, Maintenance and Operations, Construction Cost

All alternatives have similar impacts/conflicts with utilities. Alternative A has a slightly higher potential for conflicts with existing and local utilities due to a wider ROW.

All alternatives have similar constructability and staging.

Alternative A has the highest construction costs associated with the additional pavement and intermediate medians. Alternative B and E would have the low construction costs; although Alternative E has a smaller roadway pavement width, it has additional cost for the off-road paved bike path.

Therefore, Alternatives B, C, D and E are all similar.

OVERALL SUMMARY

Based on all of the discussions summarized above, the Project Team decided that Alternative C: 6-Lane + Off-Peak Parking + Bike Lanes, is the overall preferred cross-section concept because:

It has the minimum ROW requirement and therefore the least amount of property required (and least footprint impact);

It includes opportunities for on-street parking that is a critical aspect to street vibrancy, animation and access to adjacent businesses;

It will not limit mid-block access to the extent that Alternative A would (although mid-block access opportunities are still subject to access policies and development-specific traffic impact assessment and will continue to be assessed through redevelopment of the area);

It has boulevards on both sides of the road, providing the best opportunities for landscaping, and related community character, gateway treatments;

The placement of commuter bicycle lanes has less potential to disrupt pedestrians than Alternatives D and E; and

It accommodates peak traffic volumes.

RECOMMENDATION X X X X


The Interim and Ultimate approach provides the City with flexibility for implementation of the proposed widening based on ongoing monitoring of traffic volumes, once the Highway 401 Interchange is open.

An evaluation of alternatives was not carried out since there is only one Interim and one Ultimate road-cross section proposed.

An Interim 2-lane rural cross-section incorporates increased travel lane and shoulder widths for improved safety and

operations until the traffic volumes require widening to 4-lanes.

The Ultimate 4-lane rural cross-section reflects Wonderland Road South widening to 4-lanes to accommodate future

traffic volumes.


Key considerations and constraints:

Impacts to adjacent properties and accesses including: businesses, residences and community centres/places of worship;

Impacts to adjacent natural features including the ESA and the Locally Significant Wetland;

Continued agricultural and agri-business activities, including field access, in the south portion of the corridor, outside of the Urban Growth Boundary;

Future higher density land use within the Urban Growth Boundary;

Active transportation and future connections to planned recreational pathways;

Operations – considering future reduced speed limit in the urban area, road design standards and geometric design criteria that ensure alternatives are reasonable, feasible and safe.

Initially, conceptual plans were developed to widen Wonderland Road South:

on existing centreline;

to the east only (i.e., holding westerly property line)

to the west only (i.e., holding easterly property line) For much of the study area, there are existing constraints located along both sides of Wonderland Road. Therefore, it was not considered reasonable to develop alternatives that widen “strictly” to the east or west, or on the existing centreline. The design will widen the road at locations that “best fit” the current road location and surrounding land uses. “Best fit” locations were evaluated and selected to improve the existing roadway alignment, minimize environmental impacts, avoid significant physical constraints and permit traffic maintenance during construction. The preliminary plan of the “best fit” alignment is summarized on the next display panel and is provided in more detail on the large plans at this PIC.


Please see separate displays available at this PIC for more detailed preliminary plans and road cross-sections.


• A Scoped-EIS was undertaken to address the policies of Chapter 15 of the Official Plan. Field inventory was conducted from late June - late September 2013 and May - June 2014, subject to property access. Sensitive/significant ecological features and functions were incorporated into the evaluation of alternatives and considered carefully along with social, cultural and technical factors.

• Three areas characterized as ‘high’ sensitivity are proposed to be impacted by the Preliminary Preferred Alternative:

1. East Lambeth Forest ESA at the Dingman Creek crossing structure o Dingman Creek crossing structure will require an extension on the east side of Wonderland Road by ~ 3 m to accommodate the ‘ultimate’ road cross section of 4

travel lanes and an extended Hwy 402 ramp (~10 to 15 year timeframe). o The Dingman Creek valley provides for habitat connectivity and wildlife movement opportunities between large forested areas east and west of Wonderland

Road. Significant Wildlife Habitat is identified based on species observed, habitat characteristics and ecological functions. o Extension of the structure can occur within the existing road right-of-way. Potential edge removal of adjacent Green Ash Mineral Deciduous Swamp will need to

be verified during detailed design phase. Design considerations for the maintenance of wildlife passage will also be incorporated during detailed design.

2. Unevaluated Woodland, located along the west side of Wonderland Road near Dingman Drive o This feature is contiguous with the East Lambeth Forest ESA, forming part of a very large natural heritage / habitat mosaic. Significant Wildlife Habitat is

identified based on species observed, habitat characteristics and ecological functions. o The proposed roundabout will result in minor edge impacts to the northeast ‘tip’ of this feature. Opportunities to shift the roundabout and road alignment are

constrained by design criteria and limited flexibility for adjusting road alignment between Highway 402 and Dingman Drive.

3. Decker Drive Locally Significant Wetland o This feature encompasses the hydro corridor and surrounding woodland/wetland/plantation mosaic, south of Westminster Drive. Habitat diversity was deemed

to be good with potential for woodland raptor habitat and amphibian breeding habitat and confirmed observations of Eastern Wood Peewee and Wood Thrush. o The proposed road widening will result in encroachment of ~ 16 m along the length of this feature on Wonderland Road. Approximately half of the area impacted

is within the hydro corridor and is a ‘managed’ non-native thicket swamp (buckthorn). Areas impacted north and south of the hydro corridor include white pine plantation and deciduous swamp. Opportunities to realign the road to avoid impacts to the LSW are significantly constrained by the hydro tower adjacent to the east side of the road and a residence just north of the hydro corridor.

• The complete impact assessment will form part of the final Class EA documentation and will be subject to review and comment by EEPAC prior to completing the EA process.

• In accordance with Official Plan policies, the City will identify a compensation strategy to offset the proposed impacts.

• Depending on the timing of implementation, existing conditions should be confirmed/verified during the detailed design phase, as deemed appropriate by City Parks and Planning staff.


• An urban cross-section is proposed for Wonderland Road from Southdale Road to Highway 402. With an urban cross-section, drainage is conveyed through curb and gutter, catch basins and a storm sewer system.

• Quantity and quality control of runoff north of Highway 402 will primarily be provided through use of the ponds proposed in the Pincombe Drain Subwatershed Study. Where it is not feasible to convey runoff to these proposed ponds an oil-grit separator will be provided for water quality treatment.

• A rural cross-section is proposed south of Highway 402 to Highway 401. Stormwater conveyance and management in the rural cross-section will be provided in vegetated roadside embankments and ditches within the proposed road allowance.

• The Krasnicki Municipal Drain and C.B. Smith Municipal Drain will be realigned to facilitate the road widening. The realigned drains will be located within the existing or proposed road allowance.

• In accordance with City plans and policies, opportunities for active transportation are an important component of the Preliminary Preferred Alternative:

o On-Road Bicycle Lane (Southdale Road to Westminster Drive) – a portion of the roadway will be designated by striping, signing and pavement markings for the exclusive use of bicyclists. The bicycle lane is proposed to be 1.8 m with a 1.0 m painted buffer.

o Paved Shoulder (Westminster Drive to Decker Drive) – through the rural portion of the Wonderland Road corridor, cycling will be accommodated on the 1.5 m paved shoulder.

o Pedestrian/Cyclist connections will be provided from the Wonderland Road corridor to the future Multi-Use Pathway Network (Schedule 2 of SWAP): East-West Multi-Use Pathways proposed along the future Bradley Avenue and along Dingman Creek; and North-South Multi-Use Pathway proposed along Pincombe Drain , north of Dingman Drive.

o Pedestrian Realm – sidewalks are proposed between Southdale Road and Dingman Drive, within the Urban Growth Boundary.

• Existing accesses will remain open until redevelopment and intensification within the corridor triggers the proposed Wonderland Road improvements, at which time accesses will be reviewed against the City’s Access Management Guidelines, and appropriate decisions made in the context of redevelopment and the urban form at that time.

• Access patterns will change where raised medians are required (e.g., existing full access may transition to right-in/right-out); however U-turns will be allowed at major intersections.

• No proposed changes to individual farm field accesses in agricultural areas south of Highway 402.


A sculptural element within the centre of the roundabout that serves as a visual focal point without requiring excessive maintenance;

A wide centre median with a sculptural element that will link to the feature in the centre of the roundabout; and

A green boulevard enhanced with street trees along its length.

Centre sculpture is for illustration purposes only. Gateway design will be completed as part of subsequent design phases.

The south portion of Wonderland Road functions as a civic gateway for the City of London.

Several streetscape design features are proposed to enhance the gateway character the south section of the corridor:


The pedestrian character of the corridor will be enhanced through the following streetscape considerations:

Enhanced sidewalk conditions at intersections with wider paved waiting areas, decorative paving treatments carried through crosswalks and intersections, and along the boulevard;

Street trees to provide shade and visual interest, planted in structural soils and continuous trenches, where possible, to improve survival; and

Planted centre medians to provide visual interest.

Please see printed plans available at this PIC

for more information and detail.


The London 2030 Transportation Master Plan (TMP) projected timing for the widening of Wonderland Road is as follows:

Southdale Road to Exeter Road 15 to 20 years This segment is recommended to be widened to 6 lanes by 2033.

Exeter Road to Dingman Drive 10 to 15 years TMP recommended widening to 4 lanes, however, this road segment is currently operating at congested conditions. It may

require widening to 4 lanes earlier than recommended by the TMP. In addition, based on the traffic analysis in this EA study, this section is recommended to be widened to 6 lanes by 2033.

Highway 402 to Highway 401 15 to 20 years This segment is recommended to be widened to 4 lanes by 2033.

Unsignalized intersections will be reviewed periodically by the City, and signals will be implemented as warranted.

All recommendations for future improvements are based on the development of the SWAP lands. The future traffic volume scenario represents approximately 50% of the ultimate build-out of the SWAP and other network improvements recommended by the City’s 2030 TMP Study and SWAP.


The potential impacts and proposed mitigation associated with the Preliminary Preferred Alternative are summarized below and will be documented in the Environmental Study Report:

EFFECT MITIGATION RECOMMENDATIONS

Property Requirements

• Property will be required for the proposed improvements to Wonderland Road South. Preliminary property requirements are identified for review as part of the Preliminary Design Plan.

• The formal property acquisition process will be initiated after the completion of the Wonderland Road South Class EA Study and will be a negotiated fair-market value / settlement with property owners.

Woodland/Wetland Vegetation and Natural Heritage Systems

• Consider all options for design mitigation through the use of retaining walls or other methods to reduce the footprint of the roadway and minimize the extent of impacts to the Unevaluated Woodland, Decker Drive Locally Significant Wetland, and the Dingman Creek valley crossing. Information regarding geotechnical conditions is required before the feasibility of structures such as retaining walls can be explored.

• Implement appropriate compensation strategy in accordance with Official Plan Policy 15.3.3 to address the impacts significant features. Opportunities for implementation are currently being explored by City Parks and Planning staff, who will provide direction to the Project Team so that appropriate commitments are reflected in the EA documentation.

• Where implementation timelines extend into the future (10 to 20 years), it is recommended that existing conditions be verified/confirmed during the detailed design phase, and mitigation measures be refined/updated accordingly.

• Standard construction mitigation measures will protect areas of retained vegetation. These include, for example: • Ensure clear delineation of vegetation clearing and retention zones to minimize the risk of unnecessary removals and avoid incidental impacts. • Ensure use of appropriate vegetation clearing techniques and appropriate timing of clearing to avoid bird nesting season. • Stabilize and re-vegetate exposed soil surfaces as soon as possible using a combination of native plantings and the application of appropriate native seed mix. • Apply “edge management” strategies along the forest and wetland edges to minimize potential for direct and indirect effects to these vegetation communities/habitats. • Enhanced silt fencing to prevent debris and sediment laden stormwater runoff from entering adjacent natural features during construction.

Wildlife and Wildlife Habitat

• Appropriate mitigation / protection provisions will be included in contract to ensure that Species at Risk and their habitats are protected (e.g., wildlife fencing to prevent turtles from entering and nesting within the construction zone).

• Protect nesting migratory birds in accordance with the requirements of the Migratory Birds Convention Act.

• Protect all wildlife incidentally encountered during construction.

Fish and fish habitat

• Appropriate mitigation measures accepted by the Department of Fisheries and Oceans (DFO) including measures to ‘avoid harm’ will be used to protect fish habitat: • Proper timing of construction to protect movement, spawning and incubation activities. • Stringent sediment and erosion control measures, both during construction as well as on-going operations will be implemented to protect both surface water and groundwater. • All relevant environmental approvals from DFO and MNRF will be acquired during in the subsequent design phase.

Surface water quality and quantity

• Impacts to the existing drainage patterns were reviewed and a stormwater management plan is identified as part of the Preliminary Design Plan.

• Stormwater management practices to protect surface water quality and quantity are in accordance with the Dingman Creek Subwatershed Study Update (2005) and the Pincombe Drain Study.

• Erosion and sediment control measures will be identified during subsequent design phases and further developed prior to/during construction.

Heritage

• A Stage 1 Archaeological Assessment has been completed . A Stage 2 Archaeological Assessment is recommended for all areas not previously disturbed by development. This includes the south portion of the corridor (south of Hwy 402) and undisturbed areas north of Hwy 402.

• No built features of heritage interest will be impacted by the proposed improvements. Potential impacts to Cultural Heritage Landscapes will be documented appropriately in accordance with Ministry of Tourism, Cultural and Sport requirements.


Following this PIC, the Project Team will:

Review all public and agency comments;

Incorporate any revisions and finalize preliminary design plans,

in light of feedback received;

Prepare the Environmental Study Report (ESR) which

documents the decision making process of the EA Study;

Present the ESR to Civic Works Committee and Council to

obtain acceptance of the Preliminary Preferred Design;

File the ESR for public review (minimum 30-day review period).

How to get involved:

Request that your name be added to the study mailing list;

Provide your feedback by contacting the study team directly,

using the contact information to the right.

Please complete a comment sheet or send comments

by email or mail directly to one of

the Project Team contacts:

Thank you! Your involvement is essential to the successful completion of this study.

We welcome your comments.

Maged Elmadhoon Manager, Transportation Planning

City of London P.O. Box 5035

London, ON N6A 4L9 Tel: 519-661-2500, ext. 4934

Email: [email protected]

Your comments are welcome at any time throughout the project, however, we ask that you provide your feedback with

respect to the PIC 2 materials by January 9, 2015.

Jay Goldberg Consultant Project Coordinator

MMM Group 2655 North Sheridan Way Mississauga, ON L5K 2P8

Tel: 905-823-8500 ext. 1284 Email: [email protected]

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