environmental study report

Transcription

Town of Oakville
KERR STREET AT CNR GRADE SEPARATION
CLASS ENVIRONMENTAL ASSESSMENT STUDY
ENVIRONMENTAL STUDY REPORT
Global
Transportation
Engineering
June 2009
Town of Oakville
CLASS ENVIRONMENTAL ASSESSMENT STUDY
ENVIRONMENTAL STUDY REPORT
June 2009
McCormick Rankin Corporation
Town of Oakville
Kerr Street at CNR Grade Separation
Class Environmental Assessment Study
TABLE OF CONTENTS
1. INTRODUCTION AND BACKGROUND............................................................... 1
1.1 BACKGROUND................................................................................................ 1
1.2 RELATED DOCUMENTS AND PROJECTS ............................................... 1
1.2.1 Current Study........................................................................................... 3
1.3 THE ENVIRONMENTAL STUDY REPORT............................................... 3
2. PROBLEM STATEMENT ........................................................................................ 6
2.1
2.2
2.3
2.4
PURPOSE OF THE PROJECT....................................................................... 6
NEED AND JUSTIFICATION........................................................................ 6
STUDY ORGANIZATION .............................................................................. 7
REVIEW PROCESS......................................................................................... 7
2.4.1 Technical Agencies.................................................................................. 7
2.4.2 Public Involvement .................................................................................. 9
2.4.3 Property Owners (Kerr Street)............................................................... 10
3. EXISTING CONDTIONS........................................................................................ 11
3.1 SOCIO-ECONOMIC ENVIRONMENT ...................................................... 11
3.1.1 Existing and Future Land Uses.............................................................. 11
3.1.2 Heritage.................................................................................................. 14
3.1.3 Archaeology........................................................................................... 14
3.2 NATURAL ENVIRONMENT ....................................................................... 14
3.2.1 Review of Background Information and Field Review ......................... 15
3.2.2 Designated Area..................................................................................... 15
3.2.3 Fisheries and Aquatic Habitat................................................................ 15
3.2.4 Terrestrial and Wetland Habitat............................................................. 16
3.2.5 Flora ....................................................................................................... 20
3.2.6 Wildlife and Wildlife Habitat ................................................................ 20
3.2.7 Species of Conservation Concern .......................................................... 22
3.3 TRANSPORTATION ..................................................................................... 22
3.3.1 Existing Conditions Review .................................................................. 23
3.3.2 Future Conditions Review ..................................................................... 26
3.4 MAJOR UTILITIES....................................................................................... 31
4. ALTERNATIVE SOLUTIONS............................................................................... 33
4.1 DESCRIPTION OF ALTERNATIVE SOLUTIONS .................................. 33
4.1.1 Do Nothing ............................................................................................ 33
4.1.2 Travel Demand Management ................................................................ 33
4.1.3 Transit .................................................................................................... 33
4.1.4 Improvement to Other Roadways .......................................................... 34
4.1.5 Improvements to Kerr Street (CNR Grade Separation and Widening) . 34
4.2 ANALYSIS OF ALTERNATIVE SOLUTIONS.......................................... 34
4.3 RATIONALE FOR RECOMMENDED ALTERNATIVES SOLUTION. 34
5. ALTERNATIVE DESIGNS..................................................................................... 35
5.1 PRELIMINARY ALTERNATIVES ............................................................. 35
5.1.1 Approach to Developing Design Alternatives ....................................... 35
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Town of Oakville
5.1.2 Design Criteria....................................................................................... 35
5.1.3 Grade Separation ................................................................................... 35
5.1.4 Design Alternatives ............................................................................... 38
5.2 ANALYSIS AND EVALUATION ................................................................. 41
5.2.1 Description of Groupings and Factors ................................................... 45
5.2.2 Analysis of Alternatives ........................................................................ 46
5.2.3 Evaluation of Alternatives ..................................................................... 51
5.2.4 Stable Top of Bank Review ................................................................... 57
5.2.5 Modified Preliminary Preferred Alternative.......................................... 57
5.3 PUBLIC CONSULTATION .......................................................................... 59
5.3.1 Technical Agencies................................................................................ 59
5.3.2 Public Information Centre #1 (June 18, 2008) ...................................... 62
5.3.3 Meetings with Property Owners ............................................................ 63
5.3.4 Second Public Information Centre (December 2, 2008) ....................... 64
6. PROJECT DESCRIPTION ..................................................................................... 67
6.1 MAJOR FEATURES ...................................................................................... 67
6.1.1 Horizontal Alignment ............................................................................ 67
6.1.2 Profile .................................................................................................... 68
6.1.3 Design Criteria and Typical Section...................................................... 68
6.1.4 Structures ............................................................................................... 72
6.1.5 Geotechnical .......................................................................................... 73
6.1.6 Drainage................................................................................................. 76
6.1.7 Preliminary Cost Estimates.................................................................... 78
6.2 CONSTRUCTION OF THE PREFERRED ALTERNATIVE................... 79
6.2.1 Timing.................................................................................................... 79
6.2.2 Staging – Grade Separation ................................................................... 79
6.3 ENVIRONMENTAL EFFECTS, MITIGATING MEASURES AND
COMMITMENTS TO FUTHER WORK............................................ 79
6.3.1 Socio-Economic Environment............................................................... 82
6.3.2 Natural Environment ............................................................................. 84
6.3.3 Transportation........................................................................................ 87
7. MONITORING ……………………………………………………………………88
LIST OF EXHIBITS
Exhibit 1-1 - Study Area ..................................................................................................... 2
Exhibit 1-2 - Class EA Planning and Design Process......................................................... 5
Exhibit 2-1 - Study Organization........................................................................................ 7
Exhibit 3-1 – Land Use ..................................................................................................... 12
Exhibit 3-2 - Natural Environment Setting and Features (Aerial View) .......................... 18
Exhibit 3-3 - Existing Conditions Setting and Features (Selected Photos) ...................... 21
Exhibit 3-4 - Existing (2007) Hourly Kerr Street Traffic Profile between Speers Road and
Shepherd Road .......................................................................................................... 24
Exhibit 3-5 - Existing (2007) Traffic Flows ..................................................................... 26
Exhibit 3-6 - Existing (2007) Level-of-Service ................................................................ 26
Exhibit 3-7 – Forecast 2021 Peak Hour Traffic Flows ..................................................... 28
Exhibit 3-8 – Future 2021 Intersection Level of Service and Intersection Improvements29
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Town of Oakville
Exhibit 3-9 – Existing Utilities ......................................................................................... 32
Exhibit 5-1 - Kerr Street over CNR Profile ...................................................................... 37
Exhibit 5-2 - Kerr Street under CNR Profile .................................................................... 39
Exhibit 5-3 - Alternative 1 – Widen Along Existing Kerr Street ..................................... 40
Exhibit 5-4 - Alternative 2 – Shift Kerr Street to West .................................................... 42
Exhibit 5-5 - Alternative 3 – Realign Kerr Street to the West.......................................... 43
Exhibit 5-6 - Kerr Street Alignment North of Wyecroft Road ......................................... 44
Exhibit 5-7 – Analysis of Alternatives Summary ............................................................. 52
Exhibit 5-8 - Preliminary Preferred Alternative ............................................................... 56
Exhibit 5-9 - Modified Preferred Alternative ................................................................... 58
Exhibit 6-1 - Preferred Alternative – Preliminary Plan .................................................... 69
Exhibit 6-2 – Preferred Alternative - Preliminary Profile ................................................ 70
Exhibit 6-3 – Typical Cross-Section................................................................................. 71
Exhibit 6-4 – Stable Top of Slope..................................................................................... 74
Exhibit 6-5 – Proposed SWM Outlet Pool with Flow Spreader ....................................... 77
Exhibit 6-6 - Staging Plan (Stage 1) ................................................................................. 80
Exhibit 6-7 – Staging Plan (Stage 2)................................................................................. 81
LIST OF TABLES
Table 3-1 – Daily and Peak Hour Traffic Counts (2006-2007) ........................................ 23
Table 3-2 – Future (2021) Traffic Flows (2% / annum growth rate)................................ 27
Table 3-3 – 2021 Intersection Level of Service Analysis with Intersection Improvements
................................................................................................................................... 29
Table 3-4 – Existing Traffic Control Devices................................................................... 30
Table 5-1 - Preliminary Design Criteria .......................................................................... 35
Table 5-2 - Public Information Centre #1 –Comments and Responses............................ 63
Table 5-3 - Public Information Centre #2 –Comments and Responses............................ 65
Table 6-1 - Preliminary Cost Estimate.............................................................................. 78
APPENDIX
Appendix A – Minutes and Correspondences
Appendix B – Public Consultation
Appendix C – Natural Environment Review
Appendix D – Noise Analysis
Appendix E – Geotechnical Report
Appendix F – Built Heritage Review
Appendix G – Archaeology Review
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Town of Oakville
1.
INTRODUCTION AND BACKGROUND
1.1
BACKGROUND
Kerr Street has provided a significant contribution to the Town of Oakville for
many years. For many years, it was the main north-south corridor on the west
side of the Sixteen Mile Creek from Lakeshore Road to the Queen Elizabeth Way
(QEW). Today, Kerr Street is a multi-purpose arterial from Speers Road
northerly to become the North Service Road.
In this section, Kerr Street crosses the CNR Oakville Subdivision which carries
full GO train service. The Kerr Street at grade crossing of the CNR tracks is one
of the four existing at grade crossings of the Oakville Subdivision in the Town of
Oakville – the other at grade crossings are at Burloak Drive, Fourth Line and
Chartwell Road.
The Town of Oakville Transportation Master Plan (2007) has identified the need
for a grade separation at the Kerr Street / CNR crossing. In 2007, the Kerr Street
at CNR Grade Separation Feasibility Study was carried out to confirm the need,
as well as technical feasibility of implementing the grade separation. Findings
from the 2007 Feasibility Study indicated that the combination of existing daily
traffic volumes on Kerr Street and the number of trains (commuter and freight)
crossing the roadway warrant the provision of a grade separation. In addition, a
preliminary review of technical alternatives demonstrated that a grade separation
is physically possible to construct, however, there would be disruption during
construction and property adjacent to the roadway will be required.
Given the existing and future need for a grade separation at Kerr Street / CNR
tracks, as well as the anticipated growth and traffic demand along the Kerr Street
corridor, the Town of Oakville carried out the Kerr Street at CNR Grade
Separation Class Environmental Assessment Study for the proposed grade
separation and the widening of Kerr Street between Speers Road to north of the
QEW (i.e. tie into the widening of North Service Road east of Dorval Drive that is
currently underway). The Study Area is shown in Exhibit 1-1. The purpose of
this study is to confirm the need for the proposed grade separation based on most
current traffic data, identify the effects on the environment of the alternative
solutions, examine design alternatives and identify the preferred alternative. This
study is being planned under Schedule ‘C’ of the Municipal Class
Environmental Assessment.
1.2
RELATED DOCUMENTS AND PROJECTS
Town of Oakville Official Plan (2006) – The Town’s Official Plan provides
policies with regard to land use planning, and a framework for growth
management. The land along the Kerr Street corridor north of Speers Road is part
of the Town’s QEW East Employment District (north of CNR tracks, east of Kerr
Street), and the Old Oakville Community (south of CNR tracks). Lands adjacent
to Kerr Street north of Speers Road are designated as employment in the QEW
East Employment District, and are designated as Community Shopping Area in
the Old Oakville Community. A high density residential development is planned
for in the northeast quadrant of Speers Road / Kerr Street. The Sixteen Mile
June 2009
Page 1
KER
R ST
REE
T
FT RO
AD
RO
WY
EC
QEW
CN
(Oakville
STUDY
AREA
Subdivision)
Shepherd Road
SPEERS ROAD
STUDY AREA
CLASS ENVIRONMENTAL STUDY REPORT
Exhibit 1-1
Town of Oakville
Creek is an important natural environmental feature in the study area located east
of Kerr Street; it is in closest proximity to the roadway north of the CNR tracks.
Town of Oakville Transportation Master Plan (2007) – The Town’s
Transportation Master Plan (TMP) provides a set of transportation policy
direction and infrastructure plans for all modes of transportation, including
automobiles, transit, cycling and walking up to year 2021. The Town’s goal is to
provide “a safe, convenient, affordable, efficient and energy-conserving
transportation system, while minimizing the impact on the environment”. The
Kerr Street CNR crossing is one of the four at grade crossings in the Town which
has been identified for the need of a grade separation.
Kerr Street / CNR Grade Separation Revitalization Study (2004) – The Kerr
Street Revitalization Study outlines the action plan and strategies to revitalize
Kerr Village between Lakeshore Road and the CNR crossing, including urban
design strategy, streetscape and parks strategy, plan for branding, marketing and
attracting retail, as well as planning and financial incentive strategies. Since the
completion of the study, the Town has been carrying out additional studies for the
Kerr Street Village, including the Kerr Street Area Traffic Study, stakeholder
workshop and public meetings in 2006, 2007 and 2008 to review the various land
use scenarios.
Speers Road Class EA Study from Bronte Road to Kerr Street (Ongoing) – The
Town of Oakville initiated the Speers Road Class EA Study from Bronte Road to
Kerr Street to improve traffic operations in the Speers Road corridor. The
preferred design alternative at the Speers Road / Kerr Street intersection from the
Speers Road Class EA will be integrated into the preferred design alternative of
the Kerr Street CNR grade separation.
1.2.1 Current Study
The Town of Oakville initiated the current study in May 2008. McCormick
Rankin Corporation was retained to carry out the Class Environmental
Assessment Study (Schedule ‘C’) for the Kerr Street at CNR grade separation and
proposed widening of Kerr Street from Speers Road to north of the QEW.
1.3
THE ENVIRONMENTAL STUDY REPORT
The Municipal Class Environmental Assessment (Class EA) is an approved
process for planning and designing municipal projects, including roads. The
Class EA is an approved process by the Ministry of the Environment (MOE) and
describes the process that proponents must follow in order to meet the
requirements of the Ontario Environmental Assessment Act. The procedure that
must be followed is shown in Exhibit 1-2.
The following are four types of projects which the Class EA applies are:
• Schedule ‘A’: projects which are limited in scale, have minimal adverse
environmental effects and include the majority of municipal road maintenance
and operation activities.
-
these projects are pre-approved and may proceed to implementation
without following the Class EA planning process
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Town of Oakville
• Schedule ‘A+’: in 2007, MEA introduced Schedule A+.
-
these projects are pre-approved; however, the public is advised prior to
project implementation. The manner in which the public is advised is to be
determined by the proponent.
• Schedule ‘B’: projects which have the potential for some adverse
environmental effects.
-
these projects are subject to a screening process, which includes
contacting directly affected public and relevant review agencies
• Schedule ‘C’: projects which have the potential for significant environmental
effects.
-
these projects must proceed under the full planning and documentation
procedures specified in the Class EA document
After the completion of Phase 2 a Schedule for the project is chosen. Based on
the scope of this project, it is being planned as a Schedule ‘C’ project. A project,
which involves either a major modification to an existing roadway or construction
of a new roadway, is generally considered to be a Schedule ‘C’ project.
According to the Class EA planning process, an Environmental Study Report
(ESR) will be prepared for the project which proceeds through the Schedule ‘C’
planning process. The ESR is an approved document, which provides a complete
account of the planning process followed for the project in order to meet the
requirements of the Ontario Environmental Assessment Act. After completion of
the ESR it will be placed on public record for a period of at least 30 calendar days
and will be available for review by the public or by other interested parties. If
concerns are raised that cannot be resolved through discussions with the
proponent (for this study, the proponent is the Town of Oakville), then a request
may be submitted to the Minister of the Environment to require the proponent to
comply with Part II of the EA Act before proceeding with the undertaking. The
ESR must then be submitted to the MOE Regional EA Coordinator and to the
Environmental Assessment and Approvals Branch immediately upon the
proponent becoming aware of the request. A Part II Order is an opportunity under
the Class EA planning process for members of the public, interest groups, and
review agencies to request the Minister of the Environment to review the status of
the project. The Minister decides whether to deny the request, refer the matter to
mediation, or require the proponent to comply with the Part II Order. If no Part II
Order requests are outstanding by the completion of the review period, the project
is considered to have met the requirements of the Class EA.
June 2009
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MUNICIPAL CLASS EA PLANNING & DESIGN PROCESS
Exhibit 1-2
Town of Oakville
2.
PROBLEM STATEMENT
2.1
PURPOSE OF THE PROJECT
The Town completed a study in 2007 that reviewed the feasibility of the possible
construction of a rail / road grade separation at the Kerr Street crossing of the
CNR Oakville Subdivision. The study considered technical issues including the
profile, effects on adjacent properties, impacts to natural environmental features
and the overall need for the study.
The need component of this Class EA Study, therefore, is to update and confirm
the transportation need for a grade separation at the Kerr Street crossing of the
CNR, as well as the proposed widening of Kerr Street from Speers Road to north
of the QEW (i.e. tie into the widening of North Service Road east of Dorval Drive
that is currently underway). Following the Municipal Class EA process, the study
includes the following:
• Update and confirmation of travel demand (existing and future) for a grade
separation with the CNR and widening of Kerr Street
• Review of alternative solutions
• Identification of the preferred alternative solution
• Development of alternative design concepts
• Identification of the preferred alternative design concept
• Identification of mitigation measures
2.2
NEED AND JUSTIFICATION
The Town of Oakville Transportation Master Plan (2007) (TMP) included a
review of existing transportation system characteristics as well as an assessment
of future travel demands and the required transportation infrastructure to
accommodate forecast demands. In the longer term, the Oakville TMP
recommended that Kerr Street be reconstructed as a 4-lane roadway between
Shepherd Road and Wyecroft Road and ultimately tie into the North Service
Road, north of the QEW, which at the time of preparing this ESR is being
widened to four lanes east of Dorval Drive.
Given the recommendation of the Oakville TMP, the continual growth within the
Town of Oakville (including the growth within the Kerr Street corridor) and
anticipated improvements to GO Transit services with the implementation of the
third rail, the 2007 Feasibility Study established the need for a grade separation at
Kerr Street at CNR crossing.
As part of this Class Environmental Assessment study, the traffic demand has
been updated to reflect the most current data available (traffic counts from year
2007). In general, the findings of the traffic analysis indicate and confirm that the
existing Exposure Index (i.e. Annual Average Daily Traffic x number of trains =
Exposure Index) warrant a grade separation at the Kerr Street crossing of the
CNR and a widening to four lanes north of the CNR is required to accommodate
June 2009
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Town of Oakville
the forecast 2021 peak hour traffic.
recommended:
The following improvements are
• widen Kerr Street to four (4) lanes from Shepherd Road to north of Wyecroft
Road and ultimately tie into the North Service Road;
• provide traffic signals at Wyecroft Road with separate EB left and right turn
lanes; and,
• provide SB dual lefts at the Kerr Street and Speers Road intersection
Details regarding the traffic analysis are document in Section 3.3.
2.3
STUDY ORGANIZATION
This study organization is shown on Exhibit 2-1:
Exhibit 2-1 - Study Organization
Town of Oakville
Technical Agencies
Federal Government Agencies
Provincial Government Agencies
Other Agencies
(see list in Section 2.4)
2.4
Project Team
Town of Oakville
Adam Bell – Project Manager
Martin Scott – Project Manager
Katherine Jim
Ecoplans
Stephen Dinka
Public
Property Owners (Kerr Street)
General Public
REVIEW PROCESS
2.4.1 Technical Agencies
Technical agencies were notified of this Class EA study through written
correspondence on May 23, 2008 when the Notice of Study Commencement and
Public Information Centre #1 was advertised in the local newspaper, Oakville
Beaver (a copy of the Notice and letter are provided in Appendix A). These
agencies were:
Federal Government Agencies
Canadian Environmental Assessment Agency
Indian and Northern Affairs
Environment Canada
Fisheries and Oceans Canada
Transport Canada
June 2009
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Town of Oakville
Provincial Government Agencies
GO Transit
Ministry of Aboriginal Affairs
Ministry of Agriculture Food and Rural Affairs
Ministry of Culture
Ministry of the Environment
Ministry of Municipal Affairs & Housing
Ministry of Natural Resources
Ministry of Transportation
Ontario Realty Corporation
Ontario Secretariat of Aboriginal Affaris
Other Agencies
Conservation Halton (CH)
CN Rail
Halton Region Ambulance Services
Halton Region Emergency Management
Halton Region Ecological & Environmental Advisory
Halton Region Health Department EMS Division
Halton Regional Cycling Advisory Committee
Halton Police Services
Halton Catholic District School Board
Halton District School Board
Town of Oakville Heritage Planner
Oakville Fir Department
Oakville Transit
Oakville Chamber of Commerce
Town of Oakville Long Range Planning
Utilities
Bell Canada
COGECO
Enbridge Pipelines Inc.
Hydro One Networks Inc.
Oakville Hydro
Trans Northern Pipelines Inc.
Telus
Union Gas
The technical agencies were also invited to attend the first Technical Advisory
Committee Meeting held on Tuesday, June 10, 2008. The purpose of the meeting
June 2009
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Town of Oakville
was to review relevant undertakings of the agencies that may have an impact on
the EA, and receive input from the agencies regarding key issues in the study
area, as well as an opportunity to outline the alternative solutions with the
agencies.
A second Technical Advisory Committee was held on Thursday, November 27,
2008. The purpose of the meeting was to review development, analysis and
evaluation of alternatives, as well as the identification of the preliminary preferred
alternative.
Comments received from Technical Agencies are discussed in Section 5.3.1, and
copies of the correspondences are provided in Appendix A.
2.4.2 Public Involvement
The first Public Information Centre (PIC) was held on Wednesday, June 18, 2008
at the Town of Oakville Municipal Office (Trafalgar Room) to review the existing
conditions, the need and justification, and alternative solutions. Approximately
12 members of the public signed in, including some property owners adjacent to
Kerr Street. The following is a summary of the main concerns and interests
expressed at the PIC:
• Property impact as a result of the proposed grade separation
• Timing for the implementation of the grade separation
• Provision of cycling and pedestrian facilities
• Consideration to substantially increase transit use
The second PIC was held on Tuesday, December 2, 2008 at the Town of Oakville
Municipal Office (Trafalgar Room) to review and obtain public input with regard
to the preliminary preferred alternative for the proposed Kerr Street / CNR grade
separation and the widening of Kerr Street from 2 to 4 lanes between Speers Road
and north of the QEW. Approximately 15 members of the public signed in,
including some property owners adjacent to Kerr Street, as well as representatives
of the West River Residents Association. The following is a summary of the main
concerns and interests expressed at the PIC:
• Generally agreed with Alternative 2 being the preferred alternative
• Support alternative modes of transportation on Kerr Street (e.g. HOV/bus
lanes, separate cycling lanes)
• Consider compensation for businesses around Kerr Street / Shepherd Road
area during construction
• Clarify final provision for pedestrians
• Clarify how Shepherd Road will terminate at the parking lot
• Increases to traffic on Queen Mary Drive
• Encourage redevelopment and improvements of the shopping plaza (Oaktown
Plaza)
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Town of Oakville
• Specific property issues associated with individual property owners – e.g.
property impact, access, visibility, impact to existing businesses, etc.
Minutes of the two PICs are included in Appendix B.
2.4.3 Property Owners (Kerr Street)
Existing land uses adjacent to Kerr Street between Speers Road and north of the
QEW are mainly commercial / industrial. The proposed Kerr Street at CNR grade
separation will have varying degree of property impact to individual property
owners, particularly between Speers Road and Wyecroft Road. Property owners
directly adjacent to Kerr Street between Speers Road and Wyecroft Road were
invited either via phone / letter / email to meetings with the Project Team.
At each meeting, the Project Team provided a brief overview of the study, and
reviewed the design alternatives, analysis and evaluation of the design
alternatives, identification of the preliminary preferred alternative for the
proposed Kerr Street / CNR grade separation and the widening of Kerr Street
from 2 to 4 lanes between Speers Road and north of the QEW, as well as the
associated property impact.
The following property owners responded and meetings were held on:
DATE
October 21, 2008
October 23, 2008
October 27, 2008
April 27, 2009
October 24, 2008
October 27, 2008
October 28, 2008
November 18, 2008
November 28, 2008
April 21, 2009
April 29, 2009
June 10, 2009
PROPERTY OWNER
530 Kerr Street - A&P Canada Co. (tenant)
560-588 Kerr Street
656 Kerr Street – DANA
550 Kerr Street – Canadian Tire
68 Shepherd Road
557 Kerr Street – Big Al’s Aquarium,
579 Kerr Street – Gip Sing International Ltd.
– Organic Garage (tenant)
520 Kerr Street
530 Kerr Street
700 Kerr Street
Meeting minutes from each of the property owner meetings are documented in
Appendix A.
June 2009
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Town of Oakville
3.
EXISTING CONDTIONS
3.1
SOCIO-ECONOMIC ENVIRONMENT
The Study Area is located within the Town of Oakville, part of the Town’s QEW
East Employment District (north of CNR tracks, east of Kerr Street), and the Old
Oakville Community (south of CNR tracks). The Study Area is shown on
Exhibit 1-1.
3.1.1 Existing and Future Land Uses
The land along the Kerr Street corridor north of Speers Road is part of the Town’s
QEW East Employment District (north of CNR tracks, east of Kerr Street), and
the Old Oakville Community (south of CNR tracks) – see Exhibit 3-1. Lands
adjacent to Kerr Street between the CNR tracks and Wyecroft Road are
designated as employment and are currently occupied by two buildings - DANA
Canada Corporation, and a commercial building with various professional offices;
these establishments share an access from Kerr Street south of Wyecroft Road.
Land north of Wyecroft Road is also designated as employment and is occupied
by the Lockwood Chrysler Ltd. The area on the east side of Kerr Street north of
the CNR tracks is the Sixteen Mile Creek valley (see Section 3.2 Natural
Environment) and one residential property (located immediately north of the CNR
tracks).
Between Speers Road and the CNR, lands are designated as Community
Shopping Area, part of the Old Oakville Community. On the west side of Kerr
Street is the Oaktown Plaza. Major chain stores in the plaza include Shoppers
Drug Mart, Food Basics and Canadian Tire; various local stores are also located
in the plaza adjacent to Canadian Tire and in a freestanding building immediately
south of the CNR tracks. There are two existing entrances to the plaza on the
west side of Kerr Street (one south of Shepherd Road, and one north of Shepherd
Road), and there is one entrance from Speers Road.
Lands in the northeast and southeast quadrants of Kerr Street and Shepherd Road
are also designated as Community Shopping Area. A local strip plaza occupies
the northeast quadrant of Kerr Street and Shepherd Road; stores include an
organic grocery store, restaurants, and various local stores. Access to the plaza is
on the north side of Shepherd Road and on the east side of Kerr Street just south
of the CNR tracks. The southeast quadrant of the Kerr Street / Shepherd Road
intersection is occupied by Big Al’s Aquarium Services; access to the store is on
the south side of Shepherd Road.
The Town of Oakville completed the Kerr Village Revitalization Study in June
2004 that provided recommendations for land uses changes / enhancements along
Kerr Street, including proposals for some major redevelopment. The intersection
of Kerr Street and Speers Road is identified as the northern gateway into the
village. The area north of Speers Road has been identified as an area for major
redevelopment that has been divided into east and west precincts.
The west precinct is approximately 12.2 ha in size and, as described in the study,
the whole area should be considered for redevelopment. The focus of the
redevelopment would be for four to eight storey residential apartments and
June 2009
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STUDY
AREA
LAND USE
FIGURE H2
OLD OAKVILLE COMMUNITY WEST OF CREEK
Exhibit 3-1a
STUDY
AREA
LAND USE
FIGURE EMP.B
Q.E.W. EAST EMPLOYMENT DISTRICT
Exhibit 3-1b
Town of Oakville
townhouses with ground floor retail, with commercial buildings along the Speers
Road frontage. An extension of Shepherd Road is recommended as a local road
between Kerr Street and Woody Road.
For the northeast corner of the Kerr Street / Speers Road intersection, a new
mixed use building is shown as part of the concept plan. For development along
Shepherd Road, the design concept would be multi-storey apartment buildings.
The Town has been carrying out ongoing consultation workshops since the
completion of the Revitalization Study and is carrying out the Plan for Kerr
Village as part of the new Official Plan Livable Oakville. The Plan for Kerr
Village designated lands adjacent to Kerr Street between Speers Road and the
CNR tracks to be part of the Urban Centre / Urban Core. Lands in this area,
where redeveloped, will have a higher density, including new residential buildings
that have been approved in the northeast quadrant of Kerr Street / Speers Road.
3.1.2 Heritage
A built heritage review was carried out to identify built heritage resources and
cultural heritage landscape in the study area (Appendix F). Findings in the built
heritage review indicated that the study area is characterized by 20th century urban
development, principally commercial and light industrial.
One cultural landscape – CNR / Kerr Street crossing, and four built heritage
resources of heritage interest and/or value were identified along Kerr Street (531
533 and 653 Kerr Street, as well as the QEW / Kerr Street bridge).
It should be noted that 531 and 533 Kerr Street are known as the Old Smith
Houses and the Town of Oakville Council passed a Resolution of Intent on June
23, 2008 to designate the Smith property under Section 29 of the Ontario Heritage
Act, R.S.O. 1990 c. 18 for their cultural heritage value and interest.
There are no provincially or federally recognized properties or easements or
commemorative plaques within the study area.
3.1.3 Archaeology
MRC retained New Directions Archaeology Ltd. to carry out a Stage 1
archaeological review of the study area (Appendix G). Findings indicated that
Kerr Street within the study area is entirely disturbed from previous construction
activities. As well, along the north end of the corridor, Kerr Street is located
directly beside the steep slope of the Sixteen Mile Creek valley, with no
possibility of locating prehistoric material in this area. It is concluded that the
Kerr Street grade separation corridor is free of any further archaeological
concerns.
3.2
NATURAL ENVIRONMENT
Ecoplans Limited was retained to carry out an assessment of the natural
environmental features. This section summarizes the findings of the natural
environment review. The technical memorandum is included in Appendix C and
addresses:
• Existing conditions
June 2009
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Town of Oakville
• Impact review of recommended alignment (Section 5.2.2)
• Recommended mitigation measures (Section 6.3.2)
A summary of the existing conditions is summarized in Sections 3.2.1 to 3.2.7.
3.2.1 Review of Background Information and Field Review
Ecoplans visited the site on November 23 and December 8, 2006 (part of the
review for the 2007 Feasibility Study), and on August 27, October 8 and
October 22, 2008 to evaluate the existing natural environment conditions
including designated natural features, drainage, vegetation, wildlife and aquatic
resources within the study area. The field review focused on the natural
communities within the Sixteen Mile Creek Valley in the northern portion of the
study area.
3.2.2 Designated Area
A small portion of the Sixteen Mile Creek Valley Environmentally Sensitive Area
(ESA #16) abuts the east side of Kerr Street, north of the CNR tracks. The ESA
is recognized as one of the largest natural areas in Halton Region, stretching from
the shores of Lake Ontario in the Town of Oakville to Britannia Road in the Town
of Milton. It supports a significant number of native plant and wildlife species,
including nationally, provincially, and locally rare species, and functions as a
wildlife movement corridor for terrestrial and aquatic species. A detailed
description of the portion of the ESA found within the study area limits is
provided in the following sections.
The Sixteen Mile Creek regionally significant Life Science Area of Natural and
Scientific Interest (ANSI) is located more than 2 km upstream of the study area,
north of Upper Middle Road, and it is currently being considered for upgrade to
provincially significant status. Given the distance between the ANSI and the
study area, no impacts to the ANSI are anticipated.
The Oakville Marsh, a non-provincially significant coastal wetland complex, is
located several kilometres downstream of the study area and no direct impacts to
this wetland are anticipated.
3.2.3 Fisheries and Aquatic Habitat
Sixteen Mile Creek is a permanent watercourse that flows through a deep, well
defined forested valley and is classified as warmwater sportfish habitat with
migratory function for salmon and trout.
Drainage within the study area drains in a north-easterly direction towards the
Sixteen Mile Creek valley. In the northeast quadrant of the study area where Kerr
Street abuts the Sixteen Mile Creek valley, stormwater is conveyed beneath Kerr
Street via corrugated steel pipes (CSP) that discharge at the top of the valley slope
east of Kerr Street. Intermittent stormwater outflow from the CSPs is conveyed
via steeply sloping eroded channels/gullies up to 2 m deep and 2 m wide to a
floodplain area at the base of the valley slope. These channels are too steep to
provide direct fish habitat. Flooding was observed within the floodplain during a
field visit that coincided with a rain event on October 8, 2008.
June 2009
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Town of Oakville
A fourth CSP discharges stormwater directly into Sixteen Mile Creek at the
outside bank of a 180° bend in the river.
The portion of Sixteen Mile Creek located within the study area flows south and
roughly parallel to Kerr Street before bending sharply eastward away from Kerr
Street just north of the CN Railway tracks.
Wetted widths range from 10 – 15 m, with bankfull depths up to approximately
2 m. Water depth during field data collection in October 2008 ranged from
approximately 30 cm up to 1 m, with relatively fast flows upstream and
downstream of CSP4. A broad floodplain ranging from 15-45 m wide is present
on the east bank of the creek opposite CSP4 and is dominated by Reed Canary
Grass (Phalaris arundinaceae). No floodplain zone is present on the west bank.
Riparian vegetation found along the west bank of the creek includes ash (Fraxinus
sp.), Sugar Maple (Acer saccharum ssp. saccharum), Riverbank Grape (Vitis
riparia), Tartarian Honeysuckle (Lonicera tatarica), Staghorn Sumac (Rhus
typhina), Buckthorn (Rhamnus cathartica) Purple-flowering Raspberry (Rubus
odoratus), Red-osier Dogwood (Cornus stolonifera), Garlic Mustard (Alliaria
petiolata), Spotted Jewel-weed (Impatiens capensis), and grass species. No
vegetation is present within the channel of the creek.
Channel banks are approximately 0.5 m to 1 m high on the east and west banks
surrounding CSP4, exhibiting some moderate bank erosion and scouring on the
west bank which has caused failure of the Gabion baskets supporting the bank at
CSP4 and slumping of the valley slope just north of the rip rap slope. Large
woody debris was observed within the channel just upstream of CSP4.
Substrates are mostly shale and cobble, with some pockets of gravel and silt.
Large concrete blocks were observed at the CSP4 outlet. This portion of the
channel is partially shaded by overhanging branches and trees along the west bank
of the creek. Channel morphology includes a riffle zone upstream of CSP4 that
transitions to a long flat section just downstream of CSP4. No seepage along the
banks was observed (although seepage was observed along the west valley slope).
3.2.4 Terrestrial and Wetland Habitat
The Sixteen Mile Creek Valley is the only natural feature found within the study
area limits. The remainder of the vegetation within the study area consists of
street trees, manicured lawn, and landscape plantings associated with the
commercial and light industrial properties found along this section of Kerr Street.
Vegetation Communities
The following vegetation community descriptions reflect data collected during
winter, late summer, and fall field visits focused within approximately 50 m of the
current right-of-way (ROW) on the northeast side of Kerr Street, and the area
surrounding the proposed stormwater pipe outlet to Sixteen Mile Creek. There
are generally grouped in four vegetation units.
Unit 1- Dry-Fresh Oak Hardwood Deciduous Forest Type (FOD2-4) – The steep
valley slope adjacent to the Kerr Street ROW is occupied by a mid-aged
deciduous forest community of moderate quality. Frequent areas of groundwater
June 2009
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Town of Oakville
discharge were observed along the slope, and three eroded channels (up to 2 m
deep by 2 m wide) have developed from downcutting stormwater discharging at
the top of the valley slope. The forest edge where it abuts the Kerr Street ROW is
relatively open and disturbed, with canopy gaps, tree dieback, and invasive
species including abundant Buckthorn, especially towards the northeastern limit
of the unit. Trees range in size from less than 10 cm diameter at breast height
(DBH) up to 50 cm DBH and larger, with the dominant size class between 10 and
24 cm DBH. Occasional snags and deadfall logs were present throughout the
unit. A large disturbed area previously cleared from this unit for placement of
drainage structures was back-filled with riprap and remains essentially barren
with the exception of a few young saplings and disturbance tolerant old-field
species (see area labelled as ‘Riprap Slope’ on Exhibit 3-2).
The canopy includes frequent White Oak (Quercus alba), White Ash (Fraxinus
americana), and Sugar Maple, with Northern Red Oak (Quercus rubra), Bur Oak
(Quercus macrocarpa), American Basswood (Tilia americana), American Beech
(Fagus grandifolia) and Black Cherry (Prunus serotina) also observed. An area
with occasional Eastern White Pine (Pinus strobus) and Horse Chestnut (Aesculus
hippocastanum) was observed near the northeastern limit of the unit
approximately midway down the valley slope, and scarce Yellow Birch (Betula
alleghaniensis) were noted at the foot of the slope at the intersection of Unit 1 and
Unit 2. A single Butternut (Juglans cinerea) was observed east of the residential
property at 623 Kerr St., outside of the area of anticipated impacts.
The sub canopy is composed of occasional Eastern Hop-hornbeam (Ostrya
virginiana), Blue Beech (Carpinus caroliniana ssp. virginiana), American Elm,
and Sugar Maple, with Manitoba Maple (Acer negundo) noted along the forest
edge at Kerr Street and occasional Eastern Hemlock (Tsuga canadensis) restricted
to the lower portions of the slope.
The understory is dense in spots with pockets dominated by Western Poison Ivy
(Rhus radicans ssp rydbergii), and occasional ash and Sugar Maple sapling
regeneration. Other species observed include Riverbank Grape, Thicket Creeper
(Parthenocissus inserta), currant (Ribes sp), Purple-flowering Raspberry,
Tartarian Honeysuckle, and Climbing Nightshade (Solanum dulcamara), with
frequent Buckthorn, occasional hawthorn (Crataegus sp), and Staghorn Sumac
also noted along the forest edge at Kerr Street.
The ground layer is generally sparse and includes avens (Geum sp), Enchanter’s
Nightshade (Circaea lutetiana ssp canadensis), Virginia Stickseed (Hackelia
virginiana), Wild-lily-of-the-valley (Maianthemum canadense), Starflower False
Solomon's Seal (Maianthemum stellatum), White Baneberry (Actaea pachypoda),
and Jack-in-the-pulpit (Arisaema triphyllum ssp triphyllum). The slumped area
north of the riprap slope has been colonized by a dense layer of Colt’s Foot
(Tussilago farfara), Canada Goldenrod (Solidago canadensis), Purple-flowering
Raspberry, Dame’s Rocket (Hesperis matronalis) and Lesser Burdock (Arctium
minus ssp minus).
June 2009
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NATURAL ENVIRONMENT SETTINGS AND FEATURES
AERIAL VIEW
Exhibit 3-2
Town of Oakville
Typical old-field species are present in the ground layer along the edge of Kerr
Street and encroaching into the forest edge, including abundant grasses and
frequent Garlic Mustard.
Unit 1 inclusion - Dry Fresh Sugar Maple-White Ash Deciduous Forest Type
(FOD5-8) – The area surrounding the proposed location of the new storm water
CSP outlet to Kerr Street was previously cleared for placement of the existing
CSP. The area is currently occupied by a young partially closed canopy
deciduous forest community regenerating on riprap covered soils. The canopy
and sub-canopy are composed of abundant Sugar Maple, with frequent White Ash
and Staghorn Sumac. Buckthorn, White Mulberry (Morus alba) and Siberian Elm
(Ulmus pumila) were also noted. The understory is sparse with denser pockets
along the edges and in canopy gaps. Species observed include abundant
Buckthorn, with Tartarian Honeysuckle, Purple-flowering Raspberry, Riverbank
Grape, Thicket Creeper, Red-osier Dogwood, Wild Red Raspberry (Rubus idaeus
ssp melanolasius) and regenerating Sugar Maple and White Ash saplings. The
ground layer is sparse and is dominated by non-native species including frequent
Garlic Mustard, Dame’s Rocket, and Herb-robert (Geranium robertianum), with
Bloodroot (Sanguinaria canadensis) also observed. Frequent Colt’s Foot and
occasional Spotted Jewel-weed were noted along the disturbed banks of Sixteen
Mile Creek at this location.
Unit 2 - Fresh-Moist Ash Lowland Deciduous Forest Type (FOD7-2) – A midaged lowland deciduous forest community occupies the floodplain area south of
the Queen Elizabeth Highway (QEW) - (Exhibit 3-2). The canopy and subcanopy are composed of abundant Green Ash (Fraxinus pennsylvanica), with
willow (Salix sp), American Elm, and Manitoba Maple also present. Occasional
Red-osier Dogwood was observed in the understory. The ground layer includes
frequent goldenrods (Solidago sp), with watercress (Nasturtium sp), Herb-robert,
Reed Canary Grass, Ostrich Fern (Matteuccia struthiopteris var pensylvanica),
Field Horsetail (Equisetum arvense) and Marginal Wood Fern (Dryopteris
marginalis) also observed. A narrow band of meadow marsh vegetation
dominated by Reed Canary Grass, with goldenrods and Jerusalem Artichoke
(Helianthus tuberosus) is found along the banks of the Sixteen Mile Creek
(MAM2-2 on Figure 1). No impacts are anticipated to these units.
Unit 3 – Mineral Cultural Thicket (CUT1) – The northern portion of the forested
valley slope east of Kerr Street is much more disturbed, with a sparse canopy of
mid-aged trees and dense shrub and young tree regeneration in the understory.
Buckhorn dominates, with hawthorn, Siberian Elm, and Choke Cherry (Prunus
virginiana ssp virginiana) also noted. No ground layer vegetation was observed
beneath the dense shrub layer. A swath of grass with typical old-field herbs
including Chicory (Cichorium intybus) and Queen Anne’s Lace (Daucus carota)
are found between the forest edge and the road.
Unit 4 – Dry-Moist Old Field Meadow Type (CUM1-1) – The forested valley
slope north of the QEW is set back from the existing Kerr Street edge of
pavement by approximately 10 m or more and thus no direct impacts are
anticipated to the deciduous forest community located there. A gravel access
road/parking area is located immediately north of the QEW on the east side of
June 2009
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Town of Oakville
Kerr Street and provides access to the area beneath the QEW bridge. The
roadside vegetation is dominated by disturbance tolerant grasses such as Smooth
Brome (Bromus inermis ssp inermis) and Timothy (Phleum pratense) with
occasional common disturbance-tolerant herbs including Common Mullein
(Verbascum Thapsus), Annual Ragweed (Ambrosia artemisiifolia), Leafy Spurge
(Euphorbia esula), asters (Aster sp) and goldenrods. Sparse shrubs and trees
including Siberian Elm, Buckthorn and Staghorn Sumac are scattered along the
roadside berm. Several large Northern Red Oaks, with Siberian Elm, Sugar
Maple, Alternate-leaf Dogwood (Cornus alternifolia) and Buckthorn are located
approximately 10 m from the existing Kerr Street edge of pavement on the north
side of Kerr Street opposite the Kerr Street exit from the QEW.
3.2.5 Flora
In total 57 vascular plant species were recorded within the study area during field
visits, with an additional 7 specimens identified only to Genus. Of the 57 species
recorded, 55 (96%) have a provincial ranking of S5 or SE5 (secure in Ontario), 1
is ranked SU (status uncertain, Virginia Strawberry) and 1 is ranked S3
(vulnerable, Butternut). Of the species observed, 42 (74%) are native. The
vascular plant list is on file at Ecoplans.
Two butternut specimens were observed in Unit 1, northeast of the residence at
623 Kerr Street, and north of the slumped area. Butternut is endangered
provincially and federally and is discussed further in the Species of Conservation
Concern section of this report. No other species at risk (SAR) were observed.
Two species uncommon in Halton Region were observed - Jerusalem Artichoke
and Virginia Stickseed. Jerusalem Artichoke is a provincially common exotic
species (ranked SE5) observed along the banks of the Sixteen Mile Creek outside
of the potential works zone in the MAM2-2 portion of Unit 2. Virginia Stickseed,
ranked S5 (secure in Ontario) was occasionally present along the upper portions
of the forested valley slope in Unit 1.
3.2.6 Wildlife and Wildlife Habitat
Wildlife resources were evaluated using background material (MNR Natural
Heritage Information Centre (NHIC) database) and the incidental wildlife
observations that were made during Ecoplans’ field visits on November 23, 2006
and on August 27, October 8, and October 22, 2008. Bird species observed
include Northern Cardinal (Cardinalis cardinalis), Blue Jay (Cyanocitta cristata),
American Robin (Turdus migratorius), and Hairy Woodpecker (Picoides
villosus). White-tailed Deer (Odocoileus virginianus) tracks were noted on
several visits and a well worn wildlife path running parallel to Kerr Street was
noted approximately 10 m inside the forest edge. Grey Squirrels (Sciurus
carolinensis), Raccoon tracks (Procyon lotor) and several Chipmunks (Tamias
striatus) were also observed. These are primarily incidental wildlife observations
made in the course of the field visits. The wildlife habitat quality of the valley
system is already recognized.
June 2009
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NATURAL ENVIRONMENT SETTINGS AND FEATURES
PHOTOS
Exhibit 3-3
Town of Oakville
3.2.7 Species of Conservation Concern
Reviewing of SAR records indicated historic sighting of Northern Bobwhite
(Colinus virginianus), a provincially and federally endangered bird observed in
1904, and Bloater (Coregonus hoyi) a fish species listed as ‘not at risk’ by
Committee on the Status of Species at Risk in Ontario (COSSARO) and
Committee on the Status of Endangered Wildlife in Canada (COSEWIC),
observed in 1919. Northern Map Turtle (Graptemys geographica), listed by
COSSARO and COSEWIC as a species of special concern, was observed in the
vicinity of the study area as recently as 1990.
Northern Map Turtles are a distinctly aquatic species found in large rivers and
lake shores. The turtles prefer slow currents, muddy substrates, abundant aquatic
vegetation and basking sites with unobstructed views (Roche 2002). The absence
of aquatic vegetation and muddy substrates, and the relatively fast currents of the
Sixteen Mile Creek at this location likely make this portion of the river less
preferable habitat for this species. This element occurrence may be associated
with slower currents and abundant emergent aquatic vegetation of the Oakville
Marsh located several kilometres downstream of the study area.
In addition to the species discussed above, two Butternut trees were observed in
Unit 1. A 30 cm DBH Butternut infected with Butternut Canker was observed
northeast of the residence at 623 Kerr Street. Another smaller specimen infected
with Butternut Canker and with substantial crown dieback was observed on the
north edge of the slumped area on the lower third of the slope. This species is
listed as endangered by COSSARO and COSEWIC due to recent population
declines caused by the Butternut Canker. While both specimens are outside of the
anticipated area of direct impacts, some mitigation strategies may be applicable to
ensure that they are not accidentally harmed during construction.
3.3
TRANSPORTATION
The Town of Oakville Transportation Master Plan (TMP 2007), included a review
of existing transportation system characteristics as well as an assessment of future
travel demands and the required transportation infrastructure to accommodate
forecast travel demands. In the longer term, the Oakville TMP recommended that
Kerr Street be reconstructed as a 4-lane roadway between Shepherd Road and
Wyecroft Road, and be grade separated with the CN rail crossing.
With respect to Kerr Street, the section of Kerr Street from Speers Road to
Wyecroft Road is designated as a multi-purpose arterial and the section north of
Wyecroft Road is designated as a minor arterial road. Kerr Street distributes
traffic to:
• Dorval Drive – Major Arterial;
• Wyecroft Road – Multi-Purpose Arterial; and,
• Speers Road – Multi-Purpose Arterial.
June 2009
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Town of Oakville
3.3.1 Existing Conditions Review
3.3.1.1 Existing Road Network
The study area is served by three arterial roads: Kerr Street, Speers Road and
Wyecroft Road. All roads are under the jurisdiction of the Town of Oakville.
Kerr Street is a north-south road that extends from south of Lakeshore Road to
north of the QEW, becoming the North Service Road at the QEW westbound exit
ramp. Kerr Street is a four lane road between Speers Road and the CNR tracks
and a two lane road north of the rail tracks.
Speers Road is a continuous east-west road in south Oakville from Bronte Road in
the west to Sixteen Mile Creek. East of Sixteen Mile Creek the road is called
Cornwall Road which continues easterly to Ford Drive. Through the study area, it
is a four lane road; immediately to the east of the study area, Speers Road crosses
the Sixteen Mile Creek, one of only three crossings south of the QEW.
Wyecroft Road is a two lane road in the study area. It starts at Kerr Street and
extends west to Bronte Road as an alternate east-west road to Speers Road. The
Town’s long range plan is to extend Wyecroft Road over Bronte Creek to connect
to Harvester Road (in Burlington).
The other road in the study area is Shepherd Road which is a local road providing
access to properties immediately east of Kerr Street as well as providing a
connection to the residential community between Kerr Street and the Sixteen Mile
Creek, south of Speers Road.
3.3.1.2 Existing Traffic Operations
Current traffic counts (year 2007) indicate that Kerr Street, north of Speers Road
carries upwards of 14,500 vehicles per day with approximately 885 p.m. peak
hour peak direction (NB) vehicles.
The 14,500 daily vehicles on this section of Kerr Street is approximately 900
daily vehicles more than observed along Kerr Street south of Speers Road (13,600
daily vehicles). Table 3-1 provides a summary of daily and peak hour traffic
flows by section of Kerr Street and intersecting roads being studied. The daily
traffic volumes were taken from automated traffic recorder (ATR) counts, while
peak hour volumes were taken from a series of turning movement counts at the
study area intersections.
Table 3-1 – Daily and Peak Hour Traffic Counts (2006-2007)
Location
Kerr Street at QEW
Kerr Street North of Shepherd Road
Kerr Street North of Speers Road
Kerr Street South of Speers Road
Wyecroft Road West of Sinclair Road
Shepherd Road East of Kerr Street
1
Daily
Traffic
15,800
14,6001
14,500
13,600
9,600
3,400
P.M. Peak Hour
NB/WB SB/EB
Total
945
435
1,380
935
515
1,450
885
610
1,495
555
610
1,165
120
145
265
230
200
430
Estimated based on adjacent ATR and turning movement counts
June 2009
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Town of Oakville
Location
Speers Road East of Kerr Street
Speers Road West of Kerr Street
Daily
Traffic
29,000
22,400
P.M. Peak Hour
NB/WB SB/EB
Total
1,490
1,050
2,540
810
700
1,510
It is also noted that the daily traffic volumes on Kerr Street north of Speers Road
are approximately half the daily traffic volumes on Speers Road east of Kerr
Street and 50% higher than the traffic volumes on Wyecroft Road west of Kerr
Street.
A summary of the existing (2007) traffic by hour over a 24-hour period, as drawn
from the most current available ATR count, is presented on Exhibit 3-4 for the
section of Kerr Street between Speers Road and Shepherd Road. It is interesting
to note that the hourly traffic profile indicates that the p.m. peak hour peak
direction traffic is approximately 80% higher than the a.m. peak hour peak
direction. It is assumed that the significant increase in the afternoon traffic is due
to both retail activity in the area, and traffic exiting the Oakville GO Station and
travelling to the residential area north of QEW (right turns from Dorval to QEW
to GO station in a.m.) (right turns to Cross / Speers to Kerr to Dorval).
Exhibit 3-4 - Existing (2007) Hourly Kerr Street Traffic Profile between Speers
Road and Shepherd Road
To assess existing operating conditions, the available intersection turning
movement counts for 2007 were balanced and analyzed using traffic analysis
(Synchro) software. A summary of the intersection turning movements and
resulting intersection operating Levels of Service (LOS) are presented on Exhibit
3-5 and Exhibit 3-6.
June 2009
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Town of Oakville
Level of Service (LOS) is a standard measure of road section and intersection
performance used by traffic professionals. A LOS of “A” reflects a low volume
to capacity ratio (unconstrained) with a LOS of “F” reflecting an excessive
volume to capacity ratio.
During the a.m. peak hour the intersection of Kerr Street and Speers Road
currently operates at a LOS D (stable operations) with the intersections of
Shepherd Street and Wyecroft Road operating at LOS A and B respectively.
During the p.m. peak hour, the intersection of Kerr Street and Speers Road
operates at an overall LOS D. The side street stop controlled intersection of Kerr
Street and Wyecroft Road is operating at capacity (LOS E) during the p.m. peak
hour due to the significant free flowing northbound (945 vehicles) and
southbound (435 vehicles) traffic flows on Kerr Street. This northbound and
southbound traffic limits the number of gaps for left or right turns from Wyecroft
Road onto Kerr Street.
3.3.1.3 Existing Train Movements (CNR Crossing)
Based on information provided as part of the GO Transit Lakeshore West
Corridor Rail Expansion Study, the existing daily train movements on the CN
Lakeshore Rail line is approximately 108 trains. The approximate breakdown of
daily rail movements for this crossing is as follows:
86 – GO Trains
18 – VIA / Amtrak
4 – CN/CP Canpa Junction
2 – Industry Related Estimate (Ford, Clarkson Refinery)
It is of note that the freight trains do not operate during peak passenger service
hours, therefore, delays on Kerr Street by GO or VIA trains is approximately 40
to 60 seconds (similar to delays at downstream traffic signals).
3.3.1.4 Road / Rail Exposure Index
Traditionally in Ontario, the Ministry of Transportation, municipalities and the
rail companies (CN and CP) have used an Exposure Index of 200,000 conflicts as
a base line for determining if a road-rail crossing is required to be gradeseparated. The Exposure Index for the Kerr Street crossing of the CN rail line,
assuming a base case of 108 trains daily, is approximately 1.6 million or 8 times
higher than the base line reference. Therefore, a grade separation at the Kerr
Street / CNR crossing is warranted based on existing EI.
Exposure
Index (EI)
EI
= Annual Daily Traffic x No. of Trains
= 14,600 x 108
= 1,576,800
June 2009
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Town of Oakville
P.M. Peak
Hour
257
90
946
436
24-Hour
Two-Way
250
610
A.M. Peak
Hour
119
146
15,750
Exhibit 3-5 - Existing (2007) Traffic Flows
9,600
Source: Balanced 2006/7 Turning Movement Counts
14,500
1,489
1,051
22,450
29,050
(Year 2006)
13,600
556
609
813
702
524
891
1,342
365
657
747
3,400
886
612
231
197
362
564
147
113
Exposure Index:
1,576,800
14,600
516
935
396
589
(Year 2006)
108 Trains/day
Source: Balanced 2006/7 Turning Movement Counts
Source: 2006/7 ATR Counts
Exhibit 3-6 - Existing (2007) Level-of-Service
EXISTING LANE
CONFIGURATION
Existing (2007) Levels-of-Service
A.M. Peak
Hour
P.M. Peak
Hour
B
Wyecroft
Road
Kerr
Street
E
Shepherd
Road
A
A
D
D
D
D
CNR
D
(Year 2006)
D
D
D
D
Speers
Road
(Year 2006)
D
3.3.2 Future Conditions Review
3.3.2.1 Future Traffic Operations
The Town of Oakville Transportation Master Plan included the development and
application of a travel demand forecast model to estimate anticipated 2021 travel
flows on the Oakville transportation network. The 2021 p.m. peak hour network
assignments were summarized at selective screenlines in order for the Town to
determine the preferred transportation network.
June 2009
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Town of Oakville
Specific to the Kerr Street corridor, the Oakville TMP has indicated that Wyecroft
Road will be constructed as a four lane multi-purpose arterial extending from
Burloak Drive to Kerr Street. A widened Wyecroft Road terminating at Kerr
Street will increase the traffic volumes on Kerr Street. This in turn will require
Kerr Street to be widened to four lanes between Wyecroft Road and Shepherd
Road with a grade separation at the CN railway.
The review of the 2021 assignment flows at selected screenlines indicated the per
annum growth rates that could be expected for the following roadways:
Kerr Street – 2.4% / annum
Speers Road - 0.4% / annum
Shepherd Road – 2.4% / annum
Wyecroft Road – 3.6% / annum
In order to provide consistency to the traffic analysis a 2% per annum growth rate
was applied to all roadways impacted in the Kerr Street analysis area.
A summary of the anticipated 2021 traffic forecasts for selected roadways are
presented on Table 3-2.
Table 3-2 – Future (2021) Traffic Flows (2% / annum growth rate)
Location
Kerr Street at QEW
Kerr Street North of Shepherd Road
Kerr Street North of Speers Road
Kerr Street North of Stewart Road
Wyecroft Road West of Sinclair
Road
Shepherd Road East of Kerr Street
Speers Road East of Kerr Street
Speers Road West of Kerr Street
Existing
Daily
15,800
14,6002
14,500
13,600
Future
Daily
20,200
18,700
18,600
17,400
9,600
3,400
29,000
22,400
P.M. Peak Hour
Traffic Volumes
NB/WB SB/EB
1,280
1,260
1,130
710
640
760
630
770
12,300
160
200
4,400
37,100
28,700
250
1,900
1,040
250
1,350
900
From a planning perspective, the capacity of a lane of traffic is controlled by
downstream intersections. Generally a single lane of traffic has a capacity of
1,000 to 1,200 vehicles per lane per hour. The forecast 2021 p.m. peak hour peak
direction traffic volume of approximately 1,260 vehicles on Kerr Street between
Speers Road and Wyecroft Road indicates that Kerr Street will be at capacity if it
is not widened to a four (4) lane roadway. The future traffic demand and supply
analysis reaffirms the recommendations from the Town of Oakville
Transportation Master Plan including Kerr Street between Shepherd Road and
Wyecroft Road, construct a 4-lane urban roadway and CN grade separation.
2
Estimated
June 2009
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Town of Oakville
It is noted that the section of Kerr Street from Wyecroft Road to the QEW off
ramp (under the QEW) is forecast to carry approximately 1,280 vehicles in the
p.m. peak hour peak direction on 2 lane.
A summary of the forecast 2021 a.m. and p.m. peak hour volumes by road section
is presented in Exhibit 3-7. As noted in Exhibit 3-7, railway volumes are
expected to rise to 114 rail movements per day at this location.
The 2% per annum growth rate assumption was applied to existing turning
movement counts to obtain a baseline 2021 traffic volume estimate at the key
intersections along Kerr Street in order to assess operating Levels of Service and
identify intersection improvements. A summary of the intersection LOS analysis
and intersection improvements required to accommodate 2021 forecast volumes is
presented on Table 3-3. The analysis assumes a four (4) lane Kerr Street between
Speers Road and Wyecroft Road and a grade separated with the CN rail crossing.
The future 2021 intersection LOS analysis presented on Exhibit 3-8 reaffirms the
following recommendations noted in the Town of Oakville TMP:
• provision of a northbound right turn lane from Stewart Street to Speers Road;
and
• construction of southbound dual left turns onto Speers Road eastbound at Kerr
Street and Speers Road intersection.
640
24-Hour
Two-Way
1,280
340
P.M. Peak
Hour
780
A.M. Peak
Hour
160
200
350
120
20,200
Exhibit 3-7 – Forecast 2021 Peak Hour Traffic Flows
12,300
Exposure Index:
2,131,800
1,130
710
1,900
1,350
June 2009
4,400
28,700
37,100
17,400
630
1,040
900
770
720
470
670
470
1,140
1,720
S
h
18,600
250
250
190
140
840
960
18,700
760
1,260
550
760
114 Trains/day
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Town of Oakville
Table 3-3 – 2021 Intersection Level of Service Analysis with Intersection
Improvements
LOS
a.m. p.m.
C
D
Intersection
Kerr Street and Speers Road
Kerr Street and Shepherd Road
Kerr Street and Wyecroft Road
A
A
Intersection Improvements
• Provision of SB dual left turns
• Provision of NB right turn lane
A
A
• Installation of traffic signals
• Provision of EB left and EB
right turn lane
Exhibit 3-8 – Future 2021 Intersection Level of Service and Intersection
Improvements
Future (2021) Levels-of-Service
A.M. Peak
Hour
STREETS / LANES
P.M. Peak
Hour
A
Wyecroft
Road
A
D
Kerr
Street
D
CNR
D
D
Shepherd
Road
A
A
D E
D
D
E
D
C
Speers
Road
E
D
D
E
Assumptions:
120 s cycle lengths with optimized splits
2-second all-red phases
2-second amber phases for advanced left-turns
4-second amber phases for all other amber phases
Pedestrian actuated control on all side streets with no activations
Truck percentages as per counts
Advanced left-turn phases at all locations where left arrows are available
It is important to note that although the intersection of Kerr Street and Speers
Road is operating at LOS D (approaching capacity) during the p.m. peak hour in
2021 there are specific turning movements that will be operating at capacity
including:
• southbound left turns;
• eastbound right turns and through movement;
• northbound through movement; and,
• westbound left turns.
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Town of Oakville
Given the anticipated congestion at the Kerr Street / Speers Road intersection to
accommodate background traffic growth, any redevelopment adjacent to the Kerr
Street corridor will need to review alternative access/egress arrangements onto
Speers Road.
3.3.2.2 Future Train Movement (CNR Crossing)
Future traffic increases of 2% per annum will result in the daily traffic volumes
increasing to approximately 18,700 vehicles per day. This in turn will increase
the rail Exposure Index to approximately 2.1 million; a value 10 times greater
than the Exposure Index threshold.
3.3.2.3 Kerr Street and CNR Crossing
Existing Kerr Street between Speers Road and Shepherd Road is a four-lane
arterial roadway with left turn lanes and traffic signals provided at the
intersections of Speers Road and Shepherd Road. North of Shepherd Road, Kerr
Street transitions to a two (2) lane roadway that crosses the CN rail line under
signal control. The two-lane section of Kerr Street extends north of the CN rail
line, past Wyecroft Road, continuing under the QEW to the Town Centre II
development. Table 3-4 provides an overview of the distances between major
traffic control systems along Kerr Street north of Speers Road.
Table 3-4 – Existing Traffic Control Devices
Intersection
Speers Road
Shepherd Road
CN Railway
Wyecroft Road
QEW Off Ramp
Traffic Control
Traffic Signals
Traffic Signals
Rail Signals
EB Stop Control
NB Stop Control
Distance
140 m
100 m
400 m
460 m
The existing condition in which three (3) traffic control systems are located within
a 240 m road segment results in vehicle queue back-ups that impact downstream
traffic controls, especially in the p.m. peak hour. The distance between the CN
rail crossing and Shepherd Road is approximately 100 m. Allowing for a vehicle
length of 7.5 m, this road segment can accommodate approximately 13 vehicles.
However, upwards of 32 vehicles travelling northbound in the p.m. peak hour
need to be accommodated based on traffic platoon assumptions3. Therefore, the
existing condition suggests that upwards of 17 vehicles would be queued south of
Shepherd Road when a GO or VIA train activates the rail signals during the p.m.
peak hour.
Widening Kerr Street as a four-lane at grade crossing would only provide queue
storage for upwards of 26 vehicles. Therefore, approximately 6 vehicles under
the existing demand would be in traffic queues south of Shepherd Road. By the
2021 planning horizon upwards of 14 vehicles would be in a traffic queue south
of Shepherd Road.
3
Assumes that all vehicles arrive northbound during an entire signal cycle (120s) at Kerr Street and Shepherd Road
would have to be accommodated if the railway barriers dropped just as the northbound phase turned green. This
equates to one 30th of the total peak hour volume northbound.
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Town of Oakville
The operational concern with the four lane roadway at grade road-rail crossing
scenario is the impact the extended queue of northbound vehicles would have on
the Kerr Street and Speers Road intersection operation as well as access from
Kerr Street to adjacent commercial development.
3.3.2.4 Grade Separated Crossing
The provision of a grade separated crossing of Kerr Street at the CN railway
would eliminate the traffic queue and operational issues associated with the atgrade scenario discussed in Section 4.1 as a four lane cross section covering
approximately 240 m (Shepherd Road to Wyecroft Road) can accommodate
approximately 64 vehicles whereas the 2021 traffic forecast approaching the CN
rail crossing would be in the order of 40 vehicles in the p.m. peak hour.
A grade separated crossing also provides opportunities for redevelopment of the
existing commercial plaza on the northwest quadrant and redevelopment of the
residential uses on the northeast quadrant of the Kerr Street and Speers Road
intersection.
The 2021 intersection level of service analysis discussed in Section 3.3.2.1
indicates that the Kerr Street – Speers Road intersection is anticipated to operate
at an overall intersection LOS D (generally acceptable operations) with specific
turning movements operating at capacity (LOS E). Therefore, there is limited
intersection capacity available for redevelopment traffic volumes requiring
consideration for:
• increased access from Speers Road to any new developments; and,
• development of alternatives at the Kerr Street and Shepherd Road intersection
to increase accessibility to any redevelopment proposals south of the CN
railway.
3.4
MAJOR UTILITIES
Underground utilities in the Kerr Street right-of-way include the following and
are shown in Exhibit 3-9.
•
•
•
•
300 mm watermain
300 mm sanitary sewer
750 mm storm sewer
Gas
•
•
•
Hydro
Bell
Cable
There are two major pipelines in the former hydro right-of-way that cross Kerr
Street parallel to the railway, one 406.4 mm (16”) and the other 273.1 mm (12”).
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Town of Oakville
4.
ALTERNATIVE SOLUTIONS
4.1
DESCRIPTION OF ALTERNATIVE SOLUTIONS
The Class Environmental Assessment for Municipal Road Projects, Schedule ‘C’,
requires that alternative solutions be considered. An analysis of alternative
solutions results in the identification of a preferred solution for which alternative
designs can be developed. Alternative solutions include conceptually different
alternatives. For this study, alternative solutions have been identified as:
• Do Nothing
• Travel Demand Management
• Transit
• Improvements to Other Roadways
• Improvements to Kerr Street (grade separation and widening)
4.1.1 Do Nothing
With the Do Nothing alternative, the existing road network will be maintained.
Kerr Street will remain as 2 lanes north of Shepherd Road and will be crossing at
grade at the CNR tracks. As shown in Section 3.3.1.3, the exposure index based
on the existing traffic conditions combined with train movements is
approximately eight times greater than the threshold exposure index to warrant a
grade separation. In addition, the analysis of future traffic conditions reflected the
need for Kerr Street to be 4 lanes between Speers Road and Wyecroft Road.
Therefore, the Do Nothing alternative would not provide the transportation
infrastructure required to support the proposed development, and was not carried
forward for further consideration.
4.1.2 Travel Demand Management
The Town of Oakville is in support of alternative modes of transportation
including increased walking, cycling and transit, and is promoting travel demand
management programs to reduce single occupancy vehicles on the road during
peak period such as (High Occupancy Vehicle (HOV)) lanes, and improved local
transit routes and services. The Town’s travel demand management strategies
will provide overall transportation improvements on a town-wide and regional
level. However, on its own, TDM would not be sufficient to address the need for
traffic operations in the area. The travel demand management alternative is part
of the overall Town of Oakville TMP.
4.1.3 Transit
The Town of Oakville TMP (2007) identifies Kerr Street as a planned / proposed
community service transit route with headways of 15-30 minutes. Similar to the
travel demand management alternative, improvements to transit are to provide
overall transportation improvements on a regional level. However, on its own,
would not provide enough reduction in traffic to improve traffic operations in the
area. The transit alternative is part of the overall Town of Oakville TMP.
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Town of Oakville
4.1.4 Improvement to Other Roadways
The Town of Oakville TMP identifies improvements to other roadways to address
the overall transportation need in the Town. As shown in Section 3.3.1.3, the
exposure index based on existing traffic conditions and train movement warrants
the need for a grade separation at the Kerr Street / CNR crossing, and the need for
additional capacity on Kerr Street between Speers Road and Wyecroft Road.
Improvements to other major roadways in this area are already under
consideration but will not address the need for a grade separation and additional
capacity on Kerr Street.
Similarly classified roads in the area are ‘grade-separated’ with the railway
(Dorval Drive, Cross Avenue, Trafalgar Road). Kerr Street remains as the only
at-grade crossing of CN in the area; other ‘at grade’ crossings in the Town of
Oakville include Burloak Drive, Fourth Line and Chartwell Road.
4.1.5 Improvements to Kerr Street (CNR Grade Separation and Widening)
This alternative proposes that Kerr Street and the CNR tracks be grade separated
and Kerr Street be widened from 2 to 4 lanes from the CNR to north of the QEW;
tying into the 4 lane North Service Road east of Dorval Drive, which is currently
under construction. The grade separation will improve pedestrian and cycling
safety crossing the railway, and the widening will incorporate enhanced cycling
and pedestrian facilities. Improvements to Kerr Street will also provide
opportunities to enhance transit services.
4.2
ANALYSIS OF ALTERNATIVE SOLUTIONS
In summary, existing and future traffic conditions combined with train
movements warrant a grade separation between Kerr Street and the CNR tracks
based on the exposure index. In addition, existing Kerr Street is operating at or
near capacity between Speers Road and Wyecroft Road, and future demand on
Kerr Street requires additional capacity. The “Do Nothing” alternative was not
carried forward as it would not address the need for additional capacity and a
grade separation. The “Travel Demand Management” and “Transit” alternatives
are part of the overall transportation strategy of the Town and on their own would
not directly address need for additional capacity in the Kerr Street corridor. The
“Improvement to Other Roadways” option would not fully address the need for a
CN / Kerr Street grade separation. The proposed “Improvements to Kerr Street”
alternative (CNR grade separation and widening from 2 to 4 lanes) will address
existing and future transportation demands.
4.3
RATIONALE FOR RECOMMENDED ALTERNATIVES SOLUTION
The Improvements to Kerr Street alternative is selected as the preferred
alternative solution. The grade separation of Kerr Street / CNR tracks and the
widening of Kerr Street between Speers Road and north of the QEW will address
existing and future demand. In addition, the grade separation will improve
pedestrian and cycling safety crossing the railway, and the widening will
incorporate enhanced cycling and pedestrian facilities, as well as providing
opportunities to enhance transit services.
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Town of Oakville
5.
ALTERNATIVE DESIGNS
5.1
PRELIMINARY ALTERNATIVES
5.1.1 Approach to Developing Design Alternatives
The following constraints identified in the study area were taken into
consideration when developing the design alternatives:
• Impact to the Sixteen Mile Creek valley
• Impact to existing properties
• Ability to maintain existing grade at Kerr Street / Speers Road intersection
• Impact to utilities
• Crossing under the QEW
• Operation of the GO Transit Lakeshore West line
• Retain traffic operation on Kerr Street during construction
Three alternatives were developed between Speers Road and Wyecroft Road, and
are described in Section 5.2. Only one common alternative was developed for the
section between Wyecroft Road and north of the QEW because of the constraint
at the QEW crossing and the proximity of the Sixteen Mile Creek valley.
5.1.2 Design Criteria
Kerr Street is proposed to be widened from 2 to 4 lanes from the CNR to north of
the QEW, tying into Kerr Street east of Dorval Drive (North Service Road),
which is currently being widened to 4 lanes. Design criteria were developed for
the alternatives and are summarized in Table 5-1. The preliminary alternatives
were developed based on a design speed of 60 km/h.
Table 5-1 - Preliminary Design Criteria
Design Criteria
Design Speed
Minimum Horizontal Radius
Maximum Vertical Grade
Minimum Vertical Curve
Standard (60 km/h)
60 km/h
130 m
6%
Kmin Crest – 15
Kmin Sag – 8 (illuminated)
Nominal 36 m
4-lane urban
3.75 m*
Right of Way
Cross Section
Lane width
* The lane width was subsequently reduced to 3.5 m to minimize
impact to the Sixteen Mile Creek valley
5.1.3 Grade Separation
5.1.3.1 Vertical Alignment – Over vs. Under
One of the key considerations of a rail / road grade separation is whether the road
will go over or under the railway tracks. The option of the rail alignment being
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Town of Oakville
adjusted is typically not considered because of the constraints on the rail
(approximately 1% maximum grade) and the long distances and associated high
costs of realignment that would be required to achieve the required clearance. In
the case of Kerr Street / CNR crossing, this would translate to a minimum of 750
m to 800 m of grading required on both sides of the road crossings – i.e.
approaching the Oakville and Dorval Drive. In this particular location, the
movement of the rail is also constrained by the Sixteen Mile Creek crossing
structure east of Kerr Street.
Kerr Street over CNR
Railways require a minimum clearance above the top of rail of 7.2 m. When the
road structure depth is added to the 7.2 m, the difference in height between the top
of rail and the top of pavement is in the range of 9.7 m. Applying the minimum
vertical curve geometry and reasonable grades, the vertical alignment of Kerr
Street would cross Speers Road approximately 2 m above the existing grade. If
the maximum grade of 6% is used, then the profile would match the existing
grade at Speers Road. However, there are concerns with the 6% grade because of
the proximity to the intersection and the possibility of vehicles possibly sliding
into the intersection under icy winter conditions. The ‘Over’ profile as shown in
the 2007 Feasibility Study is presented in Exhibit 5-1.
The vertical alignment over the railway would create a significant physical barrier
that would have an impact to the access to adjacent land uses. The existing
intersection of Shepherd Road would have to be raised by 6.5 m to meet Kerr
Street, further impeding access to adjacent properties. Grading limits could be
minimized by use of retaining walls.
The ‘Over’ alternative would not require a rail detour during construction, and
there would be less impact on the utilities in the existing Kerr Street right-of-way.
Kerr Street under CNR
The clearance required for a roadway to be under the CN crossing is 5.0 m plus
the thickness of the rail structure. A thickness of 1.4 m (plus 580 mm ballast and
rail) has been assumed for the rail structure. Steel structures would be in the same
range of deck thickness, however, these would be less aesthetically pleasing.
The lesser clearance requirement would facilitate a vertical alignment that would
be manageable in that the existing grade at Speers Road would be met with the
‘Under’ alternative. The potential issue of safety during winter conditions would
be avoided because the grades would be reduced and the approach to Speers Road
would be ‘uphill’ with an ‘Under’ alternative as compared to ‘downhill’ with the
‘Over’ alternative.
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Town of Oakville
Alternatives using the Kerr Street alignment would have an impact on the existing
underground utilities which will be dependent on the horizontal alignment. This
can be partially mitigated by shifting the alignment of the ‘Under’ grade
separation to the west. This would reduce the utility conflicts as well as maintain
an at-grade detour crossing during construction (see Section 5.1.4.2 Alternative 2
– Shift Kerr Street to the West). Retaining walls would be required to protect the
adjacent properties, however, access can be provided to almost all properties by
relocating / regarding existing access, as necessary. There is also the opportunity
to provide a consolidated access to the lands west of Kerr Street located between
the CN corridor and Speers Road. The ‘Under’ profile as shown in the 2007
Feasibility Study is presented in Exhibit 5-2.
The most significant disadvantage with the ‘Under’ alternative is that the
construction would require a rail detour.
The advantage of the ‘Under’ alternative is that it would be less intrusive to the
adjacent land uses and would not create a major physical barrier. With the ‘Under’
alternative, consideration should be given to an elevated pedestrian crossing along
Kerr Street.
5.1.3.2 Preferred Vertical Alignment – ‘Under’ Alternative
When the two vertical alignments are compared, the ‘Under’ alternative is
preferred because it could be designed so that there would be no change to the
elevations at the Speers Road / Kerr Street intersection, and access can be
maintained to the majority of properties. The ‘Over’ alternative would have a
lower construction cost as a rail detour would not be required.
In general, the proposed ‘under’ profile follows a -3.5% grade and will be
approximately 3 m below grade at the Kerr Street / Shepherd Road intersection.
The proposed profile will be at the lowest elevation at the CNR crossing,
approximately 7 m below the CNR tracks. To the north of the CNR tracks, the
proposed profile follows a 6% grade and will meet existing ground in the
proximity of the Kerr Street / Wyecroft Road intersection.
5.1.4 Design Alternatives
Three alternatives, namely Alternatives 1, 2 and 3, were developed for Kerr Street
to go under the rail tracks. These alternatives are described in Sections 5.1.4.1 to
5.1.4.3.
5.1.4.1 Alternative 1 – Widen by Centre Existing Line
Alternative 1 is shown on Exhibit 5-3. The proposed alignment was developed
within the existing Kerr Street ROW by generally maintaining the easterly
property line. Kerr Street will generally be widened to the west. A road detour
would have to be constructed for the construction of the grade separation. This
alternative would require the relocation of utilities. North of the CNR tracks, the
road would be widened to the west to minimize impact to the Sixteen Mile Creek
valley.
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Town of Oakville
5.1.4.2 Alternative 2 – Shift Kerr Street to the West
Alternative 2 is shown on Exhibit 5-4. The proposed alignment shifts to the west
between Speers Road and Wyecroft Road. Existing Kerr Street may be used as a
“detour” during construction and the proposed bridge would be built to the west
of the roadway. Since the proposed Kerr Street is generally constructed to the
west of the existing alignment, there is a greater ability to maintain existing
utilities on Kerr Street. Similar to Alternative 1, north of the CNR tracks, the road
is widened to the west to minimize impact to the Sixteen Mile Creek valley.
5.1.4.3 Alternative 3 – Realign Kerr Street to the West
Alternative 3 is shown on Exhibit 5-5. This alternative proposes that Kerr Street
be realigned to the west with a T-Intersection at Saint Augustine Road and extend
northerly with a new T-intersection at Wyecroft Road. The Wyecroft Road
approach to existing Kerr Street would also be realigned through a 110 m curve.
Existing Kerr Street would terminate at Shepherd Road and Wyecroft Road. Kerr
Street south of Wyecroft Road would be for local traffic only. Traffic continuing
to the north of CNR would have to turn left on Speers Road and then continue on
the realigned Kerr Street.
5.1.4.4 Alignment Alternative North of Wyecroft Road
North of Wyecroft Road, Kerr Street becomes the North Service Road as it
approaches Dorval Drive, which is currently being widened to 4 lanes. The
construction for the widening of QEW for the implementation of High Occupancy
Vehicle (HOV) lanes between Burloak Drive and Trafalgar Road is currently
underway under the direction of the Ministry of Transportation (MTO). The
Town and MTO are coordinating the staging and construction of the widening of
the Sixteen Mile Creek structure. The abutments for the new Sixteen Mile Creek
structure have been constructed to accommodate the potential widening of Kerr
Street (4 lanes); similarly, the west abutment of the existing QEW bridge is being
shifted to the west to accommodate the potential widening.
Only one alignment was developed for the section of Kerr Street north of
Wyecroft Road where Kerr Street is generally widened to the west side by
holding the existing easterly right-of-way and is shown in Exhibit 5-6.
5.2
ANALYSIS AND EVALUATION
The analysis and evaluation of the proposed road extension is based on a set of
assessment criteria. The analysis criteria are divided into four major groupings:
Socio-Economic Environment, Natural Environment, Transportation, and Cost.
The effects of the alternatives are identified based on factors within each of the
Groupings. An evaluation was carried out to identify the preferred alternative.
The Factors for each of the Groupings are as follows:
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JUNE 2009
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Town of Oakville
Grouping
Factor
Socio-Economic Environment
•
•
•
•
•
Natural Environment
• Environmentally Sensitive Areas
(ESA)/Area of Natural and Scientific
Interest (ANSI)
• Slope Stability
• Stormwater Management
Transportation
•
•
•
•
•
Cost
• Construction Cost
Community and Property Effects
Land Use
Noise
Built Heritage
Archaeology
Traffic Operation
Network Compatibility
Geometry
Utilities
Construction Staging
5.2.1 Description of Groupings and Factors
Socio-Economic Environment – This grouping addresses effects of the
alternatives on the components of the environment that are ‘man-made’. This
grouping is a measure of the effects on community features. The factors within
the grouping are defined as follows:
• Community and Property Effects – Identifies the property effects such as
required property, and impact to parking and access.
• Land Use – Identifies the effects / compatibility of the proposed alternatives
on adjacent plans (i.e. Town Official Plan, Greenbelt Plan).
• Noise – Identifies predicted change in noise level to noise sensitive areas as a
result of the proposed grade separation and improvements to Kerr Street
• Built Heritage – Identifies impact to built heritage resources in the study area
• Archaeology – Identifies impact to archaeological resources in the study area
Natural Environment – This grouping addresses effects of the alternative on the
natural environmental features. The factors within the grouping are defined as
follows:
• Environmentally Sensitive Area (ESA) / Area of Natural and Scientific
Interest (ANSI) – Identifies impact to the ESA and ANSI associated with the
Sixteen Mile Creek valley
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Town of Oakville
• Slope Stability – Identifies slope stability issues associated with the Sixteen
Mile Creek valley, particularly through sections of Kerr Street where it is in
close proximity to the valley between the CNR tracks and Wyecroft Road
• Stormwater Management – Identifies stormwater management strategies
required
Transportation – This grouping identifies the extent to which an alternative can
provide reasonable transportation services. The factors within the grouping are
defined as follows:
• Traffic Operation – Identifies conflicts with existing and proposed
intersections
• Network Compatibility – Identifies how the alternative would meet the
transportation needs as part of the existing and future road network, including
opportunities to enhance transit operation
• Geometry – Identifies the geometric features, which include design speed
minimum radius, maximum grade, etc.
• Utilities – Identifies conflict with existing utilities
• Construction Staging – Identifies the ability to stage the construction of the
grade separation.
Cost – This grouping identifies the cost required to build the alternative.
• Construction Cost – The key costs determined for each alternative included
the roadway, drainage, CNR structure, rail detour, signals, and illumination.
The total cost of construction also includes a percentage for minor items
(15%), engineering (15%) and construction contingency (10%).
5.2.2 Analysis of Alternatives
The analysis was carried out to determine the impacts that Alternatives 1, 2 and 3
would have on the environment and is described as follows (also see Exhibit 5-7
for the summary):
Socio-Economic Environment
Community and Property Impact, Land Use
Lands within the study area are largely developed for commercial / industrial
uses, including the Oaktown Plaza, Big Al’s Aquarium Services, a strip plaza at
the northeast quadrant of Kerr Street and Shepherd Road, and DANA Canada
Corporation.
Alternative 2 requires approximately 1.94 ha of property from adjacent lands
which is less than the amount of property required in Alternative 3 (3.30 ha) and
slightly less than Alternative 1 (1.98 ha). Alternatives 1 and 2 will require the full
taking of #557 Kerr Street (Big Al’s Aquarium Services) and will remove the free
standing building at #580 Kerr Street in Oaktown Plaza. Alternative 1 will also
require some property from the local plaza at #579 Kerr Street. Alternative 3 will
require the full taking of #171 Speers Road (2 commercial complexes located on
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Town of Oakville
the north side of Speers Road opposite to Saint Augustine Road) - properties
north of Speers Road opposite to Saint Augustine Road.
Both Alternatives 1 and 2 will require full property taking of #557 Kerr Street
(Big Al’s Aquarium) and the free standing building of #580 Kerr Street in the
Oaktown Plaza. Alternative 3 will require the full taking of #171 Speers Road
(two commercial complexes located on the north side of Speers Road opposite to
Saint Augustine Road).
Alternatives 1 and 2 are similar in terms of impact to access and parking to
adjacent properties. There are three existing accesses to the Oaktown Plaza – two
on Kerr Street (one south of Shepherd Road and one north of Shepherd Road),
and one from Speers Road. Both Alternatives 1 and 2 do not involve any
modifications to the existing entrance on Speers Road; the two existing driveways
to Kerr Street will be replaced with a new entrance located opposite to Shepherd
Road. The Kerr Street / Shepherd Road intersection will be realigned. There will
be some loss of parking along the east side of Oaktown Plaza immediately south
of CNR tracks and to accommodate the new entrance.
Other access and parking impacts for Alternatives 1 and 2 include removal of
existing truck loading entrance to #656 Kerr Street. Trucks would have to access
via the main entrance on the west side of Kerr Street just south of Wyecroft Road.
Existing entrances to #656 and #700 Kerr Street on the west side of the road just
south of Wyecroft Road will also be consolidated and reconstructed. In addition,
there will be some loss of parking at #220 Wyecroft Road and storage / parking at
#656 Kerr Street.
Alternative 3 is less preferred in terms of access and parking impacts to adjacent
properties. Two of the three entrances to #220 Wyecroft Road will be removed
due to the proximity to the proposed Wyecroft Road / realigned Kerr Street Tintersection. In addition, accesses to #215, #191, and #175 Wyecroft Road will
be maintained, but will have to be extended to access the realigned Kerr Street.
While the existing entrances on Kerr Street remain, existing Kerr Street will be
terminated north and south of the CNR tracks; traffic will, as a result, have to use
the new realigned Kerr Street.
Land Use
Both Alternatives 1 and 2 will have minimal impact to Sixteen Mile Creek which
is classified as River Valley Connections under the Greenbelt Plan (2005), and are
consistent with future planning and development of the Town which assumed a
continuous Kerr Street along the existing corridor.
Alternative 3 will have no impact to Sixteen Mile Creek as Kerr Street will be
realigned to the west, well beyond the Sixteen Mile Creek valley. This
alternative, however, is inconsistent with future planning of the Town which
assumed a continuous Kerr Street along the existing corridor.
Alternatives 1 and 2 support adjacent land uses not withstanding the potential
effects related to the grade differential between the road and the adjacent land use.
In addition to the loss of property, Alternative 3 would not be compatible with
Kerr Street land uses because of the discontinuity of the road.
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Town of Oakville
Noise
All three alternatives are similar in terms of noise impact. There is one existing
residential detached house located (i.e. noise sensitive area (NSA)) on the east
side of Kerr Street north of the CNR tracks, and there are a few residential houses
between the Sixteen Mile Creek and Sixth Line, north of the QEW. A noise
analysis was carried out at representative locations for these NSAs. The change
in noise level as a result of the grade separation and widening of Kerr Street was
calculated to be less than 5 dBA since a doubling of traffic is equal to an increase
of 3 dBA, and the traffic analysis does not reflect a doubling of traffic in the
future Kerr Street corridor. Therefore, the consideration of noise mitigation is not
warranted per the Ministry of Transportation (MTO)/ Ministry of the
Environment (MOE) Noise Protocol. It should be noted that the traffic volume on
QEW is approximately 10 times that of Kerr Street. Given the proximity of the
receiver locations to the QEW, noise generated from the traffic on QEW is
considered to be the dominant noise source in the area.
Built Heritage
Findings from the built heritage review indicates that the study area is
characterized by 20th century urban development, principally commercial and
light industrial. One cultural heritage landscape: CNR Oakville Crossing of Kerr
Street, and four built heritage resources of heritage interest and / or value were
identified along Kerr Street (#531 Kerr Street, #533 Kerr Street, #623 Kerr Street,
and the Kerr Street and QEW bridge). (See Appendix F).
Alternative 1 will displace #531 Kerr Street, while Alternatives 2 and 3 will have
no impact to built heritage resources of heritage interest and / or value.
All of the alternatives would cause the cultural heritage landscape to change.
Archaeology
A Stage 1 Archaeological Assessment was carried out and indicated that Kerr
Street is disturbed from previous construction activities. Given this, the Stage 1
Assessment recommended to the Ministry of Culture that the Kerr Street Grade
Separation corridor is free of any further archaeological concerns and that
construction can proceed as planned. (See Appendix G).
Summary
There are similar impacts to adjacent properties in Alternatives 1 and 2, and both
alternatives are consistent with future planning and development of the Town.
Alternative 2, however, is slightly more favoured since it requires less property
overall and it would not have direct impact to the plaza at #579 Kerr Street, and
would have no impact to built heritage and archaeological resources.
Alternative 3 is the least preferred because it would have the most significant
impact to adjacent properties (property requirement and access issues).
Furthermore, it would not be consistent with future planning of the Town.
June 2009
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Town of Oakville
Natural Environment
Environmentally Sensitive Area (ESA) / Area of Natural and Scientific Interest
(ANSI) and Slope Stability
Alternatives 1 and 2 are similar in terms of natural environment impact. For both
alternatives, approximately 750 m2 of valley slope disturbance would be required for
the construction of the retaining wall required for road improvements. The area
impacted is a negligible component of the overall ESA/ANSI wildlife habitat and no
impact on wildlife movement through the valley system is anticipated. Disturbance
area is an already disturbed edge of a mid-aged deciduous forest dominated by Bur
Oak, Sugar Maple, White Ash, Siberian Elm and Northern Red Oak. Variably dense
understory includes Staghorn Sumac, Buckthorn, Choke Cherry, hawthorn and
Tartarian Honeysuckle with regenerating Sugar Maple, White Ash, American Elm
and Siberian Elm. Ground layer vegetation is dominated by tolerant roadside species
including grasses, Garlic Mustard, asters, goldenrods and Poison Ivy. Two mature
Northern Red Oaks and several mature Bur Oaks in moderate to good health are
located within ~2 to 5m of the road edge and may be removed or impacted by
construction of the retaining wall. Sizes range from 35-50cm dbh.
The existing erosion of the creek valley slopes along Kerr Street is located
between approximately station 10+360 and 10+450 for both Alternatives 1 and 2;
the road will be in closest proximity from 10+460 to 10+560. The application of
an erosion component or provision of erosion protection will be required. It is
recommended that the upper portion of the slope be regraded to remove the fill.
Alternative 3 proposed a realignment of Kerr Street well to the west of the existing
roadway (i.e. away from the Sixteen Mile Creek valley). The proposed alignment
passes through a previously disturbed area. All natural vegetation has been removed
for adjacent uses (i.e. industrial / commercial land uses). Therefore, impact to the
natural environment is considered to be limited. Remaining vegetation consists of
landscape plantings that are easily replaced or re-established. No new valley slope
disturbance required (existing Kerr Street retained and closed at existing CNR line).
The new Kerr Street alignment would be located 200-225 m west of existing Kerr
Street and is not expected to have any impact on wildlife habitat or wildlife movement
through the valley system is anticipated, and no slope stability issues.
Stormwater Management
All three alternatives will require a new stormwater outlet at the same location
required for all three alternatives (location dictated by final road grades and
gravity drainage requirements). There are opportunities for water quality
improvements using an oil/grit separator and enhanced grassed swale. It is
assumed that new sewers will be installed through directional drilling to minimize
valley disturbance. The outlet will be designed with opportunity for outlet pool
and oriented to avoid creek bank scouring and protect fish habitat. The proposed
outlet to the Sixteen Mile Creek will be via a tunnelled outlet, and will be located
at the base of the previously disturbed valley wall. Heavy equipment access will
be required for installation of outlet structure at Sixteen Mile Creek and the access
route and restoration requirements will be determined during detail design.
June 2009
Page 49
Town of Oakville
Alternatives 1 and 2 will require a shorter route for storm sewer outlet compare to
Alternative 3 where a drainage connection is required between the realigned Kerr
Street and outlet to Sixteen Mile Creek; this will translate into additional
construction costs. The storm sewer outlet in Alternative 3 may need to be parallel
to the CNR tracks on the west side, and the drainage connection will likely pass
through the contamination site on the DANA property (#656 Kerr Street).
Summary
In summary, Alternatives 1 and 2 ranked similar in terms of natural environment
as both alternatives will impact approximately 750m2 disturbance of ESA/ANSI
wildlife habitat (considered negligible); however, there would be no impact on
wildlife movement. There will be potential impact to trees in the Sixteen Mile
Creek valley adjacent to the existing road. Alternative 3 is considered to be the
most preferred in terms of natural environment, since is located well to the west
of the Sixteen Mile Creek valley; there will be no new valley slope disturbance
required, no impact on wildlife habitat or wildlife movement.
Transportation
Alternatives 1 and 2 are similar in transportation. Kerr Street / Shepherd Road
intersection will have to be realigned in order to match the grade of Kerr Street.
Both alternatives will provide network continuity by maintaining Kerr Street along
existing corridor. Kerr Street will be 4 lanes from Speers Road to north of the
QEW tying into the widening of North Service Road to 4 lanes. Existing
intersections at Speers Road and Wyecroft Road will be maintained. Intersection
improvements will be implemented (e.g. double southbound left turn) at Speers
Road. There are 5 existing transit routes that travel on Kerr Street within the study
area, and the widening of Kerr Street in Alternatives 1 and 2 will help to improve
traffic flow which in turn eases transit operations, as well as future transit
improvements.
While the grade separation in all three alternatives is expected to improve traffic
operation and safety on Kerr Street, Alternative 3 will lead to a discontinuous
Kerr Street where existing Kerr Street will terminate north of Shepherd Road.
Traffic continuing north of CNR tracks will have to turn left on Speers Road and
then continue on the realigned Kerr Street. This will create a strain on the
northbound left turn on Speers Road, as well as Speers Road.
A new Tintersection at Wyecroft Road / realigned Kerr Street north of CNR tracks will be
created and existing Kerr Street south of Wyecroft Road will be for local traffic
only. Alternative 3 is not desirable for existing and potential future transit
operation due to discontinuity on Kerr Street.
In terms of utilities impact and construction staging, both Alternatives 2 and 3 are
able to utilize existing Kerr Street as a detour during construction and will have
minor / no impact to existing utilities on Kerr Street. Alternative 1, on the other
hand, will have to relocate utilities in Kerr Street right-of-way, and will have to
construct a detour during construction. As a result, the overall property impact is
similar to that in Alternative 2.
Summary
June 2009
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Town of Oakville
Alternatives 1 and 2 are similar in terms of transportation as both alternatives
follow the existing Kerr Street corridor, and would provide a transportation
network consistent with future planning of the Town and support improvements
to transit operation. Alternative 2 is preferred as it would be able to utilize
existing Kerr Street as a detour during construction and there would only be
minor utility relocations.
Alternative 3 is the least preferred because it would have severe impact on the
function and continuity of the overall transportation network. It would also
decrease the opportunity for future transit improvement through the corridor.
Costs
The estimated construction cost for Alternatives 1, 2 and 3 are approximately in
the range of $25M to $27M. The estimated property cost for Alternative 3 is
approximately 2 times more of Alternatives 1 and 2.
5.2.3 Evaluation of Alternatives
The alternatives were evaluated based on the analysis described in Section 5.2.2
and summarized in Exhibit 5-7.
Overall, Alternative 3 is the least preferred as it would not be consistent with future
planning and development of the Town which assumed a continuous Kerr Street
along its existing corridor. Furthermore, it would have severe impact on the
function and continuity of the overall transportation network, including additional
strain on the northbound left turn on Speers Road, and Speers Road, as well as
limiting the opportunity for future transit improvement through the corridor.
When comparing Alternatives 1 and 2, Alternative 2 is preferred. With
Alternative 2, existing Kerr Street can be used as a road detour during
construction and by shifting the roadway to the west, it would minimize impact to
existing utilities and the Sixteen Mile Creek Valley, as well as improve the
horizontal alignment.
Although the proposed Kerr Street alignment in
Alternative 1 generally runs along the existing corridor, it would have a similar
footprint as Alternative 2 because of the need of a road detour during construction
(property requirement is slightly greater in Alternative 1 than in Alternative 2).
Furthermore, Alternative 1 would have a greater impact to existing utilities and
potentially to the natural environment.
Based on the foregoing, Alternative 2 was identified as the preferred alternative
and is shown in Exhibit 5-8.
June 2009
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Town of Oakville
Exhibit 5-7 – Analysis of Alternatives Summary
Grouping
Factors
SOCIO-ECONOMIC ENVIRONMENT
Community and Property
Effects
Land Use
Noise
Indicator
Property Impact
Impact to Businesses
Full Taking
Unit
ha
1.98 ha (including remnant property)
• #557 Kerr Street (SE quadrant of Kerr Street / Shepherd Road) – Big Al’s
• #588 Kerr Street (building in the Oaktown Plaza, SW corner of Kerr Street / CNR tracks) –
Coffee shop
Other Impact to Properties
• Property taking along the easterly and
westerly property limits from commercial
properties located on the west side and east
side, respectively, of Kerr Street between
Speers Road and Wyecroft Road.
• Approximately 0.74 ha. (including remnant
property).
Access
• Existing access to Oaktown Plaza from Kerr Street / Shepherd Road intersection will be
realigned.
• Existing accesses to the plaza from Kerr Street, north and south of Shepherd Road will be
removed; all accesses will be consolidated to the entrance from Kerr Street / Shepherd Road
intersection.
• Trucks and customers to the Oaktown Plaza will have to share the entrance at Kerr Street /
Shepherd Road intersection.
• Existing truck loading entrance to #656 Kerr Street (i.e. commercial building located at the
NW quadrant of Kerr Street / CNR tracks) will be closed. Trucks access via the main
entrance on the west side of Kerr Street just south of Wyecroft Road.
• Existing entrances to #656 and #700 Kerr Street on the west side of the road just south of
Wyecroft Road will be consolidated and reconstructed.
Parking
• Loss of parking along the east side of Oaktown Plaza immediately south of CNR tracks and to
accommodate the new entrance.
• Existing entrances on the west side of Kerr Street south of Wyecroft Road will be
consolidated and reconstructed, and will result in some impact to parking to the two
commercial developments (i.e. visitor parking loss at Dana property).
• Minimal impact to Sixteen Mile Creek which is classified as River Valley Connections under
the Greenbelt Plan (2005).
Compatibility with existing
land use and future land use
(e.g. Town OP, Greenbelt
Plan)
Existing NSA subject to
noise increase
•
•
•
•
Design Alternatives
Alternative 2
Alternative 1
• Property taking along the easterly property
limits from commercial properties located
on the west side of Kerr Street between
Speers Road and Wyecroft Road.
• Approximately 0.77 ha. (including remnant
property).
Alternative 3
• #171 Speers Road (2 commercial
complexes located on the north side of
Speers Road opposite to Saint Augustine
Road)
• Partial property taking from #560-588 Kerr
Street.
• Property taking along the westerly property
limit of #656 Kerr Street (appears to be
parking / storage area).
• Property taking along the easterly property
limit of #220 Wyecroft Road .
• Property taking along the westerly property
limit of #700 Kerr Street (impact future
development potential).
• Impact internal traffic circulation at #656
and #700 Kerr Street.
• 2 of the 3 entrances to #220 Wyecroft Road
will be removed due to the proximity to the
proposed Wyecroft Road / realigned Kerr
Street T-intersection.
• Accesses to #215, #191, and #175
Wyecroft Road will be maintained, but will
have to be extended to access the realigned
Kerr Street.
• While the existing entrances on Kerr Street
remain, existing Kerr Street will be
terminated north and south of the CNR
tracks; traffic will, as a result, have to
detour to the new realigned Kerr Street.
• Loss of parking at #220 Wyecroft Road and
storage / parking at #656 Kerr Street.
• No impact to Sixteen Mile Creek which is
classified as River Valley Connections
under the Greenbelt Plan (2005).
Consistent with future planning and development of the Town which assumed a continuous
• Inconsistent with future planning of the
Kerr Street along the existing corridor.
Town which assumed a continuous Kerr
Street along the existing corridor.
There is one existing residential detached house located (i.e. noise sensitive area (NSA)) on the east side of Kerr Street north of the CNR tracks,
and there are a few residential houses between the Sixteen Mile Creek and Sixth Line, north of the QEW. A noise analysis was carried out at
representative locations for these NSAs.
The change in noise level as a result of the grade separation and widening of Kerr Street was calculated to be less than 5 dBA since a doubling
of traffic is equal to an increase of 3 dBA, and the traffic analysis does not reflect a doubling of traffic in the future Kerr Street corridor.
Therefore, the consideration of noise mitigation is not warranted per the MTO/MOE Noise Protocol.
It should be noted that the traffic volume on QEW is approximately 10 times that of Kerr Street. Given the proximity of the receiver locations to
the QEW, noise generated from the traffic on QEW is considered to be the dominant noise source in the area.
June 2009
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Town of Oakville
Grouping
Factors
Indicator
Unit
•
Built Heritage
•
•
•
•
Archaeology
•
Design Alternatives
Alternative 1
Alternative 2
Alternative 3
A noise analysis should be prepared by the developer as part of the development application for any new residential development within the
study area.
Findings from the built heritage review indicate that the study area is characterized by 20th century urban development, principally commercial
and light industrial.
One cultural heritage landscape: CNR Oakville Crossing of Kerr Street
Four built heritage resources of heritage interest and / or value were identified along Kerr Street:
• 531 Kerr Street
• 533 Kerr Street
• 623 Kerr Street
• Kerr Street and QEW bridge
The proposed alignment will displace #531 • No impact to built heritage resources of heritage interest and / or value.
Kerr Street.
A Stage 1 Archaeological Assessment was carried out and indicated that Kerr Street is disturbed from previous construction activities. Given
this, the Stage 1 Assessment recommended to the Ministry of Culture that the Kerr Street Grade Separation corridor is free of any further
archaeological concerns and that construction can proceed as planned.
SUMMARY
There are similar impacts to adjacent properties in Alternatives 1 and 2, and both alternatives are consistent with future planning and development
of the Town. Alternative 2, however, is slightly more favoured since it requires less property overall and it would not have direct impact to the
plaza at #579-587 Kerr Street, and would have no impact to built heritage and archaeological resources
Alternative 3 is the least preferred because it would have the most significant impact to adjacent properties (property requirement and access
issues). Furthermore, it would not be consistent with future planning of the Town.
NATURAL ENVIRONMENT
Environmentally
Area (ESA) /
Natural
and
Interest (ANSI)
• Approximately 750 m2 of valley slope disturbance would be required for the construction of
the retaining wall required for road improvements. Disturbance area calculated based on an
assumption that a 2 m construction footprint would be required on the east side of the
retaining wall. The area impacted is a negligible component of the overall ESA/ANSI wildlife
habitat and no impact on wildlife movement through the valley system is anticipated.
• Disturbance area is an already disturbed edge of a mid-aged deciduous forest dominated by
Bur Oak, Sugar Maple, White Ash, Siberian Elm and Northern Red Oak. Variably dense
understory includes Staghorn Sumac, Buckthorn, Choke Cherry, hawthorn and Tartarian
Honeysuckle with regenerating Sugar Maple, White Ash, American Elm and Siberian Elm.
Ground layer vegetation is dominated by tolerant roadside species including grasses, Garlic
Mustard, asters, goldenrods and Poison Ivy.
• Two mature Northern Red Oaks and several mature Bur Oaks in moderate to good health are
located within ~2 to 5m of the road edge and may be removed or impacted by construction of
the retaining wall. Sizes range from 35-50cm dbh.
Sensitive
Area of
Scientific
Slope Stability
•
Stormwater Management
•
•
•
Water Quality Control
Qualitative assessment
•
•
• Proposed alignment passes through
previously disturbed area. All natural
vegetation has been removed for adjacent
uses (i.e. industrial / commercial land uses).
Therefore, impact to the natural
environment is considered to be limited.
Remaining vegetation consists of landscape
plantings that are easily replaced or reestablished.
• No new valley slope disturbance required
(existing Kerr Street retained and closed at
existing CNR line). New Kerr Street
alignment would be located 200-225 m
west of existing Kerr Street. No impact on
wildlife habitat or wildlife movement
through the valley system is anticipated.
Existing erosion of the creek valley slopes along Kerr Street between approximately Station
• The proposed alignment is through
10+360 to 10+450. (Road in closest proximity from 10+460 to 10+560).
previously disturbed lands and well to the
west of the Sixteen Mile Creek valley.
Requires application of an erosion component or provision of erosion protection.
•
No slope stability issues.
Recommend that upper portion of the slope be regraded to remove the fill.
New stormwater outlet at the same location required for all three alternatives (location dictated by final road grades and gravity drainage
requirements).
Opportunities for water quality improvement using oil/grit separator and enhanced grassed swale.
Assume new sewers installed through directional drilling to minimize valley disturbance. Outlet to be designed with opportunity for outlet pool
and oriented to avoid creek bank scouring and protect fish habitat.
June 2009
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Town of Oakville
Grouping
Factors
Stormwater
Management
(cont’d)
Indicator
Unit
Design Alternatives
Alternative 1
Alternative 2
Alternative 3
• Outlet to Sixteen Mile Creek via tunneled outlet. Heavy equipment access will be required for installation of outlet structure at Sixteen Mile
Creek. Outlet will be located at base of previously disturbed valley wall. Access route and impacts to be determined during detail design.
• Shorter route for storm sewer outlet.
• Drainage connection required between
realigned Kerr Street and outlet to Sixteen
Mile Creek. This will translate into
additional construction costs.
• Longer route for storm sewer outlet. May
need to run the storm sewer parallel to the
CNR tracks on the west side.
• Drainage connection will likely pass
through the contamination site on the Dana
property.
SUMMARY
Alternatives 1 and 2 ranked similar in terms of natural environment as both alternatives will impact approximately 750m2 disturbance of
ESA/ANSI wildlife habitat (considered negligible); however, no impact on wildlife movement. There will be potential impact to trees in the
Sixteen Mile Creek valley adjacent to the existing road.
Alternative 3 is considered to be the most preferred in terms of natural environment. Since is located well beyond the Sixteen Mile Creek valley,
these will be no new valley slope disturbance required, no impact on wildlife habitat or wildlife movement.
TRANSPORTATION
Traffic Operation
Network Compatibility
Conflicts with Existing /
Proposed Intersections
• Shepherd Road intersection will have to be realigned in order to match the grade of Kerr
Street.
Integration with Existing /
Future Network
•
•
•
•
•
Transit
Geometry
(60 km/h design speed)
Utilities
Construction Staging
•
•
•
Conflicts / Relocation
•
• New T-intersection at Wyecroft Road /
realigned Kerr Street north of CNR tracks.
• Existing Kerr Street closed north of
Shepard Road.
• Existing Kerr Street south of Wyecroft
Road for local traffic only.
Support the Oakville Transportation Master Plan which identified the need for a grade separation at Kerr Street / CNR tracks.
• Discontinuity of Kerr Street.
Continuity of Kerr Street along existing corridor.
• Existing Kerr Street will terminate north of
Kerr Street will be 4 lanes from Speers Road to north of the QEW tying into the widening of
Shepherd Road.
Kerr Street (i.e. North Service Road) to 4 lanes east of Dorval Drive.
• Traffic continuing north of CNR tracks will
Grade separation is expected to improve traffic operation and safety on Kerr Street.
have to turn left on Speers Road and then
Existing intersections at Speers Road and Wyecroft Road will be maintained. Intersection
continue on the realigned Kerr Street. This
improvements will be implemented (e.g. double left turn).
will create a strain on the NB left turn on
Speers Road, as well as Speers Road.
There are 5 existing transit routes that travel on Kerr Street within the study area.
• There are 5 existing transit routes that
travel on Kerr Street.
The widening of Kerr Street will help to improve traffic flow which in turn eases transit
operations, as well as future transit improvements.
• Not desirable for existing and potential
future transit operation due to discontinuity
on Kerr Street.
Horizontal and vertical alignment satisfied design standard for 60 km/h design speed.
• Horizontal alignment does not satisfy
design standard for 60 km/h design speed.
Utilities in Kerr Street right-of-way would
• Minor utility relocations.
• No impact to utilities on existing Kerr
have to be relocated.
Street.
• Will have to construct detour for Kerr
Street.
• Existing Kerr Street will be used as detour
during construction.
June 2009
• Existing Kerr Street will be used as detour
during construction.
Page 54
Town of Oakville
Grouping
SUMMARY
Factors
Indicator
Unit
Design Alternatives
Alternative 2
Alternative 1
Alternative 3
Alternatives 1 and 2 are similar in terms of transportation as both alternatives follow the existing Kerr Street corridor, and would provide a
transportation network consistent with future planning of the Town and support improvements to transit operation. Alternative 2 is preferred as it
would be able to utilize existing Kerr Street as a detour during construction and there would only be minor utility relocations.
Alternative 3 is the least preferred because it would have severe impact on the function and continuity of the overall transportation network. It
would also decrease the opportunity for future transit improvement through the corridor.
COST
Construction*
$
OVERALL
SUMMARY
Least Preferred
$ 26.8 M
$25.9
$26.3
NOT PREFERRED
PREFERRED
NOT PREFERRED
Although the proposed Kerr Street in this
alternative generally runs along the existing
corridor, it would have a similar footprint as
Alternative 2 due to the need of a road detour
during construction. Furthermore, there would
be a greater impact to existing utilities and
potentially to the natural environment.
Overall, Alternative 2 is the most preferred
alternative. Existing Kerr Street can be used
as a road detour during construction and by
shifting the roadway to the west, it would
minimize impact to existing utilities and the
Sixteen Mile Creek Valley, as well as improve
the horizontal alignment.
Alternative 3 is the least preferred as it would
not be consistent with future planning and
development of the Town which assumed a
continuous Kerr Street along its existing
corridor. Furthermore, it would have severe
impact on the function and continuity of the
overall transportation network, including
additional strain on the NB left turn on Speers
Road, and Speers Road, as well as limiting the
opportunity for future transit improvement
through the corridor.
Most Preferred
June 2009
Page 55
JUNE 2009
Town of Oakville
5.2.4 Stable Top of Bank Review
Conservation Halton (CH) raised concerns at the November 27, 2008 Technical
Agency Committee (TAC) Meeting #2 (see Section 5.3.1.2) with regard to the
proximity of Kerr Street to the Sixteen Mile Creek valley slope in the preferred
alternative. The main area of concern is from station 10+460 to 10+540.
Following TAC Meeting #2, MRC followed up with Golder Associates,
geotechnical consultant, to confirm the location of the stable stop of valley.
It should be noted that the lane widths of the preliminary preferred alternative
have been reduced to 3.5 m from 3.75 m and the median has been narrowed
where possible in order to minimize impact to the Sixteen Mile Creek valley.
Cross sections were provided to Golder for the slope stability review. The cross
sections show the geotechnical stability gradient (i.e. the line drawn at 30 degrees
to the horizontal through the bedrock and at 27 degrees through the overburden).
The line begins at the point where the slope becomes steeper than 30 degrees.
The distance from the edge of the proposed Kerr Street sidewalk/guardrail to the
point where the geotechnical stability gradient intersects the surveyed slope
profile is the geotechnical stability component. If the line intersects the
slope outside the proposed/re-aligned roadway, then the geotechnical stability
component is zero (for example, at Station 10+540).
Note that an erosion component is also required at Stations 10+440 and 10+450 as
the floodplain width along this segment of Sixteen Mile Creek is minimal. As the
slope is composed primarily of shale bedrock, the recommended erosion
component is 5 m. The erosion component and geotechnical stability component
together comprise the geotechnical setback at each section. The geotechnical
report is in Appendix E.
The stable top of bank is shown in Exhibit 5-9 in the modified Preferred
Alternative.
5.2.5 Modified Preliminary Preferred Alternative
Further to the comments from Conservation Halton at the November 27, 2008
TAC Meeting #2, the preliminary preferred alternative was modified between
Station 10+400 and 10+740 to shift the alignment further away from the Sixteen
Mile Creek valley (shifted approximately 5 m to the west at the Wyecroft Road
intersection). The modified alignment for most of its length is beyond the Sixteen
Mile Creek stable top of valley as shown in Exhibit 5-9
The modified preliminary preferred alternative was subsequently reviewed by the
Town and Conservation Halton.
June 2009
Page 57
JUNE 2009
Town of Oakville
5.3
PUBLIC CONSULTATION
5.3.1 Technical Agencies
Technical Agencies were notified of the commencement of this Class EA and
Public Information Centre held on June 18, 2008 through written correspondence
dated May 23, 2008. Comments were provided by a few of the agencies and the
key comments received in response to the Notice of Study Commencement and
PIC 1 are summarized in the following table. Copies of the correspondence from
Technical Agencies are provided in Appendix A.
Agency
CN Rail
Comment
•
•
•
•
Halton Region - Health
Department EMS
Division
•
Trans-Northern
Pipelines Inc
•
•
•
•
Telus
•
•
Interested in impact on railway as a result of the
preferred alternative
Requested to forward preliminary design
drawings of structure for review and approval
Will require the design of the structure to provide
for a future track expansion of the Oakville
Subdivision
Prior to CN approving the design, the Road
Authority will be required to enter into a Grade
Separation Agreement with CN
Main concern is impact to access as a result of the
proposed improvements
Any future road closures due to this project to be
communicated to EMS
Owns and operates high pressure petroleum
products pipelines crossing Kerr Street
Pipeline must be located in the field prior to
scheduling any work within the vicinity
Proposed overall separation will have direct
impact to pipelines – may have to be lowered
Subject to National Energy Board approval
Infrastructure along CNR corridor
All Technical Agencies were also notified of the second Public Information
Centre held on December 2, 2008 through written correspondence dated
November 19, 2008. In addition, Technical Agencies were invited to attend two
Technical Agencies Meetings, which were held on June 10, 2008 (Section 5.3.1.1)
and November 27, 2008 (Section 5.3.1.2).
5.3.1.1 Technical Agencies Meeting #1 (June 10, 2008)
The first Technical Agencies Meeting was held on June 10, 2008.
Representatives from Ministry of Transportation – Highway Engineering, GO
Transit, Conservation Halton, Halton Regional Police, Town of Oakville Planning
Department, and Oakville Transit attended the meeting. Key comments noted by
each agency are summarized below:
June 2009
Page 59
Town of Oakville
Agency
Ministry of
Transportation (MTO)
Comment
•
•
GO Transit
•
•
•
•
•
Conservation Halton
•
•
•
•
•
Halton Regional Police
Town of Oakville
Planning Department
•
•
•
MTO and the Town Oakville coordinated with
the staging and construction of the widening of
Sixteen Mile Creek structure. MTO noted that
the abutments for the Sixteen Mile Creek
structure have been constructed to accommodate
the potential widening of Kerr Street (4 lanes)
MTO’s interest related to this EA study is
construction under the QEW (e.g. treatment to
abutments, etc.)
GO Transit carried out the Lakeshore West
Corridor Rail Expansion Class EA (2006) for the
addition of a 3rd track between Kerr Street and
Port Credit Station. Currently, there are 3 tracks
to the west of Kerr Street and east of Port Credit
Station, and 2 tracks between Kerr Steer and Port
Credit Station
The GO Transit EA was approved and
construction began in 2007, including the Sixteen
Mile Creek structure
GO Transit operates the Lakeshore West Line,
but the rail tracks are owned by CNR
Key concern is detour of railway during
construction
Existing interlock (i.e. switches to allow trains to
change tracks) located immediately west of Kerr
Street and may be an issue for railway detour
during construction
Re: slope stability, CH recognizes that Kerr Street
is an existing roadway but noted that any
proposed improvements should be as far beyond
the stable top of bank as possible
Policy requires no new development within 15 m
offset from the stable top of bank
Any proposed SWM will have to achieve Level 1
water quality control
Existing SWM outlet should be utilized as part of
the proposed Kerr Street improvement if feasible
Should a new SWM outlet be required, prefer
eliminating the existing outlet and combining all
flow to the new outlet
Need advance notice for any submission review
Key concern is access for emergency services
The Kerr Street Revitalization Study (2004) was
endorsed by Council and outlined the urban
design principle for Kerr Street from Lakeshore
June 2009
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Town of Oakville
Agency
Comment
•
Oakville Transit
•
•
•
Road to the CNR tracks north of Speers Road.
A traffic study is being carried out to review short
term and long term capacity needs.
On going public consultation
Key issues are access to bus stops / platforms (on
Kerr Street) during construction, timing of other
Town of Oakville construction projects on other
roadways resulting in delay on transit routes, and
pedestrian access to the bus stops.
Location of future bus stations will be dependent
on proposed development. This will be addressed
during detail design.
5.3.1.2 Technical Agencies Meeting #2
The second Technical Agencies Meeting was held on November 27, 2008.
Representatives from GO Transit, CN, Conservation Halton, Halton Regional
Police, and Oakville Transit attended the meeting. Key comments noted by some
of the agencies are summarized below:
Agency
CN
Comment
•
•
•
Conservation Halton
•
Town of Oakville
Planning Department
•
•
Explore the “jack and tunnel” construction
method used in some European countries (vs. rail
detour) which generally follow these steps:
construct new grade separation adjacent to the
existing rail tracks, secure / tie rail tracks which
will be over the grade separation structure, and
tunnel the new grade separation structure under
the secured / tied tracks so that the tracks would
be directly on the structure
The “jack and tunnel” construction method as an
implementation option may reduce the
construction costs of the grade separation as there
would be no need to temporality relocate this
switching infrastructure
This method, however, has never been carried out
by CN on any of their projects or in North
America
Would be ideal that the roadway be away from
the Sixteen Mile Creek valley stable top of bank
Future residential development on the east side of
Kerr Street (north of Speers) and other
redevelopment as part of the Kerr Village
revitalization
Town is currently carrying out the Active
Transportation Master Plan to encourage the use
June 2009
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Town of Oakville
Agency
Comment
•
Oakville Transit
•
•
•
of “active” transportation, including walking and
cycling
Width of the sidewalk on the east side may be
reduced as long as the sidewalk on the west side
is at full width
New bus stop at the Wyecroft Road / Kerr Street
intersection. The existing condition now is not
suitable for a bus stop. Curb and sidewalk will be
beneficial for future transit improvements.
Should a bus stop be provided at the southbound
right turn lane at the Kerr Street / Shepherd Road
intersection, Oakville Transit is concerned about
the ability of the bus moving from the
southbound right turn at Shepherd Road to the
southbound left turn lane at Speers Road given
the proximity of the two intersections.
Typically, the minimum distance between bus
stops is 250 m, and the bus stop will be located
on the “near” side of an intersection
5.3.2 Public Information Centre #1 (June 18, 2008)
The first Public Information Centre (PIC) was held on Wednesday, June 18, 2008.
The purpose of the PIC was to review and obtain public input with regard to the
transportation need and justification for the proposed grade separation and other
improvements along the Kerr Street corridor and an assessment of alternative
solutions. The PIC was conducted as an open-house between 5:00 p.m. and
6:00 p.m. followed by a presentation and a question & answer period. A copy of
the presentation slides was provided to those who attended. A copy of the PIC 1
minutes is provided in Appendix B.
The public was notified of the PIC by newspaper advertisements in the
Wednesday, June 4 and Wednesday, June 11, 2008 editions of the Oakville
Beaver (see Appendix B). Appropriate technical agencies, and property owners
directly adjacent to Kerr Street within the study area were also notified of the PIC
through written correspondence dated May 23, 2008. Town Councillors were
also informed of the PIC.
Twelve members of the public signed the attendance register at the PIC. The
following summarizes the concerns and interests expressed by those who attended
the PIC and from submitted written comments:
• Property impact as a result of the proposed grade separation
• Timing for the implementation of the grade separation
• Provision of cycling and pedestrian facilities
• Consideration to substantially increase transit use
June 2009
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Town of Oakville
The following table provides a summary of the responses to the concerns raised
by those who attended PIC #1.
Table 5-2 - Public Information Centre #1 –Comments and Responses
Comment
Response
Property impact as a result of the
proposed grade separation
•
Timing for the implementation of
the grade separation
•
Provision of cycling and
pedestrian facilities
•
•
Consideration to substantially
increase transit use
•
There will be some property impact as a
result of the proposed grade separation.
The Project Team will work to
minimize property impact where
possible. Fair market property
compensation will be negotiated during
detail design.
The Town’s current capital program
identified the construction of the Kerr
Street / CNR grade separation to be in
the timeframe of 2011-2013; this is
subject to annual Council review.
Cycling lanes and sidewalk are
included in the design alternatives.
The grade separation is expected to
improve pedestrian and cycling safety
crossing the railway, widening will
incorporate enhanced cycling and
pedestrian facilities.
While the increase in transit use is one
of the transportation initiatives
supported by the Town, on its own,
however, it does not address the
problem (i.e. high Exposure Index and
the need for a grade separation to ease
rail and vehicular traffic).
5.3.3 Meetings with Property Owners
Property owners adjacent to Kerr Street who are directly affected as a result of the
proposed grade separation were invited to have individual meetings with the
Town and its Consultant. Where possible, these meetings were held prior to
Public Information Centre #2 (December 2, 2008) to provide the property owners
the opportunity for comments. At each of the meetings, the study overview, the
analysis and evaluation of Alternatives 1, 2, and 3, the identification of the
preliminary preferred alternative, as well as specific impacts associated with the
respective properties were reviewed. Property owners were asked to provide their
input and to note their issues and concerns.
Meetings were held with the owners or the owner’s representative for 9 of the 11
adjacent properties.
Minutes of the meetings with property owners /
representatives are in Appendix A.
The following is a list of the meeting held with the property owners:
June 2009
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Town of Oakville
DATE
October 21, 2008
October 23, 2008
October 27, 2008
April 27, 2009
October 24, 2008
October 27, 2008
October 28, 2008
November 18, 2008
November 28, 2008
April 21, 2009
April 29, 2009
June 10, 2009
PROPERTY OWNER
530 Kerr Street - A&P Canada Co. (tenant)
560-588 Kerr Street
656 Kerr Street – DANA
550 Kerr Street – Canadian Tire
68 Shepherd Road
557 Kerr Street – Big Al’s Aquarium,
579 Kerr Street – Gip Sing International Ltd.
– Organic Garage (tenant)
520 Kerr Street
530 Kerr Street
700 Kerr Street
5.3.4 Second Public Information Centre (December 2, 2008)
The second Public Information Centre (PIC) was held on Tuesday, December 2,
2008. The purpose of the PIC was to review and obtain public input with regard
to the preliminary preferred alternative for the proposed Kerr Street / CNR grade
separation and the widening of Kerr Street from 2 to 4 lanes between Speers Road
and north of the QEW. The PIC was conducted as an open-house between
5:00 p.m. and 6:00 p.m. followed by a presentation and a question & answer
period. A copy of the presentation slides was provided to those who attended. A
copy of the PIC 2 minutes is provided in Appendix B.
The public was notified of the PIC by newspaper advertisements in the
Wednesday, November 19 and Wednesday, November 26, 2008 editions of the
Oakville Beaver (see Appendix B). Appropriate technical agencies, and property
owners directly adjacent to Kerr Street within the study area were also notified of
the PIC through written correspondence dated November 11, 2008. Town
Councillors were also informed of the PIC.
Fifteen members of the public signed the attendance register at the PIC. The
following summarizes the concerns and interests expressed by those who attended
the PIC and from submitted written comments:
• Generally agreed with Alternative 2 being the preferred alternative
• Support alternative modes of transportation on Kerr Street (e.g. HOV/bus
lanes, separate cycling lanes)
• Compensate businesses around Kerr Street / Shepherd Road area during
construction
• Clarify final provision for pedestrians
• Clarify how Shepherd Road will terminate at the parking lot of Oaktown Plaza
• Increase traffic on Queen Mary Drive (suggest to provide stop signs at Queen
Mary Drive / Kingswood Road)
June 2009
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Town of Oakville
• Encourage redevelopment and improvements of the shopping plaza (Oaktown
Plaza)
• Specific property issues associated with individual property owners – e.g.
property impact, access, visibility, impact to existing businesses, etc.
The following table provides a summary of the responses to the concerns raised
by those who attended PIC #2.
Table 5-3 - Public Information Centre #2 –Comments and Responses
Comment
Response
Generally agreed with Alternative 2 •
being the preferred alternative
Support alternative modes of
•
transportation on Kerr Street (e.g.
HOV/bus lanes, separate cycling
•
lanes)
Compensate businesses around Kerr
Street / Shepherd Road area during
construction
•
Clarify final provision for pedestrians
•
Clarify how Shepherd Road will
terminate at the parking lot (at Kerr
Street)
•
Increase traffic on Queen Mary Drive
(suggest to provide stop signs at
Queen Mary Drive / Kingswood
•
•
Comments noted.
A 1.5m on road bike lane is proposed in
each direction.
As outlined in the Town’s
Transportation Master Plan, the
provision of HOV / bus lanes may be
introduced in the future where
warranted by service thresholds (i.e.
short headways) to support increased
non-auto modes of travel. Kerr Street,
however, has not been envisioned to
warrant dedicated HOV / bus lanes
Existing Kerr Street will remain open
during construction. If however, short
term closures are required, local access
will be maintained. The Shepherd
Road / Kerr Street intersection will
likely require temporary closure during
construction (e.g. a few days). Access
during construction will be assessed in
detail during the detail design stage.
This assessment will include interacting
with tenants on the best time to carry
out this work. Such assessments will
be conducted well in advance of any
temporary road closures.
Sidewalks will be provided on both
sides of the roadway.
The Shepherd Road / Kerr Street
intersection will be signalized. An
entrance to the Oaktown Plaza will be
provided at the intersection.
Comments noted.
The Town does not anticipate traffic
volume increases along Queen Mary
June 2009
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Town of Oakville
Comment
Response
Road)
•
Encourage redevelopment and
improvements of the shopping plaza
(NW quadrant Kerr Street / Speers
Road)
•
Specific property issues associated
with individual property owners – e.g.
property impact, access, visibility,
impact to existing businesses, etc.
•
Drive during construction.
The Town will monitor traffic along
Queen Mary Drive during construction
and will provide appropriate traffic
control treatments.
The Town is carrying out the Kerr
Street Village Revitalization Study, and
the potential for redevelopment in the
northwest quadrant of Kerr Street /
Speers Road is being reviewed.
Town will discuss with individual
property owners regarding
compensation and mitigation measures
June 2009
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Town of Oakville
6.
PROJECT DESCRIPTION
The preferred alternative for the proposed Kerr Street / CNR grade separation and the
widening of Kerr Street from 2 to 4 lanes between Speers Road and north of the QEW is
shown on Exhibit 6-1 and is described in more detail in the following sections; the profile
is shown on Exhibit 6-2, and the proposed cross section is shown on Exhibit 6-3.
6.1
MAJOR FEATURES
6.1.1 Horizontal Alignment
In general, Kerr Street will be 4-lane (2-lane in each direction) between Speers Road
and north of the QEW, tying into North Service Road which is currently being widened
to 4 lanes. The roadway will be shifted to the west of existing Kerr Street between
Station 10+000 and approximately 10+440 (proposed centreline is approximately 20 m
west of the existing centreline at the grade separation) and will follow the existing
alignment from approximately 10+440 northerly with most of the widening being on
the west side to minimize impact to the Sixteen Mile Creek valley.
The Kerr Street / Shepherd Road intersection will be approximately 3 m below existing
grade (see Section 6.1.2). Approximately 140 m of Shepherd Road approaching Kerr
Street will be realigned slightly to the south (approximately 10 m to the south of the
existing intersection) to achieve a more reasonable grade at the intersection.
Kerr Street / Shepherd Road intersection will be signalized including an entrance
to the Oaktown Plaza directly opposite to Shepherd Road. Wyecroft Road will
intersect with Kerr Street as a signalized T-intersection. Wyecroft Road is an
east-west multi-purpose arterial road between Bronte Road and Kerr Street with
future plans to be extended between Bronte Road and Burloak Drive and connect
to Harvester Road in the City of Burlington.
A 1.5 m bike lane and a 1.5 - 2.0 m sidewalk will be provided on both sides of the
roadway to promote cycling and walking activities. The sidewalk will be elevated
through the grade separation.
A raised median will be provided between the northbound and southbound lanes to
separate opposing traffic. The width of the median will vary between 2.0 m and
5.75 m. The median is at its widest (i.e. 5.75 m) at the grade separation structure to
accommodate the piers and narrows to 2.0 m as it approaches the intersections.
Turning lanes are proposed at the following intersections:
• Right turn lanes:
• Left turn lanes:
-
Kerr Street northbound at Shepherd Road
Kerr Street southbound at Shepherd Road
Kerr Street southbound at Speers Road
Kerr Street northbound at Shepherd Road (Oaktown
Plaza)
Kerr Street northbound to access 656/700 Kerr Street
Kerr Street northbound at Wyecroft Road
Kerr Street southbound at Shepherd Road
Kerr Street southbound at Speers Road (double left
turns)
June 2009
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Town of Oakville
It should be noted that the Speers Road / Kerr Street intersection (east, west and
south legs) is being developed as part of the Speers Road Class EA Study which
is currently being carried out by the Town.
As a result of the change in elevation and impact to properties adjacent to Kerr Street
from the grade separation, the entrances to #656 and #700 Kerr Street south of
Wyecroft Road will be consolidated into one entrance and will be shared by both truck
access and employee access to those properties. Concerns were expressed during the
EA process about the sharing of the access with trucks and employees at a single
entrance from Kerr Street. It was suggested that a second access to the west to
Wyecroft Road be considered. Two alternatives to provide access include: realign
Wyecroft Road to pass between #656 Kerr Street and #700 Kerr Street and terminate at
Kerr Street as a signalized T-intersection and to convert the existing Wyecroft Road /
Kerr Street intersection to a right-in/right-out only intersection, and provide an
additional from existing Wyecroft Road. The realignment of Wyecroft Road is beyond
the scope of the current EA Study and will not be pursued in further detail as part of
this study, while the consideration of an additional access from existing Wyecroft Road
would be subject to further review during detail design.
6.1.2 Profile
The existing Speers Road / Kerr Street intersection will be maintained at existing grade
(subject to findings in the Speers Road Class EA Study). The proposed profile will
then follow a 3.5% grade and will be approximately 3 m below existing grade at the
Kerr Street / Shepherd Road intersection. The proposed profile will be at the lowest
elevation at the CNR crossing, approximately 7 m below the CNR tracks. To the north
of the CNR tracks, the proposed profile follows a 6% grade and will meet existing
ground in the proximity of the Kerr Street / Wyecroft Road intersection. From
Wyecroft Road northerly, the profile will generally follow the existing profile through a
3.2 % grade crossing under the QEW and a 5.0 % grade as it approaches the North
Service Road. Retaining walls are proposed between approximately Station 10+080
and 10+500 on either side of the roadway to minimize property impact.
6.1.3 Design Criteria and Typical Section
Number of Lanes
Design Speed
Probable Posted Speed
Minimum Horizontal Radius
Minimum Vertical Curve
Maximum Grade
Minimum Grade
Lane Width
Median
Design Standard
4 lanes
60 km/h
50 km/h
130 m
15 (crest)
18 (sag)
12 %
0.5 %
3.75 m
-
Proposed Standards
4 lanes
80 km/h
60 km/h
300 m*
35 (crest)
8 ** (sag)
6%
0.5 %
3.5 m
2.0 m – 5.75 m
* A 55 m curve is used on Kerr Street just north of the QEW. While this is below the minimum
horizontal radius for 60 km/h design speed, the proposed alignment generally follows that of the
existing roadway and there are limited opportunities to realign the roadway given the
constraints on either side of the road.
** illuminated
June 2009
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JUNE 2009
JUNE 2009
JUNE 2009
Town of Oakville
6.1.4 Structures
The proposed structure to carry the CN Oakville Subdivision over Kerr Street can
be constructed using two methods. The traditional method is where the railway is
detoured and the structure is built ‘off-line’ and the innovative method is where
the bridge is ‘pushed’ under the rails without requiring a detour. The innovative
method, called the ‘jacked box system’, has not been used in Canada but has been
successfully used in Europe.
The traditional method would require an expensive three track detour of the
Oakville Subdivision. In addition to the cost of detouring the tracks, the detour
location would also require the temporary relocation of cross-overs (switches),
and possibly some existing signals. The bridge would be built and then once
completed the tracks would be moved onto the new structure.
The ‘jacked box system’ would not require a rail detour. The construction
method is described as follows. An area adjacent to the railway and parallel to the
road would be excavated to enable the structure to be built. With the Kerr Street
project the area that exists is immediately to the north of the proposed structure
location in the ORC lands. The structure would be a very large two cell box, with
a span of approximately 32 m and a depth of at least 8 m. Once the structure is
built, a number of steel beams are inserted below and transverse to the existing
track; one end supported by a roller on top of the new box structure and the other
end supported on the ground on the other side of the track (in the direction
‘ahead’ of the which the box is to be moved. With the Kerr Street project this
would be from north to south. The steel beams provide temporary support for the
tracks during the jacking of the box structure. It is likely that the south anchor of
the beams will have to be moved during the operation, straddling one set of tracks
at a time. The steel beams temporarily replace the ballast under the tracks. The
next step is to excavate the material below the track and advance the box, through
hydraulic jacking, into the excavated space. This work can be completed while
the railway is in normal operation. Once the box structure is in place, the steel
beams are replaced with ballast.
The main advantage of the Jacked Box System when compared to the traditional
method is the elimination of the rail detour and a shorter construction period. The
potential disadvantages include the fact that the method has not been used in
North America and is not familiar to local contractors and the box must be kept
horizontally level throughout the jacking procedures. To be successful with the
Jacked Box System the contractor, the design professional and the railway must
work together during design and construction. When the two methods are
compared from a cost perspective, it is likely that the higher cost and risk
associated with the Jacked Box System would be nominally less than the
traditional construction method which includes a significant cost for the rail
detour. The two methods should be assessed in greater detail at the time of
design, with significant involvement of the owner (CNR).
June 2009
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Town of Oakville
6.1.5 Geotechnical
Golder associates provided preliminary geotechnical recommendations and
analyses for the Kerr Street grade separation project. A slope stability assessment
of the Sixteen Mile Creek valley was carried out by Golder Associates as part of
the 2007 Feasibility Study. The report prepared for the Environmental
Assessment is included as Appendix E.
In general, the subsurface conditions consist of a surficial pavement structure
consisting of asphalt underlain by approximately 0.6 m of granular fill, underlain
by silty clay to silty sand fill materials ranging in thickness from 0.8 m to 1.5 m,
underlain by shale bedrock encountered at depths ranging from 0.6 m to 2.0 m
below ground surface elevation.
Based on the preliminary borehole information, excavation for the grade
separation will extend to about 8.5 m below existing ground surface (assuming 1
m thick pavement structure). The excavation will penetrate through the
overburden layer consisting of a surficial layer of topsoil / asphalt, the dense to
very dense sand and gravel fill and hard silty clay residual soil containing shale
fragments. The over burden thickness ranged from about 1.2 m to 3.8 m based on
current and previous borehole information and perched water conditions are
anticipated. The majority of the proposed grade separation will also require
excavation / removal of the shale bedrock that is generally described as highly
weathered, very weak containing strong to very strong limestone / siltstone
interlayers. It is anticipated that up to 6 m of bedrock will need to be excavated /
removed at some areas.
The geotechnical report recognizes the environmentally sensitive nature of the
Sixteen mile Creek valley slope and recommends tunnelling for the sewer outfall.
Given the relatively short length of tunnel, the cost associated with supply of
tunnelling / boring equipment is anticipated to be a substantial portion of the
overall tunnelling costs. In this regard, cost savings may be achieved by
specifying the project requirements (i.e. tunnel alignment, minimum tunnel
diameters, tolerances, etc.) and allowing contractors to utilize equipment that they
currently own as proposed to specifying an exact5 tunnel size and method that
would require new equipment to be bought or leased.
The stable top-of-slope line (stability component) is shown in Exhibit 6-4 and was
generated by identifying the stable top-of-slope point at selected cross-section and
joining the points to form a continuous line. For each cross-section, the stable
top-of-slope was based on a line drawn upward from the toe of the slope – at the
inclination angle indicated in the table below measured from the horizontal –
extended to the underside of the proposed underpass or existing ground surface.
In the case where a portion of the valley slope is lower than the inclination angle
determined as described above, the setback gradient line would simply be lowered
to start at that point. Further, where a portion of the upper slope is comprised of
overburden, a setback gradient line of 27 degrees drawn upward to the ground
surface from the point of intersection of the setback gradient line with the bedrock
was applied.
June 2009
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JUNE 2009
Town of Oakville
Location adjacent to Sixteen
Mile Creek Valley
Setback Requirements and
Recommendations
Kerr Street – Southern limit of
grade separation (10+020) to
Station 10+360
Setback line not shown as proposed Kerr
Street re-alignment and related structures
are located more than 15 m away from
valley crest. Some re-grading of existing
Kerr street will be required ≥ 6 m from
valley crest.
Kerr Street – Station 10+360 to
Station 10+440
Setback gradient line at 30 degrees through
the shale and 27 degrees through the over
burden;
Setback line shown on Exhibit 6-4 assumes
erosion protection at the valley toe will be
provided although many areas have some
floodplain protection (typically about 5 m).
It is further recommended that the oversteepened fill located along the upper
portion of the slope be removed.
10+500
the shale and 27 degrees through the
overburden;
Setback line shown on Exhibit 6-4 assumes
erosion protection at the valley toe will be
provided; otherwise, setback line will need
to
incorporate
additional
erosion
component.
Although setback (i.e. stable-top-of slope)
line at existing ground surface is located
within the proposed limits of construction,
after excavation for the grade separation
and removal/regrading of the existing fills
is complete (see Section 5.1.2), the actual
setback gradient line will be located
outside of the proposed Kerr Street
construction footprint. The proposed new
roadway and structures will be located
below the setback gradient line.
northern limit of grade separation
(10+640)
the shale and 27 degrees through the over
burden;
Creek is located ≥ 15 m from existing toe
of valley – no erosion component required.
June 2009
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Town of Oakville
Conservation Halton in a letter dated April 2, 2009 suggested a “softer” approach
(e.g. cribwalls with bioengineering) rather than the harder approach (e.g.
armourstone) for erosion protection of the valley toe of slope, adjacent to Sixteen
Mile Creek. Based on visual assessment, erosion protection along the west bank
of Sixteen Mile Creek should be provided from about Station 10+350 to 10+500
in order to maintain the setback line (i.e. stable top-of-slope) shown on Exhibit 64. It is noted that the sewer outfall structure and proposed erosion protection (i.e.
cribwalls, gabion walls or alternative) may alter the hydraulic characteristics
upstream and downstream (i.e. adjacent to the CN railway) of the site and this
should be addressed during detailed design to determine the full extent of erosion
protection required. Temporary cofferdam construction and diversion of Sixteen
Mile Creek will be required to construct the erosion protection system and
permission from Conservation Halton and DFO required.
6.1.6 Drainage
The preferred alternative of Kerr Street includes a grade separation at the CNR
crossing, where a low point in the road profile will occur. The high points within
the proposed alignment occur at approximately Station 10+040, between Speers
Road and Shepherd Road, and approximately Station 10+570, located
approximately 90 metres south of the intersection of Kerr Street and Wyecroft
Road. Runoff from the roadway and immediate areas will be collected and
conveyed by storm sewers to discharge to Sixteen Mile Creek. The storm system
will be designed to ensure that minimal or no ponding will occur at the low point
during major storm events such as the 100-year storm. The existing culverts that
discharge into the valley will be directed into the new storm sewer system.
Replacement of the corrugated steel pipe (CSP) which discharges stormwater
directly into Sixteen Mile Creek at the outside bank of the 180° bend in the river,
is required as part of the proposed improvements to Kerr Street. The existing
CSP will be left in place to avoid additional disturbance to the valley slope. This
is the only component of the proposed works that may have direct impacts to
fisheries and aquatic habitat, and thus a description of the aquatic habitat features
of the Sixteen Mile Creek is limited to the reaches immediately upstream and
downstream of the proposed stormwater outlet and a general description of this
portion of the Sixteen Mile Creek.
Peak flow controls will not be provided. It is anticipated that the increase in
runoff due to the increase in pavement area will be negligible when compared to
the flow in Sixteen Mile Creek. Oil and grit separators will be proposed to
provide water quality treatment to meet the Ministry of the Environment’s (MOE)
Enhanced Protection Level.
The storm sewer outlet will be located at the base of a previously disturbed valley
wall in Sixteen Mile Creek. The outlet will be oriented to avoid creek bank
scouring and protect fish habitat. An outlet pool complete with a flow spreader is
proposed at the storm sewer outlet. The outlet pool and flow spreader will be
designed with the assistance of a fluvial geomorphologist (see Exhibit 6-5).
From the intersection of Kerr Street and Wyecroft Road northerly, the proposed
profile will remain the same as the existing road profile; however, the road will be
June 2009
Page 76
Existing Ground
Proposed
Sewer Outlet
Outlet Pool
“Flow Spreader”
Flow
Water Level
Flow
SIXTEEN
MILE
CREEK
PROFILE
N.T.S
Proposed
Sewer Outlet
Fl
o
w
Flow
Flow
“Flow Spreader”
SIXTEEN
MILE
CREEK
Outlet Pool
PLAN
N.T.S.
PROPOSED SWM OUTLET POOL WITH FLOW SPREADER
Exhibit 6-5
Town of Oakville
widened from two lanes to four lanes. At the QEW crossing, the existing storm
sewer at the low point in the profile conveys the runoff directly to Sixteen Mile
Creek. The existing storm sewer will be assessed to ensure that the storm sewer
will not be surcharged under proposed conditions, and that minimal or no ponding
will occur during a major storm event. Super pipes can be used for temporary
storage, and oil and grit separators will provide the water quality treatment.
6.1.7 Preliminary Cost Estimates
The preliminary cost estimate for the preferred alternative alignment would be in the
range of $ 27 M. An allowance for minor items (15%), engineering (15%) and
construction contingency (15%) has been included in the road cost. The detailed cost
estimate is provided in Table 6-1. Property costs have not been included.
Table 6-1 - Preliminary Cost Estimate
June 2009
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Town of Oakville
6.2
CONSTRUCTION OF THE PREFERRED ALTERNATIVE
6.2.1 Timing
The Town’s current capital program identified the construction of the Kerr Street /
CNR grade separation to be in the timeframe of 2011-2013; this is subject to
annual Council review.
6.2.2 Staging – Grade Separation
One of the key considerations in undertaking this project is the need to maintain
the traffic on Kerr Street during construction, as well as the need to construct a
rail detour. The proposed road extension will be constructed in two stages (see
Exhibit 6-6 and 6-7):
Stage 1
Stage 2
•
•
•
•
•
Construct rail diversion and the new rail bridge
Existing 2-lane Kerr Street would be maintained for traffic
Construct the grade separation structure
Construct west half of Kerr Street
Once the rail bridge is completed, then the rail diversion would
be removed and the remaining section of the west side of Kerr
Street would be constructed
• At the end of Stage 1, the two-way traffic would be moved onto
the future southbound lanes of Kerr Street
• Construct northbound lanes on Kerr Street and connection to
Shepherd Road
It should be noted that short term closures (e.g. a few days) of the Kerr Street /
Shepherd Road intersection during Stage 2 of the construction is likely required,
however, local access will be maintained. Access during construction will be
assessed in detail during the detail design stage. This assessment will include
interacting with tenants on the best time to carry out this work. Such assessments
will be conducted well in advance of any temporary road closures
6.3
ENVIRONMENTAL EFFECTS, MITIGATING
COMMITMENTS TO FUTHER WORK
MEASURES
AND
Mitigation of negative effects is applied throughout the EA process, including
development of alignment alternatives to avoid constraints and the selection of the
Technically Preferred Alternative by identifying the alternative that has the least
overall effects on the environment. Some negative effects cannot be totally
avoided; therefore additional mitigation measures are identified to be included in
detailed design, construction and maintenance activities.
This section describes the potential effects of the proposed road extension as well
as mitigating measures that would be implemented to minimize the effects of the
Technically Preferred Alternative.
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JUNE 2009
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Town of Oakville
6.3.1 Socio-Economic Environment
6.3.1.1 Community Effects
The need for the Kerr Street / CNR grade separation has been identified in the
Oakville Transportation Master Plan and through the traffic analysis carried out
for the EA Study. The proposed improvements on Kerr Street generally follow
the existing roadway corridor with a minor shift to the west to facilitate
construction staging (i.e. maintain traffic during construction), and to minimize
impact to utilities.
Cycling lanes and sidewalks are included as part of the preferred alternative
which promotes the use of alternative mode of transportation.
Accesses and Parking
As a result of the change in elevation and impact to properties adjacent to Kerr
Street from the grade separation, the following describes impact to access and
parking for properties adjacent to the corridor:
• the two existing entrances on the west side of Kerr Street to the Oaktown
Plaza will be consolidated to one entrance at the Kerr Street / Shepherd Road
intersection which will be signalized; a northbound left turn lane and a
southbound right turn lane will be provided
• some parking spaces in the Oaktown Plaza will be lost; a parking study was
carried out. The first task in the parking study was to determine the number
of parking stalls that are currently marked amongst the four properties. The
count was based on superimposing an aerial photo of the site onto the
engineering drawings. The overall count for the site was determined to be
546 spaces, 5 spaces more than the required 541. A number of parking
layouts were developed to determine the optimum number of spaces that
could be provided in the remaining parking lot area assuming that the
entrance to the site via Kerr Street was in line with the Shepherd Road
intersection. The most efficient layout would provide a total of 520 parking
spaces and includes parking on the east side of the buildings (front) and on the
west side of the buildings (back).
As the restaurant / fitness building would be removed, the parking
requirement would be reduced by 21 spaces to 520. The proposed parking
plan and the future parking requirement would be the same.
• the existing entrance on the east side of Kerr Street to the plaza at #579 Kerr
Street will be removed. The existing entrance on Shepherd Road will remain,
but will be regraded; there is no property impact to this property
• the entrances to #656 and #700 Kerr Street south of Wyecroft Road will be
consolidated into one entrance and will be reconstructed; parking area in close
proximity to the entrance will have to be reconfigured.
• the existing truck entrance to #656 Kerr Street just north of the CNR tracks
will be removed. Truck access will use the entrance on Kerr Street south of
Wyecroft Road. Lands in the Hydro One corridor immediately south of #656
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Town of Oakville
Kerr Street may be made available for truck turning; there is ongoing
discussion with Hydro One regarding this proposed mitigation. It should also
be noted that should the site be redeveloped in the future, a potential access to
Wyecroft Road should be considered
• the existing visitor parking for #656 Kerr Street will be removed and
relocated to the north side of the building, along with the visitor’s entrance to
the building
• a new driveway will be constructed to access #623 Kerr Street
6.3.1.2 Noise
The projected increase in noise levels are less than 5 dBA for the receiver
locations identified within the study area. Therefore, the consideration of noise
mitigation measures is not warranted based on MTO / MOE Noise Protocol. A
noise analysis should be prepared by the developer as part of the development
application for any new residential development within the study area.
Future construction activities would have the potential to result in temporary
noise level increases. During construction, the contractor will abide by any
municipal noise control by-laws. In the event that construction activities are
required in prohibited times, the contractor will apply for an exemption permit
and have such permit in place before proceeding with any work. Not
withstanding any by-laws, during normal working hours, the contractor will be
required to keep idling construction equipment to a minimum and to maintain
equipment in good working order to reduce noise from construction activities. In
addition, the Contractor and Contract Administrator will be available to address
any concerns that may arise with respect to noise.
A copy of the Noise Analysis Report is provided in Appendix G of the ESR.
6.3.1.3 Land Use
The preferred alternative would be consistent with the Town of Oakville future
planning, including the Kerr Village Revitalization Study, which assumed a
continuous Kerr Street.
Property Requirement
As a result of Kerr Street shifted slightly to the west, the realignment of Shepherd
Road approaching Kerr Street and the widening of Kerr Street being generally on
the west side, a total of 1.94 ha will be required from nine adjacent properties.
The following is a general description of the property required:
• Along the westerly property limits of the property in the northeast quadrant of
Kerr Street / Speers Road. It should be noted that property required from this
property is being taken through the planning process.
• Along the easterly property limits of the Oaktown Plaza (the width of property
required range from 11 m -34 m)
• Removal of the free standing building at #588 Kerr Street (in the Oaktown
Plaza)
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Town of Oakville
• Full taking of #557 Kerr Street
• Along the easterly property limits of #656 Kerr Street; existing visitors parking
and front entrance adjacent to Kerr Street will have to be relocated to the north
side of the building
• Along the easterly property limits of #700 Kerr Street
The Town will negotiate with individual property owners regarding compensation
It should be noted that the Town is currently carrying out the Plan for Kerr
Village, part of the Official Plan Amendments; within the study area of the Class
EA Study, lands uses for future development adjacent to Kerr Street between
Speers Road and the CNR tracks are subject to recommendations from the Plan
for Kerr Village.
6.3.1.4 Built Heritage and Archaeology
The Kerr Street corridor has been previously disturbed with adjacent commercial /
industrial developments. The preferred alternative will not directly impact the
heritage resources identified in the study area and the archaeology review
recommended that the Kerr Street grade separation is free of any further
archaeological concerns.
6.3.2 Natural Environment
6.3.2.1 Standard Mitigation Measures
Employing the standard mitigation strategies outlined below will minimize direct
impacts to vegetation and associated habitat features within and along the rightof-way (ROW), as well as protect adjacent vegetation/habitat features from
indirect impacts during construction. A select number of site-specific mitigation
measures have also been recommended.
The standard mitigation strategies that will be implemented include:
• Minimize clearing to that required for the construction of the road
improvements and maintenance of the ROW
• Ensure a clear delineation of vegetation clearing zones and vegetation
retention zones in both the Contract documents and in the field to minimize the
risk of unnecessary vegetation impacts and avoid incidental impacts as a result
of temporary stockpiling, debris disposal and access
• Identify the Sixteen Mile Creek valley lands as ‘priority protection areas’
(PPA) on Contract Drawings to restrict contractor activities in this area
• Ensure the use of appropriate vegetation clearing techniques (e.g. trees to be
felled away from the retained natural areas)
• Design and install stringent erosion and sediment control measures and
maintain throughout construction. This includes installing sediment and
erosion control fencing along the edge of the required working area to protect
the edges of all retained natural areas
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Town of Oakville
• Re-stabilize and re-vegetate exposed surfaces as soon as possible, using an
appropriate seed mix from OPSS 572
• Ensure proper containment and filtering of all construction-generated sediment
(whether from dewatering or soil exposure from clearing and grubbing)
• Ensure appropriate clearing and disposal of all construction-related debris
following construction
• Employ proper handling of potentially toxic construction materials and ensure
proper spills management
• Implement environmental inspection during construction to ensure that
protection measures are implemented, maintained and repaired and remedial
measures are initiated where warranted
In addition to protecting vegetation, which in turn protects the associated habitat
functions, it is necessary to ensure the protection of breeding birds (in
accordance with the Migratory Birds Convention Act [MCBA]) that may nest
or otherwise use areas where construction is proposed. Measures are also
recommended for the protection of all wildlife generally. Specifically, the
contractor will:
• Ensure that timing constraints are applied to avoid vegetation clearing during
the breeding bird season (May 1st to July 31st)
• If clearing cannot avoid the breeding bird season, then an avian biologist will
be employed to conduct a nest survey in the area to be cleared. If active nests
of migratory birds are located then a mitigation plan will be developed and
approved by Environment Canada prior to clearing. This may involve delays
to allow for fledging
• Ensure that no active nests will be removed/disturbed in accordance with the
MBCA
• Any wildlife incidentally encountered during construction will not be
knowingly harmed
The Endangered Species Act, 2007 identifies and protects species that are at risk
and their habitats, and promotes the recovery of species at risk. It also
recommends protection of species of special concern through the implementation
of appropriate management plans focused specifically on these species. The only
endangered/threatened species identified within the study area occur outside of
the footprint of the proposed works (Butternut, as shown in Exhibit 3-2).
Additional mitigation measures regarding Butternut are discussed in the following
section.
6.3.2.2 Site Specific Mitigation
Although the precise location and design details of the stormwater outlet pipe
have not been finalized, the following mitigation measures will reduce impacts
associated with construction of this structure.
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Town of Oakville
• While the Butternut observed northeast of the residence at #623 Kerr Street in
Unit 1 (Exhibit 3-2) is outside of the anticipated construction footprint, its
location and status should be confirmed during detail design, identified on
Contract Drawings, and flagged on site prior to the initiation of construction
activities to limit the potential for accidental disturbance of this specimen. No
impacts are anticipated to the Butternut located north of the slump area.
• Temporary vegetation protection fencing should be erected to isolate
construction activities and prevent damage to vegetation outside of the area
required for construction of the stormwater outlet structure.
• The access route for heavy equipment into the Sixteen Mile Creek valley
should be clearly identified during detail design and mapped on Contract
Drawings. If the route requires any additional vegetation removals beyond
those described in the proposed works, additional ecological surveys should
be completed to identify potentially sensitive natural features. Additional site
specific mitigation measures may be required, potentially including temporary
vegetation protection fencing to protect vegetation communities adjacent to
the proposed access route. It may also involve development of a detailed
restoration plan to re-vegetate any disturbed areas using native vegetation,
appropriate to the site conditions.
• The stormwater outlet will be designed to outlet in close proximity to, but
outside of the main Sixteen Mile Creek channel and flow into the creek along
a designed ‘channel’ with rock protection (scour protection) extending into
the base of the creek. This will be an improvement over current conditions
where the outlet plunges directly into the creek. This outfall will be designed
by a qualified geomorphologist during detail design.
As previously noted some tree removals may be required along the southwest
edge of Unit 1 (Exhibit 3-2) at Kerr Street. The precise location of specimen trees
within the footprint of the proposed Kerr Street alignment will be reviewed
during detail design to determine if trees can be protected. Vegetation protection
fencing should be erected at the edge of the clearing and grubbing zone to prevent
damage to adjacent vegetation. Conservation Halton recommends construction of
a permanent, impermeable fence at this location to help keep wildlife contained
within the valley and reduce the amount of garbage dumped or blown into the
valley. A fence of this nature would be an appropriate vegetation protection
barrier. Details regarding the specifications and location of this fence will be
determined at detail design. These and additional mitigation measures for this
location are listed below.
• Implement edge management plan along Sixteen Mile Creek valley (Unit 1 Exhibit 3-2) to limit edge effects to remaining forest valley (e.g. vegetation
buffer plantings, construction of a vegetation protection barrier, as outlined
above). Details to be determined at detail design.
• Avoid roadway lighting that extends into adjacent wooded areas (i.e. no
lighting or lighting design that minimizes the light footprint).
June 2009
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Town of Oakville
• Implement valley restoration / enhancement plan (e.g. restoration of exposed
soils with native species)
• At detail design, review the locations of specimen trees within the footprint to
determine if trees can be protected
6.3.3 Transportation
The proposed Kerr Street / CNR grade separation and widening of Kerr Street to 4
lanes between Speers Road and north of the QEW will address the existing and
future transportation need in the Kerr Street corridor, including the need for a
grade separation based on traffic and train movement and the need for additional
capacity. The grade separation will improve pedestrian and cycling safety
crossing the railway, and the widening will provide the opportunities to enhance
cycling and pedestrian facilities, as well as future transit improvements.
June 2009
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Town of Oakville
7.
MONITORING
During construction, the on-site Contract Administrator will ensure that
implementation of mitigating measures and key design features are consistent
with the contract and external commitments. In addition, the effectiveness of the
environmental mitigating measures will be assessed to ensure that:
• individual mitigating measures are providing the expected control and/or
protection
• additional mitigating measures are provided, as required, for any unanticipated
environmental problems that may develop during construction.
On-site construction administration staff will ensure that the environment
measures outlined in this report and further developed during detail design are
carried out. In an event that problems arise, appropriate agencies will be
contacted to provide further input.
If the impacts of construction are different than anticipated, or if the method of
construction is such that there are greater than anticipated impacts, the
Contractor’s methods of operation will be changed or modified to reduce those
impacts.
June 2009
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APPENDICES

environmental study report

Transcription

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