table of contents - county of brant · justification for the project, considering all alternatives...

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Table of Contents

Welcome

Introduction

Municipal Class EA Process

Provincial Class EA Process

Need and Justification

Evaluation Alternatives

Interchange Alternatives

Alignment Alternatives

Evaluation Results

Technically Preferred Plan

Intersection Control

Roundabout Information

Next Steps

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County of Brant

Proposed Bishopsgate Road and Highway 403 Interchange

Class Environmental Assessment (Class EA) Study

Welcome

Welcome to the third Public Information Centre (PIC) meeting. Please record your

attendance and obtain a comment sheet at the registration desk.

Several background reports are available at the Resource Table. Should you have

any questions regarding the presentation materials, background reports or any

other aspect of the study, please speak to the County or Consultant study team

members in attendance.

We encourage your input/feedback on the material being presented on the display

boards. Please deposit completed comment sheets in the comment box or

mail/fax/e-mail to the address at the bottom of the form by March 22, 2017.

There is an opportunity at any time during the Class EA process for interested

persons to provide written input. Any comments received will be collected under the

Environmental Assessment Act and, with the exception of personal information, will

become part of the public record. .

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The County of Brant has initiated this Class Environmental Assessment (Class

EA) for the planning of a new interchange with Highway 403, and a road

realignment to connect Puttown Road to the new interchange.

This Study will complete all phases of the Class EA by establishing the need and

justification for the project, considering all alternatives and proactively involving

the public in defining a Recommended Plan for improvements.

Based on the range of anticipated effects and capital cost of the project, the study

is being initiated as a Municipal Schedule C or Provincial Group B project. A

Study Design describing the study process has been prepared for agency and

public review. It is available at the Resource Table and has been posted on the

County website for public review and comments..

Introduction

This Class Environmental Assessment will follow a harmonized Class EA process

meeting the requirements of both the Municipal Class EA (amended 2015) and the

Class EA for Provincial Transportation Facilities (amended July 2000), copies of

which are available at the Resource Table.

The Class EA study will culminate in the delivery of an Environmental Study Report

(ESR)/Transportation Environmental Study Report (TESR), which is a detailed

compilation of all data and reports produced for the project.

Study process is here (PIC #3)

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Municipal Class Environmental Assessment (EA) Process

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PIC #3

Study process is here (PIC #3)

If after viewing the exhibits and otherwise participating in this project, and at the

conclusion of the process, you still have concerns, you have the right to request the

Minister of the Environment to reclassify the project through a Part II Order (or

“bump-up”) to an Individual Environmental Assessment.

Provincial Class Environmental Assessment (EA) Process

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Need and Justification

Current and expected increases in traffic in the County necessitate transportation

improvements to the surrounding infrastructure. A new interchange on

Bishopsgate Road and the realignment of Bishopsgate Road to Puttown Road

were identified in the County of Brant’s Transportation Master Plan for the 2021-

2031 planning horizon to address the following needs:

• Accommodation for truck traffic from planned area aggregate sites;

• Reduce the potential for aggregate site traffic on Bethel Road and/or

Powerline Road; and

• Increased service/accommodation for future traffic growth.

Based on public comments received at PIC No. 2, three additional alignments

and interchange locations were considered including:

• New interchange on Maple Avenue North;

• Realignment to Cleaver Road; and

• Straight connection of Bishopsgate Road through Whiteman’s Creek Wetland.

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Evaluation of Alternatives

The alternatives involved a combination of interchange location alternatives,

interchange configuration alternatives and Bishopsgate Road (or Maple Avenue North)

alignment alternatives. An example of how these were combined to create an overall

Technically Preferred Plan is illustrated below:

Interchange Location Alternatives

Alignment Alternatives + Interchange Configuration Alternatives +

1: Current Bishopsgate Road alignment

2: An easterly shift of Bishopsgate Road

3: Maple Avenue North/Highway 403

Parclo A2/A4

Tight Diamond (Stop Control and Roundabout Control)

Wide Diamond (Stop Control and Roundabout Control)

Parclo A2/A4 & Tight Diamond

Parclo A2/A4 & Wide Diamond

Parclo A2/A4 & Parclo B2/B4

Bishopsgate Road:

A: Westerly alignment through Whiteman’s Creek Complex

B: Middle alignment through Whiteman’s Creek

C: Existing alignment through farmland north of King Edward Street

D: Existing roads alignment

Maple Avenue North

A: Middle alignment connecting Maple Avenue to Puttown Road south of Governor’s Road

See the following exhibits for individual alternatives.

The Analysis and Evaluation Methodology Report is available on the resource table.


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Alignment Alternatives at Interchange Location 1

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Evaluation Results

The evaluation approach to compare preliminary design alternatives, described as the

Multi Attribute Trade-off System (MATS), is based on the “Weighted Additive Method”

which focuses on the differences between the alternatives, addresses the complexity of

the base data collected, and provides a traceable decision-making process. In addition,

the method allows quick sensitivity tests to be performed because of the matrix

configuration of the assessment and the use of numerical scores to measure the impact

of the alternatives. The Evaluation Methodology report is available at the resource table.

Evaluation criteria were developed that were used to compare and rank alternatives.

Alternative 60 (Alt 1D1-PAPB) was rated as the Technically Preferred Alternative.

Alternative 60 includes:

• Existing Bishopsgate Road alignment

• Existing Bishopsgate Road interchange location

• Parclo A2/B2 interchange configuration

The results are illustrated on the following exhibits.

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Evaluation Rating of Criteria

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Evaluation Results

Highest Ranked Alternative Second Highest Ranked Alternative Third Highest Ranked Alternative

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Refinements to Technically Preferred Plan

Based on minimizing impacts to the natural, social and cultural environments, the

Technically Preferred Plan (TPP) included minor refinements that include:

• Realignment of the roundabout at the intersection of Bishopsgate Road and King

Edward Street to the southwest corner to minimize property impacts

• Realignment of the roundabout at the intersection of King Edward Street/Highway 2

and Falkland Road/Puttown Road to the north to minimize property impacts

• Refinement to the cross-section through Falkland to reflect an urban 30 m right-of-

way

• Introduction of high speed entries at the roundabouts to Highway 403

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Statement of Flexibility

The ESR/TESR will document that the design will include the flexibility to include more

modifications that may include:

• Design revisions to the ramp terminal/roundabout designs based on MTO design

approvals during detail design

• Ability to stage the project by having the new interchange, and improvements to

Bishopsgate Road/King Edward Street, as separate projects

The Refined Technically Preferred Plan (RTPP) is illustrated on the following exhibits.

Environmental Issues, Potential Effects & Mitigation Measures

Factor Environmental Issues & Potential Effects Proposed Mitigation Measures Traffic Operations

Potential for travel delays associated with construction staging of the Bishopsgate Road/ Highway 403 interchange, and connection to Puttown Road/ Highway 2.

Provide advance notice of all closures / lane reductions / detours.

Prepare / implement Traffic Management Plan during construction including use of variable message boards.

Short term loss of driveway access during construction.

Prepare / implement Traffic Management Plan during construction including use of variable message boards and message to accommodate driveway access.

Property Impacts

Proposed property purchases of 679 Bishopsgate Road and 534 Bishopsgate Road.

Early communication / coordination with owner(s) and tenants to minimize disruption associated with property purchase.

Potential property acquisition at: 448, 449, 451, 453, 455, 456, 457, 458, 459, 460, 462 and 463 King Edward Street; 561, 562/564, and 516 Bishopsgate Road; 24 Falkland Road; and 1 Highway 2.

Potential limited temporary easement on private property to avoid acquisition where possible.

Staging construction to defer acquisitions where possible.

Potential for regrading of private driveways. Early communication / coordination with owner(s) and tenants.

Property Impacts - Temporary

Various properties within close proximity to the project may experience some level of temporary impact during construction (e.g. encroachment, nuisance, dust, mud etc.)

Early communication / coordination with owner(s) and tenants to minimize disruption.

Reinstatement of any disturbed areas to original condition or better.

Use of mud mats and/or dust suppression during construction where necessary.

Drainage and Storm Water Management

Roadway drainage discharging onto private property. Provide drainage controls to intercept and collect storm water runoff.

Urban cross-section to reduce impacts. Storm water quality. Provide standard storm water quality control measures.

Use of low-impact development measures where possible.

Potential interception of farm tile drainage. Investigation of tile drainage headers and outlets during detailed

design.


Factor Environmental Issues & Potential Effects Proposed Mitigation Measures Aesthetics The connection to Bishopsgate Road provides opportunity

to enhance aesthetics of the corridor through Falkland.

Context sensitive design elements will be considered for inclusion, and an urban cross-section through the community of Falkland is recommended.

Surplus lands may be considered for greenspace within the community of Falkland.

Archaeology Potential damage to or loss of archaeological artefacts.

Stage 1 Archaeological Assessment has identified areas of archaeological potential, and recommends a Stage 2 Archaeological Assessment for any land outside of the right-of-way, or within 300m of a significant feature.

Cultural Heritage

Potential impacts such as removal (permanent, short term or long term) of built and cultural landscape resources .

Through detailed design ensure identified cultural heritage resources are preserved through avoidance, or documented prior to removal and restored if feasible.

Contaminated Property

Potential for soil and/or groundwater contamination given historical land uses.

Conduct additional site investigations as required prior to construction at the former gas station land use located at 448 King Edward Street

Noise Noise from construction equipment and vehicles during construction.

Maintain equipment in good operating condition to prevent unnecessary noise.

Restrict idling of equipment to the minimum necessary to perform the work.

Contractor will be required to abide by noise control by-laws for day-to-day operations.

Truck traffic and noise in residential area. Roundabout to provide continuous traffic flow (i.e. reduce stopping/starting and reduce speed)

Emergency Services

Potential impact to emergency service routes / access due to closures / lane reductions.

Prepare / implement Traffic Management Plan during construction.

Ensure ongoing communication with emergency service providers during construction.


Factor Environmental Issues & Potential Effects Proposed Mitigation Measures Management of Excess Materials

The project will result in the generation of waste asphalt, granulars, concrete and possibly earth materials.

Waste generation will be minimized through promoting contractor salvage, recycling and re-use in the contract tender documents.

Natural Environment

All significant natural environment features and functions are avoided by selection of this TPA.

Recommendations to be made to the MNRF, the Conservation Authority, local fishing clubs and the Municipality (and farmers themselves) to actively participate in some joint aquatic enhancement programs designed to protect and expand existing cold water habitats e.g. fencing programs at specific locations to keep cattle way from steams (Mud Creek).

Early identification of specimen trees on private property. Mitigation to avoid impacts to roots/bulb while excavating during construction.

Utilities Potential for impacts to existing utilities in the vicinity of

the bridge, road, work sites or along access routes. Ensure advance coordination with utility companies and

approval for any utility relocations / protections.

Vegetation Loss of existing vegetation to accommodate

recommended design and/or construction access and/or staging / layout areas.

Minimize vegetation removal; provide protection for those trees and shrubs to remain.

Replace vegetation, where feasible, in accordance with final landscape plan.

Visual Intrusion Visual intrusion to the property located at 562/564 Bishopsgate Road.

Visual screening.

Erosion and Sediment

Potential for erosion / sedimentation during construction. Standard erosion and sediment control measures to be incorporated into construction contract – including measures to prevent off-site transport of sediment and for prompt restoration of disturbed areas.

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Intersection Control

New or upgraded intersections will be required on Bishopsgate Road due to

increases in traffic. The technically preferred alternative for intersection control is

a roundabout. Safety issues likely to be resolved with a roundabout include:

• Currently free-flow traffic through Falkland (no stopping)

• Poor intersection safety (visibility) at Puttown Road (County Road 36)

Safety benefits with the use of a roundabout include:

• Almost eliminates injury-causing collisions

• Typically reduces all collisions by 72% in rural areas

Technically Preferred Alternative

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Position and Signalling within a Single Lane Roundabout

1. Drivers must signal to turn right

2. Drivers must signal to exit the roundabout

3. Drivers must signal to change lanes and should check their rear view

mirror and blind spot.

4. When travelling past two or more exits on the roundabout drivers can

use a courtesy left hand signal.

Advantages of a Roundabout

Advantages of the roundabout alternative for the intersection include:

• Increased safety with reduced collision severity

• Roundabouts are a traffic calming feature that will slow traffic

• Improves traffic operations with minimal traffic delays

• Establishes a distinctive character

• Roundabout will accommodate pedestrian movements

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Following this meeting we will:

• Review all Comments

• Make refinements to the Technically Preferred Plan

• Schedule and hold Public Information Centre No. 4

• Finalize the Recommended Plans

• File the Environmental Study Report (ESR)/Transportation Environmental Study

Report (TESR) – summer 2017

How can you remain involved in the Study?

• Request that your name/e-mail be added to the mailing list

• Provide a completed comment sheet

• Contact the County’s representative or the consultant at any time

Any of our representatives that are present can assist you with the above activities.

Thank you for your participation in tonight’s meeting. Your input into this study is

valuable and appreciated. Please provide your completed comment form on or

before March 22, 2017. All information is collected in accordance with the Freedom

of Information and Privacy Act.

Next Steps

table of contents - county of brant · justification for the project, considering all alternatives...

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