Appendix A-L Public Information Centre 3 Materials

Appendix A-L Public Information Centre 3 Materials

RAPID TRANSIT CORRIDORS ENVIRONMENTAL ASSESSMENT STUDY NOTICE OF PUBLIC INFORMATION CENTRE #3 The City of London is entering a new chapter in its history - one that is focused on improving travel options for residents. Rapid Transit is a key part of this new vision, along with reshaping land use. The foundations for Rapid Transit were established through The London Plan and Smart Moves 2030 A New Mobility Transportation Master Plan. The City of London is currently conducting the Rapid Transit Corridors Master Plan study in accordance with the Municipal Class Environmental Assessment (EA) process, which is an approved process under the Ontario Environmental Assessment Act. The first stage of the study will prepare a Master Plan for Rapid Transit in accordance with Phases 1 and 2 of the Municipal Class EA process. You are invited to attend the third Public Information Centre (PIC) for the Rapid Transit Master Plan study. The purpose of the PIC is to present the preferred Rapid Transit system including the corridors, vehicle technology and station locations. The session is a drop-in open house, with panels displaying information on the preferred Rapid Transit system, cultural and environmental impacts assessment, and potential impacts along each corridor. Project staff from the City and the consultant team will be available to answer questions and collect your feedback. Rapid Transit Corridors EA Public Information Centre #3 Wednesday December 2, 2015 Noon 8:00 pm London Public Library Central Branch 251 Dundas Street, London Formal presentation and discussion at 6:00 pm In the Wolf Performance Hall The meeting information will also be available at City Hall on selected days. Additional Drop-In Times Shift Office, City Hall Lobby, 300 Dufferin Avenue Saturday December 5 Tuesday December 8 Thursday December 10 Saturday December 12 10:00 am 2:00 pm Noon 6:00 pm Noon 6:00 pm 10:00 am 2:00 pm

The venues are fully-accessible. If you require special accommodation, please contact us at shift@london.ca prior to the event. The meeting information will be available on www.shiftlondon.ca following the PIC. Information on this project is also available by emailing shift@london.ca or by contacting either of the project representatives: Edward Soldo, P. Eng. Director of Roads and Transportation City of London Tel: (519) 661-2500 ext. 4936 esoldo@london.ca Brian Hollingworth, P. Eng. Director IBI Group Tel: (519) 472-732 bhollingworth@ibigroup.com Information will be collected in accordance with the Municipal Freedom of Information and Protection of Privacy Act. With the exception of personal information, all comments will become part of the public record.

Welcome The purpose of today s session is to: Tell you what we ve heard from the community Present the final network assessment Share the preliminary preferred Rapid Transit system Identify potential impacts along the corridor The display boards provide information on how the preliminary preferred Rapid Transit system was selected. They also identify design considerations and issues along each corridor. Your input will help shape the results of the Rapid Transit Master Plan, and the future of London! Representatives from the City and project consultant team are available to answer your questions and listen to your feedback.

Study Process Shift is London s Rapid Transit Initiative It focuses on Rapid Transit as part along with cars, bikes and pedestrians of the transportation system that will help London grow and prosper. Shift has served to define London s rapid transit project, which consists of approximately 22 km of Rapid Transit connecting all parts of the city. 2013 Council approves Smart Moves Transportation Master Plan 2014 The London Plan, the City s new Official Plan (draft), establishing a vision for future growth, is introduced. February 2015 Shift is launched with public information centre at Central Library. Early-Mid 2015 Assessments of preferred alternatives for technology and alignment Mid-Late 2015 Preferred corridor and technology for Environmental Assessment selected Early 2016 Detailed design for the RT route and plans for construction / funding 2020-2025 A new rapid transit system is up, running and ready for riders in London We are here Guiding Principles Our Rapid Transit initiative is being led by four guiding principles. The prioritization of these objectives throughout the study, and has influenced the preliminary preferred plan. ECONOMIC COMMUNITY TRANSPORTATION EASE OF DEVELOPMENT BUILDING & CAPACITY & IMPLEMENTATION & CITY REVITALIZATION MOBILITY & OPERATIONAL BUILDING VIABILITY FISCAL RESPONSIBILITY AND AFFORDABILITY

London is Ready London is Ready London is Canada s largest region without Rapid Transit Population (millions) 0 1 2 3 4 5 6 Toronto Montreal Vancouver Ottawa... and carries more riders per capita than comparable cities. Calgary Edmonton Quebec London 63 rides per capita Winnipeg Hamilton Mississauga Mississauga 43 rides per capita Kitchener London St. Catharines Halifax Oshawa Heavy Rail/subway Light Rail Transit (LRT) Current BRT / Future LRT Bus Rapid Transit BRT Lite Bus Waterloo Hamilton 43 rides per capita 42 rides per capita The Shift plan is consistent with other Rapid Transit The Shift projects plan is across consistent Ontario. with other Rapid York Region 23 rides per capita Transit projects across Ontario. Queen Street BRT, Brampton Peak Corridor Ridership: 2,900 ION LRT, Waterloo Region Peak Corridor Ridership: 2,450 Shift Rapid Transit, London Peak Corridor Ridership: 2,500 B-Line LRT, Hamilton Peak Corridor Ridership: 2,100 Hurontaro LRT, Mississauga-Brampton Peak Corridor Ridership: 2,450 Routes shown are same scale

London is Ready LONDON London is well connected within Ontario by rail, road and air. Rapid Transit provides a local link to these larger networks. LONDON

London is Ready 65% of London s jobs will be within walking distance of Rapid Transit Rapid Transit would serve to connect major economic activities in London Universities, Colleges, hospitals, financial institutions, manufacturing and a rapidly growing high-tech industry The London Plan sets a plan for growth in the Downtown and along Rapid Transit Corridors. SHOP

What You ve Told Us Londoners have shaped the Shift Rapid Transit Plan: 12,500 contacts at over 50 events 1,180 followers on Twitter 470 followers on Facebook 1,180 responses to the interactive MetroQuest Survey 1,600 responses to the first two surveys Over 3,200 contacts on the mailing list The top priorities for Rapid Transit are: When we asked Londoners to rate network alternatives, Rapid Transit options performed the best. 1 Fast Travel Time Options with LRT were rated highest. 2 Frequency 3 Walkable Communities 4 Capital and Operating Costs 5 Coverage Area The top locations you want a Rapid Transit station are: 6 Minimize Transfers 7 City Image Downtown Masonville Place Western University White Oaks London International Airport Wonderland/Oxford Fanshawe College These areas accounted for 57% of all responses 8 Comfortable Ride received submitted through the MetroQuest Survey. Source: Shift London MetroQuest survey (May to August 2015)

Developing the Preferred Solution Here is the four-step process used to evaluate the candidate corridors. Assessment Framework DEVELOP LONG LIST OF ALTERNATIVES DEFINE CORRIDOR ASSESSMENT CRITERIA Land Use Density Major Destinations 1: CORRIDOR LEVEL SCREENING Growth in People + Jobs Existing Transit Ridership DEFINE NETWORK ASSESSMENT CRITERIA Ridership Forecast Operational Flexibility Capital Costs SHORT LIST OF FEASIBLE CORRIDORS DEFINE DETAILED ASSESSMENT CRITERIA Implementability Development Potential City-Building Potential Travel Times Operating Costs Cost per Rider 2: DETAILED CORRIDOR ASSESSMENT Travel Times Auto Congestion Social Need Fit with Community DEVELOP NETWORK ALTERNATIVES PREFERRED CORRIDORS 3: TECHNOLOGY REVIEW 4: NETWORK ASSESSMENT PREFERRED NETWORK Steps 1 thru 3 led to selection of the Preliminary Preferred Rapid Transit Corridors, which was presented at Public Information Centre #2 in May. They can be accessed at ShiftLondon.ca. The study is now focused on Step 4: Network Assessment.

Preliminary Preferred Rapid Transit Corridors As shown at Public Information Centre #2 in May, the assessment framework led to the preliminary recommended corridors shown below. These corridors connect major destinations across the city including hospitals, post-secondary institutions, employment areas and retail centres.

Rapid Transit Technology Five possible Rapid Transit vehicle technologies were evaluated for their suitability for London, based on carrying capacity, cost, potential for funding, and impact on the city. The two technologies best suited for London are lightrail transit (LRT) and bus rapid transit (BRT). Light Rail Transit (LRT) Subway Elevated Rail Bus Rapid Transit (BRT) Personal Rapid Transit (PRT) Bus Rapid Transit Light Rail Transit Characteristics of Preferred Transit Technology Capacity (per vehicle) Vehicle Cost ($ million) Peak Hour Capacity (people per hour per direction) Technologies Local Bus 80-120 $0.45 - $0.85 2,000-5,000 Bus Rapid Transit (BRT) Light Rail Transit (LRT) 80-180 $0.60 - $1.0 10,000 100-250 $3.0 - $5.0 15,000

Bus Rapid Transit Vehicles- large, modern vehicles that can carry up to 10,000 passengers every hour in each direction. Comfortable Interiors- vehicles have comfortable interiors, including comfortable seats, wide windows, and stop announcement. Flexible- can operate in dedicated lanes, on exclusive roadways and in mixed-traffic with other vehicles. Stations - reflect the local area. Incorporate amenities such as next bus arrival screens, heated shelters, bike storage, maps, and design features. Unique Brand- differentiates rapid buses from local routes. The brand is incorporated into stations, bus maps, timetables and other marketing materials. Pre-Paid Boarding- passengers pay for their trip at stations before boarding through all vehicles doors. Free transfers to and from local bus routes. Technologies- intelligent transit technologies keep vehicles on schedule and provide real-time information to travellers. Accessible- vehicles are fully accessible with ramps for easy boarding. Dedicated seats and wheelchair spots are available for travellers who require them. Bike Friendly- bike racks on the front of vehicles support multimodal travel, and support the last-mile between stations and the final destination.

Light Rail Rapid Transit Vehicles- large, modern vehicles that can carry up to 15,000 passengers every hour in each direction. Comfortable Interiors- vehicles have comfortable interiors, including comfortable seats, wide windows, and stop announcement. Dedicated lanes- vehicles primarily operate in dedicated lanes in the median (middle) of the road or along the curb. Stations- designed to fit into the local community. They include next bus arrival screens, heated sheltres, bike storage, maps, and design features. Unique Brand- vehicles are easy to distinguish. The brand is incorporated into stations, bus maps, timetables and other marketing materials. Pre-Paid Boarding- passengers pay for their trip at stations before boarding through all vehicles doors. Free transfers to and from local bus routes. Technologies- intelligent transit technologies keep vehicles on schedule and provide information to travellers. Accessible- vehicles and station platforms are level, providing step- and ramp-free access. Dedicated seats and wheelchair spots are available for travellers who require them. Bike Friendly- bike storage is available on vehicles in designated areas (near doors) to allow for multi-modal trips, and support the last-mile between stations and the final destination.

Network Alternatives 1. Base BRT Similar to Transportation Master Plan BRT alternatives No major capital works (Richmond Street tunnel and University Avenue bridge) BRT vehicles run in mixed traffic on Wellington Street between Base Line Road and Downtown 2. Full BRT System Adds major structural projects, including a Richmond Street Tunnel under the CP Rail line and a bridge over the North Thames on University Drive to maximize transit operating speeds

Network Alternatives 3. Hybrid LRT/BRT System Same major structural projects as the Full BRT alternative Incorporates LRT along the preferred north and east corridors via downtown with BRT along the south and west corridors 4. Full LRT System This alternative incorporates a semi-exclusive LRT system along the entirety of the preferred RT route

Network Alternative Comparison (1) The Environmental Assessment process requires the assessment of all public undertakings on their potential to affect the environment from a natural, social, cultural, constructed and economic perspective. The guiding principles for the network assessment of the Rapid Transit system include: Transportation Capacity and Mobility; Economic Development and City Building; Community Building and Revitalization; and, Ease of Implementation and Operational Viability. The following set of boards presents the findings of the assessment. Alternative Capital Cost ($ millions) Operating and Maintenance Cost Transit Travel Time Savings N-E: Masonville to Fanshawe Catalyst for Development ($ millions / year) S-W: Wonderland to White Oaks Base BRT $260 - $290 $13.8 Full BRT $475 - $525 $12.1 N-E: 11 mins S-W: 4 mins N-E: 14 mins S-W: 5.5 mins Moderate potential to attract investment and to promote intensified development along the corridors and within close proximity to the station areas. Hybrid $850 - $900 $11.1 Full LRT $1,100 - $1,200 $11.5 N-E: 14 mins S-W: 6 mins N-E: 14 mins S-W: 5.5 mins High potential to attract investment and to promote intensified development along the corridors. LRT can be perceived as a permanent investment into the area.

Network Alternative Comparison (2) Criteria Base BRT Full BRT Hybrd BRT/LRT Full LRT Comments LRT systems attract development near the corridors and station areas to a greater degree than BRT as development industry values permanency of rail. City Building LRT can have a more positive impact on city image. BRT has been proven to induce development and many aspects of BRT (stations, runningways, and urban design enhancements) can be similar to LRT. LRT can more effectively encourage a more compact form of city growth. Quality of Service LRT provides a smoother ride and is perceived as a premium service. New riders will be attracted to LRT due to comfort/quality. Transit Ridership LRT has the potential to have more of a transformative impact on the image of transit BRT s higher frequencies and fewer transfers are attractive to transit riders. in London. Frequency of Service BRT enables more frequent service due to the smaller capacity of the vehicle. Accommodation of Demand Projected peak hour demand can be accommodated by BRT or LRT. LRT vehicles will be significantly underutilized in the west and south corridors, and off-peak periods. Constructability BRT has fewer construction impacts, with greater flexibility in terms of phasing. = slightly positive impacts = positive imapcts = very positive imapcts

Network Alternative Comparison (3) Criteria Base BRT Full BRT Hybrd BRT/LRT Full LRT Comments Capital and vehicle costs are greater for LRT. Capital Cost LRT vehicles have a longer life than BRT vehicles. LRT requires a new special purpose maintenance and storage facility. Operating Cost Above certain ridership levels, LRT has lower operating costs because few vehicle and drivers are required to provide the same capacity as BRT. LRT will be more expensive in the short-medium term given projected ridership. Maintenance LRT tracks and vehicles are more complicated to maintain and require specialized equipment and staff. Transportation User Cost Both BRT and LRT facilitate lower car ownership and less private vehicle mileage, although LRT is able to draw more people away from private vehicles. Right-of-way Impacts Road widening is required for both BRT and LRT. Additional property required to accommodate turns for LRT. Flexibility of Transit Service Compatibility with Land Use Environmental Compatibility & Impact BRT has greater flexibility for adjustment of routing. LRT is limited in capability to deal with disruptions in the event of emergencies/ right of way blockages. LRT may be seen as more acceptable in tighter corridors such as Dundas Street and Richmond Street. With new technologies, LRT vehicles are generally quieter than buses. LRT is powered by electricity, no emissions in the corridor from vehicle operation. BRT vehicles generate more emissions as they utilize diesel or hybrid technologies. = slightly positive impacts = positive imapcts = very positive imapcts

xxxxxx Economic Considerations Rapid Transit provides many economic benefits which offset costs over the life of the project. Factor Measure Base BRT Full BRT Hybrid Full LRT Capital Costs: Capital costs include line construction, vehicles and stations. LRT will require a new maintenance facility. Total capital costs $260-290 M $475-525 M $850-900 M $1,100-1,200 M Operating Impacts: Spending on transit needs to increase to address growth and capacity shortfalls. London current spends approximately $58 million per year on transit. LRT is cheaper to operate in the long term because fewer vehicles are required. Increase in Op. and Maintenance Costs + $13.8 M/yr + $12.1 M/yr + $11.1 M/yr + $11.5 M/yr Time Savings: A few minutes of savings per transit rider per day translate into major savings over time. Some auto drivers will save time due to reduced congestion as more people shift to transit.. User benefits over 30 years $465 M $523 M $597 M $623 M Environmental Benefits: Greenhouse gas emissions savings result from reduced auto trips Value of GHG savings $2.03 M $2.18 M $2.47 M $2.55 M Land Use Uplift: Economic gains occur when vacant or underutilized properties are redeveloped. LRT typically stimulates more development uplift. Job Growth: New jobs are created through short term construction jobs and long term operations in turn increasing Gross Domestic Product (GDP). Estimated gains to City Short/Long Term GDP gains $80 M $90 M $110 M $115 M $123/16 M $227/14 M $399/13 M $520/12 M Cost-Benefit Ratio: Economic benefits are projected to exceed or match capital and operating cost for all options. Net present value of benefits / costs 1.19 1.16 1.05 0.99

Preferred Rapid Transit Alternative Based on the Network Assessment, the preliminary preferred alternative is the Hybrid BRT/LRT system. Serves major institutions, hospitals, retail areas and residential communities High Ridership supports LRT Potential innovation corridor Potential to extend to Airport Provides flexible service matched to demand Potential for redevelopment Connects large retail areas, hospitals and residential communities Urban form supports LRT along portions of the route Can be converted to LRT if demand grows large enough

North Corridor Considerations Frequent local buses will feed into the Rapid Transit. Western Rd./Richmond St. to be widened to add two Rapid Transit lanes from the university to Masonville Place Thames Bridge at Western University to be twinned, expanded or replaced. Further study is required. One lane of traffic to be reallocated to Rapid Transit between University Dr. and Rapid Transit tunnel. Routing in the Western area requires further study and consultation with the University. Western University Station to be a signature station. Conceptual cross-sections for Clarence St. (looking north) Protecting trees is a key priority. LRT to travel in a tunnel under railway crossing and Oxford St. Station at Oxford St to be underground. Conceptual cross-sections for Richmond St. (looking north). Option 1- Transit along curbside Option 2- Transit in centre lane

Richmond Street at Central Avenue Looking North Conceptual Cross Section

Western University Route Alternatives Considerations for Western University Serving Western University is important as it is one of the largest transit trip destinations in London. Providing a central stop on-campus is important to maximizing coverage for students, staff, faculty and visitors at the University, hospital, and research park. Due to the constrained road network, efficiently serving campus would require a new or expanded structure across the Thames River. Further discussion is required with the University to determine the best route that will serve travellers and fits into the u niversity s development plans. This area of the city has unique challenges and opportunities which require further study and input from the public and university. What are your thoughts on this area?

Richmond Street at Grosvenor Street Looking North Conceptual Cross Section

Western University- Middlesex Drive Looking East Conceptual Cross Section

South Corridor Considerations Buses to operate in mixed-traffic underneath the rail underpass. Thames Bridge to be replaced with wider bridge. Moderate amount of property impacts expected along Wellington from Commissioners to Horton. Wellington to be widened to add two lanes for Rapid Transit from White Oaks Mall to Horton St. Minor property acquisition required at Wilkins. Mitigation plan to be developed for Westminster Ponds environmentally sensitive area. Frequent local buses will feed into the Rapid Transit.

Wellington Road and Base Line Road Looking North Conceptual Cross Section

East Corridor Considerations Bike lane maintained along King St. Oxford East to be widened to add two Rapid Transit lanes from Highbury to Fanshawe College. On-street parking maintained on north side of Dundas where possible. Small amount of property required for stations along Dundas and King. Rail structure to be widened. Frequent local buses will feed into the Rapid Transit. King St. through downtown Dundas St. through Old East Village King St. in Old East Village Dundas St. east of Ontario St.

Dundas Street and Adelaide Street Looking West Conceptual Cross Section

West Corridor Considerations Oxford East widened to add two lanes for Rapid Transit. Oxford East/Wharncliffe transit queue jumps at major intersections. King Street modified to accommodate two-way Rapid Transit. Frequent local buses will feed into the Rapid Transit. Rail structure to be widened Small amounts of property to be required for all stations. Kensington Bridge to be transit, cycling and pedestrian-only. Queens Avenue to be widened for two-way traffic. Central Transfer Station to be a signature station.

King Street at Talbot Street Looking East Conceptual Cross Section

Stay Involved Next Steps Receive and review feedback on the preliminary preferred solution for the Rapid Transit system Complete the Rapid Transit Master Plan and take to City Council for approval Undertake design work for the corridors Consultant Staff (519) 472-7328