COUNTY ROAD 22 HORSESHOE VALLEY ROAD. Municipal Class Environmental Assessment. simcoe.ca

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1 OCTOBER 2014 Municipal Class Environmental Assessment COUNTY ROAD 22 HORSESHOE VALLEY ROAD Project A Truck Climbing Lanes Project B Intersection Improvements simcoe.ca CORPORATE COMMUNICATIONS DEPARTMENT V4

2 Municipal Class Environmental Assessment County Road 22 Class Environmental Assessment The Class Environmental Assessment (Class EA) process is defined in the Municipal Class Environmental Assessment document (dated 2000 as amended in 2007 and 2011). Applying to all municipal road improvement projects, a number of study categories or schedules have been established recognizing the range of environmental impacts. This study involves two projects; Project A (roadway) and Project B (intersections). In consideration of the estimated project costs and potential environmental impacts, Project A was initiated as a Schedule C undertaking whereas Project B was initiated as a Schedule A+ undertaking. Schedule A+ projects generally include normal or emergency operational and maintenance activities and are typically limited in size and scope. As the environmental effects of these activities are usually minimal, these projects are pre-approved and may proceed directly to implementation. Notification to the public prior to implementation is however, required. No report or study document need to be prepared outside of the notification. Schedule C projects generally include the construction of new facilities and major expansion to existing facilities. As they have the potential for environmental impacts, they must proceed under the full planning and documentation procedures specified by the Municipal Class EA document. Schedule C projects require that an Environmental Study Report (ESR) be prepared and appropriately filed for review by the public and review agencies. If concerns are raised during the review period that cannot be adequately satisfied, the need for an individual EA may arise. Schedule C projects follow Phases 1, 2, 3, 4, and 5 of the Class EA process. The purpose of this Class EA study is as follows: Investigate options to improve the operation, capacity, level of service and safety of the 3 rd Line, Birch Grove Drive and 4 th Line intersections to accommodate future transportation demand as a result of the continued development and growth within the Horseshoe Valley development area Investigate options to improve traffic safety concerns associated with the passing of slow-moving vehicles on the steep hills between the 3 rd and 4 th Line Identify the location, extent and sensitivities of the affected environments Develop and evaluate alternative solutions Identify a preferred solution and design for intersection and roadway operational and safety improvements Road Classification and Function County Road 22 is classified as a Primary Arterial Road in the County s Transportation Master Plan. The primary function of the road is to connect major centers/settlement areas within and outside the County and to accommodate long distance person or goods movement travel through the County between major activity areas. 2

3 Project Description Project A Truck Climbing lanes, includes pavement rehabilitation, roadside safety upgrades, drainage improvements and the potential for adding truck climbing lanes in both the eastbound and westbound upgrade directions 2.5 km east and west of Horseshoe Valley Resort Main Entrance, Birch Grove Drive. Project B Intersection Improvements, in conjunction with anticipated development in the vicinity of the intersection of County Road 22/3 rd Line, 22/Horseshoe Valley Resort Entrance (Birch Grove Drive) and 22/4 th Line, opportunities exist to carry out improvements to accommodate future increases in traffic and address future capacity and safety of the intersections. Existing Conditions County Road 22, between the 3 rd and 4 th Line of Oro-Medonte, is a two-lane road with a rural cross section. The current posted speed limit is 70 km/h. The condition of the road surface on County Road 22 is fair to poor and exhibits some rutting and cracking. The existing lane widths, vertical road profile and site line distances are deficient as they do not comply with current County of Simcoe standards. Traffic control is provided by stop signs on all minor side roads, including the three intersections under Project B. Roadside safety protection requires review and upgrading to current standards as required. Road Geometry Geometry Existing Condition Minimum Standard Deficient Lane Width 3.5 m 3.75 m Yes Maximum Vertical Grade 8-10% 6% Yes Barrier Protection Post and 3 cable guide rail Steel Beam guide rail No, but not to current standards These minimum design standards are based on the Geometric Design Standards for Ontario Highways and the required County of Simcoe standards. 3

4 Truck Climbing Lane Warrants The need for truck climbing lanes on the section of CR 22 in the study area was reviewed. Based on Ministry of Transportation (MTO) geometric design standards for two-lane highways and the Transportation Association of Canada (TAC) Geometric Guidelines for Canadian Roads, the existing traffic volumes and truck volumes, truck climbing lanes are warranted. MTO Geometric Design Standards for Ontario Highways Cost Recovery states Slow-moving vehicles, in particular heavy trucks and recreational vehicles, can impede traffic flow and pose a safety hazard on significant upgrades. In these cases, the recommended safety improvement is a climbing lane. This is an extra lane dedicated specifically to slow-moving vehicles. Slowmoving vehicles are directed to travel in the right lane, allowing other drivers to pass on the left in the through lane. All three of the following criteria are satisfied: 1. A 15 km/h or greater speed reduction is expected for a typical heavy truck; and 2. Upgrade traffic flow exceeds 200 vehicles per hour; and 3. Upgrade truck flow exceeds 20 vehicles per hour. Both Project A Truck Climbing Lanes and Project B Intersection Improvements are eligible for Development Charges under the County s Development Charges Bylaw. The cost for Project A is 100% eligible for Development Charges. The cost for Project B is 40% eligible for Development Charges with the remaining 60% falling to the County tax based budget. Financing of the County portion of the project is subject to County Council budget approval. There are a number of potential funding sources available, including gas tax, reserves, and general tax levy. Environmental Reports and Background Studies The following environmental reports are being prepared as part of the EA process: Natural Heritage Background review, inventory of existing natural environment, evaluation of Species at Risk, identification of potential effects and proposed mitigation measures. Noise Impact Assessment Compare sound levels with and without road improvements and identify need for noise control measures based on MOE/MTO guidelines. Archaeological Stage 1 Determine archaeological potential within study limits Traffic Impact Study Assess existing and future traffic conditions and identify need for intersection improvements. 4

5 Environmental Reports and Background Studies The following environmental reports are being prepared as part of the EA process: Haul Route Assessment The purpose of the report is to address the following: assess truck traffic volumes, truck trip distribution on the section of County Road 22 identify potential haul routes between Orillia and Highway 26/Stayner/Collingwood review traffic volumes on the potential haul routes identify potential road improvements and associated preliminary cost estimates carry out truck climbing lane warrant analysis to supplement the need for this implementation as outlined in the County s request for proposal document for CR 22. Hydrogeological Private Water Well Assessment Study This study includes: completing a door to door survey mapping the location of the well completing the well testing, sampling and chemical analysis, and report findings A final report that includes conclusions and recommendations with respect to mitigating potential impacts, if any, due to the planned road improvements; and reporting findings to those residents where the test results exceed minimum standards and as a result may represent a health issue. Drafts of these reports are available at Project Status Project A Roadway improvements is following the planning and design process for a Schedule C Project under the Municipal Class Environmental Assessment (EA). The Notice of Study Commencement was published April 18 th, We are currently at Phase 2 of 5 in the process and are consulting with agencies and the public regarding the alternative solutions to the problem or opportunity statement. To date, two Public Information Centre (PIC) meetings have been held. Project B Intersection Improvements is following the planning and design process for a Schedule A+ Project under the Municipal Class Environmental Assessment (EA). The Notice of Study Commencement was published April 18th, Schedule A+ Projects are pre-approved and may proceed directly to implementation without the need to complete the Class EA planning process. No reports or study documents need to be prepared outside of the notification. 5

6 Next Steps During the second PIC, a number of residents expressed concerns regarding the need for and justification of Project A and the integrity of the traffic count data and analysis. To address these concerns, the County has retained an independent 3 rd party expert to peer review the project. In addition, the County has initiated additional traffic counts which will be verified by manual counts. The next phase of the project will include: Completion of Hydrogeological Private Water Well Assessment Study. Final review and response to public comments from PIC 2 Select preferred solution for Project A and Project B Proceed to Phase 3 of the Class Environmental Assessment process. Identify alternative design concepts to Location Map Project A and B implement the preferred solution (Project A and B). Complete environmental impact assessment and mitigation report Evaluate alternative design concept: identify preliminary preferred design concept. Present preliminary preferred design concepts to the public at PIC 3 (tentatively scheduled to take place this winter. 6

7 FAQs Who initiated this Class EA study and why? In consideration of the planned development and continued growth that will occur within Horseshoe Valley in conjunction with the on-going traffic safety concerns associated with the steep hills between the 3 rd and 4 th Line, the County identified a need to investigate possible solutions to improve traffic safety. To that end, the County initiated the study in accordance with the Municipal Class Environmental Assessment guidelines. What is the Problem that this study is trying to resolve? The purpose of the study is to identify appropriate roadway improvements which will reduce the potential occurrence and severity of accidents and collisions resulting from impatient drivers passing slow-moving vehicles illegally on the steep hills. In addition, the study will consider upgrades to the configuration of the 3 rd Line, Birch Grove and 4 th Line intersections to improve traffic operations, capacity, level of service and safety. Why was the need for truck climbing lanes on HVR not identified in the County s Transportation Master Plan? The County s Transportation Master Plan is a comprehensive planning and policy document which looks at how best to plan for the efficient movement of people and goods, including opportunities for alternative modes of transportation and active transportation facilities. Being a high level planning document for the entire road network within Simcoe County, it is not intended to address specific road reconstruction needs. Rather, project specific studies are planned under either Schedule A, B, or C of the Municipal Class Environmental Assessment. Can trucks be diverted to other roads, such as Old Barrie Road? The option of diverting trucks to adjacent roads was considered through the completion of a truck by-pass study. The study looked at trucks travelling from Collingwood to Orillia. The results of the study determined that such an approach would be problematic in terms of directing trucks to take a more circuitous route, as opposed to the most direct route. In essence, it would result in the commercial traffic being shifted from Horseshoe Valley Road (HVR) to another road, which is not considered a prudent or responsible approach. In addition, a restrictive commercial traffic bylaw would be difficult to enforce. County Road 22 is classified as a Primary Arterial Road in the County s Transportation Master Plan. The function of a Primary Arterial Road is to connect major centres/settlement areas within and outside the County and to accommodate long distance person or goods movement travel through the County between major activity areas. 7

8 FAQs Is this study being done to accommodate trucks and the trucking industry? This study is not being carried out to accommodate truck traffic or the trucking industry. Rather, this study is being carried out to identify appropriate solutions to address traffic safety concerns relating to unsafe passing of slow-moving vehicles on the steep hills in this specific location. Furthermore, studies have shown that slow-moving vehicles pose a safety hazard and can contribute to higher numbers of collisions on steep grades. Truck climbing lanes are a common road safety feature implemented by road authorities throughout Ontario. Why is the study limit only from the 3 rd Line to the 4 th Line? The study limits were established having regard for the planned development and growth within the Horseshoe Valley Resort area. Future development will result in increased traffic volumes on this section of County Road 22 which will heighten the traffic safety concerns associated with the steep hills between the 3 rd and 4th Line and will impact the operation, capacity and level of service at the 3 rd Line, Birch Grove and 4 th Line intersections. What are the criteria for building truck climbing lanes? As per the Ministry of Transportation (MTO) geometric design standards for two-lane highways and the Transportation Association Canada Geometric Guidelines for Canadian Roads (TAC) the standard criteria to determine if truck climbing lanes are warranted are as follows: Total up grade traffic flow in excess of 200 vehicles in the peak hour; and Upgrade truck flow in excess of 20 vehicles in the peak hour; and A 15 km/hr or greater speed reduction for a typical heavy truck Based on traffic count surveys conducted by the County in 2011 (3 seasons) and 2014 (spring season), and performance graphs provided in the TAC, all three of the above warrants are met on HVR between the 3 rd and 4 th Lines. Will the County arrange for an independent 3rd party peer review of the need and warrants for truck climbing lanes? The work completed to date by the County s consultant, Ainley and Associates Ltd, which identifies the warrants for truck climbing lanes is being peer reviewed by an independent 3rd party. The results of the peer review will be available by mid-october. Where does the truck volume and truck type data come from? The County of Simcoe conducts traffic counts on all roads every 3 years. The equipment used to collect the data is programmed to quantify the traffic volume, vehicle type and speed. A manual traffic count has been initiated to verify the automatic traffic counts. 8

9 FAQs Will truck climbing lanes encourage more trucks to use Horseshoe Valley Road? Truck climbing lanes are not anticipated to encourage more trucks to use HVR. The trucking industry typically selects haul routes based on the shortest and most direct route between their origin and destination points. Furthermore, based on historical traffic data collected before and after truck climbing lanes were constructed on County Road 50 (between Hwy 89 and CR 1) in 2010, the study team determined the average spring/ summer and fall truck volumes in 2013 were within 1% of the average truck volumes recorded in 2007 during the same period Will truck climbing lanes increase traffic speeds? Traffic speeds are not anticipated to increase due to the construction of truck climbing lanes. Traffic speeds are a function of the steep downhill grades and the unsafe driving habits of drivers who speed up the hills to pass slower moving vehicles. What can be done to reduce speeding? The preferred approach to reduce speeding is through public education, signage and increased law enforcement. Would lowering the current speed limit (from 70km/h to 50 or 60 km/h) help reduce traffic speeding? Studies have shown that lowering the posted speed does not automatically result in reduced speeds. Furthermore, given the steep grades on HVR between the 3 rd and 4 th Line, drivers tend to coast down the hills rather than apply constant pressure to their brakes, to avoid overheating and additional wear and tear to the vehicles braking system, thus resulting in speeds exceeding the posted limit. Will my property be impacted? Subject to the selection a preferred solution, design concepts will be prepared to assess potential impacts to property. Opportunities to mitigate impacts to property, through various engineered solutions, will be considered and implemented to the fullest extent possible. What can be done to improve pedestrian and cyclist safety? To improve pedestrian and cyclist safety, paved shoulders and / or paved boulevards, will be implemented as part of the road improvement design. 9

10 FAQs What can be done to improve safety for pedestrians crossing 4th Line to access the park? Intersection improvements including installation of traffic signals, pedestrian crossing signals, flashing amber warning light, additional signage, line markings and improved site lines, are being considered to improve safety for pedestrians (and children) who use the park and emergency service facilities on the 4th Line. We also note that, typically, the addition of a second through lane, including a truck climbing lane which extends through an intersection, provides the added benefit of creating longer gaps in the traffic stream which will provide more time for pedestrians to safely cross the road The MTO is currently improving the Highway 400/Highway 11 interchange. Did the MTO consider an extra ramp from the Hwy 400 south to Hwy 11 north and from the Hwy 11 south to Hwy 400 north in their design and would that result in less truck traffic on HVR? Planning and design of the Hwy 400/11 interchange improvements, currently under construction, was completed by the MTO well in advance of the HVR Class EA study. The MTO has advised that the replacement of the bridge structure was driven by the need to have this structure rehabilitated. Several options on how the structure could be rehabilitated were evaluated as part of the detailed design and a replacement option was selected. The project was a Group C under the MTO Class EA. No alternatives that would include changes to the interchange were considered as the scope was limited to the rehabilitation of the bridge. Furthermore the MTO has no current plans for any future changes to this interchange as the Hwy 11 south to 400 north and 400 south to 11 north moves are anticipated to have a very low demand. With regard to the County Road 22 Class EA study, MTO has commented that provincial infrastructure, such as the Hwy 400/11 interchange, focuses on moving long-haul provincial traffic rather than providing by-passes for local traffic. What will this project cost and where will the funds come from? An initial budget of $7.5M was established at the onset of this project. However, once the Class EA study has determined a preferred design solution, engineering designs will be completed and an updated construction cost estimate will be prepared to assist the County in establishing an appropriate budget prior to proceeding with construction. Funding for the project will primarily come from development charge reserve funds collected by the County. The cost for Project A is 100% eligible for Development Charges. The cost for Project B is 40% eligible for Development Charges with the remaining 60% falling to the County tax-based budget. Financing of the County portion of the project is subject to County Council approval. There are a number of potential funding sources available, including Federal Gas Tax, reserves, and general tax levy. 10

11 FOR MORE INFORMATION Mr. Paul Murphy, B.Sc., C.Tech. Engineering Technician II Project Manager County of Simcoe 1110 Highway 26 Midhurst, ON, L0L 1X0 Tel: (705) Fax: (705) Mr. Mike Neumann, P.Eng. Project Director Ainley & Associates Ltd. 280 Pretty River Parkway Collingwood, ON, L9Y 4J5 Tel: (705) Fax: (705) Or visit the County web site at: simcoe.ca Transportation and Engineering Department Corporate Communications Department

12 CORPORATE COMMUNICATIONS DEPARTMENT simcoe.ca

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