gore road project file 0802 - london, ontario · there is an existing hydro one transmission line...

GORE ROAD BRIDGE ENVIRONMENTAL ASSESSMENT

Project File Report July 2013

��

�� !�"#$%��$"&'(")� � ��

EXECUTIVE SUMMARY

Introduction

Constructed in 1940, the existing Gore Road Bridge is a single-span cast-in-place concrete T-beam bridge crossing Pottersburg Creek in southeast London. Gore Road is at the south limit of Kiwanis Park. The bridge carries two lanes of undivided traffic with a sidewalk on the north side of the bridge. The original bridge did not include a sidewalk, but a wood-framed sidewalk was added years ago and replaced in 2008. The bridge has a 50 degree skew to accommodate the natural alignment of the creek.

Gore Road is currently designated as an arterial road in Schedule ‘C’ of the City’s Official Plan with an average annual daily traffic (AADT) volume of 13,000 vehicles per day and is anticipated to remain as a two lane cross section for the foreseeable future. The City’s Bicycle Master Plan designates Gore Road as a secondary commuter route. Gore Road is a designated transit route used by London Transit Commission (LTC).

The area in the immediate vicinity of the bridge has a number of constraints that were considered in the design. There is an existing Hydro One transmission line that crosses from the south side of Gore Road to the north side, approximately 150 m west of the bridge and a London Hydro distribution line along the south side of Gore Road. There are no storm sewers east of the bridge on Gore Road and the storm sewers to the west are currently undersized. In addition, there is an existing sanitary sewer that crosses the creek via a syphon, immediately south of the bridge.

The City of London retained Dillon Consulting Limited to complete the Class Environmental Assessment (EA) and preliminary design for the replacement of the Gore Road Bridge as a Schedule “B” project following the Municipal Class EA. As required by the Class EA process, a range of alternatives were reviewed for the bridge:

� Do Nothing. As required by the Class EA, the “Do Nothing” option was considered which includes completing minimal maintenance on the structure. Due to the current condition, it is anticipated this option would result in permanent closure of the bridge within five to ten years

� Rehabilitate Bridge. Based on the evaluation completed, this alternative was not recommended as the bridge is 73 years old and is near the end of its useful life. There is

��

�� !�"#$%��$"&'(")� � ��

significant deterioration to the structure and an extensive rehabilitation would potentially extend the life of the bridge by 15 to 20 years

� Replace Bridge. This alternative is preferred as it provides the best value to the City and minimizes ongoing maintenance costs compared to the rehabilitation alternative.

The Class EA also considered a number of super structure types for the new bridge:

� A concrete rigid frame, which requires little maintenance characteristics and has a relatively shallow structure depth, however the span exceeds the normal limits for this type of bridge and the construction would require extensive temporary in-water work

� A large buried structure (similar to the structure that was recently constructed at the Sarnia Road/CPR crossing). Conflict with the siphon, cost considerations and abutment type limitations eliminated this option from consideration

� A slab-on-girder bridge with steel girders is recommended as it avoids temporary work in the water for construction of the superstructure, accommodates longer spans and is a cost-effective bridge type.

The existing bridge will be replaced with a single span, concrete deck on steel girder structure supported by semi-integral abutments on spread footings. The roadway portion of the new bridge will accommodate a 13 m wide roadway to allow for two through lanes, a sidewalk on both sides and potential for future on road cycling lanes. Initially, the bridge will be painted as a “share the road” lane for bicycles as Gore Road does not currently have separate cycling lanes. The bridge will support additional features including a raised profile to improve sightlines and a new watermain hung from the structure. The bridge has also been designed to accommodate the extension of the Kiwanis Park Pathway under the bridge.

The main branch of Pottersburg Creek passes under Gore Road Bridge and is designated a “Significant Corridor” in the Official Plan. Lands within the study area are primarily residential, with a commercial/light industrial area to the east. An active Barn Swallow nest, a species at risk, was observed on the bridge. An Environmental Impact Study (EIS) was completed as part of the Class EA and was presented to the Environment and Ecological Planning Advisory Committee for comments.

This study and bridge design has been completed in coordination with the ongoing Pottersburg Creek Subwatershed Study Update.

��

�� !�"#$%��$"&'(")� � ��

Proposed Improvements

The major features of the preferred design include:

� New bridge at Pottersburg Creek: o Sidewalks on both sides o Widened roadway for on-street cycling (share the road) o Extend the Kiwanis Park asphalt pathway under the bridge

� Temporary pedestrian bridge during construction, north of the existing bridge, to maintain pedestrian access during construction

� Profile change due to hydraulic and road geometric requirements � Abandon an existing watermain under Gore Road and Pottersburg Creek. A new

watermain will be hung from the bridge � Utility (London Hydro Pole Line, etc.) relocations along the south right-of-way (ROW) � Storm sewers:

o Construct a new storm sewer system east of the bridge, which will outlet to Pottersburg Creek. The new outfall will be designed to control the quantity of water flowing to the creek

o Increase the size of the existing storm sewer west of the bridge and replace the headwall to meet City standards.

Construction will be completed over one construction season, with an anticipated start date of spring 2014.

Based on 2013 dollars, construction is anticipated to cost approximately $4.2 Million.

Traffic

Gore Road is planned to remain as a two lane arterial roadway for the foreseeable future. During construction, the bridge will be closed to traffic and a detour will be in place along Clarke Road and Hamilton Road. Temporary traffic calming measures are suggested along Braesyde Avenue to mitigate cut-through traffic along Braesyde Avenue. The temporary traffic calming measures (speed humps) have recently been used by the City on other construction projects where cut-through traffic and speeds were an issue.

��

�� !�"#$%��$"&'(")� � ��

Public and Agency Consultation

Public and agency consultation was completed throughout the study and included one Public Information Centre (PIC) on March 6, 2013. The PIC was attended by over 30 area residents.

Comments were received throughout the duration of the study and overall were in favour of replacing the bridge. The majority of concerns raised involved traffic management during construction and increased traffic on Braesyde Avenue. Concerns were also received about sight lines when turning onto Gore Road from Montebello Drive. This project is focused on replacing the bridge and construction will not extend to Montebello Drive to address the existing sightline issues. The City should consider a future project to address the sightline issues at this intersection.

Impact Assessment and Mitigation Measures

Replacing the Gore Road Bridge will result in temporary impacts due to construction and permanent impacts such as loss of vegetation to widen the structure and construct the temporary pedestrian bridge. Potential impacts were reviewed as part of the design and have been minimized to the extent possible. The following provides a brief summary of potential impacts and mitigation measures. The City is committed to minimizing potential effects through a combination of design and construction techniques:

� Engineering and Traffic: Primary impact identified is a result of closing Gore Road at the bridge and providing a signed detour route on Hamilton Road and Clarke Road. Several residents identified concerns related to cut-through traffic on Braesyde Avenue during construction. To address the concerns, Braesyde Avenue will be signed for “Local Traffic Only” during construction and the City is considering providing temporary traffic calming measures on Braesyde Avenue

� Natural Environment: In-water works are required to remove the existing abutments and construct the new stormsewer outfalls. Vegetation removals, primarily associated with the new pathway under the bridge and the temporary pedestrian bridge are anticipated and include one Norway Maple, which is currently in poor condition, four trees recently planted by the City and approximately 600 square metres of low lying shrubs and grasses. The EIS provides a detailed assessment of mitigation measures included in the detailed design and construction stages. Construction activities will comply with the required fisheries timing windows and migratory bird nesting season.

��

�� !�"#$%��$"&'(")� � ��

One Barn Swallow nest, a Species at Risk, was observed on the bridge and there is potential for Queen Snake, also a Species at Risk to be in the study area. Discussions with the Ministry of Natural Resources (MNR) are required during detailed design to minimize potential impacts

� Cultural Resources: The bridge is not considered to have heritage significance. Based on input from the Ministry of Tourism, Culture and Sport, the need for an archaeological assessment will be assessed during detailed design.

Summary

The Class EA for the Gore Road Bridge Replacement was completed in accordance with the Municipal Class EA (2011) and recommends the existing bridge over Pottersburg Creek be replaced with a single span slab-on-steel girder bridge. To improve connections along the City’s pathway system, the project includes extending the Kiwanis Park asphalt pathway under the bridge. During construction, the bridge will be closed and a detour route along Hamilton Road and Clarke Road will be in place. A temporary pedestrian bridge will be constructed to provide access for pedestrians during construction.

The Class EA Project File documents the study process completed, including the public and agency consultation, evaluation process, preferred design and impacts and mitigation measures. The preferred design addresses the objectives of the Class EA study and potential impacts have been mitigated to the extent possible. The detailed design and construction will be completed as outlined in the Project File.

��

�� !�"#$%��$"&'(")� ��

TABLE OF CONTENTS

i Executive Summary

1 Introduction

2 Phase 1, Problem Statement

3 Contact List

4 Notice of Study Commencement

5 Existing Conditions Roadway and Municipal Preliminary Design Kiwanis Park Pathway Preliminary Design Hydraulics Analysis Preliminary Structural Design Report Heritage Impact Assessment Environmental Impact Study Official Plan Schedules

6 Phase 2, Alternative Solutions

7 Public Information Centre

8 Preferred Design

9 Impacts and Mitigation Measures

10 Consultation with First Nations

11 Approvals and Schedule

INTRODUCTION

��

�� !�"#$%��$"&'(")� � ��$�

1. INTRODUCTION

1.1 Background and Purpose of Report

The Gore Road Bridge crosses Pottersburg Creek and is located in southeast London (see Figure 1.1). The existing bridge was constructed in 1940 and is a single-span cast-in-place concrete T-girder bridge carrying two lanes of traffic. A wood-framed sidewalk was added to the bridge in 1970 and was replaced in 2008.

Due to the age and condition of the bridge, it is necessary for the City of London to replace the structure.

Dillon Consulting Limited was retained by the City of London to complete a Class Environmental Assessment (EA) and preliminary design for the replacement. This Project File documents the decision-making process leading to the selection of the recommended alternative for replacing the bridge. Following the final design and receipt of required approvals, construction is anticipated to commence in the spring of 2014.

The study area is generally bounded by Montebello Drive to the west, Hamilton Road to the south, Firestone Boulevard to the east and Eldorado Avenue to the north.

1.2 Class EA Process

Municipal infrastructure projects must meet the requirements of the Ontario ��. The Municipal Class EA (October 2000, as amended in 2007 and 2011) applies to a group or “class” of municipal water, wastewater and roads projects which occur frequently and have relatively minor and predictable impacts. These projects are approved under the ��, as long as they are planned, designed and constructed according to the requirements of the Class EA document.

The specific requirements of the Class EA for a particular project depend on the type of project, its complexity and the significance of environmental impacts. Four categories of projects are identified in the document, including Schedule “A+”, “A”, “B” and “C” projects. The replacement of the Gore Road Bridge is identified as a Schedule B project in the Class EA. �

��

�� !�"#$%��$"&'(")� � ��"�

As shown on Figure 1.2, a Schedule “B” project follows Phases 1 and 2 of the Class EA process and is “screened”:

� Phase 1 of the Class EA process consists of “Problem/Opportunity Identification” � Phase 2 consists of the development and evaluation of “Alternative Solutions” � Based on the objective of avoiding or minimizing adverse environmental impacts, the

Schedule “B” screening process involves: o The preparation of an inventory of the environment potentially affected by the

projecto Public and agency consultation o An impact assessment of the preferred alternative, including measures to

avoid/mitigate any adverse impacts o Documentation of the Class EA process in a Project File.

� � � ��

��

��

��

��

��*

��

� ��

��

� ��

��

��*��

��

�!�"��

��

��

��

"#$%

��$"&'(

")

��

Figu

ree 1

.1: S

tudy

Aree

a�

��

�%�

� � � ��

��

��

��

��

��*

��

� ��

��

� ��

��

��*��

��

�!�"��

��

��

��

"#$%

��$"&'(

")

Figu

re

�� 1.2:

Cla

ss E

nvvir

onm

enta

l Ass

essm

ent P

rocee

ss

��

�)�

PHASE 1, PROBLEM STATEMENT

�� *��

�� !�"#$%��$"&'(")� � ��$�

2. PHASE 1, PROBLEM STATEMENT

Phase 1 of the Class EA requires a Problem/Opportunity Statement be developed that outlines the need and objective for the study. The following problem statement was identified, based on the project background and need outlined in Section 1:

�� +��,��*��-�� ,��.��/��0��1-�� !��-��*!� �-��,��*��*��-��2��*��+�� -�.��,�� -��2��.��0��1-��3�� *!� �-��, ��*�� !,�� *�. ��+� �*��,�� -��. �� -�� ,��*��0��

�

CONTACT LIST

Salu

tatio

nSu

rnam

eFi

rst N

ame

Org

aniz

atio

nD

epar

tmen

tT

itle

Add

ress

City

/Pro

vPo

stal

Cod

eT

el.

Fax

E-M

ail

Mr.

Polh

illB

udC

ity o

f Lon

don

War

d 1

Cou

ncill

orP.

O. B

ox 5

035

Lond

on, O

NN

6A 4

L951

9661

2550

x 4

882

bpol

hill@

lond

on.c

a

Ms.

Prow

seSh

ari

Min

istry

of T

ouris

m, C

ultu

re a

nd S

port

Off

ice

Her

itage

Pla

nner

/Arc

haeo

logi

st90

0 H

ighb

ury

Ave

nue

Lond

on, O

NN

6A 1

L351

9-67

5-77

4241

6-67

5-77

77sh

ari.p

row

se@

onta

rio.c

a

Mr.

Coo

per

Cra

igM

inis

try o

f Mun

icip

al A

ffai

rs a

nd H

ousi

ngC

omm

unity

Pla

nnin

g an

d D

evel

opm

ent

Plan

ner

659

Exet

er R

oad,

2nd

Flo

orLo

ndon

, ON

N6E

1L3

519-

873-

4769

519-

873-

4018

crai

g.co

oper

@on

tario

.ca

Mr.

Gra

ham

Bra

dM

inis

try o

f Nat

ural

Res

ourc

esA

lym

er D

istri

ctPl

anni

ng &

Info

rmat

ion

Man

agem

ent S

uper

viso

r61

5 Jo

hn S

treet

Nor

thA

ylm

er, O

NN

5H 2

S851

9-77

3-47

8051

9-77

3-90

14br

ad.j.

grah

am@

onta

rio.c

a

Ms.

McC

losk

eyA

man

daM

inis

try o

f Nat

ural

Res

ourc

esA

ylm

er D

istri

ctD

istri

ct P

lann

er61

5 Jo

hn S

treet

Nor

thA

ylm

er, O

NN

5H 2

S8am

anda

.mcc

losk

ey@

onta

rio.c

a

Mr.

Wal

ker

Kor

eyM

inis

try o

f Nat

ural

Res

ourc

es61

6 Jo

hn S

treet

Nor

thA

ylm

er, O

NN

5H 2

S951

9-77

3-47

37ko

rey.

wal

ker@

onta

rio.c

a

Min

istry

of t

he E

nviro

nmen

tEn

viro

nmen

tal A

ppro

vals

Bra

nch

2 St

. Cla

ir A

venu

e W

est,

Floo

r 12

ATo

ront

o O

NM

4V 1

L541

6-31

4-80

0141

6-31

4-84

52

Ms.

Duf

resn

eTi

naM

inis

try o

f the

Env

ironm

ent

Sout

hwes

t Reg

ion

Off

ice

Dis

trict

Man

ager

(Act

ing)

733

Exet

er R

oad

Lond

on, O

NN

6E 1

L351

9-87

3-50

3151

9-87

3-50

20tin

a.du

fres

ne@

onta

rio.c

a

Mr.

Arm

stro

ngB

illM

inis

try o

f the

Env

ironm

ent

Sout

hwes

t Reg

ion

Off

ice

Envi

ronm

enta

l Pla

nner

733

Exet

er R

oad

Lond

on, O

NN

6E 1

L351

9-87

3-50

1351

9-87

3-50

20bi

ll.ar

mst

rong

@on

tario

.ca

Mr.

Cop

elan

dTo

mC

ity o

f Lon

don

EES

- Was

tew

ater

and

Tre

atm

ent/

Was

tew

ater

& D

rain

age

Engi

neer

ing

Div

isio

n M

anag

erP.

O. B

ox 5

035

Lond

on, O

NN

6A 4

L951

9-66

1-25

00 x

466

2TC

opel

an@

lond

on.c

a

Mr.

Yan

chul

aJa

mes

City

of L

ondo

nPl

anni

ng D

ivis

ion

Man

ager

Com

mun

ity P

lann

ing

& U

rban

Des

ign

P.O

. Box

503

5Lo

ndon

, ON

N6A

4L9

519-

661-

2500

x 7

544

jyan

chul

@lo

ndon

.ca

Mr.

Mac

pher

son

And

rew

City

of L

ondo

nPl

anni

ng a

nd D

evel

opm

ent

Man

ager

, Par

ks P

lann

ing

nad

Des

ign

P.O

. Box

503

5Lo

ndon

, ON

N6A

4L9

519-

661-

2500

x 2

356

AM

acph

er@

lond

on.c

a

Mr.

Wel

ker

Rol

and

City

of L

ondo

nEE

S - W

ater

and

Eng

inee

ring

Rev

iew

/ Wat

er E

ngin

eerin

gD

ivis

ion

Man

ager

P.O

. Box

503

5Lo

ndon

, ON

N6A

4L9

519-

661-

2500

x 5

593

rwel

ker@

lond

on.c

a

Mr.

Hen

ryB

ruce

City

of L

ondo

nPl

anni

ng a

nd D

evel

opm

ent

Man

ager

P.O

. Box

503

5Lo

ndon

, ON

N6A

4L9

519-

661-

2500

x 5

349

bhen

ry@

lond

on.c

aM

s.K

richk

erB

erta

City

of L

ondo

nEE

S - S

torm

wat

er M

anag

emen

t Uni

t M

anag

er o

f Sto

rmw

ater

P.O

. Box

503

5Lo

ndon

, ON

N6A

4L9

519-

661-

2500

x 4

724

BK

richk

e@lo

ndon

.ca

Ms.

Bur

nsK

atie

Lond

on T

rans

it C

omm

issi

onD

irect

or o

f Tra

nspo

rtatio

n &

Pla

nnin

g45

0 H

ighb

ury

Ave

nue

Nor

thLo

ndon

, ON

N5W

5L2

kbur

ns@

lond

trans

it.ca

Mr.

Men

ard

Don

C

ity o

f Lon

don

Plan

ning

and

Dev

elop

men

tH

erita

ge P

lann

er

P.O

. Box

503

5Lo

ndon

, ON

N6A

4L9

519-

661-

2500

x 0

267

dmen

ard@

lond

on.c

a

Mr.

Kal

siIq

bal

Mid

dles

ex-L

ondo

n H

ealth

Uni

tM

anag

er, E

nviro

nmen

tal H

ealth

50 K

ing

Stre

et

Lond

on, O

NN

6A 5

L751

9-66

3-53

17 x

265

0Iq

bal.K

alsi

@m

lhu.

on.c

a

Sgt.

Scriv

ens

Rya

nLo

ndon

Pol

ice

Dep

artm

ent

Traf

fic a

nd C

omm

unity

Ser

vice

s60

1 D

unda

s Stre

etLo

ndon

, ON

N6B

1X

151

9-66

1-56

7051

9-66

1-64

95ts

criv

ens@

polic

e.lo

ndon

.ca

Mr.

Old

ridge

Dan

Lond

on F

ire D

epar

tmen

tD

eput

y C

hief

400

Hor

ton

Stre

et E

ast

Lond

on, O

NN

6B 1

L751

9-66

1-52

7951

9-66

1-84

19M

r.R

ober

tsN

iel

Mid

dles

ex-L

ondn

EM

SD

irect

or o

f Em

erge

ncy

Serv

ices

340

Wat

erlo

o St

reet

Lond

on, O

NN

6B 2

N6

519-

679-

5466

Ext

107

519-

679-

9509

Chi

efM

isko

kom

onJo

e C

hipp

ewas

of t

he T

ham

es F

irst N

atio

nR

R 1

Mun

cey,

ON

N0L

1Y

051

9-28

9-55

55 (m

ain)

, Cal

l Fal

en a

t C

onsu

ltatio

n O

ffic

e @

519

-289

-26

62 x

213

Chi

efC

loud

Liz

Chi

ppew

as o

f Ket

tle &

Sto

ny P

oint

Firs

t Nat

ion

53 In

dian

Lan

e, R

R2

Fore

st, O

NN

0N 1

J01-

519-

786-

2125

(Tra

nsfe

rred

to

Sue

Bra

zette

(?sp

))

Bra

zette

(con

firm

sp

ellin

g)Su

eC

hipp

ewas

of K

ettle

& S

tony

Poi

nt F

irst N

atio

nC

omm

unic

atio

ns &

Rel

atio

ns O

ffic

er

Chi

efPl

ain

Chr

isC

hipp

ewas

of A

amjiw

naan

g97

8 Ta

shm

oo A

venu

eSa

rnia

, ON

N7T

7H

551

9-33

6-84

10M

r.Pl

ain

Wils

onC

hipp

ewas

of A

amjiw

naan

gw

plai

n@aa

mjiw

naan

g.ca

Ms.

John

ston

Shar

ilyn

Chi

efPe

ters

Gre

gory

Mor

avia

n of

the

Tham

esR

R3

Tham

esvi

lle, O

NN

0P 2

K0

519

692-

3936

Chi

efW

addi

love

Patri

ckM

unse

e-D

elaw

are

Nat

ion

RR

1M

unce

y, O

NN

0L 1

Y0

(519

)289

-539

6C

hief

Hill

ier

Loui

seC

aldw

ell F

irst N

atio

n P.

O. B

ox 3

88

Leam

ingt

on, O

NN

8H 3

W3

519-

322-

1766

Chi

efA

bram

Joel

O

neid

a N

atio

n of

the

Tham

es22

12 E

lm A

venu

e, R

R 2

Sout

hwol

d, O

NN

0L 2

G0

1-(5

19)6

52-3

244

Mr.

Phill

ips

Stac

eyO

neid

a N

atio

n of

the

Tham

esC

onsu

ltatio

n C

oord

inat

or22

12 E

lm A

venu

e, R

R 2

Sout

hwol

d, O

NN

0L 2

G0

1-(5

19)6

52-3

244

Chi

efK

eway

osh

Bur

ton

Wal

pole

Isla

nd F

irst N

atio

nR

R3

Wal

lace

burg

, ON

N8A

4K

91-

519-

627-

1481

Mr.

Snow

sell

Mar

kU

pper

Tha

mes

Riv

er C

onse

rvat

ion

Aut

horit

yLa

nd U

se R

egul

atio

n O

ffic

er14

24 C

lark

e R

oad

Lond

on, O

NN

5V 5

B9

519-

451-

2800

519-

451-

1188

snow

sellm

@th

ames

river

.on.

caM

r.H

elst

enM

ark

Upp

er T

ham

es R

iver

Con

serv

atio

n A

utho

rity

Seni

or W

ater

Res

ourc

es E

ngin

eer

1424

Cla

rke

Roa

dLo

ndon

, ON

N5V

5B

951

9-45

1-28

0051

9-45

1-11

88he

lste

nm@

tham

esriv

er.o

n.ca

Mr.

Levi

nSa

ndy

McI

lwra

ith F

ield

Nat

ural

ists

of L

ondo

nB

ox 2

4008

Lond

on, O

NN

6H 5

C4

519-

457-

4593

s.le

vin@

sym

patic

o.ca

Mr.

Thom

pson

Gre

gU

rban

Lea

gue

of L

ondo

nC

hair

Gro

sven

or L

odge

, 101

7 W

este

rn R

oad

Lond

on, O

NN

6G 1

G5

519-

857-

8800

mw

gang

@gm

ail.c

om

Mr.

Stru

cket

tG

ary

Fairm

ont C

omm

unity

Ass

ocia

tion

68 M

eado

wlil

y R

oad

Nor

th

Lond

on, O

NN

5W 1

B6

Ms.

Wes

taw

ayLi

nda

Twee

dsm

uir P

ublic

Sch

ool

Prin

cipa

l34

9 Tw

eeds

mui

r Ave

nue

Lond

on, O

NN

5W 1

L551

9-45

2-86

20

Mr.

Bul

thui

sD

way

neLo

ndon

Dis

trict

Chr

istia

n Se

cond

ary

Scho

ol

Prin

cipa

l24

Bra

esyd

e A

venu

eLo

ndon

, ON

N5W

1V

351

9-45

5-43

60 x

222

dbul

thui

s@ld

css.

ca

Mr.

Pare

ntJo

hnSt

. Ber

nade

tte C

atho

lic E

lem

enta

ry S

choo

l Pr

inci

pal

155

Twee

dsm

uir A

venu

eLo

ndon

, ON

N5W

1K

951

9 67

5-44

18

Mr.

Bro

wn

Way

neM

ont B

lanc

Val

ley

Vie

w In

c.Su

perin

tend

ent

1176

Ham

ilton

Roa

d U

nit 1

01Lo

ndon

, ON

N5W

1A

951

9-45

7-42

40

Sout

hwes

tern

Ont

ario

Stu

dent

Tra

nspo

rtatio

n Se

rvic

es55

7 So

uthd

ale

Roa

d Ea

st, S

uite

201

Lond

on, O

NN

6E 1

A2

519-

649-

1160

519-

649-

1180

Mr.

Ols

thoo

rn

Hen

ryD

utch

Can

adia

n So

ciet

y17

38 G

ore

Roa

dLo

ndon

, ON

N5W

5L5

519-

455-

7170

Mr.

Cly

nick

Dav

eB

ell C

anad

aA

cces

s Im

plem

enta

tion

Man

ager

100

Dun

das S

treet

, Flo

or 4

YLo

ndon

, ON

N6H

4L6

519-

663-

6140

Mr.

Mac

Pher

son

Jam

ieLo

ndon

Hyd

roP.

O. B

ox 2

700

Lond

on, O

NN

6A 4

H6

Mr.

Feen

eyTe

dR

oger

s Cab

lesy

stem

800

Yor

k St

reet

Lond

on, O

NN

5W 2

S951

9-66

0-75

60te

d.fe

eney

@rc

i.rog

ers.c

om

Mr.

Orio

tisJi

mH

ydro

One

Net

wor

ks In

c.

Sout

hwes

t Ont

ario

, Ham

ilton

and

Nia

gara

Reg

ion

Seni

or R

eal E

stat

e C

oord

inat

or

185

Cle

gg R

oad

Mar

kham

, ON

L6

G 1

B7

905-

946-

6261

905-

946-

6242

jim.o

riotis

@hy

droo

ne.c

om

Prov

inci

al M

inis

trie

s

Loc

al R

epre

sent

ativ

es

Gor

e R

oad

Bri

dge

Rep

lace

men

t Cla

ss E

AC

onta

ct L

ist

City

of L

ondo

n

Em

erge

ncy

Serv

ices

Firs

t Nat

ions

Loc

al A

genc

ies &

Inte

rest

Gro

ups

Util

ities

Pro

. No.

12-

6524

SalutationSurnam

eFirst N

ame

Organization

Departm

entT

itleA

ddressC

ity/ProvPostal C

odeT

el.Fax

E-M

ail

Gore R

oad Bridge R

eplacement C

lass EA

Contact L

ist

Ms.

JonesB

ridgetteU

nion Gas Lim

itedC

oordinator Permits A

dministration

P.O. B

ox 2001, 50 Keil D

rive North

Chatham

, ON

N7M

5M1

519-436-4600 x.2737519-436-5353

[email protected]

Mr. &

Mrs.

FalconerM

iles & D

arlene1212 H

amilton R

oadLondon, O

NN

5W 1A

9the.falconers@

yahoo.ca

Mr &

Mrs.

LapierreD

enis & Sharon

34 Eldorado Avenue

London, ON

N5W

1S5lapierredenis@

hotmail.com

Mr. &

Mrs.

Marker

Ron &

Bev

1545 Gore R

oadLondon, O

NN

5W 1T9

Ms.

VanA

melsfort

Willa

30 Braesyde A

venueLondon, O

NN

5W 1V

3

Ms.

FortinK

athleenfortin@

bodyreflex.com

Mr.

Rom

anczukG

reg73 Eldorado A

venueLondon, O

NN

5W 1S8

gregromanczuk@

hotmail.com

Ms.

Mikicinski

Anna

44 Dengate C

rescentLondon, O

NN

5W 1V

8anna.m

[email protected]

Ms.

Barnes

Shirley6 Eldorado A

venueLondon, O

NN

5W 1S5

Mr.

Walm

sleyPaul

1488 Gore R

oadLondon, O

NN

5W 1T7

pd_walm

sley@hotm

ail.com

Mr. &

Mrs.

Powell

Alfred &

Judith46 Eldorado A

venueLondon, O

NN

5W 1S5

[email protected]

Mr. &

Mrs.

Bell

Gord &

Gail

105 Selkirk StreetLondon, O

NN

5W 1W

1

Mr. &

Mrs.

Hill

Sherman &

Donna

81 Strathcona Drive

London, ON

N5W

1P9

Mr.

Donelly

James D

avid33 D

engate Crescent

London, ON

N5W

1V7

jim_donnelly@

bell.net

Ms.

Vidal

Carol

1616 Gore R

oadLondon, O

NN

5W 1T8

Mr.

Marczenko

Andrew

1536 Gore R

oadLondon, O

NN

5W 1T8

Ms.

Nydam

Laura1595 G

ore Road

London, ON

N5W

1T9

Mr.

Berm

anR

onald30 C

oldstream C

rescentLondon, O

NN

5W 1T6

randhberman@

hotmail.com

Mr. &

Mrs.

IrelandR

obert Thomas &

Laurie93 C

oldstream C

rescentLondon, O

NN

5W 1T5

Mr. &

Mrs.

Disher

Cam

& B

renda86 Eldorado A

veLondon, O

NN

5W 1S5

Mr. &

Mrs.

FroudeM

arg and Stan28 B

raesdye Avenue

London, ON

N5W

1V3

mjfroude@

hotmail.com

Mr. &

Mrs.

Jawniuk

Michael &

Ruth


NN

5W 1W

1

Vachhani

Mital

19 Pilkington Crescent

Thornhill, ON

L4J 6B7

Grada

Ligia64 B

renneman D

riveB

aden, ON

N3A

4M9

[email protected]

Mr.

Willits

Murray

1602 Gore R

oadLondon, O

NN

5W 1T8

Ms.

Greenw

oodB

etty70 Eldorado A

venueLondon, O

NN

5W 1S5

Mr.

Frampton

James

45 Dengate C

rescentLondon, O

NN

5W 1V

7

Mr.

PolhillB

ud16 W

eeedsmuir

London, ON

N5W

1K5

Mr.

LobodzinskiB

ud41 D

engate Crescent

London, ON

N5W

1V7

Michienzi

A147 M

onyebello Drive

London, ON

N5W

1S1

Mr.

Bungay

G78 Eldorado D

riveLondon, O

NN

5W 1S5

Ms.

Jawniuk

Ruth


NN

5W 1W

1

Ms.

Maksy

Donna

62 Eldorado Avenue

London, ON

N5W

1S5

Ms.

Hache

Jean50 Eldorado A

venueLondon, O

NN

5W 1S5

TillaartC

hris1520 G

ore Road

London, ON

N5W

1T8

Ms.

Berm

anA

llisonA

boriginal Affairs and N

orthern Developm

ent Canada

Consultation and A

ccomm

odations Unit

Program O

fficer300 Sparks Street

Ottaw

a, Ontario

K1A

0H4

613-943-5488U

CA

-CA

U@

aadnc-aandc.gc.caM

r.Ford

JohnLondon Transit C

omm

issionD

irector of Transportation & Planning

450 Highbury A

venue North

London, ON

N5W

5L2519-451-1340 x 327

[email protected]

Rem

ove from L

ist

Residents R

equesting to be Kept Inform

ed

Pro. N

o. 12-6524

NOTICE OF STUDY COMMENCEMENT

��

�� !�"#$%��$"&'(")� ��$�

4. NOTICE OF STUDY COMMENCEMENT

The notice and comment form were sent to the contact list on September 12, 2012. Special covering letters were sent to Aboriginal Affairs and Northern Development Canada (AANDC) and the Ministry of Aboriginal Affairs (MAA) requesting information related to First Nations.

The City distributed the notice and comment form to property owners in the area on September 11, 2012, as shown on the map at the end of this section. A short version of the notice was published in the September 13 and 20, 2012 editions of the Londoner and on the City’s website under the “Public Notices” section.

Twenty-seven responses were received to the notice. The following tables summarize the comments as well as how each one was addressed.

Agency Comments Contact Comment Response

AgencyMinistry of AboriginalAffairs

GilesBenaway

First Nations contacted as part of this study is comprehensive and the Ministry does not recommend contacting any others.

Remove MAA from contact list as it has no additional interest in the study.

Removed from contact list.

Ministry of theEnvironment, SouthwesternRegion

BillArmstrong, RegionalEnvironmental Planner

There has been significant public interest/concern in and around Pottersburg Creek in the past, including bank erosion along the creek, south of Hamilton Road. The City will be initiating a separate EA to address this issue (Hamilton Road EA).

Current Gore Road EA should not limit alternatives/opportunities that will be reviewed as part of the Hamilton Road EA.

The study team is aware of the ongoing issues and sensitivities regarding Pottersburg Creek and will coordinate with the City’s Hamilton Road EA team throughout this study.

London TransitCommission (LTC)

Katie Burns

London Transit has a bus route on Gore Road that crosses the bridge, which will be maintained following construction. The design should consider pedestrian access.

The new bridge will accommodate buses and will include sidewalks on both sides. The study team will be in contact with LTC once construction staging is further developed to discuss opportunities to minimize disruption to LTC service during construction.

��

�� !�"#$%��$"&'(")� ��"�

Agency Comments Contact Comment Response

Local StakeholdersNatureLondon

Sandy Levin, Chair

Requests to be kept informed via email, including Public Information Centre (PIC) information.

Updated throughout study.

Comments from the General Public Key Issue Comment Response

TrafficImpacts

Braesyde Avenue should be blocked from traffic during construction.

Signs indicating ‘local traffic only’ were ignored the last time there was construction at the bridge and Braesyde Avenue was used as an unofficial detour.

Braesyde Avenue does not have sidewalks and there are many pedestrians who use the road, including children.

It is not feasible to maintain traffic on the bridge during construction.

A signed detour route will be set up during construction that follows Hamilton Road and Clarke Road.

The City has used temporary traffic calming measures such as speed humps on area roads to help reduce speeds and make the routes less desirable for cut-through traffic. The need for similar traffic calming measures will be reviewed as part of this study.

Against permanently closing the bridge.

The current study is to replace the existing bridge and permanent closure will not be recommended.

RoadwayDesign Issues

Requested a grade reduction or traffic signal be installed on the west side of the bridge.

Currently, when stopped at Montebello Drive and pulling out onto Gore Road the grade prevents drivers from seeing oncoming traffic (east to west bound).

Bridge will be raised approximately 1.5 m, which will help to address existing sightline concerns.

Bridge and roadway grade leading to the bridge should be raised 4 to 6 feet to reduce walkway complications – vehicles must stop quickly for pedestrians which they are unable to do during bad weather.

Bridge will be raised approximately 1.5 m, which will help to address existing sightline concerns.

Bridge should include on-road cycling lanes.

The bridge will be wide enough to accommodate future on-road cycling lanes, however they will not be painted as Gore Road does not currently include cycling lanes.

New bridge should have wider sidewalks.

Sidewalks will be provided on both sides of the bridge.

��

�� !�"#$%��$"&'(")� ��%�

Comments from the General Public Key Issue Comment Response

Improvement OpportunitiesIdentified

Identified an area approximately 100 m south of the bridge that is low-lying, swampy and a breeding ground for mosquitos. Suggested the area could be filled in with excess materials from the project to enhance the pathway and minimize the breeding area for mosquitos.

Due to Upper Thames River Conservation Authority regulations along Pottersburg Creek, there are no opportunities to place any excess fill along the banks of the creek.

Improvements at the Hamilton Road/Gore Road intersection are required.

The current study is to replace the bridge and is not looking at changes to the Gore Road/Hamilton Road intersection. Comments regarding the need for intersection improvements were provided to the City for consideration.

Property-SpecificIssues

Currently on septic and would like the opportunity to connect to sewers if possible.

There is an opportunity for the homeowner to connect to the sanitary sewer, at the homeowner’s expense, during construction. Details will be confirmed with the City during the design phase.

Will this project affect property taxes and value of homes in the area?

This project is being completed through the City’s capital works budget and will not impact property taxes from area residents. In addition, as this is a replacement project, changes to property values in the area are not anticipated.

Gore Road Bridge Replacement Class Environmental Assessment

Notice of Study Commencement

Due to the age and existing condition of the bridge, the City of London is completing a Class Environmental Assessment (EA) to replace the Gore Road Bridge. The bridge was constructed in 1940 and crosses Pottersburg Creek in southeast London.

The Municipal Class Environmental Assessment (EA) (October 2000, amended in 2007 and 2011) categorizes the Gore Road Bridge Replacement as a Schedule ‘B’ project. This type of project is approved under the Environmental Assessment Act, provided it follows Phase 1, “Problem/Opportunity Identification” and Phase 2, “Alternative Solutions” of the Class EA process and is “screened”. Based on the objective of avoiding or minimizing adverse environmental impacts, the screening process will involve:

• Identify and evaluate alternatives for replacing the bridge • Complete environmental inventories and assess impacts of the recommended alternative. Opportunities to limit

impacts will be reviewed • Public and agency consultation throughout the study • Document the study in a Project File. The file will be available for a 30-day public review period.

A Public Information Centre will be held to present the recommended alternative. A subsequent notice will include the date, time and location of the meeting.

PUBLIC COMMENTS INVITED At any time during this study, interested persons have an opportunity to provide comments, questions and concerns to the study team. Information will be collected in accordance with the Freedom of Information and Protection of Privacy Act. Unless otherwise stated in the submission, all personal information such as name, address, and property location will become part of the public record and will be included in the final report.

To provide comments or for further information on this project please contact:

Sabrina Stanlake, RPP Karl Grabowski, P.Eng. Planner Transportation Design Engineer Dillon Consulting Limited City of London Box 426, London, Ontario, N6A 4W7 P.O. Box 5035, London, Ontario, N6A 4L9 Tel: 519-438-1288, Ext. 1235 Tel : 519-661-2500, Ext. 5071 Fax: 519-672-8209 Fax : 519-661-2355 Email : [email protected] Email: [email protected]

Gore Road Bridge Replacement Class Environmental Assessment

Notice of Study Commencement

The City of London is completing a Class Environmental Assessment (EA) to replace the Gore Road Bridge over Pottersburg Creek in southeast London. The Municipal Class Environmental Assessment (EA) (October 2000, amended in 2007 and 2011) categorizes the Gore Road Bridge Replacement as a Schedule ‘B’ project. Additional information on the study is available on the City’s website at http://www.london.ca/d.aspx?s=/Transportation/trans_planning.htm

To provide comments or for further information please contact:

Sabrina Stanlake, RPP Karl Grabowski, P.Eng. Planner Transportation Design Engineer Dillon Consulting Limited City of London Box 426, London, Ontario, N6A 4W7 P.O. Box 5035, London, Ontario, N6A 4L9 Tel: 519-438-1288, Ext. 1235 Tel : 519-661-2500, Ext. 5071 Fax: 519-672-8209 Fax : 519-661-2355 Email : [email protected] Email: [email protected]

Covering letter sent to agencies on contact list

1/1https://groups.google.com/a/dillon.ca/forum/?hl=en&fromgroups=#!topic/goreroadbridge/Eatltm2W4SY

Welcome to the new Google Groups! Welcome to the new Google Groups! Learn about the Learn about the new features you’ll findnew features you’ll find..

Groups POST REPLYPOST REPLY

©2012 Google Privacy - Terms of Service -

Google Home

My groups

Home

My discussions

Starred

Recently viewed

Gore Road Bridge

Hwy3and4

Highbury Interchange

Click on a group’s staricon to add it to your

favorites

Favorites

Gore Road Bridge ›

Notice of Study Commencement1 post by 1 author in Gore Road Bridge

Post replyKathy & Earl Fortin Sep 13 (6 days ago)

Thank you for your notice re: Gore Road Bridge. We had hoped that it was notice of changes to be made at the corner of HamiltonRoad and Gore Road. Not sure why the “bridge” is requiring changes but it obviously has come to someone’s attention, so wewould appreciate being informed regarding this project.

It would be helpful if we could be informed by e-mail at [email protected].

Thank you Kathleen Fortin

Reply

Search for topics [email protected]

+You Search Images Mail Drive Calendar Sites Groups Contacts More

10/ 2/ 12 Dillon Consult ing M ail - G or e Road Br idge Replacement

1/ 2ht t ps: / /mail. google. com /mail/ u/ 0/ ?ui=2&ik=e683f 2a15e&view=pt &sear ch=inbox&t h=13a1f 2ebd9667de1

Mulcahy, Sandy <[email protected]>

Gore Road Bridge Replacement1 message

Margaret Froude <[email protected]> Mon, Oct 1, 2012 at 9:54 PMTo: [email protected], [email protected]

I am emailing you in response to your letter regarding Notice of Study Commencement - Gore Rd BridgeReplacement. We would most definitely like to be kept informed regarding this project, especially around the date and timeframe for this replacement. We do understand the need for this replacement, and would like additional information around the closure of GoreRd and what has been done around the issue of re routing traffic. Has any sort of traffic analysis taken place with regards to the amount of traffic using this road? This should be a measurement as to the percentage of traffic from Hamilton Rd that would normally use the GoreRd corridor to Clarke Rd and vice versa. What is the plan for re routing traffic? which includes all sizes of transports trucks, delivery trucks, city buses,school buses and cars etc. Currently Braesyde Ave has a 'no' truck signage, we also have no parking on one side of the street no curbs,gutters or sidewalks. All or most students arrive by school bus to the London District Christian School, and we also have three additional school buses that pick up students for theThames Valley and the London District Catholic school boards. If the high school hosts has any kind of celebration, cars are parked (one side of the road).. all the way downBraesyde Ave leaving very little room for travel.. this would be a concern for traffic jam and happens currently without any additional routed traffic. We have lived here since 1976, and this road is simply tar and stone. Prior to the development of WhitlowEstates, the Hamilton Rd city bus use to travel via Braesyde Ave which has left us with a poor road, little water runoff, puddling after a rainfall and has not seen anymaintenance other patch work over time. Local traffic was also increased when the condo's were built on Hamilton Rd, which has also added tothe deteriorated state ... you see Braesyde Ave was/is the cut through to Gore Rd and the easiest access for these folks. Extra traffic routed via Braesyde Ave to avoid the bridge work, would seriously impact this street and safety. Deteriorating this road even further. We had this sort of re routing happen when there was an emergency closure of Gore Rd, and it was terrible.

10/ 2/ 12 Dillon Consult ing M ail - G or e Road Br idge Replacement

2/ 2ht t ps: / /mail. google. com /mail/ u/ 0/ ?ui=2&ik=e683f 2a15e&view=pt &sear ch=inbox&t h=13a1f 2ebd9667de1

There is a sharp curve in this road right in front of the high school, 30 km is just too fast and drivers were caught off guard or didn't pay attention, or simply angry aboutthe detor. The barricades were placed at each end of the street to close Braesyde to local traffic only, but still many many vehicles disregarded these signs, and no one policedthem, in fact most times the signs were knocked over or removed all together. Suggestions would be to barricade at Clarke Rd to local traffic... to stop anyone from entering from Gore Rdand barricade on Braesyde/Hamilton Rd.. with option to have it monitored. As you can see, our biggest issue is the additional unwanted traffic day and night and constant noise, plus thesafety of our school children and young adults in the group home that walk our street and board school buses. Hopefully, most of what I have described above has already been part of your planning, and we look forward toyour response Best Regards Marg and Stan Froude28 Braesyde Ave

1/1https://groups.google.com/a/dillon.ca/forum/?hl=en&fromgroups=#!topic/goreroadbridge/MI1DWgOnLHY

Welcome to the new Google Groups! Welcome to the new Google Groups! Learn about the Learn about the new features you’ll findnew features you’ll find..

Groups POST REPLYPOST REPLY

©2012 Google Privacy - Terms of Service -

Google Home

My groups

Home

My discussions

Starred

Recently viewed

Gore Road Bridge

Hwy3and4

Highbury Interchange

Click on a group’s staricon to add it to your

favorites

Favorites

Gore Road Bridge ›

Gore Road Bridge Replacement1 post by 1 author in Gore Road Bridge

Post replyGreg Romanczuk Sep 13 (6 days ago)

Sabrina, I would like to be kept informed regarding the above project via email. The following is my info: Greg & Anna Romanczuk 73 Eldorado Avenue London, ON N5W1S8 [email protected] Will renderings of the concepts be available online in the future? Thank you, Greg Romanczuk

Reply

Search for topics [email protected]

+You Search Images Mail Drive Calendar Sites Groups Contacts More

EXISTING CONDITIONS

�� *��

�� !�"#$%��$"&'(")� � ��$�

5. EXISTING CONDITIONS

Gore Road, in the southeast end of the City of London, is designated an arterial road in the Official Plan and crosses Pottersburg Creek.

Lands adjacent to Pottersburg Creek are part of the City’s Natural Heritage system, with the creek joining the south branch of the Thames River south of Hamilton Road.

East and west of the bridge, the lands are designated residential in the Official Plan, and include a mix of low and medium density housing west of the bridge, between Gore Road and Hamilton Road, as shown on the attached Schedule A to the Official Plan. The land south of Gore Road, east of the Hamilton Road intersection is designated a Neighbourhood Commercial Node and is currently being redeveloped for a restaurant. The area north and east of the bridge, from Firestone Boulevard to Clark Road is designated Light Industrial and Auto-Oriented Commercial Corridor and is primarily a mix of light manufacturing and retail uses. The Dutch Canadian Society Hall is located northwest of the Gore Road and Clarke Road intersection.

The City’s Thames Valley Parkway, a 30 kilometre asphalt pathway, extends along the Thames River throughout the City. There is an existing asphalt pathway along Pottersburg Creek that extends from Kiwanis Park south, along the west side of the creek to connect with the Thames Valley Parkway south of Hamilton Road. The pathway along Pottersburg Creek includes an at-grade crossing at Gore Road and Hamilton Road.

The following series of memos and reports provides information on the existing structure, municipal infrastructure and natural environment within and adjacent to the study area:

� Roadway and Municipal Preliminary Design � Kiwanis Park Pathway Preliminary Design � Hydraulics Analysis � Preliminary Structural Design Report � Heritage Impact Assessment � Environmental Impact Study � Official Plan Schedules.

ROADWAY AND MUNICIPAL PRELIMINARY DESIGN

130 Dufferin Avenue, Suite 1400, London, Ontario, N6A 5R2 – Phone 519-438-6192 – Fax 519-672-8209

TECHNICAL MEMORANDUM

TO: Project File

FROM: Jason Johnson, P.Eng.

DATE: June 10, 2013

SUBJECT: Roadway and Municipal Preliminary Design Gore Road Bridge Replacement – Class Environmental Assessment

OUR FILE: 12-6524

The following memo provides information related to the civil aspects of this Class Environmental Assessment (Class EA). The recommended design for the Gore Road corridor is shown in the attached figures.

ROADWAY DEVELOPMENT PHASES

The following roadway development phases were considered as part of the preliminary design:

� Immediate – roadway improvements to suit immediate bridge replacement requirements, and matching ultimate profile for the bridge structure only. This phase includes widening for the potential ultimate cross section across the new structure, while tying in to the existing conditions east and west of the structure

� Interim – roadway improvements to be considered in the future for the sake of improving roadway design away from the bridge. The interim phase relates to improvements in sight lines, particularly related to turning movements from Montebello Drive onto Gore Road or residents entering or exiting driveways in the vicinity

� Ultimate – conceptual design to be considered in the long-term. This future phase may include widening Gore Road to two lanes, plus a left turn lane for Montebello Drive and Braesyde Avenue. The left turn lane would extend across the structure for continuity to the driver.

The Class EA only considers the work being done under the “immediate” phase. Improvements under the “interim” and “ultimate” phases will require a separate Class EA be completed.

ROADWAY DESIGNATION AND USAGE

Gore Road is currently designated an arterial roadway in Schedule ‘C’ of the City’s Official Plan with an annual average daily traffic (AADT) of 13,000 vehicles per day and is anticipated to remain as a two-lane cross section for the foreseeable future. Based on the City’s Bicycle Master Plan, the roadway is also designated a secondary commuter route. Gore Road is a designated transit route used by London Transit Commission (LTC). The current posted speed is 50 km/hr.

��3�!��4��,��!��,�� "��


CROSS SECTION

The proposed cross section across the structure is 13.0 m wide (edge of pavement to edge of pavement). The main features of the roadway cross section, across the structure, include one lane of traffic in each direction, on-road bicycle lanes, curb and gutter and sidewalks. Barrier curb and gutter is recommended to enhance roadside safety.

SIGHTLINES

Sightlines were reviewed for the posted speed of 50 km/hr (design speed of 60 km/hr) and it was confirmed that adequate stopping distances are provided for through traffic. Sightlines were also reviewed for traffic turning left onto Gore Road from Braesyde Avenue and it was confirmed that adequate site distances are provided. The limits of construction do not extend to the Montebello Drive intersection and so sightlines for turning movements at this intersection were not considered as part of this project. Improvements to sight lines in this area could be addressed under a separate project.

SIDEWALKS

A sidewalk currently exists on the north side of Gore Road. This sidewalk crosses Pottersburg Creek via a pedestrian bridge attached to the existing bridge and provides access to the trail to the north, just west of the existing bridge. There is no sidewalk on the south side of Gore Road and access to the trail south of Gore Road is via the shoulder. There is currently an at-grade pedestrian crosswalk at Gore Road, just west of the bridge connecting the north and south sections of the trail.

The sidewalk on the north side of Gore Road will be reinstated. The existing pedestrian bridge will be removed and the new structure will accommodate the additional sidewalk width. A new sidewalk will be installed on the south side of Gore Road, between Braesyde Avenue and just west of the new structure, to provide pedestrians from the Braesyde Avenue area with a link to the trail on the south side of the roadway. A short retaining wall may be required on the south side of Gore Road, behind the sidewalk, just west of Braesyde Avenue. This will allow the new cross section to match into the existing slope in the area.

ACTIVE TRANSPORTATION

The roadway is designated as a secondary commuter route, which includes a shared lane for cyclists and vehicles (painted as “Share the Road”). The bridge cross section is wide enough to accommodate separate bike lanes if constructed in the future on Gore Road.

SANITARY SEWERS

Sanitary sewers currently exist on Gore Road east and west of the structure. The sewers outlet to the Pottersburg Trunk sewer, a 900 mm diameter concrete sewer, located along the west banks of Pottersburg Creek. There are multiple sanitary maintenance holes on the south side of the structure where the sewer from the east crosses the creek via a syphon. Flows from the Braesyde Avenue area connect to the Pottersburg trunk sewer at a manhole on the southwest corner of the bridge via a pipe bridge over the

��3�!��4��,��!��,�� %��


creek. Flows from the west discharge to the Pottersburg trunk sewer through a manhole on the north side of Gore Road. Grading will be provided for the construction of overland access roads so that all manholes can be accessed for maintenance. All existing sanitary infrastructure, including the pipe bridge and siphon, will remain in place at the end of the project.

STORM SEWERS

Storm sewers currently exist on the west side of the structure with an outlet at the northwest corner of the bridge. Sewers servicing the residential area to the northwest and Gore Road, from the bridge to Montebello Drive, connect to this outlet. The storm sewer on Gore Road is undersized and a new storm sewer and outlet are proposed as part of the immediate phase of work.

The new storm sewer will be installed in a standard location offset 3.0 m from the center of Gore Road, west of the bridge, and is sized to convey flows from as far west as the Hamilton Road and Gore Road intersection in the future. Catch basins will be installed at standard intervals and will outlet to the new sewer. The proposed outlet is a pre-cast concrete headwall. The storm sewers from the residential area to the northwest and Gore Road will connect to a manhole, just upstream of the headwall, combining into a single outlet at Pottersburg Creek. Compared to the two existing outlets in parallel, this will decrease the probability of erosion.

There are currently no storm sewers servicing Gore Road east of the bridge. A new storm sewer and outlet are proposed. The outlet will be installed northeast of the bridge. The storm sewer will be installed in a standard location offset 3.0 m from the center of Gore Road, east of the bridge and sized to convey flows in the future from as far east on Gore Road as the mid-point between Braesyde Avenue and Firestone Boulevard. In addition, the system on the east will be sized to accommodate tying in a future system serving a portion of Braesyde Avenue. Catch basins will be installed at standard intervals and will outlet to the new sewer. The proposed outlet is a pre-cast concrete headwall.

The addition of the storm sewers and curbs will greatly reduce the volume of overland flow in the vicinity of the bridge and eastward to the intersection with Braesyde Avenue. Remaining overland flows will be conveyed into the creek through ditches and swales, and scour will be managed by the flattening of embankment slopes to 2:1 at the steepest, and the use of riprap slope protection where appropriate.

WATERMAIN

A 300 mm diameter watermain exists on the north side of Gore Road along the north edge of pavement crossing under Pottersburg Creek. Existing line valves are located east and west of the bridge on Gore Road at Braesyde Avenue and Montebello Drive. There are no record drawings for the main but it is suspected to be cast iron and installed in the 1950s or 1960s. A new 300 mm diameter watermain will be installed to the limits of the new bridge construction. The new main will be attached to the side of the new bridge and will tie back into the existing line at the limits of the reconstruction.

��3�!��4��,��!��,�� )��


CONSTRUCTION

Construction is currently scheduled for 2014. Gore Road will be closed during construction between Montebello Drive and Braesyde Avenue, however, access to the houses fronting onto Gore Road east and west of the bridge will be maintained throughout construction. Traffic will be detoured around the project via Hamilton Road and Clarke Road. To hinder cut-through traffic, traffic calming measures will be considered on Braesyde Avenue between Hamilton Road and Gore Road.

There is also a bus route through the project limits and so coordination with the LTC will be required.

Pedestrian traffic will be maintained through the limits of the project for the duration. A temporary pedestrian bridge will be installed over Pottersburg Creek, north of the existing bridge and will be maintained until the new bridge is completed.

UTILITIES

There is an existing Hydro One transmission line that crosses from the south side of Gore Road to the north side, approximately 150 m west of the bridge. The line then continues easterly, parallel to the roadway, in a utility easement just north of the property line. No conflicts or relocations of this line are anticipated at this time.

There is an existing London Hydro distribution line running along the south side of Gore Road through the limits of construction. This line must be relocated prior to construction. There are also cable and phone utilities on this line that will require relocation at the same time.

LIGHTING

Existing illumination is mounted on London Hydro poles along the south side of Gore Road. With the proposed road widening, the London Hydro poles will be relocated further south, away from Gore Road. Preference for illumination on the proposed new structure will be to keep the lights mounted on the relocated London Hydro poles, providing they will meet the City of London’s illumination standards for a major road classification. If the required illumination cannot be achieved from mounting the lighting on the utility poles, base mounted street lighting poles and underground lighting service for the limits of the Road widening will be provided.

KIWANIS PARK PATHWAY PRELIMINARY DESIGN

TECH

TO:

FROM:

DATE:

SUBJEC

OUR FIL

The KiwPottersburoccur at existing si

The propopass undeproviding

In generaldirected b

It is recom

� Pbyacthavcr

� Fththpous

� CalwR

130 Dufferi

HNICAL

Projec

Chris H

June 2

T: KiwanGore R

LE: 12-652

anis Park Parg Creek and an intersectioight lines on G

osed Gore Roer the bridge

g an aesthetic

l, the pathwayby the Environ

mmended the

otential pathwy the presencchieved for thhe bridge. Thvoid occasionrosswalk will

lusher truck ahe north and shat are too steoint to serve ased by Hydro

Continuity of tlong the south

west of the croRoad, in the w

in Avenue, Suite 1

L MEMO

ct File

Haines, P.Eng

24, 2013

nis Park PathwRoad Bridge R

24

athway in thcrosses Gore

on and does Gore Road fo

oad Bridge Re, allowing proute for the

y will be desnmental & Pa

crosswalk on

way flooding ce of overheahe roadway. Te pathway winal and seaso provide an a

access to exissouth sides oeep and too sas a reliable l

o One for main

the sidewalk h side of Goreosswalk, is no

westerly direct

1400, London, Ont

ORAND

g.

way PreliminaReplacement

he area of Ge Road at a cro

not have anyor eastbound t

Replacement pedestrians apathway.

igned to the Carks Planning

n Gore Road b

– It should bad transmissioThis profile rill not be highonal flooding

alternative rou

sting manholef Gore Road.soft for vehiclane for occasntenance of th

– The crosswe Road to croot planned sintion at the pro

tario, N6A 5R2 – P

DUM

ary Design – Class Envir

Gore Road Bosswalk to thy traffic contraffic, east of

includes an aand cyclists t

City of LondSection.

be retained fo

e noted that von lines, limiraise restrictioh enough, rel

g of the pathute

es – City flush The profile rles. The pathsional flusherhe overhead t

walk will alloss over to the

nce there is nooject limits to

Phone 519-438-61

ronmental As

Bridge currenhe west of the ntrol. The crof Montebello

allowance forto avoid the

don Multi-Use

or the followin

vertical clearaiting the amoon limits thelative to norm

h in periods o

her trucks reqraise for the

hway crosswar truck use. Thtransmission

ow pedestriane north side. Eo existing sidetie into.

192 – Fax 519-672

ssessment

ntly follows bridge. The c

ossing was loDrive.

r the Kiwanicrosswalk a

e Pathway St

ng reasons:

ance at the brount of profilelevation of

mal water levof high flows

quire access troadway will

alk provides ahese access plines

ns walking onExtension of tewalk on the

2-8209�

the west bancrosswalk doocated to opt

s Park Pathwat Gore Road

andards and a

ridge is constre raise that cthe pathway els in the cres. Maintainin

to the manholl create side sa controlled a

points could a

n the new sidethe south sidesouth side of

nk of es not timize

way to d and

as per

rainedcan be under

eek, to ng the

les on slopesaccess lso be

ewalk ewalk,f Gore

5�3��6��-3�!��!��,�� "��

130 Dufferin Avenue, Suite 1400, London, Ontario, N6A 5R2 – Phone 519-438-6192 – Fax 519-672-8209�

Removable bollards will be located across the pathway near the crosswalk to deter other vehicles from entering and to slow down cyclists as they approach the level crossing of Gore Road. The width and line painting of the level crossing will follow the Transportation Association of Canada’s Bikeway Traffic Control Guideline for Canada – Second Edition, with painted markings to separate pedestrians and cyclists. The combined width will also be suitable for the flusher trucks and turning features will be incorporated in the design.

The addition of the pathway requires a slightly longer bridge span than what would be required without it. In addition, retaining walls will be needed along the west shoreline of Pottersburg Creek to support the pathway near the bridge. Environmentally low impact solutions for achieving the retaining walls along the west shoreline will be investigated during detailed design. It is anticipated that the pathway under the bridge will require illumination.

There is an existing sanitary sewer pipe bridge across Pottersburg Creek downstream of the Gore Road Bridge. Alternatives were explored to climb the side slopes at the bridge to allow the pathway to pass over the pipe bridge and associated buried works, however the grades would be excessive. Therefore the pathway will remain close to the normal water level for a distance until it passes under the pipe bridge and then climb gradually up the banks of the creek to the west. Retaining walls to protect existing municipal works and structures in the area will be required along the pathway.

Pottersburg Creek is part of the City’s natural heritage system and an Environmental Impact Study is currently underway to assess the impacts and mitigation measures for the bridge replacement, and pathway extension.

The resulting pathway will be an aesthetic and functional enhancement to the Kiwanis Park Pathway system for pedestrians, cyclists and maintenance personnel.

HYDRAULICS ANALYSIS


TECHNICAL MEMORANDUM

TO: File

FROM: Hanna Ibrahim, C.E.T., Brian Huston, P.Eng.

DATE: March 13, 2013

SUBJECT: Gore Road Bridge – Hydraulic Analysis

OUR FILE: 12-6524______________________________________________________________________________

INTRODUCTION

The purpose of this memo is to provide a summary of the hydraulic performance of the existing Gore Road Bridge, over Pottersburg Creek, and the evaluation of the performance of the recommended replacement structure. This technical memo will form part of the Gore Road Bridge Replacement Environmental Assessment (EA) and Preliminary Design. As such, this memo is intended to provide hydraulic information to assist in the evaluation of the technically preferred bridge replacement alternative presented in the EA.

Located in the City of London, the existing Gore Road Bridge (Structure 4-BR-15) is a cast-in-place concrete tee beam bridge between Hamilton Road and Clarke Road. Gore Road is classified as an urban arterial roadway and the bridge location is shown in Figure 1.

��7!��!��"��


Figure 1: Site Location

The hydraulic performance of the existing and proposed structures will be evaluated based on the design criteria summarized in Table 1. The design standards established as part of the preliminary design represents a combination of criteria outlined in the TAC Manual and the Canadian Highway Bridge Design Code.

Table 1: Design Criteria Parameter Design Standard

Road Category Arterial (urban) Return Period of Design Flow 1:100 year Minimum Freeboard Requirement Greater than or equal to 1.0 m Minimum Clearance Requirement Greater than or equal to 1.0 m

��7!��!��%��


HYDRAULIC MODELING

Design Flow

A Pottersburg Creek Subwatershed Study was completed in 1995 by Paragon Engineering Limited. A HEC-RAS flow file was provided to Dillon by the Upper Thames River Conservation Authority (UTRCA), which included three flow change locations for the 100-year return period event peak flow. These flows are summarized in Table 2 and the cross-sections locations, also provided by UTRCA, are shown in Figure 2. These flows were used to evaluate the hydraulic performance of the recommended replacement bridge configuration for Gore Road, and to demonstrate that the recommended configuration results in no increase in water surface elevations.

Table 2: 100-Year Return Period Event Peak Flow Change Locations Location Peak Flow (m3/s)

Cross-Section 2.39 – Immediately Upstream of Trafalgar Street

55.5

Cross-Section 1.66 – Downstream Face of CN Rail Crossing 73.0Cross-Section 0.79 – Immediately Upstream of Gore Road 89.6

��7!��!��)��


Figure 2: Cross-Section Locations

It is noteworthy that a Pottersburg Creek Subwatershed Study Update is currently underway, and includes updates to the hydrologic modeling that was completed in 1995. The update may result in a change in the 100-year peak flows. The update will be applied to the model during the detailed design phase of the project.

��7!��!��(��


Geometry

In addition to the flow file, UTRCA provided Dillon with a geometry file. The model extends from approximately 450 m downstream of the Hamilton Road Bridge, to approximately 660 m upstream of the railway crossing. Together, these files formed the basis for the analysis of the recommended bridge configuration.

A topographic survey of Gore Road Bridge and Pottersburg Creek, in the vicinity of the bridge, was completed in October 2012. A review of the geometry file was completed and compared to the survey data.

� The Gore Road Bridge bounding sections and ineffective flow areas were not placed according to HEC-RAS convention. This is likely due to the conversion of the original model from HEC-2 to HEC-RAS

� The width of the bridge opening in the model was found to be approximately 22.5 m and the surveyed width is approximately 9.15 m

� The low point of the bridge soffit in the model is 246.40 m, both upstream and downstream, but was surveyed to be 246.26 m at the upstream face and 246.21 m at the downstream face.

The topographic survey data was used to revise the bounding sections and coding of the bridge in the HEC-RAS model. Figures 3 and 4 illustrate the bridge sections in the original geometry file provided by UTRCA and the revised sections based on the survey data respectively.

��7!��!��'��


Figure 3: Original Geometry File Gore Road Bridge Sections

Figure 4: Revised Geometry File Gore Road Bridge Sections

��7!��!��8��


SUMMARY OF EXISTING CONDITIONS

Figure 5 shows the downstream face of the existing bridge from the east side of the structure, looking in a westerly direction.

Figure 5: Existing Gore Road Structure (Downstream Face)

��7!��!��9��


Figure 6 shows the upstream face of the existing bridge, from the east side of the structure, looking in a westerly direction.

Figure 6: Existing Gore Road Structure (Upstream Face)

��7!��!��:��


Figure 7 illustrates the configuration of the channel and floodplain immediately downstream of the existing bridge. The banks of the channel are well vegetated and generally in a stable condition. The figure captures the water levels observed on May 22, 2012.

Figure 7: Channel Immediately Downstream of Existing Bridge

��7!��!��$#��


Table 3 summarizes the water surface elevations (WSEL) and channel velocities immediately upstream and downstream of Gore Road Bridge, calculated by the revised existing conditions HEC-RAS model for the 100-year return period event peak flow.

Table 3: Existing Conditions Water Surface Elevations Cross-Section ID Peak Flow

(m3/s) WSEL (m)

1.62 73.00 249.791.59 73.00 249.611.47 73.00 249.141.24 73.00 247.641.12 73.00 247.571.01 73.00 247.210.92 73.00 247.230.79 89.60 247.240.77 89.60 246.82

0.7665 Existing Gore Road Bridge 0.763 89.60 245.610.76 89.60 245.700.72 89.60 244.920.61 89.60 245.210.50 89.60 245.170.46 89.60 245.15

As discussed previously, the upstream and downstream soffit elevations are 246.26 m and 246.21 m, respectively. The hydraulic analysis suggests that the existing structure is hydraulically inadequate considering the design criteria for clearance summarized in Table 1.

SUMMARY OF RECOMMENDED PRELIMINARY DESIGN OPTION

As part of the preliminary design process, several crossing alternatives were examined. The crossing alternatives were developed to comply with the hydraulic design criteria summarized in Table 1. Although several different structure alternatives were examined, each of the alternatives was similar in terms of general layout and configuration. Each alternative maintained or increased the hydraulic opening of the bridge compared to existing conditions in order to achieve the required clearance from the design high water level to the underside of the new structure. All of the alternatives also required modifications to the approach grades on Gore Road in order to

��7!��!��$$��


achieve minimum clearance, or improve existing deficiencies relating to the design criteria for the roadway.

Each alternative took into consideration the future widening of the roadway, the structure’s ability to be widened to accommodate those lanes in several stages, potential environmental impacts to Pottersburg Creek and the structure’s ability to convey the 250-year return period event peak flow without adversely impacting private lands and public infrastructure. Although conveyance of the 250-year return period event peak flow is not included in the base design criteria for the structure, it was a consideration for future conditions. The proposed structure has a soffit elevation which is approximately 0.89 m higher than the existing bridge soffit elevation, and will provide 1.0 m of vertical clearance to the proposed 100-year return period event WSEL.

The recommended preliminary design alternative addresses the hydraulic deficiencies of the existing structure through improvements to the roadway profile and the raising of the soffit elevation of the new bridge. Table 4 summarizes the calculated WSEL and channel velocities immediately upstream and downstream of Gore Road Bridge for the 100-year return period event peak flow.

Table 4: Proposed Conditions Water Surface Elevations Cross-Section ID Existing WSEL

(m) Proposed WSEL

(m) Change in WSEL

(m) 1.62 249.79 249.79 0.001.59 249.61 249.61 0.001.47 249.14 249.14 0.001.24 247.65 247.65 0.001.12 247.57 247.59 +0.021.01 247.21 246.86 -0.350.92 247.23 246.27 -0.960.79 247.24 246.23 -1.020.772 246.82 245.76 -1.060.77 N/A

0.7665 N/A0.763 245.61 245.72 0.000.76 245.70 245.70 0.000.72 244.92 244.92 0.000.61 245.21 245.21 0.000.50 245.17 245.17 0.000.46 245.15 245.15 0.00

��7!��!��$"��


Table 4 illustrates that the calculated WSEL are similar downstream of the existing and proposed structures, and upstream of Gore Road at cross-sections beyond the influence of the hydraulic opening. Cross-sections 0.7665 and 0.772 represent the existing and proposed bridge structures respectively, and the 0.02 m increase in WSEL at cross-section 1.12 can be attributed to the geometry changes in the downstream cross-sections up to the bridge, such as channel slope and reach lengths (no changes were made to the geometry upstream of cross-section 1.12).

A freeboard in excess of 1.0 m will be provided for the proposed structure, and 100-year return period event WESL are not adversely impacted. During detailed design, vertical clearance requirements will be confirmed in conjunction with incorporating the hydrologic and hydraulic updates from the Pottersburg Creek Subwatershed Study Update.

DILLON CONSULTING LIMITED LONDON, ONTARIO

��___________________________ _________________________ Hanna Ibrahim, C.E.T. Brian Huston, P.Eng Partner

PRELIMINARY STRUCTURAL DESIGN REPORT

Proposal forReview and Analysis of "RiskManagement Measures" for LiquidE f f l u e n t s , S t o r m wa t e r a n dTransportation and ConstructedPathways

Request for Proposals No.: SWP20070002

January 2007

Ontario Ministry of the Environment

Submitted by

Dillon ConsultingLimited

50-2800-6100

ment Measures” for Liquid Effluents, Storm Water, and Transportation and Constructed Pathways Final Draft Report June 8, 2007

Gore Road Bridge over Pottersburg Creek (No. 4-BR-15) – Bridge Replacement

Preliminary Structural Design Report (Final) ��!�"#$%�� !��*��12-6524��;�.��.!��Dillon ConsultingLimited

��!��*��.�� 6��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��

TABLE OF CONTENTS Page

1.0� INTRODUCTION ...............................................................................................................1�

2.0� PROJECT LOCATION .......................................................................................................1�

3.0� AVAILABLE INFORMATION ..........................................................................................1�

4.0� EXISTING STRUCTURE ...................................................................................................2�4.1� Structure ................................................................................................................2�4.2� Maintenance and Repair History ..........................................................................2�4.3� Condition of Structure ..........................................................................................2�4.4� Geometrics ............................................................................................................2�4.5� Traffic ...................................................................................................................2�4.6� Municipal Services ...............................................................................................3�4.7� Utilities ..................................................................................................................3�

5.0� EVALUATION OF ALTERNATIVES ...............................................................................4�5.1� Do Nothing, Closure or Rehabilitation Alternatives ............................................4�5.2� Replacement Alternatives .....................................................................................5�5.3� Recommended Alternative ....................................................................................6�

6.0� FOUNDATIONS .................................................................................................................7�

7.0� PROPOSED REPLACEMENT ...........................................................................................7�7.1� General ..................................................................................................................7�7.2� Hydraulic Opening ................................................................................................7�7.3� Cross-section .........................................................................................................7�7.4� Deck ......................................................................................................................8�7.5� Girders ..................................................................................................................8�7.6� Barrier System ......................................................................................................8�7.7� Abutments .............................................................................................................9�7.8� Bearings ................................................................................................................9�7.9� Slope Protection ....................................................................................................9�7.10� Approaches ...........................................................................................................9�7.11� Deck Drainage ......................................................................................................9�7.12� Corrosion Protection ...........................................................................................10�7.13� Accelerated Bridge Construction ........................................................................10�

8.0� CONSTRUCTION STAGING ..........................................................................................10�

9.0� MISCELLANEOUS ..........................................................................................................11�9.1� Design Code ........................................................................................................11�9.2� Access to Site ......................................................................................................11�9.3� Utilities ................................................................................................................11�9.4� Entrances and Intersections ................................................................................11�9.5� Environmental Considerations ............................................................................12�9.6� Heritage Evaluation ............................................................................................12�9.7� Illumination .........................................................................................................12

��!��*��.�� 6��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��

Page9.8� Property ...............................................................................................................12�9.9� Survey .................................................................................................................12�9.10� Aesthetics ............................................................................................................12�

10.0� SUMMARY AND RECOMMENDATIONS ....................................................................13�

LIST OF TABLES

Table 1: Bridge Alternatives Analysis Summary ........................................................................... 6�Table 2: Cross-Section Alternatives ............................................................................................... 8�Table 3: Types of Reinforcing Steel in Structure ......................................................................... 10�

LIST OF APPENDICES

Appendix A Alternatives Analysis Table Appendix B Preliminary General Arrangement Drawing Appendix C Preliminary Construction Cost Estimate Appendix D Existing Water and Sewer Drawings

��!��*��.�� 6��<�0�)&�&$(��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��$�

1.0 INTRODUCTION

This report addresses the structural design for the replacement of Gore Road Bridge(Bridge Inventory No. 4-BR-15). It is our understanding the bridge replacement is required due to its age and condition.

2.0 PROJECT LOCATION

Gore Road Bridge, over Pottersburg Creek, (Bridge Inventory No. 4-BR-15) is located within theCity of London, on Gore Road east of Hamilton Road with Montebello Drive to the west and Braesyde Avenue to the east.

3.0 AVAILABLE INFORMATION

The following reference documents are available: � 2011 Biannual Inspection Report, Bridge Inventory No. 4-BR-15, January 2, 2012 � Existing water and sewer drawings (see Appendix D)� Pedestrian count data (email from Mark Ridley to Jane Fullick of July 3, 2012) � “Heritage Impact Assessment: Gore Road Bridge Replacement”, Archaeological Services

Inc., 12EA-156, December 2012 � “Geotechnical Investigation, Gore Road Bridge Replacement”, 12-1132-0091-R01, Golder

Associates, November 2012 � Traffic data for Gore Road at Firestone Boulevard (2006) and Hamilton Road (2009), City of

London� Analytical Testing, Gore Road Bridge Replacement”, 12-1132-0091-L01, Golder Associates,

April 2012 � Hydro One conductor elevations and clearance criteria (email, January 31, 2013) � Upper Thames River Conservation Authority (UTRCA) Fill and Flood Line Mapping,

Sheet No. 85-58, 1991 � UTRCA hydraulic data.

The original construction drawings for the existing bridge are not available.

��!��*��.�� 6��<�0�)&�&$(��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��"�

4.0 EXISTING STRUCTURE

4.1 Structure

Gore Road Bridge is a single span, cast-in-place reinforced concrete tee bridge, constructed in 1940. The bridge spans approximately 14 m with a skew angle of approximately 50 degrees, providing a clear opening perpendicular to the abutments of 9.15 m. The overall width of the bridge is approximately 9.5 m with concrete parapets on each side. A cantilevered wooden sidewalk was constructed along the north side of the bridge and replaced in 2008. The total depth of the structure is approximately 1.1 m.

4.2 Maintenance and Repair History

Since the original bridge construction, we are not aware of any significant maintenance or repairs, aside from the construction and replacement of the wooden sidewalk structure.

Minor maintenance and repairs include the installation of the guide rail, temporary concrete barriers at the southwest approach, frequent repairs to slope protection, sandblasting and painting.

4.3 Condition of Structure

Assessment of the existing structure was not included in the scope of work. A biannual visual inspection in accordance with the Ontario Structural Inspection Manual was completed for the City in 2011. The inspection identified a need for bridge replacement within the next five to ten years.

4.4 Geometrics

Gore Road Bridge carries one lane of traffic in each direction over Pottersburg Creek. The bridge is located on a straight roadway alignment, with a sagging vertical curve between Montebello Drive and Braesyde Avenue.

4.5 Traffic

Gore Road is currently designated as an arterial roadway in Schedule ‘C’ of the City’s Official Plan with an annual average daily traffic (AADT) of 13,000 vehicles per day. Approximately 8% trucks were observed during a traffic count in 2006. The posted speed for this section of Gore Road is 50 km/h.

��!��*��.�� 6��<�0�)&�&$(��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��%�

Based on the City’s Bicycle Master Plan, the roadway is also designated as a secondary commuter route. Gore Road is a designated transit route used by London Transit Commission.

4.6 Municipal Services

There is a sanitary sewer siphon running below the creek, located south of the bridge and parallel to the road. Access to the manholes at each end of the siphon, and avoidance of conflict between the bridge footings and the siphon, are constraints to the replacement bridge configuration and location.

A buried watermain runs parallel to the roadway, crossing below the creek. Tentative plans include the abandonment of the watermain and replacement with an insulated watermain hung from the replacement bridge.

There is a storm sewer system with an outfall to the creek at the west bank of the river upstream of the bridge. A new storm sewer system is being considered for the replacement configuration, requiring a new outfall upstream of the bridge, on the east bank of the river.

4.7 Utilities

There is a Hydro One electrical transmission line running parallel to Gore Road along the north side of the road and crossing to the south side of the road, as the line approaches Montebello Drive to the west. Three transmission towers are located within the proposed project limits, and the tower bases are not encroached by the roadway embankment. Hydro One completed field measurements of the existing conductor locations in January 2013, and calculated maximum sag for the purpose of establishing clearance limits for the conductor spans in the area. Based on these calculations, raising the profile will not encroach into the conductor vertical clearances in the final condition.

During construction, a clearance of 3.0 m must be maintained from each conductor in any direction. Due to planned road alignment and widening at the bridge, it is anticipated that the use of cranes to erect the facia girder(s) at the north side of the bridge will not be practical. Two options exist. One option is to de-energize the nearest conductor for a short duration to allow cranes to encroach into the zone. The other option is to erect the facia girders near the centreline of the bridge and use low-clearance equipment to move the girders into position using several short lifts, or to slide the girders into position.

There is also a London Hydro distribution line running along the south side of Gore Road. A few poles in the vicinity of the bridge will have to be relocated to accommodate the wider roadway

��!��*��.�� 6��<�0�)&�&$(��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��)�

cross-section and embankments. The relocations will also affect Rogers Cable and Bell Canada utilities mounted on the poles.

5.0 EVALUATION OF ALTERNATIVES

5.1 Do Nothing, Closure or Rehabilitation Alternatives

Based on the condition and age of the existing structure, a “do nothing” alternative is not recommended for the following reasons:

� Permanent closure of the bridge within five to ten years is likely � Closure at the bridge would increase traffic on Hamilton Road, Clarke Road and potentially

within the local neighbourhoods � Bridge is used by approximately 4400 vehicles per day � Bridge is used by approximately 100 pedestrians per day � Closure would require significant out-of-the-way travel for pedestrians � Transit routes would be affected.

Rehabilitation of the bridge is not recommended for the following reasons: � Bridge is 73 years old, near the end of its useful life and has significant deterioration � Cost to rehabilitate is about 60 to75% of replacement cost, adding approximately 20% of the

service life of a replacement bridge � Drawings not available, adding risk and uncertainty that rehabilitation will meet all safety

and performance criteria � Risk of significant cost increase during rehabilitation due to unknown condition of buried

components � Does not address deficient bridge opening for water flows on Pottersburg Creek � Difficult and expensive to address steep side slopes, with a history of failure, without

significant reconstruction � Wood sidewalk has on-going maintenance costs � No improvement of roadway geometrics/roadside safety.

Based on the City’s Official Plan, Gore Road is an arterial road that serves a significant role in the community, making permanent closure an impractical alternative. Therefore, a replacement bridge will be required.

��!��*��.�� 6��<�0�)&�&$(��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��(�

5.2 Replacement Alternatives

Several replacement alternatives were considered, addressing the structure configuration and the structure type. In all cases, a single span bridge replacement was considered. Due to navigability and flow requirements, the use of culverts was not considered.

The large skew angle of the crossing was a significant factor in the design. The skew angle of the existing bridge is estimated at 50 degrees. Since the creek is generally curved in the vicinity of the bridge, the skew angle for the replacement bridge was able to be reduced to approximately 39 degrees, which remains significant.

The span length included an allowance for a future trail passing under the bridge on the west side. The trail would be 3.0 m wide plus a 1.0 m allowance for a retaining wall system.

Refer to Appendix A for a structure alternatives comparison summary table.

Superstructure Types The following superstructure types were considered:

� A concrete rigid frame was considered due to its low maintenance characteristics and relatively shallow structure depth, reducing the amount of profile raise required. However, the span of the bridge exceeds the normal limits for this type of bridge and the construction would require extensive temporary in-water work

� A large buried structure (similar to an oversized culvert) comprising a span of concrete box girders was considered, with an aim to eliminate the skew of the bridge. However, conflict with the siphon, cost considerations and abutment type limitations eliminated this option

� A slab-on-girder bridge was considered since it avoids temporary work in the water for construction of the superstructure. It can accommodate longer spans and is a very conventional and cost-effective bridge type. Both concrete and steel girders are feasible for the site. Steel girders are recommended, since the girder depth (and roadway profile raise) can be reduced and the lighter girder weight may assist in erection below the transmission line on the north side.

��!��*��.�� 6��<�0�)&�&$(��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��'�

Table 1: Bridge Alternatives Analysis Summary

Rigid Frame Bridge Slab-on Girder Bridge (Recommended) Pros � Shallow superstructure depth

means less change in roadway profile

� Durable, jointless, low-maintenance design

� Accommodates high skew�

� Longer spans possible � No falsework in the water � Faster construction � Steel and concrete girders possible � Semi-integral abutment is lower

maintenance than jointed bridge � Accommodates many skews

Cons � Span limitations � Falsework in the water during

construction� Slower construction duration

� Deeper bridge than rigid frame

A slab-on-girder bridge using steel girders is recommended.

Abutments Current design standards encourage the elimination or reduction of expansion joints where possible, to reduce maintenance costs arising from joint replacements and damage caused by leaking joints.

Soil conditions at this site are not well suited to the use of an integral abutment bridge because the soil is too firm to install piles without significant risk of problems in the field. Pre-augering of holes for the pile installation was considered, but the augering procedure also had significant risks that could make construction problematic.

It is important to note the soil bearing capacity is well suited to using spread footings with semi-integral abutments. Semi-integral abutments do not have deck expansion joints, which is the primary maintenance item found on traditional abutments.

Semi-integral abutments on spread footings are recommended.

5.3 Recommended Alternative

The recommended replacement approach is a single span bridge with a concrete deck on steel girders supported by a semi-integral abutment on spread footings.

��!��*��.�� 6��<�0�)&�&$(��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��8�

6.0 FOUNDATIONS

The foundation alternatives considered were based on the following report: � “Geotechnical Investigation, Gore Road Bridge Replacement”, 12-1132-0091-R01, Golder

Associates, November 2012.

7.0 PROPOSED REPLACEMENT

This section presents a description of the proposed replacement superstructure, with discussion of alternatives that may be considered to accelerate construction.

7.1 General

The recommended replacement approach is a single span bridge with a concrete deck on steel girders, supported by a semi-integral abutment on spread footings.

7.2 Hydraulic Opening

A hydraulic and hydrology study has been undertaken by Dillon for this project and is addressed in a separate technical memo. To meet the Canadian Highway Bridge Design Code (CHBDC), the soffit of the bridge must be a minimum of 1.0 m above the 1:100 year high water level. In addition, navigable clearance measured relative to the normal water level must also be achieved, based on a review by Transport Canada. At Gore Road Bridge, the high water clearance is the governing constraint, and thus the soffit of the bridge was set at EL 247.1 m or higher.

The width of the bridge opening is larger than the existing bridge based on the use of an open abutment style on the east end (i.e., use of a foreslope versus a vertical wall) and the addition of the pathway on the west end. These changes serve to increase the hydraulic opening significantly compared to the previous opening which was deficient.

An update to the Pottersburg Subwatershed Study is underway and is anticipated to be released in the summer of 2013. Results of this update should be incorporated into the model used for the final design of the bridge and adjustments made accordingly.

7.3 Cross-Section

The roadway portion of the cross-section of the new bridge will accommodate a 13 m wide roadway surface to allow for several potential future lane configurations, as shown in Table 2 below.

��!��*��.�� 6��<�0�)&�&$(��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��9�

Table 2: Cross-Section Alternatives

Existing Configuration Proposed Configuration Future Configuration

Wood sidewalk Barrier-----0.5 m west bound shoulder 3.5 m west bound lane -----3.5 m east bound lane 0.5 m east bound shoulder -----Barrier

-----Barrier2.0 m west bound sidewalk 2.0 m west bound bike lane/shoulder4.5 m west bound lane -----4.5 m east bound lane 2.0 m east bound bike lane/shoulder2.0 m east bound sidewalk Barrier

-----Barrier2.0 m west bound sidewalk 1.5 m west bound bike lane/shoulder3.5 m west bound lane 3.0 m median for turning lane(s) 3.5 m east bound lane 1.5 m east bound bike lane/shoulder2.0 m east bound sidewalk Barrier

Refer to the Preliminary General Arrangement drawing in Appendix B for replacement details.

7.4 Deck

A 225 mm thick cast-in-place concrete deck forms the base case for the replacement design.

7.5 Girders

Steel plate girders or Welded Wide-Flange shapes approximately 1.0 m deep are recommended. Atmospheric Corrosion Resistant Steel is recommended, rather than painting, to reduce maintenance costs.

7.6 Barrier System

The proposed bridge would have PL-1 parapets and single railing.

To enhance aesthetics, we recommend an architectural texture on both sides of the parapet, achieved using form liner panels. An alternative would be to use a 4-box steel railing instead of the parapet and single railing. The railing alternative is more attractive when painted, but has increased maintenance compared with galvanizing or using the concrete parapet.

The parapets could accommodate conduits for future use, if required by the City.

��!��*��.�� 6��<�0�)&�&$(��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��:�

7.7 Abutments

Refer to the Preliminary General Arrangement drawing in Appendix B for replacement details representing the base case for comparison.

7.8 Bearings

The bridge would have steel laminated elastomeric bearings.

7.9 Slope Protection

The abutment for slopes and side slopes will require riprap to prevent scour.

Retaining Walls A retaining wall will be required at the southwest corner of the bridge, to accommodate the manholes in the area for the sanitary sewer siphon. It is recommended that this retaining wall be constructed separately from the bridge to allow future alterations as needed.

For the case of a trail passing under the bridge, a small retaining wall along the west shore line would be required. It is recommended that this be constructed with the bridge to simplify future works since access will be easier before the superstructure is constructed, and this work could be included in the regulatory submissions for the bridge replacement. It is anticipated that the incremental cost of constructing this wall with the bridge would be lower than constructing it at a later date.

The northwest corner slope would also require a retaining wall to accommodate a future trail and it is recommended that this be completed at the time of the bridge construction to reduce future excavations near the bridge, throwaway costs due to rework in the area and potential regulatory permits for work near the creek.

7.10 Approaches

Approach slabs constructed on cast-in-place concrete measuring 6.0 m long are recommended.

7.11 Deck Drainage

Based on the length of structure, vertical profile and roadway cross fall, deck drains will not be required.

��!��*��.�� 6��<�0�)&�&$(��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��$#�

7.12 Corrosion Protection

The recommended types of reinforcing steel for the structure are summarized in Table 3.

Table 3: Types of Reinforcing Steel in Structure

Locations Black Stainless Glass Fibre Reinforced Polymer

Abutments – front, side and back faces Yes --- ---Abutments – ballast walls and bearing seats --- Yes ---Wingwalls – outside face Yes --- ---Wingwalls – inside face within top 500 mm --- Yes ---Wingwalls – other Yes --- ---Approach slabs – bottom Yes --- ---Approach slabs – other --- Yes ---Footings Yes --- ---Deck – typical --- --- YesDeck – at semi-integral abutment details --- Yes ---Barriers --- --- YesCurbs and sidewalks – high abrasion areas --- Yes ---Curbs and sidewalks – other --- --- Yes<��=��>��3-��*��.��2��-��+��-��.��0

7.13 Accelerated Bridge Construction

Accelerated Bridge Construction (ABC) approaches could be considered during detailed design. These approaches could include the use of stay-in-place concrete deck forms, full-depth precast concrete deck panels, precast abutment breastwalls with post-tensioning or other techniques. In general, ABC techniques have a cost premium which must be justified against user costs. In this case, the use of ABC techniques is not expected to yield sufficient gains in construction duration to justify the cost premium and the detour routes are relatively short.

8.0 CONSTRUCTION STAGING

Based on the poor condition of the existing bridge and its narrow width, staged construction is not recommended. The bridge must be closed for the entire duration of construction, with detour routes established for the public and transit users.

Pedestrian traffic will be maintained through the limits of the project for the duration. A temporary pedestrian bridge will be installed over Pottersburg Creek, north of the existing bridge and will be maintained until the new bridge is completed.

��!��*��.�� 6��<�0�)&�&$(��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��$$�

Timing for the removal of the existing abutments, construction of the new retaining walls and abutments will be affected by regulatory limitations for the protection of aquatic species.

9.0 MISCELLANEOUS

9.1 Design Code

The structural design would be carried out in accordance with the CHBDC (CAN/CSA-S6-06), S6S6-10 – Supplement 1 to CAN/CSA-S6-06, S6S2-11 – Supplement 2 to CAN/CSA-S6-06 and City standards. Additional reference will be made to manuals, guides and standards by the Ontario Ministry of Transportation, where appropriate, to assist in the design for the City.

9.2 Access to Site

The site is readily accessible from Gore Road to the east and west.

Provision must be made to accommodate using construction vehicles and cranes near the existing overhead electrical transmission line (to be specified during detailed design).

9.3 Utilities

A new watermain is planned for the replacement bridge, located between girders to protect it from weather and debris flows, and to avoid detracting from the bridge aesthetics.

Embedded utility conduits are possible at this bridge, however none are planned.

9.4 Entrances and Intersections

The intersection with Montebello Drive to the west will not be changed under the proposed project. Limited work will be completed at the intersection with Braesyde Avenue to the east. Two properties to the east of the bridge will require adjustments to the driveway entrances onto Gore Road.

��!��*��.�� 6��<�0�)&�&$(��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��$"�

9.5 Environmental Considerations

This structural design report is being completed as a component of a Class B Municipal Class Environmental Assessment process. An Environmental Impact Statement is also to be completed in conjunction with this project.

9.6 Heritage Evaluation

A Cultural Heritage Evaluation was completed by Archaeological Services Inc. in 2012.

9.7 Illumination

Existing illumination is mounted on London Hydro poles along the south side of Gore Road. With the proposed road widening, the London Hydro poles will be relocated further south away from Gore Road. Preference for illumination on the proposed new structure and road widening will be to keep the lights mounted on the relocated London Hydro poles, providing they will meet the City of London’s illumination standards for a major road classification. If the required illumination cannot be achieved from mounting the lighting on the utility poles, base mounted street lighting poles and underground lighting service for the limits of the road widening will be provided.

Embedded conduit in the south side of the structure for illumination will also be provided.

Temporary illumination for the pedestrian detour route will be provided for the duration of the construction staging.

9.8 Property

No property acquisition is anticipated for this project.

9.9 Survey

A topographic survey was completed by the City of London in 2012.

9.10 Aesthetics

Based on the design speed of 60 km/h, a PL-1 barrier is required. The proposed bridge would have a two-tube railing system, on a concrete parapet, with an architectural texture achieved using form liner panels.

��!��*��.�� 6��<�0�)&�&$(��,��!�;��,��

�� !�"#$%��<�0�$"&'(")� ��$%�

10.0 SUMMARY AND RECOMMENDATIONS

The recommended replacement for the Gore Road Bridge at Pottersburg Creek (Bridge Inventory No. 4-BR-15) is to construct a single-span steel girder bridge on semi-integral abutments.

Our opinion of the probable cost for the construction of the recommended alternative is $1.44 million, plus taxes, for the bridge and temporary pedestrian crossing only, exclusive of municipal road and sewer work, utilities, trails and retaining walls. Costs for design, regulatory approvals, contract administration and contingencies have not been included (Appendix C).

DILLON CONSULTING LIMITED LONDON, ONTARIO

_______________________________Chris Haines, MBA, P.Eng. Structural Engineer

APPENDIX A ALTERNATIVES ANALYSIS TABLE

��!

��*��

��

��

��

��

��

��.�

��

��6

��<�0�)&

�&$(

��

��

,��

��

��

��

��

!�;��

��

��

��

,��

��

� ��

� ��

��

��

��

�!�"#$

%��

��<

�0�$"&'(

")�

��

��&$�

Tab

le A

1: S

truc

ture

Alte

rnat

ives

Stru

ctur

e Ty

pe

Rig

id F

ram

e C

PCI g

irde

rs

(120

0 de

ep)

Stee

l Gir

ders

(100

0 de

ep)

Con

cret

e B

ox G

irde

rs(9

00 d

eep)

Pr

efer

red

Alte

rnat

ive

Alte

rnat

ive

1 2

34

--

Subs

truct

ure

Type

R

igid

Fra

me

Sem

i-int

egra

l Abu

tmen

t Se

mi-i

nteg

ral A

butm

ent

Sem

i-int

egra

l Abu

tmen

t --

Sk

ew39

°39

°39

°39

°--

Span

± 23

.6 m

to fa

ce

± 25

m

± 25

m

± 25

m

--St

ruct

ure

dept

h (e

xclu

ding

asp

halt

and

cros

s-fa

ll)

± 1.

3 m

@ a

but f

ace

± 0.

6 m

@ m

idsp

an

± 1.

5 m

±

1.3

m

± 1.

1 m

--

Prof

ile ra

ise

± 1.

56 m

±

1.76

m

± 1.

56 m

±

1.36

m

4N

umbe

r of g

irder

s N

/A8

at 2

.25

m

8 at

2.2

5 m

14

(tip

to ti

p)

--Jo

ints

N

o N

oN

oN

o--

Win

gwal

l typ

e A

ttach

ed

Atta

ched

A

ttach

ed

Atta

ched

--

Po

tent

ial P

CB

Dis

turb

ance

Y

esY

esY

esY

es--

Trai

l Allo

wan

ce

Yes

Yes

Yes

Yes

--Te

mp

Wor

ks in

Wat

erco

urse

Si

gnifi

cant

Min

orM

inor

Min

or2,

3, 4

Tr

ail R

etai

ning

wal

ls re

quire

d Y

esY

esY

esY

es--

M

unic

ipal

Con

flict

s Lo

wLo

wLo

wLo

w--

Tran

smis

sion

Lin

e C

lear

ance

(con

stru

ctab

ility

) Lo

w

Mod

erat

e/H

igh

Low

M

oder

ate

1, 3

Tran

smis

sion

Lin

e C

lear

ance

(ulti

mat

e)

Acc

epta

ble

Acc

epta

ble

Acc

epta

ble

Acc

epta

ble

--

Dec

k A

rea

(m2 )

450

m2

450

m2

450

m2

450

m2

--

Cos

t/m2

$3,7

50/m

2 $2

,750

/m2

$3,0

00/m

2 $3

,500

/m2

--

Estim

ated

Cos

t – b

ridge

$1

.68

mill

ion

$1.2

5 m

illio

n $1

.35

mill

ion

$1.6

0 m

illio

n --

Estim

ated

Cos

t – p

rofil

e ra

ise

(rel

ativ

e)

$0.0

4 m

illio

n $0

.11

mill

ion

$0.0

4 m

illio

n --

---

Estim

ated

Cos

t – re

tain

ing

wal

ls fo

r tra

il

Sam

e Sa

me

Sam

e Sa

me

--

Estim

ated

Cos

t – to

tal

$1.7

2 m

illio

n $1

.36

mill

ion

$1.3

9 m

illio

n $1

.60

mill

ion

2, 3

Ex

tent

of E

xist

ing

Brid

ge R

emov

al

Com

plet

e C

ompl

ete

Com

plet

e C

ompl

ete

--

Flus

her T

ruck

Acc

ess

Acc

epta

ble

Diff

icul

tA

ccep

tabl

eA

ccep

tabl

e 1,

3, 4

W

ater

mai

n m

ount

ing

Side

Bet

wee

n gi

rder

s B

etw

een

gird

ers

Side

2,

3C

onst

ruct

ion

Dur

atio

n Lo

ngA

vera

geA

vera

geA

vera

ge2,

3, 4

3ov

eral

l

<��=�

��*�

��

,��

��

��*��

��

�,�

��

��*��

-��.��

��

��

��

�!��

��

��

��

��

��

��+�

��

��

��

��

��

��

��0�

APPENDIX B PRELIMINARY GENERAL

ARRANGEMENT DRAWING

APPENDIX C PRELIMINARY CONSTRUCTION

COST ESTIMATE

��!��*��.�� 6��<�0�)&�&$(��&��,��!�;��,��

Preliminary Construction Cost Estimate - Bridge

Item TotalCode Estimated Cost

0212-0010 Earth Borrow M3 3500.0 $5.00 $17,5000405-0010 Pipe Subdrains M 50.0 $35.00 $1,7500510-9010 Removal of Bridge Structure LS 1.0 $100,000.00 $100,0000511-0010 Rip Rap M2 1000.0 $45.00 $45,0000902-0010 Earth Excavation for Structure M3 950.0 $30.00 $28,5000902-0030 Unwatering Structure Excavation LS 1.0 $100,000.00 $100,0000904-0050 Concrete in Footings M3 130.0 $500.00 $65,0000904-0085 Concrete in Substructure M3 160.0 $750.00 $120,0000904-0105 Concrete in Deck M3 177.0 $1,200.00 $212,4000904-0125 Concrete in Parapet Walls M3 17.0 $1,775.00 $30,1750904-0135 Concrete in Approach Slabs M3 52.0 $800.00 $41,6000905-0010 Reinforcing Steel Bar T 56.0 $2,000.00 $112,0000905-0020 GFRP and Stainless Reinforcing T 15.0 $3,000.00 $45,0000908-0030 Parapet Wall Railing M 74.0 $105.00 $7,7700909-0031 Fabrication of Structural Steel T 45.0 $4,650.00 $209,2500909-0041 Delivery of Structural Steel T 45.0 $270.00 $12,1500909-0051 Erection of Structural Steel T 45.0 $1,780.00 $80,1000913-0040 Embedded Works in Structure M 45.0 $60.00 $2,7000914-0011 Bridge Deck Waterproofing M2 390.0 $35.00 $13,6500914-0031 Form and Fill Grooves M 70.0 $45.00 $3,1500914-0040 Membrane Reinforcement M 35.0 $70.00 $2,4500922-0010 Bearings EA 14.0 $1,000.00 $14,0000928-0055 Access to Work Area, Work Platform and Scaffolding LS 1.0 $50,000.00 $50,0000999-9100 Concrete Sealer M2 100.0 $55.00 $5,500

PCB Waste (Allowance) LS 1.0 $30,000.00 $30,000Watermain pipe supports and sleeves LS 1.0 $10,000.00 $10,000Temporary Pathway Electrical LS 1.0 $15,000.00 $15,000Temporary Pedestrian Bridge Rental & Delivery LS 1.0 $15,000.00 $15,000Temporary Pedestrian Bridge Erection LS 1.0 $10,000.00 $10,000Temporary Pedestrian Bridge Removal & Shipping LS 1.0 $10,000.00 $10,000Wood gangway & misc. fencing LS 1.0 $12,000.00 $12,000Approach Embankment - fill & removal M3 300.0 $50.00 $15,000

TOTAL (taxes, contingencies, fees additional) $1,436,700

Item Description Unit Quantity Unit Cost

�� &� ��!�"#$%�&��<�0�$"&'(") �� &$��

APPENDIX D EXISTING WATER AND SEWER DRAWINGS

HERITAGE IMPACT ASSESSMENT

gore road project file 0802 - london, ontario · there is an existing hydro one transmission line...

Documents