london 2019dc transportation background report · final report london development charges...

Final Report

London Development Charges Transportation Background Study

Prepared for City of London by IBI Group in association with Hemson Consulting February 20, 2019

IBI GROUP Final Report London Development Charges Transportation Background Study Prepared for City of London

Table of Contents

1 Introduction ............................................................................................... 1

1.1 Background....................................................................................... 1

1.2 Transportation Context ..................................................................... 2

1.3 Inside this Report .............................................................................. 5

2 Policy Considerations ............................................................................... 6

2.1 Local Service Policies ....................................................................... 6

2.2 DC-Eligible Roadworks ..................................................................... 7

2.2.1 Major Roadworks ................................................................... 7

2.2.2 Two-Lane Arterial Upgrades .................................................. 7

2.2.3 BRT-Related Arterial Roadworks ........................................... 7

2.2.4 Minor Roadworks ................................................................... 7

2.2.5 Additional Programs ............................................................... 8

2.3 DC-Eligible Transit Projects .............................................................. 9

2.3.1 BRT Stops .............................................................................. 9

2.3.2 Transit Fleet ........................................................................... 9

2.3.3 Maintenance Facilities ............................................................ 9

2.4 Eligibility of Other Transportation-related Projects .......................... 10

2.4.1 Operation Centres ................................................................ 10

2.4.2 Growth-related Transportation Studies ................................ 10

2.4.3 TIMMS Transportation Management Centre ........................ 10

3 Future Transportation Needs ................................................................. 11

3.1 Growth ............................................................................................ 11

3.2 Travel Forecasting Model ............................................................... 11

3.3 Recommended 2039 Road Network ............................................... 13

3.3.1 Highway 401 Improvements and Interchanges .................... 15

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Table of Contents (continued)

3.3.2 Affordability .......................................................................... 16

3.4 Recommended Transit Network ..................................................... 19

4 Roads Program........................................................................................ 20

4.1 Level of Service .............................................................................. 20

4.1.1 Quantity ................................................................................ 20

4.1.2 Quality .................................................................................. 21

4.2 Development Charge Implications .................................................. 22

4.2.1 Non-Growth Share Deduction .............................................. 22

4.2.2 Future Growth Benefit Deduction ......................................... 24

4.2.3 Allocation of DC Eligible Capital Costs by Development Type ..................................................................................... 27

4.3 Costing of Roadworks ..................................................................... 27

4.3.1 Major Roadworks ................................................................. 27

4.3.2 Two-Lane Arterial Upgrade .................................................. 31

4.3.3 BRT-Related Arterial Roadworks ......................................... 31

4.3.4 Minor Roadworks ................................................................. 32

4.3.5 Additional Programs ............................................................. 32

4.4 Roads Capital Program .................................................................. 33

5 Transit Program ....................................................................................... 35

5.1 Planned Transit Level of Service .................................................... 35

5.1.1 Service Frequency ............................................................... 35

5.2 Increase in Need for Service........................................................... 36

5.2.1 Fleet ..................................................................................... 36 5.2.2 BRT Stops ............................................................................ 36

5.2.3 Maintenance Facility ............................................................ 37

5.3 Development Charge Implications .................................................. 37

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5.3.1 Deductions for BRT Stops and Maintenance Facility ........... 38

5.3.2 Deductions for Fleet ............................................................. 39

5.3.3 Allocation of DC Eligible Capital Costs by Development Type ..................................................................................... 39

5.4 Costing of Transit Projects .............................................................. 40

5.5 Transit Capital Program .................................................................. 40

6 Summary .................................................................................................. 41

List of Exhibits

Exhibit 1.1: The London Plan Street Classification .............................................. 3

Exhibit 3.1: Population and Employment Forecasts ........................................... 11

Exhibit 3.2: Model Network Assumptions ........................................................... 12

Exhibit 3.3: Travel Forecasting Model Growth Estimates (2016 to 2039) .......... 12

Exhibit 3.4: 2039 Road Network ........................................................................ 13

Exhibit 3.5: Recommended Transportation Network .......................................... 17

Exhibit 4.1: Historical (10-year) Lane-km per Capita ......................................... 20

Exhibit 4.2: Historical (10-year) Replacement Cost ........................................... 22

Exhibit 4.3: Roads Future Growth Benefit (Post-period Benefit) ........................ 24

Exhibit 4.4: Future Growth Benefits for Two-Lane Arterial Upgrades ................ 26

Exhibit 4.5: Anticipated Residential and Non-Residential Growth ...................... 27

Exhibit 4.6: Roadway Construction – Per Metre Costs ...................................... 29

Exhibit 4.7: Example Complete Streets Cross-Sections (Complete Street Design Manual) ........................................................................................... 30

Exhibit 4.8: Minor Roadworks – Unit Costs ........................................................ 32

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Exhibit 4.9: Summary of Roads Capital Works Program ................................... 34

Exhibit 5.1: BRT Service Frequencies ............................................................... 35

Exhibit 5.2: Fleet Requirements ......................................................................... 36

Exhibit 5.3: Transit Non-Growth Share (Benefit to Existing) – BRT Facility and Stops .............................................................................................. 38

Exhibit 5.4: Transit Non-Growth Share (Benefit to Existing) – Transit Fleet ...... 39

Exhibit 5.5: Anticipated Residential and Non-Residential Growth ...................... 39

Exhibit 5.6: Summary of Transit Capital Program .............................................. 40

Appendices

Appendix A – Transit Services Technical Appendix (Hemson Consulting)

Appendix B – DC Capital Program

Appendix C – DC Project Costing

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1 Introduction The City of London is updating its Development Charges (DC) By-law. IBI Group, in association with Hemson Consulting, was retained to prepare the Transportation Background Study for the 2019 DC update.

This report documents the transportation component of the development charges by-law addressing road and transit services, including the growth-related capital program, approach to deductions, and allocation of costs.

1.1 Background Development charges are a tool for municipalities to recover costs associated with capital works to facilitate and serve growth. Municipalities can apply a charge on new development to finance growth-related infrastructure and services. The Development Charges Act (DCA) governs the calculation of rates and collection of charges in Ontario.

The City of London uses development charges to fund growth-related infrastructure and services including roads, transit, fire, police, libraries, parks and recreation, sewers, water distribution, stormwater management and corporate growth studies. It is the intent of Council that growth-related capital costs be recovered from revenues generated from new development.

DC rates are authorized and administered under a City by-law. The current DC by-law came into force on August 4, 2014, and will expire on August 3, 2019. The process to replace the expiring by-law includes the preparation of a DC background study and consultation with stakeholders and the public.

Since the completion of the 2014 DC Transportation Background Study, amendments to the Development Charges Act and Ontario Regulation 82/98 came into effect on January 1, 2016. The following amendments are intended to assist municipalities in funding improvements to their transit networks:

• Capital costs for Transit services are no longer subject to a 10% legislated discount; and

• The Transit capital program is no longer constrained by a 10-year historical level of service. Rather, the increase in the need for the service is restricted by a planned level of service over the 10-year period following preparation of the DC background study.

Further information related to the implications of the amendments to Transit is provided in Appendix A. The approach in this 2019 DC Transportation Background Study has taken into account these changes.

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1.2 Transportation Context The City of London’s strategic documents that provide context and direction for the long-term transportation system are summarized below.

The London Plan (2016) The City’s Official Plan – The London Plan – emerged from community consultation on city-building and set new goals and priorities to shape the growth, preservation, and evolution of London over the next 20 years. The London Plan was approved by Council on June 23, 2016, and by the Ministry of Municipal Affairs on December 28, 2016.

London’s population will grow substantially over the next 20 years and the form in which this growth takes place will have implications on infrastructure and operating costs. Two key directions of The London Plan that guide the development of the transportation system are to build a mixed-use compact city and to place a new emphasis on creating attractive mobility choices.

The London Plan introduced a new street classification system that sets the stage for context-sensitive city-building policies and mobility for Londoners. Each street classification has an intended character, goal and function for planning and design. The new street classifications and their equivalent classification under the previous Official Plan are presented in Exhibit 1.1.

[Note: In this transportation background study, the generic term “arterial road” will be used for all roads that serve a non-local function.]

The London Plan recommended the preparation of a Complete Streets Manual to guide the planning and design of streets using a “complete streets” approach and establish cross-sections and design parameters for the public realm. The Complete Streets Design Manual was approved by Council in August 2018. (Refer to page 4 for more information on the Complete Streets Design Manual.)

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Exhibit 1.1: The London Plan Street Classification

The London Plan Street Classifications

1989 Official Plan Street Classification

Provincial Highway Freeway Expressway Expressway

Arterial Rapid Transit Boulevard Arterial Urban Thoroughfare Arterial Civic Boulevard Arterial Main Street Arterial

Primary Collector Secondary Collector

Neighbourhood Connector Primary Collector Secondary Collector

Neighbourhood Street Local Rural Thoroughfare Arterial Rural Connector Arterial

Note: The specifics of each road classification are provided in more detail in The London Plan.

London 2030 Transportation Master Plan In 2012, Council approved A New Mobility Transportation Master Plan for London that set the vision and an implementation plan to guide how the City’s future population will move, live, work and play. The TMP was all encompassing and embraced provincial initiatives, sound engineering, financial prudence, and emerging planning principles to shape growth in London through to 2030 and beyond.

The TMP study was guided by a Council-supported vision that was transit focused and the recommendations of the TMP are primarily designed to provide sustainable transportation infrastructure, support a green and growing city, and support a strong economy. Achieving the vision requires that the City consider changing the way growth is managed and directing growth in a manner that supports an efficient and effective transit system.

The TMP identified five “Smart Moves” to achieve the vision: 1. Rethinking Growth to Support the Transportation Master Plan 2. Taking Transit to the Next Level 3. Actively Managing Transportation Demand 4. Greater Investment in Cycling and Walking Infrastructure 5. More Strategic Program of Road Network Improvements

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Rapid Transit Master Plan (2017) London’s Rapid Transit Master Plan identified and evaluated several rapid transit alternatives for London and recommended a preferred rapid transit alternative that met the City’s economic development, mobility and community building objectives while still being operationally feasible and economically viable.

The Rapid Transit Master Plan was approved by Council on July 25, 2017. The Master Plan report addressed Phases 1 and 2 of the Municipal Class Environmental Assessment Process. The Rapid Transit project is continuing under the Transit Project Assessment Process.

London Transit Commission Transit Network – Rapid Transit Integration Framework (2016) The London Transit Commission (LTC) developed a Rapid Transit Integration Framework to provide a strategy and financial plan to modify the LTC route network to better integrate with the proposed Rapid Transit network.

Changes to the LTC network were recommended based on service design principles to maintain connections, meet policy-based headways, provide direct service and minimize duplication with the Rapid Transit service. LTC routes were proposed to be altered or eliminated, and new routes were proposed to build upon a rapid transit spine.

The Rapid Transit Integration Framework was intended to provide strategic direction on how the LTC network should operate with Rapid Transit recognizing that the annual service plan process will lead to differences from the recommendations set out in the framework.

Complete Streets Design Manual (2018) The Complete Streets approach is a planning and design process that considers all the uses and users of a street. This includes travellers of all modes – pedestrians, cyclists, transit riders, and motorists – and the operations and maintenance of the street for those travellers.

In many ways, the City of London has already been designing more complete streets that include faciltiies or pedestrians and cyclists. In August 2018, Council approved the Complete Streets Design Manual which formally adopted the Complete Streets approach. In line with The London Plan, the City is encouraging the design and development of streets to more effectively meet the needs of all users of the street. Accommodating cycling and walking are key components of a Complete Streets approach where all streets are accessible and appropriate for the needs of all users regardless of age, ability and confidence. The Complete Streets Design Manual provides example street typologies and design guidance for each street classification that illustrate the desired cross-section and intersection design.

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Going forward, it is envisioned that all road projects in London, including projects identified in this Transportation Background Study, will be planned and designed using the Complete Streets approach.

1.3 Inside this Report The Transportation Background Study is organized as follows:

Chapter 2: Policy Considerations – this chapter provides an overview of policies that determine road and transit infrastructure that are eligible for development charges.

Chapter 3: Future Transportation Needs – this chapter describes future travel demand needs and the recommended road and transit infrastructure to accommodate growth.

Chapter 4: Roads Program – this chapter documents the historical and planned levels of service, applicable deductions, allocation of eligible costs to growth and a summary of the road infrastructure costs.

Chapter 5: Transit Program – this chapter documents the planned level of service, applicable deductions, allocation of eligible costs to growth and a summary of the transit infrastructure costs.

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2 Policy Considerations Transportation-related services that are eligible for DC funding include improvements to all roads under the City’s jurisdiction that service a non-local function. Local services are considered to be a direct developer responsibility and may be recovered under other agreements with the landowner or developer. DC-eligible roads typically have one of the following classifications in The London Plan:

• Provincial Highway • Expressway • Rapid Transit Boulevard • Urban Thoroughfare

• Civic Boulevard • Main Street • Rural Thoroughfare • Rural Connector

Other transportation infrastructure under the City’s jurisdiction that supports alternative modes of transportation, such as sidewalks, multi‐use paths, bikes lanes, and transit stops are also eligible for DC funding.

2.1 Local Service Policies Transportation infrastructure that provides a local service, such as Neighbourhood Streets and Neighbourhood Connectors, are considered local services and construction is undertaken at the developer’s expense. Local service examples, consistent with the City’s current by-law, include, but are not limited to:

• Connections of all new streets, roads, cycling lanes, ramps or entrances to the existing road infrastructure, including features and design details.

• Any upgrade or reinforcement of a sidewalk across the development’s access beyond City standards. Local services also include pedestrian paths, walkways, bridges and tunnels, including related lighting and signage.

• Traffic signals installed at all entrances that do not meet MTO warrants are local services.

• Street lighting at intersections with existing roads are also the developer’s responsibility, where required by the development agreement.

• Restoration of any utility cuts or damage created by construction activities are the developer’s responsibility, along with the costs related to the upgrading or relocation of any utility plant, unless necessitated by the roadwork.

• Other defined local services include various works along the development frontage, such as tree planting or placing fill, retaining walls, temporary works, noisewalls, topsoil and sod to the end of an existing sidewalk or road.

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2.2 DC-Eligible Roadworks Road projects that are fully or partially driven by growth are eligible for DC funding. Examples of DC-eligible roadworks are provided below.

2.2.1 Major Roadworks The cost of constructing a new arterial road, extending an arterial road, widening an arterial road, or constructing major intersection improvements such as roundabouts are eligible for DC funding, including the costs for structures, utility relocation, noise barrier walls, engineering, contingency and land acquisition.

The benefit to existing development (Non-Growth) is determined using a road rehabilitation approach where the cost of rehabilitating the existing road surface is considered to be the share allocated to existing development.

2.2.2 Two-Lane Arterial Upgrades Two-lane Arterial Upgrades that are driven by increased traffic volumes and safety concerns are eligible for DC funding. As with Major Roadworks, the benefit to existing development (Non-Growth) is determined using a road rehabilitation approach where the cost of rehabilitating the existing road surface is considered to be the share allocated to existing development.

2.2.3 BRT-Related Arterial Roadworks Arterial roadworks on BRT corridors are eligible for DC funding, including the costs for the structures, utility relocation, noise barrier walls, engineering, contingency and land acquisition.

The benefit to existing development (Non-Growth) is determined using a road rehabilitation approach where the cost of rehabilitating the existing road surface is considered to be the share allocated to existing development.

2.2.4 Minor Roadworks Minor Roadworks, including traffic signals, channelization, sidewalks and street lighting, that are needed to accommodate increased traffic volumes are eligible for DC funding and considered to be 100% attributable to Growth.

Minor Roadwork projects that have been identified in the program are included as a proxy and specific projects may change depending on emergent needs as identified by the City Engineer.

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2.2.5 Additional Programs Urban Intersections The need for intersection improvements can arise from growth that is not in the areas immediately adjacent to the intersection. As growth continues city-wide, the City has a program to implement necessary intersection improvements, including traffic signals, street lighting and sidewalks. On average two urban intersections are upgraded each year.

Rural Intersections Growth within the City, particularly within the periphery of the urban area, can lead to urban traffic using rural roads. Upgrades to rural roads are required to address traffic volumes and safety considerations. The City has a program to implement necessary intersection improvements at a rate of one rural intersection per year.

Active Transportation Active transportation plays an important role in providing mobility to residents and workers in the City of London. As identified in the London 2030 TMP, active transportation is key to offering choice to the public. Active transportation facilities, such as sidewalks, multiuse paths, and bicycle lanes, are important components of the overall transportation system. The London ON Bikes Cycling Master Plan (2016) developed a network of on- and off-road cycling facilities, and an action and implementation plan to achieve the city-wide vision for cycling.

Where active transportation connections are not completed through other City projects, this program completes the network through infill projects.

Advance Purchase of Land The advance purchase of lands for future road projects can eliminate the elevated cost of speculation and legal expenses associated with expropriation, saving costs for the City in the long run. For example, significant land property needs have been identified in preliminary design studies for intersections along Veteran’s Memorial Parkway. This program allows the City to purchase lands for future road projects on an opportunity basis.

Road Class Oversizing Occasionally the City may require a developer in a growth area to upgrade a road servicing their individual development plan to a wider or higher standard to accommodate growth over a larger area. Oversizing such a road can represent a cost saving to the City as it can eliminate the need for additional road capacity elsewhere in the network.

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Strategic Links A new policy is proposed for roadway segments that are identified as Strategic Links in the road network. Where proposed Neighbourhood Connectors and Neighbourhood Street are missing from the road network but would provide much needed connectivity for the community, these road segments may be designated by the City as a Strategic Link that is eligible for DC funding. A list of identified Strategic Links is included in Appendix C. It is noted that these projects have been included as a proxy and may change dependent on emergent needs as identified by the City Engineer.

Transportation Intelligent Mobility Management System The City of London is undertaking a Transportation Intelligent Mobility Management System (TIMMS) project to modernize and upgrade the City’s traffic signal systems. The TIMMS project is needed to provide a more responsive traffic signal system to adapt to growing travel needs. With growth across London, additional travel demands are being made on the City’s roadways. TIMMS will apply new technologies to operate existing infrastructure more efficiently and effectively, adding capacity to the road network where it is not possible to physically expand road due to space limitations and cost.

The various components of the TIMMS project are eligible for DCs under different service categories. The acquisition and installation of equipment are under the Roads category.

2.3 DC-Eligible Transit Projects

2.3.1 BRT Stops In the 2014 DC, the cost of supporting transit infrastructure was included as part of the BRT-Related Arterial Roadworks. For the 2019 DC, the cost of BRT stops to support the expansion of the transit network have been separated from the arterial roadworks and included in the Transit program.

2.3.2 Transit Fleet The capital cost of acquiring BRT and conventional transit fleet to service an expanded transit network is eligible for DC funding.

2.3.3 Maintenance Facilities The 2014 DC study took into consideration the need for new bus storage, maintenance and fueling/washing facilities for transit.

The 2019 DC study recognizes that a new transit maintenance facility or expansion of an existing maintenance facility will be required to accommodate the increase in transit fleet for the BRT and conventional bus networks.

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2.4 Eligibility of Other Transportation-related Projects

2.4.1 Operation Centres Operation Centres have not been funded by DCs in the City of London. In August 2016, Council endorsed adding Operation Centres for potential DC recovery as a part of the 2019 DC review process. The City is currently undertaking an Operation Centres Master Plan to establish needs over the next 20 years. Operation Centres service Public Works, Parks, Forestry and other City departments.

With the expansion of the transportation network to accommodate growth, there is a resulting increased need for vehicles, equipment and facilities to construct, operate, and maintain an expanded network.

The City should consider Operation Centres that service Public Works, Parks Forestry, and other City departments as a service category within the DC and consider the associated land, facility, vehicle and equipment needs to accommodate growth.

2.4.2 Growth-related Transportation Studies A range of transportation-related studies are considered growth-related, and it is very common for municipalities to include these costs within their DC rate calculations. London’s 2014 DC study included Corporate Growth Studies as a service category. Within the Corporate Growth Studies component of the 2019 DC study, the following transportation-related studies include, but are not limited to: London Cycling Master Plan, Transportation Master Plan, Transportation Development Charge Studies; Long Term Corridor Protection – EA Studies, Traffic Impact studies and Transportation Master Plan Monitoring.

2.4.3 TIMMS Transportation Management Centre The Transportation Intelligent Mobility Management System (TIMMS) project will include a Transportation Management Centre (TMC) to oversee operations on the transportation network during peak periods. This upgrade would include new central traffic signal management software, additional vehicle sensors to assist in real-time incident management, pilot “adaptive” traffic signals to modify timings in real-time, and a communication system upgrade to support modern sensors and devices.

The various components of the TIMMS project are eligible for DCs under different service categories. The Transportation Management Centre and the necessary software to run the system will be under the Operation Centres category.

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3 Future Transportation Needs

3.1 Growth Watson & Associates were retained by the City of London to develop growth forecasts for 2016 to 2044 for the City’s Development Charges Background Study. The analysis undertaken in this Transportation Background Study adopted the population and employment forecasts in the Population, Housing and Employment Growth Forecast report by Watson & Associates dated February 1, 2018. The City’s population and employment projections are summarized in Exhibit 3.1.

Exhibit 3.1: Population and Employment Forecasts

Total Population Households Total Employment

2019 409,000 170,200 203,500 2024 435,100 181,600 214,900 2029 458,100 192,200 226,100 2034 475,100 202,500 237,200 2039 489,700 212,600 247,600 2019-2039 Growth +80,700 +42,400 +44,100

2019-2039 Growth (%) +20% +25% +22%

Source: City of London Population, Housing and Employment Growth Forecast, 2016 to 2044, Figure D-4 and Figure E-2a (Watson & Associates, February 1, 2018). Total Employment includes No Fixed Place of Work employment that is not included at the traffic zone level for travel modelling.

3.2 Travel Forecasting Model London’s updated Travel Forecasting Model is a tool used to predict and analyze travel behaviour in the City of London and the wider London Census Metropolitan Area. The Travel Forecasting Model was recently redeveloped and is now a state-of-practice multi-modal forecasting tool that is sensitive to a wide range of socio-demographic, transportation policy, and infrastructure changes. The model was calibrated to 2016, using demographic and travel data from a new household travel survey and the latest Census.

Using population and employment forecasts at the traffic zone level developed by the City for the DC horizon years, the updated model was used to develop traffic and transit forecasts for this Transportation Background Study.

The base network assumptions for 2029 and 2039 are presented in Exhibit 3.2. This formed the starting point of developing the future transportation network.



Exhibit 3.2: Model Network Assumptions Infrastructure 2016 2029 2039 Transit LTC Routes (conventional)

2016 service

Rapid Transit Integration Framework - 2027 proposed network

Rapid Transit Integration Framework - 2035 recommended network

London BRT n/a Full BRT Routes (assume complete before 2029)

Same as 2029

Roads Arterial roads 2016

conditions 2016 network + completed projects (2017-2019)+ committed projects in 2016 Capital Budget

2016 network + completed projects (2017-2019) + committed projects in 2016 Capital Budget

Highway 401 2016 conditions

2016 conditions plus committed projects in 2016 Capital Budget

Same as 2029

Highway 402 2016 conditions

Same as 2016 Same as 2029

The planned population and employment growth in London will result in a corresponding increase in travel demand as summarized in Exhibit 3.3. Total travel demand is projected to increase by 24% between 2016 and 2039. However, the rate of growth by mode will vary, with daily auto trips growing by 18% and daily transit trips growing by 75%. This significant increase in transit demand reflects the City’s vision for a more transit-oriented city with the implementation of rapid transit and supporting development policies. Expansions to the transportation network will be required to accommodate the projected travel demand and efficiently and effectively move residents and workers in and around London.

Exhibit 3.3: Travel Forecasting Model Growth Estimates (2016 to 2039)

2016

(Model) 2039 Forecast

(Model) 2016-2039

Growth Total Trips (Daily) 1,084,900 1,342,500 +24% Auto (driver + passenger) Trips (Daily) 846,200 997,000 +18% Transit Trips (Daily) 88,000 154,100 +75% Transit Mode Share 8.1% 11.5% +42% Walking and Cycling Trips (Daily) 150,800 191,400 +27% AM veh-km travelled 343,800 421,800 +23% AM veh-h 6,500 7,900 +22% AM transit trips 6,100 10,000 +64% PM veh-km travelled 448,100 552,200 +23% PM veh-h 8,600 10,500 +22% PM transit trips 7,400 13,100 +76%



3.3 Recommended 2039 Road Network Building upon the planned road network identified in the 2014 DC transportation background study, planned projects in the Capital Budget, input from City staff and review of network needs identified through travel demand modelling, a recommended road network was developed. The elements of the recommended road network are summarized in Exhibit 3.4 and illustrated in Exhibit 3.5.

Exhibit 3.4: 2039 Road Network

Road Name Limits Improvement Adelaide Street CP Rail Grade Separation

Adelaide Street North Fanshawe Park Road to Sunningdale Road

2 to 4 through lanes

Boler Road-Sanatorium Road

Oxford Street to Commissioners Road


Bostwick Road Pack Road to Wharncliff Road 2 to 4 through lanes

Bradley Avenue Dearness Drive to Pond Mills 2 to 4 through lanes

Bradley Avenue Pond Mills Road to Highbury Avenue 2 to 4 through lanes

Bradley Avenue Extension

Jalna Boulevard to Wharncliffe Road New 4 through lanes

Bradley Avenue Extension

Wonderland Road to Bostwick Road New 4 through lanes

Clarke Road Veterans Memorial Parkway Extension to Fanshawe Park Road


Colonel Talbot Interchange

At Highway 401 Interchange

Commissioners Road East

Highbury Ave to Jackson Road 2 to 4 through lanes

Commissioners Road West

Wonderland Road to Cranbrook Road

2 to 4 through lanes with centre turn lane

Commissioners Road West

Cranbrook Road to Springbank Drive – new alignment

3 through lanes

Dingman Drive Eastern approach of Dingman Drive/ Hwy 401 bridge to 150 m east of Wellington Road


Dingman Drive At Highway 401 Hwy 401 Bridge Expansion

Hamilton Road Old Victoria Road to Veterans Memorial Parkway


Oxford Street West Commissioners Road to Westdel Bourne


Oxford Street West Sanatorium Road to Commissioners Road




Road Name Limits Improvement Philip Aziz Avenue Western Road intersection to

Thames River Improvement

Pond Mills Underpass At Highway 401 Hwy 401 Bridge Expansion

Southdale Road West Colonel Talbot Road to Bostwick Road


Southdale Road West Bostwick Road to Pine Valley Boulevard


Sunningdale Road Wonderland Road to 150 m west of Richmond Street


Sunningdale Road 150m west of Richmond Street to 150m east of Richmond Street


Sunningdale Road 150m east of Richmond Street to Bluebell Road


Sunningdale Road Adelaide Street to Bluebell Road 2 to 4 through lanes

Veterans Memorial Parkway

Huron Street to Clarke Road New 2 through lanes


Huron Street to Clarke Road 2 to 4 through lanes


Oxford Street to Huron Street 2 to 4 through lanes


Bradley Avenue Interchange Interchange

Victoria Bridge Bike Lanes

Prorated share of bridge widening Bridge widening

Wharncliffe Road Becher Street to Springbank Drive 2 to 4 through lanes

Windermere Road Western Road to 150 m east of Richmond Street


Wonderland Road North

Sunningdale Road to Fanshawe Park Road


Wonderland Road Oxford Street to Beaverbrook Avenue


Wonderland Road Beaverbrook Avenue to Sarnia Road 4 to 6 through lanes and CP Structure

Wonderland Road Oxford Street to Riverside Drive 4 to 6 through lanes

Wonderland Road CN Structure between Riverside Drive and Oxford Street

Widening CN Structure

Wonderland Road Riverside Drive to Springbank Drive 4 to 6 through lanes

Wonderland Road Springbank Drive to Commissioners Road


Wonderland Road Commissioners Road to Southdale Road




Road Name Limits Improvement Wonderland Road Exeter Road to Hwy 402 2 to 4 through lanes

Dingman Drive / White Oak Road Roundabout

Exeter Road / Wellington Road Intersection improvement

Fanshawe Park Road / Richmond Street Intersection improvement

Hamilton Road / Highbury Avenue Intersection improvement

Hamilton Road / Egerton Street Optimization

Hamilton Road / Commissioners Road Roundabout

Hamilton Road / Gore Road Roundabout

Oxford Street / Gideon Drive Roundabout

Oxford Street / Hyde Park Road Intersection improvement

Oxford Street / Wharncliffe Road Intersection improvement

Oxford Street / Wonderland Road Intersection improvement

Pack Road / Colonel Talbot Road Intersection improvement

Riverside Drive / Wonderland Road Intersection improvement

Sarnia Road / Philip Aziz Avenue / Western Road Intersection improvement

Southdale Road / Colonel Talbot Road Roundabout

Springbank Drive / Wonderland Road Intersection improvement

Sunningdale Road / Hyde Park Road Roundabout

3.3.1 Highway 401 Improvements and Interchanges A number of Highway 401 interchanges and improvements have been included as part of the road program. These interchange improvements provide the City with a cost-effective opportunity to improve capacity and access to Highway 401 with MTO funding over three quarters of the project costs. The City’s share in principle estimates the growth share of London and the non-growth benefit to London’s existing population. Provincial investment on Highway 401 will open up new development opportunities for lands along the main transportation and goods movement corridor in Southwest Ontario.

The proposed interchanges and improvements on Highway 401 include:

• Colonel Talbot interchange improvements

• Pond Mills underpass widening at Highway 401

• Dingman Drive bridge widening at Highway 401



The planned interchange expansion at Highbury Avenue is fully funded and is not considered part of the proposed road program.

3.3.2 Affordability The initial assessment of the 2039 road network identified a long list of projects to address network deficiencies. The individual projects and overall network were reviewed further to optimize the program for affordability. A number of proposed roadworks projects were deferred beyond the 20-year planning period of the DC. This deferral resulted in a reduction of $186 million from total estimated cost of the capital program.


IBI GROUP Final Report London Development Charges Transportation Background Study Prepared for City of London Exhibit 3.5: Recommended Transportation Network



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3.4 Recommended Transit Network The recommended transit network builds upon the Rapid Transit Master Plan (approved by City Council in July 2017) and the recommended design for the BRT project as outlined in the draft Environmental Project Report (EPR) that was approved by City Council on May 8, 2018, to proceed to the Transit Project Assessment Process. The recommended BRT design described and illustrated in the draft EPR represents a detailed concept that has reached an approximate 30% design level. With the design advanced to this extent, the environmental assessment for BRT establishes corridor configurations and identifies conservative assumptions for project land needs. The BRT network, also shown in Exhibit 3.5, is made up of a north-east and a south-west route totalling to approximately 24 km of primarily dedicated transit lanes that are planned to run at 5 and 10 minute frequencies during peak periods, respectively. A park-and-ride facility is proposed to be located on Exeter Road near Highway 401. The BRT network is located along major employment areas, nodes and activity centres across the city, including shopping malls, post-secondary institutions, hospitals and other medical centres and the downtown. For the majority of the network, rapid transit buses will operate in dedicated centre-running lanes and within the downtown couplet buses will operate in dedicated curb-side lanes. The construction of the BRT network will generally require full roadway reconstruction resulting in renewed underground infrastructure and coordination with capital lifecycle needs along these corridors. Other features of the BRT system include:

• 28 new 60-foot articulated buses added to the current fleet; • 38 modern, accessible transit stops with enclosed areas and real-time

information; • modifications to existing structures (bridges, culverts, etc.); • intelligent transportation systems to support efficient reliable transit

operations; • improved streetscaping in accordance with the guidelines for Rapid

Transit Corridors and Transit Villages; and • consideration of cycling and pedestrian modes where possible in keeping

with the “complete streets” principles. The BRT project is now completing its planning and consultation phase through the Transit Project Assessment Process (Ontario Regulation 231/08) and is set to wrap up in fall 2018. Construction for the BRT is slated to begin in 2020.

BRT will be integrated with local and express bus routes to support increased transit service. LTC has identified a rapid transit integration framework with changes to route alignments and frequencies to support the BRT corridors. The recommended conventional transit network is to adopt the rapid transit integration framework in principle. It is expected that once the BRT routes are in operation, bus routes may be modified and adjusted as necessary to meet actual demands but will follow the general integration framework.



4 Roads Program

4.1 Level of Service The Development Charges Act requires that the future service level provided through development charge funds not exceed the average service level that has been provided in the preceding 10 years, unless a compensating deduction is made in the calculation.

Consistent with the 2014 DC, the service level for the road network is measured in terms of quantity (lane-km per capita) and quality (replacement cost per capita).

4.1.1 Quantity Road network quantity is measured as the total lane-km of arterial roads under the jurisdiction of the City of London. In the previous transportation background study, the quantity of roadways was measured against population only and does not consider employment. Measuring service levels on a per capita and employment basis would provide consistency with the City’s practice of allocating DC-eligible road costs to residential and non-residential development.

The total lane-km of arterial roads in London for each of the last 10 years is shown in Exhibit 4.1. The average lane-km of arterial per capita is 2.19 lane-km for every 1,000 persons and jobs.

Exhibit 4.1: Historical (10-year) Lane-km per Capita

Year Lane-km Total Population

Total Employment

Lane-km per 1000 Population + Employment

2008 1247.7 367,700 194,500 2.22 2009 1247.7 370,500 194,900 2.21 2010 1252.5 373,400 195,400 2.20 2011 1253.4 376,200 195,900 2.19 2012 1256.3 379,800 196,200 2.18 2013 1263.2 383,400 196,400 2.18 2014 1280.2 387,100 196,700 2.19 2015 1290.0 390,700 197,000 2.19 2016 1292.0 394,300 197,300 2.18 2017 1303.0 399,200 199,300 2.18

Average 2.19 2039 1400.4 489,700 247,600 1.90

1. Population includes undercount and institutional 2. Employment includes No Fixed Place of Work



By 2039, the recommended road projects will add 97.4 lane-km to the road network, resulting in a total of 1,400 arterial lane-km. With the projected population and employment, the future quantity of arterial roads is 1.9 lane-km for every 1,000 persons and jobs.

The proposed future network does not exceed historical service levels for quantity.

4.1.2 Quality In determining the quality of the road network, the replacement cost of the arterial road assets is used.

As with road network quantity, it is also noted that in the previous transportation background study, the quality of roadways was measured against population only. Measuring service levels on a per capita and employment basis would provide consistency with the City’s practice of allocating DC-eligible road costs to residential and non-residential development.

The total replacement cost of the arterial road assets was calculated using information from the City’s State of Infrastructure Report (2013) and Road Matrix Network Summary Analysis Report (2017) which identified an arterial replacement cost of $101/m2.

Exhibit 4.2 shows the historical 10-year replacement cost for London arterial roads. The average arterial road replacement cost per capita for the past 10 years is $840 for every 1,000 persons and jobs.

By 2039, the recommended road projects will increase the replacement cost of the road network to $536,283,000. With the projected population and employment, the future replacement cost is $$727 for every 1,000 persons and jobs.

The proposed future network does not exceed historical service levels for quality.



Exhibit 4.2: Historical (10-year) Replacement Cost

Year Replacement Cost of Arterial Road Assets

(2017$)1 Total

Population2 Total

Employment3

Replacement Cost 1000

Population + Employment

2008 $477,807,000 367,700 194,500 $850 2009 $477,807,000 370,500 194,900 $845 2010 $479,645,000 373,400 195,400 $843 2011 $479,990,000 376,200 195,900 $839 2012 $481,100,000 379,800 196,200 $835 2013 $483,742,000 383,400 196,400 $834 2014 $490,253,000 387,100 196,700 $840 2015 $494,006,000 390,700 197,000 $841 2016 $494,771,000 394,300 197,300 $836 2017 $498,984,000 399,200 199,300 $834

Average $840 20394 $536,283,000 489,700 247,600 $727

1. Replacement cost based on a unit arterial replacement cost of $382,950/lane-km ($101/m2) 2. Population includes undercount and institutional 3. Employment includes No Fixed Place of Work 4. 2039 replacement cost based on the 97.4 lane-km added to the network.

4.2 Development Charge Implications The following sections outline the methodology used to determine benefit to existing (Growth/Non-Growth) allocation, post-planning period benefit and final costs to be used to calculate development charge rates associated with future transportation needs driven by growth. For road-related services the DC planning period is 20-years. For transit services, the DC planning period is 10-years.

Deductions for grants, subsidies and contributions are project-specific and applied only where funds from developers or other levels of government are anticipated to be collected by the City. Prior funding that the City has already collected has also been identified where applicable on a project-specific basis.

4.2.1 Non-Growth Share Deduction Consistent with the previous DC Background Study and By-law, the benefit to existing (allocation to Non-Growth) determination is described below:

1. For Major Roadworks and Two-Lane Arterial Upgrades required to address traffic growth and safety concerns, the benefit to existing development (Non-Growth share) was calculated as follows:



• The 20-year rehabilitation costs for the existing roadways in question shall be estimated and become the Non-Growth share for the DC calculation purposes. The rehabilitation cost was estimated to be the cost of resurfacing the existing lanes with a service life of 13.3 years:

− 2-lane road = $548,000/km

− 3-lane road = $822,000/km

− 4-lane road = $1,096,000/km

− 5-lane road = $1,370,000/km

• The estimate of the Non-Growth portion applied the rehabilitation costs above for all roadways and did not assume any additional pavement life due to recent restorations, or extended service life due to premium mix designs or low equivalent single axle loads.

2. For arterial roadworks related to BRT, the 2014 DC Background Study provided an 8.5% Non-Growth allocation for the total cost of the 11 BRT-related road projects based on the 20-year rehabilitation costs for the respective roadways. For the 2019 DC Background Study, the BRT-related road projects have been presented as five corridors rather than 11. Funds through taxes and DCs have been collected towards the BRT project. To maintain consistency, the average 8.5% Non-Growth share for the BRT-Related Arterial Roadworks is being carried forward.

3. New roads and road extensions are considered to be a 100% Growth need and 0% is allocated to Non-Growth.

4. Improvements at existing intersections and conversions of one-way streets to two way streets address traffic operations, network circulation and access required to accommodate increasing traffic demands. These improvements are considered primarily a Growth need. To recognize the benefit to existing development, the general approach that the rehabilitation cost of the existing intersection represents the Non-Growth Share was applied. Given the complexity in measuring the extent of the existing intersections, the average Non-Growth Share for Major Roadworks (excluding intersections, structures and new roads) was allocated to Non-Growth. For the 2019 DC, this average is 12.5%.

5. For the Highway 401 improvements and replacement of freeway interchanges, the ratio of the existing footprint / proposed footprint is identified as the Non-Growth share (including gore areas for ramps on the structure). The Non-Growth share for each freeway interchange in the 2019 DC is consistent with the 2014 DC.

− For the Pond Mills Underpass at Highway 401, the City is contributing to the expansion of the underpass to accommodate active transportation improvements within the planning period. The Non-Growth Share will reflect the active transportation purpose of the work.



6. For new grade separations required for railway crossings where a bridge does not currently exist, the ratio of the delay attributed to Growth is taken as the Growth share. The Non-Growth share for each new rail grade separations is consistent with the 2014 DC.

7. For the reconstruction of existing rail grade separations the ratio of the existing footprint / proposed footprint of the structure is identified as the Non-Growth share. The Non-Growth share for each reconstructed rail grade separation is consistent with the 2014 DC.

Minor Roadworks are required to address growth needs in emergent areas and bottlenecks in the transportation system that are attributed to growth. For example, additional traffic control devices are required to accommodate growth but the introduction of these traffic control devices typically reduces traffic flow and increases potential for conflict, congestion, weaving and different types of collisions. As such, the Non-Growth Share for Minor Roadworks is set at zero.

For the Additional Programs with annual funding to support growth-related projects, the Non-Growth Share is also set at zero with two exceptions:

• Active Transportation – the Non-Growth Share is set at 50% for infill active transportation projects that are funded by the Active Transportation program.

• TIMMS – the TIMMS project applies new technologies to operate infrastructure more efficiently adding capacity to the road network to address growing travel needs. This improvement is considered primarily a Growth need and 10% is allocated to Non-Growth.

4.2.2 Future Growth Benefit Deduction Major Roadworks and BRT-Related Arterial Roadworks A Future Growth Benefit (or post-period benefit) is applied where there is anticipated excess capacity at the end of the DC period. As in the 2014 DC, the Future Growth Benefit was determined with consideration of the recommended timing of the project relative to the DC planning period as presented in Exhibit 4.3.

Exhibit 4.3: Roads Future Growth Benefit (Post-period Benefit)

Project Timing Future Growth Benefit % 2019-2023 (0-5 years) 10% 2024-2028 (5-10 years) 20% 2029-2033 (10-15 years) 30% 2034-2038 (15-20 years) 45%



The approach taken by the City of London for Future Growth Benefit is conservative, applying a deduction of 10% or more on all arterial roadworks constructed within the planning period. This approach has been established in the 2014 DC background study as an accepted approach to the determination of Future Growth Benefit.

One exception to the above is the Pond Mills Underpass at Highway 401. The project timing of the underpass is tied to scheduled work being undertaken by the Ministry of Transportation in 2022. The City’s active transportation-related improvements on Pond Mills Road will likely occur later in the planning period, and the Future Growth Benefit for this project reflects the timing of municipal works.

Two-Lane Arterial Upgrades The infrastructure improvement program includes Two-Lane Arterial Upgrades located outside of the urban growth boundary. Along these arterials on or near the urban boundary, the improvement of intersections can lead to improvement of intersection approaches at or near future residential or commercial entrances. While these will not occur until the future, it is cost effective to include these improvements as part of the arterial upgrade construction. As there is no immediate need for these intersection improvements within the planning period, the cost of the intersection improvement is allocated to Future Growth.

A cost per intersection of $900,000 was assumed for intersections outside of the urban growth boundary, with half the valued used if the intersection is on the urban growth boundary. The Future Growth Benefits fro Two-Lane Arterial Updates is shown in Exhibit 4.4.

Minor Roadworks and Additional Programs Future Growth Benefit deductions have not been applied to minor roadworks and other annual programs where cost has been estimated based on annual capital expenditure requirements.



Exhibit 4.4: Future Growth Benefits for Two-Lane Arterial Upgrades Project Limits Within

Urban Area

No. of Inter-

sections

Cost per inter-

section

Future Growth Benefit

Bostwick Road

Pack Road to Southdale Road

Yes

Colonel Talbot

300m South of Southdale Road to James Street

Boundary 1 $450,000 $450,000

Dingman Drive

White Oak Road to western approach of Dingman Drive/Hwy 401 Bridge

Boundary 1 $450,000 $450,000

Huron Street Veterans Memorial Parkway easterly to railway

Yes

Kilally Road Webster Street to Clarke Road

Yes

Pack Road Colonel Talbot Road to Bostwick Road

Yes

South Street & Grey Street

One-way sections Yes

Southdale Road

Wickerson Road to Byronhills Drive

No Boundary

1b 1

$900,000 $450,000

$1,350,000

Sunningdale Road

South Wenige Drive to Highbury Avenue

Yes

Sunningdale Road

Highbury Avenue to Clarke Road

No 1 $900,000 $900,000

Sunningdale Road

Hyde Park Road to Wonderland Road North

Boundary 0a

White Oak Road

Exeter Road to 400 m south

Yes

Wickerson Road

Southdale Road to 650 m north

No 0b

Wilton Grove Commerce Road to City Limits

No

2 $900,000 $1,800,000

a. Sunningdale Road / Hyde Park Road intersection included in major roadwork project. b. Southdale Road / Wickerson Road intersection included in Southdale Road project.



4.2.3 Allocation of DC Eligible Capital Costs by Development Type The growth-related costs for projects in the Roads Program are shared between residential and non-residential uses based on the proportion of the residential and non-residential growth projected through the 20-year DC planning period as shown in Exhibit 4.5.

Exhibit 4.5: Anticipated Residential and Non-Residential Growth

DC Horizon

Year

Residential Non-Residential

Population Employment (excl. WAH, NFPOW)

Total Commercial Institutional Industrial 2019 409,000 171,800 79,200 56,100 36,100

2039 489,700 206,800 96,000 67,900 42,500

Roads Program (20-year DC Planning Period) Growth 2019-2039 80,700 35,000 16,800 11,800 6,400

Allocation 69.7% 30.3% 14.5% 10.2% 5.6% Note: Values in table are subject to rounding.

It is noted that the non-residential allocations excludes Work at Home, as this category does not fit the industrial, commercial or institutional land use designations. This approach is consistent with the 2014 DC.

The non-residential allocation also excludes No Fixed Place of Work. This category of employment incudes construction workers who have a different location to report to work on a daily or weekly basis, contractors who work at a variety of client’s sites, etc. These workers cannot be linked to a specific development location. This approach is consistent with the 2014 DC.

4.3 Costing of Roadworks The estimated costs for the roads program (Major Roadworks, BRT-related Arterial Roadworks, and Minor Roadworks) were developed and assembled from various sources as described below.

4.3.1 Major Roadworks Per metre roadway construction costs were developed for this DC update, as summarized in Exhibit 4.6. These roadway unit costs assumed a typical cross-section, in line with examples in the City’s Complete Street Design Manual (example cross-sections are shown in Exhibit 4.7) that included vehicular travel lanes, bike lanes, sidewalks, street lighting and traffic signals and incorporated cost information from recent road construction bids received by the City of London.



The roadway unit cost (per metre) was used as the basis for the roadway construction cost. Additional cost that were incorporated in the development of the total project cost included:

• New or widened structures (culverts, bridges, interchanges) (Note: cost estimate accounts for the additional width of the structure only and does not include replacement nor rehabilitation of the existing structure);

• Noise walls (where residential land uses abut the project);

• Utility relocation (10% of construction cost);

• Engineering (15% of construction cost);

• Contingency (10% of construction cost);

• Property (including raw land cost, on-site alterations, appraisals, surveying and legal); and

• Additional complexities on a project-specific basis (i.e. railway diversions, environmentally sensitive areas, fill, poor soil conditions, hydro towers, etc.).

On average, per metre road construction costs have increased 12% since the 2014 DC. This is in line with construction price indexes from Statistics Canada that indicate that the construction union wage rate index has increase by 13% in London over the 5-year period between 2012 and 2017.

Where recent Environmental Assessment studies or other more detailed cost estimates undertaken by the City were available, those cost estimates were used.


IBI GROUP Final Report London Development Charges Transportation Background Study Prepared for City of London Exhibit 4.6: Roadway Construction – Per Metre Costs

Existing Cross-Section

Proposed Cross-Section Unit Unit Cost Unit Cost

2014 DC Unit Cost

2014 DC Unit Cost

Widening Full

Reconstruction Widening Full

Reconstruction Widening 2-lane rural arterial 4-lane rural arterial m $3,400 $4,500 $3,100 $3,400 4-lane urban arterial m $3,800 $5,100 $3,200 $4,600 5-lane urban arterial m $4,300 N/A $3,800 $5,000 2-lane urban arterial 4-lane urban arterial m $3,600 $5,300 $3,400 $4,600 5-lane urban arterial m $4,100 $5,770 $4,000 $5,300 6-lane urban arterial m $4,600 $6,500 $4,200 $5,600 4-lane urban arterial 5-lane urban arterial m $2,800 $2,300 N/A 6-lane urban arterial m $3,200 $2,800 N/A New Construction - 2-lane rural arterial m $2,900 $2,800 - 4-lane rural arterial m $4,100 $3,700 - 2-lane urban arterial m $3,500 $3,200 - 4-lane urban arterial m $4,600 $4,200 - 5-lane urban arterial m $5,200 $4,700 Intersections Roundabouts (typical) each $2,500,000 Intersection Improvements each $2,000,000

to $5,000,0001

Other Culvert / Bridge m2 $4,600 $4,000 Interchange m2 $5,900 $5,200 Noise Walls $1,560 $1,200

1. Constructions costs vary by location and complexity.



Exhibit 4.7: Example Complete Streets Cross-Sections (Complete Street Design Manual) Urban Thoroughfare

Civic Boulevard

Source: London Complete Street Design Manual, August 2018.



Exhibit 4.7: Example Complete Streets Cross-Sections (continued) Rural Thoroughfare

Source: London Complete Street Design Manual, August 2018.

4.3.2 Two-Lane Arterial Upgrade The cost of Two-Lane Arterial Upgrades are based on the per metre roadway cost. Additional cost that were incorporated in the development of the total project cost included:

• New or widened structures (culverts, bridges, interchanges);

• Utility relocation (10% of construction cost);

• Engineering (15% of construction cost);

• Contingency (10% of construction cost); and

• Additional complexities on a project-specific basis (i.e. environmentally sensitive areas, fill, poor soil conditions, hydro towers, etc.).

4.3.3 BRT-Related Arterial Roadworks The cost for all BRT-related Arterial Roadworks are consistent with the cost estimates developed for the draft Environmental Project Report (April 2018) for the BRT project. The BRT-related Arterial Roadworks includes costs for the following elements:

• General traffic lanes, BRT lanes, intersection turn lanes, and any related road widenings required to accommodate the BRT lanes;

• Traffic signal modifications;



• Environmental mitigation;

• Retaining walls, noise walls or other barriers and fencing;

• Bridge structures;

• Landscaping;

• Lighting;

• Modifications to municipal services (storm sewers, sanitary sewers, and watermains) due to conflict and Rapid Transit infrastructure;

• Property; and

• Utilities, due to conflict and Rapid Transit infrastructure and in accordance with applicable cost sharing agreements.

The BRT costs used in the DC program are costs in real dollars (2018 values) which is consistent with values assigned to all other DC eligible projects. The BRT-related Arterial Roadworks cost excludes all costs related to stops, platforms, vehicles and maintenance facilities. These components of the BRT project are included under the Transit Program (see Section 5).

4.3.4 Minor Roadworks Costs for Minor Roadworks are based on the average recent actual costs in the City of London. The unit costs are presented in Exhibit 4.8

Exhibit 4.8: Minor Roadworks – Unit Costs

Minor Roadwork Unit Cost Channelization each $400,000 Sidewalks m $170 Streetlights m $400 Traffic Signals each $325,000

4.3.5 Additional Programs The City of London also undertakes a number of additional annual programs to implement infrastructure improvements. These include:

• Urban Intersections – on average two urban intersections are upgraded each year, with traffic signals and street lighting, at a cost of $1 million annually.

• Rural Intersections – on average one rural intersection is upgraded per year at a cost of $200,000 annually.

• Active Transportation Program – the cost to complete the on-road cycling network as identified in the London ON Bikes Cycling Master Plan,



excluding components of the cycling network that will be constructed as part of planned major roadworks, is $26,739,000.

• Advance Purchase of Land – a value of $4,400,000 is estimated to acquire lands for future road projects, including interchanges on Veterans Memorial Parkway.

• Road Class Oversizing – an annual average cost of $100,000 is estimated for the City’s share in oversizing development roads based on current spending trends.

• Strategic Links – the cost to construct the roadway segments that have been identified as Strategic Links is estimated at $13,380,000.

• Transportation Intelligent Mobility Management System – the cost to acquire and install equipment for the TIMMS project is 16,830,000.

4.4 Roads Capital Program The capital roadworks program for the DC period from 2019 to 2039 was prepared to identify the net costs of the road and roads-related improvements needed to accommodate travel demand associated with future development.

A summary of estimated costs for the construction of new roads, road widening, arterial upgrades, and pedestrian and cycling facilities is presented in Exhibit 4.9. The detailed capital program is presented in Appendix B. Additional information with respect to costing of infrastructure is provided in Appendix C.



Exhibit 4.9: Summary of Roads Capital Works Program

Period Total Estimated Cost Total Net Amount

Eligible for DC Period Total

Annual Average

Period Total

Annual Average

20-YEAR ROAD PROGRAM

Major Roadworks 2019-2023 $217,032,000 $43,406,000 $113,543,000 $22,709,000

2024-2028 $148,964,000 $29,793,000 $105,361,000 $21,072,000

2029-2033 $163,513,000 $32,703,000 $101,407,000 $20,281,000

2034-2038 $183,027,000 $36,605,000 $82,331,000 $16,466,000

Total $712,537,000 $402,642,000 Two Lane Arterial Upgrades 2019-2023 $43,071,000 $8,614,000 $26,908,000 $5,382,000

2024-2028 $29,607,000 $5,921,000 $24,604,000 $4,921,000

2029-2033 $19,250,000 $3,850,000 $17,058,000 $3,412,000

2034-2038 $6,380,000 $1,276,000 $5,053,000 $1,011,000

Total $98,308,000 $73,624,000

BRT-related Arterial Roadworks 2019-2023 $113,105,000 $22,621,000 $23,634,000 $4,727,000

2024-2028 $250,836,000 $50,167,000 $45,651,000 $9,130,000

2029-2033 - - - - 2034-2038 - - - - Total $363,940,000 $69,285,000 Minor Roadworks 2019-2038 $28,464,000 $5,693,000 $28,464,000 $1,423,000 Additional Programs 2019-2038 $87,349,000 $17,470,000 $72,296,000 $3,614,819

Total $1,290,597,000 $646,310,000



5 Transit Program As discussed in Section 1.1 and Appendix A, amendments to the Development Charges Act (DCA) and Ontario Regulation 82/98 came into effect on January 1, 2016, and the approach to Transit DCs has been updated accordingly.

The DC planning period for Transit is 10 years.

5.1 Planned Transit Level of Service The changes to the DCA have implications for the treatment of Transit Services. In particular, the Transit capital program is no longer constrained by a 10-year historical level of service. Rather, the increase in the need for transit service is restricted by the planned level of service over the 10-year period following the preparation of the DC background study.

For London, the planned level of transit service is identified in London’s Rapid Transit Master Plan (RTMP) and LTC’s Rapid Transit Integration Framework (post-2019 service plan). Through the Council-approved RTMP and draft Environmental Project Report (EPR), the City of London has committed to providing rapid transit service options for residents and workers in London to meet its growing transportation needs. The RTMP and draft EPR identified bus rapid transit (BRT) playing a major role in the transportation system, providing a practical and attractive alternative to the single-occupant car and reducing the need for additional road network capacity.

5.1.1 Service Frequency The following service frequencies were identified in the RTMP for the BRT.

Exhibit 5.1: BRT Service Frequencies

Service Frequency

Peak Period Off-peak Periods BRT – North 5 minutes 10 minutes BRT – East 5 minutes 10 minutes BRT – South 10 minutes 10 minutes BRT – West 10 minutes 10 minutes

To support the BRT service, LTC’s network of conventional bus services will be integrated as feeder routes to the BRT. Major routes that serve the BRT corridors are planned to operate in the peak periods with frequencies no more than twice the BRT frequency. For example, major connecting routes to the BRT North and BRT East are planned to have frequencies of 10 minutes during the peak periods to support 5-minute BRT frequency.



5.2 Increase in Need for Service The Transit capital required to provide the transit network described in Section 3.4 is summarized below for BRT fleet, conventional fleet, BRT stops and a new or expanded maintenance facility.

5.2.1 Fleet The fleet requirements for London were developed with input from LTC staff on future transit service and desired service frequency and drawing on route distances and route travel times estimated in the London Model. The estimated fleet requirement for 2029 is summarized in Exhibit 5.2.

The primary components of the increase in fleet requirements are the new BRT routes and the increase in service frequency of connecting feeder routes to the BRT as envisioned in the Rapid Transit Master Plan. The projected increase in fleet to provide the planned level of service to 2029 is 28 BRT buses and 21 conventional buses.

Exhibit 5.2: Fleet Requirements

2018

Actual 2029

Estimated Increase

BRT Fleet - 28 +28 Conventional Fleet 217 238 +21 Total 217 266 +49

The requirement for an additional 28 BRT vehicles and 21 conventional vehicles by 2029 is an increase of 23% to the City’s current transit fleet. This is significantly less than the projected increase in transit trips of 35% for the 10 year period as estimated by the London Travel Forecasting Model. We note that with the BRT coming on line within the planning period that many of LTC’s network of local transit routes will be modified, some routes may become shorter as they become feeder routes to the BRT and other routes will operate with improved productivity. As a result, fleet requirements are not increasing as rapidly as ridership growth.

It is also noted that a large proportion of the projected increase in transit ridership will be accommodated by the BRT network. The BRT fleet is planned to consist of high-capacity transit vehicles that can accommodate more passengers per vehicle than conventional buses.

5.2.2 BRT Stops New transit stops will be required along each of the new BRT routes to provide access and accommodate transfers between transit routes. In total there are 38 BRT stops and 74 platforms. Each stop provides one platform per direction with a few exceptions, including Capulet Lane, Masonville, Fanshawe and stops in



the downtown where the BRT operates within the one way couplet of Queens Avenue and King Street.

5.2.3 Maintenance Facility A new or expanded maintenance facility will be required to accommodate the expansion in fleet. An on-going study by LTC is determining fleet and facility needs to 2047. The recently completed draft Environmental Project Report for the BRT has allocated $12.5 M towards a new maintenance facility or expansion of an existing facility to accommodate BRT vehicles.

5.3 Development Charge Implications As noted in Section 1.1, amendments to the Development Charges Act (DCA) and Ontario Regulation 82/98 have implications for the approach to the calculation of the Non-Growth share and Future Growth Benefits for Transit services. The approach taken in the 2014 DC is no longer applicable.

It is also noted that unlike Roads, Transit services is limited to a 10-year benefitting period. However, the City’s planned BRT network is intended to lead to significant long-term service improvements for both existing and future developments. A ridership-based approach to the calculation of the Non-Growth share (or benefit to existing) and Future Growth benefits (or post-period benefit) is used.

A ridership-based approach would consider the overall anticipated growth in transit ridership over an appropriate timeframe. It is anticipated that the City’s transit mode share will grow from an estimated 8.6% in 2019 to 10.4% in 2029 to 11.5% in 2039. The DC calculation would consider the following: 1. The share of this ridership growth attributed to existing development. This

would become the Non-Growth share and be excluded from the DC calculation.

2. The share of ridership growth attributed to development anticipated within the legislated 10-year benefitting horizon for Transit services, from 2019 to 2028 in the case of London’s 2019 Transportation DC Background Study. This share would become the amount eligible for recovery through the 2019 DC By-law.

3. The share of ridership growth attributed to development anticipated beyond the 10-year benefitting horizon (from 2029 to 2039 as per ridership demand forecasts). This share would become the Future Growth Benefit share and would be made eligible for recovery through future DC By-laws.

It is noted that while this long-term, forward looking approach is appropriate for items such as BRT stops and maintenance facilities, a modified approach is more appropriate for bus fleet additions. Planned bus fleet additions within the 10-year benefitting horizon have an immediate relationship to service needs when placed into service, and the City will continue to add to its transit fleet as



ridership grows. As such, it is unnecessary to attribute a Future Growth Benefit share to transit fleet items.

5.3.1 Deductions for BRT Stops and Maintenance Facility To estimate the Non-Growth share for the BRT stops and maintenance facility, the London Model was used to estimate existing and future transit ridership demand. The relative change in mode share for the existing residents and workers would represent the incremental increase in transit trip making by existing development (Non-Growth).

Mode share is estimated to increase from 8.6% in 2019 to 11.5% in 2039. This change in mode share equates to an additional 57,300 daily transit trips. Of these trips, 32,400 trips or 57% are made by existing residents and workers as shown in Exhibit 5.3. A Non-Growth share of 57% was applied to the cost of the BRT stops and maintenance facility.

As the Transit Program has a 10-year DC planning period and the BRT network will service growth beyond the planning period, the Growth Share was proportionately allocated to the population and employment growth within the first 10 years (in period Growth) and the subsequent 10 years (Future Growth). A Future Growth benefit of 18% was applied to the cost of the BRT stops and maintenance facility.

Exhibit 5.3: Transit Non-Growth Share (Benefit to Existing) – BRT Facility and Stops 2019 2039 2019 to 2039 London total trips (all modes) 1,125,200 1,342,500

Transit trips 96,800 154,100 57,300

Transit mode share 8.6% 11.5%

Existing development transit trips based on future transit mode share

129,200 [1,125,200 x 11.5%]

Increase in existing development transit trips

32,400 [129,200 – 96,800]

Existing development share of total new transit trips (Non-Growth Share)

57% [32,400 / 57,300]

2019 to 2029 share (in period growth)

25% [(57,300 – 32,400)/57,300] x

57%a

2029 to 2039 share (Future Growth Share)

18% [(57,300 – 32,400)/57,300] x

(43%)

a. Where the proportion of population and employment growth between 2019 and 2029 is 57% of the total population and employment growth between 2019 and 2039.



5.3.2 Deductions for Fleet Unlike fixed transit infrastructure, transit fleet additions are based on an assessment of more immediate service needs. Typically, LTC purchases fleet on an annual basis to meet shorter-term projected demands. As such, it is more appropriate to consider a 10-year planning period for transit fleet needs with no allocation for Future Growth Benefits. The calculation of the Non-Growth share for fleet is shown in Exhibit 5.4.

Exhibit 5.4: Transit Non-Growth Share (Benefit to Existing) – Transit Fleet 2019 2029 2019 to

2029 London total trips (all modes) 1,125,200 1,252,700

Transit trips 96,800 130,300 33,500

Transit mode share 8.6% 10.4%


117,000 [1,125,200 x 10.4%]

Increase in existing development transit trips

20,300 [117,000 – 96,800]

Existing development share of total new transit trips

60% [20,300 / 33,500]

5.3.3 Allocation of DC Eligible Capital Costs by Development Type The growth-related costs for Transit projects are shared between residential and non-residential uses based on the proportion of the residential and non-residential growth projected through the 10-year DC planning period as shown in Exhibit 5.5.

Exhibit 5.5: Anticipated Residential and Non-Residential Growth

DC Horizon

Year

Residential Non-Residential

Population Employment (excl. WAH, NFPOW)

Total Commercial Institutional Industrial 2019 409,000 171,800 79,200 56,100 36,100

2029 458,100 189,900 87,400 62,600 39,500

Transit (10-year DC Planning Period) Growth 2019-2029 49,100 18,100 8,200 6,500 3,400

Allocation 73.1% 26.9% 12.2% 9.6% 5.1% Note: Values in table are subject to rounding.



5.4 Costing of Transit Projects The cost for BRT stops, platforms, fleet and maintenance facility are consistent with the cost estimates developed for the draft Environmental Project Report (April 2018) for the BRT project. The BRT costs used in the DC program are costs in real dollars.

The cost for conventional LTC fleet was estimated based on the current estimates in the City’s capital budget of $550,000 per vehicle.

5.5 Transit Capital Program The Transit capital program for the DC period from 2019 to 2029 was prepared to identify the net costs of the BRT stops, fleet and maintenance facility to accommodate travel demand associated with future development. A summary of estimated costs for Transit is presented in Exhibit 5.6. The detailed capital program is presented in Appendix B.

Exhibit 5.6: Summary of Transit Capital Program

Period Total Estimated Cost Total Net Amount

Eligible for DC Period Total

Annual Average

Period Total

Annual Average

10-YEAR TRANSIT PROGRAM Bus Rapid Transit

Maintenance Facility $12,500,000 $1,206,000

BRT Fleet $28,000,000 $3,064,000

BRT Stops $34,172,000 $3,296,000

Total $74,672,000 $7,467,000 $7,557,000 $756,000

Conventional Transit

Conventional Fleet $11,550,000 $1,155,000 $4,620,000 $462,000

Total $86,222,000 $12,187,000



6 Summary The findings of the Transportation Background Study will be input to the 2019 DC By-law and calculation of the DC rates Roads and Transit.

Under the Roads program, a net amount of $646,310,000 is eligible for DC funding.

Under the Transit program, a net amount of $12,187,000 is eligible for DC funding.

The above values are representative of the DC program and do not include the debt financed portion of the DC rate calculation.


Appendix A – Transit Approach

February 20, 2019

DC TRANSPORTATION BACKGROUND STUDY:

TRANSIT SERVICES TECHNICAL APPENDIX

HEMSON C o n s u l t i n g L t d.

September 2018

TABLE OF CONTENTS

I INTRODUCTION ............................................................................................... 1

II RECENT DEVELOPMENT CHARGES ACT AMENDMENTS ................................. 2

A. OVERVIEW OF RELEVANT POLICY CHANGES ......................................... 2 B. IMPLICATIONS FOR THE CITY OF LONDON ........................................... 2

III APPROACH TO THE CALCULATION OF TRANSIT DEVELOPMENT CHARGES 4

A. SERVICE ALLOCATION ............................................................................. 4 B. CALCULATION OF DC-ELIGIBLE SHARES FOR TRANSIT SERVICES ......... 4 C. TREATMENT OF TRANSIT FLEET ADDITIONS .......................................... 7

1

HEMSON

I INTRODUCTION

The City of London is currently planning for a new Bus Rapid Transit (BRT) network, with construction slated to begin in 2020. Costs associated with this planned transit network were previously included within the City’s 2014 Development Charges Background Study. However, in light of recent Development Charges Act (DCA) amendments as well as recent refinements to cost estimations associated with this new infrastructure, the City has undertaken a process to re-examine its approach to the calculation of Transit DCs. Hemson Consulting Ltd. was retained to assist the City and IBI Group in determining an appropriate approach.

This Technical Appendix to the City of London’s Transportation Development Charges (DC) Background Study (as prepared by IBI Group) provides background information related to the approach and methodologies used in the calculation of development charges for Transit services. It outlines recent changes to the Development Charges Act and their implications with respect to Transit services, as well as Hemson’s recommended approach to the calculation of Transit DCs, particularly in regards to the calculation of service levels, benefit-to-existing shares, and post-period shares.

2

II RECENT DEVELOPMENT CHARGES ACT AMENDMENTS

This section provides a brief overview of recent changes to the DCA that have implications for the treatment of Transit services DCs in the City of London.

A. OVERVIEW OF RELEVANT POLICY CHANGES

Amendments to the DCA and Ontario Regulation 82/98, which came into force on January 1, 2016, have several implications for the treatment of Transit services. The following amendments are intended to assist municipalities in funding improvements to their transit networks:

Capital costs for Transit services are no longer subject to a 10% legislated discount; and

The Transit capital program is no longer constrained by a 10-year historical level of service. Rather, the increase in the need for the service is restricted by a planned level of service over the 10-year period following preparation of the DC background study.

B. IMPLICATIONS FOR THE CITY OF LONDON

While the recent amendments to the DCA have lifted some restrictions around the recovery of Transit-related capital costs, municipalities face new restrictions in the calculation of the in-period DC recoverable share of costs. Most importantly, a ridership-based approach is often necessary in calculating the 10-year planned level of service. A ridership-based approach is particularly suitable where a new rapid transit network is planned, as these investments typically contribute to changing travel behaviours in both the existing and future population.

A number of municipalities have implemented a ridership-based approach to their Transit DC calculations to achieve compliance with the new DCA. In Hemson’s experience, ridership forecasts can lead to relatively high calculated benefit-to-

3

existing (BTE) shares, particularly where rapid transit networks are proposed within developed urban areas with a significant existing population, similar to the City of London’s planned BRT network.

Further, under the DCA the planned level of service calculation must also account for any excess capacity or benefit to development that is expected to occur beyond the legislated 10-year benefitting horizon. This share of costs must be allocated to the post-period share and will not be recovered through the City’s 2019 DC by-law. Due to the forward-looking, long-term nature of most rapid transit projects, it is common for a significant share of the costs to be allocated for post-period recovery.

4

III APPROACH TO THE CALCULATION OF TRANSIT DEVELOPMENT CHARGES

This section details the approach recommended by Hemson and adopted by the City of London in the calculation of Transit DCs, including the allocation of BRT-related costs between Roads and Transit services as well as the calculation of DC-eligible shares for Transit services.

A. SERVICE ALLOCATION

The City of London’s 2014 DC Background Study included all BRT-related road works within the Roads service category, while new buses and related equipment, bus storage facilities, and transit terminals were considered under the Transit service category. Hemson reviewed this approach for its suitability as part of the 2019 DC Transportation Background Study.

In Hemson’s view, it is appropriate to continue to fund the BRT-related road works through the Roads capital program. This approach continues to be relatively common among comparable municipalities (e.g. Durham Region, York Region, Oakville, Mississauga, Ottawa). It is recommended that BRT stops be included under the Transit capital program, along with the planned maintenance facility and bus fleet additions.

It is noted that in addition to the Roads and Transit service categories, the City of London has established a new category, Operation Centres, under the 2019 DC Transportation Background Study. The Operation Centres service category is to include the cost of the Transportation Management Centre associated with the City’s planned Transportation Intelligent Mobility Management System (TIMMS), while associated equipment and installation costs will fall under the Roads service category.

B. CALCULATION OF DC-ELIGIBLE SHARES FOR TRANSIT SERVICES

The City’s planned BRT network is intended to lead to significant long-term service improvements for both existing and future development. As such, in Hemson’s view a ridership-based approach to the calculation of benefit-to-existing (BTE) and post-

5

period benefit (PPB) shares is encouraged for transit investments with long-term benefits (e.g. maintenance facilities, terminals). A number of municipalities have adopted such an approach following the recent DCA amendments, including the Region of Waterloo, the City of Ottawa, York Region, and the City of Toronto.

The ridership-based approach recommended for the City of London considers the overall anticipated growth in transit ridership over an appropriate timeframe. For example, it is anticipated that the City’s transit mode share will grow from an estimated 8.6% in 2019 to 11.5% in 2039. The DC calculation would consider:

1. The share of this ridership growth attributed to existing development. This would become to BTE share and be excluded from the DC calculation, as described below:

A growth in transit ridership from 8.6% in 2019 to 11.5% in 2039 translates to approximately 32,400 additional transit trips from the existing (2019) population. This represents approximately 57% of the total 2019-2039 growth in ridership of approximately 57,300. The remaining 43%, or 24,900 trips, are attributed to the City’s 2019-2039 growth in population and employment. The BTE share is therefore calculated at 57%.

2. The share of ridership growth attributed to development anticipated within the legislated 10-year benefitting horizon for Transit services, or from 2019 to 2028 in the case of London’s 2019 Transportation DC Background Study. This share would become the amount eligible for recovery through the 2019 DC by-law.

Of the total forecast growth in population and jobs from 2019 to 2039, approximately 57% is anticipated to occur within the first 10-year period. This would translate to approximately 14,300 transit trips of the 24,900 total transit trips attributed to 2019-2039 population and employment growth. Of total growth in ridership to 2039 (57,300), the 14,300 transit trips represent approximately 25%. Therefore the share eligible for recovery through the 2019 DC by-law would be 25%.

6

3. The share of ridership growth attributed to development anticipated beyond the 10-year benefitting horizon (e.g. from 2029 to 2039 as per the mode share forecast). This share would become the PPB share and would be made eligible for recovery through future DC bylaws.

Of the total forecast growth in population and jobs from 2019 to 2039, 43% is anticipated to occur from 2029 to 2039. This would translate to 10,600 transit trips of the 24,900 total transit trips attributed to 2019-2039 population and employment growth. Of total 2039 ridership (57,300), the 10,600 transit trips represent approximately 18%. Therefore the PPB share is calculated at 18%.

This analysis is shown in Table 1 and summarized in Figure 1.

Table 1: Transit Cost Allocations – BRT Facilities and Stops 2019 2039 2019 to 2039

London total trips (all modes) 1,125,200 1,342,500 Transit Trips 96,800 154,100 57,300 Transit Mode Share 8.6% 11.5%


129,200 (1,125,200 x 11.5%)

Increase in existing development transit trips 32,400

(129,200 – 96,800) Pre-2019 share (BTE) of total new transit trips

57% (32,400 / 57,300)

2019 to 2029 share (DC-eligible) 25% [(57,300 – 32,400)/57,300] x 57%

2029 to 2039 share (PPB) 18%

[(57,300 – 32,400)/57,300] x 43%

7

Figure 1: Demonstration of Ridership Allocations

C. TREATMENT OF TRANSIT FLEET ADDITIONS

It is noted that while the long-term, forward looking approach described above under Section B is appropriate for items such as BRT stops, transit terminals and maintenance facilities, a modified approach is often appropriate for bus fleet additions. Planned bus fleet additions within the 10-year benefitting horizon are more likely to have an immediate relationship with growing service level requirements over the same 10-year period. Accordingly, the City is likely to continue to add to its transit fleet as ridership continues to grow beyond 2029. As such, in Hemson’s view it is unnecessary to attribute a PPB share to transit fleet items, and as a result a larger proportion of the costs for transit fleet additions may be considered DC-eligible as compared with that of BRT stops, terminals, and maintenance facilities.

As these fleet additions are critical to the BRT network, they are likely to benefit the existing population to a significant extent. A similar approach to the calculation of a BTE shares as described above (Section B) is recommended. It is noted that the calculated BTE share for fleet additions differs slightly from the share calculated in Section B. This is due to the shorter overall time period considered for the ridership forecast used in the calculation (i.e. to 2029 rather than to 2039). The fleet BTE share of 60% is calculated as follows:

2019‐2039

57,300 transit trip growth or

100%

Existing Base


57%

2019‐2029 Development


25%



18%

8

A growth in transit ridership from 8.6% in 2019 to 10.4% in 2029 translates to approximately 20,300 additional transit trips from the existing (2019) population. This represents approximately 60% of the total 2019-2029 growth in ridership of approximately 33,500. The remaining 40%, or 13,300 trips, are attributed to the City’s 2019-2029 growth in population and employment. The BTE share is therefore calculated at 60% and the DC-eligible share is calculated at 40%.

This analysis is shown in Table 2 and summarized in Figure 2.

Table 2: Transit Cost Allocations – Transit Fleet 2019 2029 2019 to 2029

London total trips (all modes) 1,125,200 1,252,700 Transit Trips 96,800 130,300 33,500 Transit Mode Share 8.6% 10.4%


117,000 (1,125,200 x 10.4%)

Increase in existing development transit trips 20,300

(117,000 – 96,800) Pre-2019 share (BTE) of total new transit trips

60% (20,300 / 33,500)

2019 to 2029 share (DC-eligible) 40%

(13,300 / 33,500)

Post-2029 share (PPB) 0%

Figure 2: Demonstration of Ridership Allocations

2019‐2029


100%

Existing Base


60%



40%

Appendix B – Capital Program

February 20, 2019

IBI GROUP Final Draft Report - Appendix BLondon Development Charges Transportation Background StudyPrepared for City of London

Table B.1: Detailed Road Capital Works ProgramResidential Commercial Institutional Industrial

69.7% 14.5% 10.2% 5.6%Major RoadworksDC14-RS00056 TS1306 Adelaide Street CPR Grade Separation 2020 $58,275,720 $8,280,358 $7,550,000 $42,445,362 10% $4,244,536 67.3% $25,709,156 $12,491,670 $8,706,694 $1,811,292 $1,274,150 $699,534

DC14-RS00019 TS1353-2 Adelaide Street North Fanshawe Park Road to Sunningdale Road

2 to 4 through lanes 2029 $6,280,000 $357,647 $5,922,353 30% $1,776,706 13.2% $548,000 $3,597,647 $2,507,560 $521,659 $366,960 $201,468

DC14-RS00029DC14-RS00040

TS1350-1TS1350-2

Boler Road / Sanatorium Road Oxford Street to Commissioners Road 2 to 4 through lanes 2034 $21,586,625 $0 $21,586,625 45% $9,713,981 9.5% $1,123,400 $10,749,244 $7,492,223 $1,558,640 $1,096,423 $601,958

DC19-RS00016Bostwick Road Pack Road to Wharncliffe Road 2 to 4 through lanes with

realignment2026 $18,128,400 $0 $18,128,400 20% $3,625,680 6.4% $931,600 $13,571,120 $9,459,071 $1,967,812 $1,384,254 $759,983

DC14-RS00027 TS1479-1 Bradley Avenue Dearness Drive to Pond Mills Road 2 to 4 through lanes 2029 $18,963,750 $0 $18,963,750 30% $5,689,125 10.3% $1,370,000 $11,904,625 $8,297,524 $1,726,171 $1,214,272 $666,659

DC14-RS00031 TS1479 Bradley Avenue Pond Mills Road to Highbury Avenue 2 to 4 through lanes 2036 $14,240,625 $0 $14,240,625 45% $6,408,281 6.8% $534,300 $7,298,044 $5,086,736 $1,058,216 $744,400 $408,690

DC14-RS00022 TS1523-2 Bradley Avenue Extension Jalna Boulevard to Wharncliffe Road New 4 through lanes 2022 $11,720,000 $797,106 $10,922,894 10% $1,092,289 0.0% $0 $9,830,605 $6,851,931 $1,425,438 $1,002,722 $550,514

DC14-RS00047 TS1523-3 Bradley Avenue Extension Wonderland Road to Bostwick Road New 4 through lanes 2028 $7,899,750 $0 $7,899,750 20% $1,579,950 0.0% $0 $6,319,800 $4,404,901 $916,371 $644,620 $353,909

DC14-RS00025 TS1476 Clarke Road Veterans Memorial Parkway Extension to Fanshawe Park Road

2 to 4 through lanes 2033 $24,917,500 $593,063 $24,324,437 30% $7,297,331 4.4% $753,500 $16,273,606 $11,342,703 $2,359,673 $1,659,908 $911,322

DC14-RS00013 Colonel Talbot Interchange Highway 401 (City's share) Interchange 2023 $5,000,000 $0 $5,000,000 10% $500,000 50.0% $2,250,000 $2,250,000 $1,568,250 $326,250 $229,500 $126,000

DC14-RS00044 TS1352 Commissioners Road East Highbury Avenue to Jackson Road 2 to 4 through lanes 2036 $7,425,000 $0 $7,425,000 45% $3,341,250 22.1% $904,200 $3,179,550 $2,216,146 $461,035 $324,314 $178,055

DC14-RS00059 TS1302-2 Commissioners Road West Wonderland Road to Cranbrook Road 2 to 4 through lanes with centre turn lane

2033 $7,070,000 $0 $7,070,000 30% $2,121,000 14.1% $698,700 $4,250,300 $2,962,459 $616,294 $433,531 $238,017

DC14-RS00055 TS1302-1 Commissioners Road West Cranbrook Road to Springbank Drive - new alignment

3 through lanes 2037 $20,200,000 $300,000 $19,900,000 45% $8,955,000 5.5% $602,800 $10,342,200 $7,208,513 $1,499,619 $1,054,904 $579,163

DC19-RS00001 Dingman Drive Eastern approach of Dingman/Hwy 401 Bridge to 150m east of Wellington

2 to 4 through lanes 2021 $10,966,250 $0 $10,966,250 10% $1,096,625 8.1% $794,600 $9,075,025 $6,325,292 $1,315,879 $925,653 $508,201

DC19-RS00002 Dingman Drive Hwy 401 Bridge (City's share) Hwy 401 Bridge Expansion 2026 $4,000,000 $0 $4,000,000 20% $800,000 55.0% $1,760,000 $1,440,000 $1,003,680 $208,800 $146,880 $80,640

DC14-RS00048 TS2172-1 Hamilton Road Old Victoria to Veterans Memorial Parkway


2028 $6,597,500 $0 $6,597,500 20% $1,319,500 9.6% $506,900 $4,771,100 $3,325,457 $691,810 $486,652 $267,182

DC14-RS00052 TS1472-2 Oxford Street West Commissioners Road to Westdel Bourne

2 to 4 through lanes 2025 $8,525,000 $0 $8,525,000 20% $1,705,000 8.0% $548,000 $6,272,000 $4,371,584 $909,440 $639,744 $351,232

DC14-RS00036 TS1472 Oxford Street West Sanatorium Road to Commissioners Road

2 to 4 through lanes 2031 $16,618,750 $0 $16,618,750 30% $4,985,625 8.6% $1,000,100 $10,633,025 $7,411,218 $1,541,789 $1,084,569 $595,449

DC14-RS00076a TS1627 Philip Aziz Western Intersection to the Thames River

Improvement 2022 $2,578,125 $2,490,000 $88,125 10% $8,813 10.0% $7,931 $71,381 $49,753 $10,350 $7,281 $3,997

DC14-RS00020 TS1412 Pond Mills Underpass Highway 401 (City's share) Hwy 401 Bridge Expansion 2022 $1,500,000 $0 $1,500,000 45% $675,000 50.0% $412,500 $412,500 $287,513 $59,813 $42,075 $23,100

DC14-RS00038 TS1629-2 Southdale Road West Bostwick Road to Colonel Talbot Road 2 to 4 through lanes with centre turn lane

2031 $11,693,527 $111,222 $11,582,305 30% $3,474,692 13.5% $1,096,000 $7,011,614 $4,887,095 $1,016,684 $715,185 $392,650

DC14-RS00030 TS1629-1 Southdale Road West Bostwick Road to Pine Valley Boulevard


2022 $4,872,303 $500,533 $4,371,770 10% $437,177 8.4% $328,800 $3,605,793 $2,513,238 $522,840 $367,791 $201,924

DC14-RS00017 TS1496-3 Sunningdale Road Wonderland Road to 150m west of Richmond Street

2 to 4 through lanes 2023 $20,966,875 $1,050,426 $19,916,449 10% $1,991,645 7.2% $1,287,800 $16,637,004 $11,595,992 $2,412,366 $1,696,974 $931,672

DC14-RS00016 TS1496-2 Sunningdale Road 150m west of Richmond Street to 150m east of Richmond Street

2 to 4 through lanes 2023 $4,587,900 $0 $4,587,900 10% $458,790 4.0% $164,400 $3,964,710 $2,763,403 $574,883 $404,400 $222,024

DC14-RS00033 TS1496-4 Sunningdale Road 150m east of Richmond Street to Bluebell Road

2 to 4 through lanes 2025 $8,539,375 $0 $8,539,375 20% $1,707,875 9.2% $630,200 $6,201,300 $4,322,306 $899,189 $632,533 $347,273

DC14-RS00021 TS1496-5 Sunningdale Road Adelaide Street to Bluebell Road 2 to 4 through lanes 2025 $15,613,750 $0 $15,613,750 20% $3,122,750 4.8% $602,800 $11,888,200 $8,286,075 $1,723,789 $1,212,596 $665,739

DC14-RS00009 TS1621-1 Veterans Memorial Parkway Huron Street to Clarke Road New 2 through lanes 2019 $12,376,875 $5,916,575 $6,460,300 10% $646,030 0.0% $0 $5,814,270 $4,052,546 $843,069 $593,056 $325,599

DC19-RS00003 Veterans Memorial Parkway Huron Street to Clarke Road 2 to 4 through lanes 2037 $9,666,250 $0 $9,666,250 45% $4,349,813 0.0% $0 $5,316,438 $3,705,557 $770,883 $542,277 $297,721

DC14-RS00043 TS1491 Veterans Memorial Parkway Oxford Street to Huron Street 2 to 4 through lanes 2034 $11,755,375 $0 $11,755,375 45% $5,289,919 15.3% $986,400 $5,479,056 $3,818,902 $794,463 $558,864 $306,827

DC14-RS00061 Veterans Memorial Parkway Bradley Avenue Interchange Interchange 2035 $30,073,261 $0 $30,073,261 45% $13,532,968 0.0% $0 $16,540,294 $11,528,585 $2,398,343 $1,687,110 $926,256

DC19-RS00004 Victoria Bridge Bike Lanes (prorated share of bridge widening) Bridge widening 2022 $3,300,000 $0 $3,300,000 10% $330,000 50.0% $1,485,000 $1,485,000 $1,035,045 $215,325 $151,470 $83,160

Other Contributions DC Project ID

City Account Number Project Description

Expected Year

Total Estimated Cost

Prior Funding Total Net Cost Future Growth Benefit Non-Growth Share

Net Amount Eligible for DC

February 20, 2019 B-1



69.7% 14.5% 10.2% 5.6% Other

Contributions DC Project IDCity Account Number Project Description

Expected Year




DC14-RS00018 TS1355-1 Wharncliffe Road Becher Street to Springbank Drive 2 to 4 through lanes 2020 $41,396,250 $2,398,950 $3,761,300 $35,236,000 10% $3,523,600 37.2% $11,797,013 $19,915,387 $13,881,025 $2,887,731 $2,031,369 $1,115,262

DC19-RS00005 Windermere Road Western Road to 150m east of Richmond Street

2 to 4 through lanes 2024 $3,568,796 $0 $3,568,796 20% $713,759 10.7% $306,880 $2,548,157 $1,776,065 $369,483 $259,912 $142,697

DC14-RS00034 TS1354 Wonderland Road North Sunningdale Road to Fanshawe Park Road

2 to 4 through lanes 2032 $10,806,250 $0 $10,806,250 30% $3,241,875 9.4% $712,400 $6,851,975 $4,775,827 $993,536 $698,901 $383,711

DC14-RS00024a TS1348-4 Wonderland Road Oxford Street to Beaverbrook Ave 4 to 6 through lanes 2031 $3,150,000 $0 $3,150,000 30% $945,000 32.9% $726,100 $1,478,900 $1,030,793 $214,441 $150,848 $82,818

DC14-RS00024b Wonderland Road Beaverbrook Avenue to Sarnia Road 4 to 6 through lanes &CP Structure

2034 $11,830,000 $0 $11,830,000 45% $5,323,500 11.8% $767,200 $5,739,300 $4,000,292 $832,199 $585,409 $321,401

DC14-RS00028a TS1348-3 Wonderland Road Oxford Street to Riverside Drive 4 to 6 through lanes 2030 $4,680,000 $0 $4,680,000 30% $1,404,000 23.0% $753,500 $2,522,500 $1,758,183 $365,763 $257,295 $141,260

DC14-RS00028b TS1627 Wonderland Road CN Structure between Riverside Drive and Oxford Street

Widening CN Structure 2038 $56,250,000 $900,000 $0 $55,350,000 45% $24,907,500 41.9% $12,755,408 $17,687,093 $12,327,903 $2,564,628 $1,804,083 $990,477

DC14-RS00023 TS1348-1 Wonderland Road Riverside Drive to Springbank Drive 4 to 6 through lanes 2030 $36,065,000 $1,009,500 $35,055,500 30% $10,516,650 5.3% $1,301,500 $23,237,350 $16,196,433 $3,369,416 $2,370,210 $1,301,292

DC14-RS00026a TS1348-2 Wonderland Road Springbank Drive to Commissioners Road

4 to 6 through lanes 2027 $4,850,000 $0 $4,850,000 20% $970,000 25.4% $986,400 $2,893,600 $2,016,839 $419,572 $295,147 $162,042

DC14-RS00026b Wonderland Road Commissioners Road to Southdale Road

4 to 6 through lanes 2028 $16,800,000 $0 $16,800,000 20% $3,360,000 20.4% $2,740,000 $10,700,000 $7,457,900 $1,551,500 $1,091,400 $599,200

DC14-RS00032 TS1035-1 Wonderland Road Exeter Raod to Highway 402 2 to 4 through lanes 2026 $19,600,000 $0 $19,600,000 20% $3,920,000 7.0% $1,096,000 $14,584,000 $10,165,048 $2,114,680 $1,487,568 $816,704

DC19-RS00006 Intersection - Dingman Drive / White Oak Road Roundabout 2027 $5,091,250 $0 $5,091,250 20% $1,018,250 12.5% $509,125 $3,563,875 $2,484,021 $516,762 $363,515 $199,577

DC19-RS00007 Intersection - Exeter Road / Wellington Road Intersection 20192030

$5,500,000 $0 $5,500,000 30% $1,650,000 12.5% $481,250 $3,368,750 $2,348,019 $488,469 $343,613 $188,650

DC14-RS00077 TS1134 Intersection - Fanshawe Park Road / Richmond Street Intersection 2022 $12,595,100 $3,950,000 $8,645,100 10% $864,510 12.5% $972,574 $6,808,016 $4,745,187 $987,162 $694,418 $381,249

DC14-RS00075 TS1309 Intersection - Hamilton Road / Highbury Avenue Intersection 2029 $10,481,100 $990,000 $9,491,100 30% $2,847,330 12.5% $830,471 $5,813,299 $4,051,869 $842,928 $592,956 $325,545

DC14-RS00051 TS1328 Intersection - Hamilton Road / Egerton Street Optimization 2019 $1,718,750 $0 $1,718,750 10% $171,875 12.5% $193,359 $1,353,516 $943,400 $196,260 $138,059 $75,797

DC19-RS00008 Intersection - Hamilton Road / Commissioners Road Roundabout 2029 $7,287,500 $0 $7,287,500 30% $2,186,250 12.5% $637,656 $4,463,594 $3,111,125 $647,221 $455,287 $249,961

DC19-RS00009 Intersection - Hamilton Road / Gore Road Roundabout 2024 $4,137,500 $0 $4,137,500 20% $827,500 12.5% $413,750 $2,896,250 $2,018,686 $419,956 $295,418 $162,190

DC19-RS00010 Intersection - Oxford Street / Gideon Drive Roundabout 2024 $3,437,500 $0 $3,437,500 20% $687,500 12.5% $343,750 $2,406,250 $1,677,156 $348,906 $245,438 $134,750

DC14-RS00015 TS1477-3 Intersection - Oxford Street / Hyde Park Road Intersection 2026 $2,956,250 $310,000 $2,646,250 20% $529,250 12.5% $264,625 $1,852,375 $1,291,105 $268,594 $188,942 $103,733

DC19-RS00011 Intersection - Oxford Street / Wharncliffe Road Intersection 2025 $3,437,500 $0 $3,437,500 20% $687,500 12.5% $343,750 $2,406,250 $1,677,156 $348,906 $245,438 $134,750

DC19-RS00012 Intersection - Oxford Street / Wonderland Road Intersection 2028 $3,781,250 $0 $3,781,250 20% $756,250 12.5% $378,125 $2,646,875 $1,844,872 $383,797 $269,981 $148,225

DC19-RS00017 Intersection - Pack Road / Colonel Talbot Road Intersection 2021 $2,406,250 $0 $2,406,250 10% $240,625 12.5% $270,703 $1,894,922 $1,320,761 $274,764 $193,282 $106,116

DC19-RS00013 Intersection - Riverside Drive / Wonderland Road Intersection 2023 $11,000,000 $0 $11,000,000 10% $1,100,000 12.5% $1,237,500 $8,662,500 $6,037,763 $1,256,063 $883,575 $485,100

DC14-RS00076b TS1627 Intersection - Sarnia Road / Philip Aziz Avenue / Western Road Intersection 2023 $7,734,375 $0 $7,734,375 10% $773,438 12.5% $870,117 $6,090,820 $4,245,302 $883,169 $621,264 $341,086

DC19-RS00018 Intersection - Southdale Road / Colonel Talbot Road Roundabout 2024 $3,750,000 $0 $3,750,000 20% $750,000 12.5% $375,000 $2,625,000 $1,829,625 $380,625 $267,750 $147,000

DC19-RS00014 Intersection - Springbank Drive / Wonderland Road Intersection 2027 $8,250,000 $0 $8,250,000 20% $1,650,000 12.5% $825,000 $5,775,000 $4,025,175 $837,375 $589,050 $323,400

DC19-RS00015 Intersection - Sunningdale Road / Hyde Park Road Roundabout 2021 $4,037,500 $0 $4,037,500 10% $403,750 12.5% $454,219 $3,179,531 $2,216,133 $461,032 $324,312 $178,054

SUBTOTAL $712,536,608 $11,579,308 $29,687,372 $671,269,928 26.6% $178,247,262 18.3% $90,380,462 $402,642,204 $280,641,616 $58,383,120 $41,069,505 $22,547,963




69.7% 14.5% 10.2% 5.6% Other


Expected Year




Two-Lane Arterial UpgradesDC14-RS00210 Bostwick Pack Raod to Southdale Road Realignment with 2 Lane

Upgrade2025 $2,923,382 $2,923,382 0% $0 13.9% $405,520 $2,517,862 $1,754,950 $365,090 $256,822 $141,000

DC14-RS00212 TS1329 Colonel Talbot 300m South of Southdale Road to James Street

2 Lane Upgrade 2023 $11,670,313 $0 $11,670,313 4% $450,000 14.3% $1,602,900 $9,617,413 $6,703,337 $1,394,525 $980,976 $538,575

DC19-RS00202 Dingman Drive White Oak Road to western approach of Dingman Drive/Highway 401 bridge

2 Lane Upgrade 2035 $6,380,000 $0 $6,380,000 7% $450,000 14.8% $876,800 $5,053,200 $3,522,080 $732,714 $515,426 $282,979

DC14-RS00220 TS1410 Huron Veterans Memorial Parkway easterly to Railway

2 Lane Upgrade 2019 $1,794,375 $196,000 $1,598,375 0% $0 15.4% $246,600 $1,351,775 $942,187 $196,007 $137,881 $75,699

DC14-RS00222 TS1411 Kilally Webster Street to Clarke Road 2 Lane Upgrade 2030 $9,625,000 $0 $9,625,000 0% $0 11.4% $1,096,000 $8,529,000 $5,944,713 $1,236,705 $869,958 $477,624

DC14-RS00211 TS1358 Pack Rd Colonel Talbot Road to Bostwick Road 2 Lane Upgrade 2032 $9,625,000 $0 $9,625,000 0% $0 11.4% $1,096,000 $8,529,000 $5,944,713 $1,236,705 $869,958 $477,624

DC19-RS00203 South Street & Grey Street 2 way conversion 2027 $600,000 $0 $600,000 0% $0 10.0% $60,000 $540,000 $376,380 $78,300 $55,080 $30,240

DC14-RS00207DC14-RS00208

TS1407-1TS1407-2

Southdale Wickerson Road to Byronhills Drive 2 Lane Upgrade 2020 $11,289,871 $2,032,500 $9,257,371 15% $1,350,000 14.3% $1,134,360 $6,773,011 $4,720,789 $982,087 $690,847 $379,289

DC14-RS00204 Sunningdale South Wenige Drive to Highbury Avenue

2 Lane Upgrade 2028 $4,571,875 $437,200 $4,134,675 0% $0 12.6% $520,600 $3,614,075 $2,519,010 $524,041 $368,636 $202,388

DC19-RS00204 TS1406 Sunningdale Highbury Avenue to Clarke Road 2 Lane Upgrade 2024 $9,769,375 $0 $9,769,375 9% $900,000 15.1% $1,342,600 $7,526,775 $5,246,162 $1,091,382 $767,731 $421,499

DC19-RS00205 Sunningdale Hyde Park Road to Wonderland Road North

2 Lane Upgrade 2025 $11,742,500 $0 $11,742,500 0% $0 11.4% $1,337,120 $10,405,380 $7,252,550 $1,508,780 $1,061,349 $582,701

DC19-RS00206 White Oak Road Exeter Road to 400 m south 2 Lane Upgrade 2022 $2,220,000 $0 $2,220,000 0% $0 9.9% $219,200 $2,000,800 $1,394,558 $290,116 $204,082 $112,045

DC14-RS00206 TS1408 Wickerson Road Southdale Road to 650 m north 2 Lane Upgrade 2020 $3,545,129 $2,579,500 $965,629 0% $0 36.9% $356,200 $609,429 $424,772 $88,367 $62,162 $34,128

DC14-RS00221 TS1490 Wilton Grove Commerce Road to City Limits 2 Lane Upgrade 2019 $12,551,000 $1,668,920 $10,882,080 17% $1,800,000 27.8% $2,526,280 $6,555,800 $4,569,393 $950,591 $668,692 $367,125

SUBTOTAL $98,307,819 $0 $6,914,120 $91,393,699 5.4% $4,950,000 14.8% $12,820,180 $73,623,519 $51,315,593 $10,675,410 $7,509,599 $4,122,917

BRT Related Arterial Roadworks *DC19-RS00301 Downtown 2020-2023 2023 $22,276,160 $16,181,622 $517,743 $5,576,795 10% $557,679.50 8.1% $408,445 $4,610,670 $3,213,637 $668,547 $470,288 $258,198

DC19-RS00302 East 2020-2023 2023 $90,828,452 $65,978,684 $2,111,036 $22,738,732 10% $2,273,873 7.0% $1,441,413 $19,023,445 $13,259,342 $2,758,400 $1,940,391 $1,065,313

DC19-RS00303 North 2022-2026 2026 $104,159,825 $75,662,725 $2,420,884 $26,076,216 20% $5,215,243 7.7% $1,597,319 $19,263,654 $13,426,767 $2,793,230 $1,964,893 $1,078,765

DC19-RS00304 South 2023-2026 2026 $97,121,152 $70,549,763 $2,257,291 $24,314,097 20% $4,862,819 10.4% $2,019,336 $17,431,942 $12,150,064 $2,527,632 $1,778,058 $976,189

DC19-RS00305 West 2025-2028 2028 $49,554,846 $35,997,129 $1,151,754 $12,405,963 20% $2,481,193 9.8% $969,772 $8,954,998 $6,241,634 $1,298,475 $913,410 $501,480

SUBTOTAL $363,940,435 $264,369,923 $8,458,709 $91,111,803 16.9% $15,390,808 8.5% $6,436,285 $69,284,710 $48,291,443 $10,046,283 $7,067,040 $3,879,944

Minor RoadworksDC19-RS01001 Channelization 2019-2038 $8,398,699 $8,398,699 0% $0 0.0% $0 $8,398,699 $5,853,893 $1,217,811 $856,667 $470,327

DC19-RS01002 Sidewalks 2019-2038 $4,444,000 $4,444,000 0% $0 0.0% $0 $4,444,000 $3,097,468 $644,380 $453,288 $248,864

DC19-RS01003 Streetlights 2019-2038 $6,195,850 $6,195,850 0% $0 0.0% $0 $6,195,850 $4,318,507 $898,398 $631,977 $346,968

DC19-RS01004 Traffic Signals Signalization at 29 locations 2019-2038 $9,425,000 $9,425,000 0% $0 0.0% $0 $9,425,000 $6,569,225 $1,366,625 $961,350 $527,800

SUBTOTAL $28,463,549 $0 $0 $28,463,549 0.0% $0 0.0% $0 $28,463,549 $19,839,094 $4,127,215 $2,903,282 $1,593,959

* All costs, including BRT-Related Arterial Roadworks, are presented in Real Dollars not Nominal Dollars.




69.7% 14.5% 10.2% 5.6% Other


Expected Year




Additional ProgramsDC19-01005 Urban Intersections Intersection improvements including

signals and streetlights. Two per year2019-2038 $20,000,000 $20,000,000 0% $0 0.0% $0 $20,000,000 $13,940,000 $2,900,000 $2,040,000 $1,120,000

DC19-01006 Rural Intersections Intersection improvements.One per year

2019-2038 $4,000,000 $4,000,000 0% $0 0.0% $0 $4,000,000 $2,788,000 $580,000 $408,000 $224,000

DC19-01007 Active Transportation Implementation of LondON Bikes Plan 2019-2038 $26,738,758 $26,738,758 0% $0 50.0% $13,369,379 $13,369,379 $9,318,457 $1,938,560 $1,363,677 $748,685

DC19-01008 Advance Purchase of Land 2019-2038 $4,400,000 $4,400,000 0% $0 0.0% $0 $4,400,000 $3,066,800 $638,000 $448,800 $246,400

DC19-01009 Road Class Oversizing / City Share 2019-2038 $2,000,000 $2,000,000 0% $0 0.0% $0 $2,000,000 $1,394,000 $290,000 $204,000 $112,000

DC19-01010 Strategic Links 2019-2038 $13,380,000 $13,380,000 0% $0 0.0% $0 $13,380,000 $9,325,860 $1,940,100 $1,364,760 $749,280

DC19-01011 Transportation Intelligent Mobility Management System

Communication and monitoring equipment, transit signal systems and

2019-2038 $16,830,000 $16,830,000 0% $0 10.0% $1,683,000 $15,147,000 $10,557,459 $2,196,315 $1,544,994 $848,232

SUBTOTAL $87,348,758 $0 $0 $87,348,758 0.0% $0 17.2% $15,052,379 $72,296,379 $50,390,576 $10,482,975 $7,374,231 $4,048,597

TOTAL $1,290,597,169 275,949,231$ $45,060,201 $969,587,737 $198,588,070 16.2% $124,689,306 $646,310,361 $450,478,322 $93,715,002 $65,923,657 $36,193,380



Table B.2: Transit Capital ProgramResidential Commercial Institutional Industrial

73.1% 12.2% 9.6% 5.1%Bus Rapid TransitMaintenance Facility BRT 2021-2024 $12,500,000 $9,080,123 $3,419,877 18% $615,578 57% $1,598,450 $1,205,849 $881,475 $147,114 $115,761 $61,498

Fleet (28 BRT buses @ $1M) BRT 2023-2028 $28,000,000 $20,339,476 $7,660,524 0% $0 60% $4,596,314 $3,064,209 $2,239,937 $373,834 $294,164 $156,275

BRT Downtown - Stops BRT 2020-2023 $3,906,250 $2,837,539 $1,068,711 18% $192,368 57% $499,516 $376,828 $275,461 $45,973 $36,175 $19,218

BRT East - Stops BRT 2020-2023 $8,000,000 $5,811,279 $2,188,721 18% $393,970 57% $1,023,008 $771,743 $564,144 $94,153 $74,087 $39,359

BRT North - Stops BRT 2022-2026 $8,203,125 $5,958,831 $2,244,294 18% $403,973 57% $1,048,983 $791,338 $578,468 $96,543 $75,968 $40,358

BRT South - Stops BRT 2023-2026 $8,984,375 $6,526,339 $2,458,036 18% $442,447 57% $1,148,886 $866,704 $633,560 $105,738 $83,204 $44,202

BRT West - Stops BRT 2025-2028 $5,078,125 $3,688,800 $1,389,325 18% $250,078 57% $649,370 $489,876 $358,099 $59,765 $47,028 $24,984

SUBTOTAL $74,671,875 $54,242,387 $0 $20,429,488 $2,298,414 $10,564,528 $7,566,546 $5,531,145 $923,119 $726,388 $385,894

Conventional Transit

Fleet (21 buses @$550k) LTC 2019-2028 $11,550,000 $11,550,000 0% $0 60% $6,930,000 $4,620,000 $3,377,220 $563,640 $443,520 $235,620

SUBTOTAL $11,550,000 $0 $0 $11,550,000 $0 $6,930,000 $4,620,000 $3,377,220 $563,640 $443,520 $235,620

TOTAL $86,221,875 $54,242,387 $0 $31,979,488 $2,298,414 $17,494,528 $12,186,546 $8,908,365 $1,486,759 $1,169,908 $621,514

Total Net Cost Future Growth

BenefitNon-Growth

ShareNet Amount

Eligible for DCProject DescriptionDC Sub Table Category Expected Year


Other Contributions Prior Funding


Appendix C – DC Project Costing

February 20, 2019

DC Project Number Road Name Limits Improvement City ID Recommended Year Project Length (m) Roadway Construction Cost (per/m)

Roadway Construction Cost Interim SWM Net Roadway

Construction CostArea of New/Widened

Structures (m2)Structures Cost

(per/m2)Structures

Construction Cost Length of Noise Wall

(m)

Noise Wall Construction Cost

(per/m)

Noise Wall Construction Cost

Total Construction Cost

Utility Relocation (10%)

Engineering(15%)

Contingencies(10%)

Grand Total Construction Cost On-site Alterations Appraisals, Legal,

Survey Raw Land Land Acquisition Cost Complexity Note Total Estimated Cost

DC14-RS00056 Adelaide Street CPR Grade Separation TS1306 2020 $13,897,370 $7,633,500 $21,530,870 $8,193,100 $0 $29,723,970 $3,400,000 $5,250,000 $3,312,397 $41,686,367 $8,563,000 $8,026,353 CPR Costs $58,275,720

DC14-RS00019 Adelaide Street North Fanshawe to Sunningdale 2 to 4 through lanes TS1353-2 2029 1000 $3,600 $3,600,000 $440,000 $4,040,000 100 $4,600 $460,000 $0 $4,500,000 $404,000 $735,600 $490,400 $6,130,000 $50,000 $50,000 $50,000 $150,000 $6,280,000

DC14-RS00029DC14-RS00040 Boler Road / Sanatorium Road Oxford to Commissioners 2 to 4 through lanes TS1350-1

TS1350-2 2034 1450 $5,300 $7,685,000 $7,685,000 1270 $5,900 $7,493,000 130 $1,560 $202,800 $15,380,800 $768,500 $2,422,395 $1,614,930 $20,186,625 $350,000 $450,000 $600,000 $1,400,000 $21,586,625

DC19-RS00016 Bostwick Road Pack to Wharncliffe 2 to 4 through lanes with realignment 2026 1700 $6,580,000 $3,300,000 $9,880,000 $0 $0 $9,880,000 $988,000 $1,630,200 $1,630,200 $14,128,400 $4,000,000 $18,128,400

DC14-RS00027 Bradley Avenue Dearness to Pond Mills 2 to 4 through lanes TS1479-1 2029 2500 $3,800 $9,500,000 $9,500,000 $0 1975 $1,560 $3,081,000 $12,581,000 $950,000 $2,029,650 $1,353,100 $16,913,750 $550,000 $550,000 $50,000 $1,150,000 $900,000 Hydro Tower $18,963,750

DC14-RS00031 Bradley Avenue Pond Mills to Highbury 2 to 4 through lanes TS1479 2036 975 $3,800 $3,705,000 $3,705,000 630 $5,900 $3,717,000 $0 $7,422,000 $370,500 $1,168,875 $779,250 $9,740,625 $210,000 $80,000 $210,000 $500,000 $4,000,000 Retaining Walls $1MPoor Soils $3M $14,240,625

DC14-RS00022 Bradley Avenue Extension Jalna to Wharncliffe New 4 through lanes TS1523-2 2022 1400 $4,600 $6,440,000 $6,440,000 $0 100 $1,560 $156,000 $6,596,000 $644,000 $1,086,000 $724,000 $9,050,000 $756,000 $756,000 $1,008,000 $2,520,000 $150,000 Potential ESA Lands $11,720,000

DC14-RS00047 Bradley Avenue Extension Wonderland to Bostwick New 4 through lanes TS1523-3 2028 975 $4,025,000 $800,000 $4,825,000 $0 $0 $4,825,000 $482,500 $796,125 $796,125 $6,899,750 $1,000,000 $7,899,750

DC14-RS00025 Clarke Road Veterans Memorial Parkway Extension to Fanshawe Park Road 2 to 4 through lanes TS1476 2033 1375 $5,500,000 $5,500,000 2200 $13,200,000 $0 $18,700,000 $550,000 $2,887,500 $1,925,000 $24,062,500 $0 $855,000 Retaining Walls $24,917,500

DC14-RS00013 Colonel Talbot Interchange Highway 401 Interchange 2023 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $5,000,000

DC14-RS00044 Commissioners Road East Highbury Ave to Jackson Rd 2 to 4 through lanes TS1352 2036 1500 $3,600 $5,400,000 $5,400,000 $0 $0 $5,400,000 $540,000 $891,000 $594,000 $7,425,000 $0 $7,425,000

DC14-RS00059 Commissioners Road West Wonderland Road to Cranbrook Road 2 to 4 through lanes with centre turn lane TS1302-2 2033 1000 $4,100 $4,100,000 $4,100,000 $0 250 $1,560 $390,000 $4,490,000 $410,000 $735,000 $490,000 $6,125,000 $145,000 $425,000 $375,000 $945,000 $7,070,000

DC14-RS00055 Commissioners Road West Cranbrook Road to Springbank DriveNew Alignment 3 through lanes TS1302-1 2037 1100 $13,900,000 $700,000 $14,600,000 $0 $0 $14,600,000 $400,000 $1,500,000 $3,000,000 $19,500,000 $0 $700,000 Fill for Pit $20,200,000

DC19-RS00001 Dingman Drive Eastern approach of Dingman/Hwy 401 bridge to 150m east of Wellington 2 to 4 through lanes 2021 1450 $5,400 $7,830,000 $7,830,000 $0 $0 $7,830,000 $783,000 $1,291,950 $861,300 $10,766,250 $200,000 $200,000 $10,966,250

DC19-RS00002 Dingman Drive Hwy 401 Bridge Hwy 401 Bridge Expansion 2026 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $4,000,000

DC14-RS00048 Hamilton Road Old Victoria to Veterans Memorial Parkway 2 to 4 through lanes with centre turn lane TS2172-1 2028 925 $4,000 $3,700,000 $3,700,000 $0 $0 $3,700,000 $370,000 $610,500 $407,000 $5,087,500 $1,510,000 $6,597,500

DC14-RS00052 Oxford Street West Commissioners to Westdel Bourne 2 to 4 through lanes TS1472-2 2025 1000 $3,800 $3,800,000 $3,800,000 $0 $0 $3,800,000 $380,000 $627,000 $418,000 $5,225,000 $0 $3,300,000 Roundabout $8,525,000

DC14-RS00036 Oxford Street West Sanatorium to Commissioners 2 to 4 through lanes TS1472 2031 1650 $3,600 $5,940,000 $5,940,000 750 $5,900 $4,425,000 $0 $10,365,000 $594,000 $1,643,850 $1,095,900 $13,698,750 $1,000,000 $320,000 $600,000 $1,920,000 $1,000,000 Poor Soil Conditions at Bridge Location $16,618,750

DC14-RS00076a Philip Aziz Western Intersection to the Thames River Improvement TS1627 2022 $0 $1,875,000 $0 $0 $1,875,000 $187,500 $309,375 $206,250 $2,578,125 $0 $2,578,125

DC14-RS00020 Pond Mills Underpass Hwy 401 Hwy 401 Bridge Expansion TS1412 2022 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $1,500,000

DC14-RS00038 Southdale Road West Bostwick to Colonel Talbot 2 to 4 through lanes with centre turn lane TS1629-2 2031 2000 $6,996,225 $1,244,514 $8,240,739 $0 $0 $8,240,739 $180,000 $1,493,077 $1,353,111 $11,266,927 $426,600 $11,693,527

DC14-RS00030 Southdale Road West Bostwick to Pine Valley 2 to 4 through lanes with centre turn lane TS1629-1 2022 600 $2,915,094 $518,548 $3,433,641 $0 $0 $3,433,641 $75,000 $622,116 $563,796 $4,694,553 $177,750 $4,872,303

DC14-RS00017 Sunningdale Road Wonderland to 150m west of Richmond 2 to 4 through lanes TS1496-3 2023 2350 $5,100 $11,985,000 $11,985,000 500 $5,900 $2,950,000 $0 $14,935,000 $1,198,500 $2,420,025 $1,613,350 $20,166,875 $300,000 $300,000 $500,000 Environmental Unknowns $20,966,875

DC14-RS00016 Sunningdale Road 150m west of Richmond to 150m east of Richmond 2 to 4 through lanes TS1496-2 2023 300 $5,100 $1,530,000 $1,530,000 $0 $0 $1,530,000 $153,000 $252,450 $252,450 $2,187,900 $0 $2,400,000 Oil Pipeline Relocation $4,587,900

DC14-RS00033 Sunningdale Road 150m east of Richmond to Bluebell 2 to 4 through lanes TS1496-4 2025 1150 $5,100 $5,865,000 $5,865,000 $0 $0 $5,865,000 $586,500 $967,725 $645,150 $8,064,375 $475,000 $475,000 $8,539,375

DC14-RS00021 Sunningdale Road Adelaide to Bluebell 2 to 4 through lanes TS1496-5 2025 1100 $5,100 $5,610,000 $5,610,000 $0 $0 $5,610,000 $561,000 $925,650 $617,100 $7,713,750 $600,000 $600,000 $7,300,000Oil Pipeline relocation $2M

Profile correction $2MAdelaide Roundabout $3.3M

$15,613,750

DC14-RS00009 Veterans Memorial Parkway Huron Street to Clarke Road New 2 through lanes TS1621-1 2019 1850 $2,900 $5,365,000 $5,365,000 $0 $0 $5,365,000 $536,500 $885,225 $590,150 $7,376,875 $1,500,000 $1,500,000 $2,000,000 $5,000,000 $12,376,875

DC19-RS00003 Veterans Memorial Parkway Huron Street to Clarke Road 2 to 4 through lanes 2037 1850 $3,800 $7,030,000 $7,030,000 $0 $0 $7,030,000 $703,000 $1,159,950 $773,300 $9,666,250 $0 $9,666,250

DC14-RS00043 Veterans Memorial Parkway Oxford Street to Huron Street 2 to 4 through lanes TS1491 2034 1800 $3,800 $6,840,000 $6,840,000 217 $5,900 $1,280,300 $0 $8,120,300 $684,000 $1,320,645 $880,430 $11,005,375 $0 $750,000 Railway Crossing $11,755,375

DC14-RS00061 Veterans Memorial Parkway Bradley Avenue Interchange 2035 $16,507,826 $16,507,826 1000 $5,900 $5,900,000 $0 $22,407,826 $1,650,783 $3,608,791 $2,405,861 $30,073,261 $0 $30,073,261

DC19-RS00004 Victoria Bridge Bike Lanes Bridge widening 2022 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $3,300,000

DC14-RS00018 Wharncliffe Road Becher Street to Springbank Drive 2 to 4 through lanes TS1355-1 2020 300 $5,807,050 $537,000 $6,344,050 $12,302,300 $0 $18,646,350 $1,350,000 $3,600,000 $1,999,635 $25,595,985 $4,633,750 $11,166,515 Complex Railroad Detour $41,396,250

DC19-RS00005 Windermere Road Western Road to 150m east of Richmond 2 to 4 through lanes 2024 560 $3,600 $2,016,000 $128,579 $2,144,579 $0 $0 $2,144,579 $214,458 $353,855 $235,904 $2,948,796 $120,000 $120,000 $500,000 Property Issues $3,568,796

DC14-RS00034 Wonderland Road North Sunningdale Road to Fanshawe Park Road 2 to 4 through lanes TS1354 2032 1300 $5,100 $6,630,000 $6,630,000 $0 200 $1,560 $312,000 $6,942,000 $663,000 $1,140,750 $760,500 $9,506,250 $400,000 $400,000 $500,000 $1,300,000 $10,806,250

DC14-RS00024a Wonderland Road Oxford to Beaverbrook 4 to 6 through lanes TS1348-4 2031 500 $3,200 $1,600,000 $1,600,000 $0 $0 $1,600,000 $160,000 $264,000 $176,000 $2,200,000 $365,000 $365,000 $220,000 $950,000 $3,150,000

DC14-RS00024b Wonderland Road Beaverbrook to Sarnia Roadway and CP Structure 2034 700 $3,200 $2,240,000 $2,240,000 $7,000,000 $0 $9,240,000 $224,000 $1,419,600 $946,400 $11,830,000 $0

Railway FlaggingConstructability / Approach

Fill Material$11,830,000

DC14-RS00028a Wonderland Road Oxford to Riverside 4 to 6 through lanes TS1348-3 2030 600 $3,200 $1,920,000 $1,920,000 $0 $0 $1,920,000 $192,000 $316,800 $211,200 $2,640,000 $612,000 $612,000 $816,000 $2,040,000 $4,680,000

DC14-RS00028b Wonderland Road CN Structure between Riverside and Oxford Widening CN Structure 2038 $0 $0 $45,000,000 $0 $45,000,000 $0 $6,750,000 $4,500,000 $56,250,000 $0 Complex Railroad Detour $56,250,000

DC14-RS00023 Wonderland Road Riverside to Springbank 4 to 6 through lanes TS1348-1 2030 1100 $3,200 $3,520,000 $3,520,000 2200 $5,900 $12,980,000 $0 $16,500,000 $352,000 $2,527,800 $1,685,200 $21,065,000 $0 $15,000,000Complex Bridge Construction

Widening for Active TransportationFull Replacement is $50M

$36,065,000

DC14-RS00026a Wonderland Road Springbank to Commissioners 4 to 6 through lanes TS1348-2 2027 900 $3,200 $2,880,000 $2,880,000 $0 200 $1,560 $312,000 $3,192,000 $288,000 $522,000 $348,000 $4,350,000 $0 $500,000 Retaining Structures $4,850,000

DC14-RS00026b Wonderland Road Commissioners to Southdale 4 to 6 through lanes 2028 2000 $3,200 $6,400,000 $6,400,000 $0 $0 $6,400,000 $640,000 $1,056,000 $704,000 $8,800,000 $0 $8,000,000 Property Issues & Commercial Access $16,800,000

DC14-RS00032 Wonderland Road Exeter to Hwy 402 2 to 4 through lanes TS1035-1 2026 2000 $8,457,000 $1,542,000 $9,999,000 $4,002,000 $0 $14,001,000 $518,000 $2,178,000 $2,903,000 $19,600,000 $0 $19,600,000

DC19-RS00006 IntersectionDingman / White Oak Intersection Roundabout 2027 $2,500,000 $2,500,000 265 $4,600 $1,219,000 $0 $3,719,000 $250,000 $595,350 $396,900 $4,961,250 $130,000 $130,000 $5,091,250

DC19-RS00007 IntersectionExeter / Wellington Intersection Intersection 2019

2030 $4,000,000 $4,000,000 $0 $0 $4,000,000 $400,000 $660,000 $440,000 $5,500,000 $0 $5,500,000

DC14-RS00077 IntersectionFanshawe / Richmond Intersection Intersection TS1134 2022 $4,269,000 $305,000 $4,574,000 $0 $215,000 $4,789,000 $1,438,000 $934,050 $934,050 $8,095,100 $4,500,000 $12,595,100

DC14-RS00075 IntersectionHamilton / Highbury Intersection Intersection TS1309 2029 $3,669,000 $495,000 $4,164,000 $0 $0 $4,164,000 $700,000 $729,600 $729,600 $6,323,200 $4,157,900 $10,481,100

DC14-RS00051 IntersetionHamilton / Egerton Intersection Optimization TS1328 2019 $1,250,000 $1,250,000 $0 $0 $1,250,000 $125,000 $206,250 $137,500 $1,718,750 $0 $1,718,750

DC19-RS00008 IntersectionHamilton / Commissioners Intersection Roundabout 2029 $5,300,000 $5,300,000 $0 $0 $5,300,000 $530,000 $874,500 $583,000 $7,287,500 $0 $7,287,500

DC19-RS00009 IntersectionHamilton / Gore Intersection Roundabout 2024 $2,500,000 $2,500,000 $0 $0 $2,500,000 $250,000 $412,500 $275,000 $3,437,500 $700,000 $700,000 $4,137,500

DC19-RS00010 IntersectionOxford / Gideon Intersection Roundabout 2024 $2,500,000 $2,500,000 $0 $0 $2,500,000 $250,000 $412,500 $275,000 $3,437,500 $0 $3,437,500

DC14-RS00015 IntersectionOxford / Hyde Park Intersection Intersection TS1477-3 2026 $2,000,000 $150,000 $2,150,000 $0 $0 $2,150,000 $215,000 $354,750 $236,500 $2,956,250 $0 $2,956,250

DC19-RS00011 IntersectionOxford / Wharncliffe Intersection Intersection 2025 $2,500,000 $2,500,000 $0 $0 $2,500,000 $250,000 $412,500 $275,000 $3,437,500 $0 $3,437,500

DC19-RS00012 IntersectionOxford / Wonderland Intersection Intersection 2028 $2,750,000 $2,750,000 $0 $0 $2,750,000 $275,000 $453,750 $302,500 $3,781,250 $0 $3,781,250

DC19-RS00017 IntersectionPack / Colonel Tablot Intersection Intersection 2021 $1,750,000 $1,750,000 $0 $0 $1,750,000 $175,000 $288,750 $192,500 $2,406,250 $0 $2,406,250

DC19-RS00013 IntersectionRiverside / Wonderland Intersection Intersection 2023 $8,000,000 $8,000,000 $0 $0 $8,000,000 $800,000 $1,320,000 $880,000 $11,000,000 $0 $11,000,000

DC14-RS00076b IntersectionSarnia / Philip Aziz / Western Intersection Intersection TS1627 2023 $5,625,000 $5,625,000 $0 $0 $5,625,000 $562,500 $928,125 $618,750 $7,734,375 $0 $7,734,375

DC19-RS00018 IntersectionSouthdale / Colonel Talbot Intersection Roundabout 2024 $3,000,000 $3,000,000 $0 $0 $3,000,000 $0 $450,000 $300,000 $3,750,000 $0 $3,750,000

DC19-RS00014 IntersectionSpringbank / Wonderland Intersection Intersection 2027 $6,000,000 $6,000,000 $0 $0 $6,000,000 $600,000 $990,000 $660,000 $8,250,000 $0 $8,250,000

DC19-RS00015 IntersectionSunningdale / Hyde Park Intersection Roundabout 2021 $2,500,000 $2,500,000 $0 $0 $2,500,000 $250,000 $412,500 $275,000 $3,437,500 $600,000 $600,000 $4,037,500

$277,829,565 $297,498,706 $130,121,700 $4,668,800 $432,289,206 $30,222,241 $69,834,605 $51,373,689 $583,719,740 $49,969,000 $65,047,868 $712,536,608

CITY OF LONDON2019 TRANSPORTATION DEVELOPMENT CHARGE BACKGROUND STUDY

FUTURE MAJOR ROADWORKS (2019-2038)

C-1

DC Project Number Road Limits Project Improvement City ID Recommended Year Project Length (m) Roadway Construction Cost (per/m)

Roadway Construction Cost Area of Structure (m2)

Structures Cost (per/m2)

Structures Construction Cost

Total Construction Cost

Utility Relocation (10%)

Engineering(15%) Contingencies (10%) Complexity Total Estimated Cost

DC14-RS00210 Bostwick Road Pack to Southdale 2LUA 2 Lane Upgrade TS1357 2025 740 $2,060,185 $2,060,185 $45,000 $373,269 $338,278 $106,650 $2,923,382

DC14-RS00212 Colonel Talbot Road 300m south of Southdale to James Street 2LUA 2 Lane Upgrade TS1329 2023 2925 $8,487,500 $0 $8,487,500 $848,750 $1,400,438 $933,625 $11,670,313

DC19-RS00202 Dingman Drive White Oak Rd to Western approach of Dingman/Hwy 401 bridge 2LRA 2 Lane Upgrade 2035 1600 $2,900 $4,640,000 $0 $4,640,000 $464,000 $765,600 $510,400 $6,380,000

DC14-RS00220 Huron Street VMP easterly to Railway 2LRA 2 Lane Upgrade TS1410 2019 450 $2,900 $1,305,000 $0 $1,305,000 $130,500 $215,325 $143,550 $1,794,375

DC14-RS00222 Kilally Road Webster to Clarke 2LUA 2 Lane Upgrade TS1411 2030 2000 $3,500 $7,000,000 $0 $7,000,000 $700,000 $1,155,000 $770,000 $9,625,000

DC14-RS00211 Pack Road Colonel Talbot to Bostwick 2LUA 2 Lane Upgrade TS1358 2032 2000 $3,500 $7,000,000 $0 $7,000,000 $700,000 $1,155,000 $770,000 $9,625,000

DC19-RS00203 South Street & Grey Street 2LUA 2 way conversion 2027 1100 $0 $0 $0 $0 $0 $0 $600,000

DC14-RS00207DC14-RS00208 Southdale Road Wickerson to Byronhills 2LRA 2 Lane Upgrade TS1407-1

TS1407-2 2020 2070 $7,534,191 $0 $7,534,191 $608,824 $1,221,452 $1,628,603 $296,801 $11,289,871

DC14-RS00204 Sunningdale Road South Winege to Highbury 2LUA 2 Lane Upgrade TS1406 2028 950 $3,500 $3,325,000 $0 $3,325,000 $332,500 $548,625 $365,750 $4,571,875

DC19-RS00204 Sunningdale Road Highbury to Clarke 2LRA 2 Lane Upgrade 2024 2450 $2,900 $7,105,000 $0 $7,105,000 $710,500 $1,172,325 $781,550 $9,769,375

DC19-RS00205 Sunningdale Road HPR to Wonderland Road North 2LUA 2 Lane Upgrade 2025 2440 $3,500 $8,540,000 $0 $8,540,000 $854,000 $1,409,100 $939,400 $11,742,500

DC19-RS00206 White Oak Road Exeter Road to 400 m south 2LRA 2 Lane Upgrade 2022 400 $2,900 $1,160,000 $500,000 $1,660,000 $116,000 $266,400 $177,600 $2,220,000

DC14-RS00206 Wickerson Road Southdale to 650m North 2LUA 2 Lane Upgrade TS1408 2020 650 $2,365,809 $0 $2,365,809 $191,176 $383,548 $511,397 $93,199 $3,545,129

DC14-RS00221 Wilton Grove Road Commerce Road to City Limits 2LRA 2 Lane Upgrade TS1490 2019 4610 $0 $0 $0 $0 $0 $0 $12,551,000

$60,522,685 $500,000 $61,022,685 $5,701,250 $10,066,082 $7,870,153 $496,650 $98,307,819


FUTURE TWO-LANE ARTERIAL UPGRADES (2019-2038)

C-2

Works Category Item ID City ID Project Description 2019 CostChannelization CH19-001 39T-09501 Channelization - Fronting Adelaide Street North 400,000$ Channelization CH19-002 39T-11502 Channelization - Fronting Adelaide Street North 400,000$ Channelization CH19-003 39T-15503 Channelization - Fronting Boler Road 400,000$ Channelization CH19-004 39T-17503 Channelization - Fronting Bostwick Road 400,000$ Channelization CH19-005 39T-06507 Channelization - Fronting Commissioners Road East 400,000$ Channelization CH19-006 39T-17502 Channelization - Fronting Hamilton Road 652,988$ Channelization CH19-007 39T-11503 Channelization - Fronting Hyde Park Road 267,498$ Channelization CH19-008 39T-14503 Channelization - Fronting Kains Road 400,000$ Channelization CH19-009 39T-14503 Channelization - Fronting Oxford Street West 174,837$ Channelization CH19-010 39T-17501 Channelization - Fronting Oxford Street West 400,000$ Channelization CH19-011 39T-99502 Channelization - Fronting Oxford Street West 400,000$ Channelization CH19-012 39T-16509 Channelization - Fronting Pack Road 294,738$ Channelization CH19-013 39T-12501 Channelization - Fronting Pond Mills Road 400,000$ Channelization CH19-014 39T-16503 Channelization - Fronting Richmond Street 400,000$ Channelization CH19-015 39T-07502 Channelization - Fronting Sunningdale Road East 400,000$ Channelization CH19-016 39T-04510 Channelization - Fronting Sunningdale Road West 433,801$ Channelization CH19-017 39T-16504 Channelization - Fronting Sunningdale Road West 400,000$ Channelization CH19-018 39T-11503 Channelization - Fronting Sunningdale Road West 400,000$ Channelization CH19-019 39T-14503 Channelization - Fronting Westdel Bourne 174,837$ Channelization CH19-020 39T-17501 Channelization - Fronting Westdel Bourne 400,000$ Channelization CH19-021 39T-03505 Channelization - Fronting Wonderland Road North 400,000$ Channelization CH19-022 39T-15501 Channelization - Wharncliffe Road South 400,000$ Sidewalks SW19-001 Sidewalks - Byron Baseline Road from Wickerson Road to Grand View Avenue 200,600$ Sidewalks SW19-002 39T-11502 Sidewalks - Fronting Adelaide Street North 59,670$ Sidewalks SW19-003 39T-15503 Sidewalks - Fronting Boler Road 34,170$ Sidewalks SW19-004 39T-17503 Sidewalks - Fronting Bostwick Road 72,250$ Sidewalks SW19-005 39T-17503 Sidewalks - Fronting Colonel Talbot Road 11,050$ Sidewalks SW19-006 39T-16509 Sidewalks - Fronting Colonel Talbot Road and Pack Road 47,460$ Sidewalks SW19-007 39T-06507 Sidewalks - Fronting Commissioners Road East 148,920$ Sidewalks SW19-008 39T-15501 Sidewalks - Fronting Exeter Road 137,190$ Sidewalks SW19-009 39T-04512 Sidewalks - Fronting Highbury Avenue North 96,560$ Sidewalks SW19-010 39T-11503 Sidewalks - Fronting Hyde Park Road 135,490$ Sidewalks SW19-011 39T-14503 Sidewalks - Fronting Oxford Street West 148,070$ Sidewalks SW19-012 39T-17501 Sidewalks - Fronting Oxford Street West 65,110$ Sidewalks SW19-013 39T-16503 Sidewalks - Fronting Richmond Street 48,280$ Sidewalks SW19-014 39T-07502 Sidewalks - Fronting Sunningdale Road East 104,550$ Sidewalks SW19-015 39T-04510 Sidewalks - Fronting Sunningdale Road West 104,380$ Sidewalks SW19-016 39T-03505 Sidewalks - Fronting Sunningdale Road West 51,340$ Sidewalks SW19-017 39T-16503 Sidewalks - Fronting Sunningdale Road West 52,020$ Sidewalks SW19-018 39T-16504 Sidewalks - Fronting Sunningdale Road West 116,620$ Sidewalks SW19-019 39T-11503 Sidewalks - Fronting Sunningdale Road West 103,020$ Sidewalks SW19-020 39T-05512 Sidewalks - Fronting Sunningdale Road West 52,020$ Sidewalks SW19-021 39T-17501 Sidewalks - Fronting Westdel Bourne 13,600$ Sidewalks SW19-022 39T-14503 Sidewalks - Fronting Westdel Bourne 63,070$ Sidewalks SW19-023 39T-15501 Sidewalks - Fronting Wharncliffe Road South 115,090$ Sidewalks SW19-024 39T-03505 Sidewalks - Fronting Wonderland Road North 115,770$ Sidewalks SW19-025 Sidewalks - Hyde Park Road from Dyer Drive to Fanshawe Park Road West 197,200$ Sidewalks SW19-026 Sidewalks - Richmond Street from Sunningdale Road West to City Limits 241,400$ Sidewalks SW19-027 Sidewalks - Sunningdale Road West from Hyde Park Road to Wonderland Road North 209,100$ Sidewalks SW19-028 Sidewalks - Wharncliffe Road South from Wonderland Road South to Savoy Street 280,500$ Sidewalks SW19-029 Sidewalks - Wharncliffe Road South from Wonderland Road South to Southdale Road West 668,100$ Sidewalks SW19-030 Sidewalks - White Oak Road from Exeter Road to Dingman Drive 476,000$ Sidewalks SW19-031 Sidewalks - Wickerson Road from Tibet Butler Boulevard to Southdale Road West 275,400$ Streetlights SL19-001 Streetlights - Byron Baseline Road from Wickerson Road to Grand View Avenue 472,000$ Streetlights SL19-002 39T-09501 Streetlights - Fronting Adelaide Street North 280,000$ Streetlights SL19-003 39T-11502 Streetlights - Fronting Adelaide Street North 140,400$ Streetlights SL19-004 39T-15503 Streetlights - Fronting Boler Road 80,400$ Streetlights SL19-005 39T-17503 Streetlights - Fronting Bostwick Road 170,000$ Streetlights SL19-006 39T-17503 Streetlights - Fronting Colonel Talbot Road 26,000$ Streetlights SL19-007 39T-16509 Streetlights - Fronting Colonel Talbot Road and Pack Road 118,650$ Streetlights SL19-008 39T-06507 Streetlights - Fronting Commissioners Road East 350,400$ Streetlights SL19-009 39T-04512 Streetlights - Fronting Highbury Avenue North 227,200$ Streetlights SL19-010 39T-11503 Streetlights - Fronting Hyde Park Road 318,800$ Streetlights SL19-011 39T-14503 Streetlights - Fronting Oxford Street West 348,400$ Streetlights SL19-012 39T-17501 Streetlights - Fronting Oxford Street West 153,200$ Streetlights SL19-013 39T-07502 Streetlights - Fronting Sunningdale Road East 246,000$ Streetlights SL19-014 39T-04510 Streetlights - Fronting Sunningdale Road West 245,600$ Streetlights SL19-015 39T-03505 Streetlights - Fronting Sunningdale Road West 120,800$ Streetlights SL19-016 39T-05512 Streetlights - Fronting Sunningdale Road West 122,400$ Streetlights SL19-017 39T-11503 Streetlights - Fronting Sunningdale Road West 242,400$ Streetlights SL19-018 39T-16503 Streetlights - Fronting Sunningdale Road West 122,400$ Streetlights SL19-019 39T-16504 Streetlights - Fronting Sunningdale Road West 274,400$ Streetlights SL19-020 39T-14503 Streetlights - Fronting Westdel Bourne 148,400$ Streetlights SL19-021 39T-17501 Streetlights - Fronting Westdel Bourne 32,000$ Streetlights SL19-022 Streetlights - Hyde Park Road from Dyer Drive to Fanshawe Park Road West 464,000$ Streetlights SL19-023 Streetlights - Sunningdale Road West from Hyde Park Road to Wonderland Road North 492,000$ Streetlights SL19-024 Streetlights - Wharncliffe Road South from Wonderland Road South to Southdale Road West 1,000,000$


FUTURE MINOR ROADWORKS (2019-2038)

C-3

Works Category Item ID City ID Project Description 2019 Cost


FUTURE MINOR ROADWORKS (2019-2038)

Traffic Signals TR19-001 Traffic Signals - Bostwick Road @ Street A 325,000$ Traffic Signals TR19-002 33M-609 Traffic Signals - Bradley Avenue @ Innovation Gate - Innovation Park Phase 4 325,000$ Traffic Signals TR19-003 Traffic Signals - Bradley Avenue @ Street X (Summerside Phase 13) 325,000$ Traffic Signals TR19-004 33M-524 Traffic Signals - Colonel Talbot Road @ Clayton Walk 325,000$ Traffic Signals TR19-005 39T-17503 Traffic Signals - Colonel Talbot Road @ Diane Crescent 325,000$ Traffic Signals TR19-006 Traffic Signals - Colonel Talbot Road @ Kilborne Road 325,000$ Traffic Signals TR19-007 Traffic Signals - Colonel Talbot Road @ Street B 325,000$ Traffic Signals TR19-008 Traffic Signals - Commissioners @ Crestwood Drive 325,000$ Traffic Signals TR19-009 Traffic Signals - Commissioners Road East @ Sheffield Place 325,000$ Traffic Signals TR19-010 Traffic Signals - Fanshawe Park Road East @ Hastings Drive (east) 325,000$ Traffic Signals TR19-011 33M-541 Traffic Signals - Gainsborough Road @ Coronation Drive (west) 325,000$ Traffic Signals TR19-012 Traffic Signals - Hamilton Road @ Oriole Drive 325,000$ Traffic Signals TR19-013 33M-548 Traffic Signals - Highbury Avenue North @ Blackwell Boulevard 325,000$ Traffic Signals TR19-014 Traffic Signals - Highbury Avenue North @ Edgevalley Road 325,000$ Traffic Signals TR19-015 Traffic Signals - Hyde Park Road @ Dyer Drive 325,000$ Traffic Signals TR19-016 33M-617 Traffic Signals - Hyde Park Road @ North Routledge Park 325,000$ Traffic Signals TR19-017 39T-99502 Traffic Signals - Oxford Street West @ Beaverbrook Avenue 325,000$ Traffic Signals TR19-018 39T-14503 Traffic Signals - Oxford Street West @ Riverbend Road 325,000$ Traffic Signals TR19-019 Traffic Signals - Richmond Street @ Plane Tree Drive 325,000$ Traffic Signals TR19-020 Traffic Signals - Richmond Street @ Uplands Drive 325,000$ Traffic Signals TR19-021 Traffic Signals - Richmond Street @ Village Walk Boulevard 325,000$ Traffic Signals TR19-022 33M-602 Traffic Signals - Southdale Road West @ Singleton Avenue 325,000$ Traffic Signals TR19-023 Traffic Signals - Sunningdale Road East @ South Wenige Drive (east) 325,000$ Traffic Signals TR19-024 39T-16504 Traffic Signals - Sunningdale Road West @ Meadowlands Way 325,000$ Traffic Signals TR19-025 Traffic Signals - Sunningdale Road West @ Village Walk Boulevard 325,000$ Traffic Signals TR19-026 39T-15501 Traffic Signals - Wharncliffe Road South @ Morgan Avenue 325,000$ Traffic Signals TR19-027 Traffic Signals - White Oak Road @ Dowell Drive 325,000$ Traffic Signals TR19-028 Traffic Signals - Wonderland Road North @ Eagletrace Drive 325,000$ Traffic Signals TR19-029 33M-562 Traffic Signals - Pack Road @ Pioneer Parkway - Talbot Village Phase 3 325,000$

28,463,549$

2014 Cost 2019 CostChannelization 2,475,000$ 8,398,699$ Miscellaneous Works 445,500$ -$ Sidewalks 1,590,251$ 4,444,000$ Streetlights 2,413,282$ 6,195,850$ Traffic Signals 7,734,375$ 9,425,000$ Roundabouts 2,250,000$ -$ Total 16,908,408$ 28,463,549$

Costing Notes

Program Comparison

• On average 12 conditional clearances a year. It should be noted not all of these will require minor roadworks, some of the clearances are associated with phased development.

• Channelization - average cost of $400,000. Costs include associated engineering design fees.• Sidewalks - average cost of $170.00 per metre of sidewalk. Costs do not included associated engineering design fees.• Streetlights - average cost of $400.00 per metre for streetlights. Costs do not included associated engineering design fees.• Traffic Signals - average cost of installation is $325,000. Costs included associated engineering design fees and civil works (pavement markings, tactile plates, etc.).

General Notes• As per the DC Minor Roadworks process the consultant will design and prepare tender quantities for required external works, for the City to build as required.

C-4

Road Limits Improvement Total Estimated Cost

Beaverbrook Ave Proudfoot Lane to Beaverbrook Ave at Oxford Street West Structure at Mud Creek $2,500,000

Campbell Street James Street to Auburn Subdivision 39T-12503 New 2 through lanes $1,110,000

Coronation Drive South of Gainsborough Road. New 2 through lanes $1,620,000

Kilborne Road Across the HONI corridor behind Lowes (west of Wonderland Rd). New 2 through lanes $300,000

Kilborne Road West of Bostwick Road to western limit of church property New 2 through lanes $3,270,000

Scanlan Street Westerly Limits of Scanaln Street to River Road New 2 through lanes $4,580,000

$13,380,000


FUTURE STRATEGIC LINKS (2019-2038)

C‐5

london 2019dc transportation background report · final report london development charges...

Documents