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December 17, 2009
MUNICIPALITY OF WEST ELGIN AGENDA COUNCIL MEETING DECEMBER 17, 2009 Council Chambers, West Elgin Municipal Building DISCLOSURE OF PECUNIARY INTEREST APPROVAL OF AGENDA MINUTES (A1 A8) *November 26, 2009 Council *November 26, 2009 Court of Revision Wiehle Drain *November 26, 2009 Court of Revision Schnekenburger -Simon Drain November 26, 2009 Court of Revision Friedrich Drain DELEGATIONS: 9:30 a.m. Public Meeting Zoning Amendment (Swain) (B1) Ted Halwa re: Class EA for Marina Improvements (B2) REPORTS: (C1 -C8) 1. ROADS 2. RECREATION 3. BUILDING 4. WATER 5. BY -LAW ENFORCEMENT Dec. 17109 Page 2 6. DRAINS a) Tenders for Segedin Drain b) Tenders for Schnekenburger -Simon Drain c) Tenders for Wiehle -King Drain 7. WEST ELGIN PRIMARY SYSTEM 8. ADMINISTRATION a) Quotations for sale of transit bus ACCOUNTS CORRESPONDENCE BY -LAWS: By -law No. 2009 -74 By -law No. 2009 -75 By -law No. 2009 -76 By -law No. 2009 -96 By -law No. 2009 -97 OTHER BUSINESS: (El) 1. Closed session, if deemed necessary `Information enclosed CONFIRMING BY -LAW ADJOURNMENT NEXT MEETINGS December 19, 2009 December 22, 2009 January 7, 2010 January 14, 2010 January 28, 2010 Wiehle Drain (third reading) Schnekenburger -Simon Drain (third reading) Friedrich Drain (third reading) Zoning Amendment (Swain) Amending Remuneration Christmas Party Olympic Torch Relay Rodney, 4:30 p.m. Special Council Wage Negotiations Council Council MEMBERS PRESENT: STAFF PRESENT: ALSO PRESENT: MINUTES OF THE CORPORATION OF THE MUNICIPALITY OF WEST ELGIN WEST ELGIN COUNCIL CHAMBERS NOVEMBER 26, 2009 Deputy Mayor Bernie Wiehle Councillors Trudy Balint, Jonathan Wolf, Mary Bodnar Joanne Groch Paul Van Vaerenbergh Lloyd Jarvis Administrator/Treasurer Road Superintendent Water Superintendent Ted Halwa Planning Consultant DECLARATION OF PECUNIARY INTEREST: The Deputy Mayor declared a conflict of interest with the Wiehle Drain. SUBJECT: ADOPTION OF AGENDA RES. NO. 1 Moved by Balint Seconded by Wolf RESOLVED that the Council of the Municipality of West Elgin approves the agenda for November 26, 2009 as printed and circulated. DISPOSITION: Carried DELEGATION: JOHN DIANE SLAATS RE: 167 170 HARPER ST., 166 QUEEN ST. RODNEY PROPOSED DEVELOPMENT The proposed development is to redevelop lands south of Queen Street and west of West Alley for 5 semi detached dwellings. The Planner presented his report outlining issues to be reviewed. A rezoning to R2 is required and there are some issues with the distance between the proposed dwellings. Under the Environmental Protection Act, a `Record of Site Condition' (RSC) is required. This is required prior to the issuance of a building permit. Services are available but there are drainage issues to be resolved. The municipality may provide property tax assistance in connection with the Community Improvement Plan. The proposal falls under the redevelopment targets in the Official Plan. Mr. Slaats reported that they are proposing to keep the three properties separate. This creates an issue for zoning and future ownership of dwellings. A legal opinion is required in this regard. Other issues relate to access to the public lane, which is not to current municipal standards, buffering required, and fencing along the westerly property lines. After discussion Council authorized that a public meeting be scheduled for January 28 2010. Further, a record of site conditions is required, site plan design should be started and brownfields tax incentives researched. 1 November 26 /09...Pg 2 of 5 SUBJECT: HAVENS LAKE ROAD ROAD CLOSURE APPLICATION Also in attendance: Dennis Lee, Audrey Miller, Bob Carey Council reviewed a report from Spriet Associates regarding the proposed road closure of portions of Havens Lake Road. The Planner reported that Mr. Culligan has not been in contact with him. It was directed that the report be forwarded to Seaside Developments noting the need for the developer to prepare a Master Servicing Plan. It was reported that most of the land under discussion is not bound by agreements with the Province. It was agreed that this item be deferred until Seaside has responded to the report. SUBJECT: WEST ELGIN DODGE RODEO Also in attendance: Road Superintendent, Water Superintendent The Planner presented his report on the Dodge Rodeo to be held on July 24 and 25 2010 at 24735 Downie Line. Issues identified include non compliance with the zoning by -law, requirements of the Ministry of Transportation and Health Unit. The Road Superintendent has indicated that there are no issues with using Downie Line. After discussion Council directed that a letter be sent to the owner noting the requirement for a temporary use by -law and that the owners contact MTO and the Health Unit. SUBJECT: KSR EXPANSION (DRESDEN INDUSTRIES) The Administrator provided an update on the expansion at KSR. The final building plans have not been submitted to date and no building permit can be issued. The water Superintendent reported that until the plans for the building are completed, water requirements couldn't be finalized. However, it looks like an 8" line may be required. Although, the building permit has not been issued, the Mayor gave the owners approval to proceed with installation of the drainage on the property. SUBJECT: COMMUNITY IMPROVEMENT PLAN The Planner reported that the first Task Forces meeting were Tuesday evening. There was fairly good representation for each of the four Task Forces. The Planner gave a refresher on the CIP and what the Task Forces should investigate for Council. It is proposed that a report will come back to Council in April. Meeting dates were organized and they will all meet together again at the end of January to review progress. SUBJECT: NEW OFFICIAL PLAN The Planner reported that he and the Clerk have met with provincial representatives to discuss proposed changes to the plan. He is hoping to bring forward a report in January and see where Council wants to go. Council will need to review the issues and decide whether to go to the OM B or wait until the next review to present again to the Ministries. SUBJECT: CLASS EA MARINA IMPROVEMENTS The Planner reported that the report should be ready for December 17 meeting. Some thought can be given to how to fund the project. The Planner left the meeting. SUBJECT: ELGIN CONNECTS WEB SERVER The County provided notification that the support of docket, the current portal platform will be discontinued effective December 31, 2009. November 26/09...Pg 3 of 5 SUBJECT: CHRISTMAS OFFICE HOURS RES. NO. 2 Moved by Bodnar Seconded by Wolf RESOLVED that Council of the Corporation of the Municipality of West Elgin authorizes the municipal office be closed from noon on December 24, 2009 to re -open on Wednesday January 4, 2010 at 8:30 a.m. DISPOSITION: Carried SUBJECT: CORRESPONDENCE 1.* Spriet Associates re: Havens Lake Road Instruction: see discussion above 2.* OCWA re: 5 Year Capital List for Sewage Treatment Plants Instruction: see delegation below 3.* Ministry of the Environment re: MOE Inspection of West Lorne WPCP Instruction: see delegation below, letter to be sent 4.* Jim Bergsma re: request for tax exemption Instruction: RES. NO. 3 Moved by Balint Seconded by Bodnar RESOLVED that no rebate be given to 257 Graham Street, West Lorne for non payment of taxes fro 2006 to 2009. DISPOSITION: Carried RES. NO. 4 Moved by Wolf Seconded by Bodnar RESOLVED that the correspondence be dealt with as per the instructions of Council as noted. DISPOSITION: Carried SUBJECT: BY -LAW NO. 2009-88 TAXATION EXEMPTIONS LEGIONS RES. NO. 5 Moved by Balint Seconded by Wolf RESOLVED that the mover be granted leave to introduce a By -Law to exempt from taxation, except for local improvements and education purposes, for a period not to exceed 10 years, those premises actually used and occupied as a club house by persons who serviced with the Armed Forces of Her Majesty or Her Majesty's Allies in any war and this shall be the first and second reading and provisional adoption thereof. DISPOSITION: Carried RES. NO. 6 Moved by Bodnar Seconded by Wolf RESOLVED that a By -law to exempt from taxation, except for local improvements and education purposes, for a period not to exceed 10 years, those premises actually used and occupied as a club house by persons who serviced with the Armed Forces of Her Majesty or Her Majesty's Allies in any war be now read a third time and finally passed, signed, sealed and numbered By -law Number 2009 -88 Taxation exemption Legions DISPOSITION: Carried �J 3 A14- November 26109...Pg 4 of 5 SUBJECT: COURT OF REVISION WIEHLE DRAIN RES. NO. 7 Moved by Bodnar Seconded by Wolf RESOLVED that the members of the Court of Revision on the Wiehle Drain be as follows: Chairman: Trudy Balint Members: Mary Bodnar, Jonathan Wolf DISPOSITION: Carried SUBJECT: COURT OF REVISION SCHNEKENBURGER -SIMON DRAIN RES. NO. 8 Moved by Balint Seconded by Bodnar RESOLVED that the members of the Court of Revision on the Schnekenburger -Simon Drain be as follows: Chairman: Jonathan Wolf Members: Trudy Balint, Mary Bodnar DISPOSITION: Carried SUBJECT: COURT OF REVISION FRIEDRICH DRAIN RES. NO. 9 Moved by Wolf Seconded by Balint RESOLVED that the members of the Court of Revision on the Friedrich Drain be as follows: Chairman: Bernie Wiehle Members: Trudy Balint, Mary Bodnar DISPOSITION: Carried SUBJECT: RURAL DEVELOPMENT OFFICER The Deputy Mayor reported that a meeting to review a job description for a Rural Development Officer has been held. Councillor Balint noted that the community wants the position to continue; it has opened up communication. Councillor Bodnar noted that the community have been advised of grants available through this position. The Deputy Mayor reported that an application has been made through FRL for another position in 2010. Council are to bring ideas to the next meeting. Council recessed to hold Court of Revisions (3) and resumed their meeting thereafter. The Deputy Mayor declared a conflict of interest with the Wiehle Drain then he left the meeting. The Deputy Mayor returned to the meeting after the Court of Revision on the Wiehle Drain. DELEGATION: DALE LE BRITTON, OCWA RE; SEWAGE TREATMENT PLANTS Also in attendance: Water Superintendent 1. 5 Year Capital Budget Mr. Le Britton presented a 5 -year capital budget for the Rodney and West Lorne sewage treatment plants. After discussion Council determined that the Rodney pump station be given priority and directed that the capital budget be revised and returned to Council for authorization. November 26/09...Pg 5 of 5 2. MOE inspection Report West Lorne STP Mr. Le Britton reviewed the MOE Inspection report dated September 15, 2009 with Council and answered their questions. He advised that he had met previously with the Administrator and the Water Superintendent. He noted the higher daily flows maximum and peak especially during rain events. Camera work has been completed on the sewers under the municipal maintenance program. There are other methods such as smoke testing to determine if storm connections are hooked into the sewers. There are rain saver manhole covers that can be installed to reduce flows. He also noted under the Actions Required section the following: Roadways and access around both lagoons to be cleared of heavy vegetation Detailed inspection of inner wall of lagoons to be completed Plan required to address high flows into the sewage collection works Dale advised that quotes will be obtained re the vegetation. He will also work with the West Elgin staff to begin inspections re rainwater infiltration into the system. Council authorized that a letter is to be sent to the MOE re action items in Sections 5 6. SUBJECT: CONFIRMATION BY -LAW RES. NO. 10 Moved by Wolf Seconded by Bodnar RESOLVED that the mover be granted leave to introduce a By -Law to confirm the proceedings of the meeting of Council held on November 26 2009 and this shall be the first and second reading and provisional adoption thereof. DISPOSITION: Carried RES. NO. 11 Moved by Bodnar Seconded by Balint RESOLVED that a By -law to confirm the proceedings of the meeting of Council held on November 26 2009 be now read a third time and finally passed, signed, sealed and numbered By -law Number 2009-89 Confirming By -law November 26 2009 DISPOSITION: Carried SUBJECT: ADJOURNMENT RES. NO. 12 Moved by Balint Seconded by Bodnar RESOLVED that this Regular Meeting of Council shall adjourn at 3:30 p.m. p.m. to meet again on December 10, 2009. DISPOSITION: Carried These minutes were adopted on 17 day of December, 2009. MAYOR CLERK A5 MEMBERS PRESENT: STAFF PRESENT: There were no ratepayers in attendance. MINUTES OF THE CORPORATION OF THE MUNICIPALITY OF WEST ELGIN COURT OF REVISION WEST ELGIN COUNCIL CHAMBERS NOVEMBER 26, 2009 Chairman: Trudy Balint Members: Mary Bodnar, Jonathan Wolf Joanne Groch Administrator /Treasurer SUBJECT: COURT OF REVISION WIEHLE DRAIN RES. NO. 1 Moved by Bodnar Seconded by Wolf RESOLVED that the Court of Revision for the Wiehle Drain be convened. DISPOSITION: Carried The Administrator informed those present that no written appeals had been received. RES. NO. 2 Moved by Wolf Seconded by Bodnar RESOLVED that the assessment on the Wiehle Drain be confirmed as per the Engineer's report. DISPOSITION: Carried RES. NO. 3 Moved by Bodnar Seconded by Wolf RESOLVED that there being no further business, the Court of Revision on the Wiehle Branch Drain be adjourned. DISPOSITION: Carried These minutes were adopted on the 17 day of December, 2009. MAYOR CLERK MEMBERS PRESENT: STAFF PRESENT: MINUTES OF THE CORPORATION OF THE MUNICIPALITY OF WEST ELGIN COURT OF REVISION WEST ELGIN COUNCIL CHAMBERS NOVEMBER 26, 2009 Chairman: Jonathan Wolf Members: Trudy Balint, Mary Bodnar Joanne Groch Administrator/Treasurer SUBJECT: COURT OF REVISION SCHNEKENBURGER -SIMON DRAIN Also in attendance: Carol Mistele, Jerry Schnekenburger, Steve Simon RES. NO. 1 Moved by Balint Seconded by Bodnar RESOLVED that the Court of Revision for the Schnekenburger- Simon Drain be convened. DISPOSITION: Carried The Administrator informed those present that no written appeals had been received. RES. NO. 2 Moved by Bodnar Seconded by Balint RESOLVED that the assessment on the Schnekenburger -Simon Drain be confirmed as per the Engineer's report. DISPOSITION: Carried RES. NO. 3 Moved by Bodnar Seconded by Balint RESOLVED that there being no further business, the Court of Revision on the Schnekenburger -Simon Branch Drain be adjourned. DISPOSITION: Carried These minutes were adopted on the 17 day of December, 2009. MAYOR CLERK 1 a2 MEMBERS PRESENT: Chairman: Bernie Wiehle Members: Trudy Balint, Mary Bodnar STAFF PRESENT: Joanne Groch Administrator/Treasurer SUBJECT: COURT OF REVISION FRIEDRICH DRAIN There were no ratepayers in attendance. MINUTES OF THE CORPORATION OF THE MUNICIPALITY OF WEST ELGIN COURT OF REVISION WEST ELGIN COUNCIL CHAMBERS NOVEMBER 26, 2009 RES. NO. 1 Moved by Balint Seconded by Bodnar RESOLVED that the Court of Revision for the Friedrich Drain be convened. DISPOSITION: Carried The Administrator informed those present that no written appeals had been received. RES. NO. 2 Moved by Bodnar Seconded by Balint RESOLVED that the assessment on the Friedrich Drain be confirmed as per the Engineer's report. DISPOSITION: Carried RES. NO. 3 Moved by Balint Seconded by Bodnar RESOLVED that there being no further business, the Court of Revision on the Friedrich Branch Drain be adjourned. DISPOSITION: Carried These minutes were adopted on the 17 day of December, 2009. MAYOR CLERK MUNICIPALITY OF WEST ELGIN PUBLIC MEETING ZONING BY -LAW AMENDMENT Darryl Swain 24731 Talbot Line DATE TIME: 9:30 a.m. Thursday, December 17th, 2009. LOCATION: West Elgin Municipal Building 22413 Hoskins Line north of the Village of Rodney. PURPOSE: To consider a proposed amendment to the Township of Aldborough Zoning By -law. gi The proposed amendment would change the zoning of lands lying on the south side of Talbot Line (County Road No. 3) west of Graham Road (County Road No. 76), being part of Lot 16, Concession XIII, from the Agricultural (A1) Zone and the Special Agricultural (A2) Zone to a 'site- specific' Special Agricultural (A2 Zone. The lands proposed to be re -zoned from Agricultural (A1) to `site specific' Special Agricultural (A2-#) comprise an irregularly- shaped parcel which is devoid of buildings and structures. These lands are to be consolidated (Le, merged in name and title) with the abutting residential lot owned by Gina Norton -Da Silva and Tony Da Silva (24731 Talbot Line) and is to be used for the purposes of providing additional outdoor amenity area. The existing lot owned by the Da Silvas is proposed to be re -zoned from Special Agricultural (A2) to 'site specific' Special Agricultural (A2-#) thereby ensuring that the enlarged residential lot is under one zone (Le. A2-#) as well as permitting the lot area to exceed the maximum requirement of 1.0 hectares. No additional lot would be created. The enlarged parcel would comprise an area of 2.8 hectares (6.8 acres) with a frontage of 233 metres (765 feet). The permitted uses of the A2 zone include a single unit dwelling, a home occupation and an accessory use. The lot would satisfy the minimum lot area and minimum lot frontage requirements (4,000 sq m 50 m respectively) of the A2 zone. The lands remaining (i.e. balance of the parcel) have a frontage of 347 metres (1,140 ft) and an area of approximately 41.1 hectares (102 acres). The parcel is farmed and no change in use is proposed. The zoning of these lands, being A1, is not being changed. The amendment is necessary to maintain compliance with the Zoning By -law and to fulfill a condition imposed by the County of Elgin Land Division Committee (Application for Consent E8/09) in granting permission to enlarge the existing rural residential lot owned by the Da Silvas through the conveyance of abutting lands owned by Darryl Swain. ANY PERSON may attend the public meeting and /or make a written or verbal representation either in support of or in opposition to, the proposed amendment. IF A PERSON OR PUBLIC BODY That files an appeal of a decision of the Council of the Corporation of the Municipality of West Elgin in respect of the proposed zoning by -law does not make oral submissions at a public meeting or make written submissions to the Council of the Corporation of the Municipality of West Elgin before the proposed zoning by -law is adopted, the Ontario Municipal Board may dismiss all or part of the appeal. ADDITIONAL INFORMATION relating to the proposed amendment is available between 9:00 a.m. and 4:00 p.m. at the Municipal Office or from the Municipal Planner, Mr. Ted Halwa, at (519) 963 -1028 (London, Ontario). DATED AT RODNEY this 26th day of November, 2009. Norma Bryant Municipality of West Elgin Clerk 22413 Hoskins Line P.Q. Box 490 Rodney, Ontario NOL 2C0 Telephone: (519) 785 -0560 Fax: (519) 785 -0644 APPLICATION FOR A ZONING BY -LAW AMENDMENT Darryl Swain 24731 Talbot Line Part of Lot 16, Concession XIII Municipality of West Elgin T 1,INE ERINAN•LINE MCMURCHY LINE ARGY.LE.LINE THOMSGN.LINE BEATTIE•LINE G .��KINTYRE C g t2 z Cg V VI r HGSKINS.L•INE ail M■ GOR ME 11111 A ©01112©111 131 1 :1" '',..t4:`'. -fi t' TALBOT, LINT IIIIII DYMG K LINE Ell LANDS PROPOSED TO BE RE -ZONED FROM AGRICULTURAL (Al) TO 'SITE-SPECIFIC' SPECIAL AGRICULTURAL (A2 '2 LANDS PROPOSED TO BE RE -ZONED FROM SPECIAL AGRICULTURAL (A2) TO 'SITE SPECIFIC' 1 'r SPECIAL AGRICULTURAL (A2 Municipality of WEST ELGIN LAKE ERIE Munlcipaltty of Southwest MItltllesex COUNTY of MIDDLESEX SCALE 1:100,000 s a SILBERT W UNE UNE xIv 1 Metres 0 5001,000 2,000 3,000 4,000 5,000 c; I A.1) EilliRONhIENTAL j t \I Eaplf 7i Iffy( Municipality of WEST ELGIN COMMUNITY PLANNERS INC SHOREPLAN ENGINEERING LIMITED TARANDUS ASSOCIATES LIMITED AMOS ENVIRONMENT PLUS PLANNING DECEMBER 8, 2009 iPT( (.21LAZW0CitAill kram JJ -eiritAlar.AE TABLE OF CONTENTS EXECUTIVE SUMMARY 1 1.0 INTRODUCTION AND BACKGROUND 1 1.1 Overview 1 1.2 Context 3 1.3 Study Area 4 1.4 Class Environmental Assessment Process 4 1.5 Project Team 6 2.0 PROBLEM STATEMENT (PHASE 1) 7 2.1 Study Objectives 7 3.0 ALTERNATIVE SOLUTIONS (PHASE 2) 8 3.1 Existing Environment 8 3.2 Alternative Solutions 9 4.0 ALTERNATIVE DESIGN CONCEPTS (PHASE 3) 12 4.1 Alternative Design Concepts for the Preferred Solution 12 4.2 Evaluation Process 14 4.3 Sediment Transport Impact 17 5.0 PUBLIC and stakeholder input 18 5.1 Background 18 5.2 Public Input 19 5.3 Stakeholder Input 20 List of Figures ESR Port Glasgow 1. Municipality of West Elgin Regional Context 2. Municipality of West Elgin Lake Erie Shoreline, Port Glasgow 3. Option 1 West Pier Extension New East Pier 4. Option 2 West Pier Extension Realignment New East Pier 5. Option 3 Offshore Breakwater 6. Typical Cross Sections 7. Option 2B Preferred Design Concept List of Tables ESR Port Glasgow 1. Evaluation of Alternative Design Concepts: Social 2. Evaluation of Alternative Design Concepts: Natural 3. Evaluation of Alternative Design Concepts: Technical 4. Evaluation of Alternative Design Concepts: Cost 5. Evaluation Summary List of Appendicies -ESR Port Glasgow 1. Shoreplan Engineering, Sediment Transport Impact for Proposed Harbor Entrance Improvements Port Glasgow Marina September 2008 2. Tarandus Associates Limited, Potential Effects of Marina Rehabilitation Alternatives On Fish and Aquatic Habitat At Port Glasgow, September 2009 3. Port Glasgow Marina Class Environmental Assessment, Notices of Study Commencement, Public Meetings and Study Completion 4. Port Glasgow Marina Class Environmental Assessment, Minutes of Public Meetings and Media Reports 5. Correspondence Agencies and Ministries EXECUTIVE SUMMARY Municipality of West Elgin Class Environmental Assessment (EA) Study Port Glasgow Marina Entrance The Municipality of West Elgin initiated a Class Environmental Assessment Study to address navigational safety issues in the harbour channel at the Port Glasgow Marina operated by the Port Glasgow Yacht Club. The Class EA process which involves the identification of alternative solution included in this instance modifications to the existing harbour channel, re- location of the marina elsewhere in the Municipality to a better site, abandonment of the existing marina and maintaining the `status quo' (i.e. do nothing). Alternatives design concepts for modifying the existing channel include extension and realignment of the existing piers and the construction of an offshore breakwater. The preferred alternative design concept developed by Shoreplan Engineering Limited is known as the West Pier Extension and Realignment New East Pier. This modification would comprise a rip -rap revetment along the east side of the existing west pier, removing the existing east pier, replacing the east pier with a rip rap /armour stone revetment 20 metres to the east and extending a 30 metre long, easterly oriented armour stone breakwater off the west pier. Companion documents which should be consulted in conjunction with this Class EA Study include the Port Glasgow Marina Yacht Club Entrance Feasibility Study Shoreplan Engineering Limited, October 2006) and the Port Glasgow Marina Entrance Modifications Design Brief Final Report Shoreplan Engineering Limited, March 2008). 1.0 INTRODUCTION AND BACKGROUND 1.1 Overview The purpose of this study is to address navigational safety issues related to the entrance to the marina situated at Port Glasgow on the north shore of Lake Erie. The navigational safety issues arise as a Class EA Study (Draft) Port Glasgow Marina Entrance page 1 December 8' 2009 result of rough wave conditions within the entrance channel to the marina. During such conditions, navigation becomes difficult and, depending on prevailing winds, dangerous. In a written submission to the Municipality in January of 2008, the Port Glasgow Yacht Club described the situation in the following terms. Port Glasgow Marina is the only shelter between Erieau and Port Stanley which is a sixty mile stretch of Lake Erie shoreline. The current piers do not provide adequate shelter and safe access. In the past during inclement weather conditions we were only able to use one third of our ramping facilities due to wave action in the channel and harbour. Additionally, the Large increases of boaters (at times 200+ per day) the sudden variable conditions on Lake Erie and our existing piers make it impossible to provide a safe zone due to the condition of the channel and harbour. Larger boats will not even attempt to navigate the harbor for fear of bottoming out in the trough of a wave or being thrown into the wall from wave action. In the event of a large storm or high winds this may leave numerous boats stranded out in the lake due to our poor entrance. These conditions of the piers limit our ability to attract domestic and international tourism. Tourism and development of the Ports of Elgin County were recently highlighted as areas of opportunity in an economic development study, commissioned by the County of Elgin. Due to the conditions, we are limited in our ability to join tourism organizations such as Interlake Yachting, and Great Lakes Boating. in summary, the failure to improve our existing piers leaves us with an unsafe channel and facility and reduces tourism opportunities for the whole local area. Wind data collected and analyzed by Shoreplan Engineering Limited retained by the Municipality of West Elgin confirms that concentrated deepwater wave energy coming from two directions, namely, the east and southwest adversely affects navigational safety at Port Glasgow. During the boating season, a wave height of 1.8 metres (6 feet) has been recorded from the east and a wave height of 1.4 metres (4.5 feet) from the south. Waves enter the channel traveling along the steel sheet pile wall to the marina basin. The waves are reflected off the walls and their height is the same, or even increased, as they travel down the entrance channel towards the marina double launch ramp situated in the southeast corner of the basin. The study identifies and evaluates alternatives and a preferred solution to address the navigational safety issue at Port Glasgow in a comprehensive, environmentally sound manner in accordance with accepted marine engineering principles which respond to the interests and potential concerns of users, shoreline property owners, residents, government agencies, stakeholders and the general public. Impacts are identified and mitigation measures suggested wherever possible. Class EA Study (Draft) Port Glasgow Marina Entrance page 2 December Ei 2009 1.2 Context Port Glasgow is a small, unincorporated settlement situated in the Municipality of West Elgin in the westernmost end of the County of Elgin (Figure 1). The marina is situated on lands owned, in part, by the Municipality of West Elgin and, in part, by the Port Glasgow Yacht Club (PGYC) and is open to the public. It is operated by the PGYC, a not for profit organization comprised primarily of local boaters. (Figure 2). An agreement exists between the two parties over shared use, operations and improvements. Since the early 18 century, it functioned as a shipping port when it was known as 'Nelly's Landing'. It was the landing of the first settlers of the area in 1818. The Port Glasgow Yacht Club, founded in 1958, installed docks and a breakwater at the site of the existing man -made harbour just east of the mouth of 16 Mile Creek soon afterwards, replacing earlier structures which had been destroyed by erosion. A dragline was erected in 1960 to mine gravel from the lake. During the 1980's a shoreline road was constructed between the marina and Memorial Park on Furnival Road in the hamlet for the purpose of preventing further erosion. The breakwater was encased with steel in 1992 and a lighthouse was erected the same year on the west pier. The existing marina includes 80 boat docks, two launch ramps, washrooms, showers and other amenities. Daily boat launching and seasonal passes for boat launching continue to increase at Port Glasgow Marina. Demand has increased from 1500 rampages in 1998 to over 4000 in 2007 and have continued to increase since then. With improvements designed to calm the entrance, navigational safety will improve and greater use of the boat launch ramps is expected by the PGYC. Use of the marina is open to the general public. Upkeep and maintenance of the marina and grounds are undertaken by the Club through its members and volunteers. Income generated from launch and berthing fees and other services as well as from the sale of gravel dragged from the lake west of the marina entrance is allocated towards marina improvements. The Club has also financed improvements through government grants and low interest loans from the Municipality. Investment by the Municipality of West Elgin and by the Port Glasgow Yacht Club in amenities and facilities over the years has been, and continues to be, an on -going effort. It is widely recognized as the central focus of the waterfront and clearly the most publicly accessible stretch of the Lake Erie shoreline within West Elgin. This investment has included grants from the Ontario Trillium Foundation and assistance from the 31 Combat Engineer Regiment of the Canadian Forces. Rebuilding the access road to the marina by the Municipality in the early 1990's was a major undertaking by the Class EA Study (Draft) Port Glasgow Marina Entrance page 3 December 8th 2009 Municipality of WEST ELGIN REGIONAL CONTEXT z¢ ELI Q F 0 A 2 former Township of Aldborough. More recent improvements have included a new pedestrian bridge over 16 Mile Creek to access the beach, public washrooms, new decking and a picnic shelter at the marina with provision for marine access for the physically challenged. During a visit to the Municipality of West Elgin under the Ontario Ministry of Agriculture, Food and Rural Affairs `First Impressions Community Exchange' program in 2009, a group from the Township of Southgate (County of Grey) made the following observation relative to the area: In our opinion the Lake Erie waterfront offers a huge potential for not only tourist attraction but for assorted economic development such amenities as waterfront or waterview resort areas containing condominiums, boutique hotels and shops, conference centres, dining establishments etc. The group •concluded that access to Lake Erie waterfront for recreation purposes and the future development of tourist amenities represents a `positive' for the community notwithstanding its observation that the waterfront and beach area represent underdeveloped attractions. 1.3 Study Area The study area, at the level of considering the broad alternatives to improving navigational safety at the Port Glasgow Marina, consists of the entire shoreline along Lake Erie lying within the Municipality of West Elgin; a distance of approximately 16 kilometres (10 miles). At the level of considering the design alternatives for improving the existing marina, the study area consists generally of the lands comprising the existing marina and associated lands owned by the Municipality of West Elgin and the Port Glasgow Yacht Club in Lot 6, Concession XIV in the former Township of Aldborough. This area includes the existing marina, the entrance to the marina and the mouth of Sixteen Mile Creek lying west of the marina. The study area also includes lands up drift (to the west) and down drift (to the east) along the shoreline which may be adversely affected by an alteration of the existing channel entrance through reconstruction of existing or the addition of new marine structures. 1.4 Class Environmental Assessment Process The potential range of marina improvements at Port Glasgow fall within the category of new shore line works such as off-shore breakwaters, shore connected breakwaters, groynes and seawalls identified in the Municipal Engineers Association, Municipal Class Environmental Assessment guidelines as matters subject to the preparation of a Class EA. Undertaking the Class EA process in accordance with the guidelines would satisfy the requirements of the Environmental Assessment Act, Under the Class EA Study (Draft) Port Glasgow Marina Entrance page 4 December 8 2009 guidelines, the necessary works to improve navigational safety is considered a Schedule C project having four distinct phases, namely: a) Problem or Opportunity b) Alternative Solutions c) Alternative Design Concepts for Preferred Solution d) Environmental Study Report (ESR) Consultation with Fisheries and Oceans Canada has been undertaken to determine any additional screening requirements under the Canadian Environmental Assessment Act. A study process has been established to a level considered appropriate given the nature of the works being considered. The process is sufficiently flexible to accommodate additional information received or new issues or possible solutions that may arise throughout the process. The Class EA process initially involves the identification of alternative solutions. In this instance, these include modifications to the existing harbour, re- location of the harbour elsewhere along the shoreline to a more suitable site in the Municipality, abandonment of the harbour and maintaining the 'status quo' (i.e. `do nothing'). More specific modifications to the existing harbour (Le the alternative design concepts) include the possible extension and realignment of the existing piers and the construction of an offshore breakwater. The ESR is built upon the findings and recommendations of the following studies commissioned by the Municipality: Port Glasgow Marina Yacht Club, Entrance Feasibility Study, 2006 (Shoreplan Engineering Limited) Port Glasgow Marina Entrance Modifications Design Brief, 2008 (Shoreplan Engineering Limited) Sediment Transport Impact Assessment for Proposed Harbor Entrance Improvements, Port Glasgow Marina, 2008 (Shoreplan Engineering Limited) Potential Effects of Marina Rehabilitation Alternatives on Fish and Aquatic Habitat at Port Glasgow (Tarandus Associates Limited). Class EA Study (Draft) Port Glasgow Marina Entrance page 5 December 8 2009 The Entrance Feasibility Study prepared by Shoreplan confirms the need for, and the feasibility of, navigational safety improvements at the Port Glasgow Marina. The study examines three design solutions for improving boater safety. It anticipates that entrance modifications to the Port Glasgow Marina for the purposes of improving navigational safety could potentially include the following works: a) dredging of the boating channel, b) acquisition of water lots from the Ministry of Natural Resources, c) realignment of the east pier, d) extension of the west pier and construction of breakwaters. The Class EA Study process identifies broader based alternatives prior to evaluating the alternative design solutions already developed, identifies additional alternatives if appropriate and provides an examination /evaluation of each alternative. A reasonable range of alternatives is carried forward for consideration as required to comply with the Class EA process. The ESR includes the mitigation /implementation measures for the preferred design solution outlining the steps necessary to mitigate any anticipated adverse environmental impacts. The ESR also confirms all permits and approvals required for the project to proceed and a summary of the consultation with government agencies, stakeholders and the public along with how the comments received have been addressed. 1.5 Project Team The study has been undertaken by Community Planners Inc. of London, Ontario in association with Shoreplan Engineering Limited, Tarandus Associates Limited and Amos Environment Planning on behalf of the Municipality of West Elgin. Community Planners Inc. acts as Project Manager. Input to the Project Team has been provided the Municipality, the Port Glasgow Yacht Club, government agencies, stakeholders and the general public. Class EA Study (Draft) Port Glasgow Marina Entrance page 6 December 8 2009 2.0 PROBLEM STATEMENT (PHASE 1) The purpose of the Class EA is to identify the alternative that best addresses the 'problem' and identifies a 'preferred' solution. The problem statement, in this instance, represents the evaluation of a project in response to a certain identified problem or deficiency, being navigational safety in the channel at the entrance to the Port Glasgow Marina. Problem Statement: The safety of boaters at the marina entrance during periods of severe wave set up, and the difficulty of maneuvering boats within the channel during such conditions. Navigational safety, as documented and re- enforced by the Port Glasgow Yacht Club, represents the identified problem or deficiency. Possible improvements to the harbour represent the identified opportunity. Earlier studies and reviews undertaken by the Municipality of West Elgin have assisted in defining the problem statement to what it is stated above. 2.1 Study Objectives The following objectives have been identified to guide the study process: a) To identify a solution which will significantly improve navigational safety with minimal disruption to affected property owners and neighbouring residents and to the natural environment; b) To protect the environment, as defined in the Environmental Assessment Act, through the wise management of resources and effective monitoring and mitigation measures; c) To provide opportunities for the participation of a broad range of stakeholders to allow for the sharing of ideas, education and evaluation of alternatives; d) To document the study process and findings in compliance with all phases of the Class Environmental Assessment process. Class EA Study (Draft) Port Glasgow Marina Entrance page 7 December 8 2009 3.0 ALTERNATIVE SOLUTIONS (PHASE 2) 3.1 Existing Environment The shoreline of Lake Erie in the Municipality of West Elgin is characterized by high, erosion -prone bluffs and, as a consequence, limited and/or potential public access to the waterfront. In fact, the only significant public access to the lake within the Municipality is at ,Port Glasgow. Land use along the shoreline includes pockets of agricultural land, woodlands and ravines interspersed with seasonal trailer parks and campgrounds and limited housing. Port Glasgow is the largest concentration of development on the shoreline and the focus of public facilities and amenities for use by the entire community. The Municipality, through its recently adopted though as yet unapproved new West Elgin Official Plan, encourages tourism through improving, and increasing awareness of, its natural and cultural heritage; through supporting new tourism initiatives, activities and establishments and through capitalizing on the untapped potential of the Lake Erie shoreline. Similar to the former Township of Aldborough which preceded it, the Municipality of West Elgin, as expressed in its new Official Plan, continues to adhere to the principle of improved public access to the Lake Erie shoreline: Efforts shall be made wherever possible and feasible to increase and enhance public access to the Lake Erie shoreline at selected locations where conditions are suitable for these purposes and adjacent land uses are not adversely or unreasonably affected. Wherever possible and practical, the Municipality may, as a condition of development, require that certain lands be dedicated for the purposes of providing public access. (Section 7.13) Future development in and around Port Glasgow is anticipated and encouraged subject to the appropriate level of services being in place and that is in keeping with the natural and cultural heritage of the area. A major residential /commercial /resort development has been proposed by Seaside Waterfronts Inc. Class EA Study (Draft) Port Glasgow Marina Entrance page 8 December 8'h, 2009 3.2 Alternative Solutions To improve navigational safety, the alternatives identified include relocating the marina to a more suitable site within the Municipality and modifying the existing channel. Abandoning the existing marina is an option at some point if navigational safety is considered an undue threat to public safety. The `do nothing' alternative is also considered to provide a baseline comparison and a fall back position in the event all other alternatives are found to be environmentally or otherwise impossible to reconcile. a) Relocation of the Marina Relocation of the marina elsewhere along the Lake Erie shoreline in the Municipality of West Elgin to a more suitable location is not considered a viable or practical alternative. The existing marina is centrally located, readily accessible, part of an established community and firmly rooted in the history of the community. Moreover, no other sites have been identified which have the attributes of the existing marina. These include readily available access from a public road, a relatively wide expanse of terrain at lake level and a substantial public investment that has been made over time in the marina basin, piers and related amenities which would, to great extent, have to be replicated. No other sites appear to exist along the Lake Erie shoreline within the Municipality that offer a similar natural inlet and land base which is large enough to accommodate a marina and boat launching facilities, other public amenities or which is readily developed for such purposes. A large portion of the existing shoreline is eroding and inaccessible, The cost of undertaking the improvements necessary to any other site along the shoreline and providing public road access would be prohibitive with significant impacts on the natural environment including the greatest disturbance, disruption and loss of fish habitat. Superior, let alone comparable sites along the Lake Erie shoreline in the Municipality simply do not exist. This alternative was not supported at the two public meetings and was not supported by any government agency or stakeholder group. b) Abandonment of the Existing Marina While abandonment of the existing marina at Port Glasgow would resolve the issue of navigational safety by preventing boaters from entering or leaving the harbor, it is also not considered a viable or practical alternative. Class EA Study (Draft) Port Glasgow Marina Entrance page 9 December 8 2009 Although abandonment of the marina would entail considerably less cost than modifications to it, there would, however, be far reaching short and long term implications in doing so. In the short term, boaters would no longer have a location from which to access the lake for a considerable distance. A port of refuge would essentially cease to exist. In the longer term, the recreational opportunities in the Municipality would be reduced as boaters seek suitable alternative facilities elsewhere outside the Municipality. While the east pier was never designed, constructed or intended to be used for sport fishing, its use by sport fishers has evolved over time. Should the existing marina be abandoned and the pier removed, this activity would be compromised. Overall, there would be a substantial loss of public investment in existing harbour and marina infrastructure and facilities. Abandonment of the marina would also undermine existing and future development potential at Port Glasgow by eliminating a major amenity. With respect to fish habitat, abandonment of the existing marina would result in the eventual loss of sheltered -water habitat within the existing basin. The decay of the existing piers would nevertheless result in an increase in aquatic habitat area. In the short term, this alternative (and the one which follows) would have the least direct impact to fish and aquatic habitat; although in the longer term it would result in the loss of some sheltered fish habitat. This alternative was not supported at the public meetings nor was it supported by any government agency or stakeholder group. c) `Do Nothinq' The 'do nothing' alternative is not considered a viable or practical alternative either to the issue of navigational safety at the Port Glasgow Marina. While always the least costly alternative, at least in terms of economic considerations, the `do nothing' alternative has other `cost' and safety implications when considered over the long term. Under this scenario, the navigational risks to boaters remains and the potential for increased use by resident and transient boaters would remain limited. While improvements to the harbour and marina could continue to take place and that use of the facility would continue, navigational safety would continue to be an issue. Conditions in the channel would continue to put boaters at risk from time to time and would serve to limit the potential use and development of the area. Class EA Study (Draft) Port Glasgow Marina Entrance page 10 December 8u', 2009 The `do nothing' alternative was not supported at the public meetings nor was it supported by any government agency or stakeholder group. At a broader level, the 'do nothing' alternative would be contrary to the on -gong efforts of the Municipality and the PGYC to make improvements to public amenities and facilities as it increasingly becomes the focal point of the waterfront and a major recreation resource of the Municipality. All in all, the `do nothing; alternative is not considered a desirable option. d) Modifications to the Existing Channel Modifications to the entrance channel at the Port Glasgow Marina by whatever scenario ultimately may be selected appear to be the best solution for improving navigational safety. They also have the greatest potential for ensuring the long term use, viability and improvement of the marina. As previously noted, Shoreplan Engineering Limited was retained by the Municipality in 2006 to first examine and evaluate the feasibility of improving conditions at the entrance to the Port Glasgow Marina. Three options were identified; firstly, extension of the west pier and realignment and extension of the east pier straight out into the lake; secondly, extension and re- orientation of the west pier and realignment and extension of the east pier and thirdly, construction of an offshore breakwater. In all three options, the existing west pier would remain in its present location and the channel widened to 20 metres (66 feet). Shoreplan found that modifications to the existing channel are technically feasible, would significantly reduce wave action and improve navigational safety. The impact on the transport of sediment would not be significant. In essence, modifying the existing channel to improve navigational safety would maintain the substantial investment in the marina and related infrastructure and amenities made over a long period of time at Port Glasgow. It would avoid the costs of selecting and developing a new site, even if a comparable or superior site could be found along the shoreline in the Municipality which is not apparent at best. It would maintain and improve marina facilities at Port Glasgow and reduce navigational risks. Recreational opportunities would not be lost or compromised but rather improved or capable of being improved. This alternative was supported at both public meetings and was supported (or, at least, not opposed) by all government agencies which were given an opportunity to comment on the alternatives. It is strongly supported by the major and key stakeholder, the Port Glasgow Yacht Club. Modifying the existing channel to improve navigational safety is the preferred alternative solution. Class EA Study (Draft) Port Glasgow Marina Entrance page 11 December 8 2009 Of the four broad alternatives considered, relocation of the marina would result in the greatest disturbance and loss of fish habitat based on an analysis undertaken by Tarandus Associates Limited in its report: Potential Effects of Marina Rehabilitation Alternatives On Fish and Aquatic Habitat At Port Glasgow dated September 2009 (Appendix More extensive and costly habitat compensation would be required in establishing a new site than undertaking modifications to the existing harbour structures. By comparison, modifications and repairs to the existing entrance channel would have a lesser degree of disturbance ('in -water footprint') on fish habitat. Obtaining the necessary permits and authorization from Fisheries and Oceans Canada would be easier and more expedient. On the other hand, should the existing marina be abandoned, there would be both positive and negative impacts on fish habitat for which no compensation requirements would be expected. The 'do nothing' option would have similar results as abandoning the marina outright. 4.0 ALTERNATIVE DESIGN CONCEPTS (PHASE 3) 4.1 Alternative Design Concepts for the Preferred Solution Alternative design concepts for modifying the existing channel (Le. the preferred solution) have been identified by Shoreplan Engineering Limited based on accepted marine engineering principles and ultimately leading to a 'preferred' design concept. The alternative design concepts (Figure 3 to Figure 5 inclusive) have been described as 'West Pier Extension New East Pier', `West Pier Extension Realignment New East Pier' and 'Offshore Breakwater'. Typical cross sections are also illustrated (Figure 6). The design concepts are described in detail and evaluated by Shoreplan in its report Port Glasgow Marina Yacht Club Entrance Feasibility Study (October 2006). a) Option 1: West Pier Extension New East Pier (Figure 3) Under this design concept, a rip rap revetment would be placed alongside the existing west pier. The existing east pier would be removed and replaced with a riprap revetment constructed 20 metres to the east. (A riprap revetment has been defined as a collection of large stones, boulders or pieces of concrete secured in place to prevent soil erosion caused by the action of water and/or to protection buildings and structures from the action of water.) The existing west pier and the relocated east pier would be extended 50 metres straight out into the lake. The existing steel sheet pile wall would be replaced with a sloped stone revetment to absorb wave energy. Navigation would be improved by the Class EA Study (Draft) Port Glasgow Marina Entrance page 12 December 81", 2009 10 Cm 10 2 4C 50 LJ BOAT RAMP LAKE ERIE MARINA BASIN A WEST PIER l7!! TOE OF STRUCTURE Alternative Design Concept PAVILLION OPTION 1 WEST PIER EXTENSION NEW EAST PIER C�W, y YACHT GLOB BOAT RAMP f FISHING PIER STEEL SHEET PILE WALL 10 Om 10 N LAKE ERIE 20 30 40 50 1 =1., 1 =1 j BOAT RAMP OPTION 2 WEST PIER EXTENSION REALIGNMENT NEW EAST PIER MARINA BASIN 15 171, J. 7 Alternative Design Concept PAVILLION YACHT CLUB BOAT RAMP STEEL SHEET PILE WALL E ■1 1 7: '21 1 .1/ ,r I EAST PIER TOE OF STRUCTURE s, i.' WEST PIER BREAKWATER Figure: 4 •f„ 180AT RAMP 10 Cm 10 20 30 40 50 LAKE ERIE MARINA BASIN TOE OF STRUCTURE ARMOUR STONE Alternative Design Concept OPTION 3 OFFSHORE BREAKWATER *s. PAVILLION YACHT CL?Et I BOAT RAMP ARMOUR STONE END OF PIER TO BE REMOVED I OFFSHORE BREAKWATER VI t; Li V-1 Figure: 5 175 174 173 172 171 179 178- 177 176 175- 174 173- 172 171 179 178- 177 176 175- 174- 173- 172 171 179 178- 177- 176 175 174 173- 172 171 179- 178- 177 176 175 179 178 177 176 175.4m 174- E 173 172- 171 W.L. 175 w. L. 175.4 m W.L. 175.4 m W.L. �rEXISTING STEEL SHEET PILE WALL TO BE REMOVED EXISTING DECK 175.4 m ARMOUR STONE 176.5m Rip RAP SECTION SECTION t°J 1765m 176.0m EXISTING STEEL SHEET PILE WALL EXISTING STEEL SHEET PILE WALL SECTION RIP RAP 176.5m SECTION CD) SECTION RIP RAP 2 Alternative Design Concepts TYPICAL CROSS SECTIONS ARMOUR STONE RIP RAP 175.5m CORE wL 2 EXISTING DECK 176.0m RIP RAP 175.5m CORE wti ARMOUR STONE RIP RAP CORE W.L. W.L. EXISTING GRADE 176.Om GEOTEXTILE Figure: 6 widened channel while the increased length of the channel would reduce wave heights at the boat launch ramp to 0.3 metres during the boating season. The estimated cost of Option 1 is in the order of $2.26 million. b) Option 2: West Pier Extension and Realignment New East Pier (Figure 4) A riprap revetment would be placed along the east side of the existing west pier within the existing channel. At the same time, an armour stone breakwall would be constructed; extending 30 metres in a southerly direction off the west pier. The existing east pier would be removed and replaced with a rip rap /armour stone revetment constructed 20 metres to the east. The entrance channel would be protected from southerly waves by changing the orientation of the entrance. A sloped stone revetment would replace the steel sheet pile wall to further reduce wave agitation at the entrance. Lining the channel with rip rap would reduce wave height to less than 0.4 metres at the boat launch ramp. The estimated cost of Option 2 is in the order of $1.52 million. c) Option 3: Offshore Breakwater (Figure 5) Option 3 involves the construction of a detached breakwater 50 metres offshore. The L- shaped extension of the east pier would be removed. An armour stone revetment would be placed at the end of both the existing west pier and east pier. The crest of the structure would be approximately 3 metres wide and have side slopes of 2:1. Under this option, the crescent- shaped structure would protect the harbour from direct wave attack. Waves hitting the existing sheet pile faced piers would be reduced substantially. Smaller diffracted waves, however, would be able to penetrate down the existing channel. Wave heights would be reduced by 50% from the south and by 30% from the east where they reach the existing channel entrance. At the north end of the channel, wave heights would be the same or greater than at the entrance at the south end of the channel. Marine -based construction or establishing an access over water from land would be required. The estimated cost of the offshore breakwater is in the order of $1.85 million. Class EA Study (Draft) Port Glasgow Marina Entrance page 13 December 8 2009 4.2 Evaluation Process A matrix evaluation method is employed to ensure that each alternative is assessed against the same criteria. The evaluation criteria are divided into four subgroups, namely: Social (Table 1) a) boater safety at harbour entrance b) boater access to and from marina basin c) channel calming d) recreation e) visual impacts f) construction impacts Natural (Table 2) a) aquatic b) natural heritage c) shoreline erosion (downdrift) d) sediment transport e) water quality f) 16 Mile Creek Technical (Table 3) a) construction difficulty b) phasing ability c) approvability d) land and water lot requirements e) channel and entrance dredging f) maintenance requirements Cost (Table 4) a) capital b) operating c) maintenance Class EA Study (Draft) Port Glasgow Marina Entrance page 14 December 8t'', 2009 TABLE 1 EVALUATION OF ALTERNATIVE DESIGN CONCEPTS: SOCIAL EVALUATION CRITERIA OPTION 1 O WEST PIER EXTENSION -NEW EAST PIER OPTION 2 WEST PIER EXTENSION REALIGNMENT NEW EAST PIER OPTION 3 OFFSHORE BREAKWATER STATUS QUO (DO NOTHING) a boater safety at harbour entrance •most effective protection from stones from all directions ■reduced wave agitation at harbour entrance +entrance protected from predominate southerly waves but remains vulnerable to less frequent easterly stones wave agitation at harbour entrance ■entrance protected from direct wave attack •reduced wave agitation at harbour entrance •no change b boater access to and from marina basin •channel widened to 20 m and stub extension at end of east pier removed reduced difficulty of manoeuvring boats •straight route to lake ■channel widened to 20 m and stub extension at end of east pier removed +reduced difficulty of manoeuvring boats •'dog -leg' route to lake +channel width remains the same but stub at end of east pier removed +difficulty of manoeuvring boats only improved at channel entrance •meandering route to lake •no change c channel calming +increased length reduces wave height to 0.3 m at launch ramp during boating season •lining with rip -rap reduces wave height to less than 0.4 m at launch ramp during boating season •reduced wave height at launch ramp due to smaller waves entering the channel •no change d recreation +greatest increase in boating days •lass of fishing pier opportunity to create pedestrian walkway •increase in boating days •loss of fishing pier •opportunity to create pedestrian walkway •increase in boating days •loss of fishing pier •no change in boating days •fishing pier remains e visual impact +greatest visibility from shore •moderately visible from shore •least visible from shore •no change f construction Impacts •estimated 1320 truckloads of material to be transported to site •removal of stub at end of east pier •estimated 800 truckloads of material to be transported to site removal of stub at end of east pier •estimated 960 truckloads of material to be transported to site ■removal of stub at end of east pier •no impact TABLE 1 EVALUATION OF ALTERNATIVE DESIGN CONCEPTS: SOCIAL TABLE 2 EVALUATION OF ALTERNATIVE DESIGN CONCEPTS: NATURAL EVALUATION CRITERIA OPTION 1 WEST PIER EXTENSION NEW EAST PIER OPTION 2 WEST PIER EXTENSION REALIGNMENT NEW EAST PIER OPTION 3 OFFSHORE BREAKWATER STATUS QUO (DO NOTHING) a aquatic •loss of approx. 3400 m of fish habitat •addition of 800 m of fish habitat •approx. 3,600 m of positively altered fish habitat •loss of approx. 2000 m of fish habitat •addition of 800 m of fish habitat ■approx. 2,300 m of positively altered fish habitat •loss of approx. 2400 m of fish habitat •no appreciable gain in fish habitat •approx. 1,800 m of positively altered flsh habitat •no change b natural heritage •no Impacts identified "no impacts Identified •no Impacts identified •no change c shoreline erosion (downdrift) •no significant impact "no significant impact *no significant impact -no change d sediment transport •greatest barrier to sediment transport mitigated by ongoing dredging activities •less of a barrier to sediment transport •partial barrier to sediment transport periodic dredging required "no change e water quality •no significant impact •no significant impact •no significant impact •no change f 16 Mile Creek •no Impact west pier remains in place •no impact west pier remains in place •no impact west pier remains in place •no change TABLE 2 EVALUATION OF ALTERNATIVE DESIGN CONCEPTS: NATURAL TABLE 3 EVALUATION OF ALTERNATIVE DESIGN CONCEPTS: TECHNICAL EVALUATION CRITERIA OPTION 1 WEST PIER EXTENSION NEW EAST PIER OPTION 2 WEST PIER EXTENSION REALIGNMENT NEW EAST PIER OPTION 3 OFFSHORE BREAKWATER STATUS QUO (DO NOTHING) a construction difficulty •standard marine construction normally undertaken by specialized contractor •standard marine construction normally undertaken by specialized contractor *requires construction by marine based construction or by constructing access from land *not applicable b phasing ability *can be built in three separate phases thereby lowering initial capital cost although first phase not quite as effective as constructing Option 2 in phases *small increase in mobilization costs •can be built in three separate phases thereby lowering initial capital cost •small increase In mobilization costs *no phasing ability •not applicable c approvability *most difficult *least difficult *difficult •not applicable d land and water lot requirements *occupies largest Take -bed area •occupies smallest lake- bed area *occupies large area of the Take -bed •not applicable e channel and entrance dredging *frequency and quantity much reduced •frequency and quantity much reduced *frequency and quantity much reduced •remains the same f maintenance requirements *routine and periodic (ever 10 20 years) •routine and periodic (ever 10 20 years) *routine and periodic (ever 10 20 years) *periodic repairs to steel sheet piles TABLE 3 EVALUATION OF ALTERNATIVE DESIGN CONCEPTS: TECHNICAL TABLE 4 EVALUATION OF ALTERNATIVE DESIGN CONCEPTS: COST EVALUATION CRiTER1A OPTION 1 WEST PIER EXTENSION NEW EAST PIER OPTION 2 WEST PIER EXTENSION REALIGNMENT NEW EAST PIER OPTION 3 OFFSHORE BREAKWATER STATUS QUO (DO NOTHING) a capital ■$2,260,000 41,520,000 •$1,850,000 b operating -periodic dredging costs substantially reduced •periodic dredging costs substantially reduced •periodic dredging costs substantially reduced -past dredging costs associated with dredging continue c maintenance 'equivalent to 0.55% to 1.0% of capital costs annually .equivalent to 0,55% to 1.0% of capital costs annually .approx. 1% of capital costs annually due to off -shore location ■no change TABLE 4 EVALUATION OF ALTERNATIVE DESIGN CONCEPTS: COST An evaluation of the potential impacts and net effects (after mitigation) of each alternative design concept based on the criteria established has been undertaken. The evaluation of each option measured against these common criteria is provided (Table 1 to Table 4 inclusive). An overall evaluation summary of Option 1 (West Pier Extension New East Pier'), Option 2 (West Pier Extension Realignment New East Pier) and Option 3 (Offshore Breakwater) is provided in Table 5. With respect to social impacts, Option 1 and Option 2 are relatively equal in terms of their ability to address and improve boater safety at the harbour entrance, boater access to and from the marina basin and channel calming. Option 3 is the least preferred option when assessed against these criteria. Option 2 is assigned a middle ranking with respect to recreation and visual impact. Under all three options, the use of the end of the existing east pier by sport fishers would be lost through demolition of the east pier and replacement with a new structure. Although not designed as a fishing pier, the concrete platform at the end of the east pier has become a popular site for local fishers. Cost of maintaining the ability to fish off a new east breakwater would be in the order of $200.00 for a length of 25 metres (82 feet). This cost has not been included in the estimates. In terms of construction impacts, Option 2 is considered the best option with an estimated 500 800 truckloads of material required to be transported to the job site. The impact of construction on marina use and on neighbouring development is not considered significant nor will it be of extended duration. Increased truck traffic will travel south to the marina from Highway No. 401. The supply route will follow Furnival Road (County Road No. 3 to Port Glasgow then westerly to the site via Gray Line and Havens Lake Road. Gray Line and Havens Lake Road, local roads under the jurisdiction of the Municipality of West Elgin, are not maintained during winter and due to the steep incline on Havens Lake Road, construction during winter would not be advisable. Impacts on 'wear and tear' of the supply route are not likely to be significant. Construction would preferably be undertaken during the fall outside the boating season. Winter construction is possible but is considered more difficult. If construction (estimated 2 to 3 months in duration) takes place during the boating season, the marina entrance would be closed only as long as necessary to remove the extension at the end of the east pier construction would not otherwise interfere with marina operations and use beyond this demolition project. With respect to impacts on the natural environment, all three options are considered to have no significant impact on natural heritage, shoreline erosion (down drift), water quality or 16 Mile Creek. Option 2 would have the least impact on the loss of fish habitat and would be less of a barrier to Class EA Study (Draft) Port Glasgow Marina Entrance page 15 December 8 2009 2 OPTION 1 WEST PIER EXTENSION NEW EAST PIER OPTION 2 WEST PIER EXTENSION REALIGNMENT NEW EAST PIER OPTION 3 OFFSHORE BREAKWATER SOCIAL a boater safety at harbour entrance b boater access to and from marina basin c channel calmin: d recreation e visual im.act f construction impacts NATURAL a aquatic b natural herita e I I ii M I' I 2 I I I I 1 2 2 I I 1 I I I 11 1 c shoreline erosion d sediment transport e water uali 2 1I 1 MIIIMIIII f 16 Mile Creek TECHNICAL a construction difficul b phasing abili c a•.rovabill d land and water lot re uirements I 11 I 1 2 II 1 1 2 11 I f maintenance requirements COST a capital b o eratln IL c maintenance 2 I� TABLE 5 EVALUATION SUMMARY 10 Om 10 20 30 40 50 MOIRE BOATRAMP LAKE ERIE OPTION 2B WEST PIER EXTENSION REALIGNMENT RELOCATION OF EAST PIER MARINA BASIN 0331147 Fixtu3l Is H u.w I n 1w; 3,3∎ 111F x'.3713.33&1 P rrrs xxxxa r 111 PAVILLION Preferred Design Concept YACHTCI:UB BOATTIMP v .s r r oI 7 ,3 3 P+.Q'JIkU. >•r• Isle:ix4 17 �xl.�llCO Prs'XY£EU L'S! x6R EWFW�811.�' TUM aFeT'/: A 172 Figure: 7 10 Om 10 20 30 40 1 ;h1tIr JIB" .1 80ATRAMP MARINA BASIN li\1Vrt11. 1141 1 ,1 10 1H:'fl. "l rf 11d N:.ri RS 91 ftl.:1 PAVILL10N ,ic :wro.nss• UZI PEA LAKE ERIE OPTION 2B WEST PIER EXTENSION REALIGNMENT RELOCATION OF EAST PIER M PM'1'AT51 x�i I1ftG.- Preferred Design Concept LF KfE,� 1 "A Figure: 7 sediment transport than Option 1. Of the three design concepts evaluated by Tarandus Associates Ltd., the 'West Pier Extension Realignment New East Pier' (Option 2) is expected to have the least impact on the loss of fish habitat overall resulting in the addition of approximately 800 m of fish habitat due to removal of the east pier. Construction and modifications at the marina entrance would result in the loss of about 2,000 m of habitat, however, approximately 2,300 m of habitat associated with the new sloped armour stone structures would be positively altered habitat given the additional niche spaces, edges and cover provided. Fisheries and Oceans Canada would require a habitat- compensation plan in advance of issuing authorization for any works. The scope and details of such a plan will have to be determined with the agency. Although the details of a habitat compensation plan have yet to be determined, the scope and costs associated with an acceptable plan are expected to be significantly less than in the case of marina relocation. The impact on water quality is expected to be the same for all three options. Water quality would not change. With respect to technical impacts, all three options are considered equal with respect to the need for channel and entrance digging (i.e. reduced frequency and quantity) and maintenance requirements which would be routine and periodic every 10 -20 years. Typically, costs of maintaining marine structures are in the order of 0.55% to 1% annually. Option 3 would have higher maintenance costs due to the need for marine access. Difficulty of construction is, similarly, equal amongst all options insofar as it would need to be undertaken by a contractor specializing in marine construction techniques. Option 2 is considered superior to the other options from the standpoint of its ability to be constructed in three separate phases and from the standpoint that it would occupy the smallest 'footprint' on the lake -bed. Finally, Option 2 is considered to be the least difficult of the options in terms of receiving the necessary approvals from the Federal agencies and from the Lower Thames Valley Conservation Authority. With respect to capital costs, Option 2, at $1,520,000, is approximately $300,000 less than Option 3 and almost $750,000 less than Option 1. In all three options, the costs associated with periodic dredging are substantially reduced. Option 1 and Option 2 are both equal in terms of their on -going maintenance costs with Option 3 being slightly higher due to its off -shore location. Class EA Study (Draft) Port Glasgow Marina Entrance page 16 December 8`h, 2009 Of the impacts examined, it is apparent from an overall perspective Option 2 is preferred over Option 1 and Option 3 in all four categories (social, natural, technical, cost). This evaluation summary is outlined in Table 5. Option 2 was, therefore, identified by Shoreplan Engineering in 2006 as the preferred design concept. For the purposes of the more detailed design evaluation undertaken in 2008, it is referenced as Option 2a by Shoreplan. At the request of the Port Glasgow Yacht Club, a second option was developed by extending the breakwater structures further offshore by approximately 25 metres (82 feet), increasing the entrance depth by 0.6 metres (2 feet) and, in so doing, reduce the need for dredging beyond the limits of the east breakwater (Figure 7). Under this option, (referenced as Option 2b by Shoreplan), wave height would be marginally higher at the entrance than Option 2a, although marginally less at the north end of the entrance channel due to the additional wave loss energy over a longer length or run of channel. The estimated cost of this refined option is in the order of $2.3 million. 4.3 Sediment Transport Impact Both the Ministry of Natural Resources and the Lower Thames Valley Conservation Authority have expressed concern over the potential hindrance to the movement or transport of lake sediment that would result from Option 2. It is the objective of the Ministry that the shoreline be kept in its natural state. If sediment transport is interrupted or modified, there is also an increased possibility of shoreline erosion. Shoreplan addressed this issue in its report Sediment Transport Impact Assessment for proposed Harbour Entrance Improvements Port Glasgow Marina dated 8 September 2008 (Appendix Its analysis concluded that neither regional nor local impacts of the post construction sediment movement along the shoreline are expected to be significant. Local impacts would be limited to a modest increase in the size of the existing fillet beach. (A fillet beach is described as the beach formed on the updrift side of structures due to the interruption of sediment or littoral drift along the shore.) There would, however, be a reduction in the size of the east beach by approximately 15 m. The fillet beach lying west of Sixteen Mile Creek was formed due to the construction of structures on the west side of the creek. Regional impacts would be equivalent to two years of dredging at Port Glasgow harbour not considered a significant volume by Shoreplan. The Port Glasgow Yacht Club has a permit from Ministry of Natural Resources which allows for the extraction of sand and gravel from the lake to a maximum limit of 15,000 tonnes annually. Class EA Study (Draft) Port Glasgow Marina Entrance page 17 December 8` 2009 10 Om 10 S.MONE JIB °'I1 OPTION 2B WEST PIER EXTENSION REALIGNMENT RELOCATION OF EAST PIER MARINA BASIN Fx'xux'Eii'wr. (li (LY(S 111i I WM S( LAKE ERIE W& EP J VO V1 hs p[ n .f 10 w:�:�xr. x, 6 nvrlti.: knt nna(K .'leF pxpINLHIrI.reE�4 fl."1 E,611 REP Preferred Design Concept The Lower Thames River Conservation Authority whose area of jurisdiction includes the shoreline of the Great Lakes within its watershed has pointed out (by letter dated 20 March 2009), that the removal of aggregate from the west side of the marina entrance could be considered as a Toss of material to the shoreline area to the east. The Authority concluded that down drift beach nourishment or replenishment to the east should be considered by the Municipality on an as- needed basis. Subsequently, the Conservation Authority (by letter dated 24 July 2009) has suggested that guidelines be developed for handling (i.e. removal) of the shoreline material to ensure that any entrance modifications do not interrupt the littoral process and that the management of materials lying west of the marina entrance is not required. It suggested the Municipality do as much as possible with respect to sediment by- passing. 5.0 PUBLIC AND STAKEHOLDER INPUT 5.1 Background At the commencement of the study, all government agencies having an interest or potential interest in the project were notified and invited to submit comments. A public meeting was scheduled with notice being published on two consecutive occasions in the West Elgin Chronicle. Two instances were provided for public consultation during the EA process at the Royal Canadian Legion in Rodney. These occasions took the form of public meetings and opportunities for questions and submissions. Representatives from Community Planners Inc and Shoreplan Engineering Limited attended and participated in the public meetings. Notices of public meetings and the minutes taken of these meetings are provided in Appendix and Appendix Total attendance at the meetings amounted to 26 persons exclusive of members of Council and representatives of the Project Team. The ESR will be forwarded, in draft form, to government agencies for review and comment. All comments received will be reviewed and addressed as necessary prior to the issuance of the final report. The final report will be presented to Council. 'Notice of Study Completion' will be published in the West Elgin Chronicle for the required 30 day review period and the ESR made available for public review and comment. Any comments or submissions received resulting from the 'Notice of Study Completion' will be reviewed, provided to the Municipality and the ESR revised as need be. Class EA Study (Draft) Port Glasgow Marina Entrance page 18 December 8h, 2009 5.2 Public Input First Public Meeting to review broad alternative solutions and the `preferred' alternative (Phase 2). The first public meeting took place on Thursday, June 4 2009. Twelve members of the public were in attendance along with members of Council. No opposition was expressed to proceeding with the preferred option, identified by Shoreplan, of improving navigational safety in the existing channel as opposed to finding an alternative site, abandoning the present site or `doing nothing'. As alternative design concepts for improving navigational safety in the channel had already been identified by previous technical studies in 2006 and refined in 2008, the opportunity was taken at the meeting to present these concepts and obtain feedback. The preferred alternative design concept of extending the west pier in a southeasterly fashion and re- aligning and extending the east pier was supported. Questions were raised with respect to the timing /scheduling of any proposed improvements, the potential for funding, and the length of time for construction. Second Public Meeting to review the alternative design concepts, and the `preferred' design concept (Phase 3). The second public meeting took place Thursday, September 17 2009. Fourteen members of the public were in attendance along with members of Council. At the meeting, questions were raised with respect to, amongst other matters, the timing and duration of construction, cost sharing and ownership. Concern was expressed regarding the use of Havens Lake Road as the truck haul route and the resultant wear and tear on the road. Shoreplan indicated that the impact on the road would be negligible. Elaboration was provided on the issues of sediment transport, fish habitat and the existing fishing pier. The aesthetic appearance of the proposed works was raised. It was pointed out that while the proposed breakwaters are characteristically rough in their appearance, the careful placement of armour stone during construction could improve their overall appearance. Construction of a concrete deck to allow public access out onto the structures would, in addition to providing a public amenity, also improve the overall appearance of the structures. The walkway would be constructed on piers. Situating the walkway on the east breakwater would be preferable over the west breakwater for safety reasons. The cost of constructing a walkway that would be in the order of $3000 per metre. It has not been provided for in the estimates. Class EA Study (Draft) Port Glasgow Marina Entrance page 19 December 8` 2009 To maintain a sport fishing opportunity which currently exists off the end of the east pier, construction of a sheet wall on the new east pier to accommodate fishing away from the channel would seem feasible. Cost would be in the order of $200,000 for a length of 25 metres (82 feet). It has also not been provided for in the estimates. It was pointed out that various approvals would be required including a license of occupation by the Ministry of Natural Resources (MNR) and approval by the Lower Thames Valley Conservation Authority LTVCA). Fisheries and Oceans Canada would require final design drawings subject to approvals being received from MNR and LTVCA. The public was further advised that a start date for construction has yet to be established, being ultimately determined by the ability of the Municipality to obtain funding from senior levels of government as well as local sources including users. 5.3 Stakeholder Input Notice of the commencement of the study was sent out to government agencies and other stakeholders having or potentially having an interest in the undertaking on May 24 2009. Those bodies on the circulation list included Fisheries and Oceans Canada, Transport Canada, Ministry of Natural Resources, Ministry of Environment, Ministry of Municipal Affairs and Housing, County of Elgin, Lower Thames Valley Conservation Authority, First Nations Walpole Island and the Port Glasgow Yacht Club. Some of these agencies and the Port Glasgow Yacht Club provided comments prior to the commencement of the Class EA. Copies of all correspondence received are included in Appendix. a) Transport Canada (29 May 2008) issued approval under the Navigable Waters Protection Act for the necessary works to extend the breakwalls and piers. The approval is subject to a number of conditions which include a review and approval by the Navigable Waters Protection Office of any 'in -water compensation' required under the Fisheries Act and the complete removal of the existing pier on the east side of the marina entrance b) Fisheries and Oceans Canada (23 March 2009) confirmed that as there would be >200 square metres of infill in the lake, HAAT will have to be used. Class EA Study (Draft) Port Glasgow Marina Entrance page 20 December 8 2009 c) Ministry of Natural Resources (1 May 2008) identified the need to address the potential for increased sedimentation at the mouth of Sixteen Mile Creek and the potential impact on private shoreline protection works (groynes). An upgrade of tenure for use of the lake bed will be required in the form of a Crown Lease in the name of the Municipality. d) Ministry of Municipal Affairs And Housing (8 July 2009) noted that the Class EA should ensure that development and site alteration is prohibited in fish habitat except in accordance with both federal and provincial requirements. Flooding hazards, erosion hazards and dynamic beach hazards adjacent to the shoreline should be avoided by any new development. The policies of the Official Plan regarding hazard land management should be incorporated into any assumptions regarding the preferred design solution. e) Lower Thames Valley Conservation Authority (29 April 2008, 20 March 2009 24 July 2009) raised the possibility that an extension of the west pier will affect the transport of sand along the shore. There is a need to determine the impacts of improvements on erosion rates for the beach and bluff areas. Further studies are necessary to address impacts on neighbouring bluff properties. The Authority has no major concerns with the Sediment Transport Impact Assessment undertaken by Shoreplan Engineering Limited. f) Port Glasgow Yacht Club (7 January 2008) confirmed the need for improvements and a re- design of the harbour and marina. The PGYC points out that has been an increase in the number of boat slips provided (and required) as well as a significant increase in traffic which could double on peak weekends. Unsafe conditions in the harbour cut the use of ramping facilities by one third. A failure to undertake improvements will result in a unsafe marina facility and limited ability to attract domestic and international tourism to Port Glasgow. Class EA Study (Draft) Port Glasgow Marina Entrance page 21 December 8t'', 2009