1 Introduction and Summary Sam Schwartz

Introduction and Summary Sam Schwartz Engineering PLLC (SSC) was retained by the City of Windsor, Ontario to provide the City with a recommended approach on how to address both commercial and passenger related traffic issues as they relate to the Detroit-Windsor border crossings. As an initial part of this work, SSC was to examine and evaluate current alternative proposals for new border crossings. The border crossing proposals are seen as the long- term solution to the problems of heavy international truck traffic on local streets in the City of Windsor. In addition, SSC was asked to consider other appropriate crossing alternatives. We evaluated each of the proposed crossings and their Canadian access routes. We initially evaluated the five river crossing corridors in the Bi-National Feasibility Report. Each proposal had significant deficiencies as described in this report. We conclude that the Industrial Crossing site (also referred to as the Central Crossing) best met the objectives of this study (described below) and that it must be linked, via a fully controlled new roadway with Highway 401. Four alternative highway links are presented in this report with recommendations. However, the citizens of Windsor and industry should not be forced to wait until 2015- 2020 before the truck impacts are abated. We propose a number of items be included as an early-action program regardless of the outcome of the Bi-National process. There are clear benefits to building a segment of one of these roadways now as it would provide a bypass to relieve existing congestion and unsafe conditions. We also conclude regardless of the BI-National process, that a balanced transportation system be developed now which should include the following elements: • A new rail tunnel to accommodate double-decked trains • Rationalization of commercial and passenger rail lines • A multi-modal facility at the airport linking ground, air and rail transport • Increased capacity and attractiveness of the Truck Ferry • An ITS system to balance traffic between Windsor-Detroit and Sarnia-Port Huron • Improved operations at Detroit-Windsor Tunnel • Continuation of throughput capacity and operational improvements at the Ambassador Bridge This summary is based on a draft technical report which will be finalized following consideration of comments received. 1 Objectives The current border crossing proposals were evaluated with regard for the following over- all objectives: Solution must lead to strategic development and implementation of a coordinated and integrated transportation network that will satisfy current as well as long-term and anticipated projected future demands. The solution should also provide a long-term border vision and strategy that goes beyond fixing short-term problems and reflects increasing economic integration with the United States. Alternatives must incorporate the following: • Consider the long-term objectives and not be reactive. • Be least intrusive environmentally and socially. • Consider the impact on existing neighborhoods, preserve the sense of community and take into consideration proximity to residential, commercial and institutional uses. • Provide for choice and a flexible, integrated transportation network. • Provide for redundancy. • Get trucks off city streets. • Provide a controlled access link to Highway 401. Discussion of alternatives Five “opportunity corridors” along with a number of site-specific proposals for crossing of the Detroit River were examined in depth within the Planning/Need and Feasibility Study done by the Border Transportation Partnership and published in January 2004 (see Figure 1). 2 Figure 1: Map of River Crossing Alternatives A main reason for building a new crossing is to get trucks off city streets and get trucks and good across the border. We present, in figure 2, the relative attractiveness of each crossing. As can be seen below the twinned Ambassador Bridge would attract the most trucks since only two crossings would remain- the Ambassador Bridge Twinned and the Detroit Windsor Tunnel. Building one of the other four crossings would result in the addition of a crossing; therefore some truck traffic would remain on the Ambassador Bridge. Of the four proposed new crossings, the Mich-Can proposal would attract the most trucks followed by the DRTP, Southern Crossing and lastly the Eastern Crossing. 3 Figure 2: Relative Attractiveness of River Crossings for Trucks 2030 Figure 3 shows that of the four independent crossing proposals the Mich-Can/Central Crossing Expressway would leave the fewest trucks on the Ambassador Bridge and consequently the fewest trucks on city streets. It is followed respectively by the DRTP, Southern Crossing and Eastern Crossing. Figure 3: Trucks remaining on Talbot Road, Huron Church Road and the Ambassador Bridge in 2030 4 River Widths Shorter crossings are desirable because costs are reduced; time to construct is shorter and impacts generally fewer. As shown in Figure 4 the Mich-Can/ Lauzon Parkway- E. C. Row Expressway, Ambassador Bridge and DRTP proposals are planned at relatively narrow widths of the Detroit River. The East Crossing would be about double the length of the three mentioned while the Southern Crossing would be four to five times longer. Figure 4: River Widths at Crossing Alternatives Clearly the South and East crossing would draw the fewest trucks and would require the longest bridges. We also find that they would affect environmentally sensitive areas, have significant community impacts and have poor access to the U.S. interstate system. Based on these criteria we decided that the South and East corridors should be eliminated from further serious consideration. The three crossings we then evaluated in further detail were: • The Detroit River Tunnel Project (DRTP) • Twinning of the Ambassador Bridge • The Mich-Can proposal via Lauzon Parkway- E. C. Row Expressway These crossings are discussed and evaluated in this report. Routes to the river crossings were considered and alternative routes were developed as appropriate. 5 Crossing One: The DRTP Proposal The intent of the DRTP Proposal is to construct a dedicated two-way truckway from Highway 401 in Windsor to I-75 in Detroit and a new train tube with enough clearance to accommodate double-decked trains. Figure 5 shows the converted truck tunnels in relation to the double stack rail tunnel. Figure 5: DRTP Tunnel Configuration under the Detroit River; looking toward Detroit Double-decking the trains would increase the tunnel’s efficiency and allow for the transport of intact trailers. This element receives our strong support and should be pursued at once. (See p. 26, Balanced Transportation) The truckway would use existing rail corridors for most of the way and offer connections with the E.C. Row Expressway as well. The two existing train tunnels under the Detroit River would be modified to accommodate trucks in two tubes (one lane in each direction). The tubes would be 4.06 meters wide (13.3ft) and 4.5 meters high (14.8ft). No shoulders will be provided in the tunneled segments. From the Windsor Portal (located north of Tecumseh Road) to Highway 401, the truckways would be in an open cut, at-grade or above grade. It would bridge over Tecumseh Road and Dougall Avenue by widening existing bridges. New bridges or underpasses would be built at Howard Avenue, Cabana Road, 6th Concession Road and Walker Road. We presume, from engineering drawings we have received and from design constraints the truck and railway would be above grade for much of its length. Figure 6 shows the proposed DRTP route from Highway 401 north along existing rail corridor. 6 Figure 6: Plan view of DRTP proposal Figure 7 shows a rendering of the truckway crossing over Dougall Avenue. Figure 7: Proposed truckway and rail crossing at Dougall Avenue* *Conceptual rendering of DRTP bridge crossing at Dougall Ave. 7 Connections between the truckway and E.C. Row Expressway would have to be made via Dougall Avenue. For example, a northbound trucker on E.C. Row Expressway westbound would have to exit at Dougall Avenue, cross Dougall through a signalized intersection, enter a ramp to the truckway, and follow a serpentine path to another signalized intersection with the southbound truckway. When all lanes of the southbound truckway are stopped at the signal, the trucker would then be allowed to turn left onto the truckway northbound. Figure 8 illustrates the connection from E.C. Row Expressway to the truckway via Dougall Avenue. A trucker from the U.S. would have to pass through two traffic signals to get onto the eastbound E.C. Row Expressway. The first signal is at the serpentine road from Dougall Avenue, the second is to cross Dougall Avenue to access the E.C. Row Expressway ramp. Figure 8: Connection from EC Row via Dougall Avenue (Base drawing courtesy of DRTP) All EC Row Truck Traffic to or from the truckway would have to pass through Dougall Avenue at signalized intersections Similarly, local truckers on Dougall Avenue would have to pass through signalized intersections to enter the truckway. Canadian-bound truckers heading to Highway 401 would have to pass through three traffic signals. The first two are at the interchange with the E.C. Row Expressway. The third is at the terminus of the truckway. Trucks would exit at Provincial Road where they would face a traffic signal at the ramp to the 401. In the opposite direction, U.S.-bound 8 trucks would face one traffic signal at Provincial Road in Phase 1 as planned by the DRTP but in phases 2 and 3, a ramp would be constructed to bypass the signal. On the Detroit side, there would be a weave of ramps to provide access to and from I-75 and other points. Crossing Two: Twinning the Ambassador Bridge/CTC Parkway Under this proposal, a second bridge, four lanes wide, would be built adjacent to the existing Ambassador Bridge providing for four lanes in each direction.

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