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Environmental Study Report

Environmental Assessment Woolwich Street Improvements University Avenue to Bridle Trail Prepared for City of Waterloo by IBI Group September 2015

IBI GROUP ENVIRONMENTAL STUDY REPORT ENVIRONMENTAL ASSESSMENT WOOLWICH STREET IMPROVEMENTS UNIVERSITY AVENUE TO BRIDLE TRAIL Prepared for City of Waterloo

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CLIENT: City of Waterloo

PROJECT NAME: Environmental Assessment & Design Woolwich Street Improvements University Avenue to Bridle Trail

REPORT TITLE: Environmental Assessment Woolwich Street Improvements University Avenue to Bridle Trail

IBI REFERENCE: 36554

VERSION: 3

DIGITAL MASTER: [File Location] ORIGINATOR: [Name] REVIEWER: [Name] AUTHORIZATION: [Name] CIRCULATION LIST: HISTORY:

September 2015


Table of Contents

Executive Summary ...................................................................................................................... 1

1 Introduction and Background ........................................................................................... 4

1.1 Study Purpose ......................................................................................................... 4

1.2 Study Objective ........................................................................................................ 5

1.3 Related Studies ........................................................................................................ 5

1.3.1 City of Waterloo Official Plan ...................................................................... 5 1.3.2 City of Waterloo Transportation Master Plan .............................................. 5

1.3.3 Provincial Policy Statement 2014 ............................................................... 5

1.3.4 Bridge Street Class Environmental Assessment (Class EA) ...................... 6

1.4 Municipal Class Environmental Assessment Study Process ................................... 6

1.4.1 Requirements .............................................................................................. 6 1.4.2 Part II Order Process .................................................................................. 7

1.5 Study Team .............................................................................................................. 9

1.6 Problem/Opportunity Statement .............................................................................. 9

2 Transportation .................................................................................................................... 9

2.1 Background Conditions .......................................................................................... 10

2.2 Existing Transportation Conditions ........................................................................ 10 2.2.1 Turning Movement Counts ........................................................................ 10

2.2.2 Existing Conditions (2014) Synchro Results ............................................. 11

2.3 Future Transportation Conditions .......................................................................... 13

2.3.1 Future Total Considerations ...................................................................... 13

2.3.2 Planned/Proposed Study Area Subdivisions ............................................ 16

2.3.3 Potential Redevelopment Parcels ............................................................. 17 2.3.4 Bridge Street and Woolwich Street (Right-In-Right-Out) .......................... 18

2.3.5 Trip Generation Volumes .......................................................................... 18

2.3.6 Future Total Conditions ............................................................................. 20

2.3.7 Left-Turn Lane Warrants ........................................................................... 22

2.3.8 Signal Warrants ......................................................................................... 24

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IBI GROUP ENVIRONMENTAL STUDY REPORT ENVIRONMENTAL ASSESSMENT WOOLWICH STREET IMPROVEMENTS UNIVERSITY AVENUE TO BRIDLE TRAIL Submitted to City of Waterloo

Table of Contents (continued) 2.3.9 Roundabout Assessment .......................................................................... 27

3 Inventory of Existing Conditions .................................................................................... 28

3.1 Land Use ................................................................................................................ 28

3.2 Existing Municipal Infrastructure ............................................................................ 28

3.2.1 Existing Roadway ...................................................................................... 28

3.2.2 Existing Municipal Servicing ..................................................................... 28 3.2.3 Existing Stormwater .................................................................................. 28

3.2.4 Existing Utilities ......................................................................................... 30

3.3 Geotechnical and Hydrogeological Conditions ...................................................... 30

3.3.1 Geotechnical ............................................................................................. 30

3.3.2 Hydrogeological Conditions ...................................................................... 30 3.4 Natural Heritage ..................................................................................................... 31

3.4.1 Vegetation ................................................................................................. 31

3.4.2 Wildlife ....................................................................................................... 35

3.4.3 Aquatic/Fisheries ....................................................................................... 38

3.5 Cultural Heritage .................................................................................................... 38

3.5.1 Archaeology .............................................................................................. 38 3.5.2 Built Heritage and Heritage Landscapes .................................................. 38

4 Alternative Planning Solutions ....................................................................................... 40

4.1 Description ............................................................................................................. 40

4.1.1 Alternative #1: Do Nothing ....................................................................... 40

4.1.2 Alternative #2: Urbanize Existing Road, Municipal Servicing and Add Turn Lanes ......................................................................................... 40

4.1.3 Alternative #3: Urbanize Existing Road, Municipal Servicing, Add Turn Lanes, and Improved Active Transportation ..................................... 40

4.1.4 Alternative #4: Urbanize Existing Road, Municipal Servicing, Add Turn Lanes, Improved Active Transportation, Traffic Calming ................. 40

4.2 Evaluation Methodology and Criteria ..................................................................... 41

4.3 Evaluation Process ................................................................................................ 41

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Table of Contents (continued) 4.4 Preferred Planning Solution ................................................................................... 41

5 Description of Recommended Design Concept ............................................................ 45

5.1 Design Criteria ....................................................................................................... 45

5.2 Road Geometry ...................................................................................................... 46

5.3 Construction Staging .............................................................................................. 46

5.1 Municipal Infrastructure .......................................................................................... 46 5.1.1 Water Supply ............................................................................................. 46

5.1.2 Sanitary Sewer System ............................................................................. 47

5.1.3 Utilities ....................................................................................................... 47

5.2 Stormwater Management....................................................................................... 47

5.2.1 Northern Catchment Area – Outlet to Kiwanis Park ................................. 47 5.2.2 Southern Catchment Area – Outlet to Melitzer Creek .............................. 47

5.3 Melitzer Creek Culvert Crossing ............................................................................ 48

5.4 Multi-Use Trail ........................................................................................................ 48

5.5 Geotechnical – Pavement/Foundation Requirements ........................................... 49

5.5.1 Proposed Widening at Melitzer Creek ...................................................... 49

5.5.2 Pavement .................................................................................................. 49 5.5.3 Construction .............................................................................................. 50

5.5.4 Underground Services Installation ............................................................ 50

6 Public, Agency & Stakeholder Consultation .................................................................. 50

6.1 Notice of Study Commencement & Public Information Centre #1 ......................... 50

6.2 Public Information Centre #2 ................................................................................. 51

6.3 Agency and Stakeholder Consultation ................................................................... 51 6.3.1 City of Kitchener ........................................................................................ 51

6.3.2 Ministry of the Environment and Climate Change .................................... 52

6.3.3 Grand River Conservation Authority (GRCA) ........................................... 52

6.3.4 Woolwich Street South Residents ............................................................. 52

6.4 First Nations Consultation ...................................................................................... 52

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Table of Contents (continued) 7 Environmental Impacts, Mitigation and Commitments ................................................ 53

7.1 Vegetation .............................................................................................................. 53

7.1.1 General ..................................................................................................... 53

7.1.2 Trees ......................................................................................................... 53

7.1.3 Impervious Surfacing in Tree Root Zones ................................................ 54

7.1.4 Mitigation ................................................................................................... 54 7.2 Wildlife.................................................................................................................... 55

7.2.1 General ..................................................................................................... 55

7.2.2 Impacts ...................................................................................................... 56

7.2.3 Mitigation ................................................................................................... 56

7.3 Fisheries/Aquatic ................................................................................................... 58 7.4 Melitzer Creek Culvert Extension .......................................................................... 58

7.4.1 General ..................................................................................................... 58

7.4.2 Mitigation ................................................................................................... 59

7.5 Cultural Heritage .................................................................................................... 59

7.5.1 Archaeology .............................................................................................. 59

7.5.2 Built Heritage and Heritage Landscapes .................................................. 59 7.6 Stormwater Management....................................................................................... 60

7.6.1 General ..................................................................................................... 60

7.6.2 Mitigation ................................................................................................... 61

7.7 Geotechnical & Hydrogeology ............................................................................... 62

7.8 Traffic Management and Control ........................................................................... 62

7.9 Monitoring .............................................................................................................. 62

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Table of Contents (continued)

Exhibits

Exhibit 1.1 Study Area ................................................................................................................. 4

Exhibit 1.2 Key Features of the Municipal Class EA ................................................................ 7 Exhibit 1.3 Municipal Class EA Planning and Design Process ............................................... 8

Exhibit 2.1 Turning Movement Count Data ............................................................................. 10

Exhibit 2.2 2014 Existing Conditions Volumes ....................................................................... 12

Exhibit 2.3 2014 Existing Conditions Traffic Operations Summary ..................................... 13

Exhibit 2.4 Residential Parcels Located along Woolwich Street .......................................... 15 Exhibit 2.5 Future Residential Redevelopment Parcel Trip Generation ............................... 17

Exhibit 2.6 Trip Generation Volumes ....................................................................................... 19

Exhibit 2.7 Future Total Conditions Volumes ......................................................................... 20

Exhibit 2.8 Future Total Conditions Traffic Operations Summary ........................................ 21

Exhibit 2.9 Dedicated Right Turn Lane Assessment .............................................................. 22

Exhibit 2.10 Woolwich Street and Bridle Trail Left-Turn Lane Warrant Data ....................... 22 Exhibit 2.11 Woolwich Street and Falconridge Drive Left-Turn Lane Warrant Data ........... 23

Exhibit 2.12 Woolwich Street and Hawkswood Drive Left-Turn Lane Warrant Data ........... 23

Exhibit 2.13 Woolwich Street and University Ave Left-Turn Lane Warrant Data ................ 24

Exhibit 2.14 Woolwich Street and Bridle Trail Signal Warrant Assessment ........................ 25

Exhibit 2.15 Woolwich Street and Falconridge Drive Signal Warrant Assessment ............ 25

Exhibit 2.16 Woolwich Street and University Avenue East Signal Warrant Assessment .......................................................................................................... 26

Exhibit 2.17 Woolwich Street and Falconridge Drive Roundabout Assessment ................ 27

Exhibit 2.18 Woolwich Street and Kiwanis Park Drive Roundabout Assessment .............. 27

Exhibit 3.1 Stormwater Catchment Areas ............................................................................... 29

Exhibit 3.2 Groundwater Levels ................................................................................................ 30

Exhibit 3.3 Vegetation Communities and Constraints ........................................................... 32 Exhibit 3.4 Overall Tree Talley by Species .............................................................................. 33

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Table of Contents (continued) Exhibit 3.5 Road Crossing Areas ............................................................................................. 37

Exhibit 3.6 Summary of Built Heritage and Cultural Heritage Landscapes in the Study Area ............................................................................................................ 39

Exhibit 4.1 Evaluation of Planning Alternatives ..................................................................... 42

Exhibit 5.1 Summary of City Standards .................................................................................. 45

Exhibit 5.2 Preferred Cross Section .......................................................................................... 46 Exhibit 5.3 Flexible Pavement Structure .................................................................................. 49

Exhibit 7.1 Summary of Tree Impacts ...................................................................................... 54

Exhibit 7.2 Potential Impacts to Identified Cultural Heritage Resources and Proposes Mitigation Measures ........................................................................... 60

List of Appendices under Separate Cover

Appendix A Woolwich EA Memo Appendix B Geotechnical Report Appendix C Natural Environment Investigation Report Appendix D Stage 1 Archaeological Assessment Appendix E Cultural Heritage Resource Assessment: Built Heritage Resources and Cultural Heritage Landscapes Appendix F Evaluation Criteria Appendix G Public Information Centre #1 and 2 Summary Reports

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Executive Summary

1 Introduction The City of Waterloo retained IBI Group to undertake the Class Environmental Assessment (Class EA) Study 'Schedule ‘C' for the section of Woolwich Street from University Avenue to Bridle Trail. The study was conducted in accordance with the planning and design process as outlined in the Municipal Engineers Association "Municipal Class Environmental Assessment," (October 2000, as amended in 2011). This study was undertaken to investigate the need for traffic management improvements along the subject section of Woolwich Street, including road urbanization, enhanced cycling and pedestrian facilities, reconstruction/enhancement of underground infrastructure, and streetscape improvements.

2 Objective New and proposed residential development in the area will increase vehicular and pedestrian traffic on Woolwich Street. The primary objective of this study was therefore to investigate the need for traffic management, active transportation improvements (i.e., walking, cycling), road urbanization and municipal servicing improvements along Woolwich Street between University Avenue East and Bridle Trail.

3 Environmental Assessment Process This Class EA was conducted as a Schedule “C‟ Municipal Class EA as the project exceeds $2.4 M to construct. The Part II Order provisions of the Environmental Assessment Act provide an opportunity to have the EA reviewed by the Ontario Minister of the Environment if any issues or concerns remain unresolved through the EA process.

4 Public Consultation The Notice of Study Commencement and the advertisement for Public Information Centre (PIC) #1 was posted on November 12, 2014. A second Public Information Centre was advertised on February 25, 2015.

The first PIC was held November 27, 2014 and introduced the project and outlined the issues to be addressed by the Class EA.

The second PIC was held March 4, 2015 and received public input, comments and concerns on the design options and preliminary preferred design.

A resident meeting took place on April 9, 2015 to discuss concerns pertaining to the increase of traffic volume and speed; removal of on-street parking to accommodate bike lanes and how the multi-use trail will take away from the front lawns.

The final draft of the preferred plan will be presented to City Council on September 14, 2015.

5 Transportation Conditions The intent of the Transportation Study was to assess of the current and future (full build-out) traffic operations of Woolwich Street, and given the significant amount of on-going

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and potential development within the study area, recommend solutions to keep traffic flowing at acceptable levels.

Following the review of 2014 Existing and Future Total traffic conditions, left-turn warrant calculations, signal warrant calculations, and high-level roundabout assessments, the following conclusions were reached:

To improve operations, a dedicated westbound right turn lane of 70 m is recommended at University Avenue and Woolwich Street.

At Woolwich Street and Bridle Trail, a dedicated westbound left-turn lane with a storage length of 15m is warranted under the AM peak.

At University Avenue and Woolwich Street, a dedicated southbound left-turn lane is warranted, requiring 50 m storage to accommodate PM peak period

Traffic signals are not warranted at the intersections of Bridle Trail, Falconridge Drive/Carriage Way or University Avenue with Woolwich Street.

Traffic signals are not warranted at the intersection of University Avenue and Woolwich Street under existing conditions.

Assessments of the intersections of Falconridge Drive/Carriage Way and Kiwanis Park Drive/Falconridge Drive with Woolwich Street indicate that single-lane roundabouts would perform well providing potential traffic calming benefits; although, no changes to traffic controls are expected to be warranted.

6 Existing Conditions Woolwich Street is a two lane road with a right-of-way (ROW) width which varies from 16 m to 20 m. The pavement is in fair to poor condition. There are some sections of road with curb, and some sidewalk exists sporadically, but is not continuous and are substandard in many locations.

The Melitzer Creek Wetland Complex is located to the south and west of Woolwich Street and includes Melitzer Creek (a coldwater stream), which crosses Woolwich Street near the southern extent of the study area. A large Rock Elm tree is of particular significance as it is ranked as rare (‘R’) in Waterloo region. Although the Rock Elm tree has been cabled to aid structural stability, it shows little to no visible sign of structural or biological health defects.

The property inspection identified some areas within the study area that possess archaeological potential and warrant Stage 2 archaeological assessment. Four built heritage resources (BHR) and four cultural heritage landscapes (CHL) were identified within and/or adjacent to the Woolwich Street Road Reconstruction study area.

7 Alternative Planning Solutions - Preferred Solution

The preferred planning solution includes:

Installation of curb & gutter and stormwater drainage systems the entire length of road;

Installation of gravity sanitary sewer where possible to service both existing and proposed development;

Addition of a left turn lane at Bridle Trail, and a right turn lane at University Avenue;

Addition of sidewalk or Multi-Use Trail throughout to create continuous pedestrian linkages on both sides of road. The Multi-Use Trail will be located:

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- On the west side of Woolwich Street between Bridle Trail and Kiwanis Park Drive;

- On the north side of Woolwich Street between Kiwanis Park Drive and the existing multi-use trail near University Avenue;

Addition of bike lanes on both sides of Woolwich Street; A pedestrian refuge island at the Woolwich Street / Bridle Trail intersection; A Traffic Circle at Carriage Way/Falconridge Drive intersection; and A Traffic Circle at Kiwanis Park Drive/Falconridge Drive intersection.

8 Alternative Design Concepts for Preferred Solution

Given existing constraints within the right-of-way (e.g., trees, slopes, etc.), the need for a multi-use trail (MUT), and to provide traffic calming, the Project Team recommended the following cross section design for Woolwich Street.

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1 Introduction and Background 1.1 Study Purpose The City of Waterloo retained IBI Group to undertake the Class Environmental Assessment (Class EA) Study 'Schedule ‘C' for the section of Woolwich Street from University Avenue to Bridle Trail (see Exhibit 1.1). Within the study area, Woolwich Street is located in an area of existing, new and proposed residential development, and some small commercial uses. This existing and continued development requires road and municipal servicing improvements.

Exhibit 1.1 Study Area

This study was undertaken to investigate the need for traffic management improvements along the subject section of Woolwich Street, including road urbanization, enhanced cycling and pedestrian facilities, reconstruction/enhancement of underground infrastructure, and streetscape improvements. The study was conducted in accordance with the planning and design process for ‘Schedule C’ projects as outlined in the Municipal Engineers Association "Municipal Class Environmental Assessment," (October 2000, as amended in 2011).

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1.2 Study Objective New and proposed residential development in the area has increased vehicular and pedestrian traffic on Woolwich Street. The primary objective of this study was therefore to investigate the need for traffic management, active transportation improvements (i.e., walking, cycling), road urbanization and municipal servicing improvements along Woolwich Street between University Avenue East and Bridle Trail.

1.3 Related Studies

1.3.1 City of Waterloo Official Plan One of the visions of the City of Waterloo Official Plan (OP) is to have roads “be planned as complete streets, enabling users of all ages and abilities – pedestrians, bicycles, transit riders and motorists - to interact and move safely along and across City streets” (Waterloo Official Plan, 2012). This multi-modal transportation system will provide transportation choices that encourage more sustainable transportation modes such as transit and Active Transportation.

Woolwich Street is identified as a “Minor Collector” in the City of Waterloo Official Plan.

1.3.2 City of Waterloo Transportation Master Plan The City of Waterloo Transportation Master Plan (2011) provides strategies and planning policies to direct transportation growth and change in the City. It builds on the promotion of transit, cycling and walking to improve the congestion on the roads. It exemplifies a shift away from the car-oriented lifestyle to a more sustainable way of living. Woolwich Street is identified as a “Minor Collector”, “Existing On-Road Route” and “Recommended Multi-Use Trail”.

1.3.3 Provincial Policy Statement 2014 The Provincial Policy Statement (PPS) 2014 promotes densities and mixed land uses that support active transportation, transit and the efficient movement of goods. The PPS sets out the policy direction to guide land use planning and development in Ontario that support three key areas: building strong communities, wise use and management of resources, and protecting public health and safety.

The PPS also calls for safe, energy efficient transportation systems that facilitate movement of people and goods and support projected needs. It highlights the importance of connectivity of transportation systems, integration of transportation and land use planning to support sustainable transportation choices, and efficient use of existing infrastructure.

The PPS requires that in planning matters, decisions “shall be consistent with” policy statements issued under the Act. Section 1.67 Transportation Systems details:

Transportation systems should be provided which are safe, energy efficient, facilitate the movement of people and goods and are appropriate to address projected needs.

Efficient use shall be made of existing and planned infrastructure, including through the use of transportation demand management strategies, where feasible.

As part of a multimodal transportation system, connectivity within and among transportation systems and modes should be maintained and, where possible, improved including connections which cross jurisdictional boundaries.

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A land use pattern, density and mix of uses should be promoted that minimize the length and number of vehicle trips and support current and future use of transit and active transportation.

Transportation and land use considerations shall be integrated at all stages of the planning process.

1.3.4 Bridge Street Class Environmental Assessment (Class EA) At the time of writing the Region of Waterloo was undertaking a Schedule A+ Class EA for Bridge Street between University Avenue and Woolwich Street. Due to the age and condition of the pavement on Bridge Street between University Avenue and Woolwich Street, the Region of Waterloo is planning to completely reconstruct the existing road structure. The Region determined that widening of the road to more than the existing two lanes is not required except where turning lanes at intersections are being considered. The need for the reconstruction provides opportunity to address other deficiencies along this portion of Bridge Street. These deficiencies include a lack of cycling lanes, sidewalks and turning lanes at intersections within the project limits.

Accordingly, the Region of Waterloo is considering the following improvements to address the deteriorated pavement condition and deficiencies regarding lane configuration and cycling and pedestrian facilities:

Complete road structure reconstruction within the existing road width including new concrete curbs where required;

Designated on-road cycling lanes within the existing width of the roadway;

Construction of new concrete sidewalk where none currently exists;

Extended northbound left-turn lane at the University Avenue intersection;

Pedestrian refuge island near the Bechtel Park entrance;

Northbound right-turn lane at the Bridle Trail intersection;

Construction of a centre median at the Woolwich Street intersection to eliminate left-turn movements to and from Bridge Street;

Replacement of the existing watermain south of Bridle Trail; and

Replacement of some sections of existing storm sewer.

Construction on Bridge Street is scheduled for 2019.

1.4 Municipal Class Environmental Assessment Study Process

1.4.1 Requirements The Municipal Class EA Process selected as the approval method for this project is a five-phase planning procedure under the Ontario Environmental Assessment Act, which applies to public infrastructure projects. Projects undertaken through this planning process are classified as one of four “Schedule” types ranging from Schedule ‘A’ and ‘A+’, through to Schedule ‘B” and ‘C’ in accordance with their degree of anticipated environmental impact and magnitude. Key features of the Class EA process, as well as a detailed outline of the process are shown in Exhibits 1.2 and 1.3 respectively. The Class EA process is broken down into five phases:

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Phase 1 – Identify the problem or opportunity

Phase 2 – Identify alternative solutions, evaluate and select preferred solution

Phase 3 – Identify alternative design concepts, evaluate and select the preferred design concept

Phase 4 – Document in an Environmental Study Report the rationale, planning, design and consultation process and place it on public record

Phase 5 – Project implementation, complete contract drawings and tender documents and proceed to construction and operation of the project.

Exhibit 1.2 Key Features of the Municipal Class EA

A Schedule ‘C’ Class EA generally includes the construction of new facilities and major expansions to existing facilities. The Woolwich Street Class EA is being conducted as a Schedule ‘C’ EA because:

“Reconstruction or widening where the reconstructed road or other linear paved facilities will not be for the same purpose, use, capacity or at the same location as the facility being reconstructed (e.g. additional lanes, continuous centre turn lane)”, where the expected cost is anticipated to exceed $2.4 million to construct.

1.4.2 Part II Order Process As part of the Class EA process, it is suggested that all stakeholders work together to determine the preferred means of dealing with a problem or opportunity. If concerns regarding a project cannot be resolved in discussion with the proponent, members of the public, interest groups or technical review agencies may request the Ontario Minister of the Environment and Climate Change (MOECC) to require a proponent comply with Part II of the Environmental Assessment Act before proceeding with the proposed undertaking. The Minister of the Environment and Climate Change then decides whether to deny the request, refer the matter to mediation or require the proponent to comply with Part II of the Environmental Assessment Act.

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Exhibit 1.3 Municipal Class EA Planning and Design Process

The procedures for dealing with concerns are outlined as follows:

1. For Schedule ‘C’ projects a person or party with a concern should bring it to the attention of the City of Waterloo (the proponent) in Phase 4 of the planning process.

2. If a concern is not resolved through discussion with a proponent, the person or party raising the objection may request the City of Waterloo to voluntarily elevate the Schedule ‘C’ project to an Individual Environmental Assessment.

3. If the City of Waterloo declines, and the person or party with the concern wishes to pursue the matter, they may write the Minister of the Environment and Climate Change, or delegate, or request a Part II Order. These requests shall be copied by the requestor to the City of Waterloo at the same time they are submitted to the Minister, or delegate. For a Schedule ‘C’ project, a written request must be submitted to the Minister or delegate within the 30 day review period after the Notice of Completion has been issued.

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1.5 Study Team The study organization reflects the general administrative and technical needs of the study as well as the study’s consultation program. The latter has been developed to ensure that all of those with a potential interest in the study will have the opportunity to participate and provide input during the process.

The study was carried out under the direction of the Project Team comprised of staff from the City of Waterloo and IBI Group:

City of Waterloo Thomas Daniel, Project Manager Phil Quickfall, P.Eng., Manager, Development Engineering Christine Koehler, CET, Traffic Operations Program Manager

IBI Group

John Perks, MBA, P.Eng., Project Manager/Senior Engineer Marianne Radue, BES, Environmental Planner

1.6 Problem/Opportunity Statement Within the study area, Woolwich Street is located in an area of existing, new and proposed residential development. This existing and continued development requires road and municipal servicing improvements to handle the demands of the increased traffic volumes (both vehicular and active).

This study was therefore undertaken to investigate the need for traffic management improvements along the subject section of Woolwich Street, including road urbanization, enhanced cycling and pedestrian facilities, reconstruction/enhancement of underground infrastructure, and streetscape improvements.

2 Transportation Given the desire to assess existing traffic conditions, and conditions that represent full build-out of the study area, an existing (2014) horizon and a “future total build out” horizon were selected for analysis. IBI Group worked with both City of Waterloo and Waterloo Region staff to identify planned, proposed, and potential developments within the study area.

No specific year is assigned to the future total build out study horizon as the anticipated full build-out years for the proposed developments and potential redevelopment parcels are yet to be determined. However, given the lands serviced by Woolwich Street are “land-locked” by the Grand River and Woolwich Street as the only access for the majority, the future total build-out analysis represents a “worst-case” scenario by accounting for all traffic generated by the planned, proposed and potential development parcels.

Due to the nature of the development, the analysis focuses on the weekday AM and PM peak hours. These peak periods are expected to represent the maximum traffic volumes due to morning and afternoon commuters.

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2.1 Background Conditions The study area is comprised primarily of long-standing residential land uses and subdivision developments that are currently underway and proposed. The Woolwich Street study corridor is 2.6 km long, and runs between Bridle Trail at the south end and University Avenue East at its north end. The following more significant intersections were reviewed in detail:

Woolwich Street and Bridle Trail;

Woolwich Street and Falconridge Drive/Carriage Way South;

Woolwich Street and Carriage Way North;

Woolwich Street and Hawkswood Drive;

Woolwich Street and Kiwanis Park Drive/ Falconridge Drive;

Woolwich Street and Wismer Street; and

Woolwich Street and University Avenue East.

2.2 Existing Transportation Conditions Due to the nature of the development, the analysis focuses on the larger intersections and the weekday AM and PM peak hours. These peak periods are expected to represent the maximum traffic volumes at these intersections due to morning and afternoon commuters.

2.2.1 Turning Movement Counts Eight-hour turning movement counts (TMCs) were conducted. The intersection count dates and traffic control types are presented in Exhibit 2.1 and the count summaries are provided in Appendix A.

Exhibit 2.1 Turning Movement Count Data

INTERSECTION COUNT DATE TRAFFIC CONTROL Woolwich Street and Bridle Trail September 25, 2014 Unsignalized Woolwich Street and Falconridge Drive September 24, 2014 Unsignalized Woolwich Street and Hawkswood Drive September 23, 2014 Unsignalized Woolwich Street and Kiwanis Park Drive September 25, 2014 Unsignalized Woolwich Street and University Avenue E September 24, 2014 Unsignalized

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2.2.2 Existing Conditions (2014) Synchro Results The intersections were analyzed using the Synchro 7.0 analysis software, which uses the Highway Capacity Manual (HCM) methodology. Based on the Region of Waterloo’s Transportation Impact Study Guidelines (September 18, 2013), the criteria for identifying critical intersections are as follows:

Overall LOS E or F (i.e. average control delay per vehicle greater than 55 seconds for signalized intersections and 35 seconds for unsignalized intersections) for all intersections.

The criteria for identifying critical movements are as follows:

Average control delay exceeds 55 seconds;

Estimated 95th percentile queue length for an exclusive movement exceeds the available storage space;

Estimated 95th percentile queue length for an individual movement will block an existing access;

Exclusive turning lanes are inaccessible because of queue lengths in adjacent through lanes; and

Poor quality of service for non-auto modes.

The collected turning movement counts were used for the 2014 Existing Conditions traffic volumes. Note that the intersection of Wismer Street and Woolwich Street was not counted. The eastbound and westbound through volumes were balances based on the upstream and downstream intersections of University Avenue and Kiwanis Park Drive with Woolwich Street. The northbound left/right, eastbound right and westbound left traffic volumes were approximated using the volumes presented in the Galantai subdivision Traffic Impact Study (TIS) report. Exhibit 2.2 presents the 2014 Existing Conditions volumes.

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Exhibit 2.2 2014 Existing Conditions Volumes

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As shown in Exhibit 2.3, all study area intersections are operating with only minimal delay in both peak periods under the 2014 Existing Conditions. There are no critical movements.

Exhibit 2.3 2014 Existing Conditions Traffic Operations Summary

INTERSECTION PEAK HOUR

OVERALL DELAY

(s)

OVERALL LOS

CRITICAL MOVEMENT MOVEMENT DELAY

(s) V/C

RATIO 95TH

QUEUE (m)

Woolwich St and Bridle Trail

AM 3.5 - - - - - PM 4.3 - - - - -

Woolwich St & Falconridge Drive

AM 3.7 - - - - - PM 1.9 - - - - -

Woolwich St & Hawkswood Drive

AM 3.7 - - - - - PM 2.3 - - - - -

Woolwich St & Kiwanis Park Drive

AM 7.7 - - - - - PM 7.5 - - - - -

Woolwich Street and Wismer Street

AM 0.6 - - - - - PM 0.7 - - - - -

Woolwich Street & University Avenue East

AM 4.3 - - - - - PM 3.1 - - - - -

2.3 Future Transportation Conditions

2.3.1 Future Total Considerations A historic development cap that was imposed in an effort to manage traffic growth at the roundabout at Bridge Street and Lancaster Street has been lifted in a two-phased process. According to the August 11, 2009 Region of Waterloo memorandum entitled “Development Cap – South Lexington Area (Waterloo) / Bridgeport North and Bridgeport East (Kitchener)”, Phase 1 of the development cap lift includes the construction of the following four subdivisions:

Woolwich Estates Subdivision – 189 to 192 new units;

Galantai (Cook Homes) Subdivision – 67 new units;

Activa-Bridgeport North Subdivision (River Ridge) – 401 new units; and

Auburn Apartment (Waterloo) – 127 new units.

IBI Group reviewed the Transportation Impact Study (TIS) reports for three of the four subdivisions described above, excluding the Auburn Apartment (Waterloo). The Auburn Apartment subdivision was initially considered for this study; however, as the

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development is located on Auburn Drive the trips generated by the subdivision are not expected to directly impact the study corridor.

Given the expected continued high level of service operation of the Bridge Street/Lancaster Street roundabout, Phase 2 of the development cap lift is planned and it includes the anticipated construction of approximately 200 new residential units. It is assumed that the 16 residential parcels located along the study corridor are included within these 200 units. These parcels are distributed along the Woolwich Street corridor, and they range in size from 2,565 m2 to 31,089 m2. Exhibit 2.4 presents a map of the following residential parcels, representing developments from both phases of the cap lift:

Lot A – Krissons Holdings – 10,012 m2;

Lot B – Future Residential Parcel – 4,816 m2;

Lot C – Future Residential Parcel – 14,181 m2;

Lot D – Future Residential Parcel – 6,008 m2;

Lot E – Likely Future Residential Parcel – 26,994 m2;

Lot F – Assumed Future Residential Parcel – 31,089 m2;

Lot G – Zoned “R” Future Residential Parcel – 2,565 m2;

Lot H – Zoned “A” Likely Future Residential Parcel – 4,100 m2;

Lot I – Woolwich Estates Subdivision – 105,402 m2;

Lot J – Zoned “A” Likely Future Residential Parcel – 18,236 m2;

Lot K – Woolwich Estates Subdivision – 14,659 m2;

Lot L -– Zoned “A” Future Residential Parcel – 11,829 m2;

Lot M – Galantai Subdivision– 91,083 m2;

Lot N – Krissons Holdings – 10,375 m2;

Lot O – Future Residential Parcel – 18,210 m2;

Lot P – Towns and Terrace Dwellings – 4,945 m2;

Lot Q – Future Residential Parcel – 5,628 m2; and

Lot R – Future Residential Parcel – 4,170 m2.

September 2015 14


Exhibit 2.4 Residential Parcels Located along Woolwich Street

September 2015 15


2.3.2 Planned/Proposed Study Area Subdivisions The known planned and proposed study area subdivisions are described in the following sections.

2.3.2.1 Galantai (Cook Homes) Subdivision

This proposed development is a 67 unit (single detached) residential subdivision located on the northern portion of the study area on the south side of Woolwich Street easterly of Wismer Street, in the City of Waterloo. The proposed development is scheduled to be completed in one phase and construction is planned to start in late 2015. The subdivision will be accessible via Woolwich Street and Wismer Street at proposed unsignalized intersections which will operate with stop control on the minor street approach only (i.e., no stop on Woolwich Street or Wismer Street).

2.3.2.2 Woolwich Estates Subdivision

This development is a 189 to 192 unit residential development located on the western side of Woolwich Street, in the vicinity of the Woolwich Street and Hawkswood Drive intersection. The development is currently under construction. This subdivision is served through an internal road network that connects to Woolwich St at the following intersections:

Woolwich Street and Carriage Way North; and

Woolwich Street and Carriage Way South/Falconridge Drive (south).

These intersections operate as unsignalized intersections with stop control on the minor street approaches (i.e., no stop on Woolwich Street).

2.3.2.3 Activa-Bridgeport North (River Ridge) Subdivision

This development is a 406 unit (townhouse and single family) residential development located on the eastern side of Woolwich Street in the vicinity of the Woolwich Street and Hawkswood Drive intersection. Access is provided by several connections to Falconridge Drive and Hawkswood Drive, which are directly connected to Woolwich Street. This subdivision is served through an internal road network that connects to Woolwich Street at the following intersections:

Woolwich Street and Falconbridge Drive (north);

Woolwich Street and Hawkswood Drive; and

Woolwich Street and Falconridge Drive (south).

These intersections operate as unsignalized intersections with stop control of the minor street approaches (i.e., no stop on Woolwich Street)

2.3.2.4 Auburn Apartment (Waterloo)

This proposed development is a 127 unit apartment building located at the south east corner of Auburn Drive and Percheron Court. This proposed development is considered to be outside of the study area. Given the commuter nature of the trips generated, the proposed development is not likely to have an impact on the study corridor. Commuters are assumed to enter and exit the development area via internal roads to University Avenue or Bridge Street.

September 2015 16


2.3.3 Potential Redevelopment Parcels To assist in the trip generation for potential residential redevelopment parcels, the City of Waterloo provided the estimated density of 80 persons/jobs per hectare for the residential parcels included within the study area. With the provided parcel area and the density, the estimated number of persons per parcel was determined. The trip generation rates were obtained from the ITE Trip Generation Manual, 9th Edition (Institute of Transportation Engineers, 2012). A Land Use Code 210 “Single-Family Detached Housing” was referenced to generate the trips associated with the residential parcels:

More formal information regarding housing types that may occupy the potential redevelopment parcels is not available at this time. Single-family detached housing was selected, as it is likely that many of the future residential units will consist of this housing type, and it represents conservatively high trip volumes. Parcels I and M were excluded from this trip generation exercise, as these parcels represent the Galantai and Woolwich Estates subdivisions and the trips generated by these subdivisions have been accounted for separately (Exhibit 2.5).

Exhibit 2.5 Future Residential Redevelopment Parcel Trip Generation

PARCEL SIZE (m2)

PERSONS AM TRIPS PM TRIPS IN OUT IN OUT

A 10,012 80 7 16 20 10 B 4,816 39 4 9 11 5 C 14,181 113 10 22 27 14 D 6,008 48 5 11 13 7 E 26,994 216 17 37 47 24 F 31,089 249 19 41 53 27 G 2,565 21 2 5 6 3 H 4,100 33 4 8 9 5 I 105,402 Woolwich Estates J 18,236 146 12 27 33 17 K 14,659 117 10 22 28 14 L 11,829 95 8 19 23 12 M 91,083 Galantai Subdivision N 10,375 83 8 17 21 11 O 18,210 146 12 27 33 17 P 4,945 40 4 9 11 6 Q 5,628 45 5 10 12 6 R 4,170 33 4 8 9 5

The Exhibit 2.5 trips were distributed along the study corridor using the travel patterns observed through the collected turning movement counts. Additionally, the trip distribution and assignment patterns for the Galantai and Woolwich Estates subdivisions were applied as a guide for the parcels in close proximity to these subdivisions.

September 2015 17


Note that Parcels A and B are assumed to be accessible via Bridge Street; therefore, the trips generated by these parcels do not impact the study corridor. Additionally, Parcel P is likely to be accessible via Colt Street which provides a direct connection to University Avenue; therefore, the trips generated by this parcel are assumed to not impact the study corridor.

2.3.4 Bridge Street and Woolwich Street (Right-In-Right-Out) Through consultation with the Region of Waterloo, IBI Group confirmed that the Bridge Street reconstruction will include a centre median at the intersection of Bridge Street and Woolwich Street. With the construction of this centre median, this intersection will be converted to a right-in/right-out intersection. It is assumed that vehicles currently completing southbound through, southbound left and eastbound left movements at this intersection will now redirect to the intersection of Bridge Street and Bridle Trail. Additionally, vehicles currently making the northbound through movement at Bridge Street and Woolwich Street will now likely approach the intersection travelling westbound and make a westbound right-turn movement instead.

To account for the right-in/right-out conversion many of the vehicles completing westbound left-turn or northbound right-turn movements at the intersection of Woolwich Street and Bridle Trail were redistributed based on the assumptions noted above. To estimate the volumes of redirected vehicles, the westbound left-turn and northbound right-turn volumes were proportioned based on the projected Bridge Street and Woolwich Street intersection volumes, as provided by the Region of Waterloo.

2.3.5 Trip Generation Volumes Exhibit 2.6 presents the trip generation volumes for each of the study intersections. The presented volumes account for the Galantai, Woolwich Estates, and Activa Bridgeport North (River Ridge) subdivisions, in addition to the 16 potential residential redevelopment parcels. Note that the subdivision generated volumes were obtained from the corresponding TIS’s. The volumes shown for the Woolwich Street at Bridle Trail intersection account for the right-in/right-out reconfiguration of the Bridge Street and Woolwich Street intersection.

September 2015 18


Exhibit 2.6 Trip Generation Volumes

September 2015 19


2.3.6 Future Total Conditions To obtain the Future Total conditions (full build-out) volumes, the existing conditions volumes were added to the volumes generated by the three sub-divisions and the 16 potential residential redevelopment parcels. Exhibit 2.7 presents the volumes used for the Future Total conditions Synchro analysis while Exhibit 2.8 presents the summary of the Future Total operations. Complete Synchro results are available in Appendix A.

Exhibit 2.7 Future Total Conditions Volumes

September 2015 20


Exhibit 2.8 Future Total Conditions Traffic Operations Summary

Overall LOS and v/c ratio not report for unsignalized two-way stop controlled intersections due to

limitation using Synchro Analysis software. “-“ indicates no operation deficiencies identified.

As shown in Exhibit 2.8 nearly all study area intersections are operating with minimal delays. The shared westbound-left-through-right lane at the intersection of Woolwich Street and University Avenue E operates critically with delays up to 139.1 and 131.4 seconds in the AM and PM peaks, respectively. This occurs due to high volumes of northbound and southbound traffic on University Avenue during the peak periods. Vehicles travelling westbound have difficulty finding gaps of sufficient size in the northbound and southbound traffic flow to perform their turning movements. Therefore, providing a dedicated westbound left-turn lane would not be anticipated to have a significant impact on westbound operations since the lack of sufficient gaps would still exist. Given the excessive minor street delays, traffic signals are explored for this intersection in Section 2.3.8.

Providing a dedicated westbound right-turn lane would alleviate the delay associated with vehicles completing the westbound right movement as these vehicles would no longer share queues with westbound left/through movements. Exhibit 2.9 presents a comparison of westbound operations at the University Avenue and Woolwich Street intersection with and without the dedicated right turn lane. During both peak periods, implementing the dedicated westbound right turn reduces the delay, v/c ratio and 95th percentile queue length of all westbound movements. The dedicated westbound right-turn lane is recommended to be 70 metres as the 95th percentile queues are 67.3 metres and 54.0 metres during the AM and PM peaks, respectively.

INTERSECTION PEAK HOUR

OVERALL DELAY

(s)

OVERALL LOS

CRITICAL MOVEMENT MOVEMENT DELAY

(s) V/C

RATIO 95TH

QUEUE (m)

Woolwich St and Bridle Tr

AM 4.2 - - - - - PM 7.6 - - - - -

Woolwich St & Falconridge Dr

AM 6.3 - - - - - PM 4.1 - - - - -

Woolwich St and Carriage Way N

AM 1.5 - - - - - PM 1.4 - - - - -

Woolwich St & Hawkswood Dr

AM 4.4 - - - - - PM 2.6 - - - - -

Woolwich St & Kiwanis Park Dr

AM 8.3 - - - - - PM 8.7 - - - - -

Woolwich St and Wismer St

AM 2.4 - - - - - PM 2.2 - - - - -

Woolwich St & University Ave E

AM 34.9 - WBLTR 139.1 1.16 114.3 PM 19.5 - WBLTR 131.4 1.06 73.2

September 2015 21


Exhibit 2.9 Dedicated Right Turn Lane Assessment

PEAK PERIOD

LANE CONFIGURATION

MOVEMENT DELAY (S)

V/C RATIO

95TH QUEUE (M)

AM Shared WBLTR WBL 139.1 1.16 114.3 WBT 139.1 1.16 114.3 WBR 139.1 1.16 114.3

Shared WBLT and Dedicated WBR

WBL 47.0 0.88 67.3 WBT 47.0 0.88 67.3 WBR 47.0 0.88 67.3

PM Shared WBLTR WBL 131.4 1.06 73.2 WBT 131.4 1.06 73.2 WBR 131.4 1.06 73.2

Shared WBLT and Dedicated WBR

WBL 60.8 0.87 54.0 WBT 60.8 0.87 54.0 WBR 60.8 0.87 54.0

2.3.7 Left-Turn Lane Warrants

2.3.7.1 Woolwich Street and Bridle Trail

Exhibit 2.10 presents the AM and PM peak period data used to complete the westbound left-turn lane assessment at the Woolwich Street and Bridle Trail intersection. All left-turn lane warrant assessment figures can be found in Appendix A.

Exhibit 2.10 Woolwich Street and Bridle Trail Left-Turn Lane Warrant Data

WESTBOUND LEFT TERM AM

PEAK PM PEAK

Design Speed (kph) 50 50 Advancing Volume (vph) 764 431 Opposing Volume (vph) 193 501

Left Turn Volume 17 11 Left Turn Percent (%) 2 3

Left Turn Truck Percent (%) 6 0

Using the Geometric Design Standards specifications and the data presented within Exhibit 2.10, it can be concluded that a dedicated westbound left-turn lane with a storage length of 15 m is warranted under the AM peak. Additionally, the assessment suggests that traffic signals may be warranted and this is explored later in Section 2.3.8.

2.3.7.2 Woolwich Street and Falconridge Drive/Carriage Way South

Exhibit 2.11 presents the AM and PM peak period data used to complete the northbound and southbound left turn lane assessments at the Woolwich Street and Falconridge Drive intersection.

September 2015 22


Exhibit 2.11 Woolwich Street and Falconridge Drive Left-Turn Lane Warrant Data

TERM NORTHBOUND LEFT

SOUTHBOUND LEFT

AM PEAK

PM PEAK

AM PEAK PM PEAK

Design Speed (kph) 50 50 50 50 Advancing Volume (vph) 197 585 346 246 Opposing Volume (vph) 346 246 197 585

Left Turn Volume 11 39 10 21 Left Turn Percent (%) 6% 7% 3% 9%

Left Turn Truck Percent (%) 0% 0% 11% 0%

Using the Geometric Design Standards specifications and the data presented within Exhibit 2.11, the following conclusions can be drawn:

A dedicated northbound left-turn lane is not warranted. However, the assessment suggests that traffic signals may be warranted and this is explored later in Section 2.3.8.

A dedicated southbound left-turn lane is not warranted. However, the assessment suggests that traffic signals may be warranted and this is explored later in Section 2.3.8.

2.3.7.3 Woolwich Street and Hawkswood Drive

Exhibit 2.1. presents the AM and PM peak period data used to complete the southbound left turn lane assessments at the Woolwich Street and Hawkswood Drive intersection.

Exhibit 2.12 Woolwich Street and Hawkswood Drive Left-Turn Lane Warrant Data

TERM SOUTHBOUND LEFT

AM PEAK PM PEAK Design Speed (kph) 50 50

Advancing Volume (vph) 169 199 Opposing Volume (vph) 165 314

Left Turn Volume 13 38 Left Turn Percent (%) 8% 18%

Left Turn Truck Percent (%) 30% 0%

Using the Geometric Design Standards specifications and the data presented within Exhibit 2.11, it can be concluded that a dedicated southbound left-turn lane is not warranted.

September 2015 23


2.3.7.4 Woolwich Street and University Avenue East

The methodology for conducting left-turn warrants for the Woolwich Street and University Avenue East intersection differs slightly from the methodology used for the other intersections. This is because University Avenue East has a four lane cross-section (with a median) while the other roads all have two lane cross-sections; therefore, a different set of figures must be used. Northbound left-turn lanes are not considered, since only minimal vehicles complete the northbound left-turn during the AM (8 vehicles) and PM (20 vehicles) peak periods.

Exhibit 2.13 presents the AM and PM peak period data used to complete the left-turn lane assessment at the Woolwich Street and University Avenue East intersection.

Exhibit 2.13 Woolwich Street and University Ave Left-Turn Lane Warrant Data

TERM SOUTHBOUND LEFT AM PEAK PM PEAK

Opposing Volume (vph) 618 598 Left-Turn Volume 72 226

Left-Turn Truck Percent (%) 4% 0%

Using the Geometric Design Standards specifications and the data presented within Exhibit 2.13, it can be concluded that a dedicated southbound left turn lane is warranted with 15 m and 50 m storage lengths under the AM and PM peak period conditions, respectively.

2.3.8 Signal Warrants Based on the dedicated left-turn lane warrant analysis, it was suggested that traffic signals may be warranted at several intersections:

Woolwich Street and Bridle Trail;

Woolwich Street and Falconridge Drive; and

Woolwich Street and University Avenue East.

Exhibits 2.14, 2.15 and 2.16 present the results of the traffic signal warrants for the intersections of Bridle Trail, Falconridge Drive, and University Avenue East with Woolwich Street, respectively. It was found that traffic signals are not warranted at any of the three assessed intersections.

September 2015 24


Exhibit 2.14 Woolwich Street and Bridle Trail Signal Warrant Assessment

Justification Description

Minimum Requirement 1 Lane Highways

Minimum Requirement 2 or

more lanes

Compliance

Requirement Warrant Met

Section Entire

% Free Flow

Restricted Flow

Free Flow

Restricted Flow Numerical %

1. Minimum Vehicular Volume

A. Vehicle volume. All approaches (average hour)

480 720 600 900 635 88%

88% 120% No B. Vehicle volume, along minor streets (average hour)

120 170 120 170 254 99%

2. Delay to cross traffic

A. Vehicle volume, major street (average hour)

480 720 600 900 466 65%

55% 120% No B. Combined vehicle and pedestrian volume crossing artery from minor streets (average hour)

50 75 120 170 41 55%

Exhibit 2.15 Woolwich Street and Falconridge Drive Signal Warrant Assessment


Minimum Requirement 1 Lane

Highways


more lanes

Compliance


Section Entire

% Free Flow

Restricted Flow

Free Flow




480 720 600 900 485 67%


120 170 120 170 73 43%


A. Vehicle volume, major street (average hour) 480 720 600 900 412 57%


50 75 120 170 62 83%

September 2015 25


Exhibit 2.16 Woolwich Street and University Avenue East Signal Warrant Assessment


Minimum Requirement 1 Lane Highways


more lanes

Compliance


Section Entire

% Free Flow

Restricted Flow

Free Flow




480 720 600 900 794 88%


120 170 120 170 118 69%


A. Vehicle volume, major street (average hour)

480 720 600 900 676 75%


50 75 120 170 54 32%

September 2015 26


2.3.9 Roundabout Assessment In order to provide for some traffic calming on Woolwich Street, and to reduce the non-compliance of the Stop Control, an option is to construct roundabouts at the following two intersections:

Woolwich Street and Falconridge Drive/Carriage Way South; and

Woolwich Street and Kiwanis Park Drive/Falconridge Drive.

Exhibits 2.17 and 2.18 present the results of the roundabout assessments of the Woolwich Street/Falconridge Drive, and Woolwich Street/Kiwanis Park Drive intersections, respectively. The presented v/c ratios are calculated for conditions with one entering lane per approach and one circulating lane.

The two assessed roundabouts are anticipated to operate well under both peak periods as indicated by the low v/c ratios; all v/c ratios remain below 0.6.

Exhibit 2.17 Woolwich Street and Falconridge Drive Roundabout Assessment

AM PEAK

Approach Eastbound Northbound Westbound Southbound Entering Volume (PCE/h) 41 199 209 347

Circulating Volume (PCE/h) 535 17 149 203 Single Lane V/C Ratio 0.06 0.18 0.21 0.38

PM Peak



Exhibit 2.18 Woolwich Street and Kiwanis Park Drive Roundabout Assessment

AM PEAK



PM Peak



September 2015 27


3 Inventory of Existing Conditions 3.1 Land Use The City of Waterloo Official Plan identifies in their Land Use Plan the area surrounding Woolwich Street as Low Density Residential, except at Carriage Way and Woolwich Street which is designated as Commercial (in Woolwich Estates) and near Melitzer Creek, which is designated as Open Space.

3.2 Existing Municipal Infrastructure

3.2.1 Existing Roadway Woolwich Street exists as a two lane road with a right-of-way (ROW) width which nominally varies from 16 m to 20 m. The pavement is in fair to poor condition. There are some sections of road with curb, and some sidewalk exists sporadically, but is not continuous and are substandard in many locations.

3.2.2 Existing Municipal Servicing Sanitary sewers exist on some sections of Woolwich Street, but are lacking between 130m north of Macville Avenue to 230m north of Hawkswood Drive as well as on Woolwich Street westerly of Kiwanis Park Drive to University Avenue. Further, a sanitary forcemain exists between Hawkswood Drive (south) to Bridle Trail and is the outlet for the Falconridge Drive sanitary pumping station.

Watermain exists on all sections of Woolwich Street, however some properties remain on private wells.

3.2.3 Existing Stormwater Woolwich Street currently drains via a mix of roadside ditches, culverts and some sections of storm sewer. A stormwater catchment area drawing is included in Exhibit 3.1 and shows the existing catchments and their outlet locations.

Due to the age of Woolwich Street, no stormwater management infrastructure exists specifically for the road. However, recent land developments adjacent to the road have constructed municipal stormwater management facilities inventoried as follows:

Woolwich Estates has a SWM facility controlling both quantity and quality for the development. The pond outlets to the Woolwich Street storm system which outlets to Melitzer Creek.

River Ridge Subdivision does not drain to Woolwich Street but drains to easterly to the Grand River;

The proposed Galantai Subdivision consists of a 0.5ha SWM facility on the eastern portions of the site and controls quality of discharge and will direct the majority of the subdivisions runoff to the southwest while maintaining existing peak flows and existing infiltration across the site. The receiving wetland drains to Melitzer Creek. The front portions of the proposed lots adjacent to Woolwich Street are proposed to discharge via surface drainage to Woolwich Street.

September 2015 28


Exhibit 3.1 Stormwater Catchment Areas

September 2015 29


3.2.4 Existing Utilities Overhead utilities exist on both sides of Woolwich Street between Bridle Trail and Kiwanis Park Drive. The southern utility line belongs to Kitchener-Wilmot Hydro, while the northern utility line is Waterloo North Hydro. Westerly of Kiwanis Park Drive to University Avenue, overhead utility exists on the south side of Woolwich Street and is Waterloo North Hydro’s.

Communication utilities are primarily above ground on the Utility poles, but some underground communication plant does exist.

Natural gas also exists buried within the road allowance.

3.3 Geotechnical and Hydrogeological Conditions A Geotechnical Investigation was conducted as part of the Study to determine the sub-surface conditions on Woolwich Street. The investigation included the installation of 25 boreholes and 6 piezometers.

3.3.1 Geotechnical Existing pavement conditions are generally in poor to fair condition to frequent cracking. Potholes and edge failure was observed in some locations. There are asphalt repair patches at numerous locations along the roadway. The pavement structure was placed on a subgrade consisting of loose to compact fill materials at all the borehole locations. The native soil materials underlying the fill materials are in a compact to dense state of compactness or with a stiff to hard consistency. The pavement at the borehole locations was underlain by fill materials varying in composition from sand and gravel with trace to some silt to clayey silt which extended to depths between 0.91 and 3.35 m below existing grades. The full report can be found in Appendix B.

3.3.2 Hydrogeological Conditions Exhibit 3.2 provides water levels measured on December 24, 2015 and February 26, 2015 at the six piezometers (the location of the piezometers is shown on the map of borehole locations in Appendix B).

Exhibit 3.2 Groundwater Levels

BOREHOLE GROUND SURFACE

ELEVATION (M)

WATER DEPTH (M)

WATER ELEVATION (M)

2 319.74 2.97 316.77

5 312.44 1.58 310.86

7 312.47 7.20 305.27

13 316.96 1.07 315.89

18 318.71 1.50 317.21

26 329.43 6.63 322.80

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3.4 Natural Heritage

3.4.1 Vegetation The culturally influenced history of the lands directly adjacent (within 10 m) of Woolwich Street is apparent throughout the study area, the large majority of vegetation polygons (i.e., vegetated areas) were determined to be Cultural or Anthropogenic lands (Lee et al. 1998). Two natural land classes were present within the study area:

Dry – Fresh Sugar Maple – Beech Deciduous Forest (Exhibit 3.2); and

Dry – Fresh White Cedar Coniferous Forest (Exhibit 3.2).

These are considered Moderate and High constraints respectively; the Sugar Maple/Beech forest was ranked as moderate, rather than high, as it is largely present outside of 10 m from the roadway.

Two other communities ranked as moderate constraint include a Mineral Cultural Woodland and a Hedgerow. These communities represent treed systems that require more time to become established.

The remaining area were designated as low constraint and include Cultural Meadow, Cultural Thicket, or Anthropogenic community types. The findings of the rapid roadside vegetation survey are summarized on Exhibit 3.2.

3.4.1.1 Summary of tree inventory data A total of 309 individual trees which included 34 species of trees were identified were tagged within the study area boundaries during the tree inventory and assessment. Of the species identified, 18 are native to Ontario and 13 are non-native. A further three trees were identified to the genus level. These trees could not be identified to the species level due to lack of available characteristics at the time of survey. Exhibit 3.3, illustrates the overall count of trees tagged during the survey.

The most abundant species was Eastern White Cedar (Thuja occidentalis) a native tree, with a total of 63 trees tagged, followed by White Spruce (Picea glauca) at 46 trees and Blue Spruce (Picea pungens) with 31 trees.

Overall the majority of trees surveyed were native to Ontario – a total of 195 native trees and 111 non-native trees. An additional 3 trees were identified to the genus level only due to lack of key identification features at the time of the survey. These trees included one each of Sorbus sp., Pyrus sp., and Malus sp.

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Exhibit 3.3 Vegetation Communities and Constraints

September 2015 32


Exhibit 3.4 Overall Tree Talley by Species

1

7

13

3

5

63

1

1

1

1

2

1

1

2

13

2

2

31

46

22

1

1

17

2

9

4

5

1

1

3

14

15

15

3

0 10 20 30 40 50 60 70

Ulmus thomasii (Rock Elm) *Ulmus pumila (Siberian Elm)

Ulmus americana (American Elm) *Tilia cordata (Little-leaf Linden)

Tilia americana (American Basswood) *Thuja occidentalis (Eastern White Cedar) *

Sorbus x thuringiaca (Oakleaf Mountain Ash)Sorbus sp (Mountain-ash Species)

Salix alba (White Willow)Robinia pseudoacacia (Black Locust)

Quercus macrocarpa (Mossy-cup Oak) *Pyrus sp (Pear Species)

Populus tremuloides (Trembling Aspen) *Populus deltoides (Eastern Cottonwood) *

Pinus sylvestris (Scotch Pine)Pinus strobus (Eastern White Pine) *

Pinus resinosa (Red Pine) *Picea pungens (Blue Spruce)Picea glauca (White Spruce) *Picea abies (Norway Spruce)Morus alba (White Mulberry)

Malus sp (Apple Species)Juglans nigra (Black Walnut) *

Juglans x bibya (Hybrid Butternut) *Fraxinus americana (White Ash) *

Fagus grandifolia (American Beech) *Celtis occidentalis (Common Hackberry) *

Catalpa speciosa (Northern Catalpa)Aesculus hippocastanum (Horse Chestnut)

Acer saccharum var. saccharum (Sugar Maple) *Acer saccharinum (Silver Maple) *Acer platanoides (Norway Maple)

Acer negundo (Box Elder) *Acer ginnala (Amur Maple)

September 2015 33


Appendix C has the locations of the trees surveyed, their respective crown reserve (diameter of the canopy), and preservation priority, Appendix C also provides a summary of all tagged tree data and a description of the parameters used in the arborist assessment.

3.4.1.2 Tree Inventory Analysis The survey of roadside trees along Woolwich Street included both developed and undeveloped stretches. The trees in developed areas can typically be described as street trees and/or ornamental trees including a diverse variety of species such as Sugar Maple (Acer saccharum), Amur Maple (Acer ginnala), Silver Maple (Acer saccharinum), Norway Maple (Acer platanoides), Black Walnut (Juglans nigra), White Ash (Fraxinus americana), Little-leaf Linden (Tilia cordata), Rock Elm (Ulmus thomasii), Red Pine (Pinus resinosa) and Scotch Pine (Pinus sylvestris).

Some of the properties with larger frontage along Woolwich Street have ‘screen plantings’ or plantings that provide a function of blocking views to or from the residence. Screens were composed of conifers such as Eastern White Cedar (Thuja occidentalis), Norway Spruce (Picea abies), White Spruce (Picea glauca), and Blue Spruce (Picea pungens).

The survey also included roadside trees from undeveloped areas, which consisted of woodlands, as well as active and inactive agricultural land uses. Trees surveyed at the edge of wooded areas included Beech trees (Fagus grandifolia), Eastern White Cedar and White Spruce. Locations of the trees can be found in Appendix C.

The remaining trees surveyed on the edges of both active and inactive agricultural fields consisted of a mixture of species typical to roadsides or areas undergoing early to mid-stages of succession such as Siberian Elm (Ulmus pumila), Box Elder (Acer negundo), Black Walnut (Juglans nigra), White Ash, American Elm, and Basswood (Tilia americana). Common Hackberry (Celtis occidentalis) were also found throughout undeveloped roadside stands.

White Willow

One specimen of White Willow (Salix alba) is located near to the proposed multi-use pathway. This Willow may need to be removed to accommodate pathway development. The tree has been categorized as “Preserve if Possible” under the Tree Impact Assessment. Although this tree is large, it does not represent a high preservation priority from an ecological perspective since it is a non-native and invasive species considered to be moderately invasive due to tendency to invade wetlands and displace native willows in Southern Ontario (Having a, 2000).

Rock Elm

The large Rock Elm tree is of particular significance as it is ranked as rare (‘R’) in Waterloo region. Although the Rock Elm tree has been cabled to aid structural stability, it shows little to no visible sign of structural or biological health defects.

To determine the structural integrity of the Rock Elm, a Sonic Tomography survey was undertaken in Spring 2015. The results have found the stem of the Rock Elm to be sound and structurally uncompromised. The report can be found in Appendix C.

Butternut

Two specimens suspected to be Butternut (Juglans cinerea) were discovered along the south side of Woolwich Street close to the intersection of Cedarcliffe Drive. Butternut are an endangered species protected under Ontario’s Endangered Species Act, however Butternut has a tendency to hybridize with non-native Juglans species such as English Walnut (J. regia) or more commonly Japanese Walnut (J. ailantifolia) (Forest Gene Conservation Association). Both

September 2015 34


specimens encountered in the field were sampled and laboratory tested for hybridity. Laboratory results received on October 29, 2014 indicate that hybridity was detected in both samples, therefore neither sample represents true Butternut (See Appendix C). Thus, the Endangered Species Act therefore does not apply.

3.4.2 Wildlife In total, 8 mammals and 16 bird species were detected during Wildlife Crossing Surveys. Mammalian species detected included Eastern Cottontail (Sylvilagus floridanus), Gray Squirrel (Sciurus carolinensis), Red Squirrel (Tamiasciurus hudsonicus), Raccoon (Procyon lotor), Striped Skunk (Mephitis mephitis) and White-tailed Deer (Odocoileus virginianus) as well as Domestic Dog (Canis lupus familiaris) and Domestic Cat (Felis catus). Bird species detected included Canada Goose (Branta canadensis), Red-tailed Hawk (Buteo jamaicensis), American Crow (Corvus brachyrhynchos), Northern Flicker (Colaptes auratus), Downy Woodpecker (Picoides pubescens), Pileated Woodpecker (Dryocopus pileatus), Brown Creeper (Certhia americana), Black-capped Chickadee (Poecile atricapillus), Blue Jay (Cyanocitta cristata), Red-breasted Nuthatch (Sitta canadensis), Dark-eyed Junco (Junco hyemalis), American Goldfinch (Spinus tristis), Mourning Dove (Zenaida macroura), House Sparrow (Passer domesticus), European Starling (Sturnus vulgaris) and Rock Pigeon (Patagioena livia).

None of the wildlife species detected within the study area are Species-at-Risk (OMNRF, 2014; COSEWIC, 2014) nor are they provincially rare. Three of the species observed (Pileated Woodpecker, Red-breasted Nuthatch and Brown Creeper) are listed as Uncommon in Waterloo (Regional Municipality of Waterloo, 1996).

3.4.2.1 Road Crossing Areas

Crossing Areas 1a and 1b The majority of the deer crossings within the study area occur between the Melitzer Creek wetland complex (west of Woolwich Street) and the Grand River and Carisbrook Drive natural area east of Woolwich Street (Exhibit 3.3). On the west side of Woolwich Street, Deer movement concentrates within the forested cover and laneways on both sides of the anthropogenic pond feature. In contrast, movement is very diffused and circuitous on the east side of the street in response to various impediments such as fences, changes in grade and structures. As a result, deer paths were detected moving through Polygon 10 (Exhibit 3.1) and the uninhabited anthropogenic lot directly to its north, along the hedgerow north of Melitzer creek (deer are unable to cross directly at creek due to the grade change), along Sunbridge Crescent and even along front yards considerably further south to Macville Drive.

Crossing Area 2 Adjacent and to the north of the Stormwater Management (SWM) facility, moderate but diffuse deer crossing was observed within an open landscape. Deer paths were observed crossing through Polygon 7 (Exhibit 3.1) and the large rural lots on both sides of the street. In doing so, as with Crossing Areas 1a and 1b, the deer are able to access the Melitzer Creek wetland complex (west) and the natural areas to the east towards the Grand River. The west side of this wildlife movement corridor is expected to become increasingly concentrated around the SWM facility, and possibly less utilized as the Woolwich Estates subdivision is developed.

Crossing Area 3 Hedgerows and thickets near to Hawkswood Drive encourage the presence of concentrated but low volume deer crossing. Due to lack of direct connectivity to larger naturalized areas, considerable parallel movement along the roadway, in search of better habitat access was noted here.

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Crossing Areas 4 and 5 These two narrow and low use crossing areas were facilitated by treed lots and hedgerows to the west and south of Woolwich Street. To the east and north however, connectivity to natural areas is quite restricted by the presence of large fences, roads and structures. Deer paths were observed to encounter fence and travel along its edge until there was suitable northward access (i.e. along Kiwanis Park and Cedarcliffe Drives). These two crossing areas demonstrate an open country and somewhat rural lands (west) abutting fully developed and predominantly fenced suburban lands; the results being confined and inadequate crossing opportunity. Crossing Area 6 Crossing Area 6 is a moderate use and moderately concentrated corridor. This area is conducive to connectivity between the Melitzer Creek Wetland Complex (south) and the steeply sloped natural corridor along the Grand River to the north. Specific deer paths were observed traveling through the open country between the north end of the wetland complex and the large unfenced lots on the north side of Woolwich Street. Some concentration of pathways north of the street appears to occur in the areas noted on Exhibit 3.3. However, occasional deer paths were observed through the area and the use of various unfenced lots north of Woolwich Street is expected. With the planned development of the Galantai Subdivision within this crossing area, future deer connectivity is uncertain. The eastern end of the Galantai Subdivision is protected for wildlife crossing.

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Exhibit 3.5 Road Crossing Areas

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3.4.3 Aquatic/Fisheries Melitzer Creek is a coldwater stream. The creek banks are stable with evidence of past placement of logs along the banks downstream of Woolwich Street, possibly to improve bank stability of enhance fish habitat. The substrate is predominantly a mix of gravel, sand and cobble. The riparian zone is wooded, with white cedar (Thuja occidentalis) dominant downstream from Woolwich Street. Downstream from Woolwich Street the riparian zone is mowed lawn among the cedars and there is a footbridge a short distance downstream. A dam is present on private property upstream from Woolwich Street. It is not known if this dam prevents upstream fish passage. The creek is conveyed beneath Woolwich Street in twin culverts. On the upstream side the slope has been stabilized with rip rap and the upstream end of the culverts were obscured with the rip rap and debris. It is possible that this cobble impedes fish movement. There is a retaining wall on the downstream side of Woolwich Street. The majority of flow appeared to be coming from the left (facing upstream) culvert. Water was flowing, under pressure, from a pipe located to the right (facing upstream) of the culverts on the downstream side of Woolwich Street. The presence of brook trout (Salvelinus fontinalis)well-documented in the past 1989 (Paragon Engineering Limited, 1989), Ontario Ministry of Natural Resources ( 1990, 1991), Constoga Rovers and Associates (1992) and Gore and Storrie, (1994). Other fish species present include creek chub (Semotilus atromaculatus), blacknose dace (Rhinichthys atratulus), brook stickleback (Culaea inconstans), white sucker (Catostomus commersonii) and brassy minnow (Hybognathus hankinsonii). Dense beds of Chara sp., indicative of groundwater discharge, were present in the pond upstream from Woolwich Street in 1991 (OMNR files) and groundwater discharge has been observed at a number of locations along the creek. Gore and Storrie (1994) report substrate suitable for brook trout spawning occurs at a number of locations downstream from Woolwich Street.

3.5 Cultural Heritage

3.5.1 Archaeology The Stage 1 background study determined that four previously registered archaeological sites are located within one kilometre of the study area. A review of the geography of the study area suggested that the study area has potential for the identification of Aboriginal and Euro-Canadian archaeological resources, depending on the degree to which soils have been disturbed. The property inspection identified some areas within the study area that possess archaeological potential and warrant Stage 2 archaeological assessment. The remainder of the study area, however, does not retain archaeological potential. See Appendix D for the full report.

3.5.2 Built Heritage and Heritage Landscapes Between University Avenue East and Kiwanis Park Drive, the study area is bordered by recent residential development and open fields. With a few exceptions, the residences in this section of the study area date between 1963 and 1998. One older property is located on the northwest corner of Woolwich Street and Kiwanis Park Drive. The south side of the intersection of Woolwich Street and Kiwanis Park Drive features four residences that date to the second half of the twentieth century.

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Between Falconridge Drive and Sunbridge Crescent, Woolwich Street is bordered by recent residential development, some mid-twentieth century residences, and planned residential infill and subdivisions. Two cultural heritage resources were identified in this section of the study area. These properties, which are located near Melitzer Creek feature a pre-1930s residence and a pond and “island” that date to pre-1946. These two properties appear to be historically related and it is likely that they were subdivided at some point post-1946. This section of the study area also features Melitzer Creek, which is a tributary of the Grand River. Between Sunbridge Crescent and Bridle Trail, the study area features a number of early-twentieth century residences including individual houses that date to pre-1945 and a relatively intact row of pre-1930s houses. MacVille Avenue, and its associated early-twentieth-century residences, extends east of the study area. These resources reflect the early-twentieth-century residential development of Woolwich Street and possibly have ties to the settlement of Bridgeport. The study area extends west along Bridle Trail to Auburn Drive. This section of the study area is bordered by recent residential development. No cultural heritage resources were identified in this section of the study area. Based on the results of the background research and field review, four built heritage resources (BHR) and four cultural heritage landscapes (CHL) were identified within and/or adjacent to the Woolwich Street Road Reconstruction study area (Exhibit 3.3.1). No properties are designated under the Ontario Heritage Act or listed on a heritage register by the City of Waterloo. See Appendix E for the full report.

Exhibit 3.6 Summary of Built Heritage and Cultural Heritage Landscapes in the Study Area

RESOURCE TYPE LOCATION BHR 1 Residence 214 Woolwich Street BHR 2 Residence 215 Woolwich Street BHR 3 Residence 192 Woolwich Street BHR 4 Residence 104 Woolwich Street CHL 1 Residence 336 Woolwich Street CHL 2 Pond 201 Woolwich Street CHL 3 Streetscape 137-181 Woolwich Street CHL 4 Streetscape MacVille Avenue and 148 Woolwich Street

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4 Alternative Planning Solutions 4.1 Description The following sections describe the possible solution alternatives that were identified for the project:

4.1.1 Alternative #1: Do Nothing As required by the Municipal Class EA process, the Do Nothing option was considered and evaluated against the other options. This option would not add any facilities or servicing to the roadway, and only ongoing maintenance of the existing facilities would occur.

4.1.2 Alternative #2: Urbanize Existing Road, Municipal Servicing and Add Turn Lanes

This alternative would generally urbanize the roadway and improve those intersections requiring upgrades. The Alternative includes the following:

Installation of curb & gutter and stormwater drainage systems

Installation of sanitary sewer where possible to service both existing and proposed development;

Addition of a left turn lane at Bridle Trail;

Addition of a right turn lane at University Avenue;

Addition of sidewalk on both sides of road where missing or deficient to create continuous pedestrian linkages.

4.1.3 Alternative #3: Urbanize Existing Road, Municipal Servicing, Add Turn Lanes, and Improved Active Transportation

This alternative would include all improvements proposed under Alternative #2 plus add improved active transportation facilities including:

Addition of a multi-use trail on the west side of Woolwich Street between Bridle Trail and Kiwanis Park Drive to create better pedestrian and cycling linkages (this was identified as a need in the City’s TMP);

Addition of a multi-use trail on the north side of Woolwich Street between Kiwanis Park Drive and the existing multi-use trail near University Avenue to create a better linkage to the Walter Bean Trail system;

Addition of bike lanes to both sides of Woolwich Street.

4.1.4 Alternative #4: Urbanize Existing Road, Municipal Servicing, Add Turn Lanes, Improved Active Transportation, Traffic Calming

This alternative would include all improvements proposed under Alternative #3 plus add improved active transportation facilities including:

Construct pedestrian refuge island at the Woolwich Street / Bridle Trail intersection;

Construct a Traffic Circle at Carriage Way/Falconridge Drive intersection;

Construct a Traffic Circle at Kiwanis Park Drive/Falconridge Drive intersection.

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4.2 Evaluation Methodology and Criteria The “Reasoned Arguments” methodology was used to evaluate the alternatives for this EA. This involved identifying the advantages and disadvantages of each alternative against a set of evaluation criteria representing social, natural and economic environments. The evaluation criteria used is shown below.

Traffic and Transportation: Ability to manage motor vehicle, transit, pedestrian, and cycling traffic in a safe manner.

Natural Environment: Impacts on vegetation, wildlife, fisheries, and stormwater drainage.

Socio-Cultural Environment: Impacts on property owners, property access, Archaeology, cultural heritage, noise and visual character.

Cost: Relative cost to construct each option.

How the Alternative Complies with Official Policy: Active Transportation.

4.3 Evaluation Process There are four alternatives being considered as detailed in Section 4.1. The evaluation criteria, presented in Section 4.2, were used to evaluate and compare the four alternatives. The evaluation results are summarized in Exhibit 4.1 using a “Reasoned Arguments” type of methodology that compares the pros (advantages) and cons (disadvantages) of each alternative against each of the evaluation criteria. It is intended to provide an objective, traceable response to each criterion for each alternative. Appendix F contains further information on the analysis.

4.4 Preferred Planning Solution From the evaluation, the following was determined:

Alternative #1 – Do Nothing: This alternative was screened out as the Do Nothing approach would not address the recommendations in the City of Waterloo Transportation Master Plan concerning Active Transportation infrastructure. In addition, the existing, new and proposed residential development requires road and municipal servicing improvements, which is not addressed by the Do Nothing alternative. Finally, this alternative does not address the traffic calming needs of the roadway.

Alternative #2 – Urbanize Existing Road, Municipal Servicing and Add Turn Lanes: This alternative was screened out as it does not adhere to the TMP pertaining to the Multi-use-trail (MUT). Finally, this alternative does not address the traffic calming needs of the roadway.

Alternative #3 – Urbanize Existing Road, Municipal Servicing, Add Turn Lanes, and Improved Active Transportation – This alternative was screened out as it did not address the traffic calming needs of the roadway.

Alternative #4 – Urbanize Existing Road, Municipal Servicing, Add Turn Lanes, Improved Active Transportation, and Traffic Calming: This alternative addresses municipal servicing and road infrastructure improvements necessary for present and future development. It also adheres to the official policy regarding active transportation and addresses traffic calming needs. Accordingly, this alternative is the preferred alternative.

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Exhibit 4.1 Evaluation of Planning Alternatives

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Preferred

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5 Description of Recommended Design Concept

5.1 Design Criteria The City of Waterloo has developed road design guidelines and documented these in the City’s “Development Engineering Manual”, 2013. This manual provides guidance for road geometry and municipal infrastructure that should be followed for the design of Woolwich Street.

The City’s manual also contains standard road cross sections for various right-of-way widths (Exhibit 5.1). The ultimate right-of-way width for Woolwich Street is 20m, and the City standard for this right-of-way is W-203. Both the Cities of Waterloo and Kitchener have been securing road widenings as development applications are received to achieve the 20m right-of-way width.

Given existing constraints within the right-of-way (e.g., trees, slopes, etc.), the need for a multi-use trail (MUT), and to provide traffic calming, the Project Team recommended modifications to the City standard W-203. Exhibit 5.1 documents the general criteria established for Woolwich Street, and Exhibit 5.2 portrays the preferred road cross section.

Exhibit 5.1 Summary of City Standards

DESCRIPTION CRITERIA

Preferred lane width 3.35m

Preferred turning lane width 3.00m

Preferred bike lane width 1.50m (min 1.25m)

Sidewalk width: 1.50m (1.80m if curb faced)

Multi-use Trail width: 3.00m (min 2.50m)

Minimum boulevard width:

0.60m (between curb and sidewalk/MUT)

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Exhibit 5.2 Preferred Cross Section

5.2 Road Geometry As Woolwich Street is an existing road with development and vegetation constraints on both sides, there is limited opportunity to modify the road alignment either vertically or horizontally. Further, given municipal infrastructure (especially watermain) exists beneath the existing road, the vertical profile of the road cannot be lowered as it would create cover issues on this infrastructure.

During final design it is recommended that the road horizontal position and vertical profile be set such that the impact to existing significant vegetation be minimized.

5.3 Construction Staging For the lands between Maverick Street and Exmoor Street the only road access is via Woolwich Street. Accordingly, it will be important to stage the construction of Woolwich Street properly to maintain access to the various properties and subdivisions serviced off Woolwich Street. Further, it will be important in the development of the staging to coordinate with emergency services to ensure emergency access is maintained at all times.

5.1 Municipal Infrastructure 5.1.1 Water Supply

Municipal watermain exists on all portions of Woolwich Street. The City has advised that the existing watermain is in good condition and no upgrades are required. It is recommended however that those properties that are currently on private wells be contacted to determine if they wish to have a municipal service lateral extended to their property line for future connection, or alternatively, the City proactively install the water service. Installation of the water service laterals in conjunction with the road reconstruction would avoid potentially excavation of the newly constructed roadway in the future. Determination of the need for these additional water services will be reviewed during the final design stage, and property owners should be contact querying them if they want a service and if so the preferred location.

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5.1.2 Sanitary Sewer System

Municipal sanitary sewer exists on some portions of Woolwich Street, but is lacking in others. The sanitary sewer system should be extended along Woolwich Street to the limits of what is serviceable by gravity flow and where properties could potentially be serviced. This includes Woolwich Street easterly of University Avenue to Kiwanis Park, as well as between Kiwanis Park Drive to northerly of Melitzer Creek. As with the watermain, service laterals should also be extended to the limit of the right-of-way. Installation of the sanitary system in conjunction with the road reconstruction would avoid potentially excavation of the newly constructed roadway in the future. Determination of the limits of the sanitary sewer system will be reviewed during the final design stage, and property owners should be contact querying them if they want a service and if so the preferred location.

5.1.3 Utilities

The majority of the existing utilities (i.e., gas, hydro and communications) between Bridle Trail and Kiwanis Drive will be left as existing. Between Kiwanis Park Drive and University Avenue there will be utility pole relocations necessary to facilitate the construction of the proposed road works. Preliminary discussions with the Utilities has determined there should be no logistical issues with the required relocations. During the road’s final design stage the Utility relocations will also be designed and coordinated.

5.2 Stormwater Management Woolwich Street will remain as a two-lane right-of-way, but will be urbanized and include curb, sidewalk and a multi-use trail. These improvements will eliminate the road side ditches and proposed storm sewers will be sized and constructed to collect surface runoff from the roadway and adjacent properties.

Woolwich Street is divided into two overall stormwater catchment areas. The northern catchment area comprises Woolwich Street from University Avenue to Kiwanis Park Drive to 24m south of the intersection of Falconridge Drive (north leg), while the southern catchment area includes Woolwich Street from 24 m south of Falconridge Drive (north leg) to Bridle Trail. The following sections describe each catchment area (refer to Exhibit 3.1 for catchment area locations).

5.2.1 Northern Catchment Area – Outlet to Kiwanis Park

Currently runoff for the northern catchment area is directed via road side ditches and culverts to a ditch Inlet at the Kiwanis Park Drive intersection. This ditch inlet connects to the existing storm system within the Kiwanis Park subdivision eventually outletting to the Grand River.

5.2.2 Southern Catchment Area – Outlet to Melitzer Creek

Currently runoff for the southern catchment area is directed via storm systems to an outlet at Melitzer Creek. With the urbanization of Woolwich Street, this storm system will be upgraded.

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5.3 Melitzer Creek Culvert Crossing The proposed widening of Woolwich Street West will require an upstream extension of the existing Melitzer Creek culvert. Final design of the crossing will be based on the following criteria:

Hydraulic function and conveyance of minor and major flows; and

Updated HEC-RAS modeling to reflect accurate elevations based on topographic survey and proposed design grades, and the extension of the culvert pipe to accommodate the road reconstruction.

Under existing conditions, the low point at the road sag is at elevation 312.50m. This spill elevation will not be significantly altered under proposed conditions. Under existing conditions, major flows spill over Woolwich Street as weir flow with a water surface elevation of 312.93m, and will continue to do so under proposed conditions. The existing water surface elevations at Melitzer Creek crossing (based on the Regulatory Storm peak flow) are situated below property line elevations. The minimum upstream property line elevations adjacent to the crossing on the west side (upstream) of Melitzer Creek are at approximately 313.70m. The minimum property line elevations on the east side of the creek (downstream) are 313.28m at the rear lot limits. Both the existing and proposed water surface elevations at the crossing will not impact yards or buildings. During detailed design, updated hydraulic calculations and modelling will confirm floodline impacts.

5.4 Multi-Use Trail An asphalt multi-use-trail (MUT) will be built between Bridle Trail and Kiwanis Park Drive on the west side of the road, and between Kiwanis Park Drive and University Avenue on the north side of the road. The MUTs will bring a much needed connection to the Walter Bean Trail system as there is currently a critical gap in the trail along the Kiwanis Park Drive to University Avenue section. Where the MUT will not be installed, a minimum 1.5m wide concrete sidewalk will be constructed. Typically, it is not desirable to have many side streets or driveways across a MUT. The concern is that drivers entering and exiting these accesses will not see cyclists approaching on the MUT at higher speeds than pedestrians. While there are some longer sections without accesses, there are other sections with more accesses than desirable. However, the majority of the accesses are driveways to single family residences, with only three being street intersections. The project team reviewed this issue in detail and concluded that the single family driveways are a lower risk for users than multi-family and commercial driveways and roadway intersections because of the lower traffic volumes in and out of these driveways. Accordingly, the project team preferred the installation of the MUT to create a good active transportation linkage between the community and the Walter Bean Trail system, filling a critical gap in the network. During the final design stage, design treatments such as signage and cross-rides as per OTM Book 18 should be implemented.

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5.5 Geotechnical – Pavement/Foundation Requirements

5.5.1 Proposed Widening at Melitzer Creek The culvert at Melitzer Creek will require reconstruction to accommodate the widening of Woolwich Street that will allow for the creation of a boulevard and a multi-use trail. An approximately 40 m long retaining wall will be required to support up to two metres of fill along the west side of the ROW.

Boreholes 5, 6, 7 and 8 encountered fill materials and compressible soils to depths of 1.35 m to 3.35 m, underlain by compact to dense native silty sand/sand and stiff to hard clayey silt till. Spread footings can be used to support the culvert and retaining wall and designed to 150 kPa at SLS and 250 kPa at SLS. Details can be found in Appendix B. Groundwater levels should be maintained by a dewatering system to 600 mm below the underside of spread footings to protect the base from disturbance.

5.5.2 Pavement A visual examination of the existing pavement on February 25 and 26, 2015 revealed that the pavement was in poor to fair condition with occasional to frequent transverse, longitudinal and alligator cracking. Edge failure was observed in several locations on both sides of the roadway. There were asphalt repair patches at numerous locations along the existing roadway. High groundwater table is prevalent, especially along the northern portion of the subject site. Design analysis was carried out using MTO Routine Method of Pavement Design (Pavement Design and Rehabilitation Manual (SDO-90-01)), the Ontario Pavement Analysis of Costs (OPAC 2000), traffic data and the soil types expected at the subgrade level (silty to clayey soils) in conjunction with judgement and experience. The target GBE of 765 mm for this roadway is recommended based on experience with similar projects in regional proximity to the project site and the high groundwater table. The resultant flexible pavement structure presented in Exhibit 5.4 would be considered applicable for a new roadway pavement.

Exhibit 5.3 Flexible Pavement Structure

PAVEMENT COMPONENT COMPONENT THICKNESS

HL3 Surface Asphaltic Concrete HL8 Binder Asphaltic Concrete

(two layers of 45 mm)

50 mm 90 mm

Granular "A" Base Course 150 mm

Granular "B" Sub-base Course (Region of Waterloo Granular “B” gradation specification)

500 mm

Granular Base Equivalency (GBE) 765 mm

Note: GBE denotes Granular Base Equivalency which is calculated using factors of 2 for asphaltic concrete, 1 for Granular “A” base and 0.67 for Granular “B” sub-base

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5.5.3 Construction Typical construction equipment such as compactors and rollers can be harmful to surrounding structures and buildings during construction. Accordingly, prior to construction it is recommended that a Structural Condition Assessment should be completed for those structures in close proximity to the roadway, and any potential issues identified and mitigated.

5.5.4 Underground Services Installation Upgrading and installation of new underground services to depths in the order of 2 to 4 m below existing grade is proposed. However, a 6± m deep sewer connection is anticipated near the intersection of Woolwich Street and Kiwanis Park Drive.

Groundwater was encountered at 18 (eighteen) of the borehole locations at depths between 1.1 and 6.5 m depth below existing road grade. Potential for significant influx of groundwater during excavation exists where saturated granular materials are present at shallow depths. It is imperative that the groundwater table be temporarily lowered and controlled to at least 0.6 m below the base of the excavation to create and maintain a stable subgrade condition to facilitate pipe laying and backfilling operations, and to ensure cut slope stability. Conventional sump pumping techniques can be effective to a depth of 0.6 m below the groundwater table. Excavations deeper that 0.6 m below the groundwater table will require pre-draining using dewatering systems such as vacuum well points or pumping from deep wells. It should be noted that the groundwater table can be expected to fluctuate seasonally and with major weather events. A PTTW (Regulation 387/04) will be required from MOECC when the total quantity of water to be handled exceeds 50,000 litres/day while employing temporary pumping of water. Given the groundwater and soil condition at the site, a PTTW will be required for sewer installation. Seepage collars (at spacing of 20 to 30 m) should be installed around the pipe and in the backfill when the pipe is located below the groundwater table. The purpose is to reduce base flow of groundwater through the granular bedding and trench backfill. The excavated clayey silt till can be selectively used as backfill to replace the seepage collars.

6 Public, Agency & Stakeholder Consultation Public, stakeholder and agency consultation is a key feature of the Municipal Class EA planning and design process. Through an effective consultation program, the City of Waterloo was able to generate meaningful dialogue between the Project Team and the agencies, stakeholders and the public, resulting in an exchange of ideas recorded in this Environmental Study Report, and the broadening of the information base leading to better decision making.

6.1 Notice of Study Commencement & Public Information Centre #1

The Notice of Study Commencement and Public Information Centre (PIC) #1 (Appendix G) was published in the Waterloo Chronicle and Kitchener Post. The first posting was in

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the Waterloo Chronicle on November 12, 2014. The newspaper advertisement provided residents and stakeholders with information on how to participate actively in the study through the planned PIC. The Notice was also posted on the City of Waterloo website (www.waterloo.ca/woolwich) which was accessible to all external stakeholders and members of the public. Finally, two notice boards were installed for a period of two weeks leading up to the PIC. These boards were located on eastbound Woolwich Street just east of University Avenue, and on northbound Woolwich Street just north of Bridle Trail.

The PIC was a drop-in format where members of the project team were available to answer attendee questions and address concerns. The session was held as follows:

Date: Thursday, November 27, 2014

Time: 5:00 pm to 8:00 pm

Location: RIM Park – Room 104 2001 University Avenue East Waterloo, ON

For a summary of the written comments and concerns received, see Appendix G.

6.2 Public Information Centre #2 The notice for PIC #2 (Appendix G) was published in the Waterloo Chronicle and Kitchener Post. The first posting was in the Waterloo Chronicle on February 25, 2015. The Notice was also posted on the City of Waterloo website (www.waterloo.ca/woolwich) which was accessible to all external stakeholders and members of the public. Finally, two Notice Boards were installed in similar fashion to PIC #1 for a period of two weeks leading up to PIC #2.

The PIC was a drop-in format where members of the project team were available to answer attendee questions and address concerns. The session was held as follows:

Date: Wednesday, March 4, 2015

Time: 5:00 pm to 8:00 pm

Location: RIM Park – Riviera Room and Century Room 2001 University Avenue East Waterloo, ON

For a summary of the written comments and concerns received, see Appendix G.

6.3 Agency and Stakeholder Consultation

6.3.1 City of Kitchener A portion of the Woolwich Street study area has the Waterloo/Kitchener boundary. The boundary is generally located along the Woolwich Street’s eastern right-of-way limit between Bridle Trail and Kiwanis Park Drive. It is noted that some of the Kitchener lands are landlocked by the City of Waterloo boundary and the Grand River – specifically the City of Kitchener utilizes Woolwich Street as a sole means of vehicular access and a servicing corridor (e.g., Woolwich Street is the only municipal access corridor available to the River Ridge subdivision, Macville Avenue, etc.).

Accordingly, consultation was undertaken with the City of Kitchener to coordinate the proposed road works and servicing infrastructure along Woolwich Street. As a result, it

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http://www.waterloo.ca/woolwich

http://www.waterloo.ca/woolwich


was determined that a Cross Border Servicing Agreement is needed to establish such matters as:

The responsibility of each City for such infrastructure as sidewalk, boulevards, street trees, municipal services, etc.;

Potential cost sharing of the facilities (e.g., curb, pavement structure, etc.);

Ongoing costs and maintenance of the facilities (e.g., pavement, curbs, boulevards, sidewalk, municipal services, etc.); and

Which City bills and receives revenue from the municipal water supply and sanitary disposal.

Minutes of the meetings are included as Appendix G.

6.3.2 Ministry of the Environment and Climate Change The Ministry of the Environment and Climate Change (MOECC) submitted a letter on November 3, 2014 detailing that the study area is located in proximity to the Melitzer Creek Wetland Complex. Correspondence can be found in Appendix G. Melitzer Creek is discussed elsewhere in this report.

6.3.3 Grand River Conservation Authority (GRCA) On December 8, 2014 correspondence with the GRCA concluded that Woolwich Street EA is located in an Area of Interest. To summarize, correspondence stated that the study area contains Melitzer Creek and its associated floodplain. The study area also contains a portion of the Provincially Significant Melitzer Creek Wetland Complex, other wetland areas and areas within 30 and 120 m of these wetlands. Portions of Complex are within the project study limits are regulated by the GRCA under Ontario Regulation 150/06 (Development, Interference with Wetlands and Alternations to Shorelines and Watercourses Regulation). Correspondence can be found in Appendix G.

6.3.4 Woolwich Street South Residents A special meeting between the project team and the residents located between Bridle Trail and just north of Sunbridge Crescent was held April 9, 2015. Concerns pertaining to the study included:

Increase in traffic volume and traffic speed;

Removal of on-street parking to accommodate bike lanes; and

Multi-use trail will take away from the front lawn.

In general the residents were primarily concerned about the increase in traffic volume due to the amount of development in the area. It was noted that whether the improvements to Woolwich Street proceeded or not, the proposed land development would proceed as it is approved and is independent of the Woolwich Street Improvement project. It is in fact the proposed land development that is requiring the improvements to Woolwich Street to improve safety and add active transportation facilities for the increased residential areas.

6.4 First Nations Consultation To assist with developing a meaningful First Nations consultation list for the project, and to fulfill the requirements of the Class EA process, correspondence was initiated with the Ministry of Aboriginal Affairs, and the Environmental Assessment and Approvals Branch

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of the Ministry of the Environment and Climate Change to identify which First Nations might have a local interest in the project.

As part of the Class EA process, potentially affected First Nations were contacted directly by IBI Group during project commencement, and were also informed of the Public Information Centres. The letter encouraged First Nations to provide relevant comments related to the study, and pertaining to areas of Aboriginal uses and/or activities. No responses were received.

7 Environmental Impacts, Mitigation and Commitments

7.1 Vegetation

7.1.1 General Locations where road and/or pathway development is proposed on or adjacent to woodland communities occur at Polygon 2 and Polygon 9 (see Figure 3.1). Openings created in the canopy due to vegetation removal at the woodland edge results in sun scald of plants that were not previously accustomed to receiving directly sunlight. Disturbance of woodland edges can provide the opportunity for invasive exotic species to become established.

Polygon 2 (Figure 3.1) is located opposite Maverick Street, where the proposed multi-use trail development abuts a woodland feature. This feature is continuous with the Grand River corridor and is characterized by a predominance of rapidly establishing understory species. The Preliminary Design for road improvements does not presently propose removal of vegetation along the edge of this feature.

Should it be necessary to disturb this feature to accommodate road improvements, the removal of the edge of this feature would not constitute an appreciable impact on the feature as a whole, or the ecological function of the Grand River as a deer movement corridor. Disturbance would, however, constitute impacts to woodland edges as described above including sun scald and opportunity for invasive plant establishment. Protection of the woodland feature during construction by way of tree protection fencing is recommended. If the feature is disturbed, then compensation buffer planting will be required as per the City of Waterloo Official Plan (Policy 8.2.4 (1) – Core Natural Features).

Multi-use Trail development will necessitate the removal of vegetation on the edge of a woodland feature characterized as Polygon 9 (See Figure 2). Sun scald is not an issue at this location because the side of the feature to be disturbed is facing north and will therefore be shaded by the remaining trees. Buffer plantings along the disturbed woodland edge immediately following construction should focus on soil stabilization and rapid establishment of native herbaceous and woody vegetation to decrease the risk of invasive species establishment.

7.1.2 Trees A total of 309 trees were surveyed and assessed. As a result of this assessment, trees received one of three possible designations: Preserve, Preserve If Possible, and Remove. The following definitions apply to each designation:

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Preserve - Trees that have a dripline that is substantially outside the limits of disturbance (30% of the crown or greater will not be impacted) and having moderate to high biological health and moderate to high ranking structural condition.

Preserve If Possible - Proximity to limits of disturbance due to grading and/or construction may result in damage the root zone to the detriment of the tree; preserve if possible to be determined at the time of construction. Recommendations on pruning are to be provided as part of detailed design.

Remove - Any tree for which at least 30% of the dripline is within the limits of disturbance, has low biological health, and/or severe structural defects, and is not likely to survive more than 1-3 years, and/or will not survive proposed development.

Exhibit 7.1 provides a summary of proposed actions (Preserve, Preserve If Possible, and Remove).

Review of the preliminary road re-development plans indicate that 173 of trees will need to be removed to accommodate the plan. There are 5 trees that will be assessed at the time of construction and/or monitored after construction to determine if preservation is possible given impacts from the proposed development.

Exhibit 7.1 Summary of Tree Impacts

TREE IMPACT NO. OF TREES Preserve 131 Preserve if Possible 5 Remove 173

7.1.3 Impervious Surfacing in Tree Root Zones In addition to tree removals, some trees may be impacted by the addition of impervious surfaces over the root zones of trees. Of particular concern is the heritage Rock Elm (Ulmus thomasii) tree. A multi-use trail is proposed within close proximity of the tree and well within the root zone. Impervious surfacing in the root zone of a tree can have severe consequences for tree health due to decreased water infiltration, compaction or physical impact to the roots. Mitigation measures will be applied both during and after construction to avoid impacts to the heritage Rock Elm tree.

7.1.4 Mitigation

7.1.4.1 Vegetation Removal In keeping with City of Waterloo Official Plan policy 8.2.9(2) it will be necessary to protect the trees that are not directly impacted by road improvements in such a way that ensures they will not be unintentionally harmed during construction. Protection measures include tree preservation fencing, monitoring during and after construction to check for signs that trees to remain are in good health, and pruning of branches and roots that are inadvertently broken or torn during construction. No construction materials or any other items or equipment should be stored in tree protection areas since doing so can cause compaction and impede water from infiltrating into the root zone.

There are 173 trees that are within the proposed limits of disturbance for the re-construction of Woolwich Street. To ensure urban forest canopy is preserved, these trees will require compensation in conformity with the City of Waterloo Official Plan (OP) (2014) and the Urban Forest Policy (1998). The OP requires trees to be replaced in reasonable amount with trees of sufficient maturity.

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To avoid contravening the Migratory Birds Convention Act (1994) vegetation removal should take place when fewer birds are breeding outside the active nesting season. Therefore August 1 to April 31 is the preferred timing for vegetation removal. If vegetation removal must take place during the active breeding season, then areas proposed for development should be thoroughly checked for bird nests by a qualified biologist. If no nests are found, then construction may be permitted.

To restore vegetation and prevent erosion in the riparian area next to Melitzer Creek, restoration plantings using native shrubs and seeding with a native herbaceous seed mix will be required. Coir or straw mats may be required in conjunction with native seeding on especially steep slopes where there is exposed soil. If slopes are left unseeded for an extended period, an interim cover crop should be applied until such time that the native seed mix can be applied.

If woodland edges are disturbed, buffer plantings that rapidly establish native species of herbaceous and woody plants should be implemented to reinstate the woodland edge and to enhance biodiversity in the affected areas.

7.1.4.2 Impervious Surfacing in Tree Root Zones The Rock Elm (Ulmus thomasii) to be preserved is sensitive to short term impacts to the roots such as cutting and soil compaction as well as long term impacts due to the addition of impervious surfacing resulting in reduced water infiltration. If they are not mitigated, these impacts are likely to be fatal to the tree.

In the case of developing a multi-use pathway over the root zone of the heritage Rock Elm tree, the use of impervious surfacing (e.g., concrete or asphalt) should be avoided. Further, if soil disturbance and/or excavation is necessary, it should only take place using a pneumatic excavation device to avoid damaging tree roots.

Ideally, the section of the multi-use trail that crosses over the root zone of the heritage Rock Elm tree should be surfaced with a porous material that can be installed without extensive excavation in the root zone. A boardwalk is one alternative pathway type that will provide a porous surface. The final design of the multi-use pathway should ensure protection of the tree.

7.2 Wildlife

7.2.1 General The widening of Woolwich Street will increase the risk of wildlife/vehicle collisions (WVCs) by and increasing the crossing distance for wildlife. Visibility and awareness of crossing are two other important factors related to the risk of WVCs. In the context of current subdivision development south and west of Woolwich Street (Galantai Property and Woolwich Estates), wildlife crossing areas are expected to become increasingly concentrated. Crossing Areas 1a and 1b, for example, will likely convey greater numbers of deer across Woolwich Street as the other crossing corridors become increasingly restricted by structures, fencing and grade changes. This may further exacerbate the risk of WVCs due to the limited line-of-sight at Crossing Areas 1a and 1b (Figure 3.3).

Because of their relatively large size, White-tailed Deer can cause significant vehicle damage and negative human safety outcomes during WVCs (Grovenburg et al. 2008; OREG, 2010). As such, minimizing WVCs is a high priority for both public health and effective maintenance of habitat connectivity for local wildlife. An increase in WVCs and an associated increase in road mortality for mammals is expected to occur at the various Crossing Areas identified in this study (Figure 3.3); Crossing Areas 1a and 1b being the most important corridors.

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Wildlife may selectively avoid passage across the widened road, which may lead to indirect negative outcomes for various species, such as fragmentation resulting in the effective loss of suitable habitat (Trombulak and Frissell, 1999; OREG, 2010). This effect is expected to be inversely proportional to the body size of the organism, and the largest habitat fragmentation impacts will likely occur for small-bodied, slow-moving species such as small mammals and herpetofauna.

Daily deer movement patterns were observed with the use of a wildlife trail camera. More than 90% of deer movement was detected between 8 am and 8 pm. Activity patterns may change seasonally, however, it appears that the risk of vehicle/wildlife collisions is greatly increased in the evening, overnight and early in the morning.

It was determined that deer were not using Melitzer Creek to cross over Woolwich Street due to the already existing grade change on the east side. Therefore, the proposed culvert extension on the west side of Woolwich Street will not have any impact to deer movements as none occur due to restrictions to movement already existing on the east side of the road.

Other wildlife, such as Eastern Cottontail, Gray Squirrel, and Raccoon, were crossing the road in numerous areas with no notable concentration areas, such as along Melitzer Creek. In addition, the proposed culvert extension on the west side of Woolwich Street will not increase restrictions to movement to these mammal species as it will be of a similar construction to that which already exists on the east side of the road.

7.2.2 Impacts Road widening will increase the risk of wildlife/vehicle collisions (WVCs) due to several variables including:

Potential increased volume of traffic;

Potential increased speed of traffic; and

Increased crossing distance for wildlife.

Current subdivision development along Woolwich Street may contribute to crossing corridors becoming increasingly concentrated. Crossing Area 1a and 1b are of particular concern for increased risk of WVCs due to anticipated increase of deer using this crossing as other areas become restricted by subdivision development. Line-of-site is limited at Crossing Area 1a and 1b. The widened road poses potential for habitat fragmentation by causing various species to avoid passage. This effect is expected to be greatest for small bodied organisms such as small mammals and herpetofauna. Due to deer crossings being concentrated between the hours of 8 am and 8 pm during the study period, it appears that the risk of wildlife/vehicle collisions is greatly increased in the evening, overnight, and early in the morning.

7.2.3 Mitigation Minimizing wildlife/vehicle collisions (WVCs) requires management of the risk variables, which include: Traffic Volume, Traffic Speed, Driver Awareness and Visibility, Wildlife Corridor Connectivity, Seasonal Risk Management. It should be noted that all WVC mitigation design will also provide benefits for pedestrians crossing and along the roadway.

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7.2.3.1 Traffic Volume and Speed

Within the study area the ongoing residential development will cause greater traffic volume. Mitigating the wildlife/vehicle collision (WVC) impacts of the increasing volume involves incentivizing drivers to drive more slowly and/or less often.

Controlling vehicle speeds may be one of the most cost-effective WVC mitigation measures available (Forman and Alexander; Trombulak and Frissell, 1999; OREG, 2010). This may be achieved through engineering and/or enforcement solutions.

Traffic volume may be mitigated in part through the speed control measures described in previous sections. Additionally, designs to incentivize alternative forms of transportation would be beneficial to mitigate the expected traffic volume increases. Frequent public transit stations/bus stops, with comfortable waiting areas (shelters, benches) should be considered. Active transportation infrastructure such bike lanes or multi-use paths will mitigate traffic volume.

7.2.3.2 Driver Awareness and Visibility

Driver awareness and visibility of hazards will mitigate wildlife/vehicle collisions (WVCs) and can be achieved through engineering and/or educational solutions. Mitigation options include:

Wildlife crossing signage: adequate signage should be installed surrounding wildlife crossing areas (for both directions of traffic), which clearly indicate the specific hazard (i.e. wildlife species and time of day/season as applicable). Signage for various species or a sign displaying multiple species may be required (i.e. turtles and other herpetofauna may be present within the study area and affected by road mortality – not examined during this study).

Visibility enhancement: clearing of vegetation to enhance lines-of-sight and the installation of adequate roadside lighting may serve to improve driver visibility of wildlife crossing areas. However, this mitigation technique has notable ecological costs as vegetation clearing may promote establishment of invasive species and reduce habitat suitability. Lighting has also been shown to affect nocturnal anuran behaviour and may exacerbate road avoidance behaviours for various species (Forman and Alexander, 1998).

7.2.3.3 Wildlife Corridor Connectivity

Improving connectivity between suitable habitats will enhance the health of local populations. Achieving improved connectivity may involve the removal of barriers to movement such as fences, grading and structures, the improvement of habitat such as restoration plantings and invasive species removal, or the installation of wildlife crossing infrastructure. Wildlife underpasses and overpasses serve to connect habitats across roadways by separating the grade of travel for wildlife and vehicles. This engineering option can be very effective to reduce collisions (OREG, 2010). However, the costs of installation and maintenance are high and the need for such mitigation is not demonstrated by the winter wildlife crossing study undertaken for this site. The extent of spring through fall wildlife crossings and road mortality (i.e. herpetofauna) remains unknown. Connectivity enhancement options include:

Remove barriers: important wildlife crossing areas such as Crossing Areas 1a and 1b (Figure 4), could be enhanced by removing barriers such as fencing, grading and structures, which inhibit the efficient passage of wildlife between the Melitzer Creek wetland complex and the natural areas to the east towards the Grand River.

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Concentrate movement: this must be done only in conjunction with the removal of barriers. Concentrating crossing areas with the use of fencing could serve to improve connectivity by creating distinct preferred crossing points, at which engineering solutions (curb extensions and speed bumps) could provide most benefit.

7.2.3.4 Seasonal Risk Management

The risks of wildlife/vehicle collisions (WVCs) may fluctuate seasonally (Grovenburg, 2008; OREG, 2010). As such, signage and other mitigation measures should be tailored to specific seasonal risks. Turtle crossings, for example, are typically only relevant from April to October (Ashley and Robinson, 1996). Some variation in seasonal movements of White-tailed Deer have also been described (Grovenburg, 2008). The scope of the winter wildlife crossing study undertaken for Woolwich Street is insufficient to determine seasonal variation in WVC risk. Additional wildlife crossing studies, especially concerning herpetofauna, are recommended.

7.3 Fisheries/Aquatic For the purpose of maintaining or improving water quality and quantity, recommendations for operational effects mitigation include:

Design a drainage and stormwater management systems to mimic overland drainage and ensure control or maintenance of runoff quality and quantity to the watercourse features;

Utilize a variety of treatment measures and employ a treatment train approach to provide a high level of treatment before discharging to receiving features;

Develop a salt management plan that directs areas for salt reduction or recommends alternate de-icing materials;

Assess stream channel morphology and stability by a qualified Fluvial Geomorphologist to ensure channel stability and reduce the need for channel stability intervention;

Develop and implement a monitoring strategy that triggers response from observed streambed or bank erosion, aggradation of find sediments, or failure of stream plantings; and,

Monitor and maintain stream restoration plantings and replace failed plantings.

7.4 Melitzer Creek Culvert Extension

7.4.1 General Due to the proposed road widening the existing Melitzer Creek culvert will be extended westerly by approximately 7m and a retaining wall and handrail constructed in similar form to the existing retaining wall on the east side of Woolwich Street.

Amphibians are one of the more sensitive groups with respect to mortality from road crossings. However, since a retaining wall exists on the eastern side of Woolwich Street at Melitzer Creek, and given the condition of the inlet of the culvert on the western side (crushed and covered with debris), there is little existing amphibian crossing occurring at the culvert location.

A culvert extension would be considered harm to fish habitat and a Fisheries Act authorization will be required.

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7.4.2 Mitigation With the lengthening of the culvert, the inlet will be improved and thus better allow for amphibian passage through the culvert than exists currently.

Appropriate compensation, mitigation and/or enhancement strategies should be explored during the detail design stage in consultation with the GRCA and DFO. As a possibility, replacement of the existing culvert with an open footing box culvert should be explored to improve the culvert as a wildlife/aquatic passage.

7.5 Cultural Heritage

7.5.1 Archaeology Several areas within in the Woolwich Street study area possess archaeological potential. These lands will require Stage 2 archaeological assessment by test-pit survey at five-metre intervals prior to any land disturbance by the project. Should the proposed work extend beyond the current study area then further Stage 1 archaeological assessment should be conducted to determine the archaeological potential of the surrounding lands.

7.5.2 Built Heritage and Heritage Landscapes The proposed undertaking for the Woolwich Street study area consist road widening activities that will require the acquisition of property frontages and the removal of trees along Woolwich Street. Exhibit 7.1 lists potential impacts to identified cultural heritage resources and proposes mitigation measures.

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Exhibit 7.2 Potential Impacts to Identified Cultural Heritage Resources and Proposes Mitigation Measures

RESOURCE POTENTIAL IMPACTS (S) PROPOSED MITIGATION MEASURES

BHR 1 1. No negative impacts anticipated

a. None

BHR 2 2. Alteration due to property acquisition along frontage; and

3. Soil disturbance due to expanded grading limits.

b. Investigate the feasibility of implementing tree protection zones to retain existing trees on the property;

c. Landscape documentation should be carried out prior to construction; and

d. Post construction landscaping to re-establish pre construction conditions.

BHR 3 4. No negative impacts anticipated*

e. None

BHR 4 5. No negative impacts anticipated

f. None

CHL 1 6. No negative impacts anticipated

g. None

CHL 2 7. Alteration due to property acquisition along frontage; and

8. Soil disturbance due to expanded grading limits.

h. Investigate the feasibility of implementing tree protection zones to retain existing trees on the property;

i. Landscape documentation should be carried out prior to construction; and

j. Post construction landscaping to re-establish pre construction conditions.

CHL 3 9. Alteration due to planned tree removals.

k. Investigate the feasibility of implementing tree protection zones to retain existing trees on the property;

l. Landscape documentation should be carried out prior to construction; and

m. Post construction landscaping to re-establish pre construction conditions.

CHL 4 10. No negative impacts anticipated*

n. None

* Drawings for the Technically Preferred Alternative show that lands at the front of this property may be acquired for future widening if the property is redeveloped. However, the widening shown on the drawings is not needed

for the current Woolwich Street Road Reconstruction EA so no negative impacts are identified.

7.6 Stormwater Management

7.6.1 General The urbanization of roadways tends to increase stormwater flows as generally the roadway’s imperviousness increases, and the conveyance of stormwater is improved with an underground piped storm system. Further, road runoff introduces oils, greases, heavy metals and salts into the natural environment. The negative environmental effects of the increased flows and the degradation of water quality through the introduction of contaminants is well documented. Further, urbanization of roadways tends to degrade stormwater quality through the loss of the vegetated drainage ditches which helps treat runoff.

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7.6.2 Mitigation Woolwich Street will remain as a two-lane right-of-way, but will be urbanized and include curb, sidewalk and a multi-use trail. These improvements will eliminate the road side ditches and proposed storm sewers will be sized and constructed to collect surface runoff from the roadway and adjacent properties.

The degradation of the stormwater can be reduced with proper stormwater management controls. Generally, stormwater quality control can be provided by stormwater management ponds, constructed wetlands, and/or oil/grit separators (OGS). According to the MOE SWM Planning and Design Manual, constructed wetland facilities are best-suited for treating areas of greater than 5 ha.

As well, the smart use of de-icers and by adapting stormwater management design to allow chloride dilution and passage at low concentrations (rather than allowing chloride to accumulate) can best protect the natural environment and mitigate impacts.

7.6.2.1 Northern Catchment Area – Outlet to Kiwanis Park

With the urbanization of Woolwich Street, proposed storm sewers will be constructed and these will outlet to the existing Kiwanis Park system. The relatively minor increase in impermeable surface will not be an issue as the receiving existing municipal storm sewers are adequate to receive this runoff.

Given the relatively small catchment area of 3.38 ha, and given space constraints for a constructed stormwater management facility, the use of a constructed wetland is not considered feasible for providing stormwater quality control on this project. Further, the Kiwanis Park subdivision has an existing stormwater management facility that is accepting existing runoff from the northern catchment area and will continue to provide treatment.

7.6.2.2 Southern Catchment Area – Outlet to Melitzer Creek

Currently runoff for the southern catchment area is directed via storm systems to an outlet at Melitzer Creek. With the urbanization of Woolwich Street, this storm system will be upgraded.

Given space constraints on Woolwich Street, quantity control is not feasible. However, as the catchment area will remain unchanged, and only a relatively minor increase in impermeable surface is proposed, it is concluded that water quantity control is not required.

With regard to water quality, no existing controls exist for the stormwater entering Melitzer Creek from Woolwich Street. With the proposed road improvements there is opportunity to improve water quality at this outlet. The Woolwich Street drainage area on the north side of Melitzer Creek is 1.64 ha, and on the south side is 2.36 ha. Accordingly, the contributing area is less than the MOE 5.0ha minimum, and again, space limitations do not allow for a stormwater management facility. It is therefore recommended that OGS units are the best option to provide stormwater quality control. The OGS units should be sized to provide an Enhanced Protection Level as per MOE requirements.

Finally, thermal impacts are also an important consideration. Given that stormwater will be collected by a storm sewer system, this underground system will provide a slight level of cooling of the collected water prior to discharge to Melitzer Creek.

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7.7 Geotechnical & Hydrogeology The following recommendations are as follows:

Where free-draining materials are encountered and exposed at the subgrade level during construction, it is recommended that further review occurs to determine if the sub drain installation may potentially be deleted.

A pre-construction condition survey be conducted to document the condition of the existing structures within the possible zone of influence.

Test pits be dug during the tendering stage of the project, so that the potential contractors can examine the groundwater and soil conditions and arrive at suitable methods of excavation, groundwater control and backfilling based on their experience and plant.

A geotechnical engineer should be retained to examine and inspect cut slopes to ensure construction safety.

Frequent inspection by experienced geotechnical personnel should be carried out to examine and approve backfill material, to carefully inspect placement, and to verify that the specified degree of compaction has been obtained by in situ density testing.

If any soils are identified during construction to have been environmentally impacted, these soils are to be separately stockpiled and analyzed to determine the appropriate measures for handling and disposal. If any material is disposed of off-site, testing for waste characterization purposes and analysed for Toxicity Characteristic Leaching Procedure (TCLP) to determine waste classification under Ontario Regulation 347 (as amended) is required.

7.8 Traffic Management and Control Vehicular speeds were raised as a concern during the public consultation process. The road design has taken this into consideration by proposing narrow traffic lanes, traffic circles and a pedestrian island. These roadway characteristics and features will tend to increase roadway “friction” and help to slow traffic.

In terms of pedestrian crossings, a pedestrian island is recommended to be constructed on the west leg of the Bridle Trail/Woolwich Street intersection. Further, there is opportunity on the approaches to the two traffic circles (at Kiwanis Park Drive and at Carriage Way) to construct pedestrian refuge locations within the splitter “islands”. During final design opportunities to improve pedestrian crossings, especially at the traffic circles, should be explored.

7.9 Monitoring Recommended monitoring for this project includes compliance monitoring to ensure compliance with permit conditions, and also effectiveness monitoring to evaluate the performance of mitigation measures. The monitoring will also include the following:

Monitoring the success and growth of new plantings and trees planted as part of road construction;

Monitor the success and growth of the Rock Elm;

Construction monitoring by an independent environmental monitor to determine if any wildlife has been inadvertently trapped or are found within the construction areas during construction;

Construction monitoring by an independent environmental monitor to ensure implementation and adherence to permit conditions;

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Monitoring the effectiveness of sediment and erosion control plans (typically included in permit conditions from the Conservation Authority, MNRF or others);

Monitor stream erosion and sediment accumulations in Melitzer Creek;

Monitoring the re-establishment of salvaged plantings that have been relocated during construction;

Develop and implement a monitoring strategy that triggers response from observed streambed or bank erosion, aggradation of fine sediments, or failure of stream plantings; and

Monitor and maintain stream restoration plantings and replace failed plantings.

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