STRASBURG ROAD EXTENSION · STRASBURG ROAD EXTENSION From North of Stauffer Drive to New Dundee...

STRASBURG ROAD EXTENSION

From North of Stauffer Drive to

New Dundee Road

Class Environmental Assessment

Public Information Centre No. 4 – April 24, 2013

STRASBURG ROAD EXTENSIONFrom North of Stauffer Drive to

New Dundee Road




New Dundee Road



WELCOME

The City of Kitchener held a Public Information Centre

(PIC) in October 2011 to present the Technically Preferred

Alignment, and released the Draft Environmental Study

Report (ESR) for this Class Environmental Assessment

study for public review in May 2012.

In November 2012, Council received and approved a report

from staff, which recommended that, based on comments

received on the Draft ESR, supplementary work be

conducted to complete the Class EA process.

The purpose of PIC No. 4 is to:

Report progress on the supplementary work;

Present the comparative assessment and evaluation of

the alignment alternatives under consideration;

Identify the new Technically Preferred Alignment

proposed to be carried forward; and

Provide an opportunity for public and government

agency review and comment.

Representatives from the City and the Consultant

Team are present at this drop-in information

session to answer questions and receive your

comments and concerns.

Your input is very important to the study process.

Please sign the register for future mail-outs. Please

also provide written comments on the Comment

Sheets provided.



New Dundee Road



Based on comments received during the Draft ESR

review period (May - September 2012), Council

determined that additional work to identify the

Technically Preferred Alignment is warranted.

The City has designated 500 Stauffer Drive under Part IV

of the Ontario Heritage Act in recognition of the

property’s cultural heritage attributes.

Introduction of an additional alignment alternative

(referred to as Alignment W2 Modified) by land owners

in the study area.

The Ministry of Natural Resources clarified its position

on crossing Jefferson Salamander regulated area

(challenges in mitigating impacts and providing overall

benefit).

Regional Municipality of Waterloo concerns regarding

timing for the proposed watermain in the Strasburg

Road allowance and its connectivity to existing

watermains in Doon South, the need to investigate an

alternative route into Doon South to serve imminent

development and to implement changes being

recommended in the Region’s Water Distribution Master

Plan.

These changes have resulted in the need to revisit the

previous alignment assessment, including conducting a

review of the Evaluation Criteria used in the assessment.

CHANGES SINCE MAY 2012

PUBLICATION OF DRAFT

ESR



New Dundee Road



SCOPE AND TIMING OF

SUPPLEMENTARY WORK

Review of Evaluation Criteria Consultant Team

Project Team

Council input (workshop)

Project Team (final)

Additional Comparative

Assessment of Alignment

Alternatives (7) Original short list [E2, E3, E4, C2, W1]

+ E4 Modified + W2 Modified

Additional Investigations Jefferson Salamander – literature

search on mitigation potential

Heritage Impact Assessment

Additional investigations for

landowners’ alignment

Servicing Feasibility Analysis

Preliminary Design of

Technically Preferred

Alignment

Finalize Environmental Study

Report (ESR)

File ESR

Dec 2012 – Feb 2013

Feb – May 2013

Dec 2012 – Apr 2013

May – July 2013

Sept 2013

Oct 2013



New Dundee Road



Strasburg Road Extension Project Area

Southwest Kitchener

PROJECT LOCATION

HURON

BRIGADOON

DOON SOUTH

Strasburg Road

Extension

(South Section)

Class EA Study

The Key Plan below illustrates the conceptual alignment of the established

Strasburg Road corridor and the limits of the Strasburg Road Extension

Class EA Study (South Section).



New Dundee Road



This study is being conducted as a Schedule “C” undertaking in accordance with the Municipal Engineers Association Municipal Class Environmental Assessment (October 2000, as amended in 2007 and 2011) (“Municipal Class EA”) for Road Projects.

Schedule “C” projects generally involve the construction of new facilities and the major expansion of existing facilities, and have the potential for significant environmental effects. Therefore, the study must complete Phases 1 through 4 as shown in the accompanying flow chart, culminating with the preparation of an Environmental Study Report, which will be made available for public comment. Phases 1 and 2 are deemed to have been partially completed through other (community planning) studies that included public review processes.

WE ARE AT THIS STAGE IN

THE PROJECT

PHASE 1

PROBLEM

OR

OPPORTUNITY

PHASE 2

ALTERNATIVE

SOLUTIONS

PHASE 3

ALTERNATIVE

DESIGN CONCEPTS

FOR PREFERRED

SOLUTION

PHASE 4

ENVIRONMENTAL

STUDY REPORT

PIC No. 1 (June 2010)

Mayor/Ward Councillors

Property Owners

PIC No. 2

(June 2011)

Mayor/Ward Councillors

Property Owners

PIC No. 3 (Oct 2011)

Heritage Committee

(Nov 2011)

Environment Committee

(Dec 2011)

PIC No. 4

(Apr 2013)

Draft ESR

Project Team/

MNR/MOE

(Feb/Sept 2012)

Council/Public

(May 2012)

Council

(Nov 2012)

PHASE 5

DETAIL DESIGN

CONSTRUCTION

MONITORING

STUDY PHASE

To Be

Determined

CLASS ENVIRONMENTAL

ASSESSMENT PROCESS



New Dundee Road



PROJECT TEAM

MEMBERSHIP

City of Kitchener Binu Korah – Mgr., Development Engineering (Project Mgr./Chair)

Grant Murphy/Barbara Robinson – Director of Engineering

Hans Gross – Director, Asset Management

Alain Pinard – Director, Planning

Della Ross – Manager, Development Review

Juliane von Westerholt – Senior Planner, DTS Planning Div.

Katie Anderl – Senior Planner, DTS Planning Div.

Barbara Steiner – Senior Environmental Planner

Leon Bensason – Coordinator, Cultural Heritage Planning

Michelle Drake – Heritage Planner

Barry Cronkite – Project Manager, Transportation Planning

Peter Wetherup (retired)/David Schmitt – Parks Planner

William Sleeth – Landscape Architect, Parks Operations

Region of Waterloo Steve van de Keere – Head, Transportation Expansion Prog.

Paula Sawicki – Manager, Transportation Planning

Chris Gosselin – Manager, Environmental Planning

Atif Mehmood – Transportation Planning Engineer

John Holowackyj – Technologist, Water Services

Grand River Conservation Authority Samantha Lawson – Supervisor, Watershed Plng.

Lisa-Beth Bulford – Resource Planner

Janet Engel – Water Resources Engineer

Tony Zammit - Ecologist

Consultant Team Bing Wong – Project Manager

Ian Upjohn – Environmental Manager

Sunil Kothari – Engineering Manager

Don Cleghorn/Andy Tam – Transportation Planning/Traffic Eng.

The Project Team is a multi-disciplinary group made up of staff from the City of Kitchener, the

Region of Waterloo, the Grand River Conservation Authority and the Consultant



New Dundee Road



PROJECT OBJECTIVES

The development and assessment of the

alignment alternatives for the Strasburg Road

Extension to date have been based on the

following project objectives:

Provide for approved development and

future growth (Doon South and other areas

in southwest Kitchener), including traffic

service and municipal services.

Relieve future demand on Homer Watson

Boulevard, Huron Road and Fischer Hallman

Road.

Achieve compatibility with City and Regional

policies for future growth and development,

and the location of any related road

intersections.

Minimize impacts to natural heritage

features and other important environmental

resources.



New Dundee Road



STRASBURG ROAD

EXTENSION

TYPICAL CROSS-SECTION



New Dundee Road



ALIGNMENT ALTERNATIVES

East 2 [E2]

• Diverges from Official Plan alignment at north end of farm/B&B operation at 500

Stauffer Drive

• Skirts east side of farm/B&B operation pond and west side of Stauffer Woods

(ESPA 33)

• Connects to Reidel Drive 325 m south of Stauffer Drive and runs along existing

Reidel Drive corridor to New Dundee/Reidel Drive intersection

East 3 [E3]


Stauffer Drive


(ESPA 33)

• Crosses narrowest point of Blair Swamp PSW

• Connects to New Dundee Road 250 m west of Reidel Drive to improve intersection

sight distances compared to existing New Dundee/Reidel intersection

East 4 [E4]


Stauffer Drive


(ESPA 33)

• Crosses relatively narrow point of Blair Swamp PSW

• Swings east behind farm buildings at 271 Reidel Drive

• Intersects New Dundee Road at an angle compatible with opposing Cameron Road

leg

East 4 [E4] Modified – previously identified as the Technically Preferred Alignment

• Similar to E4 north of Stauffer Drive

• Crosses narrowest point of Blair Swamp PSW (similar to E3)

• Swings east behind farm buildings at 271 Reidel Drive and rejoins E4 to intersect

New Dundee Road at an angle compatible with opposing Cameron Road leg

Central 2 [C2]


Stauffer Drive

• Straddles Lot 9/Lot 14 Concession BT property line to south limit of farm/B&B

operation

• Connects to Reidel Drive corridor 625 m south of Stauffer Drive, and runs along

existing Reidel Drive corridor to New Dundee/Reidel Drive intersection

West 1 [W1]


Stauffer Drive

• Skirts west edge of most significant groundwater recharge area and upper Blair

Creek corridor

• Coincident with west boundary of lands in Lot 5 Con BNS south of Blair Creek

• New intersection with New Dundee Road 720 m west of existing Reidel Drive

intersection

West 2 [W2] Modified – adaptation of original Alignment W2

• Proposed by landowner’s group

• Diverges from Official Plan alignment near north end of farm/B&B operation at 500

Stauffer Drive

• Crosses Blair Creek just east of major woodlot at west end of creek corridor

• Swings slightly east and then straight south to a new intersection with New

Dundee Road 400 m west of existing Reidel Drive intersection

Alignment Alternatives subjected to detailed evaluation, showing footprint of the

proposed road right-of-way.

Note: The assessment of alignment alternatives west of Alignment E2/E3/E4 north of

Stauffer Drive and west of existing Reidel Drive has assumed that future Robert Ferrie

Drive and future Blair Creek Drive will be extended to connect to future Strasburg

Road in order to achieve local road network connectivity. The alignments shown for

these collector roads are the best estimate of their possible location. The impacts of

these extensions have been included in the assessment of alternative alignments for

Strasburg Road. The future extension of Robert Ferrie Drive will be subject to a

separate environmental assessment under the Municipal Class EA process, or as part

of the Plan of Subdivision approval process.



New Dundee Road



LAND USE



New Dundee Road



NATURAL HERITAGE

FEATURES

JEFFERSON SALAMANDER HABITAT NOTES



New Dundee Road



CULTURAL HERITAGE

FEATURES

IDENTIFIED CULTURAL HERITAGE LANDSCAPES AND BUILT HERITAGE FEATURES

CHL 1

Farm Complex

271 Reidel Drive

This farm complex is located on the west side of Reidel Drive north of New Dundee Road and features a 1½ storey Ontario Gothic cottage, a barn, ruins of another barn, and two silos. The farmhouse has design value, given that it displays a high degree of craftsmanship and artistic merit. The site also features mature vegetation and views of rolling agricultural fields. The property retains contextual value in that it is an intact agricultural landscape with association with township farming practices and development, and this contributes to the rural, agricultural character of the area.

CHL 2

Farm Complex

500 Stauffer Drive

This farm complex is sited on elevated ground at the junction of Reidel Drive and Stauffer Drive. It includes a 1½ storey, nineteenth century house with gable roof. The house has design value, given that it displays a high degree of craftsmanship and artistic merit, particularly in its use of stone. The farm complex also features a number outbuildings and landscape features, including two gable roof, frame barns; a pond; mature trees; a mature woodlot; a long driveway lined with trees; and fields with undulating topography. The contextual value of the property lies in its contribution to the historic and agricultural character of the area and its significant visual and spatial relationship with Stauffer Drive and Reidel Drive. Further, the property features significant views to and from Stauffer and Reidel Drive, as well as Caryndale Drive. The City has designated the property under Part IV of the Ontario Heritage Act.

CHL 3

Roadscape

Reidel Drive (from Stauffer Drive southerly to Blair Creek)

This transportation corridor follows the original road allowances as illustrated on historic mapping. Field review confirmed that this roadscape contains elements evocative of its historic origin: a narrow, two-lane alignment without shoulders, bounded on both sides by agricultural fields and diverse roadside vegetation; spatial and visual relationship between the road thoroughfare and Blair Creek; and associated vegetation.

CHL 4

Roadscape

Stauffer Drive (from Reidel Drive to Tilt Drive)

This transportation corridor follows the original road allowances as illustrated on historic mapping. Field review confirmed that this roadscape contains elements evocative of its historic origin: a narrow, two-lane alignment without shoulders; scenic views to surrounding agricultural fields, hills and woodlots; and diverse roadside vegetation providing a definite edge to the road.

CHL 5

Roadscape

Stauffer Drive (from Reidel Drive westerly to the end of the road)

This transportation corridor follows the original road allowance as illustrated on historic mapping. It contains elements evocative of its historic origin: a narrow, two-lane alignment without shoulders; scenic views to surrounding agricultural fields, hills and woodlots. There is a spatial relationship between the road thoroughfare and 500 Stauffer Drive to the north. It should be noted that a road was originally located at the western terminus of Stauffer Drive, which continued in a northerly direction along the property line.

CHL 6

Roadscape

Reidel Drive (from Blair Creek southerly to New Dundee Road)

This transportation corridor follows the original road allowance as illustrated on historic mapping. It contains elements evocative of its historic origin: a narrow, two-lane alignment without shoulders, bounded on both sides by agricultural fields and woodlots; and diverse vegetation separates the roadside and the fields. The road is highly scenic and follows the rolling topography of the area. There is a spatial relationship between the road thoroughfare and 271 Reidel Drive.

CHL 7

Remnant Farm Complex

Western terminus of Stauffer Drive

The complex features ruins of a concrete silo, stone foundations of a barn, and an agricultural landscape. The most prominent feature is the concrete tower silo, which was likely built in the early twentieth century. Immediately east of the silo are stone foundations that likely supported a barn. The site also features a gravel/dirt drive linking the fields to the northwest to the western terminus of Stauffer Drive.



New Dundee Road



0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

E2 & E4 E3 E4 Mod C2 W1 W2 Mod

Cameron Rd South of New Dundee Rd

FORECAST TRAFFIC:

KEY ROADS

0

5,000

10,000

15,000

20,000

25,000


Strasburg Rd between Robert Ferrie Dr & Blair Creek Dr

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

10,000


Blair Creek Dr East of Strasburg Rd

0

5,000

10,000

15,000

20,000

25,000

30,000


New Dundee Rd West of Strasburg Rd

0

5,000

10,000

15,000

20,000

25,000

30,000


New Dundee Rd East of Strasburg Rd & West of Cameron Rd

Charts show forecast daily

2-way total traffic at key

locations in the study area



New Dundee Road



FORECAST TRAFFIC:

KEY INTERSECTIONS

Existing Intersections

Planned or Potential New Intersections

Failing Intersections in 2031

1

2

3

4

6

7 8

910

1112

13

14

15

17

5

22

20

21

2324

19

16

18



New Dundee Road



FORECAST TRAFFIC:

SUMMARY

Key findings from traffic analysis:

All Strasburg Road alignment alternatives

will handle a portion of new development

traffic. However, differences among

alignments are not large

Regardless of the alignment selected for

Strasburg Road, intersections on the

surrounding network will require

improvements to handle 2031 traffic

The most significant differentiator among

alignments is the impact to, and the

treatment of New Dundee Road between

Strasburg Road and Cameron Road:

• A single integrated Strasburg Road-Cameron Road

intersection is preferred for network continuity and

traffic operations

• Offset Strasburg Road and Cameron Road

intersections introduce additional traffic capacity

and delay issues on New Dundee Road. Increasing

the separation between the intersections reduces

the traffic impact but increases road improvement

costs (longer section to be improved)



New Dundee Road



REGION OF WATERLOO

WATERMAIN ROUTE STUDY



New Dundee Road



EVALUATION CRITERIA

Based on the review of the environmental assessment parameters conducted by

the Project Team, including consideration of input from Council, the following

Evaluation Criteria were used to assess the advantages and disadvantages of the

alignment alternatives currently under consideration.

FACTOR GROUP/FACTOR INDICATOR/MEASURE

1. NATURAL ENVIRONMENT

1A. Terrestrial Ecosystems

Wetlands - Encroachment on PSWs or other wetlands (area; classification/quality, relative

extent in relation to entire complex)

Designated Environmentally Sensitive Policy

Areas / Areas of Natural and Scientific Interest

- Encroachment on ESPAs/ANSIs (area; relative extent in relation to entire

designated area)

Vegetation communities - Encroachment on vegetation communities (area, type, quality, composition,

relative extent; and potential for mortality, stress, composition change)

Wildlife habitat - Encroachment on and/or reduction of interior habitat (area; fragmentation)

- Effects on wildlife movement corridors or corridors between critical habitat

features (e.g., upland/breeding ponds) (number of crossings)

- Degree of potential increases in animal-vehicle conflicts

1B. Aquatic Ecosystems

Watercourses providing fish habitat (including

food/shelter)

- Number of watercourse crossings, sensitivity of fish/fish habitat and thermal

regime (warm, cool or cold water)

- Extent (area) and function of riparian habitat removed

- Extent and type of fish habitat (in-stream) altered/displaced at watercourse,

including importance to aquatic ecosystem (e.g., spawning, nursery areas)

Water quality, thermal regime and baseflow - Encroachment on headwater areas (1st or 2nd Order Streams) (area)

- Degree of interference with known groundwater discharge areas that contribute

to creek baseflow

- Effects on surface drainage/flood plain contributions to fish habitat

1C. Groundwater Resources

Groundwater recharge areas - Encroachment on significant groundwater recharge areas (Regional Recharge

Area) (removal/disruption of function - area; depth)

Groundwater quality - Potential for impacts to vulnerable areas (area)

Shallow groundwater movement - Potential for interference with existing flow patterns (baseflow) relative to

proximity to surface water and significant groundwater discharge areas

1D. Surface Drainage

Watercourses; drainage catchments - Need for diversion/channelization of Blair Creek (length) and catchment area

impacts (area)

Flood plain function - Impact to regulatory flood plain of Blair Creek (including need for GRCA work

permit)

- Changes (+/-) to Blair Creek flood plain hydrologic function

Stormwater management - Opportunities to enhance roadway stormwater management measures,

including coordination with/use of adjacent development facilities



New Dundee Road



EVALUATION CRITERIA

(CONT’D)


1E. Species at Risk Permits [NEW]

Vegetation Species at Risk - Effects on vegetation SAR or species of local/regional significance (type,

number, quality)

Wildlife Species at Risk - Effects on terrestrial SAR or species of local/regional significance (type, area of

critical habitat; breeding timing windows)

Aquatic Species at Risk - Effects on aquatic Species at Risk or species of local/regional significance

(type, length)

Species at Risk permits required for

construction

- Permit requirement (yes, no); probability of obtaining permit(s) (high, medium,

low); degree of associated risk to project implementation

2. SOCIO-ECONOMIC ENVIRONMENT

2A. Land Use Policy [MODIFIED]

Land use/resource designations and policies - Degree of compatibility with Provincial, Regional and City growth/development

goals/objectives (high, medium, low)

2B. Existing and Approved Land Use [MODIFIED]

Agricultural operations (physical resource

consumption; facility resource consumption;

operational impacts)

- Prime agricultural land out of production (Class 1-3; specialty crop) (area)

- Total farm properties affected (number; type; area; severances)

- Farm infrastructure displaced (type, number, area)

Other business operations (500 Stauffer

Drive)

- Business infrastructure/employees displaced (type; number)

- Changes (+/-) in business exposure/viability

Approved development proposals (Plan of

Subdivision 30T-08203 lands)

- Impacts on approved development lands (area; exposure/viability)

2C. Communities

Impacts to individual properties/communities - Encroachment on individual properties (number/area)

- Influence in defining proposed community areas (high, medium, low)

Community connectivity (cultural/social

linkages)

- Physical changes (+/-) to established community connectors (trails/roads)

- Changes to delivery of community services (emergency; school transportation)

Recreational opportunities - Changes (+/-) in community access to recreational/interpretive areas

2D. Noise

Noise sensitive areas - Noise sensitive receivers experiencing increases (5 dB ranges) in sound levels

over pre-existing conditions

- Noise sensitive receivers experiencing resultant absolute noise levels over 60

dBA

3. CULTURAL ENVIRONMENT

3A. Archaeological Resources

Known archaeological sites - Number/type/significance of direct/indirect impacts to registered archaeological

sites

3B. Built Heritage [MODIFIED]

Built Heritage Features - Number/type/significance of direct/indirect impacts to above ground heritage

resources (based on presence of above ground cultural heritage features

identified or designated by the City of Kitchener as having heritage value or

interest, or identified during EA field studies); probability of obtaining required

regulatory permits; and the degree of associated risk to project implementation

3C. Cultural Heritage Landscapes [MODIFIED]

Cultural Heritage Landscapes - Number/type/significance of direct/indirect impacts to historic; scenic-heritage

roads, farm complexes, etc.)



New Dundee Road



EVALUATION CRITERIA

(CONT’D)


4. TRANSPORTATION/MUNICIPAL SERVICES AND UTILITIES

4A. Transportation Network/Infrastructure

Transportation network - Relieve future demand on Homer Watson Boulevard, Huron Road and Fischer

Hallman Road

- Provision of Doon South Community access (Robert Ferrie Drive; Blair Creek

Drive)

- Potential impacts to local roads/intersections

- Compatibility with RMOW New Dundee Road proposals

Traffic operations - Road safety and accessibility (sight distance; turning movements)

Transportation policy initiatives - Capability to support municipal policy initiatives (transit, active transportation,

roundabouts)

4B. Municipal Services and Utilities

Municipal services - Opportunities for connections to existing services

- Provision of standard cross-section location for services

- Provision of continuous services

Utilities (existing and proposed plant) - Degree of exposure of utilities and/or utility conflicts with road design

5. FINANCIAL/TECHNICAL

5A. Financial

Cost - Estimated capital cost ($) (excluding mitigation/overall benefit for Species at

Risk)

- Property requirements (number, area) and ease of acquisition

- Extraordinary operations and maintenance requirements/costs (e.g., differences

in the number of valves and water treatment requirements; collector road

maintenance)

- Species at Risk mitigation/overall benefit

5B. Technical

Roadway geometric design requirements - Conformance to TAC and City of Kitchener/RMOW standards

Structural/foundation/pavement design

requirements

- Conformance to TAC and City of Kitchener standards

- Requirements for pavement depth and/or foundation footprint, based on soil

conditions

- Structural requirements relative to capital cost and long term maintenance

requirements

Topographic; earth balance - Potential for excessive borrow quantity or excessive off-site disposal of earth

material (volume)

- Requirements for excessive (steep) grades (length)

- Ability to maintain positive drainage, in combination with number of suitable

drainage outlets and established Blair Creek subwatershed strategy

Constructability - Adequate access to corridor

- Potential conflicts with existing infrastructure (other than utilities)

- Provision of standard horizontal and vertical clearance requirements

- Extraordinary staging requirements



New Dundee Road



COMPARATIVE ASSESSMENT

OF ALIGNMENTS

NATURAL ENVIRONMENT E2 E3 E4 E4 Modified C2 W1 W2 Modified

Groundwater Resources

Groundwater

Recharge Areas

- Encroachment on

significant

groundwater recharge

areas (Regional

Recharge Area)

removal/disruption of

function - area; depth)

- Partially co-incident

with, and would

intersect the

southeastern section

of the locally

significant recharge

area, but would likely

be east of the

boundary (or near the

eastern boundary) of

the regionally


area.

- Alignment would also

pass east and south

(presumed

downgradient) of the

pond on a private

property that likely

acts as a

recharge/discharge

body.

- Intersects two cross-

sections of wetland,

and passes just south

of pond. Minor water

interception issues;

possible issues with

recharge/discharge

considerations.

- Proximity of smaller

portions of wetland to

the south of

alignment in at least

two locations may

result in additional

concerns.


with, and would

intersect the


of the locally



be east of the



the regionally


area.


pass east and south

(presumed


pond on a private


acts as a

recharge/discharge

body.







recharge/discharge

considerations.



the north or south of


three locations may


concerns.


with, and would

intersect the


of the locally



be east of the



the regionally


area.


pass east and south

(presumed


pond on a private


acts as a

recharge/discharge

body.







recharge/discharge

considerations.



the north or south of


three locations may


concerns.


with, and would

intersect the


of the locally



be east of the



the regionally


area.


pass east and south

(presumed


pond on a private


acts as a

recharge/discharge

body.

- Located to minimize

PSW crossing

impacts and may

represent an

improved attempt at

locating the crossing

(compared to E2, E3

or E4), but still

requires crossing of

the PSW and Blair

Creek.

- Divides locally significant

recharge area into two

sections and also parallels

the edge of the regionally

significant recharge area.

- Intersects small subsection

of unevaluated wetland in

central portion of site that

may need infilling in its

entirety; passes in proximity

to western portion to

another unevaluated

wetland; joins Reidel Drive

near PSW; passes adjacent

to unevaluated wetland

further west. Minor water

interception issues likely if

cuts required; potential for

localized recharge

disruption, in particular, for

central portion of site where

unevaluated wetland likely

to be removed in its

entirety.

- Falls very close to edge of

PSW in central portion of

site and cuts across a

shallow marsh that

connects two PSW areas –

potential subsurface design

or other connection

requirements to maintain

groundwater connection.

- Overlies Regional

recharge area, but

not the locally

significant

recharge area.

- Proposed location

would likely require

extension of

connector roads

which would

intercept the

northern extent the

locally significant

recharge area and

the southern extent

of the regional

recharge area.

- Intersects

northernwestern portion

of the locally significant

recharge area, as well as

the southeastern extent

of the regionally


area.

- Proposed location would

likely require extension

of Robert Ferrie Drive

which would intercept

the northern extent the

locally significant

recharge area.

- Would require a single

creek crossing of the

PSW (albeit in the drier

portion of the area).

Minor water interception

issues and possible

issues with the identified

recharge area and

discharge to the creek

could be expected.

Groundwater

Quality

- Potential for impacts

to vulnerable areas

(area)

- Pond at 500 Stauffer

Drive is spring-fed

and connected to

water well, just to the

west of the pond

(shallow aquifer),

presumed to be

upgradient of the

road alignment.

- Area is mixed

recharge/discharge

zone. Impacts

(primarily road salt

related) would likely

remain in stormwater,

with small portion of

stormwater infiltrating

on a seasonal basis

to upper

groundwater.


Drive is spring-fed

and connected to


west of the pond

(shallow aquifer),

presumed to be

upgradient of the

road alignment.

- Area is mixed

recharge/discharge

zone. Impacts






on a seasonal basis

to upper

groundwater.

- May intercept a small

portion of the current

wellhead protection

area (level 4) near

new Dundee Road.


Drive is spring-fed and

connected to water

well, just to the west of

the pond (shallow

aquifer), presumed to

be upgradient of the

road alignment.

- Area is mixed

recharge/discharge

zone. Impacts






on a seasonal basis to

upper groundwater.


Drive is spring-fed

and connected to


west of the pond

(shallow aquifer),

presumed to be

upgradient of the road

alignment.

- Area is mixed

recharge/discharge

zone. Impacts






on a seasonal basis

to upper groundwater.

- No impacts to groundwater

wells/users identified.

- Area is mixed

recharge/discharge zone.

Impacts (primarily road salt

related) would likely remain

in stormwater, with small

portion of stormwater

infiltrating on a seasonal

basis to upper groundwater.

Direct impacts to regional

bedrock aquifer unlikely due

to depth of overburden.

- Has no known

water users

identified along the

route

- Falls furthest away

from the area

identified as a

potential future

Regional

groundwater

source

- is furthest from the

PSW that would

have direct

discharge

implications for

Blair Creek

- The only

alignment, that has

a significant portion

of its length within

a wellhead

protection area

(level 4).

- Passes in relatively close

proximity to two

identified MOE wells, but

is not believed to

interfere with well users.

- Intersects northern

western portion of the

locally significant

recharge area, as well as

the eastern extent of the

regionally significant

recharge area.

- Has a minor portion of

the more southern extent

that overlies a current

wellhead protection area

(level 4)

- is 2nd furthest away from

potential future Regional

groundwater source.

Shallow

Groundwater

Movement

- Potential for

interference with

existing flow patterns

(baseflow) relative to

proximity to surface

water and significant

groundwater

discharge areas

- Limited impacts

anticipated in

general. This

alternative has the

greatest proposed

length intercepting

swamp thicket,

implying the greatest

area that would

require infilling.

Therefore, it is the

most likely of the

three East series

alignments to have

an impact.

- Limited impacts

anticipated in

general. This

alternative has the

least proposed length

intercepting swamp

thicket, implying the

smallest area that

would require infilling.

Therefore, it is the

least likely of the

three East series

alignments to have

an impact.

- Limited impacts

anticipated in general.

This alternative has a

moderate length

intercepting or

paralleling the swamp

thicket, implying a

moderate area that


Therefore, it is

considered to be the

middle of the three

East series alignments

in terms of having an

impact.

- This alternative has

been aligned such

that the crossing

location would have

the least proposed

length intercepting

swamp thicket, and

minimal bridge

impacts, implying the

smallest area that


Therefore it is the less

likely than the 3 “E”

routes to have an

impact.

- Cuts across a shallow

marsh that connects two

PSW areas – potential

subsurface design or other

connection requirements to

maintain groundwater

connection. Could maintain

flow could be maintained by

using equalization culverts.

- Intersects small subsection

of unevaluated wetland in

central portion of site that

may need infilling in its

entirety.

- Aforementioned impacts

could result in small,

localized impacts but are

unlikely to result in

significant impacts to

shallow groundwater

baseflow in the area, which

is governed by the local

topography. Nonetheless,

this option would have the

greatest likelihood of impact

in comparison to the others.

- No impacts

identified.

- This alternative has a

relatively small proposed

length intercepting

swamp thicket, implying

a small area would

require infilling.

Therefore only localized

impacts are expected.


Terrestrial Ecosystems

Wetlands - Encroachment on

PSWs or other

wetlands (area;

classification/quality

, relative extent in

relation to entire

complex)

- 0.62 ha of ELC

Wetland removals

- Primarily Willow

Organic Thicket

Swamp

- 0.60 ha of PSW

removals constitute

1.2% of total PSW

within study area

(based on MNR

data)

- 0.24 ha of ELC

Wetland removals

- Primarily Willow

Organic Thicket

Swamp

- 0.20 ha of PSW

removals constitute

0.4% of total PSW

within study area

(based on MNR

data)

- 0.35 ha of ELC

Wetland removals

- Primarily Willow

Organic Thicket

Swamp

- 0.25 ha of PSW

removals constitute

0.5% of total PSW

within study area

(based on MNR

data)

- 0.25 ha of ELC

Wetland removals

- Primarily Willow

Organic Thicket

Swamp

- 0.20 ha of PSW

removals constitute

0.4% of total PSW

within study area

(based on MNR

data)

- 0.73 ha of ELC

Wetland removals

- Primarily Broad-

leaved Sedge

Organic Meadow

Marsh

- 0.54 ha of PSW

removals constitute

1.1% of total PSW

within study area

(based on MNR

data)

- No ELC Wetland

removals

- No PSW removals

- 0.04 ha of ELC

Wetland removals

- Primarily Willow

Mineral Thicket

Swamp

- 0.08 ha of PSW

removals constitute

0.01% of total PSW

within study area

(based on MNR

data)

Designated

Environmentally

Sensitive Policy Areas

/Areas of Natural and

Scientific Interest

- Encroachment on

ESPAs/ANSIs

(area; relative

extent in relation to

entire designated

area)

- Route passes close

to Stauffer Woods

ESPA #33.

- No encroachment

on Designated

ESPA/ANSI

- No encroachment on

Designated

ESPA/ANSI

- No encroachment

on Designated

ESPA/ANSI


Designated

ESPA/ANSI


Designated ESPA/ANSI

- No encroachment

on Designated

ESPA/ANSI

Vegetation

communities

- Encroachment on

vegetation

communities (area,

type, quality,

composition,

relative extent; and

potential for

mortality, stress,

composition

change)

- 1.01 ha of Cultural

vegetation removals

- 0.18 ha of Forest

community removals

- 0.38 ha of Hedgerow

removals


vegetation

removals

- 0.25 ha of Forest

community

removals

- 0.57 ha of

Hedgerow

removals


vegetation removals

- 0.25 ha of Forest

community removals


removals


vegetation removals

- 0.25 ha of Forest

community

removals

- 0.20 ha of

Hedgerow removals


vegetation removals

- 0.25 ha of Forest

community removals


removals

- No Cultural removals

- 0.08 ha of Forest

community removals–

Woodlot affected is

considered significant

forest during

assessment, but

impacts limited to small

portion of northwest

edge


removals


vegetation removals

- 0.15 ha of Forest

community

removals

- 0.13 ha of

Hedgerow removals

Wildlife Habitat - Encroachment on

and/or reduction of

interior habitat (area

fragmentation)

- The northern end of

the alignment may

result indirect effects

from the road (salt

spray, noise, lighting,

etc.) that may extend

into interior habitat.

Common for all

routes.


the alignment may

result indirect

effects from the

road (salt spray,

noise, lighting, etc.)

that may extend

into interior habitat.

Common for all

routes.


the alignment may


from the road (salt

spray, noise,

lighting, etc.) that

may extend into

interior habitat.

Common for all

routes.


the alignment may


from the road (salt

spray, noise,


may extend into

interior habitat.

Common for all

routes.


the alignment may


from the road (salt

spray, noise,


may extend into

interior habitat.

Common for all

routes.

- Route W1 intersects

two woodlot corners.

Operational indirect

effects from the road

(salt spray, noise,

lighting, etc.) may

extend 100 metres or

more into adjacent

woodlots, thereby

potentially impacting

interior habitat.


the alignment may

result indirect

effects from the

road (salt spray,

noise, lighting, etc.)

that may extend into

interior habitat.

Common for all

routes.

- Effects on wildlife

movement corridors

or corridors

between critical

habitat features

(e.g.,

upland/breeding

ponds) (number of

crossings)

- Directly intersects

riparian corridor of

Blair Creek that

serves as a

landscape feature

providing

connectivity to areas

up and downstream

of potential crossing

location.



Blair Creek that

serves as a

landscape feature

providing

connectivity to

areas up and

downstream of

potential crossing

location.



Blair Creek that

serves as a

landscape feature

providing


up and downstream


location.



Blair Creek that

serves as a

landscape feature

providing


up and downstream


location.



Blair Creek that

serves as a

landscape feature

providing


up and downstream


location.

- Also intersects an

additional smaller

aquatic

feature/tributary and

associated wetland

habitat.

- Avoids intersecting Blair

Creek riparian corridor

and the associated

landscape element

providing connectivity.



Blair Creek that

serves as a

landscape feature

providing

connectivity to

areas up and

downstream of

potential crossing

location.

- Degree of potential

increases in animal-

vehicle conflicts

- All of these alternatives cross existing contiguous vegetated corridors associated with Blair Creek tributary. As a result,

these routes are likely to pose a greater risk for animal-vehicle conflicts than routes that avoid crossing the existing creek

corridor(s).

- Some potential for

animal-vehicle conflicts,

as a result of new road

in open agricultural

land. Animal-vehicle

conflicts should be less

than for routes that

intersect established

corridors (such as along

watercourses, riparian

vegetation, minor

valleys).

- This alternative

crosses existing

contiguous

vegetated corridors

associated with

Blair Creek

tributary. As a

result, it is likely to

pose a greater risk

for animal-vehicle

conflicts than routes

that avoid crossing

the existing creek

corridor(s).


Surface Drainage

Watercourses/

Drainage

Catchments

- New bridge or culvert

- Need for

diversion/channelizatio

n of Blair Creek

(length) and catchment

area impacts (area)

- Impact to wetland

function

- Impact to existing

depression storage

area

- Four new local

drainage crossings

will be required,

and one new

bridge crossing of

Upper Blair Creek

(E2c)

- Existing Reidel

Drive Culverts C1,

C3, C4 & C5

should be replaced

due to their

poor/fair condition

- Existing Reidel

Drive Culvert C2 is

in good condition

- Estimated cost of

new

culverts/bridges is

$1,121,000

- 27.0 ha drainage

area for Culvert C1

(no flow diversion)

- 14.5 ha drainage

area for Culvert C2

(no flow diversion)

- 211.4 ha drainage

area for Culvert

E2c (including

0.42ha diversion

from catchment

107 to Catchment

102 at E2c and

0.36ha from

catchment 103 to

Catchment 102 at

E2c))

- 11.9 ha drainage

area for Culvert

E2d (no flow

diversion)

- 10.5 ha drainage

area for Culvert

E2e (no flow

diversion)

- All proposed

outlets are located

at sag points and

can provide

positive drainage

- Some potential

disruption of

wetland

- No impact

identified

- Three new local

drainage crossings

will be required and

one new bridge

crossing of Upper

Blair Creek (E3b)

- Estimated cost of

new

culverts/bridges is

$1,121,000

- 17.3 ha drainage

area for Culvert

E3a (no flow

diversion)

- 209.1 ha drainage

area for Culvert

E3b, (including

0.28ha diversion

from catchment

111 to Catchment

106 at E3b and

0.18ha diversion

from catchment

107 to Catchment

106 at E3b

- 11.9 ha drainage

area for Culvert

E3c (no flow

diversion)

- 10.5 ha drainage

area for Culvert

E3d (no flow

diversion)

- All proposed

outlets are located

at sag points and

can provide

positive drainage

- Some potential

disruption of

wetland

- No impact

identified

- Four new local

drainage crossings

will be required,

and one new

bridge crossing of

Upper Blair Creek

(E4c)

- Estimated cost of

new

culverts/bridges is

$1,128,000

- 25.5 ha Drainage

Area for Culvert

E4a (no flow

diversion)

- 13.5 ha Drainage

Area for Culvert

E4b (no flow

diversion)

- 209.1 ha Drainage

Area for Culvert

E4c (including

0.17ha diversion

from catchment

111 to Catchment

106 at E4c and

0.18ha diversion

from catchment

107 to Catchment

106 at E4c)

- 11.9 ha Drainage

Area for Culvert

E4d (no flow

diversion)

- 10.5 ha Drainage

Area for Culvert

E4e (no flow

diversion)

- All proposed

outlets are located

at sag points and

can provide

positive drainage

- Some potential

disruption of

wetland

- No impact

identified

- Four new local

drainage crossings

will be required,

and one new

bridge crossing of

Upper Blair Creek

(E4c)

- Estimated cost of

new

culverts/bridges is

$1,128,000

- 25.5 ha Drainage

Area for Culvert

E4a (no flow

diversion)

- 13.5 ha Drainage

Area for Culvert

E4b (no flow

diversion)

- 209.1 ha Drainage

Area for Culvert

E4c (including

0.17ha diversion

from catchment

111 to Catchment

106 at E4c and

0.18ha diversion

from catchment

107 to Catchment

106 at E4c)

- 11.9 ha Drainage

Area for Culvert

E4d (no flow

diversion)

- 10.5 ha Drainage

Area for Culvert

E4e (no flow

diversion)

- All proposed

outlets are located

at sag points and

can provide

positive drainage

- Some potential

disruption of

wetland

- No impact

identified

- Two new local

crossings will be

required and three

major drainage

crossings for three

tributaries of Upper

Blair Creek (C2c,

C2d and C2e) will

be required

- Existing Reidel

Drive Culvert C1 is

recommended to

be replaced due to

the poor/fair

condition

- Existing Reidel

Drive Culvert C2 is

in good condition.

- Estimated cost of

new

culverts/bridges is

$1,333,000

- 27.0 ha drainage

area for Culvert C1

(no flow diversion)

- 14.5 ha drainage

area for Culvert C2

(no flow diversion)

- 37.77 ha drainage

area for Culvert

C2c (no flow

diversion)

- 76.39 ha drainage

area for Culvert

C2d (no flow

diversion)

- 94.97 ha drainage

area for Culvert

C2e (no flow

diversion)

- 4.5 ha drainage

area for Culvert C2f

(no flow diversion)

- All proposed

outlets are located

at sag points and

can provide

positive drainage

- Some potential

disruption of

wetland

- Some potential

disruption of

depression storage

areas

- Five new local

crossings, and Two

new crossings of


Blair Creek (W1c and

W1f) will be required

- Estimated cost of new

culverts/bridges is

$899,000

- 11.2 ha drainage area

for Culvert W1a (no

flow diversion)


for Culvert W1b, (no

flow diversion)


for Culvert W1c,

(including 0.75ha

diversion from

catchment 105 to

Catchment 106 at

W1c


for Culvert W1d (no

flow diversion)


for Culvert W1e

(including 0.3ha

diversion from

catchment 104 to

Catchment 101 at

W1e 69.9 ha drainage

area for Culvert W1f

(no flow diversion)


for Culvert W1g (no

flow diversion)

- All proposed outlets

are located at sag

points and can

provide positive

drainage

- Some potential

disruption of wetland

- Some potential

disruption of

depression storage

areas

- Three new local

crossings will be

required, and three

major drainage

crossings for three


Blair Creek (W2c,

W2d and W2e) will be

required

- Estimated cost of

new culverts/bridges

is $1,336,000

- 0.93 ha Drainage

Area for Culvert W2a

(no flow diversion)

- 9.1 ha Drainage Area

for Culvert W2b (no

flow diversion)

- 29.6 ha Drainage

Area for Culvert W2c

(including 0.36ha

diversion from

catchment 111 to

Catchment 106 at

W2c 77.3 ha

Drainage Area for

Culvert W2d

(including 0.78ha

diversion from

catchment 106 to

Catchment 102 at

W2d and 1.02ha

diversion from

catchment 101 to

Catchment 102 at

W2d

- 85.7 ha Drainage

Area for Culvert W2e

(no flow diversion)

- 5.9 ha Drainage Area

for Culvert W2f (no

flow diversion)

- All proposed outlets

are located at sag

points and can

provide positive

drainage except for

crossing W2e, which

is located at sag point

but surrounded by

high elevation

grounds on both

sides of the road and

will serve as a

balancing crossing

- Some potential

disruption of wetland

- Significant potential

disruption of

depression storage

areas at crossing

W2e

Flood Plain

Function

- Impact to regulatory

flood plain of Blair

Creek (including need

for GRCA work permit)

- Changes (+/-) to Blair

Creek flood plain

hydrologic function

- Some potential

impact to the

regulated flood

plain (crosses

regulated area) and

would require

GRCA work permit

- Some potential

change of

hydrology

parameters,

affecting remaining

areas to the east

- Some potential

impact to the

regulated flood

plain (crosses

regulated area) and

would require

GRCA work permit

- Some potential

change of

hydrology

parameters,

affecting remaining

areas to the east

- Some potential

impact to the

regulated flood

plain (crosses

regulated area) and

would require

GRCA work permit

- Some potential

change of

hydrology

parameters,

affecting remaining

areas to the east

- Some potential

impact to the

regulated flood

plain (crosses

regulated area).

GRCA work permit

is required

- Some potential

change of

hydrology

parameters,

affecting remaining

areas to the east

- Some potential

impact to the

regulated flood

plain (crosses

regulated area) and

would require

GRCA work permit

- Some potential

change of

hydrology

parameters,

affecting remaining

areas to the east

- No impact on Blair

Creek flood plain

(avoids regulated

area). GRCA work

permit is required

- Some potential

change of hydrology

parameters, affecting

remaining areas to the

east

- Some potential

impact to the

regulated flood plain

(crosses regulated

area) and would

require GRCA work

permit

- Some potential

change of hydrology

parameters, affecting

remaining areas to

the east

Stormwater

Management

- Opportunities to

enhance roadway

stormwater

management

measures, including

coordination with/use

of adjacent

development facilities

- For catchment areas

located within the

Upper Blair Creek

watershed, storage

facilities will be

designed to control

post development flow

rates to match target

flow rates. For

catchment areas

located within the

Strasburg Creek

watershed, storage

facilities will be

designed to control

post development flow

rates to match pre

development flow

rates.

- For quality control,

Level 1 Protection is

required according to

MOE’s “Stormwater

Management Planning

and Design Manual”

2003.

- For water quantity

control, mitigation

measures will

include two ponds

and two sections of

super pipes.

- For water quality

control, mitigation

measures will

include two ponds

and two storm

ceptor units.

- In addition, the

Stauffer Woods

Subdivision SWM

pond (SWM Facility

– 5) east of Reidel

Drive will be

utilized if feasible

for quantity and

quality control

- Estimated cost for

SWM measures is

$1,914,000

- (excluding land

cost required for

SWM ponds)


control, mitigation

measures will

include four ponds

and two sections of

super pipes.

- For water quality

control, mitigation

measures will

include four ponds

and two storm

ceptor units.


SWM measures is

$1,689,000

- (excluding land

cost required for

SWM ponds)


control, mitigation

measures will

include four ponds

and two sections of

super pipes.

- For water quality

control, mitigation

measures will

include four ponds

and two storm

ceptor units.

- In addition, the

Stauffer Woods

Subdivision SWM

pond (SWM Facility


Drive will be


for quantity and

quality control


SWM measures is

$1,689,000

- (excluding land

cost required for

SWM ponds)


control, mitigation

measures will

include four ponds

and two sections of

super pipes.

- For water quality

control, mitigation

measures will

include four ponds

and two storm

ceptor units.

- In addition, the

Stauffer Woods

Subdivision SWM

pond (SWM Facility


Drive will be


for quantity and

quality control


SWM measures is

$1,689,000

- (excluding land

cost required for

SWM ponds)


control, mitigation

measures will

include two ponds

and two sections of

super pipes.

- For water quality

control, mitigation

measures will

include two ponds

and two storm

ceptor units.

- In addition, the

Stauffer Woods

Subdivision SWM

pond (SWM Facility


Drive will be


for quantity and

quality control


SWM measures is

$1,914,000

- (excluding land

cost required for

SWM ponds)


control, mitigation

measures will include

three ponds and two

sections of super

pipes.

- For water quality

control, mitigation


three ponds and two

storm ceptor units.


SWM measures is

$1,959,000

- (excluding land cost

required for SWM

ponds)


control, mitigation


two ponds and four

sections of super

pipes.

- For water quality

control, mitigation


two ponds and four

storm ceptor units.


SWM measures is

$2,000,000

- (excluding land cost

required for SWM

ponds)


Aquatic Ecosystems

Watercourses

Providing Fish

Habitat (including

food/shelter)

- Number of watercourse

crossings, sensitivity of

fish/fish habitat and

thermal regime (warm,

cool or cold water)

- Extent (area) and

function of riparian

habitat removed

- Extent and type of fish

habitat (in-stream)

altered/displaced at

watercourse, including

importance to aquatic

ecosystem (e.g.,

spawning, nursery areas)

- Important (direct) fish habitat.

- Requires crossing through

contiguous natural heritage

features at the existing

Reidel Drive alignment.

- Approximately 10,000 m2 of

fish habitat consisting of Blair

Creek and associated

riparian vegetation will be

affected by the crossing.

- Blair Creek has a

combination of permanent

and intermittent flow

conditions at Reidel Drive –

downstream is permanent;

upstream is intermittent.

- The reach functions as

nursery, rearing or feeding

habitat. No spawning habitat

in this reach.

- A small portion of a private

pond located north of Blair

Creek that is considered to

be fish habitat will be lost

with this alignment (can be

mitigated).

- Marginal (indirect)

fish habitat.

- Requires crossing

through contiguous

natural heritage

features.

- Approximately

5,900 m2 of indirect

fish habitat of Blair

Creek and

associated riparian

vegetation will be

affected by the

crossing.

- Blair Creek has

intermittent flows at

this location in the

watershed.

- A small portion of a

private pond located

north of Blair Creek

that is considered to

be fish habitat will

be lost with this

alignment (can be

mitigated).


fish habitat.

- Requires crossing

through contiguous

natural heritage

features.

- Approximately

7,200 m2 of

indirect fish habitat

of Blair Creek and

associated riparian

vegetation will be

affected by the

crossing.

- Blair Creek has

intermittent flows

at this location in

the watershed.


private pond

located north of

Blair Creek that is

considered to be

fish habitat will be

lost with this

alignment (can be

mitigated).


fish habitat.

- Requires crossing

through contiguous

natural heritage

features.

- Approximately 7300

m2 of indirect fish

habitat of Blair Creek

and associated

riparian vegetation

will be affected by the

crossing.

- Blair Creek has

intermittent flows at

this location in the

watershed.


private pond located

north of Blair Creek

that is considered to

be fish habitat will be

lost with this

alignment (can be

mitigated).


fish habitat.

- Requires crossing

through contiguous

natural heritage

features.

- There are 2 reaches

of Blair Creek that are

crossed by this

alignment both of

which are ephemeral

- Approximately 9,900

m2 of indirect fish

habitat of Blair Creek

and associated

riparian vegetation

will be affected by the

crossing.

- No fish habitat

- Crossing is through

agricultural land –

there are no

watercourses on site.

- Marginal (indirect) fish

habitat

- Crosses an area with no

defined channel, little to

no baseflow and no

mapped floodplain

- Approximately 3100 m2 of

indirect fish habitat of Blair

Creek and associated

riparian vegetation will be

affected by the crossing.

- Blair Creek has

ephemeral flows at this

location in the watershed

Water Quality,

Thermal Regime

and Baseflow

- Encroachment on

headwater areas (1st or

2nd Order Streams)

(area)

- Degree of interference

with known groundwater

discharge areas that

contribute to creek

baseflow

- Effects on surface

drainage/flood plain

contributions to fish

habitat

- This alignment crosses a

second order stream at an

existing culvert crossing at

Reidel Drive.

- Potential to disrupt the


function that is crucial to

downstream brook trout

spawning habitat.

- This alignment

crosses a second

order intermittent

stream.

- Potential to disrupt

the groundwater

recharge function

that is crucial to

downstream brook

trout spawning

habitat.

- This alignment

crosses a second

order intermittent

stream.


the groundwater

recharge function

that is crucial to

downstream brook

trout spawning

habitat.

- This alignment

crosses a second

order intermittent

stream.


the groundwater

recharge function that

is crucial to

downstream brook

trout spawning

habitat.

- This alignment

crosses two first order

ephemeral streams.


the groundwater

recharge function that

is crucial to

downstream brook

trout spawning

habitat.

- Crossing is through

agricultural lands –

there are no

watercourses on site.

- This alignment crosses a

first order ephemeral

stream.

- Potential to disrupt the


function that is crucial to

downstream brook trout

spawning habitat.


Species at Risk Permits

Vegetation Species

at Risk

- Effects on vegetation

SAR or species of

local/regional

significance (type,

number, quality)

- Alignment has potential

to trigger the need for an

ESA permit for a non-

assessed Butternut

Tree.

N/A N/A N/A N/A N/A N/A

Wildlife Species at

Risk

- Effects on terrestrial

SAR or species of

local/regional

significance (type,

area of critical habitat;

breeding timing

windows)

- Alignment E2 crosses

the second smallest

area footprint of

regulated SAR habitat.

Area footprint of

crossing represents 1.79

ha.

- E2 directly intersects a

regulated dispersal

corridor for SAR

species.

- Crosses regulated

SAR habitat. Area

footprint of

crossing

represents 2.00

ha. E3 directly

intersects a

regulated

dispersal corridor

for SAR species.

- Crosses

regulated SAR

habitat. Area

footprint of

crossing

represents 2.25

ha. E4 directly

intersects a

regulated

dispersal

corridor for

SAR species.

- Crosses

regulated SAR

habitat. Area

footprint of

crossing

represents 1.70

ha. E4 Modified

directly

intersects a

regulated

dispersal

corridor for SAR

species.

- Crosses regulated

SAR habitat. Area

footprint of crossing

represents 2.39 ha.

C2 directly intersects

a regulated dispersal

corridor for SAR

species. This

alternative crosses a

larger amount of

regulated habitat than

E2, E3 or E4

alternatives.

- Avoids regulated SAR

habitat.

- Alignment W2 Modified

crosses the smallest

area footprint of

regulated SAR dispersal

habitat (1.15 ha).

Aquatic Species at

Risk

- Effects on aquatic

Species at Risk or

species of

local/regional

significance (type,

length)

- There is no designated

aquatic SAR in Blair

Creek.

- There is no

designated

aquatic SAR in

Blair Creek.

- There is no

designated

aquatic SAR in

Blair Creek.

- There is no

designated

aquatic SAR in

Blair Creek

- There is no

designated aquatic

SAR in Blair Creek.

- There is no

designated aquatic

SAR in Blair Creek.

- This option does not

cross a watercourse.

Species at Risk

permits required for

construction

- Permit requirement

(yes, no); probability

of obtaining permit(s)

(high, medium, low);

degree of associated

risk to project

implementation

- All of these alternatives cross regulated SAR habitat and would require a permit. The probability of obtaining a permit

relates to the ability to mitigate harm to Jefferson Salamander and its habitat. Providing overall benefit for this species is

considered a significant challenge given the sensitivity of the species. The degree of associated risk to the project as a

result is considered to be high.

- This alternative does

not cross regulated

SAR habitat, therefore

a permit would be

avoided. The degree

of associated risk to

the project as a result

is considered to be

low.

- This alternative crosses

regulated SAR habitat

and would require a

permit. The probability

of obtaining a permit

relates to the ability to

mitigate harm to

Jefferson Salamander

and its habitat.

Providing overall benefit

for this species is

considered a significant

challenge given the

sensitivity of the

species. The degree of

associated risk to the

project as a result is

considered to be high.



New Dundee Road




OF ALIGNMENTS

CULTURAL ENVIRONMENT E2 E3 E4 E4 Modified C2 W1 W2 Modified

Heritage Resources

Built

Heritage

Features

Number, type and

significance of

impacts to above

ground heritage

resources (identified

or designated by the

City of Kitchener as

having heritage value

or interest, or

identified during the

EA field review);

Probability of

obtaining required

regulatory permits;

and

The degree of

associated risk to

project

implementation.

BHRs

located at

271 Reidel

Dr.

(CHL 1)

This alignment will

result in

encroachment along

the frontage of the

property. However, it

will not result in

negative impacts to

the farmhouse, barn

ruins, and associated

character-defining

elements.

The farmhouse and

outbuildings at 271

Reidel Drive and

associated character-

defining elements will

not be negatively

impacted by this

alignment.

This alignment will

encroach upon the

cluster of buildings on

the west side, resulting

in direct impacts and

removal of the drive

shed, one of the silos,

and partial removal of

the barn foundations.

The farmhouse and

outbuildings at 271 Reidel

Drive and associated

character-defining

elements will not be

negatively impacted by

this alignment.

This alignment will

result in

encroachment along

the frontage of the

property. However, it

will not result in

negative impacts to

the farmhouse, barn

ruins, and

associated

character-defining

elements.

The farmhouse and

outbuildings at 271

Reidel Drive and



not be negatively

impacted by this

alignment.

The farmhouse and

outbuildings at 271

Reidel Drive and



not be negatively

impacted by this

alignment.

BHRs

located at

500 Stauffer

Dr

(CHL 2)

- This alignment will

result in a direct

obstruction of

significant views,

and thus negatively

impact the following

key heritage

attributes

associated with

built heritage

features at 500

Stauffer Drive:

- Views from the

cluster of built

features to the

surrounding

landscape

elements, including

the cultivated rolling

fields, hedgerows

and woodlot.

In addition:

-A heritage permit

application or

amendment to the

Designation By-law

may be required.

-Designation under

the Ontario

Heritage Act

indicates that a

resource should be

conserved.


result in a direct

obstruction of

significant views, and

thus negatively impact

the following key

heritage attributes

associated with built

heritage features at

500 Stauffer Drive:

- Views from the cluster

of built features to the

surrounding landscape

elements, including the

cultivated rolling fields,

hedgerows and

woodlot.

In addition:

-A heritage permit

application or

amendment to the

Designation By-law

may be required.

-Designation under the

Ontario Heritage Act

indicates that a

resource should be

conserved.


result in a direct

obstruction of


thus negatively


key heritage attributes


heritage features at

500 Stauffer Drive:



surrounding

landscape elements,

including the

cultivated rolling

fields, hedgerows and

woodlot.

In addition:

-A heritage permit

application or

amendment to the

Designation By-law

may be required.

-Designation under

the Ontario Heritage

Act indicates that a

resource should be

conserved.

- This alignment will result

in a direct obstruction of


thus negatively impact

the following key

heritage attributes


heritage features at 500

Stauffer Drive:

- Views from the cluster of

built features to the




hedgerows and woodlot.

In addition:

-A heritage permit

application or

amendment to the

Designation By-law may

be required.

-Designation under the

Ontario Heritage Act

indicates that a resource

should be conserved.


result in a direct

obstruction of

significant views,

and thus negatively


key heritage

attributes

associated with

built heritage

features at 500

Stauffer Drive:

- Views from the

cluster of built

features to the

surrounding

landscape

elements, including

the cultivated

rolling fields.

In addition:

-This alignment will

potentially result in

the extension of

future Robert Ferry

Drive across the

fields to the north of

the cluster of

buildings, impacting

views to the

woodlot and fields.

-A heritage permit

application or

amendment to the

Designation By-law

may be required.

-Designation under

the Ontario

Heritage Act

indicates that a

resource should be

conserved.

- The farmhouse and

outbuildings at 500

Stauffer Drive and



not be negatively

impacted by this

alignment.


potentially result in the

extension of future

Robert Ferry Drive

across the fields to the

north of the cluster of


views to the woodlot

and fields.

- The farmhouse and

outbuildings at 500

Stauffer Drive and

associated

character-defining

elements will not be

negatively impacted

by this alignment.



the extension of

future Robert Ferry

Drive across the


the cluster of



and fields.

Cultural

Heritage

Landscapes

- Number, type and

significance of

impacts to cultural

heritage landscapes

(scenic-heritage

roads, farm

complexes, etc.).

CHL 1 - This alignment will

result in

encroachment

along the frontage

of the property.

Consequently, it will

result in a direct

obstruction of

significant views to

and from the

property to Reidel

Drive. Further, it will


heritage attribute

through disruption:

- Blair Creek.


negatively impact the

following heritage

attributes through

disruption:

- The cultivated fields.

- Blair Creek.


encroach upon the

farm complex from

the west side,

resulting in direct

impacts and removal/

partial removal of the

drive shed, silo and

barn foundations.

Further, it will impact

the following heritage

attributes through

disruption:


- Blair Creek.



following heritage

attributes through

disruption:


- Blair Creek.


result in

encroachment

along the frontage

of the property.

Consequently, it

will result in a direct

obstruction of

significant views to

and from the

property to Reidel

Drive.



the extension of

future Blair Creek

Drive across the

fields to the south

of the cluster of


the cultivated fields.

- The cultural heritage

landscape and


defining attributes at

271 Reidel Drive will

not be impacted by

this alignment.



extension of future

Blair Creek Drive


south of the cluster of




negatively impact

the following

heritage attribute

through disruption:

- The cultivated

fields.



the extension of

future Blair Creek

Drive across the

fields to the south of

the cluster of




result in the direct

obstruction of

significant views, as

well as disruption of

the following

heritage attributes

- Views from the

cluster of built

features to the

surrounding

landscape

elements, including

the cultivated rolling

fields, hedgerows

and woodlot.

- Views to and from

Stauffer and Reidel

Drive, and the

southern portion of

Caryndale Drive.

- Disruption of the

cultivated fields,

hedgerow, and

pond.



obstruction of




attributes:






hedgerows and

woodlot.

- Views to and from

Stauffer and Reidel

Drive, and the southern

portion of Caryndale

Drive.

- Disruption of the

cultivated fields,

hedgerow, and pond.



obstruction of




attributes:



surrounding

landscape elements,

including the

cultivated rolling

fields, hedgerows and

woodlot.

- Views to and from

Stauffer and Reidel

Drive, and the

southern portion of

Caryndale Drive.

- Disruption of the

cultivated fields,

hedgerow, and pond.

- This alignment will result

in the direct obstruction

of significant views, as

well as disruption of the

following heritage

attributes:

- Views from the cluster of

built features to the




hedgerows and woodlot.

- Views to and from

Stauffer and Reidel

Drive, and the southern

portion of Caryndale

Drive.

- Disruption of the

cultivated fields,

hedgerow, and pond.


negatively impact

the following

heritage attribute

through disruption:

- The cultivated

fields.



the extension of

future Robert Ferry

Drive across the


the cluster of

buildings,

obstructing views to

the woodlot and

fields, and

disrupting the fields

and hedgerows.



following heritage

attribute through

disruption:




extension of future

Robert Ferry Drive


north of the cluster of

buildings, obstructing


and fields, and


and hedgerows.


negatively impact

the following

heritage attribute

through disruption:

- The cultivated

fields.



the extension of

future Robert Ferry

Drive across the


the cluster of

buildings,

obstructing views to

the woodlot and

fields, and


and hedgerows.


negatively impact

this scenic-heritage

road and

associated heritage

attributes through:

- Direct obstruction to

scenic views from

the road to

cultivated fields.

- Removal of the

southern portion of

the roadscape (at

Blair Creek).


negatively impact this

scenic-heritage road

and associated

heritage attributes

through:


scenic views from the

road to cultivated

fields.




and associated

heritage attributes

through:



road to cultivated

fields.




and associated heritage

attributes through:



road to cultivated fields.

- This scenic-

heritage road and

associated heritage

attributes will not

be negatively

impacted by this

alignment.

- This scenic-heritage

road and associated

heritage attributes will

not be negatively

impacted by this

alignment.


road and associated

heritage attributes

will not be

negatively impacted

by this alignment.


negatively impact


road and

associated heritage

attributes through:

- Partial obstruction

to scenic views

from the road to

cultivated fields.

- Removal of the

western tip of this

roadscape.




and associated

heritage attributes

through:

- Partial obstruction to


road to cultivated

fields.

- Removal of the

western tip of this

roadscape.




and associated

heritage attributes

through:



road to cultivated

fields.

- Removal of the

western tip of this

roadscape.





attributes through:



road to cultivated fields.

- Removal of the western

tip of this roadscape.

- This scenic-

heritage road and

associated heritage

attributes will not

be negatively

impacted by this

alignment.


road and associated


not be negatively

impacted by this

alignment.


road and associated

heritage attributes

will not be

negatively impacted

by this alignment.


negatively impact


road and

associated heritage

attributes through:

- Removal of the

eastern tip of this

roadscape.




and associated

heritage attributes

through:

- Removal of the eastern





and associated

heritage attributes

through:

- Removal of the

eastern tip of this

roadscape.





attributes through:

- Removal of the eastern



negatively impact


road and

associated heritage

attributes through:

- Removal of the

western tip of this

roadscape.

- Partial obstruction

to scenic views

from the road to

cultivated fields.


road and associated


not be negatively

impacted by this

alignment.


road and associated

heritage attributes

will not be

negatively impacted

by this alignment.


negatively impact


road and

associated heritage

attributes through:

- Removal of the

entire roadscape

alignment.




and associated

heritage attributes

through:

- Obstruction of views to

cultivated fields from

the road.




and associated

heritage attributes

through:

- Obstruction of views

to cultivated fields

from the road.

- Removal of southern






attributes through:

- Obstruction of views to

cultivated fields from the

road.

- Removal of southern tip

of this roadscape.


negatively impact


road and

associated heritage

attributes through:

- Removal of the

entire roadscape

alignment.


road and associated


not be negatively

impacted by this

alignment.


road and associated

heritage attributes

will not be

negatively impacted

by this alignment.

CHL 7 - This cultural

heritage landscape

and associated

heritage attributes

will not be

negatively impacted

by this alignment.

- This cultural heritage

landscape and

associated heritage

attributes will not be


this alignment.


landscape and

associated heritage


negatively impacted

by this alignment.


landscape and

associated heritage



this alignment.


negatively impact

the following

heritage attributes

through disruption:

- The cultivated

fields.

- The circulation

route (driveway).



the extension of

future Robert Ferry

Drive, which will


disruption to the

cultivated fields.



following heritage

attributes through

disruption:




extension of future

Robert Ferry Drive,

which will result in

additional disruption to



negatively impact

the following

heritage attributes

through disruption:

- The cultivated

fields.

- The circulation route

(gravel lane).



the extension of

future Robert Ferry

Drive, which will


disruption to the

cultivated fields.

CULTURAL ENVIRONMENT E2 E3 E4 E4 Modified C2 W1 W2 Modified

Archaeological Resources

Known

Archaeological Sites

- Number/type/significa

nce of direct/indirect

impacts to registered

archaeological sites

- Archaeological

potential (proximity

to previously

registered sites

(AiHc-19; AiHc-22;

AiHc-65), proximity

to water(impacting

one watercourse),

sandy soil, early

historical

transportation

corridor (New

Dundee Road;

Stauffer Drive;

Reidel Drive),

Euro-Canadian

settlement). Stage

2 Archaeological

Assessment

required.

- Archaeological


to previously

registered sites

(AiHc-19; AiHc-22;

AiHc-65), proximity

to water (impacting

one watercourse),

sandy soil, early

historical

transportation

corridor (New

Dundee Road;

Stauffer Drive;

Reidel Drive),

Euro-Canadian

settlement). Stage

2 Archaeological

Assessment

required.

- Archaeological


to previously

registered sites

(AiHc-19; AiHc-22;

AiHc-65), proximity

to water (impacting

one watercourse),

sandy soil, early

historical

transportation

corridor (New

Dundee Road;

Stauffer Drive;

Reidel Drive),

Euro-Canadian

settlement). Stage

2 Archaeological

Assessment

required.

- Archaeological


to previously

registered sites

(AiHc-19; AiHc-22;

AiHc-65), proximity

to water (impacting

one watercourse),

sandy soil, early

historical

transportation

corridor (New

Dundee Road;

Stauffer Drive;

Reidel Drive),

Euro-Canadian

settlement). Stage

2 Archaeological

Assessment

required.

- Archaeological


to previously

registered sites

(AiHc-19; AiHc-22),

proximity to water

(impacting two

watercourses),

sandy soil, early

historical

transportation

corridor (New

Dundee Road;

Stauffer Drive;

Reidel Drive),

Euro-Canadian

settlement). Stage

2 Archaeological

Assessment

required.

- Archaeological

potential (previously

registered site,

proximity to water,

sandy soil, early

historical

transportation

corridor, Euro-

Canadian

settlement). Stage 2

Archaeological

Assessment

required.

- Archaeological


to previously

registered sites

(AiHc-22; AiHc-

65), proximity to

water (impacting

two watercourses),

sandy soil, early

historical

transportation

corridor (New

Dundee Road),

Euro-Canadian

settlement). Stage

2 Archaeological

Assessment

required.

SOCIO-ECONOMIC ENVIRONMENT E2 E3 E4 E4 Modified C2 W1 W2 Modified

Land Use Policy

Land use/resource

designations and

policies

- Degree of

compatibility with

Provincial, Regional

and City

growth/development

goals/objectives

(high, medium, low)

- High. Minor

encroachment into

Rural/Agricultural

designation of

Countryside lands

south of Stauffer

Drive and into low

rise residential lands

north of Stauffer

Drive. Low pressure

for westerly

relocation of urban

envelope

- Moderate.

Encroachment into

Rural/Agricultural

designation of

Protected

Countryside lands

south of Stauffer

Drive may create

pressure for modest

westerly relocation

of urban envelope

- High. Encroachment

into

Rural/Agricultural

designation of

Countryside lands

south of Stauffer

Drive may create

pressure for minor

westerly relocation

of urban envelope

- High. Encroachment

into

Rural/Agricultural

designation of

Countryside lands

south of Stauffer

Drive may create

pressure for minor

westerly relocation

of urban envelope

- Moderate.

Encroachment into

Rural/Agricultural

designation of

Countryside lands

north of Stauffer

Drive may create

pressure for modest

westerly relocation of

urban envelope

- Low. Encroachment

into Protected

Countryside area is

almost exclusively

within Prime

Agricultural Land

designation.

Potential for very

significant westerly

relocation of urban

envelope

- Moderate.

Encroachment into

Rural/Agricultural

designation of

Countryside lands

north of Stauffer

Drive may create

pressure for

relatively significant

westerly relocation

of urban envelope

Existing and Approved Land Use

Agricultural operations

(physical resource

consumption; facility

resource consumption;

operational impacts)

- Prime agricultural

land out of production

(Class 1-3; specialty

crop) (area)

- Total farm properties

affected (number;

type; area;

severances, including

RFD/BCD extensions

west of Municipal

Plan alignment for

Strasburg Road)

- Farm infrastructure

displaced (type,

number, area)

- 2.53 ha

- 7; all cash crop (1

owner-occupied; 5

held by development

interests; 1 CoK)

- Severances (4)

- Property 5 – 2

- Property 7 – 2 (NE

corner residual

non-viable for

agriculture; likely

acquired with road

ROW)

- No impacts identified

- 2.05 ha


owner-occupied; 4

held by development

interests; 1 CoK)

- Severances (5)

- Property 5 – 2

- Property 7 – 3 (NE

corner residual

may be non-viable

for agriculture)


- 1.80 ha


owner-occupied; 5

held by development

interests; 1 CoK)

- Severances (5)

- Property 5 – 2

- Property 7 – 3

(residual parcels in

NE and SE corners

may be non-viable

for agriculture)


- 2.84 ha


owner-occupied; 5

held by development

interests; 1 CoK)

- Severances (5)

- Property 5 – 2

- Property 7 – 3

(residual parcels in

NE and SE corners

may be non-viable

for agriculture)


- 2.24 ha


owner-occupied; 4

held by development

interests; 1 CoK)

- Severances (4)

- Property 5 – 2

- Property 7 – 2


- 9.98 ha


owner-occupied; 4

held by development

interests; 1 CoK)

- Severances (9)

- Property 2 – 2 (SE

corner residual

non-viable for

agriculture; likely

acquired with road

ROW)

- Property 5 – 2

- Property 6 – 3

- Property 7 – 2


- 4.79 ha


owner-occupied; 5

held by development

interests; 1 CoK)

- Severances (8)

- Property 5 – 2

- Property 6 – 3

- Property 7 – 3

- No impacts

identified

Other business

operations (500

Stauffer Drive)

- Business

infrastructure,

employees displaced

(type; number)

- Changes (+/-) in

business

exposure/viability

- Potential

encroachment on

farm pond (can be

mitigated; would not

limit irrigation

function)

- Severs internal

access to woodlot

(fire wood supply)

- Main access can be

retained through

direct connection to

Stauffer Drive from

Strasburg Road

- Alignment corridor is

located

approximately 80 m

from main building of

bed and breakfast at

500 Stauffer Drive

(noise, visual

impacts). Reduced

viability


retained through


Stauffer Drive west

of Reidel Drive

- Potential

encroachment on

farm pond (can be


limit irrigation

function)

- Severs internal

access to woodlot

(fire wood supply)


retained through


Stauffer Drive from

Strasburg Road

Alignment corridor is

located

approximately 80 m



500 Stauffer Drive

(noise, visual

impacts). Reduced

viability


retained through


Stauffer Drive west

of Reidel Drive

- Potential

encroachment on

farm pond (can be


limit irrigation

function)

- Severs internal

access to woodlot

(fire wood supply)


retained through


Stauffer Drive from

Strasburg Road


located

approximately 80 m



500 Stauffer Drive

(noise, visual

impacts). Reduced

viability


retained through


Stauffer Drive west

of Reidel Drive

- Potential

encroachment on

farm pond (can be


limit irrigation

function)

- Severs internal

access to woodlot

(fire wood supply)


retained through


Stauffer Drive from

Strasburg Road


located

approximately 80 m



500 Stauffer Drive

(noise, visual

impacts). Reduced

viability


retained through


Stauffer Drive west

of Reidel Drive

- No identified

displacement of

business

infrastructure

- Severs internal

access to woodlot

(fire wood supply)


retained through


west end of Stauffer

Drive from Strasburg

Road (requires

construction of new

150 m connection

road)


located

approximately 150 m



500 Stauffer Drive

(noise, visual

impacts)

- Robert Ferrie Drive

corridor is located

approximately 270 m


bed and

breakfast/conference

centre at 500

Stauffer Drive (noise,

visual impacts)

- No identified

displacement of

business

infrastructure


located

approximately 670 m



500 Stauffer Drive

- Requires

construction of new

greenfield

connection road from

Strasburg Road,

Robert Ferrie Drive

or Caryndale Drive

for main access


corridor is located

approximately 270 m


bed and

breakfast/conference

centre at 500

Stauffer Drive (noise,

visual impacts)

- No identified

displacement of

business

infrastructure


located

approximately 320

m from main

building of bed and

breakfast at 500

Stauffer Drive

- Requires

construction of new

greenfield

connection road

from Strasburg

Road, Robert Ferrie

Drive or Caryndale

Drive for main

access


corridor is located

approximately 270

m from main

building of bed and

breakfast/conferenc

e centre at 500

Stauffer Drive

(noise, visual

impacts)

Approved development

proposals (Plan of

Subdivision 30T-08203

lands)

- Impacts on approved

development lands

(area;

exposure/viability)

- Encroachment on

Doon South

Community Phase 2

lands along west

periphery adjacent to

Reidel Drive (open

space, stormwater

management,

residential,

commercial) (1.72

ha)

- Retains originally

expected level of

exposure to

Strasburg Road

traffic for commercial

uses in southwest

corner of the site; no

impact on viability

- No encroachment

impacts identified.

- Alignment is 250 m

removed from

originally proposed

location for

Strasburg Road,

reducing exposure to

commercial uses for

north-south traffic.

Limited impact to

viability, based on

proximity, retained

exposure to New

Dundee Road traffic

and ease of

connection via

extended Blair Creek

Drive

- Minor encroachment

on Doon South

Community Phase 2

lands at southwest

corner (commercial)

(0.05 ha)


expected level of

exposure to

Strasburg Road


uses in southwest


impact on viability

- Minor encroachment

on Doon South

Community Phase 2

lands at southwest

corner (commercial)

(0.05 ha)


expected level of

exposure to

Strasburg Road


uses in southwest


impact on viability

- Encroachment on

Doon South

Community Phase 2

lands along west

periphery adjacent to

Reidel Drive (open

space, stormwater

management,

residential,

commercial) (1.65

ha)


expected level of

exposure to

Strasburg Road


uses in southwest


impact on viability

- No encroachment

impacts identified


removed from

originally proposed

location for

Strasburg Road,

reducing exposure to

commercial uses for

north-south traffic.

Moderate impact to

viability, based on

limited amount of

prospective

commercial

development

requiring exposure to

Strasburg Road,

retained exposure to

New Dundee Road

traffic, and ease of

connection via

extended Blair Creek

Drive

- No encroachment

impacts identified


removed from

originally proposed

location for

Strasburg Road,

reducing exposure

to commercial uses

for north-south

traffic. Limited

impact to viability,

based on limited

amount of

prospective

commercial

development

requiring exposure

to Strasburg Road,

proximity, retained

exposure to New

Dundee Road traffic,

and ease of

connection via

extended Blair

Creek Drive

Communities

Impacts to individual

properties/

communities

- Encroachment on

individual properties

(number/area)

- Consistency with

defined community

areas (high,

moderate, low)

- Requires land from 6

individual private

properties; 7.66 ha

- High. Coincident

with western

boundary of Doon

South – Phase 2

over most of its

length south of

Stauffer Drive.

Consistent with

Brigadoon

Community plan with

respect to Strasburg

Road location


individual private

properties; 10.74 ha,

including 1.08 ha for

future Blair Creek

Drive

- Moderate.

Somewhat remote

from western

boundary of Doon

South – Phase 2;

potential to redefine

community

boundary.

Consistent with

Brigadoon

Community plan with


Road location


individual private



future Blair Creek

Drive

- Moderate.

Somewhat remote

from western

boundary of Doon

South – Phase 2;


community

boundary.

Consistent with

Brigadoon

Community plan with


Road location


individual private



future Blair Creek

Drive

- Moderate.

Somewhat remote

from western

boundary of Doon

South – Phase 2;


community

boundary.

Consistent with

Brigadoon

Community plan with


Road location


individual private



future Robert Ferrie

Drive

- Moderate.

Coincident with

western boundary of

Doon South – Phase

2 over the majority of

its length south of

Stauffer Drive.

Inconsistent with

Brigadoon

Community plan with


Road location

(potential for nominal

relocation of

community boundary

into Countryside/

Agricultural area)


individual private




Drive and 3.67 ha for

future Blair Creek

Drive

- Low. Remote from

western boundary of

Doon South – Phase

2. Least consistent

with Brigadoon

Community plan with


Road location

(potential for

significant relocation

of community

boundary into

Countryside/Agricult

ural area)

- Requires land from

6 individual private




Drive and 1.87 ha

for future Blair Creek

Drive

- Moderate. Remote

from western

boundary of Doon

South – Phase 2.

Inconsistent with

Brigadoon

Community plan

with respect to

Strasburg Road

location (potential

for significant

relocation of

community

boundary into

Countryside/

Agricultural area)

Community

Connectivity

(Cultural/Social

Linkages)

- Physical changes (+/-

) to established

community

connectors

(trails/roads)

- Changes to delivery

of community

services (emergency;

school

transportation).

- Displacement of 1

km of existing Reidel

Drive

- New roadway

maintains/enhances

community

connections for

delivery of

community services

with planned

collector roads

(Robert Ferrie

Drive/Blair Creek

Drive) in place.

- Full length of Reidel

Drive corridor can be

retained for use as

trail by Doon South

Community

- New roadway

maintains/enhances

community

connections for

delivery of

community services

with planned

collector roads

(Robert Ferrie

Drive/Blair Creek

Drive) in place.

- Displacement of 200

m of existing Reidel

Drive at south end.

Remainder of Reidel

Drive corridor (1.1

km) can be retained

for use as trail by

Doon South

Community

- New roadway

maintains/enhances

community

connections for

delivery of

community services

with planned

collector roads

(Robert Ferrie

Drive/Blair Creek

Drive) in place.



Drive at south end.

Remainder of Reidel

Drive corridor (1.1

km) can be retained

for use as trail by

Doon South

Community

- New roadway

maintains/enhances

community

connections for

delivery of

community services

with planned

collector roads

(Robert Ferrie

Drive/Blair Creek

Drive) in place.



Drive

- New roadway

maintains/enhances

community

connections for

delivery of

community services

with planned

collector roads

(Robert Ferrie

Drive/Blair Creek

Drive) in place


Drive corridor can be

retained for use as

trail by Doon South

Community

- New roadway

maintains/enhances

community

connections for

delivery of

community services

with planned

collector roads

(Robert Ferrie

Drive/Blair Creek

Drive) in place


Drive corridor can

be retained for use

as trail by Doon

South Community

- New roadway

maintains/enhances

community

connections for

delivery of

community services

with planned

collector roads

(Robert Ferrie

Drive/Blair Creek

Drive) in place

Recreational

Opportunities

- Changes (+/-) in

community access to

public recreational/

interpretive areas.

- Consistency with

City’s Pathways and

Trails Master Plan.

- No significant

changes to existing

use/opportunities in

Blair Creek corridor.

- Consistent with


Trails Master Plan

proposal for

Secondary MUP in

Reidel Drive corridor

and facilitates

connection to other

proposed Secondary

MUP routes in study

area.

- Potential reduction of

identified hunting

opportunities in Blair

Creek corridor.

- Inconsistent with

(duplicates) City’s

Pathways and Trails

Master Plan

proposal for

Secondary MUP in

Reidel Drive

corridor, but could be

connected to

proposed east-west

Secondary MUP

routes in study area.


identified hunting


Creek corridor.

- Inconsistent with


Pathways and Trails

Master Plan

proposal for

Secondary MUP in

Reidel Drive


connected to

proposed east-west

Secondary MUP



identified hunting


Creek corridor.

- Inconsistent with


Pathways and Trails

Master Plan

proposal for

Secondary MUP in

Reidel Drive


connected to

proposed east-west

Secondary MUP



identified hunting


Creek corridor (very

close to existing

hunting blind).

- Inconsistent with


Pathways and Trails

Master Plan

proposal for

Secondary MUP in

Reidel Drive corridor,

but extends MUP

opportunity southerly

on Reidel Drive.

Could be connected

to proposed east-

west Secondary

MUP routes in study

area.

- No significant

changes to identified

hunting opportunities

in Blair Creek

corridor.

- Inconsistent with


Pathways and Trails

Master Plan

proposal for

Secondary MUP

around west end of

Blair Creek corridor,

but could be

connected to

proposed east-west

Secondary MUP

routes.

- Potential reduction

of identified hunting


Creek corridor.

- Consistent with


Trails Master Plan

proposal for

Secondary MUP

around west end of

Blair Creek corridor,

and could be

connected to

proposed east-west

Secondary MUP

routes.

Notes:

Properties 6A, 6B and 6C are contiguous parcels under single ownership and have been considered as one holding.

Agricultural severances exclude baseline extension of Robert Ferrie Drive to Strasburg Road East alignments (Municipal Plan baseline). Severances are defined as a splitting of properties to leave more than one remainder parcel

(versus frontage takings), which affect internal circulation on the property and the ability to conduct farming operations.



New Dundee Road



TRANSPORTATION / UTILITIES E2 E3 E4 E4 Modified C2 W1 W2 Modified

Transportation Network/Infrastructure

Transportation

Network

- Provision of Doon

South Community

access (Robert Ferrie

Drive; Blair Creek

Drive) - Average

Annual Daily Traffic

(AADT)

- Compatibility with

RMOW’s New Dundee

Road proposal

- Relieve future demand

on Homer Watson

Boulevard, Huron

Road and Fischer

Hallman Road

- Potential impacts to

local roads and

intersections

- About 37% of Doon

South Community

traffic will use

Strasburg Road and

do so via future

Robert Ferrie Drive

and Blair Creek

Drive

- 2031 AADT volumes

of 8,900 vehicles on

Robert Ferrie Drive

and 7,440 vehicles

on Blair Creek Drive

are in the upper

range limit for

residential collector

roads

- There are seven

intersections in the

surrounding road

network that are

considered critical

and are expected to

have LOS E/F for

critical approaches

in the 2031 AM/PM

peak.

- These critical

intersections are:

Hwy 401 / Homer

Watson Blvd;

Conestoga College

Blvd / Homer

Watson Blvd; Doon

South Drive / Homer

Watson Blvd;

Pioneer Drive /

Homer Watson Blvd;

Manitou Drive /

Homer Watson Blvd;

Battler Road / Huron

Road; and Fischer-

Hallman Road/New

Dundee Road (see

attached intersection

map).

- According to the

Draft Connector

Classification Map

for the Region of

Waterloo, New

Dundee Road is

classified as a

Neighbourhood

Connector/Avenue.

- About 35% of Doon

South Community

traffic will use

Strasburg Road and

do so via future

Robert Ferrie Drive

and Blair Creek

Drive.

- 2031 AADT volumes


Robert Ferrie Drive

and 6,890 vehicles

on Blair Creek Drive.

-

- By 2031, the AADT

on New Dundee

Road (east of

Cameron Road)

would reach about

17,140 vehicles.

- This alignment

option has the same

Level of Service as

E2 alignment at

those critical

intersections since

there is only a slight

variance of traffic

flows from the E2

alignment option.

- The southerly

terminus of

Strasburg Road

intersects with New

Dundee Road in a T-

intersection

formation. This

intersection is offset

approximately 260

meters from

Cameron Road. By

2013 the AADT on

New Dundee Road

between Strasburg

Road and Cameron

Road would reach

29,150 vehicles.

This may cause

additional

operational issues.

- Same as E2

alignment

- Same as E2 and E4

alignments

- Same as E3

alignment expect

that a single

intersection will be

formed at Strasburg

Road/ Cameron

Road and New

Dundee Road

instead of a separate

intersection in the E3

alignment option.

- This alignment

option also has more

or less the same

Level of Service as

E2 alignment at

those critical

intersections since

there is only a slight

variance of traffic

flows from the E2

alignment option.

- Similar to E2, E4

and E4 Modified

alignments, this

alignment also

provides a good

arterial connection to

the existing

interchange at Hwy

401 and Cedar

Creek Road in the

south via Cameron

Road.

- About 30% of Doon

South Community

traffic will use

Strasburg Road and

do so via future

Robert Ferrie Drive

and Blair Creek

Drive

- 2031 AADT volumes


Robert Ferrie Drive

and 6,050 vehicles

on Blair Creek Drive.

- By 2031, the AADT

on New Dundee

Road (east of

Cameron Road)

would reach about

16,790 vehicles.

-

- This alignment

option also has the

same Level of

Service as E2

alignment at those

critical intersections

since there is only a

slight variance of

traffic flows from the

E2 alignment option.

- The southerly

terminus of

Strasburg Road

intersects with New

Dundee Road in a T-

intersection

formation. This


approximately 730

meters from

Cameron Road. By

2013 the AADT on

New Dundee Road

between Strasburg

Road and Cameron

Road would reach

28,590 vehicles.

This may cause

additional

operational issues.

- About 33% of Doon

South Community

traffic will use

Strasburg Road and

do so via future

Robert Ferrie Drive

and Blair Creek Drive

- 2031 AADT volumes


Robert Ferrie Drive

and 6,600 vehicles on

Blair Creek.

- By 2031, the AADT on

New Dundee Road

(east of Cameron

Road) would reach

about 17,010 vehicles.

- This alignment option

also has the same

Level of Service as E2

alignment at those

critical intersections

since there is only a

slight variance of

traffic flows from the

E2 alignment option.

- The southerly

terminus of Strasburg

Road intersects with

New Dundee Road in

a T-intersection

formation. This


approximately 420

meters from Cameron

Road. By 2013 the

AADT on New

Dundee Road

between Strasburg

Road and Cameron

Road would reach

28,950 vehicles. This

may cause additional

operational issues.

Traffic Operations - Road safety and

accessibility (sight

distance; turning

movements)

- A single roundabout

will be formed at

Strasburg

Road/Cameron

Road and New

Dundee Road

- Roundabouts are

preferably sited on

level ground or in

sags rather than at

or near the crests of

hills because it is

more difficult for

drivers to appreciate

the layout when

approaching on an

upgrade. A minimum

stopping sight

distance of 200 m

and object height of

0.15 m for the

westbound drivers

should be provided

for the proposed

roundabout.

- A staggered

intersection (with

north and south legs

260 m apart) will be

formed at Strasburg

Road/Cameron

Road and New

Dundee Road

- From the traffic

operational

perspective, by

staggering Cameron

Road with the future

Strasburg Road, it

creates additional

turning volumes;

requires 4 lanes on

New Dundee Road

west of Cameron

Road; and slows

down traffic on New

Dundee Road.


will be formed at

Strasburg Road/

Cameron Road and

New Dundee Road

- The Strasburg Road

arm will form a skew

angle at the

proposed

roundabout which

may reduce the

speed when entering

the roundabout from

Strasburg Road SB.

- Roundabouts are

preferably sited on

level ground or in

sags rather than at


hills because it is

difficult for drivers to

appreciate the layout

when approaching

on an up gradient. A

minimum stopping

sight distance of

200 m and object

height of 0.15 m for

the westbound

drivers should be

provided for the

proposed

roundabout.


will be formed at

Strasburg Road/

Cameron Road and

New Dundee Road

- Same as E4, the

Strasburg Road arm

will form a skew

angle at the

proposed

roundabout which

may reduce the

speed when entering

the roundabout from

Strasburg Road SB.

- Roundabouts are

preferably sited on

level ground or in

sags rather than at


hills because it is

difficult for drivers to

appreciate the layout

when approaching

on an up gradient. A

minimum stopping

sight distance of

200 m and object


the westbound

drivers should be

provided for the

proposed

roundabout.


will be formed at

Strasburg Road/

Cameron Road and

New Dundee Road

- Same as E2, a

minimum stopping

sight distance of

200 m and object


the westbound

drivers should be

provided for the

proposed

roundabout.

- An additional


formed at Strasburg

Road and New

Dundee Road about

730 m west of the

existing intersection

at Reidel Drive/

Cameron Road and

New Dundee Road

- Similar to E3, by

staggering Cameron

Road with the future

Strasburg Road, it

creates additional

turning volumes;

requires 4 lanes on

New Dundee Road

west of Cameron

Road; and slows

down traffic on New

Dundee Road.

- An additional


formed at Strasburg

Road and New

Dundee Road about

420 m west of the

existing intersection at

Reidel Drive/

Cameron Road and

New Dundee Road

- Similar to E3 and W1,

by staggering

Cameron Road with

the future Strasburg

Road, it creates

additional turning

volumes; requires 4

lanes on New Dundee

Road west of

Cameron Road; and

slows down traffic on

New Dundee Road.

Transportation

Policy Initiatives

- Capability to support

municipal policy

initiatives (transit,

active transportation,

roundabouts)

- Most preferred in

terms of capability to

support municipal

policy on transit,

active transportation

and roundabout

provisions. This

alignment is within

walkable distance for

the Doon South

Community

residents.

- As a general rule of

thumb, the primary

catchment area of a

bus stop is

~400 metres in

radius (less than

25% of people

walking to bus stops

will go farther than

400 m; less than

10% will walk over

700 m). Willingness

to walk depends also

on many other

factors including

quality of the

service, the walking

environment, and

directness of route.

- Blair Creek Drive

would have to

extend westward by

about 260 m as

compared to the E2

alignment.

Therefore, the

walking distance

to/from the transit

stops on future

Strasburg Road

would be longer

compared to the E2

alignment for a

portion of Doon

South community

residents.

- The staggered

intersections

suggest a lesser

degree of network

connectivity,

providing indirect

travel between

Strasburg Road and

Cameron Road for

pedestrians and

cyclists.

- Since this alignment

is very similar to E2,

it is also preferred in

terms of its capability

to support municipal

policy on transit,


and roundabout

provisions.


is very similar to E2

and E4, it is also

preferred in terms of

its capability to

support municipal

policy on transit,


and roundabout

provisions.


would have to

extend westward by

about 260 m as

compared to the E2

alignment.

Therefore, the

walking distance

to/from the transit

stops on future

Strasburg Road

would be longer

compared to the E2

alignment for portion

of Doon South

community

residents.

- The attractiveness of

using public transit

for residents living in

areas beyond

~600 m from the

transit stops would

be minimal and is

not desirable.

According to the

Regional

Transportation Plan,

bus services would

be running on the

future Strasburg

Road. Since this

alignment would be

shifted by more than

800 m outward from

the boundary of the

new Doon South

residential

development area, it

would be the least

attractive option for

transit ridership

unless the future bus

service would be

diverted to travel

entirely on local

roads instead of the

future Strasburg

Road.

- The staggered

intersections

suggest a lesser

degree of network

connectivity,

providing indirect

travel between

Strasburg Road and

Cameron Road for

pedestrians and

cyclists.


requires shifting by

more than 400 m

outward from the

boundary of the new

Doon South

residential

development area, it

would be a less

attractive option for

transit ridership unless

the future bus service

would be diverted to

travel entirely on local

roads instead of the

future Strasburg

Road.

- The staggered

intersections suggest

a lesser degree of

network connectivity,

providing indirect

travel between

Strasburg Road and

Cameron Road for

pedestrians and

cyclists.

- Municipal Services and Utilities

Municipal Services

(local watermain)

- Opportunities for

connections to existing

services

- Provision of standard

cross-section location

- Provision of

continuous services

- Degree of exposure of

utilities and/or utility

conflicts with road

design

- Highest potential

for connectivity and

usage

- Requires additional

watermain

infrastructure

compared to

E3/E4/E4 Modified

- Medium-low potential


usage

- Not feasible to locate

services and utilities

onto Reidel Drive

corridor

- Requires marginally

more watermain

infrastructure than E4

- Medium potential for

connectivity and

usage

- Possibly retain


on Reidel Drive

corridor

- Requires least

watermain

infrastructure


connectivity and

usage

- Possibly retain


on Reidel Drive

corridor

- Requires marginally

more watermain

infrastructure than

E4

- High potential for

connectivity and

usage

- Requires significant

(most) additional

watermain

infrastructure

compared to

E3/E4/E4 Modified

- Lowest potential for

connectivity and

usage

- Not feasible to retain


on Reidel Drive

corridor


additional watermain

infrastructure

compared to

E3/E4/E4 Modified

- Low potential for

connectivity and

usage.

- Not feasible to retain


on Reidel Drive

corridor.


additional watermain

infrastructure

compared to E3/E4/E4

Modified

Utilities (Existing

and Proposed

Plant)

- Opportunities for

connections to existing

utilities


cross-section location

- Provision of

continuous services

- Degree of exposure of

utilities and/or utility

conflicts with road

design

- Highest potential


usage

- Utility conflicts in

Reidel Drive

corridor

- Medium-low potential


usage



onto Reidel Drive

corridor


connectivity and

usage

- Possibly locate


onto Reidel Drive

corridor


connectivity and

usage

- Possibly locate


onto Reidel Drive

corridor

- High potential for

connectivity and

usage.

- Utility conflicts in


- Lowest potential for

connectivity and

usage

- Not feasible to

locate services and

utilities onto Reidel

Drive corridor

- Low potential for

connectivity and

usage



onto Reidel Drive

corridor

FINANCIAL/TECHNICAL E2 E3 E4 E4 Modified C2 W1 W2 Modified

Financial

Cost - Estimate capital cost

($) (excluding

mitigation/overall

benefit for Species at

Risk)

- Property requirements

(number, area) and

ease of acquisition

- Extraordinary

operations and

maintenance

requirements /costs

(e.g., differences in

the number of valves

and water treatment

requirements;

collector road

maintenance)

- Species at Risk

mitigation/overall

benefit (capital cost)

- TOTAL estimated

capital cost

- Total estimated cost

excluding SAR

mitigation is $17.6M,

including 20%

contingency

estimate

- Property cost not

considered, but

would be lowest

given the usage of

the Reidel Drive

corridor at the south

end and existing

City ROW at the

north end

- Lowest relative

operation/maintenan

ce costs

- Highest cost for

SAR mitigation

requirements.

- TOTAL estimated

capital cost is

$18.1M (medium-

high)


excluding SAR

mitigation is

$16.3M, including

20% contingency

estimate

- Property cost not

considered, but

would be medium-

high (low where

within the existing

City ROW at the

north end, but high

in the south end due

to the property

severance)

- Medium relative

operation/maintenan

ce costs

- Medium cost for

SAR mitigation

requirements

- TOTAL estimated

capital cost is

$16.7M (medium-

low)


excluding SAR


including 20%

contingency

estimate

- Property cost not

considered, but

would be medium-

high (low where

within the existing

City ROW at the

north end, but high


to the property

severance)

- Medium relative

operation/maintenan

ce.

- Medium cost for

SAR mitigation

requirements

- TOTAL estimated

capital cost is

$15.8M (marginally

higher than lowest)


excluding SAR


including 20%

contingency

estimate

- Property cost not

considered, but

would be medium-

high (low where

within the existing

City ROW at the

north end, but high


to the property

severance)

- Medium relative

operation/maintenan

ce.

- Medium cost for

SAR mitigation

requirements

- TOTAL estimated

capital cost is

$15.4M (lowest)


excluding SAR


including 20%

contingency

estimate

- Property cost not

considered, but will

be medium (low

within the existing

Reidel Drive

corridor, but higher

in the north end

where outside of the

existing City ROW)

- Medium relative

operation/maintenan

ce costs

- Higher cost for SAR

mitigation

requirements

- TOTAL estimated

capital cost is

$17.2M (medium)


excluding SAR


including 20%

contingency

estimate

- High construction

cost due to the

greater length of the

alignment, and

future Blair Creek

Drive and Robert

Ferrie Drive and

associated services

- Property cost not

considered, but

would be highest as

it does not follow

any established

corridors

- Highest relative

operation/maintenan

ce costs

- No SAR mitigation

requirements, since

there are no

Jefferson

salamander area

crossing

- TOTAL estimated

capital cost is

$22.1M (marginally

lower than highest)


excluding SAR

mitigation is

$22.5M, including

20% contingency

estimate

- Highest construction

cost due to the

greater length of the

alignment, and

future Blair Creek

Drive and Robert

Ferrie Drive and

associated services,

as well as bridge

requirement

- Property cost not

considered, but

would be high

- Medium High

relative operation

and maintenance

costs

- Lower cost for SAR

mitigation

requirements since

Jefferson

salamander

regulation area is

narrower compared

to other options.

- TOTAL estimated

capital cost is

$22.8M (highest)

Technical

Roadway

Geometric Design

Requirements

- Conformance to TAC

and City of

Kitchener/RMOW

standards

- Conforms to TAC

and City of

Kitchener/RMOW

standards based on

design speed of 80

km/h and 6%

superelevation rate

- Short back to back

reverse curves are

undesirable.

- Minimizes

intersections with

New Dundee Road

- Conforms to TAC

and City of

Kitchener/RMOW

standards based on

design speed of 80

km/h and 6%

superelevation rate

- Longer reverse

curves are

undesirable, but

better than the short

curves of Option E2

and W2 Modified

- Introduces

additional

intersection with

New Dundee Road

- Conforms to TAC

and City of

Kitchener/RMOW

standards based on

design speed of 80

km/h and 6%

superelevation rate

- Longer reverse

curves are

undesirable, but


curves of Option E2

and W2 Modified

- Minimizes

intersections with

New Dundee Road

- Conforms to TAC

and City of

Kitchener/RMOW

standards based on

design speed of 80

km/h and 6%

superelevation rate

- Longer reverse

curves are

undesirable, but


curves of Option E2

and W2 Modified

- Minimizes

intersection with

New Dundee Road

- Conforms to TAC

and City of

Kitchener/RMOW

standards based on

design speed of 80

km/h and 6%

superelevation rate

- C2 and W1 have

simplified geometry

compared to the

other options.

- Minimizes

intersections with

New Dundee Road

- Conforms to TAC

and City of

Kitchener/RMOW

standards based on

design speed of 80

km/h and 6%

superelevation rate

- C2 and W1 have

simplified geometry

compared to the

other options.

- Introduces

additional

intersection with

New Dundee Road

- Conforms to TAC

and City of

Kitchener/RMOW

standards based on

design speed of 80

km/h and 6%

superelevation rate

- Short back to back

reverse curves are

undesirable.

- Introduces

additional

intersection with

New Dundee Road

Structural/Foundati

on/Pavement

Design

Requirements

- Conformance to TAC

and City of Kitchener

standards

- Requirements for

pavement depth and

/or foundation

footprint, based on soil

conditions

- Structural

requirements relative

to capital cost and

long term

maintenance

requirements

- Conforms to TAC

and City of

Kitchener standards

- Worst soil conditions

due to the longer

span of the

watercourse/

wetland crossings

- A 52 m long 2-span

Bridge will be

installed at the creek

crossing to avoid

creek realignment,

with 3 m height for

wildlife passage.

This is the most

sensitive

watercourse

crossing location

- Retaining wall

required to avoid

creek realignment

- Conforms to TAC

and City of

Kitchener standards

- Good soil conditions

with minimized

crossings of

wetlands and

watercourses

- A12 m wide Bridge

will be installed at

the creek crossing,

with 3m height for

wildlife passage

-

- Conforms to TAC

and City of

Kitchener standards


with minimized

crossings of

wetlands and

watercourses

- A 12m wide Bridge


the creek crossing,

with 3m height for

wildlife passage, but

with greater impact

than E4 Modified

- Conforms to TAC

and City of

Kitchener standards


with minimized

crossings of

wetlands and

watercourses

- A 12m wide Bridge


the creek crossing,

with 3m height for

wildlife passage,

with similar impact

as E3.

- Conforms to TAC

and City of

Kitchener standards

- Worst soil conditions

due to the multiple

watercourse and

wetland crossings

- Two 12m wide

Bridges will be

installed at the creek

crossings, with 3m

height for wildlife

passage

- Retaining wall

required to avoid

creek realignment

- Conforms to TAC

and City of

Kitchener standards

- Best soil conditions,

since there are no

watercourse or

wetland crossings

- No structural

requirements, but

minimum two

smaller culverts

needed for drainage

of agricultural fields

to the west

- Conforms to TAC

and City of

Kitchener standards


with minimized

crossings of

wetlands and

watercourses

- Reduced length of

wetland crossing

- A 12m wide Bridge


the creek crossing,

with 3m height for

wildlife passage

Topographic; Earth

Balance

- Potential for excessive

borrow quantity or

excessive off-site

disposal of earth

material (volume)

- Requirements for

excessive (steep)

grades (length)

- Ability to maintain

positive drainage, in

combination with

number of suitable

drainage outlets and

established Blair

Creek subwatershed

strategy

- Each option has

significant borrow

requirements due to

method of setting

profile. However,

this will be refined

upon selection of the

preferred alignment

- Greater potential for

drainage outlets due

to proximity to Blair

Creek

- Each option has

significant borrow

requirements due to

method of setting

profile. However,



preferred alignment




Creek

- Each option has

significant borrow

requirements due to

method of setting

profile. However,



preferred alignment




Creek

- Each option has

significant borrow

requirements due to

method of setting

profile. However,



preferred alignment




Creek

- Each option has

significant borrow

requirements due to

method of setting

profile. However,



preferred alignment

- Greatest potential

for drainage outlets

due to multiple

crossings of Blair

Creek

- Each option has

significant borrow

requirements due to

method of setting

profile. However,



preferred alignment

- Most distance from

Blair Creek,

therefore reduced

potential for

drainage outlets

(marginal)

- Each option has

significant borrow

requirements due to

method of setting

profile. However,


upon selection of

the preferred

alignment




Creek

Constructability - Adequate access to

corridor

- Potential conflicts with

existing infrastructure

(other than utilities)


horizontal and vertical

clearance

requirements

- Extraordinary staging

requirements

- Access similar for all

options

- Higher potential of

conflicts with

existing

infrastructure in the


- High potential timing

and permitting

conditions due to

multi-span creek

crossing and impact

to vegetated areas.


options

- Medium-high

potential timing and

permitting conditions

due to creek

crossing and impact

to vegetated areas


options

- Medium-high



due to creek

crossing and impact

to vegetated areas


options

- Medium-high



due to creek

crossing and impact

to vegetated areas


options

- Higher potential of

conflicts with

existing

infrastructure in the


- High potential timing

and permitting

conditions due to

multiple crossings

and greater impact

to vegetated areas.


options

- Least structural

requirements and

tree clearing,

resulting in least

timing restrictions

and reduced permit

conditions

- Access similar for

all options

- Medium potential

timing and

permitting

conditions due to

creek crossing and

impact to vegetated

areas


OF ALIGNMENTS



New Dundee Road



SUMMARY EVALUATION OF


The potential impacts and related advantages and disadvantages of the alignment

alternatives have been identified by conducting a comparative assessment using

the foregoing Evaluation Criteria. Following is the summary of the evaluation

which was used to arrive at the selection of the Technically Preferred Alignment.

Alignments were scored by assigning a score of 10 to the alignment that best

meets the project objectives or would create the fewest adverse impacts, and

indexing the remaining alignments against the preferred alternative for each

Factor (maximum score of 10; minimum score of 1). Factor scores were averaged

to arrive at a normalized score for each Factor Group, because there are a

different number of factors in each Factor Group.

EVALUATION FACTOR ALIGNMENT ALTERNATIVE

EAST CENTRAL WEST

E2 E3 E4 E4 Modified C2 W1 W2 Modified


1A. Terrestrial Ecosystems 5 6 6 7 4 10 7

1B. Aquatic Ecosystems 4 6 5 6 4 10 8

1C. Groundwater Resources 7 6 7 9 3 10 7

1D. Surface Drainage 8 9 9 9 8 10 7

1E. Species at Risk Permits 2 2 2 2 1 10 2

Natural Environment Score 5.20 5.80 5.80 6.60 4.00 10.00 6.20

Natural Environment Summary W1 is the preferred option with respect to potential impacts to natural heritage features (terrestrial/aquatic) because it avoids crossings of the Blair

Creek corridor (including the significant woodlot at the west end, wetlands (including Provincially Significant Wetland), Species at Risk (SAR)

regulated habitat, regulated floodplain area, and the locally sensitive groundwater recharge/discharge area. It overlies the Regional recharge area

and a small portion of a Wellhead Protection Area (level 4), it will not interfere with an active well and is the furthest alignment from areas identified as

a future Regional groundwater source zone. It would also create less of a barrier to wildlife movement because it does not cross contiguous natural

features associated with the creek corridor.

E2 and C2 are the least preferred due to large (E2), or multiple crossings (C2) which result in higher impacts to wetlands, aquatic habitat, wildlife

passage, and SAR habitat. E2 does not overlie either the Regional or local groundwater recharge areas, or fall within a WPA, but the crossings will

impact local recharge discharge conditions and is close to an active well.

W2 Modified and E4 Modified have the smallest crossings of the Blair Creek corridor which minimizes impacts to natural heritage features. W2

Modified has a smaller crossing but is closer to high quality wetland communities. These smaller crossings decrease groundwater impacts relative to

other alignments; however, W2 Modified overlies both the Regional and local recharge zones, and still requires crossings of the PSW and has higher

impacts than W1.

E3 and E4 have lower impacts to natural heritage features than E2 and C2 due to narrower crossings of the Blair Creek corridor. E3 is preferred to

E4 in this regard. These alternatives are similar to E2 from a groundwater perspective.

W1 is preferred from a Species at Risk Permit perspective as it avoids regulated habitat for the Jefferson Salamander. All other alternatives would

necessitate securing a permit from MNR. C2 is considered worst from this perspective as it would also eliminate high quality potential habitat.


EAST CENTRAL WEST


2. SOCIO–ECONOMIC ENVIRONMENT

2A. Land Use Policy 10 6 9 9 5 1 3

2B. Existing and Approved Land Use 6 5 6 6 10 7 7

2C. Communities 9 8 10 10 6 4 8

2D. Noise 2 4 3 3 5 10 8

Socio-Economic Environment Score 6.75 5.75 7.00 7.00 6.50 5.50 6.50

Socio-Economic Environment

Summary

With respect to land use policy, significant weight was attached to compatibility with the Region of Waterloo’s Countryside Line and the City of Kitchener’s urban-rural

boundary, and the potential for the new Strasburg Road alignment to create pressure for westerly expansion of the urban envelope into the protected countryside.

Alignment E2 exhibits the highest degree of compatibility with land use policies since it is closest to the existing boundary, but is not much different than Alignments

E4/E4 Modified. Alignments E3 and C2 exhibit similar degrees of compatibility, while Alignments W2 Modified and W1 exhibit a low degree of compatibility (potential

for relatively significant to very significant relocation of the urban envelope).

Alignment E2 imposes the least impacts to prime agricultural lands and agricultural operations, and is the preferred option. However, the East alignments impose the

most impacts on the B&B business at 500 Stauffer Drive. Conversely, Alignment W1 imposes the least impacts on the B&B business at 500 Stauffer Drive, but would

result in the greatest impacts to agricultural resources and operations. Potential impacts to the planned development at the northeast corner of Reidel Drive and New

Dundee Road are not considered to be significant or different across the alignments. Alignment C2 represents the best balance of impacts to existing and approved

future land use.

Alignment E2 would require the least private property and exhibits the highest degree of compatibility with planned community boundaries (Brigadoon, Doon South –

Phase 2). Alignments E3 or E4/E4 Modified represent the best opportunities for maintaining or enhancing community connectivity, when considering retaining the

existing Reidel Drive corridor as part of the future Doon South trail system to enhance connectivity (see also Cultural Environment Summary).

Background noise will increase in the study area due to natural growth in traffic. W1 is the preferred option acoustically (only one sensitive receptor would experience

significant noise increases), but there are few receptors in the study area. Key receptors are the residences at 500 Stauffer Drive and 271 Reidel Drive, and

Alignments E2 and E4/E4 Modified would create the most significant impacts to these locations.

Overall, Alignment E4 or Alignment E4 Modified is the preferred alternative from a socio-economic perspective.



New Dundee Road



SUMMARY EVALUATION OF



EAST CENTRAL WEST



3A. Archaeological Resources 2 4 4 4 4 10 4

3B. Built Heritage 4 4 2 4 5 10 9

2C. Cultural Heritage Landscapes 2 5 3 4 6 10 9

Cultural Environment Score 2.67 4.33 3.00 4.00 5.00 10.00 7.33

Cultural Environment Summary W1 is the preferred option with respect to potential impacts to archaeological resources because it avoids the most areas with indicated

archaeological potential near the Blair Creek corridor. E2 is the least preferred option because of its high impact to features indicating

archaeological potential (e.g. watercourses, identified archaeological sites) and areas of indicated archaeological potential (300 m

proximity to primary, secondary, or past watercourses and identified archaeological sites). C2 impacts on the largest area of indicated

archaeological potential; however, it impacts fewer features indicating archaeological potential than E2.

W1 is the preferred option with respect to potential impacts to cultural heritage resources because it avoids all four heritage roadscapes,

the farm complex located on the existing Reidel Drive corridor, and minimizes impacts to CHL 7 and the designated heritage resource at

CHL 2, which are located north of Stauffer Drive.

W2 Modified is the next preferred option given that it avoids the four identified heritage roadscapes, and minimizes impacts to CHL 1,

CHL 2 and CHL 7 (impacts are limited to the disruption of fields).

C2 will result in lower impacts to CHL 2, a designated heritage resource, and to CHL 3 and CHL 4, scenic-heritage roadscapes. It will,

however, negatively impact CHL 5 and CHL 6 through full and partial removal, and disrupt significant views associated with CHL 1.

E2, E4 and E4 Modified are the least preferred options given their disruption to landscape elements and associated views to and from

CHL 2; disruption to landscape elements associated with CHL 1; and disruption to roadscapes at CHL 3, CHL 4 and CHL 5. Further, E2

will result in removal of CHL 6.

Alignments C2, W1 and W2 Modified will result in the extension of connector roads through the southern fields associated with CHL 1,

and the northern fields associated with CHL 2 and CHL 7. The Robert Ferry Drive extension, in particular, has the potential to disrupt

cultivated fields and hedgerows associated with CHL 2, as well as obstruct significant views from the farmstead to the woodlot and

fields.


EAST CENTRAL WEST



4A. Transportation Network/Infrastructure 10 7 9 9 9 5 6

4B. Municipal Services and Utilities 10 6 9 8 7 4 5

Transportation/Municipal Services & Utilities

Score10.00 6.50 9.00 8.50 8.00 4.50 5.50

Transportation/Utilities Summary E2 is the preferred option with respect to compliance with transportation/municipal services policies, and also shows the highest

projected use for passenger vehicle and public transit usage. The use of existing Reidel Drive makes this preferred from a servicing

perspective as well.

E4, E4 Modified and C2 are moderate options in these regards due to partial use of the existing Reidel Drive corridor with E4 being

slightly higher than C2 because its alignment north of Stauffer Drive is more consistent with transportation/municipal services policy. E4

Modified requires additional length of watermain compared to E4, and is therefore scored slightly lower than E4 for the Municipal

Services/Utilities factor.

E3 and W1 and W2 Modified are the least preferred options since their distance from existing infrastructure reduces projected usage

by passenger vehicles and transit users and reduces demand/connectivity for services/utilities, while increasing new infrastructure

requirements. They also create the need for a staggered crossing of New Dundee Road via an additional intersection not required by

the other alignments which meet New Dundee Road at the existing intersection of Reidel Road and New Dundee Road. E3 provides

just a minimal acceptable spacing between the existing and new intersections, while W2 Modified and W1 provide reasonable spacing,

but all three cause north-south flowing traffic to “jog” east-west across New Dundee Road, increasing volume and local traffic

operations delay in the New Dundee Road corridor.


EAST CENTRAL WEST



5A. Financial 5 7 9 10 6 4 3

5B. Technical 5 7 7 8 6 10 7

Financial/Technical Score 5.00 7.00 8.00 9.00 6.00 7.00 5.00

Financial/Technical Summary E4 Modified is the preferred option from a financial perspective, with the lowest capital and operational costs, followed closely by

E4. Alignments E3, C2 and E2 have higher capital and operational costs. W1 and W2 Modified have the highest capital and

operational costs, with W2 Modified the least preferred option financially.

The cost of mitigation for Jefferson Salamander Habitat varies, ranging from 0% to 2.5% of overall capital costs. W1 has no mitigation

costs (i.e., complete avoidance of the regulated area), and E2 has the highest mitigation cost, since its alignment has the longest

crossing of the Jefferson Salamander regulated area. The cost of mitigation does not affect the ranking of the overall capital costs.

Although all options are technically feasible, W1 is the easiest to construct from a technical perspective due to the avoidance of large

crossing structures and of wetland areas, as well as reduced vegetation clearing requirements. C2 and E2 are the least preferred

options due to their respective requirements for multiple watercourse crossing bridge structures and multiple span bridge structures. C2

is scored slightly higher than E2 due to its simplified road geometry.



New Dundee Road



PRELIMINARY

COST ESTIMATE

PRELIMINARY “CLASS C” COST ESTIMATE

(-15% TO +35% PRECISION VARIANCE)

FACTOR ALIGNMENT ALTERNATIVE

E2 E3 E4E4

C2 W1W2

Mod Mod

CAPITAL COST

(EXCLUDING ENDANGEREDSPECIES MITIGATION):

Full urbanization with storm sewers and

stormwater management ponds

Watermain along the full length of roadway

Clear span bridges crossing Blair Creek

Roundabouts

Reconstruction requirements at New Dundee

Road

Extensions of Robert Ferrie Drive and Blair Creek

drive

20% Contingency

$17.6

Million

$16.3

Million

$15.4

Million

$15.0

Million

$16.8

Million

$22.1

Million

$22.5

Million

ENDANGERED SPECIES MITIGATION COST:

Amphibian tunnels - Spaced every 50m north and

south of the bridge within Jefferson Salamander

regulated area

Concrete funnel walls

There may be additional costs to achieve “overall

benefit” required under the Endangered Species

Act, which are difficult to quantify at this stage

$490K $350K $370K $370K $440K $0 $260K

TOTAL CAPITAL COST$18.1

Million

$16.7

Million

$15.8

Million

$15.4

Million

$17.2

Million

$22.1

Million

$22.8

Million

E2 E3 E4E4

C2 W1W2

Mod Mod



New Dundee Road



Alignment

Alternative

Principal

Advantages

Principal

Disadvantages

E2

• Does not overlie the Regional groundwater recharge area or

local Wellhead Protection Zones (common to East

alignments)

• Least intrusive to Protected Countryside/Agricultural area

• Least impact to agricultural lands/operations

• Most effective in meeting traffic, transit, and municipal

servicing objectives

• Lowest private property requirements

• High impact to natural heritage features (longest crossing of Blair

Creek corridor)

• Crosses regulated SAR habitat and poses significant challenges

associated with obtaining an Endangered Species Act permit

• Most significant impacts to resident and bed and breakfast business at

500 Stauffer Drive

• Greatest noise impacts to the two most sensitive receptors

• Most significant impacts to cultural heritage features (roadscapes, farm

complexes)

E3

• Low impacts to natural heritage features

• Shortest crossing of Blair Creek corridor



• Intrusive to Protected Countryside south of Stauffer Drive


500 Stauffer Drive (coincident with E2)

• High impact to cultural heritage features (farm complexes)

• Greatest traffic operations concerns due to relatively closely spaced

offset intersections on New Dundee Road

E4

• Relatively high overall conformance with Official Plan policies;

acceptable level of intrusion on Protected Countryside and

impacts to agricultural

• Effective in meeting traffic, transit, and municipal servicing

objectives

• Provides opportunity to enhance scenic heritage road and trail

network





• Two directly impacted sensitive noise receptors


E4

Modified

• Shortest crossing of Blair Creek corridor, limiting impacts to

natural heritage features, including wetlands, groundwater,

surface water and fish habitat

• Relatively high overall conformance with Official Plan policies;

acceptable level of intrusion on Protected Countryside and

impacts to agricultural resources/operations


objectives

• Provides opportunity to enhance scenic heritage road and trail

network

• Lowest capital cost






C2

• Most equitable property impacts north of Stauffer Drive


objectives

• High impact to natural heritage features (multiple crossings of Blair

Creek corridor); overlies both Regional groundwater recharge area and

locally significant recharge zone



• Intrusive to Protected Countryside north of Stauffer Drive

• Two directly affected sensitive noise receptors

• High impact to cultural heritage features (roadscapes, farm complexes)

W1

• Avoids natural heritage features, including wetlands, forests,

streams and fish habitat, wildlife passage areas, regulated

floodplain

• Lowest potential impact to shallow groundwater flow direction

and rate

• Avoids regulated SAR habitat and significant challenges


• Least significant impacts to resident and bed and breakfast

business at 500 Stauffer Drive

• Lowest noise impacts

• Avoids cultural heritage features (roadscapes); limited

impacts to other cultural heritage features (farm complexes)

• Best spacing of any New Dundee Road intersection option

not at the existing Reidel Drive-Cameron Road location

• Most constructible

• Overlies Regional groundwater recharge area and partially overlies

Wellhead Protection Area (Level 4)

• Least compatible with land use policy objectives (most intrusive to

Protected Countryside/Agricultural area)

• Highest impact to agricultural lands/operations

• Requires the most private property

• Least effective in meeting traffic, transit, and municipal servicing

objectives

• High capital cost (marginally lower than W2 Modified)

W2

Modified

• Limited impacts to aquatic ecosystem

• Limited impacts to cultural heritage features (farm complexes,

roadscapes)

• Low noise impacts

• Proximity to sensitive woodland and wetland communities at upper end

of Blair Creek corridor

• Overlies Regional groundwater recharge area and partially overlies

Wellhead Protection Area (Level 4)



• Lower degree of effectiveness in meeting traffic, transit, and municipal

servicing objectives than East and Central alternatives

• Highest capital cost

ADVANTAGES AND

DISADVANTAGES OF

ALTERNATIVES



New Dundee Road



PROJECT TEAM

EVALUATION

The Project Team considered the advantages and

disadvantages of the alignment alternatives

identified by the Consultant Team and arrived at the

following aggregate scores and rankings.

FINAL SCORING SUMMARY

FACTOR ALIGNMENT ALTERNATIVE

E2 E3 E4E4

C2 W1W2

Mod Mod


1A. Terrestrial Ecosystems 5 6 6 7 4 10 7

1B. Aquatic Ecosystems 4 6 5 6 4 10 8

1C. Groundwater Resources 7 6 7 9 3 10 7

1D. Surface Drainage 8 9 9 9 8 10 7

1E. Species at Risk Permits 2 2 2 2 1 10 2

Natural Environment Score 5.20 5.80 5.80 6.60 4.00 10.00 6.20

2. SOCIO–ECONOMIC ENVIRONMENT

2A. Land Use Policy 10 6 9 9 5 1 3

2B. Existing and Approved Land Use 6 5 6 6 10 7 7

2C. Communities 9 8 10 10 6 4 8

2D. Noise 2 4 3 3 5 10 8

Socio-Economic Environment Score 6.75 5.75 7.00 7.00 6.50 5.50 6.50


3A. Archaeological Resources 2 4 4 4 4 10 4

3B. Built Heritage 4 4 2 4 5 10 9

2C. Cultural Heritage Landscapes 2 5 3 4 6 10 9

Cultural Environment Score 2.67 4.33 3.00 4.00 5.00 10.00 7.33


4A. Transportation Network/Infrastructure 10 7 9 9 9 5 6

4B. Municipal Services and Utilities 10 6 9 8 7 4 5

Transportation/Municipal Services & Utilities Score10.00 6.50 9.00 8.50 8.00 4.50 5.50


5A. Financial 5 7 9 10 6 4 3

5B. Technical 5 7 7 8 6 10 7

Financial/Technical Score 5.00 7.00 8.00 9.00 6.00 7.00 5.00

TOTAL SCORE 29.62 29.38 32.80 35.10 29.50 37.00 30.53

RANK 5 7 3 2 6 1 4

% BEHIND FIRST RANKED ALIGNMENT 20 21 11 5 20 17

E2 E3 E4E4

C2 W1W2

Mod Mod



New Dundee Road



TECHNICALLY PREFERRED

ALIGNMENT -

ALIGNMENT W1

As scored by the Project Team, Alignment W1

has been identified as the Technically Preferred

Alignment.



New Dundee Road



Alignment W1 represents an acceptable balance of advantages

and disadvantages across the spectrum of evaluation criteria

and is being carried forward for presentation to stakeholders as

the new Technically Preferred Alignment.

Rationale for selection of Alignment W1:

Avoids natural heritage features, including wetlands, forests,

streams and fish habitat, wildlife passage areas,

groundwater recharge areas, regulated floodplain

Avoids regulated SAR habitat and significant challenges


Results in the least significant impacts to resident and bed

and breakfast business at 500 Stauffer Drive

Results in the lowest noise impacts

Avoids cultural heritage features (roadscapes); limited

impacts to other cultural heritage features (farm complexes)

Provides the desired spacing between the new intersection

on New Dundee Road and the existing Reidel Drive-Cameron

Road intersection

Is physically the easiest option to construct

Note: Notwithstanding the advantages of Alignment W1, the

Project Team has expressed concerns over the potential

cumulative effects of this alignment on natural heritage features

and agricultural resources associated with the anticipated

pressure to relocate the west limit of the City’s urban boundary

to match the new Strasburg Road alignment.

RATIONALE FOR

TECHNICALLY PREFERRED

ALIGNMENT



New Dundee Road



New Dundee Road/Strasburg Road Intersection

The preferred intersection option will be determined through the

Region of Waterloo’s Roundabout Screening Process

INTERSECTION CONCEPTS

Robert Ferrie Drive/Strasburg Road Intersection

The appropriate intersection treatment for the Strasburg Road/Robert

Ferrie Drive intersection will be determined through a future Plan of

Subdivision process, or a separate Class EA for the Robert Ferrie

Drive Extension.

Roundabout

Blair Creek Drive/Strasburg Road Intersection

The preferred intersection option will be determined through the

Region of Waterloo’s Roundabout Screening Process

Roundabout Signalized

Signalized



New Dundee Road



NEXT STEPS

PIC No. 4 material will be placed on the project

website:

www.kitchener.ca/en/businessinkitchener/Environmental_assessments.asp

All comments required to be received by the City by

May 8, 2013.

The Project Team will meet with Heritage Kitchener

and the City’s Environmental Committee on May 7,

2013.

The Project Team will present the Technically

Preferred Alignment to the City’s Planning and

Strategic Initiatives Committee on May 22, 2013.

The Project Team will carefully consider all

stakeholder input received and proceed with

preliminary design of the Technically Preferred

Alignment, which may include minor adjustments to

the alignment to mitigate potential impacts.

The Project Team will continue its ongoing dialogue

with government agencies to stay up to date on

evolving regulatory requirements (e.g., Endangered

Species Act) and land use policy decisions (e.g.,

Ontario Municipal Board hearing on the Regional

Official Plan).

The Environmental Study Report (ESR) will be

prepared, presented to City Council and filed in the

public record for review and comment (scheduled for

Fall 2013).

STRASBURG ROAD EXTENSION · STRASBURG ROAD EXTENSION From North of Stauffer Drive to New Dundee...

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