Ministry of the Environment Government Information Office Region of Waterloo West Central Region Kitchener City Hall Office of the Regional Clerk 119 King Street West, 12th Floor 200 King Street W, Main Floor 150 Frederick Street, 2nd Floor Hamilton ON L8P 4Y7 Kitchener ON N2G 4G7 Kitchener ON N2G 4J3 City of Kitchener City of Cambridge Cambridge Public Library Clerk’s Office Clerk’s Office Preston Branch Kitchener City Hall Cambridge City Hall 435 King Street E 200 King Street W, 2nd Floor 50 Dickson Street Cambridge ON N3H 3N1 Kitchener ON N2G 4G7 Cambridge ON N1R 5W8

The project is subject to the Ontario Environmental Assessment Act and is being carried out as a Group “B” project under the Class Environmental Assessment for Provincial Transportation Facilities (2000) with the opportunity for public input throughout. This Transportation Environmental Study Report (TESR) has been prepared and is available for a 30-day public review period. Interested persons are encouraged to review this document and provide comments by October 30, 2009. If, after consulting with the Ministry’s consultants and staff, you have serious unresolved concerns, you have the right to make a formal written request to the Minister of the Environment (The Honourable John Gerretsen, 12th Floor, 135 St. Clair Avenue West, Toronto, Ontario, M4V 1P5) to issue a Part II Order. A Part II Order may lead to preparation of an Individual Environmental Assessment. A copy of the Part II Order request should be forwarded to the Ministry of Transportation and Stantec Consulting Ltd. at the addresses below. If there are no outstanding concerns on October 30, 2009, this project will be considered to have met the requirements of the Class EA for Provincial Transportation Facilities (2000) and can proceed to the next stage of the study, detail design. Information collected will be used in accordance with the Freedom of Information and Protection of Privacy Act. With the exception of personal information, all comments will become part of the public record. The project team is also available to discuss the information contained in this report and may be contacted as follows:

Gregg Cooke, P.Eng. Maya Caron, MCIP, RPP Scott Howard James Corcoran Project Manager Environmental Planner Project Manager Environmental Planner Stantec Consulting Ltd. Stantec Consulting Ltd. Ministry of Transportation Ministry of Transportation 1400 Rymal Rd. East 100–401 Wellington St. W 659 Exeter Road 659 Exeter Road Hamilton ON L8W 3N9 Toronto ON M5V 1E7 London ON N6E 1L3 London ON N6E 1L3 Phone: 1-905-385-3234 Phone: 1-416-598-7162 Tel: (519) 873-4568 or Tel: (519) 873-4741 or (call collect) Fax: 1-905-385-3534 1-800-265-6072 1-800-265-6072 Fax: 1-905-385-3534 [email protected] Fax: (519) 873-4600 Fax: (519) 873-4600 [email protected] [email protected] [email protected]

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TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00

Table of Contents

EXECUTIVE SUMMARY E.1 1.0 OVERVIEW OF THE UNDERTAKING 1.1 1.1 Project History 1.1 1.1.1 Previous and Adjacent Studies 1.2 1.2 Study Purpose 1.4 1.3 Purpose of Report 1.4 2.0 OUTLINE OF ENVIRONMENTAL ASSESSMENT PROCESS 2.1 2.1 Project Specific Study Process 2.1 2.2 Environmental Assessment Approval Regulations 2.1 2.2.1 Canadian Environmental Assessment Act 2.1 2.2.2 Project Specific Environmental Assessment Process 2.2 2.2.3 Other Approvals Required 2.2 3.0 TRANSPORTATION NEEDS ASSESSMENT 3.1 3.1 Transportation Problems 3.1 3.1.1 Traffic Demand Forecasting 3.1 3.1.2 Safety and Operations 3.2 3.1.3 Adjacent Development and Regional Growth 3.2 3.2 Transportation Opportunity 3.2 3.3 Alternative Transportation Options (“Alternatives To”) 3.3 3.4 Screening and Evaluation of Transportation Options 3.4 3.5 Project Initiation Stage 3.6 4.0 CONSULTATION 4.1 4.1 Initial Notification 4.1 4.2 Public Information Centre—February 23, 2009 4.1 4.2.1 Property Owners Meeting 4.3 4.3 External Agency Consultation 4.4 4.3.1 Municipal Input 4.5 4.3.2 Aboriginal Consultation 4.5 5.0 EXISTING CONDITIONS 5.1 5.1 Natural Environment 5.1 5.1.1 Physiography 5.1 5.1.2 Groundwater 5.1 5.1.3 Fisheries and Aquatic Ecosystems 5.5 5.1.4 Terrestrial Ecosystems 5.6 5.2 Socio-Economic Environment 5.8 5.2.1 Land Use 5.8 5.2.2 Noise 5.10 5.2.3 Air Quality 5.10

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5.2.4 Recreation 5.10 5.2.5 Transportation 5.11 5.3 Cultural Environment 5.11 5.3.1 Archaeology 5.11 5.3.2 Built Heritage and Cultural Landscape 5.11 6.0 PRELIMINARY DESIGN 6.1 6.1 Evaluation Process 6.1 6.2 Traffic Analysis 6.2 6.2.1 Traffic Demand Forecasting 6.2 6.2.2 Microsimulation Traffic Analysis 6.3 6.3 Highway 401 and Highway 8 Interchange Alternatives 6.3 6.3.1 Highway 401/Highway 8 Interchange Alternative1 6.7 6.3.2 Highway 401/Highway 8 Interchange Alternative 2 6.8 6.3.3 Highway 401/Highway 8 Interchange Alternative 3 6.9 6.3.4 Highway 401/Highway 8 Preferred Interchange Plan 6.10 6.4 King Street Interchange Alternatives 6.10 6.4.1 King Street Interchange Alternative1 6.13 6.4.2 King Street Interchange Alternative 2 6.14 6.4.3 King Street Interchange Alternative 3 6.15 6.4.4 King Street Interchange Alternative 4 6.16 6.4.5 King Street Preferred Interchange Plan 6.16 6.5 Sportsworld Drive Interchange Alternatives 6.16 6.5.1 Sportsworld Drive Interchange Alternative 1 6.19 6.5.2 Sportsworld Drive Interchange Alternative 2 6.20 6.5.3 Sportsworld Drive Interchange Alternative 3 6.21 6.5.4 Sportsworld Drive Interchange Alternative 4 6.22 6.5.5 Sportsworld Drive Alternative 5 6.23 6.5.6 Sportsworld Drive Preferred Interchange Plan 6.23 6.6 Speedsville Road Alternatives 6.25 6.6.1 Speedsville Road Preferred Plan 6.25 6.7 Preferred Plan for Highway 401 and Highway 8 Study Area 6.29 7.0 RECOMMENDED PLAN 7.1 7.1 Highway 401 Mainline 7.1 7.2 Highway 8 Mainline 7.1 7.3 Highway 8 Interchange 7.1 7.3.1 Ramp W-N 7.1 7.3.2 Ramp N-W 7.2 7.3.3 Ramp E-N 7.2 7.3.4 Ramp N-E 7.2

ii TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Table of Contents September 2009

7.4 King Street Interchange 7.5 7.5 Sportsworld Drive Interchange 7.5 7.6 Structures 7.6 7.6.1 Highway 401 Mainline 7.6 7.6.2 Highway 8 Interchange Ramp W-N 7.6 7.6.3 Highway 8 Interchange Ramp N-W 7.6 7.6.4 Highway 8 Interchange Ramp E-N 7.6 7.6.5 Sportsworld Drive Interchange 7.7 7.7 Drainage 7.7 7.8 Illumination 7.7 7.9 Traffic Signals 7.7 7.10 Property 7.8 7.11 Utilities 7.8 7.12 Environmental Impacts and Mitigation 7.8 7.12.1 Natural Environment 7.8 7.12.2 Social/Economic Environment 7.16 7.12.3 Cultural Environment 7.20 7.13 Future Consultation 7.21 7.14 Environmental Effects, Proposed Mitigation, and Commitments to Future Work 7.22 7.15 Monitoring 7.28

RECOMMENDED PLAN

Tables Table 1: Alternatives to the Undertaking 3.4 Table 2: Summary of External Agency Involvement 4.7 Table 3: Evaluation Criteria 6.1 Table 4: Advantages and Disadvantages—Highway 401 and Highway 8 Interchange Alternative 1 6.7 Table 5: Advantages and Disadvantages—Highway 401 and Highway 8 Interchange Alternative 2 6.8 Table 6: Advantages and Disadvantages—Highway 401 and Highway 8 Interchange Alternative 3 6.9 Table 7: Advantages and Disadvantages—King Street Interchange Alternative 1 6.13 Table 8: Advantages and Disadvantages—King Street Interchange Alternative 2 6.14 Table 9: Advantages and Disadvantages—King Street Interchange Alternative 3 6.15

iii TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Table of Contents September 2009

Table 10: Advantages and Disadvantages—King Street Interchange Alternative 4 6.16 Table 11: Advantages and Disadvantages—Sportsworld Drive Interchange Alternative 1 6.19 Table 12: Advantages and Disadvantages—Sportsworld Drive Interchange Alternative 2 6.20 Table 13: Advantages and Disadvantages—Sportsworld Drive Interchange Alternative 3 6.21 Table 14: Advantages and Disadvantages—Sportsworld Drive Interchange Alternative 4 6.22 Table 15: Advantages and Disadvantages—Sportsworld Drive Interchange Alternative 5 6.23 Table 16: Future Consultation with External Agencies 7.21 Table 17: Summary of Environmental Effects, Proposed Mitigation and Commitments to Future Work 7.23

Exhibits Exhibit 1: Recommended Plan 5 Exhibit 2: Study Area 1.1 Exhibit 3: Adjacent Studies 1.2 Exhibit 4: Class EA Study Process 2.1 Exhibit 5: Existing Environmental Conditions 5.3 Exhibit 6: Highway 401 and Highway 8 Interchange Alternatives 6.5 Exhibit 7: King Street Interchange Alternatives 6.11 Exhibit 8: Sportsworld Drive Interchange Alternatives 6.17 Exhibit 9: Speedsville Road Interchange Alternatives 6.27 Exhibit 10: Recommended Plan 7.3

iv TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Table of Contents September 2009

Appendices Appendix A: Notification Materials Appendix B: Public Comments and External Agency Correspondence Appendix C: Public Information Centre Materials Appendix D: Fisheries and Aquatic Ecosystem Report Appendix E: Terrestrial Ecosystem Report Appendix F: Noise Impact Study

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vi TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00

Executive Summary

This planning, preliminary design, and environmental assessment study was initiated by the Ministry of Transportation (MTO) to identify the ultimate provincial transportation needs for Highway 401 and Highway 8 within the study area, and to identify the ultimate property requirements to assist the Ministry, local municipalities, and private landowners with planning and development. Outline of Environmental Assessment Process The project was carried out following the requirements of the Ministry of Transportation’s Class Environmental Assessment (Class EA) for Provincial Transportation Facilities (2000). The Class EA process is for projects of a defined scope and magnitude, where the impact can effectively be determined and mitigated. This project falls within the scope of a Group “B” project, which includes introducing or eliminating municipal road access to local areas, new interchanges, and improvements that significantly modify highway/roadway traffic access to and from provincial highways. Transportation Needs Assessment A traffic analysis carried out for this study for a 2021 horizon year concluded that adjacent development and regional growth in the study area could lead to increased safety and operational concerns on Highway 401 and Highway 8 within the study limits. The role of Highway 401 and Highway 8 as provincial facilities is to move people and goods safely and efficiently. The opportunity presented as a result of the identified concerns discussed in detail in Section 3.0 is to carry out a comprehensive study, including transportation demand management, to identify the ultimate provincial transportation needs in the study area. The identification of long‐term provincial needs for access between Highway 401 and Highway 8 in the study area will improve safety and operations and will provide certainty to developers and property owners adjacent to the highway, and for local municipalities to assist in future transportation planning and development. Consultation Process The public was formally contacted several times throughout the study process, including at a Public Information Centre (PIC), a property owners meeting, and individual meetings during the study. To make sure that all interested members of the public were contacted, an extensive notification process was used. It consisted of: • Newspaper notices in the Cambridge Times, The Record, Tekewennake News, and the Turtle Island News • Canada Post Bulk Mailings to approximately 2700 residents within the study area in advance of the PIC • Direct mailings to external agencies, stakeholders, businesses, and property owners in the study area as well as members of the public who indicated an interest in the study External agencies and stakeholders, including the City of Kitchener, City of Cambridge, Regional Municipality of Waterloo, Grand River Conservation Authority, and local business owners were invited to an External Agency Meeting and Business Owner/Developers meeting that coincided with the PIC.

E.1 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Executive Summary September 2009

Existing Environment Natural Environment Four significant natural features are located within the study area, including the Speed River Provincially Significant Wetland (PSW), the regionally significant Freeport Esker Area of Natural and Scientific Interest (ANSI), an Environmentally Sensitive Policy Area (ESPA), and a locally significant wetland as designated by the City of Kitchener. Significant watercourses in the study area include the Grand River, a Canadian Heritage River and the Speed River. The study included detailed fisheries, aquatic, and terrestrial investigations, as discussed in Section Error! Reference source not found.. Socio/Economic Environment The study area is in the Regional Municpality of Waterloo, City of Cambridge, and City of Kitchener. The boundary between the two Cities is Highway 401 (Cambridge is to the south) and Highway 8 (the City of Kitchener is to the west). The study area includes residential, industrial, and commercial properties. In addition, there are several planned residential and commercial developments in the study area. Cultural Environment This study included a Stage 1 Archaeological Assessment and a Built Heritage and Cultural Landscape Study. Evaluation of Alternatives A range of potential interchange and access alternatives were developed and presented to the public at the Public Information Centre (PIC). As part of the evaluation of alternatives, a traffic analysis was completed to determine changes to travel patterns and potential traffic impacts. The analysis included travel demand forecasting and traffic microsimulation. Improvement alternatives were identified for the following locations: • Highway 401 and Highway 8 Interchange • Highway 401 / King Street Interchange • Sportsworld Drive Interchange • Speedsville Road The alternatives were evaluated using an objective evaluation process. The goal of the evaluation process was to select a cost‐effective improvement plan for the Highway 401 and Highway 8 study area that provides safe operations and convenient local access to the surrounding area while minimizing the impacts to the natural, social, cultural and applied environment. Recommended Plan The Recommended Plan includes a full interchange at Highway 401 and Highway 8, widening Highway 401 to eight lanes through the study area; widening Highway 8 to six lanes from Sportsworld

E.2 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Executive Summary September 2009

Drive to Highway 401; reconfiguring the Highway 401 interchange at King Street; and reconfiguring the Highway 8 interchange at Sportsworld Drive. The Recommended Plan is illustrated on Exhibit 1. The Recommended Plan was selected based on the results of the analysis and evaluation, and on the consideration of comments and input received. The Recommended Plan was selected because:

• The travel demand forecasting suggests that the majority of Highway 401 traffic that requires access to the study area is destined for Highway 8 northbound to Kitchener and beyond.

• A full interchange at Highway 401 provides convenient access for long‐distance provincial users that require access to Highway 8 northbound.

• A full interchange at Highway 401, in conjunction with the Highway 8 interchange at Sportsworld Drive provides improved access to the local road network, including Sportsworld Drive, Speedsville Road, and the adjacent business parks.

• The future three‐lane cross‐section on Highway 8 southbound can be extended southerly to the Highway 401 exit ramps, which significantly improves the southbound travel time between King Street East Interchange and Highway 401.

• The configuration of the Sportsworld Drive interchange will increase the distance between the Highway 8 southbound entrance ramp and the Highway 401 exit ramps. This will increase the available weaving distance needed for drivers to select the Highway 401 eastbound or westbound ramp.

• The configuration of the Sportsworld Drive interchange will accommodate Regional transit vehicles so they can easily exit and re‐enter Highway 8 with minimal out‐of‐way travel.

• The addition of direct ramps (W‐N and N‐W) between Highway 401 and Highway 8 will significantly reduce the volume of provincial traffic on King Street.

• The King Street interchange can accommodate the expected traffic volumes with minimal impacts.

• The combined Highway 8/King Street exit ramp from Highway 401 west eliminates a Highway 401 exit ramp.

• The efficiency of the Highway 401 corridor is maintained by minimizing the number of new access points—frequent access points create conflicts, congestion, and compromise highway safety.

• Expanding in previously disturbed areas minimizes environmental and property impacts. There are no additional impacts to the Speed River floodplain, the associated Provincially Significant Wetland (PSW), and Riverside Park. Sections 7.12, 7.13 and 7.14 provide a description of future consultation and a summary of identified concerns, mitigating measures and future commitments.

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E.4 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Executive Summary September 2009

Exhibit 1: Recommended Plan

E.5 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00

1.0 Overview of the Undertaking

The Ministry of Transportation (MTO) retained Stantec Consulting Ltd. in 2008 to undertake a planning, preliminary design and environmental assessment study for improvements to the existing interchanges at Highway 8 and Sportsworld Drive, Highway 8 and Highway 401, and Highway 401 and King Street and to consider the feasibility of new access at Highway 401 and Speedsville Road. The purpose of this study was to identify the ultimate provincial transportation needs for Highway 401 and Highway 8 within the study area, and to identify the ultimate property requirements to assist the Ministry, local municipalities, and private landowners with planning and development. Highway 401 within the project limits is a six‐lane divided highway with an interchange at King Street and a partial interchange at Highway 8 (to and from the east). Highway 8 between the Grand River and Highway 401 is currently a four‐lane divided highway with an interchange at Sportsworld Drive, and partial interchanges at King Street East and Highway 401 (to and from the east). Access between Highway 401 and Highway 8 to and from the west is currently through King Street, which is a municipal road. The existing Highway 8 provides an essential connection from Highway 401 in the south to Highway 7 in the north. For the purposes of this report, it has been assumed that Highway 401 runs in an east to west direction and Highway 8 runs in a north to south direction. The study area is shown in Exhibit 2.

Exhibit 2: Study Area

1.1 Project History Highway 401 is a controlled access highway connecting Windsor (and the international border with the United States) with the Quebec Border, and with other provincial highways, including the TransCanada highway.

1.1 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Overview of the Undertaking September 2009

Planning for the four‐lane highway began in the 1930’s and the highway and was constructed in stages between 1951 and 1968. Construction in Waterloo County (now the Regional Municipality of Waterloo) occurred between 1959 and 1961. Highway 401 was widened to a six lane urban freeway within the study limits between 1988 and 1990. Highway 8 was established in 1918 and initially provided a continuous link from Niagara Falls to Goderich through Kitchener‐Waterloo. In 1987 the four‐lane freeway from Highway 401 to the Conestoga Parkway was completed. This section of Highway 8 by‐passed several original Highway 8 segments, including the section currently known as King Street East. 1.1.1 Previous and Adjacent Studies

Several highway expansion and rehabilitation studies have been undertaken within the study limits in the last 10 years. The limits for these studies are displayed on Exhibit 3 and discussed below.

Exhibit 3: Adjacent Studies

1.1.1.1 Highway 401 The Highway 401 Planning and Preliminary Design and Environmental Assessment Study (GWP 4‐00‐00) from 0.5 kilometres west of Regional Road 8 to 0.5 kilometres east of Regional Road 24/Hespeler Road was initiated to address short, medium, and long term (20‐year) needs for Highway 401 within the study limits. The Recommended Plan for short‐term improvements includes: widening the highway from six to eight lanes; and replacement of the existing Speedsville Road, CPR (formerly Grand River Electric Rail), Speed River, and CN Rail structures along Highway 401. The identified long‐term plan is to widen the highway from eight to ten lanes, including replacement of the Fountain Street Structure and widening of the CPR, Speed River and CN Rail structures. The study was documented in a Transportation Environmental Study Report (TESR) that received Environmental Clearance in early 2009.

1.2 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Overview of the Undertaking September 2009

1.1.1.2 Highway 8 Widening The Highway 8 Reconstruction and Widening Study (GWP 277‐97‐00) from 1.0 kilometres north of the Grand River Bridge, southerly to Highway 401 was initiated to reduce congestion, improve operations, and enhance safety along Highway 8 within the study limits. The Recommended Plan for short‐term improvements includes widening the section of Highway 8 from the Grand River to the King Street East Interchange to eight lanes, and widening the section from the King Street East Interchange to the Sportsworld Drive Interchange to six lanes. Resurfacing of the existing four lane highway from the Sportsworld Drive interchange to Highway 401 was also included in this contract. The study was documented in a Design and Construction Report (DCR) that received Environmental Clearance in early 2009. This study was the fourth and final project in the Ministry’s program for upgrading Highway 8 from Highway 7 to Highway 401. Construction started in June 2009. Bridge Rehabilitation The Highway 8 Rehabilitation of Bridges at Sportsworld Drive Study was initiated to extend the service life of the existing Highway 8, bridges over Sportsworld Drive. The study recommended the rehabilitation of the structures and was documented in a Transportation Environmental Study Report (TESR) that received Environmental Clearance in March 2009. The rehabilitations will be carried out in conjunction with the construction of the Highway 8 widening. Bus By-Pass Shoulder Lanes The Regional Municipality of Waterloo recently completed an Environmental Assessment and Detailed Design Study for Bus‐Bypass Shoulder Lanes on Highway 8 from Fairway Road to Sportsworld Drive to improve express bus service along the highway. This project received Environmental Clearance in early 2009. 1.1.1.3 Provincial Context Places to Grow The Province’s Places to Grow Growth Plan for the Greater Golden Horseshoe (2006) identifies a strategy for where and how regional centres will continue to grow up to 2031. Both downtown Kitchener and downtown Waterloo have been identified as growth nodes in Places to Grow and the Region has identified a projected 40% population increase and 34 % employment increase by 2029. Provincial highway access is currently provided to these identified growth nodes via Highway 401 and Highway 8. City of Kitchener and City of Cambridge growth policies are being developed in support of the above regional initiatives. The Ministry of Transportation is working to provide for the efficient movement of people and goods between growth nodes and the international border within the context of the Growth Plan. This requires long term infrastructure planning to accommodate the 2031 growth projections outlined in the Growth Plan.

1.3 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Overview of the Undertaking September 2009

1.2 Study Purpose The purpose of this Planning, Preliminary Design and Environmental Assessment Study was to identify the ultimate provincial transportation needs for Highway 401 and Highway 8 within the study area. The study was initiated to assist the Ministry, local municipalities and private landowners with planning and development within the study area. 1.3 Purpose of Report The purpose of this report is to describe the project; document the input received from the public, external ministries, agencies and municipalities; and document the alternatives considered during the study. The Transportation Environmental Study Report (TESR) documents environmentally significant aspects of the planning, design, construction and operation of specific types of projects that fall within the definition of the Class Environmental Assessment (EA) for Provincial Transportation Facilities (2000). The report provides a description of the Recommended Plan, associated environmental impacts and proposed mitigation. This TESR fulfills the documentation requirements of the Class EA process for Provincial Transportation Facilities (2000) for ‘Group B’ projects, as described in the sections that follow. As required by the Class EA, this report is being submitted for a 30‐day public review period. If a ‘Bump Up’ request or Part II Order for an Individual Environmental Assessment is received during the public review period for this report, the Minister of the Environment determines the need for an Individual Environmental Assessment.

1.4 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00

2.0 Outline of Environmental Assessment Process

2.1 Project Specific Study Process The project is being carried out following the requirements of the Ministry of Transportation’s Class Environmental Assessment (Class EA) for Provincial Highway Projects (2000). The Class EA process is for projects of a defined scope and magnitude, where the impact can effectively be determined and mitigated. This project falls within the scope of a Class “B” project, which includes highway and freeway improvements over land and water that provide a significant increase in traffic capacity and provide/cause a significant modification in traffic access to and from existing highways/freeways, including new interchanges. Other aspects of the Class EA process and environmental documentation required by the process are contained in the Class Environmental Assessment for Provincial Transportation Facilities (2000). Readers interested in these matters are encouraged to refer to that document, available from the MTO Research Library Online Catalogue (www.library.mto.gov.on.ca/webopac) and from Publications Ontario (www.publications.serviceontario.ca). The study process is illustrated in Exhibit 4.

Exhibit 4: Class EA Study Process

2.2 Environmental Assessment Approval Regulations The work on a planning and preliminary design study of this type must be carried out in accordance with the applicable environmental legislation and the current government policies and procedures. These are described in the following sections. 2.2.1 Canadian Environmental Assessment Act The Canadian Environmental Assessment Act (CEAA, 2005) is legislation that applies to federal authorities when they are taking certain actions in support of a project or a component of the project such as

2.1 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Outline of Environmental Assessment Process September 2009 providing Federal land, funds, or regulatory approvals identified in the CEAA Law List Regulations. In addition, where a federal authority is a proponent or co‐proponent of a project, CEAA may be triggered. There is the potential that CEAA will be triggered for this project as a result of approvals required from Transport Canada under the Navigable Waters Protection Act (NWPA) or from the Department of Fisheries and Oceans as a result of a Fisheries Act Authorization (FAA). 2.2.2 Project Specific Environmental Assessment Process For more information on the environmental assessment process for provincial transportation facilities, the public may contact the Ministry of Environment, Environmental Assessment Branch. Documents are available to assist with understanding the process. Relevant publications include: • Class Environmental Assessment for Provincial Transportation Facilities, MTO, 2000 • MTO Environmental Reference for Highway Design, MTO, 2006 • The Ministry of the Environment (MOE) Code of Practice – Preparing, Reviewing, and using Class Environmental Assessments in Ontario (draft August 2007) The above publications are available from Publications Ontario. 2.2.3 Other Approvals Required Undertaking an Environmental Assessment can require consideration of other approvals and review agencies. They include: • Federal Review Agencies • Department of Fisheries and Oceans (DFO) – Fisheries Act Authorizations (FA) • Transport Canada – Navigable Waters Protection Act (NWPA) • Environment Canada – Species at Risk Act (SARA) • Provincial Review/Policy Requirements • Provincial Policy Statement (2005) • Ministry of the Environment – Environmental Assessment Act, Environmental Protection Act, Ontario Water Resources Act, Certificates of Approval, Permits to Take Water, Ontario Noise Protocol, Species at Risk Act • Ontario Access and Privacy Office – Freedom of Information and Protection of Privacy Act • Ministry of Agriculture and Food – Ontario Foodlands Preservation Guidelines • Ministry of Natural Resources – MTO/DFO/OMNR Fisheries Protocol, Ontario Wetlands Policy, Endangered Species Act (ESA) • Ministry of Culture – Ontario Archaeological Protocol, Ontario Heritage Act

2.2 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Outline of Environmental Assessment Process September 2009

Municipal Policy (Regional Municipality of Waterloo, City of Kitchener, City of Cambridge) • Development control, Official and Secondary Plans • Noise Bylaws • Zoning Bylaws • Transportation Planning Policy and Transportation Master Plans

2.3 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Outline of Environmental Assessment Process September 2009

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2.4 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00

3.0 Transportation Needs Assessment

Assessment of needs can result in a number of recommendations, including initiating a study, initiating major or minor improvements, initiating routine maintenance, monitoring a situation, or doing nothing. Because of the range of potential outcomes, the transportation needs assessment process includes the following key tasks: • Identify transportation problems and opportunities • Evaluate and select reasonable alternatives, including ‘do nothing’ • Develop potential transportation study objectives • Initiate the study process This section of the report describes the transportation needs assessment process undertaken for this project. 3.1 Transportation Problems Highway 8 is the primary provincial route connecting Highway 401 to the City of Kitchener, Downtown Waterloo, and ultimately Highway 7. There is currently no direct access between Highway 401 and Highway 8 to and from the west. Provincial traffic is required to exit from the provincial highway system and use King Street (which is under the jurisdiction of the Regional Municipality of Waterloo) to make the connection between Highway 8 and Highway 401 west. 3.1.1 Traffic Demand Forecasting The Region of Waterloo Transportation Model (RoWTM) was used to determine the future traffic volumes in the study area including changes in travel patterns and traffic volumes on provincial highways and local roads. Additional details of the traffic model are discussed in Section 6.2. The analysis of the existing transportation network (i.e. Do Nothing) concluded that approximately 70% of the traffic that is destined for King Street northbound originates from Highway 401 eastbound; and approximately 60% of this traffic is ultimately destined for Highway 8 northbound, towards Kitchener and beyond. This suggests that there is currently a significant demand for a connection between Highway 401 eastbound and Highway 8 northbound. A scenario that includes the addition of a direct free‐flow ramp from Highway 401 eastbound to Highway 8 northbound and the ultimate highway widening (five lanes per direction on Highway 401 and three lanes per direction on Highway 8) was also considered. The analysis of this scenario concluded that the addition of a freeway ramp from Highway 401 eastbound to Highway 8 northbound would attract a significant volume of additional traffic because it provides convenient access to Highway 8. This suggests that some of the traffic that is destined for Highway 8 northbound is currently using other routes to avoid King Street.

3.1 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Transportation Needs Assessment September 2009

3.1.2 Safety and Operations There are existing safety and operation concerns along this section of Highway 401 and Highway 8, relating to the following conditions: • Traffic delays on Highway 401 westbound from Highway 8 to Hespeler Road • Traffic delays on Highway 8 northbound and southbound between King Street and Sportsworld Drive • Collision‐prone locations near the Highway 401 interchange at Highway 8/King Street and the Highway 8 interchange at Sportsworld Drive – the increased collision risk is a result of increase conflict areas and the operational problems identified near the interchanges In addition, current traffic patterns show that there is a demand for access between Highway 401 eastbound and Highway 8 northbound. As discussed above, vehicles currently making this move are required to use King Street and other local road alternatives to complete this trip. This currently creates unnecessary congestion and delays on King Street and Sportsworld Drive. It is expected that traffic operations on these arterial roads will continue to deteriorate over time. Ramp terminal operations at the Highway 401/King Street and the Highway 8/Sportsworld Drive interchanges are also expected to continue to experience congestion and delays. 3.1.3 Adjacent Development and Regional Growth In addition to the apparent demand for the Highway 401 eastbound to Highway 8 northbound movement, and the existing traffic problems, there has been increasing commercial and residential development pressure adjacent to the existing Highway 401/Highway 8 corridors within the study area. Developments adjacent to provincial transportation corridors are required to obtain approval from the Ministry of Transportation during the site planning process and in advance of construction. Some of the proposed developments have the potential to impact the availability of land for future highway expansion adjacent to the existing Highway 401 and Highway 8 right‐of‐ways. The Ministry has been reluctant to approve development adjacent to or abutting Highway 401 or Highway 8 with the knowledge that some of the property could be required for future highway improvements. In addition to confirming future property requirements, the nature of some of the existing and planned commercial developments, especially in the Cambridge Industrial Area, requires access to the provincial highway network for goods movement. Access to and from the provincial highway network is often a key decision in locating a business that relies on access to goods movement. Areas north of Highway 401 are currently served by interchanges at Highway 8, Homer Watson Road, and Cedar Creek Road. The Region of Waterloo, City of Cambridge, local businesses, and residents have indicated that these interchanges are already busy and that additional access from the provincial highway network to this area is required. The Region has also indicated that there are currently large volumes of traffic travelling between the highways on King Street East in the area around Sportsworld Drive. 3.2 Transportation Opportunity The role of Highway 401 and Highway 8 as provincial facilities is to move people and goods safely and efficiently. The opportunity presented as a result of the concerns identified above is to carry out a comprehensive study, including transportation demand management, to identify the ultimate provincial

3.2 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Transportation Needs Assessment September 2009 transportation needs in the study area. This is consistent with the Ministry of Transportation’s commitment to being a world leader in moving people safely, efficiently, and sustainability to support a globally competitive economy and a high quality of life. The identification of long‐term provincial needs for access between Highway 401 and Highway 8 in the study area will improve safety and operations; allow the Ministry of Transportation to protect adjacent property; and will provide certainty to developers and property owners adjacent to the highway, and for local municipalities to assist in future transportation planning and development. 3.3 Alternative Transportation Options (“Alternatives To”) The Class EA Process requires that “reasonable alternatives” be considered in addressing the identified deficiency. This involves two levels of analysis. The Alternatives to the Undertaking considers a broad range of alternatives that could address the project needs. Once the best alternative is selected, the Alternative Methods of Carrying out the Undertaking are studied. For this project, four Alternatives to the Undertaking were identified. They included: • Do nothing • Manage the transportation demand • Improve the existing transportation facilities or methods of movement (modes) which use the facilities • Introduce a new facility or mode of transportation Additional information on these alternatives is provided in Table 1.

3.3 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Transportation Needs Assessment September 2009

Table 1: Alternatives to the Undertaking

Alternative Options Possible Improvements

Do Nothing • “Status Quo” – No improvements are planned or improvements made

• Reduce, shift or eliminate the transportation demand to avoid the need Spread the Peak Period for improvements • Spread travel over a longer period of time • Shift the travel from Highway 401 or Highway 8 to another corridor Shift Travel Elsewhere Manage where capacity is available or operational problems do not exist Transportation • Control development and growth to restrict traffic both within and Eliminate Growth Demand external to the study area • Control the use of the existing corridor through metered access to Manage the System balance the demand and capacity • Reduce the demand by using fewer vehicles to move people and goods Reduce Demand – requires larger trucks and a higher auto occupancy

Roadway Improvement • Improve the existing highway facilities in the corridor

• Introduce traffic control signals, intersection improvements, alignment Operational Improvements improvements, truck climbing/passing lanes Infrastructure • Identify highway widening/access control Improvements

Improve the Existing Infrastructure Addition • Identify new Roadway/By‐Pass Roadway Transportation Facilities • Introduce/expand local/regional bus service, high occupancy vehicle Modal Addition lands, bicycle lanes, walkways

Railway Improvements • Improve the existing railway features

Regional Rail Service • Improve Toronto‐Kitchener‐Waterloo‐London rail service

Local Transit Service • Improve local transit service

Introduce New Modes of Introduce New Modes • Add a new mode of travel that does not exist in the study area Transportation 3.4 Screening and Evaluation of Transportation Options The four conceptual alternatives include the full range of possible transportation options available within the study area. A screening process was designed to evaluate these options and select only the most reasonable alternatives for more detailed study. This process allows alternatives that can address the identified problem to be carried forward to the preliminary alternative and evaluation stages. The screening of the conceptual alternatives was done using the following two screening criteria: • Does the alternative realistically address all of the problem/opportunity statements? • Does the alternative, when used in combination with other alternatives, make a significant contribution towards realistically addressing all of the problem/opportunity statements?

3.4 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Transportation Needs Assessment September 2009

Each alternative is discussed briefly below: Do Nothing – The ‘do nothing’ scenario includes the previously approved Highway 401 and Highway 8 widening and rehabilitation projects described in Section 1.1.1. There is currently no direct access between Highway 401 and Highway 8 to and from the west. Provincial traffic is required to exit from the provincial highway system and use King Street (which is under the jurisdiction of the Regional Municipality of Waterloo) to make the connection between Highway 8 and Highway 401 west. An analysis of traffic operations indicates that King Street cannot accommodate the expected future local and provincial traffic growth. As noted in Section 1.1.1.3, the Province has identified the City of Kitchener and Downtown Waterloo as growth nodes. The detailed traffic modelling carried out as part of this study, and information provided from the Region has indicated that there are already safety and operations concerns with the existing interchange configurations in the study area. The proposed improvement projects will not improve the operation of the existing connections from Highway 401 to Highway 8 and Highway 8 to Sportsworld Drive. The `do nothing’ alternative results in an increase in travel time, congestion, and collisions, which does not serve the local, regional or provincial needs and does not address the highway safety and operations issues. This alternative is not being carried forward. Manage Transportation Demand – managing demand includes reducing, shifting, or eliminating transportation demand to the point where there is no longer a need for improved transportation infrastructure/operation within the study area. This alternative has the potential to extend the timeframe for improvements but does not eliminate the need for a plan for long‐term capacity requirements in the study area. • Reducing demand – as noted above, the Provincial Growth Plan has identified the areas accessed from Highway 8, north of Highway 401 as growth areas. Since the Ministry is committed to providing a high level of service between growth nodes, and since municipal planning is required to be been consistent with the Provincial Growth Plan, it is not practical to assume that demand in this area can be reduced. • There are no current practical alternate routes that do not require travelling on municipal roads through the City of Cambridge, City of Kitchener, and Regional Municipality of Waterloo. Significant out‐of‐way travel would be required to avoid travel on municipal roads. The Highway 8 By‐Pass was originally constructed to provide a provincial freeway connection from Highway 401 to the Conestoga Parkway to accommodate the demand for long‐distance travel. • Eliminating/Shifting demand – Highway 401 and Highway 8 are important links in the provincial highway system and restricting access to the facilities is not a feasible solution. The users of Highway 401 include local residents and businesses, and also commuters, tourists, and long‐distance recreational and commercial vehicles. Alternate routes involve significant out‐of‐way travel requirements for these users or travel on municipal roads not designed to accommodate provincial traffic. This alternative is not being carried forward. Improve Existing Highways – Highway improvements can include standard maintenance, operational and safety improvements to the highway, intersection improvements and adding capacity to the existing facility. As discussed in Section 1.1.1, other studies have already identified long‐term capacity

3.5 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Transportation Needs Assessment September 2009 improvements to Highway 401 and Highway 8 adjacent to the study limits. However, there are long‐ term safety and operational concerns with the current access from Highway 401 eastbound to Highway 8 northbound through King Street; and with the existing interchanges at Highway 401/King Street and Highway 8/Sportworld Drive. The Ministry of Transportation is committed to smart investment in existing resources. Improving the existing highway network is consistent with the Government’s strategy to improve highways and the Growth Plan based on: • Preserving existing infrastructure • Planning, designing, and build for the future • Enhancing safety and efficiency Highway improvements between Highway 8 and Highway 401 West can accommodate this demand and improve arterial operations on King Street and Sportsworld Drive. This alternative has the potential to improve travel time, and reduce conflicts, delays and travel on arterial roads for commercial vehicles. This alternative also supports a regional desire to investigate the potential to provide additional access to the municipal road network at Speedsville Road. This option was carried forward for further consideration. Alternate Modes of Transportation – This alternative could include promotion of public transit, and pedestrian or bicycle travel. The Regional Municipality of Waterloo is actively working to increase the modal split of local residents choosing to use public transportation as opposed to personal vehicles. Other provincial and municipal agencies are supporting this goal through initiatives to minimize vehicle use, including the proposed expansion of GO Transit service to Waterloo Region, the Region’s Rapid Transit Environmental Assessment Study, and the inclusion of bus bypass lanes on Highway 8. Despite the above studies, it is not expected that the existing trend in vehicle occupancy (i.e. individual automobiles) indicates that a shift in the population’s travel behaviour towards the better use of automobiles, at least for compulsory trips, should not be anticipated within a foreseeable future. In addition, the existing economic model, relying on roadway transportation (trucks) for moving goods, will continue into the future. While there may be a possibility to promote alternate modes of transportation, it is not likely that the use/demand for alternate modes of transportation will increase to a point where the level of service of the highway is improved and physical improvements are not required. As a result of the above, the expansions/improvements to the Provincial Highway System and particularly freeways are unavoidable and therefore necessary to support the anticipated growth, mobility of people and movement of goods. 3.5 Project Initiation Stage Planning is required to meet the future need and provincial growth and to outline a strategy to maintain the safe and efficient movement of people and goods in the corridor and beyond.

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Since there are existing development pressures adjacent to the highway, the Ministry initiated this study to identify the ultimate design and property requirements in advance of the specific need. This system has the following advantages: • Makes sure that the mobility of people and goods is protected • Allows for a safe, rational and efficient improvement to the existing transportation system • Permits effective planning to minimize environmental impacts • Anticipates future needs by obtaining required approvals so that the improvements can be constructed when they are required

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4.0 Consultation

The public consultation process provided an opportunity for the project team and representatives from the Ministry of Transportation to discuss the study process or any other issues relating to the project with the public including property owners, external agencies, and stakeholders. The process aimed to notify all interested parties of the project and to provide each with an opportunity for input to the study and decision‐making processes. This was accomplished by presenting the findings of each stage of work to the public, and through ongoing discussions with the various government agencies and ministries, non‐government interest groups and business and property owners. The public was formally contacted throughout the study process and provided with opportunities to review information and provide comments. Input was sought at a Public Information Centre (PIC) and at individual meetings. 4.1 Initial Notification The commencement of the study was announced in the following newspapers: • The Record Wednesday, June 11, 2008 and Saturday, June 14, 2008 • Cambridge Times Tuesday, June 10, 2008 and Thursday, June 12, 2008 • Tekewennake News Wednesday, June 11, 2008 and Wednesday, June 18, 2008 • Turtle Island News Wednesday, June 11, 2008 and Wednesday, June 18, 2008 The Commencement of Study notice described the project including potential improvements, the Class EA process, requested public involvement, and listed contact names for additional information. Initial project notification also included individual study notification letters sent to federal, provincial and municipal agencies and interest groups expected to have an interest in the study, including a comment form requesting any natural, social, or cultural information regarding the study area, and individual letters to individuals who had previously expressed an interest in the study. Notification materials, including the newspaper notices, are contained in Appendix A. Correspondence received from external agencies as a result of the Notice of Study Commencement is contained in Appendix B. 4.2 Public Information Centre—February 23, 2009 A Public Information Centre (PIC) was held on Monday, February 23, 2009 at the Knights of Columbus Hall at 333 Speedsville Road in Cambridge. Separate sessions were held for businesses and property owners, external agencies, and the general public. The PIC was announced in the following newspapers: • The Record Wednesday, February 11, 2009 and Saturday, February 21, 2009 • Cambridge Times Thursday, February 12, 2009 and Thursday, February 19, 2009 • Tekewennake News Wednesday, February 11, 2009 and Wednesday, February 18, 2009 • Turtle Island News Wednesday, February 11, 2009 and Wednesday, February 18, 2009

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Notification letters announcing the PIC were mailed to external agencies, stakeholders, people on the project mailing list, and property owners on Friday, February 9, 2009. In addition, a Canada Post Unaddressed Ad Mailing was carried out. The Unaddressed Ad Mailing was delivered to approximately 2700 residents Copies of the newspaper notices and notification materials are contained in Appendix A. The purpose of the PIC was answer questions about the study and to display and seek input on: • Interchange alternatives at Highway 401 at King Street, Highway 8, and Speedsville Road, and Highway 8 at Sportsworld Drive • The evaluation process and factors used to identify a Preferred Plan • Environmental (natural, social, and cultural) conditions in the study area • The Preferred Plan Ninety‐eight members of the public and external agency representatives signed the visitor register. Representatives from the Ministry of Transportation, including the Property Section, and Stantec were available to answer questions and discuss the study. The following information was displayed at the PIC: • Welcome Panel • The Process (Environmental Assessment Process, Evaluation Process and Evaluation Criteria) • Traffic Analysis • Existing Environment • Highway 401/8 Alternatives including the Advantages and Disadvantages of each alternative • Speedsville Road including the Preferred Plan at Speedsville Road • King Street Interchange Alternatives including the Advantages and Disadvantages of each alternative • Sportsworld Drive Alternatives including the Advantages and Disadvantages of each alternative • Preferred Plan In addition to the displays, the following traffic simulations (with future 2021 traffic volumes) were projected onto a large screen: • ‘Do nothing’ for Highway 401 westbound with no interchange at Speedsville Road • Highway 401 westbound with an interchange at Speedsville Road • Highway 8 southbound maintaining the existing ramp from Sportsworld Drive west to Highway 8 south • Highway 8 southbound with a modified ramp from Sportsworld Drive west to Highway 8 south to increase the distance between the Sportsworld Drive ramp and the Highway 401 westbound ramp A copy of the materials available at the PIC is provided in Appendix C.

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Comments Received Forty‐two comment sheets, emails or letters were received following the PIC. The primary comments identified included concerns regarding visual impacts, noise and illumination, the need for the direct freeway to freeway ramp connection, preference for an interchange at Speedsville Road, and support for the proposed improvements. Responses were provided to those who requested them. A summary table of comments received from the public at the PIC and responses provided is in Appendix B. 4.2.1 Property Owners Meeting Following the PIC the project team held a meeting with property owners and residents directly affected by the Preferred Plan to discuss the study. A representative from the Ministry of Transportation Property Section was available to discuss the property acquisition process. The meeting was held on Monday, March 9, 2009 at the Region of Waterloo Operations Centre in Cambridge. Eleven (11) property owners attended the meeting. Residents who attended the meeting discussed issues relating to vegetation removal, the visual impact of the proposed direct ramp from Highway 8 southbound to Highway 401 westbound, noise and vibration, illumination, and property impacts. A summary of written comments and responses provided is in the Public Input Received and Response Provided table in Appendix B. The project team committed to future consultation with property owners directly affected by the direct ramp during Detail Design. The following commitments were made for consideration during the detail design stage of the study. These commitments to future work are discussed in greater detail in Section 7.12.2: • Develop landscape plan to minimize visual impact of direct ramp • Identify potential vibration to adjacent residential properties • Design illumination to minimize light trespass beyond property line • Finalize design of the noise barrier and retaining wall (i.e. type, height, aesthetic details) • Minimize grading impacts to private property, where possible • Develop well water monitoring program for private wells in northwest quadrant of existing Highway 401/Highway 8 interchange

4.3 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Consultation September 2009

4.3 External Agency Consultation The study was co‐ordinated with a full range of government agencies and ministries. The co‐ordination occurred with all three levels of government (i.e. Federal, Provincial and municipal). Input received from external agencies and responses provided in Table 2. The following Ministries, agencies and stakeholders were contacted during the study: Federal: • Indian and Northern Affairs Canada – Specific • Transport Canada Claim and Comprehensive Claim Branches • Department of Fisheries and Oceans

Provincial: • Ministries of Citizenship, Immigration, • Ministry of Natural Resources ‐ Guelph Culture, Tourism, and Health Promotion District Office • Ministry of Aboriginal Affairs • Ministry of the Environment ‐ West Central Region • Ministry of Agriculture, Food and Rural • Ministry of Tourism and Recreation Affairs, Agricultural Land Use • Ministry of Culture, Cultural Services Unit • Ontario Provincial Police, Cambridge Detachment • Ministry of Culture, Heritage Operations Unit • Ontario Realty Corporation • Ministry of Municipal Affairs and Housing • Grand River Conservation Authority

Municipal: • Regional Municipality of Waterloo • EMS, Regional Municipality of Waterloo • The Corporation of the City of Cambridge ‐ • City of Cambridge Fire Department • City of Kitchener

Stakeholders: • Cambridge Municipal Heritage Advisory • Regional Municipality of Waterloo Committee • Friends of the Grand River • Speed River Land Trust • Grand River Conservation Foundation • Waterloo Catholic District School Board • Grand River Transit • Waterloo Region District School Board • Greater Kitchener‐Waterloo Chamber of • Waterloo Region Heritage Foundation Commerce

4.4 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Consultation September 2009

• Heritage Kitchener • Waterloo Regional Police Service • Real Estate Board of Cambridge

Utilities: • Bell Canada • Hydro One Business Centre • Canadian Pacific Railway • Union Gas Ltd. • Goderich‐Exeter Railway

4.3.1 Municipal Input Municipal input for this study was obtained through ongoing input with representatives from the transportation and public works departments of the Regional Municipality of Waterloo, City of Cambridge, and City of Kitchener. Members of the Stantec Project Team and MTO met with representatives from the Regional Municipality of Waterloo, the City of Kitchener, and the City of Cambridge on several occasions during the study to discuss the study, future development adjacent to Highway 401 and Highway 8, municipal access requirements, and municipal transportation initiatives, including the Regional Transportation Master Plan. During the study, the project team received a Staff Report to the Regional Municipality of Waterloo Planning and Works Committee dated March 31, 2009. A copy of the report is provided in Appendix B. A report to Council from the City of Cambridge Environmental Advisory Committee (CEAC) was also received (dated March 25, 2009). The report indicated that the CEAC had attended the PIC and reviewed the Preferred Plan; and requested that the project team consider planting site‐appropriate native vegetation species and pedestrian movement on any structures replaced over Highway 401. The request to consider native vegetation during the development of a Landscape Plan during detail design is included in Section 7.12.1.5. None of the existing structures over Highway 401 in the study limits are being replaced as part of the study. In addition to meetings with municipal staff, the project team presented the Preferred Plan to the Region of Waterloo Planning and Works Committee on March 31, 2009; the City of Kitchener Development and Technical Services Committee on April 20, 2009; and the City of Cambridge General Committee on April 14, 2009. In general, municipalities were in support of capacity improvements. However, the Municipality requested that the project team consider pedestrian/cyclist movement and accommodating the Region’s Bus Rapid Transit (BRT) initiative during the detail design stage. These commitments are discussed in greater detail in Section 7.12. 4.3.2 Aboriginal Consultation The study area is within the lands identified as the Haldimand Tract, which covers lands within six miles east and west of the Grand River and includes property that is subject to a Land Claim. The following Aboriginal groups were contacted to advise them of the start of the study and to invite their input through correspondence or through meetings with the project team: the Mississaugas of the

4.5 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Consultation September 2009

New Credit, Six Nations of the Grand River Territory, and the Haudenosaunee Six Nations Confederacy Council. The initial letters were sent on August 7, 2008. The Métis Nation of Ontario Consultation Unit has also been contacted to advise them of the Transportation Environmental Study Report (TESR) 30‐day Public Review period. The Ministry of Aboriginal Affairs, Indian and Northern Affairs Specific and Comprehensive Claims and Litigation Management and Resolution Branches, and the Ministry of the Attorney General were also contacted at the start of the project to request their input on First Nations that may have an interest in the study area. No additional First Nation groups were identified as a result of this correspondence. Since there is a Land Claim associated with the Haldimand Tract, the Ministry of Transportation (MTO) has been meeting regularly with the Six Nations of the Grand River to facilitate their ongoing input on MTO projects in the vicinity of the Grand River. The Ministry met with the Six Nations of the Grand River staff on February 12, 2009 to provide an overview of the project alternatives, to provide information about environmental factor‐specific fieldwork carried out for the study, including fisheries, terrestrial, archaeology, built heritage and cultural landscape, and air quality, and to invite comments on the project alternatives and any information that can be shared about the study area. Draft copies of the reports were provided for review. The ministry is committed to further meetings and discussions with First Nations.

4.6 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Consultation September 2009

Table 2: Summary of External Agency Involvement

Contact Information Issue /Concern Action taken by Project Team Navigable Waters Protection Manager • Comments (fax June 19, 2008) indicate interest in • Consultant responded (September 18, 2008) to Transport Canada (Navigable Waters Protection work over, in, through or across Navigable indicate that interest in navigable watercourses has Program) Waterways (i.e. the Grand River) been noted 100 South Front Street • Will determine navigability of waterways to see if • Noted that details and locations of potential Sarnia ON N7T 2M4 the NWPA Act applies and receive applications crossings are not known at this time, preliminary under the NWPA Act General Arrangements will be forwarded once a Preferred Plan is selected Department of Indian and Northern Affairs • Comments (fax June 26, 2008) to indicate that the • Consultant responded (September 18, 2008) to Specific Claims Branch Mississaugas of the New Credit First Nation have confirm that the Ministry of Aboriginal Affairs, 10 Wellington Street, Room 1310 submitted a Specific Claim in the area and that the INAC, Specific and Comprehensive Claims and Gatineau QC K1A 0H4 Six Nations of the Grand River may also have an Litigation Management and Resolution Branches, interest and the Ministry of Attorney General were all • Additional information on submitted claims is contacted at the start of the project available in INAC’s Public Information Status • The Consultation and Accommodation Unit will also Report be contacted and noted that the MTO has been • INAC Litigation Management and Resolution meeting regularly with the Six Nations of the Grand Branch, Special Claims Branch and Consultation River to facilitate their ongoing input and Accommodation Unit should be contacted • Noted that Canada should not act as a representative for any Aboriginal group for the purposes of claims or consultation

4.7 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Consultation September 2009

Contact Information Issue /Concern Action taken by Project Team Department of Indian and Northern Affairs • Correspondence (by mail September 14, 2008) • Ministry of Transportation met with Six Nations of 10 Wellington Street advises that there is active litigation in the study the Grand River during the study Gatineau QC K1A 0H4 area (Six Nations of the Grand River Band of Indians v. Attorney General for Canada and Her Majesty the Queen in Right of Ontario, court

reference number 406/95 Brantford)

• Noted that case has not been adjudicated, and recommended that legal counsel be consulted to confirm potential implications Six Nations of the Grand River Territory • MTO sent letter (August 7, 2008) to indicate that the 2498 Chiefswood Road study has been initiated and to confirm that the PO Box 5000 environmental assessment would include Ohsweken ON N0A 1M0 investigations relating to the natural environment, archaeology, and heritage • Offered to meet with the First Nation to discuss the study • The Ministry met with the Six Nations of the Grand River staff on February 12, 2009 to provide an overview of the project alternatives, to provide information about environmental factor‐specific fieldwork carried out for the study, including fisheries, terrestrial, archaeology, built heritage and cultural landscape, and air quality, and to invite comments on the project alternatives and any information that can be shared about the study area.

4.8 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Consultation September 2009

Contact Information Issue /Concern Action taken by Project Team Six Nations Confederacy Council • MTO sent letter (August 7, 2008) to indicate that the 2634 6th Line, RR 2 study has been initiated and to confirm that the Ohsweken ON N0A 1M0 environmental assessment would include investigations relating to the natural environment, archaeology, and heritage • Offered to meet with the First Nation to discuss the study Mississuagas of the New Credit First Nation • MTO sent letter (August 7, 2008) to indicate that the 2789 Mississauga Road, RR 6 study has been initiated and to confirm that the Hagersville ON N0A 1H0 environmental assessment would include investigations relating to the natural environment, archaeology, and heritage • Offered to meet with the First Nation to discuss the study Environmental Assessment and Planning • Correspondence (June 12, 2008) advising that • Consultant responded (September 18, 2008) to Coordinator MAA, INAC (Specific Claims, Comprehensive indicate that the Ministry of Aboriginal Affairs, Ministry of the Environment ‐ West Central Claims, and Litigation Management and INAC, Specific and Comprehensive Claims and Region Resolution) and the Ministry of the Attorney Litigation Management and Resolution Branches, 119 King Street West, 12th Floor General should be contacted to determine affected and the Ministry of Attorney General were all Hamilton ON L8P 4Y7 Aboriginal Communities in the area contacted at the start of the project and that the MTO • Any identified communities should be contacted has been meeting regularly with the Six Nations of directly – noted that if there is a Part II Order the Grand River to facilitate their ongoing input request and First Nations have note been contacted, there may be a delay since the Crown has a duty to consult • Please keep up‐to‐date and provide copy of TESR

4.9 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Consultation September 2009

Contact Information Issue /Concern Action taken by Project Team Ministries of Citizenship, Immigration, Culture, • Comments (July 4, 2008) indicate interest in study • Consultant responded (September 18, 2008) and Tourism, and Sports Recreation of the Ministry as it relates to citizenship, culture, tourism, and noted that significant recreational and cultural of Health Promotion sports recreation features will be taken into consideration during the 30 Duke Street W, Suite 405 • Request communication of final outcome evaluation of project alternatives and in the selection Kitchener ON N2H 3W5 of a Preferred Plan Ministry of Municipal Affairs and Housing • Correspondence (June 23, 2008) indicates that the • Consultant responded (September 18, 2008) to 649 Exeter Road, 2nd Floor current policy on Land Use matters in Ontario is confirm that the project is being carried out in London ON N6E 1L3 the Provincial Policy Statement (2005) – the accordance with the Class EA for Provincial project should consider these policies during the Transportation facilities and that the project team study will be meeting with representatives from the cities • EA projects should ensure systems are safe, of Cambridge and Kitchener to review potential energy efficient and facilitate the movement of project alternatives, First Nations were also notified people and goods, address projected needs, use of the study commencement, MTO has been meeting existing and planned infrastructure, and integrate regularly with the Six Nations of the Grand River to transportation and land use considerations facilitate ongoing input on project through the process • Regional and local Official Plan policies regarding transportation should be integrated into assumptions regarding the preferred solution • The Region of Waterloo is within the Greater Golden Horseshoe Growth Plan Area – applicable policies should be considered during the evaluation process • Consultation with the Six Nations of the Grand River and other First Nations in the area should be undertaken • Keep informed of future project developments

4.10 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Consultation September 2009

Contact Information Issue /Concern Action taken by Project Team Ontario Realty Corporation • Correspondence (July 7, 2008) indicates there are • Consultant responded (September 18, 2008) to 1 Dundas Street W, Suite 200 ORC managed properties in the study area – indicate that the location of ORC property within the Toronto ON M5G 2L5 provided map showing locations of properties study area has been noted and that the project is • Noted that avoidance and mitigation options that being carried out in accordance with the Class EA quantify potential negative impacts should be part for Provincial facilities of the EA • The project includes consideration of impacts to • Negative impacts to land holdings should be natural, social and cultural environments avoided and documented – ORC should be • ORC will be contacted if there are potential impacts contacted early in the process and circulated on to ORC property draft TESR if acquisition or fragmentation is • Notify if impacts to ORC lands are expected anticipated • Assessment of cultural heritage features on ORC lands should include cultural landscapes, archaeology, and places of sacred and secular value • Noted that the purchase of or easements on ORC lands trigger the ORC Class EA process • Some of the ORC lands in the study area are managed by Hydro One – please contact ORC and Hydro One for policy and access to the lands Detachment Commander • Comments (fax June 19, 2008) indicate efforts • Consultant responded (September 18, 2008) to Ontario Provincial Police, Cambridge should be made to minimize indicate that comments regarding safety to the Detachment impact/inconvenience to the motoring public and travelling public and traffic management has been 500 Beaverdale Road carry out construction during off‐peak hours noted Cambridge ON N3C 2V3 • Please keep up to date • The goal of the study is to develop a plan that provides safe operations and maintains local access while minimizing impacts to natural, social and cultural environments

4.11 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Consultation September 2009

Contact Information Issue /Concern Action taken by Project Team City of Kitchener • The project team met with the City of Kitchener City Hall, 200 King Street West Development and Technical Services (DTS) P.O. Box 1118, 2nd Floor, Berlin Tower Committee on Monday, April 20, 2009 to present Kitchener ON N2G 4G7 the Preferred Plan Transportation Planning • Comments (fax July 17, 2008) expressed concern • Consultant responded (September 18, 2008) to City of Kitchener regarding impacts to adjacent developments and indicate that the project includes a micro simulation City Hall, 200 King Street West Highway 401 Westbound ramp from Highway 8 based traffic analysis to identify potential safety and P.O. Box 1118, 9th Floor, Berlin Tower • Keep up to date and send notification regarding operational improvements Kitchener ON N2G 4G7 upcoming PICs • The city will be contacted to arrange a meeting prior • Wishes to review draft reports and provide to PIC to discuss impacts comments prior to final decision • Met with the project team (November 21, 2008) to discuss project alternatives and preliminary results of the traffic modeling • At the meeting , the City noted that they would support additional Highway 401 access at Speedsville Road • Met with the project team (February 20, 2009) to discuss the Preferred Plan for improvements to the Highway 401/Highway 8 interchange Regional Municipality of Waterloo • Met with the project team (November 21, 2008) to • Notified (June 6, 2008) of Study Commencement 150 Frederick Street, 1st Floor discuss project alternatives and preliminary through direct correspondence Kitchener ON N2G 4J3 results of the traffic modeling • At the meeting , the Region noted that they are updating their Transportation Model

• The following regional concerns were also

discussed: development north of Speedsville Road

4.12 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Consultation September 2009

Contact Information Issue /Concern Action taken by Project Team Regional Municipality of Waterloo, cont’d. • The Region is currently undertaking a Rapid Transit Environmental Assessment Study – the proposed Bus Rapid Transit (BRT) route could include a station at Highway 8/ Sportsworld Drive • Interchange configurations that accommodate BRT should be considered • The Region indicated that the development community and local businesses were likely to support/request an interchange at Speedsville Road • Met with the project team (February 20, 2009) to discuss the Preferred Plan for improvements to the Highway 401/Highway 8 interchange • Provided copy of March 31, 2009 staff report to the Planning and Works Committee by email (March 25, 2009) • The project team met with the Regional Municipality of Waterloo Council on Tuesday, March 31, 2009 to present the Preferred Plan • At the meeting, Council did not indicate any significant concerns with the Preferred Plan City Clerk • The project team met with the City of Cambridge • Notified (June 6, 2008) of Study Commencement City of Cambridge General Committee on Tuesday, April 14, 2009 to through direct correspondence 50 Dickson Street, PO Box 669 present the Preferred Plan Cambridge ON N1R 5W8 • At the meeting, the Committee did not indicate any significant concerns with the Preferred Plan

4.13 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Consultation September 2009

Contact Information Issue /Concern Action taken by Project Team Director of Engineering Services • Comments (fax June 13, 2008) indicate interest in • Notified (June 6, 2008) of Study Commencement Transportation and Public Works Department potential for Highway 401 interchange with through direct correspondence City of Cambridge Speedsville Road • Consultant responded (September 18, 2008) to 50 Dickson Street, PO Box 669 • Can provide drawings for the study indicate the study includes a micro simulation based Cambridge ON N1R 5W8 • Request participation on project team traffic analysis to identify potential safety and • Met with the project team (November 21, 2008) to operational improvements discuss project alternatives and preliminary • Noted that the Region of Waterloo is currently results of the traffic modeling undertaking a Feasibility Study for access to and • Met with the project team (February 20, 2009) to from Highway 401 and the area north east of discuss the Preferred Plan for improvements to Highway 401 / Highway 8 the Highway 401/Highway 8 interchange Grand River Conservation Authority • Correspondence (July 4, 2008) indicates that the • Notified (June 6, 2008) of Study Commencement 400 Clyde Road, PO Box 729 study area includes the Grand and Speed Rivers through direct correspondence Cambridge ON N1R 5W6 and their floodplains, steep valley and erosion • Consultant responded (September 18, 2008) to hazard slopes, and provincially and locally indicate that natural science specialists will be significant wetland areas. carrying out background reviews as required by

• Portions of the study area are regulated by Class EA

GRCA’s Development, Interference with • An assessment of erosion potential will also be Wetlands and Alternations to Shorelines and carried out and the soil specialists will contact the Watercourses Regulation (OReg 150/06) which GRCA to obtain additional information prohibits development in certain sensitive areas and alternations to watercourses

• Provided map of GRCA features in study area

• Future development within regulated areas will require a permit from GRCA

• Met with the project team (November 21, 2008) to

discuss project alternatives and preliminary results of the traffic modeling

4.14 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Consultation September 2009

Contact Information Issue /Concern Action taken by Project Team GRCA cont’d. • Met with the project team (February 20, 2009) to discuss the Preferred Plan for improvements to the Highway 401/Highway 8 interchange • Correspondence (August 29, 2009) indicates that the GRCA has reviewed the proposed new structure over the Grand River and requests that the floodplain model be updated during Detail Design • Provided additional information regarding contacts at MNR and DFO to discuss aquatic and terrestrial issues, including impacts to aquatic species‐at‐risk, natural science features, and Bald eagle wintering habitat Manager, Public Works • Comments (by email June 19, 2008) indicate • Notified (June 6, 2008) of Study Commencement Canadian Pacific Railway Highway 401 crosses over the CPR railway ROW through direct correspondence 1290 Central Parkway W and track within the study area • Consultant responded (September 18, 2008) to Suite 700 • Please keep up to date of how the project could indicate that the project will not include widening of Mississauga ON L5C 4R3 affect the Highway 401 Overhead Grade Highway 401 over the existing railway, however Separation CPR will be contacted if any impacts to railway are expected

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4.16 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00

5.0 Existing Conditions

This section of the report describes the existing natural, social, and cultural conditions in the study area. Background studies and site specific field investigations were carried out by specialists in the areas of fisheries and aquatic resources, terrestrial resources, contamination, archaeology, stormwater management, noise, air quality, socio‐economics, built heritage, drainage and erosion and sediment control. All work was carried out in accordance with the requirements of the Environmental Reference for Highway Design (ERHD 2006), which provides standards for scope of work, evaluation of environmental impacts, and proposed mitigation measures for MTO undertakings. 5.1 Natural Environment Four significant natural features are located within the study area, including the Speed River Provincially Significant Wetland (PSW), the regionally significant Freeport Esker Area of Natural and Scientific Interest (ANSI), an Environmentally Sensitive Policy Area (ESPA), and a locally significant wetland as designated by the City of Kitchener. Existing Environmental Conditions and Constraints are displayed in Exhibit 5. 5.1.1 Physiography The study area is located within the physiographic region defined as the Waterloo Hills in The Physiography of Southern Ontario (Chapman and Putman). The Waterloo Hills are generally comprised of sandy hills or ridges with outwash sands in the intervening hollows. The hills typically contain fine sands and are generally well drained. Soils in the study area are described as silty sand, sand, sand and gravel in the elevated areas and clayey silt, peat and muck in areas adjacent to the rivers. The Freeport Esker ANSI consists of a single‐ridge esker (deposit of sand and gravel), that was deposited by meltwaters from ice moving out of the Lake Ontario basin. The northwest section of the study area in the vicinity of Maple Grove Road overlies a small portion of this ANSI. Regionally significant ANSIs are not protected under the Provincial Policy Statement (PPS), which indicates that development can be permitted if there are ‘no negative impacts to the natural features or ecological functions.’ 5.1.2 Groundwater Groundwater in the study area is generally found from 1.5 metres to 10.5 metres below ground surface in the vicinity of the Highway 401/Highway 8 interchange, and from 1 metre to 3 metres below ground surface in the remainder of the study area. Groundwater forms approximately 75% of the regional municipal water source. The Regional Municipality of Waterloo has identified Sourcewater Protection Areas to protect current and future municipal drinking water supplies. The Region’s draft Regional Official Plan (2008) identifies a surface water intake protection zone north of the Highway 8/King Street interchange and along Maple Grove Road, west of the City of Cambridge Municipal boundary. There is also a potential wellhead and

5.1 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Existing Conditions September 2009

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5.2 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Existing Conditions September 2009

Exhibit 5: Existing Environmental Conditions

5.3 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Existing Conditions September 2009

Back (Exhibit 5)

5.4 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Existing Conditions September 2009 associated potential wellhead protection area located adjacent to Maple Grove Road, west of the City of Cambridge municipal boundary. A search of the Ministry of the Environment (MOE) Well Water Information Service (WWIS) identified 36 domestic water wells, eight commercial water wells, and three observation wells within 0.25 kilometres of the study area. 5.1.3 Fisheries and Aquatic Ecosystems A Fisheries and Aquatic Ecosystems Study was carried out as part of this study, including site‐specific fisheries field investigations at culvert crossings and the Speed River in June and August, 2008 and habitat mapping carried out in September 2008. Fieldwork was supplemented with secondary source information obtained from the Ministry of Natural Resources (MNR) and Grand River Conservation Authority (GRCA) and with fisheries and aquatic studies carried out for the MTO projects described in Section 1.1.1. The Fisheries and Aquatic Ecosystems Report is in Appendix D. The study area is located within the Grand River watershed. 5.1.3.1 Grand River The Grand River flows 300 kilometres through southwestern Ontario from the highlands of Dufferin County to Port Maitland on Lake Erie and is located at the western extremity of the study area. The Grand River Watershed is the largest watershed in Southern Ontario and the watercourse has been declared a Canadian Heritage River, in recognition of both its natural and cultural attributes. Highway 401 currently crosses the Grand River valley on two separate bridges, one for the eastbound lanes and one for the westbound highway lanes. In the vicinity of Highway 401, the Grand River contains warmwater fisheries habitat and has been researched extensively by MNR and the GRCA. This section of the watercourse is known to support over 30 fish and aquatic species, including four sensitive species: Black Redhorse (Threatened), Silver shiner (Special Concern), Wavy‐rayed Lamp mussels (Endangered), and possibly Rainbow mussels (Threatened). Upstream of Highway 401 the watercourse is approximately 100 metres wide, predominately containing cobble and boulders that provide instream cover and a mix of submergent and emergent vegetation. Downstream of the highway, there is some submergent vegetation in the western portion of the channel, with cobble as the dominant substrate, providing some instream cover. Instream cover downstream is also provided by some overhanging vegetation, large woody debris, and undercut banks. The riparian area is densely vegetated with grasses and deciduous trees. The Grand River Fisheries Management Plan (1998) provides direction on long‐term plans for how the watercourse’s fishery and adjacent lands should be managed to protect and improve the watercourse in perpetuity. 5.1.3.2 Speed River Within the study area, the Speed River is part of the Speed River wetland complex. Aquatic habitat in the Speed River at Highway 401 is significant as it is part of the Speed River Provincially Significant Wetland (PSW) Complex, provides habitat for warmwater sportfish species and provides potential spawning and nursery habitat for species such as northern pike.

5.5 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Existing Conditions September 2009

Highway 401 crosses the Speed River on two structures (one for the eastbound lanes and one for the westbound lanes, east of Speedsville Road. There are two channels of the Speed River through this area (an east branch and a west branch) that form approximately 200 metres upstream of Highway 401. Speedsville Road also crosses the Speed River, south of Highway 401.

The Speed River supports warmwater fisheries habitat, and includes a wide range of fish species. Northern pike have been observed in the watercourse. West branch The west branch of the watercourse is approximately 30 metres wide. Instream cover is provided by cobble and aquatic vegetation. Little cover is provided by riparian vegetation, which is comprised of tall grasses on both banks. Instream cover upstream is similar to that observed downstream, with cobble providing much of the available cover. The stream banks support dense grasses and erosion is occurring along a portion of the east bank. East branch The east branch of the watercourse is approximately 20 metres wide. Instream cover is provided by cobble in most areas and there is submergent vegetation in some areas near the stream banks. Upstream of the highway, the river is slightly narrower and deeper. Boulders are more common in the Speed River west branch at Highway 401 bottom substrate in this upstream area and submergent vegetation is also present. Stream banks are stable and vegetated with dense grasses. 5.1.3.3 West Creek (Speed River tributary) West Creek is parallel to Speedsville Road and enters the Speed River just downstream of the Speedsville Road Speed River bridge. The watercourse supports warmwater habitat and is not known to support any SAR. 5.1.4 Terrestrial Ecosystems A Terrestrial Ecosystems Study was carried out as part of this study, including site‐specific field investigations in July 2008. The Terrestrial Ecosystems Report is provided in Appendix E. Three significant terrestrial natural features were identified within the study area, including the Speed River Provincially Significant Wetland (PSW), an Environmentally Sensitive Policy Area (ESPA), and a locally significant wetland as designated by the City of Kitchener. Significant natural features in the study area are identified on Exhibit 5.

5.6 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Existing Conditions September 2009

5.1.4.1 Vegetation and Wetlands Nineteen vegetation communities were identified in the study area, of which all are considered to be secure in Ontario. Cultural meadows dominate the landscape adjacent to Highway 401, while deciduous forest communities dominate the landscape immediately adjacent to the Highway 8 corridor. No Endangered, Threatened, or Vulnerable species were observed in the study area. Two regionally rare plant species (buttonbush shrubs and highbush blueberry) were also observed. However, both species are ranked as secure in Ontario. The Speed River Provincially Significant Wetland (PSW) is approximately 5,710 hectares, and is part of the largest wetland complex in the Grand River watershed. In the study area, the PSW is located east of Speedsville Road, north and south of Highway 401. Provincially significant wetlands are protected under Section 2.1 of the Provincial Policy Statement (PPS) which indicates that ‘development and site alteration shall not be permitted in…significant wetlands in Ecoregion 6E…unless it has been demonstrated that there will be no negative impacts on the natural features or their ecological functions’. The Grand River Floodplain Forest Environmentally Sensitive Policy Areas (ESPA) occurs on both the east and west sides of the Grand River, extending south from Highway 401. ESPAs are designated by the Region in the Regional Official Policies Plan (ROPP) and protected under municipal legislation. This ESPA protects floodplains and steep slopes that provide important flood management and ecological function for the Grand River. The deciduous/mixed swamp (SWD3‐1/SWM2‐1) northeast of the Highway 8 and Sportsworld Drive interchange is designated as a locally significant wetland by the City of Kitchener. This wetland is unevaluated and is not protected under the PPS. The Ministry of Natural Resources has indicated that the boundary of this wetland is not confirmed. 5.1.4.2 Wildlife Habitat and Open Space Linkages The provision of wildlife habitat is one of the primary ecological functions of natural heritage features and areas. There is significant wildlife habitat in the study area including deer wintering areas, the Grand and Speed Rivers and associated wetlands, and Bald Eagle wintering areas. Deer wintering yards are identified based on the quality and extent of conifer cover, amount of food available and relative density of the deer population. Two deer wintering yards were identified in the study area, one east of Highway 8, between Highway 401 and Maple Grove Road, and one that is concurrent with the Provincially Significant Wetland associated with the Speed River. During this study, MNR has noted that the boundaries associated with these areas may be out‐of‐date. Suitable deer wintering exists particularly in the white pine – hardwood mixed forests. The MNR has indicated that this area of the Grand River provides wintering habitat for bald eagles. During the winter, Bald Eagles inhabit major river systems, including the Grand River. Winter habitat suitability is dependent on food availability (e.g., often fish, waterfowl, or carrion), the presence of roost sites, and the absence of human disturbance. Bald Eagle habitat is protected under the Endangered Species Act (2008). No bald eagle nests were observed during field investigations. However, the Canadian Wildlife Service has identified the Cambridge segment of the Grand River as a major waterfowl concentration area from December to March and MNR has indicated that Bald Eagles are known to occur in the vicinity of the study area along the Grand River.

5.7 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Existing Conditions September 2009

The Grand River and Speed River provide continuous open space linkages for wildlife movement along the valleys and wetlands adjacent to the watercourses. 5.1.4.3 Avian Species A review of the Ontario Breeding Bird Atlas (Bird Studies Canada, 2005) indicates that one hundred‐and‐ six avian species have been recorded within the 10 km square that overlaps with the study area. An additional two species were documented by the NHIC. Six of these species are significant species. However, only the chimney swift (Threatened), common nightwhawk (Threatened), red‐headed woodpeaker (Special Concern, Threatened), and the bald eagle (Endangered in Southern Ontario) are potentially found within the study area. The federal Species at Risk Act (2008) prohibits damage or destruction of habitat for SAR, including those listed as endangered or threatened on the Species at Risk in Ontario List. In southern Ontario, the bald eagle and its habitat are protected under Ontarioʹs Endangered Species Act (2007). Cliff Swallow, rock dove, barn swallow, and eastern phoebe nests were identified on both the Highway 401, Grand River and Highway 401, Speed River bridges. 5.1.4.4 Mammals and Amphibians A total of forty mammal species have been identified within or are potentially found within the study area. Of these species, only the southern flying squirrel and the woodland vole are considered to be of conservation concern. Neither species is protected under the provincial Endangered Species Act. Twenty‐seven species of reptiles and amphibians are known to have ranges that overlap the study area. Six of these species are considered species of conservation concern. Of these, suitable habitat for the Western Chorus Frog (not at risk in Ontario), the Jefferson Salamander (Threatened and protected by SARA and ESA), Blanding’s Turtle (Threatened and protected by SARA and ESA), Eastern Ribbonsnake (Special Concern but not protected under the SARA or ESA), the Eastern Milksnake (Special Concern but not protected under the SARA or ESA), and the Queen Snake (Threatened and protected by SARA and ESA) The federal Species at Risk Act (2008) prohibits damage or destruction of habitat for SAR, including those listed as endangered or threatened on the Species at Risk in Ontario List. 5.2 Socio-Economic Environment The study area is in the Regional Municipality of Waterloo, and the Cities of Kitchener and Cambridge. 5.2.1 Land Use Land use in the study area is governed by the Region of Waterloo Regional Official Plan (ROP) (draft 2008), and City of Cambridge and Kitchener Official Plans. The Cities of Kitchener, Cambridge and downtown Waterloo are all identified as Growth Centres in the Greater Golden Horseshoe Growth Plan (2006). The Region is currently developing a new ROP that is consistent with Provincial policies and regulations and to provide a guideline for reasonable and practical growth in the Region to the year 2029. The study area includes lands zoned for residential and commercial use along King Street, primarily residential immediately south of Highway 401, and a mix of commercial and industrial, east of Highway 8, north of Highway 401.

5.8 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Existing Conditions September 2009

There are several areas designated for parks and open space along the Grand and Speed Rivers and south of Highway 401 between Fountain Street and Speedsville Road. There are active agricultural properties northeast of the study area and south of Highway 401, east of the Grand River. The agricultural property adjacent to the Grand River is currently being redeveloped as a residential subdivision. 5.2.1.1 Community Structure—Residential Residential properties are primarily located in the following areas: • North of Highway 401 between King Street and the Grand River (along Limerick Drive, Greensview Drive, and Edgehill Road) • South of Highway 401 east and west of Shantz Hill Road (Preston Heights) • Along Royal Oak Road and Cherry Blossom Road In addition to these neighbourhoods there are scattered rural residences along additional roads in the community, including Speedsville Road, Limerick Road, and Fountain Street. 5.2.1.2 Community Structure—Commercial/Industrial Municipal roads adjacent to Highway 401 and Highway 8 are dominated by industrial and commercial lands uses, including manufacturing and processing facilities, with industrial uses dominant east of Highway 8, and primarily retail commercial west of Highway 8 along King Street and Sportsworld Drive. The primary areas include: • Gateway Park – located west of Highway 8, primarily along Gateway Park Drive. This development is large‐scale service and commercial development, including Home Depot, Chapters, and a movie theatre • Sportsworld Crossing – new development with retail development and commercial office space. The ice rink associated with this property has recently been purchased by the City of Kitchener. • Cambridge Business Park– primarily industrial and manufacturing area accessed from the Highway 8/Sportsworld Drive interchange. The Business Park includes large manufacturing and distribution centres. The boundaries of this Businesses Park have recently been increased to encompass an additional 200 acres that are anticipated to be available in 2010. • Preston Town Centre – mainly comprised of the former downtown of the town of Preston and accessed from the existing Highway 401/King Street interchange. • Hespeler Village District – located in the Speed River Valley, this area accommodates businesses comprised primarily of service, commercial and convenience retail outlets. The City of Cambridge indicated that this area may expand in the future. However, there are no current plans for the location or size of any proposed expansions. In addition to the above, the Region of Waterloo Regional Operations Centre and a maintenance patrol yard are located at the Highway 8/Sportsworld Drive interchange. There is also a large manufacturing facility located in the northeastern quadrant of Highway 401 and Speedsville Road.

5.9 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Existing Conditions September 2009

5.2.1.3 Planned Development The following development proposals have been identified (or are currently under construction) in the study area: • Limerick Road Subdivision – residential development. A draft plan has been submitted to the City of Cambridge. • Sportsworld Crossing Development – this development is discussed in Section 5.2.3. However, there are parts of the property that are not yet constructed. • A hotel is currently under construction in the southwest quadrant of the existing Highway 401/King Street interchange – an area to the east of this parcel has also been identified for future development The descriptions above are current at the time of writing of this report. Where possible, Site Plans for developments have been considered during the development of project alternatives. 5.2.2 Noise A noise assessment study has been carried out in accordance with the MTO Noise Guide (2006). The Noise Impact Study analyzed existing noise conditions and compared them to future noise levels expected from the proposed improvements under future ‘do‐nothing’ and future ‘Recommended Plan’ scenarios. The Noise Impact Study is in Appendix F. In the vicinity of the study area, the dominant source of ambient noise in the study area is vehicular traffic movements on the existing Highway 8 and Highway 401 corridors and the intersecting local roads. Existing sound levels were calculated to be a range from 59 to 74 decibels (dBA). 5.2.3 Air Quality This study has included an Air Quality Assessment to quantify air contaminant emissions from vehicular traffic along, entering, exiting, and crossing the highway and to determine how these emissions will affect air quality in the vicinity of the proposed highways. The Air Quality Assessment is on file with MTO. The assessment was undertaken for a future no‐build (2021) and a future build alternative (with improvements for the year 2021) and used maximum emission rates (winter condition), worst‐case meteorological conditions, and reasonable worst‐case background concentrations. Results of the assessment are discussed in Section 7.12.2.5. 5.2.4 Recreation Riverside Park encompasses most of the land south of Highway 401 between Fountain Street and Speedsville Road and includes baseball diamonds, soccer fields and parking areas. Additional recreational facilities in the study area include the Doon Valley Golf Course (west of the Grand River). The Doon Valley Golf Course has recently expanded to include additional holes on the south side of Highway 401. The Grand River and Speed River are navigable waterways. A pedestrian trail crosses under the east side of the Highway 401, Speed River bridge over the east branch of the Speed River. This trail connects to Riverside Park.

5.10 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Existing Conditions September 2009

5.2.5 Transportation A railway crosses under Highway 401 just west of Fountain Street. Although this line was originally used by the Grand River Electric Railway (GRER), it is currently used by Canadian Pacific Railway (CPR). The Region of Waterloo has recently initiated ‘Moving Forward 2031’, a Regional Transportation Master Plan to identify long range planning goals for all modes of transportation, including pedestrian, cyclist, transit, and automobile. The study includes the implementation of express bus service, a Rapid Transit Environmental Assessment process, and the potential to identify increased train service to and from key residential and employment areas. As part of the Rapid Transit study, the potential for a Bus Rapid Transit (BRT) terminal has been identified at the Highway 8/Sportsworld Drive interchange. Via Rail currently provides three trains per day between London and Toronto, with a stop in Kitchener. Greyhound Buses provide daily service between Waterloo Region and Toronto. 5.3 Cultural Environment The study area falls within the Haldimand Tract, an area of lands granted to the Six Nations by the Haldimand Proclamation (1784). The Haldimand Tract is an area that extends six miles on each side of the Grand River from Lake Erie to its source north of Shelburne. The project is also subject to the 1701 Fort Albany Treaty that substantiates the treaty right to exercise traditional activity in the area. Lands within the study area are of significant interest to the Six Nations of the Grand River Territory and Mississaugas of the New Credit. 5.3.1 Archaeology A Stage 1 Archaeological Assessment was carried out as part of this study. The Archaeological Assessment included an archival search was conducted using the Ontario Ministry of Culture Archaeological Sites Database in order to determine the presence of any registered archaeological sites located in the vicinity of the study area. Twenty registered sites were identified within one kilometre of the study area. Of these, six sites were within the study area. Five of the six identified within the study area were ‘single finds’ and have been released from further archaeological concern. The remaining registered site, a historic log house, is within the study limits. The Stage 1 Archaeological Assessment Report has been submitted to the Ministry of Culture for Concurrence and is on file with MTO. 5.3.2 Built Heritage and Cultural Landscape A Built Heritage and Cultural Landscape Study, and a Bridge Heritage Assessment of the Highway 401, Grand River Bridges were carried out as part of this study. The study did not locate any registered or identified heritage properties in the study area. Two cultural landscapes were identified within the study limits: • The Grand River – The Grand River corresponds with Parks Canada’s definition of an Aboriginal Cultural Landscape based on the river’s central importance to the cultural identity, economic security, and quality of life of the Six Nations of the Grand River. In addition, the watercourse banks hold a high archaeological potential to First Nations people. The Grand River and its tributaries (including

5.11 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Existing Conditions September 2009

the Speed River) is also part of the Canadian Heritage Rivers System (CHRS). CHRS is Canadaʹs national river conservation program. • Highway 401 – The highway has been identified as a designed cultural landscape based on its construction and conception as a single entity, consistency of design and aesthetic, and as an evolved landscape, based on its ongoing modifications and economic significance (40% of Canada‐US trade uses the highway). The Bridge Heritage Assessment carried out for the Highway 401, Grand River Bridges indicated that the structures were constructed in 1960 using conventional construction practices and materials. Since the structures are of common construction, do not make an impact on the landscape, and are not associated with any significant historical events, they have not been recommended for inclusion on the Ontario Bridge Heritage List. The structure scored only 37 points out of a possible 100. A score of 60 is the threshold for MTO heritage bridge listings.

5.12 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00

6.0 Preliminary Design

This section of the report provides a description of the analysis and evaluation process that was followed to identify a Preferred Plan for the Highway 401 and Highway 8 study area. 6.1 Evaluation Process In accordance with the Class EA for Provincial Transportation Facilities (2000), Ministry of Transportation projects are required to consider a wide range of potential impacts to the natural, social, cultural and applied environments in the study area. Some environmental factors that are relevant to this study are potentially impacted to the same degree or in the same way with all of the alternatives being considered. Although these factors are relevant to the study area, they do not affect one alternative more than the others and were, therefore, not considered in the evaluation that led to the selection of a Preferred Plan. Evaluation criteria that address the key issues related to the decision‐making process of selecting a suitable improvement plan for this project were identified. The evaluation factors and a description of what represents the “best” plan are summarized in Table 3. This information was presented to the public for review and comment at the Public Information Centre. Table 3: Evaluation Criteria

Evaluation What Represents the Best Plan for the Highway 401 and Highway 8 Study Area? Criteria The Best Improvement Plan … • Will enhance safe operation of the highway and has the potential to have the largest reduction in the number of collisions Traffic Operations • Achieves the highest overall design standard consistent with the Geometric Standards for Ontario Highways • Improves traffic operations on provincial highways • Has the least amount of property required, and impacts or displaces the fewest residents, businesses and agricultural properties Property and • Is compatible with the Official Plans of the City of Cambridge, the City of Kitchener, and Land Use the Regional Municipality of Waterloo • Is consistent with the Provincial Policy Statement and Ontario Growth Plan • Has the least impact to environmental conditions, such as: Fish and Fish Habitat, Terrestrial Ecosystems, Groundwater, Noise, Land Use Factors, Contaminated Property Identification and Management, Cultural Heritage (Built, Landscapes, and Archaeology), Environment Landscape Composition, Air, Surface Water, Designated Areas, Erosion and Sediment Control. • Avoids significant environmental features, or mitigates impact • Avoids impacts to Provincially Significant Wetlands • Accommodates reasonable access to the local municipal road system with minimal out‐ of‐way travel • Accommodates convenient local access to existing commercial development Access • Accommodates vehicle, pedestrian, and cyclist crossing of the highway • Minimizes impacts to emergency response routes • Minimizes additional traffic on local roads • Accommodates local transit

6.1 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

Evaluation What Represents the Best Plan for the Highway 401 and Highway 8 Study Area? Criteria The Best Improvement Plan … • Has favourable geotechnical and foundation conditions • Uses conventional construction techniques that have long‐term stability Constructability • Can be constructed with minimal impact to traffic flow and operations during construction Cost • Minimizes the total cost, including construction, utility relocation and property

An evaluation process was developed to provide an objective approach to the analysis and evaluation of interchange alternatives that would form a justifiable tool for the selection of a Preferred Plan. The goal of the evaluation process was to select a cost‐effective improvement plan for the Highway 401 and Highway 8 study area that provides safe operations and convenient local access to the surrounding area while minimizing the impacts to the natural, social, cultural and applied environment. The evaluation of alternatives was completed by comparing the advantages and disadvantages for each alternative based on the evaluation criteria listed in the above table. 6.2 Traffic Analysis As part of the evaluation of alternatives, a traffic analysis was completed to determine changes to travel patterns and potential traffic impacts. The analysis included travel demand forecasting and traffic microsimulation. 6.2.1 Traffic Demand Forecasting The Region of Waterloo Transportation Model (RoWTM) was used to determine the future traffic volumes in the study area including changes in travel patterns and traffic volumes on provincial highways and local roads. The RoWTM is a software tool (TransCad) that is used to forecast travel demand based on existing parameters such as population, employment, growth and known travel origins and destinations within the Region. For this study, the model was calibrated using actual observed traffic counts at various locations within the study area. Three transportation scenarios were developed using the 2021 RoWTM traffic forecasts to identify future traffic conditions in the study area. Theses scenarios included: do nothing (i.e. maintain the existing transportation network); add a direct eastbound to northbound ramp at the Highway 401 and Highway 8 interchange; and provide an interchange at Speedsville Road. A summary of the traffic analysis (for the year 2021 traffic forecast) for these scenarios follows. Scenario 1: Do Nothing (i.e. maintain the existing transportation network) This scenario represents the status quo. The existing transportation network would be maintained, as it now exists. The analysis of this scenario concluded that approximately 70% of the traffic that is destined for King Street northbound originates from Highway 401 eastbound; and approximately 60% of this traffic is ultimately destined for Highway 8 northbound, towards Kitchener and beyond. This suggests that there is a need for a direct connection between Highway 401 eastbound and Highway 8 northbound. Provincial traffic now using King Street would be significantly reduced with the addition of freeway

6.2 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009 ramps for Highway 401 eastbound to Highway 8 northbound and Highway 8 southbound to Highway 8 westbound. Scenario 2: The addition of a direct eastbound to northbound ramp at the Highway 401 and Highway 8 Interchange This scenario includes the addition of a direct free‐flow ramp from Highway 401 eastbound to Highway 8 northbound and the ultimate highway lane widening (five lanes per direction on Highway 401 and three lanes per direction on Highway 8). The analysis of this scenario concluded that the addition of a freeway ramp from Highway 401 eastbound to Highway 8 northbound would attract a significant volume of traffic because it provides convenient access to Highway 8. This suggests that traffic that is destined for Highway 8 northbound is currently using other routes to avoid King Street. The analysis also demonstrated that about 80% of the traffic that is destined for Sportsworld Drive originates from Highway 401 eastbound; and that about 95% of the traffic destined for Sportsworld Drive is ultimately destined to the east. Scenario 3: Provide an interchange at Speedsville Road This scenario includes an interchange at Highway 401 and Speedsville Road but does not include a direct ramp from Highway 401 eastbound to Highway 8 northbound. The purpose of developing and analysing this scenario was to determine the need for an interchange at Speedsville Road. The analysis of this scenario concluded that approximately 80% of the traffic that is destined for Speedsville Road from the west originates from Highway 401; and approximately 20% originates from Highway 8. Also approximately 30% of the traffic that is destined for Speedsville Road from the west is destined for Highway 8 northbound. This suggests that with an interchange at Speedsville Road there is a desire to use this interchange as a u‐turn to access Highway 8 northbound, rather than use King Street. This also further demonstrates the need for a direct connection between Highway 401 eastbound and Highway 8. In addition approximately 70% of the traffic that is destined for Speedsville Road is local traffic. 6.2.2 Microsimulation Traffic Analysis The Speedsville interchange scenario was further assessed using VISSIM in conjunction with the travel demand input from the Region of Waterloo Transportation Model. VISSIM is a traffic analysis software tool that is capable of simulating the traffic operation of cars, trucks and buses on all roadway classifications, including arterial roads, highways, HOV and bus lanes, intersections, ramps, weaving and merging areas, interchanges, etc. The adjustable parameters in VISSIM provide a real representation of field conditions. VISSIM can simulate/estimate queuing, lane changes, delay, speed, travel time and other traffic operations information. The results of the VISSIM analysis for the Speedsville interchange scenario concluded that the addition of a Highway 401 westbound entrance ramp at Speedsville Road would have a significant impact on the operation of Highway 401. The merging traffic will create a significant traffic backup (shockwave) that extends towards Hespeler Road. 6.3 Highway 401 and Highway 8 Interchange Alternatives Three improvement alternatives were considered for the Highway 401 and Highway 8 interchange. All of the interchange alternatives include an independent structure over the Grand River to accommodate the eastbound Highway 401 ramp to Highway 8. The option of widening the existing bridge was considered.

6.3 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

However, the resulting structure footprint was significantly greater and was not carried forward due to significantly greater impacts to the Grand River Valley. The Highway 401 and Highway 8 interchange alternatives are shown in Exhibit 6 and discussed in the following sections.

6.4 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

Exhibit 6: Highway 401 and Highway 8 Interchange Alternatives

6.5 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

Highway 401 and Highway 8 Interchange Alternatives

6.6 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.3.1 Highway 401/Highway 8 Interchange Alternative1 This alternative includes providing a full interchange at Highway 401 and Highway 8 with the addition of direct ramps from Highway 401 eastbound to Highway 8 northbound and from Highway 8 southbound to Highway 401 westbound. The advantages and disadvantages of this alternative are provided in Table 4. Table 4: Advantages and Disadvantages—Highway 401 and Highway 8 Interchange Alternative 1

Advantages Disadvantages

• A direct connection from Highway 401 eastbound to • The distance of 0.22 km on Highway 8, between the Highway 8 northbound is provided. Highway 401 entrance ramps and the Sportsworld Drive exit ramps is less than the desirable distance of • A direct connection from Highway 8 southbound to 1.85 km, which creates a short weaving section on Highway 401 westbound is provided. Highway 8 northbound—short weaving sections • A full interchange at Highway 401 will provide create conflicts, congestion, and compromise highway convenient access for long‐distance provincial users safety that require access to Highway 8, which is a desired • Approximately 5.57 ha of property is required. origin and destination within the Region. • Property requirements in the southwest quadrant of • A full interchange at Highway 401 will provide the interchange will impact one proposed convenient access for local users to access the local development. road network via the Highway 8 interchange at Sportsworld Drive.

• The addition of direct ramps (W‐N and N‐W) between Highway 401 and Highway 8 will significantly reduce the volume of provincial traffic on King Street.

• Lowest capital cost.

6.7 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.3.2 Highway 401/Highway 8 Interchange Alternative 2 This alternative includes providing a full interchange at Highway 401 and Highway 8 with the addition of direct ramps from Highway 401 eastbound to Highway 8 northbound and from Highway 8 southbound to Highway 401 westbound including a basket‐weave structure to accommodate the Toronto to Sportsworld Drive East move and the London to Sportsworld Drive West move. The advantages and disadvantages of this alternative are provided in Table 5. Table 5: Advantages and Disadvantages—Highway 401 and Highway 8 Interchange Alternative 2

Advantages Disadvantages

• A direct connection from Highway 401 eastbound to • Weaving on Sportsworld Drive Ramp S‐E/W is Highway 8 northbound is provided. required for the Highway 401 eastbound to Sportsworld Drive eastbound movement, which is a • A direct connection from Highway 8 southbound to predominant traffic pattern for traffic originating Highway 401 westbound is provided. from Highway 401. • A full interchange at Highway 401 will provide • Weaving on Sportsworld Ramp S‐E/W is required for convenient access for long‐distance provincial users the Highway 401 westbound to Sportsworld Drive that require access to Highway 8, which is a desired westbound movement—however, this is not a origin and destination within the Region. dominant traffic pattern for traffic originating from • A full interchange at Highway 8 will provide Highway 401. convenient access for local users to access the local • Approximately 5.97 ha of property is required. road network via the Highway 8 interchange at Sportsworld Drive. • Property requirements in the southwest quadrant of the interchange will impact one proposed • The addition of direct ramps (W‐N and N‐W) between development. Highway 401 and Highway 8 will significantly reduce the volume of provincial traffic on King Street.

• A basket‐weave structure is provided to eliminate the weaving section on Highway 8 northbound between Highway 401 and Sportsworld Drive.

• The Sportsworld Drive Ramp S‐E/W is configured to favour the Highway 401 eastbound to Sportsworld Drive westbound movement—however, this is not a dominant traffic pattern for traffic originating from Highway 401 west.

• The Sportsworld Ramp S‐E/W is configured to favour the Highway 401 westbound to Sportsworld Drive eastbound movement.

6.8 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.3.3 Highway 401/Highway 8 Interchange Alternative 3 This alternative includes providing a full interchange at Highway 401 and Highway 8 with the addition of direct ramps from Highway 401 eastbound to Highway 8 northbound and from Highway 8 southbound to Highway 401 westbound including a basket‐weave structure to accommodate the London to Sportsworld Drive East move and the Toronto to Sportsworld Drive West move. The advantages and disadvantages of this alternative are provided in Table 6. Table 6: Advantages and Disadvantages—Highway 401 and Highway 8 Interchange Alternative 3

Advantages Disadvantages

• A direct connection from Highway 401 eastbound to • Weaving on Sportsworld Ramp S‐E/W is required for Highway 8 northbound is provided. the Highway 401 eastbound to Sportsworld Drive westbound movement—however, this is not a • A direct connection from Highway 8 southbound to dominant traffic pattern for traffic originating from Highway 401 westbound is provided. Highway 401. • A full interchange at Highway 401 will provide • Weaving on Sportsworld Ramp S‐E/W is required for convenient access for long‐distance provincial users the Highway 401 westbound to Sportsworld Drive that require access to Highway 8, which is a desired eastbound movement. origin and destination within the Region. • Approximately 5.97 ha of property is required. • A full interchange at Highway 401 will provide convenient access for local users to access the local • Property requirements in the southwest quadrant of road network via the Highway 8 interchange at the interchange will impact one proposed Sportsworld Drive. development.

• The addition of direct ramps (W‐N and N‐W) between Highway 401 and Highway 8 will significantly reduce the volume of provincial traffic on King Street.

• A basket‐weave structure is provided to eliminate the weaving section on Highway 8 northbound between Highway 401 and Sportsworld Drive.

• The Sportsworld Ramp S‐E/W is configured to favour the Highway 401 eastbound to Sportsworld Drive eastbound movement, which is a predominant traffic pattern for traffic originating from Highway 401.

• The Sportsworld Ramp S‐E/W is configured to favour the Highway 401 westbound to Sportsworld Drive westbound movement—however, this is not a dominant traffic pattern for traffic originating from Highway 401.

6.9 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.3.4 Highway 401/Highway 8 Preferred Interchange Plan Alternative 3 was selected as the preferred plan for the Highway 401/Highway 8 Interchange. The preferred interchange at Highway 401/Highway 8 includes a basket‐weave to favour the Highway 401 eastbound to Sportsworld Drive eastbound movement. This alternative performed best out of the three alternatives considered under traffic simulation. Without the basket‐weaving section, unsafe conditions from decreased speeds and stopped vehicles can occur in the weaving section. This is due to Highway 401 eastbound to Sportsworld Drive eastbound traffic having to weave across two or three lanes to access the off‐ramp. The basket‐weave will improve traffic operations by reducing the required lane change to a single lane for Highway 401 eastbound to Sportsworld Drive eastbound traffic. Also, more gaps will be available in the traffic stream since the basket‐weave will separate the high through traffic volumes on the mainline from traffic destined to the off‐ramp. In addition to the above:

• The travel demand forecasting suggests that the majority of Highway 401 traffic that requires access to the study area is destined for Highway 8 northbound to Kitchener and beyond.

• A full interchange at Highway 401 provides convenient access for long‐distance provincial users that require access to Highway 8 northbound.

• The addition of direct ramps (W‐N and N‐W) between Highway 401 and Highway 8 will significantly reduce the volume of provincial traffic on King Street.

• The efficiency of the Highway 401 corridor is maintained by minimizing the number of new access points—frequent access points create conflicts, congestion, and compromise highway safety. 6.4 King Street Interchange Alternatives The preferred plan for interchange improvements to the Highway 401/Highway 8 interchange was used as the base plan for developing improvement alternatives for the King Street interchange at Highway 401. Four improvement alternatives were considered for the King Street interchange at Highway 401. These alternatives are shown in Exhibit 7 and discussed in the following sections.

6.10 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

Exhibit 7: King Street Interchange Alternatives

6.11 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

King Street Interchange Alternatives

6.12 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.4.1 King Street Interchange Alternative1 This alternative includes minor modifications to the existing interchange and the inclusion of turning lanes on King Street. The advantages and disadvantages of this alternative are provided in Table 7. Table 7: Advantages and Disadvantages—King Street Interchange Alternative 1

Advantages Disadvantages

• The existing interchange can be modified with the • The north ramp terminal intersection will operate at addition of turning lanes on King Street and minor an acceptable level of service—however, the ramp terminal revisions. southbound left‐turn movement onto Ramp N/S‐W may experience delay during the PM peak hour. • The existing Highway 401 eastbound speed change lane on the King Street overpass can be utilized for the • The south ramp terminal intersection will operate at ultimate Highway 401 widening (i.e. widening of the an acceptable level of service—however, the bridge to the south is not required). southbound left‐turn movement onto Ramp N‐E may experience delay during the PM peak hour. • There are no property impacts. • The existing loop ramp has a minimum radius of 45 • There are no impacts to the natural environment. metres, which is less than the desirable standard • Relatively low capital cost. radius of 55 metres. • There are successive freeway exits for Highway 401 eastbound vehicles, which complicates signage and can cause driver confusion.

• The existing King Street overpass will be widened to the north to accommodate the ultimate Highway 401 widening and the Ramp N/S‐W acceleration lane.

• An additional structure is required for the Highway 8 Ramp W‐N in order to maintain the existing King Street Ramp W‐N/S.

6.13 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.4.2 King Street Interchange Alternative 2 This alternative includes providing a full Parclo A4 interchange configuration at the King Street interchange with Highway 401. A combined Highway 8/King Street exit is provided from Highway 401 eastbound. The advantages and disadvantages of this alternative are provided in Table 8. Table 8: Advantages and Disadvantages—King Street Interchange Alternative 2

Advantages Disadvantages

• The interchange is a standard configuration with • The existing King Street overpass must be widened to inherent safety benefits. the north to accommodate the ultimate Highway 401 widening and the Ramp N/S‐W acceleration lane. • The loop ramps have standard radii of 55 metres. • An independent structure is required for the loop • All traffic movements are accommodated on Ramp N‐E due to the location of the pier for the independent interchange ramps, which maximizes Highway 8 Ramp W‐N. traffic capacity. • Approximately 0.42 hectares of property is required. • All exits from King Street are free‐flow movements with exits to the right. • Property requirements in the southwest quadrant of the interchange will impact two proposed • The combined Highway 8/King Street exit ramp from developments. Highway 401 eastbound eliminates a Highway 401 exit ramp • Highest capital cost.

• There are no impacts to the natural environment.

• All ramp terminal intersections will operate at an acceptable level of service, with surplus capacity.

6.14 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.4.3 King Street Interchange Alternative 3 This alternative includes providing a diamond interchange configuration at the King Street interchange with Highway 401. A combined Highway 8/King Street exit is provided from Highway 401 eastbound. The advantages and disadvantages of this alternative are provided in Table 9. Table 9: Advantages and Disadvantages—King Street Interchange Alternative 3

Advantages Disadvantages

• The existing Highway 401 speed change lanes on the • The north ramp terminal intersection will operate at King Street overpass can be utilized for the ultimate an acceptable level of service—however, the Highway 401 widening (i.e. widening of the bridge is southbound left‐turn movement onto Ramp N/S‐W not required). may experience delay during the PM peak hour.

• The combined Highway 8/King Street exit ramp from • The south ramp terminal intersection will operate at Highway 401 eastbound eliminates a Highway 401 an acceptable level of service—however, the exit ramp. southbound left‐turn movement onto Ramp N‐E may experience delay during the PM peak hour. • There are no impacts to the natural environment. • All exits from King Street require turning movements. • Relatively low capital cost. • The south ramp terminal intersection is relocated closer to the north ramp terminal intersection, which can cause operational problems between the intersections.

• The profile grade of 6% on the King Street Ramp W‐N/S exceeds the maximum desirable profile grade of 5% for interchange ramps.

• Approximately 0.04 hectares of property is required.

• Property requirements in the southwest quadrant of the interchange will impact two proposed developments.

6.15 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.4.4 King Street Interchange Alternative 4 This alternative includes providing a Parclo A2 interchange configuration on the north side and a diamond interchange configuration on the south side at the King Street interchange with Highway 401. A combined Highway 8/King Street exit is provided from Highway 401 eastbound. The advantages and disadvantages of this alternative are provided in Table 10. Table 10: Advantages and Disadvantages—King Street Interchange Alternative 4

Advantages Disadvantages

• The existing Highway 401 speed change lanes on the • The north ramp terminal intersection will operate at eastbound lanes King Street overpass can be utilized an acceptable level of service—however, the for the ultimate Highway 401 widening (i.e. widening southbound left‐turn movement onto Ramp N/S‐W of the bridge is not required). may experience delay during the PM peak hour.

• The loop ramp has standard radii of 55 metres. • The south ramp terminal intersection will operate at an acceptable level of service—however, the • The exiting S‐E ramp in the southeast quadrant is southbound left‐turn movement onto Ramp N‐E may utilized. experience delay during the PM peak hour. • The combined Highway 8/King Street exit ramp from • The existing King Street overpass must be widened to Highway 401 eastbound eliminates a Highway 401 the north to accommodate the ultimate Highway 401 exit ramp widening and the Ramp N/S‐W acceleration lane. • There are no impacts to the natural environment.

6.4.5 King Street Preferred Interchange Plan Alternative 4 was selected as the preferred plan for the King Street interchange because:

• The King Street interchange can accommodate the expected traffic volumes with minimal impacts.

• The combined Highway 8/King Street exit ramp from Highway 401 west eliminates a Highway 401 exit ramp.

• The existing Highway 401 speed change lane on the eastbound lanes King Street overpass can be utilized for the ultimate Highway 401 widening.

• The efficiency of the Highway 401 corridor is maintained by minimizing the number of new access points—frequent access points create conflicts, congestion, and compromise highway safety. 6.5 Sportsworld Drive Interchange Alternatives The preferred plan for interchange improvements to the Highway 401/Highway 8 interchange was used as the base plan for developing improvement alternatives for the Sportsworld Drive interchange. Five improvement alternatives were considered. These alternatives are shown in Exhibit 8 and discussed in the following sections.

6.16 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

Exhibit 8: Sportsworld Drive Interchange Alternatives

6.17 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

Sportsworld Drive Interchange Alternatives

6.18 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.5.1 Sportsworld Drive Interchange Alternative 1 This alternative includes maintaining the existing interchange configuration with connections to the preferred plan for the Highway 401/Highway 8 interchange. The advantages and disadvantages of this alternative are provided in Table 11. Table 11: Advantages and Disadvantages—Sportsworld Drive Interchange Alternative 1

Advantages Disadvantages

• The existing loop ramp in the southwest quadrant • High‐speed freeway traffic is required to exit on tight of the interchange provides a free‐flow movement radius loop ramps. for vehicles travelling from the north to the east, • The existing loop ramps have radii of 60 metres, which is which is a significant traffic movement during the less than the desirable standard radii AM peak hour. of 90 metres. • A Regional transit turn‐around (or terminal) could • Highway 8 freeway exits are located beyond the be provided in the northwest quadrant of the interchange structure, which reduces the visibility of the interchange so that southbound Regional transit exits. vehicles can exit and re‐enter Highway 8 with minimal out‐of‐way travel. • There are successive freeway exits for Highway 8 northbound vehicles, which complicates signage and can • There are no property impacts. cause driver confusion. • There are no impacts to the natural environment. • A Highway 8 southbound lane drop (i.e. merge), from • Lowest capital cost. three lanes to two lanes is required immediately south of Sportsworld Drive, which creates a significant traffic backup between the King Street interchange and Highway 401, with average delays during the PM peak hour of approximately 120 seconds per vehicle.

• The distance of 0.65 km on Highway 8, between the Sportsworld Drive entrance ramp and the Highway 401 exit ramps, is less than the desirable distance of 1.85 km, which creates a very short weaving section on Highway 8 southbound—short weaving sections create conflicts, congestion, and compromise highway safety.

• The west ramp terminal intersection will operate at an acceptable level of service—however, the northbound left‐turn movement onto Sportsworld Drive westbound may experience delay during the PM peak hour.

• Northbound Regional transit vehicles cannot easily exit and re‐enter Highway 8 without significant out‐of‐way travel.

6.19 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.5.2 Sportsworld Drive Interchange Alternative 2 This alternative includes providing a full Parclo B4 interchange configuration with the addition of a southbound exit ramp in the northwest quadrant and connections to the preferred plan for the Highway 401/Highway 8 interchange. The advantages and disadvantages of this alternative are provided in Table 12. Table 12: Advantages and Disadvantages—Sportsworld Drive Interchange Alternative 2

Advantages Disadvantages

• The existing loop ramp in the southwest • High‐speed freeway traffic is required to exit on tight radius quadrant of the interchange provides a free‐ loop ramps. flow movement for vehicles travelling from the • The existing loop ramps have radii of 60 metres, which is less north to the east, which is a significant traffic than the desirable standard radii of 90 metres. movement during the AM peak hour. • Highway 8 freeway exits are located beyond the interchange • The direct ramp in the northwest quadrant of structure, which reduces the visibility of the exits. the interchange will eliminate the northbound left‐turn movement onto Sportsworld Drive • There are successive freeway exits for Highway 8 westbound, which will improve the operation northbound and southbound vehicles, which complicates of the west ramp terminal intersection—the signage and can cause driver confusion. intersection will operate at a good level of service. • A Highway 8 southbound lane drop (i.e. merge), from three lanes to two lanes is required immediately south of • There are no impacts to the natural Sportsworld Drive, which creates a significant traffic backup environment. between the King Street interchange and Highway 401, with average delays during the PM peak hour of approximately 120 seconds per vehicle.

• Northbound and southbound Regional transit vehicles cannot easily exit and re‐enter Highway 8 without significant out‐of‐way travel. A Regional transit turn‐around (or terminal) cannot be provided in the northwest quadrant of the interchange.

• Approximately 0.25 hectares of property is required.

• Property requirements in the northwest quadrant of the interchange will impact the Sportsworld Crossing development.

6.20 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.5.3 Sportsworld Drive Interchange Alternative 3 This alternative includes providing a Parclo B interchange configuration on the east side and a diamond interchange configuration on the west side and connections to the preferred plan for the Highway 401/Highway 8 interchange. The advantages and disadvantages of this alternative are provided in Table 13. Table 13: Advantages and Disadvantages—Sportsworld Drive Interchange Alternative 3

Advantages Disadvantages

• A large radius exit ramp is provided for • High‐speed northbound freeway traffic is required to exit on a tight southbound freeway traffic radius loop ramp.

• The Highway 8 southbound freeway • The existing loop ramp has a radius of 60 metres, which is less than exit is located in advance of the the desirable standard radius of 90 metres. structure, which provides good • The Highway 8 northbound freeway exit is located beyond the visibility to the exit interchange structure, which reduces the visibility of the exit. • Northbound and southbound Regional • There are successive freeway exits for Highway 8 northbound transit vehicles can easily exit and re‐ vehicles, which complicates signage and can cause driver confusion. enter Highway 8 with minimal out‐of‐ way travel. • All exits from Sportsworld Drive require turning movements.

• A Highway 8 southbound lane drop (i.e. merge), from three lanes to two lanes is required immediately south of Sportsworld Drive, which creates a significant traffic backup between the King Street interchange and Highway 401, with average delays during the PM peak hour of approximately 120 seconds per vehicle.

• The distance of 0.73 km on Highway 8, between the Sportsworld Drive entrance ramp and the Highway 401 exit ramps, is less than the desirable distance of 1.85 km, which creates a very short weaving section on Highway 8 southbound—short weaving sections create conflicts, congestion, and compromise highway safety.

• The west ramp terminal intersection will operate at an acceptable level of service—however, the southbound left‐turn movement onto Sportsworld Drive eastbound may experience delay during the PM peak hour.

• Approximately 2.91 hectares of property is required.

• Property requirements in the northwest quadrant of the interchange will impact the Sportsworld Crossing development – these property requirements have already been identified to the property developer.

• Property requirements in the southeast quadrant of the interchange will impact an unevaluated wetland.

6.21 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.5.4 Sportsworld Drive Interchange Alternative 4 This alternative includes providing a full Parclo A4 interchange configuration and connections to the preferred plan for the Highway 401/Highway 8 interchange. The advantages and disadvantages of this alternative are provided in Table 14. Table 14: Advantages and Disadvantages—Sportsworld Drive Interchange Alternative 4

Advantages Disadvantages

• Large radius exit ramps are provided for high‐speed • The west ramp terminal intersection will operate at an freeway traffic. acceptable level of service—however, the southbound left‐turn movement onto Sportsworld Drive eastbound • Highway 8 freeway exits are located in advance of may experience delay during the AM peak hour. the interchange structures, providing good visibility to the exits. • Approximately 3.47 hectares of property is required.

• The loop ramp in the northwest quadrant of the • Property requirements in the northwest quadrant of interchange provides a free‐flow movement for the interchange will impact the Sportsworld Crossing vehicles travelling from the east to the south, which is development. a significant traffic movement. • Property requirements in the southeast quadrant of the • The future three‐lane cross‐section on Highway 8 interchange will impact an unevaluated wetland. southbound can be extended southerly to the Highway 401 exit ramps, which significantly improves the southbound travel time between the King Street interchange and Highway 401, with average delays during the PM peak hour of approximately 30 seconds per vehicle.

• The distance of 1.0 km on Highway 8 southbound, between the Sportsworld Drive entrance ramp and the Highway 401 exit ramps will help mitigate the operation of the weaving section that is created by the addition of the Highway 401 westbound exit ramp.

• Northbound Regional transit vehicles can easily exit and re‐enter Highway 8 with minimal out‐of‐way travel.

• A Regional transit turn‐around (or terminal) could be provided in the southwest quadrant of the interchange so that southbound Regional transit vehicles can exit and re‐enter Highway 8 with minimal out‐of‐way travel.

6.22 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.5.5 Sportsworld Drive Alternative 5 This alternative includes providing a full Parclo B4 interchange configuration including the addition of a southbound basket‐weave entrance ramp in the southwest quadrant and connections to the preferred plan for the Highway 401/Highway 8 interchange. The advantages and disadvantages of this alternative are provided in Table 15. Table 15: Advantages and Disadvantages—Sportsworld Drive Interchange Alternative 5

Advantages Disadvantages

• The existing loop ramp in the southwest quadrant of • High‐speed freeway traffic is required to exit on tight the interchange provides a free‐flow movement for radius loop ramps. vehicles travelling from the north to the east, which is • The existing loop ramps have radii of 60 metres, which a significant traffic movement during the AM peak is less than the desirable standard radii of 90 metres. hour. • The Highway 8 freeway exits are located beyond the • The direct ramp in the northwest quadrant of the interchange structures, which reduces the visibility of interchange will eliminate the northbound left‐turn the exits. movement onto Sportsworld Drive westbound, which will improve the operation of the west ramp • There are successive freeway exits for Highway 8 terminal intersection—the intersection will operate at northbound and southbound vehicles, which a good level of service. complicates signage and can cause driver confusion.

• The three‐lane cross‐section on Highway 8 • Approximately 4.12 hectares of property is required. southbound can be extended southerly, which significantly improves the southbound travel time • Property requirements in the northwest quadrant of between the King Street interchange and Highway the interchange will impact the Sportsworld Crossing 401. development.

• The basket‐weave structure for the southbound • Property requirements in the Southwest quadrant of entrance ramps eliminates the weaving section on the interchange will significantly impact the Home Highway 8 between Sportsworld Drive and Highway Depot parking lot. 401, which significantly improves safety and • Property requirements in the southeast quadrant of the operations on Highway 8 southbound. interchange will impact an unevaluated wetland. • Northbound and southbound Regional transit • The basket‐weave structure and retaining wall for the vehicles can easily exit and re‐enter Highway 8 with southbound entrance ramps increases the total capital minimal out‐of‐way travel. cost by approximately $ 10 Million.

6.5.6 Sportsworld Drive Preferred Interchange Plan Sportsworld Drive Alternative 4 is preferred because the reconfiguration of the interchange will provide significant benefits for Highway 8 southbound traffic operations. The Parclo A configuration interchange provides the maximum separation between the Highway 8 southbound entrance ramp (Ramp E/W‐S) and the Highway 401 exit ramps (Ramp N‐E and Ramp N‐W). This will increase the weaving distance between Sportsworld Drive and Highway 401, which is needed for drivers to select the Highway 401 westbound or eastbound ramp. In addition, this separation accommodates the widening of Highway 8 from two lanes to three lanes between Sportsworld Drive and

6.23 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

Highway 401, which will significantly improve travel time on Highway 8 southbound between the King Street East interchange and Highway 401. The estimated average delay will be approximately 30 seconds during the future peak hour. Alternatives 1, 2 and 3 do not provide sufficient distance between the end of the southbound entrance ramp and the Highway 401 exit ramps. This short distance would make it difficult for drivers to choose their desired destination, and to make the corresponding lane changes. Furthermore, the location and length of the Parclo B southbound entrance ramp would require a Highway 8 southbound lane drop (from three lanes to two lanes) immediately south of Sportsworld Drive. This lane drop will create a significant traffic delay on Highway 8 southbound between the King Street East interchange and Highway 401. The estimated average delay would be approximately 120 seconds during the future peak hour. Alternative 5 addresses the Highway 8 southbound traffic operations concerns associated with the other Parclo B alternatives. However, this alternative is not feasible due to the additional cost and property impacts. Finally, the Parclo A configuration can accommodate a Highway 8 Bus Rapid Transit (BRT) stop in each direction, and bus shoulder lanes on the exit ramps, if desired by the Regional Municipality of Waterloo. A Parclo B configuration does not provide the same BRT opportunities.

6.24 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.6 Speedsville Road Alternatives Five alternatives were considered for Speedsville Road at Highway 401. These alternatives are shown in Exhibit 9. Alternative 1 includes replacing the existing structure at Speedsville Road to accommodate the ultimate widening of Highway 401 to ten lanes and to provide the required vertical clearance between the underside of the structure and the future Highway 401 lanes. Alternatives 2 to 5 all provide a Highway 401 interchange at Speedsville Road. The following impacts were identified for all the Speedsville Road interchange alternatives:

• The existing Speedsville Road bridge over the Speed River would require replacement to improve the profile grades on Speedsville Road through the interchange ramp terminal intersections

• The four existing Highway 401 bridges over the Speed River would require additional widening to accommodate the interchange ramps.

• Potential traffic and noise impacts to residents on Speedsville Road and Royal Oak Road

• The new bridges and interchange ramp embankments would significantly impact the Speed River floodplain and the associated Provincially Significant Wetland (PSW)

• The realignment of Rogers Road would have significant impacts to the Riverside Park sports fields and parking areas

• Additional capacity improvements (i.e. turning lanes and widening) would be required on Speedsville Road and Royal Oak Road to accommodate the additional traffic associated with the interchange. 6.6.1 Speedsville Road Preferred Plan Replacement of the structure was identified as the preferred plan at Speedsville Road to accommodate the future widening of Highway 401 to ten lanes. Direct access between Highway 401 and Speedsville Road (i.e. interchange ramps) was not selected for the following reasons:

• The travel demand forecasting analysis suggests that the majority of Highway 401 traffic that requires access to the study area is destined for Highway 8 northbound to Kitchener and beyond.

• A Highway 401 westbound entrance ramp at this location would create a significant traffic backup on Highway 401 westbound between Hespeler Road and Speedsville Road.

• The distance of 1.2 km on Highway 401 eastbound, between the Highway 8 entrance ramp and the Speedsville Road exit ramp is less than the desirable distance, which would create a short weaving section on Highway 401 eastbound—short weaving sections create conflicts, congestion, and compromise highway safety.

• Approximately 70% of the traffic that would use the Speedsville Road interchange would be local traffic, which does not satisfy the greater desire for access to Highway 8 northbound.

6.25 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

• A full interchange at Highway 8 provides convenient access for long‐distance provincial users that require access to Highway 8 northbound.

• A full interchange at Highway 8, in conjunction with the Highway 8 interchange at Sportsworld Drive provides improved access to the local road network, including Speedsville Road and the adjacent business parks.

• An interchange would require new crossings of the Speed River and widening of the existing Highway 401 bridges over the Speed River.

• Interchange ramps would impact the Speed River floodplain, the associated Provincially Significant Wetland (PSW), and Riverside Park. Provincial policy requires that impacts to PSWs be avoided where possible.

• An interchange as Speedsville Road would increase traffic on existing local roads, including Speedsville Road and Royal Oak Road.

• The Preferred Plan at Speedsville Road is consistent with the existing approved plan for Highway 401 from Highway 8 to Hespeler Road (GWP 4‐00‐00).

6.26 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

Exhibit 9: Speedsville Road Interchange Alternatives

6.27 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

Speedsville Road Interchange Alternatives

6.28 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

6.7 Preferred Plan for Highway 401 and Highway 8 Study Area The Preferred Plan for the Highway 401 and Highway 8 study area is a combination of: • Highway 401/Highway 8 interchange Alternative 3 • King Street interchange Alternative 4 • Sportsworld Drive interchange Alternative 4 • Speedsville Road Alternative 1 In summary, the Preferred Plan was selected because:

• The travel demand forecasting suggests that the majority of Highway 401 traffic that requires access to the study area is destined for Highway 8 northbound to Kitchener and beyond.

• A full interchange at Highway 401 provides convenient access for long‐distance provincial users that require access to Highway 8 northbound.

• The configuration of the Sportsworld Drive interchange will accommodate Regional transit vehicles so they can easily exit and re‐enter Highway 8 with minimal out‐of‐way travel.

• The addition of direct ramps (W‐N and N‐W) between Highway 401 and Highway 8 will significantly reduce the volume of provincial traffic on King Street.

• The King Street interchange can accommodate the expected traffic volumes with minimal impacts.

• The combined Highway 8/King Street exit ramp from Highway 401 west eliminates a Highway 401 exit ramp.

• The efficiency of the Highway 401 corridor is maintained by minimizing the number of new access points—frequent access points create conflicts, congestion, and compromise highway safety.

6.29 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Preliminary Design September 2009

The Preferred Plan presented at the Public Information Centre was carried forward as the Recommended Plan and is discussed in Section 7.0.

6.30 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00

7.0 Recommended Plan

This section of the report provides a description of the Recommended Plan for a full interchange at Highway 401 and Highway 8, associated environmental impacts, and proposed mitigation measures. The Recommended Plan also includes widening Highway 401 to eight lanes through the study area; widening Highway 8 to six lanes from Sportsworld Drive to Highway 401; reconfiguring the Highway 401 interchange at King Street; and reconfiguring the Highway 8 interchange at Sportsworld Drive. Plans and profiles that illustrate the Recommended Plan for a full interchange at Highway 8, a full interchange at King Street, and a full interchange at Sportsworld Drive are provided at the end of the body of this report. The Recommended Plan is also illustrated on Exhibit 10. Highway 401 is referenced as an east‐west highway and Highway 8 is referenced as a north‐south highway throughout this section of the report. 7.1 Highway 401 Mainline Highway 401 will be widened to eight lanes through the study area, from the proposed Highway 8 ramps to/from the west, easterly to the existing Highway 8 ramps to/from the east. This widening is required to provide continuity with the adjacent Highway 401 widening (ten lanes) project to the east, which has received Environmental Clearance from the Ministry of the Environment (GWP 4‐00‐00). Highway 401 is an Urban Freeway Divided highway with a design speed of 120 km/h. The proposed cross‐section includes four lanes in each direction (each lane 3.75 metres wide) separated by a 7.5 metre wide median with concrete barrier. Outside shoulders will be provided with a minimum width of 3.0 metres. 7.2 Highway 8 Mainline For this project, Highway 8 will be widened to six lanes from Sportsworld Drive southerly to Highway 401. The southbound widening will significantly improve travel time on Highway 8 southbound between the King Street East interchange and Highway 401. 7.3 Highway 8 Interchange The Highway 8 interchange improvements include new direct Highway 401 ramps to/from the west. The geometric elements of the new ramps satisfy the standards for a design speed of 100 km/h, which is appropriate for freeway‐to‐freeway interchange ramps. The interchange improvements also include minor modifications to the existing direct ramps to/from the east, which are required to accommodate the new ramps to/from the west. The features of the interchange ramps are discussed in the following sections. 7.3.1 Ramp W-N A new ramp will be provided to accommodate traffic from Highway 401 eastbound to Highway 8 northbound. The alignment of this ramp starts west of the Grand River and extends easterly across the river on a new bridge that is located adjacent to the existing Highway 401 eastbound bridge. From this point, the alignment curves slightly south and then north on a structure over Highway 401, over the existing King Street interchange, and over the existing Highway 8 interchange ramps to/from the east. The alignment then continues in a northbound direction and merges with Ramp E‐N and Highway 8.

7.1 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

The ramp cross‐section includes two 3.75 metre wide lanes, a 1.0 metre wide fully paved left shoulder, a 2.5 metre wide fully paved right shoulder, and 1.0 metre shoulder roundings. Highway 8 Ramp W‐N includes two separate exit ramps to provide access to King Street and to Sportsworld Drive. The King Street Ramp W‐N/S exit is located on Highway 8 Ramp W‐N, immediately to the east of the Grand River. This ramp connects to King Street at a T‐intersection in the vicinity of the existing south ramp terminal intersection, and it provides access to King Street north and south. The combination of the Highway 8 Ramp W‐N and the King Street Ramp W‐N/S will eliminate one Highway 401 eastbound exit ramp, which will provide significant safety benefits. Additional details of the King Street interchange ramps are discussed in Section 7.4. A Sportsworld Drive Ramp S‐E/W exit is located on Highway 8 Ramp W‐N, to the east of Highway 8 Ramp E‐N. This ramp merges with the Sportsworld Drive exit from Highway 8 Ramp E‐N, to provide access from both Highway 8 ramps to Sportsworld Drive. The Sportsworld Drive Ramp S‐E/W exit is configured to favour the Highway 401 west to Sportsworld Drive east movement (i.e. towards Maple Grove Road), which is the predominant traffic orientation from the west. 7.3.2 Ramp N-W A new ramp will be provided to accommodate traffic from Highway 8 southbound to Highway 401 westbound. The alignment of this ramp starts approximately 950 metres south of Sportsworld Drive and curves to the west over King Street, and ties into Highway 401 at the east approach to the Grand River. The existing Highway 401 bridge over the Grand River will be widened to carry the ramp speed change lane over the river. The ramp cross‐section includes two 3.75 metre wide lanes, a 1.0 metre wide fully paved left shoulder, a 2.5 metre wide fully paved right shoulder, and 1.0 metre shoulder roundings. 7.3.3 Ramp E-N This existing Ramp E‐N alignment will be shifted to the west by one lane width to accommodate the merging of Ramp W‐N from the east side. This ramp will also include a separate exit to Sportsworld Ramp S‐E/W, which will cross under Highway 8 Ramp W‐N. This “basket‐weave” ramp separates Highway 8 northbound traffic from traffic that is destined for Sportsworld Drive, which eliminates the need for traffic weaving between Highway 401 and Sportsworld Drive. The Sportsworld Drive Ramp S‐E/W exit is configured to favour the Highway 401 west to Sportsworld Drive east movement (i.e. towards Maple Grove Road), which is the predominant traffic orientation from the west. 7.3.4 Ramp N-E The existing ramp will be realigned to accommodate the Highway 401 widening, and to provide a smoother connection to Highway 401 eastbound.

7.2 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

Exhibit 10: Recommended Plan

7.3 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

Recommended Plan (back)

7.4 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

7.4 King Street Interchange The existing King Street interchange will be reconfigured to accommodate the new Highway 8 interchange ramps. This interchange will maintain all existing traffic movements between Highway 401 and King Street. A new Parclo A‐2 configuration interchange is recommended on the north side of Highway 401. This portion of the interchange includes a new 55 metre radius inner loop ramp to provide access from King Street north/south to Highway 401 west. A new outer loop ramp will provide access from Highway 401 westbound to King Street north/south. The north ramp terminal intersection with King Street will include traffic control signals. A new diamond configuration interchange is recommended on the south side of Highway 401. A combined King Street/Highway 8 ramp that is located in the southwest quadrant of the interchange will provide access from Highway 401 west to King Street north/south. A direct ramp located in the southeast quadrant will provide access from King Street north/south to Highway 401 east. The south ramp terminal intersection with King Street will include traffic control signals. All interchange ramps are single lane ramps with a 4.75 metre wide lane, a 1.0 metre wide fully paved left shoulder, a 2.5 metre wide fully paved right shoulder, and 1.0 metre shoulder roundings. 7.5 Sportsworld Drive Interchange A Parclo A configuration interchange is recommended to replace the existing Parclo B configuration at the Highway 401 interchange with Sportsworld Drive. The Parclo A configuration includes five interchange ramps. The west side of the interchange includes a two‐lane exit ramp for traffic from Highway 8 southbound to Sportsworld Drive east and west. This outer loop ramp includes a standard length exit taper and speed change lane, and a standard exit ramp radius of 250 metres. The inner loop ramp accommodates traffic from Sportsworld Drive eastbound and westbound to Highway 8 south. This loop ramp consists of a 50 metre radius curve, and a standard length speed change lane and taper. The desirable loop ramp radius is 55 metres. However, the smaller loop ramp is required to minimize property impacts in the northwest quadrant of the interchange. The east side of the interchange includes a two‐lane exit ramp for traffic from Highway 8 northbound (i.e. Highway 401 east and west) to Sportsworld Drive east and west. A “basket‐weave” ramp separates Highway 8 northbound traffic from traffic that is destined for Sportsworld Drive, which eliminates the need for traffic weaving between Highway 401 and Sportsworld Drive. A 55 metre radius inner loop ramp accommodates traffic from Sportsworld Drive west to Highway 8 north. The existing ramp in the northeast quadrant will remain open to provide access from Sportsworld Drive east (i.e. Maple Grove Road) to Highway 8 northbound. The Parclo A configuration interchange provides the maximum separation between the Highway 8 southbound entrance ramp (Ramp E/W‐S) and the Highway 401 exit ramps (Ramp N‐E and Ramp N‐W). This will increase the weaving distance between Sportsworld Drive and Highway 401, which is needed for drivers to select the Highway 401 westbound or eastbound ramp. In addition, this separation accommodates the widening of Highway 8 from two lanes to three lanes between Sportsworld Drive and

7.5 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

Highway 401, which will significantly improve travel time on Highway 8 southbound between the King Street East interchange and Highway 401. 7.6 Structures The Recommended Plan includes widening the existing Highway 401 bridges at the Grand River, widening the existing Highway 401 structure over King Street, and widening the existing Highway 8 northbound structure over Sportsworld Drive. New structures are required to carry the new Highway 8 interchange ramps over the Grand River, King Street, Highway 401, and the existing Highway 8 interchange ramps. A new basket‐weave structure is required to carry a Sportsworld Drive exit ramp under Ramp W‐N. The structure details are discussed in the following sections. 7.6.1 Highway 401 Mainline The existing Grand River Bridges will be widened to accommodate the Highway 401 widening and the new direct ramps to and from the west. Both structures will be widened about 2.5 metres into the median to provide standard median shoulders and a concrete median barrier. The eastbound lane structure will be widened approximately 6 metres to the south to accommodate the addition of a Highway 401 eastbound lane. The westbound lane structure will also be widened approximately 15 metres to the north to accommodate the addition of a Highway 401 westbound lane and two auxiliary lanes for Ramp N‐W. The King Street Overpass will be widened approximately 7 metres to the north to accommodate the addition a new Highway 401 westbound lane. No widening will be required to the south as the existing auxiliary lane will be replaced with a new Highway 401 eastbound lane. 7.6.2 Highway 8 Interchange Ramp W-N Two new structures are required to carry Ramp W‐N over the Grand River; and over Highway 401, King Street, and the existing Highway 8 ramps. A new structure is required to carry Highway 8 Ramp W‐N over the Grand River valley. The structure accommodates two 3.75 metre wide lanes and standard width shoulders. The structure will be a six‐span structure, approximately 245 metres long. It will require three new piers in the Grand River that will be generally aligned with the existing Highway 401 Grand River Bridge piers. A new structure is required to carry Highway 8 Ramp W‐N over Highway 401, King Street, and the existing Highway 8 ramps. The structure will be approximately 350 metres long. The structure includes two 3.75 metre wide lanes and a standard width right shoulder. A wider left shoulder is required to provide additional stopping sight distance on this long curved structure. 7.6.3 Highway 8 Interchange Ramp N-W A new two‐span structure is required to carry Ramp N‐W over King Street. The structure will be about 60 metres long and 13 metres wide. The deck width includes two 3.75 metre wide lanes and standard width shoulders. 7.6.4 Highway 8 Interchange Ramp E-N Highway 8 interchange Ramp E‐N includes a connection to Sportsworld Drive Ramp S‐E/W, which requires a “basket‐weave” structure to cross under Highway 8 Ramp W‐N. This structure will be a rigid frame structure approximately 120 metres wide with a 15 metre span. The span will accommodate the

7.6 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009 cross‐section for a single‐lane ramp, which includes one 4.75 metre wide lane and standard width shoulders. 7.6.5 Sportsworld Drive Interchange The reconfiguration of the Sportsworld Drive interchange will require widening of the northbound lane structure only. A widening of approximately 4 metres to the west is required to accommodate the addition of a Highway 8 northbound lane. 7.7 Drainage Drainage for the Recommended Plan will be provided by a system of road side ditches, storm sewers and culverts with all drainage outleting to the Grand River Watershed. Widening of Highway 401 through the study area will impact the existing ditches that run parallel to the north and south sides of the highway. New ditches with a 1.0 metre wide flat bottom will be provided and will outlet to the existing median storm sewer. The existing Highway 401 median storm sewer system will generally remain in place. Drainage for Highway 8 between Sportsworld Drive and Highway 401 will be provided with a new median storm sewer system. The existing Highway 8 cross‐culvert near Station 10+900 will be replaced with a lower storm sewer crossing to capture drainage from the Ramp E‐N “basket‐weave” structure. Drainage from Highway 8 and the new direct ramps to/from the west will generally outlet to the existing storm sewer system that crosses through the King Street interchange in a southwest direction. Drainage for the new Sportsworld Drive interchange ramps will be provided by road side ditches that outlet to the Highway 8 drainage system. Drainage for the new King Street interchange ramps will be provided by road side ditches that outlet to the Highway 401 drainage system. 7.8 Illumination Highway 401, including the Highway 8 interchange and the King Street interchange, will be fully illuminated using a combination of high mast lighting and conventional lighting. High mast poles will be equipped with shields to minimize light trespass beyond the property line. Measures to minimize light trespass on private property will include considering the use of shields to direct light towards the highway. In areas where shielding is not sufficient, full illumination will be provided using conventional lighting. The Highway 8 and the Sportsworld Drive interchange will be fully illuminated with high mast illumination. This work is being completed under the Highway 8 widening project, from Highway 401 to 1.0 km north of the Grand River (GWP 277‐97‐00), which has received environmental clearance from the Ministry of the Environment and is proceeding to construction in 2009. 7.9 Traffic Signals Traffic signals will be provided at both ramp terminal intersections with King Street, and at both ramp terminal intersections with Sportsworld Drive.

7.7 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

7.10 Property The preliminary property requirements are illustrated on the preliminary design plans, which are included at the end of the body of the report. The Recommended Plan results in the displacement of one residential property; and minor impacts to an additional five residential properties, three commercial properties, and a recreational area. Property negotiations with the property owners will be carried out in accordance with standard MTO property purchasing processes. Following the Public Information Centre, the project team revised the grading in the vicinity of Greensview Drive to minimize property impacts on Greensview Drive. Additional alternatives to further minimize property impacts at this location will be considered during Detail Design. 7.11 Utilities Utility relocations will be required to accommodate the Recommended Plan. There is an existing gas main across Highway 401, immediately to the west of the King Street interchange. This gas main may require relocation or protection to accommodate Highway 8 Ramp N‐W. An existing hydro tower on the south side of Highway 401, immediately to the west of Fountain Street, will require relocation to accommodate the realignment of Highway 8 Ramp W‐N. Additional minor utility relocations, including electrical, telephone and cable plant, will likely be required. All utility conflicts and relocations will be confirmed during Detail Design. 7.12 Environmental Impacts and Mitigation This section of the report describes the expected environmental impacts associated with the Recommended Plan, and appropriate mitigation at a Preliminary Design level of detail, in accordance with the Class EA for Provincial Transportation Facilities (2000) and the Environmental Reference for Highway Design (2006). 7.12.1 Natural Environment The Recommended Plan was selected, in part, because it avoids impacts to significant natural features, including the Speed River PSW, and does not impact the larger watershed or ecosystem. Impacts and mitigation for components of the ecological system and the watershed are described in the following sections. 7.12.1.1 Physiography The Recommended Plan does not impact the physiography in the general study area beyond the future highway right‐of‐way. The study area will still exhibit the representative range of landscape characteristics. The freeway‐to‐freeway direct ramps will have a minor impact on the landscape. However, since there are already existing freeway‐to‐freeway direct ramps to and from Highway 401 to the east, and since the ramps are largely located within the existing highway corridor, it is not expected that the new ramps will significantly change the landscape.

7.8 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

7.12.1.2 Groundwater As noted in Section 5.1.2, 36 residential wells have been identified in the vicinity of the study area. The Recommended Plan does not directly impact any of the identified wells or the Municipality’s Sourcewater Protection Area. During the study, residents in the northwest quadrant of the existing Highway 401/Highway 8 interchange indicated that they were concerned about potential impacts to private wells and septic systems during construction. Private wells in the vicinity of the construction area will be identified and included in a well monitoring program that will include the collection of baseline data and monitoring during construction. Details of the well water monitoring program will be determined during Detail Design. Well locations will be confirmed through the Ministry of the Environment (MOE) Water Well Information System (WWIS). Potential impacts on surficial soils and groundwater include: • Increased soil erosion • Groundwater contamination from disturbance of contaminated soils, leaks and accidental spills • Changes in groundwater levels in aquifers and yields of wells due to dewatering, changed flow patterns that may disrupt groundwater supplies for drinking water, irrigation, or commercial uses • Damage to groundwater wells from blasting or vibration During construction there is some potential for spills of operational fluids from vehicles, equipment and other sources. Spills can result in the contamination of soils and contribute to surface and groundwater degradation. The potential for a spill is greatly reduced by managing these materials according to regulations and implementing appropriate mitigation. Mitigation Measures The measures to mitigate the above noted impacts include: • Minimize impacts at approaches to sensitive watercourse crossings, including installation of sediment control fencing, slope restoration and stabilization during construction. Temporary erosion control measures will be maintained until vegetation is re‐established to a sufficient degree to provide adequate protection to disturbed work areas • Inspect slope areas regularly during construction to identify erosion problems and seepage areas and plan for appropriate temporary stabilization and drainage measures • Direct runoff and overland flow away from working areas and areas of exposed soils • Store all oils, lubricants and other chemicals in suitable containers and handle them in accordance with applicable regulations • Do not permit refuelling within 100 metres of a watercourse • Clean up all spills immediately and dispose of contaminated materials in an approved manner. Appropriate sections of the Ministry of the Environment will be informed of reportable spills • Appropriate blasting techniques will be employed near residential water wells

7.9 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

Wells and septic systems that are no longer required (at locations were residences or businesses are acquired) will be properly abandoned/decommissioned. A stormwater management overview was carried out as part of the Drainage Study. An overview of the drainage plans is discussed in Section 7.7. Permits to Take Water (PTTW) will be obtained from the Ministry of the Environment, if required, in advance of construction. 7.12.1.3 Sediment and Erosion Control Highway construction can potentially create instability in slopes and increase the rate of erosion along the route due to removal of vegetation or other construction activities on steep slopes. These potential effects are expected to be minor in the sections of the study area that are relatively flat. Any increased erosion will be temporary and limited to the construction period. A greater risk of slope instability and increased erosion exists during construction in the areas adjacent to watercourses and waterbodies and areas of high fill, and particularly adjacent to the Grand River. A site review was carried out in October 2008 to assess areas identified by the GRCA as having steep or oversteep slopes and to undertake a limited subsurface investigation to confirm the subsurface soils in areas not covered by historic geotechnical data. The following areas of concern have been identified: • Oversteep slopes were identified adjacent to Highway 401 at the Grand River. The oversteep slope is on the east side of the Grand River and extends easterly towards Limerick Drive north and south of Highway 401. This slope has an approximate 9 metre grade differential. • A second oversteep slope was identified on the south side of Highway 401 immediately west of the CPR tracks. The oversteep slope in this area transitions to a steep slope to the south. • A steep slope was identified to the south of Highway 401 fronting onto Rogers Drive. Based on the sandy soils in the study area, and the Ministry of Transportation’s Erosion and Sediment Control Best Management Practices, the following preliminary recommendations should be considered: • All cut and fill slopes should be designed to a maximum slope of 2:1 (Horizontal:Vertical). Where property clearances allow cuts or fills should be designed for a slope of 3H:1V. • In areas where the cut slopes are greater than 5 metres in height the use of a 3 metre wide mid‐slope bench should be considered • All slopes should be seeded and mulched immediately following final grading to minimize erosion. The use of erosion control blankets should be used in areas with oversteep slopes. Slopes fronting onto the Grand River may require the use of silt barriers to minimize erosion and silt inflows into the river. • The Best Management Practices (BMPs) as outlined in Section 5, 7, and 8 of the Environmental Guide for Erosion and Sediment Control during Construction of Highway Projects should be applied during detail design.

7.10 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

The above recommendations will be reconfirmed during detail design to confirm suitability and to confirm slope heights and lengths so that specific recommendations can be provided to maintain the stability of slope surfaces and minimize erosion. 7.12.1.4 Fisheries and Aquatic Resources Fisheries impacts and potential mitigation are described below. All fisheries impacts will be mitigated in accordance with the MTO/DFO/MNR Fisheries Protocol (2006). Potential impacts to fish habitat can be realized as direct habitat loss (i.e., the addition of piers, or culvert extensions into fisheries waters) or indirect impacts to habitat. During construction, problems can arise with management of continuous flows and the onset of inclement weather that could raise flow levels and potentially flood the work site. Sediment introductions from adjacent graded areas can also cause potential impacts to fish habitat. These potential indirect effects to fish habitat can be mitigated through the use of standard sediment and erosion control measures. The Recommended Plan includes the widening of the existing Highway 401, Grand River bridges and a new crossing of the Grand River to accommodate the direct ramps from eastbound Highway 401 to Highway 8. Widening of the existing structures and the addition of new piers to accommodate the new structure will require DFO approval due to the permanent nature of the structures. Direct impacts on aquatic habitat in Grand River include: • Loss of approximately 180 metres2 of fish and potential mussel habitat caused by construction of the piers for the new Highway 401 West‐North ramp. Three of the proposed five piers are within the permanently flowing portion of the Grand River. • Loss of approximately 150 metres2 of fish and potential mussel habitat caused by widening of existing Highway 401 bridge piers to accommodate highway widening. Two of the five bridge piers are within the permanently flowing portion of the Grand River. The habitat loss constitutes a harmful alteration, disruption or destruction of fish habitat (HADD) and will required approval from the Department of Fisheries and Oceans under the Fisheries Act in advance of construction. The presence/absence of fish and mussel species protected by the federal Species at Risk Act (SARA) and the provincial Endangered Species Act (ESA) must be confirmed at the detail design stage when additional details are available regarding the final design of the proposed structures. General Mitigation Measures The following mitigation measures will be carried forward for consideration during detail design: • If dewatering is required in areas where fish habitat is present, DFO’s Freshwater Intake End‐of‐Pipe Fish Screen Guideline will apply • Any displaced fish will be captured and released outside of the work area • Refueling of equipment will be carried out a minimum of 50 metres away from any aquatic resources to avoid potential impacts, in the event that an accidental spill occurs

7.11 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

• Materials and equipment used for site preparation and project completion shall be operated and stored in a manner that prevents any deleterious substance from entering the water • In‐water work areas will be isolated so that clean flow is maintained downstream/around the work area • A comprehensive erosion and sediment control plan will be developed Potential Compensation Habitat compensation for above habitat loss will be developed in consultation with the Grand River Fisheries Implementation Committee and in accordance with the MTO/DFO/MNR Fisheries Protocol (2006). The Committee has identified a list of potential compensation projects within the Grand River watershed. A project of this nature would provide the necessary habitat compensation, while fulfilling specific goals of the Fisheries Management Plan. There may also be opportunities for compensation within the Cruickston Charitable Research Reserve (CCRR); now known as rare. The CCRR (rare) is a not‐for‐profit organization located near the confluence of the Grand River and Speed River in the City of Cambridge. The mission of rare is to preserve, protect, restore and improve the natural resources and environment of lands in the Regional Municipality of Waterloo. There are several smaller watercourses within the property that would benefit the creation or enhancement of aquatic habitat. Opportunities for compensation within the existing MTO right‐of‐way will be considered, in consultation with the GRCA and DFO, during detail design. Species at Risk The presence Wavyrayed Lamp mussels (Threatened) and possibly Rainbow mussels (Threatened) has been identified in this section of the Grand River. Furthermore, the Grand River also provides habitat for Black redhorse (Threatened) and Silver shiners (Special Concern) should be confirmed during detail design.

If the presence of the species protected by the SARA and ESA is confirmed within the proposed area of construction, permits will be required from both the MNR and DFO to provide for the protection of the species during and after construction. DFO will be contacted at the start of detail design to confirm if a mussel sampling program should be carried out in accordance with the Protocol for the Detection and Relocation of Freshwater Mussel Species at Risk in Ontario (Mackie et al). If

SAR mussels are identified, a relocation program should be developed in accordance with current practice, such as the Rainbow Mussel Protocol for the Relocation of Mussel Species at Risk (ibid). Sediment and Erosion Control at Watercourses Various mitigation techniques will be employed during construction to reduce the risk of impacts to natural environment features. Mitigation measures for sedimentation, erosion, and dust control should be implemented to prevent sediment and dust from entering sensitive natural features.

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The primary principles associated with sedimentation and erosion protection measures are to: • Minimize the duration of soil exposure; • Retain existing vegetation, where feasible • Encourage re‐vegetation • Divert runoff away from exposed soils • Keep runoff velocities low • Trap sediment as close to the source as possible To address these principles, the mitigation measures proposed in Section 7.12.1.3 will be followed. Construction Timing Restrictions Works adjacent to aquatic resources that possess fish habitat, or have the potential to support fish habitat, are often restricted to certain periods to avoid construction‐related impacts to fish species during their most sensitive / vulnerable life cycles (e.g, during reproduction and early development stages of offspring). Therefore, construction activities are often not permitted close to, or within, fish habitat during these periods. Construction activities associated with the study area will be restricted between April 1st and July 15th, (e.g, in‐water works are prohibited during this period). This timing window will apply to in‐water and near water works at the Grand River. Approvals Details of fisheries mitigation and compensation, including the development of a Fisheries Habitat Compensation Plan and DFO approval under the Fisheries Act, will be confirmed during detail design.

7.12.1.5 Terrestrial Ecosystems Vegetation removal associated with the Recommended Plan is limited to areas adjacent to the existing highways. The Grand River valley is strongly linked to large areas of contiguous natural cover, which indicates that the removal of the proposed vegetation would have little impact on terrestrial habitats in the regional context. Vegetation and Wetlands The Recommended Plan will impact approximately 20 hectares of vegetation (mainly classified as cultural meadow), including approximately 1 hectare of the locally significant wetland southeast of the Sportsworld Drive/Highway 8 interchange. A small thicket of regionally rare buttonbush shrubs will be directly impacted by the Preferred Plan. There will be a minor impact to approximately 0.41 hectares of the Environmentally Sensitive Policy Area (ESPA) immediately south of Highway 401 on both sides of the Grand River. This ESPA contains hazard lands (i.e. floodplains and steep slopes) that provide important flood attenuation and ecological function. Impacts to the ESPA should be minimized during construction.

7.13 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

During construction adjacent to vegetated areas, heavy equipment could damage peripheral vegetation from contact, excavation and/or soil compaction. Vegetation impacts will be limited to where removal is required. A detailed landscaping program will be developed during detail design, in consultation with adjacent property owners and local municipalities. The detail design study will also include a detailed tree inventory to confirm trees impacted by the Recommended Plan. Native vegetation species will be included in the Landscape Plan, where appropriate. Dust and silt generated from construction activities can also harm natural areas. These potential effects can be mitigated through the use of standard sediment and erosion control measures, outlined in Section 7.12.1.2. Wildlife Habitat and Open Space Linkages The majority of wildlife‐related impacts from the proposed development would be caused by the direct removal of terrestrial habitat, as outlined above, increased ambient noise and increased lighting. The Recommended Plan includes the removal of some areas of woodland and wetland, however, this level of disturbance is not significant in the regional context. The Grand River open space linkage will be maintained as the new Highway 401 Grand River bridge will be designed with piers in a similar layout to the existing structures. Depending on the level and duration/frequency of the activity, an increase in ambient noise can have detrimental effects on wildlife through agitation and flushing responses. Frequent disturbance can cause increased energy consumption, decreased feeding time, physiological stress and decreased reproduction success due to increased predation on young while adults are flushed. Land uses associated with vehicular traffic and the daily presence of site machinery (during construction) pose an impact in this regard. However, given the existing traffic on Highway 401 and Highway 8, it is likely that resident wildlife have either adapted to periodic daily noise or have already relocated to areas beyond their individual noise impact threshold. Significant Wildlife Habitat In the regional context, the removal of small areas of vegetation adjacent to the existing highways will not have a significant impact on terrestrial habitat. The Recommended Plan impacts approximately 4.5 hectares of the deer wintering yard southeast of the Sportsworld Drive/Highway 8 interchange. However, this impact is immediately adjacent to the existing Highway 8 and Maple Grove drive and is not expected to affect the function of the forest. Encroachment into any of this area should be avoided where possible, or designed to minimize the removal of coniferous trees. In September 2008, a new Endangered Species Act came into effect. The new Act provides broader protection for the habitat for species at risk (classified as endangered) and their habitats. During detail design, a detailed survey for the habitat for the Species at Risk listed in Section 5.1.4 should be carried out to confirm that the Recommended Plan does not directly impact the habitat of Species at Risk. The existing Highway 401/Grand River crossing is a known Bald Eagle wintering area. No nests were identified during the fieldwork carried out for this study. However, a formal Bald Eagle nest survey

7.14 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009 should be carried out during detail design. As discussed in Section 6.3, the location of the proposed Highway 401 and Highway 8 structure was identified in part, because it minimizes impacts to the Grand River valley. Construction in the vicinity of the Bald Eagle wintering area will not be permitted between November 15 and March 31. Additional consultation will occur with the Ministry of Natural Resources (MNR) during detail design to further minimize impacts to wintering Bald Eagles during construction. Proposed mitigation that could be used to reduce impacts of the Recommended Plan to SAR reptiles and snakes identified as potentially within the study area (Jefferson Salamander, Blanding’s Turtle and Queen Snake) could include: • Education of construction staff • Speed restrictions on trucks in the construction area

• A survey of an area for species at risk before blasting • Facilitating safe movement of species at risk through the construction zone, if required Migratory Birds Migratory bird nests have been identified on the existing Highway 401, Grand River bridges. During detail design, all culverts, bridges and impacted trees should be checked for the nests of nesting migratory or protected bird species that are protected under the Migratory Birds Convention Act (1994). If required measures to protect Migratory Birds will be developed during detail design. 7.12.1.6 Potential Contamination A review of potential environmental contamination and environmental risk was carried out during this study. No specific concerns were identified. However, it is recommended that Preliminary Site Screenings will be carried out, where required, during Detail Design for all property to be acquired. Findings of the Preliminary Site Screenings and the Environmental Site Assessment will determine if remediation is required for any properties. Special measures would be included in the final contract if there is a need to remove soil from a contaminated property. Management of Excess Materials The potential impacts to soil or groundwater from the use of de‐icing activities along provincial highways represents a potential environmental concern with respect to soil and groundwater quality. The Environmental Protection Act (EPA) has identified road salt as a contaminant. Typically a portion of road salts applied on roadways for de‐icing purposes will remain within the soil, and the salt content can exceed the allowable limit for inert fill. Updated EPA standards (2004) placed new limits on salt‐related contaminants in soil and ground water and the definition of “inert fill” now excludes soils with modest salt contamination. Typically, these soils do not pose a risk to human health, to wildlife or to the natural environment. Should excess fill be generated during construction activities, any soils that do not meet the Standards listed in Table 1 of the Soil, Ground Water and Sediment Standards for Use Under Part XV.1 of the

7.15 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

Environmental Protection Act cannot be considered inert fill upon excavation, and off‐site management options for excess soils that cannot be reused within the site will be limited. Excess materials will be managed in accordance with OPSS 180. This standard deals with the responsible management, stock piling and disposal of excess materials (including earth, rock, pavement, concrete, etc.) during construction on Ministry projects. 7.12.2 Social/Economic Environment During the study, the Regional Municipality of Waterloo, City of Kitchener, City of Cambridge, business owners, developers and local residents indicated that social issues, including safety, access, noise, illumination, construction impacts, air quality, business impacts, and land use, were important to the community. This section of the report describes impacts and potential mitigation measures for the social and economic environments. 7.12.2.1 Provincial Growth Policy The Recommended Plan supports Regional and Provincial Growth Planning policies by providing the transportation infrastructure required to maintain a high level of service on the provincial highway system for the movement of people and goods. Expansions/improvements to the Provincial Highway System and particularly freeways are unavoidable and therefore necessary to support the anticipated growth, mobility of people and movement of goods. Optimizing existing highway corridors is consistent with the Provincial Policy Statement (PPS 2005), which indicates that ‘efficient use shall be made of existing…infrastructure’. The Recommended Plan supports goods movement in and out of the Cambridge Business Park, which is an employment area that includes a high percentage of manufacturing and distribution businesses, by providing direct access to Highway 401 from Maple Grove Drive, via Highway 8, and links the Kitchener and Waterloo growth areas with Highway 401. The Recommended Plan also supports Places to Grow legislation which directs investments in highways as a priority for goods movement. 7.12.2.2 Land Use Land use designations in the study area are not expected to change since the Recommended Plan will not result in changes to the character of the adjacent properties. The Recommended Plan is consistent with the assumptions included in the Regional and Municipal Official Plans. Traffic patterns may change as a result of the proposed improvements. However, it is expected that the direct freeway to freeway ramp connections will remove some of the provincial and commercial traffic from the municipal road network. Community – Residential The Recommended Plan results in the displacement of one residential property, and minor impacts to an additional five residential properties. Property negotiations with the property owners will be carried out in accordance with standard MTO property purchasing processes. Following concerns identified by affected property owners, the project team arranged a property owners meeting to discuss specific impacts. Primary concerns identified at the meeting related to noise, lighting,

7.16 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009 well water, vibration, and air quality impacts from the proposed direct ramps. These issues have been addressed, as identified in Sections 7.12.1.2, 7.12.2.3, 7.12.2.4, and 7.12.2.5. Several property owners indicated that they were concerned about the visual impact of the proposed direct ramp from Highway 401 eastbound to Highway 8 northbound, including the glare from vehicle headlights. The need to screen possible headlight glare from the direct ramp from Highway 8 south to Highway 401 west to properties on Greensview Drive has been addressed by including a concrete barrier, which will be confirmed during detail design. Residents on Greensview Drive indicated concern during the study that construction and truck traffic on the Highway 8 to Highway 401 westbound ramp could result in vibration at residential properties on Greensview Drive. The ramp from Highway 8 southbound to Highway 401 westbound is designed as a high‐speed freeway‐to‐freeway ramp, which will; minimize the need for decelerating on the ramp. A preconstruction program for existing buildings on Greensview Drive will be considered where warranted, during Detail Design. Local residents also requested that trees be planted in front of the proposed noise barrier to minimize the impact of the new direct ramps from Highway 401 eastbound to Highway 8 northbound. A detailed landscaping program will be developed during detail design, in consultation with adjacent property owners. The detail design study will also include a detailed tree inventory to confirm trees impacted by the Recommended Plan. Residents in the study area may experience temporary delay or disruption during construction. Community – Commercial / Industrial The Recommended Plan has minor property impacts to two business properties. These impacts will not impact the operation of these businesses. Impacts to properties under development are discussed in the next section. The Recommended Plan provides direct access from Highway 401 to Highway 8, and improves traffic operations for vehicles travelling from Highway 401 to the Cambridge Business Park by providing a direct exit to Maple Grove Road from the Highway 401 westbound and Highway 401 eastbound direct ramps. Traffic volumes on King Street East are expected to decrease by approximately 30%, since vehicles on the provincial highway network will not have to use King Street East to access Highway 8 or Highway 401, providing better traffic operations for customers and goods seeking to access this area. Access will be maintained in all directions at the Highway 401/King Street Interchange. Some local businesses have expressed concern regarding traffic delays and access during construction. A detailed construction staging and traffic management plan will be identified during the next stage of the study, detail design. Local residents and businesses will be consulted with during the development of the plan, and will be advised of the timing of ramp closures in advance of the proposed work. Planned Development Developments adjacent to provincial highways are required to obtain a permit from the Ministry of Transportation (MTO) in accordance with the requirements of the Public Transportation and Highway

7.17 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

Improvement Act (1990). The purpose of this process is to make sure that adjacent developments adhere to required policies and do not conflict with or impact the highway system. As part of this process the Limerick Road residential development and commercial developments in the vicinity of the Highway 401/King Street and Highway 8/Sportsworld Drive were advised that portions of their properties may be required for future highway expansion. This study was initiated, in part, to confirm ultimate property requirements for access between Highway 401 and Highway 8, and King Street, Sportsworld Drive, and Speedsville Road so that the developers can finalize their plans for the subject properties. In total, 3.026 hectares are required from the Limerick Road subdivision property; 0.298 hectares are required from the commercial hotel property southwest of the Highway 401/King Street interchange; and 2.15 hectares are required from the Sportsworld Crossing property. 7.12.2.3 Noise A Noise Impact Study was carried out by SS Wilson and Associates for the Recommended Plan in accordance with the MTO Noise Guide (2006). The results of the Noise Study were presented at the PIC and discussed with impacted property owners at a subsequent Property Owners meeting The Noise Impact Study is in Appendix F. Nine Noise Sensitive Receptor Locations were selected to represent the Noise Sensitive Areas (NSAs) within the study area. All sound levels in the study area were predicted using the noise prediction model known as ORNAMENT, which is endorsed by MTO and was developed by the Ministry of the Environment. The noise study compared existing sound levels with future (2021) sound levels (with and without the proposed improvements). The results indicate that the future sound levels will not increase significantly in the future (2021) as a result of the proposed improvements. The predicted increase ranges from 1 dBA to 3 dBA, even when considering future traffic volumes. Sound level increases in the range of 1 to 3 dBA are considered to be imperceptible to the human ear. Current noise policy indicates that a receiver experiencing an increase of 5 decibels or more at its outdoor living area (OLA) or noise levels in excess of 65 dBA as a result of highway improvements would qualify for the consideration of noise mitigation. Since the majority of Noise Sensitive Receivers (NSRs) in the study area are currently experiencing sound levels above 65 dBA, the noise study recommends the installation of sound barriers in the following locations: • Approximately 3 meters high in the southeast quadrant of the existing Highway 401/King Street interchange along the existing ramp from Shantz Hill Road to Highway 401 eastbound • Approximately 3‐5 metres high in the northwest quadrant of the existing Highway 401/King Street interchange along the new Highway 8 south to Highway 401 westbound ramp In addition to the above, during detail design, the feasibility of a noise barrier along the south edge of the Highway 8 southbound to Highway 401 eastbound direct ramp will be considered. Noise barrier locations are based on current Ministry of Transportation practice for sound barrier locations and are generally located where highway sound will be best absorbed. The sound barriers can be a combination noise berm/wall, or a noise berm, where possible and where property is available, and

7.18 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009 are normally placed adjacent to the highway right‐of‐way where they provide good acoustical value and allow for maintenance of the barrier and the right‐of‐way without creating a ‘dead zone’ behind the barrier. Alternative noise wall locations, the potential for a noise wall/berm combination of noise berm and details, such as height, colour, and landscape treatments, will be determined during detail design in consultation with adjacent property owners. Several property owners adjacent to the Highway 401 corridor have indicated concern that noise from the direct ramps included in the Recommended Plan will be louder than predicted in the Noise Model. Consideration for use of noise reducing pavement types (i.e. concrete) to minimize noise from vehicles on the direct ramps will be considered during the next stage of the study, detail design. 7.12.2.4 Lighting The Recommended Plan includes both conventional light standards and high mast lighting. Highway 401 and Highway 8 will have full illumination in accordance with current design standards, which require consideration of highway geometrics, traffic volumes, interchange configurations, and the grade on the highway. A continuous concrete barrier will be provided along the edge of the ramp shoulder, from the King Street underpass to the Grand River bridge, to minimize headlight glare in the Limerick Drive and Greensview Drive area. Illumination will be designed to minimize light trespass beyond the property line. Measures to minimize light trespass on private property will include the use of screens to make sure that light is directed to the highway instead of to adjacent properties. Final illumination details will be confirmed during detail design. 7.12.2.5 Air Quality This study has included an Air Quality study to quantify air contaminant emissions from vehicular traffic along, entering, exiting, and crossing the highway and to determine how these emissions will affect air quality in the vicinity of the proposed improvements. The Air Quality Report is on file with the Ministry of Transportation. The assessment was undertaken for a future no‐build (2021) and a future build alternative (with improvements for the year 2021) and used maximum emission rates (winter condition), worst‐case meteorological conditions, and reasonable worst‐case background concentrations. This type of assessment is consistent with other Air Quality studies for highway projects in the province of Ontario. The results of the air quality study indicate that air quality levels in the study area (at nearby sensitive receptors such as residential properties) will be within provincial standards. There was no appreciable difference between the future air quality with or without the proposed improvements. Construction dust and noise impacts will be controlled during construction. The contractor will be required to adhere to standard noise restrictions (i.e. proper maintenance of equipment, no unnecessary idling). Standard dust suppressants (i.e. water, calcium chloride) will be used to minimize dust. 7.12.2.6 Recreation There are no impacts to recreational trails in the study area.

7.19 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

The widening of the existing Highway 401 Grand River, and the new structure over the Grand River will submitted to Transport Canada for review and approval as per the requirements of the Navigable Waters Protection Act (NWPA). 7.12.2.7 Transportation The Recommended Plan supports the Region’s Bus Rapid Transit (BRT) strategy by providing for convenient access to the proposed rapid transit station at Sportsworld Drive/Maple Grove Road. The Parclo A interchange configuration at Sportsworld Drive can also accommodate a Highway 8 Bus Rapid Transit (BRT) stop in each direction if desired by the Regional Municipality of Waterloo. In the southbound direction, a transit terminal and bus loop could be provided in the southwest quadrant of the interchange to allow southbound BRT vehicles to exit on Highway 8 Ramp N‐E/W, cross Sportsworld Drive to the transit terminal and bus loop, and re‐enter Highway 8 southbound using Ramp E/W‐S (loop ramp). The traffic signals could be configured to give priority to transit vehicles if desired. In the northbound direction, a transit terminal could be provided on the right shoulder of Ramp E‐N. Northbound BRT vehicles could exit on Highway 8 Ramp S‐E/W, cross Sportsworld Drive to the transit terminal on Ramp E‐N, and re‐enter Highway 8 northbound using Ramp E‐N. Alternatively, BRT vehicles could turn left on Sportsworld Drive and enter the transit terminal in the southwest quadrant of the interchange. Additional BRT features such as traffic signal prioritization, bus shoulder lanes, and additional pedestrian facilities could also be incorporated into the Sportsworld Drive interchange if desired by the regional Municipality of Waterloo and will be considered during Detail Design. 7.12.3 Cultural Environment 7.12.3.1 Archaeology A Stage 1 Archaeological Assessment was carried out by Archaeological Research Associates for the Recommended Plan. This study is on file with the Ministry of Transportation and has been sent to the Ministry of Culture for review and concurrence. Since the Stage 1 Archaeological Assessment identified 20 registered sites within one kilometre of the study area, and confirmed that the study area has a very high potential for the recovery of archaeological remains due to the proximity of both the Grand River and the Speed River, two tributaries of the Speed River, three historically‐surveyed roads, the large number of registered archaeological sites in or near the study area and the possibility that two small communities were situated with the study area in the 19th Century. A Stage 2 archaeological assessment should be carried out on all property required for the recommended improvements and submitted to the Ministry of Culture for approval in advance of construction. Since previous archaeological findings in the vicinity of the Grand River have indicated that there is a high potential for the discovery of pre‐contact sites, which would require a detailed Stage 3 and Stage 4 Archaeological investigation, it is suggested that the Stage 2 archaeological assessment be carried out in advance of detail design to make sure that time is available for additional studies, if required.

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Should previously unknown or un‐assessed deeply buried archaeological resources be uncovered during development, they may be a new archaeological site and therefore subject to Section 48 (1) of the Ontario Heritage Act. The Proponent or person discovering the archaeological resources must cease alteration of the site immediately and engage a licensed archaeologist to carry out archaeological fieldwork, in compliance with Section 48 (1) of the Ontario Heritage Act. Should human remains be identified during any construction or future maintenance operations, all work in the vicinity of the discovery will be suspended immediately. Notification will be made to the Ontario Provincial Police, or local police, who will conduct a site investigation and contact the district coroner. Notification will also be made to the Registrar of Cemeteries, Ministry of Consumer and Commercial Relations (416‐326‐8404). Other government staff may be contacted as appropriate; however, media contact should not be made in regard to the discovery.

7.12.3.2 Built Heritage and Cultural Landscape There are no buildings of significant historical, architectural, or cultural importance impacted by the Recommended Plan. The Grand River and Highway 401 were both identified as cultural landscapes as part of the Built Heritage and Cultural Landscape study. 7.13 Future Consultation Future consultation will be required during Detail Design to deal with all outstanding issues, including permits/approvals from external agencies, detailed environmental investigations regarding impacts and mitigation and engineering investigations to confirm the final design. Future consultation is expected to include notification of the start of Detail Design to the public and external agencies and a Public Information Centre near the completion of Detail Design to display final details of the Recommended Plan and proposed mitigation measures, and to answer questions about the final design. Future consultation with external agencies is described in Table 16. Table 16: Future Consultation with External Agencies

External Agency Subject of Consultation Canadian Environmental Assessment Agency • CEAA Screening Transport Canada • Obtain NWPA Clearance for work at the Grand River Ministry of Natural Resources/Department of • Develop compensation plans for HADD Fisheries and Oceans/Grand River • Develop strategy for management of Bald Eagle Wintering Area and Conservation Authority potential SAR mussels and fish in the Grand River • Confirm that habitat for Species at Risk are not negatively impacted by the Recommended Plan • Deal with fisheries impacts, and final culvert recommendations • Include timing restrictions and other fisheries mitigation in contract package Ministry of Culture • Carry out additional archaeological investigations and obtain Ministry of Culture Clearance in advance of construction

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External Agency Subject of Consultation Emergency service agencies (i.e. OPP, Fire, • Notify them of Detail Design (i.e. staging etc.) and construction phases to ambulance, etc.) minimize impacts to emergency response times during and after construction Regional Municipality of Waterloo • Consultation and meetings during Detail Design regarding Rapid Transit, bus bypass shoulders, and pedestrian improvements at the Highway 8 / Sportsworld Drive interchange • Consideration of Transit priority measures, such as queue jump lanes and signal priority, at the Highway 8/Sportsworld Drive interchange during Detail Design City of Kitchener • Consultation and meetings during Detail Design and construction phases, City of Cambridge for information purposes • Consideration of native species plantings in Landscape Plan All other agencies/groups involved in planning • Notify of start of Detail Design and construction phases, for information and preliminary design study purposes (i.e. businesses, property owners, etc.) Utility companies • Notify of start of Detail Design to confirm that potential conflict areas are property identified and dealt with

Other issues to be dealt with, through consultation during Detail Design include: • Property acquisitions through negotiations with individual property and business owners • Finalize design for noise mitigation, illumination, and landscaping in consultation with adjacent property owners • Develop Compensation plan for Grand River Bridge impacts in consultation with DFO and the GRCA • Develop mitigation plan for work adjacent to Bald Eagle wintering area in consultation with MNR/GRCA • Develop mussel relocation strategy in consultation with MOE, if required • Confirm that requirements of the Endangered Species Act (2008) have been met in Eligibility for Environmental Clearance – Construction Start letter 7.14 Environmental Effects, Proposed Mitigation, and Commitments to Future Work A summary of environmental effects, proposed mitigation and commitments to future work, as identified at the end of this study, is provided in Table 17. It includes future consultation with the public, municipality, local First Nations, and ministries/agencies, as well as a summary of environmental effects and proposed mitigation. The table forms a comprehensive ‘checklist’ of outstanding issues identified at the end of planning and preliminary design and will serve as a starting point for Detail Design.

7.22 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00

Table 17: Summary of Environmental Effects, Proposed Mitigation and Commitments to Future Work

Issue/Concerns ID ID and Potential Source Mitigation or Commitment to Future Work # # Effects Agencies CEAA Approval CEAA 1.1 • Carry out CEAA Screening documentation for Federal triggers (NWPA and Fisheries Act) Transport 1 Canada DFO MTO Natural Environment Ground/Surface MTO 2.1 • Review opportunities for design features such as grassed swales and maximize grassed areas for water quality treatment Water Public 2.2 • Drainage design to be confirmed during Detail Design to provide appropriate drainage capacity • Potential for GRCA 2.3 • Determine location of existing wells that may be impacted during construction increased 2.4 • Identify well water monitoring program, if required pollutant to enter 2.5 • Obtain Permit To Take Water, if required, in advance of construction receiving

watercourses • Increased downstream run‐ 2 off from recommended improvements • Potential impacts to water quality/quantity • Potential impacts to groundwater caused by rock blasting

7.23 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

Issue/Concerns ID ID and Potential Source Mitigation or Commitment to Future Work # # Effects Erosion and MTO 3.1 • Preparation of erosion and sediment control plan to avoid or mitigate impacts to downstream resources in accordance with Sedimentation GRCA MTO Best Management Practices • Potential for Public 3.2 • Cut slopes greater than 5 metres to consider use of 3 metre wide mid‐slope bench sediment laden 3.3 • Slopes adjacent to Grand River may require silt barriers to minimize erosion and silt inflows runoff to impact 3.4 • Contract package to include techniques for erosion prevention and sedimentation control such as temporary rock flow downstream checks, silt fence barriers and use of erosion control blankets or rip‐rap on steep slopes resources during 3 construction • Erosion of steep banks prior to stabilization • Potential fisheries impacts at fisheries habitat Fisheries and MTO 4.1 • Obtain all fisheries approvals and authorizations as determined by DFO, in accordance with the Fisheries Act Aquatic MNR/DFO 4.2 • Develop HADD Compensation Plan • Potential for GRCA 4.3 • Identify need for mussel sampling program and relocation, in consultation with DFO impacts to 4.4 • Involve MNR/DFO and GRCA in future study phases fisheries habitat 4.5 • Contract package to include appropriate timing restrictions and mitigation design elements identified in Fisheries • Submit HADD Assessment Report form in 4.6 • Include Special Provisions for work near watercourses in contract 4 accordance with MTO/DFO/ OMNR Fisheries Protocol and obtain DFO approval as required under the Fisheries Act

7.24 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

Issue/Concerns ID ID and Potential Source Mitigation or Commitment to Future Work # # Effects Vegetation and MTO 5.1 • Areas impacted by grading will be top soiled, seeded and covered with erosion control blanket or mulch wetlands MNR 5.2 • Sensitive areas (including locally significant wetland, ESPA, and Grand River valley) are to be labelled as Environmentally • Loss of vegetation GRCA Sensitive Areas (ESAs) in contract and wetlands due Public 5.3 • Minimize vegetation removal in ESPA and locally significant wetland 5 to construction 5.4 • Prepare grading and stormwater management plan to make sure locally significant wetland is not adversely affected • Potential impacts (quantity and quality) to adjacent 5.5 • Initiate Landscape Plan during Detail Design vegetation

Wildlife and Birds MTO 6.1 • Check existing structures for bird nests during detail design • Potential for 6.2 • Check culverts for presence of nesting migratory or protected birds to identify presence of any nests prior to construction impacts to 6.3 • Minimize tree clearing in vicinity of deer yards breeding birds in 6.4 • Carry out Bald Eagle nest survey study area 6.5 • Restrict construction activities during Bald Eagle wintering season • Impact to Bald 6 6.6 • Confirm status of Species at Risk and carry out additional field survey during detail design Eagle wintering 6.7 habitat • Include effective means of reducing impacts to reptiles and amphibians in final contract package (i.e. education of

construction staff, speed restrictions on trucks in construction areas, safe movement for SAR) • Impact to SAR or 6.8 SAR habitat • Any actively nesting birds and their young that may be impacted by the project operations, shall be protected between May 1 and July 31 6.9 • If construction timing requires tree removal between May 1 and July 31, an avian biologist should be consulted Potential MTO 7.1 • Carry out modified Phase 1 ESA Contamination MOE 7.2 • Avoid disturbance to areas of identified concern or take appropriate mitigation measures • Potential for soil 7 7.3 • Carry out Site Screenings, where required contamination on

properties being acquired

7.25 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

Issue/Concerns ID ID and Potential Source Mitigation or Commitment to Future Work # # Effects Management of MTO 8.1 • Excess material reused, where feasible, for slope flattening etc. Excess Material 8.2 • Contractor to dispose of material in accordance with standard MTO specifications 8 • Potential impacts 8.3 • Manage excess materials in accordance with OPSS 180 to sensitive areas Social and Economic Environment Land Use Property 9.1 • Maintain access to private entrances and side roads during construction • Disruption to owners 9.2 • Maintain liaison/coordinate construction with responding agencies (including school boards and businesses) 9 City residents 9.3 • Negotiate individual agreements for temporary encroachment with property owners and restore properties to existing MTO condition after construction Property MTO 10.1 • Contact general public through newspaper notices and directly affected property owners through correspondence at start • Commercial and Property of Detail Design residential Owners 10.2 • Hold PIC during Detail Design to display and seek input on detailed plan and property impacts buyouts, partial Business 10.3 • Address property issues through negotiations with individual property owners and standard MTO procedures 10 property Owners 10.4 • Confirm property requirements requirements, Development 10.5 • Consider landscape plantings to minimize visual impacts of direct ramps change to access, indirect impacts, etc. Highway and MTO 11.1 • Include standard construction noise mitigation in contract package Construction Noise Property 11.2 • Obtain exemption from local noise bylaw, if required Owners • Increased noise 11.3 • Confirm final design and location of noise barriers in consultation with adjacent property owners 11 from highway 11.4 • Investigate potential for use of noise reducing pavement types to minimize noise • Potential noise • Landscape plan designed to provide noise mitigation, where possible increase during construction Lighting MTO 12.1 • Include light screening, where possible, to minimize light trespass on private property • Light spillage on Property 12 adjacent Owners properties

7.26 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

Issue/Concerns ID ID and Potential Source Mitigation or Commitment to Future Work # # Effects Air Quality MTO 13.1 • Provide dust control/suppression during construction 13 • Dust during Property construction Owners Recreation MTO 14.1 • Obtain NWPA approval in advance of construction 14 • Maintain Transport 14.2 • Contract to include requirements for NWPA approval, including lighting and providing safe passage for watercraft, if navigability Canada required Transportation MTO 15.1 • Consult with Regional Municipality of Waterloo regarding potential rapid transit station at Sportsworld Drive and • Rapid transit Municipality potential bus bypass shoulder lanes between Highway 401 and Sportsworld Drive • Potential for City of 15.2 • Develop traffic management plan using standard measures (i.e. signage, flag people, reduced speeds, etc.) 15 temporary delay Cambridge 15.3 • Develop construction staging and detour plan in consultation with local businesses during City of construction Kitchener

Cultural Environment Archaeology MTO 16.1 • Contract package to include special wording to deal with archaeological resources discovered during construction • Potential impacts MCUL 16.2 • Obtain Ministry of Culture Clearance in advance of construction 16 to archaeological 16.3 • Carry out Stage 2 investigations resources 16.4 • Confirm avoidance of historic log house site

The future work described in Table 17 should be carried out subject to updating property ownership information and environmental requirements.

7.27 TRANSPORTATION ENVIRONMENTAL STUDY REPORT HIGHWAY 8 AND HIGHWAY 401 INTERCHANGE IMPROVEMENTS GWP 3039-07-00 Recommended Plan September 2009

7.15 Monitoring The planning and preliminary design phase of the project has been completed. Specific mitigation measures identified in this report will require confirmation during Detail Design and monitoring during construction. Monitoring will be conducted by on‐site construction supervisory staff to make sure that environmental protection measures, as outlined in this report and in the contract package, are implemented. This includes making sure that the implementation of mitigating measures and key design features is consistent with commitments made to external agencies prior to construction. In the event that protective measures do not address concerns identified or if major problems develop, the appropriate agency will be contacted to provide additional input. In the event that the impacts of construction are different than anticipated, or that the method of construction is such that there are greater than anticipated impacts, the Contractor’s method of operation will be modified to reduce those impacts.

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