Crawford Drive and Harper Road Class Environmental Assessment

Transcription

1 Crawford Drive and Harper Road Class Environmental Assessment Project#: P FINAL N O V E M E B E R ENVIROMENTAL FILE REPORT GENIVAR Inc. 600 Cochrane Drive, 5th Floor, Markham, Ontario L3R 5K3 Telephone: Fax:

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3 Executive Summary Executive Summary GENIVAR Inc. (GENIVAR), was contracted by the City of Peterborough to undertake a Class Environmental Assessment (EA). This project has been undertaken as a Schedule B EA in accordance with the requirements of the Municipal Engineers Association document Municipal Class Environmental Assessment (October 2000, as amended in 2007). Development in the area of the Crawford Drive/Parkway intersection necessitated the review of the feasibility and route location for the realignment of Crawford Drive and Harper Road. The Study Area is bounded by Lansdowne Street West to the north, The Parkway to the east, Sir Sandford Fleming Drive to the south, and Harper Park to the west. Harper Road is classified as a high-capacity collector and is currently a two-lane road with a rural cross-section. Crawford Drive is classified as a high-capacity collector within the study limits and is currently a two-lane road with a rural cross-section. Crawford Drive intersects both Sir Sandford Fleming Drive and The Parkway and is used as a shortcut by motorists to avoid the interchange at Highway 7/115. The intersections of Crawford Drive at The Parkway and Sir Sandford Fleming Drive are both signalized. East of The Parkway, Crawford Drive is classified as a high-capacity arterial road. Land use changes within the Study Area will directly impact the transportation needs of the area and may require upgrades and changes to the roadway network. Increases in the volume of pedestrians and cyclists, is also expected as the area continues to develop and more commercial and industrial businesses offer more services. The following Problem/Opportunity Statement was developed for this project: With planned development within the Study Area, as presently configured, the roadway network within the Study Area will not provide safe traffic operations by the 2031 Horizon Year The opportunity exists to improve the overall geometrics of the roads within the Study Area; decrease the number of accidents and improve pedestrian and vehicle safety; implement transportation initiatives that will support planned development of industrial and commercial businesses; provide facilities to promote alternative methods of transportation (i.e. Cycling, Transit, and Carpooling). Alternative Solutions In response to the Problem/Opportunity Statement, four (4) alternative solutions were developed for comparative evaluation: Do Nothing: No changes or improvements to the existing roadway network would be undertaken to address the problem/opportunity. This represents a status quo alternative.

4 Executive Summary Improve Transportation System Management: Transportation System Management (TSM) strategies are an effective way to optimize road network capacity. TSM strategies optimize transportation infrastructure and manage congestion by means of additional operational improvements such as transit signal priority, High Occupancy Vehicle lanes, and bus bays. In order to reduce overall congestion within the Study Area, improvements may be made by improving traffic signal operations and/or adding queue jump signals for transit. Improve Travel Demand Management: Travel Demand Management (TDM) strategies are aimed at improving the efficiency of the transportation system by influencing travel demands and trip patterns. TDM measures work by altering travel mode choice, frequency of travel, and time of travel to reduce peak travel demand resulting in enhanced road network capacity. This alternative would reduce overall traffic volumes within the Study Area by promoting carpooling, working from home programs, and/or other similar initiatives. Realign Harper Road and Crawford Drive: This alternative recommends making physical changes to the roadway network within the Study Area. This alternative would attempt to alleviate traffic congestion by promoting use of Sir Sandford Fleming Drive and The Parkway. The technically recommended solution was found to be realignment of the roadways. Since it will address the Problem/Opportunity Statement and has the opportunity to incorporate other transportation initiatives and provide enhancements to the existing natural environment. With public input, the technically recommended solution, to Realign Roadways, with TSM and TDM Strategies to be incorporated, was confirmed as the Recommended Solution. Alternative Alignments In order to implement the recommended solution, four (4) alternative alignment configuration concepts were considered: Design #1 Extend Rye Street/Harper Road to connect with The Parkway and extend Crawford Drive to intersect with Harper Road; Design #2 Realign Harper Road and close off connection along Harper Road between The Parkway and Sir Sandford Fleming Drive; Design #3 Extend Rye Street/Harper Road to intersect The Parkway at Crawford Drive and close existing Harper Road shortcut ; and Design #4 Extend Rye Street westerly and intersect with The Parkway at Crawford Drive. The technically preferred design alignment was found to be Design Alignment #3 since it results in an improved roadway network, has a minimal impact on the existing

5 Executive Summary environment, is in accordance with the City of Peterborough s planning initiatives and has the least impact to private property, vegetation, and utilities. With public input, the technically recommended design alignment, Design Alignment #3, was confirmed as the Recommended Alignment. Public / Agency Consultation The Public Consultation program was designed to meet the requirements of the Municipal Class EA for Schedule B projects. In addition to project notifications, a contact list of review agency personnel was developed. These individuals were consulted as a result of their relevance to the project. A Public Open House (POH) was held as part of the consultation program to provide the opportunity for approval agencies, stakeholders, and the public to review and provide input on the study. The POH was held on February 7, 2012 at the Comfort Hotel & Suites Peterborough from 4:00PM to 7:00PM. The POH followed an informal drop-in format with display boards presenting the project information. The POH provided an opportunity for attendees to review the information, provide their comments and discuss them directly with City of Peterborough staff and its consultants. Additional consultation with Otonabee Region Conservation Authority (ORCA) was undertaken to ensure that impacts to the existing natural environment could be minimized. Additional meetings with ORCA were arranged to ensure that all of the comments and concerns raised were taken into consideration. ORCA noted that in a previous study, the opportunity to provide an enhanced natural area surrounding the Visitor s Centre was identified. This area is outside of the Study Area limits and beyond the scope of this study. However, reconstruction of the roadway provides an opportunity to incorporate enhancements to the natural area. Recommended Design Concept Through further consultation with the City, Stakeholders, Agencies, and the public, design alignment #3 was refined to the Preferred Alignment. To limit the potential impact to the former Waste Disposal Site landfill, the existing connection of Crawford Drive with Sir Sandford Fleming Drive will be maintained. The location of the new eastwest road connecting Crawford Drive to the new Harper Road alignment will be located along the property line of the proposed hotel and convention centre.

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7 Table of Contents Table of Contents Transmittal Letter Executive Summary Table of Contents TABLE OF CONTENTS... I LIST OF FIGURES... III LIST OF TABLES... IV APPENDICES... IV 1. INTRODUCTION OVERVIEW OF THE MUNICIPAL CLASS EA PLANNING PROCESS Municipal Class EA Schedules Schedule B Classification Part II Order Provision Public Responsibility PHASE ONE: IDENTIFICATION AND DESCRIPTION OF PROBLEM Location and Description of the Roadways Planning and Development Traffic Information Problem/Opportunity Statement PHASE TWO: IDENTIFICATION AND EVALUATION OF ALTERNATIVE SOLUTIONS Identification and Description of the Alternative Solutions Alternative Solution #1 Do Nothing Alternative Solution # 2 Improve Transportation Systems Management Alternative Solution # 3 Improve Travel Demand Management Alternative Solution # 4 Realign Harper Road and Crawford Drive Selection of the Appropriate Class EA Schedule Summary of Existing Conditions Roadway Network Features Transit Carpooling Pedestrians Existing Traffic Roadway Network Existing Traffic Volumes Traffic Analysis Pavement Drainage Conditions Utilities i

8 Table of Contents 4.5 Natural Environment Historical Studies Terrestrial Environment Site Context Natural Habitats Aquatic Environment Survey Methodology Survey Zones Land Use and Social Environment Existing Policies and Plans Existing Land Uses Archaeology Archaeological Resources Archaeological Potential Evaluation of the Alternative Solutions Description of the Evaluation Methodology Rationale for the Evaluation Results Alternative #1 Do Nothing Alternative #2 Improve Transportation Systems Management (TSM) Alternative #3 Improve Travel Demand Management (TDM) Alternative #4 Realign Roadways Identification of the Recommended Alternative Confirm Recommended Solution Confirm Project Schedule Selection PHASE THREE: IDENTIFICATION AND EVALUATION OF ALTERNATIVE ALIGNMENTS Description of Alternative Alignment Concepts Evaluation of Alternative Alignment Concepts Summary PUBLIC AND AGENCY CONSULTATION Consultation Undertaken during Phase One Potentially Contentious Issues Notification of Project Commencement and Invitation for Comments First Nation Consultation Consultation Undertaken during Phase Two and Three Notice of Public Information Centre Public Open House No Consultation Undertaken during Phase Four Notice of Completion Agency and Public Correspondence throughout the Study Conservation Authorities PHASE FIVE: IMPLEMENTATION Description of the Recommended Alignment Design Criteria Pavement ii

9 Table of Contents Electrical Drainage Increase in Paved Area under the Proposed Improvement Works Proposed Storm Water Management Plan Culvert Sizing Utilities Summary of the Potential Effects and Recommended Mitigation Measures Natural Environment Disturbances to Terrestrial Features Disturbances to Aquatic Features Disturbances to Groundwater and Surface Water Social Environment Temporary Access to Private Property Temporary Construction Related Nuisance Effects (Noise, Vibration, Dust, Odours and Fumes) Noise Assessment Temporary Disruption of Traffic on Roads Work Area Aesthetics Generation of Excess Materials Cultural Environment Pedestrian Survey Strategy Encountering of Unknown Archaeology Remains Property Requirements and Required Lands Railway Crossings Federal Environmental Assessment CONCLUSIONS AND RECOMMENDATIONS Alternative Solutions Alternative Alignments Preferred Alignment Long Term Requirements for Harper Road List of Figures Figure Project Study Area Figure Class EA Overview Figure 3-1 Development Plan Figure Existing Peterborough Transit Map Figure Study Area Intersections Figure Remaining Natural / Near-Natural Lands within Study Area Figure Risk Assessment Matrix for impacts to Fish and Fish Habitats Figure 7-2 Existing and Proposed Road Network and Receiver Locations Figure 7-3 Current Archaeological Conditions of the Study Area Figure 8-1 Preferred Alignment iii

10 Table of Contents List of Tables Table Overall Future Intersection Level of Service Do Nothing Table Study Area Roadways Table 4-2 Intersection Turning Movement Count Dates Table 4-3 Collisions per Intersection Table 4-4 Collisions per Road Segment Table 4-5 Existing Intersection Capacity Analysis Table Future Intersection Capacity Analysis Table Species captured downstream of Harper Road Table Species captured upstream of Harper Road Table Fish species captured at sampling locations along Rye Street Table Summary of Alternative Solutions Evaluation Table Comparative Evaluation Summary of the Alternative Alignments Table Potentially Contentious Issues Table Summary of Agency and Resident Correspondence Table km/h Design Speed Design Criteria Table km/h Design Speed Design Criteria Table Percentage of Pavement Increase Table Summary of Mitigation and Enhancement Measures Appendices Appendix A Alternative Alignments and Recommended Plan Appendix B Notifications and Contact List Appendix C Select Correspondence Appendix D Public Open House Displays Appendix E Natural Environment Assessment Report Appendix F Traffic Study Appendix G Railway Memorandum Appendix H Stage 1 Archaeological Assessment Report Appendix I Noise Report Appendix J Drainage and Stormwater Management Report iv

11 Introduction 1. Introduction The City of Peterborough (City) has initiated a Municipal Class Environmental Assessment (EA) Study for Crawford Drive and Harper Road as per Schedule M of the City s Official Plan. Figure 1-1 illustrates the Study Area. Figure Project Study Area Harper Road is classified as a high-capacity collector and is currently a two-lane road with a rural cross-section. The posted speed limit along Harper Road is 50km/h. Harper Road crosses the Canadian Pacific Railway (CP) track at mileage of the Havelock Subdivision. Within the Study Area limits, Harper Road has curves which do not meet the minimum required radii for the posted speed limit. 1-1

12 Introduction Crawford Drive is classified as a high-capacity collector within the study limits and is currently a two-lane road with a rural cross-section. The posted speed limit along Crawford Drive is 50km/h. Crawford Drive intersects both Sir Sandford Fleming Drive and The Parkway and is used as a shortcut by motorists to avoid the interchange at Highway 7/115. The intersections of Crawford Drive at The Parkway and Sir Sandford Fleming Drive are both signalized. East of The Parkway, Crawford Drive is classified as a high-capacity arterial road. This project is being undertaken as a Schedule B Environmental Assessment in accordance with the requirements of the Municipal Engineers Association document Municipal Class Environmental Assessment, October 2000, as amended in The Project Team includes: GENIVAR: Lead Consultant, responsible for Project Management, Class EA process, Facilitation, Roadway Engineering, Traffic Modelling and Analysis, Traffic Safety, Drainage and Stormwater Management, Utility Coordination; Constructability Review, and factor specific assessments including Fisheries, and Noise. Brunton Consulting: Responsible for Natural Environment Assessments Central Archaeology: Responsible for Archaeology and Built Heritage Resource Assessment Jock Valley Engineering: Responsible for Rail Engineering This Environmental File Report describes the planning process followed, the existing conditions within the Study Area, the problem and opportunity, the Alternative Solutions considered to address the problem and opportunity, the evaluation of Alternative Solutions and Alternative Design Concepts, the recommended Preferred Solution and the Recommended Preliminary Design, public and agency consultation, and the description, implementation, mitigation and monitoring of the Preferred Design Concept. 1-2

13 Overview of the Municipal Class EA Planning Process 2. Overview of the Municipal Class EA Planning Process The Municipal Class EA planning process approved under the Environmental Assessment Act (EA Act) was followed for this project. The Municipal Class EA allows City of Peterborough to meet the requirements of the EA Act for municipal infrastructure projects without having to either undertake an Individual EA or request a specific exemption for the project. Municipal projects addressed by the Municipal Class EA may be implemented without further approval under the EA Act, provided the approved Municipal Class EA planning process was carried out. 2.1 Municipal Class EA Schedules Since projects undertaken by municipalities vary in their potential environmental effects, the Municipal Class EA classifies the projects into four (4) schedules according to their potential environmental significance: a) Schedule A projects are limited in scale, have minimal adverse effects and include a number of municipal maintenance and operational activities. These projects are approved and may proceed directly to Phase 5 for implementation without following the other phases. b) Schedule A+ projects are similar to Schedule A projects, however, have the requirement for the public to be advised prior to project implementation. These projects are approved and may proceed directly to Phase 5 for implementation without following the other phases. c) Schedule B projects have the potential for some adverse environmental effects, whereby the proponent is required to undertake a screening process, involving mandatory contact with directly affected public and relevant review agencies to ensure that they are aware of the project and that their concerns are addressed. Schedule B projects require that a Project File be prepared and submitted for review by the public and review agencies. If there are no outstanding concerns, then the municipality may proceed to Phase 5 for implementation. d) Schedule C projects have the potential for significant environmental effects and must proceed under the full planning and documentation procedures specified in the Class EA Document (Phases 1 to 4). Schedule C projects require that an Environmental Study Report be prepared and submitted for review by the public and review agencies. If there are no outstanding concerns, then the municipality may proceed to Phase 5 for implementation Schedule B Classification This project is classified as a Schedule B undertaking according to the Municipal Class EA (October 2000 and amended in 2007). A Schedule B undertaking must fulfill the first two (2) phases of the MEA Class EA process before moving on to the fifth phase, implementation. Phases two (2) and three (3) are combined for Schedule B projects. 2-2

14 Overview of the Municipal Class EA Planning Process The Class EA planning phases undertaken for this study are listed below. Phase 1: Identify the Problem / Opportunity This phase involves not only identifying the problem/opportunity, but also describing it in sufficient detail to formulate a clear problem/opportunity statement. To assist in describing the problem/opportunity, input from review agencies and the public may be solicited. Phase 2 and 3: Identify and Evaluate Alternative Solutions and Alternative Design Concepts to the Problem/Opportunity This phase involves undertaking the following steps: 1. Identify reasonable alternative solutions to the problem/opportunity; 2. Prepare a general inventory of the existing natural, social and economic environments in which the project is to occur; 3. Identify the net positive and negative effects of each alternative solution including mitigating measures, where possible; 4. Evaluate the alternative solutions; 5. Consult with review agencies to solicit comment and input; and 6. Select/confirm the preferred solution. Once the preferred solution has been identified, alternative design concepts can be prepared. These concepts will undergo a coarse screening prior to selection of the preferred design. The following steps will be undertaken: 1. Identify alternative design concepts for implementing the preferred solution; 2. Prepare a detailed inventory of the existing natural, social and economic environments; 3. Identify the net positive and negative effects of each alternative solution including mitigating measures, where possible; 4. Evaluate the alternative design concepts and identify a recommended design; 5. Consult with review agencies and the public to solicit comment and input; and 6. Select/confirm the preferred design concept. Phase 4: Prepare and Submit an Environmental File Report for Review by the Public and Review Agencies For Schedule C projects, an Environmental Study Report is completed for public review. For Schedule B projects, an Environmental File Report is completed and submitted to review by agencies and the public for not less than 30 calendar days. During this review period, concerned individuals have the right to request a Part II Order under the EA Act before the project may proceed to implementation. A Part II Order 2-3

15 Overview of the Municipal Class EA Planning Process requires that an Individual EA be carried out, documented, and submitted to the Minister of the Environment for review and approval. The decision on whether the project should be subject to a Part II Order rests with the Minister of the Environment. In addition, the Minister of the Environment may deny the Part II Order, but attach a condition to the denial. Once the public review period has expired and if there are no outstanding Part II Order requests, the City may proceed to the final phase of the planning and design process, Phase 5, Implementation. Phase 5: Complete Contract Drawings and Documents and Proceed to Construct, Operate, and Monitor the Project This phase involves completing contract drawings and tender documents, incorporating the recommended solution and mitigating measures identified during the previous phases of the process. Once contracts are awarded, construction can take place and the project is implemented. Any monitoring programs identified during the Class EA shall be undertaken to ensure that the environmental provisions and commitments made during the process are fulfilled and effective. Figure 2-1, on Page 2-6 provides an overview of the Municipal Class EA process and indicates the Class EA process followed for this project Part II Order Provision Under the provisions of subsection 16 of the EA Act, there is an opportunity for the Minister of the Environment to review the status of a project. Members of the public, interest groups and review agencies may request the Minister to require a proponent to comply with Part II of the EA Act (which addresses Individual EA's), before proceeding with a proposed undertaking. The Minister determines whether or not this is necessary with the Minister's decision being final Public Responsibility Members of the public having concerns about the potential environmental effects of a project, or the planning process being followed, have a responsibility to bring their concerns to the attention of the proponent early in the planning process when the proponent has greater flexibility to accommodate changes in the project development and the process. A Project File maintained during the study is available for public review for a period of 30 calendar days; starting on November 19, 2012 and ending on December 20, Requests for a Part II Order to the Minister must be in writing and must address the following issues as they relate to the identified concerns: environmental impacts of the project and their significance; the adequacy of the planning process; the availability of other alternatives to the project; 2-4

16 Overview of the Municipal Class EA Planning Process the adequacy of the public consultation program and the opportunities for public participation; the involvement of the person or party in the planning of the project; the nature of the specific concerns which remain unresolved details of any discussions held between the person or party and the proponent; the benefits of requiring the proponent to undertake an individual environmental assessment; and any other important matters considered relevant. The request must be made in writing to the Minister of the Environment after the proponent has issued a Notice of Completion of the environmental study report at the following address: The Honourable Jim Bradley Minister of the Environment 77 Wellesley Street West, 11 th Floor, Ferguson Block Toronto, ON M7A 2T5 Requests should also be sent to the proponent. The proponent s response to the issues raised will also be considered as part of the decision on a Part II Order request. 2-5

17 Overview of the Municipal Class EA Planning Process Study Commencement Identify Problem or Opportunity Notice of Commencement January 12, 2012 Identify Alternative Solutions Identify reasonable alternative solutions to the problem(s). Do Nothing Improve Transportation Systems Management (TSM) Improve Travel Demand Management (TDM) Realign Harper Road and Crawford Drive Evaluate alternative solutions, taking into consideration environmental and technical factors Identify and recommended a technically preferred solution to the problem(s) and opportunities Recommend Alternative Solution Realign Harper Road and Crawford Drive, in combination with: Improvements to Transportation Systems Improvements to Travel Demand Management Increase Public Transit Service Public Consultation Centre #1 Notice January 12, 2012 Identify Alternative Alignments for the Recommended Solution Identify alternative alignments to implement the recommended solution. Alternative 1: Extend Rye Street/Harper Road to connect with The Parkway and extend Crawford Drive to intersect with Harper Road. Alternative 2: Realign Harper Road and close off connection along Harper Road between The Parkway and Sir Sandford Fleming Drive Alternative 3: Extend Rye Street/Harper Road to intersect The Parkway at Crawford Drive and close existing Harper Road shortcut Alternative 4: Extend Rye Street westerly and intersect with The Parkway at Crawford Drive. Screen alternative design concepts. Inventory natural, social/cultural and economic environments. Identify potential effects of the alternative designs after mitigation. Identify a technically preferred recommended alignment. Recommended Design Prepare Environmental File Report Complete an Environmental File Report (EFR), which sets out all of the activities undertaken as part of the Class EA. Place EFR on public record for 30 calendar days. Notify the public and government agencies of completion of the EFR and of the Part II Order provision in the EA Act. Public Open House #1 February 7, 2012 Environmental File Report Notice of EFR Available for Public Review Implementation Proceed to detailed design and construction of the project Monitor for environmental provisions and commitments. Figure Class EA Overview 2-6

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19 Phase One Identification and Description of Problem 3. Phase One: Identification and Description of Problem 3.1 Location and Description of the Roadways Harper Road is classified as a high-capacity collector and is currently a two-lane road with a rural cross-section. The posted speed limit along Harper Road is 50km/h. Harper Road crosses the Canadian Pacific Railway (CP) track at mileage of the Havelock Subdivision. Within the Study Area limits, Harper Road has curves which do not meet the minimum required radii for the posted speed limit. Crawford Drive is classified as a high-capacity collector within the study limits and is currently a two-lane road with a rural cross-section. The posted speed limit along Crawford Drive is 50km/h. Crawford Drive intersects both Sir Sandford Fleming Drive and The Parkway and is used as a shortcut by motorists to avoid the interchange at Highway 7/115. The intersections of Crawford Drive at The Parkway and Sir Sandford Fleming Drive are both signalized. East of The Parkway, Crawford Drive is classified as a high-capacity arterial road. The approximate limits of the project Study Area are illustrated in Figure 1-1. The study will examine: the existing configuration of roadway network; short and long-term issues related to planned future growth; operation of the intersections, both existing and proposed; and operational and servicing deficiencies. This study will also review opportunities to facilitate public transit, pedestrian movement and environmental enhancement Planning and Development The Study Area is currently being zoned for industrial and commercial businesses. The City s Planning Division has projected the area to be used for a conference centre and hotel complex, as well as the potential for an inter-city commuter facility location and a building material supply store, and hotel and convention centre. The Visitor s Centre is expected to attract high vehicle traffic, as it is a gateway feature to visitors of the City exiting Highway 7/115. The approximate locations of the facilities are shown in Figure 3-1.The addition of the Visitor s Centre and Tim Horton s within the Study Area has created an intersection within close proximity of the Crawford Drive and The Parkway. These land use changes will directly impact the transportation needs of the area and may require upgrades and changes to the roadway network. Increases in the volume of pedestrians and cyclists, is also expected as the area continues to develop and more commercial and industrial businesses offer more services. 3-1

20 Phase One Identification and Description of Problem Figure 3-1 Development Plan Traffic Information An analysis of the operation of the intersections was undertaken to determine the quality of operation (i.e. Level of Service, LOS). Intersection capacity analyses for the study intersections for existing traffic conditions for the AM and PM peak hours was analyzed using Highway Capacity Manual (HCM) methodology and Synchro 7.0 software. The analysis is based on the design hour traffic demand volumes and assumes existing lane configurations. The queuing analysis for signalized intersections is based on the intersection storage calculation spreadsheet. The queuing analysis for unsignalized intersections is based on the HCM methodology. The results of the capacity review for the critical morning and afternoon peak hours at the intersections for the planning horizon are illustrated in Table

21 Phase One Identification and Description of Problem Table Overall Future Intersection Level of Service Do Nothing Intersection Volume-to- Capacity Ratio Delay (s) and Level of Service Critical Ratio Overall LOS 1 Delay (secs) AM PM AM PM AM PM Highway 7/115 The Parkway and Highway C D The Parkway and Crawford Drive D E Sir Sandford Fleming Drive and Fisher Drive C C Harper Road and Crawford Drive C D The Parkway and The Queensway B C The Parkway and The Kingsway F F Lansdowne Street West and The Parkway C F Lansdowne Street West and Rye Street B B Lansdowne Street West and Webber Avenue C C Level of Service or LOS is based on average control delay (in seconds) - For signalized intersections, "LOS" represents the overall intersection LOS. For unsignalized intersections, it represents the movement with the worst LOS. 3.2 Problem/Opportunity Statement Phase One of the Municipal Class EA process involves documenting the factors which lead to the conclusion that an improvement or change is needed. This in turn leads to the development of a clear statement of the problem being addressed by the project. The problem statement becomes the basis for the identification and evaluation of the alternative solutions, and underpins decision-making throughout the study. The following Problem Statement has been developed for this project: With planned development within the Study Area, as presently configured, the roadway network within the Study Area will not provide safe traffic operations by the 2031 Horizon Year. Projects do not only address the problems or deficiencies, but also look for opportunities to make improvements or enhancements. Where these opportunities exist, they should also be documented and articulated in a clear statement to ensure that they are incorporated into the project. As a result, the following Opportunity Statement has been developed for this project: The opportunity exists to improve the overall geometrics of the roads within the Study Area; decrease the number of accidents and improve pedestrian and 3-3

22 Phase One Identification and Description of Problem vehicle safety; implement transportation initiatives that will support planned development of industrial and commercial businesses; provide facilities to promote alternative methods of transportation (i.e. Cycling, Transit, and Carpooling). 3-4

23 Phase Two Identification and Evaluation of Alternative Solutions 4. Phase Two: Identification and Evaluation of Alternative Solutions Identification and Description of the Alternative Solutions In response to the Problem/Opportunity Statement, four (4) alternative solutions were identified for comparative evaluation: Alternative #1: Do Nothing (base case) Alternative #2: Improve Transportation Systems Management Alternative #3: Improve Travel Demand Management Alternative #4: Realign Harper Road and Crawford Drive Although the Do Nothing alternative does not address the Problem/Opportunity Statement, the Class EA document mandates its consideration in all Class EA s as a means of providing a benchmark or base case for comparing the other alternative solutions. The alternative solutions are briefly described in the following subsections. Section 4.3 describes the existing conditions present in the Study Area in order to provide context and baseline information for the evaluation of the Alternative Solutions (Section 6) Alternative Solution #1 Do Nothing No changes or improvements to the existing roadway network would be undertaken to address the problem/opportunity. This represents a status quo alternative Alternative Solution # 2 Improve Transportation Systems Management Transportation System Management (TSM) strategies are an effective way to optimize road network capacity. TSM strategies optimize transportation infrastructure and manage congestion by means of additional operational improvements such as transit signal priority, HOV lanes, bus bays, turning lanes, segregation of slow moving traffic, providing roundabouts instead of traffic signals, etc. In order to reduce overall congestion within the Study Area, improvements may be made by improving traffic signal operations and/or adding queue jump signals for transit Alternative Solution # 3 Improve Travel Demand Management Travel Demand Management (TDM) strategies are aimed at improving the efficiency of the transportation system by influencing travel demands and trip patterns. TDM measures work by altering travel mode choice, frequency of travel and time of travel to reduce peak travel demand resulting in enhanced road network capacity. 4-1

24 Phase Two Identification and Evaluation of Alternative Solutions This alternative would reduce overall traffic volumes within the Study Area by promoting carpooling, working from home programs, and/or other similar initiatives Alternative Solution # 4 Realign Harper Road and Crawford Drive This alternative recommends making physical changes to the roadway network within the Study Area. This alternative would attempt to alleviate traffic congestion by promoting use of Sir Sandford Fleming Drive and The Parkway. 4.2 Selection of the Appropriate Class EA Schedule In accordance with Appendix 1, of the Municipal Class EA, the proposed project is not anticipated to be either a Schedule A or A+. Since the solution to the problem/opportunity is expected to result in a project that will fall under Schedule B or Schedule C, it was appropriate to continue through Phase Two of the Municipal Class EA Planning and Design Process. This was a preliminary assessment of the Schedule, which was confirmed at the end of Phase Two once the Preferred Solution had been identified. 4.3 Summary of Existing Conditions Roadway Network Features Harper Road, in conjunction with Rye Street and Webber Avenue, connect Lansdowne Street West to Crawford Drive. The posted speed limit along Harper Road is 50km/h. Harper Road crosses the Canadian Pacific Railway (CP) track at mileage of the Havelock Subdivision. Within the Study Area limits, Harper Road has curves which do not meet the minimum required radii for the posted speed limit. Crawford Drive is classified as a high-capacity collector within the study limits and is currently a two-lane road with a rural cross-section. The posted speed limit along Crawford Drive is 50km/h. Crawford Drive intersects both Sir Sandford Fleming Drive and The Parkway and is used as a shortcut by motorists to avoid the interchange at Highway 7/115. The intersections of Crawford Drive at The Parkway and Sir Sandford Fleming Drive are both signalized. East of The Parkway, Crawford Drive is classified as a high-capacity arterial road. The addition of the Visitor s Centre and Tim Horton s within the Study Area has created an intersection within close proximity of the Crawford Drive and The Parkway Transit Peterborough Transit operates the following three (3) bus routes within the Study Area: Route 5 Zeller's Plaza connects with the site at the Lansdowne Street West and The Parkway intersection Route 7 Lock Street near George Street runs east-west along Lansdowne Street Route 12 Americredit passes through the site via Fisher Drive, The Parkway and The Queensway 4-2

25 Phase Two Identification and Evaluation of Alternative Solutions All routes start and end at the central terminal on Simcoe Street in the downtown area. Service for Routes 5 and 7 occurs from approximately 6:00am to 11:20pm on weekdays and Saturdays, and from 8:00am to 7:20pm on Sundays. Service for Route 12 occurs from approximately 6:00am to 11:20pm on weekdays, 6:40am to 6:40pm on Saturdays, and from 9:20am to 6:00pm on Sundays. The frequency of service is approximately every 40 minutes. Transit service in the Study Area is shown in Figure 4-1 on the following page. GO Transit s 88 Oshawa Route stops at the intersection of Harper Road and Crawford Drive at the Peterborough South Park & Ride/Carpool Lot Carpooling GO Transit s Peterborough South Park & Ride Carpool Lot is located at the intersection of Harper Road and Crawford Drive Pedestrians Pedestrian access within the study limits is limited. Pedestrians currently use the shoulders of the existing roadway. Figure Existing Peterborough Transit Map 4-3

26 Phase Two Identification and Evaluation of Alternative Solutions Existing Traffic A Traffic Study was included as part of the work undertaken by GENIVAR. The full traffic study report can be found in Appendix F. The Traffic Study undertook a traffic operations analysis, safety review, existing and future deficiencies, and recommended geometric improvements. Existing conditions and a horizon year of 2031 are the time periods contained in the analyses, which are assessed for the typical roadway weekday AM and PM peak hours Roadway Network The intersections included in the Study Area are shown in Figure 4-2. Intersection under assessment Figure Study Area Intersections The Study Area intersections include: Sir Sandford Fleming Drive and Fisher Drive; 4-4

27 Phase Two Identification and Evaluation of Alternative Solutions Highway 7/115 The Parkway and Sir Sandford Fleming Drive; Crawford Drive and Harper Road; The Parkway and Crawford Drive; The Parkway and The Queensway; The Parkway and The Kingsway; Lansdowne Street West and The Parkway; Lansdowne Street West and Rye Street; and Lansdowne Street West and Webber Avenue. A description of the boundary roadways, for which the Study Area intersections are located, is provided in Table 4-1. Table Study Area Roadways Street Road Classification Number of Lanes Posted Speed Limit (km/h) The Parkway Arterial 4 60 Sir Sandford Fleming Drive Arterial 4 60 Crawford Drive Arterial 2 50 The Queensway Arterial 2 50 Lansdowne Street Arterial 5 50 Harper Road Collector 2 50 Spillsbury Drive Collector 2 50 The Kingsway Collector 2 50 Fisher Drive Collector 2 50 Webber Avenue Collector 2 50 Rye Street Local Existing Traffic Volumes Current traffic counts, conducted on the dates summarized in Table 4-2 and signal timing plans were provided by the City of Peterborough. Table 4-2 Intersection Turning Movement Count Dates Intersection Sir Sandford Fleming Drive and Fisher Drive Count Date Highway 7/115 - The Parkway and Highway 7 Jan Crawford Drive and Harper Road Sep The Parkway and Crawford Drive Feb The Parkway and The Queensway Jul The Parkway and The Kingsway Sep Lansdowne Street West and The Parkway Jul Feb (AM), Dec 2011 (PM) 4-5

28 Phase Two Identification and Evaluation of Alternative Solutions Table 4-2 Intersection Turning Movement Count Dates Intersection Count Date Lansdowne Street West and Rye Street Sep Lansdowne Street West and Webber Street May 2007 Traffic volumes obtained from the counts were balanced between intersections, increasing intersection volumes from previous years to match the 2011 count volumes where appropriate Traffic Analysis Intersection capacity analyses for the existing AM and PM peak hours were analyzed using Highway Capacity Manual (HCM) methodology and Synchro 7.0 software. The queuing analysis for intersections is based on the HCM methodology. Safety / Collision Analysis Collisions at intersections and road segments are summarized in Table 4-3 and Table 4-4 within the three (3) to five (5) year time period from 2007 to There were a total of 167 collisions that occurred at intersections. Another ten (10) collisions occurred at the road segments. Table 4-3 Collisions per Intersection Collision by Severity PM Peak Hour Intersections Fatal / Injury (FI) Property Damage Only (PDO) Total Collision Rate (collision/ million entering vehicles) Crawford Dr. / Harper Rd Crawford Dr. / Tim Hortons Entrance Lansdowne St. W. / Rye St Lansdowne St. W. / The Parkway Lansdowne St. W. / Webber Ave Rye St. / Webber Ave Sir Sandford Fleming Dr. / Crawford Dr The Parkway / The Kingsway The Parkway / The Queensway The Parkway / Sir Sandford Fleming Dr

29 Phase Two Identification and Evaluation of Alternative Solutions Table 4-3 Collisions per Intersection Collision by Severity PM Peak Hour Intersections Fatal / Injury (FI) Property Damage Only (PDO) Total Collision Rate (collision/ million entering vehicles) The Parkway / Costco The Parkway / Crawford Dr Total Notes: * There are no fatal accidents. All accidents are injury type. Table 4-4 Collisions per Road Segment Collision by Severity PM Peak Hour Road Segments Fatal / Injury (FI) * Property Damage Only (PDO) Total Collision Rate (collision/ million entering vehicles) Crawford Dr. Harper to Sir Sandford Fleming Dr. The Parkway Landsdowne to The Kingsway The Parkway The Kingsway to Queensway The Parkway The Queensway to Crawford Total Notes: * There are no fatal accidents. All accidents are injury type. Within the five year period (2007 to 2011), a total of 177 collisions occurred within the study area. Table 4-3 and Table 4-4 show the number of accidents per year and their proportion of severity. The highest number of collisions both in property damage only (PDO) and in Fatal/Injury (FI) reported occurred in However, the variation in collision numbers does not seem to follow any particular trend. The most frequent type of severity is PDO. 4-7

30 Phase Two Identification and Evaluation of Alternative Solutions Definition of Level of Service The quality of operation of a signalized intersection is typically expressed in terms of Level of Service (LOS). A LOS score or rating is assigned based on predetermined delay values and ranges from LOS A to LOS F, inclusive. LOS A indicates a superior operation (minimal delays/considerable manoeuvrability/low vehicle densities) while LOS F describes extremely poor conditions (extremely lengthy delays/no manoeuvrability/very high vehicle densities). At LOS E the volume equals the capacity of the roadway/ intersection (Volume/Capacity ratio = 1.0), whereby roadway operations exhibit congested conditions with very lengthy delays to all users. LOS D is typically considered the lowest acceptable operating condition and the threshold where improvements are warranted. Existing Traffic Analysis Results for the existing roadway configurations were analyzed and are presented in Table 4-5. Table 4-5 Existing Intersection Capacity Analysis Intersection AM Peak Hour PM Peak Hour Movement V/C Delay (sec.) LOS V/C Delay (sec.) Hwy 7/115 - The Parkway and Highway C C The Parkway and Crawford Drive B B Sir Sandford Fleming Drive and Fisher Drive C C Crawford Drive and Harper Road C C The Parkway and The Queensway B B The Parkway and The Kingsway D E Lansdowne Street West and The Parkway C D Lansdowne Street West and Rye Street B B Lansdowne Street West and Webber Street C C The analysis of existing conditions identifies that the Study Area intersections have an overall volume-to-capacity (v/c) ratio ranging from 0.24 to 0.49 in the AM peak hour and from 0.22 to 0.78 in the PM peak hour, which indicates that the intersections are operating with reserve capacity during both AM and PM peak hours. The overall LOS for signalized intersections ranges from LOS A to LOS D in the AM and PM peak hours. These are good operational characteristics for the signalized intersections. With respect to individual movements, the westbound left-turn lane at The Parkway and Lansdowne Street West is operating near capacity in the PM peak hour. At unsignalized intersections, all individual lane group v/c ratios are below 0.85 in both the AM and PM peak hours, which indicates that the intersections are operating with reserve capacity. Vehicles exiting the side streets experience the longest delays in both LOS 4-8

31 Phase Two Identification and Evaluation of Alternative Solutions the AM and PM peak hours. These delays range from 10 seconds (LOS B) to 42 seconds (LOS E). These are good operational characteristics for unsignalized intersections. Projected (Future) Traffic Analysis Future traffic volume for the 2031 horizon year is estimated to be the current traffic volumes added to growth in traffic on the boundary roads and traffic from planned developments or developments under construction within the Study Area. Annual Growth Rate Site traffic generated from new developments in conjunction with background growth (1.5 percent per annum) was applied to estimate 2031 future traffic volumes. Growth rates were applied to through volumes on the arterial roadways and at all approaches where arterial roadways intersect. The application of the growth rate is consistent with our review of historic traffic volumes in the Study Area and with our previous study entitled, Highway 7/115/Sir Sandford Fleming/The Parkway Interchange, Traffic Operations Review, November The results for the projected intersections analyzed are presented in Table 4-6 Table Future Intersection Capacity Analysis Intersection AM Peak Hour V/C Delay (sec.) LOS V/C PM Peak Hour Delay (sec.) Highway 7/115 - The Parkway and Highway C D The Parkway and Crawford Drive D E Sir Sandford Fleming Drive and Fisher Drive C C Harper Road and Crawford Drive C D The Parkway and The Queensway B C The Parkway and The Kingsway F F Lansdowne Street West and The Parkway C F Lansdowne Street West and Rye Street B B Lansdowne Street West and Webber Street C C LOS The capacity analysis of the road network in 2031 shows that the following intersections have an overall v/c ratio of near to, or more than 1.0: The Parkway and Crawford Drive; 4-9

32 Phase Two Identification and Evaluation of Alternative Solutions The Parkway and The Kingsway; and The Parkway and Lansdowne Street West Pavement The intersection of Sir Sandford Fleming and The Parkway was recently reconstructed, as was the intersection of the Parkway and Crawford Drive. As the existing roadways are considered to be in good functional and structural condition, no rehabilitation is recommended at this time. However, if the roadways are realigned, rehabilitation of remaining roadways should be revisited Drainage Conditions Harper Creek has a total drainage area of approximately 135 ha; it consists of urban sewersheds and open space areas. The existing runoff from Harper Road and adjacent lands is captured by ditches and carried into nearby creeks. The northern portion of the road drains into the Harper Creek and the southern portion drains into a ditch that crosses under The Parkway, follows along Crawford Drive, and ultimately carries the runoff to Byersville Creek. The side street ditches capture runoff from the road and some of the adjacent lands. Much of the adjacent lands are forested with the exception of commercial developments at the intersection of The Parkway and Crawford Drive and an area that has been stripped for future development. The commercial developments within the Study Area have a storm water management pond with an outlet to a ditch leading to Byersville Creek. The Drainage and Stormwater Management Report (Draft) can be found in Appendix J. 4.4 Utilities The following utility companies were contacted during the early stages of the Study to determine if utility plant were located within the Study Area: Bell Canada; Cogeco Cable; Enbridge Gas Distribution Inc.; Union Gas Ontario Inc.;and Nexicom; Peterborough Utilities Services Inc. was contacted but did not respond to inquiries. 4.5 Natural Environment The following sections provide an overview of the existing natural environment conditions associated with the Study Area. The full natural environment study report can be found in Appendix E. 4-10

33 Phase Two Identification and Evaluation of Alternative Solutions Historical Studies Historical studies pertaining to natural environment of the Peterborough area were reviewed to better understand the conditions of the area, and specifically, the area of the preferred alternative. The following studies were reviewed for information: Harper Park Opportunities and Constraints Study, prepared by ORCA, 2004 Peterborough Natural Areas Strategy Greig et al Harper Creek Subwatershed Study, prepared by Gartner Lee Limited, 1997 Byersville/Harper Creek Flood Reduction Study Natural Environment Review, prepared by Gray Owl Environmental Inc., 2008 Visitor s Centre Fish Habitat Compensation Plan prepared by the City of Peterborough, 2007 In general, the City of Peterborough possesses: a high proportion of non-native to native plant species, limited areas of Species at Risk habitat, both warm and coldwater watercourses, and areas in need of rehabilitation and improvement. The area of the preferred alternative, specifically south of Harper Road, and north of the Crawford Drive-The Parkway intersection is comprised of a non-significant forest, specifically depicted as other woodland or other vegetated areas within mapping (Gray Owl Environmental Inc. 2008, Gartner Lee 1997). The area of the preferred alternative is located within a natural corridor known as the Byersville Creek System, and Harper Park Complex core area. It is been suggested that the Harper Park Complex is easily the most ecologically important natural area in the city [and] the area contains a variety of features that warrant protection (City of Peterborough 1996). Harper Creek occurs within the northern portion of Study Area, and is the main focus of this fish and fish habitat assessment. Harper Creek is described as a high-quality natural stream with a coldwater regime with self-sustaining Brook Trout populations (Gray Owl Environmental Inc., 2008). This portion of Harper Creek is depicted as draining the lands to the north and northwest while the southernmost portion is part of a separate subwatershed which drains southward into the Peterborough Airport Wetland (Gartner Lee 1997). The Harper Park Opportunities and Constraints Study (ORCA 2004) was aimed to identify recreational opportunities and environmental constraints within the Harper Creek subwatershed on behalf of the City. The focus area did not include the location of the preferred alternative; however, the lands immediately to the north and northwest were assessed. These areas are described as possessing gravel fill materials which were documented as encroaching upon Harper Creek, and according to the more recent mapping, may directly impact Brook Trout habitat (Gray Owl Environmental 2008). These areas may be restored by native vegetation plantings and implementing a 30 m setback from the creek. These lands have been deemed suitable for active and passive recreational uses (ORCA 2004). As it pertains to the Harper Creek Subwatershed study (Gartner Lee 1997), the lands of the preferred alternative were not included in the areas proposed for on-site stormwater management controls, but have been proposed as potential future industrial lands. 4-11

34 Phase Two Identification and Evaluation of Alternative Solutions Terrestrial Environment A natural environment assessment was undertaken of those lands affected by realignment options for the Harper and Crawford Roads corridor in Peterborough. The assessment of ecological features and functions was focused on remaining natural habitats in the area approximately extending southward to Sir Sandford Fleming Drive, east to The Parkway and north to Rye Street. Harper Park, the locally significant Harper Creek Wetland, marks the western limit. This investigation is designed to provide sufficient information upon which to make appropriate and defendable decisions on possible transportation alternatives from a natural environment perceptive. On-site investigations were conducted within or adjacent to the Study Area on 20 July All field investigations were undertaken by Daniel F. Brunton. Particular attention was paid to wildlife movement considerations and for the potential presence of Species-At-Risk (SAR), especially to the potential presence of Butternut. Butternut is a federally (SARA) and provincially (SARO) designated Endangered Species that occurs commonly in southern Ontario. All major habitats in the Study Area were examined on foot and from the existing roadways, with aerial photography at hand. Field notes were taken during these investigations and photographic documentation was obtained for some features and landscapes. Where possible (i.e. technically possible and with no negative impact), voucher specimens were secured and processed to permanently document suspected or known populations of significant plant species. Reviews of local and regional literature and natural environment data sources were conducted during and after the onsite investigations, as noted below Site Context The landscape within the Harper Road Crawford Drive Study Area is a relatively level portion of the Peterborough Drumlin Field. The underlying Ordovician limestone bedrock is deeply buried, with no outcropping being evident. The Study Area is a mixture of forested and transformed (urbanized) landscape that is crossed by two (2) creeks. The relatively natural Harper Creek drains the Harper Creek wetland in the west and the largely transformed (channelized) Byersville Creek flows southward along the eastern side of the area. No large standing water areas exist here, although several water-filled depressions are present as the result of excavation activities. The upland landscape is highly urbanized with only three (3) substantial patches of natural / near-natural habitat remaining Natural Habitats All of the vegetation found in the remaining natural habitats within the Study Area compares closely to common vegetation types described in the Southern Ontario Vegetation Classification system. The broadly defined natural areas, outlined in Figure 4-3 are described in the following sections. 4-12

35 Phase Two Identification and Evaluation of Alternative Solutions Since the diversity of natural habitat is limited by a long history of disturbance (forest clearing, agricultural then commercial development), discussion of remaining natural habitat characteristics is focused on those three (3) areas of natural/ near-natural habitat Area One: Harper Road North woodland The upland landscape of this area is disturbed, indicated by the presence of young Trembling Aspen, and Balsam Popular, while the low upland site is dominated by White Cedar and Black Ash. The undergrowth is severely infested by non-native-invasive Glossy Buckthorn in low areas and Black Buckthorn in drier sites. At the regenerating formerly forested edges of the woodland, such as along the northsouth unopened Harper Road allowance, dense low willow thicket vegetation has developed with Bebb s Willow, Shining Willow and Field Willow being most common. Tall, coarse, native and non-native pasture herbs intermix here and dominate drier openings, with Tall Goldenrod being particularly evident. Harper Creek flows along the northern edge of the area (north of the active railway line) to join Byersville Creek at the north-eastern corner and then flowing southward along the channelized streambed towards the Otonobee River. The riparian vegetation along the channelized stream is dominated by non-native species, especially Manitoba Maple. Although constituting a fairly large, fairly continuous area of natural vegetation, the disturbed nature of the vegetation, the isolation of the site, the evident history of fragmentation and subsequent infestation by non-native weeds combine to significantly reduce its potential to support ecologically important features or functions. Area Two: Harper Road South woodland The forest cover east of Harper Road at its intersection with Crawford Road is dominated by Trembling Aspen with scattered White Elm and Manitoba Maple in fragmented clearings. More mature Trembling Aspen here dominates the slightly drier landscape west of Harper Road. The history of severe disturbance is evident in the dense buckthorn growth in the under story and the abundance of both native and nonnative weedy species under the fragmented canopy. These weedy ground species include Swallow-wort, Poison-ivy, River grape and Staghorn Sumac. As with Area One, the disturbed condition of the vegetation, isolation of the site and dense infestation by non-native weeds significantly reduces its potential to support important features or functions. Area Three: Harper Creek Wetland This area was reviewed from off-site (adjacent roadways) due to inaccessibility. Vegetation closest to the eastern edge of the woodland and most potentially impacted by development options is evidently much like that of Area One, however. A young, disturbed mixture of Trembling Aspen, Balsam Popular, White Cedar, White Elm and Black Ash was evident. 4-13

36 Phase Two Identification and Evaluation of Alternative Solutions The large size of the area and presence of the locally significant wetland within it provides this area with the highest potential of the three (3) areas to support significant features and functions. Figure Remaining Natural / Near-Natural Lands within Study Area Native Biodiversity Floristic diversity Native flora and fauna appear to be representative of similar, severely disturbed low upland areas in Peterborough County and across southern Ontario. Indeed, the site was too fragmented and choked with non-native floristic elements to permit the production of a meaningful list of native vascular plant species. However, relatively few species with a 4-14

37 Phase Two Identification and Evaluation of Alternative Solutions high Coefficient of Conservativism rating were present here, reflecting decades of severe site disturbance and an overall low level of ecological integrity. Breeding migratory birds The dominance of young, disturbed and fragment forest habitat is reflected by a few breeding birds seen being common species of woodland edges. They include the following: Other fauna Mourning Dove American Crow Black-capped Chickadee American Robin Red-eyed Vireo Cedar Waxwing American Redstart Common Grackle Chipping Sparrow Song Sparrow Northern Cardinal Rose-breasted Grosbeak Bobolink Red-winged Blackbird American Goldfinch Common mammal species were observed either directly or by signs (tracks, droppings, etc.). These include Raccoon, apparently employing the woods adjacent urban food sources (fast food outlets for rest and shelter), Red Squirrel, Eastern Chipmunk and Striped Skunk. Additionally, at the Public Open House, residents noted that deer were spotted within the Study Area limits. However, the presence of deer could not be confirmed from the site visits by the Project Team. Similarly only common species of amphibians such as Green Frog and Leopard Frog were noted here and these were seen in low numbers. No evidence of amphibian breeding was noted in or near the natural areas. Ecological Function Representation Due to a long history of habitat fragmentation and site disturbance, the Study Area offers limited representation of intact, native habitats. Similarly, the isolation of the component natural areas permits little potential for effective wildlife corridor functions within the severely disturbed landscape of the Study Area. The minor exception to this would be immediately along the banks of the two (2) major streams crossing the Study Area. There appears to be no potential for the Study Area to support major concentration of wildlife. It also presents no significant potential to represent native biodiversity. Ecological Significance Significant Flora, Fauna and Ecological Functions No vascular plants Species-At-Risk (SAR) were noted or are reported from the Study Area, nor were any provincially rare taxa noted or reported. The woodland along either shore of Byersville Creek offers the greatest likelihood of representation of the regularly 4-15

38 Phase Two Identification and Evaluation of Alternative Solutions occurring Endangered-designated Butternut, but none are evident in the severely disturbed vegetation found there. No fauna significant at a provincial, regional or local level were observed or are deemed likely to occur in this severely disturbed and fragmented landscape. Fauna SAR were identified by the Peterborough office of the Ontario Ministry of Natural Resources as occurring in the general are. However, no suitable habitats were identified for these fauna SAR within the Study Area. Ecological function values are limited here as well. Remnant vegetation along Byersville and Harper Creeks provides locally significant wildlife corridor functions but these are significantly constrained by vegetation degradation (especially from invasive, non-native shrubbery) and habitat fragmentation. The remaining natural/ near-natural woodland areas also provide a measure of native biodiversity representation. However, native floral and faunal diversity within the Study Area is low and largely restricted to common edge effect species. Significant Areas No Areas of Natural and Scientific Interest (ANSI) or provincially Significant Wetlands (PSWs) are known from within the Study Area or its vicinity. The Harper Creek Wetland and associated Harper Park area are designated as being locally significant. This is largely due to the hydrological values of the 235 ha Harper Creek Watershed, the existence of trout streams within portions of the area, and the existence of a relatively substantial area of woodland within a transformed urban landscape Aquatic Environment Byersville Creek and Harper Creek both occur within the Study Area. Each of the alternative alignments and / or sub-options involves a potential crossing of either Byersville and / or Harper Creeks. Every watercourse is classified as one (1) of three (3) temperatures regimes: warm, cool, and cold; and directly relates to the aquatic community with a waterbody. When a fish possesses a said temperature regime, it relates to their optimal range in temperature in which they can survive. Both creeks are considered coldwater which typically results when groundwater feeds a creek system, providing increased dissolved oxygen levels, and the cooler temperatures of the watercourse. This also indicates that the watercourses are more sensitive than those considered cool or warm water given their vulnerability as it relates to water quality and the coldwater aquatic community. Harper Creek has been said to possess high-quality, natural stream habitat, whereby Byersville Creek has been described as a more channelized feature, evident as portions of the mainstream and tributaries run through linear ditches paralleling roadways. In either case, both creeks support cold-water species and warm-water species Survey Methodology Both Byersville and Harper Creek fish surveys were completed where the alternative alignment locations intersected local watercourses. The distribution of the sampling 4-16

39 Phase Two Identification and Evaluation of Alternative Solutions locations throughout the northern, eastern and central portion of the study area provided GENIVAR biologists with sufficient species occurrence information. Three (3) field sampling events were completed: Harper Road (September 20, 2011), Rye Street (September 29, 2011), and The Parkway (October 5, 2011). In addition, an assessment of the crossing location was completed on February 22, 2012, and briefly again, on April 12, Habitat mapping was completed for a 70 m stretch of the watercourse, extending approximately 50 m downstream and 20 m upstream. February 22, 2012 was an unseasonably warm day, sunny with partial clouds and with an average temperature of 8 C. Snowmelt had taken place from unseasonally warm temperatures and recent rainfall, leaving the vegetation and ground with limited accumulation of precipitation. Harper Creek was quickly flowing, turning up sediments, creating a turbid environment. An additional visit to the site occurred on April 12, 2012 to briefly investigate the change in condition at the crossing location relative to the February visit. The temperature was approximately 9 C at the time of the visit, with sunny skies. The water level was significantly lower resulting in additional island bars, or raised areas of the bed, and the water was less turbid. Stream Morphology This location of the creek was fairly linear, with a depth of approximately 8 cm, and a bankfull width of 1.5 m at the immediate crossing location. However, evidence of erosion is documented for the upstream and downstream lengths and is discussed below. Harper Creek is fairly linear with minor meandering. The depths ranged from 8 to 13 cm and a bankful width of approximately 1.5 m. The banks in some areas were well vegetated with grasses and shrubs such as Red-osier Dogwood, and banks showing limited sign of erosion (i.e. undercut banks). The creek channel consisted of areas of riffles and runs with alternating sand and gravel substrates with large cobble and small boulders. Small pooled areas have been identified within the Study Area. It is anticipated that a high level of sedimentation occurs within the pool area, given the sandy substrate present and the turbid waters during the February visit. Pooled areas showed lightly eroded banks. The southern meandering bank of Harper Creek was well eroded at approximately 10 m downstream, likely from bank instability. A small island bar was present approximately 30 m downstream, and was well vegetated with tree and shrub species. Approximately 32 to 50 m downstream of the CP Railway, the watercourse was linear, with limited bank erosion. An above-water seep was identified approximately 40 m downstream of the CP Railway, along the northern bank during the February visit, which was absent 4-17

40 Phase Two Identification and Evaluation of Alternative Solutions during the April visits, likely due to the low water levels. A cattail marsh existed north of the seep location, suggesting a potential connection between the two (2) features Survey Zones Harper Road Harper Creek crosses Harper Road approximately 500m north of the existing Harper Road-Crawford Drive intersection. Harper Creek was sampled up and downstream of Harper Road, concurrently documenting the physical attributes of the stream. The downstream stretch was moderately flowing, sinuous, with almost 100% overhanging cover provided by willow and vine species. The substrate was shallow, at approximately 20 cm deep, with a few deeper pools. The watercourse was approximately 80 cm wide, made up of the following: 40% sand 30% gravel 20% detritus 10% silt composition. Table 4-7 and Table 4-8 show the species which were caught in Harper Creek Table Species captured downstream of Harper Road Fish Species Number caught Notes Brook Trout 8 Lengths ranging from 8 to 15.5 cm Log Perch 5 Lengths ranging from 6.9 to 7.7 cm Blacknose Dace 3 Lengths ranging from 6.9 to 7.7 cm Common White Sucker 1 Length 7 cm Table Species captured upstream of Harper Road Fish Species Number caught Notes Brook Trout 54 The majority were caught within two (2) pooled areas. Lengths ranging from 7 to 21 cm Log Perch 1 Length 8.5 cm Blacknose Dace 1 Length 8 cm The vegetation along the roadway abutting the watercourse is representative of the upland conditions, with species such as goldenrod, milkweed, and sumac. The sampled section upstream is situated between residential lawn and a vegetated roadway corridor. The vegetated corridor possessed mature tree species, such as basswood and cedar, and herbaceous colonizing plants, such as goldenrod, and jewelwee. This portion of the watercourse was slightly wider on average than that of the downstream portion (3 m c.f. 2 m, respectively), sinuous, with moderate flow. This upstream stretch of the watercourse had a higher success-capture rate for Brook Trout due to two (2) large pool areas present. These areas contributed all of the captured Brook Trout, and should be considered both prime rearing and holding habitat as well as an area to avoid during road realignment design. Review of the current realignment 4-18

41 Phase Two Identification and Evaluation of Alternative Solutions options suggest that this area will not be directly affected by any of the four (4) realignment options, although may require appropriate mitigative measures. Rye Street The northern extent of Byersville mainstem and a tributary feeding Harper Creek located to the west were sampled. Portions of the tributary and mainstem were located directly within roadside ditches, which was not a deterrent to Brook Trout from using this area as habitat. A total of four (4) minnow traps were baited with cat food and left in place, overnight. Table 4-9 summarizes species captured at these points. Table Fish species captured at sampling locations along Rye Street Sample Location Species Captured 1 Brook Trout 5 2 Brook Trout 2 3 (Minnow Trap stolen) (unknown) 4 Brook Trout 1 Number Captured The sampled extent of Harper Creek was fairly linear, moderately flowing, running through a roadside ditch. The water was clear, possessing a cobble-gravel substrate mix. The creek was either situated between deciduous thicket and manicured lawn or between a roadway and manicured lawn. The deciduous thicket possess moist conditions, containing species such as trembling aspen, maple, willow, and red-osier dogwood. The manicured lawns contain species such as annual grasses, plantain, and birds-foot trefoil typical of drier conditions. The Parkway The mainstem of Byersville Creek was sampled on either side of The Parkway, and upstream, where the southern extent of the Kingsway ends immediately prior to the creek corridor. A total of three (3) minnow traps were baited with cat food and left in place overnight. Byersville Creek is a very linear watercourse with an average depth of 40 cm, and approximately 3 m wide at the locations of sampling. A triple culvert design allows for the watercourse to pass under The Parkway, freely. During the October sampling event, water was channelized through the central culvert, where heavy sedimentation of clay-sand is present within the northern and southernmost culverts. The vegetation along the banks and terrestrial portion abutting the southern side of the culvert indicate that the lands may undergo heavy seasonal flooding. No fish were captured in the minnow traps, although fish presence (cyprinids) was confirmed through visual observation. The trap placed at sampling location No. 5 was successful in capturing a common crayfish. 4-19

42 Phase Two Identification and Evaluation of Alternative Solutions Land Use and Social Environment The land use assessment is based on a review of current planning documents, including Provincial legislation (i.e., Provincial Policy Statements), and Local (City of Peterborough) Official Plans. Land use policies were reviewed in hierarchical order, beginning with Provincial policies, Regional policies and plans, followed by municipal planning documents. Each document was reviewed to establish the intent of planning authorities with respect to present and future land uses. Available secondary sources of information were collected and reviewed as part of determining the existing conditions. These sources of information are described as follows: Provincial Policy Statements MMAH; Growth Plans Provincial; and City of Peterborough Official Plan Existing Policies and Plans Provincial Policy Statements The current Provincial Policy Statement (PPS) was introduced in March 2005 and aims to guide appropriate development while protecting resources of provincial interest, public health and safety, and the quality of the natural environment. Policies regarding Building Strong Communities focus on the orderly development of land including works necessary to meet the current and projected need for infrastructure. The PPS also encourages the planning of infrastructure to be integrated with the planning for growth to meet the current and projected needs of the area. It also encourages the improvement of existing infrastructure prior to the development of any new infrastructure within a municipality/region. Specifically, the PPS (Section 1.6.2) states: The use of existing infrastructure and public service facilities should be optimized, wherever feasible, before consideration is given to developing new infrastructure and public service facilities. The PPS also encourages the development of transportation systems that are safe, reliable, and encourage the free movement of persons and goods from one (1) area to another. Specifically, the PPS (Section and Section ) states: Transportation systems should be provided which are safe, energy efficient, facilitate the movement of people and goods, and are appropriate to address projected needs. Efficient use shall be made of existing and planned infrastructure. It is clear from the PPS that optimizing existing public infrastructure, including roadways, to a standard that encourages the free and safe movement of persons and goods is desirable. 4-20

43 Phase Two Identification and Evaluation of Alternative Solutions Growth Plans (Provincial) On June 13, 2005, Bill 136, the Places to Grow Act, 2005 received Royal Assent. The Act provides a legal framework necessary for the government to designate any geographic area of the Province as a growth area and develop a growth plan in collaboration with local officials and stakeholders to meet specific needs across the Province. The Places to Grow Act enables the government to plan for population growth, economic expansion and the protection of the environment, agricultural lands and other valuable resources in a coordinated and strategic way. The legislation is provincial in scope and allows for growth plans in any part of Ontario. City of Peterborough Official Plan The City of Peterborough Official Plan (OP) was amended in 2009 to accommodate the Places to Grow Act. In March 2011, The OP began a Review in order to update the planning principles and policies that will determine how the City grows and develops over the next 20 years. The City is currently seeking input from the public and community stakeholders to provide direction on the formulation of a common vision. The City of Peterborough s OP identifies Harper Road and Crawford Drive as a high capacity collector road. High capacity collector roads are designed to serve intramunicipal traffic for medium distances between arterials and local streets, with access to adjacent property. High Capacity Collectors can be expected to accommodate up to 500 vehicles per hour per lane with a potential cross-section of up to 4 travel lanes in a 23 to 26 m right of way. Adjacent land use may be low to medium density residential. Private Driveways and on-street parking and bikeways may be expected along such streets The Official Plan also encourages the improvement of local roadways in a fashion that will support all modes of transportation including walking, cycling and transit use. The protection of nearby heritage landscapes and the creation of vibrant and pedestrian friendly streetscapes are encouraged in this plan. Road corridors are to be protected and enhanced in a manner that accommodates future transportation demands. Schedule M of the official plan illustrates the planning strategy for the Study Area and the surrounding areas. The Study Area has been identified for commercial, retail, and industrial developments. Expected growth and increased traffic volumes to the Study Area are anticipated. Railway System The railway line that crosses Harper Road in Peterborough is operated by the Kawartha Lakes Railway (a CP Rail internal short line). This rail line was constructed by Canadian Pacific Railway and opened for traffic between Toronto and Perth in Both freight and passenger traffic was carried on this line until 1990 when the passenger service operated by VIA was terminated. Current rail traffic on the line is reported to be 2 trains per day. 4-21

44 Phase Two Identification and Evaluation of Alternative Solutions Since the termination of passenger service on the line, several reviews of its reintroduction have been undertaken with the most recent by Metrolinx (GO Transit) completed in Currently, Shining Waters Railway, is reviewing the potential to reintroduce passenger service and upgrade the rail line to handle freight trains at 60 mph and passenger trains at 80 mph. A new passenger station is proposed just east of the existing Harper Road Crossing. Additional Railway information can be found in Appendix G Existing Land Uses Schedule A of the OP illustrates the land use of the City, and depicts the study area as possessing four (4) main types of land use, including: protected natural area, major open space, industrial, and commercial. Specifically, the area of the preferred alternative will occur adjacent to the existing visitors centre - commercial, and north through the woodland - industrial. However, natural areas are lands within which the natural ecological process is generally allowed to dominate over other types of land use. Natural areas usually consist of significant natural features such as woodlands, wetlands, valleylands, endangered or threatened species habitat, watercourses or fish habitat. The benefits of a connected network of Natural Areas are realized in the form of three (3) components: Core Areas; described as areas with a natural or ecological function. Natural Corridors; described as areas that provide natural ecological connections between Natural Core Areas within the urban landscape. Connecting Links; described as natural or man made connections which occur or can be established between Natural Core Areas or as extensions to Natural Corridors that provide logical links across the network. Schedule C Natural Areas and Flood Plains does not indicate any connecting links within the study area; however, it does indicate the presence of natural areas and corridors adjacent to Harper Creek at the northern extent of Alternative 3. In addition, Otonabee Region Conservation Authority (ORCA) regulated flood plains, and land adjacent to fish habitat (30 m), borders all watercourses within the study area. Development and site alteration may be permitted within the adjacent lands and in fish habitat, provincially significant woodlands, valleylands, wildlife habitat and areas of natural and scientific interest if it can be demonstrated that there will be no negative impacts on the natural feature or the ecological functions for which the area is identified. 4.6 Archaeology A Stage 1 Archaeological Assessment was undertaken as part of the study. The Ontario Ministry of Tourism and Culture has legislated that three (3) objectives must be met by way of a Stage 1 archaeological study. These objectives include: 1) provide information on the subject property s geography, history, previous archaeological fieldwork and current land condition; 2) evaluate the archaeological potential for the 4-22

45 Phase Two Identification and Evaluation of Alternative Solutions property and support recommendations for a Stage 2 survey; and, 3) recommend appropriate strategies for future assessments within the property. Therefore, the main purpose of the Stage 1 assessment is to investigate the cultural land use, archaeological history and the present conditions of the property. The majority of this process is background research conducted in the company office and other libraries and involves the examination of records such as historic settlement maps, land titles and documents, historical land use and ownership records, primary and secondary sources and the Ministry of Tourism and Culture s archaeological sites database. The Stage 1 archaeological background study will consequently outline the First Nations pre-contact and historic settlement record for the area and the potential for the discovery of archaeological sites within the project area. Based on background research, the study establishes potential for the discovery of significant archaeological sites, particularly in the immediate vicinity of historic settlement areas, lakes, rivers and streams Details of the Stage 1 archaeological study can be found in Appendix H Archaeological Resources For the purposes of context, the Stage 1 background study conducted for this assessment examined data for a Study Area that encompassed a one (1) kilometre buffer surrounding the project area. Four collective sources were examined in the course of the basic background research. The first source was the Archaeological Sites Database of the Ministry of Tourism and Culture; it houses site record forms for registered sites as well as published and unpublished reports on past surveys, assessments and excavations. Data on registered sites within the Study Area were provided by Robert von Bitter, Archaeological Data Coordinator of the Ministry on November 7, As such, the registered sites data presented in this report satisfy the standard required by the first bullet of Section of the standards and guidelines for archaeological resource assessments formulated by the Ministry of Tourism and Culture (2011:14). Aside from the presence of nearby registered archaeological sites, other indicators of the presence of extant archaeological remains are the proximity of historical plaques to the Study Area that commemorate important events in a region s past, whether it be the birth of an individual, the site a specific battle, or the construction of a unique building. Generally, historical plaques and markers point to a specific locale on the landscape that can be visited by the public. Although plaques and markers may not be placed in the exact location that the event has occurred, generally it is in close proximity, taking into consideration access to the public. In Ontario, historical plaques may be erected by the federal government through the Historic Sites and Monuments Board of Canada (HSMBC), the Ontario Heritage Trust (OHT), and local heritage agencies or historical societies. The third source for the assessment was the library/archives of The Central Archaeology Group Inc. It includes an extensive inventory of published and unpublished 4-23

46 Phase Two Identification and Evaluation of Alternative Solutions reports on past archaeological assessments in the one (1) kilometre Study Area, as well as inventories of registered and unregistered archaeological sites in the area. The fourth source for the assessment was the land registry office for Peterborough County in Peterborough. Ontario land registry offices are the document repositories which register, store and manage documents such as deeds, mortgages and plans of survey. Registration of real property is done under either the Land Titles Act or the Registry Act. All registered and deposited records are available to the public to search title and obtain information about the ownership of real property. The background study also examined several different sources concerning the eighteenth and nineteenth Euro-Canadian settlement of the area. They included the Illustrated Historical Atlas of Peterborough County, 1825 to Archaeological Potential There are a number of criteria used to establish archaeological potential. The Ministry of Tourism and Culture has set guidelines that establish archaeological potential within the distance of certain natural and human-made features on the landscape. Natural features include the presence of potable water, primary water sources (i.e., lakes, rivers, streams, and creeks), secondary water sources (i.e., intermittent streams and creeks, springs, marshes, and swamps), elevated landforms (i.e., eskers, drumlins, knolls, ridges, and plateaux), especially in low and wet areas, distinctive land forms that may have special or spiritual significance (i.e., waterfalls, rock outcrops, caverns, mounds, and promontories), and soils suitable for habitation (i.e., pockets of welldrained sandy soil, especially near areas of heavy soil or rocky ground), and cultivation (i.e., fertile soil). Human-made features that can influence potential are transportation routes (i.e., portages, trails, roads, and railways), early settlement (i.e., homesteads, schools, and early industry), and known archaeological sites In addition, features that are no longer present on the landscape are also considered, including relic water channels (indicated by a clear dip or swale in the topography) and glacial shorelines (indicated by the presence of raised sand or gravel beach ridges). Past and present resources available on the landscape are also considered. These can include certain species of plants for food and medicinal purposes, animals, including their migratory routes and spawning areas, and raw materials (i.e., chert outcrops, quartz, copper, etc.), and early Euro-Canadian industry (i.e., logging, prospecting, and mining). There are features on the landscape that can also lower archaeological potential. These include areas that have a slope of greater than 20, permanently wet areas (both in the past and the present), or lands that have underwent major landscaping or development involving grading below topsoil. Considering the criteria above that was gathered from various sources during the Stage 1 background study, in addition to the location of the project area west of the Otonabee River and south of the original Town of Peterborough, a database of all the natural and man-made features discussed was created and a buffer, indicating a moderate to high potential for the discovery of archaeological resources, was plotted on an orthographic image of the Study Area. Areas that did not possess any of these features, had a slope 4-24

47 Phase Two Identification and Evaluation of Alternative Solutions greater than 20, or had underwent extensive below topsoil grading, were deemed to have low archaeological potential. The Study Area is located within the southern portion of the City of Peterborough and extends south and east past the Peterborough Bypass and Highway 7. Although portions of the project area have been subject to a moderate amount of disturbance in the form of grading, infilling and the changing of drainage patterns as a result of residential, commercial and industrial development, there are sections of property (i.e., around the railway, watercourses and concession roads) which retain moderate to high potential for the discovery of archaeological resources. 4.7 Evaluation of the Alternative Solutions Description of the Evaluation Methodology Taking the existing environment into consideration, the four (4) Alternative Solutions described in Section 4 were comparatively evaluated, using a descriptive or qualitative assessment based on criteria developed within the following categories of consideration (representing the broad definition of the environment as described in the EA Act): Technical having regard for the technical suitability/longevity, traffic operations, and other engineering aspects of the alternative solution. Natural Environment having regard for protecting the natural and physical components of the environment (e.g. air, land, water and biota) including natural and/or environmentally sensitive areas. Social/Cultural Environment having regard for residents, neighbourhoods, businesses, community character, social cohesion, community features, historical/archaeological remains, and heritage features. Financial having regard for the costs associated with the alternative solution. Within each category, the evaluation criteria were developed based on the existing characteristics and features of the Study Area, the Alternative Solutions being considered, the problem/opportunity being addressed, and the Class EA requirements. These criteria were chosen based on their ability to identify the potential environmental effects of each alternative and distinguish the advantages and disadvantages between them. Once developed, the evaluation criteria were used to comparatively evaluate the Alternative Solutions and identify a Recommended Solution through a net effects analysis consisting of the following steps: 1. Apply the evaluation criteria to each of the Alternative Solutions to identify the potential effects on the environment. 2. Identify reasonable mitigation measures available to avoid or minimize any potential negative environmental effects on the environment. 4-25

48 Phase Two Identification and Evaluation of Alternative Solutions 3. Apply the mitigation measures to identify the net positive or negative effects on the environment. 4. Identify the relative advantages and disadvantages for each Alternative Solution based on the net environmental effects. The net effects analysis is summarized in the evaluation matrix shown in the following table (Table 4-10): 4-26

49 Phase Two Identification and Evaluation of Alternative Solutions Table Summary of Alternative Solutions Evaluation Categories of Consideration Criteria Alternative Solution #1 Do Nothing Alternative Solution #2 Improve Transportation Systems Management (TSM) ALTERNATIVE SOLUTIONS Alternative Solution #3 Improve Travel Demand Management (TDM) Alternative Solution #4 Realign Roadways Definitions Maintain the current roadway network. Measures to make the traffic operations more efficient. Reducing trips to eliminate or reduce the need for a road project. Provide new roadway realignment of Crawford Drive/Harper Road Technical Does the solution solve the problem or allow for incorporation of opportunities. Technical issues not addressed Technical issues not addressed Technical issues not addressed Addresses technical issues Natural Environment How does the Solution affect the existing natural environment (vegetation, watercourses, and wildlife) No impact since no construction activities required o Moderate impact with use of existing roadway No impact since no construction activities required Moderate-High impact to the existing environment Social / Cultural Environment How does the Solution affect the public Minimal impact with no construction activities but congestion will increase over time o Minimal impact with no construction activities but congestion will increase over time Minimal impact with limited construction activities but congestion will increase over time o Short-term construction related impacts but overall will decrease congestion and travel times Financial What is the overall cost to implement the solution o No capital costs, however increased traffic will require increased maintenance costs Moderate capital cost, however, increased traffic will require increased maintenance costs High capital cost associated with implementation and maintenance of TDM measures and initiatives o High capital costs associated with realignment, however minimal maintenance costs required Overall Summary The do nothing alternative solution does not address the problem and does not present any opportunities to improve conditions. On its own, it does not fully address the Problem, and has a low potential to incorporate the Opportunities. It should be incorporated as part of the recommended alternative solution. On its own, it does not fully address the Problem, and has a no potential to incorporate any Opportunities. TDM initiatives should be included to help promote alternative methods of transportation to help alleviate congestion. Can potentially address the Problem, and has the potential to incorporate the Opportunities. Recommendation Not Recommended Carry Forward as part of the Recommended Solution Carry Forward as part of the Recommended Solution Recommended Solution 4-27

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51 Phase Two Identification and Evaluation of Alternative Solutions Rationale for the Evaluation Results The following sections provide a rationale for the evaluation of Alternative Solutions summarized in Table Alternative #1 Do Nothing This alternative would not address any of the issues/concerns outlined in the Problem/Opportunity Statement. As a result, this alternative is used as a baseline comparison for all other alternatives Alternative #2 Improve Transportation Systems Management (TSM) This alternative solution will not address the Problem/Opportunity Statement on its own at this time. However, it has the opportunity to be incorporated into other transportation initiatives (TSM concepts may be implemented as part of recommended alternative). As a result, consideration of this alternative on its own was eliminated from further consideration Alternative #3 Improve Travel Demand Management (TDM) This alternative solution will not address the Problem/Opportunity Statement on its own at this time and has no opportunity to incorporate other transportation initiatives. As a result, this alternative was eliminated from further consideration (TDM concepts may be implemented as part of recommended alternative). As a result, consideration of this alternative on its own was eliminated from further consideration Alternative #4 Realign Roadways This alternative would address the Problem/Opportunity Statement and has the opportunity to incorporate other transportation initiatives and provide enhancements to the existing natural environment. As a result, Alternative #4 has been identified as the Recommended Solution to address the Problem/Opportunity Statement. 4.8 Identification of the Recommended Alternative The technically recommended alternative is to realign the Roadways (Alternative #4) 4.9 Confirm Recommended Solution With public input, the technically recommended alternative solution (Alternative Solution #4 Realign Roadways), was confirmed as the Recommended Solution and will be carried forward to the next phase. It should be noted that Alternative Solution #2 and #3 should also be incorporated into the preferred design Confirm Project Schedule Selection In accordance with Appendix 1, Item 21 of the Municipal Class EA, the Preferred Solution will result in a Schedule B undertaking. Since the anticipated construction costs are expected to be less than $2.7 M, the appropriate Schedule is B (greater than $2.7 M would be a Schedule C undertaking). 4-29

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53 Phase Three Identification and Evaluation of Alternative Alignments 5. Phase Three: Identification and Evaluation of Alternative Alignments 5.1 Description of Alternative Alignment Concepts In order to implement the preferred alternative solution, the following design concepts were considered: Design #1 Extend Rye Street/Harper Road to connect with The Parkway and extend Crawford Drive to intersect with Harper Road Design #2 Realign Harper Road and close off connection along Harper Road between The Parkway and Sir Sandford Fleming Drive Design #3 Extend Rye Street/Harper Road to intersect The Parkway at Crawford Drive and close existing Harper Road shortcut Design #4 Extend Rye Street westerly and intersect with The Parkway at Crawford Drive. The Alternative Design Concepts are illustrated in Appendix A. 5.2 Evaluation of Alternative Alignment Concepts The above-noted design concepts were evaluated for improving the roadway network within the Study Area. The following provides a brief synopsis of the advantages and disadvantages of each alternative. Alignment #1 Advantages: Creates an almost 90 intersection with the Existing CP Railway Tracks Disadvantages: Would require two (2) additional crossings of the existing CP Railway Tracks Would require an additional intersection at The Parkway Would require additional property Is not consistent with planned development of the area. Summary: While improving upon Railway Safety, the new alignment would require additional property and would create too many intersections. The additional intersections would ultimately increase congestion within the Study Area. 5-1

54 Phase Three Identification and Evaluation of Alternative Alignments Alignment #2 Advantages: Alignment is in accordance with current design standards, sharp curves are removed from the roadway network. Is consistent with planned development of the area. Disadvantages: Provides an undesirable crossing of the existing CP Railway Tracks. Further promotes shortcutting through the use of small local roads in favour the major arterial roads. Creates unnaturally long driveways for GO Transit Commuter parking lot and a local business. Most expensive design to implement. Potential impact to buried landfill area. Summary: The opportunity to improve geometrics with this Design would greatly improve traffic safety. However, the undesirable intersection with CP Rail and the continued use of local roads, Alignment #3 Advantages: Provides a more acceptable intersection angle with the CP Rail Tracks. Is consistent with planned development of the area. Alignment is in accordance with current design standards, sharp curves are removed from the roadway network Disadvantages: Creates unnaturally long driveways for GO Transit Commuter parking lot and a local business. Eliminates the existing crossing and would require one (1) additional crossings of the existing CP Railway Tracks. Potential impact to buried landfill area. Summary: Design best addresses the problem statement while being able to incorporate the opportunities. 5-2

55 Phase Three Identification and Evaluation of Alternative Alignments Alignment #4 Advantages: Provides the desired 90 intersection with the CP Rail Tracks Disadvantages: Would be a severe impact on the existing Harper Park Would require relocation of existing businesses and the Visitor s Centre. Disconnects existing transit route for GO Transit Is not consistent with planned development of the area. Summary: While being able to solve the problem, Design #4 has the greatest impact to the existing natural and social environments Summary Based on the evaluation, the technically preferred design is Design Alternative 3 since it results in an improved roadway network, has a minimal impact on the existing environment, is in accordance with the City of Peterborough s planning initiatives and has the least impact to private property, vegetation and utilities. Table 5-1, on the following page outlines the comparative evaluation of the alternative alignment concepts. 5-3

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57 Phase Three Identification and Evaluation of Alternative Alignments Table Comparative Evaluation Summary of the Alternative Alignments CATEGORIES OF CONSIDERATION Technical Natural Environment Social / Cultural Environment Financial CRITERIA Definitions Construction obstacles Length of new roadway Impacts to existing utilities Impact to Traffic Safety Effects to existing transportation features Effect on existing terrestrial and aquatic features Effect of vegetation impact Effect of impact to drainage pattern Extent of short-term construction related effects Extent of impact to existing properties Effect on planned commercial and industrial developments Property Requirements Extent of impact on archaeological resources Overall estimated construction cost Overall estimated property costs ALTERNATIVE ALIGNMENTS Alternative Alignment #1 Alternative Alignment #2 Alternative Alignment #3 Alternative Alignment #4 Extend Rye Street/Harper Road to connect with The Parkway and extend Crawford Drive to intersect with Harper Road o Technical Issues Addressed but with Construction Obstacles Low-Moderate impact to existing terrestrial and aquatic features Impacts proposed planned commercial and industrial developments and increases the total number of intersections Lowest estimated overall construction cost, but additional costs associated with property acquisition Realign Harper Road and close off connection along Harper Road between The Parkway and Sir Sandford Fleming Drive o Technical Issues Addressed but with Construction Obstacles o Moderate impact to existing terrestrial and aquatic features o Moderate impact to social and cultural environment o Highest estimated construction cost. No costs associated with property acquisition Extend Rye Street/Harper Road to intersect The Parkway at Crawford Drive and close existing Harper Road shortcut Technical Issues Addressed o Moderate impact to existing terrestrial and aquatic features Low impact to social and cultural environment Lowest estimated construction cost. No costs associated with property acquisition Extend Rye Street westerly and intersect with The Parkway at Crawford Drive. Technical issues not addressed High impact to existing terrestrial and aquatic features Impacts proposed planned commercial and industrial developments and increases the total number of intersections o Moderate estimated construction cost. No costs associated with property acquisition Overall Summary While having the lowest overall estimated construction cost, the impacts to the social environment and additional cost associated with the purchase of private property do not make this alignment very attractive Similar technical and social benefits can be achieved at lower costs and less impact to the existing natural environment RECOMMENDATION NOT RECOMMENDED NOT RECOMMENDED Lowest overall estimated construction cost, with minimal impacts to the natural environment which best addresses the problem / opportunity statement RECOMMENDED The moderate construction cost is offset by the major impact to the natural environment. NOT RECOMMENDED 5-5

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59 Public and Agency Consultation 6. Public and Agency Consultation Public Consultation is designed to meet the requirements of the Municipal Class EA for Schedule B projects, and fulfill all of the City of Peterborough s requirements for consultation. In addition to project notifications (discussed below), a contact list of review agency personnel was developed (included in Appendix B). These individuals were consulted as a result of their relevance to the project. This is in keeping with the standards set out in the Municipal Class EA Document (Appendix 3), which outlines guidelines for establishing contact with appropriate review agencies in relation to the nature of the project. A summary of select correspondence has been included in Appendix C 6.1 Consultation Undertaken during Phase One Potentially Contentious Issues A preliminary list of potentially contentious issues was compiled based on past experience. The preliminary list was later confirmed and updated based on discussions with community members and stakeholders. The contentious issues are described below in Table 6-1. Table Potentially Contentious Issues Issue Businesses Construction Deficient Projects Environment Fire and Safety Schools Infrastructure Design Property and Land Acquisitions Description There are small industrial and small businesses currently located within the Study Area. Planned development of the area will draw a considerable number of consumers on a daily basis creating heavy traffic in the vicinity. It is expected that property owners will express their concerns over the nuisance factors (noise, dust, vibration) that will result from construction activities. Some residents may express their frustration over past experiences with projects in the area; notably the recent widening of Sir Sandford Fleming Drive and The Parkway. It is expected that property owners will question if the current proposed improvements can be implemented while ensuring that significant aspects of the roadway network beyond the Study Area are ignored. Otonabee Region Conservation Authority (ORCA) and the Ministry of the Environment (MOE) have environmental authority within the project limits Harper Creek and Byserville Creek are considered cold water fish habitats. Proposed impacts to these habitats will require proper mitigation measures. Continued consultation with ORCA and MOE is required throughout the Study Process and into Construction Fire and safety response could potentially be affected the roadway network is realigned. There are no fire station or EMS stations located within the Study Area and any proposed improvements may cause delays in response times. Kawartha Pine Ridge District School Board, and Peterborough, Victoria, Northumberland and Clarington Catholic School Board are in the vicinity of the Study Area. Holy Cross Catholic Secondary School is also in the vicinity. Disruptions to access to the school may be experienced if reconstruction is recommended. Residents may express concern about traffic counts and what impact the proposed road expansions will have on the local road network, circulation patterns, travelling times and overall safety. Residents may have concerns over potential growth plans in the area and may not wish to see it expand further. The City of Peterborough has been acquiring land within the Study Area for the direct purpose of development of industrial and commercial facilities. If roadway realignment is preferred, there may be a need to acquire lands best suited for the location for a new roadway. In the event that land owners are not willing to sell, this could become a highly contentious issue as expropriation may be undertaken to acquire the necessary land. 6-1

60 Public and Agency Consultation Table Potentially Contentious Issues Issue Transportation and Traffic Description Residents may be concerned about disruptions to the road network and traffic patterns during construction. Residents may be concerned about alternative forms of transportation, e.g., bicycle paths, sidewalks, public transit, etc. Residents may be concerned regarding the installation of a centre raised median. Properties that currently front onto Mayfield Road would lose full moves access to their properties. Based on the identification of key stakeholders, a consultation database was created. This database was used to ensure that all project related notifications (such as the Notice of Project Commencement discussed in Section 6.1.2) were delivered to all of the identified stakeholders. In addition, the database was used to identify any additional stakeholders to receive invitations (beyond the general public) to become a part of the Stakeholders Group and Technical Advisory Group (discussed further in Section 6.1.3) Notification of Project Commencement and Invitation for Comments A Notice of Commencement was issued along with the Notice of Public Information Centre #1 as both a letter and a newspaper advertisement at the outset of the project. As a result, all known review agencies, area property owners, and the public were notified of the project being initiated, of the problem and opportunity being addressed, and were given the opportunity to provide comments directly to the project team early in the project. Notification was provided through the following means: 1. Letter mailed directly to review agencies, property owners and other identified project stakeholders on January 12, Newspaper advertisement published as follows: 3. The Peterborough Examiner a) January 12, Peterborough This Week b) January 13, 2012 and January 20, Bulk mail to all properties within approximately 1 km of the Study Area. 6. City of Peterborough Website ( See Appendix B for copies of the notification materials. The review agencies listed in Appendix B were consulted because of their relevance to the project. This is in keeping with the standards set out in the Municipal Class EA, which outlines guidelines for establishing contact with appropriate review agencies in relation to the nature of the project First Nation Consultation First Nations Consultation was undertaken from the outset to further enhance the consultation process. A letter announcing the commencement of the study was sent on January 12, 2012 to: Hiawatha First Nation Ministry of Aboriginal Affairs Indian and Northern Affairs 6-2

61 Public and Agency Consultation Curve Lake First Nation Alderville First Nation Mississaugas of Scugog Island Kawartha Nishnawbe First Nation Canada Union of Ontario Indians Williams Treaty First Nation Coordinator Curve Lake First Nations responded to the Notice of Commencement/Public Open House noting that they did not have any concerns regarding the project. However, if the remains of ancestors are uncovered during construction, they should be contacted immediately. 6.2 Consultation Undertaken during Phase Two and Three Notice of Public Information Centre In order to obtain input from the public on the recommended Alternative Solution and Design, a Public Open House (POH) was held on February 7, As stated above, the Notice for the POH was included in the Notice of Study Commencement Public Open House No. 1 A Public Open House (POH) was held as part of the enhanced consultation program to provide the opportunity for approval agencies, stakeholders, and the public to review and provide input on the study. The POH was held on February 7, 2012 at the Comfort Hotel & Suites Peterborough from 4:00PM to 7:00PM. The POH followed an informal drop-in format with display boards presenting the project information. The POH provided an opportunity for attendees to review the information, provide their comments and discuss them directly with City of Peterborough staff and its consultants. A summary of the POH materials included: Information on how attendees can participate; Background and Purpose of the study; Problem/Opportunity Statement; Overview of the Schedule B Class EA process followed; Description of the Study Area Existing Conditions (Geometrics, Natural Environment, Groundwater, Land use, Social environment, etc.); Identification and assessment of the Alternative Solutions, and the Recommended Alternative Solution; 6-3

62 Public and Agency Consultation Identification and assessment of the Alternative Designs considered, and the Recommended Design; and Description of the next steps in the process. Aside from City staff and consultant team members, 23 individuals attended. The Public Open House Displays can be found in Appendix D. 6.3 Consultation Undertaken during Phase Four Notice of Completion In order to inform the public of the study completion, a Notice of Completion was published in The Peterborough Examiner and Peterborough This Week newspaper. In addition, a study completion letter was mailed out to all relevant review agencies, local municipalities, utility companies, other stakeholders, and others that requested to be placed on the project contact list. Notices were distributed to potentially affected property owners, as well as local residences (including apartments) and businesses located within the Study Area. The following list summarizes the completion notification provided: a) Newspaper advertisement in local paper: b) The Peterborough Examiner November 15, 2012 Peterborough This Week November 14, 2012 and November 16, 2012 c) Letter mailed on November 15, 2012 directly to review agencies, local municipalities, utility companies, other stakeholders, and others that requested to be placed on the project contact list. d) City of Peterborough Website. e) Bulk mail to all properties within the Study Area. The notice identified the completion of the study, and the location where the Environmental File Report may be reviewed. Once the public review period has expired and if there are no outstanding Part II Order requests, the City may proceed to the design and construction phase of the project process. 6.4 Agency and Public Correspondence throughout the Study The comments on the study were provided by agencies and the public as summarized in Table 6-2, on the following page. Select correspondence can be found in Appendix C. 6-4

63 Public and Agency Consultation Table Summary of Agency and Resident Correspondence Review Agency / Public Member Response to Summary of Comments Received Consideration of Comments Received Agency Comments Ministry of the Environment (MOE) Notice of Commencement / Public Open House How could this project potentially impact the Harper Road WDS? Realignment of the Roadway could potentially impact the former WDS. However, efforts will be made to avoid those areas. Bell Canada Jan 16, 2012 Notice of Commencement / Public Open House Provided Study Team with a drawing highlighting the location of Bell Plant within the Study Limits Would like to be kept informed of the final design and if Bell Plant would require relocation. Location of Bell Plant taken into consideration of proposed alignments. Bell shall be contacted during detailed design. Fisheries and Oceans Canada (DFO) Jan 23, 2012 Notice of Commencement / Public Open House If proposed work causes impacts to the fish habitats of Byserville Creek and its tributaries, a Fisheries Act authorization will be required. o When authorization is required, it is a trigger for a federal EA under the Canadian Environmental Assessment Act. No anticipated impacts to the existing fish habitat. Otonabee Region Conservation Authority (ORCA) March 6, 2012 Notice of Commencement / Public Open House Assessment of risk to fish and fish habitat will be required during detailed design. Potential to improve the existing watercourse south of the Visitor s Centre. Natural Environment Assessment which was completed does not reference The Harper Creek Subwatershed Study (1997) or the Harper Park Opportunities and Constraints Study completed by ORCA. Fish and Fish Habitat Assessment was undertaken and should be confirmed during detail design. Opportunities for improvement will be included but the extent will be determined through detail design. The field investigation was limited to a single visit and was not detailed enough in ORCA s opinion and recommends that further field investigations be undertaken. Further consultation with ORCA required. See Section Fish Habitat and Natural Environment Assessment should be combined to ensure a comprehensive evaluation of environmental considerations. Resident Comments Resident Jan 16, 2012 Notice of Commencement / Public Open House Would like to be added to the contact list for future distribution Added to contact list for future correspondence Property Owner with Direct Access Feb 7, 2012 Notice of Commencement / Public Open House Harper Road, safety very narrow 24 Two bad ninety degree (blind) turns Heavy truck used Streams and creeks on bends New roadways to meet current city Standards Collision history does not indicate that the ninety (90) 6-5

64 Public and Agency Consultation Table Summary of Agency and Resident Correspondence Review Agency / Public Member Response to Summary of Comments Received Consideration of Comments Received Trout stream very dangerous for bicycle and people walking 5 ton axle limited in spring be extended to year round degree bends are a problem. Modification of the roadway to an urban section will be safer for pedestrians. Extension of the 5- ton axle limit will need to be reviewed by City Staff. Business/Commercial Property Owner Feb 7, 2012 Notice of Commencement / Public Open House It may be beneficial to adjust the realignment of Harper Road at the intersection or the Parkway to utilize the existing concrete box culvert rather than get an additional DFO permit The sooner the road is put through the better. The traffic queues at the corner are terrible A temporary right turn lane from the development may help reduce the backups. People drive around the stop sign Prefer Alternative 3 Only one (1) additional crossing of Harper Creek is required for the proposed realignment. The existing road platform at Harper and The Parkway will be maintained. Removal of access and Stop Sign at Crawford and Visitor s Centre Driveway will be investigated by City Works Dept. Property Owner with Direct Access Feb 7, 2012 Notice of Commencement / Public Open House Get rid of barrier blocking second outlet at visitor centre Longer green light crossing Parkway at Crawford Drive Removal of barriers at Visitor s Centre recommendation passed onto City Works Dept. If portion of Crawford closed, need to rehab into green space Minimal new roads Green rehabilitation options can be further explored during detailed design. Business/Commercial Property Owner Feb 7, 2012 Notice of Commencement / Public Open House Move concrete barrier at Tim Horton need two (2) exits Fix timings at Parkway and Fleming Drive Add right turn lane out of Fisher at Fleming Removal of barriers at Visitor s Centre recommendation passed onto City Works Dept. Additional temporary right-turn lane from Fisher Drive is outside of the scope of this study. PSCC 68 (Westview Village) Feb 28, 2012 There is a significant number and variety of wildlife species within Harper Park and adjacent areas. White tail deer, red foxes, rabbits/ hares, a coyote, squirrels, chipmunks, as well as groundhogs, muskrats and frogs nearer to Added to contact list for future correspondence Existing passage of wildlife through the Study Area will not 6-6

65 Public and Agency Consultation Table Summary of Agency and Resident Correspondence Review Agency / Public Member Response to Summary of Comments Received Consideration of Comments Received the pond and creek near the Westview Village Community have been spotted. be affected by the proposed road work. Ensure that the Crawford Dr/ Harper Rd project development does not have a detrimental impact on natural habitat. References to the wildlife population should be revised to more accurately reflect the true scope and diversity of wildlife in this area. References to wildlife updated in the Environmental File Report. Add to distribution lists for future communications First Nations Comments Curve Lake First Nations Jan 18, 2012 Notice of Commencement / Public Open House Area is situated on the Traditional Territory of Curve Lake First Nation Contact Karry Sandy-Mackenzie to ensure that other First Nations within the Williams Treaty Territory have been notified. Notice of Study Commencement and PIC Information sent to Karry Sandy- Mackenzie for review. Not currently aware of any issues what would be cause for concern with respect to Traditional, Aboriginal or Treaty Rights. If archaeological findings are encountered during construction, The Council needs to be notified immediately Notation regarding archaeological findings included in Environmental File Report Alderville First Nations Feb 2, 2012 Notice of Commencement / Public Open House The project is proposed within Traditional and Treaty Territory The proposed project is deemed a level 3, having a minimal potential to impact First Nations rights Minimal impact to Alderville First Nations. However, Alderville will be kept informed as the project develops Ministry of Aboriginal Affairs Notice of Commencement / Public Open House Project is located in an area where First Nations may have existed or asserted rights or claims in MAA s land claims process or litigation MMA removed for further correspondence distribution. Feb 29, 2012 First Nations and/or Métis communities either have or assert rights to hunt and fish in their traditional territories. If any aboriginal archaeological resources could be impacted by a project, contact regulating or approving Ministry to inquire about whether any additional Aboriginal communities should be contacted Project team will continue to correspond with First Nations MAA does not wish to be kept informed of the progress of the project, please be sure to remove MAA from the mailing list First Nations or Métis communities can make claims at any time, and other developments can occur that could result in additional communities being affected by or interested in the project. 6-7

66 Public and Agency Consultation Conservation Authorities Additional consultation with Otonabee Region Conservation Authority (ORCA) was undertaken to provide input on minimizing impacts to the existing natural environment. During the Study ORCA raised concerns that need to be identified early on during detailed design so that these issues are properly addressed in the permit application and scheduling of construction activities. An additional meeting with ORCA was arranged to ensure that all of the comments and concerns raised were taken into consideration. ORCA noted that in a previous study, the opportunity to provide an enhanced natural area surrounding the Visitor s Centre was identified. This area is outside of the Study Area limits and beyond the scope of this study. However, reconstruction of the roadway provides an opportunity to incorporate enhancements to the natural area. It is recommended that consultation with ORCA be undertaken early on during detail design. This will ensure that specific natural heritage/fisheries and natural hazard issues are identified early during detailed design. Additionally, consultation regarding the inclusion of the enhanced natural area during detailed design should also be undertaken. 6-8

67 Phase Five Implementation 7. Phase Five: Implementation 7.1 Description of the Recommended Alignment The Recommended Alignment is described below and illustrated in Appendix A Design Criteria Table 7-1 and Table 7-2 outline the design criteria that were approved by the City and will be refined during detailed design: Table km/h Design Speed Design Criteria Roadway Classification Designated ROW Posted Speed PROPOSED DESIGN STANDARD UCU60 (Urban Collector Undivided) 30m 50km/h (existing) Road Grade Maximum: 6% Minimum:0.0% Sag Curve K Headlight Comfort 8 9 Crest Curve K Stopping Sight Horizontal Curve(s) Stopping Sight Distance Passing Sight Distance Superelevation Passing Sight m (no super elevation) 85m 410m Normal Road Crossfall -2.0% Lane Width Through 3.75m n/a Median 5.00m Turning Taper Lengths at Intersection Right 60m Left 3.00m (with 2.00m median) 105m Deceleration Length Right 60m Minimum Island Width Left Slope Grading Front Slope: 3:1 Backslope: 3:1 80m N/A Curb and Gutter Type OPSD Asphalt Splash Pad N/A Sidewalk Width 1.80m Multi-Use Trail 3.00m 7-1

68 Phase Five Implementation Table km/h Design Speed Design Criteria Roadway Classification Designated ROW Posted Speed PROPOSED DESIGN STANDARD UCU50 (Urban Collector Undivided) 30m 40km/h (existing) Road Grade Maximum: 6% Minimum:0.0% Sag Curve K Headlight Comfort 5-6 Crest Curve K Stopping Sight 6-7 Horizontal Curve(s) Stopping Sight Distance Passing Sight Distance Superelevation Passing Sight m (no super elevation) 60m 350m Normal Road Crossfall -2.0% Lane Width Through 5.00m Minimum Island Width Median Turning Slope Grading Front Slope: 3:1 Backslope: 3:1 n/a N/A N/A N/A Curb and Gutter Type OPSD Asphalt Splash Pad N/A Sidewalk Width 1.80m Multi-Use Trail 3.00m Pavement Structural adequacy of the existing roadways needs to be undertaken during detailed design. Additionally, a new pavement structure should also be determined based on the future traffic volumes. For the purposes of the preliminary estimated construction cost, the following pavement structure was utilized: New Collector Road New Local Road Surface Course Asphalt 40 mm Surface Course Asphalt 40 mm Binder Course Asphalt 120 mm Binder Course Asphalt 120 mm Granular A 150 mm Granular A 150 mm Granular B 700 mm Granular B 500 mm Smooth transitions will be required where the new pavement meets the existing pavement at the limits of the work project. Provision must be made to ensure that water drains out of the pavement structure. 7-2

69 Phase Five Implementation Class I non-woven geotextiles are recommended for use in subdrain trenches. A FOS of 40 to 80 µm is recommended. A minimum of 150 mm thick layer of OPSS Granular A is recommended as pipe bedding. Thicker pipe bedding may be required dependent on the pipe sizing. A minimum cover of 300 mm is recommended for the pipe Electrical Illumination Requirements The roadways within the Study Area are currently illuminated and all signalized intersections have full intersection illumination. Therefore, these standards are to be maintained when the roadway alignments are reconfigured. The opportunity to improve traffic safety by increasing the illumination within the Study Area should be incorporated into the detailed design. A full photometric analysis of the illumination coverage should be undertaken to determine the adequacy of the existing system and Traffic Signal Requirements All aspects of the traffic signal design should be provided to meet City standards Drainage Under the new alignments, the total impervious area is expected to increase. The installation of a new storm sewer system will be required to implement the proposed improvements. The storm sewer system should also include a method of treatment prior to discharge Increase in Paved Area under the Proposed Improvement Works The paved area that contributes runoff to each outlet was calculated under both existing and proposed conditions to assess the need of water quality and/or quantity control for the discharged flows under the proposed road improvement conditions and before being discharged to. Table 7-3 presents the calculated paved areas under existing and proposed conditions and the percentage of increase in the paved area compared to the total paved area. Table Percentage of Pavement Increase Area Description Existing Paved Area (ha) Proposed Storm Water Management Plan Proposed Paved Area (ha) % Increase in Paved Area Harper Road % The proposed alignment of Harper Road will have urban cross sections with curbs and gutters located on both sides of the road and will moderately increase the total paved area within the Study Area. Stormwater management will introduce and/or extend existing drainage elements to manage the runoff from the proposed alignment and the surrounding lands. 7-3

70 Phase Five Implementation The recommended stormwater management alternative is to convey the Harper Road alignment runoff through the existing stormwater minor and major system as quickly as possible downstream without any quantity control in place. Due to development in the area, the opportunity to use natural swales will be limited. Since the subject area is susceptible to high groundwater table, use of oil/grit separators is recommended prior to release of storm water into the natural environment. Since high groundwater levels were not identified as an issue it is recommended water quality is controlled through the use of an oil/grit separator, STC 750 (or approved equivalent). It should be installed at the downstream end of the Harper Road alignment. This unit would achieve 98% TSS removal and it will provide treatment for 86% of the total runoff volume. Note, that groundwater conditions may impact implementation of this measure. Shallow groundwater issues associated with local drainage may require some dewatering during installation of the oil/grit separator but this will require additional geotechnical investigation during detailed design Culvert Sizing The minimum culvert size was determined at this stage based on two criteria: hydraulics and fish passage. Hydraulic sizing of the proposed culvert at this crossing identified a concrete 2590 x 1570 mm Arch culvert. However, an open footing design is preferable for fish passage. Therefore, an equivalent culvert which would be required to fulfill the safe fish passage requirement (closed bottom but augmented with spawning substrate) will be a concrete box 2130x1830 mm embedded with 300 mm river stone. Culvert sizes to account for the terrestrial passage should be carried out during the detailed design phase Utilities The following utility companies were identified within the Study Area: Bell Canada; Cogeco Cable; Enbridge Gas Distribution Inc.; Union Gas Ontario Inc.; Nexicom; Watermain appurtenances (valves and fire hydrant); and Storm Sewer Maintenance Holes and Catchbasins. Peterborough Utilities Services Inc, were contacted but did not respond. Presently, it will be assumed that utility relocations will be required. However, subsurface investigations will need to be undertaken during detailed design to determine the extent of the impact. 7-4

71 Phase Five Implementation 7.2 Summary of the Potential Effects and Recommended Mitigation Measures The following sections identify the potential adverse effects associated with constructing the recommended design concept, along with the various mitigation measures developed during the course of the Class EA in order to minimize and/or eliminate these adverse effects. A summary of these environmental effects and mitigation measures is provided in Table 7-4 at the end of this section, and briefly described below Natural Environment Disturbances to Terrestrial Features The new roadway alignments being proposed already cross transformed landscapes with minimal natural values. The Recommended Alignment will result in the loss of limited vegetation and tree removal. The detailed design of the new roadway alignments will quantify the vegetation loss. Mitigation Mitigation for woodland bird species would include adherence to the Breeding Bird Window of May 1 to July 31. A similar window period should be followed for the sensitive turtle species during their nesting period, and snakes in the drier upland areas. Consultation with the Otonabee Region Conservation Authority (ORCA) should be undertaken to ensure that any compensation measures required are included. Details of the mitigation measures are provided in Table 7-4 at the end of Section Disturbances to Aquatic Features The Ministry of Natural Resources identifies Harper and Byersville creek and their tributaries as existing within the Study Area. These systems are managed as selfsustaining brook trout fisheries and as such, have high sensitivity to habitat impacts. No aquatic Species at Risk were identified. The MNR has listed the following species as existing within Byersville and Harper Creek: Rock Bass; White Sucker; Pumpkinseed; Smallmouth Bass; Bluntnose Minnow; Brook Trout; and Creek Chub A preliminary assessment of risk using the DFO Risk Management Framework was used to determine the risk of a HADD (Harmful Alteration, Disruption or Disturbance of fish habitat) occurring due to the proposed works near Byersville Creek and Harper Creek. In order to categorize risks to fish and fish habitat across Canada, DFO developed the Risk Management Framework (RMF) to provide a science-based decision making framework that will assist DFO biologists and project proponents. The main application of the RMF is to communicate the level of risk to proponents and other stakeholders so that they have a full understanding of the potential risks of development activities to fish and fish habitat, as well as how to avoid or minimize the risks to acceptable levels. Based on sensitivity of 7-5

72 Phase Five Implementation fish and fish habitat present, and the scale of negative effect, risk is then summarized on the Risk Assessment Matrix (RAM), Figure 7-1. Figure Risk Assessment Matrix for impacts to Fish and Fish Habitats The overall risk of the project is Medium, and therefore does not require authorization under Section 35 of the Fisheries Act. In addition, the level of uncertainty in the risk determination is Low because mitigation measures proposed are standard and have been successfully implemented for previous, similar undertakings. This Low level is based on employment of an open-bottomed structure that sits outside the creek banks. Projects that will not result in a HADD may proceed without further Fisheries Act consideration, provided the proposed mitigation measures are implemented. If a creek crossing structure other than that described above proposed within in the detail design, additional HADD considerations may be required. A review of the detail design and scoped assessment by a qualified fisheries biologist should take place in order to document the extent, duration, and intensity of the proposed works. If the proposed work is deemed a HADD, authorization under Section 35 of the Fisheries Act will be required and an off-site compensation plan prepared in consultation with ORCA and/or DFO. An additional fisheries assessment should be completed during detail design once final culvert locations are determined. The assessment should be undertaken during the fall during the spawning season to properly assess the sensitivity. 7-6

73 Phase Five Implementation Mitigation In-water construction timing window is July 1 to September 30, for the two (2) watercourses. The establishment of erosion/sediment controls will be necessary to prevent migration of sediments towards the channel. Also, operating, refueling and maintenance of construction equipment, and the handling and storage of toxic materials must be carried out in such a way as to avoid contamination of soils, groundwater and surface water. Consultation with the ORCA should be undertaken to ensure that any compensation measures required are included. Details of the mitigation measures are provided in Table 7-4 at the end of Section 7.2. Enhancement Considerations The aquatic and riparian habitat of Harper Creek, specifically on-site conditions, can be enhanced to improve pre-construction conditions. Further consultation with ORCA has identified the following enhancement opportunities: Stabilize banks with bioengineered methods such as log crib walls, or with stone if using natural materials is not feasible (i.e., beaver (Castor canadensis) presence or threats of human vandalism). It is likely that there are seasonal fluxes in turbidity, given the apparent difference between the February and April 2012 investigation. By stabilizing banks, suspended sediments would ideally be lessened, creating more suitable conditions for Brook Trout. Create riffle areas to provide additional suitable spawning habitat for trout, dace and sculpins. Provide more shelter opportunities for Brook Trout. Salmon species typically utilize undercut banks or deep pool areas for shelter1, which are limited within the stretch of watercourse. Log crib walls, brush piles, riffle pool sequences and boulder clusters are all possible methods of providing instream cover and increasing stream heterogeneity throughout the study reach. Eliminating the perched culvert downstream from the Visitor s Center will have significant benefits for fish habitat. Where the Crawford Drive/Harper Road shortcut is to be closed, ORCA s understanding is that the City intended to create a natural channel for the Byersville Creek tributary that currently flows in front of the Visitor s Center along Crawford Drive. This forward-thinking plan dovetails with the current work planned for the area and would enhance the Byersville/Harper Creek watersheds. ORCA has prepared a restoration plan to remove the barrier which currently isolates the north channel brook trout population from the main channels of 1 Accessed: April 19,

74 Phase Five Implementation Harper and Byersville Creek. This restoration plan has been prepared as compensation for fish habitat impacts elsewhere in the City, but upstream natural channel design could further enhance Harper Creek along the north side of Harper Road. Re-orienting the culvert that crosses under Harper Road at Webber Ave would enhance flow dynamics for Harper Creek while preventing erosion on the downstream side of the culvert. Replacing this culvert with an open-bottom culvert would provide natural substrates and groundwater flows to reach the creek channel. Plantings along all of the watercourses in the study area would enhance fish habitat and improve terrestrial species diversity. These plantings are especially critical along the north side of Harper Road where the creek flows immediately adjacent the road, the north side of Crawford Drive west of the Visitor Center, and along Harper Creek s main channel in select locations The above noted enhancement opportunities, should be taken into consideration during detail design, but are not necessarily required Disturbances to Groundwater and Surface Water New road alignments/extensions or new road constructions may impact the drainage water quantity and water quality of the receiving watercourses by potentially higher runoff rates and volumes. The soils of the Byersville Creek watershed are predominantly Otonabee loam and Bondhead sandy loam. In general, water infiltration capacity of these soils is relatively high and hence the drainage will produce relatively low runoff; however high groundwater tables identified in the area may impact the potential for infiltration. Additional studies should be undertaken during detail design to ensure that any high groundwater tables will not be impacted the roadway. To minimize disturbances to Harper Creek and Byersville Creek, sediment and erosion control measures should be implemented and monitored during construction. These controls will minimize any environmental impacts including degradation of downstream water quality, destruction of fisheries habitat, and increased flooding potential. A detailed erosion and sediment control plan meeting the minimum requirement will be prepared during the detailed design phase. Mitigation Mitigation measures include carrying out construction activities during periods when instream impacts to fish habitat is less likely, providing protection of local aquatic resources by utilizing silt fences, rock flow check dams, straw bale check dams, and sedimentation areas, and implementing a Sediment and Erosion Control Plan during the construction period. Details of the mitigation measures are provided in Table 7-4 at the end of Section

75 Phase Five Implementation Social Environment Temporary Access to Private Property Impacts on adjacent private properties will be minimized by confining all construction activities to the working area, and the Contractor will not be allowed to enter or occupy any private property, unless prior written permission from the landowner has been obtained and provided to the City. Should access to private property be granted, the property will be restored to its original condition or better following the completion of construction operations Temporary Construction Related Nuisance Effects (Noise, Vibration, Dust, Odours and Fumes) Construction activities, specifically the operation of construction equipment, will result in a temporary increase in noise, vibration, dust and odours in the project area during the construction period. While it is anticipated that these effects will be short in duration and limited to periods of construction machinery operation, mitigation measures will be put in place. Regarding prevention of unnecessary noise during construction, equipment should be maintained in proper operating condition, including but not limited to non-defective muffler systems, properly secured components, and the lubrication of moving parts. Furthermore, truck traffic, excavation equipment and other heavy equipment will be kept to the minimum necessary to perform specified work and during normal work hours. Excessive idling of equipment should be discouraged. To minimize dust, dust/debris control measures should be undertaken as necessary, low dust generating equipment should be used, and proper equipment maintenance should be performed Noise Assessment The noise evaluation was carried out in order to determine the overall impact of transportation noise due to existing roads and proposed realignment for the projected traffic volume for the year The commercial and industrial receptors as well as sensitive receptors, such as, residences (R02 and R03) are shown on Figure 7-2. Under the applicable MOE and MTO guidelines, the assessment is conducted by comparing future 2031 Build-Out sound levels (i.e., 2031 Horizon Year with the project in place) versus future 2031 No-Build sound levels (i.e., 2031 Horizon Year without the project) for the Outdoor Location Areas (OLAs). Instead of assessing noise impacts at each individual receptor, two receptors have been considered for a cluster of receptors which would be similarly impacted by the nearby network of roads. The 16-hour equivalent daytime noise levels were calculated using the STAMSON (version 5.03) noise software program. Considering that the ground has been considered as reflective even though a portion of the ground between the road and the receptors may be absorptive, these noise levels are conservative estimates. Sound level changes of 0 to less than 3 dba are considered 7-9

76 Phase Five Implementation acoustically insignificant, while the changes from 3 to less than 5 dba are considered acoustically noticeable. The results predict that none of the representative Noise Sensitive Areas (NSA) show changes in sound levels from 2031 Build-Out to 2031 No-Build greater than 5 dba. Therefore, under the MTO/MOE Joint Noise Protocol, noise mitigation measures are not warranted for any location within the Study Area. Figure 7-2 Existing and Proposed Road Network and Receiver Locations Temporary Disruption of Traffic on Roads Traffic will be temporarily impacted in order to undertake the works. A traffic management plan will be developed to minimize impacts, and standard traffic control measures will be implemented to safely control traffic flow. Motorists will encounter reduced speeds; however, long term lane closures are currently not anticipated. Short term lane closure may be required in order to accommodate delivery such as larger equipment. Short term lane closure will be provided outside of the morning and afternoon peak periods. If lane closure is necessary, flag persons will be provided to 7-10

77 Phase Five Implementation direct traffic and work will be undertaken outside of the morning and afternoon peak periods. Appropriate signage will be posted during these work periods according to Book 7 of the Ontario Traffic Manual (OTM) Work Area Aesthetics During construction, the work area will be maintained in a tidy condition, free from the accumulation of debris, waste, rubble, etc. in order to minimize the visual impact of the work area. In addition, construction sheds, site offices, other temporary structures and storage areas for materials and equipment will be grouped in a compact manner and maintained in a neat and orderly condition at all times Generation of Excess Materials The proposed improvements will require excavation and filling. Various types of materials, including asphalt and soil will be generated during these project activities which will require appropriate management (e.g., the potential for wind erosion on soil stock piles). Material identification and management measures will be used both inside and outside the construction area. All excess and unsuitable materials generated during construction will be managed appropriately. The materials may be reused as construction materials or as engineered fill. Materials may also be temporarily stockpiled in preparation for these uses or removed from the site if required. With regard to soil stock piles, the material will be compacted as much as possible in order to ensure minimal soil erosion from wind. Where an excess material management option cannot meet environmental constraints, another option will be pursued or the material will be managed as waste. All contaminated wastes will be taken to an approved waste disposal site and transported by a licensed waste disposal carrier as per the operational constraint for the management of contaminated materials. The Contractor will be required to manage all waste materials generated by construction activities in accordance with all provincial and federal regulations/approval requirements Cultural Environment Based on the results of this Stage 1 archaeological background study of the Class EA to Study Alignment of Crawford Drive and Harper Road, the following recommendations are provided and are subject to approval by the Ontario Ministry of Tourism and Culture. 7-11

78 Phase Five Implementation Figure 7-3 Current Archaeological Conditions of the Study Area Figure 7-3 identifies, portions of the project area have been identified as retaining moderate to high archaeological potential based primarily on the presence of early roads and settlement. Therefore, in areas located within agricultural fields that have been deemed to have moderate to high potential for the discovery of archaeological remains a pedestrian survey strategy is recommended to be undertaken prior to detailed design. The Ministry of Tourism and Culture Criteria for Determining Archaeological Potential was completed in the report and Screening Impacts to Built Heritage and Cultural Heritage Landscapes Checklists has been included in Appendix H Pedestrian Survey Strategy Land must be recently disk-ploughed to provide total topsoil exposure and allowed to weather through at least one (1) heavy rainfall to improve visibility of archaeological resources. At least 80% of the ploughed surface must be visible at the time of survey and survey transects be placed at intervals of 5 metres. If archaeological resources are found, survey transects be decreased to 1 metre intervals over at least a 20 metre radius around the find to determine site type (i.e., findspot or large scatter). If the site is larger, continue at 1 metre intervals until the full extent of the scatter has been defined. 7-12

79 Phase Five Implementation In areas that are uncultivable, a Stage 2 test pit survey, where shovel-sized test pits, no smaller than 30 cm in diameter, be excavated into the first 5 cm of subsoil to examine for stratigraphy, cultural features, or evidence of fill at 5 m intervals. Soil should be screened through mesh no greater than 6 mm and all test pits should be backfilled. The remaining portions of the property have low archaeological potential. Thus, no further action is required Encountering of Unknown Archaeology Remains In the event that unknown archaeological remains are encountered during construction, both the Ministry of Culture (MCL) and the Registrar or Deputy Registrar of the Cemeteries Regulation Unit of the Ministry of Consumer and Business Services will be contacted immediately Property Requirements and Required Lands Minor property acquisition is anticipated at this stage. However, further investigation during detailed design should be undertaken Railway Crossings With programs in place to eliminate road/rail crossings, the creation of new crossings is being discouraged. The relocation of an existing crossing to improve safety is generally accepted however it is expected that CP will insist that any new or relocated crossing meet Transport Canada standards/guidelines for new crossings. While it is not necessary that CP approve a crossing (the Canadian Transportation Agency (CTA) has the final say in case of dispute), it is unlikely that the CTA would approve a crossing that does not meet standards recommended by Transport Canada. As with road intersections, the desired alignment is for the road and railway to meet at 90 degrees. The Transport Canada standards allow new crossings with automatic warning systems (flashing lights etc.) to be constructed if the angle between the track and the road is 45 degrees or greater. The vertical and horizontal alignments should be smooth and continuous over the crossing within the SSD and the road must be straight beyond the crossing for a distance equal to the length of the design vehicle. A straight road approach for the SSD is desirable to allow motorists a clear view of the crossing signals but, if not feasible, other devices (additional light units, cantilevers, active advance warning signs etc.) can be included in the crossing signal design (all at an additional cost). 7.3 Federal Environmental Assessment Federal Environmental Assessments are undertaken when federally controlled infrastructures require a decision from the Federal Government or its agencies and are regulated by the Canadian Environmental Assessment Agency (CEAA). The crossing of the existing CPR tracks may be interpreted as requiring a decision from the Federal Government. However, the crossing can be constructed under an agreement between the City and CP and no decision would need to be made on the part of the Federal Government or its agencies. 7-13

80 Phase Five Implementation A separate CEAA Environmental Assessment (EA) is not required at this time. A CEAA EA would be required if there is an appeal by an adjacent landowner under the "Notice of Railway Works Regulations" or if the City and Railway were not able to agree on the terms for installation of the crossing and took it to the CTA for a ruling. 7-14

81 Phase Five Implementation Table Summary of Mitigation and Enhancement Measures Potential Negative Effects/Concerns Mitigation / Enhancement Measures Net Effects Natural Environment Considerations Disturbances to Terrestrial Features Disturbances to Aquatic Features Mitigation for woodland bird species that may be encountered would include adherence to the Breeding Bird Window of May 1 to July 31. If the scheduled construction falls within this window, a breeding bird survey conducted by a qualified biologist would be necessary to document and flag active nests in the proposed work zone. Buffer zones (5-60 m) would be established and respected until the young have fledged or until August 1. Nest sweeps would be conducted every three (3) days during construction to ensure that new nests are not established The above timing window would also protect sensitive turtle species during their nesting period. Snakes may be encountered in the drier upland areas. Any turtles or snakes observed during construction activities should be gently removed from the Study Area. Photos or identification by a qualified biologist should be obtained prior to the release of the animal if possible. An in-water construction timing window restriction that recognizes the coldwater status of the two (2) watercourses, recommend that in-water take place July 1 and September 30 (as per Peterborough MNR timing restrictions). The establishment of erosion/sediment controls will be necessary to prevent migration of sediments towards the channel. Erosion control fencing should be placed around all ongoing construction activity areas as well as at adjacent locations where supplies or excavated materials and imported fills may be temporarily stored. Fencing is to be checked routinely for effectiveness and regularly cleared of silt accumulation to ensure the integrity of erosion prevention/sediment containment measures. Areas of exposed soil, especially newly graded areas that cannot be immediately stabilized with the final surface treatments are to be treated with straw mulch, erosion blanket, sod, or hydroseed, depending on the specific circumstances. Operating, refuelling and maintenance of construction equipment and the handling and storage of toxic materials (e.g. fuel, lubricants, form oils, paints, wood preservatives, and other chemicals) must be carried out in such a way as to avoid contamination of soils, groundwater and surface waters. Temporary materials and equipment storage locations must be approved. Measures must be in place to reduce the risk of spills and to minimize impacts of accidental spills during construction, including a contingency No Net Effects No Net Effects 7-15

82 Phase Five Implementation Table Summary of Mitigation and Enhancement Measures Potential Negative Effects/Concerns Disturbances to Groundwater and Surface Water Mitigation / Enhancement Measures plan ready for immediate implementation that includes immediate reporting of incidents to MOE s Spills Action Centre. In addition, there must be adequate measures to prevent or capture and contain any debris and spills resulting from construction activities. All such measures and procedures will conform to pertinent provincial requirements. Carry out construction activities during periods when in-stream impacts to fish habitat is less likely. Provide protection of local aquatic resources by utilizing silt fences, rock flow check dams, straw bale check dams, and sedimentation areas. Methods must be identified for isolating construction activities from aquatic habitats with effluent being directed over grassed areas. Filter bags may necessarily be attached to pump outlets, which must be located no closer than 30 m from any water body. Settling ponds, swales and check dams and/or any other measures must be incorporated as necessary to prevent sedimentation of the adjacent waterbodies. A Permit to Take Water (PTTW) may be required from the Ministry of the Environment. The implementation of stormwater quality best management practices is recommended to accommodate new pavement surface areas. As well, opportunities to retrofit existing roadway surfaces and direct runoff to new stormwater quality treatment facilities should be pursued to aid in the surface water quality improvement effort Implement a Sediment and Erosion Control Plan during the construction period. The following practices should be implemented: Limit the size of disturbed area; Limit duration of soil exposure and retain existing vegetation where feasible; Limit slope length and gradient of disturbed areas; Preserve overland sheet flow and macro-drainage (avoid concentrated channel flows); Break and redirect flows to lower gradients; Design and implement staged stripping and prevent disturbance of previously stripped and stabilized parcel; and Stabilize stripped parcels and temporary controls. Net Effects Impacts on downstream water quality, fisheries habitats, and flooding potential will be minimized. 7-16

83 Phase Five Implementation Table Summary of Mitigation and Enhancement Measures Potential Negative Effects/Concerns Mitigation / Enhancement Measures Net Effects Social Environment Considerations Temporary Access to Private Property In terms of temporary construction related impacts on adjacent private property, the following measures will be implemented: Provide notification of construction activities and the schedule. Minimize impacts on adjacent properties by confining all construction activities to the working area and not entering upon or occupying any private property outside of the working area for any purpose unless written permission from the landowner has been obtained in advance. Permission to Enter shall be obtained from property owners prior to construction if access is required to facilitate construction. Restore private property to its original condition or better following construction operations. The Contract Administrator will be the sole judge of whether the disturbed areas are restored to a satisfactory condition. Short-term construction related effects on private property would only occur with land owner permission and be fully restored to existing conditions or better following construction Temporary Disruption of Traffic on Roads Archaeological Potential Railway Crossings Utilize a traffic management plan and standard traffic control measures on the project to safely co-ordinate traffic flow. Post appropriate signage according to Book 7 of OTM during construction. In areas located within agricultural fields that have been deemed to have moderate to high potential for the discovery of archaeological remains a pedestrian survey strategy is recommended to be undertaken prior to detailed design. When encountered unknown Archaeological Resources, contact the office of the Regulatory & Operations Group, Ministry of Culture immediately in the event that archaeological remains are encountered during construction activities. Contact the Canadian Transportation Agency to ensure that proposed crossings are in compliance with Transport Canada regulatory standards Temporary construction related effects on roadway users will be minimized. Disturbance to archaeological resources will be avoided. No Net Effects Noise Impacts No mitigation required Noise levels are not expected to exceed mitigation threshold requirements. 7-17

84 Phase Five Implementation Table Summary of Mitigation and Enhancement Measures Potential Negative Effects/Concerns Temporary Effects on Work Area Aesthetics Temporary Construction Related Nuisance Effects (i.e., Noise, Vibration, Dust, Odours and Fumes) Generation of Excess Materials Mitigation / Enhancement Measures Maintain the work area in a tidy condition free from the accumulation of debris, waste, rubble, etc. in order to minimize the visual impact of the work area. Group sheds, site offices, other temporary structures and storage areas for materials and equipment in a compact manner and maintain in a neat and orderly condition at all times. Carry out the following mitigation measures for minimizing temporary noise and vibration effects during construction: Comply with local municipal noise control by-laws. Prevent unnecessary noise by maintaining equipment in proper operating condition, including but not limited to non-defective muffler systems, properly secured components, and the lubrication of moving parts. Restrict use of truck traffic, excavation equipment and other equipment to the minimum necessary to perform the specified work and during normal work hours. Do not allow excessive idling. Environmental monitoring should include periodic site visits by the Contract Administrator to confirm proper adherence to confirmed mitigation measures. Noise complaints will be addressed and additional mitigation measures implemented as feasible. Implement the following standard mitigation measures during construction to minimize dust: Undertake dust/debris control measures as necessary. Use low dust generating construction techniques/equipment. Maintain equipment in proper working order and operate only as required (no excessive idling) to reduce engine emissions. Dust and odour complaints will be addressed and additional mitigation measures implemented as feasible. Utilize material identification and management measures both inside and outside the construction area during construction. Manage all excess and unsuitable materials generated during construction Net Effects Construction area will be maintained in a neat and orderly manner at all times. Temporary construction related effects on adjacent residents will be minimized. Proper utilization / disposal of excess waste materials would occur. 7-18

85 Phase Five Implementation Table Summary of Mitigation and Enhancement Measures Potential Negative Effects/Concerns Mitigation / Enhancement Measures appropriately, including potential for wind erosion on stockpiles. The materials may be reused as a construction material or managed as engineered fill. Materials may also be temporarily stockpiled in preparation for these uses or removed from the site if required. Take all contaminated wastes that cannot be reused or meet constraints to an approved waste disposal site and transport by a licensed waste disposal carrier. The Contractor will be required to manage all waste materials generated by construction activities in accordance with all provincial and federal regulations/approval requirements. Net Effects 7-19

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87 (Project #P06-11) Conclusions and Recommendations 8. Conclusions and Recommendations The City of Peterborough retained GENIVAR to carry out the Class EA Study for Harper Road and Crawford Drive. In accordance with the Municipal Class EA, GENIVAR has assessed the project impacts, costs, etc. and recommended the study to be undertaken as a Schedule B project, which followed the first two (2) phases of the planning and design process. 8.1 Alternative Solutions In order to address these issues, the following four (4) alternative solutions were identified for evaluation: Alternative #1: Do Nothing Alternative #2: Improve Transportation Systems Management Alternative #3: Improve Travel Demand Management (TDM) Alternative #4: Realign Roadways The four (4) alternative solutions were comparatively evaluated using a qualitative assessment, with criteria representing the broad definition of the environment as described in the EA Act. Alternative Solution #4 (Realign Roadways) was determined to be the Technically Preferred Alternative Solution. This was later renamed to the Preferred Alternative Solution by public approval. Following the identification of the Preferred Alternative Solution, Alternative Alignment Concepts were developed and along with the Alternative Solutions, were presented at the Public Open House for agency and public review and comment. 8.2 Alternative Alignments Based on the discussions with the City of Peterborough s Utility Services Department and the Planning Department, it was determined that in order to most appropriately address the Problem/Opportunity Statement the following roadway network requirements were necessary: A connection between the industrial complexes on Fisher Drive and the area currently under development within the Study Area is required; If a new crossing of the CP Railway is required, then the existing crossing must be eliminated; The current intersection of The Parkway and Crawford Drive needs to contain only one (1) intersection; The alignment should compel motorists to utilize The Parkway (an arterial road) rather than a smaller local/collector road; and The new roadway alignment must allow for a 30.0m Right-of-Way. 8-1

88 (Project #P06-11) Conclusions and Recommendations In order to implement these changes, the following alternative design concepts were considered: Alignment #1 Extend Rye Street/Harper Road to connect with The Parkway and extend Crawford Drive to intersect with Harper Road Alignment #2 Realign Harper Road and close off connection along Harper Road between The Parkway and Sir Sandford Fleming Drive Alignment #3 Extend Rye Street/Harper Road to intersect The Parkway at Crawford Drive and close existing Harper Road shortcut Alignment #4 Extend Rye Street westerly and intersect with The Parkway at Crawford Drive. 8.3 Preferred Alignment Through further consultation with the City, Stakeholders, Agencies, and the public, The Preferred Alignment is a refined version of Alignment #3 and is illustrated in Figure 8-1. To limit the potential to impact the former Waste Disposal Site, the existing connection of Crawford Drive with Sir Sandford Fleming Drive will be maintained. The location of the new east-west road will be aligned with the proposed property limit of the proposed hotel and convention centre. During the detail design phase, the preferred alignment will need to be refined to limit the impacts to the existing environment, property requirements, utilities, and existing roadway features. Further and continued consultation with ORCA is recommended to ensure that landscaping and plantings meet environmental requirements and that all policies and procedures are followed during detail design. 8.4 Long Term Requirements for Harper Road Harper Road will become a vital connection to this area when it is fully developed. Further enhancements to the roadway network will need to be made as the area continues to develop. Increased traffic flow to the area may prompt realignment of Harper Road/Rye Street (sharp curve where Harper Road and Rye Street meet). Additionally, urbanization of the roadway, installation of a curb and gutter, may be required to enhance pedestrian safety as traffic flows continue to increase. 8-2

89 Conclusions and Recommendations Figure 8-1 Preferred Alignment 8-3