environmental study report columbia street / lexington ... · the following are the preferred...

Environmental Study Report

Columbia Street /

Lexington Road

Environmental

Assessment

Waterloo, ON

March 2017

City of Waterloo | Columbia Street/Lexington Road Environmental Assessment

i

Executive Summary

A. Introduction

In 2010, a Schedule ‘C’ Municipal Class Environmental Assessment (EA) was commenced for

improvements to Columbia – Lexington Road from King Street to Davenport Road. The purpose

of the EA was to review opportunities to improve and enhance the road corridor. Such

improvements focused on both traffic operation and active transportation. After the initial

presentation to council the study team performed additional traffic analysis and evaluated

additional short-term design alternatives to make sure the option put forward effectively

balanced the needs of all road users.

Study Purpose

The study is intended to identify alternatives to address transportation needs within the corridor.

It is undertaken and prepared in accordance with the guidelines of the Municipal Engineers

Association Municipal Class Environmental Assessment, June 2000 (Revised 2007, 2011). The

EA is conducted in compliance with a Schedule “C” project of the guidelines. A Schedule “C”

project is one that generally entails the construction of new facilities or a major expansion of

existing facilities. The objectives are to assess potential impacts associated with the proposed

improvements and to identify appropriate environmental mitigation measures.

Study Context

The City of Waterloo (City) is located in the Region of Waterloo. The national census

determined the population of the City of Waterloo in 2011 to be 98,800 persons. The City of

Waterloo is planned to grow in population to around 150,000 over the next 20 years, and the

east side of the city will see some of this growth both in terms of population and employment.

The study area for this EA extends approximately 1.8 km along Columbia – Lexington Road

between King St. North and Davenport Road east of the Ministry of Ontario (MTO) Highway 85

overpass. Lexington Road crosses Highway 85 without highway interchanges. The section of

the road east of Marsland Drive crosses Forwell Creek and a high priority active transportation

route called “Forwell Trail / Waterloop”. The east end of the study area is surrounded by a well-

established, almost completely built-out community. To the west, however, a mix of industrial

and commercial land use exist adjacent to either side of the road corridor.

Much of the premise for this study lays in the recommendations from the City’s Trails and

Bikeways Master Plan, approved by Council in 2001, which recommended on-street cycling

facilities for Columbia/Lexington Road. Similarly the City’s Transportation Master Plan approved

by Council in 2011 confirms the commitment to provide cycling facilities for this corridor.

B. Safety and Traffic Issues

Safety

The Columbia Street East / Lexington Road traffic conditions and the high number of accesses

contribute to vehicle conflicts affecting the level of safety. A safety review found that the


ii

intersections of Columbia Street at Regina Street, Columbia Street / Lexington Road at

Marsland Drive, Lexington Road at Dearborn Place / Dearborn Boulevard (West), and Lexington

Road at Davenport Road, and the road section of Columbia Street from Weber Street to

Marsland Drive all have an overrepresentation of turning movement and rear end collisions.

Further safety reviews will be incorporated during detail design.

Traffic Issues

In 2010, the Annual Average Daily Traffic (AADT) on Columbia Street / Lexington Road was

around 17,000 vehicles per day west of Marsland Drive and 15,000 vehicles per day east of

Marsland Drive. During the weekday AM peak hour, all signalized intersections operate at an

overall level of service ‘C’ or better under existing conditions. All critical turning movements at

the unsignalized intersections operate with an acceptable level of service during the weekday

AM peak hour. During the weekday PM peak hour, all signalized intersections operate at an

overall level of service ‘E’ or better under existing conditions. The unsignalized intersections of

Lexington Road/Dearborn Boulevard East, Lexington Road/Lexington Court, and Columbia

Street/Marsland Drive operate with a control delay above 55 seconds indicating a poor level of

service.

Under this EA, detailed analysis at a corridor level was completed using updated (2014) and

projected (2024) traffic volume data. The analysis identified that four traffic lanes are required

between now and 2024 to maintain current levels of service. However, the number of travel

lanes over the Highway 85 Bridge can be reduced from four to three between now and 2024.

Keeping the travel lanes in this configuration over Hwy 85 Bridge in the longer term will need to

be reviewed prior to implementing the long term solution.

Columbia/Lexington road corridor between King St. N and Highway 85 Bridge will need to be

widened in the long term to accommodate bicycle lanes and traffic volumes beyond 2024.

Highway 85 bridge is a constraint in the study area with respect to its’ current width and

configuration. Conversely, the ideal width of the bridge would accommodate bicycle lanes, four

lanes of traffic, and sidewalks. However, the reconstruction of this bridge is not anticipated in

the short – medium term.

Other traffic analyses included a review of intersection improvements (roundabouts or modified

signal layouts) for the Marsland Drive/Lexington Road intersection and the Dearborn Blvd.

intersection. Following a review of the traffic signal warrant process, a new signal could be

installed at Marsland Drive if there were to be a future driveway built on the north side of the

road and appropriate levels of traffic reallocated to this location. Additionally a roundabout was

reviewed for both Marsland Drive and Dearborn Blvd. intersections. An analysis of the

roundabout focused alternative found that two-lane roundabouts would provide adequate

capacity in the AM peak hour but would experience unacceptable level of service in the PM

peak hour. Furthermore, the Region of Waterloo’s roundabout screening tool determined that

the roundabout total life cycle costs are significantly higher than other alternative improvements

due to the initial cost to construct the roundabout and property acquisition


iii

C. Problem and Opportunity Statement

Lack of safe bicycle facilities along the corridor; the City of Waterloo Transportation Master Plan

recommends on-street bicycle lanes for this corridor.

Frequent collisions at several locations along the corridor that could be addressed through a

revised lane configuration, locations include:

Columbia Street / Regina Street intersection

Road section between Weber Street North and Marsland Drive

Columbia Street / Marsland Drive intersection

Lexington Road / Dearborn Place / Dearborn Boulevard (West) intersection.

Excessive delay and queuing (now and in the future) at the following intersections:

Columbia Street / King Street (several turning movements)

Columbia Street / Weber Street (overall intersection operations and several turning

movements)

Columbia Street / Marsland Drive (side street delay)

Lexington Road / Lexington Court (side street delay)

Lexington Road / Dearborn Boulevard (East) (side street delay).

Current traffic volumes warrant the following improvements:

Signalization of the Columbia Street / Marsland Drive intersection is partly warranted

A left turn lane is warranted at the Columbia Street / Marsland Drive intersection

A left turn lane is warranted at the Lexington Road / Lexington Court intersection

A left turn lane is warranted at the Lexington Road / Dearborn Boulevard (East) intersection.

Additional traffic analysis will be undertaken during detail design to confirm.

While much of the roadway will need to be widened to accommodate bicycle lanes, widening of

the bridge over Highway 85 is cost prohibitive and alternative cross sections will need to be

examined. Discussions with MTO will be required at the appropriate stage of the project to

achieve the long term vision for the corridor.

While implementing left turn lanes, it is opportune to introduce pedestrian refuge islands in the

shadow lanes of unsignalized intersections (e.g. Lexington Court, Dearborn Boulevard (East),

and Marsland Drive) if signals are not installed. Appropriate sightlines should be confirmed

before installation of islands.

Geometric adjustments are required to allow large vehicles to safely make turns (current radii

are inadequate at certain intersections).

It is opportune to improve conditions for transit passengers by adding bus pad and shelters.

There is an opportunity to improve sight lines at the intersection of Lexington Road and

Lexington Court in the long term plan


iv

D. Consultation Process

Consultation on this study followed and exceeded the requirements of the Municipal Class

Environmental Assessment process. Three (3) public information centres were held. Public

notices were issued using the city’s website, direct and indirect mailing and local newspaper

ads. A Technical Study Team was formed by the City early on in the process to help guide the

technical elements of the EA and included HDR and staff from the City’s Integrated Planning

and Public Works Department (IPPW). Information and updates were available on the city

website throughout the duration of this study.

E. Alternative Planning Solutions

As part of the EA process, five (5) reasonable alternatives or means to address the problem

were considered.

Alternative Description

Alternative Solution 1: Do Nothing

This alternative was included in the assessment to provide a benchmark against which the other alternatives could be compared. This alternative represents a continuation of existing conditions and would involve no changes or improvements to the existing transportation network. This option provides a baseline for comparison purposes with the following alternatives and is a requirement of the Class EA process.

Alternative Solution 2: Road Widening

This alternative addresses the requirement identified in the City of Waterloo Transportation Master Plan and the City of Waterloo Trails and Bikeway Master Plan to incorporate on-street bicycle lanes. It also undertakes geometric improvements to address identified operational deficiencies at study area intersections.

Alternative Solution 3: Temporary Road Diet

This alternative addresses the requirement identified in the City of Waterloo Transportation Master Plan and the City of Waterloo Trails and Bikeway Master Plan to incorporate on-street bicycle lanes by removing one or more vehicular lane in each direction until such time that budget is available to undertake the road widening.

Alternative Solution 4: Roundabout Focused

This alternative involves the implementation of single-lane roundabouts where feasible, which allows the reduction in the number of through traffic lanes from 4 to 2 (or 3 if a centre left turn lane is used) which then allows the inclusion of on-street bicycle lanes. Multi-lane roundabouts were also assessed.

Alternative 5: Interim Off-Road Bicycle Trail

This alternative involves the implementation of a combined off-road pedestrian / bicycle trail in the grass boulevard on one side of the corridor between Marsland Drive and the Highway 85 Bridge.


v

The preferred alternative solutions were carried forward to develop alternative designs:

Long Term

Alternative 2 (Road Widening)

Short Term

Alternative 3 (Temporary Road Diet)

Alternative 5 (Interim Off-road Bicycle Trail)

F. Design Alternatives

The following are the preferred long-term and three (3) short-term design alternatives for the

Columbia Street / Lexington Road corridor.

1. Long-Term Design

Alternative

Widen the roadway within the existing right-of-way to provide

turning lanes and on-street bicycle lanes.

Three short-term alternative designs were considered:

2. Temporary Road

Diet

Removing one lane of through traffic in each direction between

Marsland Drive and Davenport Road. These two lanes would be

replaced with a centre left turn lane (west of Highway 85) and two

on-street bicycle lanes. Road capacity of this option would be

sufficient for approximately five years depending upon rate of

growth in the area.

3a. Interim Off-Road

Trail (North Side)

Replacement of the existing 1.5m sidewalk to 2.5m bicycle /

pedestrian trail constructed within the existing right-of-way on north

side of the roadway from Weber Street to Davenport Road.

3b. Interim Off-Road

Trail (South Side)

Replacement of the existing 1.5m sidewalk to 2.5m bicycle /

pedestrian trail constructed within the existing right-of-way south of

roadway from Marsland Drive to Davenport Road.

In response to comments received through Public Information Centre 2 and with direction from

City Council, the preferred short term design solution (Alternative 3a – Interim Off-Road Bicycle

Trail Weber to Davenport on North with no road improvements) was identified and refined. The

refined design solution was developed to provide connectivity for cyclists between Davenport

Road and Weber Street through connections to Holbeach Crescent via signed bike routes,

maintain an acceptable level of service for motorists, and balance the objectives of the City in

constructing a practical interim solution. This solution involves converting a 300m long section of

westbound traffic lane across the Highway 85 Bridge to a 3m on-road two-way cycling trail on

the north side of Lexington Road between Davenport Road and west end of the Highway 85

Bridge while maintaining the existing 1.5m sidewalk on both sides. Additionally, build a new 3m

wide multi-use trail in the north boulevard between the west end of the Highway 85 Bridge and

Holbeach Crescent. New signed bike routes will be created on Holbeach Crescent and Forwell


vi

Creek Road to connect the new multi-use trail to Weber Street. The section of asphalt between

Marsland Drive and Davenport Road will be resurfaced and re-striped to add left turn lanes at

designated intersections and include pedestrian islands at appropriate locations.

In response to comments received through Public Information Centre 3, the Refined Interim Off-

Road Trail on the north side (Alternative 3c) was further refined to include dedicated cycling

facilities, provide connectivity between Davenport Road and King Street (Alternative 4), and

balance the objectives of the City in constructing a practical interim solution.

Although this solution was attractive in terms of cyclist connectivity – when compared against

Alternative 3a in the short term – Alternative 4 had major property acquisition, utility relocation

and capital costs which led the project team to ultimately choose Alternative 3a as the preferred

short term design.

G. Preferred Design

Preferred improvements to the section of Columbia Street East under study are as follows:

Preferred Ultimate Design

Widen road to accommodate on-street bicycle lanes

Multi-use trail on north side between Davenport Road and Weber Street

Add turning lanes at required intersections to reduce delay and queue and improve safety

Two through lanes in each direction on Columbia Street between King Street and Weber

Street

Regina Street North is restricted to a right-in / right-out only

Between former Manulife West Driveway and Marsland Drive, two through lanes per

direction plus a centre two-way left turn lane

A raised median between Marsland Drive and Dearborn Boulevard (East)

Based on the City’s proposed re-design at the intersection of Davenport Road and Lexington

Road, one westbound lane and two eastbound lanes between Dearborn Boulevard East and

Davenport Road are proposed.

Preferred Interim Design

Create a new 1.3km Active Transportation route between Davenport Road and Weber

Street over Highway 85 using the old Lexington Road right of way

Remove a 300m long section of westbound traffic lane across Highway 85 bridge

Build an in-boulevard multi-use trail on the north side of Lexington Road between Davenport

Road and Holbeach Crescent; includes a two-way on road bike path on the north side over

the bridge

Create a new signed bike route on Holbeach Cresent

Create a new signed bike route on Forwell Creek Road to Weber Street

Resurface the asphalt road between Marsland Drive and Davenport Road

Re-stripe the road and add left turn lanes at designated intersections to improve traffic flow

Provide pedestrian refuge islands at appropriate locations.


vii

A summary of the design decisions that were made including how input from stakeholders and

the public were incorporated at each stage of the design is illustrated in the following flowchart.


viii


ix

H. Environmental Effects and Mitigation

The following recommendations are provided to ensure that any potential impacts are

minimized:

During the detail design stage for the ultimate plan, the City will consult with Grand River

Conservation Authority (GRCA) in determining appropriate Stormwater Management

mitigation measures; specifically the presence of Redhorse should be taken into

consideration when determining SWM mitigation measures in consultation with GRCA and

MNR staff.

Sediment and erosion control measures must be installed prior to, and maintained during

construction. The area of bare soil should be minimized and re-vegetated as soon as

feasible to prevent the extent and duration of impact.

An on-site meeting with the GRCA should be conducted prior to construction to confirm

wetland boundaries in the field.

Existing areas of natural vegetation that will be retained should be clearly delineated in the

field. In order to ensure no damage to trees occurs within these areas, any limbs or roots to

be retained which are damaged during construction should be pruned using appropriate

arboricultural techniques.

Maintenance of machinery during construction should occur at a designated location away

from Forwell Creek.

Plantings of woody species along the creek corridor adjacent to the newly constructed

sidewalk should be considered to maximize protection of these features from erosion.

No storage of equipment, materials or fill is to occur near the creek corridor.

During the installation of the construction limit fencing, any hazard trees should be identified

and removed as warranted.


x

Table of Contents Executive Summary ..................................................................................................................... i

A. Introduction ....................................................................................................................... i

Study Purpose ...................................................................................................................... i

Study Context ....................................................................................................................... i

B. Safety and Traffic Issues ................................................................................................... i

Safety ................................................................................................................................... i

Traffic Issues ....................................................................................................................... ii

C. Problem and Opportunity Statement ................................................................................ iii

D. Consultation Process ....................................................................................................... iv

E. Alternative Planning Solutions ......................................................................................... iv

F. Design Alternatives .......................................................................................................... v

G. Preferred Design ............................................................................................................. vi

H. Environmental Effects and Mitigation ............................................................................... ix

1 Introduction ......................................................................................................................... 1

1.1 Study Purpose ............................................................................................................. 1

1.2 Study Context .............................................................................................................. 1

1.3 Municipal Class EA Process ........................................................................................ 2

1.3.1 Public Consultation ............................................................................................... 3

1.3.2 Agency Consultation ............................................................................................. 4

1.3.3 Study Commencement ......................................................................................... 5

1.3.4 Study Completion ................................................................................................. 5

1.4 Study Team ................................................................................................................. 5

2 Existing Conditions ............................................................................................................. 8

2.1 Traffic Conditions ......................................................................................................... 8

2.1.1 Roadway Intersection Operations ......................................................................... 9

2.1.2 Existing Road Network .......................................................................................... 9

2.1.3 Existing Traffic Volumes 2010 ..............................................................................10

2.1.4 Existing Traffic Operations 2010 ..........................................................................11

2.2 Bicycles ......................................................................................................................16

2.3 Pedestrians .................................................................................................................16

2.4 Transit .........................................................................................................................17

2.5 Socio-Economic Environment .....................................................................................17


xi

2.6 Utilities ........................................................................................................................18

2.7 Natural Heritage ..........................................................................................................18

2.7.1 Vegetation ...........................................................................................................18

2.7.2 Wildlife .................................................................................................................18

2.7.3 Fisheries ..............................................................................................................19

2.8 Built Heritage Resources and Cultural Heritage Landscapes ......................................19

2.9 Archaeological Concerns ............................................................................................19

2.10 Drainage and Stormwater Management ......................................................................20

2.10.1 Drainage ..............................................................................................................20

2.10.2 Stormwater Management .....................................................................................20

2.11 Traffic Noise and Attenuation ......................................................................................20

3 Needs Assessment ............................................................................................................21

3.1 Future Traffic Conditions .............................................................................................21

3.1.1 2020 Traffic Conditions ........................................................................................21

3.1.2 2031 Traffic Conditions ........................................................................................24

3.2 Safety .........................................................................................................................26

4 Problem and Opportunity Statement ..................................................................................32

5 Alternative Solutions ..........................................................................................................33

5.1 Proposed Alternative Solutions ...................................................................................33

5.2 Evaluation Criteria.......................................................................................................33

5.3 Traffic Assessment of Alternatives ..............................................................................34

5.3.1 Traffic Assessment of Future Alternative Solutions ..............................................35

5.3.2 Traffic Assessment of Short Term Solution ..........................................................37

5.3.3 Summary of Traffic Assessment for Alternative Solutions ....................................38

5.4 Alternative Solution Evaluation ...................................................................................40

5.5 Public Information Centre 1 .........................................................................................42

5.6 Preferred Alternative Solution .....................................................................................43

6 Alternative Designs ............................................................................................................45

6.1 Proposed Alternative Designs .....................................................................................45

6.2 Evaluation Criteria.......................................................................................................45

6.3 Alternative Design Evaluation .....................................................................................46


6.5 Alternative Interim Design Refinement ........................................................................49


xii


6.7 Refined Interim Alternative Design Evaluation ............................................................50

6.8 Preferred Alternative Design .......................................................................................52

7 Preferred Design ................................................................................................................54

7.1 Roadway Design .........................................................................................................54

7.1.1 Geometric Design ................................................................................................54

7.1.2 Design Criteria .....................................................................................................55

7.1.3 Typical Cross Sections for the Ultimate ................................................................55

7.1.4 Typical Cross Sections for the Interim ..................................................................57

7.1.5 Alignment and Grade ...........................................................................................59

7.2 Drainage and Stormwater Management ......................................................................60

7.3 Erosion and Sediment Control ....................................................................................60

7.4 Utilities ........................................................................................................................61

7.4.1 Watermain ...........................................................................................................61

7.4.2 Hydro ...................................................................................................................61

7.4.3 Cable ...................................................................................................................61

7.4.4 Illumination and Traffic Signals ............................................................................61

7.5 Structures ...................................................................................................................61

7.6 Hydraulics ...................................................................................................................61

7.7 Geotechnical Engineering ...........................................................................................62

7.8 Landscaping ...............................................................................................................62

7.9 Property Requirements ...............................................................................................62

7.10 Driveway Impacts........................................................................................................63

7.11 Cost Estimates ............................................................................................................64

8 Monitoring ..........................................................................................................................66

8.1 Monitoring ...................................................................................................................69

8.1.1 Archaeological Findings .......................................................................................69

8.1.2 Heritage and Cultural Findings .............................................................................70

8.1.3 Environmental Findings .......................................................................................70

8.2 Approvals Required Prior to Construction ...................................................................71


xiii

List of Appendices

Appendix A: Public Consultation Material

Appendix B: 2011 Traffic Study Report

Appendix C: 2011 Environmental Impact Study Report

Appendix D: Cultural Heritage Resource Assessment

Appendix E: 2010 Stage 1 Archaeological Assessment Report

Appendix F: Preliminary Design Plates

Appendix G: 2014 Traffic Analysis Memo


Page 1

1 Introduction In 2010, a Schedule ‘C’ Municipal Class Environmental Assessment (EA) was commenced for

improvements to Columbia – Lexington Road from King Street to Davenport Road. The purpose

of the EA was to review opportunities to improve and enhance the road corridor. Such

improvements focused on both traffic operation and active transportation. After the initial

presentation to council the study team performed additional traffic analysis and evaluated

additional short-term design alternatives to make sure the option put forward effectively

balanced the needs of all road users.

1.1 Study Purpose

The study is intended to identify alternatives to address transportation needs within the corridor.

It is undertaken and prepared in accordance with the guidelines of the Municipal Engineers

Association Municipal Class Environmental Assessment, June 2000 (Revised 2007). The EA is

conducted in compliance with a Schedule “C” project of the guidelines. A Schedule “C” project is

one that generally entails the construction of new facilities or a major expansion of existing

facilities. The objectives are to assess potential impacts associated with the proposed

improvements and to identify appropriate environmental mitigation measures.

1.2 Study Context

The City of Waterloo (City) is located in the Region of Waterloo. The national census

determined the population of the City of Waterloo in 2011 to be 98,800 persons. That number,

as with all population counts does not include post-secondary students considered temporary

residents which can account for over 20,000 additional persons. The City of Waterloo is planned

to grow in population to around 150,000 over the next 20 years, and the east side of the city will

see some of this growth both in terms of population and employment. The Regional Shopping

Centre of Conestoga Mall on Davenport Road has undertaken a significant expansion and a

new Police Station and Business Plaza opened between Weber Street and Marsland Drive with

multiple accesses onto Columbia Street East. While at a strategic network level the Region of

Waterloo proposed Rapid Transit system will alleviate some of the pressure on the system,

these specific growth areas will produce increased transportation demand on both the local and

regional transportation network.

The study area for this EA extends approximately 1.8 km along Columbia – Lexington Road

between King St. North and Davenport Road east of Highway 85 overpass. Lexington Road

crosses Highway 85 without highway interchanges. The section of the road east of Marsland

Drive crosses Forwell Creek and a high priority active transportation route called “Forwell Trail /

Waterloop”. The east end of the study area is surrounded by a well-established, almost

completely built-out community. To the west, however, a mix of industrial and commercial land

use exist adjacent to either side of the road corridor. The study area is illustrated in Exhibit 1-1.

Much of the premise for this study lies in the recommendations from the City’s Trails and

Bikeways Master Plan, approved by Council in 2001, which recommended on-street bike cycling


Page 2

facilities for Columbia/Lexington Road. Similarly the City’s Transportation Master Plan approved

by Council in 2011 confirms the commitment to provide cycling facilities for this corridor.

Exhibit 1-1: Study Area

1.3 Municipal Class EA Process

The Ontario Environmental Assessment Act requires Ontario municipalities to complete an EA

when undertaking a capital works project. The purpose of the Ontario Environmental

Assessment Act (EA Act) is to provide for:

“…the betterment of the people of the whole or any part of Ontario by providing for the

protection, conservation and wise management in Ontario of the environment.”

“Environment” is applied in a broad sense and includes the natural, social, cultural, built, and

economic environments. It is defined in the EA Act as:

Air, land, or water.

Plant and animal life, including human life.

The social, economic, and cultural conditions that influence the life of humans, or a

community.

Any building, structure, machine, or other device or thing made by humans.

Any solid, liquid, gas, odour, heat, sound, vibration, or radiation resulting directly or indirectly

from human activities.


Page 3

Any part or combination of the foregoing and the interrelationships between any two or more

of them.

The municipality can avoid expensive, and sometimes controversial, remedial action once the

project has been completed by eliminating or reducing effects on the environment. In the long

term, environmental assessment provides decision makers with the kind of information they

need to approve projects that are suitable with a healthy, sustainable environment for both

present and future generations.

The Environmental Assessment (EA) process is a planning tool used to identify the possible

adverse effects of proposed infrastructure projects on the environment Exhibit 1-2.

Municipalities in Ontario have the benefit of using the Municipal Engineers Association’s Class

EA process for certain municipal road, water, and wastewater projects.

The process is characterized by a five phase planning and design process.

Phase 1 Problem Identification

Phase 2 Alternative Solutions

Phase 3 Alternative Design Concepts for Preferred Solution

Phase 4 Environmental Study Report

Phase 5 Implementation

If, after completing the Environmental Study Report, no “Part II Order” request is granted by the

Minister of the Environment, then the proponent is free to proceed with the project based on the

preferred solution. The City can be expected to proceed with the detailed design and

construction of the project. A “Part II Order” is a decision made by the Minister of the

Environment that the environmental significance of a project is of such importance that the

procedures for environmental assessment under the Class EA process are not sufficient and

that an individual EA is required.

Members of the public and government agencies will have the opportunity to examine the study

findings at each Phase of the process.

The Environmental Study Report (ESR) provides information on the background to the study,

the problem statement, alternative solutions, alternative designs, and the public consultation

process (Phase 1 through 4 of the EA process). Provided no Part II order requests are received,

the City of Waterloo will proceed to detailed design and construction (Phase 5 of the EA

process).

1.3.1 Public Consultation

Public involvement in each phase of the EA process has been integral to this study. The study

process reflected the needs and concerns about the anticipated growth in the City by affected

agencies and stakeholders through ongoing consultation. The integration of the results of the


Page 4

consultation process into the technical assessment is documented in the Section 5 Alternative

Solutions, and Section 6 Alternative Designs.

The consultation program with stakeholders was undertaken in parallel with the technical work

and the formal public meetings to facilitate dialogue between the Project Team and the affected

parties. The public feedback was considered through the course of the study.

1.3.2 Agency Consultation

Agency consultation is a crucial element of this study. The consultation program with agencies

was undertaken in parallel with the technical work and the formal public meetings to facilitate

dialogue between the Project Team and the affected agencies. Details of consultation with the

agencies are provided in the following sections.

1.3.2.1 Canadian Environmental Assessment Act

The Canadian Environmental Assessment Act (CEAA) is different from the municipal Class EA

process (and the requirements of the Ontario EA Act) in that it applies to a project if the federal

government has a decision making role. CEAA normally applies when there are specific federal

decisions or approvals that must be made or granted in order to enable a project to proceed.

According to CEAA, a federal EA for transportation related projects is required under the

Canadian Environmental Assessment Act (2012) for:

The construction, operation, decommissioning and abandonment, in a wildlife area or

migratory bird sanctuary, of a railway line or public highway

The construction, operation, decommissioning and abandonment of an all-season public

highway that will be more than 50 km in length and either will be located on a new right-of-

way or will lead to a community that lacks all-season public highway access.

In the case of the Columbia Street / Lexington Road EA, the two requirements listed above are

not met for a federal EA under the Canadian Environmental Assessment Act (2012); therefore,

no further action is required.

1.3.2.2 Grand River Conservation Authority (GRCA)

Within the Columbia Street / Lexington Road EA study area, Forwell Creek falls under the

jurisdiction of the GRCA. In response to an Environmental Impact Study prepared by NRSI, the

GRCA responded in a letter to the City of Waterloo dated August 17, 2011 saying that “we note

that the EIS has identified a discrepancy between the wetland boundary as currently mapped by

GRCA (and agreed upon by OMNR), and the wetland boundary recently mapped by NRSI. We

concur that this needs to be reconciled in the field with GRCA staff. It is requested that a site

visit be scheduled to verify the wetland boundary In accordance with the Ontario Wetland

Evaluation System.” Through subsequent email interaction between NRSI and GRACA staff, it

was decided to put off this further work until the City commences the detailed design of the

proposed works (ultimate solution).

In addition, GRCA also acknowledged that “additional mitigation measures related to increased

stormwater runoff will be determined in consultation with GRCA during detailed design stage for

ultimate (long term) scheme. We further suggest that the risk to fish habitat and the presence of


Page 5

Black Redhorse, a provincially and nationally threatened species, also needs to be taken into

consideration.” Again, this commits the City of Waterloo to further analysis in the design phase.

1.3.2.3 Region of Waterloo

The inclusion of on-street bicycle lanes on Columbia Street / Lexington Road provides a

connection to existing on-street bicycle lanes within the City and Region of Waterloo. There are

also expected impacts at two Region of Waterloo controlled intersections; King Street at

Columbia Street and Weber Street at Columbia Street. A Region of Waterloo representative met

with the City of Waterloo project team and reviewed the traffic study and functional design

plans. The Regional representative sent comments on the various materials presented and

HDR responded in a memorandum dated June 17, 2014. The main issue was that the proposed

NB and EB right turn lanes at Weber Street / Columbia Street were thought not to be required

as other studies had shown it not to be needed. HDR responded to this and other minor issues.

The additional right turn lanes at Weber/Columbia will not impact the basic recommended plan

for bicycle facilities along Columbia/Lexington and in any respect, any improvements to the

Weber/Columbia intersection will be only done under the direction and jurisdiction of the Region.

The Region and Grand River Transit have been consulted during the study.

1.3.2.4 Ministry of Natural Resources

A letter was sent to the MNR asking for comments on the NRSI EIS report, no comments were

received. The MNR has an interest in species at risk, in this case the Black Redhorse in Forwell

Creek. Given the City’s commitment to review this concern at the detail design stage, the MNR

will be contacted at that time to ensure their concerns are addressed.

1.3.3 Study Commencement

The Notice of Study Commencement was published in the Waterloo Chronicle on April 20, 2011

and April 27, 2011. The Notice was also delivered to all addresses (residences and businesses)

within the study area by mail (mailed out on April 14, 2011) and posted on the project website.

The notice of study commencement was mailed to stakeholders listed in Appendix A.

1.3.4 Study Completion

The Notice of Study Completion was published in the Waterloo Chronicle on January 12, 19,

and 26, 2017 and again February 2, and 9, 2017. The Notice was also delivered to 550

addresses (residences and businesses) within the study area by mail (mailed out on January

12, 2017) and posted on the project website. The list of stakeholders that the notice of study

completion was mailed to is in Appendix A.

1.4 Study Team

Overall project management for this study was handled by John Griffin CLD supported by City

of Waterloo staff. This history of this project has involved multiple project managers on both the

client and the consultant side.

Philip Hewitson P. Eng. Manager Engineering Services, IPPW

Chris Hodgson P. Eng. Senior Project Engineer, Engineering Services, IPPW


Page 6

The engineering work was carried out by the consulting engineering firm HDR Inc.; the project

team consisted of:

Tara Erwin, P.Eng. Senior Project Manager

Nico Malfara, EIT. Transportation Planner

Yat Yee, P.Eng. Transportation Engineer

Matthew Darling, EIT. Transportation EIT

Man Hui, EIT. Transportation EIT

The following sub-consultants provided their expertise in their respective areas as follows:

Natural Resource Solutions Inc.: Terrestrial Ecosystem Inventory

D.R. Poulton & Associates: Archaeological Inventory

ASI: Cultural Heritage.

City of Waterloo | Columbia Street/Lexington Road Environmental Assessment Introduction

7

Exhibit 1-2: Municipal Class Environmental Assessment Flowchart

City of Waterloo | Columbia Street/Lexington Road Environmental Assessment Existing Conditions

8

2 Existing Conditions The Columbia/Lexington corridor ranges from an east-west to a north-south orientation

throughout its length. For simplicity, this report considers Columbia/Lexington to be an east-

west corridor with all intersecting roads being north-south.

It should also be noted that there are two Lexington Road intersections with Dearborn. The

westerly intersection is with Dearborn Place/Dearborn Boulevard and the easterly one with

Dearborn Boulevard only. To avoid confusion, the text notates the westerly and easterly

intersections of Dearborn with a (W) and (E) respectively.

Columbia Street East is classified as a city arterial road while Lexington Road is classified as a

major collector road in Schedule E – Road Classification System, City of Waterloo Official Plan,

November 2012. This project has varying, and in some places conflicting improvement needs, in

different sections of the corridor. Throughout most of the study area, particularly nearer the west end

of the study area (King Street to Marsland Drive), there is frequent access onto the roadway which

is generally incompatible with a major arterial function, without the addition of a fifth centre turning

lane in order to separate turning traffic from through traffic.

Within the study area, Columbia Street East between King Street and Weber Street has a three

through lane urban cross section (two lanes eastbound and one lane westbound) while the

remaining Columbia Street / Lexington Road corridor has a four-lane urban cross section. At the

Marsland Drive intersection, the name of the roadway changes from Columbia Street East to

Lexington Road. Columbia Street is classified as a City Arterial west of Marsland Drive and

Lexington Road is classified as a Major Collector. The posted speed is currently 50 km/h. There are

four signalized intersections within the study area at King Street North, Weber Street North,

Dearborn Place / Dearborn Boulevard (West), and Davenport Road, as well as four major

unsignalized intersections at Regina Street North, Marsland Drive, Lexington Court, and Dearborn

Boulevard (East). There are also several driveways for the commercial (McDonalds Restaurant,

Gibson Sound and Vision, Cal Tires), employment (Waterloo Regional Police Services; Activa

development consultants), and residential (between Dearborn Boulevard (East) and Highway 85)

driveways along the south side of Columbia Street / Lexington Road corridor.

As a part of the EA process, a traffic operation analysis was conducted to identify the “need”

and “benefits” of the potential transportation improvements. The analysis covers all modes

along the corridor. The traffic operation analysis for existing conditions is discussed in

Section 2.1 and the details are included in Appendix B.

2.1 Traffic Conditions

In 2010, the Annual Average Daily Traffic (AADT) on Columbia Street / Lexington Road was

around 17,000 vehicles per day west of Marsland Drive and 15,000 vehicles per day east of

Marsland Drive.


Page 9

2.1.1 Roadway Intersection Operations

Analysis of the intersections was conducted using Synchro 7, Build 773, which employs

methodology from the Highway Capacity Manual (HCM 2000) published by the Transportation

Research Board National Research Council. Synchro 7 can analyze both signalized and

unsignalized intersections in a road corridor or network taking into account the spacing,

interaction, queues, and operations between intersections.

The roundabout analysis was undertaken using RODEL (ROundabout DELay) software which

uses the UK Kimber’s empirical capacity equation to estimate relationship between geometric

variation and capacity of a roundabout.

For a definition of delay and level of service, see the full traffic report in Appendix B.

2.1.2 Existing Road Network

The existing road network includes Columbia Street East and Lexington Road between King

Street North and Davenport Road. The nature of the street network is outlined as follows:

Columbia Street East Columbia Street East is classified as a city arterial road in the City of

Waterloo’s Official Plan Schedule E – Road Classification System.

It has a three lane urban cross section between King Street and

Weber Street, and a four lane urban cross section from Weber

Street to Marsland Drive. It has a posted speed limit of 50km/h.

Lexington Road Lexington Road is classified as a major collector road in the City of

Waterloo Official Plan Schedule E – Road Classification System. It

has a four lane urban cross section from Davenport Road to

Marsland Drive. It has a posted speed limit is 50km/h.

King Street North King Street North is the western edge of the study limit. It is a main

north-south arterial road in the City of Waterloo and the Region of

Waterloo.

Weber Street North Weber Street North is another main north-south arterial road within

the City and Region of Waterloo. It runs parallel with King Street for

most of its length.

Marsland Drive Marsland Drive is a local north-south road that connects Columbia

Street /Lexington Road to University Avenue while running through

mainly employment land uses. It is stop-controlled at Columbia

Street / Lexington Road.


Page 10

Dearborn Place /

Dearborn Boulevard

(West)

Dearborn Place is a local road (cul-de-sac) that contains

employment land uses. It connects to Lexington Road opposite

Dearborn Boulevard at a signalized intersection. Dearborn

Boulevard is a local road that loops through low rise residential land

uses. It connects to Lexington Road again further east at a stop-

controlled intersection between Lexington Court and Davenport

Road.

Lexington Court Lexington Court is a local road (cul-de-sac) that contains

employment land uses including the City’s Public Works Services

Center. It connects to Lexington Road at a stop-controlled T-

intersection.

Davenport Road Davenport Road is the eastern edge of the study limit. It is a north-

south major collector road that connects Lexington Road to

Northfield Drive. Conestoga Mall is a Regional scale shopping

center located on Davenport Road.

The existing road network is illustrated in Exhibit 2-1.

2.1.3 Existing Traffic Volumes 2010

The existing weekday AM and PM peak hour traffic volumes for the major intersections were

obtained from the City of Waterloo and the Region of Waterloo. Traffic volumes at major

driveways were obtained from traffic surveys conducted by Pyramid Traffic Inc. The dates of the

traffic counts are summarized in Table 2-1.

Table 2-1: Traffic Data Sources

Location Data Source Count Date

Columbia Street / King Street North Region of Waterloo February 25, 2009

Columbia Street / McDonald Driveway Pyramid Traffic Inc. November 9, 2010

Columbia Street / Regina Street North City of Waterloo April 6, 2009

Columbia Street / Weber Street North Region of Waterloo November 23, 2009

Columbia Street / Manulife West Driveway Pyramid Traffic Inc. November 9, 2010

Columbia Street / Manulife Middle Driveway Pyramid Traffic Inc. November 9, 2010

Columbia Street / Manulife East Driveway Pyramid Traffic Inc. November 9, 2010

Columbia Street / Marsland Drive City of Waterloo April 28, 2010

Lexington Road / Dearborn Place / Dearborn Boulevard (West)

Region of Waterloo September 2, 2009

Lexington Road / Lexington Court City of Waterloo June 19, 2008

Lexington Road / Dearborn Boulevard (East) Pyramid Traffic Inc. November 9, 2010

Lexington Road / Davenport Road HDR Corporation December 6, 2010

*Counts done post 2010 are referenced in Section 5.3


Page 11

As shown above in Table 2-1, five intersections had existing peak hour traffic counts conducted

in 2008 and 2009. In order to have a consistent base year traffic volume, all 2008 and 2009

traffic volumes were factored to a base year of 2010. Based on the Region’s traffic model

outputs for 2006 and 2016, annual growth rates for each turning movement were obtained and

used to estimate the peak hour traffic volumes at the intersections counted in 2008 and 2009.

Where the annual growth rate was negative for a specific turning movement, a 0% annual

growth rate was used for that specific turning movement.

The adjusted base year traffic volumes for 2010 are illustrated in Exhibit 2-2.

It should be noted that the through traffic volumes at the intersection of Lexington Road and

Dearborn Place / Dearborn Boulevard (West) and the intersection of Lexington Road and

Davenport Road were adjusted to balance the link traffic volumes.

2.1.4 Existing Traffic Operations 2010

During the weekday AM peak hour, all signalized intersections operate at an overall level of

service ‘C’ or better under existing conditions. The following individual turning movements have

a higher delay than the acceptable threshold or a longer queue reach than what is provided:

The eastbound left turn movement at the intersection of Columbia Street East and King

Street North operates with a delay of 79 seconds during AM peak hour.

All critical turning movements at the unsignalized intersections operate with an acceptable level

of service during the weekday AM peak hour.


12

Exhibit 2-1: Existing Road Network


Page 13

Exhibit 2-2: Existing Traffic Volumes (2010)


14

During the weekday PM peak hour, all signalized intersections operate at an overall level of

service ‘E’ or better under existing conditions. The following individual turning movements have

a higher delay than the acceptable threshold or a longer queue reach than what is provided:


Street North operates with a delay of 151 seconds and a v/c ratio 1.23 during PM peak hour.

The eastbound through and right turn movement at the intersection of Columbia Street East

and King Street North operates with a delay of 61.3 seconds and a v/c ratio 0.98 during PM

peak hour.

The eastbound through and right turn movement at the intersection of Columbia Street East

and Weber Street North operates with a delay of 101.7 seconds and a v/c ratio 1.13 during

PM peak hour. The 95th percentile queue is over the Regina Street North intersection.

The westbound left turn movement at the intersection of Columbia Street East and Weber

Street North operates with a delay of 109.9 seconds and a v/c ratio 1.07 during PM peak

hour. The 95th percentile queue is longer than provided.

The southbound left turn movement at the intersection of Columbia Street East and Weber

Street North operates with a delay of 102.2 seconds and a v/c ratio 1.07 during PM peak

hour. The 95th percentile queue is longer than provided.

The eastbound through and right turn movement at the intersection of Lexington Road and

Davenport Road operates with a delay of 88.6 seconds and a v/c ratio 1.11 during PM peak

hour.

For unsignalized intersections, under existing traffic conditions during the weekday PM peak

hour, the following turning movements will operate with a control delay over the 55-second

threshold:

The northbound left and right turn movement at the intersection of Columbia Street and

Marsland Drive operates with a control delay 144.6 seconds.

The northbound left and right turn movement at the intersection of Lexington Road and

Lexington Court operates with a control delay 144.7 seconds.

The southbound left and right turn movement at the intersection of Lexington Road and

Dearborn Boulevard (East) operates with a control delay 65.2 seconds.

The traffic operations deficiencies under the existing traffic conditions are summarized in Exhibit 2-3.


15

Exhibit 2-3: Existing Traffic Operations Deficiencies


16

2.2 Bicycles

There are currently on-street bicycle lanes on Columbia Street west of King Street and on

Lexington Road east of Davenport Road. Bicycle lanes are also located on Davenport. There is

an existing off-road multi-use trail that runs parallel with the Forwell Creek that has connections

to the existing sidewalks on Lexington Road at the Forwell Creek culvert. The off road trail

system runs south through Hillside Park to University Avenue and also west to Weber Street via

Forwell Creek Road (Exhibit 2-4). Otherwise, there are no cycling facilities on the subject

corridor. In the City’s Trails and Bikeways Master Plan, approved in 2001, on-street cycling

facilities are recommended for Columbia Street/Lexington Road. Similarly the City’s

Transportation Master Plan (April 2011) confirms the commitment to provide cycling facilities for

this corridor.

Exhibit 2-4: Existing Cycling Network

2.3 Pedestrians

There are currently 1.5m sidewalks on the north and south sides of the roadway that extended

from King Street to Davenport Road. Pedestrian crossings are provided at the signalized

intersections of King Street, Weber Street, Dearborn Boulevard / Dearborn Place, and

Davenport Road. There are currently no mid-block pedestrian crossings or pedestrian refuge

islands within the study area. The north and south sidewalk are connected to Forwell Creek trail

by a trail that runs under the roadway in the Forwell Creek culvert. There are currently two

pedestrian connections to the north side sidewalk from Holbeach Crescent opposite the

intersection of Lexington Road and Lexington Court.


Page 17

2.4 Transit

The study area (Columbia Street East / Lexington Road) is served by the Grand River Transit

(GRT) bus route 31 (Columbia). Route 31 operates Monday to Friday from approximately 6:00

AM to 11 PM between Conestoga Mall and Columbia/Sundew. The existing transit network

servicing the study area and surrounding neighbourhood is shown in Exhibit 2-5. Columbia

Street East / Lexington Road provide connections to other transit routes such as:

201 iXpress

7 Mainline

12 Westmount

92 University loop

Exhibit 2-5: Existing Transit Network

2.5 Socio-Economic Environment

Land uses adjacent to the Columbia Street / Lexington Road corridor range from mainly low-rise

residential on the Lexington end to business / commercial on the Columbia end of the corridor.

Principal employment areas along the corridor are the City of Waterloo Public Works Services

facility with access both from Lexington Court (unsignalized) and Dearborn Boulevard (West) /

Dearborn Place (signalized), as well as the former ManuLife Financial site, located on the north-

east corner of Columbia Street East and Weber Street intersection.


Page 18

2.6 Utilities

Existing utilities along the corridor include Hydro on above ground poles situated along the north

side of Columbia Street / Lexington Road. Other utilities in the study area include Bell, Rogers,

Union Gas, and municipal services such as storm water and sanitary.

Potential impacts and measures to mitigate the impacts to the utilities are discussed in

Section 7.4.

2.7 Natural Heritage

Natural Resource Solutions Inc. (NRSI) was retained by HDR to complete an Environmental

Impact Study (EIS) for proposed road improvements to the existing Columbia Street/Lexington

Road right-of-way between King Street and Davenport Road. The detailed Environmental

Impact Study Report is provided in Appendix C and the main contents are summarized below.

2.7.1 Vegetation

Background data collection indicated that a number of significant plant species were historically

known from the study area (OMNR 2010a; M. Stone pers. comm. 2011). During field surveys,

NRSI did not observe any nationally, provincially, or regionally significant plant species in the

study area.

2.7.2 Wildlife

A number of common bird species were observed and heard singing during the site visit- all

along the Forwell Creek corridor. The naturalized corridor of the creek provides nesting and

foraging habitat for a variety of bird species. No provincially, nationally, or regionally significant

bird species were observed by NRSI during the site investigation.

Habitat for frogs and toads also exists within the Forwell Creek corridor and two common

species, the wood frog (Rana sylvatica) and green frog (Rana clamitans) were confirmed to be

present. No other amphibian habitats were observed within the study area.

The Forwell Creek corridor also provides habitat for a variety of small mammal species, likely

those most adapted to an urban environment such as raccoon (Procyon lotor), grey squirrel

(Sciurus carolinensis), Eastern chipmunk (Tamias striatus), etc. A small beaver dam was also

observed east of Columbia Street/Lexington Road.

No evidence of other significant wildlife habitats was observed within the Forwell Creek corridor

adjacent to the road. A number of bird, amphibian and small mammal species were observed to

use this area and it is anticipated that the naturalized creek banks provides a movement corridor

for wildlife in the context of the highly urbanized surroundings. The bridge across Forwell Creek

is approximately 10m wide and 2.4m high, provides a safe passage for wildlife under the road. A

chain-link fence is also present along the bridge which may assist in encouraging wildlife to

cross under the bridge instead of across the road.


Page 19

2.7.3 Fisheries

The fish habitat in the vicinity of Columbia Street/Lexington Road is sufficient to support the

species present 1km upstream in Four Wells Lake (NRSI 2010), including the Black Redhorse

(Moxostoma duquesnei), which is listed as a Species at Risk both provincially and nationally

(OMNR 2010; COSEWIC 2010). The preferred habitat of Black Redhorse is moderately sized

rivers and streams with generally moderate to fast currents. It is rarely found associated with

aquatic vegetation. Preferred substrates include rubble, gravel, sand, boulders and silt

(COSEWIC 2005). Based on the known presence of Black Redhorse 1km upstream and the

suitable habitat characteristics found in the study area, it is anticipated that this species would

likely be found in the study area.

2.8 Built Heritage Resources and Cultural Heritage Landscapes

HDR contracted ASI to undertake a review of the City of Waterloo’s Individual Designated

Heritage Properties and index of Non-designated properties. The results of background

historical research and a review of secondary source material, including historical mapping,

revealed that the study area was originally located within a rural agricultural landscape dating

back to the early-nineteenth century, with major roadways surveyed early within the study area.

The area was subject to considerable commercial and residential development in the mid and

late twentieth century. The results of data collection and field review indicate that there are four

cultural heritage resources within or adjacent to the study area, two of which were previously

identified as being of cultural heritage interest.

Type Address/Location Recognition

Neighbourhood Colonial Acres Neighbourhood Identified by the City’s Heritage Planner as being of interest

Park 341 Marsland Drive Previously identified by the Historic Sites and Monuments Board of Canada

Streetscape 157-183 Lexington Road Identified during historic map and field review

Adaptive Re-use residence 229 Lexington Road Identified during historic map and field review

The Cultural Heritage Resource Assessment (Existing Conditions and Impact Assessment) is

included in Appendix D.

2.9 Archaeological Concerns

HDR contracted D.R. Poulton & Associates Inc. to carry out a Stage 1 archaeological

assessment of the proposed redevelopment of Columbia Street East and Lexington Road, from

King Street to Davenport Road. The complete Stage 1 Archaeological Assessment report for the

Columbia Street / Lexington Road Corridor is included in Appendix E.

The Stage 1 archaeological assessment had two objectives. The first objective was to obtain information on past archaeological investigations and known sites within the proposed Columbia Street / Lexington Road Corridor and within a two-kilometre study area that surrounds it. The second objective was to determine the potential for extant archaeological remains within the proposed corridor of impact.


Page 20

The Stage 1 background study determined that no previous archaeological fieldwork had been documented for the study corridor. However, it also determined that 23 archaeological sites had been registered within a two-kilometre radius of the study corridor. A visual examination of the Columbia Street / Lexington Road Corridor was carried out on December 3, 2010. The results determined that most of the length of the corridor had been impacted by past construction to the extent that it did not retain a potential for extant archaeological remains. The only segment within the Columbia Street / Lexington Road Corridor that is considered to

have a potential for extant archaeological remains is the undisturbed ravine and associated

tablelands associated with the Forwell Creek Valley east of Marsland Drive and west of

Dearborn Place. The results of the assessment did not identify any potential for archaeological

planning concerns elsewhere along the corridor.

2.10 Drainage and Stormwater Management

2.10.1 Drainage

Currently surface water runoff from the Columbia Street / Lexington Road corridor is directed to

existing storm sewers along the road via curb and gutters with the runoff ultimately ending into

Forwell Creek.

2.10.2 Stormwater Management

Situated near the study area is Forwell Park and Hillside Park. Forwell Park extends from

Forwell Creek Road to Columbia Street / Lexington Road, encompassing the naturalized

Forwell Creek corridor. Hillside Park extends south of Columbia Street / Lexington Road to

University Avenue, encompassing the naturalized corridors of Forwell Creek and Laurel Creek.

Together, these parks encompass the flood plain and collect the water run-off from the

Columbia Street / Lexington Road corridor.

2.11 Traffic Noise and Attenuation

Traffic noise is a result of vehicular traffic travelling along a roadway, the amount of which may

impact residents living adjacent that roadway. The vast majority of land use along the Columbia

Street/Lexington Road is designated commercial use with a few exceptions of residential

towards the east end of the corridor. Given the short term interim plan does not increase the

amount of vehicular traffic within the corridor, there are no plans to undertake an assessment of

traffic noise at this time. However, a noise study is recommended to be undertaken as part of

the detailed design stage of the long term ultimate plan.

This future noise study should be undertaken in accordance with municipal policies and Ontario

Ministry of Environment (MOE) guidelines.

City of Waterloo | Columbia Street/Lexington Road Environmental Assessment Needs Assessment

21

3 Needs Assessment

3.1 Future Traffic Conditions

HDR conducted an analysis of future traffic conditions for 2020 and 2031 presented in the

following sections. The analyses can be found in Appendix B.

3.1.1 2020 Traffic Conditions

Based on the Region’s traffic model outputs for 2006, 2016, and 2031, annual growth rates for

each turning movement were obtained and used to estimate the peak hour traffic volumes for

the year of 2020 based on the 2010 traffic volumes. Where the annual growth rate was negative

for a specific turning movement, a 0% annual growth rate was used for that specific turning

movement.

The 2020 forecasted traffic volumes are illustrated in Exhibit 3-1.

Based on the existing traffic operations deficiencies, the following roadway improvement

assumptions were used to analyze 2020 traffic conditions:

Bike lanes are provided on both sides along the study area.

Two westbound through lanes between King Street North and Weber Street North.

Regina Street North is restricted as right-in right-out only intersection onto Columbia Street

East.

The intersection of Columbia Street East and Weber Street North lane configurations are:

Exclusive left turn lanes on all approaches

Two through lanes on each approach (shared with a right turn lane on the southbound

and westbound approaches)

Exclusive right turn lanes on the eastbound and northbound approach.

Between the former Manulife West Driveway and Marsland Drive, there are two through

lanes per direction plus a centre two- way left turn lane.

Raised median (2.5m-4.5m) is provided between Marsland Drive and Dearborn Boulevard

(East).

Separate northbound left and right turn lanes for the Marsland Drive and Lexington Court

intersections are provided.

Left turn lanes are provided on Lexington Road for the intersections of Marsland Drive,

Dearborn Place / Dearborn Boulevard (West), Lexington Court, and Dearborn Boulevard

(East).


Road, one westbound lane and two eastbound lanes between Dearborn Boulevard (East)

and Davenport Road are proposed. Immediately west of the bridge, the one westbound lane

changes to two westbound lanes to provide left turn storage for a residential area as well as

provide two through lanes at Dearborn Boulevard (East).

During the weekday AM peak hour under the 2020 traffic conditions, all signalized intersections

operate at an overall level of service ‘C’ or better. There are no issues with the roadway


Page 22

configuration assumptions. All critical turning movements at the unsignalized intersections will

operate with an acceptable level of service.


23

Exhibit 3-1: 2020 Forecasted Traffic Volumes


24

During the weekday PM peak hour under the 2020 traffic conditions, all signalized intersections

operate at an overall level of service ‘D’ or better. The following individual turning movements

are approaching the capacities and/or have a longer queue reach than what is provided:


Street North has a 95 percentile queue of 129.0m that is longer than the available storage of

100m during the weekday PM peak hour.

The eastbound through, westbound left, northbound left, and southbound left turn

movements at the intersection of Columbia Street East and Weber Street North are

approaching capacities during the weekday PM peak hour.

The eastbound right, westbound left, northbound left, and southbound left turn movements

at the intersection of Columbia Street East and Weber Street North have a longer queue

reach than the provided during the weekday PM peak hour.

The eastbound left, eastbound through and right, and southbound left turn movements at the

intersection of Lexington Road and Davenport Road are approaching capacities during the

weekday PM peak hour.

The southbound left turn movement at the intersection of Lexington Road and Davenport

Road has a 95 percentile queue of 183.6m that is longer than provided during the weekday

PM peak hour.

All critical turning movements at the unsignalized intersections will operate with a control delay

less than the 55-second threshold during the weekday PM peak hour, except for the northbound

left turn out of the side-street at the intersection of Lexington Road and Lexington Court which

has a delay of 154.4s.

3.1.2 2031 Traffic Conditions

The Region of Waterloo’s Traffic Forecasting Model outputs for the 2016 and 2031 horizon

years was used to obtain the annual growth rates for each turning movement at the study area

intersections to estimate the weekday AM and PM peak hour traffic volumes for the 2031

horizon year. Where the annual growth rate was negative for a specific turning movement, a 0%

annual growth rate was used.

The 2031 forecasted traffic volumes are illustrated in Exhibit 3-2.

It should be noted that the Region of Waterloo prepared a traffic forecast for the year 2031

within the study area. The comparison shows that the Region’s 2031 forecasted traffic volumes

are lower than those shown in Exhibit 3-2. The Region of Waterloo considered a higher transit

utilization rate which causes some turning movements to have a lower traffic volume than what

was observed for the base year (existing) traffic. To be conservative, the forecasted traffic

volumes shown in Exhibit 3-2 were used for the 2031 long term analyses.

Those same roadway improvement assumptions that were used to analyze 2020 traffic

conditions were used to analyze the 2031 traffic conditions.


25

Exhibit 3-2: 2031 Forecasted Traffic Volumes


26

Under the future 2031 traffic conditions during the weekday AM peak hour, all signalized

intersections will operate with an overall level of service ‘C’ or better. The eastbound left,

westbound left and through, and southbound left turn movements at the intersection of

Lexington Road and Davenport Road are approaching their capacities. All critical turning

movements at the unsignalized intersections will operate with an acceptable level of service

similar to the 2020 condition.

During the weekday PM peak hour under the future 2031 traffic conditions, all signalized

intersections will operate at an overall level of service ‘D’ or better, similar to the 2020 condition.

The following individual turning movements are approaching their capacities and/or have a

longer queue reach than what is provided:


Street North is approaching its capacity and has a 95th percentile queue reach of 136.8m,

36.8m longer than the available 100m of storage.

The eastbound through, westbound left, northbound left, southbound left, and southbound

through and right turn movements at the intersection of Columbia Street East and Weber

Street North are approaching their capacities.

The eastbound right, westbound left, northbound left, and southbound left turn movements

at the intersection of Columbia Street East and Weber Street North have a queue reach that

exceeds the available storage length.

The eastbound left, eastbound through and right, and southbound left turn movements at the

intersection of Lexington Road and Davenport Road are approaching capacity.

The southbound left turn movement at the intersection of Lexington Road and Davenport

Road has a 95th percentile queue reach of 197.0m which exceeds what is currently

provided.

All critical turning movements at unsignalized intersections during the weekday PM peak hour

will operate with a control delay less than the 55-second threshold, except the northbound left

turn out from the side street at the intersection of Lexington Road and Lexington Court which

has a delay of 172.7s.

3.2 Safety

The Columbia Street East / Lexington Road traffic conditions and the high number of accesses

contribute to vehicle conflicts affecting the level of safety. A safety review was completed for the

corridor and key points from the Safety Review are presented below in Table 3-1. There will be

opportunities to further review safety along the corridor during detail design.


Page 27

Table 3-1: Columbia Street / Lexington Road Safety Assessment

Location Collision Pattern Potential Causal

Factors

Potential Treatments/Comments

on Reconstruction

Columbia Street at King Street North

78 reported

collisions over the

expected collisions of

51

52 in clear and dry

conditions

48 occurred between

12:00 – 7:00 pm

34 of 78 collisions

‘rear end’

24 of 78 collisions

‘turning movement’

Longer eastbound

left turn queue/delay

makes the drivers

rush to make the turn

during the end of left

turn green phase.

Longer delay due to

one westbound

through lane for

westbound through

traffic makes the

drivers follow too

close.

Sudden

stopping/slowing on

approach to traffic

signals.

Low friction on

approaches.

Extend the second

westbound through

lane to Weber Street

to provide more

capacity.

Provide longer all-

red time.

Resurfacing of road

should improve

friction.


Page 28


Factors


on Reconstruction

Columbia Street at Regina Street

25 reported collisions

Predominantly in

clear and dry

conditions

Nine occurred

between 3:00 – 5:00

pm

22 of 25 collisions

either ‘angle’ or


Northbound left turns

with eastbound /

westbound through

Skewed south

approach makes it

difficult for

northbound left

turning drivers to

judge gaps in

eastbound-

westbound traffic.

Limited sightlines on

south approach for

left turning drivers,

particularly to the

west.

High driver workload;

left turning drivers

required to find gap

in both eastbound

and westbound

traffic.

Queue spillback from

signals at Weber

Street.

Potential lack of

sufficient gaps for left

turning drivers

(during peak hour).

Upon reconstruction,

ensure corners are

kept clear of sight

obstructions


ensure eastbound

queues at Weber

Street are kept to

minimum

Right –in/Right-out

only with Left turn

restrictions at Regina

Street

Columbia Street at Weber Street North


over the expected

collision of 55

23 occurred during

afternoon peak hour

(3:00 – 6:00 pm)

16 occurred on wet

or slippery road

surface

Almost half were

‘rear end’ collisions

(27)

16 were ‘turning

movement’ collisions

Sudden

stopping/slowing on

approach to traffic

signals.

Low friction on

approaches.

Traffic volumes

reaching its capacity

makes drivers take

risk to move in

smaller gaps.

Consider adding

northbound right turn

and eastbound right

turn lanes to provide

more capacity.

Modify westbound

right turn lane to

through-right shared

lane to provide more

capacity.

Resurfacing of road

should improve

friction.


Page 29


Factors


on Reconstruction

Columbia Street / Lexington Road at Marsland Drive


Predominantly in

clear and dry

conditions

Fourteen occurred

during morning (7:00

– 9:00 am) and

afternoon (3:00 –

5:00 pm) peak period

Six ‘angle’, five ‘rear

end’, and five ‘turning

movement’ collisions

Collisions primarily

involve movements

originating from

south approach

Limited sightlines on

south approach for

left turning drivers -

to the east (due to

curvature of road and

retaining wall).

Intersection not

conspicuous to

westbound

approaching drivers

(due to retaining

wall).

High driver workload;

left turning drivers

required to find gap

in both eastbound

and westbound

traffic.

Lack of sufficient

gaps for left turning

drivers (during peak

hour).


ensure retaining wall

does not conflict with

sightlines to the east.

Consider trimming

vegetation back on

the inside of curve on

Lexington Road (to

the east) to improve

sightlines.

Addition of

westbound left turn

lane on Lexington

Road (for turns onto

Marsland Drive) will

highlight presence of

intersection.

Lexington Road at Dearborn Boulevard (West) / Dearborn Place


Predominantly in

clear conditions

Six occurred during

afternoon peak hour

(4:00 – 5:00 pm)

Slightly more than

half occurred on wet

or slippery road

surface

Almost half were

‘rear end’ collisions

Sudden

stopping/slowing on

approach to traffic

signals; signals not

conspicuous to

approaching drivers.

Low friction on

approaches.

Consider adding

median on Lexington

Road to better define

intersection and add

post mounted signal

head in median.

Consider adding left

turn lanes on

Lexington Road.

Consider replacing

highway head signal

lenses with 30 cm

lenses.

Consider retro-

reflective

backboards.

Resurfacing of road

should improve

friction.


Page 30


Factors


on Reconstruction

Lexington Road at Davenport Road


Predominantly in

clear and dry

conditions

Predominantly on a

weekday

Over half of the

collisions were ‘rear

end’.

Sudden stopping /

slowing on approach

to traffic signals;

signals not

conspicuous to

approaching drivers.

Consider adding

median on Lexington

Road to better define

intersection and add

post mounted signal

head in median.

Consider replacing

highway head signal

lenses with 30 cm

lenses.

Consider retro-

reflective

backboards.

Lexington Road at Lexington Court


No pattern noted

None identified No issues identified

with proposed

median and

westbound left turn

lane on Lexington

Road.

Removal of

advertising signs and

addressing grades

to improve sight

lines.

Lexington Road at Dearborn Boulevard (East)


No pattern noted


with proposed

median and

eastbound left turn

lane on Lexington

Road.

Columbia Street segment – King Street to Regina Street


2 involved

movements from

McDonald’s parking

lot

Predominantly in

clear and dry

conditions

Close proximity of

McDonald’s entrance

to intersection of

Columbia Street and

King Street.


consider changing

McDonald’s driveway

access from full

access to right in /

right out only or

adding a median on

the east approach

that extends past

driveway.


Page 31


Factors


on Reconstruction

Columbia Street segment – Regina Street to Weber Street


No pattern noted

None identified Consider driveway

consolidation and/or

narrowing driveway

entrances.

Columbia Street Segment – Weber Street to Marsland Drive


Predominantly in

clear and dry

conditions

Almost half occurring

between 8 am – 9

am

8 ‘rear end’ and 10


collisions

Many collisions

involved inbound /

outbound

movements from

driveways along

Columbia Street

Inadequate gaps in

traffic to make

inbound / outbound

movements

(particularly during

morning peak).

Drivers making

inbound left to

driveways currently

required to stop in

inside lane.

Continuous two-way

left turn lane will

provide a refuge for

drivers making lefts

into driveways.

Consider driveway

consolidation and/or

narrowing driveway

entrances for

driveways in close

proximity to Weber

Street.

Lexington Road segment – Davenport Road to Dearborn Boulevard (East)


No pattern noted

None identified No improvement

recommendations.

Lexington Road segment – Dearborn Place to Lexington Court


No pattern noted


with proposed two

through lanes per

direction with a

raised median.

The collision summary shown in Table 3-1 indicates that the intersections of Columbia Street at

Regina Street, Columbia Street / Lexington Road at Marsland Drive, Lexington Road at

Dearborn Place / Dearborn Boulevard (West), and Lexington Road at Davenport Road, and the

road section of Columbia Street from Weber Street to Marsland Drive all have an

overrepresentation of turning movement and rear end collisions. Adding turning lanes is

anticipated to reduce the number of rear end collisions. Further safety reviews will be

incorporated during detail design.

City of Waterloo | Columbia Street/Lexington Road Environmental Assessment Problem and Opportunity Statement

32

4 Problem and Opportunity Statement Lack of safe bicycle facilities along the corridor; the City of Waterloo Transportation Master Plan

recommends on-street bicycle lanes for this corridor.

Frequent collisions at several locations along the corridor that could be addressed through a

revised lane configuration, locations include:

Columbia Street / Regina Street intersection

Road section between Weber Street North and Marsland Drive

Columbia Street / Marsland Drive intersection

Lexington Road / Dearborn Place / Dearborn Boulevard (West) intersection.

Excessive delay and queuing (now and in the future) at the following intersections:

Columbia Street / King Street (several turning movements)

Columbia Street / Weber Street (overall intersection operations and several turning

movements)

Columbia Street / Marsland Drive (side street delay)

Lexington Road / Lexington Court (side street delay)

Lexington Road / Dearborn Boulevard (East) (side street delay).

Current traffic volumes warrant the following improvements:

Signalization of the Columbia Street / Marsland Drive intersection is partly warranted

A left turn lane is warranted at the Columbia Street / Marsland Drive intersection

A left turn lane is warranted at the Lexington Road / Lexington Court intersection

A left turn lane is warranted at the Lexington Road / Dearborn Boulevard (East) intersection.

Additional traffic analysis will be undertaken during detail design to confirm.

While much of the roadway will need to be widened to accommodate bicycle lanes, widening of

the bridge over Highway 85 is cost prohibitive and alternative cross sections will need to be

examined. Discussions with MTO will be required at the appropriate stage of the project to

achieve the long term vision for the corridor.

While implementing left turn lanes, it is opportune to introduce pedestrian refuge islands in the

shadow lanes at unsignalized intersections (e.g. Lexington Court, Dearborn Boulevard (East),

and Marsland Drive) if signals are not installed.

Geometric adjustments are required to allow large vehicles to safely make turns (current radii

are inadequate at certain intersections).

It is opportune to improve conditions for transit passengers by adding bus pad and shelters.

There is an opportunity to improve sight lines at the intersection of Lexington Road and

Lexington Court.

City of Waterloo | Columbia Street/Lexington Road Environmental Assessment Alternative Solutions

33

5 Alternative Solutions The Class Environmental Assessment process requires documentation and examination of all

reasonable alternatives, or means to address the problem, referred to as planning alternatives.

A formal evaluation is undertaken to ensure that the process is traceable and reproducible, and

that technical, social, economic, and environmental concerns are considered as part of the

evaluation process.

Based on the needs identified for this project (as described in Section 4), this section introduces

the proposed planning alternatives considered, discusses the evaluation methodology used,

and presents the formal evaluation of each alternative and the recommended alternative.

5.1 Proposed Alternative Solutions

Alternative Solution 1: Do Nothing

This alternative was included in the assessment to provide a benchmark against which the other

alternatives could be compared. This alternative represents a continuation of existing conditions

and would involve no changes or improvements to the existing transportation network. This

option provides a baseline for comparison purposes with the following alternatives.

Alternative Solution 2: Road Widening

This alternative addresses the requirement identified in the City of Waterloo Transportation

Master Plan and the City of Waterloo Trails and Bikeway Master Plan to incorporate on-street

bicycle lanes. It also undertakes geometric improvements to address identified operational

deficiencies at study area intersections.

Alternative Solution 3: Temporary Road Diet

This alternative addresses the requirement identified in the City of Waterloo Transportation

Master Plan and the City of Waterloo Trails and Bikeway Master Plan to incorporate on-street

bicycle lanes by removing one or more vehicular lane in each direction until such time that

budget is available to undertake the road widening.

Alternative Solution 4: Roundabout Focused

This alternative involves the implementation of single-lane roundabouts where feasible, which

allows the reduction in the number of through traffic lanes from 4 to 2 (or 3 if a centre left turn

lane is used) which then allows the inclusion of on-street bicycle lanes. Multi-lane roundabouts

were also assessed.

Alternative 5: Interim Off-Road Bicycle Trail

This alternative involves the implementation of a combined off-road pedestrian / bicycle trail in

the grass boulevard on one side of the corridor between Marsland Drive and the Highway 85

Bridge.

5.2 Evaluation Criteria

The evaluation criteria were developed following the requirements and guidelines of the

Municipal Class EA document, and include inputs received during the consultation process with


Page 34

the Project Team and Stakeholders. The evaluation criteria for the evaluation of the alternative

solutions are summarized in Table 5-1.

Table 5-1: Evaluation Criteria

Factor Criteria

Land Use and Social-Economic

Business Impacts Noise Impacts Archaeological / Cultural Heritage Resource

City Building Supports Official Plan Objectives Conformity to City’s Transportation Master Plan and Trails and

Bikeway Master Plan

Transportation Corridor Capacity and Level of Service Traffic Safety Accommodation for Pedestrians and Cyclists Accommodation of Transit Service Accessible Transportation Transportation Network Considerations

Natural Environment Erosion and Landforms Storm Water Management / Drainage Vegetation and Wildlife Air Quality Sustainability

Costs Utility Relocation Capital Costs Property Acquisition

5.3 Traffic Assessment of Alternatives

HDR conducted an analysis of traffic conditions in two future horizon years (Year 2020 and year

2031) based on the future alternative solution consisting of road widening, the analyses can be

found in Appendix B. A subsequent traffic study titled Lexington Road Analysis Interim

Conditions – Final Report (“Paradigm Report”) dated July 2014 was prepared by Paradigm

Transportation Solutions Limited to review interim solutions that could be implemented between

Marsland Drive and Davenport Road. Following the Paradigm Report, HDR conducted an

analysis of future traffic conditions based on the refined interim alternative design for the short

term solution, the analysis can be found in Appendix G.

Existing turning movement counts provided in the Paradigm Report were used in the analysis

and growth rates from the HDR Report in Appendix B were used to forecast the 2024 and 2031

traffic demand. The locations and dates of the counts used in the analysis are summarized in

Table 5-2.


Page 35

Table 5-2: Turning Movement Count Location and Dates (from Appendix G)

Count Location Date

Lexington Road and Davenport Road April 2013

Lexington Road and Dearborn Boulevard November 2010 (turns), April 2013 (through)

Lexington Road and Lexington Court October 2012 (turns), April 2013 (through)

Lexington Road and Dearborn Place April 2013

Lexington Road and Marsland Drive April 2013

5.3.1 Traffic Assessment of Future Alternative Solutions

A comparison of the operations of the road network with the future widening to the do nothing

scenario shows the value of the proposed works. By comparing the congestion and

environmental impacts in the network we are able to evaluate the value of the widening. A

comparison of the volume to capacity ratios, delay, and vehicle emissions were the measures

thought to best illustrate the difference between the do nothing and future road widening

scenarios.

It was assumed that the other alternatives (Temporary Road Diet, Roundabout Focused, and

Off-Road Trail) will fall in between the do nothing and the future widening scenarios. The

analyses results of these scenarios are also included in Appendix B.

5.3.1.1 Volume to Capacity Ratios

Volume to capacity ratios (v/c ratios) shows the available capacity in a road network. Where a

value greater than 1.00 appears in a v/c ratio, it shows that an intersection movement or

approach is operating with a greater demand than the movement/approach would be expected

to accommodate.

Table 5-3 illustrates the largest v/c ratio for a single turning movement at each of the

intersections, for each time horizon for the ‘Do Nothing’ and ‘Road Widening’ scenarios.

Table 5-3: Maximum Volume to Capacity Ratio Comparison

Year and Intersection Maximum v/c Ratio for a single turning movement

AM Peak Hour PM Peak Hour

Do Nothing

Road Widening

Do Nothing

Road Widening

2020

Columbia Street / King Street 0.90 0.81 1.51 0.88

Columbia Street / Regina Street 0.53 0.24 0.51 0.44

Columbia Street / Weber Street 1.14 0.86 1.82 0.97

Columbia Street / Marsland Drive 1.26 0.31 2.26 0.54

Lexington Road / Dearborn Blvd (West) 0.78 0.65 0.88 0.68

Lexington Road / Lexington Court 0.53 0.36 1.57 0.88


Page 36

Year and Intersection Maximum v/c Ratio for a single turning movement


Do Nothing

Road Widening

Do Nothing

Road Widening

Lexington Road / Dearborn Blvd (East) 0.51 0.46 0.73 0.43

Lexington Road / Davenport Road 1.04 0.89 1.31 0.96

2031


Columbia Street / Regina Street 0.53 0.24 0.52 0.44







5.3.1.2 Delay

Intersection signal delay is the measure of travel time lost due to a traffic control, queuing, and

flow. Delays are dynamic in response to increased demands, signal timings, and conflicting

movements; however, an estimate of movement delays shows the effect that network

improvements will have on traffic flow. Where some improvements increase delays, others will

decrease it, and through adjustments to signal timings, some delays can be reduced. As signal

timings have been optimized to offer the best level of service in each scenario, we have

compared delays for each horizon year for the ‘Do Nothing’ and ‘Road Widening’ scenarios,

summarized in Table 5-4.

Table 5-4: Delay Comparison

Year and Intersection Intersection Signal Delay (seconds)


Do Nothing

Road Widening

Do Nothing

Road Widening

2020








Average Overall 82.4 36.6 294.8 57.4

2031








Page 37

Year and Intersection Intersection Signal Delay (seconds)


Do Nothing

Road Widening

Do Nothing

Road Widening


Average Overall 96.8 39.4 328.1 67.9

5.3.1.3 Air Quality

Intersection emissions are a measure of the direct environment impacts of a transportation

facility. Emissions are reported in Synchro as Carbon Monoxide, Nitrous Oxide, and volatile

oxygen compounds. The emissions calculations are based on fuel consumption and are

simplified in the Synchro reporting. For the sake of this report, we have combined all emissions

for each movement to display total emissions including all of those noted above, in order to

show the impacts of the future ‘Road Widening’ alternative, summarized in Table 5-5.

Table 5-5: Emissions Comparison

Year and Intersection Signalized Intersection Total Emissions (grams/hours)


Do Nothing

Road Widening

Do Nothing

Road Widening

2020

Columbia Street / King Street 1,145 1,062 2,682 1,567

Columbia Street / Weber Street 1,945 1,028 4,150 2,075

Lexington Road / Dearborn Blvd (West) 1,287 1,161 1,894 1,539

Lexington Road / Davenport Road 1,870 1,364 4,595 2,367

Total Overall 1,562 1,154 3,330 1,887

2031

Columbia Street / King Street 1,143 1,072 2,872 1,864

Columbia Street / Weber Street 2,035 1,107 4,533 2,354

Lexington Road / Dearborn Blvd (West) 1,291 1,197 1,936 1,559

Lexington Road / Davenport Road 3,833 1,703 4,595 2,450

Total Overall 2,076 1,270 3,484 2,057

Note: Synchro does not model emissions at unsignalized intersections

5.3.2 Traffic Assessment of Short Term Solution

The objective of the traffic assessment for the short term solution was to evaluate the refined

interim alternative design consisting of a 3.0 multi-use trail on the north side of the roadway as

well as a single westbound travel lane within the study area.

The 2024 and 2031 traffic assessment found that few movements at study intersections will

operate at or above capacity in the short term condition. Based on these projected operational

deficiencies, the following recommendations are proposed:

Intersection Improvement Recommendations

2024 2031

Lexington Road and Davenport Road - Two westbound through lanes

Columbia Street and Weber Street Increase cycle length to 130 s Dual southbound left-turn


Page 38

lanes with 130s cycle length

Lexington Road and Lexington Court Signalization* Signalization*

Lexington Road and Marsland Drive Signalization* Signalization*

*If warranted

At Lexington Road and Davenport Road, the 2031’s 95th percentile queue at eastbound left

during the weekday PM peak is 120 m, which is located at the east end of the existing overpass.

There will be opportunity to provide exclusive eastbound left-turn lane at Davenport Road while

obtaining two eastbound through lanes.

5.3.3 Summary of Traffic Assessment for Alternative Solutions

Under this EA, detailed analysis at a corridor level was completed using updated and projected

traffic volume data for 2024 and 2031.

An analysis of queue lengths in the “Do Nothing” scenario for 2024 (i.e. maintaining the existing

lane configuration) indicated that the 95th percentile queues reach 70 meters in the westbound

direction during the AM peak hour and 100 meters in the eastbound direction during the PM

peak hour, as shown in Exhibit 5-1. When considering Alternative Solution 3 (Temporary Road

Diet) which reduces the number of lanes from four to two lanes in each direction between

Davenport Road and Marsland Road, the 95th percentile queue lengths exceed 300 meters and

400m during the AM and PM peak hours, east and west of Dearborn Blvd (W) respectively, as

shown in Exhibit 5-2.

Due to the long queue lengths associated with Alternative Solution 3 (Temporary Road Diet) it

was determined that four traffic lanes are required between now and 2024 to maintain current

levels of service. However, the number of travel lanes over the Highway 85 Bridge can be

reduced from four to three between now and 2024. Keeping the travel lanes in this

configuration over Highway 85 Bridge in the longer term will need to be reviewed prior to

implementing the long term solution.


Page 39

Exhibit 5-1: 2024 “Do Nothing” Scenario - 95th percentile queues

Exhibit 5-2: Alternative Solution 3 (Temporary Road Diet) – 95th

percentile queues

Columbia/Lexington road corridor between King St. N and Highway 85 Bridge will need to be

widened in the long term to accommodate bicycle lanes and traffic volumes beyond 2024.


Page 40

Highway 85 bridge is a constraint in the study area with respect to its’ current width and

configuration. Conversely, the ideal width of the bridge would accommodate bicycle lanes, four

lanes of traffic, and sidewalks. However, the reconstruction of this bridge is not anticipated in

the short – medium term.

Other traffic analysis included a review of intersection improvements (roundabouts or modified

signal layouts) for the Marsland Drive/Lexington Road intersection and the Dearborn Blvd.

intersection. Following a review of the traffic signal warrant process, a new signal could be

installed at Marsland Drive if there were to be a future driveway built on the north side of the

road and appropriate levels of traffic reallocated to this location. Additionally a roundabout was

reviewed for both Marsland Drive and Dearborn Blvd. intersections. An analysis of the

roundabout focused alternative found that two-lane roundabouts would provide adequate

capacity in the AM peak hour but would experience unacceptable LOS in the PM peak hour.

Furthermore, the Region of Waterloo’s roundabout screening tool determined that the

roundabout total life cycle costs are significantly higher than other alternative improvements due

to the initial cost to construct the roundabout and property acquisition.

5.4 Alternative Solution Evaluation

The planning alternatives were evaluated based on the ability of the alternative to address the

problem statement, including impacts to transportation, anticipated property impacts,

environmental impacts, and the list of criteria provided above. The evaluation was completed

with input from the project team, agencies and the public.

Following the evaluation, a recommendation was made on which Planning Alternatives would

be carried forward to the next phase as part of the preferred solution.

Criteria Alternative 1: Do Nothing

Alternative 2: Road Widening

& On-Street Bicycle Lanes

Alternative 3: Temporary Road Diet & On-Street Bicycle Lanes

Alternative 4: Roundabout

Focused & On-Street Bicycle

Lanes

Alternative 5: Interim Off-Road Bicycle Trail (No

Road Improvements)

Land Use and Social-Economic

No Improvement. Improved access for businesses in the area.

Less convenient access for businesses in the area in the short term.

Improved access for businesses and properties in the area for short-term only.

No Improvement.

City Building

No Improvement Supports growth in the east side of Waterloo. Follows TMP and Trails and Bikeways Master plan.

Conforms to TMP and Trails and Bikeway Master Plan recommendations. Does not fully support growth in the area.

Conforms to TMP and Trails and Bikeway Master Plan. Supports growth in the east side of Waterloo for the short-term only.

Partially conforms to TMP and Trails and Bikeway Master Plan. Does not fully support growth in the area.


Page 41







Lanes


Road Improvements)

Trans-portation

No improvements for traffic or cyclists.

Addressed all traffic operational problems. Improves safety for cyclists.

Increased queues and delays for side street traffic during several hours of the weekday. Improves safety for cyclists.

Capacity of roundabouts would be exceeded after 10 years. Improves safety for cyclists.

Defers all current operational problems indefinitely. Improves safety for cyclists.

Natural Environ-ment

No change from what currently exists.

Negligible impacts to vegetation and wildlife with road widening. Opportunity to improve green space and for landscaping boulevards.


Negligible impacts to vegetation and wildlife with road widening. Opportunity to improve green space and for landscaping boulevards.


Minimize Costs

There will be no implementation costs for this alternative.

Major construction costs related to road widening and property acquisition.

Minor costs related to repainting of road corridor.

Major construction costs related to construction of roundabouts and property acquisition.

Minor costs related to the construction of the off-road trail within the boulevard.


Page 42







Lanes


Road Improvements)

Overall This option does not address any of the identified problems or opportunities. No Cost required.

OPTION NOT

CARRIED FORWARD

This option addresses key problems and opportunities (e.g. on-road bicycle lanes and road capacity). This option requires significant capital costs.

OPTION CARRIED

FORWARD TO NEXT PHASE AS A LONG TERM

SOLUTION

This option addresses the inclusion of on-street bicycle lanes. It does not address any of the operational problems within the corridor.

OPTION CARRIED

FORWARD TO NEXT PHASE AS

POTENTIAL INTERIM

SOLUTION

This option addresses key problem and opportunities in the short-term only. It is costly and long-term problems and opportunities are not solved.

OPTION NOT CARRIED

FORWARD

This option solves short-term bicycle facility requirements. It does not address other identified problems or opportunities.

OPTION CARRIED

FORWARD TO NETX PHASE AS

POTENTIAL INTERIM

SOLUTION

5.5 Public Information Centre 1

The first Public Information Centre (PIC 1) for the Columbia Street / Lexington Road Class

Environmental Assessment (King Street North to Davenport Road) was held on Thursday, April

28, 2011 at the City of Waterloo Public Works Services Centre on Lexington Court. The purpose

of PIC 1 was to provide background information on the study, including the alternative solutions

being considered. Representatives from the City and members of the Project Team were

present at the PIC to answer questions and discuss the next steps in the study. The format was

Legend

3 2 1 0

Least Preferred

4

Most Preferred


Page 43

an informal open house session from 6:00 pm to 8:00 pm, where panels were available for

public viewing.

Approximately 17 members of the public attended the PIC as well as representatives from the

City of Waterloo and HDR.

The PIC notice was published in the Waterloo Chronicle on Wednesday, April 20, 2011 and

Wednesday, April 27, 2011. The notice was also mailed out on Friday, April 15, 2011 to

approximately 8 business owners in the study area. In addition, GRCA, Federal and Provincial

agencies, First Nations, businesses and utility companies were also notified by letter and/or

email. This resulted in the mailing of 83 notices to agencies. A copy of the notices and the

materials presented at PIC 1 has been provided in Appendix A.

A total of eight comments from the public were received after the PIC. Of the eight comments,

four showed a desire for Alternative 2 – Road Widening and On-street Bicycle lanes, while three

comments were in favour of Alternative 5 – Interim Off-Road Trail. There were favourable

comments regarding the cycling / pedestrian improvements identified for this corridor; however,

several citizens identified the bridge over Highway 85 as being a barricade for pedestrian and

cyclists.

Waterloo Fire Rescue responded to the notice and commented that they require the emergency

vehicle access to be maintained along the project for the duration to make sure the emergency

vehicles are able traverse this roadway completely at all times.

5.6 Preferred Alternative Solution

Based on the public’s input and the evaluation of the alternative solutions, the preferred short-

term alternatives include Alternative 3: Temporary Road Diet and Alternative 5: Interim Off-Road

trail. The preferred long term alternative solution is Alternative Solution 2: Road Widening and

On-Street Bicycle Lanes. This alternative will provide improved capacity and safety for the road

network and add needed bicycle and pedestrian infrastructure as recommended in the City’s

Transportation Master Plan and the City’s Trail and Bikeway Master Plan.

The preferred short-term alternatives of both the Temporary Road Diet and the Interim Off-Road

trail do not require any widening of the current road network. The temporary road diet only

requires repainting of Lexington Road between Davenport Road and Dearborn Boulevard /

Dearborn Place. The interim off-road trail only requires construction of an off-road multi-use trail

in the existing right-of-way of Lexington Road from Davenport Road to Weber Street.

The preferred long-term alternative will include on-street bicycle lanes as well as the following

road network improvements:

Two westbound through lanes in each direction between King Street North and Weber

Street North.

Regina Street North is restricted as right-in right-out (safety improvement).

The intersection of Columbia Street East and Weber Street North lane configuration:

o Exclusive left turn lanes for all approaches.


Page 44

o Two through lanes on each approach (shared with a right turn lane on the

southbound and westbound approaches).

o Exclusive right turn lanes on eastbound and northbound approaches.

Between the former Manulife West Driveway and Marsland Drive, there will be two through

lanes per direction plus a centre two-way left turn lane (safety improvement).

A raised median will be provided between Marsland Drive and Dearborn Boulevard (East).

Separate left and right turn lanes are proposed for the Lexington Court intersection.

Left turn lanes are provided on Lexington Road for the intersections of Marsland Drive

(safety improvement), Dearborn Place/Dearborn Boulevard (West) (safety improvement),

Lexington Court, and Dearborn Boulevard (East) (safety improvement).

o Based on the City’s proposed re-design at the intersection of Davenport Road

and Lexington Road, one westbound lane and two eastbound lanes between

Dearborn Boulevard (East) and Davenport Road are proposed.

City of Waterloo | Columbia Street/Lexington Road Environmental Assessment Alternative Designs

45

6 Alternative Designs The Class Environmental Assessment process requires the examination of alternative methods

of implementing the preferred undertaking by considering alternative designs. This section of

the report provides a discussion on the development and evaluation of the design decisions and

the design alternatives considered for the Columbia Street / Lexington Road corridor.

6.1 Proposed Alternative Designs

The following are the preferred long-term and short-term alternatives for the Columbia Street /

Lexington Road corridor.

1. Long-Term Design

Alternative

Widen the roadway within the existing right-of-way to

provide turning lanes and on-street bicycle lanes.

There are three short-term alternative designs:

2. Temporary Road Diet This alternative involves removing one lane of through

traffic in each direction between Marsland Drive and

Davenport Road. These two lanes would be replaced with

a centre left turn lane (west of Highway 85) and two on-

street bicycle lanes. Road capacity of this option would be

sufficient for approximately five years depending upon rate

of growth in the area.

3a. Interim Off-Road Trail

(North Side)

This alternative involves a replacement of the existing

1.5m sidewalk to 2.5m bicycle / pedestrian trail

constructed within the existing right-of-way on north of the

roadway from Weber Street to Davenport Road.

3b. Interim Off-Road Trail

(South Side)

This alternative involves a replacement of the existing

1.5m sidewalk to 2.5m bicycle / pedestrian trail

constructed within the existing right-of-way south of

roadway from Marsland Drive to Davenport Road.

6.2 Evaluation Criteria

To determine the most appropriate alternative design for the corridor, advantages and

disadvantages of each alternative design were identified and evaluated to arrive at the preferred

design concept. The evaluation factors and criteria that were considered in the evaluation of

design alternatives are in Table 6-1.


Page 46

Table 6-1: Evaluation Factors and Criteria for Design Alternatives

Factor Criteria

Land Use and Social-Economic Business Impacts

Noise Impacts

Archaeological / Cultural Heritage Resources

City Building Supports Official Plan Objectives

Conforms to City’s Transportation Master Plan and Trails and

Bikeway Master Plan

Transportation Corridor Capacity and Level of Service

Traffic Safety

Accommodation for Pedestrians and Cyclists

Accommodation of Transit Service

Accessible Transportation

Transportation Network Considerations

Natural Environment Erosion and Landforms

Storm Water Management / Drainage

Vegetation and Wildlife

Air Quality

Sustainability

Cost Utility Relocation

Capital Costs

Property Acquisition

6.3 Alternative Design Evaluation

Table 6-2 outlines the evaluation of the design alternatives carried forward from the previous

stages of this study.


Page 47

Table 6-2: Alternative Designs Evaluation

Evaluation Criteria

Alternative 1 – Road Widening+ On-street Bicycle

Lanes

Alternative 2 – Temporary Road Diet+

On-street Bicycle Lanes

Alternative 3a – Interim Off-Road Bicycle Trail Weber to Davenport on

North (No road improvements)

Alternative 3b – Interim Off-Road Bicycle Trail Marsland to Davenport

on South (No road improvements)

Land Use and Socio-Economic Environment

Improved access for businesses in the area.

Requires additional ROW.

Requires hydro relocation.

No Archaeological impacts.

Less convenient access for businesses in the area in the short term.

Construction within City owned ROW.

No hydro impacts.


No improvement in access.


No hydro impacts.




No hydro impacts.


City Building Supports growth on the east side of Waterloo.

Follows TMP and Trails and Bikeways Master plan.

Conforms to TMP and Trails and Bikeway Master Plan recommendations.

Does not fully support growth in the area.

Partially conforms to TMP and Trails and Bikeway Master Plan.


Partially conform to TMP and Trails and Bikeway Master Plan.


Transportation Addresses all traffic operational problems.

Improves safety for cyclists.

Increased queues and delays for side street traffic during several hours of the weekday.


Defers all current operational problems indefinitely.


Conforms to City Trail policy.



Does not conform to City Trail policy (driveway crossing).

Natural Environment

Negligible impacts to vegetation and wildlife with road widening.

Opportunity to improve green space and for landscaping in boulevards.


No change to what currently exists.

No change to what currently exists.


Page 48

Evaluation Criteria

Alternative 1 – Road Widening+ On-street Bicycle

Lanes

Alternative 2 – Temporary Road Diet+

On-street Bicycle Lanes

Alternative 3a – Interim Off-Road Bicycle Trail Weber to Davenport on

North (No road improvements)

Alternative 3b – Interim Off-Road Bicycle Trail Marsland to Davenport

on South (No road improvements)

Minimize Costs

Major construction costs related to road widening, utility relocation and property acquisition.

Minor costs related to repainting of road corridor.



Overall This option addresses key problems and opportunities (e.g. on-road bicycle lanes and road capacity).

This option requires significant capital cost.

This option addresses the inclusion of on-street bicycle lanes.

It does not address any of the operational problems within the corridor and significantly increases queues and delays.

This option only solves short-term bicycle facility requirements.

It does not address the other problems or opportunities identified.

This option only solves short-term bicycle facility requirements.

It does not address the other problems or opportunities identified.

Recommendation Preferred Long Term

Preferred Short Term


The second Public Information Centre (PIC 2) for the Columbia Street / Lexington Road Class

Environmental Assessment (King Street North to Davenport Road) was held on Thursday, June

23, 2011 at the City of Waterloo Works Centre on Lexington Court. The purpose of PIC 2 was to

solicit public input and comments on the alternative design concepts, the evaluation of the

alternative design concepts, and the preferred preliminary design. Representatives from the City

and the Project Team were present at the PIC to answer questions and discuss the next steps

in the study. The format was an informal open house session from 6:00 pm to 8:00 pm, where

panels were available for public viewing.

Approximately 27 members of the public attended the PIC as well as representatives from the

City of Waterloo and HDR.

Legend

3 2 1 0

Least Preferred

4

Most Preferred


Page 49

The PIC notice was published in the Waterloo Chronicle on Wednesday, June 15, 2011 and

Wednesday, June 22, 2011. The notice was hand delivered on Tuesday, June 14, 2011 to all

residents and businesses within the study area. In addition, GRCA, Federal and Provincial

agencies, First Nations, businesses and utility companies were also notified by email on

June 14, 2011. This resulted in the delivery of 125 notices to agencies, stakeholders, and

residents. A copy of the notices and the materials presented at PIC 2 has been provided in

Appendix A.

A total of 14 comments from the public were received after the PIC. Of the 14 comments, nine

preferred the road widening as the long term solution as their main preference; three preferred

the short-term temporary road diet plus off-road trail alternative; and two preferred short-term

off-road trail on the north side alternative. Of the nine that preferred the long-term alternative,

four people indicated that they preferred the off-road trail on the north side as the short-term

alternative.

Four responses were received in response to the notice of PIC 2. All of these respondents

support the road widening option. One expressed concerns regarding the road capacity of the

temporary road diet alternative. One response is from Union Gas and mentioned that they do

not have concerns at this stage. They requested to be contacted during the detail design phase.

6.5 Alternative Interim Design Refinement

In response to comments received through Public Information Centre 2 and with direction from

City Council, the preferred short term alternative design (Alternative 3a – Interim Off-Road

Bicycle Trail Weber to Davenport on North with no road improvements) was refined. The refined

alternative design was developed to provide connectivity for cyclists between Davenport Road

and Weber Street through connections to Holbeach Crescent via signed bike routes and the off-

road trail system, maintain an acceptable level of service for motorists, and balance the

objectives of the City in constructing a practical interim solution.

3c. Refined Interim Off-Road Trail

(North Side)

This alternative involves converting a 300m long

section of westbound traffic lane across the Highway

85 Bridge to a 3m on-road two-way cycling trail on the

north side of Lexington Road between Davenport

Road and west end of the Highway 85 Bridge while

maintaining the existing 1.5m sidewalk on both sides.

Additionally, build a new 3m wide multi-use trail in the

north boulevard between the west end of the Highway

85 Bridge and Holbeach Crescent. New signed bike

routes will be created on Holbeach Crescent and

Forwell Creek Road to connect the new off-road multi-

use trail to Weber Street. The section of asphalt

between Marsland Drive and Davenport Road will be

resurfaced and re-striped to add left turn lanes at

designated intersections.


Page 50


The third Public Information Centre (PIC 3) for the Columbia Street / Lexington Road Class

Environmental Assessment (King Street North to Davenport Road) was held on Wednesday,

June 3, 2015 at Mennonite Brethren (WMB) Church located at 245 Lexington Road, Waterloo,

Ontario. The purpose of PIC 3 was to solicit public input and comments on the refined interim

alternative design concept which was a result of comments received through PIC 2 and with

direction from City Council. Representatives from the City and the Project Team were present at

the PIC to answer questions and discuss the next steps in the study. The format was an

informal open house session from 6:00 pm to 8:00 pm, where panels and a roll plan drawing of

the interim alternative were available for public viewing and comment.

Approximately 56 members of the public attended the PIC.

The PIC notice was published in the Waterloo Chronicle on Wednesday, May 13, 2015 and

Wednesday, May 27, 2015 in the Waterloo Record. The notice was mailed out to all residents

and businesses within a 120m buffer surrounding the study area (343 addresses). In addition,

the PIC notice was posted on the City’s website and a separate announcement was emailed to

City Councillors on May 5, 2015. A copy of the notices and the materials presented at PIC 3 has

been provided in Appendix A.

A total of 15 comments from the public were received after the PIC. Of the 15 comments, 14

expressed concerns with cyclist safety, bicycle network connectivity, lack of dedicated cycling

facilities, and lack of future considerations. One comment had no concerns.

Due to the response from the public to include dedicated cycling infrastructure separate from

pedestrians, the project team investigated an additional design option to address these

concerns.

6.7 Refined Interim Alternative Design Evaluation

In response to comments received through Public Information Centre 3, the Refined Interim Off-

Road Trail on the north side (Alternative 3c) was further refined to include dedicated cycling

facilities, provide connectivity between Davenport Road and King Street, and balance the

objectives of the City in constructing a practical interim solution:

Alternative 4. Interim Off-Road

Cycle Track King Street to

Davenport Road

This alternative involves constructing an off-road

cycle track on both sides of the road in the north and

south boulevard between King Street and Davenport

Road.

Table 6-3 outlines the evaluation of the two refined interim design alternatives developed in

response to public comments.

Table 6-3: Refined Interim Alternative Designs Evaluation

Evaluation Criteria Alternative 3c – Refined Interim Off-

Road Bicycle Trail (North Side)

Alternative 4 – Interim Off-Road Cycle Track King Street to Davenport Road


Page 51




Land Use and Socio-Economic Environment



No hydro impacts.



Property acquisition required.

Hydro pole relocation required.


City Building Partially conforms to TMP and Trails and Bikeway Master Plan.

Conforms to TMP and Trails and Bikeway Master Plan.

Transportation Lacks full corridor connectivity for cyclists.

Potential for conflict opportunities between cyclists and pedestrians within multi-use trail.




Provides improved connectivity for cyclists.

Minimizes potential conflicts between cyclists and pedestrians.




Natural Environment No change to what currently exists.

Negligible impacts to vegetation and wildlife.

Minimize Costs Minor costs related to the removal of sidewalk and construction of off-road trail within the boulevard.

Property acquisition costs

Significant utility relocation costs

Major costs related to the construction of off-road cycle track in north and south boulevards.

Overall This option solves short-term bicycle facility requirements.

This option minimizes property acquisition, utility relocation and capital costs.

Reduces throw away costs

This option solves short-term and long-term bicycle facility requirements.

This option has major property acquisition, high utility relocation and capital costs.

High throw away costs

Recommendation Preferred Short Term


Page 52




6.8 Preferred Alternative Design

Based on public and agency input in addition to the evaluation of the alternative solutions, the

preferred long-term alternative is widening to four lanes from King Street N to the west end of

the Highway 85 Bridge to incorporate on-street bicycle lanes and widening to three lanes across

the Highway 85 Bridge to Davenport Road with on-street bicycle lanes. The previously preferred

short-term alternative was the off-road trail on the north side from Weber Street to Davenport

Road. However, based on input received from the public at the second and third PIC, the new

preferred short-term alternative is the refined interim off-road trail which includes an on-road

two-way cycling trail over the Highway 85 Bridge and a multi-use trail in the north boulevard

between the Highway 85 Bridge and Holbeach Crescent. This alternative design has lower

throw away costs and does not carry significant utility relocation costs. The detailed alternative

plans are provided in Appendix F.

A summary of the design decisions that were made including how input from stakeholders and

the public were incorporated at each stage of the design is illustrated in Exhibit 6-1.

Legend

3 2 1 0

Least Preferred

4

Most Preferred


Page 53

Exhibit 6-1: Design Decision Flowchart

City of Waterloo | Columbia Street/Lexington Road Environmental Assessment Preferred Design

54

7 Preferred Design The following section will provide the engineering characteristics of both the short-term

preferred alternative and the long-term preferred alternative. During detailed design, there will

be further consultations with affected property owners and technical agencies, including the

GRCA, the City of Waterloo, Region of Waterloo and utility companies.

The preferred long term design is summarized as follows:

Widen road to accommodate on-street bicycle lanes

Multi-use trail on north side between Davenport Road and Weber Street

Add turning lanes at required intersections to reduce delay and queue

Two through lanes in each direction on Columbia Street between King Street and Weber

Street

Regina Street North is restricted to a right-in / right-out and bus left out only

Between former Manulife West Driveway and Marsland Drive, two through lanes per

direction plus a centre two-way left turn lane

A raised median between Marsland Drive and Dearborn Boulevard (East)


Road, one westbound lane and two eastbound lanes between Dearborn Boulevard East and

Davenport Road are proposed.

The preferred short term design is summarized as follows:

Create a new 1.3km Active Transportation route between Davenport Road and Weber

Street over Highway 85 using the old Lexington Road right of way

Remove a 300m long section of westbound traffic lane across Highway 85 bridge

Build an in-boulevard multi-use trail on the north side of Lexington Road between Davenport

Road and Holbeach Crescent

Create a new signed bike route on Holbeach Cresent

Create a new signed bike route on Forwell Creek Road to Weber Street

Resurface the asphalt road between Marsland Drive and Davenport Road

Re-stripe the road and add left turn lanes at designated intersections to improve traffic flow.

The plans for the short-term and long-term alternatives have been included at a scale of 1:500

in the Preliminary Design Plates in Appendix F.

7.1 Roadway Design

7.1.1 Geometric Design

The geometric design for the ultimate improvements was based on the existing roadway

geometry. The roadway will be widened on either both sides or just one side based on the

property availability, impacts on adjacent properties, and environmental impacts. The horizontal

and vertical alignments will not be altered, only the cross section will be modified.


Page 55

7.1.2 Design Criteria

The design will follow typical urban road standards with a design speed of 60km/h. The lane

width for the eastbound and westbound centre lanes is 3.3m. The eastbound and westbound

curb lanes (adjacent to the bike lanes) will be 3.35m. All dimensions to be verified during detail

design.

7.1.3 Typical Cross Sections for the Ultimate

The four typical cross sections proposed for the Ultimate road improvements are shown below:


Page 56


Page 57

7.1.4 Typical Cross Sections for the Interim

The five typical cross sections proposed for the interim road improvements are shown below:


Page 58


Page 59

7.1.5 Alignment and Grade

Since the horizontal and vertical alignments will not be altered, the existing horizontal alignment

and grade will be used. To improve sight line visibility at the intersection of Lexington Road and

Lexington Court, a retaining wall with boulevard grading is proposed on the south side of

Lexington Road between Dearborn Place and Lexington Court. Relocating the existing retaining

wall at the intersection of Marsland Drive and Columbia Street will also be required to improve

sight line visibility.


Page 60

7.2 Drainage and Stormwater Management

Currently surface water runoff from the road is directed to existing storm sewers along the road.

Table 7-1 summarizes the proposed change in impervious area from the current situation to the

implementation of the short-term and long term recommended solutions.

Table 7-1: Current Conditions and Changes to Impervious Area Proposed

Sidewalk (m

2)

Bicycle lane or trail (m

2)

Roadway (incl. curb & gutter)

(m2)

TOTAL (m

2)

EXISTING CONDITIONS

Paved Area 5,230 0 27,020 32,250

LONG-TERM SOLUTION

-additional impervious area 1,050 5,230 230 6,510

- total impervious area 6,280 5,230 27,250 38,760

SHORT-TERM SOLUTION

-additional impervious area -1,680 3,210 0 1,530

- total impervious area 3,550 3,210 27,020 33,780

Table 7-1 shows that for the long-term solution (up to 10 years away) where the road is

widened (with reduced travel lane widths) to accommodate bicycle lanes, there is an increase of

6,510 m2 of impervious area mainly as a result of the addition of the on-street bicycle lane. For

the recommended short-term alternative, the increase in impervious area is 1,530 m2 as a

result of the bicycle trail constructed on the north side of the corridor. This marginal increase in

run-off does not constitute any significant change in the need for SWM treatment for either

quality or quantity.

With respect to drainage, for the short-term alternative, no change in drainage patterns would

be made; for the long term option, the current curb and gutter collection system would have to

be reconstructed in their new position. It is understood the stormwater sewers along the corridor

were previously designed for a 2-year storm capacity and that the current design standard is for

a 5-year storm. In light of this, the sewers will have to be re-sized during detail design; given the

increased run-off, consideration will have to be given to introducing oil grit separators into the

drainage system to provide improved quality treatment. Mitigation for this increased flow will be

considered in concert with the GRCA during the detail design phase for the ultimate scheme.

For the short-term scheme, no change in the drainage system is envisaged.

7.3 Erosion and Sediment Control

During road improvement construction, erosion and sediment control measures will be

implemented to ensure sediment does not escape the road right of way and enter the creek or

wetlands. An erosion and sediment control strategy will be developed during final design and

implemented during the construction process to minimize the potential for offsite discharge of

sediment and the resultant negative environmental impacts. Sediment and erosion control plans

will be required for all stages of the proposed development. This would take the form of silt


Page 61

fences along the road between Marsland Drive and the northern extend of the creek corridor. If

the recommendations are followed, it is not expected that runoff will reach these natural areas.

An environmental monitoring program is recommended to ensure that the sediment and erosion

control measures are installed, maintained and functioning as intended.

7.4 Utilities

7.4.1 Watermain

There are no expected impacts to the watermains located within the study area. However,

during the construction of the improvements, this may be an opportune time for any inspection /

replacement of the watermains.

7.4.2 Hydro

The preferred long term scenario widening will result in impacts to the hydro lines on the north

side of Columbia Street. The identification of hydro poles requiring relocation will be identified

and mitigated during the detailed design stage of the project

7.4.3 Cable

There are no expected impacts to the existing Rogers’ plants along Columbia Street / Lexington

Road. This will be confirmed during the detailed design stage of the project.

7.4.4 Illumination and Traffic Signals

There are no impacts to existing illumination and traffic signals with the short term

improvements. During the long term solution, traffic signals were recommended at the

intersection of Columbia Street and Marsland Drive (if warranted). A detailed review of

illumination and traffic signals should be undertaken during the detailed design stage of the

preferred long term alternatives.

7.5 Structures

It is anticipated that the widening and on-street bicycle lanes will not impact the Forwell Creek

culvert. However, the construction of the long term improvements may provide an opportunity to

maintain and/or upgrade the culvert.

It is recognized that the Highway 85 bridge is a constraint. In the interim no impacts are

expected to the structure. Discussions regarding the impact to the bridge in the ultimate solution

will take place with MTO and the City during detailed design.

7.6 Hydraulics

A review of anticipated hydraulics of Forwell Creek from the proposed widening should be

undertaken during the detailed design stage of the project.


Page 62

7.7 Geotechnical Engineering

Geotechnical inspection should be undertaken during the detailed design stage of the project to

determine sub-grade conditions within the study limits and make recommendations for an

appropriate pavement design.

7.8 Landscaping

Based on the highly urbanized nature of the landscape within the study area and the limited

extent of the proposed undertaking, impacts to natural features are anticipated to be negligible.

A landscaping plan will be created during the detailed design stage of the project.

7.9 Property Requirements

For the short-term alternative, no property acquisition will be involved since the construction will

be completed within the roadway right-of-way. For the long-term alternative, property acquisition

is required, as summarized in Table 7-2 below:

Table 7-2: Property Acquisition

No. Street # Description / Business Name

Reported Owner Property

Acquisit’n (m

2)

1 366 King Street N Sleep Country Canada William Howard Kuenzie

53

2 373 Weber Street N Bate’s Maytag Home Appliance Centre Toko Service Centre Ltd

Hargwen Holdings Ltd.

500

3 355 Weber Street N Cal Tire C.P.A Holdings Inc. 51

4 380 Weber Street N Manulife Financial

The Manufacturers Life Insurance Company

738

5 75 Columbia Street E 2203931 Ontario Inc. 2203931 Ontario Inc. 68

6 135 Lexington Court Britton automotive & industrial supply ltd

583261 Ontario Inc. 10

*Property costs not known at this time, deferred until detail design stage

Additional temporary easements may be required for construction staging or drainage

easements. Property requirement will be confirmed during detail design and affected property

owners will then be contacted.


Page 63

7.10 Driveway Impacts

No driveway impacts are anticipated for the short-term alternative. To accommodate the long-

term widening of Columbia Street / Lexington Road, a number of driveways will be impacted as

follows:

Property # Location Proposed Impact

Rationale

Former

Manulife West

Driveway

East of Weber

Street north side of

Columbia Street

Removal It is too close to the intersection of Columbia

Street and Weber Street.

The west driveway removal does not impact

site service.

Former

Manulife East

Driveway

West of Marsland

Drive north side of

Columbia

Relocation It will improve traffic operations to relocate the

former Manulife East Driveway to opposite

Marsland Drive and signalize the intersection.

Southeast of

Weber Street

and Columbia

Street

First Driveway east

of Weber Street

south side of

Columbia Street

Removal It will be a shared driveway with the new office

building

Southeast of

Weber Street

and Columbia

Street

Third Driveway east

of Weber Street

south Side of

Columbia Street

Removal It was redeveloped as an office building. The

driveway was combined with the second one.

At this time all other existing driveways are planned to be maintained as is. Driveway impacts

will be confirmed during detail design and affected property owners will then be contacted.


Page 64

7.11 Cost Estimates

Table 7-3 and Table 7-4 outline the cost estimates for the preferred ultimate and interim design

concepts respectively.

Table 7-3: Cost estimate for ultimate design concept

Description Cost

1.8km civil construction work including: Road reconstruction; sidewalks and multi-use trail; road widening; underground municipal services; raised bike lanes and hydro relocations

$4,452,400

Contingency (15%), Engineering (15%) $1,335,800

Total $5,788,200

Allowance for:

Street-lighting* $104,000

Bell, Rogers, Union Gas etc.* $100,000

Environmental Clean-up at Columbia Street/Weber Street intersection* $500,000

Total Allowance $704,000

Potential Total Project Cost $6,492,200 * Denotes rates based on recent City reconstruction works

This study identifies a short term solution to address issues between Marsland Drive and

Davenport Road until such time that the ultimate design can be budgeted.

Table 7-4: Cost estimate for interim design concept

Description Cost

1.3km active transportation route over the MTO highway 85 bridge including: In boulevard multi-use trail between Davenport Road and Holbeach Crescent; signed bike routes on Holbeach Crescent and Forwell Creek; re-surfacing the roadway between Davenport Road and Marsland Drive including turn lanes as appropriate, and use of pedestrian islands where appropriate

$430,000

Contingency and Design (15%) $64,500

Total $494,500

Additionally, there is a potential to phase implementing the long term ultimate plan which would

assist the City in financing this work. The section between King Street N and Weber Street N

could form a Phase 1 which would alleviate much of the peak hour traffic congestion that exists

between these two intersections. The cost for this section is outlined below in Table 7-5.

.


Page 65

Table 7-5: Cost estimate for potential Phase 1 ultimate design concept – King Street to Weber Street

Description Cost

0.2km civil construction work including: Road reconstruction; sidewalks; road widening; underground municipal services; raised bike lanes and hydro relocations

$589,500

Contingency (15%), Engineering (15%) $176,850

Property Acquisition (October 2016 assessed values) $133,000

Total $766,350

Allowance for:

Street-lighting* $13,600

Bell, Rogers, Union Gas etc.* $11,000

Environmental Clean-up at Columbia Street/Weber Street intersection* $500,000

Total Allowance $524,600

Potential Phase 1 Project Cost $1,290,950

City of Waterloo | Columbia Street/Lexington Road Environmental Assessment Monitoring

hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289) 695-4600

66

8 Monitoring The main consideration and mitigating measures / commitment to further work associated with

Columbia Street / Lexington Road widening are described in this section. While changes will

occur during the detailed design phase of the project, the changes should alter neither the intent

nor the components of the recommended undertaking.

The anticipated impacts to the natural, socio-economic, and cultural environments and the

respective recommended mitigation measures are detailed in

Table 8-1.

Table 8-1: Summary of Anticipated Impacts and Proposed Mitigation Measures

Factor Anticipated Impact Proposed Mitigation

Land Use and Socio-Economic Impacts

Business Impacts Improved Access to commercial / industrial properties that are adjacent to the City ROW.

Timing of construction activities can be coordinated to mitigate many of these impacts.

Construction activities should not have significant impacts on regular business, resident, and institution operations in the neighbouring area.

Re-grading to be done to allow continued use of lanes for vehicle storage / manoeuvring.

ArchaeologyImpacts The Columbia Street / Lexington Road ROW itself does not retain archaeological site potential due to previous road and residential disturbances.

A field-based Stage 2 archaeological assessment will be undertaken on the segment of the corridor that includes the tablelands either side of the Forwell Creek Valley and the valley lands themselves during detail design. It is further recommended that the Stage 2 assessment include systematic shovel test pitting at a five-metre interval and/or judgemental shovel test pitting, as appropriate.

In the event that deeply buried archaeological remains are encountered, the Heritage Operations Unity of the Ontario Ministry of Culture should be notified immediately.

In the event that human remains are encountered during construction, both the Ministry of Culture, and the Registrar or Deputy Registrar of the Cemeteries Regulation Unity of the Ministry of Government Services. Consumer Protection Branch should be contacted immediately.

Heritage and Cultural Impacts

There will be no direct/indirect impacts to the heritage values associated with the identified cultural heritage resources

Construction activities and staging should be suitably planned and undertaken to avoid impacts to identified cultural heritage resources.

Should future work require an expansion of the study area then a qualified heritage consultant should be contacted in order to confirm the impacts of the proposed work on potential heritage resources.

This report should be submitted to the Ministry of


Page 67


Tourism, Culture, and Sport, and to heritage staff at the City of Waterloo for review and comment.

Property

Property Requirements

Requirements for additional property.

Some regrading at the intersections of Columbia Street at Marsland Drive and Lexington Road at Lexington Court may be needed to allow for improved sight lines.

Formal property acquisition from commercial businesses process will be initiated during detail design.

Utilities Relocation of existing utilities.

Some utilities will need to be relocated. Formal definition of utility impacts will be determined during detail design.

Streetscaping Enhanced streetscaping.

Streetscaping details will be determined during the detailed design phase.

Transportation

Travel Times Decrease in Travel Times for motorized traffic in adjacent areas.

None.

Potential disruption to motorists during construction.

Prior to commencing construction activities, the public regulatory agencies and property / business owners will be notified regarding the scheduling of construction activities.

Natural Environment

Fisheries and Aquatic Habitat

Potential for temporary construction impacts at Forwell Creek.

Maintenance of machinery during construction should occur at a designated location away from Forwell Creek.


Further consultation with GRCA and MNR concerning species at risk is required at the detail design stage.

Vegetation and Vegetation Communities

Possible removal of some trees and vegetation to accommodate Columbia Street / Lexington Road widening.

Tree and vegetation preservation where feasible. During detailed design, the exact number,

species type, and size of trees and vegetation to be removed will be determined and replaced where feasible.

Should any trees be damaged as a result of construction, replacement with a tree of similar species and size will be provided.

Existing trees to be removed/ relocated due to


Page 68


construction are to be confirmed during the detailed design stage.

Existing areas of natural vegetation that will be retained should be clearly delineated in the field. In order to ensure no damage to trees occurs within these areas, any limbs or roots to be retained which are damaged during construction should be pruned using appropriate arboricultural techniques.

Plantings of woody species along the creek corridor adjacent to the newly constructed sidewalk should be considered to maximize protection of these features from erosion.

During the installation of the construction limit fencing, any hazard trees should be identified and removed as warranted.

Wildlife and Wildlife Habitat

Potential impact to habitat affected by minor vegetation removal.

To protect birds and their nests, trees may be cleared from August 1 to April 1. If trees need to be cleared outside of this time period, they must be inspected by a biologist prior to removal to ensure no active nests are in them.

Re-establish vegetation to maintain habitat typical of opportunistic wildlife species. Specific species to be determined during detailed design phase.

An on-site meeting with the GRCA should be conducted prior to construction to confirm wetland boundaries in the field.

Contaminated Soils

Soil Removal and Contaminants

Potential for removal of contaminated soils.

Any soils that are removed during construction should be tested for contaminants that may have been used or dumped along the corridor limits to determine proper disposal.

Potential risk to construction personnel.

A program of limited sampling and chemical testing of soil is recommended prior to construction to determine appropriate management of excess excavated soil. The specific details regarding the limited sampling and soil testing program shall be determined during the detailed design phase.

Potential for contaminated soils.

In the event that contaminated soils are encountered during construction, the Contract Administrator or Inspector shall determine the level and type of contamination immediately. Should the excavated materials be deemed “contaminated,” the soils shall be handled and disposed of in compliance with the Ontario Regulation 347 under the Environmental Protection Act.

Health and safety protocols specified under


Page 69


Regulation 839 of the Ontario Occupational Health and Safety Act shall be adhered to when encountering contaminated soils.

Drainage

Water Quality Potential migration of sediment from the construction site.

Contractor shall ensure applicable erosion and sediment control measures are in place prior to commencement of any construction activities and remain in place until all disturbed areas are fully stabilized. The area of bare soil should be minimized and re-vegetated as soon as feasible to prevent the extent and duration of impact. Erosion and sediment control measures shall be inspected on a regular basis to ensure they are functioning properly and are maintained and / or upgraded as required.

Surface Water Increase in quantity of runoff, as a result of additional extra paved impermeable surface along the Columbia Street / Lexington Road corridor.

Opportunities to improve the water quality in the study area.

A storm water management plan will be developed during the detail design phase.

Water quality requirements will be reviewed during detailed design in conjunction with the water quantity assessment.

During the detail design stage for the ultimate plan, the City will consult with Grand River Conservation Authority (GRCA) in determining appropriate Stormwater Management mitigation measures.

8.1 Monitoring

8.1.1 Archaeological Findings

It is recommended that a field-based Stage 2 archaeological assessment be carried on the

segment of the corridor that includes the tablelands either side of the Forwell Creek Valley and

the valley lands themselves. It is further recommended that the Stage 2 assessment include

systematic shovel test pitting at a five-metre interval and/or judgemental shovel test pitting, as

appropriate.

The construction site should be monitored for archaeological findings. In the event that deeply

buried archaeological remains are encountered, the Heritage Operations Unit of the Ontario

Ministry of Culture should be notified immediately. In the event that human remains are

encountered during construction, both the Ministry of Culture, and the Registrar or Deputy

Registrar of the Cemeteries Regulation Unity of the Ministry of Government Services. Consumer

Protection Branch should be contacted immediately.


Page 70

8.1.2 Heritage and Cultural Findings

Construction activities and staging should be suitably planned and undertaken to avoid impacts to identified cultural heritage resources. Should future work require an expansion of the study area then a qualified heritage consultant should be contacted in order to confirm the impacts of the proposed work on potential heritage resources. In particular, further consideration of the intersection of Lexington and Davenport Roads during detailed design may result in impacts to BHR 1 at 229 Lexington Road.

8.1.3 Environmental Findings

The following recommendations are provided to ensure that any potential impacts are

minimized:

During the detail design stage for the ultimate plan, the City will consult with Grand River

Conservation Authority (GRCA) in determining appropriate Stormwater Management

mitigation measures; specifically the presence of Redhorse should be taken into

consideration when determining SWM mitigation measures in consultation with GRCA and

MNR staff.

Sediment and erosion control measures must be installed prior to, and maintained during

construction. The area of bare soil should be minimized and re-vegetated as soon as

feasible to prevent the extent and duration of impact.

An on-site meeting with the GRCA should be conducted prior to construction to confirm

wetland boundaries in the field.

Existing areas of natural vegetation that will be retained should be clearly delineated in the

field. In order to ensure no damage to trees occurs within these areas, any limbs or roots to

be retained which are damaged during construction should be pruned using appropriate

arboricultural techniques.

Maintenance of machinery during construction should occur at a designated location away

from Forwell Creek.

Plantings of woody species along the creek corridor adjacent to the newly constructed

sidewalk should be considered to maximize protection of these features from erosion.


During the installation of the construction limit fencing, any hazard trees should be identified

and removed as warranted.

8.1.3.1 Wildlife

As most bird species and their nests are protected under the Migratory Bird Convention Act,

vegetation clearing efforts must be avoided during the breeding bird season. The songbird

breeding season extends from mid-May until late July (Cadman et al. 2007), thus any vegetation

removal should be undertaken through the fall and winter months to avoid disrupting any

species during their nesting season (MBCA, 1994; FWCA, 1997). If removal of vegetation must

occur during the breeding season, then a nest search must be done to ensure that no birds or

their nests are destroyed during these development activities.

8.1.3.2 Soils

Monitoring of the soil excavated during the construction of the Columbia Street / Lexington Road

corridor should be monitored and tested for contamination. Particular attention shall be spent in


Page 71

the areas around the Columbia Street/Weber Street intersection as a gas bar used to be located

in the north-west corner property. In the event that contaminated soils are encountered during

construction, the Contract Administrator or Inspector shall determine the level and type of

contamination immediately. Should the excavated materials be deemed “contaminated,” the

soils shall be handled and disposed of in compliance with the Ontario Regulation 347 under the

Environmental Protection Act.

8.2 Approvals Required Prior to Construction

Approvals will be required from Ministry of Transportation Ontario (MTO) to undertake any

surface work on the Highway 85 bridge in both the short term and long term plans. Additionally,

approvals from GRCA will be required for any works affecting natural watercourses along the

project corridor.

environmental study report columbia street / lexington ... · the following are the preferred...

Documents