Report: E-10-052

REGION OF WATERLOO

TRANSPORTATION AND ENVIRONMENTAL SERVICES

Design and Construction

TO: Chair Jim Wideman and Members of the Planning and Works Committee

DATE: April 27, 2010 FILE CODE: T04-20, 7128

SUBJECT: SOUTH BOUNDARY CORRIDOR AND FRANKLIN BOULEVARD EXTENSION

CLASS ENVIRONMENTAL ASSESSMENT, CITY OF CAMBRIDGE AND
TOWNSHIP OF NORTH DUMFRIES – PUBLIC INPUT MEETING FOR
PREFERRED DESIGN ALTERNATIVE

RECOMMENDATION:

For information

This report is being submitted in advance of the Public Input Meeting for the South Boundary
Corridor and Franklin Boulevard Extension Class Environmental Assessment Study to be held on
Thursday, May 6, 2010 at 7:00 p.m. at Cambridge Christian School, 229 Myers Road, Cambridge,
Ontario.

SUMMARY:

The Region of Waterloo is undertaking a Class Environmental Assessment (EA) Study for the South
Boundary Corridor, from Water Street (Highway 24) to Dundas Street (Highway 8), and Franklin
Boulevard Extension, from Myers Road to the South Boundary Corridor, in the City of Cambridge
and Township of North Dumfries. The project limits are indicated on the key plan in Appendix “A”.
The Class EA Study is being guided by a Project Team consisting of staff and Regional and local
Councillors from the Region of Waterloo, City of Cambridge, and Township of North Dumfries.

The South Boundary Corridor and Franklin Boulevard Extension Class Environmental Assessment
was initiated in 2007 to address the need for improvements to the transportation network in
south Cambridge.

Four corridor alignment alternatives were developed by the Project Team and assessed with
respect to their ability to meet the traffic and transportation needs on Franklin Boulevard, as well as
their potential impact to the social environment, natural environment, cultural/heritage environment,
traffic operations and cost. The Hybrid 1 corridor was presented to the public for review and
comment at a Public Input Meeting (PIM) of the Regional Planning and Works Committee on
February 3, 2009. Please refer to Appendix “B” which shows the alignment of the Hybrid 1 Corridor.

After due consideration of the issues raised at the February 3, 2009 PIM, the Regional Planning
and Works Committee approved the Hybrid 1 corridor on March 31, 2009 as the Recommended
Corridor Alignment for the South Boundary Corridor and Franklin Boulevard Extension Class
Environmental Assessment. In addition, Region staff were also directed to proceed with preliminary
design of the corridor and continue consultation with the public in determining opportunities to
minimize and/or mitigate impacts to the natural and social environment in completion of the Class
EA.

Following Regional Council’s approval of the corridor alignment, design alternatives for traffic

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control options at the intersections and standards for roadway cross-sections were developed by
the Project Team. These design alternatives were then assessed with respect to impacts on the
project environment related to; traffic operations and safety, social environment, natural
environment, and costs. These design alternatives include for the consideration of traffic signal
controls and roundabouts at the proposed intersections in meeting the traffic operation needs for
the corridor. The design alternatives were presented to the public at a Public Consultation Centre
(PCC #3) on March 10, 2010, along with the Project Team’s preliminary evaluation and
identification of a Preliminary Preferred Design Alternative. This Preliminary Preferred Design
Alternative includes: initial construction of the South Boundary Road and the Franklin Boulevard
Extension to a two lane urban cross-section with provision to accommodate four lanes in the future;
raised centre medians on both South Boundary Corridor and Franklin Boulevard; multi-use trails
along both sides of the Franklin Boulevard Extension and along the north side of the South
Boundary Corridor; roundabouts at the intersections of Water Street and South Boundary Road,
Franklin Boulevard and South Boundary Road, Branchton Road and South Boundary Road,
Dundas and South Boundary Road, and Myers Road and Franklin Boulevard; and an overpass
bridge carrying South Boundary Road over Cheese Factory Road.

Public comments received from the consultation meeting included concerns about: increases in
traffic noise, pedestrian and emergency access at Carpenter Drive associated with the proposed
raised centre median, property impacts, traffic operations at roundabouts, impacts to natural areas,
and opportunities for landscaping within the corridor. A summary of the main issues received from
the PCC and responses by the Project Team are included in Section 8 of this report.

In recognition of the public comments received and the technical evaluation of the alternatives, the
Project Team has confirmed the Preferred Design Alternative, as described above, and as
presented at the March 10, 2010 PCC. This Preferred Design Alternative is to be presented for
further public review and comment at a Public Input Meeting (PIM) of Regional Planning and Works
Committee on May 6, 2010, at the Cambridge Christian School, 229 Myers Road, Cambridge, at
7:00 pm. Following the PIM, the Project Team will review comments received and report back to
Regional Planning and Works Committee with responses and identification of a Recommended
Design Alternative for approval by Regional Council in the summer of 2010. Subject to approval by
Regional Council, the Environmental Study Report for the project will be filed for a 30-day public
review and subsequent approval by the Minister of Environment.

REPORT:

1. Background

Traffic and Transportation System Needs

Transportation network improvement needs in the south Cambridge area have been identified in a
number of Cambridge area traffic and transportation studies completed over the past several years.
These studies looked at future transportation network requirements to address the rapidly
increasing traffic growth and changing traffic patterns within and around the City of Cambridge and
Region of Waterloo. These studies include:

• 1999 Regional Master Transportation Plan (RTMP)

• 2000 Cambridge Area Routes Selection Study (CARSS)
• 2002 Detailed Transportation Network Review (DTNR)

These studies identified a road network plan that is intended to better manage traffic growth on the
key roadways by dispersing traffic away from the most congested parts of the road network and
diverting through traffic away from the downtown core and residential areas. The need for the South

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Boundary Corridor, south of Myers Road from Water Street (Highway 24) to Dundas Street South
(Highway 8), and the extension of Franklin Boulevard south of Myers Road to the South Boundary
Corridor, was identified within these studies to be carried forward for more detailed review.

Traffic delays for motorists are being experienced in the south Cambridge area and are projected to
increase with the continued growth in traffic in the future. Truck traffic along Myers Road is
significant relative to other area roadways and conflicts with its generally residential character. A
bypass corridor would help to keep truck traffic out of the area, as well as out of the Galt City
Centre area.

2. Class Environmental Assessment Study

As a result of the existing traffic conditions and projected growth, the Regional Municipality of
Waterloo is undertaking a Class Environmental Assessment study of the South Boundary Corridor,
from Water Street (Highway 24) to Dundas Street (Highway 8), and Franklin Boulevard Extension,
from Myers Road to the South Boundary Corridor, to identify a recommended solution that would
provide required traffic and transportation network capacity for the south Cambridge area in the
Region of Waterloo. Please refer to Appendix “A” for a Key Plan of the Study Area.

The study is guided by a Project Team consisting of staff from the Region of Waterloo, City of
Cambridge, Township of North Dumfries, and Grand River Conservation Authority, as well as
Regional Councillor/Township of North Dumfries Mayor Kim Denouden, City of Cambridge
Councillor Gary Price, and Township of North Dumfries Councillor Ted Higgins. The engineering
consulting firm of Delcan has been retained to assist with this Class EA Study.

3. Corridor Alignment Recommendation

Public Consultation Centre (PCC #1)

An initial Public Consultation Centre (PCC #1) was held for this project on April 10, 2007 and
presented the reasons for the study, reviewed the Class EA process, detailed the study area and
current conditions, and described the implications of doing nothing to address the current issues.
An information package was made available at the meeting, explaining the EA process, the need
and justification for the study and the alternatives under consideration.

Alternative Corridor Alignments

Following the identification of the Study Problem Statement, detailed inventories of the natural and
social environments were undertaken within the study area and four corridor alignments for the
South Boundary Corridor were developed. Each of the alternative corridor alignments for the South
Boundary Corridor and Franklin Boulevard Extension were assessed and evaluated with respect to
their potential impacts on the project environment including: the natural environment; social
environment; heritage/archaeological/cultural environment; traffic capacity/operations and safety;
and, costs.

In accordance with the Class EA process, the study has also evaluated the “Do Nothing” alternative
to determine the effect of implementing none of the above alternatives to address the identified
problems/opportunities.

Based on an evaluation of all four corridor alignments and the “Do Nothing” alternative, Hybrid 1
corridor was identified as the Project Team’s preliminary preferred alignment alternative. The
Hybrid 1 alignment was identified as the preliminary preferred alignment because it was shown to
have significantly fewer impacts on:

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ƒ Natural Environment: Avoids direct impacts to natural features that contain ecologically
sensitive or significant habitat functions; and
ƒ Land Fragmentation: Least amount of land fragmentation as compared to other alternatives.

Please see Appendix “B” for a plan view of the Hybrid 1 corridor.

Public Consultation Centre (PCC #2)

The four alternatives, their assessments, evaluations, and the Project Team’s preliminary preferred
corridor alignment was presented to the public and reviewing agencies at a Public Consultation
Centre on June 25, 2008 to solicit input into the selection of the recommended corridor.

Approximately 70 individuals attended the PCC. All comments received were summarized and
reviewed by the Project Team for consideration of a preferred corridor alignment. In general there
were numerous comments in support of the preferred corridor, but there were also concerns
regarding impacts to the natural environment, social environment, and traffic operations.

Based on the public input and additional comments from external agencies, the Project Team
confirmed the Hybrid 1 alternative as the Preferred Corridor Alignment.

Public Input Meeting (PIM #1)

A Public Input Meeting (PIM) of the Planning and Works Committee was held on February 3, 2009
to present the Project Team’s Preferred Corridor Alignment and to receive further public input about
the study.

Approximately 75 people signed in at the meeting. Concerns expressed at the PIM were reviewed
by the Project Team and responses were mailed to all those who had attended. Comments
received at the PIM were generally of the following themes: use of Waynco Road, shifting western
portion of corridor further away from the Municipal Boundary, noise impacts, lighting impacts, air
quality impacts, traffic assessments, Municipal Boundary adjustments for development, property
impacts, and Highway 8 at Vanier Drive access impacts.

Regional Council Approval of the Corridor Alignment

After due consideration of the public input received at the February 3, 2009 PIM, the Project Team
confirmed its assessment of the Hybrid 1 alternative as the Recommended Corridor Alignment for
presentation to Regional Planning and Works Committee for endorsement to Regional Council
for approval.

On March 31, 2009, the Regional Planning and Works Committee approved the Hybrid 1 corridor as
the Recommended Corridor Alignment for the South Boundary Corridor and Franklin Boulevard
Extension Class Environmental Assessment. In addition, Region staff were also directed to
proceed with preliminary design of the corridor and continue consultation with the public in
determining opportunities to minimize and/or mitigate impacts to the natural and social environment
in completion of the Class EA.

4. Design Elements for the Recommended Corridor Alignment

Preferred Roadway Cross-Section

The Project Team considered various roadway cross-section elements for this study and has

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identified a preferred roadway cross-section with features as follows:

• Initial construction of the South Boundary Road and the Franklin Boulevard Extension to two
lanes with a raised centre median and ability to accommodate a future ultimate requirement
for four lanes.
• A multi-purpose trail on the north side of the roadway for the South Boundary Road, and
both sides of the roadway for Franklin Boulevard to accommodate cyclists and pedestrians.
• Roadway illumination at intersections.
• Curb and gutter on both sides of the roadway.
• Stormwater drainage control (quantity and quality) via catchbasins and piping under the
roadway draining to a single enhanced drainage ditch along the limits of the road allowance.
• Some possibility for provision of a vegetated buffer along the north side of the roadway
adjacent to the rear yard of residential properties where cross-section grades and offsets
permit.
• Potential for aesthetic features such as roadside trees and vegetative plantings.

Traffic Control Options at Intersections

Following Regional Council’s approval of the Hybrid 1 corridor alignment, design alternatives for
traffic control options at intersections were developed by the Project Team. In consideration of the
future forecasted travel demands within the study area, and with the exception of the future South
Boundary Road / Branchton Road and South Boundary Road / Franklin Boulevard intersections, it
was determined that all intersections will require traffic signals. In accordance with the Region of
Waterloo policy, a review of the appropriate traffic control was undertaken (i.e. stop control,
signalization or roundabouts) for all major intersections along the South Boundary Road Corridor.

Summary of Design Alternatives for Traffic Control Options at Intersections

Intersection Location Traffic Control Options at Intersections

South Boundary Road at Water Street ƒ Signalized Intersection
ƒ Roundabout
South Boundary Road at Franklin Boulevard ƒ Stop Controlled Intersection
ƒ Roundabout
South Boundary Road at Branchton Road ƒ Stop Controlled Intersection
ƒ Roundabout
South Boundary Road at Dundas Street ƒ Signalized Intersection
ƒ Roundabout
Franklin Boulevard at Myers Road ƒ Signalized Intersection
ƒ Roundabout

As part of the earlier presentation of the Council approved Hybrid 1 corridor alignment, the public
were presented with 3 intersection alternatives for the South Boundary Road and Cheese Factory
Road intersection. These alternatives were: At-Grade Intersection, At-Grade Intersection with
Limited Access, and Grade Separation. Based on an evaluation of these 3 intersection alternatives
at this location, the Project Team has identified a grade separated overpass bridge carrying South

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Boundary Road over Cheese Factory Road as the preferred Design Alternative at this intersection
location. Compared to other alternatives for this intersection this configuration would provide better
overall traffic operations, minimize impacts on the existing Cheese Factory Road and would result
in less impacts on the natural environment.

5. Assessment and Evaluation of Traffic Control Options at Intersections

The design alternatives for traffic control options at the intersections were assessed and evaluated
by the Project Team with respect to impacts on the project environment related to:

• Traffic Operations & Safety (ability to accommodate the expected vehicular, transit,
pedestrian and cycling traffic needs)
• Social Environment (impacts on the local community and property)
• Natural Environment (effect on existing vegetation, storm drainage, wildlife and wildlife
habitat)
• Costs (anticipated costs, capital, property)

The results of the comparative evaluation and cost analysis undertaken for the traffic control options
at project intersections are provided in Appendix “C”.

6. Preliminary Preferred Design Alternative

In consideration of various roadway cross-section alternatives together with the evaluation of

different traffic control options at intersections within the study limits, the Project Team identified a
Preliminary Preferred Design Alternative which included: initial construction of the South Boundary
Road and the Franklin Boulevard Extension to a two lane urban cross-section with provision to
accommodate four lanes in the future; raised centre medians on both South Boundary Corridor and
Franklin Boulevard; multi-use trails along both sides of the Franklin Boulevard Extension and along
the north side of the South Boundary Corridor; roundabouts at the intersections of Water Street and
South Boundary Road, Franklin Boulevard and South Boundary Road, Branchton Road and South
Boundary Road, Dundas and South Boundary Road, and Myers Road and Franklin Boulevard; and
an overpass bridge carrying South Boundary Road over Cheese Factory Road.

7. Public Consultation Centre (PCC #3)

All design alternatives, along with the Project Team’s Preliminary Preferred Design Alternative,
were presented to the public at a Public Consultation Centre (PCC #3) on March 10, 2010 from 5:00
p.m. to 8:30 p.m. at the Cambridge Christian School, 229 Myers Road, in the City of Cambridge.
Notices were placed in the local newspapers advertising the PCC and signboards were erected
within the study area in advance of the meeting. Notices of the PCC were also mailed, and/or hand
delivered to area residents, property owners, businesses, agencies, and interest groups.

The PCC was structured as a “walk around review the plans/ask questions” format with Regional
staff and Project Team members in attendance. An information package explaining the purpose,
process, need and justification, and alternatives developed as part of the study was provided to all
those who attended.

Approximately 105 people attended and signed in at the PCC and 23 written submissions were
received by comment sheets, and/or email, letter and fax. All comments received were summarized
and reviewed by the Project Team for consideration of a Preferred Design Alternative. Appendix
“D” outlines the PCC #3 summary of comments received and responses by the Project Team.
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Public comments received from the consultation meeting relate to concerns about: increases in
traffic noise, pedestrian crossing and emergency access at the Carpenter Drive intersection of
Franklin Boulevard, property impacts, traffic operations at roundabouts, impacts to natural areas,
and opportunities for landscaping within the corridor.

8. Main Concerns Raised by the Public at PCC #3

In general, the main issues identified by the public at PCC #3 relate to:

Noise Impacts

A number of comments were received with respect to concerns for an increase in noise levels
associated with traffic, trucks, and the close proximity of both the South Boundary Road and
Franklin Boulevard Extension to residential properties. Many have requested consideration for
providing noise walls.

Project Team Response:

A Noise Study has been undertaken for the proposed corridor alignment and intersection
control design alternatives for assessment of mitigation requirements such as noise barriers, in
accordance with the Region’s Noise Guidelines and MOE guidelines. The results of the noise
study indicate that projected noise levels along both the South Boundary Road and Franklin
Boulevard Extension are predicted to be less than 5 dB over the existing ambient levels
associated with the Outdoor Objective of 55 dBA, and less than 65 dBA as the maximum
threshold requiring mitigation considerations. In addition, a previous noise study completed as
part of the Empire Homes Development identified that noise walls would not be required along
Franklin Boulevard with the exception of recommending noise mitigation on the west side of
Franklin Boulevard north of Bloomington Road, which is to be provided by the developer. As a
result of these noise assessment study results under Region Noise Guidelines, no additional
mitigation is warranted, and the Project Team is not recommending noise walls as part of this
project.

Franklin Boulevard/Carpenter Street Pedestrian Crossing and Emergency Access

Many comments expressed concern with the lack of a proposed controlled pedestrian crossing at
the existing local Carpenter Street crossing of the future Franklin Boulevard. In addition, some
expressed concern associated with the proposed raised centre median and resulting access
restrictions on Franklin Boulevard, and the potential impacts on emergency service access and
response times at this location.

Project Team Response:

The Project Team’s Preferred Design Alternative includes improved pedestrian facilities for
multi-use trails along both sides of Franklin Boulevard including crossings at roundabout
intersections. No additional road crossings are proposed by the Project Team at this time;
however, the Preferred Design Alternative includes a centre median which may provide future
opportunities for a mid-block pedestrian crossing (e.g. pedestrian refuge island). The need for
a mid-block crossing, based on pedestrian warrants, at the Franklin Boulevard/Carpenter
Street location will be reviewed during detail design.

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Access requirements for emergency vehicles will be provided at the Carpenter Street
intersection of Franklin Boulevard through incorporation of a proposed emergency access
break in the centre median and will be determined during detail design through consultation
with the Cambridge Fire Department, Regional Emergency Medical Services (EMS) and
Regional Police Services.

Property Impacts

Many concerns have been received regarding the property impacts of the land requirements to
facilitate the proposed South Boundary Road, Franklin Boulevard Extension, and proposed
intersections. Specific concerns related to the Franklin Boulevard and Myers Road intersection
were received. These concerns questioned the layout of the proposed roundabout, its impact on
property access and the amount of land required.

Project Team Response:

In the development of concept plans for the preliminary layout and design of the roundabout
intersections, the Project Team considered options for shifting the roundabouts to minimize the
overall net impacts to the properties on all corners of each intersection. During detail design
further refinements to the proposed road improvements and roundabouts will be considered
with a view to minimizing impacts and development of potential mitigation options where
feasible.

The Project Team’s Preferred Design Alternative for a roundabout at the Franklin Boulevard
and Myers Road intersection will require additional widening from properties at the southwest
and southeast corners. Property access and use will be impacted to some degree; however
this configuration represents the layout with the least amount of overall impact to all of the
surrounding properties at the intersection.

Access impacts associated with property acquisitions at roundabouts and alternatives for
mitigation will be reviewed as part of detail design and property negotiations. Alternatives for
mitigation may include modification or relocation of an existing access and/or construction of a
new access as necessary. Existing access for the impacted properties at the Franklin
Boulevard and Myers Road intersection will be maintained or relocated as determined through
detail design and property negotiations.

Implementation of the proposed corridor alignment and intersection control design alternatives
would require acquisition of portions of private property for the new road allowance, widening
onto private property, obtaining temporary easements during the construction period, and the
total purchase of some properties. Exact property acquisition requirements will depend on
completion of detail design. For any property to be acquired as identified by the final approved
design, the owner will be reimbursed by the Region of Waterloo for the required land at fair
market value. An independent appraisal will be completed for the land based upon recent local
sales to determine fair market value. Any lands disturbed as a result of construction, such as
with working easements, will be restored to their current condition or better.

While it is the intent of the design process to minimize the need to acquire property, the design
alternatives involve the acquisition of private property or other property interests. The
identified Preferred Design Alternative requires the acquisition of private property at several
locations however the amount of land and precise locations to be acquired will not be known
until the final design concept is approved. Proposed property acquisitions associated with the

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Preferred Design Alternative are shown on the plans as displayed at the Public Consultation
Centre and are attached as Appendix “F”.

Once the design concept is approved the affected property owners will be contacted by
Regional Real Estate staff to discuss the necessary property acquisitions and related issues. It
is the Region’s standard practice to negotiate agreements of purchase and sale with the
affected property owners, based on an independent appraisal of the land’s fair market value. If
agreements cannot be reached in time to meet the project schedule, the Region will acquire
the needed lands through expropriation. Please see Appendix “E”, the Property Acquisition
Process Information Sheet (Projects Requiring Class EA Approval), for more detailed
information.

Traffic Operations at Roundabouts

Comments received from the public expressed concern for the ability of roundabouts to safely
accommodate traffic including trucks, pedestrians and cyclists.

Project Team Response:

The capacity analysis of the proposed roundabouts on the South Boundary Corridor and
Franklin Boulevard indicates the roundabouts will provide the needed capacity for the projected
traffic growth to beyond the 10 year horizon. Roundabouts are designed to accommodate the
turning movements of all required transportation modes (e.g. commercial trucks) and provide
for enhanced roadway/intersection operations and safety for all users.

In addition to assisting in providing speed control along the road corridor, roundabouts better
facilitate intersection operations for vehicle movements through the intersection and result in
less travel delays.

Data from numerous studies show that roundabouts provide a greater level of safety than other
types of intersections and have been proven to dramatically reduce injury collision rates
compared to signalized intersections. Specifically, roundabouts tend to be safer than
signalized intersections for pedestrians as the crossing distance is typically shorter, crossing is
required for one direction of traffic at a time, the pedestrian’s focus is on oncoming vehicles
that must yield the right-of-way, and vehicles traveling through the roundabout are typically
traveling at lower speeds.

Impacts on Natural Areas

Several comments expressed concern for the potential impact on the natural environment and
wildlife.

Project Team Response:

The Project Team recognizes the significant natural environmental features and wildlife that
exists within the study area and has undertaken extensive studies to identify these features
and evaluate the potential for impact from the Preferred Design Alternative. These studies
have been coordinated with the Grand River Conservation Authority and Ministry of Natural
resources and have considered alternatives for minimizing impacts where feasible.

For the most part, the proposed corridor alignment and Preferred Design Alternative avoid
direct impacts to natural features identified as core areas that contain ecologically sensitive or
significant habitat functions. The potential for direct and indirect impacts to the natural areas

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within the study limits have been investigated and evaluated for identification and consideration
of potential mitigation needs and measures. Mitigation measures, such as woodland edge pre-
stressing, habitat compensation, and incorporation of a naturalized barrier with contour grading
and landscaping, will be considered during the detail design and approvals phase in order to
minimize and offset any direct and indirect impacts on the natural areas. In areas where
existing wetlands are impacted and/or fragmented, mitigation measures such as wildlife
crossings are being proposed to ensure that the ecological linkage is maintained. In addition,
areas of wetland loss will be assessed in greater detail as part of a Scoped Environmental
Impact Study (EIS) to be undertaken during the detail design. The Scoped EIS will consider the
need for compensatory mitigation (i.e. "no net loss of habitat") which would involve
replacing/recreating an equal amount of lost wetland. These measures will be further
discussed in the Environmental Study Report for this project and will be considered during
detail design through necessary approvals from the Grand River Conservation Authority and
Ministry of Natural Resources.

Landscaping Opportunities

Comments received from the public indicated a desire for a significant level of landscaping along
the corridor in order to provide a buffer to adjacent properties and create a green space within the
centre median.

Project Team Response:

The Region’s standard practices for road construction incorporate streetscape and natural
landscaping components such as tree planting and low level vegetation which can provide a
buffer to adjacent properties and create a green space within the centre median. The amount,
type, and location of landscaping will be addressed during the detail design.

9. Project Team Preferred Design Alternative

Based on a thorough review of all public comments received, the technical information gathered for
this project, and the evaluation of environmental impacts and benefits/opportunities of the
alternatives, the Project Team has confirmed the Preferred Design Alternative for this Class EA
study as follows: initial construction of the South Boundary Road and the Franklin Boulevard
Extension to a two lane urban cross-section with provision to accommodate four lanes in the future;
raised centre medians on both South Boundary Corridor and Franklin Boulevard; multi-use trails
along both sides of the Franklin Boulevard Extension and along the north side of the South
Boundary Corridor; roundabouts at the intersections of Water Street and South Boundary Road,
Franklin Boulevard and South Boundary Road, Branchton Road and South Boundary Road,
Dundas and South Boundary Road, and Myers Road and Franklin Boulevard; and an overpass
bridge carrying South Boundary Road over Cheese Factory Road. Please see Appendix “F” –
Preferred Cross-Section and Traffic Control Options at Intersections – Preferred Design Alternative.

Roundabouts are identified as preferred by the Project Team at the Water Street and Dundas Street
intersections of the South Boundary Road as they would have a potential reduction in the number
and severity of future collisions, and assist in providing speed control, with slightly lower overall
costs despite higher initial construction costs as compared to the signalized Intersection alternative.
Similarly, although with greater impacts to adjacent properties, the Project Team has identified a
roundabout as the preferred design alternative at the Franklin Boulevard and Myers
Road intersection.

In addition, although not warranting future traffic signals, roundabouts have been identified as the
preferred design alternative at the Franklin Boulevard and Branchton Road intersections of the

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South Boundary Road as they would better facilitate intersection movements and assist in
controlling vehicular speeds within the corridor with lower or minimal environmental impacts in
comparison to the stop controlled intersection option.

An overpass bridge carrying South Boundary Road over Cheese Factory Road has been identified
as the Project Team’s Preferred Design Alternative at this intersection location as it would provide
better overall traffic operations, minimize impacts on the existing Cheese Factory Road and would
result in fewer impacts on the natural environment.

The Project Team’s preferred roadway cross-section includes for a raised centre median which
would provide access management in restricting driveway and local street access to right-in and
right-out movements, while maintaining accessibility through the ability to make U-turns at the
roundabouts. The centre median would reduce the risk of collisions associated with motorists
making left-turns on-to and off-of the roadway, as well as the potential for head-on collisions from
opposing traffic along South Boundary Road and Franklin Boulevard.

The centre median would provide additional opportunities to enhance landscaping which would
improve aesthetics and may also help reduce operating speeds in the corridor.

The Project Team also believes that through incorporation of off-road multi-use trails, the
preliminary preferred cross-sections of both roadways support the Region’s Transportation Master
Plan in providing a balanced transportation facility that better serves the needs of the active
transportation users in the community, such as cyclists and pedestrians. The proposed multi-use
trails have been reviewed and supported by the Region’s Cycling Advisory Committee.

The South Boundary Corridor is proposed to be constructed in stages. The first stage would
include the South Boundary Corridor from Water Street to Franklin Boulevard and Franklin
Boulevard Extension from Myers Road to South Boundary Corridor. Initially this stage will involve
constructing the preferred design in the interim as a 2 lane urban roadway with widening to the
ultimate 4 lanes when future traffic capacity needs are reached. The second stage would include
the South Boundary Corridor from Franklin Boulevard to Dundas Street which is currently not
projected to be needed until after the 10 year traffic projection horizon of 2021.

10. Project Cost

The capital cost for the Preferred Design Alternative is estimated to be in the range of $18 million to
$20 million. The final cost will be further refined as part of detailed design and will depend on
costs associated with property impacts and acquisition.

11. Next Steps

After the Public Input Meeting on May 6, 2010, the Project Team will consider and address any
additional issues raised by the public in order to develop a Recommended Design Alternative. It is
anticipated that the Project Team’s Recommended Design Alternative will be presented to the
Planning and Works Committee of the Region of Waterloo for their consideration in June 2010, and
pending Committee’s endorsement, a recommendation will be considered by Regional Council in
late June 2010. All members of the public who have expressed an interest in this project will be
notified directly of all future opportunities to comment before a final decision is made for this project.

Subject to Regional Council approval of the Recommended Design Alternative, the Environmental
Study Report (ESR) will be completed and a “Notice of Study Completion” will be ‘filed’ in the public
record for a 30 day review period. This filing will be advertised by mail-outs and notices in
newspapers. If someone feels that the study did not fully address all of the issues, they can request

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that the Minister of Environment order the project to a more detailed environmental assessment,
referred to as a Part II Order request. The Minister of Environment must receive such requests in
writing, with a copy sent to the Region’s Commissioner of Transportation and Environmental
Services. The Minister will determine if a more detailed environmental assessment is required and
the Minister’s decision will be final.

If there are no significant unresolved objections following the 30 day review period, the project will
proceed to detailed design and construction. It is anticipated that implementation of improvements
will be phased with possible initial construction of an interim 2 lane roadway beginning in
2013/2014.

11. Further Project Information

Further project information regarding this Class EA study is available at Region municipal offices.

CORPORATE STRATEGIC PLAN:

This project is consistent with the development of Strategic Focus Area 2 (Growth Management)
in terms of:

• Enhancing, developing, promoting and integrating sustainable and active forms of

transportation (public transit, cycling, and walking).

It is also consistent with the development of Strategic Focus Area 5 (Infrastructure) in terms of:

• Providing infrastructure needed to accommodate planned growth.

FINANCIAL IMPLICATIONS:

The Transportation Capital Program includes $19.74 million over the years 2010 to 2019 for the
design and construction of this project to be funded from the Region Development Charges
Reserve Fund.

OTHER DEPARTMENT CONSULTATIONS/CONCURRENCE:

The Transportation Planning Division of the Planning, Housing and Community Services
Department has been consulted in the preparation of this report.

ATTACHMENTS

Appendix A – Key Plan

Appendix B – Corridor Alignment Options Hybrid 1 (approved by Regional Council March 31, 2009)
Appendix C – Comparative Evaluation and Cost Analysis – Intersection Control Design Alternatives
Appendix D – PCC #3 Summary of Comments
Appendix E – Property Acquisition Process Information Sheet (Projects Requiring Class EA
Approval)
Appendix F – Preferred Cross-Section and Traffic Control Options at Intersections – Preferred
Design Alternative

PREPARED BY: William Gilbert, Senior Project Manager, Transportation Expansion

APPROVED BY: Thomas Schmidt, Commissioner of Transportation and Environmental Services

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APPENDIX “A”

DU
ND
AS
ST
N ST
MAIN

N
N ST
ESSIO
C O NC

CITY OF CAMBRIDGE
DU
Y
NDAR
ND

Y AR
EA B OU
AS
ST
S
CITY OF
STUD

FR A
CAMBRIDGE

NK L
IN B
D LV
WA
T ER

S RD
ST

MYER
S

TOWNSHIP OF

BR A
NORTH DUMFRIES OUND
ARY
CHE

NAL B

N CH
RY
UNDA REGIO
E SE

L BO

TON
MUN ICIPA
FAC

RD
TO R

Recommended

R EG
TOWNSHIP OF
Y RD
HIGHW AY 24

Corridor CITY OF

IO N A
NORTH DUMFRIES
HAMILTON

L BO
UND
Y
NDAR

ARY
EA BOU
CO R D Y AR
WAYN STUD

Figure 1: Key Plan of Study Area

Region of Waterloo
Franklin Boulevard Improvements
Class Environmental Assessment

DOCS #784723 Page 14 of 40

 Report: E-10-052

APPENDIX “B”

Recommended Alignment

City of Cambridge

Branchton Road
Franklin Boulevard

Cheese Factory
Expansion

Road
Municipal Boundary

South Boundary
Corridor

Township of North Dumfries

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APPENDIX “C-1”
Comparative Evaluation – Intersection Control Design Alternatives

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APPENDIX “C-2”
Comparative Evaluation – Intersection Control Design Alternatives

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APPENDIX “C-3”
Comparative Evaluation – Intersection Control Design Alternatives

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APPENDIX “C-4”
Comparative Evaluation – Intersection Control Design Alternatives

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APPENDIX “C-5”
Comparative Evaluation – Intersection Control Design Alternatives

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APPENDIX “C-6”

Cost Analysis: Stop Control or Signalized Intersection Versus Roundabout

Estimated Capital Cost Projected 20-Year Injury Collision Cost Total - Estimated Overall Cost
Intersection 2 -way 2 -way 2 -way
Signalized Signalized Signalized
Stop Roundabout Stop Roundabout Stop Roundabout
Intersection Intersection Intersection
Control Control Control

Franklin Blvd./Myers Rd. ----- $880,000 $1,070,000 ----- $390,000 $155,000 ----- $1,270,000 $1,225,000

South Boundary Rd./Water St. ----- $863,000 $1,078,000 ----- $327,000 $107,000 ----- $1,190,000 $1,185,000

South Boundary Rd./Franklin Blvd. $617,000 ----- $772,000 $58,000 ----- $83,000 $675,000 ----- $855,000

South Boundary Rd./Branchton Rd. $884,000 ----- $1,065,000 $96,000 ----- $135,000 $980,000 ----- $1,200,000

South Boundary Rd./Dundas St. ----- $1,210,000 $1,262,000 ----- $710,000 $188,000 ----- $1,920,000 $1,450,000

DOCS #784723 Page 21 of 40 Page 21 of 40


APPENDIX “D-1” – PCC No. 3 Summary of Comments
Public Consultation Centre No. 3 Comment Summary
Ref.
Respondent
No.
1 Study Area Resident
2 Study Area Resident
3 Study Area Resident
4 Study Area Resident
DOCS #784723
Table 1
Comment(s)
• Noise buffering is required near
Langlaw Drive.
• I am concerned about the noise
and the amount of traffic on the
Franklin Blvd extension which is
directly behind our house. Has a
noise study been done for the
Franklin extension? Or was that
included in the corridor study.
• Issues related to not having a full
movement intersection at
Franklin Boulevard and
Carpenter:
- Longer emergency response
times
- No pedestrian link across
Franklin Boulevard.
- Loss of connectivity for
pedestrians to Franklin Pond.
• Consider a pedestrian bridge.
• Would like to see pedestrian and
cyclist connections to the
proposed multiuse trails adjacent
to residential properties and to
the River Rail Trail. Particularly
where existing right of ways exist
(e.g. Langlaw Street, SW corner).
This would be a huge benefit to
local residents and will help
mitigate some negative impacts.
Report: E-10-052
Consideration of Comment(s)
• Based on the results of a noise
assessment completed as part of
the study, no mitigation is
warranted under MOE/MTO Joint
Protocol and Regional noise
guidelines.
• Based on the results of a noise
assessment completed as part of
the study, no mitigation is
warranted under MOE/MTO Joint
Protocol and Regional noise
guidelines. A previous noise study
completed as part of the Empire
Homes Development,
recommended noise mitigation on
the west side of Franklin
Boulevard, north of Bloomington
Road.
- EMS will be contacted during
detailed design to discuss their
requirements and determine if
any accommodation for their
vehicles is needed.
- Pedestrian accommodations at
this location (e.g. pedestrian
refuge island) will be
determined during detailed
design.
- Pedestrians will still have ability
to Franklin Pond via alternate
route.
• Pedestrian accommodations at
this location (e.g. pedestrian
refuge island) will be determined
during detailed design.
• The recommended multiuse path
will be connected to existing
multiuse trails in several
locations.
- A connection will be provided
to the River Rail Trail from
the intersection of South
Boundary Road and Water
Street and may involve a
switch back.
- The multiuse path will tee
into the bottom end of the
paved path from Langlaw
Drive at the abandoned rail
corridor trail and connect at
the top end of the Langlaw
Drive path.
Page 22 of 40

Public Consultation Centre No. 3 Comment Summary
Ref.
Respondent
No.
5 Study Area Resident
6 Study Area Resident
7 Study Area Resident
8 Unknown
DOCS #784723
Table 1
Comment(s)
• Ensure the multi-use trail is wide
enough for 2 lanes of use.
• Ensure that roundabouts are
large enough to handle truck
traffic.
• The roundabout on Myers and
Franklin might be too small, since
the by-pass will only be built to
Franklin Blvd for now.
• I also have concerns for
pedestrian safety at this round-
about. It will be a major
intersection crossing and many
children will have to cross it to
attend schools. Suggest a set of
lights to control all entering and
exiting lanes so pedestrians can
safely cross.
• Concerned about the impact on
the sensitive areas.
• Either move the road further back
from the properties on Langlaw or
put in noise walls (at least have
the proposed cost if walls become
necessary).
• Get rid of the roundabouts.
Report: E-10-052
Consideration of Comment(s)
- A path connection will be
provided to Cheesefactory
Road.
- Connections will be
considered to the community
trails on both sides of
Franklin Pond.
• The recommended 3.0 metre
multi-use path would be wide
enough to safely accommodate
both east and westbound
pedestrians and cyclists.
• Roundabouts will be designed to
safely accommodate the turning
movements of all required
transportation modes (e.g.
commercial trucks, transit, etc.).
• Roundabouts will be designed to
safely and efficiently
accommodate the forecast traffic
volumes and vehicle types.
• Many studies have found that
roundabouts are safer than
traditional types of intersections:
− roundabouts have slower
and more consistent speeds
− traffic is moving one-way
− pedestrians crossing
roundabouts only have one
direction of traffic to cross
at a time
• Ecological mitigation and
enhancement measures have
been developed to mitigate
potential environmental impacts
of the recommended South
Boundary Road and Franklin
Boulevard extension. Measures
include, but are not limited to:
- woodland edge pre-stressing,
- habitat compensation,
- barriers,
- wildlife crossing structures,
- wetland reconstruction,
- contour grading, and
- effective landscaping.
• Based on the results of a noise
assessment completed as part of
the study, no mitigation is
warranted under MOE/MTO Joint
Protocol and Regional noise
guidelines.
• Roundabouts were selected
as the preferred intersection
control at the identified locations
based on an evaluation that
Page 23 of 40

Table 1
Public Consultation Centre No. 3 Comment Summary
Ref.
Respondent Comment(s)
No.
9 Study Area Resident • Our concern is where Franklin
Road is projected to cross
Carpenter. It would cut off the
entire neighborhood of Swift
Crescent, Draper Crescent, etc.
We will no longer be able to walk
down Carpenter or have access to
the Franklin Pond trails. Also, if
911 emergency services were
required in our area, it will take
considerably longer. I would
much prefer no centre median,
but green space with trees on
both sides of the road.
10 Study Area Resident • Move Road 200 yards south on
Highway 8.
11 Outside the Study Area • I strongly support the South
Resident Boundary Corridor/Franklin
Boulevard extension as proposed.
12 Study Area Resident • We would like to see the
roundabout at Myers Road and
Franklin Boulevard shifted
towards the center of the
intersection. Its present position
makes the access for 405 Myers
Road unsafe and undesirable for
entering traffic.
• We would like to meet with the
planners to find an acceptable
solution. Affected parcels of land
- 12 and 8.
13 Subsequent comments • The proposed roundabout would
submitted from resident eliminate the main entrance to
following PCC No. 3 our property and not allow
adequate access to/from Myers
Road.
• The front of our property would
be adversely affected from an
appearance standpoint. Existing
green space would be eliminated.
• We would be giving up
approximately 60 parking spaces
which we can ill afford since our
parking area is full on Sunday.
• We recently installed an
electronic sign on our property,
which was approved by the City
at a cost of approximately
DOCS #784723
Report: E-10-052
Consideration of Comment(s)
considered various key criteria
including roadway operation,
safety and speed control.
• Pedestrian accommodations at
this location (e.g. refuge island)
will be determined during detailed
design.
• Pedestrians will still have ability
to Franklin Pond via alternate
route.
• EMS will be contacted during
detailed design to discuss their
requirements and determine is
any accommodation for their
vehicles is needed.
• Landscaping details will be
determined during the detailed
design phase of the study.
• Moving road to the south on
Highway 8 would have significant
impacts on Natural Area 21, a
natural feature considered to
have critical habitat functions and
regionally significant wildlife
habitat.
• Comments noted.
• Roundabout was positioned as
such to minimize the overall
property impacts and meet the
required design standards for
sightline and safety. A further
review of access impacts in this
area will be further reviewed.
• Project Team members have
since met with the subject
property owner to discuss
mitigation of impacts created by
the roundabout.
• These issues were discussed in a
post PCC meeting with the
affected landowner. The Region
will work with the landowner to
address and attempt to mitigate
the impacts resulting from the
introduction of a roundabout.
Page 24 of 40

Table 1
Public Consultation Centre No. 3 Comment Summary
Ref.
Respondent Comment(s)
No.
$60,000. The roundabout would
eliminate the sign and leave us
with no alternative for placement.
• Storm water management could
be affected by this proposal.
14 Outside the Study Area • There are too many roundabouts
Resident planned for Cambridge. These are
all too small and cannot
accommodate truck traffic
properly.
• If the purpose is to bypass
Cambridge to Franklin, the drop
south is way out of line. Take the
bypass out to Townline not
Franklin.
• Bad enough to come off 5
roundabouts along this road to
end up on the 11 on Franklin. All
of these roundabouts are going to
make trucks use Highway 24.
15 Study Area Resident • Road should be built on Waynco
Road, further from residential
area.
• Will be problem with trucks
breaking, speeding over the hill
(increased noise and air
pollution).
16 Study Area Resident • Consider impact on wildlife
when considering roundabout vs.
intersection.
• Please link Franklin Pond
with wetland area, a proposed
plan needs to consider linking the
wildlife area (Environmental
Constraint Areas #12 and #13
on) and move ahead with habitat
restoration / enhancement.
• Worried about excessive
water drainage at homes on
Bailey Drive. The land already
slopes toward the homes rather
than away.
DOCS #784723
Report: E-10-052
Consideration of Comment(s)
• Roundabouts will be designed to
accommodate the turning
movements of all required
transportation modes (e.g.
commercial trucks) and will
enhance roadway/intersection
operation and safety.
• The Region’s Official Plan and
Transportation Master Plan have
identified the potential need for
an East Boundary Road to
connect with the 401 which may
include a connection to Townline
Road.
• Roundabouts have been proposed
for the safe and efficient
movement of traffic and will be
designed to safely accommodate
truck movements.
• Recommended alignment for the
South Boundary Corridor and
Franklin Boulevard extension
were developed in Phase 2 of the
study. Alternative corridor
alignments, including Waynco
Road, were evaluated based on
natural, social and economic
environments.
• Based on the results of a noise
assessment completed as part of
the study, no mitigation is
warranted under MOE/MTO Joint
Protocol and Regional noise
guidelines.
• The affect on existing vegetation,
storm drainage, wildlife and
wildlife habitat was a key criterion
that was used in selecting the
preferred intersection control
method.
• The subject location has been
identified by the project team as
a future habitat restoration /
enhancement area.
• Roadside drainage from the SBR
corridor will be collected in a
system of storm sewers, swales
and drainage ditches, contained
within the SBR right of way, and
conveyed to a storm water
management (SWM) pond. Bailey
Drive would be separated from
Page 25 of 40

Table 1
Public Consultation Centre No. 3 Comment Summary
Ref.
Respondent Comment(s)
No.
17 Unknown • The chosen design alternative
seems to be appropriate. The
only issue I see is that of
matching this planning to the
Province's planning for the 424
Highway from the 403 to the 401.
18 Study Area Resident • Our main concern is the safety of
our children and the
neighborhoods that will be
divided and negatively impacted
by the intersection of Carpenter
and Franklin Boulevard (e.g.
additional traffic congestion,
pedestrians/cyclists forced onto
four lane road, vehicles wishing
to go in opposite direction turning
in driveways/u-turns to go in
other direction, emissions
harming the environment,
reducing the convenience of
cycling or walking).
• Perhaps a 4-way stop or
signalized intersection would be
safest, or a bridge crossing over
the road restricting access.
• Concerned about increased noise
level due to truck traffic. Is there
a plan to put up a sound barrier
wall? Suggest a sound barrier
installed along the Franklin
Boulevard extension from Myers
Road to the South Boundary Road
as well as to any house adjacent
to the new South Boundary Road.
• A median separating north and
south lanes must be aesthetically
pleasing and low maintenance.
19 Subsequent comments • A noise wall along the Franklin
submitted from resident Boulevard extension and South
following PCC No. 3 Boundary Road could and serve
as an architecturally consistent
sight that is pleasing to the eye,
unlike the mish-mash of fences to
the north.
• Centre median on Franklin would
segregate the neighborhoods on
the east and west sides.
DOCS #784723
Report: E-10-052
Consideration of Comment(s)
the South Boundary Road
Corridor by a natural area that
will not be disturbed by the
construction of the SBR.
• The completion of Franklin Blvd
and the adjacent subdivision
including the storm sewers and
SWM facilities should improve the
overall drainage for the Residents
on Bailey Drive.
• The Region has liaised directly
with the MTO and has a
representative on their study.
• Consideration will be given to
pedestrian accommodations (e.g.
pedestrian refuge island) at this
location during detailed design.
• Restricted vehicle access has
been proposed to protect the
integrity of Franklin Boulevard to
service vehicle movement.
• Based on the results of a noise
assessment completed as part of
the study, no mitigation is
warranted under MOE/MTO Joint
Protocol and Regional noise
guidelines.
• Aesthetic features to be
considered for the raised centre
median will include mostly sod &
low scrubs. In areas where
sightlines are not an issue trees
may be considered.
• Noise studies were completed for
the proposed SBR and Franklin
Boulevard Extension and only
areas identified for noise
mitigation are proposed for
inclusion in the design.
• Pedestrian accommodations at
this location (e.g. refuge island)
will be determined during detailed
Page 26 of 40

Table 1
Public Consultation Centre No. 3 Comment Summary
Ref.
Respondent Comment(s)
No.
• We need a corridor to efficiently
connect the southern part of the
Waterloo Region to the North.
20 Study Area Resident • What implications will the
proposed intersection control
options have on block 99 (located
SW of Bailey Drive, location
provided)
21 Study Area Resident • I am concerned that proposed
road will result in new
development (i.e. retail,
commercial, residential, etc.)
along the road, and therefore
further interrupt conservation
lands between the new road and
our property. The sole reason we
bought our lot on Swift Crescent
was because it backs onto what
we were told are “protected
wetlands” (under the North
Dumfries Conservation
Authority); we were not notified
that there was any plan for such
a road.
• We would be especially concerned
if the road is proposed to be any
closer than 500 yards due to
noise and air pollution.
• I would like recommend that
signage be installed along the
new route forbidding transport
trucks from using engine brakes.
22 Study Area Resident • I would like to express my
disappointment in the failure to
notify local residents of the public
meeting held on March 10th,
2010. I live on the south side of
DOCS #784723
Report: E-10-052
Consideration of Comment(s)
design.
• The proposed East Boundary
Road will complete a connection
from the southbound road to
Highway 401. The need and
timing for this is currently be
reviewed as part of the Regional
Transportation Master Plan Study.
• It is unlikely that the proposed
intersection control options will
affect the alignment of the
Franklin Boulevard Extension near
Block 99.
• Both the South Boundary Corridor
and Franklin Boulevard Extension
are to be controlled-access
roadways and their alignments
were chosen specifically to
minimize the potential for
development between the
municipal boundary and the
roadways. Additionally, the
Regional Official Plan contains
policies to limit development
within the Township and has not
permitted extensions of the
Cambridge boundary for other
development applications. The
area immediately behind the
subject property is indeed
protected wetlands and is highly
unlikely to see any development;
the South Boundary Corridor
alignment curves to the south
specifically to avoid this
environmental feature.
• The South Boundary Corridor
alignment is located roughly 200
metres away from the rear corner
of this lot. Based on the results of
a noise assessment completed as
part of the study, no mitigation is
warranted under MOE/MTO Joint
Protocol and Regional noise
guidelines.
• The South Boundary Corridor will
be a Regional roadway and will
accommodate truck operations
appropriately for that level of
facility. Since the proposed road
grade is about 1%, the South
Boundary Corridor in this area will
not satisfy the requirements of
the current Regional policy
regarding the use of engine brake
signage.
• Notification was provided by
street signage within the study
area, mailings and newspaper
advertisements over a two week
period preceding the PCC.
Page 27 of 40
 Report: E-10-052

Table 1
Public Consultation Centre No. 3 Comment Summary
Ref.
Respondent Comment(s) Consideration of Comment(s)
No.
Langlaw Dr. Future notification of Notification of future project
the meeting would be related activities will be provided.
appreciated.
• Is there any way of obtaining the • The PCC No. 3 Information
minutes of this meeting? When Package is available for viewing
will your information on the on the Region’s website.
website be updated?
• How many meters south of the • The distance between the
property lines on Langlaw will the property lines and back of curb
roadway be? will typically range from 12 to 18
metres.
23 City of Cambridge Design & • Comments submitted regarding: • Trail connection near Water St to
Development subject parkette & trail will be
- trail connection near Water
St to existing parkette & trail provided.
in Chrisview Subdivision
- berming and plantings (noise • This will be given consideration
attenuation) on road during the detail design phase
allowance next to parkette in based on need and property.
Chrisview subdivision
- possibility of trail link just • The preferred design shows a
west of Cheese factory connection to the west shoulder
overpass through the of Cheese factory Road, a trail
currently being planned connection to Sunvest is possible
Sunvest and will be reviewed in detail
design.
- trail connection just west of • The preferred design includes a
Branchton Road to Franklin trail connection at this location.
Pond trail at parkette at end
of McNicholl Dr in Lotco
subdivision.
- what happens to the • This matter is still undetermined
acquired environmental / but is currently being considered.
other lands between
Boundary road and
Cambridge City limits? Does
region retain or does this get
dedicated to City or
Township?
- will those environmental • This matter is still undetermined
lands (particularly the ones but is currently being discussed.
around Franklin pond area be
fenced at road allowance (to
mitigate public access) due
to nesting trumpeter swans
etc?
- centre line painting and • All signage and pavement
directional signage (shared markings would be completed as
pathway, etc) on/along blvd. per the Region of Waterloo
trail – and City trailhead standards.
signs at trail connection
points etc
- landscaping (trees, shrubs, • Aesthetic features to be
grasses, wildflowers etc) of considered for the raised centre
centre median area of south median will include mostly sod &
boundary road and Franklin low scrubs. In areas where
Blvd. extension? sightlines are not an issue some
trees may be considered.
- pedestrian/cyclist • Where required, pedestrian and
accommodations at cyclist accommodations will be

DOCS #784723 Page 28 of 40

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Table 1
Public Consultation Centre No. 3 Comment Summary
Ref.
Respondent Comment(s) Consideration of Comment(s)
No.
roundabouts. incorporated.

DOCS #784723 Page 29 of 40

 Report: E-10-052
Summary of Comments from Public Consultation Centre No. 3

Based on the number of comments received, the key issues that were brought forward at and subsequent
to the PCC, as well as the Project Team’s responses, are summarized as follows:

• Potential noise impacts from vehicular traffic.

Based on the results of the noise assessment completed as part of the study, no mitigation is
warranted under MOE/MTO Joint Protocol and Regional noise guidelines. A previous noise study
completed as part of the Empire Homes Development, recommended noise mitigation on the west
side of Franklin Boulevard, north of Bloomington Road.

• Franklin Boulevard/Carpenter Street issues (e.g. restrictions to pedestrian movement and

emergency vehicle access restrictions).
Should it be required, based on pedestrian warrants, pedestrian accommodations (e.g. pedestrian
refuge island) at the Franklin Boulevard/Carpenter Street intersection location will be determined
during the detailed design phase of the study. Access requirements for emergency vehicles will also
be determined during detailed design. During that time, emergency services will be consulted to
determine their requirements.

• Impacts to adjacent properties (e.g. property requirements at the SW portion of the Myers
Road/Franklin Boulevard intersection, access restrictions at the SE portion of the Myers
Road/Franklin Boulevard intersection, drainage impacts near Bailey Drive).

Impacts to adjacent properties (i.e. property impacts) have been minimized where possible. The
design team is currently looking at shifting the roundabout at Myers Road/Franklin Boulevard slightly
east to minimize property impacts to the west.

Access restrictions to the property SE of the Myers Road/Franklin Boulevard intersection can be
mitigated via the addition of a right-in, right-out access along Franklin Boulevard.

Roadside drainage from the SBR corridor will be collected in a system of storm sewers, swales and
drainage ditches contained within the SBR right of way and conveyed to a storm water management
(SWM) pond. Adjacent properties along Bailey Drive will not be negatively affected.

• Ability of roundabouts to safely accommodate trucks, additional traffic and pedestrians/cyclists.

Roundabouts will be designed to accommodate the turning movements of all required transportation
modes (e.g. commercial trucks) and to enhance roadway/intersection operations and safety for all
users.

• Impacts on natural areas.

Ecological mitigation and enhancement measures have been developed to mitigate potential
environmental impacts of the recommended South Boundary Road and Franklin Boulevard extension.
Measures include, but are not limited to:
ƒ woodland edge pre-stressing,
ƒ habitat compensation,
ƒ barriers,
ƒ wildlife crossing structures,
ƒ wetland reconstruction,
ƒ contour grading, and
ƒ effective landscaping.

• Roadside and centre median landscape treatments and aesthetics.

Streetscaping and natural landscaping components, such as tree planting and low level vegetation,
will be addressed during the detailed design phase of the study.

DOCS #784723 Page 30 of 40

 Report: E-10-052

APPENDIX “E-1”

Property Acquisition Process Information Sheet

(Projects requiring Class Environmental Assessment Approval)

The following information is provided as a general overview of the property acquisition process
and is not legal advice. Further, the steps, timing and processes can vary depending on the
individual circumstances of each case.

Once the Class Environmental Assessment is complete and the Environmental Study Report
outlining the Recommended Design Concept has been approved, the property acquisition
process and the efforts of Regional Real Estate staff will focus on acquiring the required lands
to implement the approved design. Regional staff cannot make fundamental amendments or
changes to the approved design concept.

Property Impact Plans

After the project has been approved and as it approaches final design, the project planners will
generate drawings and sketches indicating what lands and interests need to be acquired from each
affected property to undertake the project. These drawing are referred to as Property Impact Plans
(PIP).

Initial Owner Contact by Regional Real Estate Staff

Once the PIPs are available, Regional Real Estate staff will contact the affected property owners by
telephone and mail to introduce themselves and set-up initial meetings to discuss the project and
proposed acquisitions.

Initial Meetings
The initial meeting is attended by the project engineer and the assigned real estate staff person to
brief the owner on the project, what part of their lands are to be acquired or will be affected, what
work will be undertaken, when, with what equipment, etc and to answer any questions. The primary
purpose of the meeting is to listen to the owner and identify issues, concerns, effects of the
proposed acquisition on remaining lands and businesses that can be feasibly mitigated and/or
compensated, and how the remaining property may be restored. These discussions may require
additional meetings. The goal of staff is to work with the owner to reach mutually agreeable
solutions.

Goal – Fair and Equitable Settlement for All Parties

The goal is always to reach a fair and equitable agreement for both the property owner and the
Region. Such an agreement will provide compensation for the fair market value of the lands and
address the project impacts (such as repairing or replacing landscaping, fencing, paving) so that the
property owner will receive the value of the lands acquired and the restoration of their remaining
property to the condition it was prior to the Project.

The initial meetings will form the basis of an initial offer of settlement or agreement of purchase and
sale for the required lands or interests.

Steps Toward Offer of Settlement or Agreement of Purchase and Sale

The general steps towards such an offer are as follows;

1) the Region will obtain an independent appraisal of the fair market value of the lands and
interests to be acquired, and an appraisal of any effect on the value of the rest of the
property resulting from the acquisition of the required lands and interests;
2) compensation will be estimated and/or works to minimize other effects will be defined and
agreed to by the property owner and the Region;
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APPENDIX “E-2”

3) reasonable costs of the owner will be included in any compensation settlement;

4) an offer with a purchase price and any other compensation or works in lieu of compensation
will be submitted to the property owner for consideration; and
5) an Agreement will be finalized with any additional discussion, valuations, etc as may be
required.

Depending on the amount of compensation, most agreements will require the approval of Council.
The approval is undertaken in Closed Session which is not open to the public to ensure a level of
confidentiality.

Expropriation
Due to the time constraints of these projects, it is the practice of the Region to commence the
expropriation process in parallel with the negotiation process to insure that lands and interests are
acquired in time for commencement of the Project. Typically, over 90% of all required lands and
interests are acquired through the negotiation process. Even after lands and interests have been
acquired through expropriation an agreement on compensation can be reached through
negotiation, this is usually referred to as a ‘settlement agreement’.

Put simply, an expropriation is the transfer of lands or an easement to a governmental authority for
reasonable compensation, including payment of fair market value for the transferred lands, without
the consent of the property owner being required. In the case of expropriations by municipalities
such as the Region of Waterloo, the process set out in the Ontario Expropriations Act must be
followed to ensure that the rights of the property owners provided under that Act are protected.

For information on the expropriation process, please refer to ‘Expropriation Information Sheet’.

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APPENDIX “F-1”
Preferred Design Alternative

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APPENDIX “F-2”
Preferred Design Alternative

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APPENDIX “F-3”
Traffic Control Options at Intersections – Preferred Design Alternative
South Boundary Road at Water Street – Roundabout

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APPENDIX “F-4”
Traffic Control Options at Intersections – Preferred Design Alternative
South Boundary Road at Franklin Boulevard – Roundabout

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APPENDIX “F-5”
Traffic Control Options at Intersections – Preferred Design Alternative
South Boundary Road at Branchton Road – Roundabout

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APPENDIX "F-6”
Traffic Control Options at Intersections – Preferred Design Alternative
South Boundary Road at Dundas Street – Roundabout

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APPENDIX “F-7”
Traffic Control Options at Intersections – Preferred Design Alternative
Franklin Boulevard at Myers Road – Roundabout

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APPENDIX “F-8”
Traffic Control Options at Intersections – Preferred Design Alternative
South Boundary Road at Cheese Factory Road – Grade Separated Overpass

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