TOWNSHIP OF PERTH EAST

ITEM No. 8.2.1

REPORT
TO: COUNCIL
PREPARED BY: Glenn Schwendinger, CAO
DATE: April 4, 2017
SUBJECT: Response to MTO March 7, 2017 Delegation
ATTACHMENTS: 1) Perth East letter Dec. 2, 2014 (Nov 25 2014 resolution)
2) Perth East letter Nov. 29, 2013 (detailed concerns)
3) AECOM response to Perth East Nov 29, 2013 letter

RECOMMENDATIONS:

1. THAT Council receives for information the CAO April 4, 2017 Report entitled
Response to MTO March 7, 2017;
2. AND THAT Council directs staff to provide correspondence to the MTO indicating
Perth East`s support of the refinements made subject to traffic signals being
installed at the new access east of Shakespeare at the time of construction;
3. AND THAT Council directs staff to provide correspondence to the MTO outlining
the remaining outstanding concerns previously presented to the MTO;
4. AND THAT Council directs staff to request the MTO undertake a PIC to update
the community and solicit community input.

BACKGROUND:

The Ministry of Transportation (MTO) has been undertaking various studies for many
years as part of a Class Environmental Assessment (EA) process with respect to the
Provincial Highway 7/8 between New Hamburg and Stratford, through Perth East.
Perth East has been actively involved in this process over the years and has made
numerous submissions to the MTO outlining the Townships concerns, as well as
concerns raised within the community. Council is well aware of the concerns
associated with the proposed undertaking that have been documented in great detail in
the Townships various submissions, as well as in Joint submissions made with
Stratford, Perth County, and Perth South.

Integrity Teamwork Service Continuous Improvement Fiscal Responsibility

Page 1 of 9
The most recent submission provided to the MTO by Perth East was dated December
2, 2014 (see Attachment 1). This submission was brief, and included a resolution
passed by Perth East Council on November 25th, 2016. The December 2, 2014 Perth
East correspondence referred to the previous Perth East submissions which detailed
concerns and then the correspondence simply summarized that Perth East would not
provide support to the EA based on the recommendations made by the MTO at that
time.
The MTO acknowledged receipt of the December 2, 2014 correspondence and
indicated that they would review the submission and respond to the Township in due
course.
On March 7, 2017 the MTO appeared as a delegation before Perth East Council to
present what they referred to as Refinements made to the Recommended Plan as a
result of the feedback received. In particular, the refinements presented included:
1. Line 33 / road 110 intersection;
2. Highway 7/8 Alignment east of Shakespeare; and
3. Road 109 crossing of new Highway 7/8 alignment.

COMMENTS:

This report has been prepared for Councils consideration and is presented in two parts:
A. the 3 refinements presented by the MTO on March 7, 2017; and
B. the remaining concerns raised by Perth East Council As outlined in Perth East`s
correspondence to the MTO dated September 19, 2013 (See Attachment 2) which
were not addressed in the March 7, 2017 refinements.

A. March 7, 2017 Refinements

1. Line 33 / Road 110 Intersection

The MTO`s refinement for this portion was that the alignment of the
existing Road 110 will be maintained;
a structure will be provided over the new Highway 7/8; and
the intersection with Line 33 will be shifted slightly west.
This refinement is generally viewed as a positive improvement for the following
reasons:
a) maintains a direct north / south corridor in this location (that was
previously recommended by MTO for removal). This direct north / south
corridor is important for agriculture as well as emergency services
b) reduces the amount of agricultural land consumed when compared to the
previously recommended interchange
c) provides a more typical intersection at Road 110 and Line 33 with the
removal of a Northwest leg leaving directly from the intersection at a 45
degree angle.
Integrity Teamwork Service Continuous Improvement Fiscal Responsibility

Page 2 of 9
2. Highway 7/8 Alignment east of Shakespeare
The MTO`s refinement provides what is described by MTO as a full moves
intersection between the existing Highway 7/8 and the new Highway 7/8
east of Shakespeare.
This refinement is the result of a key, long-standing concern raised by Perth East
relating to safe access for our first responders east of Shakespeare. This
refinement is a good first step in the right direction, however the primary
concerns still remain with the refinement as currently presented. Further
explanations are provided as follows:
a) The main area of concern throughout this entire project has been the
highway alignment east of Shakespeare and how our firefighters would
safely access the new highway when responding in that direction.
b) The new proposal is a tremendous improvement over some of the
previous MTO suggestions and this is positive. The concern is, once
again, firefighter access at that 3 way intersection.
c) It appears that the new Shakespeare access will be controlled by a stop
sign for traffic coming out of Shakespeare. Traffic on the new highway
would not be required to stop.
d) The preference would be a signal controlled intersection that would be
green for both directions on the new highway and would only be activated
when vehicles pull up to the intersection from Shakespeare. This signal
system could be manually operated by an Opticom system in the
Shakespeare fire apparatus. This would allow our apparatus safe access
onto the highway maintaining our goal of efficient response times. Having
fire apparatus wait for a break in the traffic, or relying on the travelling
public to respect their emergency lights, leaves too much to chance.
e) The existing proposal has the same concept as the original MTO idea of a
moveable barrier. Our firefighters are still being forced to cross a four lane
highway while turning left, with only the good will of the travelling public to
protect them. This is not acceptable.
f) It is staff`s strong recommendation that Council only be satisfied regarding
this particular issue when the MTO agrees to install, when the highway is
constructed, a signalized intersection and control system with activation
through our fire apparatus at the new Shakespeare access.
3. Road 109 crossing of new Highway 7/8 alignment
The recommended plan previously presented by the MTO included a full
moves intersection at Road 109 and the new Highway 7/8.
The MTO`s refinement is to provide a grade separation for Road 109 over
the new Highway 7/8
The MTO`s refinement has removed the full moves intersection at Road
109 and the new Highway 7/8.
This refinement is viewed as generally positive although the relocation of access
to the new Highway 7/8 may need further evaluation.
Integrity Teamwork Service Continuous Improvement Fiscal Responsibility

Page 3 of 9
 a) Concern has been expressed in the past from the local agricultural
community regarding crossing the new Highway 7/8 with agricultural
equipment. With the MTO now agreeing to provide an overpass at Road
109, this hazard has been removed.
b) Having said that, the previous recommendation was to provide a full
moves intersection at Road 109 and the new Highway 7/8. The
refinement shifts the full moves access one intersection west to Road 110.
This means access to the new Highway 7/8 will be further west than
previously indicated. This may require further evaluation.

B. Outstanding Concerns Perth East September 19, 2013 Correspondence

The following text presented in italics has been extracted from the Township`s
correspondence dated November 29, 2013 to the MTO. This correspondence was a
detailed summary approved by Council of Perth East`s ongoing concerns and identified
which concerns remained as of September 2013.
Given that:
a) the current refinements proposed by MTO will impact some of the previously
identified concerns;
b) the current refinements proposed by MTO could impact some of the responses
provided to the Township by the MTO/AECOM; and
c) the current refinements do not address some of the previously identified
concerns
notation has been added below to update which concerns still remain as of March 2017.

Safety Concerns

1. Having no direct access for fire service east of Shakespeare is completely

unacceptable. There was some discussion at the PIC on an emergency access
eastbound where the new highway curves to the south off of the existing alignment.
There has been a lack of any details from the MTO to provide any confidence in the
safety of our responders as they would have to knock down a barrier and then cross
4 lanes of traffic on a curve to head east. A flyover is the only safe way that the
Township can see that will provide safe, timely access. See item 21 below previously
raised by the Township. This is a significant and primary concern.
March 2017 This concern has been partially addressed by providing access
east of Shakespeare, but as outlined above, it is essential that this access
have traffic light control. As such, the concern remains.
2. Requiring emergency apparatus to travel west to 107 and then south to the new
highway is not acceptable even with automated controls for traffic lights as
automated control is of little benefit in the conditions of traffic congestion which is
common and still anticipated in Shakespeare.
March 2017 This concern has been partially addressed by providing access
east of Shakespeare, but as outlined above, it is essential that this access
have traffic light control. As such, the concern remains.

Integrity Teamwork Service Continuous Improvement Fiscal Responsibility

Page 4 of 9
 3. Any traffic signals will need to be equipped with pre-emptive signal control devices
Sebringville and Milverton apparatus will also need to be outfitted with the pre-
emptive control devices as our 3 stations need to be capable to efficiently respond
anywhere in our response areas.
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
4. Staged construction (east of Shakespeare) with improvements to existing site lines to
reduce the dependency on our fire/EMS services is essential as this is the area of
highest safety concerns already.
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
5. The stop sign controls at roads 102, 104, & 106 are safety concerns for agricultural
traffic crossing the now wider roadway. With the expected increased traffic numbers
and agricultural equipment getting bigger/longer there are significant safety
concerns.
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
6. Require some type of emergency access from the flyover on 108 to the rail lines
below in the event of an emergency on the rail lines. Depending on the final height
of these embankments, there may be a need for the MTO to provide equipment and
training for the local Emergency responders.
March 2017 This concern was not addressed in the refinement. As such, the
concern remains. Given that under the proposed refinement the Townships
comment re emergency access to the railway at 108 would now apply at 109 as
well.
7. In looking at Highway 7/8 from New Hamburg to Stratford under the current proposal,
it is unclear why the section east of Shakespeare is the only section which remains
on the existing corridor, despite the numerous access and safety concerns. It is
unclear why this section is being treated differently than the rest of the entire
corridor.
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
8. The proximity of the intersection of Road 106 with the proposed curve for the new
highway appears to be a safety concern.
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
9. Access from existing/new corridor to Line 33. The Township understands that the
decision to have traffic access the south end of Stratford is one of the objectives of
this undertaking. The result of this has a significant impact on the lands immediately
east of Stratford. The current plan shows two large sweeping curves apparently
designed to convey higher speed, larger volumes of traffic through this area. The
Township would much prefer to see the existing road right of ways used for this
purpose, and not active farmland. Based on the information provided by the MTO,
projected traffic volumes in the Study area are projected to be high in the New
Hamburg area, with a fairly significant decrease in the volumes the further west one
travels as traffic leaves the corridor at a number of locations heading south and
north. As such, it is the Townships strong view that in light of that, and based on the
MTOs own traffic numbers, it would be much more appropriate to install traffic lights
Integrity Teamwork Service Continuous Improvement Fiscal Responsibility

Page 5 of 9
 at the intersections of 7 & 8 and Road 111. If traffic lights are acceptable to the MTO
in the high volume Hew Hamburg area, they should be acceptable east of Stratford
where traffic volume are and will be much lower. This concern remains under the
latest proposal.
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
10. Road design As indicated previously, Perth East is not in favour of a continuous
centre turning lane. It is felt that that it will act almost like a third driving lane
especially in heavy traffic or if there is a pocket of slow moving vehicles. Staff would
be more in favour of a grass or raised concrete median with specific left turn lanes
installed where required. It is felt that the continuous centre turning lane will increase
the potential for head on collisions. This concern remains under the latest proposal
east of Shakespeare
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
11. Roundabouts From an Emergency response perspective there are concerns with
roundabouts being used at busy intersections. From an emergency response
perspective alone, traffic signals are preferred as there is a lack of local familiarity at
this time in navigating a roundabout when an emergency vehicle approaches. This
is a greater concern at busier intersections. It is hoped that the MTO would cover
any and all costs associated with public education if roundabouts are implemented.
This concern remains under the latest proposal
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
12. Cul-de-sac the cul-de-sacs proposed for both the east and west end of
Shakespeare will also significantly negatively affect our response time. All apparatus
will have to drive to Road 107 and then access the highway. If the cul-de-sacs are
installed, and when the Shakespeare Station requires replacement, staff would see a
relocation of the fire station close to the Road 107 / Highway 7 and 8 intersection.
This concern remains under the latest proposal
March 2017 This concern appears to be addressed in the refinement.

Technical Concerns

13. MTO needs to publically document what the process will be for property
sale/acquisition should this plan proceed
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
14. The disregard for the importance of agricultural businesses and the loss of land can't
be tolerated. It is absurd that agriculture isn't the most important criteria when it is the
most important economic driver in Perth County
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
15. Otherwise, the southern bypass is more costly and intrusive introducing more negative
impacts without alleviating the traffic usage from Perth East roads
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.

Integrity Teamwork Service Continuous Improvement Fiscal Responsibility

Page 6 of 9
 16. Median width South of the bypass seems excessive and larger than previously
shown or discussed, need more information and clarification on this issue.
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
17. The access for the house at north-east corner of road 110 and Line 33 is awkward
and this should just become a private driveway, rather than municipal road that
needs to be maintained by the municipality.
March 2017 This concern appears to be addressed in the refinement with the
reconfiguration of this intersection.
18. At the previous PIC it was indicated that a top priority for the MTO was to have
unimpeded flow between New Hamburg and Stratford. This was stated as the
reason for the very large curves based on design speeds. It was indicated that
tighter curves (using far less land) could not be used as traffic lights were not being
used. This latest proposal now suggests a significant number of traffic lights which
will completely stop traffic, yet large radii are still being used. This appears to be
contrary to previous explanations, need more information and clarification on this
issue.
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
19. Loss of approximately 12 properties and related assessment. Based on the limited
information available, these properties will be removed from the inventory of property
suitable for residences etc. This will result in permanent loss of assessment and
revenue for the Township that will need to be compensated for by the MTO in
perpetuity. The loss in assessment of the lost agricultural land and the impact on the
remaining portions also needs to be addressed in a similar fashion.
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
20. Loss of portions of woodlot east of Road 110. It would appear that this loss could be
eliminated if slightly tighter radii for curves (as utilized elsewhere in the design) in this
area were selected.
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
21. The explanation provided for selecting a route south of the existing corridor west of
Shakespeare appears to be contrary to the opposite explanation given for selecting
the route along the existing corridor east of Shakespeare. The MTO needs to
explain and justify the opposing recommendations for sections that are essentially
the same.
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.

Outstanding Concerns

22. Previously asked MTO about reviews on studies such as this. The response at that
time was every 5 years. The MTO needs to indicate what will happen if need for
expansion changes or circumstances dictate altering planned route? Does this mean
another EA again? Recent local and regional industry changes over the last few
years appear to have altered the volumes of traffic in the area to levels lower than

Integrity Teamwork Service Continuous Improvement Fiscal Responsibility

Page 7 of 9
 experienced previously. It is strongly requested that current traffic volumes and
projections be re-examined.
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.

23. It is the Townships understanding that the traffic volumes utilized for the basis of
projections for this undertaking were taken some time ago. The Township has
noticed considerable changes in traffic volumes and traffic patterns in the area based
on a number of contributing factors (including fuel cost) and would like to see the
MTO confirm the current traffic numbers and resultant projections. This concern
remains under the latest proposal
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
24. The current plan will create a significant unnecessary redundancy within a very small
area. This will result in 3 larger scale road all running parallel within a few kilometers.
This duplication creates a significant waste of farmland and significant amount
unnecessary asphalt resulting in significant long term unnecessary costs. This
concern remains under the latest proposal
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
25. Previous Comments as the MTO is aware, the Township has submitted numerous
pieces of correspondence over the last several years providing comments and
outlining various concerns. The Township would like to take this opportunity to re-
iterate these concerns at this time including extremely important issues such as farm
drainage, property access, safe movement of farming equipment, easy access north
and south across the corridor, pedestrian safety, among others.
March 2017 This concern was not addressed in the refinement. As such, the
concern remains.
SUMMARY
One additional suggestion put forward at this time for Council`s consideration pertains
to the MTO hosting another Public Information Centre (PIC). A PIC is an event hosted
by the MTO in which their ideas and recommendations are presented to the public, and
the public is invited to submit comments. It appears that the last PIC hosted by the
MTO was on July 24, 2013. Given the considerable length of time and the fact that the
MTO has made 3 refinements to address issues raised locally, there appears to be
benefit to the community to be provided with this update and opportunity for input. The
primary concern is that the public will become aware that changes were made by the
MTO, but the public will not be aware of what the changes are. This would be
unacceptable to many as the document that would be filed by the MTO for public review
was not the document or the recommended solution presented to the community at the
last PIC.

BUDGETARY IMPACT

Approval of the recommendation as outlined in this report will not impact the approved
Corporate Budget.

Integrity Teamwork Service Continuous Improvement Fiscal Responsibility

Page 8 of 9
CORPORATE VISION, MISSION, AND CORE VALUES
The information and responses provided in this report are consistent with and in keeping
with the Municipalitys stated Corporate Vision, Mission, and Core Values.

CORPORATE STRATEGIC PLAN

The information and responses provided in this report are consistent with and in keeping
with the Municipalitys approved Strategic Plan.

Prepared By: Glenn Schwendinger, CAO

Integrity Teamwork Service Continuous Improvement Fiscal Responsibility

Page 9 of 9
 ATTACHMENT 1

Township of Perth East

Glenn Schwendinger, Chief Administrative Officer
P.O. Box 455, 25 Mill Street East Phone- (519) 595-2800
Milverton, Ontario N0K 1M0 Fax- (519) 595-2801

Email: gschwendinger@pertheast.on.ca

December 2, 2014

Ms. Brenda Jamison, P. Eng. Charles Organ C.E.T.

Consultant Project Manager MTO South Western Region
AECOM Project Manager
300 Water Street Planning and Design Section
Whitby, ON L1N 9J2 659 Exeter Road
London ON N6E 1L3
VIA EMAIL

Re: Provincial Highway 7 & 8 Transportation and Corridor Planning and Class EA Study
_____________________________________________________________________________

On November 25, 2014, Council discussed in detail the Ministry of Transportations (MTO)
latest responses received in meetings with the MTO on September 5, 2014 and October 23rd
2014. These meetings took place in response primarily due to concerns previously submitted
by the Township of Perth East (Township). This letter forms the basis of the Townships
position on the issue of the Provincial Highway 7/8 Transportation and Corridor Planning and
Class EA Study. Perth East Council passed the following resolution on November 25th, 2014:

The Ministry of Transportation has been undertaking an Environmental

Assessment for a number of years regarding Provincial Highway 7/8, a
significant portion of the study area is located within the Township of Perth
East.
The Township of Perth East has on numerous occasions provided written
submissions to the Ministry of Transportation outlining significant local concerns
dealing with a number of specific issues.
The Township of Perth East is extremely frustrated at the lack of understanding
by the MTO and thereby needlessly dividing our community. The premise of
the study was to convey traffic in an efficient and safe manner. It is the
Townships view that neither has been achieved and that there is significant
potential for increased problems in certain areas.
The Township of Perth East is appalled at the attitude shown towards the first
responders. The Township has consistently repeated concerns about safe,
timely access and the proposal of the MTO is completely unacceptable in the
Townships view as it could jeopardize the lives of our first responders.

Integrity Teamwork Service Continuous Improvement Fiscally Responsible

Page 1 of 2
 Lack of understanding of agriculture and unnecessary duplication by the MTO
as in the Townships view there are less invasive and more common sense
approaches available that appear to have been dismissed or ignored.
It is the Townships view that in attempting to solve one future problem, the
MTO will be creating numerous other problems with serious consequences for
Perth East.
The Township of Perth East has indicated previously to the MTO that if the
concerns raised by the Township were not satisfactorily addressed, that the
Township would not support the recommendations of the EA.
As a result, the Township of Perth East now finds itself in a position that it will
not provide municipal support to the EA and the current recommendations
made by the MTO.

Respectfully submitted,

Glenn Schwendinger
Chief Administrative Officer

cc Bob Aggerholm, Environmental Planner, EA Co-ordinator, MOE - London

Paul Evans, Acting Deputy Minister, MOE
Carol Layton, Deputy Minister, MTO
Randy Pettapiece, MPP Perth-Wellington

Integrity Teamwork Service Continuous Improvement Fiscally Responsible

Page 2 of 2
 ATTACHMENT 2

Township of Perth East

Glenn Schwendinger, Chief Administrative Officer
P.O. Box 455, 25 Mill Street East Phone- (519) 595-2800
Milverton, Ontario N0K 1M0 Fax- (519) 595-2801

Email: gschwendinger@pertheast.on.ca

November 29, 2013

Ms. Brenda Jamison, P. Eng. Charles Organ C.E.T.

Consultant Project Manager MTO South Western Region
AECOM Project Manager
300 Water Street Planning and Design Section
Whitby, ON L1N 9J2 659 Exeter Road
London ON N6E 1L3
VIA EMAIL

Re: Provincial Highway 7 & 8 Transportation and Corridor Planning and Class EA Study
Perth East response to PIC #6 July 2013
_____________________________________________________________________________

The following submission has been prepared by the Township of Perth East under the support
and direction of Perth East Council. This submission is based on the information available to the
Township of Perth East to this point and focuses primarily on the details presented at the PIC
held on July 24th.
The comments are provided in three groupings being:
1. Safety concerns;
2. Technical concerns; and
3. Outstanding issues from previous Township submissions.
This study has been ongoing for several years and the level of uncertainty in the community
needs to come to an end so property owners can move forward. The Township supports
completion of the EA subject to the following significant concerns being addressed to the
satisfaction of the Township. It is the Townships desire to come out of the September 30th
meeting with the MTO with responses to the following questions/concerns.

Safety Concerns

1. Having no direct access for fire service east of Shakespeare is completely

unacceptable. There was some discussion at the PIC on an emergency access
eastbound where the new highway curves to the south off of the existing alignment.
There has been a lack of any details from the MTO to provide any confidence in the
safety of our responders as they would have to knock down a barrier and then cross 4
lanes of traffic on a curve to head east. A flyover is the only safe way that the
Township can see that will provide safe, timely access. See item 21 below previously
raised by the Township. This is a significant and primary concern.

Integrity Teamwork Service Continuous Improvement Fiscally Responsible

Page 1 of 5
 2. Requiring emergency apparatus to travel west to 107 and then south to the new
highway is not acceptable even with automated controls for traffic lights as automated
control is of little benefit in the conditions of traffic congestion which is common and
still anticipated in Shakespeare.
3. Any traffic signals will need to be equipped with pre-emptive signal control devices
Sebringville and Milverton apparatus will also need to be outfitted with the pre-emptive
control devices as our 3 stations need to be capable to efficiently respond anywhere in
our response areas.
4. Staged construction (east of Shakespeare) with improvements to existing site lines
to reduce the dependency on our fire/EMS services is essential as this is the area of
highest safety concerns already.
5. The stop sign controls at roads 102, 104, & 106 are safety concerns for
agricultural traffic crossing the now wider roadway. With the expected increased
traffic numbers and agricultural equipment getting bigger/longer there are significant
safety concerns.
6. Require some type of emergency access from the flyover on 108 to the rail lines
below in the event of an emergency on the rail lines. Depending on the final height of
these embankments, there may be a need for the MTO to provide equipment and
training for the local Emergency responders.
7. In looking at Highway 7/8 from New Hamburg to Stratford under the current
proposal, it is unclear why the section east of Shakespeare is the only section which
remains on the existing corridor, despite the numerous access and safety concerns. It
is unclear why this section is being treated differently than the rest of the entire
corridor.
8. The proximity of the intersection of Road 106 with the proposed curve for the new
highway appears to be a safety concern.
9. Access from existing/new corridor to Line 33. The Township understands that
the decision to have traffic access the south end of Stratford is one of the objectives of
this undertaking. The result of this has a significant impact on the lands immediately
east of Stratford. The current plan shows two large sweeping curves apparently
designed to convey higher speed, larger volumes of traffic through this area. The
Township would much prefer to see the existing road right of ways used for this
purpose, and not active farmland. Based on the information provided by the MTO,
projected traffic volumes in the Study area are projected to be high in the New
Hamburg area, with a fairly significant decrease in the volumes the further west one
travels as traffic leaves the corridor at a number of locations heading south and north.
As such, it is the Townships strong view that in light of that, and based on the MTOs
own traffic numbers, it would be much more appropriate to install traffic lights at the
intersections of 7 & 8 and Road 111. If traffic lights are acceptable to the MTO in the
high volume Hew Hamburg area, they should be acceptable east of Stratford where
traffic volume are and will be much lower. This concern remains under the latest
proposal

Integrity Teamwork Service Continuous Improvement Fiscally Responsible

Page 2 of 5
 10. Road design As indicated previously, staff is not in favour of a continuous centre
turning lane. It is felt that that it will act almost like a third driving lane especially in
heavy traffic or if there is a pocket of slow moving vehicles. Staff would be more in
favour of a grass or raised concrete median with specific left turn lanes installed where
required. It is felt that the continuous centre turning lane will increase the potential for
head on collisions. This concern remains under the latest proposal east of
Shakespeare
11. Roundabouts From an Emergency response perspective there are concerns with
roundabouts being used at busy intersections. From an emergency response
perspective alone, traffic signals are preferred as there is a lack of local familiarity at
this time in navigating a roundabout when an emergency vehicle approaches. This is
a greater concern at busier intersections. It is hoped that the MTO would cover any
and all costs associated with public education if roundabouts are implemented. This
concern remains under the latest proposal
12. Cul-de-sac the cul-de-sacs proposed for both the east and west end of
Shakespeare will also significantly negatively affect our response time. All apparatus
will have to drive to Road 107 and then access the highway. If the cul-de-sacs are
installed, and when the Shakespeare Station requires replacement, staff would see a
relocation of the fire station close to the Road 107 / Highway 7 and 8 intersection.
This concern remains under the latest proposal

Technical Concerns

13. MTO needs to publically document what the process will be for property
sale/acquisition should this plan proceed
14. The disregard for the importance of agricultural businesses and the loss of land
can't be tolerated. It is absurd that agriculture isn't the most important criteria when it
is the most important economic driver in Perth County
15. Otherwise, the southern bypass is more costly and intrusive introducing more
negative impacts without alleviating the traffic usage from Perth East roads
16. Median width South of the bypass seems excessive and larger than previously
shown or discussed, need more information and clarification on this issue.
17. The access for the house at north-east corner of road 110 and Line 33 is awkward
and this should just become a private driveway, rather than municipal road that needs
to be maintained by the municipality.
18. At the previous PIC it was indicated that a top priority for the MTO was to have
unimpeded flow between New Hamburg and Stratford. This was stated as the reason
for the very large curves based on design speeds. It was indicated that tighter curves
(using far less land) could not be used as traffic lights were not being used. This latest
proposal now suggests a significant number of traffic lights which will completely stop
traffic, yet large radii are still being used. This appears to be contrary to previous
explanations, need more information and clarification on this issue.

Integrity Teamwork Service Continuous Improvement Fiscally Responsible

Page 3 of 5
 19. Loss of approximately 12 properties and related assessment. Based on the
limited information available, these properties will be removed from the inventory of
property suitable for residences etc. This will result in permanent loss of assessment
and revenue for the Township that will need to be compensated for by the MTO in
perpetuity. The loss in assessment of the lost agricultural land and the impact on the
remaining portions also needs to be addressed in a similar fashion.
20. Loss of portions of woodlot east of Road 110. It would appear that this loss could
be eliminated if slightly tighter radii for curves (as utilized elsewhere in the design) in
this area were selected.
21. The explanation provided for selecting a route south of the existing corridor west of
Shakespeare appears to be contrary to the opposite explanation given for selecting
the route along the existing corridor east of Shakespeare. The MTO needs to explain
and justify the opposing recommendations for sections that are essentially the same.

Outstanding Concerns

22. Previously asked MTO about reviews on studies such as this. The response at
that time was every 5 years. The MTO needs to indicate what will happen if need for
expansion changes or circumstances dictate altering planned route? Does this mean
another EA again? Recent local and regional industry changes over the last few years
appear to have altered the volumes of traffic in the area to levels lower than
experienced previously. It is strongly requested that current traffic volumes and
projections be re-examined.

23. It is the Townships understanding that the traffic volumes utilized for the basis of
projections for this undertaking were taken some time ago. The Township has noticed
considerable changes in traffic volumes and traffic patterns in the area based on a
number of contributing factors (including fuel cost) and would like to see the MTO
confirm the current traffic numbers and resultant projections. This concern remains
under the latest proposal
24. The current plan will create a significant unnecessary redundancy within a very
small area. This will result in 3 larger scale road all running parallel within a few
kilometers. This duplication creates a significant waste of farmland and significant
amount unnecessary asphalt resulting in significant long term unnecessary costs.
This concern remains under the latest proposal
25. Previous Comments as the MTO is aware, the Township has submitted
numerous pieces of correspondence over the last several years providing comments
and outlining various concerns. The Township would like to take this opportunity to re-
iterate these concerns at this time including extremely important issues such as farm
drainage, property access, safe movement of farming equipment, easy access north
and south across the corridor, pedestrian safety, among others.

Integrity Teamwork Service Continuous Improvement Fiscally Responsible

Page 4 of 5
SUMMARY

As outlined in the Townships previous submissions, the preservation of farmland and

minimization of impacts on existing operations is paramount.

As outlined above the assurance of safety for users of the highway, as well as safety of residents
in the area cannot be negatively impacted by this highway. As stated above, the Township has,
not, cannot and will not support any undertaking that negatively impacts safety nor the Townships
ability to respond to emergencies in the municipality.

The Township supports the Environmental Assessment process and it supports the objective and
premise of a future roadway that is safe and efficient. The Township does however feel that this
objective must be achieved in a logical fashion and in making good decisions. It is not effective
efficient or appropriate to have three high volume roads or even duplicate roads travelling parallel
to each other within 2km.

As the MTO is aware, the Township has submitted numerous pieces of correspondence over the
last several years providing comments and outlining various concerns. The Township would like
to take this opportunity to re-iterate those concerns at this time including extremely important
issues such as farm drainage, property access, safe movement of farming equipment, easy
access north and south across the corridor, pedestrian safety, among others.

Integrity Teamwork Service Continuous Improvement Fiscally Responsible

Page 5 of 5
 ATTACHMENT 3
AECOM
300 Water Street 905 668 9363 tel
Whitby, ON, Canada L1N 9J2 905 668 0221 fax
www.aecom.com

March 31, 2014

Mr. Glenn Schwendinger

Chief Administrator Officer
Township of Perth East
P.O. Box 455, 25 Mill Street East
Milverton, ON N0K 1M0

Dear Mr. Schwendinger

Re: Highway 7&8 Transportation Corridor Planning and Class EA Study (GWP 13-00-00)
Response to Public Information Centre (PIC) #6 Comments
Peer Review Request, Common Municipal Issues and Additional Township Concerns

Thank you for the comments your Township provided through the PIC #6 consultation process for the
above-noted project. Community and stakeholder input is an important part of the study and the
Township`s participation in the study is appreciated.

This letter responds to post PIC #6 comments provided in the Perth East letter dated November 29,
2013 and the Joint Municipal Submissions from Perth East, Stratford, Perth County and Perth South
dated November 26, 2013. The responses provided in this letter should be read in concert with our
October 21, 2013 comment responses to the Perth East letter dated September 19, 2013 as many of
the comments and responses are still relevant.

The Highway 7&8 Transportation Corridor Planning and Class EA Study is being undertaken to
identify and address the long-term (2031) transportation needs for the Analysis Area and to prepare a
preliminary design for the provincial roadway components of the recommended plan. The study is
seeking environmental approval so the recommended Highway 7&8 plan can be protected for the
long term and to assist MTO in making smart interim investment decisions.

The Townships comments and concerns were carefully reviewed and considered by our study team.
A response to each of the issues raised is provided below.

Common Municipal Issues

With regards to the common municipal issues raised in the joint letter from the Township of Perth
East, the Township of Perth South, the County of Perth and the City of Stratford on November 26,
2013, the following responses are provided.
 Page 2
March 31, 2014

Need and Justification for Recommended Plan

While improved access for commercial vehicles to the south end of Stratford is a positive outcome of
the Recommended Plan, the study was tasked with addressing the broader objectives of the
provincial highway system, and Highway 7&8 in particular as part of that network.

Highway 7&8 is a significant part of the overall provincial highway network. It plays a key role in
linking larger communities and supporting economic prosperity across Ontario. The task of managing
a sustainable provincial highway network includes planning for the future.

Highway 7&8, from Stratford to the Perth County/Regional boundary, is designated a Controlled
Access Highway and classified as a Rural Arterial Highway with a Class III Special Controlled Access
designation under the Public Transportation and Highway Improvement Act. The future plan for
Highway 7&8 will maintain the current functional classification and a posted speed of 80 km/h from
Baden westerly to the east end of Stratford.

Municipal planning forecasts indicate that the population in New Hamburg and Baden is expected to
more than double by 2031. The increased population and employment for the Region of Waterloo,
designated by the Growth Plan with input from the municipalities, will have a strong influence on the
nature of travel demands between South/Central Ontario, including the entire study area, and this
emerging growth area. The Region of Waterloo will continue to act as a hub for employment and
services to outlying communities in this part of Ontario. Given the long-term vision for the Regional
Municipality of Waterloo and the influence it will have on the outlying transportation systems that feed
into the area, the Ministry is confident that traffic volumes in the study area will continue to increase at
rates that will require capacity and operational expansions to Highway 7&8 within the 20 year
planning timeframe.

It is widely recognized by the local community and the project study team that forecasted population
and employment growth in Perth County and the City of Stratford is very low. However, the role and
function of Highway 7&8 serves more than a local need. A comprehensive Travel Pattern Survey
was undertaken to determine who the road users are, purpose of travel, their targeted destination and
the route taken. Through this effort, MTO recorded over 9,200 survey responses which revealed a
very high intensity of travel within the corridor between Stratford and Waterloo Region. The main
travel flows extending beyond the study area included Grand Bend, Bayfield, Goderich and other
Lake Huron vacation areas. There are also strong ties to major urban centres, most notably London,
and the GTA, with lower levels of traffic to other centres such as Woodstock, Guelph, Cambridge and
Hamilton.

In addition, the corridor supports long-distance trucking that moves approximately $24 million worth of
goods daily, or $9.0 billion annually. As traffic volumes continue to grow, so does the value of goods
moved.

During the Transportation Planning phase of the study, the existing road network in the broader
study area was assessed to determine travel patterns, the functional use of the area road network,
and current and forecasted capacity deficiencies. The study then tested various network
 Page 3
March 31, 2014

improvement alternatives, including the use of municipal roads to determine if local road
improvements would address the identified problems and opportunities.

Building upon the original detailed traffic analysis undertaken by URS Canada in 2004-2005, AECOM
utilized origin destination travel survey information to undertake a more comprehensive traffic
analysis using 103 travel zones developed over a broader area and refined specifically for the study.
The detailed analysis confirmed the URS findings and determined that from Stratford to New
Hamburg there will be a road capacity deficiency in the area road network which includes provincial
and municipal roadways of one lane in each direction by 2031 and that the required additional lanes
should be provided on a single 4-lane provincial highway to improve traffic safety. Accordingly, the
study investigated 4-lane alternatives on a single facility from New Hamburg to Stratford.

The results of the EA Study Design undertaken by URS Canada recognized the historic crossroads of
Highways 7&8 in the core of Stratford has high percentages of long distance commercial truck traffic
travelling to locations beyond Stratford, which are not compatible with adjacent land uses. The traffic
operations analysis undertaken by AECOM also demonstrated the existing connecting links on
Highways 7&8, 8 and 7 are inadequate to maintain an acceptable level of service for the planning
horizon and with the exception of the periphery locations, are not compatible with increasing
commercial uses. Recognizing the unsustainable capacity of the connecting links, existing widening
constraints due to the high concentration of residential and commercial development in close
proximity to the existing highway and the associated impacts of widening the highways, particularly
closer to the centre of Stratford, there is a need for a new provincial network linkage through
Stratford. The new linkage needs to be sustainable over the long-term, accommodate all road users,
exercise strict access management controls and be owned and managed by the Ministry.

West of Stratford there is not a capacity deficiency as the dominant travel pattern is to southern
destinations via Highway 7. Accordingly, the study investigated 2-lane alternatives west of Stratford
with the recommended westerly network link consisting of existing Perth Line 32 from Erie Street to
Road 125 and Road 125 connecting to existing Highway 8.

The 2031 forecasted traffic volumes have accounted for all reasonable modes of travel and demand
management such as ridesharing, telecommuting, optimizing passenger / freight rail capacity and
increased inter-regional transit services operating to their fullest potential.

As such, the study has explored all reasonable options that address the study objectives by
developing alternatives that utilize as much of existing transportation corridors as possible, applying
the prescribed policies and design standards and minimizing impacts to the environment, while
recognizing that developing long-term plans to retrofit highway expansion within an existing system
can be more challenging than planning new routes.

Crossing Road Treatments

A range of crossing road treatments was considered for the intersections throughout the study area.
The treatment options took into consideration network connectivity to and across the Highway 7&8
 Page 4
March 31, 2014

corridor, emergency service requirements, the movement of agricultural equipment, property and
associated impacts as well as factors related to traffic demands, safety and mobility.

Signalized intersection control was selected as the preferred treatment at a number of locations given
access requirements, the crossing road volumes and to reduce impacts on the surrounding
agricultural lands / operations. Prioritization of moves at the signalized intersections will be placed on
the through movement of the highway (e.g. priority will always be given to traffic on Highway 7&8 with
longer green time provided to highway traffic).

The Recommended Plan proposes two (2) single lane roundabouts, one at the Road 125 / Highway 8
intersection and one at the Road 125 / Line 32 intersection west of Stratford, where the highway
changes direction and traffic volumes are lower than in the rest of the corridor. A single lane
roundabout is the preferred intersection treatment at these two locations for the following reasons:

Improved safety - Reducing the number of vehicular conflict points and reducing vehicular
speeds, in turn, reduces the potential for severe crashes and serious injury.
Reduced speeds - A reduction in speed is necessary to negotiate the roundabout, whereas
vehicles may not slow down during the green phase of a traffic signal.
Increased capacity A high volume of left turning vehicles (i.e. northbound left turn
movement from Road 125 to Highway 8 and the southbound left turn movement from Road
125 to Line 32 which is the main highway thoroughfare) is better handled by a roundabout
than a multi-phased traffic signal.
Fewer stops and reduced delays - Delay is significantly reduced by yielding at the entry of a
roundabout, rather than stopping and waiting for a green light at a signalized intersection; or
waiting for a gap in the traffic at a stop sign.
Less idling and air pollution Reduced delays mean reduced fuel consumption and improved
air quality by reducing emissions.
Reduced maintenance costs The roundabout eliminates maintenance and electricity costs
associated with traffic signals.
Aesthetically pleasing There is an opportunity for landscaping within the central island,
particularly at the Highway 8 / Road 125 intersection as a gateway feature to Stratford from
the west.

The footprint of the roundabout has been established to accommodate larger trucks and farm
equipment. During detail design, truck features at the roundabouts will be defined in greater detail,
including the design of the truck apron and the central median design.

Tourist Access to Stratford and Shakespeare

The importance of maintaining or improving direct tourist access to Stratford and Shakespeare is
understood.

The Recommended Plan maintains multiple access points to Stratford. From the east, tourist access
to the downtown area and the associated restaurants, hotels, businesses and the festival will be
enhanced, with access provided via the new Highway 7&8 corridor and the associated Road 109
connection to existing Highway 7&8. Access from the south and west of Stratford will also be
 Page 5
March 31, 2014

enhanced, with access provided via a widened / improved Erie Street corridor and the Highway 8
corridor. The improved highway operations and safety performance for the existing and new Highway
7&8 corridors and a reduction in the truck traffic passing through downtown Stratford will enhance
tourist access to the downtown area and the associated tourist amenities.

For the Shakespeare area, input received through the consultation process from the Shakespeare
Business Association, local businesses in Shakespeare and other stakeholders noted a desire to
maintain visibility to the Hamlet should a bypass of Shakespeare be preferred. The study recognized
this in the evaluation of alternatives. The Shakespeare bypass is located directly adjacent to the rail
corridor, maintaining good visibility and access to the Hamlet. Westbound tourist traffic (predominant
direction of tourist shoppers) is able to slip off the south bypass directly into Shakespeare and the
associated business area and can continue westerly along existing Highway 7&8 to Stratford. The
eastbound tourist traffic can access the village via existing Highway 7&8 or via the south bypass and
Road 107.

The eastern end of the Shakespeare bypass deviates from existing Highway 7&8 immediately west of
Road 106, traversing a small wetland which results in reduced impacts on productive agricultural land
in this area. Further, separation between the railway crossing east of Shakespeare and the
development in the east end of Shakespeare results in reduced noise impacts for the residential
properties in the east end of Shakespeare.

EMS Concerns

The concern with public safety relative to emergency services response time is well understood.
Safety is also a primary concern of MTO. The potential for reduced response times is well
documented as a concern as far back as the Study Design process. The study team recognizes that
legislation such as the Ambulance Act and Fire Prevention and Protection Act requires municipalities
to satisfy regulations and standards by setting and routinely meeting EMS response time targets.
We are not aware of the benchmark targets the municipality has established, however for the purpose
of this study, the status quo is a good measure.

We would expect that the Perth East Shakespeare Fire Station is currently meeting the established
response time targets with the current roadway network as it exists today. Our consultations with
your staff have highlighted the need to maintain access to the existing road network. A range of
crossing road treatments was developed in consultation with Perth East staff for the intersections
throughout the study area. The treatment options took into consideration network connectivity to and
across the Highway 7&8 corridor, emergency service requirements, the movement of agricultural
equipment, property and associated impacts as well as factors related to traffic demands, safety and
mobility.

Full moves access is maintained at all of the existing intersections on Highway 7&8 throughout the
County of Perth. Further, full moves access is provided at the majority of the crossing roads along
the new Highway 7&8 corridor, the exception being the Road 108 crossing. As a result, access to
and across the highway for emergency services is maintained or enhanced for the corridor.
 Page 6
March 31, 2014

Given the above, we estimate no impact to response times.

Regarding the recommended Shakespeare bypass, EMS access will be provided at Perth Road 107
and through a controlled access at the new easterly connection with the existing highway. Safety is
greatly improved by providing grade separations, removing at-grade intersections with crossing roads
and railway lines controlled by gates, where higher rates of collisions requiring EMS services occur.
In these locations both the existing roads and the new alignment realize safety benefits. The rail line
is better served by EMS along the parallel length due to its proximity to the tracks. Currently access
to the rail line is limited to at-grade road crossings and through agricultural fields should conditions
permit. Response times and relatively unrestricted access to this section of rail is enhanced.
Concerns were raised with access to the rail line at the grade separations. MTO has committed to
providing service access to the rail line at Roads 107, 108 and 109.

With the implementation of the new Highway 7&8 corridor south of Shakespeare, westbound fire
response from the station in Shakespeare will be improved because recurring traffic congestion is no
longer predicted to occur at the Road 107 / existing Highway 7&8 intersection.

Regarding the easterly Shakespeare access, the Recommended Plan includes unrestricted westerly
movement of traffic and no public access in the easterly direction. EMS would be provided a
controlled access to the highway (actual means to be determined in consultation with the Township).
The study team has considered the impacts of accessing the easterly reach of Highway 7&8 through
a Perth Road 107 access route only. The calculated increase in response time amounts to seconds
recognizing the improved traffic operations at the Road 107 / existing Highway 7&8 intersection.
Although it represents a nominal increase in response time, it should be well within acceptable
tolerances. Should a controlled access at the east connection be provided without a measurable
increase in response time, the net impact essentially meets the status quo scenario.

At the municipalitys request, pre-emptive signal control devices could also be provided at signalized
intersections within the project limits in close proximity to the fire hall in Shakespeare (i.e. at Road
107 and the first signalized intersection east and west of Shakespeare) to further enhance emergency
response. The importance of allowing emergency responders from different stations within the
municipality to control these traffic signals using a technology platform that is common to that already
selected and used in the rest of the municipality is understood.

Importance of Agriculture

The importance of agriculture within the study area was recognized during the EA Study Design
process and the subsequent development of the Class EA assignments Terms of Reference which
required the successful consultant to have a qualified agricultural specialist on the study team.

Agriculture has been recognized throughout the study process as an important part of the natural and
socio-economic makeup of the study area . The study team has consulted extensively with the
broader agricultural community, as well as agencies such as the Ontario Ministry of Agriculture and
Food, taking into consideration the input received by all at each stage of the study. While the
importance of agriculture within the study area is understood, the environmental assessment process
 Page 7
March 31, 2014

does not permit one criterion to be paramount, unfairly driving the outcome of the study at the
expense of many other important environmental factors which must be considered in accordance with
the Class EA process.

The assessment and evaluation of preliminary design alternatives was based on over 60 criteria from
four major factor areas, specifically the natural environment, land use / socio-economic environment,
cultural environment and transportation factors. The evaluation criteria were developed to specifically
recognize and measure various impacts on agricultural land, rural residences, farm infrastructure,
operations on individual farms and linkages between integrated business units, all of which were
identified as equally important by the broader agricultural community. When considering all the
above criteria, it was determined that although the Recommended Plan requires a greater footprint of
agricultural lands, the aggregate impact to agriculture as a whole is the least of the other alternatives
developed and evaluated.

The Recommended Plan minimizes the loss of agricultural land by improving existing highway and
road facilities for the majority (approximately 75%) of its length; minimizes field operation impacts by
having the Shakespeare south bypass located immediately adjacent to rail tracks; provides access to
and across the highway for the majority of the corridor; provides wider shoulders to better
accommodate agricultural equipment travelling along the highway; and provides bridges for improved
movement and safety of farm and other vehicles travelling along Roads 107, 108 and 109 over the
rail corridor. These elements were incorporated into the Recommended Plan to address many of the
concerns brought forward through our extensive consultations with the agriculture community.

In addition, there is an opportunity to further reduce field impacts for the Road 110 connection
through retention of the existing Road 110 alignment with a grade separation provided at the new
highway crossing.

Timing for Implementation

Implementation of the highway improvements will be dependent on a number of considerations as

follows:

Facility capacity - segments of the recommended plan may be required when congested
conditions regularly occur during peak periods;
Facility safety - segments of the recommended plan may be required if the reported collision /
accident rate becomes higher than the provincial average rate;
Municipal development - municipal partnerships may be required for implementation of
segments of the recommended plan to accommodate municipal development; and
Interim local improvements - interim local improvements to the existing highway may be
required to address the condition of items such as the pavement, ditches and culverts /
bridges until the recommended plan is implemented.

An implementation strategy will be developed for the recommended improvements that will take into
account several factors including areas of greatest need and will identify the principles for when and
where the safety, operational and capacity improvements should be considered for implementation
 Page 8
March 31, 2014

over the 20-year planning horizon. It is important to note that the actual construction timing will be
subject to the availability of funding as the forecasted needs become realized.

Individual property requirements will be documented in the Transportation Environmental Study

Report. Discussions about property acquisition are typically initiated with impacted property owners
during detail design when construction has been programmed. The TESR will also indicate that
compensation is based on market value of property, or in the case of a partial acquisition, the loss of
market value and issues of injurious affection. Compensation addresses loss of land area,
loss/replacement of buildings, loss/replacement of other infrastructure such as field tile and farm
irrigation systems, wells, septic systems, etc., and interference with special considerations such as
approved farm nutrient management plans. Market value is determined by a property appraiser that
will provide an independent opinion of value based on market evidence.

Parallel Roadways

The Recommended Plan does result in three parallel roadways from Shakespeare westerly to Road
110 (Perth Line 33, Highway 7&8 south bypass of Shakespeare and existing Highway 7&8) in order
to provide the additional capacity that is required through the Analysis Area to accommodate future
inter-regional traffic demands and reduce inappropriate long-distance travel on municipal roads.
Detailed traffic analysis determined that from Stratford to New Hamburg there will be a road capacity
deficiency in the area road network (includes provincial and municipal roadways) of one lane in both
the east and west directions by 2031 and that the required additional lanes should be provided on a
single 4-lane provincial highway to improve traffic safety. The 2031 forecasted traffic volumes have
accounted for all reasonable modes of travel and demand management such as ridesharing,
telecommuting, optimizing passenger/ freight rail capacity and increased inter-regional transit
services operating to their fullest potential.

Implementation of the Recommended Plan (i.e. the Shakespeare bypass) will reduce traffic volumes
on Perth Line 33 and existing Highway 7&8 through the Shakespeare area, improving the
performance and service life of these facilities.

With respect to roadway ownership, as part of the Recommended Plan, MTO will upload:
Perth Line 33 from Stratford City Limit to Road 110 (~ 3 km)
Lorne Avenue / Erie Street through Stratford (~ 7.5 km)
Perth Line 32 from Road 125 to Stratford City Limit (~ 2 km)
Road 125 from Perth Line 32 to Highway 8 (~ 2 km)
MTO would likely propose to download:
Existing Highway 7&8 from Stratford City Limit to east limit of Shakespeare (~ 10 km)
Existing Highway 7&8 (Ontario Street and Erie Street) through Stratford (~9 km)

Additional Township of Perth East Issues

Recognition by the Township that a highway is required in the area is noted.

 Page 9
March 31, 2014

One of the objectives the study set out to address is safety concerns in the study area. The
Recommended Plan will improve highway operations and safety performance for both highway users
and adjacent landowners by:

Flattening the roadway profile by removing the rolling topography that presents visibility
challenges;
Applying curve standards that allow for smooth and continuous directional transitions;
Maintaining good mobility and minimizing interruptions in flow and potential for unexpected
speed changes that increase collision potential by removing/consolidating or relocating
entrances;
Providing additional lanes that will reduce congestion and facilitate safe passing
opportunities;
Providing appropriate sight triangles at intersections;
Providing wider shoulders to assist slow moving agricultural vehicles;
Providing a continuous two way left-turn lane at warranted locations to allow turning vehicles
to manoeuver out of main line traffic into a safe zone;
Removing or protecting lateral hazards in the vehicle recovery areas (Clear Zone).

As noted above, access to and across the highway for emergency services is maintained or
enhanced for the corridor. At the easterly Shakespeare access, EMS would be provided a controlled
access to the highway (actual means to be determined in consultation with the Township).

While the south bypass of Shakespeare included as part of the Recommended Plan does require
more agricultural land than the north bypass alternative, the south bypass of Shakespeare has
essentially equal overall agricultural impacts as the north bypass and its associated segment of
Highway 7&8 widening west of Shakespeare as described below:

South bypass requires 24 hectares more land, while north bypass displaces 4 more
agricultural buildings and impacts 6 more farm properties
South bypass causes fewer agricultural severances (7 vs 8); furthermore 5 of the 7 south
bypass severances involve farm properties that are already severed by the railway with
private crossings that are vulnerable to closure in the event of rail service upgrades
Both south and north bypasses potentially land lock the same number of farm parcels (5
parcels) however, 2 of the land locked parcels impacted by the south bypass are forested
areas not in use as agricultural fields
South bypass provides rail grade separations for improved movement and safety of farm and
other vehicles travelling along Roads 109, 108 and 107 over the rail corridor
South bypass avoids introduction of a north bypass ring road that could endanger agricultural
lands by placing pressure on the municipality to modify its Official Plan to extend the urban
envelope of Shakespeare for development of fields located between the controlled access
bypass and the current northern boundary of Shakespeare.
 Page 10
March 31, 2014

Additionally, an evaluation of the criteria for transportation factors determined that the north bypass
would not be as effective in attracting inter-regional and commercial traffic as the south bypass.

Peer Review Request

The Highway 7&8 study has been undertaken in accordance with the Class EA process. The study
has followed an integrated process with each step building upon the previous step. Every step was
subjected to significant input from stakeholders and agencies as well as oversight and scrutiny by
senior level management from all engineering and environmental specialties within the Ministry.
Further, the study team has gone back and considered additional alternatives as part of an iterative
process.

Looking back, the MTO completed a corridor review in 2002 in response to requests from area
municipalities following a number of fatal collisions on Highway 7&8 that was perceived to be beyond
typical collision rates. The MTO then completed an EA Study Design (2005) by URS Canada Inc.
that produced recommendations for a future EA Study and also included a review of the previous
work. MTO then initiated this Class EA study, assisted by AECOM, to address the Study Design
recommendations and which has also included a review of the previous work. All of the engineering
service providers retained by MTO are prequalified in their area of specialty and carefully selected in
part based on their professional expertise.

Throughout the process, extensive municipal and stakeholder consultation has been undertaken,
including nine rounds of public information centres (totaling 27 individual PICs), workshops, individual
stakeholder meetings, municipal and regulatory agency meetings, and Council presentations.
Recognizing study objectives, input received during each stage of the study process has been
carefully considered and addressed wherever possible by the study team prior to proceeding with the
next stage of work.

The need and justification for improvements to the Highway 7&8 corridor between Greater Stratford
and the New Hamburg area and a preliminary study area were originally identified in the Study
Design Report completed by MTO and URS Canada in 2005. The need and justification for corridor
improvements were confirmed during the course of the current Class EA study based on a high and
low growth population and employment forecast for the Analysis Area. In March 2011, a Value
Engineering Study, led by HDR I iTRANS, was undertaken by an independent team consisting of
Ministry staff, multi-disciplinary industry experts and staff from each of the municipalities within the
study area. The workshop focused on crossing road treatments and access alternatives for the
Stratford, Shakespeare and New Hamburg areas.

The Ministry has carefully considered the joint municipal request for funding for the local
municipalities to retain an independent transportation consultant to conduct a peer review of the
Recommended Plan and concluded MTO and the broad range of stakeholders would receive little
benefit as a result. Therefore the Ministry will not fund an independent review. The environmental
assessment process has balanced natural environment, land use / socio-economic environment and
cultural environment considerations with transportation considerations during each stage of the study
process. The Ministry is confident given the challenging and sometimes competing issues overcome
through exceptional consultations, careful review and ongoing oversight of the study progress and
 Page 11
March 31, 2014

recommended milestones, that an independent review of the Recommended Plan and the associated
stakeholder input and Ministry responses to concerns cannot fully understand and appreciate the
integrated process over approximately 12 years of study that has resulted in the Recommended Plan.

The study team will continue to work co-operatively with stakeholders to ensure the Recommended
Plan addresses inter-regional transportation capacity and highway safety needs with the least overall
environmental impact.

The study team is finalizing the Recommended Plan in consideration of the comments received and
preparing the Transportation Environmental Study Report (TESR). The TESR will document the
study process, the Recommended Plan including environmental protection measures and
commitments for future action with regard to implementation of the project and the issues discussed
above. The TESR will be filed for a 60-day review period. Notices will be mailed to individuals on the
Study mailing list and published in local newspapers at that time to explain the review process and
identify the locations where the TESR will be available for review.

We will be contacting you to schedule a joint municipal meeting in April, prior to completion of the
TESR, to discuss the responses provided herein, the mitigation measures and strategies associated
with the Recommended Plan and next steps in the study process.

In the meantime, if you have any questions regarding the information provided herein, please do not
hesitate to contact me or Charles Organ, the Ministrys Project Manager.

Sincerely,
AECOM Canada Ltd.

Brenda Jamieson, P. Eng.

Project Manager
Brenda.Jamieson@aecom.com

cc: C. Organ MTO

J. Corcoran MTO
F. Leech AECOM