Public Information Centre No.2. Bram West Parkway. From Financial Drive to Heritage Road. and. Financial Drive

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1 WELCOME Public Information Centre No.2 Bram West Parkway From Financial Drive to Heritage Road and Financial Drive From Heritage Road to Winston Churchill Boulevard Municipal Class Environmental Assessment (Schedule C) December 12, :30 p.m. to 8:30 p.m. Please sign in so that we can keep you updated on the study

2 Purpose of PIC 2 The purpose of Public Information Centre 2 is to: Present a summary of the studies completed since the first Public Information Centre (PIC 1); Present the Preferred Design for Bram West Parkway (as refined since PIC 1); Present the evaluation of alignment alternatives for the preferred Financial Drive planning solution identified at PIC 1; Present the Preliminary Preferred Design for Financial Drive; Present information on the potential benefits, impacts and mitigation measures associated with the preferred design; Obtain public input and comments; and Identify the next steps in the process.

3 Public Consultation Public input is an essential part of the decision-making process. You can provide input to the study team at any point throughout the study. The Study Team recognizes that there are many different interests within our Study Area: Stakeholder Group (directly affected landowners within the Study Area); Technical Agency Committee (including Ministry of Natural Resources, Credit Valley Conservation, municipalities etc.); Utilities (e.g., TransCanada Pipelines, Enbridge, Hydro One); and the General public. Please ask questions and make your opinion known to us We also encourage you to complete a comment sheet before leaving

4 Study Overview Study Purpose The purpose of this study is to conduct a Class Environment Assessment (EA) for: A new north-south arterial road, Bram West Parkway, from Heritage Road to the extended Financial Drive; and the extension of Financial Drive from Heritage Road to Winston Churchill Boulevard. Study Objectives Complete Phases 3 and 4 of the Municipal Class EA process for Bram West Parkway; Complete Phases 1 to 4 of the Municipal Class EA process for Financial Drive; Consider a reasonable range of alternatives; Consider the impacts to all aspects of the environment through a systematic assessment and evaluation of alternatives; Develop preliminary preferred designs; and Encourage participation from the public and potentially affected parties early in and throughout the process.

5 Bram West Parkway Financial Drive Municipal Class EA Process This study is following the process of Schedule C requirements of the Municipal Class EA which will complete Phases 3 and 4 for Bram West Parkway and Phases 1 to 4 for Financial Drive. Phase 1: Problem/Opportunity Phase 2: Alternative Solutions Phases 1 and 2 of the Bram West Parkway were completed through HPBATS, therefore our current Study will start at Phase 3 for Bram West Parkway. Phase 3: Alternative Designs Phase 4: Environmental Study Report PIC No. 1 June 27, 2012 PIC No. 2 December 12, 2013 We Are Here 30 Day Public Review Spring 2014 Phase 5: Implementation

6 Planning and Policy Context Transportation and Transit Master Plan (TTMP) (2009) Recommends Bram West Parkway be constructed as an initial 6-lane cross section from south of Embleton Road to the proposed 407 ETR interchange and a 4-lane cross section from the proposed 407 ETR interchange to Heritage Road, in the south by Recommends a 4-lane extension of Financial Drive from Steeles Avenue to Winston Churchill Boulevard by Other studies carried out in accordance with the TTMP: Financial Drive Class EA, from Mississauga Road to Heritage Road (2009) Financial Drive Class EA, from Steeles Avenue to Mississauga Road (2008) City of Brampton Official Plan (2006) The City of Brampton's Official Plan (2006) projected significant growth in population and employment in next 20 years with a substantial part of this growth being in west Brampton. Year Population Employment Housing , , , , , , , , ,600 Designates Bram West Parkway from Steeles Avenue to Financial Drive as an arterial road with an ultimate right-of-way width of m. Designates Financial Drive from Mississauga Road to Winston Churchill Boulevard as a collector road with an ultimate right-of-way of m.

7 Planning and Policy Context cont d Halton-Peel Boundary Area Transportation Study (HPBATS 2010) Joint study to develop a regional transportation strategy. The strategy included the north-south arterial road Bram West Parkway. Directs input into subsequent Class EA projects that make up the recommended transportation strategy and network. Fulfilled Phases 1 and 2 of the Municipal Class EA for Bram West Parkway. Bram West Secondary Plan Original 1998 Plan identifies a road network that includes a north-south arterial road located between Heritage Road and Winston Churchill Boulevard (referred to as Bram West Parkway). A Bram West Secondary Plan Review (2005) identifies a corridor protection area bounded by Heritage Road to the east, Winston Churchill Boulevard to the west, the Credit River Valley to the north. The Secondary Plan Review was implemented in 2006 through OP93-270/271. Ongoing appeals are primarily associated with lands between Heritage Road and Winston Churchill Boulevard, north of Steeles Avenue West.

8 GTA West Individual EA Study The purpose the this study is to provide for better economic and transportation linkages between Urban Growth Centres in the GTA West study area. Stage 1 of the GTA West EA included identifying the specific transportation problems and opportunities; developing, assessing and evaluating Area Transportation System Alternatives; and recommending a Transportation Development Strategy (TDS). The TDS was released in November 2012 and recommends a new transportation corridor from the Halton/Peel boundary to Highway 400. Stage 2 of the Individual EA will complete the route planning within the new transportation corridor identified in Stage 1. The new transportation corridor is proposed to include 6-lanes between Highway 400 and the Highway 427 Extension, 4-lanes between Highway 427 and the north-south portion of the corridor near the Halton/Peel boundary and 6-lanes as the corridor turns south and connects to the Highway 401/407ETR Interchange in the Town of Milton and Town of Halton Hills.

9 Summary of PIC 1 - Financial Drive Problem/Opportunity Statement Even with other planned road network improvements, additional road capacity will still be required to accommodate travel demand growth anticipated from development within the Bram West Secondary Plan area and in northwest Brampton over the next 20 years. Preferred Planning Solution The preferred planning solution for Financial Drive includes: Extend Financial Drive from Heritage Road to Winston Churchill Boulevard; Implement Travel System and Demand Management Measures/Transit Service Improvements where feasible along the corridor. A potential corridor of the proposed extension of Financial Drive that was presented at PIC 1 is shown on the right.

10 Summary of PIC 1 - Bram West Parkway Stage 1 Preferred in each Corridor The 13 alternative alignments were separated West, Central and East corridors based on where they intersect Financial Drive. The alignment alternatives within each group were compared, to identify a preferred alignment within each corridor. Stage 2 Preferred Overall The West, Central and East preferred alternatives were compared to each other, to identify an overall preliminary preferred alternative. Preliminary Preferred Alignment Alternative (as presented at PIC 1) It offers significantly more flexibility with respect to a future extension to the north as it better avoids significant community, socio-economic and natural environmental impacts (depicted on next display panel). It avoids crossing the TCPL ROW and minimizes crossings of Enbridge (and impacts to Enbridge facilities). It minimizes potential impacts by crossing Heritage Creek South in a preferred location and avoiding a crossing at Heritage Creek North.

11 Summary of PIC 1 - Bram West Parkway This figure depicts how the preliminary preferred alignment of Bram West Parkway (a westerly alignment that is oriented west of the woodlot ) offers greater flexibility with respect to a future extension of BWP relative to the GTA West Preliminary Route Planning Area

12 Summary of PIC 1 - Comments & Feedback Throughout the project, comments have been received from property owners, other stakeholders, review agencies and the public through consultation that has included: Stakeholder Group Meetings, a Technical Agency Committee Meeting, meetings with utilities, MTO, 407 ETR and property owners and PIC 1 (June 27, 2012). Comments and feedback have included the following: COMMENTS Will Financial Drive extend west of Winston Churchill, into Halton Hills? Will it connect with the future GTA West in Halton Hills? GENERAL RESPONSE Financial Drive will terminate that the Peel /Halton Regional boundary. There is no plan to extend Financial Drive to the west. Lands west of Winston Churchill are located within Halton Hills and are designated agricultural. The City of Brampton s Bram West Parkway Class EA does not contemplate land use changes or transportation infrastructure in other jurisdictions. Why is Bram West Parkway needed when there are other north-south roads (Winston Churchill Boulevard and Heritage Road) in close proximity? Even with the existing road network and other planned road network improvements, additional road capacity will still be required to accommodate travel demand growth anticipated from development within the Bram West Secondary Plan area and in west Brampton over the next 20 years. The need and justification for Bram West Parkway was demonstrated through the Halton Peel Boundary Area Transportation Study (HP BATS) master plan study. Similarly, the need for the extended Financial Drive was determined through the transportation assessment undertaken during this Class EA and provided at PIC 1. Who pays for the proposed roads? Bram West Parkway is being funded primarily through Development Charges. Development charges are fees collected from developers at the time a building permit is issued. The fees help pay for the cost of infrastructure required to provide municipal services to new development, such as roads, transit, water and sewer infrastructure, community centres and fire and police facilities. Why is land use planning taking so long? Why are there so many studies? Planning in this area has been ongoing since the mid 1990 s with the Bram West Secondary Plan Transportation Study (1997) and the original Bram West Secondary Plan (1998). Since then planning has progressed and with the Bram West Secondary Plan Secondary Plan implemented through OP93-270/271. These amendments were appealed to the OMB and since then all of the OP and portions of OP have come into force. Ongoing stakeholder concerns and OMB appeals are primarily associated with Chapter 40(a), between Heritage Road and Winston Churchill Boulevard, north of Steeles Avenue West. The Bram West Parkway Class EA represents an important step towards implementation of this component of the Bram West Secondary Plan. Concern about property values depreciating as a result of Bram West Parkway and as a result of ongoing freeze on land use. Proximity of Bram West Parkway will affect equestrian training center business (noise impacts). The study area is slated for Industrial, Prestige Industrial and Employment uses in the Secondary Plan so the Bramwest Parkway will enhance the property values as these uses require a good transportation network. The freeze on land use may impact property values as the future development may not occur in step with the market when the lands are lifted from the freeze A noise assessment will be undertaken to determine noise impacts associated with the Bram West Parkway. Mitigation will be applied, as warranted, recognizing that noise policy does not address impacts to animals. What is construction timing? Construction is currently planned for Can the Bram West Parkway be shifted further east? As a result of feedback received at PIC 1, the Bram West Parkway was shifted further east, between Steeles Avenue and Financial Drive. The refined alignment is located as far east as possible without resulting in significant impacts to the Heritage Creek valley system associated Species at Risk habitat and is presented on another display panel at this PIC. The location of the Bram West Parkway south of Steeles Avenue is largely determined by a decision of the Ontario Municipal Board that protected a corridor within the Churchill Business Park for the future Bram West Parkway. The alignment of Bram West Parkway cannot be shifted further east and still remain within the protected corridor. When will GTA West be built? Phase 2 of the GTA West Individual EA (route planning) is planned to commence in The route planning exercise is anticipated to take 3-5 years. Thereafter, detailed design may begin subject to funding and capital planning priorities by the province. Detailed design will take another few years to complete. Frustration with land use and development restrictions currently in place due to GTA West and the Brampton north-south corridor. The preliminary study area for route planning has been established in the Transportation Development Strategy (November 2012) for GTA West to provide a basis for the province and municipalities to monitor development applications and apply corridor protection policies. It does not mean an entire freeze on development within the study area limits. Development applications within the study area will be reviewed on a case-by-case basis to ensure that the planning and implementation of the new transportation corridor is not compromised. The Bram West Class EA represents an important step to implementing the south portion of the City s north-south arterial. The timing of the future extension of Bram West Parkway is further progress in GTA West route planning process. The current Project Team has no control over that process and we encourage stakeholders to distinguish their general frustrations with the duration of the broader planning process with specific project issues with the current study that the Project Team can work to resolve.

13 Activities Completed Since PIC 1 The activities that have occurred since Public Information Centre 1 (June 27, 2012) include the following: Reviewed comments received; Confirmed study findings to date based on comments received; Continued field investigations and data collection; Refined the Bram West Parkway Preliminary Preferred Alignment and the Financial Drive Corridor based on stakeholder feedback from PIC 1 (explained on next display panel); Assessed and evaluated Financial Drive alternatives and selected a preliminary preferred Financial Drive alignment; Developed the 407 Interchange based on input from 407ETR and MTO Continued to consult with stakeholders and agencies; and Prepared for PIC 2.

14 Refinements Made Following PIC 1 Financial Drive Based on feedback received at PIC 1, the Financial Drive Corridor, within which alternative alignments were developed, was expanded to the south to provide for an alignment option with greater separation between the alignment and the Significant Woodland. It was also expanded to the north to provide for an alignment option that maximized distance from Maple Lodge Farm operations. Bram West Parkway Following PIC 1, Maple Lodge Farms requested that the Project Team shift the preliminary preferred Bram West Parkway alignment (1) further to the east, in order to maximize the distance from the Maple Lodge Farm operations. The Project Team shifted the alignment as far east as possible without creating additional significant impacts to the Heritage Creek valley. This refined alignment (2) has been carried forward as the Preferred Design, pending further input received following PIC 2.

15 Financial Drive Assessment and Evaluation The selection process for the preliminary preferred alternative for Financial Drive included two steps: Step 1 Assessment of Alternatives: The potential benefits and impacts of each alternative were assessed against a comprehensive set of criteria for socio-economic, cultural, natural and technical factor groups; Step 2 Evaluation of Alternatives: A comparative examination of the advantages and disadvantages of the alternatives was undertaken to identify a preliminary preferred alternative. The evaluation of alternatives was carried out using the Reasoned Argument method, comparing differences in impacts and providing a clear rationale for the selection of the preferred alternatives. Criteria used to the assess alternatives are based on the following categories: Socio-Economic Environment and Land Use: Property and Access Agricultural Operations Community (including nuisance impacts such as noise) Land Use (compatibility with existing and potential future land use) Technical Considerations: Traffic Operations Geometrics and Safety Compatibility with Existing and Planned Municipal Road Network Emergency Services Cost and Constructability Natural Environment: Fish and Fish Habitat Upland and Wetland Vegetation Designated Natural Features Wildlife and Wildlife Habitat Fluvial Geomorphology Floodplain Storage/Conveyance and Surface Water Quality/Quantity Waste/Contamination Groundwater Wells Cultural Environment: Built Heritage Resources Cultural Heritage Landscapes Archaeological Resources

16 Financial Drive Alignment Alternatives 3 distinct alignment alternatives were considered by the Project Team. Each alternative matches into the previously EA-approved Financial Drive segment between Mississauga Road and Heritage Road and each alternative terminates at a T intersection at Winston Churchill Boulevard. There are no plans to extend Financial Drive west of Winston Churchill Boulevard as this is beyond the boundaries of both the City of Brampton and Peel Region. Lands west of Winston Churchill are within Halton Region (Town of Halton Hills) and are designated agricultural. A summary of the evaluation of Financial Drive alignment alternatives is presented on the next display panel.

17 Financial Drive Evaluation Summary Factor/Criteria Alternative 1 (South) Alternative 2 (Middle) Alternative 3 (North) Evaluation 1 Transportation a b c d e Road Geometry Impacts on Local Roads Network Compatibility Emergency Services Support of Alternative Modes of Travel All alignments have acceptable road geometry, distances between intersections with other roads, are compatible with the existing roadway network, maintain or enhance emergency services/access and can accommodate cycling/pedestrians. Alternative 1 is slightly preferred because it slightly less curvilinear that Alternative 2 and 3. Therefore Alternative 1 is slightly preferred. 2 Technical Considerations a b c d Impacts to Utilities Degree of Design Challenge Constructability Issues Cost All alignments will results in slightly skewed intersections with Bram West Parkway. These alignments are similar for all other technical considerations. Therefore all Alternatives are equally preferred. 3 Natural Environment 3.1 Aquatic Ecosystems All alternatives will require 2 watercourse crossings: Levi Creek and Heritage Creek. The Alternative 1 crossing of Levi Creek is located on a meander bend and is therefore less desirable. The Alternative 1 Heritage Creek crossing is located on a relatively straight reach however, the alternative parallels a section of creek for approximately 250 m and may require a creek realignment. a Fish and Fish Habitat In contrast, the Alternative 2 crossing of Levi Creek is located at a relatively straight reach and the Alternative 2 crossing of Heritage Creek North is located in a previously channelized and disturbed area. Alternative 3 has a similar Levi Creek crossing as Alternative 2. The nature of the Heritage Creek crossing is uncertain as this section of Heritage Creek has been substantially altered due to the installation of an agricultural drainage tile system. Alternatives 2 and 3 are slightly preferred because it crosses Levi Creek at a straight reach and crosses Heritage Creek North in a more disturbed location (based on existing conditions). Therefore, Alternatives 2 and 3 is equally preferred. 3.2 Terrestrial Ecosystems a Designated Features Alternatives 1 and 2 are preferred because they avoid impacting the woodland, the most prominent and significant terrestrial habitat feature in the area. Alternative 2 is less preferred than Alternative 1 given the increased potential for indirect effects to the woodland (such as noise and contaminant drift) that may result in reduced habitat quality. b Upland and Wetland Vegetation Alternative 3 is least preferred because it directly impacts the woodland and associated potential Significant Wildlife Habitat. This route would likely not be approved by CVC and MNR. c Wildlife and Habitat Therefore, Alternative 1 is preferred. 3.3 Surface Water and Groundwater a b c Fluvial Geomorphology Surface Water (including fluvial geomorphology, floodplain storage/flood conveyance and stormwater management) Groundwater All Alternatives result in similar lengths of floodplain crossed. Alternative 1 is slightly less preferred due to a relatively undesirable crossing of Levi Creek. Therefore, Alternatives 2 and 3 is slightly preferred. 3.4 Property Waste & Contamination a Effect on operating and closed waste disposal sites, known contaminated sites and potentially contaminated sites All Alternatives are equally preferred since there are no known properties with contamination. All Alternatives result in similar impacts to potentially contaminated sites. Therefore all Alternatives are equally preferred. 4 Socio-Economic and Land Use 4.1 Property and Access a b c Impacts to Maple Lodge Farms (number of properties impacted, impacts to access, separation distance from plant) Alternatives 1 and 3 impact one less Maple Lodge Farm property however, Alternative 3 is preferred by Maple Lodge Farms because it offers Impacts to other properties (number of properties impacted, impacts to residences, greater separation distance from the MLF operations and provides more contiguous field area adjacent to the plant and lagoons that allows MLF equipment to move more freely between the plant and surrounding lands thereby minimizing the impacts to their existing practices. Alternative 3 may also be preferred by the other adjacent landowner as it maintains a larger block south of the alignment. impacts to commercial/industrial areas and businesses) Alternative 1 is least preferred by Maple Lodge Farms given its close proximity to the processing plant and lagoon. Alternative 1 bisects the adjacent property which may not be preferred by the landowner. Impact to access Alternative 2 provides slightly less separation distance and contiguous field area however it straddles the property line and encroaches into an additional MLF property. Therefore is slightly less preferred than Alternative 1. Therefore Alternative 3 is preferred. 4.2 Community Effects a b c d Impacts to cemeteries, schools, places of worship, unique community features Nuisance Impacts (e.g., noise and aesthetics) Impacts on Community Activity/Mobility and Community Character Impacts to Recreational Features This Factor is not decision relevant. All alternatives result in similar low impacts to all criteria. No community features will be encroached upon or displaced. There are no parks, recreation areas or public tails in the Study Area. Although all of the alignments will create a physical footprint, there are no impacts to mobility within communities as there are no communities located on any of the alignments. Overall, mobility among communities beyond the study area should be improved as all alignments improve arterial road connections in the area. All alternatives have a similar number of residences located within 600 m. A noise analysis of the preferred alignment will be undertaken to identify if noise mitigation is required for any existing residential property. Aesthetic impacts are anticipated to be minimal. Proposed road being constructed in an area of industrial agricultural production with surrounding land use transitioning to urban/employment. All Alternatives will result in indirect aesthetic/nuisance impacts to homes at the proposed intersections of Winston Churchill Boulevard and Financial Drive. Therefore all Alternatives are equally preferred. 4.3 Land Use a b c Compatibility with Government Goals/Objectives /Policies Compatibility with Planned and future Land Use Impact to Agricultural Resources Alternative 3 would not be considered consistent with provincial and municipal goals/objectives related to protection of natural heritage features. Alternatives 1 and 2 both support the future land use designation by providing a road network that supports future employment area growth. All Alternatives have advantages and disadvantages related to future land use. Alternative 1 bisects the property north of the MLF plant however it avoids creating small remnant parcels. Alternatives 2 and 3 keep larger parcel areas intact but result in small remnant parcels between Financial Drive and the woodland. Based on landowner feedback received to date, Alternative 2 is preferred because it maintains a larger contiguous land area for future development. Alternatives 1 and 2 are similar in impacts to agricultural land (and Class 1 Soils). Alternative 3 impacts less Class 1 soils because a portion of it it traverses the Woodland rather than agricultural fields. Therefore Alternative 2 is slightly preferred. 5 Cultural Heritage Resources a Impacts to Built Heritage Features and Cultural Heritage Landscapes This factor is not decision relevant since all alternatives result in similar low impacts to Cultural Heritage Resources. All alternatives result in similar low impacts to heritage features. None of the alternatives will impact designated or listed built heritage resources. The entire study area is considered a Cultural Heritage Landscape. As such, all alternatives will have similar impacts to the CHL. b Impacts to Archaeological Resources This factor is not decision relevant since all alternatives result in similar low impacts to Cultural Heritage Resources. The alternatives result in similar impacts to archaeology because the entire study area is within an area of high archaeological potential. Overall Summary Alternative 3 results in the lowest impacts to property and to Maple Lodge Farms operations because it reduces property impacts and provides better flexibility for potential future development. However it does so at the cost of having the highest impacts to the woodland, which is not consistent with natural heritage protection policies and objectives and would not be supported by CVC and MNR. From a natural environmental perspective, Alternative 1 has the greatest distance from the woodland, thereby minimizing indirect impacts however, Alternative 2 has a better watercourse crossing location at Levi Creek because it is located on a relatively straight reach and has a better crossing site on Heritage Creek North because it appears to be located at an area previously disturbed. Based on landowner feedback received to date, Alternative 1 is least desirable to Maple Lodge Farms because of the close proximity to the processing plant. Alternative 1 also bisects the other property to the east, possibly providing less flexibility for future land development. Alternative 2 is considered most preferred because it maximizes distance to Maple Lodge Farms operations, provides for large land parcels to the south while avoiding direct impacts to woodland. However, it may result in small remnant parcels between the road and the woodland. Therefore, Alternative 2 is preferred overall.

18 Preliminary Preferred Design Insert overall plan of BWP and FD (1:1000 roll plan of BWP and FD to be shown separately)

19 Preliminary Preferred Design Bram West Parkway Typical Cross Sections are depicted on the Preferred Design Plan and consist of the following elements: 55 m right-of-way (26 m right-of-way south of Highway 407) Urban cross section with curb and gutter Posted speed limit of 70 km/hr (posted speed limit of 50 km/h south of Highway 407) North of Steeles Avenue: 6-through lanes with 5 m median South of Highway 407: 2-through lanes Signalized intersections with right and left turn lanes as required at: Heritage Road, Steeles Avenue and Financial Drive Two at-grade signalized farm crossings proposed north of Steeles Avenue to facilitate Maple Lodge Farms access to their lands east of the parkway Financial Drive Typical Cross Sections are depicted on the Preferred Design Plan and consist of the following elements: 30 m right-of-way Urban cross section with curb and gutter Posted speed limit of 50 km/hr 4-through lanes plus a continuous centre left-turn lane Signalized intersections with right and left turn lanes as required at: Winston Churchill Boulevard and Bram West Parkway Bram West Parkway / 407 Interchange Partial interchange that provides access to and from the east. Does not require any modifications to the Heritage Road Bridge. Will not preclude a future 407 Transitway to the south. A full interchange, including movements to and from the west, was precluded by the close proximity to Winston Churchill Boulevard and to the 401/407 freeway to freeway interchange to the west.

20 Preliminary Preferred Design Stormwater Management (SWM) and Drainage A SWM Plan has been developed to provide water quantity control and Enhanced Level quality for the Bram West Parkway and Financial Drive. SWM measures meet flow and erosion control criteria and targets set out by the Gateway West Subwatershed Study and also recognize the Guidance for Development Activities in Redside Dace Protected Habitat. Low Impact Development (LID) measures are employed to manage stormwater within the right-of-way and ensure that adjacent natural and agricultural areas are protected from direct stormwater runoff. The SWM strategy involves a 2-stage approach for interim and ultimate conditions and includes the following components: SWM pond will provide quality treatment, quantity control and erosion control (permanent); Linear facilities will provide peak flow control and a measure of quality control (interim); Pipe storage facility will provide peak flow control(permanent); Flat-bottom grassed swales will provide quality treatment and quantity control (permanent); and Oil and grit separators will provide quality treatment. The Stormwater Management Plan is depicted on the Preferred Design Plan

21 Preliminary Preferred Design Structures Five structures proposed as part of the Preliminary Preferred Design Plan: 1. Highway 407 Overpass 2. Mullet Creek (Bram West Parkway crossing) 3. Heritage Creek (Bram West Parkway crossing) 4. Heritage Creek (Financial Drive crossing) 5. Levi Creek (Financial Drive crossing) All watercourse crossing structures will span the creeks. Structures at Heritage Creek (2) and Levi Creek (1) crossings will have sufficient vertical clearance to provide passage for deer. Landscaping A Landscape/Streetscape Plan, consistent with the City s Street Corridor Master Plan and Design Standards, will be developed in the detailed design phase. The Interchange at Highway 407 represents a key entry point into west Brampton. Gateway design elements could be considered and integrated into the Landscape Plan during detailed design. The Landscape Plan will include design elements intended to mitigate impacts to nearby businesses (visual buffering) and mitigate impacts to or enhance natural features (construction site restoration and riparian/valley enhancement plantings).

22 Preliminary Preferred Design Transit Brampton Transit has determined that future Zum bus services will be provided on both Bram West Parkway and Financial Drive. Bus bays are incorporated into the design, although stops and other infrastructure (shelters) will be implemented based on future development of surround lands and demand. Walking/Cycling 1.5 m sidewalks are to be located along the west side of Bram West Parkway and along the south side of Financial Drive. 3.0 m multi-use paths are to be located along the east side of Bram West Parkway and along the north side of Financial Drive. The multi-use path and sidewalk along Bram West Parkway fulfills the Major Pathways Network envisioned in the City s Official Plan and the Pathways Master Plan (2002).

23 Summary of Supporting Studies Noise Assessment A noise assessment was carried out in accordance with MOE/MTO Noise Protocol. Existing residential dwellings within 600 m of the Preliminary Preferred Design were identified as Noise Sensitive Areas for the assessment. Existing noise levels were compared against future (2031) traffic noise predictions based on computer modelling. The MOE/MTO Noise Protocol states that noise mitigation is warranted if the increase above the future do-nothing ambient noise level is greater than 5 dba and the future noise level is in excess of 65 dba at the nearest receiver.. The change in noise level as a result of BWP and FD will not result in an increase in noise level greater than 5 dba (2031 conditions). Therefore, the consideration of noise mitigation is not warranted. In fact, noise level is expected to decrease at these receiver locations as a result of BWP and FD because traffic will be diverted to using the new roads rather than staying on Heritage Road and Winston Churchill Boulevard, which is much closer to these residential houses.

24 Summary of Supporting Studies Fish and Aquatic Habitat Levi Creek and Heritage Creek (north of Steeles Avenue) and the upper reaches of Mullet Creek are classified as Small Warmwater in the Gateway West Subwatershed Study Update (2008). Levi Creek and its main tributaries are regulated under the Endangered Species Act (2007) as Redside Dace Recovery Habitat. All the watercourses will be spanned and other design measures will be incorporated where technically feasible to further minimize potential for impacts to regulated habitat (e.g., retaining walls/wing walls to reduce valley impacts). Designated Features Levi Creek Provincially Significant Wetland (PSW) Complex, scattered along the riparian areas of Heritage Creek (including a tributary of Heritage Creek) and Levi Creek; Mullet Creek wetlands that are considered locally significant (note: one of these wetlands is no longer present on the landscape); Valleylands and Watercourse Corridors, Woodland and Wetlands under the City of Brampton Official Plan. Terrestrial Features Terrestrial ecosystem features are limited to the small riparian systems remaining in an otherwise agricultural landscape. Riparian vegetation communities include cultural meadow, meadow marsh, thicket swamp, cultural thicket, cultural woodland, remnant deciduous forest pockets, hedgerows and scattered trees. These communities are culturally influenced, comprised of common vegetation types and tend to consist of common, disturbance tolerant plant species.

25 Summary of Supporting Studies Terrestrial Features A total of 94 vascular plant species were recorded during field surveys, with a large proportion of these (45%) non-native in Ontario. No vascular plant Species at Risk were observed. Impacts as a result of the construction of the crossing structures will be relatively minor given the nature of the vegetation documented along the riparian systems. A total of 0.75 ha of riparian vegetation will be removed including 0.26 ha of wetland that is mapped as part of the Levi Creek PSW complex. Wetland removals are limited to Reed Canary Grass Mineral Meadow Marsh and Red-osier Mineral Thicket Swamp communities. These communities are very common in the surrounding riparian systems with overall low botanical diversity and quality. Wildlife habitat within the study area is generally limited to the large deciduous forest (north of the proposed intersection of Bram West Parkway and Financial Drive) and the narrow riparian features associated with Heritage Creek, its tributaries and Levi Creek. Pasture lands to the east also provide habitat for grassland bird species. Evidence of 10 common mammal species was recorded including: White-tailed Deer, Racoon, Gray Squirrel, Woodchuck and Coyote. These species would be expected to range and forage throughout the area. Wildlife movement opportunities have been considered in the design of the crossing structures. 67 bird species were recorded during 2013 field surveys (with 65 species exhibiting breeding evidence), including 6 SAR (Barn Swallow, Bank Swallow, Chimney Swift, Bobolink, Eastern Wood Pewee and Wood Thrush). Snapping Turtle (Special Concern) was observed in one of the ponds and habitat potential exists for this SAR in most ponds within the study area. Chimney Crayfish burrows were observed close to Heritage Creek at the Heritage Creek crossing site (one burrow) and further downstream along the west side of the channel to the confluence with Heritage Creek Tributary (nine burrows).

26 Summary of Supporting Studies Archaeology A Stage 1 Archaeological Assessment was completed. 29 registered archaeological sites within 1 km of the Study Area. The corridor has high potential for archaeological finds, therefore a future Stage 2 Assessment is recommended in areas that have not been previously assessed or disturbed. Cultural Heritage A cultural Heritage Assessment was completed and found the following heritage resources in the general area: 1 property Designated under the Ontario Heritage Act (Octagonal House at 8280 Heritage Road) 5 properties Listed in the City of Brampton Municipal Register of Cultural Heritage Resources 1 property with a pending municipal heritage designation - Mount Zion Cemetery There are no direct impacts to built heritage features.

27 Summary of Supporting Studies Hydrogeology Approximately 4 water wells are located within 100 m of the preliminary preferred design plan. Waste/Contamination Overview Assessment A contamination overview study was carried out to identify areas of actual and potential contamination. No significant issues of concern were identified. Areas with moderate to high potential for contamination were identified and are associated with the surrounding agricultural lands. Soil sampling and chemical analysis for pesticides/herbicides and metals should be completed prior to construction, to ensure appropriate disposal or re-use of the surplus soil. Geotechnical Investigations Geotechnical investigations were conducted in areas where landowner permission was granted. This included drilling boreholes at the proposed 407 bridge location and the Mullet Creek crossing. Results will inform the detailed design of these structures.

28 Potential Impacts and Mitigation FACTOR POTENTIAL IMPACT PROPOSED MITIGATION Property Property Requirements Private Property will be required for the Bram West Parkway and Financial Drive. The 407 Interchange will also require Infrastructure Ontario (IO) - managed lands within the Parkway Belt. Preliminary property requirements are available for review as part of the Preliminary Design Plan. The formal property acquisition process will be initiated after the completion of the BWP Class EA Study and will be a negotiated fair-market value / settlement with property owners. Fair-market value will be based on highest and best use, considering the OP land use designation (i.e., future employment lands). Field Access and Agricultural Operations Disruption to access and operations The Maple Lodge Farms processing plant and ponds will not be directly impacted however, the supporting agricultural operations on adjacent fields will be disrupted by the Bram West Parkway and Financial Drive. Farm access via an at-grade signalized intersection will be provided at 2 locations north of Steeles Avenue. The access locations have been selected based on existing farm lanes as well as the plan and profile of the new roadway. Farm access may be provided at Financial Drive, if the need is identified by Maple Lodge Farms. Odour and Aesthetics Nuisance and visual impacts to road users Roads are not considered Sensitive Land Use in the context of assessing land use compatibility adjacent to sewage works. Therefore application of minimum separation distances or assessment of odour impacts is does not need to be considered relative to the Maple Lodge Farms processing plant and sewage lagoons. Future land use in the area is employment/industrial and is also not considered Sensitive. Although use of sidewalks and multi-use path offer recreational opportunities, these are not considered to be sensitive because future land use is employment/industrial. Notwithstanding, Maple Lodge Farms has requested that a buffer be provided along the west side of Bram West Parkway to provide a visual screening between the road and the plant/sewage lagoons. A specific buffer planting plan will form part of the overall Landscape Plan developed during detailed design. If right-of-way width allows, earthen berms could be incorporated into the landscape design, as appropriate. Safety Safety for corridor users Concerns related to the potential for increased condensation, arising fog from the sewage lagoons, and the associated potential for road icing on the Bram West Parkway will be managed through operations and maintenance activities. Pedestrians and cyclist will be accommodated by the proposed multi-use path and sidewalk A noise assessment was carried out to assess potential impacts. The findings of the noise assessment are summarized on a previous panel. Noise mitigation is not required, in accordance with MOE/MTO Protocol. Noise Increase in existing noise levels The following mitigation measures, for example, will address noise during construction: Standard contract provisions regarding restrictions on operations causing significant construction noise will be included in the contract. Complaints about construction noise will be investigated in accordance with the MTO/Ministry of the Environment (MOE) Noise Protocol and the MTO Environmental Guide for Noise. Contractor to comply with applicable noise, dust and emissions By-laws of the City of London or seek exemptions, as required. Contamination Potential for contaminants/ removal of contaminated soils If field observations warrant, additional sampling will be completed to ensure appropriate disposal or re-use of the surplus soils. Pedestrians and cyclist will be accommodated by the proposed multi-use path and sidewalk Utilities Potential conflicts with existing utilities Coordination with utilities to confirm conflicts and appropriate mitigation will continue through detailed design and will involve mitigation of crossings of existing Enbridge and TransCanada Pipelines at Financial Drive and the 407 Interchange; coordination with Brampton Hydro for local transmission facilities to be constructed along BWP/FD; consultation with Hydro One regarding long-term transmission planning in west Brampton; coordination with other local service providers, as needed. Standard construction mitigation measures will continue to protect the retained vegetation, throughout the study area. These include, for example: Vegetation Potential impacts associated with the removal of upland and wetland vegetation Ensure clear delineation of vegetation clearing and retention zones to minimize the risk of unnecessary removals and avoid incidental impacts. Ensure use of appropriate vegetation clearing techniques and appropriate timing of clearing to avoid bird nesting season. Stabilize and re-vegetate exposed soil surfaces as soon as possible using a combination of native plantings and the application of appropriate seed mix. Apply edge management strategies along the forest and wetland edges to minimize potential for direct and indirect effects to these vegetation communities/habitats. Protect nesting migratory birds in accordance with the requirements of the Migratory Birds Convention Act. Wildlife Potential impacts to Wildlife and Wildlife Habitat Protect all wildlife incidentally encountered during construction. Appropriate mitigation / protection provisions will be included in contract to ensure that Species at Risk and their habitats are protected (e.g., wildlife fencing to prevent Snapping Turtles from entering and nesting within the construction zone; protection / replacement of Barn Swallows, should nests be identified prior to construction etc.). Levi Creek and its main tributaries are regulated under the Endangered Species Act (2007) as Redside Dace Recovery Habitat. Fisheries and Aquatic Habitat Surface Water Groundwater Potential impact on aquatic habitat Increases in surface water quantity, increases in upstream flood elevations and potential impacts to quality Increased erosion and bank instability as a result of new crossings Potential impacts on groundwater All the watercourses will be spanned and other design measures will be incorporated where technically feasible to further minimize potential for impacts to regulated habitat (e.g., retaining walls/wing walls to reduce valley impacts). Other appropriate mitigation measures accepted by the CVC/MNR will be used to protect fish habitat, including: Proper timing of construction to protect movement, spawning and incubation activities. Stringent sediment and erosion control measures, both during construction as well as on-going operations will be implemented to protect both surface water and groundwater. All relevant environmental approvals from CVC and MNR, including potential permitting under the Endangered Species Act, will be acquired during in the subsequent design phase. A SWM Plan has been developed to provide water quantity control and Enhanced Level quality for the Bram West Parkway and Financial Drive. SWM measures meet flow and erosion control criteria and targets set out by the Gateway West Subwatershed Study (1999) and also recognize the Guidance for Development Activities in Redside Dace Protected Habitat (2011). Low Impact Development (LID) measures are employed to manage stormwater within the right-of-way and ensure that adjacent natural and agricultural areas are protected from direct stormwater runoff. Watercourse crossing designs that do not hinder natural channel processes and do not lead to increased erosion. Consider mitigation measures including purchase of floodplain property to offset potential upstream increases in flood elevations. If geotechnical/foundations work undertaken during the subsequent design phase identifies any groundwater sensitivities then specific mitigation measures for groundwater protection will be developed in consultation with CVC and MOE. No known wells will be impacted by the technically preferred alternative. If any private wells are encountered during construction, they will be decommissioned following MOE standards.

29 Potential Future Hydro Corridor Hydro One has identified the need for a future power transmission corridor within West Brampton and Southeast Halton to service future development in North West Brampton and north into Caledon. The need for a new transmission corridor is based on a study completed by the Ontario Power Authority (OPA)which recommends a north-south transmission line corridor of approximately 40 m in width to service growth in the west part of Peel Region. The City has made a commitment to Hydro One to consider the feasibility of future hydro corridor in the vicinity of the proposed Bram West Parkway. However, the Bram West Parkway is not the only location being considered and no decisions have been made regarding the location or timing of the future hydro corridor. Opportunities and constraints for a potential future hydro corridor were considered in the evaluation of the Bram West Parkway alignment alternatives.

30 Next Steps Receive public comments by January 10, 2014; Review Preliminary Preferred Design in light of comments received from the public and agencies to date, and confirm the Preferred Design Plan; Complete the Preliminary Design; Prepare the Environmental Study Report (ESR); File the ESR and make it available for a minimum 30-calendar day public review period.

31 Please Provide Your Feedback Thank you for attending PIC No.2 Public input is an essential component of the decision-making process. There will be opportunities for the public to provide input throughout the entire study, including public meetings such as this one. Please provide us with any comments you have related the Bram West Parkway Class EA by completing a comment sheet today or by submitting by January 10, 2014 via mail, phone, fax or to the representatives below. If you have any questions or comments after today s meeting, please contact: Compton Bobb, LEL Project Engineer City of Brampton 8850 McLaughlin Road, Unit 2 Brampton, ON L6Y 5T1 Tel: Fax: compton.bobb@brampton.ca Michael Chiu, P.Eng. Consultant Project Manager McCormick Rankin (MMM Group) 2655 North Sheridan Way, Suite 300 Mississauga, ON L5K 2P8 Tel: ext Fax: bramwestparkwayea@mrc.ca Information collected will be used in accordance with the Freedom of Information and Protection of Privacy Act. With the exception of personal information, all comments will become part of the public record. THANK YOU!