5.1.5 Groundwater and Contaminated Soils

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1 Region of Waterloo Rapid Transit Project Environmental Project Report Groundwater and Contaminated Soils Groundwater Groundwater is a vital resource in the Region of Waterloo, supplying the area with approximately three quarters of its drinking water, with the remainder being drawn from the Grand River. The Region operates 27 municipal drinking water systems, the largest of which is the Integrated Urban System (IUS). The IUS is comprised of six (6) municipal drinking water systems with an interconnected network of wells, a surface water intake on the Grand River in Kitchener, reservoirs, and pumping stations. The IUS supplies water to approximately 488,342 people (2009) in Cambridge, Kitchener, Waterloo, Elmira, New Hamburg and St. Jacobs. Eighteen (18) smaller water supply systems provide water to settlement areas in the townships and three (3) additional systems are currently not active. In total, groundwater is extracted from 122 wells throughout the Region and one (1) surface water intake. The Region has long conducted monitoring of supply wells and monitoring wells to support sustainable water taking from a variety of local aquifers. Recently, the considerable monitoring data collected by the Region was a key resource in completing early requirements of the new Ontario Clean Water Act. The Region s chemical and water level groundwater monitoring programs have changed, and continue to change, in response to contamination events, legislation, technology, and the anticipated Source Protection Plans under the Clean Water Act. Potable Water In all areas of the Region, natural groundwater is safe and appropriate for use as drinking water. Technical studies have identified that all areas in Waterloo Region are potentially connected to potable groundwater resources. Much of the local municipal water is derived from buried, semi-confined aquifers. These aquifers are recharged primarily by leakage through overlying and underlying protective layers ( aquitards ). The leakage, or aquifer recharge, covers large areas of the Region including urban and rural areas. Areas of recharge to the municipal wells generally fall within Well Head Protection Areas that have been mapped through technical studies. Areas outside of Well Head Protection Areas may still be areas of groundwater recharge to other (non-municipal) groundwater users or to aquifers not currently supplying municipal wells. Most of the water supply in the Cities of Kitchener and Waterloo is derived from sand and gravel aquifers associated with the Waterloo Moraine, the major glacial landform in the area. Near the centre of the moraine, geologic layers of sand, gravel and silt till are relatively continuous. However, on the flanks of the moraine, the geology is more complex and in some cases there is no clear separation of shallow and deep aquifers. In the Cambridge area, municipal supplies are taken mainly from fractured bedrock aquifers. Over most of the area, sand and gravel sediments overlie the bedrock and provide recharge to the bedrock and municipal supply wells. Geological studies of the area indicate only irregular and discontinuous aquitard zones within the overburden and the bedrock; zones that do not consistently separate shallow and deep aquifers. Groundwater may potentially be used as a source of potable water in any area within Waterloo Region. The Region is following the Long Term Water Supply Strategy, which plans increased groundwater use over the next several decades, supplemented in the long-term by a pipeline to the Great Lakes. Accordingly, it will remain important to protect the quality of local groundwater sources in anticipation of future municipal needs. March

2 Contaminated Soils Given that existing infrastructure is being used and improved to accommodate the new RT service, and that limited excavation is anticipated, a separate hydrogeologic report was not prepared during the TPAP. However, contaminated soils may be encountered during the course of project construction and will be addressed accordingly. See Appendix E for a map of potentially contaminated sites along the RT corridor, provided by the MOE. 5.2 Socio-economic Environment The socio-economic environment includes land uses, economic characteristics, community features, noise and vibration, and air quality. Each of these elements was considered along the RT corridor to determine current community elements as well as baselines from which to assess potential effects Land Uses and Economic Characteristics The preferred RT system route traverses many distinct areas in Waterloo Region, including business parks, mixed-use core districts, commercial areas, educational centres, major transportation corridors and some residential neighbourhoods. Existing nodes and corridors along the route will be major trip generators. Rapid transit is anticipated to spur further development and growth in these areas, consistent with regional and local policies and plans for managing and directing growth. The following provides a description of existing land uses and key buildings along the route, from the City of Waterloo in the north to the City of Cambridge in the south. The study area is 36 km in length and travels through a variety of communities with many different land uses and buildings, many of which would benefit from RT as they are large residential, institutional and commercial facilities. North Waterloo (Conestoga Mall to Northfield Drive at Waterloo Spur) At the north end of the route along King Street the land use is mainly large-scale commercial, including Conestoga Mall, which is Waterloo s primary indoor shopping centre. Employment and commercial uses are found along Northfield Drive and the beginning of the Waterloo Spur line, including several car dealerships and light industrial buildings. Waterloo Spur (Northfield Drive to Erb Street) Between Weber Street and Bearinger Road, the rail line is mostly tree-lined with a variety of semidetached houses, townhouses and high density apartments on either side. A church and Bible college back onto the line east of Old Albert Street, and Albert McCormick Community Centre is just west of Old Albert Street. An open space, wooded area is found north of Bearinger Road. On the east side of the rail line from Bearinger Road to just south of Columbia Street are commercial and light industrial uses, with several Research In Motion (RIM) buildings. West of the rail line between Bearinger Road and Columbia Street is the David Johnston Research & Technology Park (R&T Park), which is a rapidly developing employment area that is home to many high-tech companies and 70

3 Region of Waterloo Rapid Transit Project Environmental Project Report institutional research facilities. The main campus for the University of Waterloo (UW) is located between Columbia Street and University Avenue, and has over 30,000 students and 3,000 staff. A commercial plaza is northeast of where the rail line intersects with University Avenue. South of University Avenue on the east side of the Waterloo Spur are several medium to high density student residences with a UW parking lot on the west side. Waterloo Park, one of the City s largest open space and recreational areas, is found between Seagram Drive and Erb Street. A major building in this area is the Perimeter Institute for Theoretical Physics and a new mixed use development with hotel, commercial and residential uses is underway at the northwest corner of Father David Bauer Drive and Erb Street. Uptown Waterloo Loop (Erb Street to Allen Street) At Erb Street, the LRT route transitions primarily to an on-street right-of-way continuing through Uptown Waterloo in a loop along King and Caroline Streets, connecting southbound on Allen Street and northbound on the Waterloo Spur rail line. Two (2) major institutional buildings are located at the corner of Erb and Caroline Streets: the Centre for International Governance Innovation and the new Balsillie School of International Affairs. The Seagram Lofts are set back from the intersection behind these two (2) buildings. Through Uptown Waterloo, the buildings are more compact with a wide mix of uses, including retail, office, commercial, institutional and medium to high density residential, including Waterloo Town Square. A small townhouse complex (Catalina townhouse development) is located on the west side of Caroline Street between William and Allen Streets. King Street (Allen Street to Victoria Street) Where the LRT route reverts to a two-way alignment on King Street at Allen Street, existing land use densities decrease somewhat, but continue to include a mixed-use area with a variety of retail, office and residential uses. Some of the more notable buildings along King Street between Uptown Waterloo and Downtown Kitchener are: The Bauer Lofts (as shown in adjacent photograph) condominium redevelopment the southwest corner of King and Allen Streets; Sun Life Financial Canadian headquarters at the northwest corner of King and Union Streets; Grand River Hospital on King Street between Mount Hope and Green Streets; Kitchener-Waterloo Collegiate and Vocational School on King Street east of Green Street; and The Breithaupt Block redevelopment with commercial space at the northeast corner of King Street and Moore Avenue, currently under construction. Downtown Kitchener Loop (Victoria Street to Frederick Street/Benton Street) At Victoria Street, the LRT route splits into a one-way loop through Downtown Kitchener along Charles and Duke Streets. Land uses in Downtown Kitchener include a variety of retail, office, commercial, institutional and residential uses. The streetscape is compact with medium to high density buildings. Major buildings and uses in this area include: March

4 UW Health Sciences Campus, including the UW School of Pharmacy and Michael G. DeGroote School of Medicine, Waterloo Regional Campus at the southwest corner of King and Victoria Streets; The Region s proposed multi-modal transit hub at the northwest corner of King and Victoria Streets, which will include facilities for local public transit, RT, and public and private inter-regional transit services; The developing Tannery District (as shown in adjacent photograph) with office and retail space at the southeast corner of Charles and Victoria Streets; GRT Terminal on Charles Street between Gaukel and Ontario Streets; Market Square office and retail space on Frederick Street between King and Duke Streets; Kitchener City Hall (as shown in adjacent photograph) backing onto Duke Street between Young and College Streets; and Kaufman Lofts condominium redevelopment on King Street between Francis and Victoria Streets. Charles Street (Benton Street to Borden Avenue/Ottawa Street) The Downtown Kitchener loop returns to a two-way alignment along Charles Street at Benton Street until Borden Avenue. There are a variety of uses along this section of the corridor, primarily low to medium density multiple residential and small commercial uses, as well as Cameron Heights Collegiate Institute along Charles Street between Madison and Pandora Avenues. The Kitchener Farmers Market is located north of this corridor at the intersection of King and Cedar Streets. Borden Avenue/Ottawa Street Loop (Charles Street to CN Huron Park Spur) At Borden Avenue, the route splits again into a one-way loop along Borden Avenue and Ottawa Street. Between Charles Street and Courtland Avenue, the land uses are mainly large commercial and light industrial, with some low to medium density residential buildings on the east side of Ottawa Street. The Iron Horse Trail and Schneider s Creek intersect the route north of Nyberg Street. The area bounded by Borden Avenue, the CN line, Ottawa Street and Courtland Avenue consists mainly of single-detached houses with some commercial uses fronting onto Ottawa Street. CN Huron Park Spur (Borden Avenue/Ottawa Street to Hayward Avenue) The LRT corridor continues along the CN Huron Park Spur line in a two-way alignment until Hayward Avenue. Industrial land uses surround the rail line along with Rockway Golf Course northeast of Highway 7/8 and vegetated areas around Schneider s Creek, which travels under the line west of Hayward Avenue. 72

5 Region of Waterloo Rapid Transit Project Environmental Project Report Hayward Avenue and Courtland Avenue (CN Huron Park Spur to Balzer Road) The LRT alignment moves off the rail corridor and travels along the grassed boulevards of Hayward Avenue and Courtland Avenue. The north side of Courtland Avenue is characterized by low to high density residential buildings with some commercial uses as well. The south side of Courtland Avenue is primarily open space for the first segment with large commercial uses between Shelley Drive and Manitou Drive. Hydro Corridor (Balzer Road to Fairview Park Mall) LRT service will operate within the hydro corridor between Balzer Road and the Fairview Park Mall. North of the hydro corridor are medium to high density residential buildings with commercial uses south of the corridor, fronting Fairway Road. Highway 8 and Highway 401 (Fairview Park Mall to Hespeler Road) The RT system changes to abrt at Fairview Park Mall and runs along Highway 8 from Fairway Road to Highway 401. Highway 8 is a Provincial highway surrounded primarily by natural and open space areas, including the Grand River, with some residential buildings set back from the roadway. The route includes a proposed stop at Sportsworld Crossing, which is a major employment and retail node in Kitchener s south end. The corridor then connects to Highway 401 and land uses along this major Provincial highway include industrial, open space, agricultural and some residential set far back from the roadway. Hespeler Road (Highway 401 to Coronation Boulevard) The abrt route moves from Highway 401 to Hespeler Road in Cambridge. For much of its length within the study area, Hespeler Road is a major commercial corridor lined with large- and small-scale commercial and retail establishments, including Cambridge Centre mall between Bishop Street and Dunbar Road. At the southwest corner of Hespeler and Dunbar Roads is the Dumfries Conservation Area, a large protected open space area. South of Can-Amera Parkway, the land uses change to a mix of low to high density residential buildings as well as some commercial uses. Downtown Cambridge (Coronation Boulevard to the Ainslie Street Terminal) Hespeler Road becomes Water Street south of the intersection with Coronation Boulevard/Dundas Street, and Galt Collegiate and Vocational Institute is located at the northwest corner of Water and Samuelson Streets. South of Samuelson Street is Downtown Cambridge (Galt) where Water Street branches off to Ainslie Street, and the abrt operates along Ainslie Street to the system s south terminus at GRT s Ainslie Street Terminal. Downtown Cambridge consists of more compact and mixed-use buildings, including retail, office, commercial, institutional and residential uses. Significant buildings and land uses in this area include: The new Waterscape Condominiums development along the Grand River, where Water Street and Ainslie Street meet; Grand House Student Co-operative housing on Ainslie Street between Water and Simcoe Streets; March

6 Historic Cambridge Farmers Market (as shown in adjacent photograph) at the northeast corner of Ainslie and Dickson Streets; UW School of Architecture; Cambridge City Hall on Dickson Street east of Ainslie Street; Cambridge Centre for the Arts; and GRT Ainslie Street Terminal on Ainslie Street between Valour Place and Warnock Street Community Features Community features are significant locations or destinations that serve cultural, entertainment, natural heritage or other beneficial purposes available to the community as a whole. They include shopping centres, open space areas, recreational facilities and entertainment hubs. This section describes some of Waterloo Region s key community features along or nearby the project corridor. North Waterloo (Conestoga Mall to Northfield Drive at Waterloo Spur) Conestoga Mall is the northern terminus for the RT route and is the City of Waterloo s largest indoor shopping centre. It houses over 130 retail stores and restaurants with The Bay, Zellers and Zehrs as its anchor stores, as well as Galaxy Cinemas providing an entertainment destination. The Mall is wellserved by transit with a GRT Terminal outside the main entrance. Waterloo Spur (Northfield Drive to Erb Street) Albert McCormick Community Centre (as shown in adjacent photograph) is located along the LRT route at the intersection of Parkside Drive and Cedarbrae Avenue, between the proposed Northfield/Parkside and R&T Park stations. The Community Centre has twin ice pads, meeting rooms and a branch of the Waterloo Public Library. It serves as the main community centre for Waterloo s north end. Waterloo Park is located south of UW on either side of the Region-owned Waterloo Spur rail line. The park covers approximately 110 ac and includes several recreational facilities and open space areas. It also hosts several events throughout the year. Uptown Waterloo Loop (Erb Street to Allen Street) The LRT route runs in a loop through Uptown Waterloo (as shown in adjacent photograph), which is an important 74

7 Region of Waterloo Rapid Transit Project Environmental Project Report cultural and commercial feature in the City of Waterloo. Waterloo Town Square, Waterloo Public Library s main branch and several world-renowned institutes (e.g. Perimeter Institute for Theoretical Physics, the Centre for International Governance Innovation and the new Balsillie School of International Affairs) are located in Uptown Waterloo, as well as restaurants, shops and local boutiques. King Street (Allen Street to Victoria Street) Grand River Hospital (as shown in adjacent photograph) is located directly on the corridor at King and Pine Streets. The Hospital serves Kitchener, Waterloo and the entire Region. It has several clinical programs and services in addition to regular hospital services, including the Grand River Regional Cancer Centre, mental health and addictions facilities, and a neonatal intensive care unit. Downtown Kitchener Loop (Victoria Street to Frederick Street/Benton Street) and Charles Street (Benton Street to Borden Avenue/Ottawa Street) Downtown Kitchener is the City s primary cultural, entertainment, retail, recreational and employment destination. Its four (4) unique districts speak to the history and future of Downtown: The Warehouse District in the west offers unique historical commercial and residential spaces; The central City Centre District is home to many restaurants, shops, services and cultural venues as well as Kitchener City Hall and the main GRT Terminal; The Civic District to the north includes the Region of Waterloo s administrative headquarters, the Centre in the Square theatre and the main branch of the Kitchener Public Library; and The Market District on the east end has significant redevelopment potential and currently includes Market Square, the Farmers Market and the new provincial and regional courthouse, currently under construction. Nearby Victoria Park provides the City with recreational opportunities and open space areas, and also hosts many events and festivals throughout the year. Borden Avenue/Ottawa Street Loop (Charles Street to CN Huron Park Spur) The Iron Horse Trail crosses the route on Borden Avenue and Ottawa Street in Kitchener. A former rail corridor, the trail provides a 5.5 km long off-road cycling and pedestrian path connecting Uptown Waterloo with central Kitchener, running west of the LRT route. CN Huron Park Spur (Borden Avenue/Ottawa Street Loop to Hayward Avenue) and Hayward Avenue and Courtland Avenue (CN Huron Park Spur to Balzer Road) East of Hayward Avenue and south of the CN Huron Park Spur is the Peter Hallman Ball Yard. This major recreational area includes several baseball diamonds and associated facilities. However, it is located outside of the study area and will not have direct access to RT service. March

8 Hydro Corridor (Balzer Road to Fairview Park Mall) At the eastern end of the hydro corridor, Fairview Park Mall is Kitchener s primary indoor shopping centre and is the transfer point between LRT and abrt technologies. The Mall has over 130 stores and services with The Bay, Sears and Wal-Mart as its anchors. Many GRT bus routes serve Fairview Park Mall and a major GRT Terminal is located outside of The Bay. Highway 8 and Highway 401 (Fairview Park Mall to Hespeler Road) The Grand River runs through Waterloo Region, crossing the study area at Highway 8 and running parallel to the route in Downtown Cambridge. It is a Federally designated Heritage Waterway and has natural and cultural heritage features surrounding it as well as significant recreational and scenic value for the area. The Speed River also crosses the RT route under Highway 401, connecting into the Grand River in Cambridge, south of the study area. Hespeler Road (Highway 401 to Coronation Boulevard) Cambridge Centre is the main indoor shopping centre in Cambridge with over 120 retail stores and services, including The Bay, Sears and Zellers as well as Galaxy Cinemas. The Cambridge Ice Centre is also located in the mall with a year-round public ice rink. Many GRT bus routes serve the mall with a GRT Terminal located near Zellers. Located at the southwest corner of Hespeler Road and Dunbar Road, Dumfries Conservation Area is a 75 ha natural area providing the community with outdoor recreational opportunities. Cambridge Memorial Hospital is located west of the RT route along Coronation Boulevard, serving Cambridge and the Region of Waterloo. The Hospital is scheduled for a major expansion and redevelopment program that will add new facilities and programs to its services. Downtown Cambridge (Coronation Boulevard to the Ainslie Street Terminal) Downtown Cambridge is a historic core area with many retail stores and services (as shown in adjacent photograph), as well as cultural opportunities. Features include public space along the Grand River, the historic Cambridge Farmers Market, Cambridge City Hall, Cambridge Centre for the Arts, David Durward Centre recreational facility, and a Conestoga College satellite campus. GRT s Ainslie Street Terminal is the southern terminus for the RT route, on Ainslie Street between Main and Bruce Streets. The community features throughout Cambridge, Kitchener and Waterloo offer several cultural, entertainment, commercial and natural heritage opportunities for residents and visitors to the area. They are key locations that will be served by RT and support the transit system throughout the Region. 76

9 Region of Waterloo Rapid Transit Project Environmental Project Report Noise and Vibration An assessment was carried out to examine the potential noise and vibration effects of: Construction activity associated with the project; RT operations along the corridor; and Activities associated with the proposed site of the Maintenance and Storage Facility and power substations. The Noise and Vibration Assessment Report is contained in Appendix F. A summary of the methodology, criteria and existing conditions is provided below Methodology The noise and vibration impact assessment criteria are based on the MOE/TTC Draft Protocol for Noise and Vibration Assessment for the Proposed Waterfront West Light Rail Transit Line (November 11, 1993), which is used as protocol for LRT noise and vibration assessments. However, the vibration limit of 0.1 mm/s root-mean-square (rms) from the MOE/TTC Draft Protocol for Noise and Vibration Assessment for the Proposed Scarborough Rapid Transit Extension is used in lieu of the 0.14 mm/s rms limit from the Waterfront LRT guidelines. As per the MOE/TTC protocol, sensitive receptors are identified as those existing or municipally approved residential developments, nursing homes, group homes, hospitals, and other such institutional land uses where people reside. Within the project area, the primary sensitive receptors are residential developments, which are expected to be most representative of the effects of the proposed RT system and were used as a proxy for other sensitive receptors (land uses) in the same area. For the assessment, the protocols dictate that sound and vibration levels need to be calculated at the Point of Reception (POR). The POR is described in the protocols as being a sensitive receptor located no less than 15 m from the centreline of the nearest track. There are many points along the route where the POR would be closer than 15 m from the nearest track centreline. As a result, the point of assessment for receptors along the corridor is taken to be the closest sensitive receptor, regardless of whether or not it is 15 m or more from the nearest track centreline. Noise Criteria There are two (2) primary components to the noise impact assessment criteria: The first and most common component in transit projects is the noise impact as a result of changes to the roadway sound levels at the receptors. Essentially, this is a comparison of sound levels with and without the project s implementation. For this analysis, sound levels without the RT are compared to the sound levels with the LRT and abrt. The horizon year used to project the traffic volumes on the affected streets is 2031 to allow for the project and its surrounding roadways to reach a mature level of use. The comparison is based on a daytime ( ) and nighttime ( ) equivalent sound level comparison, which is appropriate for non-highway projects. Where the sound levels with the project exceed the sound levels without the project by at least 5 db, noise control needs to be March

10 considered where it would be technologically, economically and administratively feasible; and The second set of noise criteria applies to ancillary facilities. These facilities are treated as stationary noise sources and are evaluated based on the MOE s NPC-205 Publication (1995) Sound Level Limits for Stationary Sources in Class 1 and 2 Areas (Urban). The hourly equivalent sound level (1hr L eq ) from stationary sources is compared to the 1hr L eq of the ambient sound or the minimum exclusion criteria (50 db daytime, 47 db evening, 45 db nighttime), whichever is greater. The ambient sound level is comprised of the noise generated from roadway sources and excludes sources such as railways and aircraft. Typically, the quietest ambient sound level period is used as an evaluation of the worst-case situation. If the facility s sound level can remain below the quietest ambient sound level during that period, then the facility is likely to meet the guidelines during all periods of the day. Where the facility exceeds the guidelines by any measurable amount, noise control needs to be implemented as per NPC-205. Sound levels are calculated at the closest POR, which can be the closest façade or outdoor living area during the daytime and the closest façade during the nighttime. Nighttime sound levels are evaluated usually based on a second floor or higher (i.e. apartments) receptor. Vibration Criteria The vibration impact criteria address two (2) potential impacts from vibration generated by the LRT: First, the criteria consider perceptible vibration levels. This addresses vibration that can be felt by residents in a building; and Second, the criteria consider the sound from vibration (vibration-induced noise), but does not set a limit. The limit for perceptible vibration levels has been set to 0.1 mm/s rms velocity. If absolute vibration levels are expected to exceed this limit, mitigation methods need to be determined during future design phases to meet the limit to the extent technologically, economically and administratively feasible. There are no specific criteria in Ontario that set limits for the sound resulting from vibration (vibrationinduced noise). The relatively lower limit of 0.1 mm/s (suitable for hospital vibration levels) attempts to reduce this issue. The possibility for a noise impact as a result of vibration still exists. It is dependent on the frequency spectrum of the vibration as well as the levels. Based on the United States Federal Transit Administration guidelines (2006), a guideline level of 35 dba is used in the report for residential rooms and other rooms (e.g. hospitals) where people generally sleep for cases where the ground-borne, vibration-generated noise dominates the impression of the passby. The vibration-induced noise criterion level of 35 dba should be taken into context along with the airborne noise. New LRT vehicles typically exhibit maximum sound levels ranging from 78 to 80 dba at 7.5 m while traveling at 40 km/hr. For rooms with exposure to the LRT and other traffic, outdoor sound levels in this range would indicate indoor sound levels of 48 to 50 dba, assuming a general 30 db noise reduction from closed windows. In this case, the contribution from vibration-induced noise would be negligible and often indistinguishable compared to the airborne noise coming through the closed window. Thus, the criterion level for vibration-induced noise is mainly applicable to those rooms with little or no window exposure to the LRT. Examples of these would be flanking apartments/houses with little or no window 78

11 Region of Waterloo Rapid Transit Project Environmental Project Report exposure, inset bedrooms separated from the LRT exposure by another room, or basement apartments with small windows. Vibration levels are evaluated at the nearest point of a residential or sensitive-use building. The review of vibration-induced noise potential involves identifying the locations where the LRT system passes close to buildings or where there is special track work prone to creating vibration (switches). In addition, the identification of uses in the buildings and the proximity of sensitive rooms to the source of vibration are considered Existing Conditions Based on the RT alignment, traffic volumes, and receptor characteristics, 20 representative PORs were identified. These receptors were chosen because they are the most sensitive to the noise from the proposed LRT and abrt routes. These receptors provide a point of comparison to sound levels resulting from RT operations. The specifics of each of these receptors and the existing noise levels are summarized in Table 5.4 below. March

12 Table 5.4 Points of Reception and Existing Noise Levels Corridor Segment Waterloo Spur Uptown Waterloo Loop POR Type of Building Dominant Noise Source Distance to Centre Line Daytime (16 hour L eq ) Nighttime (8 hour L eq ) 1 Low rise Weber Street 30 m Low rise None 28 m Low rise None 20 m Low/high University 45 m rise Avenue/Urban Hum 5 High rise Father David Bauer Drive 42 m Low rise Caroline Street 8 m nd floor King Street 5 m residential King Street 8 Low rise King Street 14 m Mid rise King Street 5 m nd floor Charles Street 15 m Downtown Kitchener residential Loop 11 2 nd floor Duke Street 5.5 m residential Charles Street 12 Low rise Charles Street 11.5 m Borden 13 Low rise Charles Street 11.5 m Avenue/Ottawa 14 Low rise Ottawa Street 11 m Street Loop 15 Low rise Borden Avenue 19 m CN Huron Park Spur 16 Low rise Urban Hum 17 m Hayward Avenue 17 Low rise Courtland Avenue 33 m and Courtland Avenue Hydro Corridor 18 Mid rise Fairway Road 23 m Hespeler Road 19 Low rise Water Street 15 m Downtown Cambridge 20 Low rise Ainslie Street 10 m Leq: Equivalent sound level Air Quality An air quality assessment was carried out in advance of the formal start of the TPAP. The assessment identifies potential effects of RT-related emissions on air quality, which can impact human health. The Air Quality Assessment Report is contained in Appendix G. A summary of the key findings is provided below. Air pollution is associated with a range of health-related issues. Short term exposures to high levels and long-term exposures to somewhat lower levels of air pollutants can lead to mortality. Cardiac patients, 80

13 Region of Waterloo Rapid Transit Project Environmental Project Report the elderly and other high risk individuals may require hospital care as the result of exposure to air pollutants. Respiratory emergency room visits followed by chronic bronchitis attacks in adults and children are common results of poor air quality. Symptoms of asthma and the number of reported acute respiratory symptom days increase with higher air pollution levels. Air pollution can also lead to restricted activity days, where residents ability to undertake normal daily activities is reduced. The implementation of LRT and abrt in the RT corridor will provide an alternative travel mode for commuters living along and close to the route. This will shift the transportation mode more towards public transit and away from private vehicles with an attendant reduction in emissions of air pollutants in the Region. The LRT and abrt will replace some of the surface bus routes currently operating along the corridor leading to a reduction in emissions of engine exhaust along sections of the route where electric LRT vehicles will operate Methodology To evaluate the potential changes in air quality after implementation of the RT project, the existing bus operations were evaluated to provide a baseline for existing transit system emissions. The transit system as envisioned for 2017 and 2031 and the changes on surface routes along the corridor were then evaluated. The effects of a mode shift away from private vehicles to public transit with the implementation of the LRT and abrt were evaluated as a decrease in potential emissions for both 2017 and The combined effects of changes in the transit system and the potential reduction of private vehicles are presented on a Region-wide basis for the two (2) horizon years. Based upon the traffic assessment reports that identified intersections where there was a potential for additional congestion to occur because of the introduction of the LRT, a limited screening of the air quality effects in these areas was conducted using procedures developed in the United States. Pollutants of Concern A number of common air pollutants were addressed in the study: Particulate matter (PM) and the inhalable fraction (PM 10 ) and respirable fraction (PM 2.5 ); Ozone (O 3 ); Oxides of nitrogen (NO x ); Sulphur oxides (SO 2 ); Carbon monoxide (CO); and Volatile organic compounds (VOC). The first four (4) categories on the above list are typically referred to as Criteria Pollutants, or common air pollutants. They are classed as Criteria Pollutants because their emissions are regulated based upon human health-based and/or environmentally-based criteria (science-based guidelines) for permissible levels. March

14 Particularly pertinent to this study are the priority contaminants, O 3 and PM 2.5, because these have been associated with mortality, respiratory effects and cardiovascular effects according to several expert reviews. The MOE operates a network of air quality monitoring stations and data from these locations is used to track trends in both the temporal and spatial variations in contaminant levels in the atmosphere. The monitoring station within the study area is located in the City of Kitchener near West Avenue and Homewood Avenue, and data from this location was used for this study. In all cases the criteria and standards are set to protect the general community. Monitoring locations do not always reflect the average seen in the community as they tend to be located in areas which, while they might have been reflective of the community in the 1970s when the site was established, are now heavily influenced by traffic on nearby roads. Should air quality around these highly exposed stations meet the criteria levels it would be anticipated that much of the community further removed from the heavy traffic areas would experience lower levels of poor air quality Existing Conditions Air Quality in the Region of Waterloo Southern Ontario has a modified continental climate with a less extreme temperature range than the continental climate of the Prairies and less precipitation than one would expect in the Maritimes. The climate of the area is moderated by the influence of the Great Lakes, and even though the Region is located some distance from the Great Lakes the climate is still influenced by them. The Great Lakes tend to have a cooling effect throughout most of the warmer parts of the year, and to some extent moderate extreme cold periods while they delay the coming of spring and prolong warmer weather in the fall. Waterloo Region, and indeed most of southern Ontario, has prevailing winds from the west with southwest winds dominating the summer and west and northwest winds in the winter. Easterly winds are the least frequent and the lightest. Observations have shown marked increases in NO x or O 3 levels in different locations in southern Ontario suggesting that the source of these pollutants, and the nature of the air masses moving over the area, strongly influence the air quality impacts. Air flows coming into southwestern Ontario frequently pass over the Ohio Valley and other heavily industrialized areas of the United States and southern Ontario. This contributes as much as 50% of the air pollution burden seen in local communities. Other contributors include local industrial operations, fossil fuelled power generation facilities, and the high numbers of vehicles using roads in and around the built-up areas and cities. While trans-boundary air pollution and regional transportation corridors contribute to regional air quality, heavy industry has its own effects, typically using tall stacks to allow emissions to be dispersed and carried downwind. Another factor that can influence regional air quality is large concentrations of asphalt and urban development which gives rise to the urban heat island effect. Higher temperatures associated with urban areas, increase the potential for smog formation from the air emissions. Communities in southern Ontario, including in Waterloo Region, frequently have poorer air quality than the Toronto area, due largely to the influence of trans-boundary transport issues. 82

15 Region of Waterloo Rapid Transit Project Environmental Project Report Fine Particulate Matter Particulate matter includes all particles that could remain suspended in the air for any length of time, but those of most interest are the respirable fraction that are less than 2.5 um (micrometers or microns) in size and designated at PM 2.5. Their size means they can have significant effects on health because they enter the lungs and are not always removed through normal breathing. The PM 2.5 in the atmosphere comes from two (2) sources: primary emissions of fine particles and secondary formation through chemical reactions after they enter the atmosphere. Primary PM in the atmosphere includes those particles emitted directly from a source be it re-suspended road dust, or emissions from internal combustion engines, space heating, or other combustion sources, as well as those from industrial processes. Table 5.5 shows that PM 2.5 data has been trending downwards since Table 5.5 Summary of Kitchener Monitoring Station: PM2.5 (ug/m 3 ) Data for 2005 to 2009 Ozone Year CWS 98 th Percentile CWS: Canada-wide Standards While not directly released from combustion sources, O 3 levels can be influenced by releases of VOC and NO x to the atmosphere. Table 5.6 provides the results for the Kitchener monitoring station for 2001 to As noted in the discussion of PM 2.5 the Canada Wide Standard PM 2.5 also contains a numerical target for O 3. In this case the standard is based upon the average of the fourth highest eight (8) hour rolling average value of O 3 for each of the last three (3) years. The criteria value is 65 parts of O 3 per billion parts of air (ppb). The MOE 2009 Air Quality report shows that the Kitchener average level based upon taking the fourth highest annual value was approximately 71 ppb, over the standard. The report notes that this is not an exception as few locations in the province meet the standard; however, the levels are decreasing indicating air quality is improving in the province. March

16 Table 5.6 Summary of Kitchener Monitoring Station: O3 Data (ppb) for 2001 to 2009 Year 1 Hour Mean 1 Hour 90 th Percentile Maximum 1 Hour Number of Hours Value > 80 ppb Other Pollutants The 2009 Air Quality report suggests that the annual average NO 2 levels in the province have decreased by approximately 34% over the 20-year period of 1990 to 2009, and 40% over the last decade. While the Kitchener data shows decreases, they may not be as dramatic as the provincial averages because as traffic volumes near urban monitoring stations continue to increase, the effect of emission regulations that are aimed at reducing emissions from vehicles is offset by the increase in vehicle numbers. NO 2 is the form of oxides of nitrogen that are most important from a health perspective. The NO x 90 percentile and the NO 2 data are reported in Table 5.7. Table 5.7 Summary of Kitchener Monitoring Station: NO2 (ppb) Data 2001 to 2009 Year Annual Mean 1 Hour 90 th Percentile 1 Hour Average 24 Hour Average NO 2 NO x Maximum Times > 200 ppb Maximum Times > 100 ppb N/A Average Average NO 2 /NO x

17 Region of Waterloo Rapid Transit Project Environmental Project Report Overall, the rate of decline of most airborne contaminants is slowing, with, as noted above, some species increasing in concentration. If the trends of increasing population bring with it more vehicular traffic it is doubtful if these trends can be maintained, despite measures to reduce vehicular emissions. Clearly, other emission reduction strategies, such as increased use of public transport in large urban areas can only benefit the environment and those living in the city. Emissions Inventory The emission inventory process attempts to determine what sources of air pollutants are present in the community and how much these sources contribute to emissions and hence the air quality conditions in the area under consideration. The MOE 2009 Air Quality report provides a provincial inventory that defines the provincial emissions profile. The inventory indicates that on a provincial basis: The transportation sector (road vehicles, trains, airplanes, and ships) contributes the majority of the NO x and CO released in the province; Residential sources are responsible for the highest percentage of fine PM released; and Smelters and utilities account for 70% of the SO 2 emitted. The provincial emission inventory may not reflect the inventory of the Region of Waterloo. The absence of cement plants, smelters and electrical generating facilities burning fossil fuels in the Region would remove such sources from a Regional inventory and result in a re-distribution of the sources. This could raise the percentage of emissions from transportation and residential sectors in the Region, illustrating how important it is to encourage a transportation mode shift to public transit as it could have a major impact on emissions. Emission inventories should consider greenhouse gas (GHG) emissions. The ICF International report for Toronto suggests that mobile sources (i.e. vehicles) accounted for 35% of the GHG emissions in Toronto in 2004 (ICF International, 2007). Not included in the inventory are emissions from aircraft and trains operating in the area. Of the total transportation emissions, 74% were estimated to arise from passenger and other light vehicles. Overall, residential sources accounted for 25% of the emissions with industrial emissions at 36% and waste management activities at 4%. It is expected that these percentages would be similar for the Region, although the exact proportion associated with waste management could be influenced by the type of waste disposal/processing operations in the Region. 5.3 Cultural Environment The cultural environment consists of cultural and built heritage resources as well as archaeological resources. The Environmental Assessment Act definition of the environment includes cultural conditions that influence the life of humans or a community as well as any building or structure, machine or other device or thing made by humans. This section defines the cultural environment and identifies features that may be affected by the RT system. March

18 5.3.1 Cultural and Built Heritage For the purposes of cultural and built heritage resource identification, this section provides a brief description of the existing environment of the study corridor. A cultural heritage landscape (CHL) is a geographical area perceived as a collection of individual person-made built heritage resources set into a whole such as historical settlements, farm complexes, waterscapes, roadscapes and railways. They emphasize the interrelationship of people and the natural environment and convey information about the processes and activities that have shaped a community. Some are continuing landscapes, which maintain the historic use and continue to evolve, while others are relic landscapes where the evolutionary process has come to an end but important landscape or built heritage resources from its historic use are still visible. Built heritage resources comprise individual, person-made or modified, parts of a CHL such as buildings or structures of various types including, but not limited to, cemeteries, and planting and landscaping structures. A Cultural Heritage Assessment Report was carried out prior to the formal start of the TPAP and is contained in Appendix H Methodology The Region updates an inventory of designated and listed heritage resources on an annual basis with information provided by local municipalities. Designated heritage resources include buildings designated under Part IV of the Ontario Heritage Act and designated heritage conservation districts under Part V of the Ontario Heritage Act. This Region-wide database was used to determine existing conditions and assess potential effects for cultural and built heritage resources. For the most part, the analysis of cultural heritage resources in the study area addresses those aboveground, person-made heritage resources over 40 years old. The application of this rolling 40 year principle is an accepted Federal and Provincial practice for the preliminary identification of cultural heritage resources that may be of heritage value. Its application does not imply however that all built heritage resources or CHLs that are over 40 years old are worthy of the same levels of protection or preservation Existing Conditions North Waterloo (Conestoga Mall to Northfield Drive at Waterloo Spur) This section is within existing roadways in an urbanized area of the City of Waterloo. This section does not contain cultural heritage resources of local interest or significance. Waterloo Spur (Northfield Drive to Erb Street) The Waterloo Spur is part of the historic rail network in the Region of Waterloo and is considered a CHL. North of Erb Street adjacent to the rail corridor is the historic Waterloo Railway Station now functioning as a ticket office for a Waterloo Central Railway tourist train. Uptown Waterloo Loop (Erb Street to Allen Street) The LRT corridor passes through areas comprised of early commercial, institutional and residential settlement in the City of Waterloo. These streetscapes are representative of the early settlement road 86

19 Region of Waterloo Rapid Transit Project Environmental Project Report network. There is a stock of historic built heritage resources dating from various periods of city building and development that are considered sensitive to change. Examples of built resources include the Brick Brewing Company building and the Waterloo-Kitchener United Mennonite Church. Sections of King Street contain a grass verge, which is a character contributing attribute. Municipally designated heritage properties along this section of the corridor include: 57 Erb Street (Seagram Bonded Warehouse, 1878): The west, north, and east facades are designated, along with the remaining interior barrel racking system of the original circa 1878 Bonded Warehouse. The property is now the home of the Centre for International Governance Innovation, a Waterloo-based research institute; 83 Erb Street (Seagram Buildings: Buehler Foundry and Maintenance Building, 1858): All of the exterior facades of the administration and maintenance buildings have been designated; 35 King Street (Post Office, 1913): All four (4) facades, the tower, and the entire roofline are designated; 59 King Street (Heuther Hotel, 1872): The east exterior facade, excluding all signage, the arched stone entrance, and the vaulted ceiling of the original storage cavern. The building now operates as a brewery; 4-6 King Street (Snyder-Hahn Building, 1857): The front facade of the building, with the exception of the electric sign, is designated; 156 King Street (Kuntz-Eckert House, 1880): The west, north, and south facades are designated, ending at the one (1) storey portion of the building; 167 King Street (Kuntz-Labatt House, 1880): All exterior facades of the building are designated; and 172 King Street (Erb-Kumpf House, 1812): All exterior facades of the Kumpf House are designated, excluding the garage. The home was built by Abraham Erb in 1812 and is one of Waterloo s oldest homes. King Street (Allen Street to Victoria Street) This section of the corridor is characterized by commercial, institutional and residential settlements in the City of Waterloo and City of Kitchener. The King Street streetscape is representative of the early settlement primary road network. There is a stock of historic built heritage resources dating from various periods of city building and development, including the Sun Life Insurance Company office, the former Bauer Upholstery factory, King Edward Public School and Kitchener Collegiate and Vocational High School. This section of the corridor contains two (2) listed, but non-designated, heritage properties: 621 King Street; and 709 King Street. March

20 Downtown Kitchener Loop (Victoria Street to Frederick Street/Benton Street) The area is a mix of converted properties representing varying ages and architectural styles, combining commercial, institutional and residential structures. This historic area contains a higher density of municipally recognized cultural heritage resources than other corridor segments in the City of Kitchener. Examples include the Kaufman Lofts (former factory building), the former Lang Tannery, St. Mary s Church, St. John the Evangelist Church, the Federal Building on Duke Street and the Wilfrid Laurier Faculty of Social Work. The following designated properties are located along this section of the corridor: 43 Benton Street; 120 Duke Street (St. Jerome s High School): The property has been restored by Wilfrid Laurier University and is the home of its Department of Social Work; and 410 King Street (Kaufman Footwear): This former factory was rehabilitated and was reopened as loftstyle residences known as the Kaufman Lofts. There are also several listed, but non-designated properties in this section, including: 1-3 Charles Street; Queen Street; Charles Street; 2-22 Duke Street; Duke Street; 10 Duke Street; 56 Duke Street; and King Street. Charles Street (Benton Street to Borden Avenue/Ottawa Street) The route passes through a neighbourhood road network within the right-of-way. There are groups of residential properties built post-1900 which collectively represent the former context of this section of corridor. This section has witnessed infill and removal of pre-existing heritage properties. A grass verge exists between the sidewalk and roadway in some sections of the corridor. Borden Avenue/Ottawa Street Loop (Charles Street to CN Huron Park Spur) This section of the corridor is comprised of residential, industrial and commercial properties that are located adjacent to the existing roadway. Ottawa Street is primarily residential and contains properties dating between 1910 and 1930 as well as properties from the post-wwii era (1950s). The buildings are generally single-family residences with some low scale apartment units. Some buildings are considered individual built heritage resources due to their age and character, and the section of Ottawa Street between Courtland Avenue and Mill Street is a residential streetscape CHL. 88

21 Region of Waterloo Rapid Transit Project Environmental Project Report The property at 5 Maurice Street (adjacent to Ottawa Street) is a municipally designated heritage property under Part IV of the Ontario Heritage Act. This building dates from 1856 and is noted as a Shantz family residence, although it has been converted for other use. While altered, it is a significant cultural heritage resource in the community and the only designated building in this area of the RT corridor. Across the road on the west side of Ottawa Street is a converted former rope manufacturing industrial building. Sections of grass verge with trees exist in parts of the corridor, especially along Ottawa Street. Borden Avenue is primarily industrial in development. Many of the identified cultural heritage resources in this section have been altered, some significantly, but for the most part still convey the historical development of the corridor in the 20 th century. CN Huron Park Spur (Borden Avenue/Ottawa Street to Hayward Avenue) The CN Huron Park Spur passes through an established residential neighbourhood. There are no built heritage resources or CHL features in this section of the route corridor. Hayward Avenue and Courtland Avenue (CN Huron Park Spur to Balzer Road) There are no built heritage resources or CHL features in this section of the route corridor. Hydro Corridor (Balzer Road to Fairview Park Mall) There are no built heritage resources or CHL features in this section of the route corridor. Highway 8 and Highway 401 (Fairview Park Mall to Hespeler Road) There are no built heritage resources or CHL features in this section of the route corridor. Hespeler Road (Highway 401 to Coronation Boulevard) There are no built heritage resources or CHL features in this section of the route corridor. Downtown Cambridge (Coronation Boulevard to the Ainslie Street Terminal) The abrt route passes through the historical core of the City of Cambridge (formerly Galt) within the road right-of-way. Galt was established in 1816 and settled in the 1830s. Known for its stone buildings, the former Galt downtown maintains a main street commercial character related to its past. The former Galt Market Hall located at Main Street and Ainslie Street is an important municipal cultural heritage resource and is recognized as a National Historic Site by Parks Canada. The high density of built heritage resources and the corresponding CHL settlement area is particularly noteworthy. Park Hill Road north to Dundas Street contains a number of individual cultural heritage properties that are considered to be of heritage value set back at varying distances from the road. The following designated heritage properties were identified along the corridor in Downtown Cambridge: Colborne Street (Crozier Cottages): This is a commercial stone building; 40 Dickson Street (Market Building): A red brick market building; and 46 Dickson Street (City Hall): This is a stone municipal building. March

22 This section also contains listed, but non-designated properties, as follows: 17 Ainslie Street (N. Dando Block, ): A brick and stone commercial building; 19 Ainslie Street (N. Dando Block, ): A brick and stone commercial building; 21 Ainslie Street (N. Dando Block, ): A brick and stone commercial building; 23 Ainslie Street (N. Dando Block, ): A brick and stone commercial building; 25 Ainslie Street (N. Dando Block, ): A brick and stone commercial building; 29 Ainslie Street (N. Dando Block, ): A brick and stone commercial building; 31 Ainslie Street (N. Dando Block, ): A brick and stone commercial building; 33 Ainslie Street (N. Dando Block, ): A brick and stone commercial building; 49 Ainslie Street; 51 Ainslie Street (Wesley House/Old Addison House): Alexander Addison built this home in 1847; 55 Ainslie Street (Wesley House/Old Addison House): Alexander Addison built this home in 1847; 57 Ainslie Street: A painted brick building, currently used as law offices; 58 Ainslie Street: A one storey stucco building identified in the 1870 map; 111 Ainslie Street: A stone commercial building; 58 Ainslie Street: A stone-built house; 71 Ainslie Street: A semi-detached, red brick house with a round arch centre gable; 73 Ainslie Street: A semi-detached, red brick house with a round arch centre gable; 75 Ainslie Street: A semi-detached, red brick house with yellow brick feature work; 77 Ainslie Street: Semi-detached red brick house with yellow brick feature work; 79 Ainslie Street: Semi-detached red brick house with yellow brick feature work; 81 Ainslie Street: Semi-detached red brick house with yellow brick feature work; 82 Ainslie Street; 245 Ainslie Street: Formerly 55 State Street; 275 Ainslie Street (Craigie Lea/Old Cowan House, 1834, formerly 75 State Street): This home was built Andrew Elliott. It has fine stonework and Halifax dormers. This house gave its name to the area; 295 Ainslie Street (Galt Knife Company, formerly 99 State Street): A commercial building; and Park Hill Road. Maintenance and Storage Facility There are no built heritage resources or CHL features in this section of the study area. 90

23 Region of Waterloo Rapid Transit Project Environmental Project Report Archaeology The Stage 2 Archaeological Assessment (AA) considers potential effects of the project on archaeological materials and is contained in Appendix I. Prior to the TPAP and during the Individual EA, a Stage 1 Archaeological Assessment for: The Proposed Waterloo Rapid Transit System, Regional Municipality of Waterloo, Ontario (2007) was conducted to determine areas of high archaeological potential along the RT corridor in which a Stage 2 AA would be required. The results showed that the majority of the corridor was previously disturbed, has sloping terrain and/or low-lying and wet areas, indicating low archaeological potential. Within undisturbed portions of the study area, the Stage 1 AA identified high potential for the recovery of historic Euro- Canadian and Aboriginal archaeological remains. The background research revealed numerous registered archaeological sites to be located within a 600 m radius of the study area, suggesting that additional archaeological sites may be encountered within the limits of the subject lands. The potential for precontact Aboriginal archaeological resources was established based on the close proximity of the Grand River, Speed River, and numerous additional creeks to the study area limits. A limit of 300 m was used based on MTCS Standards for potential archaeological resources. For the Euro- Canadian period, the majority of 19 th century farmsteads were captured by the basic proximity to the water model, since these occupations were subject to similar environmental constraints. An added factor was the development of a network of concession roads in the 19 th century. To ensure no archaeological resources would be impacted by construction activities along the preferred route, a Stage 2 AA was conducted in accordance with the Ontario Heritage Act (1990) under archaeological consulting licence number P Methodology The Stage 2 AA field assessment was conducted in compliance with the 2011 Standards and Guidelines for Consultant Archaeologists, published by the MTCS. The Stage 2 investigations were undertaken on May 4, May 6, August 8, November 4 and December 5, The weather during the investigations ranged from overcast to clear and sunny with temperatures ranging from 5 to 14 C. The weather and lighting conditions permitted good visibility of all parts of the subject lands and were conducive to the identification and recovery of archaeological resources. Where high archaeological potential in undisturbed areas was identified, the area was subject to a shovel test-pit form of survey. Test-pit surveys are defined as excavating 30 by 30 cm units at set intervals on a grid pattern. Each undisturbed area was tested at survey intervals of 5 m with excavation to sterile subsoil depths of 20 to 30 cm. The topsoil was screened through 6 mm mesh to facilitate artifact recovery and all test-pits were backfilled. As per MTCS Standards and Guidelines for the Stage 2 AA, the fallow fields adjacent to the woodlot on the Maintenance and Storage Facility site were ploughed and allowed to sufficiently weather prior to a pedestrian form of survey. The remainder of the testable area at the site was subject to a test-pit form of survey. The field was ploughed on November 16, 2011 and the pedestrian and test-pit surveys were March

24 conducted on December 5, 2011 following a heavy rainfall Existing Conditions The majority of the RT corridor was identified as having low archaeological potential due to previous disturbance, sloping terrain, and/or low-lying and wet areas, based on the Stage 1 AA. Some areas along the RT route had high archaeological potential and the findings of the Stage 2 AA for these areas are described below. Based on MTCS policies, registered archaeological sites are described in general, but specific locations are not provided to protect personal privacy and sensitive archaeological sites. North Waterloo (Conestoga Mall to Northfield Drive at Waterloo Spur) Two (2) archaeological Euro-Canadian homestead sites were documented within 300 m of the alignment at the northeast corner of King Street and Northfield Drive. One (1) is located outside the study corridor limits and the other was destroyed by previous development activity. Waterloo Spur (Northfield Drive to Erb Street) There is an area of undisturbed land with high archaeological potential along the Waterloo Spur east of Seagram Drive and adjacent to Laurel Creek. This 0.21 ha (0.51 ac) site (2.2% of the segment area) consists of a fallow and grassed margin dotted with trees and was subject to a shovel test-pit survey. A total of 90 test-pits were excavated, but no archaeological resources were encountered during the Stage 2 survey. Downtown Kitchener Loop (Victoria Street to Frederick Street/Benton Street) Three (3) archaeological sites were documented in Downtown Kitchener, all of which are of Euro- Canadian cultural affiliation: Waterloo County Jail, which was completely excavated and no further work is outstanding; Sonneck, which is a homestead type site and it is unknown if further archaeological work is outstanding; and Regional Municipality of Waterloo Headquarters, which is an urban settlement on the west side of Frederick Street between Spetz and Irvin Streets. Some of the structures have been disturbed by development; however, sealed remains may still be present. All three (3) sites are located outside the study corridor limits. Borden Avenue/Ottawa Street Loop (Charles Street to CN Huron Park Spur) Along the Borden Avenue/Ottawa Street Loop, one (1) archaeological site is located within 300 m of the alignment, southwest of Borden Avenue and adjacent to Shoemaker Creek. The site is an undetermined Aboriginal campsite and was threatened by development; however, it is unknown whether the site was destroyed. The site is located outside the study corridor limits. 92

25 Region of Waterloo Rapid Transit Project Environmental Project Report Hydro Corridor (Balzer Road to Fairview Park Mall) The hydro corridor alignment includes 3.1 ha (7.66 ac) of undisturbed lands with high archaeological potential, or 92% of the segment area. Each undisturbed area was subject to a test-pit survey with a total of approximately 1,300 test-pits excavated. No archaeological resources were encountered during the Stage 2 survey. Maintenance and Storage Facility The identified site for the Maintenance and Storage Facility is located within an existing commercial/industrial area between Northfield Drive and Weber Street, immediately west of Highway 85. The potential to recover precontact archaeological material was identified within this site due to the proximity of Forwell Creek flowing adjacent to the northeast limit of the property. The northernmost portion of the site consists of fallow fields, which were ploughed and allowed to sufficiently weather prior to a pedestrian form of survey. This area totals approximately 0.19 ha (0.47 ac) or 11.6% of the Maintenance and Storage Facility area. The remainder of the site includes 0.82 ha (2.03 ac) of undisturbed area, or 50% of the site. An estimated 340 test-pits were excavated and nothing of archaeological significance was located. Disturbances within the Maintenance and Storage Facility site include existing industrial buildings, paved and gravel driveways and parking areas, and a large berm in the northern portion of the site. These disturbed areas total approximately 0.63 ha (1.56 ac) or 38.4% of the Maintenance and Storage Facility area. 5.4 Transportation and Utilities This section describes the operational characteristics of the existing transportation system and utility network within the study area. A broad description of the study area s roads and traffic conditions, transit service and cycling and pedestrian facilities is provided below Existing Roads and Traffic The Region has completed several analyses to examine potential operational and capacity related challenges to address areas in Cambridge, Kitchener and Waterloo. Technical memos and reports that describe existing traffic conditions within the study area are contained in Appendix J and include: Assessment of Rapid Transit Options in Downtown Cambridge (April 2009); Assessment of Rapid Transit Options on Charles and Duke Streets (December 2008); Assessment of Rapid Transit Options in Uptown Waterloo (April 2009); Fairway Road Transfer Terminal Analysis Summary (May 2011); and Individual EA - Phase 2 Evaluation of Route Sections and Technology Alternatives, Transit and Traffic Operations (July 2008) (see the Region s website at More broadly, nearly 210 lane-kilometres of the Region s urbanized road network are at or exceed capacity during the afternoon peak hour. As traffic models project, if the Region does not improve the existing transportation system by 2031, planned growth would require 500 additional lane-kilometres of March

26 roads to be built within the urban areas. As a result, the Region has identified several strategies to improve area mobility while investing in alternative, more sustainable modes of transportation. The RT system is a key component of this approach. A more detailed overview of the existing road system is provided in the RTMP Moving Forward 2031, January Existing Transit Service Grand River Transit (GRT) currently provides all of the Region s public transportation services in the Cities of Cambridge, Kitchener and Waterloo, with extended limited services to the outlying Townships. Local bus service and ixpress services currently operate in the Region. The 200 ixpress route was implemented in September 2005 and operates in a north to south corridor with 14 stations between Conestoga Mall and the Ainslie Street Terminal. GRT introduced the new 201 ixpress route in September 2011, operating in a north to south corridor between Wilfrid Laurier University in Waterloo and the Forest Glen Terminal in Kitchener. The route runs mainly along Fischer-Hallman Road with 21 stations in total. Since 2000, annual transit ridership has increased from 9.5 million to 19.7 million in 2011, representing a 9.1% increase over the 2010 ridership. This growth corresponds with an increase in the transit modal share as well. GRT operations utilize standard 40 ft buses and mobility plus buses for the disabled. Some of these are hybrid powered vehicles. Inter-regional transit service into Waterloo Region is improving and providing greater transportation choice and opportunities for longer distance travelers to/from the Region. Passenger rail service is offered by VIA Rail and GO Transit. VIA Rail s service is limited to three (3) trains per day in each direction on the Windsor-Guelph-Toronto-Montreal line. The VIA Rail station is located in Downtown Kitchener near the intersection of Victoria and Weber Streets. GO Transit began commuter rail service from Downtown Kitchener to Downtown Toronto on December 19, 2011, with two (2) departures per day and stops in Guelph and other locations along the route. GO Transit offers daily bus service between Waterloo Region and Milton and Square One in Mississauga with nearly 20 weekday departures. Both locations provide connections to Downtown Toronto. Within the Region, GO Transit bus stops are located at the UW and Wilfrid Laurier University campuses, the Downtown Kitchener GRT Charles Street Terminal, and at Highway 401/Hespeler Road in Cambridge. Private bus service is provided by both Greyhound and Coach Canada. Greyhound has daily service between Waterloo Region and Toronto with stops in various communities along the route. Approximately 30 buses arrive and depart on a typical day, and the main Greyhound terminal is located at Sportsworld Drive. Coach Canada offers weekday service from Hamilton to Downtown Cambridge and Downtown Kitchener with up to eight (8) buses per day. Specialized Friday afternoon and Sunday afternoon service is also provided between UW and Hamilton. 94

27 Region of Waterloo Rapid Transit Project Environmental Project Report Existing Cycling and Pedestrian Facilities The Region is currently undertaking an Active Transportation Master Plan Walk Cycle Waterloo Region study to encourage walking, cycling, skateboarding, in-line skating and the use of mobility devices in the Region. The Region aims to make it easy, attractive and comfortable for residents and visitors in the area to use various means of active transportation on roads, sidewalks and trails. The Region has a well established Cycling Master Plan including both on-road and off-road facilities. In 2005, Regional Council adopted the Pedestrian Charter for the Region of Waterloo, which serves as a set of principles to foster awareness and support for pedestrian activity. Both the Cycling Master Plan and the Pedestrian Charter recognize that an urban environment that encourages and facilitates cycling and walking supports community health, vitality and safety. Policies and standards to support active transportation modes/infrastructure in the urban growth areas have been developed as part of the RTMP. The Regional Cycling Network consists of nearly 300 km of cycling infrastructure, including bicycle lanes, trails and other off-road routes. Within the vicinity of the RT corridor are several connections to the cycling network. The Iron Horse Trail is a popular off-road cycling and pedestrian route that connects Waterloo to Kitchener through Waterloo Park and Victoria Park to Schneider Creek at Ottawa Street. This former rail line runs near the cities core areas and is within very close proximity or connects directly to the LRT route at Waterloo Park, Uptown Waterloo, Borden Avenue and Ottawa Street. Areas where RTMP-approved cycling lanes correspond with the on-road RT route are Northfield Drive and Victoria Street. Additionally, many roads that connect to or intersect the RT route have been approved for cycling lanes. The approved Regional Cycling Network is shown in Figure 5-5Error! Reference source not found.. Existing pedestrian facilities in the Region consist primarily of sidewalks in boulevards and off-road trails. Sidewalks are present along most on-road sections of the RT corridor, with the major exceptions being Highway 8 and Highway 401 where pedestrians are not permitted. As previously mentioned, the Iron Horse Trail is an off-road cycling and pedestrian trail connecting Waterloo with Kitchener near the LRT route. March

28 Figure 5-5 Approved Regional Cycling Network 96